White Chapel Village Traffic Impact Analysis

Transcription

1 White Chapel Village Traffic Impact nalysis Southlake, Texas 2435 N. Central Expressway Suite 750 Richardson, Texas Prepared for: RREF Real Estate & Note cquisitions Engineer-in-Charge: Joshua D. Smith, P.E., PTOE October 22, 2015

2 Table of Contents 1 Introduction Data Collection & Existing Conditions Traffic Counts & Signal Timing Site Visit Carillon and Southlake Office Plaza Developments Projected Infrastructure Improvements Projected ackground Growth and Site Traffic Projected ackground Growth Trip Generation Trip Distribution and ssignment Traffic nalysis Existing Traffic ackground Traffic uild-out Traffic Horizon-Year Traffic Driveway nalysis Driveway Spacing uxiliary Lane nalysis Phase 1 Traffic Conclusions White Chapel Village Traffic Impact nalysis Page i

3 List of Tables Table 1: Trip Generation... 7 Table 2: Intersection Level of Service Thresholds Table 3: Existing Level of Service nalysis Table 4: 2020 ackground Level of Service Table 5: 2020 uild-out Level of Service Table 6: Traffic Signal Intersection Improvement Scenario at Driveway 1/usiness Driveway Level of Service & Delay, 2020 Total Future Condition Table 7: Hooded Left Turn Scenario at Driveway 1/usiness Driveway Level of Service & Delay, 2020 Total Future Condition Table 8: 2025 Horizon-Year Level of Service Table 9: Hooded Left Turn Scenario at Driveway 1/usiness Driveway Level of Service & Delay, 2020 Total Future Condition Table 10: uxiliary Lane Volume Thresholds for Right Turns List of Figures Figure 1: Site Map... 1 Figure 2: Carillon and Southlake Office Plaza Developments Site Map... 5 Figure 3: Catchment rea Populations... 8 Figure 4: Trip Distribution... 9 Figure 5: 2014 Existing M Traffic Volumes Figure 6: 2014 Existing PM Traffic Volumes Figure 7: 2020 ackground M Traffic Volumes Figure 8: 2020 ackground PM Traffic Volumes Figure 9: Proposed Roundabout Layout at Highland Street Figure 10: 2020 White Chapel Village M Site Traffic Figure 11: 2020 White Chapel Village PM Site Traffic Figure 12: 2020 M uild-out Traffic Volumes Figure 13: 2020 PM uild-out Traffic Volumes Figure 15: 2025 Horizon-Year M Traffic Volumes Figure Horizon Year PM Traffic Volumes White Chapel Village Traffic Impact nalysis Page ii

4 1 Introduction Stantec, Inc. was retained to complete a traffic impact analysis for the White Chapel Village (project site) a proposed mixed-use retail, hotel, restaurant, and office development. The proposed site is located on the southeast corner of White Chapel oulevard and the SH 114 eastbound frontage road, north of Highland Street. The site location is shown in Figure 1. Figure 1: Site Map erial Image Source: Google Earth The project site is expected to contain a 35,000 square-foot shopping center, a 50,000 square-foot office building, a 220 room hotel, and high turnover sit-down restaurants totaling 15,000 square feet. The site will be accessed by four driveways, with two coming from White Chapel oulevard and the other two from the SH 114 eastbound frontage road. The proposed site plan is shown in ppendix. It shows detail primarily for the Phase 1 hotel. The development of the other phases shown is projected but preliminary. For purposes of this study, the site is expected to be fully built out by the year Per TxDOT requirements, analysis for a horizon year of 2025 will also be considered as part of this study. White Chapel Village Traffic Impact nalysis Page 1

5 In addition to the project site, the background developments Carillon and Southlake Office Plaza, as well as various infrastructure improvements along White Chapel oulevard have been included in this study. oth Carillon and Southlake Office Plaza developments are assumed to be fully built-out in the year 2020 analysis. Roadway improvements along White Chapel oulevard include widening from a two-lane undivided cross-section to a four-lane divided cross section. The intersection of White Chapel oulevard and Highland Street, which currently operates under temporary signal control, will be converted to a two-lane roundabout. These improvements are also assumed to be complete by This report is divided into five main sections which describe the steps taken to complete this traffic impact analysis: Data Collection & Existing Conditions: explains the method for obtaining traffic counts, signal timings, and existing roadway characteristics Projected ackground Growth and Site Traffic: explains the process for estimating background traffic for future-year analyses, and includes the trip generation, distribution, and assignment methodology. This section also describes the inclusion of the Carillon and Southlake Office Plaza developments and expected roadway improvements in detail. Traffic nalysis: includes the traffic analysis done for each scenario for the M and PM peak hours. Driveway nalysis: describes the steps taken in determining whether the site meets the requirements of the City of Southlake and TxDOT, and determining which improvements would be needed to meet those requirements. Phase 1 Traffic The site developer, as described previously, intends to construct the Phase 1 hotel prior to the other portions of the development. Stantec performed a qualitative analysis using simplified assumptions and engineering judgment to determine if any of the previously described improvements would likely be needed prior to opening of the hotel. The ultimate improvements to be evaluated for potential implementation for Phase 1 include: traffic signal along White Chapel oulevard at the intersection of Driveway 1. Deceleration lanes along the SH 114 eastbound frontage road at proposed Driveways 3 and 4 s shown in Table 1 presented previously, M traffic from the hotel is projected to include 69 inbound trips and 48 outbound trips. PM hotel traffic is projected to include 67 inbound trips and 65 outbound trips. Trip flows for the inbound and outbound movements associated with the hotel are no greater than about 30% of the total trips ( 48 hotel trips / 165 total trips outbound in the M). Using 30% as an approximation, the peak directional flows for Phase 1 would be 21 inbound and 14 outbound trips during the M peak hour and 20 inbound and 20 outbound trips during the PM peak. White Chapel Village Traffic Impact nalysis Page 2

6 y inspection, these traffic volumes are too low to warrant traffic improvements even if all trips were to be made via a single driveway. ecause the developer intends to construct all four ultimate site driveways prior to opening of the Phase 1 hotel, these low trip volumes will be divided among the four driveways and different origins and destinations in proportions similar to those shown in Figure 4, resulting in peak hour turning movement volumes at individual driveways of roughly 10 or fewer vehicles. Though Stantec has not conducted actual trip assignment or capacity analysis for Phase 1, such low volumes of traffic should be accommodated without construction of a traffic signal for Phase 1 and would not reach the 60 vehicle/hour turning volume thresholds required to construct the Driveway 3 or 4 deceleration lanes prior to Phase 1. Conclusions: provides a summary of analysis results and makes final recommendations. 2 Data Collection & Existing Conditions 2.1 Traffic Counts & Signal Timing ased on the location of the site, it was determined to study the following intersections that provide access or are adjacent to the proposed development: Kirkwood lvd. at White. (unsignalized) SH 114 Frontage Roads at White. (signalized diamond interchange) Countryside Court at White. (unsignalized) usiness Driveway at White. (unsignalized) Highland St. at White. (temporary signal) CJ Hensch & ssociates, Inc. was contracted from a previous TI to collect turning movement counts at most of the above-listed intersections. The lone exception was for the usiness Driveway at White., which provides access to a variety of small office buildings housing tenants such as realtors and a title company. For the other four study intersections, turning movement counts had been collected on Thursday, May 29, 2014 and June 3, 2014, and were aggregated into 15-minute counts for the M and PM peak periods: the M peak period was from 7:00-9:00 M; the PM peak period was from 4:00-6:00 PM. The usiness Driveway turning movement counts were collected on ugust 11, 2015 during the same peak periods. Turning movement volumes were taken from the new 2015 count for analysis. ecause it was collected during summer months when schools are not in session and peak hour traffic is typically lower due to vacationing commuters, through volumes on White Chapel oulevard were balanced from the adjacent 2014 intersection counts. ll of the counts collected are included in ppendix. Signal timing data for the intersection of the SH 114 Frontage Roads with White Chapel oulevard was obtained from TxDOT. White Chapel Village Traffic Impact nalysis Page 3

7 2.2 Site Visit site visit was conducted during part of the PM peak period on Wednesday, ugust 19, The existing roadway geometry was observed to verify satellite images of the area, and the traffic signal operation and traffic patterns around the site were observed. During the site visit, heavy volumes were noticed along southbound White Chapel oulevard from the SH 114 interchange; most of these vehicles were coming from the SH 114 westbound frontage road. The temporary signal at Highland Street allowed adequate flow and help minimize delay and queuing along White Chapel oulevard. 2.3 Carillon and Southlake Office Plaza Developments lso incorporated into this study are the Carillon and Southlake Office Plaza developments, as shown in Figure 2. The Carillon development is currently partially built, but is expected to grow over the next few years. For purposes of this study, the Carillon development is expected to be fully built-out by It is located north of the White Chapel oulevard/sh 114 interchange, and spans between White Chapel oulevard and Carroll venue. Currently, the Carillon development includes a children s medical center (according to the Carillon Development TI, this medical center is 69,500 square feet), and around 24 townhomes and 90 single family homes; the development is expected to include additional townhomes and single family homes, as well as shopping, office, and hotel land uses. The already constructed portions of the development were not included in the analysis for this project, as it is presumed that those trips generated are already part of the existing traffic condition. The Southlake Office Plaza development, located at the southwest corner of the White Chapel/SH 114 interchange, will contain a medical/dental office building and an office building, totaling approximately 80,000 square feet. It is also expected to fully built-out by White Chapel Village Traffic Impact nalysis Page 4

8 Figure 2: Carillon and Southlake Office Plaza Developments Site Map erial Image Source: Google Earth 2.4 Projected Infrastructure Improvements Improvements are expected to be made along White Chapel oulevard to improve traffic operations between SH 114 and Highland Street. These improvements are expected to be completed by the 2020 design year. The improvements expected are listed below: two-lane roundabout is expected to be built at the intersection of Highland Street and White Chapel oulevard. ll intersection movements would use this roundabout, with the exception of the channelized right turn movement on the eastbound Highland Street approach. White Chapel oulevard is expected to be widened to four lanes from SH 114 through Highland Street. The left turn movement at eastbound Countryside Court is expected to be removed. Instead, left-turning traffic would turn right onto southbound White Chapel oulevard and make a U-turn between Countryside Court and Highland Street. ccording to the Mobility & Master Thoroughfare Plan, part of the Southlake 2025 Plan by the City of Southlake, the following roadway improvements are expected within the study area: White Chapel oulevard will be expanded to a four-lane divided arterial between Southlake oulevard and Dove Street. White Chapel Village Traffic Impact nalysis Page 5

9 Highland Street will be expanded to a three-lane undivided arterial east of White Chapel oulevard. Kirkwood oulevard will be extended as a four-lane divided arterial west of its intersection with White Chapel oulevard, roughly paralleling SH 114 on the north side. Kirkwood oulevard will also be extended farther east to connect with East Highland Street, providing an additional outlet for Carillon development traffic that does not yet exist today. 3 Projected ackground Growth and Site Traffic 3.1 Projected ackground Growth To account for expected background growth in the analysis years 2020 and 2025, TxDOT DT counts were obtained from TxDOT s online statewide planning maps for points near the study area. Estimated growth was then applied to each collected turning movement count. Special consideration was made for turning movement counts north of the White Chapel/SH 114 interchange, as currently empty land in that area can be expected to develop between now and The following growth rates were assumed for this study: 4%: applied to counts north of the White Chapel/SH 114 interchange yearly until %: applied to counts south of the White Chapel/SH 114 interchange yearly until 2020, and applied to all counts yearly from 2020 to Trip Generation Generating traffic for proposed developments is typically based on information in the Trip Generation, 9 th Edition, 2012 and the Trip Generation Handbook, 2 nd Edition, 2004, developed by the Institute of Transportation Engineers (ITE). The rates and equations in these reports were applied to the development to determine the anticipated trips generated from the development where applicable. Table 2 shows the M and PM peak period trips projected for the project site. The trip generation analysis can be found in ppendix C. White Chapel Village Traffic Impact nalysis Page 6

10 Table 1: Trip Generation Site White Chapel Village Development Land Use (ITE code in parentheses) Size M Peak PM Peak Trips Trips In Out In Out Shopping Center (820) 35k sq. ft Office (710) 50k sq. ft Hotel (310) 220 rooms High-Turnover (Sit- Down) Restaurant 15k sq. ft (932) Total s approved by the City of Southlake, trip generation for the two background developments was assumed to be equivalent to that detailed in the previous Southlake Office Plaza Traffic Engineering Study dated July 7, 2014 by Savant Group. Refer to ppendix D for relevant excerpts from that study. 3.3 Trip Distribution and ssignment Trips beginning and ending within both the project site and the two background developments were assumed to come from four areas: White Chapel oulevard, north of Kirkwood oulevard White Chapel oulevard, south of Highland Street SH 114, west of White Chapel oulevard SH 114, east of White Chapel oulevard The potential catchment area for both sites was assumed to be within eight miles of the project site in any direction, with the exception of the area north of Grapevine Lake. This catchment area was divided into four parts, relative to the estimated catchment area for each access point to the sites. U.S. Census Tracts were then used to estimate the population of each catchment area. map of the catchment areas with each area s population is shown in Figure 3. White Chapel Village Traffic Impact nalysis Page 7

11 Figure 3: Catchment rea Populations The trip distribution used in this study was applied to both the project site and the expected new trips to/from the Carillon and Southlake Plaza Office developments. The share of trips at each access point of the study area is proportional to the population of each respective catchment area. The trip distribution for this study is shown in Figure 4. The assigned traffic volumes generated by the two background developments, Carillon and Southlake Office Plaza, are included in ppendix D. White Chapel Village Traffic Impact nalysis Page 8

12 Figure 4: Trip Distribution 4 Traffic nalysis erial Image Source: Google Earth Traffic was analyzed at each intersection of the study area for the M and PM peak hours. The following scenarios were analyzed: 2014 Existing Traffic 2020 ackground Traffic: includes projected background growth and the Southlake Office Plaza and Carillon background development traffic 2020 uild-out Traffic: includes projected background traffic plus full site traffic for the White Chapel Village site 2025 Horizon-Year Traffic: includes projected background traffic and full site traffic. Each 2020 and 2025 scenario also incorporated expected infrastructure improvements along White Chapel oulevard. Vistro TM version 3 models were also created to assist with trip distribution and assignment calculations. Synchro version 8 was used to perform capacity analysis at each White Chapel Village Traffic Impact nalysis Page 9

13 intersection. The capacity analysis functions are based on the Transportation Research oard s Highway Capacity Manual (HCM), The HCM is a nationally recognized standard for performing capacity analyses. Roundabout analysis for 2020 and 2025 for the intersection of White Chapel oulevard and Highland Street was performed using Sidra Intersection software, version 6.1. The reports generated from each Synchro and Sidra model used are shown in ppendix E and ppendix F, respectively. Capacity analyses are evaluated based on a level of service that ranges from (excellent) to F (poor). Levels of service 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 stopcontrolled intersections are shown in Table Existing Traffic Table 2: Intersection Level of Service Thresholds Control Delay Per Vehicle (seconds) LOS Signalized Intersection Stop-Controlled Intersection >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 The existing traffic scenario used collected traffic counts without any applied growth, and did not consider the project site or any projected development at the Carillon or Southlake Office Plaza developments. The traffic volumes for the scenario are shown in Figure 5 and Figure 6 for M and PM peak periods, respectively. The M and PM level of service analysis at each intersection is shown in Table 3. Most intersections during both peak hours were found to operate at a level of service of or better. The intersection at the SH 114 westbound frontage road (WRF) performs at LOS E for the PM peak hour due to heavy left-turning traffic in the westbound direction. White Chapel Village Traffic Impact nalysis Page 10

14 Figure 5: 2014 Existing M Traffic Volumes White Chapel Village Traffic Impact nalysis 11

15 Figure 6: 2014 Existing PM Traffic Volumes White Chapel Village Traffic Impact nalysis 12

16 Table 3: Existing Level of Service nalysis No Intersection Kirkwood lvd at White Chapel lvd SH 114 W FR at White Chapel lvd SH 114 E FR at White Chapel lvd Countryside Ct at White Chapel lvd usiness Dwy. at White Chapel lvd. Highland St at White Chapel lvd Control Type Side Street Stop Traffic Signal Traffic Signal Side Street Stop Side Street Stop Traffic Signal (Temp.) LOS pproach M Peak Hour PM Peak Hour pproach Overall pproach Overall * * S * * W C S W F S E * * S * * E C C * * S * * E C D S E W E *pproach does not have any traffic control and is assumed to operate without delay. To improve conditions at the study intersections, the following changes are suggested: The PM signal timing should be optimized at the SH 114 interchange to provide more time to the E/W ramps; this would result in an overall LOS C and no worse than LOS D for any movement ackground Traffic The 2020 background traffic scenario includes background growth applied to existing traffic counts, and adds traffic from the full build-out of the Carillon and Southlake Office Plaza developments. The traffic volumes for the scenario are shown in Figure 7. The M and PM level of service analysis at each intersection is shown in Figure 8. White Chapel Village Traffic Impact nalysis 13

17 Figure 7: 2020 ackground M Traffic Volumes White Chapel Village Traffic Impact nalysis 14

18 Figure 8: 2020 ackground PM Traffic Volumes : White Chapel Village Traffic Impact nalysis 15

19 Note that Figures 7 and 8 show the driveways for the proposed White Chapel Village site with zero volume for reference and comparison with the total future volume analysis that follows. The background scenario also assumes that previously recommended improvements from the Southlake Office Plaza TI will have been implemented by 2020 so as to provide a fair baseline for comparison of the impacts of the White Chapel Village site. ackground level of service results are shown in Table 4. Inherent in the Table 4 results are the following background improvements previously identified to be constructed by either the City, by TxDOT, or by the background developers: No Intersection Kirkwood lvd at White SH 114 W FR at White SH 114 E FR at White Countryside Ct at White Driveway 2 White usiness Driveway/ Driveway 1 at White Highland St at White Table 4: 2020 ackground Level of Service Control Type Traffic Signal Traffic Signal Traffic Signal Side Street Stop Side Street Stop Side Street Stop Roundabout LOS pproach M Peak Hour PM Peak Hour pproach Overall pproach Overall S W S D C E D W C D C E S C E C D * * S * * E * * S * * W - - S * * E C E W - - S E W *pproach does not have any traffic control and is assumed to operate without delay. White Chapel Village Traffic Impact nalysis 16

20 White Chapel oulevard would be widened to a four-lane divided cross section as part of the City s project between SH 114 and Highland Street. t Kirkwood oulevard, a traffic signal would be installed. This improvement would be borne by the Carillon retail/office developer. t the SH 114 westbound frontage road, an extra through lane would be added on the westbound approach and the phasing would be converted to a fourphase diamond operation. t Highland Street, a two-lane roundabout would be installed by the City, pictured in Figure 9. Figure 9: Proposed Roundabout Layout at Highland Street White Chapel Village Traffic Impact nalysis 17

21 With background growth and all programmed improvements, overall level of service is projected to be adequate at all study intersections. The eastbound side-street approach from the business driveways at White. would operate at LOS E, but queues would be very short and volume would be far less than capacity. High delay such as this is common at very low volume driveways on busy streets, and would not be remedied by any new traffic control devices short of an all-way stop, traffic signal, or roundabout, none of which would be warranted for such low traffic volumes. In practice during peak periods, drivers turning from the business driveway are likely to opt to turn right and then make a U-turn rather than attempt a left turn from the driveway uild-out Traffic The 2020 build-out scenario includes background growth applied to existing traffic counts, as well as full build-out of both the project site and the two background developments. Trips were assigned according to the percentages shown previously in Figure 4. Note that while Driveway 1 will provide full movement access, Driveways 2 through 4 will provide right turn movements only. Figures 10 and 11 show the site trips for the White Chapel Village site for the M and PM peak hours, respectively. Figures 12 and 13 show the total 2020 traffic volumes for the M and PM peak hours including all forecast background and project site traffic demand. Table 5 shows the results of the capacity analysis performed for the 2020 build-out scenario. ll intersections are projected to operate with acceptable LOS except for the intersection of White Chapel oulevard with Driveway 1 (intersection #6). With side street stop control, LOS would be F at this location during the PM peak hour for both side street approaches. Delay and queuing would be significant on the westbound approach since this is the only location among the four driveways for White Chapel Village where drivers will be able to turn left to exit the site. White Chapel Village Traffic Impact nalysis 18

22 Figure 10: 2020 White Chapel Village M Site Traffic White Chapel Village Traffic Impact nalysis 19

23 Figure 11: 2020 White Chapel Village PM Site Traffic White Chapel Village Traffic Impact nalysis 20

24 Figure 12: 2020 M uild-out Traffic Volumes White Chapel Village Traffic Impact nalysis 21

25 Figure 13: 2020 PM uild-out Traffic Volumes White Chapel Village Traffic Impact nalysis 22

26 No Intersection Kirkwood lvd at White SH 114 WFR at White SH 114 EFR at White Countryside Ct at White Driveway 2 White usiness Driveway/ Driveway 1 at White Highland St at White SH 114 EFR at Driveway 3 SH 114 EFR at On-Ramp SH 114 EFR at Driveway 4 Table 5: 2020 uild-out Level of Service Control Type Traffic Signal Traffic Signal Traffic Signal Side Street Stop Side Street Stop Side Street Stop Roundabout Side Street Stop LOS pproach M Peak Hour PM Peak Hour pproach Overall pproach Overall S W S D D E D W C D C E S C E C E * * S * * E * * S * * W * S * * E C F W F F S E W E * * Free E * * Side Street Stop E * * *pproach does not have any traffic control and is assumed to operate without delay. * F White Chapel Village Traffic Impact nalysis 23

27 Two alternative intersection control treatments were developed and modeled for the intersection of White Chapel oulevard with Driveway 1. Table 6 shows that for traffic signal control at the intersection, overall LOS would be during both peak hours, with LOS no worse than C on the westbound approach. Table 6: Traffic Signal Intersection Improvement Scenario at Driveway 1/usiness Driveway Level of Service & Delay, 2020 Total Future Condition Intersection usiness Driveway/ Driveway 1 at White Control Type Traffic Signal LOS, Delay (sec) pproach M Peak Hour PM Peak Hour pproach Overall pproach Overall, 3.3, 5.1 S, 2.6, 6.0, 3.8, 6.9 E, 15.7, 14.0 W, 17.5 C, 22.4 Table 7 shows the predicted performance of a hooded left turn intersection at Driveway 1. This configuration would involve constructing a median channelization island in the intersection which would permit left turns from White Chapel oulevard into the two driveways but prohibit left turns to White Chapel oulevard for drivers leaving each site. Table 7: Hooded Left Turn Scenario at Driveway 1/usiness Driveway Level of Service & Delay, 2020 Total Future Condition No. Intersection Control Type pproach LOS, Delay (sec) M Peak Hour PM Peak Hour pproach Overall pproach Overall 4 Countryside Court at White Side Street Stop, 0.6, 2.4 S *, 0.5 * E, 9.8, 12.7, usiness Driveway/ Driveway 1 at White Chapel lvd Traffic Signal, 0.1 * S * *, 0.8 E, 10.1, 13.2 W, 15.7, 18.2, 1.6 *pproach does not have any traffic control and is assumed to operate without delay. White Chapel Village Traffic Impact nalysis 24

28 The relatively large volume of drivers leaving White Chapel Village to travel south on White Chapel oulevard would need to turn right and then make a U-turn at Countryside Court. Table 8 therefore shows revised operational results for Countryside Court also. Utilizing a hooded left turn would greatly reduce delay and improve level of service at Driveway 1/usiness Driveway during both M and PM peak periods. Despite the added northbound U-turn volumes at Countryside Court, the amount of delay and queue length is minimal for that movement. Each of the two alternative intersection scenarios analyzed would yield favorable results that both reduce delay and improve overall level of services at the intersection of usiness Driveway/Driveway 1. lthough the hooded left has the lowest overall LOS, primarily due to free northbound and southbound movements, the signal would also result in very low delay while providing more convenient left turn egress to southbound White Chapel oulevard from the site Horizon-Year Traffic The 2025 horizon-year traffic scenario includes full build-out for all developments, background growth of the traffic counts, and expected infrastructure improvements along White Chapel oulevard. The traffic volumes for the M and PM scenarios are shown in Figure 15 and Figure 16, respectively. The M and PM level of service analysis at each intersection, assuming all previous improvements, is shown in Table 8. Table 8 shows the results of the capacity analysis performed for the 2025 horizon-year scenario. ll intersections are projected to operate with acceptable LOS. The SH 114 interchange would expect to have movements during the PM peak that will have heavy volumes and high delays. However, retiming the diamond to four phases will still allow the interchange to operate at an acceptable overall level of service. t Driveway, utilizing a traffic signal would expect to have good level of service results. Table 9 illustrates the effects of using a hooded left turn treatment at Driveway 1. Each of the two alternative intersection control options at Driveway 1 would have improved results. White Chapel Village Traffic Impact nalysis 25

29 Figure 14: 2025 Horizon-Year M Traffic Volumes White Chapel Village Traffic Impact nalysis 26

30 Figure Horizon Year PM Traffic Volumes White Chapel Village Traffic Impact nalysis 27

31 No Intersection Kirkwood lvd at White SH 114 W FR at White SH 114 E FR at White Countryside Ct at White Driveway 2 White usiness Driveway/ Driveway 1 at White Highland St at White SH 114 EFR at Driveway 3 SH 114 EFR at On-Ramp SH 114 EFR at Driveway 4 Table 8: 2025 Horizon-Year Level of Service Control Type Traffic Signal Traffic Signal Traffic Signal Side Street Stop Side Street Stop Traffic Signal Roundabout Side Street Stop LOS pproach M Peak Hour PM Peak Hour pproach Overall pproach Overall S W S D C E D W D E D F S C D E C E * * S * * E * * S * * W C S E W C S E W E * * Free E * * Side Street Stop E * * *pproach does not have any traffic control and is assumed to operate without delay. White Chapel Village Traffic Impact nalysis 28

32 Table 9: Hooded Left Turn Scenario at Driveway 1/usiness Driveway Level of Service & Delay, 2020 Total Future Condition No. Intersection Control Type pproach LOS, Delay (sec) M Peak Hour PM Peak Hour pproach Overall pproach Overall 4 Countryside Court at White Side Street Stop, 0.6, 0.4 S *, 0.4 * E, 9.9, 13.0, usiness Driveway/ Driveway 1 at White Chapel lvd Traffic Signal S * *, 0.8 E, 10.0, 12.5 W, 16.5, 19.1, 1.7 *pproach does not have any traffic control and is assumed to operate without delay. 5 Driveway nalysis s part of this analysis, the project site driveways were evaluated to determine whether they meet regulations made by the City of Southlake and TxDOT. long the SH 114 eastbound frontage road, the project site s driveway spacing with White Chapel oulevard and a driveway to the Forest Park Medical Center to the east was checked. The need for acceleration/deceleration lanes at each driveway intersection was also checked. 5.1 Driveway Spacing TxDOT s driveway spacing criteria, as per Table 2-1 of the ccess Management Manual, is 360 feet (edge of curb to edge of curb) based on the 45 mph speed limit on the frontage road. The same spacing is required between driveways and adjacent cross streets as well as consecutive driveways. Driveway 3 meets TxDOT s driveway spacing criteria, with 360 feet separating it from the upstream radius return for the U-turn lane at the SH 114/White Chapel oulevard interchange, and 713 feet separating it from Driveway 4 downstream. Note that Driveway 4 to the site is an existing driveway which will be relocated in coordination with TxDOT and the Forest Park Medical Center to the east. This driveway cannot be located closer to Driveway 3 because it would interfere with the denial of access zone associated with the SH 114 on-ramp. It will be approximately 290 feet from the Medical Center driveway and thus will require a variance to TxDOT s standard spacing. During preliminary meetings with TxDOT staff, it was indicated that approval of this variance is likely based on the denial of access constraint and conditioned on acceptance of this traffic study. White Chapel Village Traffic Impact nalysis 29

33 5.2 uxiliary Lane nalysis Northbound and southbound left turn lanes will already be provided at Driveway 1 by the City s upcoming widening project on White Chapel oulevard. Therefore, no analysis of left turn lane needs is required. Northbound Right Turns from White. to Driveways 1 and 2: Section 5.4.a of City Ordinance No. 634 states that right turn auxiliary lanes are required where 50 or more veh/hour are anticipated for right turn ingress during a peak hour. ased on the M (PM) ingress volumes of 52 (54) veh/hr at Driveway 1, a right turn deceleration lane would by a small margin be required there. However, due to the location of Driveway 1 at the southwest corner of the site, right-of-way for a northbound deceleration lane is not available. The developer therefore requests a variance from this requirement due to the small margin by which the criterion is met. For Driveway 2, the ingress right turn volumes are less than 50 veh/hr in each peak hour, so Eastbound Right Turns from SH 114 Frontage Road to Driveways 3 and 4: The TxDOT ccess Management Manual specifies in Table 2-3 that deceleration lanes are required where right turn ingress volumes are expected to be in excess of 60 veh/hr during a peak hour on roadways with posted speeds less than or equal to 45 mph. ased on the 45 mph posted speed of the eastbound SH 114 frontage road and the maximum peak hour volumes of 102 veh/hr and 70 veh/hr at these driveways, deceleration lanes will be required at both Driveways 3 and 4. Northbound Right Turn from Driveways 3 and 4 to Eastbound SH 114 Frontage Road: The TxDOT ccess Management Manual specifies in Table 2-3 that acceleration lanes are required where right turn egress volumes are expected to be in excess of 200 veh/hr during a peak hour. ased on the maximum peak hour right turn volumes of 49 veh/hr and 58 veh/hr from these site driveways to the eastbound SH 114 frontage road, no acceleration lane will be required. Table 10 shows a summary of all proposed driveways for White Chapel Village and their expected relative to the auxiliary lane threshold volumes. ased on expected PM peak volumes, the two driveways along the eastbound frontage road of SH 114 will have heavy eastbound right volumes that will warrant deceleration lanes at Driveway 3 and Driveway 4. None of the driveways warrant acceleration lanes. White Chapel Village Traffic Impact nalysis 30

34 Table 10: uxiliary Lane Volume Thresholds for Right Turns Right Turn to or from Property ( 45 MPH) TxDOT (City) Requirement / Driveway # White at Driveway #1 White at Driveway #2 Eastbound SH 114 Frontage Road at Driveway #3 Eastbound SH 114 Frontage Road at Driveway #4 cceleration Lane (ased on Right turn egress) Deceleration Lane (ased on Right turn ingress) >200 vph > 60 (50) vph cceleration Lane Required? No Deceleration Lane Required? No by TxDOT Requirement; Yes by City Requirement (Request variance due to lack of ROW) No No No Yes No Yes 5.3 Phase 1 Traffic The site developer, as described previously, intends to construct the Phase 1 hotel prior to the other portions of the development. Stantec performed a qualitative analysis using simplified assumptions and engineering judgment to determine if any of the previously described improvements would likely be needed prior to opening of the hotel. The ultimate improvements to be evaluated for potential implementation for Phase 1 include: traffic signal along White Chapel oulevard at the intersection of Driveway 1. Deceleration lanes along the SH 114 eastbound frontage road at proposed Driveways 3 and 4 s shown in Table 1 presented previously, M traffic from the hotel is projected to include 69 inbound trips and 48 outbound trips. PM hotel traffic is projected to include White Chapel Village Traffic Impact nalysis 31

35 67 inbound trips and 65 outbound trips. Trip flows for the inbound and outbound movements associated with the hotel are no greater than about 30% of the total trips ( 48 hotel trips / 165 total trips outbound in the M). Using 30% as an approximation, the peak directional flows for Phase 1 would be 21 inbound and 14 outbound trips during the M peak hour and 20 inbound and 20 outbound trips during the PM peak. y inspection, these traffic volumes are too low to warrant traffic improvements even if all trips were to be made via a single driveway. ecause the developer intends to construct all four ultimate site driveways prior to opening of the Phase 1 hotel, these low trip volumes will be divided among the four driveways and different origins and destinations in proportions similar to those shown in Figure 4, resulting in peak hour turning movement volumes at individual driveways of roughly 10 or fewer vehicles. Though Stantec has not conducted actual trip assignment or capacity analysis for Phase 1, such low volumes of traffic should be accommodated without construction of a traffic signal for Phase 1 and would not reach the 60 vehicle/hour turning volume thresholds required to construct the Driveway 3 or 4 deceleration lanes prior to Phase 1. 6 Conclusions The proposed White Chapel Village is expected to generate 471 trips during the M peak hour and 711 trips during the PM peak. ased on known future improvements and other developments within the study area, each of the proposed driveways is expected to operate adequately under most conditions. The following improvements within the study area are suggested prior to full build-out of the development, but would not be needed for the Phase 1 hotel: Construct a traffic signal along White Chapel oulevard at the intersection of Driveway 1. This will allow the greatest amount of overall flow upon the completion of all developments at and around White Chapel Village. Construct deceleration lanes along the SH 114 eastbound frontage road at proposed Driveways 3 and 4. The volumes during the PM peak period are expected to exceed TxDOT requirements. The following additional improvements in the study area result from impacts caused by adjacent developments, and are suggested for implementation by the City or the other developers: dd a lane to the westbound approach of the intersection of White Chapel oulevard and the SH 114 westbound frontage road, and change that intersection s phasing to a four-phase diamond. This would especially improve performance of the westbound left-turn movement at that intersection. Install a traffic signal at the intersection of Kirkwood oulevard and White Chapel oulevard. This would decrease delay for side-street traffic at the intersection, which is expected to grow as the Carillon development builds out. This improvement will be more practical if according to Southlake s master thoroughfare plan Kirkwood oulevard is expanded to a four-lane divided arterial that continues westward from the intersection. White Chapel Village Traffic Impact nalysis 32