Multifamily Development on Preston Road at Northwest Highway in Dallas, Texas

Transcription

1 Traffic Impact Analysis Multifamily Development on Preston Road at Northwest Highway in Dallas, Texas Prepared by: Kimley-Hom and Associates, Inc. Dallas, Texas April 25, 2014 KHA #

2 Traffic Impact Analysis Multifamily Development on Preston Road at Northwest Highway in Dallas, Texas Prepared by: Kimley- Horn and Associates, Inc Merit Drive, Suite 1000 Dallas, Texas Texas PE Registered Firm F-928 Contact: Mark G. Goode, III, P.E. Nathan New, P.E April 25, 2014

3 ~_... Kimley-Hom III...J _ r.~ and Associates, Inc. TABLE OF CONTENTS EXECUTIVE SUMMARY.ii 1. INTRODUCTION 1 A. PURPOSE 1 B. METHODOLOGY 1 II. EXISTING AND FUTURE AREA CONDITIONS.4 A. ROADWAY CHARACTERISTlCS 4 B. EXISTING STUDY AREA 5 C. PROPOSED DEVELOPMENT 7 D. EXISTING TRAFFIC VOLUMES 7 III. PROJECT TRAFFIC CHARACTERISTICS 9 A. SITE-GENERATED TRAFFIC 9 B. TRIP DISTRIBUTION AND TRAFFIC ASSIGNMENT 10 C. DEVELOPMENT OF 20]6 BACKGROUND TRAFFIC 10 D. DEVELOPMENT OF 2016 BACKGROUND PLUS SITE TRAFFIC 10 E. DEVELOPMENT OF 2016 BACKGROUND PLUS SITE TRAFFIC (SCENARIO 2) ] 0 F. DEVELOPMENT OF 2021 BACKGROUND TRAFFIC 10 G. DEVELOPMENT OF 2021 BACKGROUND PLUS SITE TRAFFIC (SCENARIO 1) 10 IV. TRAFFIC OPERATIONS ANALYSIS 17 A. ANALYSIS METHODOLOGY 17 B EXISTING TRAFFIC CONDITIONS 20 C BACKGROUND TRAFFIC CONDITIONS 20 D BACKGROUND PLUS SITE TRAFFIC CONDITIONS 20 E BACKGROUND PLUS SITE TRAFFIC CONDITIONS (SCENARIO 2) 20 F BACKGROUND TRAFFIC CONDITIONS 20 G BACKGROUND PLUS SITE TRAFFIC CONDITIONS 21 H. LINK ANALYSIS 21 V. CONCLUSIONS AND RECOMMENDATIONS 23 APPENDIX 24 LIST OF EXHIBITS EXHIBIT 1: VICINITY MAP AND SITE LOCATION 2 EXHIBIT 2: SITE PLAN 3 EXHIBIT 3: LANE ASSIGNMENTS AND INTERSECTION CONTROL 6 EXHIBIT 4: EXISTING TRAFFIC VOLUMES - AM PEAK HOUR 8 EXHIBIT 5: DIRECTIONAL DISTRIBUTION AND TRAFFIC ASSIGNMENT II EXHIBIT 6: SITE-GENERATED TRAFFIC VOLUMES 12 EXHIBIT 7: 2016 BACKGROUND TRAFFIC VOLUMES 13 EXHIBIT 8: 2016 BACKGROUND PLUS SITE-GENERATED TRAFFIC VOLUMES 14 EXHIBIT 9: 2036 BACKGROUND TRAFFIC VOLUMES 15 EXHIBIT 10: 2036 BACKGROUND PLUS SITE-GENERATED TRAFFIC VOLUMES 16 LIST OF TABLES TABLE 1-ANALYSISSCENARIOSUMMARY 1 TABLE 2 - TRIP GENERATION FOR PROPOSED LAND USES (SCENARIO 1) 9 TABLE 3 - TRIP GENERATION FOR PROPOSED LAND USES (SCENARIO 2) 9 TABLE 4 - LEVEL OF SERVICE DEFINITIONS 17 TABLE 5 - INTERSECTION CAPACITY ANALYSIS - AM PEAK HOUR 18 TABLE 6 - INTERSECTION CAPACITY ANALYSIS- PM PEAK HOUR 19 TABLE 7 - LINK CAPACITY ANALYSIS 22

4 ~ -1InI Kimley-Hom...J _ t ~ and Associates, Inc. EXECUTIVE SUMMARY This proposed multifamily development will be located on the northeast corner of Preston Road and Northwest Highway in Dallas, Texas. This report has been prepared in accordance with the City of Dallas Traffic Impact Analysis guidelines to document the results of tins study. This study is intended to identify traffic generation characteristics, identify potential traffic related impacts on the local street system, and to develop mitigation measures required for identified impacts. The following signalized intersections were evaluated as part of this study: Northwest Highway at Preston Road Northwest Highway at Pickwick Lane In addition, the following unsignalized and site driveway intersections were also evaluated: Northwest Highway at Edgemere Road Preston Road at Averill Way Preston Road at Del Norte Lane Averill Way at Bandera Avenue Averill Way at Driveways A and B The project site is currently occupied by 12 single family homes and 24 apartment units. Based on information provided by the Client, the existing zoning will support 120 multifamily units. The proposed project will replace the existing land use with a 220 multifamily development. Access to the development will be provided on Averill Way via two driveways; one accessing the north underground parking garage (Driveway A) and one accessing the south underground parking garage (Driveway B). Traffic operations were analyzed at the study intersections for the 2013 existing traffic volumes, year 2016 background traffic volumes (build out), year 2016 (build out) background plus site traffic volumes and the same scenarios for The proposed development is expected to generate 1,463 daily one-way vehicular trips using a unit count of 220 (Scenario 1). This represents a 798 vehicular trip increase over the 120 units that are supported by the existing zoning (Scenario 2). Based on the analysis presented in this report, the proposed multifamily development at Preston Road and Averill Way can be successfully incorporated into the surrounding roadway network. The most congested of the study intersections is the signalized intersection of Preston Road at Northwest Highway which is already operating at oversaturated conditions with current traffic volumes. Adding the proposed traffic expected to be generated by this site will slightly increase the delay during both year 2016 conditions and year 2021 conditions. Although the delay will increase by a small margin, the proposed development will only contribute an additional 880 vehicles per day to the existing ~ 74,000 vehicles entering the intersection of Preston Road at Northwest Highway during a typical weekday. The planned improvements by TxDOT to provide eastbound and westbound dual left turn lanes will improve the intersection by adding capacity, particularly in the PM peak hour when left turns are heaviest. The other signalized intersection of Northwest Highway at Pickwick Lane is expected to operate at LOS A during all scenarios evaluated. The unsignalized intersections within the study area including the proposed site driveways are expected to operate at LOS C or above except for Northwest Highway at Edgemere Road and the westbound Multifamily Development, Dallas, Texas Page

5 ~ _..,. Kimley-Hom...,_r.~ and Associates, Inc. approach of Averill Way at Preston Road. The southbound approach of Edgemere Road at Northwest Highway is currently operating at LOS F and this oversaturated condition will continue due to the significant volumes on Northwest Highway. The westbound left tum from Averill Way onto Preston Road is currently operating at LOS DIE conditions and will drop to LOS ElF conditions with the proposed traffic. Although the delay associated with the westbound approach is relatively high, the 95% queue length is not excessive at 4-5 vehicles. Although not necessarily based on this analysis, one mitigation measure that would improve southbound through traffic on Preston Road would be to construct as southbound left turn lane on Preston Road at Averill Way. With the additional site traffic the southbound left turn volumes will be close to 80 vehicles during the PM peak hour. Providing a storage and deceleration lane for vehicles to not obstruct through capacity on Preston Road would provide capacity benefits. Multifamily Development, Dallas, Texas

6 Kimley-Hom and Associates, Inc. I. INTRODUCTION A. Purpose Kimley-Horn and Associates, Inc. (Kimley-Horn), was requested to conduct a Traffic Impact Analysis (TIA) of future traffic conditions associated with the proposed multifamily development located on the northeast corner of Preston Road and Northwest Highway in Dallas, Texas. Exhihit 1 is a vicinity map illustrating the project location, and Exhibit 2 shows the proposed site plan with roadway modifications. This report has been prepared in accordance with the City of Dallas Traffic Impact Analysis guidelines to document the results of this study. This study is intended to identify traffic generation characteristics, identify potential traffic related impacts on the local street system, and to develop mitigation measures required for identified impacts. B. Methodology The traffic evaluation was comprised of six scenarios for which weekday AM and PM peak hour intersection level of service analyses were performed. For both unsignalized and signalized intersections, the capacity analyses were conducted using the Synchro'l" software package and its associated Highway Capacity Manual reports. Table 1 provides a summary of the assumptions used in each of the analysis scenarios. Section III describes each analysis scenario in further detail. Table 1 - Analysis Scenario Summary Scenario Existing Cond itions (2013) Table 1 - Analysis Scenario Summary Roadway Development Assumptions Traffic Volumes Conditions Existing Existing Existing Existing + No-Build Conditions Existing + 3 years of TxDOT Existing (2016) background growth Improvements Existing + Existing 3 years of Existing + Proposed Build-Out Conditions TxDOT background growth Multifamily Development Scenario 1 (2016) Improvements + Proposed Multifamily (1,463 Daily Trips) New Driveways Development Build-Out Conditions Existing + Existing + 3 years of Existing + Proposed Scenario 2 (2016) TxDOT background growth + Multifamily Development (Considering Existing Improvements + Proposed Multifamily (798 Daily Trips) Zoning) New Driveways Development Existing + No-Build Conditions Existing + 8 years of TxDOT Existing (2021) background growth Improvements Existing + Existing 8 years of Build-Out Conditions TxDOT Existing Proposed background growth + Scenario I (2021) Improvements + Multifamily Development Proposed Multifamily New Driveways Development Multifamily Development, Dallas, Texas Page 1

7 EXHIBIT 1 Vicinity Map Preston Road at Northwest Highway TIA Dallas Kimley Hom and Associates, Inc, North i

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9 II. EXISTING AND FUTURE AREA CONDITIONS A. Roadway Characteristics Based on City of Dallas staff requests, the following signalized intersections were evaluated as part of this study: Northwest Highway at Preston Road Northwest Highway at Pickwick Lane In addition, the following unsignalized and site driveway intersections were also evaluated: Northwest Highway at Edgemere Road Preston Road at Averill Way Preston Road at Del Norte Lane Averill Way at Bandera Avenue Averill Way at Driveways A and B Northwest Highwav Northwest Highway is a six-lane boulevard that forms a regional loop at an approximate 5-mi\e radius from downtown Dallas (also referred to as Loop 12). In the vicinity of the site, Northwest Highway has a posted speed limit of 35 MPH and provides east-west connectivity to US 75 and the Dallas North Tollway. Northwest Highway forms signalized intersections with Preston Road and Pickwick Lane near the proposed development. Northwest Highway is designated as a Principal Arterial on the City of Dallas Thoroughfare Plan. DART provides bus stops on Northwest Highway between Preston Road and Pickwick Lane with the westbound stop immediately in front of the proposed development. Based on information obtained from the City of Dallas and TxDOT, Northwest Highway is planned to be widened at Preston Road to provide for dual eastbound and westbound left turn lanes. The project will be constructed by TxDOT and is expected to let for construction in August of This improvement has been included in the analysis for all background and buildout conditions. Preston Road Preston Road is a six-lane boulevard that aligns east of the Dallas North Tollway and extends north outside of the city limits and turns into Oak Lawn Avenue and Turtle Creek Boulevard as it enters Uptown. In the vicinity of the site, Preston Road has a posted speed limit of 30 MPH and is designated as a Principal Arterial on the City of Dallas Thoroughfare Plan. DART provides a northbound bus stop on Preston Road just south of Averill Way. Averill Way Averiil Way is a two-lane undivided roadway that intersects Preston Road just north of Northwest Highway. Averill Way 'is stop-controlled on the eastbound and westbound approaches at Preston Road and has no posted speed limit. West of Preston Road, Averill Way is a privately owned driveway that serves a small residential community. East of Preston Road, Averill Way intersects Multifamily Development, Dallas, Texas

10 Kimley-Hom and Associates, Inc. Bandera Avenue at a "T" intersection. Averill Way is not classified on the City of Dallas Major Thoroughfare Plan and is a local roadway. Del Norte Lane Del Norte Lane is a two-lane undivided residential roadway that intersects Preston Road just north of Averill Way and connects Preston Road to Edgemere Road. Del Norte Lane is stop-controlled on the westbound approach and has no posted speed limit. Del Norte Lane is not classified on the City of Dallas Major Thoroughfare Plan and is a local roadway. Pickwick Lane Pickwick Lane is a two-lane undivided residential collector that intersects Northwest Highway at a signal just east of Preston Road. Pickwick Lane connects Northwest Highway to Bandera Avenue just east of the proposed development and has no posted speed limit. On-street parking is permitted on both sides of Pickwick Lane away from intersections. Pickwick Lane is not classified on the City of Dallas Major Thoroughfare Plan and is a local roadway. Edgemere Road Edgemere Road is a two-lane divided residential roadway within the study area, and transitions to a two-lane undivided roadway just north of Del Norte Lane. Edgemere Road is unsignalized at Northwest Highway, Bandera Avenue, and Del Norte Lane. Edgemere Road forms a "T" intersection at Northwest Highway and connects to Walnut Hill Lane north of the site. On-street parking is allowed on both sides of the roadway and the posted speed limit is 30 MPH. Edgemere Road is not classified on the City of Dallas Major Thoroughfare Plan and is a local roadway. Exhibit 3 shows the existing lane configuration and intersection control for the study area. B. Existing Study Area The project site is currently occupied by 12 single family homes and 24 apartment units. The existing development that will be displaced as part of this project currently produces 210 vehicle trips per day according to ITE, Trip Generation Manual. The existing development is served by Townhouse Rowand another parallel roadway, both of which are private roads that will be removed with the new development. The existing property is currently zoned residential MF-l (A) for a maximum of 120 units, which has the potential to produce 798 vehicles trips per day. Development, Page 5

11 Kimlay-Hom and Associates, Inc. -0 cr: c ~QJ t5: North I Not To Scale 'D cr: ~QJ E QJ QO 'D w ~ Del Norte Rd. Alleyway Averill Way <{ Q) > ~~I~ +~ Alleyway 0$> o l- OJ V) STOP Bandera Ave. Northwest Highway QJ > c o ""I' S ~~ ~l>,f* ~..IL~ d) ~.. \~. I~ d) ~~ "(/ ~ :if 0.. o I- =i> 'D cr: c ~QJ t5: LEGEND: Signalized Intersection STOP Stop-Controlled Approach <1=== Travel Lane Tum Bav -* rovements TWLTl T\vo-Way Left-Turn Lane EXHIBIT 3 Lane Assignment and Intersection Control Preston Road at Northwest Highway TIA - Dallas

12 Kimley-Hom and Associates, Inc. C. Proposed Development Based on information provided by the Client, the proposed project will replace the existing single family and multifamily property with a 220 unit multifamily development. Access to the development will be provided on Averill Way via two driveways; one accessing the north underground parking garage (Driveway A) and one accessing the south underground parking garage (Driveway B). Driveway locations are depicted in Exhibit 2 and as described below: Driveway A - This driveway will serve as the entrance to the northern side of the property and north garage. Driveway A will form an unsignalized intersection with Averill Way and will be stop controlled on the southbound approach. Driveway A will have one lane in and one lane out. Driveway B This driveway will serve as the entrance to the southern side of the property and south garage. Driveway B will form an unsignalized intersection with Averill Way and will be stop controlled on the northbound approach. Driveway B will have one lane in and one lane out. D. Existing Traffic Volumes AM and PM peak hour turning movement counts for the study intersections were conducted on November 14, 2013 at the following intersections: Northwest Highway at Preston Road Northwest Highway at Pickwick Lane Northwest Highway at Edgemere Road Preston Road at Averill Way Preston Road at Del Norte Lane Averill Way at Bandera Avenue New bi-directional tube counts were also conducted at the following locations on October 24th, 2013: Bandera Avenue east of Pickwick Lane (1,551 daily vehicles) Bandera Avenue west of Pickwick Lane (950 daily vehicles) Averill Way west of Pickwick Lane (809 daily vehicles) Averill Way east of Preston Road (1,846 daily vehicles) Alley between Del Norte and Averill Way (26 daily vehicles) Preston Road north of Averill Way (20,337 daily vehicles) The existing AM and PM peak hour traffic volumes can be seen in Exhibit 4 and the raw count sheets are provided in the Appendix. Page 7

13 Kimley Hom and Asscdates, Inc. North I Not To Scale "0 a: c.8 '" i:' 0.. "0 a: i:' ill E ill an "0 UJ 1100 Del Norte Rd. (6) 5 (3) Alleyway 1 (2) => Bandera Ave. Averill Way 59 (35) ~ Alleyway (37) 17 (46) 1 (8) 10 (27) (66) 22 Northwest Highway (187) ~ 2450 (1657) 143 (172) 5 15 (55) 2633 (1963) 89 (244) 1370 (2450) 78 (133) (116) (574) (105) (84) 1473 (2717) "0 a: c.8 '" i:' 0.. LEGEND: )«7). x Weekday AM Peak Hour Turning Movements Y Weekday PM Peak Hour Turninq Movements Volumes may not sum from point to point due to rounding and presence of smaller driveways not included in analysis. EXHIBIT Existing Traffic Volumes Preston Road at Northwest Highway TIA - Dallas

14 Kimley-Hom and Associates, Inc. III. PROJECT TRAFFIC CHARACTERISTICS A. Site-Generated Traffic Site-generated traffic estimates are determined through a process known as trip generation. Rates and equations are applied to the proposed land use to estimate traffic generated by the development during a specific time interval. The acknowledged source for trip generation rates is the current edition of Trip Generation 1 published by the Institute of Transportation Engineers (ITE). ITE has established trip rates in nationwide studies of similar land uses. Applying these trip generation rates to the proposed building program results in the daily, AM peak hour, and PM peak hour trips for the development. Trip generation is calculated using one-way trips, where each entry or exit from the site is recorded as one trip. Therefore, each vehicle visiting the site is counted as one inbound trip and one outbound trip. In evaluating the site generated trips associated with the proposed development, there were two scenarios considered. Scenario 1 is shown in Table 2 which depicts the number of trips associated with the full build out of the 220 units irrespective of the existing land use or existing potential trips that are associated with the current zoning. Scenario 2 is shown in Table 3 and it represents the net amount of trips that can be expected from this proposed development based on the current zoning (if the property was built out) which according to the Client can support 120 units. When taking into account the trips associated with the existing zoning for the subject property, the net new daily trips equal 798 as compared to Scenario 1 at 1,463. Although Scenario 2 is shown below and included as a comparison scenario for the year 2016 build analysis, the trips associated with the fidl-build out of the development irrespective of the current zoning were used as thefocused analysis for this study and its recommendations. Table 2 - Trip Generation for Proposed Land Uses (Scenario 1) Table 3 - Trip Generation for Proposed Land Uses (Scenario 2) Trip Generation and pass-by trips based on ITE's Trip Generation. 9th Edition. 1 Institute of Transportation Engineers, Trip Generation: An Information Report, Seventh Edition, Washington DC, Multifamily Development, Texas Page

15 Kimley-Hom and Associates, Inc. B. Trip Distribution and Traffic Assignment Distribution of site traffic onto the street system was based on the area street system characteristics, existing traffic patterns, existing and anticipated development in the surrounding areas, and the locations of the proposed driveway access to/from the site. Exhibit 5 presents the inbound and outbound traffic assignment for the site. Multiplying the trip generation by the traffic assignment percentages results in the turning movements at each intersection. The site generated AM and PM peak hour turning movements are shown in Exhibit 6. C. Development of 2016 Background Traffic In order to obtain 2016 background traffic an annual growth rate of 1% was applied for three years to the 2013 existing peak hour volumes to account for ambient growth in traffic. A growth rate of I% per year was determined by comparing traffic volumes on Preston Road just north of Northwest Highway. Counts in year 2011 resulted in 19,649 vehicles per day while counts collected as part of this study were 20,337 vehicles per day which amounts to approximately 1% per year. The resulting 2016 background AM and PM peak hour traffic volumes are shown in Exhibit 7. D. Development of 2016 Background Plus Site Traffic (Scenario 1) Site traffic volumes associated with Scenario 1 were added to the background volumes to represent the estimated total traffic conditions for the 2016 study year after completion of the site. These 2016 AM and PM peak hour total traffic volumes are illustrated in Exhibit 8. E. Development of 2016 Background Plus Site Traffic (Scenario 2) Site traffic volumes associated with Scenario 2 were added to the background volumes to represent the estimated total traffic conditions for the 2016 study year after completion of the site. The results of this analysis can be found in Tables 5 and 6. F, Development of 2021 Background Traffic In order to obtain 2021 background traffic, the same annual growth rate of 1.0% per year was applied for five years to the 2016 background peak hour volumes to account for ambient growth in background traffic. The resulting 2021 background AM and PM peak hour traffic volumes are shown in Exhibit 9. G. Development of 2021 Background Plus Site Traffic (Scenario 1) Site traffic volumes from Scenario I were added to the background volumes to represent the estimated total traffic conditions for the 2021 study year after completion of the site. These 2021 AM and PM peak hour total traffic volumes are illustrated in Exhibit 10. Multifamily Development, Dallas, Texas

16 Klmley Hom and AssQl'viates, -0 a: c o ~ f1:' 0.. Inc, Not North I To Scale "0 a: f1:' (J) E (J) co "0 UJ Del Norte Rd. «(J) > Elo :;;e.~ I Bandera Ave. 8% I =" I =i> Averill Way <? <:;J! ~-(> I -!~ =i>..)l /() U (48%),,f../U 48% (20%) <,Y ~71~::J I~ Alleyway cd OJ > Northwest Highway 30% (10%) (30%) -0 a: c.8 Vl f1:' 0.. LEGEND: )("'{,7y6/,) X% = Percentaqe of Inbound New Site-Generated Traffic (Y%) Percentaqe of Outbound New Site-Generated Traffic Volumes may not sum from point to point due to roundino. EXHIBIT 5 Trip Distribution and Traffic Assignment - New Site Traffic Preston Road at Northwest Highway TIA Dallas

17 Kimley Horn and As$lY'Jates, "0 a:: c 2Vl 2: 0.. Inc, Not North I To Scale "0 a:: 2: OJ E OJ tlo "0 UJ 4 0(0) 0(0) Del Norte Rd. <= 0(0) Alleyway 0(0) =t> «Averill Way o (0)» Alleyway Bandera Ave, Northwest Highway (14) (10)» ~ ro OJ > ~ 4 (18) 2 (9) 0(0) 7 (26) 7 (26) 0(0) 0(0) 0(0) 27 (14) "0 a:: c 2Vl 2: 0.. LEGEND: xiv) x = Weekday AM Peak Hour Turnino Movements Y = Weekday PM Peak Hour Turning Movements Volumes may not sum from point to point due to r and presence of smaller driveways not included in anal EXHIBIT 6 Site-Generated Traffic Volumes New Site Traffic Preston Road at Northwest Highway TIA - Dallas

18 Kimley Horn and AssocIates, -0 0:: c:.8v) 1': e, Ire. r Not To North Scale -0 0:: 1': Q) E Q) QO "0 LU Del Norte Rd. 5 (3) Alleyway 1 (2) c::::i> Bandera Ave. Averill Way Alleyway Northwest Highway 15 (57) 2713 (2022) 92 (251) 1412 (2524) 80 (137) (120) (591) (108) "0 0:: c:.8v) 1': c, LEGEND: XCf) x Weekday AM Peak Hour Turning Movements Y Weekday PM Peak Hour Turrunq Movements Volumes may not sum from point to due to n and~~~,,~~"~~~~~~~~~~.~~~~.~~"~~ ~ EXHIBIT Background Traffic Volumes Preston Road at Northwest Highway TIA - Dallas

19 Kimley Hom and Asso~iates, Inc, -0 a:: c o 1;; ~ 0.. Not North I To Scale -0 c; Q) Q:; E Q) an -0 w Del Norte Rd. 1 (2) 5 (3) Alleyway <t Q) > E Bandera Ave. Averill Way <i= 114 (76 Alleyway (4) (917) (91) en Northwest Highway (1707) 147 (177) Q) > ~ (57) 2720 (2048) 30 (66) 1526 (2809) cc c.8 V> Q) 0: LNEND: X (Y).. ~~~ X Weekday AM Peak Hour Turning Movements Y Weekday PM Peak Hour Turning Movements Volumes may not sum from point to point due to rounding and.jlli'&ence of smaller driveways not included in analysis. EXHIBIT Background Plus Site Traffic Volumes Preston Road at Northwest Highway TIA - Dallas

20 Klmley Hom and Associates, Inc. North I -0 a:: c 0 +-' en OJ 0: Not To Scale -0 a:: OJ (u E OJ on -0 w (13) 6 (8) 14 (2) ~ If īf 528 (977) (6) Del Norte Rd. 5 (3) Alleyway 1 (2) =i> Bandera Ave. Averill Way (4) (888) ~ ~ Alleyway 2 (4) Northwest Highway 436 (203) ~ 541 (497) ~ (144) (126) (621) (114) 32 (69) 1594 (2947) 24 (91) 1595 (2942) -0 a:: c ~ ~ 0.. LEGEND: xt'rt X = Weekday AM Peak Hour Turning Movements Y = Weekday PM Peak Hour Turning Movements Volumes may not sum from point to due to EXHIBIT Background Traffic Volumes Preston Road at Northwest Highway TIA - Dallas

21 Kimley Hom and Associates, "0 cc c: o t> (lj Q:: Inc, Not North I To Scale "0 cc <l.j ill E (lj OJ) "0 UJ 1195 Del Norte Rd. 5 (3) Alleyway 1 (2) =i> «OJ > ~ Bandera Ave. Averill Way Alleyway co (103) (lj > ~ (1794) Northwest Highway 154 (186) (91) 1622 (2956) "0 c:c c:.8vl OJ Q:: LEGEND: X (y-)- x Weekday AM Peak Hour Turning Movements Y = Weekday PM Peak Hour Turning Movements Volumes may not sum from point to due to EXHIBIT Background Plus Site Traffic Volumes Preston Road at Northwest Highway TIA - Dallas

22 IV. TRAFFIC OPERATIONS ANALYSIS Kimley-Horn conducted a traffic operations analysis to determine potential capacity deficiencies in the study years at the identified key intersections. The acknowledged source for determining overall capacity is the current edition of the Highway Capacity Manuaf A. Analysis Methodology Capacity analysis results are listed in terms of Level of Service (LOS). LOS is a qualitative term describing operating conditions a driver will experience while traveling on a particular street or highway during a specific time interval. It ranges from A (very little delay) to F (long delays and congestion). By Dallas standards, LOS D is considered an acceptable LOS during peak periods. Table 4 shows the definition of level of service for signalized and unsignalized intersections Table 4 - Level of Service Definitions A B > 10 and::;20 >10and::;l5 C >20 and ::;35 > 15 and ::;25 D >35 and ::;55 >25 and ::;35 E >55 and ::;80 >35 and ::;50 F >80 >50 Definitions provided from the Highway Capacity Manual, Special Report 209. Transportation Research Board, Existing traffic control conditions (i.e., cycle length, left-turn treatments and phasing at the signalized intersections) were observed during an initial site visit. Additionally, existing signal timing plans were obtained from the City of Dallas for both signalized intersections and used for all analysis scenarios. For the unsignalized analysis, the level of service (LOS) for a two-way stop controlled intersection is determined by the computed or measured control delay and is defined for each minor movement. Level of service for a two-way stop-controlled intersection as a whole is not defined. Level of service for a signalized intersection is defined for the intersection as a whole when determining acceptable conditions. Calculations for the level of service at the key intersections identified for study are provided in the Appendix. The analyses assumed the lane geometry and intersection control shown in Exhibit 3. Tables 5 and 6 show the AM and PM peak hour intersection analysis results for each scenario. 2 Transportation Research Board, Highway Capacity Manual, Special Report 209, Washington DC, Multifamily Development, Dallas, Texas Page 17

23 /\1'1';12014 Kimley-Hom and Associates, Inc.

24 Kimley-Horn and Associates, Inc. Preston Rd. at Averil! Way Preston Rd. at Del f f----t---t----f----f-----t j Norte Ln Averiu Way at Bandera Ave Northwest H\'Vy. at f----''''---t t j t---t---'---"1-'--j-='--+---j Edgemere Rd

25 Kimley-Hom and Associates, Inc. B Existing TrafficConditions Under 2013 existing traffic conditions, as shown in Tables 5 and 6, the signalized intersection of Preston Road at Northwest Highway is currently operating at LOS D during the AM peak hour and LOS E during the PM peak hour. Northwest Highway at Pickwick Lane is currently operating at LOS A during both peak periods. The delays for intersection approaches are shown so that approaches can be examined for specific impacts of traffic flows. The existing unsignalized intersections all have approaches with a LOS C or better during both peak hours except for Averill Way at Preston Road and Edgemere Road at Northwest Highway. The southbound approach of Edgemere Road at Northwest Highway is currently operating at LOS F during both peak periods and the westbound approach of Averill Way at Preston Road is operating at LOS D and LOS E during the Ai\1 and PM peak hours. C Background Traffic Conditions Operating conditions show slightly increased delay under 2016 background traffic conditions after including the growth in background traffic, as shown in Tables 5 and 6. All intersections continued to operate at the same LOS when compared to the 2013 existing conditions. D Background Plus Site Traffic Conditions (Scenario 1) Under 2016 background plus site traffic conditions, average delays at study intersections tend to increase slightly, as shown in Tables 5 and 6. The signalized intersections operate at the same overall LOS when compared to the 2016 background conditions. All unsignalized intersections continued to operate at the same approach LOS except for the westbound approach of Averill Way at Preston Road which dropped from LOS D to LOS F during the AM peak. Driveway AlB operates at LOS B or better during both peak periods. E Background Plus Site Traffic Conditions (Scenario 2) Under 2016 background plus site traffic conditions for Scenario 2, average delays at study intersections increased slightly. The intersections operate at the same overall LOS when compared to the 2016 background conditions. F Background Traffic Conditions Operating conditions show slightly increased delay under 2021 background traffic conditions when compared to year 2016 after including the growth of additional background traffic. The intersections operate at the same overall LOS when compared to the 2016 background conditions, except for the PM peak at Northwest Hwy. and Preston Rd. which changed from LOS D to E. G Background Plus Site Traffic Conditions Under 2021 background plus site traffic conditions, average delays at study intersections tend to increase slightly over the 2021 background traffic scenario. The signalized intersection of Northwest Highway at Preston Road maintained LOS D in the AiM peak and LOS E during the PM peak when compared to the 2021 background conditions. During the AM peak, the westbound approach of Averill Way at Preston Road dropped from LOS E to LOS F. The site driveways do not experience any significant delays in either the AM or PM peak hours, with all movements at LOS B or better. Multifamily Development, Dallas, Texas

26 H. Link Analysis The link capacity analysis examines the operating conditions of roadway links rather than intersections, and uses the daily traffic rather than the peak hours. The operating condition is defined by the ratio of link volume to link capacity, or VIC. The VIC of the different roadway links that would be impacted by the proposed development's traffic was calculated for the 2016 background and total traffic scenarios. The maximum daily capacity is calculated to be ten times the maximum hourly capacity, so the threshold for possible daily capacity is significantly lower than if the roadway was at maximum flow for an entire day. These theoretical capacity volumes were obtained from the North Central Texas Council of Governments (NCTCOG) tables of service volumes by lane, which are duplicated in the Appendix. For finding the capacity of each roadway, functional class is set to Principal Arterial for Preston Road and Collector/Local for Averill Way with the area type set to Urban Residential. The daily background volume on each link is found by applying the growth factor to known daily link volumes, then adding the percentage of the daily site traffic that uses each link. Table 7 summarizes daily volumes and volume-to-capacity ratios of the links considered for the 2016 and 2021 scenarios. Page

27 Kimley-Hom and Associates, Inc. Table 7 - Link Capacity Analysis Roadway Volumes Capacity VIC Ratios From To Daily Number Median LOS 'E' vic Preston Road-20l3 Existing Year Volumes Of Lanes Type Capacity Ratio LOS North of Averill Way n,337 6 Divided SI,OOO 0.40 AlB Preston Road Projections - Without Site North of Averill Way ,953 6 Divided SI,OOO 0.41 AlB Preston Road Projections - With Site North of Averill Way Background 20,953 Proposed Site 20.0% 293 Preston Road Projections - Without Site Total: Divided SI,OOO 0.42 AlB North of Averill Way Divided Sl.OOO 0.43 AlB Preston Road Projections - With Site North of Averill Way Background Proposed Site 20.0% 293 Total: Divided 51, AlB Averill Way Existing : East of Preston Road 2013 ],846 2 Divided 9, AlB Averill Way Projections - Without Site East of Prest on Road ] 2 Divided 9,SOO 020 AlB Averill Way Projections - With Site East of Preston Road Background Averill Way Projections - Without Site Proposed Site 80.0% l.l Total: 3ml 2 Divided 9, AlB East of Preston Road Divided 9, AlB Averill Way Projections - With Site Notes: East of Preston Road Background Proposed Site 80.0"10 1.I70 Total: Divided 9.S AlB I Count data from KHA 2013 counts Yo lumcs grown at 1% per year VIC LOS VIC LOS -D--.,. Link Capacity from North Central Texas Council of Governmcnts, < 0.45 AlB <0.80 using Urban Residential District <0.65 C < 1.00 E > 1.00 F As seen in Table 7, the link analysis shows that Preston Road and Averill Way are currently operating under capacity. Multifamily Development, Dallas, Texas

28 V. CONCLUSIONS AND RECOMMENDATIONS Based on the analysis presented in this report, the proposed multifamily development at Preston Road and Averill Way can be successfully incorporated into the surrounding roadway network. The most congested of the study intersections is the signalized intersection of Preston Road at Northwest Highway which is already operating at oversaturated conditions with current traffic volumes. Adding the proposed traffic expected to be generated by this site will slightly increase the delay during both year 2016 conditions and year 2021 conditions. Although the delay will increase by a small margin, the proposed development will only contribute an additional 880 vehicles per day to the existing ~ 74,000 vehicles entering the intersection of Preston Road at Northwest Highway during a typical weekday. The planned improvements by TxDOT to provide eastbound and westbound dual left tum lanes will improve the intersection by adding capacity, particularly in the PM peak hour when left turns are heaviest. The other signalized intersection of Northwest Highway at Pickwick Lane is expected to operate at LOS A during all scenarios evaluated. The unsignalized intersections within the study area including the proposed site driveways are expected to operate at LOS C or above except for Northwest Highway at Edgemere Road and the westbound approach of Averill Way at Preston Road. The southbound approach of Edgemere Road at Northwest Highway is currently operating at LOS F and this oversaturated condition will continue due to the significant volumes on Northwest Highway. The westbound left tum from Averill Way onto Preston Road is currently operating at LOS DIE conditions and will drop to LOS ElF conditions with the proposed traffic. Although the delay associated with the westbound approach is relatively high, the 95% queue length is not excessive at 4-5 vehicles. Although not necessarily based on this analysis, one mitigation measure that would improve southbound through traffic on Preston Road would be to construct as southbound left turn lane on Preston Road at Averill Way. With the additional site traffic the southbound left tum volumes will be close to 80 vehicles during the PM peak hour. Providing a storage and deceleration lane for vehicles to not obstruct through capacity on Preston Road would provide capacity benefits. Texas Page