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Valley R Plaza 1P-SY 930901 Traffic Impact Study VoIIç*,I Rcinc \Plcizo / \ / , / \ City of Coppell --� September, 1993 LEFIVUICIi Bt ASSOCIATES 21 4/422-47 INTRODUCTION Leftwich & Associates has been retained by Winkelmann & Associates, Inc., to conduct a traffic impact study for Valley Ridge Plaza located in the City of Coppell. This repod documents findings pertaining to the study methodology, assumptions and conclusions relative to the proposed development plan. THE SITE Valley Ranch Plaza is located in the southeast quadrant of the City of Coppell, immediately north of the City of Irving. The site lies south of Belt Line Road and west of MacArthur Boulevard as shown in Figure 1. United Commercial Realty plans a 27,350 square feet (s.f,) mixed use development (see Figure 2). Currently, the site contains a 5,300 s.f. auto tire store and a 3,400 s.f. fast-food restaurant. The two out-parcels are expected to develop as a service station (9 pump) and free standing self-serve car wash (9 stalls). The City has requested that a traffic impact study be conducted for the total build-out of the development to determine adequate operation of existing and proposed driveways. AREA TRANSPORTATION FACILITIES Primary north/south access to the site is provided by MacArthur Boulevard, a four-lane divided roadway north of Belt line Road and a six-lane divided roadway south of Belt Line Road. In the City of Coppell Thoroughfare Plan, MacArthur is designated as a six-lane divided roadway from S.H. 121 to the south city limits of Coppell. Primary east/west access is provided by Belt Une Road, a two-lane undivided roadway west of MacArthur Boulevard and a six-lane divided roadway east of MacArfhur Ek)ulevard. The Thoroughfare Plan designates Belt Une Road as a six-lane divided roadway from Denton Tap Road to the east city limits. Norfh Beff Line Rd. ~ ~ SITE LOCATION Ranch Trail ~ LBJ Freew~ ~ (I H ~5) ~ .... Volley Ranch Plaza- Vicinity Map Leftwich & Associates FIGURE 1 Belt Line Rd. · · ~o-J- · I I ~ ¼~¼,,.~1',,,,,~. ] kj,,~.~,~-- I I " I 3,380 S.F. I ~ PRO~SED I R~AIL I SE~ICE STATION . I I 8~00 S.F. I o~ 6A60 S.F. I OFFICE ~ I R~AIL I  ~ (Blockbuster) No~h Legend j ~ I I b I :----'.Existing i 6,010 S.F. I I 3,000 S.F. I ...... ; OFFICE I I RESTAURANT I ...... .' Proposed .. j j (Boston Chicken) ~ DevelopedI ~ J '*' by Others ~ ~ .... Proposed .~ '" Driveway """" ~ . 3,400 S,F. "' ~"' '"'. RESTAURANT ' ' " (Wendy's) ~',, 3 A00 S.F. , CAR WASH , , .'": .i '\, v" j ¢' . RETAIL. ' ' \ .... .... ---(Goc~lyear) .... ... Valley Ranch Plaza - Site Plan LEftwjch & Associates FIGURE 2 The intersection of MacArthur Boulevard and Belt line Road is signalized and lanes are modified to accommodate the transitions from six-lane divided to four-lane divided on the north approach and two lane undivided on the west approach. On the east approach of Beff Line Road, lane configuration is dual left, one through, and an exclusive right turn. For the west approach of Beff Line Road, the existing 2-lane undivided roadway flares-out to provide an exclusive right turn lane, thrcc through lanes and an one left turn lane. The north approach of MacArthur Boulevard has a shared right/through lane, one through and one left turn lane. On the south approach MacArthur Boulevard has an exclusive left lane, one through, and a through/right lane. SITE TRIP GENERATION Based on the Institute of Transportation Engineer (ITE) Trip Generation, 5th Edition (1991), daily and peak hour trip rates for the following were selected: General Office (Land Use: 710, Table 4) (-- ~. ~k,.~. ~ ,; ~ General Retail (Land Use: 810)e- J~,~,~, ~ ~;~. Restaurant with Drive-Through Window (Land Use: 834) ~ ~t~, ~;~. ~Service Station (Land Use: 844) JCar Wash (Land Use: 847) 'tire Store (Land Use: 848) These rates were applied to the proposed and existing development and are shown in Table 1. Existing development was also assigned to the driveways to account for redistribution of tdps due to the availability of the proposed Belt Line Road driveway. Pass-by trips were calculated for applicable uses listed in the ITE Trip Generation, and percentages are shown in Table 1. Service station reductions were taken from information provided on page 1347 of the manual. Since the sample service stations also listed car washes as part of their service, the same reduction was taken for the proposed self service car wash. The pass-by trip reduction for a fast food restaurant with drive-through window is an average of the study found on page 1-27 of the manual. These reductions were not used when assigning trips to the ddveway approaches. Reductions were quantified, distributed on the roadway and subtracted from the background volumes. This ensured that tdps generated by the development and captured from the existing traffic stream were not counted twice. LEFTWlCH & ASSOCIATES Transportation Planning & Engineering VRPTRPG2.WK4 09/08/93 u, ~,¢ ¼~o o,t,v~,t,J~ ................. ............................ LLEY_ PI A,TA - RI I: I i ~--- ','-- TRIPS GENERATED PASS-BY REDUCTION ..... t .... --4'"-'~aily AM PEAK PM , PEAK AM i PEAK PM PEAK --- Density_(s.f.)' Vo~L~!~ne In Out J'n i Out In · O_u_t In Out Tract # Use -9 pu~s-'-~-T~-- 9~ A Servlc_e Station · 52 44 68 68 54% 54% 58% 58% i--- B Retail I ~-,3~ n/a n/a n/a 8 8 n/a~I n/a n/a n/a ......... 1-- 14,510 335 22 22 23 23 n/a n/a n/a n/a : C & E Office i ........ - ~--' D I~e~-all 6A60 i n/a n/a n/a 16 16 n/a _n/a n/a n/o i ......... i- -- n/a n/a 43% 43% F Restaurant** . 3,000 1,896 0 0 57 53 G Restaurant (Wendy's)** J -- 3A00 2,149 --0 O 65 60 n/a n/a 43% 43% i H _'. Car Wash* . 3/100 97.2. 18 18 36 36 54% ,54% 58% 58% ' I i Retc~ll-(Goodyear) J 5,300 n/a 1-1-- 6 11 16 _. n/a ; n/a ' n/a n/a ~ TOTALS ~ 39,450 5-,449 103 90 28~,-' _j_279 !*fie Rate est0blished from small (1) sample slz~ .--- I ',** AM Peak ccurs 11 :EX] om - 12 noon .... ITE Trip Generation 5th Edition - SITE TRIP DISTRIBUTION The regional trip distribution for this site was developed from information provided by the city (Subdivision Development Chart) as well as discussions with City staff. The following distribution was used to assign site traffic to the roadway network: ,.-..: //' · North 40% '~ C,~,~,,.o,~ · South 15% ~ · East 20% ~t~'~c- · West 25% Applying these distributions to the site generated traffic yields a trip assignment pattern for AM and PM peak periods as shown in Figures 3 through 6. BACKGROUND TRAFFIC VOLUMES Machine traffic counts for intersection of MacArthur Boulevard & Belt Une .... Road, Belt Une Road (between Moore & Mockingbird) and a 10/13/92 turning movement count for MacAdhur Boulevard at the Wendy's/Tom Thumb driveway were provided by the City of Coppell. These counts were used as background volumes. An annual growth rate of 3% was applied to the Belt Une Road count (11/92) in order to reflect present traffic. Pass-by trips calculated from ITE Trip Generation information were developed. These trips were distributed using site distribution percentages for all movements not accessing the site. Trips were then subtracted from background volumes in order to avoid double counting trips generated by the site. DRIVEWAY ANALYSIS The final traffic assignments strived to replicate ddveway distribution to individual driveways. Tdps made by patrons from the west (25%) and a small percentage from the north (10%) and east (3%) are expected to use the proposed Belt Une Road driveway. This drive will provide relief to the congestion currently experienced at the Wendy's/Tom Thumb drive. PM left turn access demand from the Belt Une Road driveway is high but will can operate at an acceptable level if the proposed left turn bay for Belt Une is provided. The left I Belt Line Rd. j j ) 18 J 3 · I 18. 3 18 7 42 I I · I 3,380 S.F. I PROPOSED 26 I I : I RETAIL I SErA/ICE STATION <.~ 8,500 S.F. I 6,460 S.F. ~ ~ OFFICE I RETAIL I O ~ (~lockbu~'ers) I .~ 11 North <-- J Legend I I I ,-- :, E~i~,g 6,010 S.F. I I 3,000 S.F. I i;;.-_-_-J Proposed OFFICE I I RESTAURANT I ...... ~=' Developed j j j (Boston Chicken) j 10 : '~'' byOthers ~ '~'~' --I · · Proposed ~ ~ Driveway "'" I / ~----'. I '" .- '1 16 / , , ' 3,400 S.F. , .... "' ' 'RESTAURANT ', ' '(Wendy's) ; ~ 2 3,400 S.F. ,- -J \ \ CAR WASH ~ / '"'" "''" .'5 300:S?_ -'~-- '' ' " · '" RETAIL \ "", ,.-. "... "- ..- -- .-.- '"(Goo~yeoO ".... "' ..- "' '-7-~ %~' Valley Ranch Plaza - AM Peak Inbound (104) C ~*--~ ~ .~,x~ Lefiwich & Associates , FIGURE 3 24 ,~ ~9 I Belt Line Rd. I · 2:2 0 I I PROPOSED · I 3,380 S.F. I SERVICE STATION . ~ I RETAIL I iai7 I 6 460 I 8~oo S.F. I OFFICE I RETAIL I I Legend I I I 3 --~ ~ti~g 6~10 S.F. I I 3,~ S.F. I ...... ~' ~oposedIi OFFICE I I RESTAURANT I · Developed' .~- i by ~ers ..... ~0~o~o0 Dr~eway ~ > 2 x x 3,4~ S.F. ' ~ CAR WASH -- ~ "R~AIL : --7- .~ Valley Ranch Plaza - AM Peak Outbound (90) ' FIGURE 4 Belt Line Rd. 76. 11 24 18 113 I I I I PROPOSEDt 34 · I 3,380 S.F. I SERVICE STATION ,:~ ~ I RETAIL I ' · 10 I I 8,500 S.F. I 6,460 S.F. I OFFICE I RETAIL I I 48 North <..._.J Legend I I I i--', ~x~¢~g 6X:)10 S.F. I I 3,000 S.F. I ....... OFFICE I I RESTAURANT I ", ..... : Proposed I I j ~ by Others ~.. ~' J .... Proposed ~' ~ ~'- Driveway '"' 'm~ ~' J F ' 3'400 S'F'- · . RESTAURANT ' '~.. ~" -ONendy's) .... j / ; 3,400 S.F. <- -J '"~ \'. CAR WASH '. ",. '. RETAIL ' " ',. ~ ~ ........... (GoodyeoO ValleyRanch Plaza - PM Peak Inbound (984) ~ ~n.,,,~D Lehwich & Associates FIGURE 5 59 · · 42 I I Belt Line Rd. · 34 8 I 3,380 S.F. I ~ PRopOsED" 24 OFFICE I R~AIL I Legend ' 15 ..... . ~p~ ~ OFFICE I I RESTAURANT I ...... ~ I I J 42 ~ Developed~ ~ ~ ~:' - by Others i ~ ~ ..... ~oposed ,~ ~ ~ DrNewcy : '~ ~ CA~ WASH Valley Ranch Plaza - PM Peak Outbound (279) FIGU2E 6 turn lane will allow westbound left turning vehicles from the site to be "shadowed" in the median if necessary. Left turning traffic should find acceptable gaps in the westbound through traffic due the platooning of vehicles by the adjacent signalized intersection. It is suggested that a "Do Not Block Intersection" sign be installed facing eastbound traffic. This will allow access openings for westbound left turns if stacking occurs from the traffic signal. Figures 7 and 8 show the peak period inbound and outbound assignments and background volumes. Traffic entering the existing driveways along MacArthur Boulevard should attract 30% from the nodh, 15% from the east, and 15% from the south. It is expected that the majority of southbound right-turn-in traffic will use the nodhernmost driveway in order to avoid conflicts from left turn and through vehicles at the Wendy's/Tom Thumb driveway. AM Peak left turn and through movements can be accomplished during the gaps caused by the signal at MacArthur Boulevard and Belt Une Road. T~e..P_,M.Peak,period turning movement count for left turns at this drive is presently 39 vehicles per hour. Under full development left turns should increase by 3, to a total of 42. The turning movement count showed that the outbound through movemen~ is 3% of the driveway volume. This percentage was maintained at full deV~lOp~ent (estimated 10 vehicles/hr.). It is expected that some of these trips may exit at the Belt Une Road driveway if conflict and delay is unacceptable at the Wendy's/Tom Thumb drive. The addition of a deceleration lane at the proposed north MacArthur Boulevard driveway will help southbound traffic accessing the site. This lane will remove the inbound site traffic from the MacArthur Boulevard through movement. The deceleration lane is seen as an advantage because southbound through traffic will not be delayed by dght turns and can clear sooner providing additional gap time for left and through movements at the Wendy's/Tom Thumb driveway. All driveways should operate adequately at full build-out of the site with the addition of the deceleration lane on MacArthur Boulevard and the median opening on Belt Line Road. Figures 9 and 10 show the peak period inbound and outbound assignments and background volumes. Norfh Belt Line Road · ' 316 ,j,. (3) (18) 722 ) (18) (31) (12) Valley Ranch Plaza - AM Peak - Background + (Site) Leftwich & Associates FIGURE 7 North Bolt Uno Rood 7O6 (11) (24) 379 (76) (98) (53) Valley Ranch Plaza - PM Peak - Background + (Site) Leftwich & Associates FIGURE 8 Proposed Blockbuster (3) ~, Proposed Boston Chicken / I Wendy's (3) + ~ Goodyear = ~ Valley Ranch Plaza - AM Peak - Background + (Site) Ld~ich & Associ~T~ FIGURE 9 North Proposed Blockbuster (15) Goodyear Valley Ranch Plaza - PM Peak - Background + (Site) LEhwich & Associ~Es FIGURE 10 TEL No.O00000000 SEP.16,95 15:32 P.03 Proposed Blockbuster Proposed Boston Chicken (49) - 17 (16) · 78 (3) -,~ _ Wendy's (14) Goodyear Valley Ranch Plaza - Noon Peak - Background + (Site) Li & Assc~i,T~s FIGURE 11 TEL No.O00000000 SEP.16,95 15:33 P.04 Belt Line Road 850 314 · (120) (82) (114) Valley Ranch Plaza - Noon Peak- Background + (Site) .- Le'lt~h & Ass(x:i~t~s FI~UEE 12 TEL No.O00000000 SeP.16.9$ 15:33 P.O5 North / Proposed Blockbuster Proposed Boston Chic:ken Wendy's Valley I~anoh Plaza - Noon Peak - Distribution Inbound 342/Oufbound 327 L~l~vic~ & Ar,~ci*T6 FIGURE 13 TEL No.O00000000 SEP.16,95 15:$4 P.06 North Belt Line Road 3,5% 25% 35'% Regional Distribution Valley Ranch Plaza - Noon Peak - Distribution % Inbound 342/Outbound 327 I.~h~vick & A,s~oci^T,~ FIGURE 14 TEL ~o,000000000 SeP.16,9~ 15:50 P.02 Leftwich & ssociates - Transpor/affon & Planning Consu/fan/s 9(J0 :~hiloh DeSoto, TX 75115 Phone (214) 422-4782 Fax [214) 424-2609 Septem bar 18. ~ gg3 Mr. Kenneth M. Griffin, P.E. City Engineer City of Coppell 255 Parkway Boulevard Coppell. Tx 7501 g ¢~ ~ ~'~ ~' llz Valley Ranch Plaza - Noon Peak Analysis and Backup Data Dear Ken, As you requested, I am sending the trip generation Information for each use, the NOON peak assignments, the regional distribution information and the basis for the Belt Line Noon peak background volumes. Based on our discussion this morning several changes were made. 1) The service station site was ohanged to e 3,000 square foot restaurant with access from the proposed and existing driveways. 2) Regional distribution from the south was increased to 20% (North decreased to 35%). 3) All westbound left turns off Belt Line were distributed to the proposed driveway on MacArthur. 4) Outbound site traffic accessing Belt Line - left turns were reduced from 35% to 25% and right turns were increased from 25% to 35%. 5) No pass-by trip reductions were made. This scenario is worse case. The noon peak assignment shows a reduction in the number of left turns out of the site onto Mac, Arthur Boulevard (turning movement count has 64 turning left while traffic assignment shows 49). This reduction is due to the redistribution of outbound trips to the Belt Line Road driveway. The northbound left turns into the site are at 68. Existing turning movement counts show 56 now making this movement. This is an increase of 12. You may be correct in assuming that more trips are coming from the south than shows. However by reducing the number of left turns out of the site at this location, left turns Init:) the site have less of a conflict and could complete their movement easier. You had rnentioned that you were thinking of restricting left turns out of the site at this point. This, may be necessary but I would recommend waiting to see if the Belt Line Road driveway provides the relief you need. If you have any questions concerning this information please call me (422-4782). Sincerely. _ Barbra L. Leftwich LEFTWICH & ASSOCIATES Transportation Planning & Engineering VRPTGI2.WK4 '~NOON PEAK " ' · NOON I PEAK Tn:~ # Use Dens~__(_s.f.) . In Out i ~ In Out ~.B Retail* 3~380 8 8 t n/a n/a C & E :. Offic~ 14~510 .... 1226 22 n/a n/a D ' R~all* 6/~50 ~ 16 n/a n/o F Restaurant 3~00 g I Restaurant (Wendy's) , _ 0,4~ " 97 90 43% 43% H Car Wash* 3/100 18 18 54% 54% I [ Retail (Goodyea0 ' -i 5,300 11 , 6 !NOON P~AK. is not available fo~ oil u~es - r_etoll':was derived from PM .peak factors - all )the~ AM peak f~ctors · ~ . I ', ~ __1 ! ITE Trip Generation 5th Edition TEL No.O00000000 SEP.16,9:5 15::56 P.08 89/07/93 ~5:B1 CITY OF' COPPELL ~ No! to, Scale ..e- 10~ $1ndy Llk~ Rd. ~-20~ 6indy L~ke Rd. B~th~l 80hOQI~ ~4 ~ ~ ~), I~- w...~,,., "~ 10"~ ~l'e~ m FIQUflE 4 NOON PEAK HOUR TRAFFIG VOLUMES TEL No.O00000000 SEP.16,93 15:37 P.O9 North Rash Trail Valley Ranch Plaza - Vicinity Map TEL No.O00000000 SeP.16,95 15:$8 P.IO Volley Ronch Pi(3zo - Vicinity Mc~p INSTITUTE OF TRANSPORTATION ENGIN.~.RS TEL No.O00000000 SeP.16,93 15:40 P.12 M,,--,I I Land Use: 844 Service Station Description The automobile service stations surveyed generally are located at intersections or freeway interchanges and include facilities for servicing, repairing, and fueling motor vehicles. This land use includes service stations without convenience stores or car washes. Related land uses Include Service Station with Convenience Market (845), Service Station with Convenience Market and Car Wash (846), and Convenience Market with Gasoline Pumps (853). Much service station traffic Is already on the street for another purpose. 'Vehicular movements were traced at eight stations in three Illinois cities, with the findings that 54 percent of the A.M. peak hour volume and 58 percent of the P.M. peak hour involved vehicles p.~s~lng by on their way to another destination,' according to the study, 'Trip Generation Study of Selected Commercial and Residential Developments," written by the Illinois Section o! ITE, in June 1969. For additional information on pass by trips, refer to the pass by trip section of this report. Additional Data Information on transit trip ends is not available. Information on person trip ends Is not availat)le. Information on truck trips is not avaiiable. Information on vehicle occupancy is not available. Peak hours of the generator: The peak hours of the generator typically coincide with the peak hours of the adjacent street traffic. The studies were conducted in the late 1970's through 1990, at sites throughout the United States. The only independent variable provided is pumps - the average number of pumps at the stations surveyed is 8 (range of 6 to 10). Source Numbers 2, 4, 5, 72,330, 334 ~.. Service Station I~g' (844) Average Vehicle Trip Ends vs: Gasoline Pumps On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Number of Studies: 6 Average Number of Gasoline Pumps: 8 Directional Distribution: 54% entering, 46% exiting Trip Generation per Gasoline Pump I Average10.73Rate Range 6.75 -°f 14.75 Rates Standard 3.92 Deviation Data Plot and Equation 120 ......................... '.' 110 ............................................... X × . 50 .... '--1 ---r-- -- 1- 6 7 8 9 10 ~' ' . X = Number of (~asoline Pumps x A~tual Date Points ...... Average TEL No.O00000000 SEP.16,95 15:~2 P.I~ Service Station ~ t~ ;'--. (844) Average Vehicle Trip Ends vs: Gasolln® Pumps On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Number of Studies: 7 Average Number of Gasoline Pumps: 8 Directional Distribution: 50°/° entering, 50% exiting Trip Generation per Gasoline Pump Average Rate Range of Rates Standard Deviation 15.18 7.80 - 37.25 10.05 Data Plot and Equation I 6 7 8 9 10 X = Number of Gasoline Pumps X ACtual Data Polnt~ ...... Avm~e R~te Fitted Curve Equation: Not given R~ -- **** Trip Generation, January 1991 1349 Institute of Transportation Engineers TEL No.O00000000 SEP.16,95 15:45 P.14 ¢ ~.. Land Use: 810 Retail - General Merchandise Independent Variables With One Observation The following trip generation data are for independent variables with only one observation. This Information is shown in this table only; there are no related plots for these data. Users are cautioned to use these data ~lth care due to the small sample size. Trip Size of Number Generation Independent of ~nt Vari-ble Rate yadeble Studlea Direction-I nlatributlon :.- 1,000 Square Feet Gro~s Floor Area P.M. Peak Hour of 4.80 214 1 50% entering, 50% exiting Adjacent Street Traffic P.M. Peak Hour of 4.80 214 I 50% entering, 50% exiting Generator Trip Generation, January 1991 1097 Institute of Transportation Engineers TEL No.O00000000 SEP.16,93 15:A4 P.15 Land Use: 710 General Office Building Description A general office building houses multiple tenants: it is a location where affairs of businesses, commercial or industrial organizations, or prbfessional persons or firms are conducted. An office building or buildings may contain a mixture of tenants Including professional sewices, insurance companies, investment brokers, and tenant services such as a bank or sevin[is and loan, a restaurant or cafeteria, and service retail facilities. Nearly all of the buildings ;~urveyed were in suburban locations. Related land uses include Corporate Headquarters (Land Use 714), Single Tenant Office Building (Land Use 715), and Office Park (Land Use 750). If Information is known about Individual buildings, It is suggested that the general office building category be used rather than office parks when estimating trip generation for one or more office buildings in a single development. The office park c:atsgory Is more ~.... general in nature, and should be used when a breakdown of individual or different uses Is ~. not known. If the general office building category Is used, end if additional bulldinga, such as banks, restaurants, or retail stores are Included in the development, then the development should be treated as a multi-uae project. On the other hand, If the office park category Is used, internal trip making is already reflected in the d;ita end does not need to be considered. When the buildings are Interrelated (defined by shared parking facilities or the ability to easily walk between buildings} or house one tenant, it Is suggested that the total area or employment of ell the buildings be used for calculating the trip generation. It is further suggested that area or employment of each Individual building In a single project be used when the Individual buildings ere Isolated and not related to one another. Additional Data Average weekday transit trip ends: Transit service at a majority of the sites surveyed was either non-ex;stent or negligible. Information on person trip ends is not available. Information on truck trips is not available. Vehicle occupancy' 1.2 persons per automobile. Varies by quantity and cost of parking location of office, and region. Peak hours of the generator: Weekdays - Typlcally the same as the A.M. and P.M. peak hours o~ the adjacent street traffic. In some regions peaking may occur earlier or later and last ,~omewhat longer than the 7:00 to 9:00 A.M. and 4:00 to 6:00 P.M. time frames. Trip Generation, January 1991 939 Institute of Transportation Engineers TEL No.O00000000 SEP.16,95 15:45 P.16 These studies were conducted in the 1960's through 1990 at sites throughout the United States, with an average of 673 employees, 205,000 square feet gross floor area, and 700 parking spaces. Average densities are summarized in the following table: Table 1: General Office Building Average [~enaltles Independent Variables Average Range Emp;oyees Per 1,000 Square Feet Gross Floor Area 3.29 0.28 - 12.82 Employees Per Parking Space _ 0.86 0.23 - 3.44 Employees Per Gross Acre+ 7.91 1.33 - 245.90 1,000 Square Feet Gross Floor Area Per Parking Space 0.28 0.05 - 1.15 1,000 Square Feet Gross Floor Area Per Gross Acre' _ 2.24 0.34 - 49.89 Parking Spaces Per Gross Acre· 7.02 0.76 - 164.69 ' The relationship between gross square footage and gross acreage varies considerably and is a function of the local zoning code, the nature of the development and landscaping, and the type of parking provided (at-grade, below the building, or in a separate pa.rking structure). It is suggested that when only the acreage of the office building site is known, the probable building size in gross square feet be estimated from the average square footage per acre as shown in the above table. For office buildings exceeding 100,000 square feet gross floor area, as the building size Increases, the employee density tends to decrease, as shown in Table 2: Table 2: General Office Building Employee Density (Employees Per 1,000 Square Feet Gross Floor Area) 1,000 Square Feet GFA Average ___ Range Less than 100 3.39 0.79- 8.03 100 to 200 3.84 1.74 - 12.82 201 to 500 3.22 0.28 - 10.13 More than 500 2.88 1.00 - 4.10 All 3.29 0.28- 12.82 The employee density of office buildings will vary by the type of o=cupants or businesses, the length of time the occupants have been housed in the building, and the number of tenants occupying the building. New tenants in a building tend to have a '.,ower employee density initially to leave space for future growth. Therefore, the measure of density and trip generation should be made at office buildings which are not new. As data are collected in the future, it is recommended that both the gross square footage and net rentable area be obtained. Trip Characteristics The trip generation for the A.M. and P.M. peak hours of the generator typically coincide with the peak hours of the adjacent street traffic; therefore, only one A.M. peak hour and one P.M. peak hour, which represent both the peak hour of the generator and the peak hour of the adjacent street traffic, are shown for general office buildings. Trip Generation, January 1991 940 Institute of Transportation Engineers TEL No.O00000000 SeP.16,93 15:47 P.17 The office building data collected (over 250 studies) indicate that the rale of trip generation decreases as building size increases. The logarithmic equations shown on the following pages best describe this rate of change. It is suggested that the equations be utilized aa the most accurate method of estimating the driveway volumes for a building or Interrelated buildings smeller than 800,000 square feet gross floor area or where there ere less than 1,600 employees. For buildings of 800,000 square feet gross floor area or more, or where there are 1,600 employees or more, it is suggested that the applicm,ble rates in the following tables be used to calculate trip generation. If the rates are used for buildings smaller than 800,000 square feet gross floor area or where there are less than 1,600 employees, one must Interpolate between 81ze groups to estimate the trip generation rate for a 81ze not shown in the tables.. The relationship between building size and the number of employees, and trips generated is illustrated in the following tables, which approximate tdp generation rates as derived from the trip generation equations shown on the following pages: Table 3: General Office Building Trip Generation Vehicle Trip Ends (Two-Way Volume} Per Employee Derived From Trip Generation Equations Employees Average Weekday A.M. Peak Hour P.M. Peak Hour '- Vehicle Trip Ends (1 Hour Between (1 Hour Between 7 and 9 A.M.) 4 and 6 P.M.) Rate Volume Rate Volume Rate Volume ~'~ -- 25 6.00_- 150 0.77 19 0.92 23 ~ 50 5.32 266 0.70 35 0.79 40 100 4.74 474 0.64 64 0.69 69 200 4.22 844 0.58 117 0.60 119 300 3.94 ._1183 0.55 166 0.55 165 400 3.76 1503 0.53 212 0.52 207 500 3.62 1809 0.52 258 0.49 247 600 3.51 2105 0.50 302 0.48 285 700 3.42 2393 0.49 345 0.46 323 800 3.34 __ 2675 0.48 387 0.45 358 900 3.28 2950 0.48 428 0.44 394 1,000 3.22 ~ 3220 0.47 469 0.43 428 1,200 3.12 3748 0.46 549 0.41 495 1,600 or more 2.98 0.44 0.39 Trip Generation, January 1991 941 Institute of Transportation Engineers TEL No.O00000000 SEP.16,95 15:~8 P.18 Table 4: General Office Building Trip Generation Vehicle Trip Ends (Two-Way Volume) Per 1,000 Square Feet Groee Floor Area Derived From Trip Generation Equationa 1,000 Square Feet Average Weekday A.M. Peak Hour P.M. Peak Hour Groaa Floor Area Vehicle Trip Enda (1 Hour Between (1 Hour Between 7 and 9 A.M.) 4 and 6 P.M.) Rate Volume Rate Volume Rate Volume 10 24.60 246 3.20 3~'. 3.40 34 25 19.72 493 2.60 65 2.68 67 50 16.58 829 2.22 111 2.24 112 100 14.03 1403 1.90 190 1.87 187 200 11.85 2369 1.64 327 1.58 311 300 10.77 3230 1.50 450 1.40 420 400 9.96 3984 1.40 561 1.30 519 500 9.45 4723 1.33 66& 1.22 608 600 9.05 5432 1.29 77,3 1.17 700 700 8.75 6125 1.24 871 1.12 781 800 or more 8.46 1.20 1.08 Source Numbers 2, 5, 20, 21, 51, 53, 54, 72, 88, 89, 92, 95, 98, 100, 159, 161,172, 17~,, 178, 183, 184, 185, 189, 193, 207, 212, 217,247, 253, 257, 260, 262, 279, 295, 297, 298, 300, 301,302,303, 304, 321, 322, 323, 324, 327 T~fp Generation, January 1991 942 Institute of Transportation Engineers Land Use: 834 Fast Food Restaurant With Drive-Through Window Description This category includes fast food restaurants with drive-through windows, Such as McDonald's, Burger King, and Taco Bell. This type of restaurant is characterized by ~ large cam/out clientele; long hours of service (some are open for breakfast, all are open for lunch and dinner, some are open late at night or 24 hours); and high turnover rates for eat-in customers. Related land uses Include quality restaurant (831), high-tumover (sit-down) restaurant (832), fast food restaurant without drive-through window (833), and drinking place (1~35), Additional Data Information on transit trip ends Is not available. Information on person trip ends is not available. Information on truck trips Is not available. Information on vehicle occupancy is not available. Peak hours of the generator: Weekdays 7:00 A.M. to 8:00 A.M., 12:00 Noon to 1:00 P.M., and 4:45 P.M. to 6:00 P.M. Weekends 12::00 Noon P.M. to 2:00 P.M. It is believed that hamburger restaurants may generate trips at a higher rate than other types of fast food restaurants. The fifth edition database was tested in an attempt to vedfy this assumption; the data neither vedfied nor disproved it. Future research i'.~ needed in this area. The studies were conducted in the 1980's at locations throughout the United States; many were conducted in the Milwaukee, Indianapolis, and Washington, D.C. metropolitan areas. The sites average 35 employees (range of 7 to 60), 3,600 square feet gross floor area (range of 1,300 to 7,000), 109 seats (range of 76 to 250), and 56 parking spaces (range of 25 to 84). Average densities are summarized below: Fast Food Restaurant With Drive-Through Window Ararat" e Densltiea Independent Variables Average Employees Per 1.000 Square Feet Gross Floor Area 10.90 Employees Per Parking Space 0.62 Employees Per Seat 0.34 1,000 Square Feet Gross Floor Area Per Parking Space 0.05 ~" 1,000 Square Feet Gross Floor Area Per Seat 0.03 ~- Parking Spaces P__er Seat 0.57 Source Numbers 164, 168, 178, 180, 181,241,245. 278, 294,300, 301,319 TEL N0.000000000 9eP.16,95 15:51 P.20 Fast Food Restaurant With Drive-Through Window (834) Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Floor Area On a: Weekday Number of Studies: 8 Average 1000 Sq. Feet GFA: 3 ' Directional Distribution' 50% entering, 50% exiting Trip Generation per 1000 Sq. Feet Gross Floor Ares t Average Rate Range of Rates Standard Deviation 632.12 284.00 - 1359,50 266,29 Data Plot and Equation 2,800 __ 2.700 ............. 2,600 ~0~,OO ................................... ! ...................... ~.. ;. ~': ~.. ~.aoo .................................... X ............. ~;:;~.~ ........... ............................................_ 2.?-.- .......... UJ .~. ~',1oo ..................................... ~..~.~: .............. I- ~.ooo ..................................... :. _;;;~ ..................... .~ 1,~OO ............................... .~?.~. ......................... ~,~oo ......................... ~.....~::'~ .! ...................... * ....................... ~'~;;'~ .......... i .................................... '1,8OO .................. ;.;~ ~.~. ............. ~ .................................. ~ ~.~oo ............ ..~.~:.~7 ....................: ..................................... ~:, ~,~oo .... ~.?~.<:~. ........................ ×i .................................... ~, 1o~OO ~'.;. -:. ~ ............................... i ................................ 1 ,OOO ' × = 1 OOO Sq. Foot ~ro$~ Floor X Actual DIM Polntl ...... Averip R~te Fitted Curve Equation: Not given R2 Trip Generation, January 1991 1306 Institute of Transportation Engineers TEL No.O00000000 SEP.16,95 15:52 P.21 _ Fast Food Restaurant With Drive-Through Window .~:. (834) Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Floor Area On a: Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Number of Studies: 49 Average 1000 Sq. Feet GFA: 4 Directional Distribution: 51% entering, 49% exiting Trip Generation per 1000 Sq. Feet Gross Floor Area }' Average Rate Range of Rates Standard DeviationI 55.56 5.67 - 147.00 27.24 Data Plot a,, ,nd Equation ~ x o 2 3 4 5 6 7 X = 1000 Sq. Feet Gross Floor :~ . x A~ual Da~ P~nte ...... A~m~ Rate Fla~ Cuwe Equation: Not given R2 = **** Tdp Generation, Janua~ 1991 1307 Institute'of Transpo~ation Engineers TEL No.O00000000 SEP.16,95 15:54 P.22 st Food Restaurant With Drive-Through Window (834) Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Floor Area On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Betwc. cn 4 and 6 p.m. - Number of Studies: 59 Average 1000 Sq. Feet GFA: 4 Directional Distribution: 52% entering, 48% exiting Trip Generation per 1000 Sq. Feet Gross Floor Area Average Rate Range of Rates Standard Deviation 36,53 8,25 - 117.15 20.64 Data Plot and Equation x 300 ............................................. .~ xX x ...x- ' '  200 ............. )~ ........... : ............ . ............. ' ...--' ................. x.' ~ ~ ...................... ~.- ................... ~ ........................ · ~ · 0 I .... I ' '-* ..... I .... I 2 3 4 5 6 7 X = 1000 Sq. Feet Gross Flor Area . .. X A~uil Dl~ PMnte ....... A~rl~ t Fl~ed Cu~e Equation: Not given Trip Generation, Janua~ 1991 1308 Institute of Transpo~atlon Engineers TEL No,OUUUUuuuu Land Use: 847 Car Wash Independent Variables With One Observation The following trip generation data are for inclependent variables with only one obsewation. This information is shown in this table only; there are no related plots for these data. Users are cautioned to use these data with care due to the small sample size. Trip Size of Number Generation Independent of Independent V~rlebl~ Rate V,~rleble ~tudlee Dlrectionll rtlstrlbution Wash Stalls Weekday 108.00 5 I 50% entering, 50% exiting A.M. Peak Hour o! 4.00 5 1 50% entering, 50% exiling · Generator P.M. Peak Hour of 8.00 5 1 50% entering, 50% exiting Adjacent Street Traffic ~ P.M. Peak Hour of 8.00 5 I 50% entering, 50% exiting Generator Saturday 11.20 5 1 50% entering, 50% exiting Generation, January 1991 1370 Institute of Traqsportation Engineers TEL No.O00000000 SEP.16,95 15:56 P.24 __ Self Service Car Wash (847) ~--'" Average Vehicle Trip Ends vs: Wash Stalls On a: Saturday, Peak Hour of Generator Number of Studies: 3 Average Number of Wash Stalls: 4 Directional Distribution: 50% entering, 50% exiting Trip Generation per Wash Stall Average Rate Range of Rates Standard Deviation 35.27 11.20 - 182.00 49.73 Data Plot and Equation Caution - uae Carefully - Small Sample Size 190 ....................... = ,40 ......................... I 2 3 4 5 X = Number of Wash Stalls X A©tual Data Polnta ...... Avarl~ R~t~ Fitted Curve Equation: Not given Trip Generation. January 1991 1371 Institute of Transportation Engineers TEL No.O00000000 Se~.16,95 15:57 P.25 Land Use: 848 Tire Store De~criptlon The tire stores surveyed sell tires, and provide Installation and possibly other automobile maintenance functions and customer services. Additional Data Information on transit trip ends is not available. Information on person trip ends is not available, Information on truck trips is not available. Information on vehicle occupancy is not available. Peak hours of the generator (based on a limited sample size): Weekdays 11:00 A.M, to 1:00 P.M. and 4:45 P,M. Io 5:45 P.M. Saturdays 11:15 A.M. to 1:00 P.M. The studies were conducted in 1990, in Jacksonville, Florida, The average number of service stalls is 8 (range of 5 to 12), the average number of employees is 5 (range of 3 to 7), and the average square feet gross floor area is 5,326 (range of 3,440 to 6,985). Source Numbers 328 Trip Generation, January 1991 1372 Institute of Transportation Engineers TEL No.O00000000 SEP.16,95 15:58 P.26 Tire Store (848) Average Vehicle Trip Ends va: 1000 Sq. Feet Gross Floor Area On s: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Betw¢=n 7 and 9 a.m. Number of Studies: 7 Average 1000 Sq. Feet GFA: 5 Directional Distribution: 65% entering, 35°/° exiting Trip Generation per 1000 Sq. Feet Gross Floor Area Average Rate Range of Rates Standard Deviation 3.30 1.43 - 6.98 2.23 Data Plot and Equation 24~, ...... x 3 4 5 6 X = 1000 Sq. Feet Gross Floor Area X A~tual Data Points ...... Average Rate Fitted Curve Equation: Not given R2 = **** Trip Generation, January 1991 1378 Institute of Transportation Engineers TEL No.O00000000 SeP.[6,95 [5:59 P.27 ..... Tire Store (848) Average Vehicle Trip Ends rs: 1000 Sq. Fc--t Gross Floor Area On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Number of Studies: 7 ' Average 1000 Sq. Feet G FA: 5 Directional Distribution: 42% entering, 58% exiting Trip Generation per 1000 Sq. Feet Gross Floor Area Average Rate Range of Rates Standard Deviation 5.13 2,58 - 8.14 2,70 ! Data Pict and Equation :35 =' ............................... 34 ........... x ............ ':- .... 33 .......... X ................. ' ....... ~': ......... ~- 32 ~ ..................... -~ ~ 31 ............................. :-' ............ 'O O. 29 ~ ............... .* .................. 28 ~ - - - X ............. .;"' ........... ' ...... ~_.~-- 27 . . ' . .-.; - ' ........... :: .............. X ~, 26 ....................... .-~X ............................ I ~ 25 ........ × .......... .-f ........................... ~ ................... , ......... /:'. ........................................ 23 ....................... ,, ............................................. 11 · I I-- 22 .................. :' ' - '"' 21 .................. './-'.'. ................................ . 19 .......... ?; .... : ............... · .................... - .................. 18 .......... ,': ........ : ........................... 17 -. I--- t 3 4 5 6 7 X = 1000 Sq. Feet Gross Floor Area k.:.. X Actu,-I Data Polntl ...... Average Fitted Curve Equation: Not given R= = Trip Generation, January 1991 1379 Instilute of Transportation Engineers CONCLUSIONS · The Wendy's/Tom Thumb driveway will operate at on acceptable level of service. The site at full development adds 3 left turn vehicles to the present volume. Through and left turn movements may not be significantly increased because of the addition of driveway access on Belt Une Road and the additional driveway on MacArthur Boulevard. · The Beff Une Road ddveway should operate at an acceptable level of service with the addition of a left turn bay and 'Do Not Block Driveway' sign advising eastbound traffic. The existing signal will provide acceptable gaps in westbound through traffic for left turn maneuvers. · The proposed ddveway on MacArthur Boulevard will help relief the heavy right turn traffic into the site. The deceleration lane allows site traffic to be removed from the through movement. This should allow through traffic to clear faster thus providing additional gaps for left turns out of the site (at the Wendy's/Tom Thumb driveway). · The southernmost ddveway is a right-turn-in and fight- turn-out only movement. Traffic volumes entering and existing the site using this ddveway are expected to be Iow and will not have a significant impact on MacArthur Boulevard.