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Vista Ridge Retail-SY070809 ,,"y Winkelmann \,. &Associates, Inc. CONSULTING CIVil ENGINEERS . SURVEYORS August 9, 2007 Mr. Gary Seib City of Coppell Planning Department 255 Parkway Blvd. Coppell. Texas 75019 972-462-0022 Re: Vista Ridge Retail Mr. Seib: Enclosed is a traffic impact analysis related to the above referenced project as required by the Planning & Zoning Commission. We have a meeting on Monday, 8/13 with TxDot to review the report and confirm the driveway location conceptually approved previously. Should you have any questions, please feel free to call me at your convenience. Sincerely, & ASSOCIATES, INC. Michael D. Clark, P.E. Vice President MDCllm Enclosure RECEl\IED ,'il' 0 )GO? o.\G DEPP-.RTt4ENT PLP-.NNh. cc: Jim Stabler 19985 G: 19985-Gary Seib-City of Coppellltr. 8-9-07 6750 Hillcrest Plaza Drive, Suite 100 Dallas. Texas 75230 (972) 490-7090 Fax (972) 490-7099 \V Winkelmann LETTER OF TRANSMITTAL leAs_dates, Inc. CONSULTING CIVIL ENGINEERS * SURVEYOR Concorde on the Creek 6750 Hillcrest Plaza Dr., Ste. 100 Dallas, TX. 75230 (972) 490-7090 Fax (972) 490-7099 TO: DATE: City of Coppell-Plannlng Dept. 08109107 CLIENT: 255 Parkway Blvd. PROJECT: Coppell, Texas 75019 19985 ATTENTION: PROJECT NO.: Mr. Gary Selb RE: Vista RIckIe Retail ROUTING WE ARE SENDING YOU: THESE ARE TRANSMITTED: o ORIGINAL DRAWINGS o AS REQUESTED o PRINTS ~ FOR YOUR USE o SPECIFICATIONS ~ FOR REVIEW AND COMMENT ~ REPORTS 0 0 Traffic Imoact Analvsis 0 0 0 REMARKS: ReCeIVED /4, Vb' 1 fI ?n/"l" PLANNTn,,... ....VU( Ul:PARTMENT DISTRIBUTION: I PREPARED BY: I Laura Miller I I I I I I I I I I I I I I I I I I I Prepared for: Winkelmann & Associates, Inc. TRAFFIC IMPACT ANALYSIS FOR A RETAIL DEVELOPMENT IN COPPELL, TEXAS Prppared by: DeShazo, Tang & Assodates, Inc. Engineers. Planners 400 South Houston Street -Suite 330 . Union Station Dallas, Texas 75202 Phone 214/748-6740 Fax 214/748-7037 www.deshazotang.com August 7, 2007 II DT&:A #07145 Prepared for: Winkelmann & Associates, Inc. TRAFFIC IMPACT ANALYSIS FOR A RETAIL DEVELOPMENT IN COPPELL, TEXAS Prepared by: DeShazo, Tang & Associates, Inc. Engineers. Planners 400 South Houston Street Suite 330 . Union Station Dallas, Texas 75202 Phone 214/748-6740 Fax 214/748-7037 www.deshazotang.com ~"""\ - jt.OFT~ \.. .~~~......n.~~'\ "co,.. * "~ " '" .It -.. , f*l. .....l ;.: ~*" ,.. ...................... .........l '- JULIE M. KROLL ~ I..,...... ........ ....... .............., . . " f,1i... (95754 /$,1 t,o~. Ie sf(;, Q..~~., 'l::', ~ N ...~~... ",\;t.' &~J" m. ~ August 7, 2007 O~/()1-I()1- <,;,~<,;,Q \\ c(;,.c . ,,~~ ~-\ ~ '~.... ~~... ~~ \)~ ~\G \~'\. \ ';S' Qv . DT&A #07145 Traffic Impact Analysis for Retail Development in Coppell, Texas DT&A Project No. 07145 Table of Contents Executive Summary ................................. ......................................... ......... ................... iii KEY FINDINGS....................................................................................................................... III RECOMMENDATIONS............................................................................................................. .IV 1.0 Introduction............................................................................... ........... ............... 1 1.1 PURPOSE.......................................................................................... ......................... 1 1.2 SITE DESCRiPTION...................................................................................................... 2 1.3 STUDY PARAMETERS................................ ................................................................... 2 2.0 Study Background Information............................................................................ 2 2.1 ROADWAY CONDITIONS............................................................................................... 2 2.2 TRAFFIC COUNTS................................................. ....................................................... 6 2.3 GROWTH RATE ........................................ ......................... .......................................... 6 3.0 Trip Generation......................................................................... ........... ...............9 3.1 DEVELOPMENT TRIP GENERATION AND MODE SPLIT ..................................................... 9 4.0 Trip Distribution and Assignment....................................................................... 10 5.0 Capacity Analysis.................................. ........ .................................................... 10 5.1 INTERSECTION CAPACITY ANALySiS........................................................................ ....1 0 6.0 Access Management........................................................................ ................. 15 6.1 RIGHT-TURN LANE ANALYSIS ......................................................................................15 6.2 U-TURN ANALySiS..................................................................................................... .16 7.0 Summary of Results and Recommendations .................................................... 16 8.0 Conclusions................................................................................................. ...... 19 KEY FINDINGS.................................................................................................................... ..19 RECOMMENDATIONS ................................................................... ......................................... .19 @DT&A07145 Coppell Retail Development Traffic Impact Analysis Page i List of Tables TABLE 1. HISTORICAL TRAFFIC COUNT DATA.............................................................................. 6 TABLE 2. DEVELOPMENT TRIP GENERATION SUMMARy............. ......... ...... ............. .......... ............ 9 TABLE 3. TRIP DISTRIBUTION SUMMARY....................................................................................1 0 TABLE 4. LOS CRITERIA FOR SIGNALIZED INTERSECTIONS.........................................................14 TABLE 5. LOS CRITERIA FOR UNSIGNALlZED INTERSECTIONS.....................................................14 TABLE 6. PEAK HOUR INTERSECTION CAPACITY ANALYSIS RESULTS ..........................................15 TABLE 7. RIGHT-TURN LANE ANALYSIS SUMMARy....... .......... .... ...... ......... ............................ .....16 Table of Exhibits EXHIBIT E1. RECOMMENDED INTERSECTION GEOMETRy..................... ...... .......... ......... .... .......... ...V EXHIBIT 1. SITE LOCATION MAP ................. .... ...... ..... ..... ........ ...... ...... .... ................... ....... ........... 3 EXHIBIT 2. SITE PLAN................................................................................................................ 4 EXHIBIT 3. EXISTING AND PROPOSED INTERSECTION GEOMETRy................................................. 5 EXHIBIT 4. EXISTING 2007 TRAFFIC VOLUMES............................................................................. 7 EXHIBIT 5. BACKGROUND 2009 TRAFFIC VOLUMES .....................................................................8 EXHIBIT 6. SITE TRAFFIC DISTRIBUTION .....................................................................................11 EXHIBIT 7. SITE GENERATED TRAFFiC..................................................................................... ..12 EXHIBIT 8. TOTAL SITE GENERATED + 2009 BACKGROUND TRAFFIC VOLUMES ............................13 EXHIBIT 9. RECOMMENDED INTERSECTION GEOMETRY ...............................................................17 ApPENDIX A - TRAFFIC COUNTS ApPENDIX B - TRIP GENERATION SUPPLEMENT ApPENDIX C -INTERSECTION CAPACITY SOFTWARE OUTPUT ApPENDIX D - HIGHWAY CAPACITY MANUAL WEAVE ANALYSIS SUMMARY SHEETS Coppell Retail Development Traffic Impact Analysis Page ii DeShazo, Tang & Associates, Inc. August 7, 2007 EXECUTIVE SUMMARY The services of DeShazo, Tang & Associates, Ine. (DT&A) were retained by Winkelmann & Associates, Inc., to conduct a traffic impact analysis (TIA) for a proposed retail development ("Project") located in Coppell, Texas. The TIA will be used to determine what, if any, roadway and intersection improvements are recommended with the addition of the proposed development. The Project site is located in the northeast quadrant of the SH 121 WB frontage road/Denton Tap Road intersection. This TIA analyzed the day-ta-day traffic operational conditions that were anticipated to be the most critically impacted by the background traffic growth and by the proposed development. Current traffic volume data was collected throughout the study area to represent existing traffic conditions; growth factors were applied to the existing volumes to project future background traffic at the site buildout year conditions. Traffic generated by the Project at site buildout conditions was distributed and assigned to the study area roadway network based upon the site access layout and the anticipated distribution and orientation of site-related traffic. Intersection levels of service were determined for the buildout year. Key Findings . The site development plan currently includes a shopping center with a grocery store, a strip-retail center, two (2) drive-thru banks, two (2) restaurants, and a gas station. It is expected that the site will be built out by 2009. . The proposed site plan is expected to generate approximately 13,070 trips daily: 780 during the AM and 1,500 during the PM peak hours. . The major traffic volume movements at this interchange are from the north and east heading south during the AM peak hour and from the south heading north and west during the PM peak hour. . The majority of the projected site-generated trips are expected from the north and east of the site. . A typical shopping center experiences the highest traffic volumes during the off- peak hours on Saturday between 1-2PM and 4-5PM. . The delays for vehicles at site Driveway A are expected to occur for approximately 60 minutes each day during the PM peak hour. The highest westbound traffic volumes occur during the AM peak, when the trips generated by the development are minimal. . The site Driveway A intersection is expected to operate with LOS B/C during the peak hours and the weaving maneuver is expected to operate adequately with free- flow conditions, at LOS B. Site Driveway A is expected to provide adequate access to the V-turn lane with the addition of the recommend improvements at the adjacent Denton Tap Road/SH 121 intersections. Coppell Retail Develapment Traffic Impact Analysis Page iii DeShazo, Tang & Associates, Inc. August 7, 2007 Recommendations To improve the intersection operations at the adjacent signalized intersection and at Driveway A, several lane designation improvement and signal timing improvements are recommended. The recommended intersection improvements are listed below and are shown on Exhibit El. .:. Optimize signal timing to reduce queue lengths on WB frontage road adjacent to the site. . During the AM and PM peak hours site Driveway A may experience vehicles from the adjacent signalized intersection with Denton Tap road blocking the driveway. These delays are expected to have the greatest impact on the vehicles exiting the site during the PM peak hour. The intersection signal timing at the SH 121 frontage roads/Denton Tap Road interchange should be optimized in concert with the addition of the development to reduce the projected queue lengths adjacent to the site. .:. WB SH 121 Approach at Denton Tap Road-Change lane designations to: Dual left-turn lanes, one (1) through lane, and an exclusive right-turn lane. .:. EB SH 121 Approach at Denton Tap Road -Change lane designations to: Exclusive left-turn lane, one (1) through lane, and a shared through/right-turn lane. .:. WB SH 121 Approach at site Driveway A- Add right-turn lane for site traffic. . Since site Driveway A will be located within a continuous right-turn lane the right- turn lane should be striped such that site Driveway A intersection is clearly marked. Coppell Retail Development Traffic Impact Analysis Pageiv @ No' To Scale .-0 ~ ~ ~ s= 0 ... s= Q) 0 <: >. ro ~ Q) ;> '1:: 0 ~ L ~ L ~ ~ ~ ~ ~ ) ~ ~ ~ ~ ~ ) ~ SH 121 WB FR ~ ,- ~ ~ ~ t t t SH 121 EB FR ~~~l.. l.. ....J J t t t r ...... ...... ...... ...... ...... ... ...... ...... LEGEND: ==t> = Recommended Intersection Geometry Improvements ...... = Existing Intersection Geometry . Exhibit E 1 Recommended Intersection Geometry Coppell Retail Development TIA Page v ~~, DeShazo, Tang & Associates, Inc. Engineers .. Planners 400 South Houston Street, Suite 330 McKinney, TX 75202-4899 214.748.6740 . FAX 214.748.7037 www.deshazotang.com Technical Memorandum To: Winkelmann & Associates, Inc. From: DeShazo, Tang & Associates, Inc. Date: August 7, 2007 Re: Traffic Impact Analysis for a Retail Development in Coppell, Texas (DT&A No. 07145) 1.0 INTRODUCTION The services of DeShazo, Tang & Associates, Inc. (DT&A) were retained by Winkelmann & Associates, Inc., to conduct a traffic impact analysis (TIA) for a proposed retail development ("Project") located in Coppell, Texas. This TIA was completed to determine what, if any, roadway and intersection improvements are recommended with the addition of the proposed development. 1.1 Purpose The purpose of this report is to summarize the findings of the TIA for use by Winkelmann & Associates, Inc., in a request for a driveway permit on the SH 121 frontage road. The TIA will be provided to TxDOT for technical review to fulfill the associated requirements for the local review process. This TIA analyzed the anticipated impact, if any, of background traffic growth and site- related traffic at specified buildout conditions. Based upon the results of this analysis, DT&A has recommended traffic-related measures considered commensurate and appropriate to mitigate excessive or undue projected impacts. It is intended that the findings and recommendations presented herein be considered a credible basis to determine the traffic-related improvements essential for the development to operate safely and efficiently. Coppell Retail Development Traffic Impact Analysis Page 1 DeShazo, Tang & Associates, Inc. August 7, 2007 1.2 Site Description The Project site is located adjacent to the north side of the SH 121 WB frontage road, the east side of Denton Tap Road, and the south side of Highland Drive. A site location map is provided on Exhibit 1. The Project is located on approximately 15 acres of currently undeveloped land. The entire Project is expected to be built out in 2009. The proposed site is shown on Exhibit 2. 1.3 Study Parameters This TIA analyzed the day-to-day traffic operational conditions that are anticipated to be the most critically impacted by the background traffic growth and the proposed development. The following periods were analyzed. . Year 2007 [J Existing Conditions . Year 2009 (Estimated Buildout Year) [J Back&round Growth - Existing 2007 background traffic increased at annual growth rates per year for two (2) years. [J Background-Growth-Plus-Site Traffic - Background traffic growth as described above plus new site-generated traffic at build out of the development. 2.0 STUDY BACKGROUND INFORMATION 2.1 Roadway Conditions The existing roadways considered in this analysis are summarized below; the existing and proposed intersection geometry is shown on Exhibit 3. The SH 121 frontage roads are three-lane, one-way roadways running generally east/west adjacent to the south side of the site. The roadways are in good condition and are constructed of concrete pavement with curb and gutter. The Project has proposed one driveway with right-in/ right-out only access on the SH 121 WB frontage road. The posted speed limit on the SH 121 frontage roads adjacent to the site is 55 mph. Denton Tap Road is a six-lane, divided roadway running generally north/ south adjacent to the west side of the site. The roadway is in good condition and is constructed of concrete pavement with curb and gutter. The Project has two proposed driveways on Denton Tap Road. There is an existing hooded left-turn lane that will provide access at one of the driveways, which will limit exiting traffic to making right turns only. The second access will provided right-in/right-out-only access. The posted speed limit on Denton Tap Road adjacent to the site is 45 mph. Highland Drive is a four-lane, undivided roadway running generally east/west adjacent to the north side of the site. The roadway is in good condition and is constructed of concrete pavement with curb and gutter. The Project has two proposed driveways on Highland Drive, both with full access. The posted speed limit on Highland Drive adjacent to the site is 40 mph. Coppell Retail Development Traffic Impact Analysis Page 2 'I') if @I L \\A //~/ IiI \;~~i\1 // Not to Scale I '- << ~=""~\~~~>~I ~<I , -- L L L ~[IE'i____ L "- L L L L L I-ib i: I "- LEGEND '__u_J Subject Site-Phase 1 c; 1:",lt L -: 1=11 II Exhibit 1 ~ Site Location Map Coppell Retail Development TIA I 1- F '='1' i: l t, il"Il) t t tl'l-= tl ,FFi= lye -=. Page 3 L ( I /;;===' ~ [ --::::=- --- DENTON TAP RD. _ ___2Il~-l!T~ _ . Exhibit 2 Site Plan Coppell Retail Development TIA ~ NotToScah: o z: <( ....J I C) I Page 4 Existing Roadway (2007) @ -0 Not To Scale ~ I 0.. <<l E-< d 0 - d <l) Q -< >, <<l ~ <l) > 'C Q I I - I - A - 1- - .J~~~ - - 1- - V ., I- SH 121 WB FR i ~ ~ t t t ~ ~ ~ ~ ~ SH 121 EB FR .J .4 t t t r - - - - - ~ - - ~ 0.. <<l E-< d 0 E <l) Q -< ~ ~ <l) > 'C Q .- L L - - - - - - .J~~~ - - .J - - V ., - SH 121 WB FR ~ t t t ~ ~ ~ ~~ ~ SH 121 EB FR .J .4 t t t r - - - - - ~ - - . Exhibit 3 Existing and Proposed Intersection Geometry Coppell Retail Development TIA Page 5 L L L L L I L I i L I I L I L ~ I L L L L L L L L DeShazo, Tang & Associates, Inc. August 7, 2007 2.2 Traffic Counts Twenty-four-hour weekday traffic volumes were collected by DT&A on Thursday, June 14, 2007. The 24-hour counts were conducted at the following locations. . Denton Tap Road north of the SH 121 WB frontage road . SH 121 WB frontage road east of Denton Tap Road . Highland Drive east of Denton Tap Road Peak hour turning movement counts were collected on Thursday, June 14, 2007, between 6:30-8:30 AM and 4:30-6:30 PM at the adjacent study intersections. The turning movement counts were conducted at the following intersections. . SH 121 WB frontage road at Denton Tap Road . SH 121 EB frontage road at Denton Tap Road Based upon these traffic counts, the peak hours of the study intersection occurred between 7:30-8:30 AM and 4:15-5:15 PM. The existing traffic counts are shown on Exhibit 4. Detailed traffic count data is provided in Appendix A. 2.3 Growth Rate The projected site is located within Dallas County in the City of Coppell. This area is has been experiencing major growth for the past several years. This growth is expected to continue until the area has become saturated with homes and traffic. Historical traffic count data provided by TxDOT was obtained from the NCTCOC traffic count database. The historical traffic count data, shown in Table I, indicates that the adjacent area growth rate is approximately 5% annually. This 5% average annual growth rate was applied to the existing 2007 traffic volumes to calculate the 2009 background traffic volumes shown on Exhibit 5. Table 1. Historical Traffic Count Data Roadwa Year ADT 1995 12,148 Denton Tap Road 1999 19,237 12.2% 2004 19,234 0.0% 2007 22,012 4.6% Average (1995-2007) 5.1% Coppell Retail Development Traffic Impact Analysis Page 6 Existing (2007) @ L Not To Scale ooc::; ~ ~ f--l ~ o ... ~ (1) Cl ~ ~ ~ (1) > L L L L L L L L , L L L L L L L L L .- ~ Cl 6' L() ~L() ....~ "- 60 (178) CD L() ~~ r- L() ~ 302 (379) ...1041 (892) CD ~ ... 403 (581) .J+ ~ 679 (335) ~ 39 (50) "'1080 (942) SH 121 WB FR .,t ., ~ co~ ~ M~ ~ CD N ~~ ~;;;- M M y:)a; CD 0 6' ~~ N~ ~ 0<0 or- 0> N~ M +~ ~ SH 121 EB FR 2(14)~ 47 (98) ~ t ~ 761 (1309) ~ 544(657)~ 415 (516) ~ ~~ 82 (43) "" ~<O ~~ ~o o r- CD ~ N LEGEND: XX (YY) XX = AM Peak Hour Traffic Volumes (YY) = PM Peak Hour Traffic Volumes . Exhibit 4 ~ Existing 2007 Traffic Volumes Coppell Retail Development TIA Page 7 Site Buildout Year (2009) @ No' To Scale ~ g. E-- ~ 0 ... ~ < ~ Q >. CI:l ~ ~ > ...... ~ Q u;- 0 ~<O 0- '" 66 (196) t:::..{O "'" <0 +- 332 (417) +-1145 (981) r- ~ +- 443 (639) .J~ ,.. 747 (369) ,.. 43 (55) +-1188(1036) SH 121 WB FR .,t ., u;- NN ~ LO r- ~ r- N -~ r- - C") <0 <0 C") ~~ e~ u;- N- e ~d'; C") N~ "'" ~... ... SH 121 EB FR 2(15)~ 52 (108) ~ t ~ 837 (1440) .... 598(723).... 457(568).... ~~ 90 (47) ~ CO r- ~- -r- CO CO o~ C") LEGEND: XX (YY) XX = AM Peak Hour Traffic Volumes (YY) = PM Peak Hour Traffic Volumes II Exhibit 5 Background 2009 Traffic Volumes Coppell Retail Development TIA Page 8 DeShazo, Tang & Associates, Inc. August 7, 2007 3.0 TRIP GENERATION 3.1 Development Trip Generation and Mode Split Trip generation for the retail development was calculated using the Institute of Transportation Engineers (ITE) Trip Generation manual (7th Edition). ITE Trip Generation is a compilation of actual traffic generation data by land use collected over several decades by creditable sources across the country, and it is accepted as the standard methodology to determine trip generation volumes for various land uses where sufficient data exists. It is assumed that "mode split" characteristics (i.e., consideration of vehicle occupancy, transit usage, and other factors that may affect site-generated traffic volume) for the subject uses are "typical" and are sufficiently incorporated in the default Trip Generation data. Trip generation is summarized in vehicular trip ends. A trip end is a one-way trip entering or leaving a site. This analysis evaluated typical weekday AM and PM peak hour conditions of the local street traffic. For analysis purposes the following land uses were used. . Specialty Retail (814) . Supermarket (850) . Drive-In Bank (912) . High Turnover Restaurant (932) . Fast Food Restaurant with Drive Thru (934) . Gas Station with Convenience Market (945) Table 3 provides a summary of the calculated trip generation data for the Project. Excerpts and a description from Trip Generation of these land uses are provided in Appendix B. Table 2. Development Trip Generation Summary Average Site-Related PM Weekday Peak Hour Tri Ends Land Use Quantity Trips Total In Out S ecial Retail Center 20,200 SF 902 70 31 39 Su ermarket 69,800 SF 6,065 330 201 129 702 358 344 Drive-in Bank 4,736 SF 1,120 58 32 26 217 109 108 Drive-in Bank 4,440 SF 1,066 55 31 24 203 102 101 Hi h-Tumover Restaurant 5,500 SF 699 63 33 30 60 37 23 Fast-Food with Drive-Thru 3,200 SF 1,588 170 87 83 111 58 53 Gas Station w /Market 10 Pum s 1,628 101 51 50 134 67 67 Total 13,068 777 435 342 1,497 762 735 Coppell Retail Development Traffic Impact Analysis Page 9 DeShazo, Tang & Associates, Inc. August 7, 2007 4.0 TRIP DISTRIBUTION AND ASSIGNMENT Traffic generated by the proposed Project at buildout conditions was distributed and assigned to the study area roadway network based upon the existing traffic distribution, the vicinity of employment, and use of professional judgment and a technical understanding of the available roadway network. The site traffic distribution is shown in Table 4. The detailed site traffic distribution is shown on Exhibit 6. Table 3. Trip Distribution Summary Direction North Denton Tap Road South Denton Tap Road West SH 121 East SH 121 East Highland Drive TOTAL Site Traffic Distribution 45% 10% 5% 35% 5% 100% The generated trips were then distributed to the area roadways using the detailed site traffic distribution (Exhibit 6) to calculate the projected site-generated turning movements at the study intersections shown on Exhibit 7. 5.0 CAPACITY ANALYSIS To evaluate the existing intersections and the proposed site driveways, the site-generated traffic volumes (Exhibit 7) were combined with the 2009 projected background traffic volumes (Exhibit 5) to determine the total projected traffic volumes at site buildout as shown on Exhibit 8. This analysis used the existing 2007 traffic volumes to evaluate the existing intersection operations, and the 2009 projected background traffic volumes to evaluate the no-build conditions. The projected 2009 traffic volumes with the development were used to evaluate the projected intersection operations at site buildout. 5.1 Intersection Capacity Analysis Traffic operational conditions for traffic-signal-controlled ("signalizedn) roadway intersections are quantitatively measured in terms of average delay per vehicle through the intersection as a function of roadway capacity and operational characteristics of the traffic signal. The standardized methodology applied herein was developed by the Transportation Research Board as presented in the Highway Capacity Manual (HCM). HCM also qualitatively rates the overall delay conditions in terms of "level of servicen (LOS) ranging from" An (free-flowing conditions) to "F" (over-capacity conditions). Generally, LOS 0 or better is considered an acceptable condition for signalized intersections in urban and suburban conditions. Table 4 shows the LOS criteria for signalized intersections. A detailed description of LOS for signalized intersections is also provided in Appendix C. Coppell Retail Development Traffic Impact Analysis Page 10 "'0 ~ ~ Not To Scale ~ ~ ~ 0 1:: d) 0 c/i!cf!. ~~ ~~ ~~ ~'#. ~ 4% (4%) C") (") .. 4% (5%) .. 2% (2%) ~~ Highland Drive .... r 6% (6010) r 2% (2%) r1%(1%) tr 4% (3%) ... ., r 2% (2%) ... ., r -- 13% (12%) ~ ~';€ 3% (3%) ~ -- ;:f!.f!i!. ;/!."#. co v ~~ l.C) v ~~ ~s ~~ 'ifl.?f!. CD CD N v<;e. ~ v 0 ~ 0 ~ _0 ;:f!.:: CD ~ ~ ~ ~ 0 ~<i" o (") CD ~ ~ ~ .... ~ 10% (11%) d) d) Driveway C > > tr ..... ..... I-< I-< 0 0 ~~ 0..... ~~ --;;?ft <i" co 0 ~ - ~ 0 ~ ~ 0 CD Driveway B . ~ 4% (5%) < tr ~ ~ ~"#. d) C") v > ~~ -;;'#- ..... <i"v I-< :'! 0 - -- '#. (/!."#. 0 ~(Q L 10% (9%) ~ ~- ~ ~'#. .. 2% (2%) ..15% (15%) co ~12% (11%) ~l.C) ~ .. 2% (2%) .J. r 3% (3%) r 12% (13%) .J .. 8% (7%) SH 121 WB FR t <;e. <;e. ~?f!. ~ C") ~ ~~ ~ ~ cf!.';#!. 0 co 0 N v v ~ SH 121 EB FR .... ... 3% (3%)'" 3% (3%) ~ t 4% (4%) ... ~ 0 XX% (YY%) !!!. ~ XX% = AM Peak Hour Traffic Distributions 0 CD (YY%) = PM Peak Hour Traffic Distributions II Exhibit 6 Site Traffic Distribution Coppell Retail Development TIA Page 11 l L I L i ~ L I L L L L L L L L @ Not To Scale ~ ~ ~ !:::: 0 - !:::: <( 0 0 ~ ~ 0 :> .- ~ 0 LO CD 0 ~a:> '" 76 (140) ~ 0> - N '" 91 (160) -0 ... 13 (28) ...113 (219) """ """ """ ~ ...17 (37) .J+ ~ 24 (51) ~ 90 (193) .J ... 61 (107) SH 121 WB FR t ~ ~ ~ 00 CD ~Cb M 0> ~ ~g ~ +..... ..... SH 121 EB FR 22(38)~ 22 (38) ~ t 30(64)~ CD t::.. ~ LEGEND: XX (YY) XX = AM Peak Hour Traffic Volumes (YY) = PM Peak Hour Traffic Volumes . Exhibit 7 Site Generated Traffic Coppell Retail Development TIA Page 12 II Site Buildout Year (2009) Not To Scale -d ~ ~ ~ ~ 0 -- ~ <: ~ Q ~ ~ ~ > .- ;... Q ~ c;:; iO ~co 0 0> ~ "-142 (336) ~ Cl:; N CO ..... .. 345 (445) ..1258 (1200) ..... "- 91 (160) .....~ ~ .. 460 (676) .J. ~ 771 (420) ~ 133 (248) .J "1249 (1143) SH 121 WB FR .,t ., iO NW ~ LO CO ~ CO N ~~ .....~ M~ M ..... 0- ~~ a:; ..... ~~ ~ CO ~ M..... M NN M NN ~ .... ... SH 121 EB FR 2(15)~ 74 (146) ~ t i' 867 (1504)'" 620 (761) ... 457(568)... NN M LO 90 (47) "'" 0> ..... ~~ ~..... N CO LO ~ M LEGEND: XX (YY) XX = AM Peak Hour Traffic Volumes (YY) = PM Peak Hour Traffic Volumes II Exhibit 8 ~ Total Site Generated + 2009 Background Traffic Volumes Coppell Retail Development TIA Page 13 ~ L L L L L L L L L L L L L L L L L l DeShazo, Tang & Associates, Inc. August 7,2007 Table 4. LOS Criteria for Signalized Intersections Table 16-2 LOS Criteria for Signalized Interseetions1 LOS Control Delay per Vehicle (see) A ~10 B > 10-20 C > 20-35 D > 35-55 E > 55-80 F > 80 1 Highway Capacity Manual, Transportation Research Board, 2000 The standard methodology for measuring the operational conditions of STOP-controlled ("unsignalized") intersection capacity was also developed by the Transportation Research Board and presented in the HeM. These operational conditions are also qualitatively defined in terms of LOS ranging from" A" to "F" and are quantitatively measured in terms of average delay per vehicle - but, as a function of acceptable gaps in the opposing traffic stream(s). LOS for unsignalized locations is not measured for the entire intersection; rather, LOS is only calculated for individual traffic movements that must stop or yield right-of- way. (Traffic movements that do not stop or yield have no effective delay.) Table 5 shows the LOS criteria for unsignalized intersections. Table 5. LOS Criteria for Unsignalized Intersections Table 17-22 LOS Criteria for Unsignalized Interseetions1 Control Delay per Vehicle (sjveh) ~10 > 10-15 > 15-25 > 25-35 > 35-50 > 50 LOS A B C D E F 1 Hig/rway Capacity Manual, Transportation Research Board, 2000 NOTE REGARDING LEVEL-OF-SERVICE FOR UNSIGNALIZED INTERSECTIONS: The HCM analysis methodology for unsignalized intersections was developed for conditions where both intersection roadways accommodate roughly the same amount of traffic. The analysis methodology was not designed to analyze intersection of high volume and low-volume roadways. Hawever, alternative analysis techniques for other applications do not exist and the HCM methodology is the default analysis methodology. For intersection of minar roadways (or driveways) with major roadways, the resulting analyses often yield poor LOS (E or F), and these circumstances cannot be analytically mitigated. Though these poor LOS conditions may exist at most minor/major intersections, interpretation of these results should not be overrated - i.e. such conditions (jor example, driveways at major thoroughfares) are common and function satisfactorily in most cases. Coppell Retail Development Traffic Impact Analysis Page 14 DeShazo, Tang & Associates, Inc. August 7, 2007 LOS E or F for unsignalized intersections does not necessarily imply an intersection is unworkable or that a traffic signal is warranted; however, the context of the intersection should be taken into consideration when interpreting the results. Intersection capacity analyses presented in this study were performed using the Synchro 7 software package methodology. Signalized intersection results were obtained directly from the optimized software output based upon typical diamond interchange traffic signal phasing and optimized cycle lengths, the actual existing LOS may vary from what is shown. Table 6 summarizes the LOS results; detailed results are provided in Appendix C. Table 6. Peak Hour Intersection Capacity Analysis Results 2009 No 2009 With 2007 Existing Build 2009 With Development and Conditions Conditions Develo ment Im rovements Intersection AM PM AM PM AM PM AM PM E D E D F E E D C E C F D F D F BJ C1 BJ C1 Note: The LOS shown are the overall signalized intersection LOS, unless otherwise noted. 1 Worst approach LOS of unsignalized intersection. 6.0 ACCESS MANAGEMENT 6.1 Right- Turn Lane Analysis The TxDOT Access Management manual provides guidelines for evaluating the need for right-turn lanes. According to Table 2-3: Auxiliary Lane Thresholds from the Access Management Manual, deceleration right-turn lanes should be provided if either of the following criteria is met. . Major Street speed is greater than 45 mph and the right-turn volume is greater than 50 vph, or . Major Street speed is less than or equal to 45 mph and the right-turn volume is greater than 60 vph. The SH 121 WB frontage road currently has a posted speed limit of 55 mph. Table 7 shows the projected right-turn volumes at the proposed site roadways during both the AM and PM peak hours. Based upon the projected peak hour traffic volumes and intersection operations, a right-turn lane is warranted. Coppell Retail Development Traffic Impact Analysis Page 15 DeShazo, Tang & Associates, Inc. August 7, 2007 Table 7. Right-Turn Lane Analysis Summary Projected Right-Turns Study Intersection with _______j~.l'!!L_______ SH 121 WB Frontage Road AM PM 91 TxDOT Criteria for Right-Turn Lane (vph) 50 Meets Criteria Driveway A 160 Yes 6.2 U- Turn Analysis Site Driveway A was evaluated to determine the expected operations of vehicles exiting the driveway to the WB to EB SH 121 V-turn. This V-turn is located approximately 250 feet west of site Driveway A. The WB SH 121 frontage road has the highest traffic volumes during the AM peak hour. The shopping center however will generally have the highest volumes during the PM peak hour and on Saturday. The Highway Capacity freeway weave analysis was performed to evaluate the operations of a weaving maneuver from the site Driveway A to the V-turn lane during free-flow conditions on the frontage road. The weave analysis resulted in LOS B during both the AM and PM peak hours with free-flow operations on the frontage road. The detailed HCS analysis is provided in Appendix D. 7.0 SUMMARY OF RESULTS AND RECOMMENDATIONS The right-turns exiting the proposed development at proposed site Driveway A are expected to operate at a good LOS during the peak hours based upon the opposing traffic volumes on the frontage road at the intersection. The projected high traffic volumes at the SH 121 frontage road intersections cause poor operations and significant delays on the westbound frontage road approach at the intersection with Denton Tap Road. The projected westbound frontage road queue length may extend beyond the proposed Driveway A intersection during the peak hours. To improve the intersection operations at the adjacent signalized intersection and at Driveway A, several lane designation improvement and signal timing improvements are recommended. With these improvements, it is expected that the queue lengths will be reduced on the westbound SH 121 approach and will improve the operations of the both the EB and WB frontage road intersections. The recommended intersection improvements are listed below and are shown on Exhibit 9. Intersection Improvements . Optimize signal timing to reduce queue lengths on WB frontage road adjacent to the site. . VVB SH 121 Approach at Denton Tap Road-Change lane designations to: Dual left-turn lanes, one (1) through lane, and an exclusive right-turn lane. . EB SH 121 Approach at Denton Tap Road -Change lane designations to: Exclusive left- turn lane, one (1) through lane, and a shared through/right-turn lane. Coppell Retail Development Traffic Impact Analysis Page 16 DeShazo, Tang & Associates, Inc. August 7, 2007 . WB SH 121 Approach at site Driveway A- Add right-turn lane for site traffic. . Since site Driveway A will be located within a continuous right-turn lane the right- turn lane should be striped such that site Driveway A intersection is clearly marked. V-Turn Analysis Summary The site Driveway A intersection is expected to operate with a LOS BjC during the peak hours and the weaving maneuver is expected to operate adequately with free-flow conditions, at LOS B. Site Driveway A is expected to provide adequate access to the V-turn lane with the addition of the recommend improvements at the adjacent Denton Tap RoadjSH 121 intersections. Coppell Retail Development Traffic Impact Analysis Page 17 @ Not To Scale ~ ~ f-l s::: 0 -- s::: Q) Q < :>-. ro ~ Q) ;;> ..... ""'" Q .- I L .- L .- .- .- .- .- .; ~ ~ ~ ~ .- .; .- SH 121 WB FR .- ,- .- I I It t t SH 121 EB FR ~~~l.. l.. .J ~ t t t i -+ -+ -+ -+ -+ V -+ -+ , LEGEND: =9> = Recommended Intersection Geometry Improvements -+ = Existing Intersection Geometry . Exhibit 9 Recommended Intersection Geometry It Coppell Retail Development TIA Page Yf DeShazo, Tang & Associates, Inc. August 7, 2007 8.0 CONCLUSIONS This TIA analyzed the day-to-day traffic operational conditions that were anticipated to be the most critically impacted by the background traffic growth and by the proposed development. Current traffic volume data was collected throughout the study area to represent existing traffic conditions; growth factors were applied to the existing volumes to project future background traffic at the site buildout year conditions. Traffic generated by the Project at site buildout conditions was distributed and assigned to the study area roadway network based upon the site access layout and the anticipated distribution and orientation of site-related traffic. Intersection levels of service were determined for the buildout year. Key Findings . The site development plan currently includes a shopping center with a grocery store, a strip-retail center, two (2) drive-thru banks, two (2) restaurants, and a gas station. It is expected that the site will be built out by 2009. . The proposed site plan is expected to generate approximately 13,070 trips daily: 780 during the AM and 1,500 during the PM peak hours. . The major traffic volume movements at this interchange are from the north and east heading south during the AM peak hour and from the south heading north and west during the PM peak hour. . The majority of the projected site-generated trips are expected from the north and east of the site. . A typical shopping center experiences the highest traffic volumes during the off- peak hours on Saturday between 1-2PM and 4-5PM. . The delays for vehicles at site Driveway A are expected to occur for approximately 60 minutes each day during the PM peak hour. The highest westbound traffic volumes occur during the AM peak, when the trips generated by the development are minimal. . The site Driveway A intersection is expected to operate with LOS BjC during the peak hours and the weaving maneuver is expected to operate adequately with free- flow conditions, at LOS B. Site Driveway A is expected to provide adequate access to the V-tum lane with the addition of the recommend improvements at the adjacent Denton Tap RoadjSH 121 intersections. Recommendations To improve the intersection operations at the adjacent signalized intersection and at Driveway A, several lane designation improvement and signal timing improvements are recommended. The recommended intersection improvements are listed below. .:. Optimize signal timing to reduce queue lengths on WB frontage road adjacent to the site. CoppelI Retail Development Traffic Impact Analysis Page 19 DeShazo, Tang & Associates, Inc. August 7, 2007 . During the AM and PM peak hours site Driveway A may experience vehicles from the adjacent signalized intersection with Denton Tap road blocking the driveway. These delays are expected to have the greatest impact on the vehicles exiting the site during the PM peak hour. The intersection signal timing at the SH 121 frontage roads/Denton Tap Road interchange should be optimized in concert with the addition of the development to reduce the projected queue lengths adjacent to the site. .:. VVB SH 121 Approach at Denton Tap Road-Change lane designations to: Dual left-turn lanes, one (1) through lane, and an exclusive right-turn lane. .:. EB SH 121 Approach at Denton Tap Road -Change lane designations to: Exclusive left-turn lane, one (1) through lane, and a shared through/right-turn lane. .:. VVB SH 121 Approach at site Driveway A- Add right-turn lane for site traffic. . Since site Driveway A will be located within a continuous right-turn lane the right- turn lane should be striped such that site Driveway A intersection is clearly marked. END Coppell Retail Development Traffic Impact Analysis Page 20 - Table of Appendices ApPENDIX A - TRAFFIC COUNTS ApPENDIX B - TRIP GENERATION SUPPLEMENT ApPENDIX C -INTERSECTION CAPACITY SOFTWARE OUTPUT ApPENDIX D - HIGHWAY CAPACITY MANUAL WEAVE ANALYSIS SUMMARY SHEETS Coppell Retail Development Traffic Impact Analysis ApPENDIX A TRAFFIC COUNTS Street: SH-121 WB Frontage Road ... 1200 ::I tJtJI Location: East of = 1000 = Denton Tap Road ... 800 kt ~ City/State: Coppell, Texas l:l. 600 '" ~ 400 Projecl-ID#: 07145 - 720 u :a 200 Date: June 14, 2007 ~ 0 > Day of Week: Thursday 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ? 0 0 0 0 0 0 0 0 Data Source: D T &A 0 N "'" ..Q 00 0 N "'" ..Q 00 0 N 0 - - - N N Time of Day 24-Hr Volume: 13,002 -e- Westbound Time Peak Westbound Time Peak Westbound 0:00 12:00 0:15 32 12:15 196 0:30 18 12:30 185 0:45 17 12:45 190 1:00 9 76 13:00 180 751 1:15 5 13:15 186 1:30 10 13:30 186 1:45 12 13:45 194 2:00 10 37 14:00 172 738 2:15 8 14:15 163 2:30 12 14:30 174 2:45 10 14:45 165 3:00 7 37 15:00 178 680 3:15 12 15:15 188 3:30 8 15:30 179 3:45 12 15:45 212 4:00 8 40 16:00 200 779 4:15 14 16:15 230 4:30 16 16:30 186 4:45 30 16:45 228 5:00 31 91 17:00 220 864 5:15 35 17:15 228 5:30 61 17:30 233 5:45 61 17:45 246 6:00 80 237 18:00 270 977 6:15 129 18:15 984 235 984 6:30 128 18:30 218 6:45 186 18:45 212 7:00 239 682 19:00 195 860 7:15 259 19:15 173 7:30 256 19:30 164 7:45 264 19:45 152 8:00 330 1,109 20:00 146 635 8:15 269 20:15 187 8:30 283 20:30 130 8:45 1,172 290 1,172 20:45 134 9:00 264 1,106 21:00 119 570 9:15 194 21:15 114 9:30 163 21:30 126 9:45 175 21:45 96 10:00 149 68] 22:00 102 438 10:15 148 22:15 69 -. 10:30 129 22:30 48 10:45 163 22:45 59 11:00 146 586 23:00 59 235 11:15 146 23:15 48 11:30 156 23:30 44 11:45 154 23:45 35 12:00 188 644 0:00 22 149 24-Hr Volume 13,002 I Equipment 10#: TM-293 1 I Street: SH-121 WB Frontage Road Location: East of Denton Tap Road City/State: Coppell, Texas Project-JD#: 07145 - 720 1. Street Width: ~ feet 2. Street Material: Concrete 3. Curbing/Gutters?: Concrete 4. Number of Lanes: Three 5. Divided?: Undivided 6. Traffic Control Devices: Signalized at Denton Tap Road 7. Pedestrian Crosswalks?: Yes 8. Pedestrian Pushbutton?: Yes 9. On-street Parking: Unmarked 10. Posted Speed Limit: 55 mph 11. Adjacent Land Uses: Undeveloped 12. Additional Observations/Comments: Street: Denton Tap Road :; 2500 Location: North of ~ 2000 I~ ~ 1500 SH-121 =- ~ City/State: Coppell, Texas "' 1000 ... ~ i:l ~ Project-ID#: 07145 - 721 :a 500 ~ ... Date: June 14, 2007 > 0 Day of Week: Thursday ... 0 0 ~ 00000 0 0 0 0 S ~ ~ 00000 0 0 ~ ~ Data Source: D T &A E= .... M V) r:..: 0' ..:.; M ..n r=...: 0\ .... M .... .... .... .... .... N N Time of Day 22,012 -e- Northbound -+- Southbound --+-Total Vehicles 24-Hour Volume: Time Peak Northbound Southbound Time Peak Northbound Southbound 0:00 12:00 0:15 25 21 12:15 194 167 0:30 23 13 12:30 180 150 0:45 25 16 12:45 151 145 1:00 16 89 7 57 13:00 168 693 156 618 1:15 II 12 13:15 144 158 1:30 13 3 13:30 154 141 1:45 8 9 13:45 124 138 2:00 6 38 3 27 14:00 157 579 116 553 2:15 9 4 14:15 138 103 2:30 8 0 14:30 174 103 2:45 6 5 14:45 146 116 3:00 8 31 1 10 15:00 165 623 132 454 3:15 3 I 15:15 167 142 3:30 4 6 15:30 156 114 3:45 5 1 15:45 186 138 4:00 4 16 8 16 16:00 192 701 124 518 4:15 6 7 16:15 214 140 4:30 4 10 16:30 292 118 4:45 7 19 16:45 236 138 5:00 10 27 28 64 17:00 352 1,094 152 548 5:15 7 21 17:15 431 174 5:30 10 53 17:30 424 150 5:45 15 61 17:45 456 166 6:00 18 50 75 210 18:00 2,313 356 1,667 * 156 646 * 6:15 27 98 18:15 388 140 6:30 29 137 18:30 328 135 6:45 50 215 18:45 278 125 7:00 78 184 288 738 19:00 188 1,182 107 507 7:15 73 336 19:15 210 126 7:30 70 438 19:30 188 96 7:45 102 416 19:45 138 82 8:00 1,955 153 398 367 1,557 * 20:00 122 658 102 406 8:15 105 302 20:15 158 108 8:30 104 316 20:30 154 81 8:45 116 478 272 20:45 157 82 9:00 136 461 260 1,150 21:00 120 589 78 349 9:15 110 182 21:15 94 100 9:30 88 152 21:30 113 88 9:45 104 136 21:45 90 64 10:00 112 414 114 584 22:00 113 410 75 327 10:15 102 115 22:15 88 52 10:30 84 100 22:30 78 51 10:45 114 99 22:45 56 41 11:00 142 442 122 436 23:00 55 277 36 180 11:15 132 108 23:15 55 30 11:30 155 120 23:30 50 38 11:45 138 131 23:45 39 18 12:00 202 627 160 519 0:00 39 183 19 105 Directional Volumes 11,433 10,579 I Equipment 10#: TM-2932ITM-2933I 24-Hour Volume 22.012 Street Denton Tap Road Location: North of SH-111 City/State: Coppell, Texas Project-ID#: 07145 - 721 Median: 36.00 feet 36.00 feet 26.92 feet 1. Street Width: Northbound: Southbound: 2. Street Material: Concrete 3. Curbing/Gutters?: Concrete 4. Number of Lanes: Six 5. Divided?: Divided 6. Traffic Control Devices: Signalized at SH-111 WB Frontage Road 7. Pedestrian Crosswalks?: Yes 8. Pedestrian Pushbutton?: Yes 9. On-street Parking: Unmarked 10. Posted Speed Limit: 45 mph 11. Adjacent Land Uses: Undeveloped 12. Additional Observations/Comments: I Street: Highland Drive ; 300 Location: East of = 250 '" ~ 200 Denton Tap Road =- 150 hili. City/State: Coppell, Texas .. .!ii 100 Jtt1 III ,~ Projecl-ID#: 07145 - 723 ... .~ := 50 .. ~ 11II1 Date: June 14, 2007 > 0 . Day of Week: Thursday .. 0 ~ 0 0 0 0 0 0 0 0 0 0 E <? <? 0 0 <? <? <? 0 0 <? <? Data Source: D T &A E= - M on ~ 0.; - M on ~ 0.; - M - - - - N N Time of Day 2,798 -B- Eastbound ---+-- Westbound - Total Vehicles 24-Hour Volume: Time Peak Eastbound Westbound Time Peak Eastbound Westbound 0:00 12:00 0:15 3 0 12:15 39 29 0:30 3 1 12:30 26 26 0:45 0 3 12:45 24 18 1:00 3 9 1 5 13:00 20 109 21 94 1:15 2 2 13:15 21 14 1:30 I 0 13:30 15 16 1:45 0 0 13:45 22 14 2:00 5 8 2 4 14:00 27 85 20 64 2:15 0 0 14:15 19 17 2:30 0 0 14:30 18 11 2:45 0 0 14:45 17 8 3:00 1 I I I 15:00 18 72 18 54 3:15 0 2 15:15 26 18 3:30 0 0 15:30 21 15 3:45 2 0 15:45 27 10 4:00 0 2 I 3 16:00 15 89 II 54 4:15 I 0 16:15 24 29 4:30 0 0 16:30 30 21 4:45 0 I 16:45 16 20 5:00 1 2 3 4 17:00 40 110 26 96 5:15 I 4 17:15 28 36 5:30 I 3 17:30 26 30 5:45 3 6 17:45 38 28 6:00 2 7 3 16 18:00 45 137 29 123 .. 6:15 6 5 18:15 263 40 149 27 114 6:30 4 10 18:30 30 153 19 6:45 10 7 18:45 27 18 7:00 19 39 11 33 19:00 22 119 18 82 7:15 19 17 19:15 28 16 7:30 18 25 19:30 20 10 7:45 29 19 19:45 13 18 8:00 50 116 22 83 20:00 15 76 17 61 . 8:15 31 24 20:15 22 22 8:30 31 34 20:30 22 9 8:45 259 38 150 29 109 20:45 23 14 9:00 28 128 25 112 .. 21:00 16 83 13 58 9:15 20 22 21:15 14 12 9:30 21 20 21:30 20 5 9:45 14 14 21:45 10 9 10:00 14 69 19 75 22:00 20 64 12 38 10:15 15 14 22:15 10 8 10:30 13 18 22:30 6 4 10:45 26 6 22:45 11 2 11:00 35 89 17 55 23:00 6 33 12 26 11:15 19 20 23:15 4 2 11:30 21 25 23:30 2 5 11:45 22 17 23:45 6 J 12:00 26 88 28 90 0:00 10 22 2 10 Directional Volumes 1.557 1,241 I Equipment ID#: TM-2934ffM-2937I 24-Hour Volume 2798 Street: Highland Drive Location: East of Denton Tap Road City/State: Coppell, Texas Project-ID#: 07145 - 713 1. Street Width: 11d1 feet 2. Street Material: Concrete 3. Curbing/Gutters?: Concrete 4. Number of Lanes: Four 5. Divided?: Undivided 6. Traffic Control Devices: None 7. Pedestrian Crosswalks?: Yes 8. Pedestrian Pushbutton?: No 9. On-street Parking: Unmarked 10. Posted Speed Limit: 40 mph 11. Adjacent Land Uses: 1. Institutional: Church & Church School 1. Undeveloped 12. Additional Observations/Comments: ~ ~ rh ~ '= .... ~ o \I) \I) ~ ~ :f ~ 0'" N '= ..:: ~ Q rJ) ~ vi ~ ~ o ~ ~ t c: Q) OJ c: III c8 a CII5;:: c::e c: -@ 0 Q)U >- _ClS"Q g ~ Q) ~ o.!::! ~~ii u-aC: ... :-- ~ asiCi3 ..... ..-('I")ooM" "I""""T"'" .0 .... 'ij,COO"- ii: co ..- ..- N ~ GO c:i (o1'-~~:! (0 ('I")N ('I")LO N N N ..... N "0 qs o c 0:: o CD :;, " 0:.,E c J! ~ ::s c::: .8 e UiLl:ii ca ~ ..J w~ ~ :i: E CI) :;, :5 CD CD .... co It) c:i .....0 00 ..- ..- O)",,"('I")~",,"~(O(O ~:g I'- (0 0) 0)..... 00 0) .. 0 gN~:1;Nti'; ..- -or- 'It'- 'or- GO ~ aI 0 .... lri .. 0 .....LO..OO)(O"""OO N..-MM........N.... 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C ApPENDIX 0 HIGHWAY CAPACITY MANUAL WEAVE ANALYSIS SUMMARY SHEETS Julie Kroll DT&A Phone: E-mail: HCS2000: Freeway Weaving Release 4.1 Fax: Operational Analysis Analyst: Agency 1 Co. : Date Performed: Analysis Time Period: Freeway/dir or Travel: Weaving Location: Jurisdiction: Analysis Year: Description: Retail JMK DT&A 7/16/2007 AM Peak Hour WB SH 121 Frontage Driveway A @ WB to Coppe 11, TX 2009 Development Denton Tap Inputs Freeway free-flow speed, SFF Weaving number of lanes, N Weaving segment length, L Terrain type Grade Length Weaving type Volume ratio, VR Weaving ratio, R Road EB U-turn Road at SH 121 55 3 200 Level C 0.93 0.07 mph ft % mi Multilane or C-D Conversion to pc/h Under Base Conditions Volume, V Peak-hour factor, PHF Peak 15-min volume, vIS Trucks and buses Recreational vehicles Trucks and buses PCE, ET Recreational vehicle PCE, ER Heavy vehicle adjustment, fHV Driver population adjustment, fP Flow rate, v Non-Weaving V V A-C B-D 43 52 0.90 0.90 12 14 2 0 o 0 1.5 1.5 1.2 1.2 0.990 1.000 1.00 1.00 48 57 Weaving V A-D l206 0.90 335 2 o 1.5 1.2 0.990 1. 00 1353 V B-C 90 0.90 25 2 o 1.5 1.2 0.990 1. 00 101 veh/h V % % pc/h Julie Kroll DT&A Phone: E-mail: HCS2000: Freeway Weaving Release 4.1 Fax: Operational Analysis Analyst: Agency / Co. : Date Performed: Analysis Time period: Freeway/dir or Travel: weaving Location: Jurisdiction: Analysis Year: Description: Retail JMK DT&A 7/16/2007 PM Peak Hour WB SH 121 Frontage Driveway A @ WB to Coppell, TX 2009 Development Denton Tap Inputs Freeway free-flow speed, SFF Weaving number of lanes, N Weaving segment length, L Terrain type Grade Length weaving type Volume ratio, VR Weaving ratio, R Road EB U-turn Road at SH 121 55 3 200 Level C 0.89 0.15 mph ft % mi Multilane or C-D Conversion to pc/h Under Base Conditions Volume, V Peak-hour factor, PHF Peak 15-min volume, vIS Trucks and buses Recreational vehicles Trucks and buses PCE, ET Recreational vehicle PCE, ER Heavy vehicle adjustment, fHV Driver population adjustment, fP Flow rate, v Non-Weaving V V A-C B-D 55 112 0.90 0.90 15 31 2 0 o 0 1.5 1.5 1.2 1.2 0.990 1.000 1.00 1.00 61 124 Weaving V A-D 1088 0.90 302 2 o 1.5 1.2 0.990 1.00 1220 V B-C 193 0.90 54 2 o 1.5 1.2 0.990 1. 00 216 veh/h v % % pc/h weaving and Non-Weaving Speeds Weaving 2.26 28.82 Weaving intensity factor, Wi Weaving and non-weaving speeds, Si Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) Maximum number of lanes, Nw (max) (Exhibit Type of operation is 24-7) Non-Weaving 4.21 23.63 2.43 3.00 Unconstrained Weaving Segment Speed, Density, Level of Service and Capacity Weaving segment speed, S Weaving segment density, D Level of service, LOS Capacity for base condition, cb 28.40 18.30 B 3910 mph pc/mi/ln pc/h Limitations on Weaving Segments Note Analyzed 1454 519 0.93 0.07 200 If Max Exceeded See Maximum Note 3500 a 2250 b 0.50 c 0.40 d 2500 e Weaving flow rate, Vw Average flow rate (pcphpl) Volume ratio, VR weaving ratio, R Weaving length (ft) Notes: a. Capacity constrained by maximum allowable weaving flow rate. b. Capacity constrained by basic freeway capacity. c. Segments do not operate well at VR's exceeding max. Poor operations and some local queuing are expected in such cases. d. Breakdown may occur in some cases for Type C segments. e. When length exceeds these limits, merge and diverge are treated as isolated junctions and analyzed accordingly (HCM Chapter 25, HCS Ramps.) Weaving and Non-Weaving Speeds Weaving 2.20 29.07 Weaving intensity factor, Wi weaving and non-weaving speeds, Si Number of lanes required for unconstrained operation, Nw (Exhibit 24-7) Maximum number of lanes, Nw (max) (Exhibit Type of operation is 24-7) --- Non-Weaving 3.80 24.38 2.41 3.00 Unconstrained -. ' Weaving Segment Speed, Density, Level of Service and Capacity Weaving segment speed, S weaving segment density, D Level of service, LOS Capacity for base condition, cb 28.44 19.00 B 3910 mph pc/mi/ln pc/h Limitations on Weaving Segments Note Analyzed 1436 540 0.89 0.15 200 If Max Exceeded See Maximum Note 3500 a 2250 b 0.50 c 0.40 d 2500 e Weaving flow rate, Vw Average flow rate (pcphpl) Volume ratio, VR Weaving ratio, R weaving length (ft) Notes: a. Capacity constrained by maximum allowable weaving flow rate. b. Capacity constrained by basic freeway capacity. c. Segments do not operate well at VR's exceeding max. Poor operations and some local queuing are expected in such cases. d. Breakdown may occur in some cases for Type C segments. e. When length exceeds these limits, merge and diverge are treated as isolated junctions and analyzed accordingly (HCM Chapter 25, HCS Ramps.) .--. i '