Master Transportation Plan Medium-Term Modeling Analysis
4.1.4 Preferred Alternative and City Decision Based on the analysis results, the signalized alternatives not only reduce overall delay but also improve freight mobility, safety, and intersection efficiency, ensuring long-term operational reliability within available right-of-way. Following coordination with the City of Fort Worth, Alternative 1_2 was identified as the recommended configuration for implementation under both 2036 and 2050 build conditions. On August 13, 2025 , the City of Fort Worth selected Alternative 1_2 as the preferred design (see Figure 39). Appendix 2 contains the detailed proposed intersection layout for the preferred Alternative 1_2. This alternative balances operational efficiency with right-of-way constraints, improves freight truck turning movements, and supports long-term regional growth. Designers were directed to evaluate maximum feasible left-turn storage lengths in final design, beyond the 250-foot minimum assumption. Preliminary testing shows that longer storage lengths would further improve queue management without compromising LOS.
4.2 Chapin Road & Chapel Creek Blvd
Chapin Road and Chapel Creek Blvd is three legged, a two-way stop controlled intersection with an eastbound approach along Chapin Road is a stop controlled and both approaches along Chapel Creek Road operate freely. Both the roadways are minor arterials, and this intersection is located approximately 0.15 miles north of the IH-30 and Chapel Creek Boulevard interchange. Chapin Road has one right lane and one left turn storage lane operating at 35 mph. Northbound approach along Chapel Creek Road has two lanes and one left turn storage lane and southbound approach has two thorough lanes, both operating at 40 mph. 4.2.1 Existing Conditions and LOS analysis Directional average daily traffic (ADT) volumes for 2026 and 2050 were obtained from the NCTCOG travel demand model for all approaches at the Chapin Road and Chapel Creek Road intersection. Turn- movement distributions were derived using Replica’s 2024 baseline Network Link Analysis, assumed to remain stable for future years. A K-factor of 10 percent was applied to derive design-hour turning- movement counts. The intersection currently operates under two-way stop control (TWSC). Field observations and model calibration indicate that the intersection presently performs acceptably under current traffic conditions, but capacity constraints are expected as regional development continues along both corridors. 4.2.2 No-Build Operations Under no-build conditions, retaining the existing geometry and TWSC control LOS analyses were conducted for 2026 and 2050 using the HCM 7th Edition and Synchro 12 methodologies. Table 7 shows the results for no-build conditions analysis.
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