CP 2009-06-16
NOTICE OF SPECIAL CITY COUNCIL MEETING AND AGENDA
JUNE 16, 2009
JAYNE PETERS, KAREN HUNT, Place 7
Mayor Mayor Pro Tem
TIM BRANCHEAU, Place 1 MARSHA TUNNELL, Place 4
BOB MAHALIK, Place 2 BILLY FAUGHT, Place 5
BRIANNA HINOJOSA-FLORES, Place 3 MARVIN FRANKLIN, Place 6
CLAY PHILLIPS, City Manager
MEETING TIME AND PLACE:
Call to Order 5:30 p.m. Council Chambers (Open to the Public)
Executive Session Immediately Following 1st Fl. Conf. Room (Closed to the Public)
Special Session 7:00 p.m. Council Chambers (Open to the Public)
Notice is hereby given that the City Council of the City of Coppell, Texas will
meet in Special Called Session on Tuesday, June 16, 2009, at 5:30 p.m. for
Executive Session and Special Session will begin at 7:00 p.m., to be held at Town
Center, 255 Parkway Boulevard, Coppell, Texas.
As authorized by Section 551.071(2) of the Texas Government Code, this
meeting may be convened into closed Executive Session for the purpose of
seeking confidential legal advice from the City Attorney on any agenda item
listed herein.
The City of Coppell reserves the right to reconvene, recess or realign the Work
Session or called Executive Session or order of business at any time prior to
adjournment.
The purpose of the meeting is to consider the following items:
ITEM # ITEM DESCRIPTION
1. Call to order.
ag061609
Page 1 of 3
ITEM # ITEM DESCRIPTION
EXECUTIVE SESSION (Closed to the Public)
2. Convene Executive Session
A. Section 551.071, Texas Government Code - Consultation with City
Attorney.
1. Discussion regarding Zoning Application # PD-241-SF/C.
2. Discussion regarding Zoning Application # S-1033R2-SF-12.
SPECIAL SESSION (Open to the Public)
3. Convene Special Session.
4. Invocation.
5. Pledge of Allegiance.
6. PUBLIC HEARING:
Consider approval of Case No. PD-241-SF/C, Red Hawk, zoning change
request from O (Office) to PD-241-SF/C (Planned Development - 241-
Single Family/Commercial) with a Detail Plan to allow 54 single-family lots
with a minimum lot size of 5,765 square feet and an average lot size of
8,484 square feet, including the retention of the Bullock Cemetery on
approximately 14.9 acres of property and a Concept Plan for two
commercial tracts containing approximately 1.5 acres of property,
located along the west side of S. Denton Tap Road, north of Bethel School
Road.
7. Consider approval of the Red Hawk, Preliminary Plat, a request for
approval of a preliminary plat for 54 single-family lots, a cemetery parcel
and two commercial lots on 16.42 acres of property, located along the
west side of S. Denton Tap Road, north of Bethel School Road.
8. PUBLIC HEARING:
Consider approval of Case No. S-1033R2-SF-12, Manara Academy, a
zoning change request from S-1033R-SF-12 (Special Use Permit-1033
Revised-Single Family-12) to S-1033R2 SF-12 (Special Use Permit-1033
Revision 2-Single Family-12), to allow a Charter School for Grades K-5, with
a enrollment capacity of 326 students, to occupy the Christ Our Savior
Lutheran Church building only for the 2009 – 2010 school year on 4.58
acres of property, located at 140 S. Heartz Road.
ag061609
Page 2 of 3
ITEM # ITEM DESCRIPTION
9. Necessary action resulting from Executive Session.
Adjournment.
____________________________________
Jayne Peters, Mayor
CERTIFICATE
I certify that the above Notice of Meeting was posted on the bulletin board at
the City Hall of the City of Coppell, Texas on this 12th day of June, 2009, at
__________________.
____________________________________
Libby Ball, City Secretary
DETAILED INFORMATION REGARDING THIS AGENDA IS AVAILABLE ON
THE CITY'S WEBSITE (www.ci.coppell.tx.us) UNDER PUBLIC
DOCUMENTS, COUNCIL PACKETS.
PUBLIC NOTICES
STATEMENT FOR ADA COMPLIANCE
The City of Coppell acknowledges its responsibility to comply with the Americans With
Disabilities Act of 1990. Thus, in order to assist individuals with disabilities who require
special services (i.e. sign interpretative services, alternative audio/visual devices, and
amanuenses) for participation in or access to the City of Coppell sponsored public
programs, services and/or meetings, the City requests that individuals make requests for
these services forty-eight (48) hours ahead of the scheduled program, service and/or
meeting. To make arrangements, contact Vivyon V. Bowman, ADA Coordinator or
other designated official at (972) 462-0022, or (TDD 1-800-RELAY, TX 1-800-735-2989).
ag061609
Page 3 of 3
KEY TO COUNCIL GOALS ICONS
COPPELL VISION 2030
Sustainable City Government
• Excellent City Services with high level of Customer Satisfaction
• “Green” City Operations and Facilities
• Excellent and Well-maintained City Infrastructure and Facilities
• Top Quality City Workforce
• Financial Resources to Support City Services
Business Prosperity
• Retention and Attraction of Businesses that generate revenues for the City
• Major Retail and Top Quality Business Office Park along I-635 and SH 121
• Old Coppell as a Small Town Village
• Community Commercial Centers
• House Offices and Home-Based Businesses
Community Wellness and Enrichment
• Community Gathering Places
• Recreation Programs and Services for all Generations
• Expand Cultural Arts Amenities and Opportunities
• Residents’ Wellness and Longevity
• Community Education Programs and Support of Top Quality Schools
• Multi-Use Trail Systems Connecting the City
Sense of Community
• Residents and Businesses Engaging and Contributing to the Coppell Community
• Strong Community Events and Festivals
• New Residents Welcome and Involved
• Effective Community Partnerships
• Future Civic Community Leaders’ Development
Special Place to Live
• Quality Housing for Family Generations
• Beautiful Green City
• Revitalizing Neighborhoods
• Mobility within Coppell
• Easy Access to Dallas-Fort Worth Regions
AGENDA REQUEST FORM
DATE: June 16, 2009
ITEM #: ES-2
EXECUTIVE SESSION
A. Section 551.071, Texas Government Code – Consultation with City Attorney.
1. Discussion regarding Zoning Application # PD-241-SF/C.
2. Discussion regarding Zoning Application # S-1033R2-SF-12.
Agenda Request Form - Revised 02/04 Document Name: %exsessn
WORK SESSION CONSENT REGULAR
DEPT:
DATE:
ITEM #:
AGENDA REQUEST FORM
ITEM TYPE:
ITEM CAPTION:
GOAL(S):
EXECUTIVE SUMMARY:
FINANCIAL COMMENTS:
RECOMMENDED ACTION: ACTION TAKEN BY COUNCIL:
PLANNING
June 16, 2009
6
✔
PUBLIC HEARING
Consider approval of Case No. PD-241-SF/C, Red Hawk, zoning change request from O (Office) to PD-241-SF/C
(Planned Development - 241- Single Family/Commercial) with a Detail Plan to allow 54 single-family lots with a
minimum lot size of 5,765 square feet and an average lot size of 8,484 square feet, including the retention of the
Bullock Cemetery on approximately 14.9 acres of property and a Concept Plan for two commercial tracts containing
approximately 1.5 acres of property, located along the west side of S. Denton Tap Road, north of Bethel School Road.
The following P&Z conditions remain outstanding:
1. A drainage study acceptable to Engineering will be required.
2. Tree mitigation fees will be required.
3. North board-on-board fence will be eight feet tall.
4. Stucco shall not be allowed beyond the 20%/80% standard; an SUP shall be required in excess of these
development standards.
5. Properly dimension width of Lots 6-12, Block A, Wynnpage Addition.
6. PD condition Number 4 - change Lots 16-18, Block A to Lots 16-17, Block A.
7. PD condition Number 8 - change "Street A" to Oxford Place.
8. PD condition Number 11 - change Lot 25, Block B to Lot 23, Block B.
9. Move Oxford Place street name change symbol to the north side of Lot 12, Block B.
10. Change three-foot minimum side yard to five-foot minimum in PD Side Yard Site Data Table.
On April 16, 2009, the Planning Commission recommended approval
of this zoning change (6-1), subject to the above-stated conditions.
Commissioners Shute, Frnka, Haas, Sangerhausen, Kittrell and Shipley
voted in favor, Commissioner Jett opposed.
On May 26, 2009, Council continued consideration of this request to
June 16, 2009 (6-1).
Staff recommends APPROVAL WITH CONDITIONS.
@01 PD-241-SF-C, RH, 1-AR
ITEM #4
Page 1 of 7
CITY OF COPPELL
PLANNING DEPARTMENT
STAFF REPORT
CASE NO.: PD-241-SF/C, Red Hawk
P&Z HEARING DATE: March 19, 2009 (Continued to April 16, 2009)
C.C. HEARING DATE: April 10, 2009 May 12, 2009 (Rescheduled to May 26, 2009)
STAFF REP.: Gary L. Sieb, Director of Planning
LOCATION: West side of S. Denton Tap Road, north of Bethel School Road
SIZE OF AREA: 16.4 acres of property
CURRENT ZONING: O (Office)
REQUEST: A zoning change to PD-241-SF/C (Planned Development 241-
Single-Family/Commercial) with a Detail Plan to allow 54 single-
family lots with a minimum lot size of 5,765 square feet and an
average lot size of 8,484 square feet, including the retention of
the Bullock Cemetery and a Concept Plan for two commercial
tracts.
APPLICANT: Terry Holmes
THBGP, Inc. dba The Holmes Builders
1445 MacArthur Drive
Suite 200
Carrollton, TX. 75007
(972) 242-1770
Fax: (972) 242-2931
HISTORY: There has been no recent development history on the parcel
although the former owner (now deceased) lived in a trailer on
this property for many years. Approximately eight years ago
the zoning was changed from “C” Commercial to “O” Office,
although no development activity reflecting office use
occurred.
ITEM #4
Page 2 of 7
TRANSPORTATION: Denton Tap Road is an improved P6D six-lane, divided
concrete roadway built within a proposed 110-foot right-of-
way (ten feet being dedicated by this application). Bethel
School Road is a C2U, concrete two-lane road built within a
proposed 60-foot right-of-way, with five feet being dedicated
by this proposal.
SURROUNDING LAND USE & ZONING:
North–single-family homes and office; PD-115 SF-7 and “C”,
Commercial
South-Ace Hardware; “C”, Commercial
East-retail/gas station; “C” Commercial
West-single family homes, PD-95 SF-9
COMPREHENSIVE PLAN: The Comprehensive Plan, as amended, shows this property as
appropriate for mixed use.
DISCUSSION: As one of the last remaining vacant tracts in the city, this is a
case which warrants very close review. On the one hand, the
applicant is proposing a mixed use project which is supported
by the Comprehensive Master Plan and the 2030 Plan, due to
the inclusion of residential and commercial uses. The
development proposal is somewhat unique in that 50 and 60
foot wide lots are proposed in the same subdivision, very
unusual for Coppell development. The applicant in this case is
a well-known local builder and the projects he has been
involved with here have all been first rate.
On the other hand, there are some concerns which merit
consideration before any recommendation is formulated. The
density is high, stucco is requested, there appears to be little
attention directed at approximating the size and width of lots
adjacent to this property, lots with three and seven-foot side
yards are troubling. Facing single family, 50-foot wide lots
toward Denton Tap Road is not typical of a residential
development adjacent to a major thoroughfare, and in this
case, along the most highly travelled vehicular roadway in the
city.
To the applicant’s credit, the perspective drawings
accompanying the request appear to suggest a variety of
housing styles and price ranges, offering variety to dwelling unit
types in Coppell. The additional distance from Denton Tap with
the screening wall, substantial landscaping and a street lends
ITEM #4
Page 3 of 7
credence to his residences facing this major thoroughfare,
(although the market for such a product could be
problematic), and the inclusion of a landscaped entry, a
curvilinear street pattern, several common areas, and a
substantial wall is to be commended.
That said, there are three concerns with this proposal: density,
lot widths, sideyards.
DENSITY
One of our greatest concerns involves density of this project.
As submitted, density is proposed to be almost 4 units per acre.
All surrounding residential development is less than four—some
substantially less--and we recommend no greater density than
3 units per acre on this parcel. Taking into consideration that
the entire tract is 16.4 acres, we could support a density of 49
units with certain changes being made to this proposal. If the
developer were to widen the lots adjacent to the surrounding
single family neighborhoods, particularly on the west side, and
widen the 50 foot lots, the accompanying reduction in density
would go far in gaining staff support for this project.
WIDTHS
Lot widths proposed for this subdivision are also troubling. Fifty
foot wide lots are very narrow for this area of the city, and none
of the lots meet our minimum single-family lot width of 65 feet.
It is recognized that the applicant has applied for PD zoning to
modify lot widths, but this proposal is just too intense. Staff
could support lot widths of 55-60 feet, still a reduction from the
normally required 65 feet. By increasing lot widths to be more
in line with neighboring residential lot dimensions, density, as
discussed above, would be reduced resulting in a lot count in
line with staff recommendation at 49 lots.
SIDEYARDS
The sideyards requested are inappropriate. The proposed
seven-foot/three-foot side yards just will not work. Historically,
staff experience in other cities has resulted in similar concepts
being difficult--if not impossible--to successfully implement. The
concept sounds good on paper, but in reality the result is a
troublesome land use proposal. The same effect for this
development (with walls/fences at the front building line
extending from structure to structure creating a privacy area)
can be achieved with typical sideyards, still placing the
ITEM #4
Page 4 of 7
fencing in the same location as proposed. The only difference
would be that each lot had an identical side yard. By
increasing lot widths to 60 feet, the problem evaporates and
the sideyard variance is no longer needed for the “interior
courtyard” feel. We recommend a distance between
structures of at least 15 feet, or 7.5 feet off each property line.
Because of lot widths, these two-story homes will be
considerably wider than existing narrow lot width
developments in Coppell and the sheer bulk of these structures
warrant additional spacing between units. Our suggested side
setback is still a reduction from the normally required sideyard
of 8 feet per lot.
ADDITIONAL COMMENTS
There are several miscellaneous errors or clarifications needed
to be made to this application, regardless of final outcome.
Notes need to be added to the Site Plan indicating that
all screening walls and landscaping will be maintained
by a property owners association;
“foot” needs to be added to PD Condition #3;
Add “Lots 27, 28, Block A” behind Conceptual Planned
Development “Commercial “ title;
Add notation that Lot 28, Block A is responsible for
maintenance on outside of proposed screening wall;
Add statement that Lots 1 and 2, Block A are responsible
for maintenance on outside of screening wall within their
property lines;
Note #11 should state lot 23, not lot 25;
Streets need to be named and diamond symbol should
be added where street name changes.
Insure cul-de-sac right-of-way radius is 50 feet.
Add “Temporary” asphalt to sales office asphalt paving
note.
Dimension all common areas on Landscape Plan.
Spartan Juniper and Chinese Fringe are not in our Plant
palette, and other species need to be chosen.
It appears that Live Oaks have been shown twice on
Plant List, and needs correction.
Engineering concerns include:
o the need for a flood study,
o the driveways on Denton Tap need to be
removed although Lot 27 will be allowed access
when firm plans are submitted for this lot,
o Lot 28 drive entrance on Bethel School needs to
be a minimum of 120 feet from the Denton Tap
intersection, and
ITEM #4
Page 5 of 7
o drainage requirements will not be expanded
upon until engineering plans are submitted.
RECOMMENDATION TO THE PLANNING AND ZONING COMMISSION:
Staff is recommending DENIAL of the request as submitted. We could support
the request with major modifications including:
1. A maximum density of 49 units
2. Elimination of stucco residences
3. A minimum 15 feet between units with 7.5 foot side yards
4. All units in Block B maintain 20 foot rear yard setbacks or 20 foot minimum
front yard setbacks, developer has his choice. In no case shall any
setback for garage or structure be less than 15 feet, and note on each lot
5. Bullock cemetery maintained by HOA
6. Change title of PD to J.C. Thweat Dreams
7. Fees for Tree mitigation and Park development are required
8. Lots 20 - 26 Block A maintain 20 foot rear yard and note on each lot
9. Address all “Additional Comments” stated above
ALTERNATIVES:
1. Recommend approval of the request
2. Recommend disapproval of the request
3. Recommend modification of the request
4. Take under advisement for reconsideration at a later date
ATTACHMENTS:
1. Site Plan
2. Landscape Plan (2 sheets)
3. Stone Screening Wall Elevation
4. Sales Center Elevation and Floor Plan
5. Red Hawk Villas Perspectives of 60 and 50 foot lots (2 colored sheets)
6. Tree Survey (2 sheets)
AMMENDED ATTACHMENTS
1. Revised Site Plan
2. Revised Landscape Plan (2 sheets)
3. Tree survey (2 sheets)
ADDENDA:
As you are all aware, Commission continued this case to the April 16 hearing, and
directed staff to meet with the developer and up to three Commission members
focusing on resolving several issues. After reviewing the 3 and one-half hour tape,
staff has reduced concerns of citizens and Commission to nine basic elements. The
committee of Chairman Haas and Commissioner Frnka met with the applicant, Terry
ITEM #4
Page 6 of 7
Holmes and staff member Gary Sieb on March 30. What follows is a summary
discussion of that meeting.
Drainage
A major concern of the adjacent neighborhoods
Applicant understands a drainage study must be undertaken
and will be a development condition
The retaining wall needs more explanation such as type, height,
length, construction material, etc.
Traffic
One entry/exit will work. If possible, main entry should be lined up
with second entry at hardware store
Close all curb cuts off Denton Tap Road, one cut will be allowed for
north commercial site when development occurs
Cemetery
Legally, an HOA can maintain the cemetery. The applicant
(somewhat reluctantly) agreed to include cemetery maintenance in
his HOA open space maintenance requirements
Tree Mitigation/North Screening Fence
Initial mitigation figures indicate an approximate $30,000 mitigation
fee. Staff will not recommend waiver of that fee
A related item, the screening fence on the north property line will be
a 6 foot wooden board-on-board fence, protecting as many existing
trees adjacent to it as possible
Side yards/Setbacks
Still a point of contention. Developer wants 7’/3’, staff recommends
5’/5’; the 7’/3’ is troubling
Stucco
Staff recommends denial as submitted. Applicant wants 12 structures
of stucco, separated by 4 lots
Density
Unresolved. Applicant wants 54 lots, staff recommends 49. Applicant
shows 3.6 du/ac. Staff recommendation is 3.0 du/ac.
Use
More detail needed on commercial tracts, i.e., contemplated uses,
length of time sales office remains, when developed, etc.
Other
Question was raised regarding why no parking on some streets, not
all (Fire Dept. can address that question); there were 13 additional
conditions that need to be addressed regardless of zoning outcome,
and developer agreed to address them by the April 6 submission.
ITEM #4
Page 7 of 7
AMMENDED STAFF RECOMMENDATION:
Based upon the committee meeting and comments stated above, staff modifies
our recommendation to APPROVAL, provided the following conditions are met:
1. A drainage study acceptable to Engineering will be required,
2. Indicate construction material for retaining walls,
3. Main entry needs to line up with second hardware store entry,
4. Close both drives along Denton Tap Road at SE property line,
5. HOA to maintain cemetery,
6. Tree mitigation fees will be required,
7. Clarify whether north board-on-board fence will be 6 or 8 feet tall
8. Sideyards on 60 foot-wide lots shall be 7.5 feet, those on 50 foot
lots shall be 5 feet. Front yard setbacks on 60 foot-wide Lots 3-11
Block A shall be 25 feet, rear yards no less than 20 feet on Lots 1-
11, 16-18, Block A,
9. Stucco shall not be allowed beyond the 20%/80% standard; an
SUP shall be required in excess of these development standards,
10. Density shall not exceed 3 units per acre (49 lots),
11. No parking will be allowed where shown on plan,
12. Add “Lots 27, 28, Block A” behind Conceptual Planned
Development “Commercial” title.
13. Dimension length of entry median.
14. Change title of PD to Thweat Place.
15. Change Bullock Place to Thweat Place, assign another street
name to Bullock.
16. Properly dimension width of Lots 6-12, Block A, Wynnpage
Addition.
LANDSCAPE PLAN
1. Need dimensions on all common areas.
2. Indicate where 20 Carissa Holly are planted on median plan,
3. Note: Moss boulders, bowls with planters, and cedar arbor have
been eliminated in median by this revised plan. In their place is a
chess board and attendant landscaping,
4. Change “landscaping” to “common areas” in description of
property owners maintenance responsibility on Sheet 2.
WORK SESSION CONSENT REGULAR
DEPT:
DATE:
ITEM #:
AGENDA REQUEST FORM
ITEM TYPE:
ITEM CAPTION:
GOAL(S):
EXECUTIVE SUMMARY:
FINANCIAL COMMENTS:
RECOMMENDED ACTION: ACTION TAKEN BY COUNCIL:
PLANNING
June 16, 2009
7
✔
PRESENTATION
Consider approval of the Red Hawk, Preliminary Plat, a request for approval of a preliminary plat for 54 single-family
lots, a cemetery parcel and two commercial lots on 16.42 acres of property, located along the west side of S. Denton
Tap Road, north of Bethel School Road.
The following P&Z conditions remain outstanding:
1. A drainage study acceptable to Engineering will be required.
2. Properly dimension width of Lots 6-12, Block A, Wynnpage Addition.
3. Address all drafting and clerical discrepancies outlined in earlier correspondence.
On April 16, 2009, the Planning Commission unanimously
recommended approval of this preliminary plat (7-0), subject to the
above-stated conditions. Commissioners Jett, Shute, Frnka, Haas,
Sangerhausen, Kittrell and Shipley voted in favor, none opposed.
On May 26, 2009, Council denied this preliminary plat and directed the
applicant to bring back this request to the June 16, 2009 meeting with
the above stated conditions (7-0).
Staff recommends APPROVAL.
@02 RH, PP 1-AR
ITEM #5
Page 1 of 3
CITY OF COPPELL
PLANNING DEPARTMENT
STAFF REPORT
Red Hawk, Preliminary Plat
P&Z HEARING DATE: March 19, 2009 (Continued to April 16, 2009)
C.C. HEARING DATE: April 14, 2009 May 12, 2009 (Rescheduled to May 26, 2009)
STAFF REP.: Gary L. Sieb, Director of Planning
LOCATION: West side of S. Denton Tap Road, north of Bethel School Road
SIZE OF AREA: 16.42 acres of property
CURRENT ZONING: O (Office)
REQUEST: A request for approval of a preliminary plat for 54 single-family
lots, a cemetery parcel and two commercial lots on 16.42
acres of property, located along the west side of S. Denton Tap
Road, North of Bethel School Road.
APPLICANT: Purchaser: THBGP, Inc. dba The Holmes Builders
1445 MacArthur Drive
Suite 200
Carrollton, TX. 75007
(972) 242-1770
Fax: (972) 242-2931
Engineer: Kadleck and Associates
Lynn Kadleck
555 Republic Drive
Suite 115
Plano, TX. 75074
(972) 881-0771
HISTORY: There has been no recent development history on the parcel
although the former owner (now deceased) lived in a trailer on
this property for many years. Approximately 8 years ago, the
ITEM #5
Page 2 of 3
zoning was changed from “C” Commercial to “O” Office
although no development activity reflecting office use
occurred.
TRANSPORTATION: Denton Tap Road is an improved P6D, six lane divided
concrete roadway built within a proposed 110 foot right of
way. Bethel School road is a C2U, concrete two lane road built
within a proposed 60 foot right-of-way.
SURROUNDING LAND USE & ZONING:
North-single family homes and office; PD-115 SF-7 and “C”
Commercial
South –Ace Hardware; “C”: Commercial
East-retail/gas station; “C” Commercial
West-single family homes; PD-95 SF-9
COMPREHENSIVE PLAN: The Comprehensive Plan, as amended, shows this property as
appropriate for mixed use development, which includes
residential and commercial buildings.
DISCUSSION: This is the plat for the case previously discussed. Because of the
number of outstanding conditions that need to be addressed
with the zoning case, and the fact that the subdivision plat
needs to reflect what the site plan proposes, staff cannot
support this application at this time. Staff has concerns
regarding maintenance of the existing cemetery, how access
to it will be provided, dimensions of the entry landscape area,
provision of proposed street names, labeling of no parking
zones in street right-of-way, and yard setbacks, among others.
Once the Site Plan discrepancies have been resolved, we
would entertain a re-review of the subdivision plat. When/if
resubmitted we recommend the subdivision be titled the
J.C.Thweat subdivision.
RECOMMENDATION TO THE PLANNING AND ZONING COMMISSION:
Staff is recommending DENIAL of this preliminary plat as it does not conform to the
recommended development of the subject tract, and is lacking in several items
required for proposed subdivision review, with many mentioned above. It should
be added that this is not an all inclusive list, but is based upon a number of
concerns members of the Development Review Committee expressed during
review of this submittal.
ITEM #5
Page 3 of 3
REVISED STAFF RECOMMENDATION:
Based upon the revised Planned Development application, staff can support this
preliminary plat based upon the following conditions:
1. A drainage study acceptable to Engineering will be required.
2. Main entry needs to line up with second hardware store entry.
3. Sideyards on 60 foot-wide lots shall be 7.5 feet, those on 50 foot-wide lots
shall be 5 feet. Front yard setbacks on 60 foot-wide Lots 3-11, Block A
shall be no less than 25 feet, rear lots no less than 20 feet on Lots 1-11 and
16-18, Block A.
4. Density shall not exceed 3 units per acre (49 lots).
5. Change title of Preliminary Plat to Thweat Place.
6. Change Bullock Place to Thweat Place and assign another street name to
Bullock.
7. Properly dimension width of Lots 6-12, Block A, Wynnpage Addition.
ALTERNATIVES:
1. Recommend approval of the request
2. Recommend disapproval of the request
3. Recommend modification of the request
ATTACHMENTS:
1. Preliminary Subdivision Plat (2 sheets)
WORK SESSION CONSENT REGULAR
DEPT:
DATE:
ITEM #:
AGENDA REQUEST FORM
ITEM TYPE:
ITEM CAPTION:
GOAL(S):
EXECUTIVE SUMMARY:
FINANCIAL COMMENTS:
RECOMMENDED ACTION: ACTION TAKEN BY COUNCIL:
PLANNING
June 16, 2009
8
✔
PUBLIC HEARING
Consider approval of Case No. S-1033R2-SF-12, Manara Academy, a zoning change request from S-1033R-SF-12
(Special Use Permit-1033 Revised-Single Family-12) to S-1033R2 SF-12 (Special Use Permit-1033 Revision 2-Single
Family-12), to allow a Charter School for Grades K-5, with a enrollment capacity of 326 students, to occupy the Christ
Our Savior Lutheran Church building only for the 2009 – 2010 school year on 4.58 acres of property, located at 140 S.
Heartz Road.
See attached email from Sadak Shaik dated May 26, 2009, appealing the Planning Commission's decision to Council.
A 3/4 VOTE OF COUNCIL (6 OUT OF 7) IS NECESSARY TO OVERTURN THE PLANNING COMMISSION'S DENIAL OF THIS
ZONING CHANGE.
On April 16, 2009, the Planning Commission held under advisement this
zoning change (7-0) to the May 21, 2009 meeting.
On May 21, 2009, the Planning Commission denied approval of this
zoning change (3-3). Commissioners Haas, Sangerhausen, and Kittrell
voted in favor, Commissioners Jett, Shute and Frnka opposed.
Staff recommends APPROVAL.
@03 S-1033R2-SF-12, MA 1-AR
Page 1 of 1
DATE: June 16, 2009
TO: Mayor and City Council
FROM: Marcie Diamond, Assistant Director of Planning
RE: Case No.: S-1033R2-SF-12, Manara Academy
One of staff’s conditions for approval of S-1033R2-SF-12, Manara Academy,
was the separation of the bus and parent traffic. The attached revised site
plan indicates the retention of the existing hammer-head fire lane, with
additional concrete paving around the fire lane to accommodate the
standing/queuing of up to three buses. The proposed site plan achieves
separation of bus and other vehicular traffic.
There are 109 existing parking spaces serving this facility. The proposed
configuration of the bus loop will require the removal of six parking spaces. In
accordance with the Zoning Ordinance, the number of parking spaces required
for the school is 59 spaces and the Church is 98.
Staff recommends APPROVAL of the revised site plan. Staff is also
recommending that the Final Plat of Christ Our Savior Lutheran Church, filed
with Dallas County in 1989, be revised (replatted) to reflect the current
configuration of the fire lane.
ITEM #4
Page 1 of 6
CITY OF COPPELL
PLANNING DEPARTMENT
STAFF REPORT
CASE NO.: S-1033R2-SF-12, Manara Academy
P&Z HEARING DATE: May 21, 2009 (Tabled at the April 16, 2009 meeting)
C.C. HEARING DATE: June 9, 2009
STAFF REP.: Marcie Diamond, Assistant Director of Planning
LOCATION: 140 S. Heartz Road
SIZE OF AREA: 4.58 acres of property
CURRENT ZONING: S-1033R-SF-12 (Special Use Permit-1033 Revised-Single Family-12)
REQUEST: Revised for May 21, 2009 meeting∇ : A zoning change to S-1033R2
SF-12 (Special Use Permit-1033 Revision 2-Single Family-12), to
allow a Charter School for Grades K-5th, with a enrollment
capacity of 326, to occupy the Christ Our Savior Lutheran Church
building. The church shall also be permitted to remain as a
secondary use.
APPLICANT: Sadak Shaik
4070 N. Beltline Road, Suite 110-140
Irving, Texas 75038
214-868-6472
FAX: 214-260-4684
HISTORY: In 1988, the Final Plat for Christ Our Savior Lutheran Church was
approved by Council. November 1989, SUP-1033 was established
for a church, nursery and school. On July 9, 1998, the Board of
Adjustment approved a temporary (for a period of 24 months)
shade structure over the playground which had padded metal
poles instead of the required brick cladding. The intent was to allow
this shade structure to be relocated to an inner court area when
∇ Revisions from the original staff report are noted in Bold and strike through as necessary.
ITEM #4
Page 2 of 6
the building was expanded. In January 1999, a revised site plan
was approved to allow a building expansion for a sanctuary,
fellowship hall and additional classrooms, essentially doubling the
size of the structure. In September 1999, a Site Plan Amendment
was approved allowing the retention of the shade structure in the
location as initially approved, subject to the support poles being
clad with brick. The poles have yet to comply with this condition.
The property owner is working toward complying with this condition.
TRANSPORTATION: Heartz Road is a C2U – 2-lane undivided street within 50 ft of R.O.W.
with 37 feet of paving.
SURROUNDING LAND USE & ZONING:
North - undeveloped; SF-12
South - Westbury Manor; PD-166-SF-7
East - Westbury Manor; PD-166-SF-7
West - Braewood West, 2nd Revision; SF-7
COMPREHENSIVE PLAN: The Comprehensive Plan indicates this area as appropriate for
Public/Institutional uses.
DISCUSSION: This request is to allow the second public charter school,
authorized by the Texas State Board of Education, in the City of
Coppell. Manara Academy desires to occupy the Christ Our
Savoir Lutheran Church building at 140 S. Heartz Road. During the
next 12 months, the church and school will co-occupy this
building. After that time, the school will purchase the building
and the church will relocate to a new facility.
Ultimately, Manara Academy’s Charter awarded by the State
Board of Education on November 20, 2008 permits classes from
kindergarten through 8th grade with a maximum capacity of 500
students. The first year (current SUP request), only K-5th grades will
be provided with up to 326 students. The Academy proposes to
add a grade level each year over the next 3 years. By year four,
there will be 500 students and 40 employees, including 24
teachers and 16 additional staff members. The hours of operation
will be Monday-Thursday 8:00 a.m. to 3:30 p.m. On Friday, school
will begin at 8:00 a.m. and dismiss at 1:00 p.m.
While this building has always been an institutional use providing
worship and educational services for the community, given the
ITEM #4
Page 3 of 6
change in nature and the intensity of the use, a revision to the
existing SUP is required. Initially, there will be no external physical
changes to the existing structure, except for signage. A forty
square foot attached sign with black individually mounted letters
and color logo not exceeding 20% of the area of the sign will be
over the front entrance facing Heartz Road. The face of the
existing monument sign will be changed to Manara Academy
with a green back ground, sunflower yellow letters and the multi-
color logo.
The site and landscape plans, as initially approved for the church,
will essentially remain unchanged during the first year. There is
sufficient parking to support this school. In the event Manara
Academy receives approval via a revised SUP, after the initial
year of operation, at full capacity the number of students
projected for Manara Academy is similar to the elementary
schools in Coppell, which range in size from approximately 400 to
535 students. Per staff’s request, the applicant has prepared a
detailed Traffic Circulation Plan (original study). The primary goal
is to assure that the traffic generated by this use does negatively
impact the functionality of Heartz Road, and no queuing for this
use to occur on-street. Currently, there is a prohibition of parking
(which by ordinance includes stopping and standing) along the
east side Heartz between Sandy Lake and Park Meadow Way.
The applicant has provided new 24-hour traffic counts for
northbound and southbound Heartz between Sandy Lake and
Westbury Drive. The peak volume is southbound during the a.m.
peak and northbound during the p.m. peak. There is sufficient
capacity on Heartz to support this use with the maximum
enrollment of 500 students. Included on the April 14th Council
Agenda is the authorization of design studies for various street
maintenance projects as funded by the ¼ cent sales tax. The
Heartz Road improvement is included in this project. The timing of
this construction is not established at this time.
Based on preliminary data from the 270 student applications
received by Manara (which represents over 80% of the 1st year
enrollment cap) the following assumptions provide the base data
for the original traffic circulation study:
average students per family is 1.5 ;
Approximately 75% of the vehicles will approach from
the south;
30% will ride the bus; and
Approx 20% of the students will utilize after school
programs.
ITEM #4
Page 4 of 6
It is projected that during the 2009-2010 school year, 157 cars can
be expected during the peak drop off time periods. As detailed
in the original Traffic Circulation Plan, the on-site queuing has
been designed to accommodate 40 to 50 cars between the
driveway at Heartz to the drop-off under the porte-cochere.
Assuming that the average drop-off rate 8 to 10 students per
minute, 157 cars could be accommodated on site, with no
spillover onto Heartz Road, The school has also scheduled the
bus drop off to be complete prior to 7:40 a.m., therefore it will
not to conflict with the car traffic.
The dismissal plan includes parent parking and pick-up at
designated dismissal points within the school building. Busses will
depart at 3:50 which is after the peak parent pick-up times.
Finally, it must be noted that this analysis is based on year one
enrollment capacity of 326 students. However, as previously
stated over the next three years, the plan is to expand the school
by one grade level per year, to a maximum of 500 students. The
applicant has prepared understands that a condition of this SUP is
that a full Traffic Impact Analysis (TIA) for full build-out. will be
required prior to the enrollment exceeding 326 students. This TIA
will have 1st year operational data to be based on. Any physical
improvements (additional parking/paving, etc.) that may be
necessitated could be accommodated in year 2 after Manara
Academy purchases the building.
RECOMMENDATION TO THE PLANNING AND ZONING COMMISSION:
Original recommendation: Staff is recommending APPROVAL of S-1033R2-SF-12,
Manara Academy subject to:
1. A full Traffic Impact Analysis shall be required and necessary site
improvements implemented as needed prior to the enrollment exceeding
326 students .
2. Drafting issues:
a. Correctly indicate the location of the existing trees on the site plan.
b. Correct title block on the Site Plan to indicate Manara Academy
c. Update elevations to illustrate correct attached signage.
REVISED RECOMMENDATION TO THE PLANNING AND ZONING COMMISSION:
Per Planning and Zoning Commission’s recommendation on April 16, 2009,
Manara Academy employed Kimely-Horn Associates, Inc. to conduct a Traffic
Impact Analysis and a Traffic Management Plan to address both the on-site and
off-site traffic issues. This study:
Analyzed 1st year operation at 350 (exceeds the charter mandated
capacity of 326, however, provides a conservative analysis) as well as build
out at 500;
ITEM #4
Page 5 of 6
Studied the traffic generated by this use in relation to the existing capacity
on the affected street system and intersections; and
Provided a Traffic Management Plan to guide daily operations of the peak
drop-off and pick up time periods.
The results of this study indicated that there was sufficient capacity on the
surrounding street system to support this use and the Level of Service would not
be negatively affected. They did note however, that for the on-site system to
work, the employees need to be well trained and parents need to be
cooperative.
Also in this packet is the review of the Kimely Horn TIA by Halff Associates on
behalf of the City of Coppell. Halff confirmed that the traffic generated by this
school will allow for the maintenance of the existing Level of Service on the
surrounding street systems and intersections. One concern expressed in Halff’s
review is how labor intensive on-site traffic management will be for the
employees of the school and how it requires full cooperation from the parents.
These conditions may only be addressed during the daily operation of the
school.
The other traffic issue is the need for the physical separation of the parent drop
off loop from the bus loop. Halff has recommended the removal and
reconstruction of the existing hammer-head turn around, located south of the
building, into a circular driveway to allow one way operation. The design of this
new circular drive will need to be approved by the Fire and Engineering
Departments.
The drafting issues have been corrected, therefore, Staff is recommending
APPROVAL of S-1033R2 SF-12 to allow a Charter School for Grades K-5th, with a
enrollment capacity of 326, to occupy the Christ Our Savior Lutheran Church
building. The church shall also be permitted to remain as a secondary use,
subject to the following conditions:
1. Approval of the design of the bus loop by the Fire and Engineering
Departments.
2. A revised SUP will be required in the event that the school remains after
the 2009-2010 school year.
ALTERNATIVES:
1. Recommend approval of the request
2. Recommend disapproval of the request
3. Recommend modification of the request
4. Take under advisement for reconsideration at a later date
ATTACHMENTS:
1. Review memo from Halff Associates, Inc.
ITEM #4
Page 6 of 6
2. Traffic Impact Analysis and Traffic Management Plan, prepared by Kimely-Horn and
Associates, Inc.
3. “Who is Manara?”
4. Sign Plan
5. Revised Site Plan
6. Existing Landscape Plan
7. Revised Building Elevations
Io
May l
Mr John Polster
Innovative Transportation Solutions Inc
Valley View Iane
Fanners Branch fexas
RC TIA review for City of Coppell Manara Academy
Dear Mr Polster
At your request and on behalf of the City of Coppell Haff Associates Inc Halff
conducted a review of a Traffic Impact Analysis TIA and Traffic Management Plan
TMP produced by KimleyHorn and Associates Inc KimleyHorn for the proposed
Manara Academy public charter school to be located on the east side of IIeartzRoad just
south of Sandy Lake Road in Coppell Texas Iheschool is scheduled to open in the fall
of with an approximate enrollment of students in grades K and reach
maximum capacity of students in grades K by the school year
According to the TIA the site currently houses a church and school with a small shdent
enrollment The Manara Academy is requesting a revision to the existing special use
permit which covered prior school uses on the site up to students
The school site has three access points along Ileartz Road which runs along the west side
of the site and one access point along London Way which urns along the east side of the
site The London Way access point is gated and will only be used for emergency access
The north access point on HeartzRoad would operate as an entrance only drive serving
the parking lot and student dropoff pickup activities and the middle access point
would operate as an exit only drive The south access point on Heartz Road serves a
hammerhead fire lane area that covers the south side of the school building
Iraffrc Irnprrct Analysis Review
KimleyHorn used standard traffic engineering methodology to develop the IA for this
project The TIA is a comprehensive report that details trip generation and distribution
assumptions includes current traffic count data in the study area evaluates
projected impacts to two nearby intersections adjacent City streets and site driveways
and provides recommendations for accommodating schoolrelated traff c The TIA also
includes several versions of a TMP for acconunoclating student dropoff and pickup
activities on the site
iALFP ACIATESINC
iVif I I nnykICFD l Y I t
CHLklofJiY Ff Vui
t
E
the trip generation and distribution assumptions presented in the report seem valid based
on the supporting information included in the report Background traffic volumes at the
study intersections and along Heartz Road adjacent to the school site were estimated
using a annual growth rate which is typical in developed established neighborhoods
and is supported by historical traElic count data along TIeartz Road in the study area
Total projected traffic volumes were developed for two analysis scenarios a study year
analysis with a student population of and a study year analysis with a
student popuiation of Peak period intersection analyses were conducted at two
nearby intersections Heartz Road at Sandy Lake Road and Heartz Road at Bethel School
Road during the AM school PM and commuter PM peak hours for the background and
total volume background plus site traffic scenarios for both study years Peak periods
intersection analyses were also conducted at the entrance and exit drives along IIeartz
Road for the two total volume scenarios The intersection analyses were conducted using
the Synchro software package which is based on procedures outlined in the highway
Capacity Ianual
hhe results of the intersection analyses indicate that the school traffic will have little
impact on the overall operations ofthe Heartz Load intersections with Sandy Lake Road
and Bethel School Road Both intersections are projected to operate at an acceptable
overall levelofserviceLOS C or better for all analysis scenarios with no geometric or
traffic control modifications needed at either location Furthermore all movements at the
study intersection are also projected to operate at a LOS C or better for all analysis
scenarios At the two major site driveways north or entry drive and middle or exit
drive the minor movements are projected to operate at a LOS C or better for all analysis
scenarios
KimleyHorn also conducted roadway link analyses along IIeartzRoad to evaluate the
impacts the school would have over a typical hour weekday period The results of the
link analyses indicate that Heartz Road has adequate reserve capacity to accommodate
school traffic students and projected background traffic volumes in the study year
and maintain a LOS C operation
raffic Martagernerzt PXaft Review
KinleyHorn developed a IMPfor the school to manage student dropoff and pickup
activities The school is limited to essentially the north and middle drives along Hearty
Road to accommodate school traffic As mentioned the south drive on IIeartzRoad
serves only a hammerhead fire lane area and the drive on London Way is gated for
emergency use only These limitations mean that all schoolrelated traffic including
ousel must enter the site at the north drive and exit at the middle drive Ihecritical time
period for schools is typically the school PM peak hour when parents and buses queue up
onsite and around the school to wait for students to be released
i
tea
f
IheMI and associated onsite queuing analyses assume afternoon pickup operations
are staggcreci into three shifts separated minutes apart The queuing analyses also
assume that bus loading operations are scheduled after the majority of the parent loading
operations have taken place
Halff has several concerns with the TMP developed for Manara Academy which are
summarized below
The TMP as presented is very labor intensive and requires a significant amount of
coordination between school staff Nine staff members are shown on the MP
exhibits An additional staff member is recommended at the north entry drive
intersection with Heartz Road to ensure that buses could exit the drive without a
vehicle entering in the doublestack queue lane and blocking the buss egress X
of the staff members would need to be in constant contact tluough the use of two
way radios With a projected staff of by the build out year the proposed
plan requires at least of the school staff to operate the loading operations
each day
The TMP requires staff members to be welltrained in the traffic management
plan and able to identify problems and make adjustments to the loading
operations quickly These staff members must also execute the plan every day
regardless of the weather conditions in order for it to operate successfully
The plan mixes parent and bus traffic and routes them in opposing directions on
the site Buses would have to cross over the parent queue in order to reach the
biis loading area on the east side of the school building and would then be forced
to wait at the loading area until the doublestacked queue lane was cleared before
exiting out of the north entry drive Fullsize buses may have trouble turning
the corners on the southeast and northeast sides of the drive aisle parallel to
London Way especially if parents queued in the primary queue lane are in large
SUVs or are queued towards the middle of the drive aisle Parking along the far
north side of the site nearest to London Way may have to be restricted in order to
allow buses to make the turn from the northsouth drive aisle paralleling London
Way to the eastwest drive aisle along the north side of the site Placing a
turning template fora foot long singleunit vehicle on the plan these turns will
be very tight for the SU and will thus be even tighter for afullsize bus
The TMP indicates that up to parking spaces on the north side of the site would
have to be restricted to affpeak use only in order to accommodate the proposed
traffic shift iu the nearterm management plan The school must be diligent in
enforcing the peak period parking restrictions in order to have rooiu for the
proposed traffic shift
I
FI
The TMP requires parents to be educated and cognizant of the plan and to abide
by the proposed pickup time schedules Parents could add to the projected
queues presented in the report if they choose to enter the site before their
scheduled pickup time The proposed staggered pickup times could pose a
problem for parents that are picking up multiple students that have different
designated pickup times
KimleyHorn presents an alternate bus access plan that utilizes the existing
hammerhead fire lane at the south driveway along Heartz Road This would
require buses to execute threepoint turns on the site and would only provide
enough onsite stacking space for two to three buses A dedicated bus lane could
be constructed in this area by shifting the existing drive further south towards the
schools property line and looping the drive around to the north and west along
the southwest side of the school building Anew drive along Heartz Road would
be constructed between the relocated south drive and the existing middle drive so
that the south drive would operate as entrance only and the new drive would
operate as exit only This dedicated bus lane could still be designated as a fire
lane with only buses allowed to drop off and pick up students during the peak
periods and the lane could he constructed to store up to live buses During the
rest of the school day use of the drive woldd be restricted phis would separate
the buses from the parents during peak school times and would simplify the TMP
operations
Based on a thorough review of the TIA for Manara Academy there appears to be
adequate reserve capacity along IeartzRoad and at the lIeartz Road intersections with
Sandy LdceRoad and Bethel School Road to accommodate the projected school traffic in
the build out year and still maintain acceptable LOS C operations lheproposed
TMP included in the llAdoes present some concerns which have been outlined above
If you have any questions regarding these issues please contact me at
Sincerely
f
Stephen Moore PT
KimleyHom
antl Associates Inc
queue spaces and the ample parking supply it is clear that queuing should never affect Heartz
Road
When students are released the pickup procedure goal would be one cycle of five vehicles every
seconds Even at a slower one cycle per minute the vehicles of one group could be
processed in minutes Near the end of the groupstime vehicles from the next group will be
arriving and can be accommodated in the shrinking queue on the site or in the parking spaces
H OnSite Parking
The proposed site would retain the parking spaces that exist on the site This parking supply is
ample for a K school with students in classrooms With a staff of projected for the
student first year and about at full buildout the staff will occupy less than half of the
available spaces The remaining spaces can be used by drivers wishing to enter the school or those
waiting to collect a group of students that are being released at different times In the short term
spaces would not be available during the peak hours since that area would be occupied by the lane
shift of the north driveway lanes
Manara Academy TA TMP Coppell Texas Page
May
Manara Academy TIA & TMP, Coppell, Texas Page i
May 2009
TABLE OF CONTENTS
I. INTRODUCTION ...................................................................................................................... 1
A.PURPOSE ......................................................................................................................................... 1
B.METHODOLOGY............................................................................................................................... 1
II.EXISTING AND FUTURE AREA CONDITIONS .................................................................. 4
A.ROADWAY CHARACTERISTICS .......................................................................................................... 4
B.EXISTING SITE CONDITIONS ............................................................................................................. 5
C.PROPOSED SCHOOL OPERATIONS ..................................................................................................... 6
D.EXISTING TRAFFIC VOLUMES ........................................................................................................... 7
III.PROJECT TRAFFIC CHARACTERISTICS.......................................................................... 10
A.SITE-GENERATED TRAFFIC ............................................................................................................ 10
B.TRIP DISTRIBUTION AND ASSIGNMENT ........................................................................................... 11
C.DEVELOPMENT OF 2009 BACKGROUND PLUS 350-STUDENT SCHOOL TRAFFIC ................................. 11
D.DEVELOPMENT OF 2012 BACKGROUND PLUS 500-STUDENT SCHOOL TRAFFIC ................................. 11
IV.TRAFFIC OPERATIONS ANALYSIS .................................................................................. 17
A.ANALYSIS METHODOLOGY ............................................................................................................ 17
B.2009 BACKGROUND TRAFFIC CONDITIONS ..................................................................................... 19
C.2009 BACKGROUND PLUS 350-STUDENT SITE TRAFFIC ................................................................... 19
D.2012 BACKGROUND TRAFFIC CONDITIONS ..................................................................................... 20
E.2012 BACKGROUND PLUS 500-STUDENT SITE TRAFFIC ................................................................... 20
F.ROADWAY LINK ANALYSIS ............................................................................................................ 20
V.TRAFFIC MANAGEMENT PLAN ....................................................................................... 22
A.GENERAL TMP CONCEPT OF OPERATIONS ...................................................................................... 22
B.2009 –2010 TMP .......................................................................................................................... 23
C.2009 –2010 BUS ACCESS PLAN ..................................................................................................... 24
D.PERMANENT TMP AND BUS ACCESS PLAN ..................................................................................... 25
E.PERMANENT BUS ACCESS PLAN ..................................................................................................... 26
F.ALTERNATE BUS ACCESS PLAN ..................................................................................................... 26
G.QUANTITATIVE QUEUING ANALYSIS .............................................................................................. 26
H.ON-SITE PARKING ......................................................................................................................... 27
VI.CONCLUSIONS AND RECOMMENDATIONS .................................................................. 33
APPENDIX ................................................................................................................................. 34
LIST OF EXHIBITS
EXHIBIT 1:SITE VICINITY MAP .....................................................................................................................2
EXHIBIT 2:EXISTING SCHOOL LAYOUT .........................................................................................................3
EXHIBIT 3:LANE ASSIGNMENTS AND INTERSECTION CONTROL ......................................................................8
EXHIBIT 4:2009 EXISTING TRAFFIC VOLUMES ..............................................................................................9
EXHIBIT 5:TRIP DISTRIBUTION AND TRAFFIC ASSIGNMENT ......................................................................... 12
EXHIBIT 6:SCHOOL TRAFFIC VOLUMES –350-STUDENT SCENARIO.............................................................. 13
EXHIBIT 7:SCHOOL TRAFFIC VOLUMES –500-STUDENT SCENARIO.............................................................. 14
EXHIBIT 8:2009 BACKGROUND PLUS 350-STUDENT SCHOOL TRAFFIC VOLUMES ......................................... 15
EXHIBIT 9:2012 BACKGROUND PLUS 500-STUDENT SCHOOL TRAFFIC VOLUMES ......................................... 16
EXHIBIT 10:2009-2010 TRAFFIC MANAGEMENT PLAN (TMP) ..................................................................... 28
EXHIBIT 11:2009-2010 BUS ACCESS PLAN ................................................................................................. 29
EXHIBIT 12:PERMANENT TRAFFIC MANAGEMENT PLAN (TMP) ................................................................... 30
EXHIBIT 13:PERMANENT BUS ACCESS PLAN ............................................................................................... 31
EXHIBIT 14:ALTERNATE BUS ACCESS PLAN ............................................................................................... 32
Manara Academy TIA & TMP, Coppell, Texas Page ii
May 2009
LIST OF TABLES
TABLE 1 –HISTORICAL DAILY TRAFFIC VOLUMES .........................................................................................7
TABLE 2 -ITE TRIP GENERATION FOR 350 STUDENTS................................................................................... 10
TABLE 3 -ITE TRIP GENERATION FOR 500 STUDENTS................................................................................... 10
TABLE 4 –LEVEL OF SERVICE DEFINITIONS.................................................................................................. 17
TABLE 5 -WEEKDAY AM PEAK HOUR INTERSECTION RESULTS .................................................................... 18
TABLE 6 –WEEKDAY SCHOOL PICK-UP PEAK HOUR INTERSECTION RESULTS ............................................... 18
TABLE 7 –WEEKDAY PM PEAK HOUR INTERSECTION RESULTS .................................................................... 19
Manara Academy TIA & TMP, Coppell, Texas Page 1
May 2009
I. INTRODUCTION
A.Purpose
Kimley-Horn and Associates, Inc. (Kimley-Horn) was retained by Manara Academy to conduct a
Traffic Impact Analysis (TIA) and Traffic Management Plan (TMP) for projected traffic conditions
associated with the 500-student Manara Academy public charter school, located on the east side of
Heartz Road just south of Sandy Lake Road in Coppell, Texas. The Manara Academy is requesting
a revision of the existing special use permit 1033 which covered the previous school which used the
same site. For the first year of operation, the school is expected to have 326 students. In order to
provide a conservative factor in the unlikely event of changes to the first year operations, this report
uses a 350-student scenario for the first year of operation.
Exhibit 1 is a site vicinity map.Exhibit 2 shows the existing site layout. This study is intended to
identify traffic generation characteristics, identify potential traffic related impacts on the local street
system, to develop mitigation measures required for identified impacts, and to establish a traffic
management plan to guide the daily operation of the peak drop-off and pick-up time periods.
B.Methodology
The traffic evaluation was comprised of two scenarios for which weekday AM, weekday school
pick-up peak hour (3-4 PM), and PM peak hour intersection level of service analyses were
performed. The first scenario analyzes existing 2009 traffic conditions with 350 students for the
first year of operation, and the second analyzes a 2012 future year with the full 500-student charter
school in operation.
The capacity analyses were conducted using the SynchroTM software package and its associated
Synchro reports for signalized intersections, and the Highway Capacity Manual reports for
unsignalized intersections.
SITE
Manara Academy TIA/TMP
SCALE:
1" = 1000'
at 8x11" Plot
N
North/Entry
Driveway
Center/Exit
Driveway
South
DrivewayHeartz RoadLondon WayManara Academy TIA/TMP
SCALE:
1" = 100'
at 8x11" Plot
N
Manara Academy TIA & TMP, Coppell, Texas Page 4
May 2009
II.EXISTING AND FUTURE AREA CONDITIONS
A.Roadway Characteristics
After consultation with City of Coppell staff, the following intersections were evaluated as part of
this study:
Heartz Road at Sandy Lake Road (signalized)
Heartz Road at Bethel School Road (unsignalized all-way stop)
Heartz Road at Manara north or entry driveway (unsignalized one-way stop)
Heartz Road at Manara central or exit driveway (unsignalized one-way stop)
Heartz Road is a two-lane, undivided collector street with 50’ of ROW and approximately 36’ of
pavement. The roadway proceeds north from Bethel School Road, past Sandy Lake Road. The
roadway is signed for a 30 MPH speed limit. The existing pavement allows for two full travel
lanes, plus parallel parking in both directions. However, there are several locations with parking
restrictions, including on the northbound side of Heartz Road adjacent to the school, and on the
southbound side close to Sandy Lake Road. It is expected that the prohibition of parking along
Heartz Road adjacent to the school will be renewed and made more obvious when the school starts
operation.
As the current condition meets the City’s Thoroughfare Plan that is contained within the 1996
Comprehensive Plan, there are no plans to widen Heartz Road in the vicinity of the site. The
Thoroughfare Plan notes that:
The primary function of a Collector Street is to link Residential Streets with arterial
streets in the thoroughfare system. They collect traffic from various smaller streets and
distribute it to larger streets. Collector Streets also provide access to retail, commercial,
office, and some industrial land uses. Collector streets are designed to convey larger
volumes of traffic than Residential Streets and may be either 2 or 4 lane, undivided or
divided.
Sandy Lake Road is a four-lane, divided principal arterial that travels east-west through Coppell
and has an existing signalized intersection at Heartz Road. The signal is provided with actuated
protected-permitted operation in all directions, and all four approaches have separate left-turn lanes.
The roadway is posted with a 40 MPH speed limit.
Bethel School Road is a two-lane, undivided collector street that crosses east-west through
Coppell. The roadway is signed for a 30 MPH speed limit. Unlike Heartz Road, Bethel School
Road is not wide enough to sustain parallel parking in most places. Heartz Road and Bethel School
Road form an all-way stop-controlled intersection.
London Way is a residential street which parallels Heartz Road along the east boundary of the
school. London Way also has a 50’ ROW, but as a residential street with only approximately 27’ of
pavement width, the clear space for moving vehicles is often reduced to a single lane when vehicles
are parked on both sides. London Way is a 30 MPH street which also has speed humps marked for
20 MPH at intervals. London Way forms a right-in/right-out intersection with Sandy Lake Road,
with no median opening or access being provided to or from westbound Sandy Lake Road. South
of the site, London Way turns to the west as Westbury Drive, which forms a T-intersection with
Heartz Road.
Manara Academy TIA & TMP, Coppell, Texas Page 5
May 2009
Exhibit 3 illustrates the intersection geometry used for the traffic analyses.Photo 1 shows the
configuration of Heartz Road adjacent to the school site.
Photo 1. Heartz Road, looking south.
B.Existing Site Conditions
Manara Academy is located on the west side of Heartz Road, approximately 500’ south of Sandy
Lake Road. The site is occupied by a church and school which currently operates with a limited
number of students. The site is served by three driveways to Heartz Road, and a secondary gated
access point to London Way. The London Way access point is currently locked and is not widely
used. A wrought iron fence separates the south part of the school site from London Way, and a
chain-link fence on the north part of the school site.
The northern and central driveways to Heartz Road are connected to the large surface parking lot
which provides approximately 109 spaces. A two-lane drop-off area with large porte-cochere is
provided at the main entrance to the building. There are several additional doorways around the
outer edge of the building. The southern driveway to Heartz Road serves only a hammerhead fire
lane on the south side of the building, which also has a limited amount of parking spaces.
The site is currently surrounded by residential development on the east, west, and south sides, and a
largely vacant parcel to the north between the site and Sandy Lake Road.
Since the school is leasing the property for the first year of operation, permanent modifications to
the site are problematic. The main modification that would improve internal circulation would be
to cut back the curb adjacent to the north corner of the building. When this curb is cut back with an
approximately 30’ radius and blended into the curb lines at the northeast and northwest sides of the
building, the vehicles turning into the loading area will not overlap the two lanes serving the north
driveway. Until that time, additional traffic control measures will need to be applied to separate the
traffic flows. The required traffic control devices and procedures for their application will be
discussed in the traffic management plan section later in this report.
Manara Academy TIA & TMP, Coppell, Texas Page 6
May 2009
C.Proposed School Operations
Manara Academy would accommodate up to 350 students in K-5 in the first year of operation.
Each subsequent year a grade would be added until the school serves K-8 with a maximum of 500
students. Some internal building modification would be completed to ultimately provide 25
classrooms when the 500-student level is reached.
School hours would be nominally 8:00 AM until 3:30 PM. After-school programs would be
offered, and surveys of potential students indicate approximately 20% of the students would
participate.
Student drop-off would occur leading up to the 8:00 AM start time. Since arriving vehicles can
unload students immediately upon arrival, there are no built-in delays to the process other than
potentially waiting for a position in the unloading area.
Student pick-up would occur in several stages around the 3:30 PM time. The pick-up process has
built-in delays because a certain percentage of vehicles will arrive prior to the pick-up time in order
to begin queuing. For the 350-student level, two pick-up stages would be recommended, while
three stages would be recommended for the 500-student level. Each stage is separated by 15 or 20
minutes, which allows the vehicles using the previous stage to clear the site.
Based on initial information from prospective students, there are approximately 1.5 students per
family, which will tend to indicate about 1.5 students per vehicle accessing the site. With many
student households in proximity to one another, the chances of carpooling are also high, supporting
the occupancy assumption.
Busing would be provided for students that request it and qualify or pay a small fee. While bus
transportation will not be set until the student population is selected, a partial survey of prospective
students indicates at least 90 bus users out of the 326 prospective students. When the school
reaches 500 students, the number of students using the bus would be expected to be at least 150.
This number could be higher, since the number of students using the bus system will depend on its
efficiency and ease of use. With several geographic concentrations of students, busing to the school
from remote pick-up/drop-off locations can provide very attractive busing options and significantly
reduce the number of vehicles using the site. There is a charter school in Dallas which achieves
well over 50% of students on buses by using this system of remote pick-up/drop-off locations near
student households.
Buses would be provided with professional drivers under contract from Dallas County Schools or
Durham Bus Services, and no buses would be stored on the campus. A bus access plan to
coordinate bus entry and exit to the campus is discussed in a later section. The access plan includes
scheduling which results in the buses entering or leaving the campus at times away from the peak
student drop-off or pick-up times. For the initial 350-student scenario, three buses are assumed.
Depending on demand, the buses could be full-size school buses or the reduced 30’ school buses.
The southern driveway with the hammerhead fire lane could also function as a bus loading area that
would be separate from the main automobile flows. This avenue is being investigated with the fire
department. Since the bus drivers are always with their buses, staging the buses in the fire lane
hammerhead should not be a concern since they could vacate for any emergency situation.
Manara Academy TIA & TMP, Coppell, Texas Page 7
May 2009
D.Existing Traffic Volumes
A 24-hour machine count of weekday traffic on Heartz Road was conducted in April 2008. The
daily traffic was found to be 4,004 vehicles per day, of which 1,992 were southbound and 2,012
were northbound. Table 1 shows available historic traffic volumes from 1999 and 2003, with the
resulting annual growth rates shown. Heartz Road has not shown a significant change in traffic
volume since at least 1999.
Table 1 – Historical Daily Traffic Volumes
Heartz Road
Record Year Link Start Link End Source 24-Hour
Volume
Annual
Growth
Rate
1 1999 Sandy Lake Rd Bethel School Rd TxDOT 3,850
2 2003 Braewood Woodhurst Coppell 3,805 -0.3%
3 2009 Sandy Lake Rd Braewood Manara 4,004 0.9%
Weekday AM peak hour, and extended PM peak hour (2:30-6:30PM) turning movement counts
were collected in May 2009 on a typical school day at each of the study area intersections.
Exhibit 4 shows the existing weekday AM, weekday school pick-up peak hour, and weekday PM
peak hour traffic volumes at each of the study area intersections. The intersection of Heartz Road
and Sandy Lake Road was found to peak at 7:30-8:30 in the AM, and 5:00-6:00 in the PM. The
intersection of Heartz Road and Bethel School Road peaks 15 minutes prior to both those times. To
ensure a conservative analysis of the worst traffic conditions, the absolute peak hours for the each
intersection are used for this analysis. The school pick-up peak hour was defined as 3:00 to 4:00
PM, since Manara Academy has a nominal 3:30 PM dismissal that is divided into two or three
separate pick-up periods. Since the school-generated traffic in the traditional PM peak hour is
much reduced, this school pick-up peak hour allows the afternoon peak of the school traffic to be
analyzed. The raw count sheets are provided in the Appendix.
SCALE:
Not To ScaleHeartzRoad
Manara Academy TIA/TMP
N
Sandy
Lake
Road
Bethel
School
Road
North/Entry
Driveway
Center/Exit
Driveway
HeartzRoad
SCALE:
Not To ScaleHeartzRoad
Manara Academy TIA/TMP
N
Sandy
Lake
Road 128937943
517
33
54
833
140
394242Bethel
School
Road 23412227
91
191
156266123HeartzRoad HeartzRoadSandy
Lake
Road 71385556
584
33
69
554
63
315761Bethel
School
Road 8210379
120
75
125HeartzRoad HeartzRoadSandy
Lake
Road 1036185117
729
43
73
747
64
558998Bethel
School
Road 100119121
158
99
118HeartzRoad134149168242Daily Southbound1,992 Vehicles Per Day2,012 Vehicles Per DayDaily Northbound
Manara Academy TIA & TMP, Coppell, Texas Page 10
May 2009
III. PROJECT TRAFFIC CHARACTERISTICS
A.Site-Generated Traffic
Site-generated traffic estimates are determined through a process known as trip generation. Since
the details about the student population are still not set, national research on actual trip generation
by schools is used instead of trying to infer too much from a limited data set of prospective
students.
The acknowledged source for trip generation rates is the current edition of Trip Generation1
published by the Institute of Transportation Engineers (ITE). ITE has established trip rates in
nationwide studies of similar land uses. Rates and equations are applied to the proposed land use to
estimate traffic generated by the development during a specific time interval. The trips indicated
are actually trip ends, where one vehicle entering and exiting the site is counted as one inbound trip
and one outbound trip.
Table 2 shows the estimated Daily, weekday AM and PM peak hour trip generation for the
proposed Manara Academy first year operations with 350 students. As noted, the afternoon peak
hour for a school is typically earlier than the commuter PM peak hour, which is generally between
5 PM and 6 PM. Therefore, the school pick-up peak hour has been defined as 3:00 to 4:00 PM.
The K-8 private school has been selected as the best match in the ITE categories for the Manara
Academy. Although Manara is a public charter school, it will draw students from a wide
geographical area, and thus the traffic would tend operate more as a private school than as
neighborhood-based elementary or middle school. Since the research provided for K-8 private
schools is limited to AM peak hour and school pick-up peak hours, the daily and conventional PM
peak hour values were calculated using the K-12 private school research.Table 3 shows the same
procedure for the 500-student full buildout of the site.
Table 2 - ITE Trip Generation for 350 Students
DAILY
TOTAL IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL
Private School (K-8)350 Students 534 868 173 142 315 99 111 210 26 34 60
AMOUNT UNITS ITE
CODE
AM PEAK HOUR PM PEAK HOURSCHOOL PICK-UP PEAK
HOUR (3-4PM)LAND USE
Table 3 - ITE Trip Generation for 500 Students
DAILY
TOTAL IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL
Private School (K-8)500 Students 534 1,240 248 202 450 141 159 300 37 48 85
SCHOOL PICK-UP PEAK
HOUR (3-4PM)PM PEAK HOURLAND USE AMOUNT UNITS ITE
CODE
AM PEAK HOUR
The resulting ITE trip generation appears to approximately match the initial estimates generated by
Manara staff from surveys of potential students and families, as modified by the potential busing
and after-school activities. With the after-school activities drawing off a certain percentage of
students, the morning peak hour is the most intense period of traffic generated by the school. Since
the typical private schools do no usually have extensive busing systems, the projected trip
generation is likely higher than would be experienced by the Manara Academy site.
1 Institute of Transportation Engineers,Trip Generation: An Informational Report, Eighth Edition, Washington DC, 2008.
Manara Academy TIA & TMP, Coppell, Texas Page 11
May 2009
B.Trip Distribution and Assignment
Distribution of school traffic onto the street system was primarily based on surveys of prospective
student household location, which are included in the Appendix. The general direction of approach
was then modified by the attractiveness of local roadway connections to result in the trip
distribution and traffic assignment shown in Exhibit 5. Although approximately 70% of the
students are generally approaching from the south from a regional perspective, the better regional
transportation offered by Sandy Lake Road over Bethel School Road means that the projected
traffic is roughly equal from the two directions of Heartz Road.
Exhibits 6 and 7 shows the resulting site-generated peak hour turning movements after multiplying
the trip generation for the 350- and 500-student scenarios by the traffic assignment percentages at
each intersection.
C.Development of 2009 Background Plus 350-Student School Traffic
Site traffic volumes for the 350-student scenario were added to the 2009 existing volumes to
represent the existing plus site-generated traffic conditions after opening the 350-student school.
Exhibit 8 shows the resulting peak hour traffic volumes with the addition of the proposed 350-
student school traffic.
D.Development of 2012 Background Plus 500-Student School Traffic
The 2009 background volumes were converted to 2012 background volumes by applying a 1%
compound annual growth rate for three years. The 1% growth rate represents the short-term trend
indicated by analysis of the historical traffic counts on Heartz Road, as shown in Table 1. Site
traffic volumes for the 500-student scenario were added to the 2012 background volumes to
represent the existing plus site-generated traffic conditions after full buildout of the 500-student
school.Exhibit 9 shows the resulting peak hour traffic volumes with the addition of the proposed
500-student school traffic.
SCALE:
Not To ScaleHeartzRoad
Manara Academy TIA/TMP
N
Sandy
Lake
Road 10%30%
20%
Bethel
School
Road
25%
15%
North/Entry
Driveway60%40%Center/Exit
Driveway
40%HeartzRoadHeartzRoadSandy
Lake
Road
30%5%15%Bethel
School
Road 35%15%North/Entry
Driveway
50%Center/Exit
Driveway
50%
50%HeartzRoad
SCALE:
Not To ScaleHeartzRoad
Manara Academy TIA/TMP
N
Sandy
Lake
Road 01700
0
52
0
0
35
43721Bethel
School
Road 502143
0
26
0
North/Entry
Driveway0104
7169Center/Exit
Driveway071
71
69HeartzRoadHeartzRoadSandy
Lake
Road 01000
0
29
0
0
20
33617Bethel
School
Road 381725
0
15
0
North/Entry
Driveway059
5640Center/Exit
Driveway056
55
40HeartzRoadHeartzRoadSandy
Lake
Road 0300
0
8
0
0
5
1025Bethel
School
Road 1256
0
4
0
North/Entry
Driveway016
1710Center/Exit
Driveway017
17
10HeartzRoad
SCALE:
Not To ScaleHeartzRoad
Manara Academy TIA/TMP
N
Sandy
Lake
Road 02500
0
74
0
0
50
611030Bethel
School
Road 713062
0
37
0
North/Entry
Driveway0149
10199Center/Exit
Driveway0101
101
99HeartzRoadHeartzRoadSandy
Lake
Road 01400
0
43
0
0
28
48824Bethel
School
Road 552435
0
21
0
North/Entry
Driveway085
8056Center/Exit
Driveway080
79
56HeartzRoadHeartzRoadSandy
Lake
Road 0400
0
11
0
0
7
1437Bethel
School
Road 1779
0
6
0
North/Entry
Driveway022
2415Center/Exit
Driveway024
24
15HeartzRoad
SCALE:
Not To ScaleHeartzRoad
Manara Academy TIA/TMP
N
Sandy
Lake
Road 1281107943
517
85
54
833
175
824963Bethel
School
Road 28414370
91
217
156
North/Entry
Driveway266104
19469Center/Exit
Driveway26671
71
192HeartzRoadHeartzRoadSandy
Lake
Road 71485556
584
62
69
554
83
646378Bethel
School
Road 120120104
120
90
125
North/Entry
Driveway13459
20540Center/Exit
Driveway13456
55
189HeartzRoadHeartzRoadSandy
Lake
Road 1036485117
729
51
73
747
69
6591103Bethel
School
Road 112124127
158
103
118
North/Entry
Driveway16816
25910Center/Exit
Driveway16817
17
252HeartzRoad
SCALE:
Not To ScaleHeartzRoad
Manara Academy TIA/TMP
N
Sandy
Lake
Road 1321218144
533
108
56
858
194
1015373Bethel
School
Road 31215690
94
234
161
North/Entry
Driveway274149
22899Center/Exit
Driveway274101
101
226HeartzRoadHeartzRoadSandy
Lake
Road 73535758
602
77
71
571
93
806787Bethel
School
Road 139130116
124
98
129
North/Entry
Driveway13885
23456Center/Exit
Driveway13880
79
210HeartzRoadHeartzRoadSandy
Lake
Road 1066788121
751
55
75
770
73
7195108Bethel
School
Road 120130134
163
108
122
North/Entry
Driveway17322
27315Center/Exit
Driveway17324
24
264HeartzRoad
Manara Academy TIA & TMP, Coppell, Texas Page 17
May 2009
IV.TRAFFIC OPERATIONS ANALYSIS
Kimley-Horn conducted a traffic operations analysis to determine operational characteristics in the
2009 and 2012 scenarios. To illustrate the impact of the school-generated traffic, each scenario and
time period is evaluated with and without the school traffic. The acknowledged source for determining
overall capacity is the current edition of the Highway Capacity Manual2.
A.Analysis Methodology
Capacity analysis results are listed in terms of Level of Service (LOS). LOS is a qualitative term
describing operating conditions a driver will experience while traveling on a particular street or
highway during a specific time interval. It ranges from A (very little delay) to F (long delays and
congestion). Generally, LOS D is considered the limit of acceptable LOS for city or suburban
operations.Table 4 shows the definition of level of service for signalized and unsignalized
intersections.
Table 4 – Level of Service Definitions
Level of
Service
Signalized Intersection
Average Total Delay
(sec/veh)
Unsignalized Intersection
Average Total Delay
(sec/veh)
A 10 10
B >10 and 20 >10 and 15
C >20 and 35 >15 and 25
D >35 and 55 >25 and 35
E >55 and 80 >35 and 50
F >80 >50
_______________
Definitions provided from the Highway Capacity Manual, Special Report 209, Transportation Research Board, 2000.
For the signalized analysis, the existing signal phasing and basic actuated signal timing plan for the
intersection of Sandy Lake Road and Heartz Road were the starting conditions of the Synchro
analysis, with a simple optimization routine applied to reflect how the actuated signal adapts to
changing traffic conditions. The signalized level of service (LOS) is determined by average control
delay experienced by each vehicle. The results for each approach and the overall intersection are
shown.
For the unsignalized analysis, the level of LOS for a two-way stop-controlled intersection is
determined by the computed or measured control delay and is defined for the minor street
movement and for the major street left-turning movements which must yield to the opposing major
street traffic flows.
Calculations for the level of service at the key intersections identified for study are provided in the
Appendix. The analyses assumed the lane geometry and intersection control shown in Exhibit 3.
Tables 5, 6 and 7 show the intersection operational results for the weekday AM peak hour, school
pick-up peak hour, and PM peak hours, respectively. The 95th-percentile queue, or the length which
will contain 95% of the observed queues, is listed for the movements where it is part of the
2 Transportation Research Board,Highway Capacity Manual, Washington DC, 2000.
Manara Academy TIA & TMP, Coppell, Texas Page 18
May 2009
analysis. For the Sandy Lake Road approaches, the queue shown is for the left-turn lane only. For
the Heartz Road approaches to Sandy Lake Road, the queue shown in the larger of the queues in the
two approach lanes.
Table 5 - Weekday AM Peak Hour Intersection Results
DELAY
(SEC/VEH)LOS 95th %
Queue
DELAY
(SEC/VEH)LOS 95th %
Queue
DELAY
(SEC/VEH)LOS 95th %
Queue
DELAY
(SEC/VEH)LOS 95th %
Queue
EB 23.3 C 28'26.8 C 30'22.8 C 28'25.9 C 28'
WB 24.0 C 73'25.3 C 95'23.5 C 73'22.2 C 97'
NB 15.9 B 59'14.8 B 64'18.4 B 88'17.4 B 79'
SB 18.1 B 150'20.0 B 168'19.2 B 160'22.6 C 192'
Overall 22.5 C -24.1 C -22.3 C -22.8 C -
NBR ---0.0 A 0'---0.0 A 0'
SBL ---2.9 A 7'---3.9 A 12'
WBL*---12.9 B 13'---14.2 B 21'
WBR*---9.8 A 8'---10.3 B 12'
EB*9.9 A -11.4 B -10.1 B -12.5 B -
WB*12.7 B -15.3 C -13.2 B -17.9 C -
SB*13.2 B -17.8 C -13.8 B -23.0 C -
- No movements in time period *Stop-Controlled Approach
Heartz Road @
Manara Entry
Heartz Road @
Manara Exit
Heartz Road @
Bethel School Road
2009 Background
AM Peak Hour
2009 Background Plus
350-Student Site Traffic
AM Peak Hour
UNSIGNALIZED INTERSECTIONS
INTERSECTION APPROACH
UNSIGNALIZED INTERSECTIONS
SIGNALIZED INTERSECTIONS
Heartz Road @
Sandy Lake Road
2012 Background 2012 Background Plus
500-Student Site Traffic
AM Peak Hour AM Peak Hour
SIGNALIZED INTERSECTIONS
Table 6 – Weekday School Pick-Up Peak Hour Intersection Results
DELAY
(SEC/VEH)LOS 95th %
Queue
DELAY
(SEC/VEH)LOS 95th %
Queue
DELAY
(SEC/VEH)LOS 95th %
Queue
DELAY
(SEC/VEH)LOS 95th %
Queue
EB 22.9 C 35'23.9 C 37'23.0 C 36'25.3 C 36'
WB 22.6 C 38'22.2 C 50'22.7 C 39'20.6 C 52'
NB 14.1 B 72'14.4 B 87'14.6 B 76'15.7 B 99'
SB 11.0 B 55'12.7 B 66'11.3 B 57'15.1 B 78'
Overall 20.8 C -21.1 C -21.0 C -21.3 C -
NBR ---0.0 A 0'---0.0 A 0'
SBL ---2.7 A 4'---3.5 A 6'
WBL*---11.1 B 8'---11.7 B 12'
WBR*---9.6 A 6'---10.0 A 9'
EB*9.7 A -10.6 B -9.9 A -11.2 B -
WB*9.2 A -9.7 A -9.3 A -10.2 B -
SB*9.5 A -10.5 B -9.7 A -11.3 B -
- No movements in time period *Stop-Controlled Approach
Heartz Road @
Manara Exit
Heartz Road @
Bethel School Road
SIGNALIZED INTERSECTIONS SIGNALIZED INTERSECTIONS
Heartz Road @
Sandy Lake Road
UNSIGNALIZED INTERSECTIONS UNSIGNALIZED INTERSECTIONS
Heartz Road @
Manara Entry
INTERSECTION APPROACH
2009 Background 2009 Background Plus
350-Student Site Traffic 2012 Background 2012 Background Plus
500-Student Site Traffic
School Pick-Up Peak Hour School Pick-Up Peak Hour School Pick-Up Peak Hour School Pick-Up Peak Hour
Manara Academy TIA & TMP, Coppell, Texas Page 19
May 2009
Table 7 – Weekday PM Peak Hour Intersection Results
DELAY
(SEC/VEH)LOS 95th %
Queue
DELAY
(SEC/VEH)LOS 95th %
Queue
DELAY
(SEC/VEH)LOS 95th %
Queue
DELAY
(SEC/VEH)LOS 95th %
Queue
EB 22.1 C 59'22.5 C 60'22.3 C 61'22.8 C 61'
WB 26.1 C 36'26.1 C 38'26.8 C 37'26.8 C 40'
NB 21.8 C 142'21.7 C 146'21.7 C 144'21.8 C 151'
SB 17.0 B 101'18.0 B 107'17.1 B 104'18.2 B 110'
Overall 23.1 C -23.3 C -23.4 C -23.7 C -
NBR ---0.0 A 0'---0.0 A 0'
SBL ---0.8 A 1'---1.0 A 1'
WBL*---11.6 B 3'---11.9 B 4'
WBR*---9.8 A 2'---10.0 A 3'
EB*11.5 B -11.8 B -11.8 B -12.3 B -
WB*9.8 A -10.0 A -10.0 A -10.3 B -
SB*10.6 B -11.0 B -10.8 B -11.4 B -
- No movements in time period *Stop-Controlled Approach
Heartz Road @
Manara Exit
Heartz Road @
Bethel School Road
SIGNALIZED INTERSECTIONS SIGNALIZED INTERSECTIONS
Heartz Road @
Sandy Lake Road
UNSIGNALIZED INTERSECTIONS UNSIGNALIZED INTERSECTIONS
Heartz Road @
Manara Entry
INTERSECTION APPROACH
2009 Background 2009 Background Plus
350-Student Site Traffic 2012 Background 2012 Background Plus
500-Student Site Traffic
PM Peak Hour PM Peak Hour PM Peak Hour PM Peak Hour
B.2009 Background Traffic Conditions
As shown in Tables 5-7, the signalized intersection of Heartz Road at Sandy Lake Road operates at
a consistent LOS C in all peak hours analyzed, with all approaches being LOS C or better. Queue
lengths are reasonable, with the longer queues on Heartz Road being expected since the majority of
the signal time must go to the busier Sandy Lake Road through movements.
The unsignalized intersection of Heartz Road at Bethel School Road operates with no movement
worse than LOS B.
C.2009 Background Plus 350-Student Site Traffic
With the addition of the first phase of school traffic, there is a slight increase in average delays at
the intersection of Heartz Road at Sandy Lake Road, and some maximum queues show a modest
increase. All approaches and the overall intersection still operate at a very favorable LOS C, and all
queues can easily be accommodated within the approach lanes. While the queues may appear large,
such as the southbound approach in the AM peak hour at 168’, that is only 6-7 vehicles, and all the
approaches fully clear the queued vehicles in each signal cycle.
The unsignalized intersection of Heartz Road at Bethel School Road experiences some additional
delay in all time periods, with the AM peak hour conditions changing to LOS C for the southbound
and westbound approaches. However, LOS C is still very favorable for unsignalized intersections,
and the other time periods continue to operate with no movements worse than LOS B.
With the modest amount of conflicting traffic on Heartz Road, the unsignalized intersections of the
school driveways with Heartz Road operate at LOS B or better in all time periods. The southbound
left-turn movement at the north or entry driveway does not significantly delay the southbound
through movements. The highest average delay at the outbound left- and right-turns at the center or
exit driveway is 12.9 seconds for the outbound left turn during the AM peak hour. The queue
Manara Academy TIA & TMP, Coppell, Texas Page 20
May 2009
indicated for that movement is only 13’, showing that most of the time there will be no queue or
only one vehicle waiting. The exit driveway allows for separation of the left- and right-turning
traffic, which improves the outbound capacity.
D.2012 Background Traffic Conditions
With the background growth rate included, the intersections show a slight increase in delay when
compared to the 2009 background conditions. All LOS and queues are essentially unchanged.
E.2012 Background Plus 500-Student Site Traffic
With the addition of the school traffic at full occupancy, there is still only a slight increase in
average delays at the intersection of Heartz Road at Sandy Lake Road, and some maximum queues
show a modest increase. All approaches and the overall intersection still operate at a very favorable
LOS C, and all queues can easily be accommodated within the approach lanes.
The unsignalized intersection of Heartz Road at Bethel School Road experiences some additional
delay in all time periods, with the AM peak hour conditions changing to LOS C for the southbound
and westbound approaches. However, LOS C is still very favorable for unsignalized intersections,
and the other time periods continue to operate with no movements worse than LOS B.
With the modest amount of conflicting traffic on Heartz Road, the unsignalized intersections of the
school driveways with Heartz Road operate at LOS B or better in all time periods. The southbound
left-turn movement at the north or entry driveway does not significantly delay the southbound
through movements. The highest average delay at the outbound left- and right-turns at the center or
exit driveway is 14.2 seconds for the outbound left turn during the AM peak hour. The queue
indicated for that movement is only 21’, showing that most of the time there will be zero, one, or
two vehicles waiting. The exit driveway allows for separation of the left- and right-turning traffic,
which improves the outbound capacity.
With all traffic operations functioning at favorable conditions, it is clear that the school has no
significant negative impact on the surrounding streets, and the safety and functionality of Heartz
Road is unaffected. The intersection conditions are such that theoretical cases of serious increases
in the background traffic, or unexpected increases in school traffic, can be accommodated without
concern for the operational conditions.
F.Roadway Link Analysis
Roadway link analysis looks at 24-hour volumes on sections of roadway to determine level of
service on a larger scale than just at intersections.
According to the North Central Texas Council of Governments (NCTCOG), undivided collector
roadways in suburban settings can accommodate up to 5,250 vehicles per day per lane before
experiencing LOS F conditions. As a two-lane collector street, the daily capacity of Heartz Road
would be 10,500 vehicles per day. NCTCOG shows that LOS B conditions would apply if the
volume to capacity ratio (V/C) is under 0.45, LOS C between 0.45 and 0.65, LOS D between 0.65
and 0.8, and LOS E between 0.8 and 1.0.
The 2009 traffic counts on Heartz Road indicate a current weekday traffic volume of 4,004 vehicles
per day, with less than a 1% annual growth rate. The volume of 4,004 on a capacity of 10,500
results in a V/C of 0.38, corresponding to LOS B, nearing LOS C.
Manara Academy TIA & TMP, Coppell, Texas Page 21
May 2009
There are 1,240 daily one-way trips generated by the school at full buildout as shown in Table 2.
Of the combined inbound and outbound traffic assignments, 55% of this total goes north on Heartz
Road, and 45% to the south. Taking the direction with greater impact, 55% of the daily school trips
means 682 trips being added to the section of Heartz Road north of the site. When combined with
the 4,125 vehicles assumed to be on Heartz Road in 2012 (1% annual growth), the resulting daily
volume would be 4,807. This results in a V/C of 0.46, or barely into LOS C.
This link analysis indicates that even with the full 500-student school in operation, Heartz Road
traffic volume can easily be accommodated by the collector street’s available capacity. The school-
related trips represent only a 16.5% increase to the daily traffic north on Heartz Road, and less to
the south.
Manara Academy TIA & TMP, Coppell, Texas Page 22
May 2009
V.TRAFFIC MANAGEMENT PLAN
A.General TMP Concept of Operations
The traffic management plan (TMP) provides a guide for school staff to manage vehicle and
pedestrian circulation during the peak drop-off and pick-up time periods. While the TMP
represents the best currently available recommendation on how to manage the site circulation, it
must be flexible enough to accommodate actual demands on the system, and to address daily
variations in driver behavior. The aggressive and enthusiastic application of the general TMP
principles by the staff is essential to its overall success, and is more important than any specific
detail of operation.
In general, the automobile flows travel around the site on the route shown, then enter the Loading
Area. The Loading Area has a long section of laydown curb shown in Photo 2 that brings the
sidewalk down to the drop-off lane level without the need for curb ramps.
Photo 2. Loading Area and Porte-Cochere.
A series of five loading stations in the lane adjacent to the building will receive or send off students,
with a staff member at each to assist in the loading or unloading. While due to the site
configuration there is no way to achieve student loading from the desirable passenger side of the
vehicles, this configuration provides for a single line of loading stations so that no student has to
cross the path of another vehicle to reach the sidewalk and the entrance to the building.
School staff are used on the site to control vehicle flows and direct parents and students as needed
to maintain safety and efficient circulation. For the drop-off period, vehicles unload immediately
when reaching the Loading Area, so no special management is needed. For the pick-up period, the
staff member who leads the site circulation staff (the Traffic Administrator) is assigned to match
students with incoming vehicles. After identifying vehicles through the use of license plates,
Manara Academy TIA & TMP, Coppell, Texas Page 23
May 2009
stickers, or hang tags, the Traffic Administrator communicates with the Assembly Area inside the
building so that the student moves to the appropriate loading station by the time that the vehicle
arrives. Groups of five vehicles use the loading area during each cycle, then vacate the loading area
to allow the next group to enter. While the traffic analysis shows that the outbound vehicles can
enter Heartz Road with minimal delay, the complete group of five vehicles can be accommodated
between the end of the Loading Area and the edge of Heartz Road. The goal for the cycle is 40
seconds between vehicles, which has been achieved in operation at other schools in the Dallas area.
Queuing within the site is inevitable, especially during the pick-up time period when a certain
number of drivers will arrive early and wait for their students to be released. This number will vary
between schools, but has been observed to be typically around 25% of the total vehicles using that
pick-up time period. Counting the Loading Area, there is approximately 1,100 linear feet of
available queuing distance available on the site. Using a generous 25’ per vehicle, this corresponds
to 43 vehicles after consideration of the curves in the path. An additional 24 vehicles can be easily
accommodated if needed by converting the normally two-way north driveway and circulation path
to form a double-stacked queue. The decision to use a double-stacked queue is made by staff on the
scene in response to conditions on a day-to-day basis.
B.2009 – 2010 TMP
While the initial year of operation will accommodate only up to 350 students, the inability to
physically modify the site in that first year results in the need for a special TMP to address the extra
traffic control measures needed. The 2009-2010 TMP is shown in Exhibit 10.
The TMP layout requires traffic control devices to be installed by staff for the drop-off and pick-up
time periods. Since there is no modification to the curb adjacent to the north corner of the building
by 2009-2010, to allow space for the circulation lane approaching the Loading Area the two lanes
connected to the north driveway must be shifted to the north over a short distance. The 18 parking
spaces adjacent to the traffic shift would be posted so that there is no parking during the drop-off
and pick-up time periods. Traffic cones would be applied to shift the traffic lanes north into the
parking spaces on the north edge of the parking lot, with lines of cones defining the outside edge of
each lane, and a series of smaller cones on the centerline. A curving set of cones is used to define
the path for vehicles approaching the Loading Area. The lane shift does not prevent two-way
operation, or double-stacking of the queue if necessary.
At least nine staff members are required for the plan. Their responsibilities are as follows:
1.Traffic administrator is responsible for the onsite circulation. During pick-up phase, matches
students with vehicles at the correct loading stations.
2.Staff member at each loading station helps to load and unload students (5 staff).
3.Staff member controls vehicle entry to the Loading Area.
4.Staff member controls rear door and manages bus loading and unloading.
5.Staff member manages double-stacked queue if needed.
The drop-off procedure has the following steps:
1.Staff deploys traffic cones as shown prior to drop-off time period.
2.Vehicles enter from Heartz Road and circulate through the surface parking lot to approach the
Loading Area.
3.Vehicles arrive at loading area and unload student(s) with assistance of staff member at each
loading station.
4.Vehicles exit to Heartz Road.
Manara Academy TIA & TMP, Coppell, Texas Page 24
May 2009
5.Staff removes traffic cones after drop-off is completed.
The pick-up procedure has the following steps:
1.Staff deploys traffic cones as shown prior to pick-up time period.
2.Vehicles enter from Heartz Road and circulate through the surface parking lot to approach the
Loading Area.
3.Traffic administrator matches the next vehicles to student(s) and calls out to the Assembly
Area for students to meet vehicles at specific loading stations.
4.When Loading Area is free of vehicles from the previous group, the next group of vehicles is
released in to the loading area. Vehicles arrive at their loading stations and load student(s)
with assistance of the staff member at each loading station.
5.Vehicles exit to Heartz Road.
6.Staff removes traffic cones after drop-off is completed.
C.2009 – 2010 Bus Access Plan
If the south driveway hammerhead area is not available for bus operation, buses must mix with the
automobile traffic in the main circulation area. To the maximum extent possible, buses are
scheduled for operations before the morning drop-off period, and after the afternoon pick-up period.
If buses arrive when the TMP is active, the procedure shown in Exhibit 11 will be applied to safely
cross the buses across the automobile path.
The bus access procedure has the following steps:
1.The Drop-Off or Pick-Up TMP for automobiles is in operation during either peak period.
2.The bus enters from Heartz Road with other school traffic.
3.When seeing the bus approach, the Traffic Administrator moves to block the progression
of queued vehicles towards the automobile Loading Area.
4.The S1 staff member releases any vehicles staged to enter the automobile Loading Area,
then removes enough cones so that the bus can cross the barrier between traffic flows.
5.When clear, the bus proceeds south to the bus area for loading/unloading. Loading
operations take place on the right side of the bus, directly in or out of the rear door to the
building. The S2 staff member is in position to assist with loading or unloading.
6.When the bus has passed the crossover area, the S1 staff member restores the cone barrier
to the TMP configuration, then resumes position to control automobile entry to the
Loading Area.
7.When the cones are restored, the Traffic Administrator releases the automobiles to
proceed, and the TMP procedure for drop-off or pick-up begins again.
8.The bus can exit by proceeding around the surface parking lot in the normal two-way
traffic pattern, and then exit to Heartz Road. Bus exits will be delayed until after the
conclusion of any double-stacked queue operation. The S3 staff member can assist in
maintaining a clear path for bus exits if desired. If blocked by queuing operations, buses
can be temporarily staged along the northeast side of the building, or along the south edge
of the parking area.
Photo 3 shows the bus loading area at the door on the east corner of the building. The City of
Coppell dually work truck is in the approximate bus loading position, showing that the remaining
driveway width still allows normal automobile flow when the bus is in position.
Manara Academy TIA & TMP, Coppell, Texas Page 25
May 2009
Photo 4. Bus Loading Area, looking southeast.
D.Permanent TMP and Bus Access Plan
The permanent TMP shown in Exhibit 12 is similar to the 2009-2010 TMP, with the simplification
that the lane shift at the entry is not needed. With the site owned by the school, the curb on the
north corner of the building can be physically reconstructed. The revised curb would allow much
tighter turns around the north corner of the building, and removes any chance for vehicle paths to
intersect.Photo 4 shows a rough indication of the future curb line.
With 500 students, the pick-up time period is recommended to be divided into three groups at 15-
minute spacings. The drop-off procedure, pick-up procedure, and staff responsibilities are
otherwise the same as detailed above in the 2009-2010 TMP discussion.
Photo 4. Proposed Curb Modification (yellow line)
Manara Academy TIA & TMP, Coppell, Texas Page 26
May 2009
E.Permanent Bus Access Plan
Like the permanent TMP, the permanent bus access plan shown in Exhibit 13 is simplified by the
removal of the lane shift. With 500 students and at least 150 bus riders, the number of buses may
be increased depending on routing options. The additional buses would continue to access the site
before or after the major automobile time periods. The bus access procedure and staff
responsibilities are the same as detailed above in the 2009-2010 bus access plan discussion.
F.Alternate Bus Access Plan
Exhibit 14 shows the potential bus access plan if the south driveway and the pavement
hammerhead is allowable for use as the bus loading area. Buses would use the following
procedure:
1.The Drop-Off or Pick-Up TMP for automobiles is in operation during either peak period.
The Alternate Bus Access does not conflict with the automobile circulation.
2.The bus enters from Heartz Road, then uses the hammerhead pavement to reverse
direction.
3.The bus loads or unloads on the right side of the vehicle at the bus loading area, which is
attended by a staff member.
4.After loading or unloading, the bus exits to Heartz Road.
The buses to be used will be provided by Dallas County Schools, with assigned drivers. The buses
can vacate the hammerhead fire lane at any time if the area is needed for emergency uses. Any
staging of buses will be in position next to the loading area, facing out towards Heartz Road.
Using the south driveway and the hammerhead has a number of advantages over other bus access
plans. The buses can come and go with much more flexibility, since it is less important to avoid the
peak automobile periods. The bus pathway is completely separate from any automobile path on the
site, removing the need for the crossover procedure detailed in the other bus access plans. The bus
assembly area can be expended as needed using the large expanse of grass.
G.Quantitative Queuing Analysis
The following section shows an analysis of queuing conditions and vehicle flow using the best
available student behavior assumptions. With 500 students at buildout, the school expects at least
150 bus riders, leaving 350 students to be picked up on the site. Of the 350, 20% or 70 are
expected to stay for after-school activities. Of the remaining 280 leaving in the pick-up period, the
expected student occupancy is 1.5 per vehicle, so the number of vehicles would be 187. Divided
among the three groups of the pick-up period, the result is approximately 63 vehicles desiring
access during one division of the pick-up period.
The queue accumulation prior to the student release time is typically 25% of the arriving vehicles,
or 16 vehicles. This number can easily be accommodated within the 43 primary queue storage
positions. Without double-stacking the queue, almost two-thirds of the basic demand can be
accommodated on the site. By using the double-stacked spaces, all of the 63 vehicles can be
accommodated on the site.
This queuing accommodation is accomplished without any use of the ample extra parking that can
be used by arriving drivers to wait longer times or park to go into the school. With the available
Manara Academy TIA & TMP, Coppell, Texas Page 27
May 2009
queue spaces and the ample parking supply, it is clear that queuing should never affect Heartz
Road.
When students are released, the pick-up procedure goal would be one cycle of five vehicles every
40 seconds. Even at a slower one cycle per minute, the 63 vehicles of one group could be
processed in 12.6 minutes. Near the end of the group’s time, vehicles from the next group will be
arriving, and can be accommodated in the shrinking queue on the site, or in the parking spaces.
H.On-Site Parking
The proposed site would retain the 109 parking spaces that exist on the site. This parking supply is
ample for a K-8 school with 500 students in 25 classrooms. With a staff of 29 projected for the
350-student first year, and about 40 at full buildout, the staff will occupy less than half of the
available spaces. The remaining spaces can be used by drivers wishing to enter the school, or those
waiting to collect a group of students that are being released at different times. In the short term, 18
spaces would not be available during the peak hours since that area would be occupied by the lane
shift of the north driveway lanes.
4342393837363433323130272625222118
1
7
1
6
1
5
1
4
1
3
1
2
11 10 9876 4140352928242320
19
NManara Academy TIA/TMP - May 12, 2009
363433323130272625222118
1
7
1
6
1
5
1
4
1
3
1
2
11 10 352928242320
19
NManara Academy TIA/TMP - May 12, 2009
4342323130272625222118
1
7
1
6
1
5
1
4
1
3
1
2
11 986 41402928242320
19
NManara Academy TIA/TMP - May 12, 200973938373635343310
323130272625222118
1
7
1
6
1
5
1
4
1
3
1
2
11 10
2928242320
19
NManara Academy TIA/TMP - May 12, 2009353433
NManara Academy TIA/TMP - May 12, 20094342323130272625222118
1
7
1
6
1
5
1
4
1
3
1
2
11 986 41402928242320
19 73938373635343310
Manara Academy TIA & TMP, Coppell, Texas Page 33
May 2009
VI.CONCLUSIONS AND RECOMMENDATIONS
Based on the traffic analysis presented in this report, the Manara Academy with a total of 500 K-8
students can be successfully incorporated into the surrounding roadway network. Using the latest
research and surveys of prospective student behavior, the vehicle trips generated by the school will not
have a significant negative effect on the public streets or the on-site circulation. School uses up to 400
students were accommodated on the site in the past with no significant issues. As a collector street,
Heartz Road is designed to accommodate larger traffic volumes and to support uses like schools. Since
the access point to London Way is closed except to emergency access, and Heartz Road operations
remain at very favorable levels, no significant volume of school traffic is projected to use London Way.
The traffic management plans and bus access plans that have been developed with the cooperation of
the school staff and the City of Coppell staff will guide the on-site operations during the drop-off and
pick-up time periods. While the site will appear crowded for the few minutes nearest the drop-off or
pick-up times, the plans will allow the school-related traffic flows to queue on the site when needed,
and proceed efficiently through the loading areas. There is no significant safety concern resulting from
the proposed school operations, and the functionality of Heartz Road will not be significantly affected.
Manara Academy TIA & TMP, Coppell, Texas Page 34
May 2009
APPENDIX
Manara Academy TIA & TMP, Coppell, Texas
May 2009
Traffic Counts
TIME 0:00 0:15 0:30 0:45 TOTAL
Date Began:0:00 0 1 1 0 2
4/8/2009 1:00 0 0 1 0 1
2:00 0 0 0 0 0
3:00 2 0 0 1 3
4:00 0 2 1 2 5
5:00 2 3 2 4 11
6:00 2 2 8 15 27
7:00 13 40 36 38 127
8:00 32 34 11 24 101
9:00 61 36 21 20 138
10:00 18 16 9 16 59
11:00 13 15 17 22 67
12:00 27 22 20 26 95
13:00 14 15 26 28 83
14:00 53 44 30 35 162
15:00 36 42 30 42 150
16:00 48 46 58 47 199
17:00 44 67 64 68 243
18:00 58 62 51 47 218
19:00 38 18 30 24 110
20:00 24 14 41 20 99
21:00 32 22 14 14 82
22:00 8 6 6 3 23
23:00 1 1 3 2 7
TOTAL:2012
Collected by: CJ Hensch & Associates, Inc
209 E. Pioneer Dr
Irving, TX 75061
The A.M. peak hour from 7:15 to 8:15 is 146
The P.M. peak hour from 17:15 to 18:15 is 257
NB Heartz Road between Sandy Lake Road and Westbury Drive
0
50
100
150
200
250
300
0:001:002:003:004:005:006:007:008:009:0010:0011:0012:0013:0014:0015:0016:0017:0018:0019:0020:0021:0022:0023:00VOLUMETIME
TIME 0:00 0:15 0:30 0:45 TOTAL
Date Began:0:00 3 1 0 1 5
4/8/2009 1:00 1 0 0 1 2
2:00 0 1 2 1 4
3:00 0 0 0 1 1
4:00 1 1 0 0 2
5:00 0 1 3 5 9
6:00 7 4 9 15 35
7:00 24 39 70 90 223
8:00 53 60 40 44 197
9:00 51 26 19 16 112
10:00 15 16 17 7 55
11:00 27 12 24 28 91
12:00 15 26 14 22 77
13:00 20 22 25 52 119
14:00 45 20 16 24 105
15:00 30 34 32 28 124
16:00 41 50 56 32 179
17:00 50 42 44 40 176
18:00 49 46 44 30 169
19:00 56 37 22 18 133
20:00 24 26 14 18 82
21:00 19 16 16 8 59
22:00 14 3 3 2 22
23:00 1 4 2 4 11
TOTAL:1992
Collected by: CJ Hensch & Associates, Inc
209 E. Pioneer Dr
Irving, TX 75061
The A.M. peak hour from 7:30 to 8:30 is 273
The P.M. peak hour from 16:15 to 17:15 is 188
SB Heartz Road between Sandy Lake Road and Westbury Drive
0
50
100
150
200
250
0:001:002:003:004:005:006:007:008:009:0010:0011:0012:0013:0014:0015:0016:0017:0018:0019:0020:0021:0022:0023:00VOLUMETIME
Time Left Thru Right U-Turn Peds Left Thru Right U-Turn Peds Left Thru Right U-Turn Peds Left Thru Right U-Turn Peds
7:00 3 14 13 0 1 9 116 5 0 0 3 4 5 0 1 8 72 6 0 0
7:15 11 15 27 0 1 18 172 14 0 1 8 6 12 0 0 9 100 2 0 1
7:30 17 29 35 0 1 36 184 5 0 0 11 12 13 0 2 11 122 6 0 0
7:45 26 27 50 0 1 43 255 22 1 1 10 12 18 0 1 11 123 9 0 0
8:00 22 25 30 0 1 36 210 12 1 1 9 9 9 0 1 10 156 8 0 1
8:15 14 12 13 0 0 23 184 15 0 0 9 9 2 0 1 11 116 10 0 1
8:30 11 16 23 0 0 26 152 7 0 0 4 8 7 0 0 6 116 9 0 0
8:45 11 11 22 0 0 22 168 8 0 2 5 7 5 0 0 11 99 10 0 0
Total 115 149 213 0 5 213 1441 88 2 5 59 67 71 0 6 77 904 60 0 3
AM Peak Hour
7:30 to 8:30 79 93 128 0 3 138 833 54 2 2 39 42 42 0 5 43 517 33 0 2
14:30 8 6 10 0 0 12 99 11 0 0 11 10 8 0 0 14 102 5 0 0
14:45 13 7 9 0 1 7 110 17 0 0 6 10 9 0 0 18 145 10 0 0
15:00 13 4 14 0 0 16 84 21 0 0 12 17 10 0 0 17 153 7 0 0
15:15 19 8 28 0 0 18 147 18 0 0 6 10 16 0 2 5 152 7 0 1
15:30 11 10 20 0 0 11 157 16 0 0 7 17 19 0 0 18 124 9 0 0
15:45 12 16 9 0 0 18 166 14 0 1 6 13 16 0 0 15 155 10 1 1
16:00 22 15 17 0 0 25 146 10 0 0 13 15 16 0 1 22 165 10 0 1
16:15 32 17 11 0 0 14 159 15 0 0 10 10 17 0 1 15 161 16 0 0
16:30 17 11 22 0 0 13 142 8 0 0 11 20 16 0 1 24 168 9 0 0
16:45 20 13 24 0 2 19 165 16 0 0 8 9 22 0 0 27 132 21 0 1
17:00 19 16 23 0 0 13 161 17 0 0 14 20 34 0 0 28 190 11 0 1
17:15 11 14 21 0 0 19 190 18 0 0 14 20 21 0 1 25 184 10 0 0
17:30 31 15 30 0 2 8 191 17 0 0 15 28 19 0 0 26 164 10 0 0
17:45 24 16 29 0 0 24 205 21 2 0 12 21 24 0 1 38 191 12 0 0
18:00 19 19 18 0 0 18 174 14 1 0 6 13 12 0 0 34 201 5 0 0
18:15 16 18 22 0 0 20 166 15 0 0 17 20 16 0 0 22 180 13 0 0
Total 287 205 307 0 5 255 2462 248 3 1 168 253 275 0 7 348 2567 165 1 5
Heartz Road at Sandy Lake Road
Tuesday, May 05, 2009
Turning Movement Count
From North From East From South
Heartz Road Sandy Lake Road Heartz Road
From West
Sandy Lake Road
PM Peak Hour
17:00 to 18:00 85 61 103 0 2 64 747 73 2 0 55 89 98 0 2 117 729 43 0 1
Gr. Total 402 354 520 0 10 468 3903 336 5 6 227 320 346 0 13 425 3471 225 1 8
% of Tot.4%3%5%0%4%35%3%0%2%3%3%0%4%32%2%0%
Apprch%
% of Apprch 32%28%41%0%10%83%7%0%25%36%39%0%10%84%5%0%
Left Thru Right U-Turn Peds Left Thru Right U-Turn Peds Left Thru Right U-Turn Peds Left Thru Right U-Turn Peds
From North From East From South From West
Heartz Road Sandy Lake Road Heartz Road Sandy Lake Road
12%43%8%37%
0
50
100
150
200
250
300
350
7:007:157:307:458:008:158:308:4514:3014:4515:0015:1515:3015:4516:0016:1516:3016:45Vehicular VolumeTime
From North Heartz Road From East Sandy Lake Road From South Heartz Road From West Sandy Lake Road
Time Left Thru Right U-Turn Peds Left Thru Right U-Turn Peds Left Thru Right U-Turn Peds Left Thru Right U-Turn Peds
7:00 22 0 23 0 0 0 18 17 0 1 0 0 0 0 0 2 16 0 0 0
7:15 39 0 39 0 0 0 38 38 0 0 0 0 0 0 0 4 28 0 0 0
7:30 34 0 68 0 0 0 61 52 0 0 0 0 0 0 0 7 23 0 0 0
7:45 28 0 67 0 0 0 39 54 0 0 0 0 0 0 0 8 19 0 0 0
8:00 21 0 60 0 0 0 18 47 0 0 0 0 0 0 0 8 21 0 0 0
8:15 15 0 45 0 0 0 28 14 0 0 0 0 0 0 0 6 13 0 0 0
8:30 17 0 43 0 0 0 30 9 0 0 0 0 0 0 0 11 14 0 0 0
8:45 10 0 31 0 0 0 29 16 0 0 0 0 0 0 0 12 23 0 0 0
Total 186 0 376 0 0 0 261 247 0 1 0 0 0 0 0 58 157 0 0 0
AM Peak Hour
7:15 to 8:15 122 0 234 0 0 0 156 191 0 0 0 0 0 0 0 27 91 0 0 0
14:30 9 0 17 0 0 0 23 7 0 0 0 0 0 0 0 9 24 0 0 0
14:45 10 0 15 0 0 0 26 6 0 0 0 0 0 0 0 17 26 0 0 0
15:00 34 0 21 0 0 0 32 14 0 0 0 0 0 0 0 10 33 0 0 0
15:15 16 0 16 0 0 0 33 28 0 0 0 0 0 0 0 23 28 0 0 0
15:30 23 0 23 0 0 0 31 20 0 0 0 0 0 0 0 28 30 0 0 0
15:45 30 0 22 0 0 0 29 13 0 0 0 0 0 0 0 18 29 0 0 0
16:00 48 0 24 0 0 0 33 18 0 0 0 0 0 0 0 27 46 0 0 0
16:15 31 0 15 0 0 0 33 21 0 0 0 0 0 0 0 22 37 0 0 0
16:30 28 0 17 0 0 0 34 9 0 2 0 0 0 0 0 19 46 0 0 0
16:45 31 0 27 0 0 0 26 17 0 1 0 0 0 0 0 33 46 0 0 0
17:00 35 0 26 0 0 0 27 24 0 0 0 0 0 0 0 31 28 0 0 0
17:15 22 0 21 0 0 0 36 30 0 0 0 0 0 0 0 26 40 0 0 0
17:30 31 0 26 0 0 0 29 28 0 0 0 0 0 0 0 31 44 0 0 0
17:45 21 0 17 0 0 0 36 32 0 0 0 0 0 0 0 21 30 0 0 0
18:00 30 0 21 0 0 0 25 20 0 0 0 0 0 0 0 25 39 0 0 0
18:15 26 0 15 0 0 0 29 23 0 0 0 0 0 0 0 25 30 0 0 0
Total 425 0 323 0 0 0 482 310 0 3 0 0 0 0 0 365 556 0 0 0
From West
Bethel School Road
Heartz Road at Bethel School Road
Tuesday, May 05, 2009
Turning Movement Count
From North From East From South
Heartz Road Bethel School Road
PM Peak Hour
16:45 to 17:45 119 0 100 0 0 0 118 99 0 1 0 0 0 0 0 121 158 0 0 0
Gr. Total 611 0 699 0 0 0 743 557 0 4 0 0 0 0 0 423 713 0 0 0
% of Tot.16%0%19%0%0%20%15%0%0%0%0%0%11%19%0%0%
Apprch%
% of Apprch 47%0%53%0%0%57%43%0%0%0%0%0%37%63%0%0%
Left Thru Right U-Turn Peds Left Thru Right U-Turn Peds Left Thru Right U-Turn Peds Left Thru Right U-Turn Peds
35%35%0%30%
From North From East From South From West
Heartz Road Bethel School Road Bethel School Road
0
20
40
60
80
100
120
7:007:157:307:458:008:158:308:4514:3014:4515:0015:1515:3015:4516:0016:1516:3016:45Vehicular VolumeTime
From North Heartz Road From East Bethel School Road From South 0 From West Bethel School Road
Manara Academy TIA & TMP, Coppell, Texas
May 2009
Preliminary Student Information
(as of May 2009)
Below are some of the key vehicle traffic data based on our enrollment information for year 1 (August
2009)
x Year 1 – School opens August 24th 2009 with K-5th grade.Maximum enrollment – 350
x As of current enrollment numbers, we have 304 applications belonging to 197 families. The
break-down of the number of families based on their home city location:
x As of April 28, 2009, total number of students:
Grade Students
K 72
1 69
2 57
3 43
4 36
5 28
Total 304
x As of April 28, 2009, the cities where students live and the total number of families:
City # of Families
Arlington 9
Carrollton 7
Coppell 21
Dallas 10
Euless 15
Flower Mound 4
Forth Worth 2
Grand Prairie 2
Grapevine 3
Hurst 1
Irving (75038)37
Irving (75039)3
Irving (75061)2
Irving (75062)36
Irving (75063)34
Lewisville 9
Plano 2
Total # of Families 197
Limited Sample of Zip Code Distribution and Interest In Bus Transportation
1 75006 2
1 75006 yes 1
1 75007 Yes 1
1 75019 2
1 75019 na
1 75019 Yes 1
1 75019 na
1 75019 na
1 75019 na
1 75019 na
1 75019 na
1 75024 Yes 2
1 75028 Yes 1
1 75028 after school only 2
1 75038 1
1 75038 3
1 75038 Yes 1
1 75038 1
1 75038 Yes 1
1 75038 Yes 2
1 75038 na 4
1 75038 Yes 2
1 75038 Yes 2
1 75038 2
1 75038 Yes 2
1 75038 Yes 1
1 75039 Yes 1
1 75039 Yes 1
1 75057 3
1 75061 Yes suggest: $25 month 1
1 75061 na
1 75061 Yes 2
1 75062 2
1 75062 Yes 1
1 75062 Yes 2
1 75062 Yes 1
1 75062 Yes 1
1 75062 Yes 2
1 75062 Yes 2
1 75062 Yes 2
1 75062 Yes 1
1 75062 Yes 3
1 75062 Yes 2
1 75062 1
1 75062 Yes 1
1 75062 2
1 75062 yes 3
1 75063 na
1 75063 Yes 2
1 75063 Yes 1
1 75063 Yes 1
1 75063 na
1 75063 Yes 2
1 75063 Yes 1
1 75063 Yes 1
1 75063 na
1 75223 Yes 1
1 75223 Yes 1
1 75254 Yes 1
1 76010 Yes 1
1 76010 Yes or 75052 2
1 76040 na
1 76040 Yes 1
1 76040 2
1 76040 Yes 1
1 76051 Yes 2
1 76051 yes 2
1 na
1 na
1 na
1 na
1 na
1 na
1 na
56 18 90
# Students needing
TransportationYesNoZip Code Pay?Comments
Manara Academy TIA & TMP, Coppell, Texas
May 2009
SynchroTM Output - 2009 Background Traffic
Manara Academy TIA 2009 - Background - AM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12
Grade (%)0%0%0%0%
Storage Length (ft)200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft)50 50 50 50 50 50 50 50
Trailing Detector (ft)0 0 0 0 0 0 0 0
Turning Speed (mph)15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.991 0.991 0.925 0.913
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot)1770 3507 0 1770 3507 0 1770 1723 0 1770 1701 0
Flt Permitted 0.175 0.281 0.462 0.667
Satd. Flow (perm)326 3507 0 523 3507 0 861 1723 0 1242 1701 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR)8 9 46 74
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph)40 40 30 30
Link Distance (ft)683 983 551 588
Travel Time (s)11.6 16.8 12.5 13.4
Volume (vph)43 517 33 140 833 54 39 42 42 79 93 128
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%)2%2%2%2%2%2%2%2%2%2%2%2%
Bus Blockages (#/hr)0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Block Traffic (%)0%0%0%0%
Adj. Flow (vph)47 562 36 152 905 59 42 46 46 86 101 139
Lane Group Flow (vph)47 598 0 152 964 0 42 92 0 86 240 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s)8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s)12.0 36.0 0.0 16.0 40.0 0.0 11.0 26.0 0.0 12.0 27.0 0.0
Total Split (%)13.3% 40.0% 0.0% 17.8% 44.4% 0.0% 12.2% 28.9% 0.0% 13.3% 30.0% 0.0%
Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s)0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None Max None Max
Act Effct Green (s)27.3 22.1 32.0 26.4 28.0 23.9 30.3 26.8
Actuated g/C Ratio 0.35 0.30 0.42 0.36 0.36 0.33 0.40 0.37
Manara Academy TIA 2009 - Background - AM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background - AM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.19 0.56 0.41 0.76 0.11 0.15 0.16 0.36
Control Delay 13.4 24.1 15.2 25.4 17.1 15.4 16.9 18.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 13.4 24.1 15.2 25.4 17.1 15.4 16.9 18.6
LOS B C B C B B B B
Approach Delay 23.3 24.0 15.9 18.1
Approach LOS C C B B
Stops (vph)24 416 71 710 25 37 47 115
Fuel Used(gal)1 9 2 17 1 3 1 2
CO Emissions (g/hr)39 653 144 1222 93 195 62 174
NOx Emissions (g/hr)8 127 28 238 18 38 12 34
VOC Emissions (g/hr)9 151 33 283 22 45 14 40
Dilemma Vehicles (#)0 34 0 57 0 0 0 0
Queue Length 50th (ft)12 127 41 224 12 17 26 66
Queue Length 95th (ft)28 184 73 301 36 59 63 150
Internal Link Dist (ft)603 903 471 508
Turn Bay Length (ft)200 200 200 200
Base Capacity (vph)268 1387 414 1559 397 594 550 669
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.18 0.43 0.37 0.62 0.11 0.15 0.16 0.36
Intersection Summary
Area Type:Other
Cycle Length: 90
Actuated Cycle Length: 73.3
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.76
Intersection Signal Delay: 22.5 Intersection LOS: C
Intersection Capacity Utilization 57.5%ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 2009 - Background - AM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Sign Control Stop Stop Stop
Volume (vph)27 91 156 191 122 234
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)29 99 170 208 133 254
Direction, Lane #EB 1 WB 1 SB 1
Volume Total (vph)128 377 387
Volume Left (vph)29 0 133
Volume Right (vph)0 208 254
Hadj (s)0.08 -0.30 -0.29
Departure Headway (s)5.5 4.8 4.9
Degree Utilization, x 0.20 0.51 0.53
Capacity (veh/h)594 707 693
Control Delay (s)9.9 12.7 13.2
Approach Delay (s)9.9 12.7 13.2
Approach LOS A B B
Intersection Summary
Delay 12.5
HCM Level of Service B
Intersection Capacity Utilization 56.1%ICU Level of Service B
Analysis Period (min)15
Manara Academy TIA 2009 - Background - School Pickup Peak Hour (3-4PM)
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background - School Pickup Peak Hour (3-4PM)Synchro 6 Report
Kimley Horn Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12
Grade (%)0%0%0%0%
Storage Length (ft)200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft)50 50 50 50 50 50 50 50
Trailing Detector (ft)0 0 0 0 0 0 0 0
Turning Speed (mph)15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.992 0.983 0.923 0.902
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot)1770 3511 0 1770 3479 0 1770 1719 0 1770 1680 0
Flt Permitted 0.260 0.264 0.681 0.599
Satd. Flow (perm)484 3511 0 492 3479 0 1269 1719 0 1116 1680 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR)7 16 55 77
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph)40 40 30 30
Link Distance (ft)683 983 551 588
Travel Time (s)11.6 16.8 12.5 13.4
Volume (vph)56 584 33 63 554 69 31 57 61 55 38 71
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%)2%2%2%2%2%2%2%2%2%2%2%2%
Bus Blockages (#/hr)0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Block Traffic (%)0%0%0%0%
Adj. Flow (vph)61 635 36 68 602 75 34 62 66 60 41 77
Lane Group Flow (vph)61 671 0 68 677 0 34 128 0 60 118 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s)8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s)16.0 35.0 0.0 16.0 35.0 0.0 14.0 24.0 0.0 15.0 25.0 0.0
Total Split (%)17.8% 38.9% 0.0% 17.8% 38.9% 0.0% 15.6% 26.7% 0.0% 16.7% 27.8% 0.0%
Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s)0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None Max None Max
Act Effct Green (s)20.7 16.9 20.9 17.0 25.2 22.7 26.6 24.9
Actuated g/C Ratio 0.32 0.28 0.33 0.28 0.38 0.38 0.42 0.42
Manara Academy TIA 2009 - Background - School Pickup Peak Hour (3-4PM)
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background - School Pickup Peak Hour (3-4PM)Synchro 6 Report
Kimley Horn Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.21 0.67 0.23 0.68 0.06 0.19 0.11 0.16
Control Delay 13.4 23.7 13.6 23.5 14.0 14.1 13.3 9.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 13.4 23.7 13.6 23.5 14.0 14.1 13.3 9.9
LOS B C B C B B B A
Approach Delay 22.9 22.6 14.1 11.0
Approach LOS C C B B
Stops (vph)32 486 36 486 19 52 31 34
Fuel Used(gal)1 11 1 12 1 4 1 1
CO Emissions (g/hr)51 742 66 832 73 268 40 63
NOx Emissions (g/hr)10 144 13 162 14 52 8 12
VOC Emissions (g/hr)12 172 15 193 17 62 9 15
Dilemma Vehicles (#)0 48 0 48 0 0 0 0
Queue Length 50th (ft)14 131 16 131 8 23 14 9
Queue Length 95th (ft)35 197 38 197 27 72 41 55
Internal Link Dist (ft)603 903 471 508
Turn Bay Length (ft)200 200 200 200
Base Capacity (vph)398 1518 400 1511 561 685 558 743
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.15 0.44 0.17 0.45 0.06 0.19 0.11 0.16
Intersection Summary
Area Type:Other
Cycle Length: 90
Actuated Cycle Length: 60
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.68
Intersection Signal Delay: 20.8 Intersection LOS: C
Intersection Capacity Utilization 40.6%ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 2009 - Background - School Pickup Peak Hour (3-4PM)
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background - School Pickup Peak Hour (3-4PM)Synchro 6 Report
Kimley Horn Page 1
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Sign Control Stop Stop Stop
Volume (vph)79 120 125 75 103 82
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)86 130 136 82 112 89
Direction, Lane #EB 1 WB 1 SB 1
Volume Total (vph)216 217 201
Volume Left (vph)86 0 112
Volume Right (vph)0 82 89
Hadj (s)0.11 -0.19 -0.12
Departure Headway (s)4.8 4.5 4.8
Degree Utilization, x 0.29 0.27 0.27
Capacity (veh/h)711 757 699
Control Delay (s)9.7 9.2 9.5
Approach Delay (s)9.7 9.2 9.5
Approach LOS A A A
Intersection Summary
Delay 9.5
HCM Level of Service A
Intersection Capacity Utilization 42.6%ICU Level of Service A
Analysis Period (min)15
Manara Academy TIA 2009 - Background - PM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background - PM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12
Grade (%)0%0%0%0%
Storage Length (ft)200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft)50 50 50 50 50 50 50 50
Trailing Detector (ft)0 0 0 0 0 0 0 0
Turning Speed (mph)15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.992 0.987 0.921 0.906
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot)1770 3511 0 1770 3493 0 1770 1716 0 1770 1688 0
Flt Permitted 0.158 0.235 0.554 0.439
Satd. Flow (perm)294 3511 0 438 3493 0 1032 1716 0 818 1688 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR)8 13 56 87
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph)40 40 30 30
Link Distance (ft)683 983 551 588
Travel Time (s)11.6 16.8 12.5 13.4
Volume (vph)117 729 43 64 747 73 55 89 98 85 61 103
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%)2%2%2%2%2%2%2%2%2%2%2%2%
Bus Blockages (#/hr)0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Block Traffic (%)0%0%0%0%
Adj. Flow (vph)127 792 47 70 812 79 60 97 107 92 66 112
Lane Group Flow (vph) 127 839 0 70 891 0 60 204 0 92 178 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s)8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s)16.0 41.0 0.0 13.0 38.0 0.0 12.0 23.0 0.0 13.0 24.0 0.0
Total Split (%)17.8% 45.6% 0.0% 14.4% 42.2% 0.0% 13.3% 25.6% 0.0% 14.4% 26.7% 0.0%
Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s)0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None Max None Max
Act Effct Green (s)32.1 25.2 29.0 23.7 25.7 21.2 27.6 23.9
Actuated g/C Ratio 0.43 0.35 0.39 0.33 0.34 0.29 0.37 0.33
Manara Academy TIA 2009 - Background - PM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background - PM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.42 0.68 0.23 0.77 0.14 0.38 0.23 0.29
Control Delay 14.8 23.2 12.1 27.1 18.5 22.7 18.7 16.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 14.8 23.2 12.1 27.1 18.5 22.7 18.7 16.1
LOS B C B C B C B B
Approach Delay 22.1 26.1 21.8 17.0
Approach LOS C C C B
Stops (vph)54 591 32 664 36 112 52 70
Fuel Used(gal)1 13 1 17 2 7 1 2
CO Emissions (g/hr)100 911 63 1155 133 462 70 117
NOx Emissions (g/hr)19 177 12 225 26 90 14 23
VOC Emissions (g/hr)23 211 15 268 31 107 16 27
Dilemma Vehicles (#)0 50 0 54 0 0 0 0
Queue Length 50th (ft)32 176 17 197 18 59 28 35
Queue Length 95th (ft)59 246 36 281 49 142 69 101
Internal Link Dist (ft)603 903 471 508
Turn Bay Length (ft)200 200 200 200
Base Capacity (vph)365 1589 338 1486 428 544 418 618
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.35 0.53 0.21 0.60 0.14 0.38 0.22 0.29
Intersection Summary
Area Type:Other
Cycle Length: 90
Actuated Cycle Length: 72.2
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.77
Intersection Signal Delay: 23.1 Intersection LOS: C
Intersection Capacity Utilization 58.2%ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 2009 - Background - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background - PM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Sign Control Stop Stop Stop
Volume (vph)121 158 118 99 119 100
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)132 172 128 108 129 109
Direction, Lane #EB 1 WB 1 SB 1
Volume Total (vph)303 236 238
Volume Left (vph)132 0 129
Volume Right (vph)0 108 109
Hadj (s)0.12 -0.24 -0.13
Departure Headway (s)5.0 4.7 5.1
Degree Utilization, x 0.42 0.31 0.33
Capacity (veh/h)689 719 650
Control Delay (s)11.5 9.8 10.6
Approach Delay (s)11.5 9.8 10.6
Approach LOS B A B
Intersection Summary
Delay 10.7
HCM Level of Service B
Intersection Capacity Utilization 50.0%ICU Level of Service A
Analysis Period (min)15
Manara Academy TIA & TMP, Coppell, Texas
May 2009
SynchroTM Output
2009 Background Plus 350-Student School Traffic
Manara Academy TIA 2009 - Background + Manara 350 - AM Peak Hour
Lanes, Volumes, Timings 3: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12
Grade (%)0%0%0%0%
Storage Length (ft)200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft)50 50 50 50 50 50 50 50
Trailing Detector (ft)0 0 0 0 0 0 0 0
Turning Speed (mph)15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.979 0.991 0.916 0.919
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot)1770 3465 0 1770 3507 0 1770 1706 0 1770 1712 0
Flt Permitted 0.192 0.209 0.405 0.679
Satd. Flow (perm)358 3465 0 389 3507 0 754 1706 0 1265 1712 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR)21 9 68 63
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph)40 40 30 30
Link Distance (ft)683 983 551 588
Travel Time (s)11.6 16.8 12.5 13.4
Volume (vph)43 517 85 175 833 54 82 49 63 79 110 128
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%)2%2%2%2%2%2%2%2%2%2%2%2%
Bus Blockages (#/hr)0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Block Traffic (%)0%0%0%0%
Adj. Flow (vph)47 562 92 190 905 59 89 53 68 86 120 139
Lane Group Flow (vph)47 654 0 190 964 0 89 121 0 86 259 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s)8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s)11.0 31.0 0.0 19.0 39.0 0.0 12.0 29.0 0.0 11.0 28.0 0.0
Total Split (%)12.2% 34.4% 0.0% 21.1% 43.3% 0.0% 13.3% 32.2% 0.0% 12.2% 31.1% 0.0%
Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s)0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None Max None Max
Act Effct Green (s)26.5 21.6 33.1 27.3 31.5 26.6 30.4 26.1
Actuated g/C Ratio 0.33 0.28 0.42 0.36 0.40 0.35 0.39 0.34
Manara Academy TIA 2009 - Background + Manara 350 - AM Peak Hour
Lanes, Volumes, Timings 3: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.20 0.65 0.55 0.76 0.22 0.19 0.16 0.41
Control Delay 14.7 27.7 19.3 26.5 17.0 13.1 16.5 21.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 14.7 27.7 19.3 26.5 17.0 13.1 16.5 21.2
LOS B C B C B B B C
Approach Delay 26.8 25.3 14.8 20.0
Approach LOS C C B C
Stops (vph)26 475 97 718 48 40 47 140
Fuel Used(gal)1 11 3 18 1 1 1 3
CO Emissions (g/hr)41 758 196 1241 63 70 62 202
NOx Emissions (g/hr)8 148 38 241 12 14 12 39
VOC Emissions (g/hr)9 176 46 288 15 16 14 47
Dilemma Vehicles (#)0 36 0 55 0 0 0 0
Queue Length 50th (ft)13 150 56 234 27 20 26 83
Queue Length 95th (ft)30 218 95 307 62 64 60 168
Internal Link Dist (ft)603 903 471 508
Turn Bay Length (ft)200 200 200 200
Base Capacity (vph)245 1195 415 1497 409 641 538 628
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.19 0.55 0.46 0.64 0.22 0.19 0.16 0.41
Intersection Summary
Area Type:Other
Cycle Length: 90
Actuated Cycle Length: 76.1
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.76
Intersection Signal Delay: 24.1 Intersection LOS: C
Intersection Capacity Utilization 59.6%ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 3: Sandy Lake Road & Heartz Road
Manara Academy TIA 2009 - Background + Manara 350 - AM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 2: Manara Entry & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Sign Control Stop Free Free
Grade 0%0%0%
Volume (veh/h)0 0 194 69 104 266
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)0 0 211 75 113 289
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)551
pX, platoon unblocked 0.96
vC, conflicting volume 764 248 286
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 753 248 286
tC, single (s)6.4 6.2 4.1
tC, 2 stage (s)
tF (s)3.5 3.3 2.2
p0 queue free %100 100 91
cM capacity (veh/h)329 790 1276
Direction, Lane #NB 1 SB 1
Volume Total 286 402
Volume Left 0 113
Volume Right 75 0
cSH 1700 1276
Volume to Capacity 0.17 0.09
Queue Length 95th (ft)0 7
Control Delay (s)0.0 2.9
Lane LOS A
Approach Delay (s)0.0 2.9
Approach LOS
Intersection Summary
Average Delay 1.7
Intersection Capacity Utilization 40.8%ICU Level of Service A
Analysis Period (min)15
Manara Academy TIA 2009 - Background + Manara 350 - AM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 3: Manara Exit & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Sign Control Stop Free Free
Grade 0%0%0%
Volume (veh/h)71 71 192 0 0 266
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)77 77 209 0 0 289
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)711
pX, platoon unblocked
vC, conflicting volume 498 209 209
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 498 209 209
tC, single (s)6.4 6.2 4.1
tC, 2 stage (s)
tF (s)3.5 3.3 2.2
p0 queue free %85 91 100
cM capacity (veh/h)532 832 1362
Direction, Lane #WB 1 WB 2 NB 1 SB 1
Volume Total 77 77 209 289
Volume Left 77 0 0 0
Volume Right 0 77 0 0
cSH 532 832 1700 1700
Volume to Capacity 0.15 0.09 0.12 0.17
Queue Length 95th (ft)13 8 0 0
Control Delay (s)12.9 9.8 0.0 0.0
Lane LOS B A
Approach Delay (s)11.3 0.0 0.0
Approach LOS B
Intersection Summary
Average Delay 2.7
Intersection Capacity Utilization 24.6%ICU Level of Service A
Analysis Period (min)15
Manara Academy TIA 2009 - Background + Manara 350 - AM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Sign Control Stop Stop Stop
Volume (vph)70 91 156 217 143 284
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)76 99 170 236 155 309
Direction, Lane #EB 1 WB 1 SB 1
Volume Total (vph)175 405 464
Volume Left (vph)76 0 155
Volume Right (vph)0 236 309
Hadj (s)0.12 -0.32 -0.30
Departure Headway (s)6.0 5.2 5.2
Degree Utilization, x 0.29 0.59 0.67
Capacity (veh/h)552 657 665
Control Delay (s)11.4 15.3 17.8
Approach Delay (s)11.4 15.3 17.8
Approach LOS B C C
Intersection Summary
Delay 15.8
HCM Level of Service C
Intersection Capacity Utilization 65.6%ICU Level of Service C
Analysis Period (min)15
Manara Academy TIA 2009 - Background + Manara 350 - School Pickup Peak Hour (3-4PM)
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - School Pickup Peak Hour (3-4PM)Synchro 6 Report
Kimley Horn Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12
Grade (%)0%0%0%0%
Storage Length (ft)200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft)50 50 50 50 50 50 50 50
Trailing Detector (ft)0 0 0 0 0 0 0 0
Turning Speed (mph)15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.986 0.983 0.917 0.910
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot)1770 3490 0 1770 3479 0 1770 1708 0 1770 1695 0
Flt Permitted 0.285 0.222 0.636 0.590
Satd. Flow (perm)531 3490 0 414 3479 0 1185 1708 0 1099 1695 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR)13 17 66 77
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph)40 40 30 30
Link Distance (ft)683 983 551 588
Travel Time (s)11.6 16.8 12.5 13.4
Volume (vph)56 584 62 83 554 69 64 63 78 55 48 71
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%)2%2%2%2%2%2%2%2%2%2%2%2%
Bus Blockages (#/hr)0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Block Traffic (%)0%0%0%0%
Adj. Flow (vph)61 635 67 90 602 75 70 68 85 60 52 77
Lane Group Flow (vph)61 702 0 90 677 0 70 153 0 60 129 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s)8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s)14.0 34.0 0.0 16.0 36.0 0.0 14.0 26.0 0.0 14.0 26.0 0.0
Total Split (%)15.6% 37.8% 0.0% 17.8% 40.0% 0.0% 15.6% 28.9% 0.0% 15.6% 28.9% 0.0%
Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s)0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None Max None Max
Act Effct Green (s)22.4 18.7 23.4 19.2 27.6 24.5 27.2 24.3
Actuated g/C Ratio 0.33 0.29 0.34 0.30 0.41 0.38 0.40 0.38
Manara Academy TIA 2009 - Background + Manara 350 - School Pickup Peak Hour (3-4PM)
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - School Pickup Peak Hour (3-4PM)Synchro 6 Report
Kimley Horn Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.20 0.68 0.31 0.64 0.13 0.22 0.12 0.19
Control Delay 13.9 24.8 15.3 23.2 14.2 14.5 14.1 12.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 13.9 24.8 15.3 23.2 14.2 14.5 14.1 12.0
LOS B C B C B B B B
Approach Delay 23.9 22.2 14.4 12.7
Approach LOS C C B B
Stops (vph)32 507 45 473 37 60 32 41
Fuel Used(gal)1 11 1 12 1 1 1 1
CO Emissions (g/hr)51 785 88 821 46 95 41 74
NOx Emissions (g/hr)10 153 17 160 9 18 8 14
VOC Emissions (g/hr)12 182 20 190 11 22 10 17
Dilemma Vehicles (#)0 47 0 45 0 0 0 0
Queue Length 50th (ft)15 147 23 137 17 29 15 17
Queue Length 95th (ft)37 222 50 206 49 87 43 66
Internal Link Dist (ft)603 903 471 508
Turn Bay Length (ft)200 200 200 200
Base Capacity (vph)359 1444 379 1504 560 695 533 692
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.17 0.49 0.24 0.45 0.13 0.22 0.11 0.19
Intersection Summary
Area Type:Other
Cycle Length: 90
Actuated Cycle Length: 64.1
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.68
Intersection Signal Delay: 21.1 Intersection LOS: C
Intersection Capacity Utilization 47.5%ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 2009 - Background + Manara 350 - School Pickup Peak Hour (3-4PM)
HCM Unsignalized Intersection Capacity Analysis 2: Manara Entry & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - School Pickup Peak Hour (3-4PM)Synchro 6 Report
Kimley Horn Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Sign Control Stop Free Free
Grade 0%0%0%
Volume (veh/h)0 0 205 40 59 134
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)0 0 223 43 64 146
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)551
pX, platoon unblocked
vC, conflicting volume 518 245 266
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 518 245 266
tC, single (s)6.4 6.2 4.1
tC, 2 stage (s)
tF (s)3.5 3.3 2.2
p0 queue free %100 100 95
cM capacity (veh/h)492 794 1298
Direction, Lane #NB 1 SB 1
Volume Total 266 210
Volume Left 0 64
Volume Right 43 0
cSH 1700 1298
Volume to Capacity 0.16 0.05
Queue Length 95th (ft)0 4
Control Delay (s)0.0 2.7
Lane LOS A
Approach Delay (s)0.0 2.7
Approach LOS
Intersection Summary
Average Delay 1.2
Intersection Capacity Utilization 30.2%ICU Level of Service A
Analysis Period (min)15
Manara Academy TIA 2009 - Background + Manara 350 - School Pickup Peak Hour (3-4PM)
HCM Unsignalized Intersection Capacity Analysis 3: Manara Exit & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - School Pickup Peak Hour (3-4PM)Synchro 6 Report
Kimley Horn Page 2
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Sign Control Stop Free Free
Grade 0%0%0%
Volume (veh/h)55 56 189 0 0 134
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)60 61 205 0 0 146
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)711
pX, platoon unblocked
vC, conflicting volume 351 205 205
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 351 205 205
tC, single (s)6.4 6.2 4.1
tC, 2 stage (s)
tF (s)3.5 3.3 2.2
p0 queue free %91 93 100
cM capacity (veh/h)646 835 1366
Direction, Lane #WB 1 WB 2 NB 1 SB 1
Volume Total 60 61 205 146
Volume Left 60 0 0 0
Volume Right 0 61 0 0
cSH 646 835 1700 1700
Volume to Capacity 0.09 0.07 0.12 0.09
Queue Length 95th (ft)8 6 0 0
Control Delay (s)11.1 9.6 0.0 0.0
Lane LOS B A
Approach Delay (s)10.4 0.0 0.0
Approach LOS B
Intersection Summary
Average Delay 2.7
Intersection Capacity Utilization 20.1%ICU Level of Service A
Analysis Period (min)15
Manara Academy TIA 2009 - Background + Manara 350 - School Pickup Peak Hour (3-4PM)
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - School Pickup Peak Hour (3-4PM)Synchro 6 Report
Kimley Horn Page 3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Sign Control Stop Stop Stop
Volume (vph)104 120 125 90 120 120
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)113 130 136 98 130 130
Direction, Lane #EB 1 WB 1 SB 1
Volume Total (vph)243 234 261
Volume Left (vph)113 0 130
Volume Right (vph)0 98 130
Hadj (s)0.13 -0.22 -0.17
Departure Headway (s)5.0 4.7 4.9
Degree Utilization, x 0.34 0.30 0.35
Capacity (veh/h)677 720 688
Control Delay (s)10.6 9.7 10.5
Approach Delay (s)10.6 9.7 10.5
Approach LOS B A B
Intersection Summary
Delay 10.3
HCM Level of Service B
Intersection Capacity Utilization 48.1%ICU Level of Service A
Analysis Period (min)15
Manara Academy TIA 2009 - Background + Manara 350 - PM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12
Grade (%)0%0%0%0%
Storage Length (ft)200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft)50 50 50 50 50 50 50 50
Trailing Detector (ft)0 0 0 0 0 0 0 0
Turning Speed (mph)15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.990 0.987 0.920 0.908
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot)1770 3504 0 1770 3493 0 1770 1714 0 1770 1691 0
Flt Permitted 0.158 0.231 0.545 0.425
Satd. Flow (perm)294 3504 0 430 3493 0 1015 1714 0 792 1691 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR)10 13 57 82
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph)40 40 30 30
Link Distance (ft)683 983 551 588
Travel Time (s)11.6 16.8 12.5 13.4
Volume (vph)117 729 51 69 747 73 65 91 103 85 64 103
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%)2%2%2%2%2%2%2%2%2%2%2%2%
Bus Blockages (#/hr)0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Block Traffic (%)0%0%0%0%
Adj. Flow (vph)127 792 55 75 812 79 71 99 112 92 70 112
Lane Group Flow (vph) 127 847 0 75 891 0 71 211 0 92 182 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s)8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s)16.0 41.0 0.0 13.0 38.0 0.0 12.0 23.0 0.0 13.0 24.0 0.0
Total Split (%)17.8% 45.6% 0.0% 14.4% 42.2% 0.0% 13.3% 25.6% 0.0% 14.4% 26.7% 0.0%
Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s)0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None Max None Max
Act Effct Green (s)31.9 25.1 29.2 23.8 26.0 21.4 27.0 21.9
Actuated g/C Ratio 0.43 0.35 0.39 0.33 0.35 0.30 0.36 0.30
Manara Academy TIA 2009 - Background + Manara 350 - PM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.42 0.69 0.25 0.77 0.17 0.39 0.24 0.32
Control Delay 14.9 23.7 12.3 27.2 18.2 22.9 18.8 17.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 14.9 23.7 12.3 27.2 18.2 22.9 18.8 17.6
LOS B C B C B C B B
Approach Delay 22.5 26.1 21.7 18.0
Approach LOS C C C B
Stops (vph)54 599 35 664 42 115 52 76
Fuel Used(gal)1 13 1 17 1 2 1 2
CO Emissions (g/hr)100 926 68 1156 53 166 70 125
NOx Emissions (g/hr)19 180 13 225 10 32 14 24
VOC Emissions (g/hr)23 215 16 268 12 38 16 29
Dilemma Vehicles (#)0 50 0 53 0 0 0 0
Queue Length 50th (ft)32 180 18 199 21 62 28 39
Queue Length 95th (ft)60 250 38 280 56 146 69 107
Internal Link Dist (ft)603 903 471 508
Turn Bay Length (ft)200 200 200 200
Base Capacity (vph)364 1582 336 1483 438 547 409 569
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.35 0.54 0.22 0.60 0.16 0.39 0.22 0.32
Intersection Summary
Area Type:Other
Cycle Length: 90
Actuated Cycle Length: 72.4
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.77
Intersection Signal Delay: 23.3 Intersection LOS: C
Intersection Capacity Utilization 58.6%ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 2009 - Background + Manara 350 - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 2: Manara Entry & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Sign Control Stop Free Free
Grade 0%0%0%
Volume (veh/h)0 0 259 10 16 168
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)0 0 282 11 17 183
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)551
pX, platoon unblocked
vC, conflicting volume 504 287 292
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 504 287 292
tC, single (s)6.4 6.2 4.1
tC, 2 stage (s)
tF (s)3.5 3.3 2.2
p0 queue free %100 100 99
cM capacity (veh/h)520 752 1269
Direction, Lane #NB 1 SB 1
Volume Total 292 200
Volume Left 0 17
Volume Right 11 0
cSH 1700 1269
Volume to Capacity 0.17 0.01
Queue Length 95th (ft)0 1
Control Delay (s)0.0 0.8
Lane LOS A
Approach Delay (s)0.0 0.8
Approach LOS
Intersection Summary
Average Delay 0.3
Intersection Capacity Utilization 25.5%ICU Level of Service A
Analysis Period (min)15
Manara Academy TIA 2009 - Background + Manara 350 - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 3: Manara Exit & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Sign Control Stop Free Free
Grade 0%0%0%
Volume (veh/h)17 17 252 0 0 168
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)18 18 274 0 0 183
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)711
pX, platoon unblocked
vC, conflicting volume 457 274 274
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 457 274 274
tC, single (s)6.4 6.2 4.1
tC, 2 stage (s)
tF (s)3.5 3.3 2.2
p0 queue free %97 98 100
cM capacity (veh/h)562 765 1289
Direction, Lane #WB 1 WB 2 NB 1 SB 1
Volume Total 18 18 274 183
Volume Left 18 0 0 0
Volume Right 0 18 0 0
cSH 562 765 1700 1700
Volume to Capacity 0.03 0.02 0.16 0.11
Queue Length 95th (ft)3 2 0 0
Control Delay (s)11.6 9.8 0.0 0.0
Lane LOS B A
Approach Delay (s)10.7 0.0 0.0
Approach LOS B
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 23.3%ICU Level of Service A
Analysis Period (min)15
Manara Academy TIA 2009 - Background + Manara 350 - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Sign Control Stop Stop Stop
Volume (vph)127 158 118 103 124 112
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)138 172 128 112 135 122
Direction, Lane #EB 1 WB 1 SB 1
Volume Total (vph)310 240 257
Volume Left (vph)138 0 135
Volume Right (vph)0 112 122
Hadj (s)0.12 -0.25 -0.15
Departure Headway (s)5.0 4.8 5.1
Degree Utilization, x 0.43 0.32 0.36
Capacity (veh/h)679 708 648
Control Delay (s)11.8 10.0 11.0
Approach Delay (s)11.8 10.0 11.0
Approach LOS B A B
Intersection Summary
Delay 11.0
HCM Level of Service B
Intersection Capacity Utilization 51.6%ICU Level of Service A
Analysis Period (min)15
Manara Academy TIA & TMP, Coppell, Texas
May 2009
SynchroTM Output – 2012 Background Traffic
Manara Academy TIA 2012 - Background - AM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12
Grade (%)0%0%0%0%
Storage Length (ft)200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft)50 50 50 50 50 50 50 50
Trailing Detector (ft)0 0 0 0 0 0 0 0
Turning Speed (mph)15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.991 0.991 0.925 0.913
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot)1770 3507 0 1770 3507 0 1770 1723 0 1770 1701 0
Flt Permitted 0.174 0.270 0.438 0.590
Satd. Flow (perm)324 3507 0 503 3507 0 816 1723 0 1099 1701 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR)8 9 52 73
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph)40 40 30 30
Link Distance (ft)683 983 551 588
Travel Time (s)11.6 16.8 12.5 13.4
Volume (vph)44 533 34 144 858 56 40 63 63 81 96 132
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%)2%2%2%2%2%2%2%2%2%2%2%2%
Bus Blockages (#/hr)0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Block Traffic (%)0%0%0%0%
Adj. Flow (vph)48 579 37 157 933 61 43 68 68 88 104 143
Lane Group Flow (vph)48 616 0 157 994 0 43 136 0 88 247 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s)8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s)12.0 36.0 0.0 17.0 41.0 0.0 11.0 25.0 0.0 12.0 26.0 0.0
Total Split (%)13.3% 40.0% 0.0% 18.9% 45.6% 0.0% 12.2% 27.8% 0.0% 13.3% 28.9% 0.0%
Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s)0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None Max None Max
Act Effct Green (s)27.9 22.8 32.6 27.1 27.0 23.0 29.3 25.9
Actuated g/C Ratio 0.36 0.31 0.43 0.37 0.35 0.31 0.39 0.35
Manara Academy TIA 2012 - Background - AM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background - AM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.19 0.56 0.42 0.76 0.12 0.24 0.18 0.38
Control Delay 12.9 23.6 14.9 24.8 17.9 18.6 17.7 19.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 12.9 23.6 14.9 24.8 17.9 18.6 17.7 19.7
LOS B C B C B B B B
Approach Delay 22.8 23.5 18.4 19.2
Approach LOS C C B B
Stops (vph)24 424 72 726 26 63 48 122
Fuel Used(gal)1 10 2 18 1 4 1 3
CO Emissions (g/hr)39 665 147 1248 96 295 65 183
NOx Emissions (g/hr)8 129 29 243 19 57 13 36
VOC Emissions (g/hr)9 154 34 289 22 68 15 43
Dilemma Vehicles (#)0 35 0 59 0 0 0 0
Queue Length 50th (ft)12 130 42 230 13 33 27 71
Queue Length 95th (ft)28 188 73 307 38 88 65 160
Internal Link Dist (ft)603 903 471 508
Turn Bay Length (ft)200 200 200 200
Base Capacity (vph)272 1405 427 1601 376 578 497 650
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.18 0.44 0.37 0.62 0.11 0.24 0.18 0.38
Intersection Summary
Area Type:Other
Cycle Length: 90
Actuated Cycle Length: 73.1
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.76
Intersection Signal Delay: 22.3 Intersection LOS: C
Intersection Capacity Utilization 58.6%ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 2012 - Background - AM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Sign Control Stop Stop Stop
Volume (vph)28 94 161 197 126 241
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)30 102 175 214 137 262
Direction, Lane #EB 1 WB 1 SB 1
Volume Total (vph)133 389 399
Volume Left (vph)30 0 137
Volume Right (vph)0 214 262
Hadj (s)0.08 -0.30 -0.29
Departure Headway (s)5.6 4.9 4.9
Degree Utilization, x 0.21 0.53 0.55
Capacity (veh/h)586 700 687
Control Delay (s)10.1 13.2 13.8
Approach Delay (s)10.1 13.2 13.8
Approach LOS B B B
Intersection Summary
Delay 13.0
HCM Level of Service B
Intersection Capacity Utilization 57.8%ICU Level of Service B
Analysis Period (min)15
Manara Academy TIA 2012 - Background - School Pickup Peak Hour (3-4PM)
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background - School Pickup Peak Hour (3-4PM)Synchro 6 Report
Kimley Horn Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12
Grade (%)0%0%0%0%
Storage Length (ft)200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft)50 50 50 50 50 50 50 50
Trailing Detector (ft)0 0 0 0 0 0 0 0
Turning Speed (mph)15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.992 0.983 0.923 0.902
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot)1770 3511 0 1770 3479 0 1770 1719 0 1770 1680 0
Flt Permitted 0.248 0.252 0.679 0.591
Satd. Flow (perm)462 3511 0 469 3479 0 1265 1719 0 1101 1680 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR)7 16 55 79
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph)40 40 30 30
Link Distance (ft)683 983 551 588
Travel Time (s)11.6 16.8 12.5 13.4
Volume (vph)58 602 34 65 571 71 32 59 63 57 39 73
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%)2%2%2%2%2%2%2%2%2%2%2%2%
Bus Blockages (#/hr)0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Block Traffic (%)0%0%0%0%
Adj. Flow (vph)63 654 37 71 621 77 35 64 68 62 42 79
Lane Group Flow (vph)63 691 0 71 698 0 35 132 0 62 121 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s)8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s)16.0 35.0 0.0 16.0 35.0 0.0 14.0 24.0 0.0 15.0 25.0 0.0
Total Split (%)17.8% 38.9% 0.0% 17.8% 38.9% 0.0% 15.6% 26.7% 0.0% 16.7% 27.8% 0.0%
Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s)0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None Max None Max
Act Effct Green (s)21.1 17.4 21.4 17.5 25.3 22.8 26.7 25.1
Actuated g/C Ratio 0.33 0.29 0.33 0.29 0.38 0.38 0.41 0.41
Manara Academy TIA 2012 - Background - School Pickup Peak Hour (3-4PM)
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background - School Pickup Peak Hour (3-4PM)Synchro 6 Report
Kimley Horn Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.22 0.68 0.24 0.69 0.07 0.19 0.12 0.16
Control Delay 13.5 23.9 13.7 23.6 14.3 14.6 13.6 10.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 13.5 23.9 13.7 23.6 14.3 14.6 13.6 10.1
LOS B C B C B B B B
Approach Delay 23.0 22.7 14.6 11.3
Approach LOS C C B B
Stops (vph)32 503 36 501 21 55 33 34
Fuel Used(gal)1 11 1 12 1 4 1 1
CO Emissions (g/hr)52 768 68 859 76 277 42 65
NOx Emissions (g/hr)10 149 13 167 15 54 8 13
VOC Emissions (g/hr)12 178 16 199 18 64 10 15
Dilemma Vehicles (#)0 49 0 49 0 0 0 0
Queue Length 50th (ft)15 136 17 136 8 24 14 10
Queue Length 95th (ft)36 205 39 204 28 76 42 57
Internal Link Dist (ft)603 903 471 508
Turn Bay Length (ft)200 200 200 200
Base Capacity (vph)394 1516 396 1510 556 680 551 740
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.16 0.46 0.18 0.46 0.06 0.19 0.11 0.16
Intersection Summary
Area Type:Other
Cycle Length: 90
Actuated Cycle Length: 60.7
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.69
Intersection Signal Delay: 21.0 Intersection LOS: C
Intersection Capacity Utilization 45.0%ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 2012 - Background - School Pickup Peak Hour (3-4PM)
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background - School Pickup Peak Hour (3-4PM)Synchro 6 Report
Kimley Horn Page 1
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Sign Control Stop Stop Stop
Volume (vph)81 124 129 77 106 84
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)88 135 140 84 115 91
Direction, Lane #EB 1 WB 1 SB 1
Volume Total (vph)223 224 207
Volume Left (vph)88 0 115
Volume Right (vph)0 84 91
Hadj (s)0.11 -0.19 -0.12
Departure Headway (s)4.8 4.5 4.8
Degree Utilization, x 0.30 0.28 0.28
Capacity (veh/h)706 752 694
Control Delay (s)9.9 9.3 9.7
Approach Delay (s)9.9 9.3 9.7
Approach LOS A A A
Intersection Summary
Delay 9.6
HCM Level of Service A
Intersection Capacity Utilization 43.5%ICU Level of Service A
Analysis Period (min)15
Manara Academy TIA 2012 - Background - PM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background - PM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12
Grade (%)0%0%0%0%
Storage Length (ft)200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft)50 50 50 50 50 50 50 50
Trailing Detector (ft)0 0 0 0 0 0 0 0
Turning Speed (mph)15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.992 0.987 0.921 0.906
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot)1770 3511 0 1770 3493 0 1770 1716 0 1770 1688 0
Flt Permitted 0.142 0.236 0.552 0.440
Satd. Flow (perm)265 3511 0 440 3493 0 1028 1716 0 820 1688 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR)8 13 57 88
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph)40 40 30 30
Link Distance (ft)683 983 551 588
Travel Time (s)11.6 16.8 12.5 13.4
Volume (vph)121 751 44 66 770 75 57 92 101 88 63 106
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%)2%2%2%2%2%2%2%2%2%2%2%2%
Bus Blockages (#/hr)0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Block Traffic (%)0%0%0%0%
Adj. Flow (vph)132 816 48 72 837 82 62 100 110 96 68 115
Lane Group Flow (vph) 132 864 0 72 919 0 62 210 0 96 183 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s)8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s)16.0 42.0 0.0 12.0 38.0 0.0 11.0 24.0 0.0 12.0 25.0 0.0
Total Split (%)17.8% 46.7% 0.0% 13.3% 42.2% 0.0% 12.2% 26.7% 0.0% 13.3% 27.8% 0.0%
Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s)0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None Max None Max
Act Effct Green (s)33.3 26.2 29.7 24.5 26.3 22.2 28.3 24.9
Actuated g/C Ratio 0.44 0.36 0.39 0.33 0.34 0.30 0.37 0.34
Manara Academy TIA 2012 - Background - PM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background - PM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.45 0.69 0.24 0.79 0.15 0.38 0.24 0.29
Control Delay 15.5 23.4 12.3 27.9 18.9 22.6 19.2 16.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 15.5 23.4 12.3 27.9 18.9 22.6 19.2 16.0
LOS B C B C B C B B
Approach Delay 22.3 26.8 21.7 17.1
Approach LOS C C C B
Stops (vph)57 607 33 691 38 113 55 72
Fuel Used(gal)2 13 1 17 2 7 1 2
CO Emissions (g/hr)105 939 65 1204 139 473 73 120
NOx Emissions (g/hr)20 183 13 234 27 92 14 23
VOC Emissions (g/hr)24 218 15 279 32 110 17 28
Dilemma Vehicles (#)0 50 0 54 0 0 0 0
Queue Length 50th (ft)34 187 18 211 19 63 30 37
Queue Length 95th (ft)61 250 37 294 51 144 71 104
Internal Link Dist (ft)603 903 471 508
Turn Bay Length (ft)200 200 200 200
Base Capacity (vph)354 1601 318 1471 416 556 406 628
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.37 0.54 0.23 0.62 0.15 0.38 0.24 0.29
Intersection Summary
Area Type:Other
Cycle Length: 90
Actuated Cycle Length: 73.7
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.79
Intersection Signal Delay: 23.4 Intersection LOS: C
Intersection Capacity Utilization 59.6%ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 2012 - Background - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background - PM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Sign Control Stop Stop Stop
Volume (vph)125 163 122 102 123 103
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)136 177 133 111 134 112
Direction, Lane #EB 1 WB 1 SB 1
Volume Total (vph)313 243 246
Volume Left (vph)136 0 134
Volume Right (vph)0 111 112
Hadj (s)0.12 -0.24 -0.13
Departure Headway (s)5.0 4.8 5.1
Degree Utilization, x 0.44 0.32 0.35
Capacity (veh/h)683 712 644
Control Delay (s)11.8 10.0 10.8
Approach Delay (s)11.8 10.0 10.8
Approach LOS B A B
Intersection Summary
Delay 11.0
HCM Level of Service B
Intersection Capacity Utilization 51.3%ICU Level of Service A
Analysis Period (min)15
Manara Academy TIA & TMP, Coppell, Texas
May 2009
SynchroTM Output
2012 Background Plus 500-Student School Traffic
Manara Academy TIA 2012 - Background + Manara 500 - AM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12
Grade (%)0%0%0%0%
Storage Length (ft)200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft)50 50 50 50 50 50 50 50
Trailing Detector (ft)0 0 0 0 0 0 0 0
Turning Speed (mph)15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.975 0.991 0.914 0.922
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot)1770 3451 0 1770 3507 0 1770 1703 0 1770 1717 0
Flt Permitted 0.174 0.228 0.386 0.588
Satd. Flow (perm)324 3451 0 425 3507 0 719 1703 0 1095 1717 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR)29 9 71 57
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph)40 40 30 30
Link Distance (ft)683 983 551 588
Travel Time (s)11.6 16.8 12.5 13.4
Volume (vph)44 533 108 194 858 56 101 53 73 81 121 132
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%)2%2%2%2%2%2%2%2%2%2%2%2%
Bus Blockages (#/hr)0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Block Traffic (%)0%0%0%0%
Adj. Flow (vph)48 579 117 211 933 61 110 58 79 88 132 143
Lane Group Flow (vph)48 696 0 211 994 0 110 137 0 88 275 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s)8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s)12.0 36.0 0.0 17.0 41.0 0.0 11.0 25.0 0.0 12.0 26.0 0.0
Total Split (%)13.3% 40.0% 0.0% 18.9% 45.6% 0.0% 12.2% 27.8% 0.0% 13.3% 28.9% 0.0%
Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s)0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None Max None Max
Act Effct Green (s)28.7 21.8 36.3 30.3 27.4 22.5 28.3 22.9
Actuated g/C Ratio 0.36 0.29 0.48 0.40 0.35 0.30 0.36 0.30
Manara Academy TIA 2012 - Background + Manara 500 - AM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.20 0.69 0.54 0.71 0.32 0.25 0.19 0.49
Control Delay 13.2 26.7 17.0 23.2 19.7 15.5 17.9 24.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 13.2 26.7 17.0 23.2 19.7 15.5 17.9 24.1
LOS B C B C B B B C
Approach Delay 25.9 22.2 17.4 22.6
Approach LOS C C B C
Stops (vph)25 500 100 712 64 52 49 163
Fuel Used(gal)1 11 3 17 1 1 1 3
CO Emissions (g/hr)40 794 206 1217 83 86 66 231
NOx Emissions (g/hr)8 155 40 237 16 17 13 45
VOC Emissions (g/hr)9 184 48 282 19 20 15 53
Dilemma Vehicles (#)0 39 0 56 0 0 0 0
Queue Length 50th (ft)12 152 58 229 34 26 27 92
Queue Length 95th (ft)28 213 97 307 79 79 65 192
Internal Link Dist (ft)603 903 471 508
Turn Bay Length (ft)200 200 200 200
Base Capacity (vph)266 1322 425 1596 348 555 468 559
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.18 0.53 0.50 0.62 0.32 0.25 0.19 0.49
Intersection Summary
Area Type:Other
Cycle Length: 90
Actuated Cycle Length: 75.8
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.71
Intersection Signal Delay: 22.8 Intersection LOS: C
Intersection Capacity Utilization 62.3%ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 2012 - Background + Manara 500 - AM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 2: Manara Entry & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Sign Control Stop Free Free
Grade 0%0%0%
Volume (veh/h)0 0 228 99 149 274
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)0 0 248 108 162 298
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)551
pX, platoon unblocked 0.95
vC, conflicting volume 923 302 355
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 919 302 355
tC, single (s)6.4 6.2 4.1
tC, 2 stage (s)
tF (s)3.5 3.3 2.2
p0 queue free %100 100 87
cM capacity (veh/h)247 738 1203
Direction, Lane #NB 1 SB 1
Volume Total 355 460
Volume Left 0 162
Volume Right 108 0
cSH 1700 1203
Volume to Capacity 0.21 0.13
Queue Length 95th (ft)0 12
Control Delay (s)0.0 3.9
Lane LOS A
Approach Delay (s)0.0 3.9
Approach LOS
Intersection Summary
Average Delay 2.2
Intersection Capacity Utilization 47.4%ICU Level of Service A
Analysis Period (min)15
Manara Academy TIA 2012 - Background + Manara 500 - AM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 3: Manara Exit & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Sign Control Stop Free Free
Grade 0%0%0%
Volume (veh/h)101 101 226 0 0 274
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)110 110 246 0 0 298
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)711
pX, platoon unblocked
vC, conflicting volume 543 246 246
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 543 246 246
tC, single (s)6.4 6.2 4.1
tC, 2 stage (s)
tF (s)3.5 3.3 2.2
p0 queue free %78 86 100
cM capacity (veh/h)500 793 1320
Direction, Lane #WB 1 WB 2 NB 1 SB 1
Volume Total 110 110 246 298
Volume Left 110 0 0 0
Volume Right 0 110 0 0
cSH 500 793 1700 1700
Volume to Capacity 0.22 0.14 0.14 0.18
Queue Length 95th (ft)21 12 0 0
Control Delay (s)14.2 10.3 0.0 0.0
Lane LOS B B
Approach Delay (s)12.2 0.0 0.0
Approach LOS B
Intersection Summary
Average Delay 3.5
Intersection Capacity Utilization 26.7%ICU Level of Service A
Analysis Period (min)15
Manara Academy TIA 2012 - Background + Manara 500 - AM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Sign Control Stop Stop Stop
Volume (vph)90 94 161 234 156 312
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)98 102 175 254 170 339
Direction, Lane #EB 1 WB 1 SB 1
Volume Total (vph)200 429 509
Volume Left (vph)98 0 170
Volume Right (vph)0 254 339
Hadj (s)0.13 -0.32 -0.30
Departure Headway (s)6.3 5.4 5.4
Degree Utilization, x 0.35 0.65 0.76
Capacity (veh/h)529 631 649
Control Delay (s)12.5 17.9 23.0
Approach Delay (s)12.5 17.9 23.0
Approach LOS B C C
Intersection Summary
Delay 19.2
HCM Level of Service C
Intersection Capacity Utilization 70.6%ICU Level of Service C
Analysis Period (min)15
Manara Academy TIA 2012 - Background + Manara 500 - School Pickup Peak Hour (3-4PM)
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - School Pickup Peak Hour (3-4PM)Synchro 6 Report
Kimley Horn Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12
Grade (%)0%0%0%0%
Storage Length (ft)200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft)50 50 50 50 50 50 50 50
Trailing Detector (ft)0 0 0 0 0 0 0 0
Turning Speed (mph)15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.983 0.983 0.915 0.914
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot)1770 3479 0 1770 3479 0 1770 1704 0 1770 1703 0
Flt Permitted 0.295 0.205 0.574 0.575
Satd. Flow (perm)550 3479 0 382 3479 0 1069 1704 0 1071 1703 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR)17 17 67 69
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph)40 40 30 30
Link Distance (ft)683 983 551 588
Travel Time (s)11.6 16.8 12.5 13.4
Volume (vph)58 602 77 93 571 71 80 67 87 57 53 73
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%)2%2%2%2%2%2%2%2%2%2%2%2%
Bus Blockages (#/hr)0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Block Traffic (%)0%0%0%0%
Adj. Flow (vph)63 654 84 101 621 77 87 73 95 62 58 79
Lane Group Flow (vph)63 738 0 101 698 0 87 168 0 62 137 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s)8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s)14.0 35.0 0.0 17.0 38.0 0.0 15.0 24.0 0.0 14.0 23.0 0.0
Total Split (%)15.6% 38.9% 0.0% 18.9% 42.2% 0.0% 16.7% 26.7% 0.0% 15.6% 25.6% 0.0%
Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s)0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None Max None Max
Act Effct Green (s)24.8 19.4 26.9 22.2 27.8 23.8 25.8 21.1
Actuated g/C Ratio 0.35 0.29 0.39 0.33 0.40 0.35 0.36 0.31
Manara Academy TIA 2012 - Background + Manara 500 - School Pickup Peak Hour (3-4PM)
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - School Pickup Peak Hour (3-4PM)Synchro 6 Report
Kimley Horn Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.20 0.72 0.33 0.60 0.17 0.26 0.13 0.23
Control Delay 13.1 26.3 14.3 21.5 15.1 16.0 15.4 15.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 13.1 26.3 14.3 21.5 15.1 16.0 15.4 15.0
LOS B C B C B B B B
Approach Delay 25.3 20.6 15.7 15.1
Approach LOS C C B B
Stops (vph)32 545 48 476 46 73 35 53
Fuel Used(gal)1 12 1 12 1 2 1 1
CO Emissions (g/hr)52 848 95 823 59 110 44 88
NOx Emissions (g/hr)10 165 19 160 11 21 9 17
VOC Emissions (g/hr)12 197 22 191 14 25 10 20
Dilemma Vehicles (#)0 46 0 44 0 0 0 0
Queue Length 50th (ft)15 148 24 135 22 34 15 23
Queue Length 95th (ft)36 226 52 205 59 99 45 78
Internal Link Dist (ft)603 903 471 508
Turn Bay Length (ft)200 200 200 200
Base Capacity (vph)371 1416 402 1547 534 648 496 583
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.17 0.52 0.25 0.45 0.16 0.26 0.13 0.23
Intersection Summary
Area Type:Other
Cycle Length: 90
Actuated Cycle Length: 67.1
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.72
Intersection Signal Delay: 21.3 Intersection LOS: C
Intersection Capacity Utilization 49.8%ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 2012 - Background + Manara 500 - School Pickup Peak Hour (3-4PM)
HCM Unsignalized Intersection Capacity Analysis 2: Manara Entry & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - School Pickup Peak Hour (3-4PM)Synchro 6 Report
Kimley Horn Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Sign Control Stop Free Free
Grade 0%0%0%
Volume (veh/h)0 0 234 56 85 138
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)0 0 254 61 92 150
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)551
pX, platoon unblocked
vC, conflicting volume 620 285 315
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 620 285 315
tC, single (s)6.4 6.2 4.1
tC, 2 stage (s)
tF (s)3.5 3.3 2.2
p0 queue free %100 100 93
cM capacity (veh/h)418 754 1245
Direction, Lane #NB 1 SB 1
Volume Total 315 242
Volume Left 0 92
Volume Right 61 0
cSH 1700 1245
Volume to Capacity 0.19 0.07
Queue Length 95th (ft)0 6
Control Delay (s)0.0 3.5
Lane LOS A
Approach Delay (s)0.0 3.5
Approach LOS
Intersection Summary
Average Delay 1.5
Intersection Capacity Utilization 34.3%ICU Level of Service A
Analysis Period (min)15
Manara Academy TIA 2012 - Background + Manara 500 - School Pickup Peak Hour (3-4PM)
HCM Unsignalized Intersection Capacity Analysis 3: Manara Exit & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - School Pickup Peak Hour (3-4PM)Synchro 6 Report
Kimley Horn Page 2
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Sign Control Stop Free Free
Grade 0%0%0%
Volume (veh/h)79 80 210 0 0 138
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)86 87 228 0 0 150
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)711
pX, platoon unblocked
vC, conflicting volume 378 228 228
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 378 228 228
tC, single (s)6.4 6.2 4.1
tC, 2 stage (s)
tF (s)3.5 3.3 2.2
p0 queue free %86 89 100
cM capacity (veh/h)624 811 1340
Direction, Lane #WB 1 WB 2 NB 1 SB 1
Volume Total 86 87 228 150
Volume Left 86 0 0 0
Volume Right 0 87 0 0
cSH 624 811 1700 1700
Volume to Capacity 0.14 0.11 0.13 0.09
Queue Length 95th (ft)12 9 0 0
Control Delay (s)11.7 10.0 0.0 0.0
Lane LOS B A
Approach Delay (s)10.8 0.0 0.0
Approach LOS B
Intersection Summary
Average Delay 3.4
Intersection Capacity Utilization 22.7%ICU Level of Service A
Analysis Period (min)15
Manara Academy TIA 2012 - Background + Manara 500 - School Pickup Peak Hour (3-4PM)
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - School Pickup Peak Hour (3-4PM)Synchro 6 Report
Kimley Horn Page 3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Sign Control Stop Stop Stop
Volume (vph)116 124 129 98 130 139
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)126 135 140 107 141 151
Direction, Lane #EB 1 WB 1 SB 1
Volume Total (vph)261 247 292
Volume Left (vph)126 0 141
Volume Right (vph)0 107 151
Hadj (s)0.13 -0.23 -0.18
Departure Headway (s)5.1 4.8 5.0
Degree Utilization, x 0.37 0.33 0.40
Capacity (veh/h)660 700 669
Control Delay (s)11.2 10.2 11.3
Approach Delay (s)11.2 10.2 11.3
Approach LOS B B B
Intersection Summary
Delay 10.9
HCM Level of Service B
Intersection Capacity Utilization 51.4%ICU Level of Service A
Analysis Period (min)15
Manara Academy TIA 2012 - Background + Manara 500 - PM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12
Grade (%)0%0%0%0%
Storage Length (ft)200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft)50 50 50 50 50 50 50 50
Trailing Detector (ft)0 0 0 0 0 0 0 0
Turning Speed (mph)15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.990 0.987 0.920 0.908
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot)1770 3504 0 1770 3493 0 1770 1714 0 1770 1691 0
Flt Permitted 0.142 0.230 0.542 0.421
Satd. Flow (perm)265 3504 0 428 3493 0 1010 1714 0 784 1691 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR)10 13 58 82
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph)40 40 30 30
Link Distance (ft)683 983 551 588
Travel Time (s)11.6 16.8 12.5 13.4
Volume (vph)121 751 55 73 770 75 71 95 108 88 67 106
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles (%)2%2%2%2%2%2%2%2%2%2%2%2%
Bus Blockages (#/hr)0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Block Traffic (%)0%0%0%0%
Adj. Flow (vph)132 816 60 79 837 82 77 103 117 96 73 115
Lane Group Flow (vph) 132 876 0 79 919 0 77 220 0 96 188 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s)8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s)16.0 42.0 0.0 12.0 38.0 0.0 11.0 24.0 0.0 12.0 25.0 0.0
Total Split (%)17.8% 46.7% 0.0% 13.3% 42.2% 0.0% 12.2% 26.7% 0.0% 13.3% 27.8% 0.0%
Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s)0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None Max None Max
Act Effct Green (s)33.1 26.1 29.8 24.5 26.5 22.3 27.7 22.9
Actuated g/C Ratio 0.44 0.35 0.39 0.33 0.35 0.30 0.37 0.31
Manara Academy TIA 2012 - Background + Manara 500 - PM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.45 0.70 0.27 0.79 0.18 0.39 0.25 0.32
Control Delay 15.7 23.8 12.7 28.0 18.6 22.9 19.3 17.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 15.7 23.8 12.7 28.0 18.6 22.9 19.3 17.6
LOS B C B C B C B B
Approach Delay 22.8 26.8 21.8 18.2
Approach LOS C C C B
Stops (vph)57 620 36 691 46 120 55 80
Fuel Used(gal)2 14 1 17 1 2 1 2
CO Emissions (g/hr)105 960 72 1205 58 173 74 130
NOx Emissions (g/hr)20 187 14 234 11 34 14 25
VOC Emissions (g/hr)24 223 17 279 13 40 17 30
Dilemma Vehicles (#)0 51 0 54 0 0 0 0
Queue Length 50th (ft)34 191 20 211 23 67 30 42
Queue Length 95th (ft)61 255 40 293 60 151 71 110
Internal Link Dist (ft)603 903 471 508
Turn Bay Length (ft)200 200 200 200
Base Capacity (vph)353 1595 315 1469 424 558 392 581
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.37 0.55 0.25 0.63 0.18 0.39 0.24 0.32
Intersection Summary
Area Type:Other
Cycle Length: 90
Actuated Cycle Length: 73.8
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.79
Intersection Signal Delay: 23.7 Intersection LOS: C
Intersection Capacity Utilization 60.2%ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
Manara Academy TIA 2012 - Background + Manara 500 - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 2: Manara Entry & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Sign Control Stop Free Free
Grade 0%0%0%
Volume (veh/h)0 0 273 15 22 173
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)0 0 297 16 24 188
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)551
pX, platoon unblocked
vC, conflicting volume 541 305 313
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 541 305 313
tC, single (s)6.4 6.2 4.1
tC, 2 stage (s)
tF (s)3.5 3.3 2.2
p0 queue free %100 100 98
cM capacity (veh/h)493 735 1247
Direction, Lane #NB 1 SB 1
Volume Total 313 212
Volume Left 0 24
Volume Right 16 0
cSH 1700 1247
Volume to Capacity 0.18 0.02
Queue Length 95th (ft)0 1
Control Delay (s)0.0 1.0
Lane LOS A
Approach Delay (s)0.0 1.0
Approach LOS
Intersection Summary
Average Delay 0.4
Intersection Capacity Utilization 30.9%ICU Level of Service A
Analysis Period (min)15
Manara Academy TIA 2012 - Background + Manara 500 - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 3: Manara Exit & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Sign Control Stop Free Free
Grade 0%0%0%
Volume (veh/h)24 24 264 0 0 173
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)26 26 287 0 0 188
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)711
pX, platoon unblocked
vC, conflicting volume 475 287 287
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 475 287 287
tC, single (s)6.4 6.2 4.1
tC, 2 stage (s)
tF (s)3.5 3.3 2.2
p0 queue free %95 97 100
cM capacity (veh/h)548 752 1275
Direction, Lane #WB 1 WB 2 NB 1 SB 1
Volume Total 26 26 287 188
Volume Left 26 0 0 0
Volume Right 0 26 0 0
cSH 548 752 1700 1700
Volume to Capacity 0.05 0.03 0.17 0.11
Queue Length 95th (ft)4 3 0 0
Control Delay (s)11.9 10.0 0.0 0.0
Lane LOS B A
Approach Delay (s)10.9 0.0 0.0
Approach LOS B
Intersection Summary
Average Delay 1.1
Intersection Capacity Utilization 23.9%ICU Level of Service A
Analysis Period (min)15
Manara Academy TIA 2012 - Background + Manara 500 - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Sign Control Stop Stop Stop
Volume (vph)134 163 122 108 130 120
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)146 177 133 117 141 130
Direction, Lane #EB 1 WB 1 SB 1
Volume Total (vph)323 250 272
Volume Left (vph)146 0 141
Volume Right (vph)0 117 130
Hadj (s)0.12 -0.25 -0.15
Departure Headway (s)5.1 4.8 5.2
Degree Utilization, x 0.46 0.34 0.39
Capacity (veh/h)669 697 642
Control Delay (s)12.3 10.3 11.4
Approach Delay (s)12.3 10.3 11.4
Approach LOS B B B
Intersection Summary
Delay 11.4
HCM Level of Service B
Intersection Capacity Utilization 53.6%ICU Level of Service A
Analysis Period (min)15
Who is Manara Academy?
The idea of establishing Manara Academy as an open‐enrollment public charter school in Coppell has
been the result of extensive research and discussions among parents, teachers and community
members. The academy will be of value to the existing school system and to the community we live in.
Our immediate North Texas area (Coppell, Irving and Lewisville, for example) is becoming a very diverse
and cosmopolitan area. This indicates a need for educational communities that support high academic
achievement as well as address the needs of the students, their families and their communities.
Building on the strengths of students’ cultural heritage and life experiences will help them become
successful members of the community and enable them to compete globally. We visited and
investigated multiple locations that would be the perfect match for our school. Once we saw 140 S.
Heartz in Coppell, we knew that this would make the perfect home for Manara Academy.
Manara Academy will provide all students with a personalized, supportive and engaging school
environment where they can obtain the knowledge and skills necessary to find success as individuals
and as members of their community. The objective of the curriculum is to incorporate active, project‐
based learning, which connects learning across academic disciplines, and to meet the specific academic
needs of each student. The daily curriculum will actively engage students in multiple opportunities for
language development. A strong emphasis on reading and math in all subject areas will be
implemented. Staff members are responsible for ongoing investigation, assessment, analysis and
refinement of curriculum. In addition to the core subjects, Manara Academy will implement a foreign
language program, art, physical education and technology. Students will master a broad range of
content through curriculum integration that is relevant, meaningful and engaging. The curriculum
design will embrace the TEKS, and will strive to rise above these state standards through project‐based
learning. Teaching and learning is student centered and driven and measured by assessments such as
the Texas Assessment of Knowledge and Skills (TAKS).
Manara Academy will partner with Expeditionary Learning Schools ‐ Outward Bound (ELS), one of the
Nation’s most innovative and successful school design instructional models. Through ELS design
principles and practices, ELS school designers will enable our teachers to implement real life, project‐
based learning “expeditions” that promote literacy and integrate curricular content. ELS will also deliver
the school’s stated mission goals of providing students with a creative, adaptive and ethical
environment consistent with the state’s curriculum standards. ELS best fits Manara’s vision and mission
when compared to other school design models as evidenced by our founding board’s exhaustive
assessment of multiple models.
Manara Academy’s schedule reflects the reorganization of time, student grouping and resources to
support high quality learning expeditions. Our school will provide longer and more flexible blocks of time
for project‐based learning and fieldwork, for team planning and for community‐building activities. These
extended learning blocks will promote mastery of academic skills and content and facilitate the
execution of interdisciplinary learning expeditions (project‐based learning) consistent with the Texas
Essential Knowledge and Skills. At Manara, traditional add‐on courses such as character education, art,
health and technology will become essential components of the core academic subjects, integrated into
the curriculum to involve and challenge students in their entire academic and creative evolution. Multi‐
year teaching (classroom looping) strengthens relationships in the classroom and improves the
likelihood of academic success by allowing students to stay with the same teacher or team of teachers
for more than one year.
What are the school hours for Manara Academy?
Mondays‐Thursdays: School will begin at 8:00 a.m. and dismiss at 3:30 p.m.
Fridays: School will begin at 8:00 a.m. and dismiss at 1:00 p.m. This will allow our teachers and other
staff members crucial staff development time.
What is the Student‐to‐Teacher Ratio?
As with most parents, our target community shares the desire for students to mature with high self‐
esteem and respectful attitudes to others and their environment. Qualities such as respect,
responsibility, courage, charity and compassion give students the means to achieve their maximum
learning potential, and these same qualities enable them to meet life’s challenges. According to
Emerson, “character is higher than intellect.” Manara Academy is equally committed to the moral and
the intellectual development of children in their earliest years by the example of good moral citizens and
role models. The maximum student‐to‐teacher ratio will be 1:18 for K, 1:21 for 1st‐3rd grade and 1:26 for
grades 4th‐8th. This ratio will allow Manara teachers to:
• Spend more time on instruction and less time on discipline matters,
• Accommodate individual learning needs of particular students,
• Give attention when a child is struggling,
• Give particular instruction to students with language barriers or limited educational
backgrounds,
• Increase participation among all students,
• Create a safer, more comfortable environment.
Manara’s projected enrollment is as follows:
Year 1 Year 2 Year 3 Year 4 Yea
Students Classrooms Students Classrooms Students Classrooms Students Classrooms Students
K 54 3 36 2 36 2 54 3 54
1 63 3 63 3 36 2 36 2 59
2 63 3 63 3 63 3 36 2 36
3 42 2 63 3 63 3 63 3 36
4 52 2 52 2 63 3 63 3 63
5 52 2 52 2 52 2 63 3 63
6 52 2 52 2 52 2 63
7 52 2 52 2 63
8 52 2 63
Max 326 15 381 17 462 21 471 22 500
Who will be employed by Manara Academy?
As even the youngest of children can aspire and exemplify Manara principles, so too will they react to
examples that are inconsistent with these values. Manara Academy educates by example. As such,
Manara Academy staff must exemplify the qualities we strive to guide our students towards. In the
words of our partner ELS, we are not passengers but a “crew”. Therefore, ideas and actions of all staff
affect the course to which we steer ourselves. As we truly are “charting new waters” with our unique
emphasis on high academic achievement, communication excellence, foreign language, ethical character
and stewardship, we strive to attract and retain individuals who show enthusiasm for and commitment
to these areas.
Manara is committed to recruiting highly qualified staff, those who not only meet TEA and NCLB criteria
as it applies to charter schools, but who also possess the following:
1. Educational credentials as recognized by any one of the regional accrediting agencies located
throughout the United States, its territories or recognized foreign university or college
2. Relevant experience
3. Motivational fit with the school’s mission and design and an understanding of the
responsibilities of a charter school and the dedication to being a member of a founding faculty
4. Feedback evaluations
In addition to the 15 general education classrooms teachers, Manara will hire 14 additional staff
members. These positions will include: Principal, Assistant Principal, Business Manager, Student
Attendance Clerk (PEIMS), Administrative Assistant, 3 Instructional Assistants, 2 Foreign Language
teachers, Health Fitness Teacher, Art Teacher, part‐time Nurse and Janitor. This will bring our total staff
member count to 29 people for year 1.
Who is eligible to attend Manara Academy?
Below is a list of School Districts from which Manara Academy will accept students:
• Irving ISD (Independent School District)
• Dallas ISD
• The Carrollton‐Farmers Branch ISD
• Coppell ISD
• Lewisville ISD
• Hurst‐Euless‐Bedford ISD
• Arlington ISD
• Grapevine‐Colleyville ISD
What are the plans for lunch services for students?
Manara Academy will utilize the Fellowship hall as the Cafeteria as long as the space requirements
permit us to use them. If there is a need to convert the Fellowship hall to classrooms beyond year 1,
then Manara will eventually convert the Sanctuary to a Multi‐Purpose room in which part of it would be
used as the Cafeteria. Manara does not intend to do any on‐site cooking at the premises. Manara
Academy might use the services of an outside vendor for parents to choose lunch options or in the
event that 10% or more of the student population is eligible for free and reduced lunch.
What is the future expansion plans for Manara Academy?
Manara Academy is currently enrolling K‐5th grade for August 2009 school year. Manara will add grade
level each year and will be a K‐8th grade school by August 2012 school year with a max capacity of 500
students. Currently Manara will utilize 15 classrooms and will convert the Fellowship Hall and Nursery to
multiple classrooms and will utilize 25 classrooms by August 2012 school year.
MANARA ACADEMY
WEST (FRONT) ELEVATION
3SCALE: /64”= 1’-0”15’-0”113’-6” FRONT
Manara Academy
140 S. Heartz
Coppell, TX
Rick Sutton
R. Hayner N/A
0904-013r1p1
04-08-09
Kristy Crep
7302
04/08/09- CHANGED CONFIGURATION & REMOVED BOTTOM PANEL
3/64”= 1’-0”
MANARA ACADEMY
3.8 + 19.8= 40.2
SIGN CENTERED OVER DOORS
3’-0” ABOVE SEAMSINCESINCE
SINCESINCE
(As shown)
Manara Academy
140 S. Heartz
Coppell, TX
Rick Sutton
R. Hayner N/A
0904-013r1p2
04-07-09
Kristy Crep
7302
F.C.O. GRAPHICS
SCALE: ½”= 1’-0”
DARK GREEN
MINT GREEN
CHROME YELLOW
VINYL GRAPHICS COLORS
24
88
165
LOGO TORCH & “MANARA”
LOGO “MANARA” CAPSULE
LOGO ARC; MAIN COPY
LOGO BOOK BOTTOM EDGE DOVE GREY28
LOGO PANEL O/L BLACK
EXPOSED (REMAINS BLACK)-LOGO O/L & OTHER LOGO
03
3.8 + 19.8= 40.23’-3”17’-0”1’-9”14”4”2’-2”
MANARA ACADEMY
1’-2” x 17’-0”= 19.8 SQ. FT.
1’-9” x 2’-2”= 3.8 SQ. FT.
SECTION
N.T.S.
A
C
E
B
D
G
F
VINYL OVERLAY ON FACES OF F.C.O. ON LOGO (COLORS LISTED)
1” DEEP PANNED ALUM. PANEL PTD. SPRAYLAT RAL 1015 LT. IVORY
½” CLEAR ACRYLIC FLAT CUT OUT LOGO GRAPHICS PTD. BLACK SATIN
A
C
B
F.C.O. GRAPHICS
D
LOGO F.C.O. PIN MOUNTED TO PANEL
PANEL HIDDEN CLIP MTD. w/SCREWS IN ANCHORSE
F ½” CLEAR ACRYLIC FLAT CUT OUT LETTERS PTD. BLACK SATIN
G LETTERS PIN MOUNTED TO WALL w/ ½” STANDOFF
ACRYLIC LOGO FCO
SCALE: ½”= 1’-0”
LOGO PANEL
SCALE: ½”= 1’-0”
BLACK VINYL ON PANELDOVE GREY VINYL ON PANEL
VINYL ON LOGO PANEL
SCALE: ½”= 1’-0”
VINYL ON LOGO F.C.O.
SCALE: ½”= 1’-0”
SINCESINCE
REPLACEMENT FACE FOR EXISTING DOUBLE-FACE MONUMENT SIGN
SCALE: ¾”= 1’-0”
3’-3” x 8’-2”= 26.54
(As shown)
DOUBLE-FACE MONUMENT SIGN
N.T.S.
Manara Academy
140 S. Heartz
Coppell, TX
Rick Sutton
R. Hayner N/A
0904-013r1p3
04-07-09
Kristy Crep
73023’-3”8’-2”4”20”3/16” #7328 WHITE ACRYLIC BACKUP FOR ROUTED GRAPHICS
.090 ALUM. REPLACEMENT FACE P.T.M. #76 HOLLY GREEN VINYL w/ROUTED GRAPHICS
VINYL GRAPHICS APPLIED 1ST SURFACE TO BACKUP ACRYLIC (COLORS LISTED)
A
C
B
REPLACEMENT FACE FOR DOUBLE-FACE MONUMENT SIGN
(TWO FACES REQUIRED FOR ONE DOUBLE-FACE SIGN)
HOLLY GREEN
OLIVE GREEN
IVORY
SUNFLOWER
VINYL GRAPHICS COLORS
76
112
05
25
LOGO TORCH & “MANARA”
LOGO PANEL
LOGO BOOK PAGES
LOGO ARC; MAIN COPY
LOGO O/L & OTHER COPY BLACK22
8’-2”4’-3”1’-0”3’-3”9”9”
7’-11” V.O.3’-0” V.O.FACE FITS IN 1 ½” RETAINER; CUT SIZE: 38 ¾” x 97 ½”
MANARA ACADEMY
140 S. Heartz 3”MANARA ACADEMY
140 S. Heartz
AGENDA REQUEST FORM
DATE: June 16, 2009
ITEM #: 9
NECESSARY ACTION RESULTING FROM EXECUTIVE SESSION
Agenda Request Form - Revised 09/02 Document Name: %necessaryactionexec
CERTIFICATE OF AGENDA ITEM SUBMISSION
Council Meeting Date: June 16, 2009
Department Submissions:
Item Nos. 6, 7 and 8 were placed on the Agenda for the above-referenced
City Council meeting by the Planning Department. I have reviewed the
Agenda Requests (and any backup if applicable) and hereby submit these
items to the City Council for consideration.
____________________
Planning Department
Financial Review:
I certify that I have reviewed all the items submitted for consideration on
the Agenda for the above-referenced City Council Meeting and have inserted
any financial comments where appropriate.
____________________
Finance Department
City Manager Review:
I certify that I have reviewed the complete Agenda and Packet for the
above-referenced City Council Meeting and hereby submit the same to the
City Council for consideration.
____________________
City Manager
(or Deputy City Manager)