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BP 2014-07-17 PZNOTICE OF PUBLIC HEARING & AGENDA PLANNING & ZONING COMMISSION July 17, 2014 COMMISSIONERS: Edmund Haas — Chairman Glenn Portman — Vice Chairman Doug Robinson Ed Darling Justin Goodale Sue Blankenship Vijay Sarnia MEETING TIME AND PLACE: Pre -Session 6:00 p.m. 1st Floor Conference Room (Open to the Public) Regular Session 6:30 p.m. Council Chambers (Open to the Public) Notice is hereby given that the Planning & Zoning Commission of the City of Coppell, Texas will meet in pre -session at 6:00 p.m. and in regular session at 6:30 p.m. on Thursday, July 17, 2014, 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 purpose of the meeting is to consider the following items: ITEM # ITEM DESCRIPTION PRE -SESSION: 1. Briefing on the Agenda. REGULAR SESSION: 2. Call to Order. Open to the Public) (Open to the Public) 3. Consider approval of the minutes for June 19, 2014. 4. CONTINUED PUBLIC HEARING: Consider approval of Case No. PD -274-11, Hammond Street, a zoning change request from LI (Light Industrial) to PD -274-H (Planned Development -274 -Historic), to establish a Detail Site Plan for 21 (18) townhomes on 2.447 acres of land located along the west side of Hammond Street, south of West Bethel Road, approximately 575 feet north of ag071714 Page 1 of 4 ITEM # ITEM DESCRIPTION Burns Street and to amend the Land Use on the 2030 Comprehensive Plan from Industrial Special District to Old Coppell Historic District, at the request of Jason Rose, JR Rose Architect. STAFF REP.: Gary Sieb 5. Consider approval of the Westhaven PH 2A, Final Plat, to permit the development of 87 residential lots and 15 common area lots on 21.34 acres of property located south of S.H. 121, approximately 550 feet west of Magnolia Park, at the request of Standard Pacific of Texas, being represented by Mark Harris, Kimley Horn. STAFF REP.: Marcie Diamond 6. PUBLIC HEARING: Consider approval of Case No. PD -97R4 -R, Universal Academy, a zoning change request from PD -97-R and PD -97R3 -R (Planned Development -97 -Retail and Planned Development -97 Revision 3 -Retail) to PD -97R4 -R (Planned Development -97 Revision 4 -Retail), to allow the expansion of the existing charter school into the entire 113,196 - square -foot existing building, incorporation of an additional 0.8 acres of land and to increase the number of students to a maximum of 1,500 ( grades K-12) on approximately 12.4 acres of property located at the southeast corner of Sandy Lake Road and MacArthur Blvd. (1001 E. Sandy Lake Road), at the request of Gary Hasty, LTTS dba Universal Academy. STAFF REP.: Marcie Diamond 7. PUBLIC HEARING: Consider approval of Case No. PD -209R5 -C, TownOaks Centre (Zoes Kitchen), a zoning change request from PD -209R -C (Planned Development -209 -Revised - Commercial) to PD -209R5 -C (Planned Development -209 -Revision 5 -Commercial), to allow the re -occupancy of an existing vacant restaurant building and allowing for outdoor seating, facade revisions, awning colors and sign variances on 2.36 acres of property located at the southeast corner of Sandy Lake Road and Denton Tap Road (120 S. Denton Tap Road, Suite 490), at the request of Zoes Kitchen, being represented by Matthew Wells. STAFF REP.: Matt Steer 8. Update on Council action for planning agenda items on July 8, 2014: A. Ordinance for Case No. PD -272 -LI, Prologis Park @ Callejo, a zoning change from LI (Light Industrial) to PD -272 -LI (Planned Development 272 -Light Industrial), to establish a Concept Plan for five (5) office/warehouse buildings on 110.2 acres of land located north of Sandy Lake Road, south of SH 121, and providing for the extension of Freeport Parkway. B. Ordinance for Case No. 5 -1033R4 -SF -12, Vista Academy, a zoning change from 5 -1033R3 -SF -12 (Special Use Permit -1033 Revision 3 -Single Family -12) to 5 -1033R4 -SF -12 (Special Use Permit -1033 Revision 4 -Single Family -12), to allow the existing Charter School for Grades K-8, with an enrollment capacity of 500, to continue to occupy this building for a permanent time period on 4.85 acres of property located at 140 S. Heartz Road. ag071714 Page 2 of 4 ITEM # ITEM DESCRIPTION C. Ordinance for Case No. S -1074R3 -C, Valvoline, a zoning change from S- 1074RR-C (Special Use Permit -1074 Second Revision -Commercial) to S - 1074R3 -C (Special Use Permit -1074 Revision 3 -Commercial), to allow a 955 - square -foot expansion to the existing 1,783 -square -foot building on 0.608 acres of property located at 254 S. Denton Tap Road. D. Ordinance for text amendments to the Code of Ordinances, Chapter 6 — Business Regulations, Article 6-15 "Temporary Signs", Chapter 12 - Zoning, Article12-29 "Sign Regulations", Article 12-34 "Landscape Regulations" and Article 12-35-5, "Off -Street Parking Requirements, All Districts", to promote development of and provide assistance to small businesses. E. The Avenue at Denton Tap, Replat, a replat of Lot 34, Lot 35 and Lot 36 of the North Lake Estates Addition containing 1.77 acres of property located at the northeast corner of Southwestern Boulevard and Bullock Drive for mixed use development. F. Case No. PD -183R -C, Coppell High School, a zoning change request from PD - 183 -C (Planned Development -183 -Commercial) to PD -183R -C (Planned Development -183 Revised -Commercial), to attach a Revised Detail Site Plan to allow a one-story 80,701 -square -foot multipurpose building (60 feet in height, measured to peak), a two-story 52,137 -square -foot arena (52 feet in height, measured to peak) and a one-story 4,237 -square -foot kitchen addition (20 feet in height, measured to peak) on 63.54 acres of property located at 185 W. Parkway Blvd. G. Case No. PD -211R -H, Hard Eight BBQ, a zoning change request from PD -211- H -S-1226 (Planned Development -211 -Historic -Special Use Permit -1226) and H (Historic) to PD -211R -H (Planned Development -211 Revised -Historic), to allow an increase in property size to accommodate 63 additional parking spaces on 2.98 acres of property located at 688 S. Freeport Parkway. H. Case No. PD-264R-RBN-5, Easthaven, a zoning change request from PD-264- RBN-5 (Planned Development -264 -Residential Urban Neighborhood -5) to PD- 264R-RBN-5 (Planned Development -264 Revised -Residential Urban Neighborhood -5), to allow a six-foot wood fence along portions of the east side of the common area, Lot 1X, Block D, in lieu of an ornamental metal fence on 0.77 acres of property located along the common property line between the Easthaven and Magnolia Park subdivisions. L Kimbel Addition, Lots 1-9, 1X & 2X, Block B, Replat, being a replat of Lots 15 & 16 of the Kimbel Addition to allow nine (9) townhouse lots and two (2) common area lots on 0.7 acres of property located at the southwest corner of Village Parkway and Kimbel Kourt. I Case No. PD-267R-RBN-TH, Avalon, a zoning change request from C (Commercial) to PD-267R-RBN-TH (Planned Development -267 Revised - Residential Urban Neighborhood -Townhouse), to allow nine (9) townhouses on 0.7 acres of property located at the southwest corner of Village Parkway and Kimbel Kourt. K. Case No. PD -171R5 -HC, GTE Shared Services Addition (Wisenbaker), a zoning change request from PD -171R4 -HC (Planned Development -171 Revision 4 -Highway Commercial) to PD -171R5 -HC (Planned Development -171 Revision ag071714 Page 3 of 4 ITEM # ITEM DESCRIPTION 5 -Highway Commercial), to attach a Revised Detail Site Plan for a 80,980 - square -foot office/showroom/warehouse building on 6.6 acres of property located at the northeast corner of Canyon Drive and S.H. 121. 9. Director's Comments. ADJOURNMENT 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 11th day of July, 2014 at Juanita A. Miles Planning Secretary PUBLIC NOTICE 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 officials at (972) 462-0022, or (TDD 1 -800 -RELAY, TX, 1-800-735-2989). ag071714 Page 4 of 4 MINUTES OF JUNE 199 2014 The Planning and Zoning Commission of the City of Coppell met in Pre -session at 6:00 p.m., and in Regular session at 6:30 p.m., on June 19, 2014, in the Council Chambers of Coppell Town Center, 255 Parkway Boulevard, Coppell, Texas. The following Commissioners were present: COMMISSIONERS: Edmund Haas — Chairman Glenn Portman — Vice Chairman Doug Robinson Ed Darling Sue Blankenship Vijay Sarma Commissioner Goodale was not present. Also present were Director of Planning, Gary Sieb; Assistant Director of Planning, Marcie Diamond; City Planner, Matt Steer, Assistant Director of Engineering, Michael Garza and Secretary, Juanita Miles. The purpose of the meeting is to consider the following items: ITEM # ITEM DESCRIPTION PRE -SESSION: (Open to the Public) 1. Briefing on the Agenda. The Planning Commission was briefed on each posted agenda item in the Workshop Session. No vote was taken on any item discussed. REGULAR SESSION: (Open to the Public) 2. Call to Order. Chairman Haas called the meeting to order. 3. Consider approval of the minutes for May 15, 2014. Commissioner Portman made a motion to approve the minutes for May 15, 2014 as written. Commissioner Robinson seconded; motion carried (6-0), with Commissioners Sarma, Robinson, Haas, Portman, Darling and Blankenship voting in favor. None opposed. 4. PUBLIC HEARING: Consider approval of Case No. PD-267R-RBN-TH, Avalon, a zoning change request from C (Commercial) to PD-267R-RBN-TH (Planned Development -267 Revised -Residential Urban Neighborhood -Townhouse), to allow nine (9) townhouses on 0.7 acres of property located at the southwest corner of Village Parkway and Kimbel Kourt, at the request of Sudkar Allada, being represented by Greg Frnka, GPF Architects, LLC. STAFF REP.: Marcie Diamond MIN061914 Page 1 of 10 ITEM # ITEM DESCRIPTION Presentation: Assistant Planning Director, Marcie Diamond introduced this case to the Commission with exhibits, elevations and a color board. She mentioned eight notices were mailed to property owners within 200 feet of this request. None returned in favor and none returned in opposition. She stated that staff is recommending approval subject to conditions which she read into the record. Greg Frnka, AIA, GPF Architects, LLC, 440 W. Bethel Road, Coppell, Texas, was present to represent this case, to address questions and stated agreement with staff's recommendation except compliance with the 80% masonry requirement and concern with the amount of spacing between buildings. Dr. Sudhakar Allada, Owner, 10007 Stone Harbor Way, Irving, Texas, addressed questions from the Commission concerning the ten -foot separation between the units. Mike Garza, City of Coppell/Engineering Dept., 265 Parkway Blvd., Coppell, Texas, addressed Commission's concerns with parallel parking on Kimbel Kourt. Public Hearing: Chairman Haas opened the Public Hearing, asking for people who wanted to speak either in favor or opposition or wanted to comment on this request to come forward. The following people spoke: Marla Williams, 137 Hollywood Drive, Coppell, Texas, spoke in favor. Jennifer Holmes, 646 Andover Lane, Coppell, Texas, spoke in favor. David Bell, 913 Parker Drive, Coppell, Texas, spoke in favor. Patrick Brandt, 646 Andover Lane, Coppell, Texas, spoke in favor. Chairman Haas closed the public hearing. Action: After much discussion, Vice Chairman Portman made a motion to recommend approval of Case No. PD-267R-RBN-TH, Avalon, a zoning change request from C (Commercial) to PD- 267R-RBN-TH (Planned Development -267 Revised -Residential Urban Neighborhood - Townhouse), subject to the following conditions: 1. There will be additional comments upon detailed engineering review. 2. Resolve the issue with the lot configurations and the placement of air conditioning units and other above ground utility boxes. 3. Include all Common Area (X) Lots on the site and landscape plans, including area calculations of each lot and proposed uses. (Deleted private maintenance of fenced -in patio areas) 4. Add a note specifying that all paving, sidewalks, fencing (wood and wrought iron) on - street parking and landscaping will be maintained by the Homeowners Association. 5. Include all existing easements to remain and proposed easements to the Site and Landscape Plans. 6. Revise the Landscape Plan to replace the Ginkgo trees with another species of overstory tree and relocate them from three (3) feet in front of the building. MIN061914 Page 2 of 10 ITEM # ITEM DESCRIPTION 7. Revise the building materials to be in compliance with the 80% masonry requirement. 8. Specify color and material of garage doors. Commissioner Sarma seconded; motion carried (5-1), with Commissioners Sarma, Robinson, Haas, Portman and Blankenship voting in favor. Commissioner Darling voted in opposition. 5. PUBLIC HEARING: Consider approval of the Kimbel Addition, Lots 1-9, 1X & 2X, Block B, Replat, being a replat of Lots 15 & 16 of the Kimbel Addition to allow nine (9) townhouse lots and two (2) common area lots on 0.7 acres of property located at the southwest corner of Village Parkway and Kimbel Kourt, at the request of Sudkar Allada, being represented by Greg Frnka, GPF Architects, LLC. STAFF REP.: Marcie Diamond Presentation: Assistant Planning Director, Marcie Diamond introduced this case to the Commission with exhibits. She stated that staff is recommending approval subject to conditions which she read into the record. Greg Frnka, AIA, GPF Architects, LLC, 440 W. Bethel Road, Coppell, Texas, was present to represent this case, to address questions and stated agreement with staff's recommendation. Public Hearing: Chairman Haas opened the Public Hearing, asking for people who wanted to speak either in favor or opposition or wanted to comment on this request to come forward. No one spoke. Chairman Haas closed the public hearing. Action: Vice Chairman Portman made a motion to recommend approval of the Kimbel Addition, Lots 1-9, 1X & 2X, Block B, Replat subject to the following conditions: 1. There will be additional comments upon detailed engineering review. 2. Title the plat "Kimbel Addition, Lots 1-9, 1X & 2X, Block B", and include it in the City Secretary's signature block. 3. Revise the Lot numbers to remove the "C" and add Lots 1X and 2X on the common area lots. 4. Provide verification that the existing power poles will be removed and the TP&L easement will be abandoned. 5. Verify the lot sizes, why is there over a five-foot variation in lot depth between Lots 4 and 5? 6. Accurately locate and label all easements and X -lots, including, but not limited to: a. The northern portion of Lot 1 should be a common area (2X) lot with landscape, drainage and utility easements. b. The 15 -foot alley and abutting landscaped areas also needs to be designated as a common area (1X) lot with landscaping, mutual access and utility easements. 7. Add the right-of-way widths on Kimbel Kourt and Village Parkway. MIN061914 Page 3 of 10 ITEM # ITEM DESCRIPTION 8. The Replat includes a six-foot sidewalk easement, and the site plan indicates a five-foot, which is correct? 9. Correct the spelling of `Council' in the City Secretary's signature block, `Tollway' in the location map, `Court' to Kourt, and `Frankford' in the owner's address. Commissioner Sarma seconded; motion carried (6-0), with Commissioners Sarma, Robinson, Haas, Portman, Darling and Blankenship voting in favor. None opposed. "Commissioner Blankenship recused herself due to a conflict of interest with the following case. 6. PUBLIC HEARING: Consider approval of Case No. PD-264R-RBN-5, Easthaven, a zoning change request from PD-264-RBN-5 (Planned Development -264 -Residential Urban Neighborhood -5) to PD-264R-RBN-5 (Planned Development -264 Revised -Residential Urban Neighborhood - 5), to allow a six-foot wood fence along portions of the east side of the common area, Lot 1X, Block D, in lieu of an ornamental metal fence on 0.77 acres of property located along the common property line between the Easthaven and Magnolia Park subdivisions, at the request of Coppell Partners 22, LP, being represented by Mark Harris, Kimley-Horn & Associates, Inc. STAFF REP.: Marcie Diamond Presentation: Assistant Planning Director, Marcie Diamond introduced this case to the Commission with exhibits. She mentioned 27 notices were mailed to property owners within 200 feet of this request. One notice was returned in opposition and none returned in favor. She stated that staff is recommending the retention of the decorative metal fence the length of the property line; however, would support the revised site plan (wooden fence), if desired by the abutting Magnolia homeowners, subject to conditions which she read into the record. Mark Harris, P.E., Kimley-Horn & Associates, Inc., 5750 Genesis Court, Frisco, Texas, was present to represent this case, to address questions and stated agreement with staff's recommendation. Public Hearing: Chairman Haas opened the Public Hearing, asking for people who wanted to speak either in favor or opposition or wanted to comment on this request to come forward. No one spoke. Chairman Haas closed the public hearing. Action: Commissioner Sarma made a motion to recommend approval of Case No. PD-264R-RBN-5, Easthaven, a zoning change request from PD-264-RBN-5 (Planned Development -264 - Residential Urban Neighborhood -5) to PD-264R-RBN-5 (Planned Development -264 Revised - Residential Urban Neighborhood -5), subject to the following conditions: 1. Revise the title to read, "Revised Site Plan for PD-264R-RBN-5, Lot 1X, Block D of Easthaven (Eastlake)". 2. Include an elevation of the ornamental metal fence, showing design, color, etc. 3. Enlarge and move the purpose note. MIN061914 Page 4 of 10 ITEM # ITEM DESCRIPTION Commissioner Robinson seconded; motion carried (5-0), with Commissioners Sarma, Robinson, Haas, Portman and Darling voting in favor. None opposed. "Commissioner Blankenship rejoined the meeting. 7. PUBLIC HEARING: Consider approval of Case No. PD -274-11, Hammond Street, a zoning change request from LI (Light Industrial) to PD -274-H (Planned Development -274 -Historic), to establish a Detail Site Plan for 21 townhomes on 2.447 acres of land located along the west side of Hammond Street, south of West Bethel Road, approximately 575 feet north of Burns Street and to amend the Land Use on the 2030 Comprehensive Plan from Industrial Special District to Old Coppell Historic District, at the request of Jason Rose, JR Rose Architect. STAFF REP.: Gary Sieb Presentation: Planning Director, Gary Sieb introduced this case to the Commission with exhibits. He mentioned seven notices were mailed to property owners within 200 feet of this request. One notice was returned in favor; one was returned in opposition and one was undecided. He stated that staff is recommending denial because of reasons which he read into the record. Jason Rose J. R. Rose Architects, 2120 Cosmos Way, Argyle, Texas, was present to represent this case, to address questions and stated the he did not agree with staff's recommendation to deny. He presented a notebook folder to the Commission members in support of his case. Public Hearing: Chairman Haas opened the Public Hearing, asking for people who wanted to speak either in favor or opposition or wanted to comment on this request to come forward. The following people spoke: Darleen McLaughlin, 290 Country Ridge Road, Lewisville, Texas, spoke in favor. Jeff Hahn, Keller Williams, 546 E. Sandy Lake Road, Coppell, Texas, spoke in favor. Debbie Jenkins, Keller Williams, 2209 Graystone Court, Keller, Texas, spoke in favor. David Bell, 913 Parker Drive, Coppell, Texas, spoke in favor. Bob Wooley, 540 W. Bethel Road, Coppell, Texas, spoke in opposition. Mark Haas, J. R. Rose Architects, 112 Dickens Drive, Coppell, Texas, spoke in favor. Steve Chadick, Chadick Capital L.P., 2019 Northwood Terrace, Denton, Texas, spoke in favor (but was undecided). Miriam Jenkins, 613 Loch Lane, Coppell, Texas, spoke in opposition. Chairman Haas closed the public hearing. Action: After much discussion, Commissioner Robinson made a motion to continue the public hearin 3r with the request kept open for Case No. PD -274-11, Hammond Street, to the July 171 Planning & Zoning Commission meeting. Vice Chairman Portman seconded; motion carried (6-0), with Commissioners Sarma, Robinson, Haas, Portman, Darling and Blankenship voting in favor. None opposed. MIN061914 Page 5 of 10 ITEM # ITEM DESCRIPTION * *Break * * 9:22 p. m. — 9:40 p. m. 8. PUBLIC HEARING: Consider approval of Case No. PD -211R -H, Hard Eight BBQ, a zoning change request from PD -211 -H -S-1226 (Planned Development -211 -Historic -Special Use Permit -1226) and H (Historic) to PD -211R -H (Planned Development -211 Revised -Historic), to allow an increase in property to accommodate 63 additional parking spaces on 2.98 acres of property located at 688 S. Freeport Parkway, at the request of P&V Mobile LLCNicki Nivens, being represented by Ed Kellie, Kellie Engineering, Inc. STAFF REP.: Gary Sieb Presentation Planning Director, Gary Sieb introduced this case to the Commission with exhibits. He mentioned 12 notices were mailed to property owners within 200 feet of this request. One notice was returned in favor; none returned in opposition and one was undecided. He stated that staff is recommending approval subject to conditions which he read into the record. Ed Kellie, P.E., Kellie Engineering, Inc., Fort Worth, Texas, was present to represent this case, to address questions and stated agreement with staff's recommendation. Public Hearing: Chairman Haas opened the Public Hearing, asking for people who wanted to speak either in favor or opposition or wanted to comment on this request to come forward. The following people spoke: Bob Wooley, 540 W. Bethel Road, Coppell, Texas, spoke in opposition. Miriam Jenkins, 613 Loch Lane, Coppell, Texas, spoke in opposition. Chairman Haas closed the public hearing. Action: Commissioner Robinson made a motion to recommend approval of Case No. PD -211R -H, Hard Eight BBQ a zoning change request from PD -211 -H -S-1226 (Planned Development - 211 -Historic -Special Use Permit -1226) and H (Historic) to PD -211R -H (Planned Development -211 Revised -Historic), subject to the following revised conditions: 1. The parking lot will need to be constructed at grade, no fill material will be allowed. 2. A flood plain permit will need to be issued. 3. Additional comments may be generated upon detailed engineering review. 4. Proposed light standards shall be identical to current ones on the existing lot. 5. Improve screening along Bethel Road by replacing the existing landscaping material with Nellie R. Stevens plants. 6. Visually screen the wood storage area (typically three to four -feet high) on three sides, especially from Bethel Road. 7. Change "Loch Road" to Loch Lane. 8. Reconsider the number and location of light standards across from the residential structure to the north. 9. Allow no speakers on light standards in parking area. MIN061914 Page 6 of 10 ITEM # ITEM DESCRIPTION Commissioner Sarma seconded; motion carried (6-0), with Commissioners Sarma, Robinson, Haas, Portman, Darling and Blankenship voting in favor. None opposed. 9. PUBLIC HEARING: Consider approval of The Avenue at Denton Tap, Replat, being a replat of Lot 34, Lot 35 and Lot 36 of the North Lake Estates Addition containing 1.77 acres of property located at the northeast corner of Southwestern Boulevard and Bullock Drive for mixed use development, at the request of Dr. Prabhav Tella being represented by Charles G. Starnes, CE -Tex, Inc. STAFF REP.: Gary Sieb Presentation: Planning Director, Gary Sieb introduced this case to the Commission with exhibits. He stated that staff is recommending approval subject to conditions which he read into the record. Charles Starnes, RPLS, CE-TEX, Inc., 204 West Nash Street, Grapevine, Texas, was present to represent this case, to address questions and stated agreement with staff's recommendation. Public Hearing: Chairman Haas opened the Public Hearing, asking for people who wanted to speak either in favor or opposition or wanted to comment on this request to come forward. No one spoke. Chairman Haas closed the public hearing. Action: Vice Chairman Portman made a motion to recommend approval of The Avenue at Denton Tap, Replat, subject to the following conditions: 1. Additional comments may be generated upon detailed engineering review. 2. Show existing Lot 36 with dashed lines and a light screen. 3. Fire lanes require 14 feet of clear space above the fire lane, just FYI. 4. Notes on this plat that do not directly relate to it need to be screened, i.e., W.W. Willingham Family Limited Partnership note; Lot 29A revisions note; Alley North Lake Estates note, etc. Commissioner Robinson seconded; motion carried (6-0), with Commissioners Sarma, Robinson, Haas, Portman, Darling and Blankenship voting in favor. None opposed. 10. PUBLIC HEARING: Consider approval of Case No. PD -171R5 -HC, GTE Shared Services Addition (Wisenbaker), a zoning change request from PD -171R4 -HC (Planned Development -171 Revision 4 -Highway Commercial) to PD -171R5 -HC (Planned Development -171 Revision 5 -Highway Commercial), to attach a Revised Detail Site Plan for a 80,980 -square -foot office/showroom/warehouse building on 6.6 acres of property located at the northeast corner of Canyon Drive and S.H. 121, at the request of DFW Canyon Partners, LTD, being represented by John Taylor, Azimuth Architecture, Inc. STAFF REP.: Matt Steer MIN061914 Page 7 of 10 ITEM # ITEM DESCRIPTION Presentation: City Planner, Matt Steer, introduced this case to the Commission with exhibits, color board and elevations. He mentioned four notices were mailed to property owners within 200 feet of this request. No notices returned in favor or in opposition. He stated that staff is recommending approval subject to conditions which he read into the record. Mike Williams, AIA, Azimuth Architecture, Inc., 2528 Elm Street, Dallas, Texas, was present to represent this case, to address questions and stated agreement with staff's recommendation. Public Hearing: Chairman Haas opened the Public Hearing, asking for people who wanted to speak either in favor or opposition or wanted to comment on this request to come forward. No one spoke. Chairman Haas closed the public hearing. Action: Vice Chairman, Portman made a motion to recommend approval of Case No. PD -171R5 -HC, GTE Shared Services Addition (Wisenbaker), a zoning change request from PD -171R4 -HC (Planned Development -171 Revision 4 -Highway Commercial) to PD -171R5 -HC (Planned Development -171 Revision 5 -Highway Commercial), subject to the following conditions: 1. There will be additional comments during detailed engineering plan review. 2. A tree removal permit is required prior to the start of construction. 3. Window color shall match the mid -rise office building to the northeast. Commissioner Robinson seconded; motion carried (6-0), with Commissioners Sarma, Robinson, Haas, Portman, Darling and Blankenship voting in favor. None opposed. 11. PUBLIC HEARING: Consider approval of Case No. PD -183R -C, Coppell High School, a zoning change request from PD -183-C (Planned Development -183 -Commercial) to PD -183R -C (Planned Development -183 Revised -Commercial), to attach a Revised Detail Site Plan to allow a one-story 80,701 -square -foot multipurpose building (60 feet in height, measured to peak), a two-story 52,137 -square -foot arena (52 feet in height, measured to peak) and a one-story 4,237 -square -foot kitchen addition (20 feet in height, measured to peak) on 63.54 acres of property located at 185 W. Parkway Blvd. at the request of Sid Grant, CISD, being represented by Robert Howman, Glenn Engineering Corporation. STAFF REP.: Matt Steer Presentation: City Planner, Matt Steer introduced this case to the Commission with exhibits, color board and elevations. He mentioned 74 notices were mailed to property owners within 200 feet of this request. No notices were returned in favor or in opposition. Two returned undecided with concerns related to noise, light, traffic, trash, etc., asking for brick wall along southern property line. He stated that staff is recommending approval subject to conditions which he read into the record. MIN061914 Page 8 of 10 ITEM # ITEM DESCRIPTION Robert Howman, P.E., Glenn Engineering, Inc., 100 Decker Court, Suite 910, Irving, Texas, was present to represent this case, to address questions and stated agreement with staff's recommendation. Mike Elmore, AIA, SHW Group Architects, Engineers, Planners, 5719 Legacy Drive, Suite 250, Plano, Texas, addressed concerns with adding a screening wall for the noise. Sid Grant, Coppell ISD, 200 S. Denton Tap Road, Coppell, Texas, addressed questions about the proposed height of the arena and the multipurpose building. Public Hearing: Chairman Haas opened the Public Hearing, asking for people who wanted to speak either in favor or opposition or wanted to comment on this request to come forward. No one spoke. Chairman Haas closed the public hearing. Action: Vice Chairman, Portman made a motion to recommend approval of Case No. PD -183R -C, Coppell High School, a zoning change request from PD -183-C (Planned Development- 183 - Commercial) to PD -183R -C (Planned Development -183 Revised -Commercial), subject to the following revised conditions: 1. There will be additional comments during detailed engineering plan review. 2. On Site Plan and all other referenced sheets, revise area of new multipurpose building to reflect the "80,701 square feet" where "99,492 square feet" is indicated. 3. A 60 -foot height (measured to the peak) or 47.5 feet (measured to the midpoint between the eave and peak) be allowed as a PD Condition for the multipurpose facility. 4. 52 -foot height (measured to the top to the coping of the flat roof) be allowed as a PD Condition for the new arena. 5. A Nellie R. Stevens hedge row be added along the southern property line. 6. Landscape islands with trees be used in the south parking area in place of concrete islands. Commissioner Robinson seconded; motion carried (6-0), with Commissioners Sarma, Robinson, Haas, Portman, Darling and Blankenship voting in favor. None opposed. 12. Consider approval of Coppell Middle School North Addition, Lot 1, Block A, Site Plan Amendment, to amend the existing site plan to permit the construction of a 1,570 -square - foot concessions building to be located south of the existing track on 24.72 acres of property located at 120 Natches Trace at the request of Sid Grant, CISD, being represented by Robert Howman, Glenn Engineering Corporation. STAFF REP.: Marcie Diamond Presentation: Assistant Planning Director, Marcie Diamond introduced this case to the Commission with exhibits. She stated that staff is recommending site plan approval with conditions which she read into the record. MIN061914 Page 9 of 10 ITEM # ITEM DESCRIPTION Robert Howman, P.E., Glenn Engineering, Inc., 100 Decker Court, Suite 910, Irving, Texas, was present to represent this case, to address questions and stated agreement with staff's recommendation. Action: Commissioner Robinson made a motion to approve Coppell Middle School North Addition, Lot 1, Block A, Site Plan Amendment, with the correction of the following drafting errors: 1. Correct the zoning on the Middle School North Building to SF -7 2. Correct the names of the existing subdivisions to the east and southeast. Commissioner Darling seconded; motion carried (6-0), with Commissioners Sarma, Robinson, Haas, Portman, Darling and Blankenship voting in favor. None opposed. 13. Director's Comments. Joint Meeting - Planning Commission & City Council — To Discuss City Council Goals Gary Sieb mentioned that a joint meeting with the EDC, Planning Commission and City Council will be scheduled in September or October to discuss City Council goals and another joint meeting with the Planning Commission and City Council will be scheduled at a later date to discuss the Comprehensive Plan and mixed-use districts. ADJOURNMENT With nothing further to discuss, the meeting adjourned at approximately 11:03 p.m. Edmund Haas, Chairman Juanita A. Miles, Secretary MIN061914 Page 10 of 10 CITY OF COPPELL PLANNING DEPARTMENT STAFF REPORT Case No.: PD -274-11, Hammond Street P&Z HEARING DATE: June 19, 2014 (Continued with the hearing open to July 17, 2014) C.C. HEARING DATE: July 8, 2014 (August 12, 2014) STAFF REP.: Gary L. Sieb, Director of Planning LOCATION: West side of Hammond Street, south of West Bethel Road, approximately 575 feet north of Burns Street SIZE OF AREA: 2.447 acres of property CURRENT ZONING: LI (Light Industrial) REQUEST: A zoning change request to PD -274-H (Planned Development -274 -Historic), to establish a Detail Site Plan for 21 (18) townhomes and to amend the land use on the 2030 Comprehensive Plan from Industrial Special District to Old Coppell Historic District. APPLICANT: Owner: Applicant: CAM 601 Canyon, LLC J. R. Rose, Architect c/o Lincoln Prop. Co., Commercial Jason Rose 2000 McKinney Ave., Suite 1000 2120 Cosmos Way Dallas, TX. 75201 Argyle, TX. 76226 (214) 740-3356 (214) 454-7895 Fax: (214) 740-3313 Fax: (972) 534-1850 mpeinadoglpc.com jason(a(a�jrosearchitect.com HISTORY: This property has had some fairly recent development history. A multi -building warehouse/office/showroom development was constructed west and south of this property in the early 2000's. In 2007, a 37,800 -square -foot warehouse was approved with parking facing Hammond Street on this site. That building has not been constructed. ITEM # 4 Page I of 4 HISTORIC COMMENT: There are no structures of historic significance on the subject property. It is currently vacant with a detention pond at the north end. TRANSPORTATION: Hammond Street ends in a cul-de-sac north of this property. It is an asphalt street with 60 feet of right of way and is 33 -feet wide adjacent to this tract. SURROUNDING LAND USE & ZONING: North: Hard Eight Restaurant; PD -21 1-H (Planned Development, Historic) South: Warehousing ; LI, Light Industrial East: Vacant and developing office/commercial; PD -250-H (PD Historic) West: Warehousing; LI, Light Industrial COMPREHENSIVE PLAN: Coppell 2030, A Comprehensive Master Plan, shows this property as being developed with industrial uses (Industrial Special District). DISCUSSION: Requested is a proposal to rezone this property to reflect a residential land use and accommodate that use by means of a Planned Development District. Staff cannot support this request. If it were to be approved, these lots would be the narrowest in the city, the residences would be adjacent to an active warehouse district on both the west and south sides of the property, and we would have a zero lot line subdivision with overall density being questioned. In addition, these residences would be the closest residential structures in the city to D/FW Airport take -off and landing patterns resulting in potential for noise complaints in excess of those we currently receive from residence far north of this site (where the planes are much higher in the air). Although the applicant has volunteered some noise mitigation construction proposals, through painful experience we have learned these building techniques are never enough for our citizens. Also, as Old Town develops on the east side of Hammond Street, the plan calls for commercial business with noise, use and circulation activity not conducive to residential development directly across the street. Finally, and possibly the most important reason to deny this proposal, is the fact that it is not in conformance with our current Master Plan. As a matter of fact, this parcel has never been proposed for residential development on any Master Plan adopted by the City. Each of these Plans has shown this property as most desirable for industrial use, which it should remain. Although the applicant has provided an extensive material board exhibit and an excellent perspective drawing, the perspective is a bit misleading. The proposed development requests 21 houses, thirty-five feet high with maximum five-foot side yards. The perspective drawing shows only two of these structures with extensive open space and landscaping adjacent to the structures. That just isn't an accurate depiction of how this subdivision would develop out. The five-foot side yards will convey a feeling of enclosure and a narrow "canyon" feel. ITEM # 4 Page 2 of 4 For all these reasons, staff cannot endorse this land use request nor the proposal to amend the Comprehensive Master Plan. On June 19, the Planning Commission continued this case to the July hearing to allow the applicant an opportunity to make changes to the proposal that might garner Commission support. To that end, the plan has been reduced to 18 dwelling units, side yards have been increased to 6 feet, the alley has been redirected to Hammond Street and an open space area of approximately 3,400 square feet has partially replaced the three northern unit lots. We recognize the developer has made alterations to the original plan. However, there are five major points that need to be considered before reaching a decision on this case: 1. This is a land use issue that requires a sound judgment call. 2. Citizen input on a subsequent case suggests restaurants in close proximity to residential neighborhoods create a host of problems. 3. Airplane over flights above this parcel creates a livability question. 4. This parcel is surrounded on all sides by high intensity non- residential uses. 5. The Comprehensive Master Plan states that this parcel is not a residential site. Reflecting on these points clearly shows that this property is not conducive to a pleasant and enjoyable residential life style. That fact has been clearly stated by residents living in close proximity to the restaurant adjacent to this property. In addition, the warehousing to the west and south of this parcel exacerbate the land use concerns. By visual observation airplanes fly as close as 900 feet above this site on a regular basis, and there are between 70 and 130 flights per day over 70% of the year. Please see the July 8 e-mail from Harvey Holden of D/FW. As noted in his correspondence, D/FW is not taking a position on this case, but his comments do not go unheeded. The proposed use is not the highest and best use of the property. Finally, our Comprehensive Master Plan calls for build out of industrial warehousing on this parcel. In short, we either support the Master Plan or we do not. Staff continues to recommend denial of this request. It is the wrong use in the wrong location. RECOMENDATION TO THE PLANNING AND ZONING COMMISSION: Staff is recommending DENIAL of this request. It is in conflict with the Comprehensive Master Plan (and every Plan prior to our most recent one), the placing of a residential component adjacent to active warehouse uses is undesirable, it is anticipated airport noise complaints will increase if this property is developed residentially as it would be the closest housing development in the City of Coppell to the over flight noise zone, it would be surrounded by warehousing on the south and west sides, commercial uses on the east side and a very active restaurant on the north side. The appropriate use for this property is its current zoning—industrial warehousing, and as shown on our Comprehensive Master Plan. ITEM # 4 Page 3 of 4 As stated above and in the addendum to our original staff report, even though the applicant has made alterations to the original proposal, it is still the wrong use at the wrong location. Therefore, we continue to recommend DENIAL of this request to change zoning. In addition, we recommend DENIAL of the request to amend the Comprehensive Master Plan. 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. Holden e-mail of July 8, 2014 2. Perspective Drawing of Two Units 3. View of Warehouse Loading Docks Photo 4. Existing Landscaping Photo 5. Overall Site Plan (Sheet SO) (Included in resubmittal) 6. Elevations (Sheets Ala and Alb) (Included in resubmittal) 7. Typical Side and Rear Elevations (Sheet A2) (Included in resubmittal) 8. Typical Floor Plans (Sheet A3) (Included in resubmittal) 9. Tree Preservation Plan (Sheet L1) (Included in resubmittal) 10. Landscape Plan (Sheet L2) (Included in resubmittal) ITEM # 4 Page 4 of 4 Gary L. Sieb From: Holden, Harvey <HHolden@dfwairport.com> Sent: Tuesday, July 08, 2014 6:40 PM To: Gary L. Sieb Subject: RE: Thanks for the update, here's mine, and back atcha. Good afternoon Gary, I regret taking so long to respond. I do not support the request, but it is outside the Airport's noise overlay, so the Airport has no official "dog -in -the -hunt". If anyone remotely sensitive to aircraft noise moved there, I sincerely believe they would be unhappy. I do not believe the buildings would provide sufficient noise insulation since they have HardyBoard and not thicker masonry siding. I suspect the issue has been decided by now. I am curious. Was it approved? Here on the home front, I'd whine about the agonies of contract development, processing and Board thumb gestures at the end, but it wouldn't make me feel any better and would bore you. So I'll just repeat myself, sorry to be so late responding. You are an excellent representative of all that is farsighted, practical and best about Coppell's government. 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Visible from Public View 1 scale: 3/16"=1'-0" DEVELOPER/APPLICANT JR ROStl DEVELOPMENT' 1207 BET EL SCHOOL ROAD COPPELT , TN 75019 (2 L4) 434-7893 ENGINEER ORACLE ENGINEERING 70121INDLE.V AVP.. DALLAS ,'L'X 75223 (214)321-1436 LARGE PRIVATE YARD DETACHED GARAGE 10'10' REAR 31 W/ OPTIONAL ARTIST STUDIO c � Drawn By: Jamn R Rwe Prepation Date: ky 19 2014 Revisions: Notes: ��nUn C J w 'J Q O w � O v t�REO qRc 4U, � s TF OF N 5-18-2014 15' UBL=�LQY r� N/ J SHEET AZ PROJECT, LOCATION MAP GE❑ G OLU T(1WN firTEXAS TEXAS m m 0 i x x 0 a U z �d _I 0 0 0 133' LOT DEPTH DEVELOPER/APPLICANT JR ROS. DFVFLOPM.NT 1207BETH ELSCHOOLROAD COPPL S., TV 75019 (2t4)454--895 F.VGFNFF.R ORACLE LNGINLLRING 7012 LINDLEY AVE. DALLAS, 1'X75223 (114)321ti-1436 O o m 15' FRONT B.L. 11,5' 1 4' SIDEW LK I c � Drawn By Jason R R e Prepation Date: Nov 19 2014 Revisions: Notes: C J Lb r ,w Lr a Z J Ca w < Q O Je, W m s lF OF N! 5-18-2014 I SHEET A3 `S T«Sb x bZEO-OZb (OL6) lal 868E-b8b (W) N To oP � S'dX3-1-13dd0 w z a of d 08 _�� Wa X80 mod a oow� u oa ao � w YIN �� \� LL ! o Som Soa d9 - U o g °z, LU cv ha W D Ev i — v � a o O O Q m � O W N � � Q I w � 0 W3S'd3 ,0�) 3NV13211� � � � s � W X wLL 0 .0 U w LL xa1 bM-NZ WO 1@1 5681-b6b (W) w o �� S'dX3-1-13ddO N _ 1mod ME cn � Q lo �N aQz�zaQ — — — Il a� o4ZmQooryom ol MH U— W is m y`3 �S NIM .. C ® ow - w w oQ m� �w � O a ¢w w� _ zo a a o z Q _ _ w w mw sq w - w w _ S zar wr o $Q z how oc�E- Uw �¢ W O o A � CITY OF COPPELL PLANNING DEPARTMENT STAFF REPORT Westhaven PH 2A, Final Plat P&Z HEARING DATE: July 17, 2014 C.C. HEARING DATE: August 12, 2014 STAFF REP.: Marcie Diamond, Assistant Director of Planning LOCATION: South of S.H. 121, approximately 550 feet west of Magnolia Park SIZE OF AREA: 21.34 acres of property CURRENT ZONING: PD -255 -SF (Planned Development -255 -Single Family) REQUEST: A final plat to permit the development of 87 residential lots and 15 common area lots. APPLICANT: Owner: Applicant: Standard Pacific Homes Mark Harris 909 Lake Carolyn Parkway #940 Kimley-Horn and Associates Irving, Texas 75039 5750 Genesis Court, Suite 200 972-590-2400 Frisco, Texas 75034 972-335-3580 mark. harri sgkiml ey-horn. com HISTORY: The subject property was zoned Light Industrial in 1983. In 2003, the designation on the Comprehensive Land Use Plan was changed from Light Industrial/Showroom Uses to Freeway Commercial. As part of the Council's action, this property was also rezoned from Light Industrial to Highway Commercial. On July 10, 2012, Council approved a Planned Development District and a Preliminary Plat to permit 297 single family homes, and 37 common area lots in accordance with the 2030 Coppell 2030, A Comprehensive Master Plan, which designates this property as suitable for Urban Residential Neighborhood. On February 12, 2013, City Council approved the Final Plat for Phase 1 of this development which consisted of 143 residential lots and 26 common area lots. On March 26, 2013, City Council approved an amendment to the Westhaven PD (PD -255R -SF) which reduced the rear yard setback from 50 feet from S.H. 121 R.O.W. to 45 feet on Lots 1 through 11, Block J. HISTORIC COMMENT: There is no historical significance attached to this property ITEM # 5 Page I of 2 TRANSPORTATION: State Highway 121 is a Freeway (Principal Arterial) built to standard, within a variable right-of-way. SURROUNDING LAND USE & ZONING: North- S.H. 121, HC; undeveloped South -PD-255-SF, Westhaven; single family residential subdivision East - PD-264R-RBN-5, Easthaven; single family residential subdivision West - PD -255 -SF, Westhaven; single family residential subdivision COMPREHENSIVE PLAN: Coppell 2030, A Comprehensive Master Plan, designates this property as suitable for Urban Residential Neighborhood, defined as areas which provide "for a wide variety of higher density residential uses (typically greater than four dwelling units per acre) that serve the needs of residents seeking alternatives to low and medium density single-family detached housing". DISCUSSION: This is the second phase of development for this 297 -lot subdivision. The first Final Plat was approved in February of last year and established 143 (48%) of the total lots and 32 acres of open space. The 32 open space acres contained in part, two lakes, passive recreation areas and the continuation of the trail system. This second phase contains an additional 87 lots and 15 common lot areas. The final phase will encompass 67 lots and the remaining common space lots. The lots in this phase are a variety of lot sizes, whereas 1/3 are RBN-3 (3,500 +/- sq. ft lots), 1/3 RBN-4 (4,500 +/- sq. ft. lots) and 1/3 RBN-5 (5,700 +/- sq. ft. lots). The largest common open space area in this phase is Lot 25X, Block B which is a 15,715 square foot linear open space which will act as a focal point for the 25 lots which front to this amenity. The other significant open space lot is Lot 8X, Block D which contains 4,379 square feet and is located at the terminus of Evergreen Drive and will contain landscaping and a sculpture. This Final Plat reflects the lotting patterns and requirements of the approved Preliminary Plat and will be developed in accordance with the PD Zoning established for this property. RECOMMENDATION TO THE PLANNING AND ZONING COMMISSION: Staff is recommending APPROVAL of Westhaven PH 2A, Final Plat, subject to the following conditions: 1. There will be additional comments upon detailed engineering review. 2. Submission of the 30' Road Easement Abandonment document. 3. This will need to be re -platted when the LOMR is approved. 4. This plat will need to be filed in Dallas and Denton County. ALTERNATIVES: 1. Recommend approval of the request 2. Recommend disapproval of the request 3. Recommend modification of the request ATTACHMENTS: 1. Final Plat for Phase 2A. ITEM # 5 Page 2 of 2 STATE OF T"AS PACT T FREE 'ATBAR INC STANDARD TEXAS INC 11 PCS -11 N 0®4 e STATE HIGHWAY ..HUH voL x90 929 BYPASS s STATE (VARIABLE VJIOTH ROVx) "a NIG// ---- -r -I OPEN L9 NA Zg VVA 121 QY P. 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This piarwas preparetl n a¢proance wnh mepiammg meseamregwaopps pane cmc DO C,ppeu, Teas. Dared min day If 201H. aAe.9IxereoPmfess DBDmeya,«D1B,B HH. PRELIMINARY scaDrc, soCATEs NG NOT BE RECORDED FOR N 200 SHATTL NOT oaa Fax 9723353779 SURvDEE AT E T STATE OF TEXAS y COUNTY OFCOLLIN y BEFORE ME erelgpeoaDm,,,tA G omn PDDuelpapom,mesmrCxTexas,opmisoaypesopauy appearedNr�NaelDB.ma,.,pp epeappwnpCepameiCCDONeHo2ommemagpipgippm,mem ledgedm me mat HG executed me sametormepurppsesantl —,,d—pnsmerenexpressetl antl n PFGHapaclty merely xateo. GIVEN under my Hapo antl seal If pfflse, mis me dayD 2014. App,evea antl —ptea by: —,e S,, d les lent CommIcIl Date of App,oal ATMOS ENERGY Date of App,—I VERIZON Date of Ppp TIME WPRNER ara Date of Appara FINAL PLAT WESTHAVEN, PHASE 2A 87 RESIDENTIAL LOTS/15 OPEN SPACE LOTS 21.338 ACRES PETER HARM ONSON SURVEY, ABSTRACT NO. 1784 CDALLAS COUNTY), ABSTRACT NO. H (DENTON COUNTY) & B. B. B. & C. RR. CO. SURVEY, ABSTRACT NO. 1772 CITY OF COPPELL CITY OF COPPELL PLANNING DEPARTMENT STAFF REPORT Case No.: PD -97R4 -R, Universal Academy P&Z HEARING DATE: July 17, 2014 C.C. HEARING DATE: August 12, 2014 STAFF REP.: Marcie Diamond, Assistant Director of Planning LOCATION: SEC of Sandy Lake Road and MacArthur Blvd. SIZE OF AREA: 12.4 acres of property CURRENT ZONING: PD -97R3 -R (Planned Development- 97 Revision 3 -Retail) REQUEST: A zoning change request to PD -97R4 -R (Planned Development -97 Revision 4 - Retail), to allow the expansion of the existing charter school into the entire 113,196 -square -foot existing building, incorporation of an additional 0.8 acres of land and to increase the number of students to a maximum of 1,500 ( grades K- 12). APPLICANT: Owner: Applicant: LTTS DBA Universal Academy Gary Hasty 1001 E. Sandy Lake 1825 Market Center Boulevard Coppell, Texas 75019 Suite 425 972-393-5068 Dallas, Texas jani ce.blackmon cr,universalacademy.com 214-239-9108 GGHAKARRINGTONANDCO.COM HISTORY: In 1985, City Council approved a zoning change from a Multi -Family -2 district and a Retail district to PD -97 for retail uses on this property to allow the development of a 120,000 -square -foot shopping center on 11.6 acres of land. The Final Plat for the Corners of Coppell Addition was approved in 1986. It appears that the shopping center changed ownership between 1986 and 1992. This property went to the RTC where is was purchased Blue Chip Partners (Mr. Walker). In 1992 Blue Chip Partners, replatted the Corners of Coppell into three lots to allow for the marketing of the individual lots (building and parking) for office uses. Lot 2 was not included in this replatting activity. On January 13, 2003, the Planning and Zoning Commission recommended denial of a request to allow the construction of a 5,970 -square -foot retail building with a dry cleaners on Lot 2 of the original PD. This request was denied due to issues relating to orientation, size, accessibility and design of the building. This recommendation for denial was not appealed to Council. ITEM # 6 Page I of 4 On April 12, 2005, Council approved PD -97R3 which allowed the occupancy of 73,000 square feet of this shopping center for a charter school. The remaining 41,475 square feet of the building was to be occupied by retail and college uses complementary to this charter school. At that time the enrollment was projected to be 700 -750 students, with 6 classrooms for pre -K, 27 classrooms for K through 6th - 9th grades, and 8 classrooms for 10th -12th grades. This facility also includes a gym/auditorium, lunch room, and a playground at the northeast corner of the property. The remainder of the building has remained vacant since that time. Universal Academy has recently purchased this property, including Lot 2 which was formally an out -lot, and desires to occupy the entire building. HISTORIC COMMENT: There is no historical significance attached to this property. TRANSPORTATION: Sandy Lake Road is a four -lane divided thoroughfare contained within 110 feet of right-of-way north of this property. MacArthur Boulevard is constructed as a four - lane divided thoroughfare with 110' of right-of-way which is sufficient to accommodate a six -lane divided roadway. SURROUNDING LAND USE & ZONING: North — CVS, Cleaners, Retail Building; C (Commercial) South -Wellington Place Apartments; MF -2 (Multi -Family -2) West - Single Family -Woodridge, Section 5; PD -145 (Planned Development -145) East- St. Joseph Village; PD -114 -SF -7 (Planned Development -114 -Single Family -7) COMPREHENSIVE PLAN: Coppell 2030, A Comprehensive Master Plan, designates this area as Mixed -Use Neighborhood Center the purpose of which is "To provide areas for neighborhood serving retail, restaurant and service uses, as well as upper story residential uses above commercial uses..." Civic and institutional uses, primarily intended to serve nearby neighborhoods, are also appropriate. DISCUSSION: As discussed in the History Section of this report, the PD for this school was established almost 10 years ago. At that time, Universal Academy was a tenant, occupying approximately 60% of this building. Now they own this property and intend to make it their permanent facility. Their current plans are to expand into the entire building and essentially double the student population from 848 to 1,500. At full build out there will be 62 classrooms requiring 187 parking spaces. There are 464 parking spaces currently available on site. There will be no significant changes to the exterior of the building, and no additional signage is being requested. The two issues, however, are landscaping and circulation/traffic management. Landscaping As stated above this property was originally developed in the mid -1980 and it is assumed that the landscaping was compliant at that time. However, additional landscaping where practical is being recommended. It is staffs understanding the approximate 1.5 acre tract at the southeast corner of Sandy Lake Road and MacArthur Boulevard will be designated as open space, and therefore this area and the existing trees may be used to off -set other landscape and tree requirements. The 14 pecan trees all in good condition and range in size from 12 -inch to 48 -inch caliper, will be preserved and these trees (total 414 caliper inches) will offset the requirement to plant 24 - 3" caliper trees for the non -vehicular landscaping and 27 - 3" trees along the south and ITEM # 6 Page 2 of 4 east property lines. The five existing Cedar Elms (10" to 24" caliper) and one -16" caliper Hackberry, located between the center and western driveways along Sandy Lake Road, will fulfill that portion of the perimeter requirements, and six new trees are being installed between the center and eastern most driveway, in front of the existing playground equipment. There will be a combination of Texas Sage and Dwarf Wax Myrtle evergreen shrubs along Sandy Lake frontage. Finally, to address parking lot (interior) landscaping and considering the existing conditions, additional overstory trees are only required where the landscaping islands exist, but there are no trees in these islands. Therefore, 34-3" caliper overstory trees will be planted in the existing landscape islands, for a total of 70 trees. Circulation/Traffic Management As mentioned above, the last school year's enrollment was 848 and is projected to increase to 1,500 over the next four years, adding a grade each year to provide education from kindergarten through the 12th grade. At this time, off-duty police officers are required to direct traffic on and off-site. While traffic congestion is commonplace abutting all of the school facilities in the City of Coppell, this is the only one that is located at the intersection of two major thoroughfares. Cross-town traffic is impacted, especially at peak drop-off and pick up times. Staff required the applicant to prepare a Traffic Impact Analysis (TIA) as well as a Traffic Management Plan (TMP), similar to those requested at similar, albeit smaller facilities. These studies were prepared by DeShazo Group and reviewed by our staff with the technical assistance from Lee Engineering. The following recommendations are being made to address the on and off-site traffic issues: Prior to Opening Day • Prepare a drop-off/pick up plan which staggers the start/release times by a minimum of 30 minutes, so that no more than 850 students are being dropped off or picked up at any one time. • Amend the TMP to revise the bus circulation patterns to add new student drop-off/pick up locations along the south side of the building, including utilization of the door proposed which will provide direct access into the cafetorium, and to limit the access to the eastside of the building to the younger grades (provides significantly more on-site bus queuing). • Initiate engineering design to increase the storage capacity on the southbound left turn storage bay in the median of MacArthur Boulevard serving Driveway 1, across from Mapleleaf Road. Prior to October Ist • Update the TIA/TMP plan based on actual traffic generation data and circulation patterns established within the first 30 days of school operation to determine: o If access improvements are needed, such as free right -turn lanes at driveways 1 and 2, and revisions to existing medians on Sandy Lake Road. o Reanalyze the on-site circulation to determine if other options are available for on-site queuing in existing excess parking areas and prepare a plan to re -stripe the parking lot as required to accommodate all traffic queuing on site. ■ It must be noted that restriping of the parking lot will be needed to be accomplished irrespective of a revised on-site circulation pattern. o Determine the number maximum of students who would trigger these various improvements. Annual Review • Prior to the conclusion of every school year, until the maximum capacity of 1,500 students is reached, an updated TMP will be prepared based on the existing student ITEM # 6 Page 3 of 4 enrollment and the enrollment projected for the next school year and recommendations for traffic circulation improvements that will be implemented as required. RECOMMENDATION TO THE PLANNING AND ZONING COMMISSION: Staff is recommending APPROVAL of PD -97R4 -R, Universal Academy, subject to the following conditions being met: 1. Start/release times shall be staggered by a minimum of 30 minutes, so that no more than 850 students are being dropped off or picked up at any one time. 2. Amendment to the bus circulation patterns to add student drop-off/pick up locations along the south side of the building in addition to the east side drop off location. 3. Initiate the engineering design to increase the storage capacity of the southbound left -turn storage bay in the median of MacArthur Boulevard serving Driveway 1. 4. Prior to October 1, 2014, update the TIA/TMP plan based on actual traffic generation data and circulation patterns established within the first 30 days of school operation to determine what on-site and off-site improvements are needed to assure that no queuing occurs on adjoining thoroughfares and prepare and plan for implementation, including the re -striping of the parking lot. 5. Submission of a revised TMP on an annual basis, until the student capacity of 1,500 is reached, with recommendations for traffic circulation improvements and implementation plan, as required. 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. Traffic Management Plan (the 71 -page TIA maybe downloaded from e -packet). 2. Site Plan 3. Landscape Plan 4. Tree Survey 5. Floor Plan ITEM # 6 Page 4 of 4 TRAFFIC MANAGEMENT PLAN FOR UNIVERSAL ACADEMY- COPPELL COPPELL, TEXAS Prepared for: Karrington & Company 1825 Market Center Boulevard, Suite 425 Dallas, TX 75207 Prepared by: DeShazo Group, Inc. Texas Registered Engineering Firm F-3199 Engineers • Planners 400 South Houston Street Suite 330 • Union Station Dallas, Texas 75202 Phone 214/748-6740 mtkv-�� Y3. July 11, 2014 (Revised) _ DeShazo Group Traffic. Transportation Planning. Parking. Design. DeShazo #14090 Traffic Management Plan for Universal Academy- Coppell < DeShozo Project No. 14090 > Table of Contents INTRODUCTION........................................................................................................1 TRAFFIC MANAGEMENT PLAN..............................................................................1 School Operational Characteristics................................................................................. 2 Recommendations............................................................................................................ 4 General....................................................................................................................................... 4 ReleaseTimes............................................................................................................................. 5 SiteCirculation Plan................................................................................................................... 5 SUMMARY................................................................................................................. 6 EXHIBIT 1 — SITE PLAN EXHIBIT 2 — RECOMMENDED SITE CIRCULATION PLAN — AM DROP OFF EXHIBIT 3 — RECOMMENDED SITE CIRCULATION PLAN — PM PICK UP Universal Academy-Coppell Traffic Management Plan Page IL DeShazo Group Traffic. Transportation Planning. Parking. Design. 400 S. Houston Street, Suite 330 Dallas, TX 75202 ph. 214.748.6740 deshazogroup.com Technical Memorandum To: Mr. Gary Hasty Karrington and Company CG Ms. Janice Blackmon Universal Academy-Coppell From: DeShazo Group, Inc. Date: July 11, 2014 Re: Traffic Management Plan for the Universal Academy- Coppell in Coppell, Texas DeShazo Project No. 14090 INTRODUCTION The services of DeShazo Group, Inc. (DeShazo) were retained by Karrington and Company. on behalf of Universal Academy- Coppell ("the school") to provide a requisite traffic management plan (TMP) for a proposed expansion of the school campus located at 1001 E. Sandy Lake Road. in Coppell, Texas. DeShazo is an engineering consulting firm based in Dallas, Texas providing licensed engineers skilled in the field of traffic/transportation engineering. Universal Academy-Coppell currently operates at the subject site with an existing enrollment of approximately 848 students in Grades K -8th. The school is proposing to increase the enrollment from 848 to 1,363 in the next academic year and ultimately to a total of 1,500 students from Grades K -12th by year 2016. A preliminary site plan, prepared by Pacheco Koch Engineers, showing the future site conditions is provided in Exhibit 1. As part of the approval process, submittal of a TMP has been requested by the City of Coppell to provide a record of the recommended strategies to be used by the school to ensure overall traffic safety and efficiency. A TMP is intended to assess the anticipated traffic conditions at the school during the morning drop-off and afternoon pick-up peak periods on the basis of satisfying these objectives. By consent of the TMP submittal, the school is agreeing to the strategies presented herein for which the school will be held self -accountable until and unless the City of Coppell deems further measures are appropriate. TRAFFIC MANAGEMENT PLAN A Traffic Management Plan (TMP) is important to safely achieve an optimum level of trafficflow and circulation during peak traffic periods associated with student drop-off and pick-up. By properly managing the vehicular traffic generated during the critical periods, the safety and efficiency of other modes of travel — including walking — will also inherently improve, and the operational impact on the public street system should also be Universal Academy-Coppell Traffic Management Plan Page 1 DeShazo Group, Inc. July 11, 2014 minimized. The TMP should not be considered a comprehensive set of instructions to ensure adequate safety; however, it should be used as a tool to facilitate a safer and more efficient environment. The analysis summarized below is based upon DeShazo's research of the school's existing conditions via phone interview with school representatives. The recommended management strategies utilize the proposed school site plan to evaluate aspects such as passenger loading/unloading and vehicle queuing (i.e., stacking) that occur at the school in order to accommodate the projected peak demands within the site at full occupancy. A concerted effort and full participation by the school administration, staff, students, and parents are encouraged to provide and maintain safe and efficient traffic operations. [NOTE: In this report the term "parent" refers to any parent, family member, legal guardian, or other individual who is involved in the pick- up or drop-off of one or more students at the school.] School Operational Characteristics Table 1 summarizes the known operational characteristics for Universal Academy- Coppell assumed in this analysis: Table 1. School Operational Characteristics NOTE: Occasional functions or other events may be held at the school, which generate traffic outside of the traditional peak drop-off and pick-up periods. While some of the measures presented in this report may be applicable in such cases, traffic characteristics other than those directly associated with the primary drop-off and pick-up periods are not the subject of this analysis. * - The School does not permit student drivers. Existing Traffic Conditions Site Access and Circulation The subject site currently has five driveways, two on S. MacArthur Boulevard and three on E Sandy Lake Road, serving a staff parking lot and additional general parking lot. There are three separate student unloading/loading areas in the front of the school for parents. A separate bus loading area is located at the back of the property. The school currently provides off-duty police officers during the peak periods of school traffic at the primary inbound northern driveways on S. MacArthur Boulevard (Driveway 1) and the primary outbound driveway (Driveway 3) on Sandy Lake Road. Universal Academy-Coppell Traffic Management Plan Page 2 Existing Conditions Proposed Conditions Enrollment (by grade): Elementary and Middle School: I<- 91h Grade —1,363 students I< -8th Grade - 848 students (2014-2015) I< -12th Grade —1,500 students Total (All grades): 848 students (2016 -onwards) Number of Buses: 10 Number of Buses: 20 Maximum (All grades): 1500 students Daily Start/End Schedule Entire School: Grades I< -12th: >Start: 8:00 AM >Start: (see recommendations) >End: 3:30 PM >End: (see recommendations) Approximate Number of Students By School Bus: 65-70% By School Bus: 65-70% Travelling by Mode: By Walking: <1% By Walking: <1% By Self -Driving: 0%* By Self -Driving: 0%* By Other: 30% By Other: 30% NOTE: Occasional functions or other events may be held at the school, which generate traffic outside of the traditional peak drop-off and pick-up periods. While some of the measures presented in this report may be applicable in such cases, traffic characteristics other than those directly associated with the primary drop-off and pick-up periods are not the subject of this analysis. * - The School does not permit student drivers. Existing Traffic Conditions Site Access and Circulation The subject site currently has five driveways, two on S. MacArthur Boulevard and three on E Sandy Lake Road, serving a staff parking lot and additional general parking lot. There are three separate student unloading/loading areas in the front of the school for parents. A separate bus loading area is located at the back of the property. The school currently provides off-duty police officers during the peak periods of school traffic at the primary inbound northern driveways on S. MacArthur Boulevard (Driveway 1) and the primary outbound driveway (Driveway 3) on Sandy Lake Road. Universal Academy-Coppell Traffic Management Plan Page 2 Deshazo Group, Inc. July 11, 2014 Based on traffic counts (camera) and existing operation information from the school, on site vehicle queuing and traffic congestion is appreciably less pronounced during the morning drop-off than during the afternoon pick-up period. Hence, the recommendations developed for this study are primarily designed for the afternoon pick-up; however many recommendations will also apply during the morning drop-off period. During the pick- up period, existing conditions are described as follows: • Almost 70 percent of the students are bused to the Universal Academy-Coppell. • No Parking allowed in front of school buildings during drop-off and pick-up times. • After drop-off / Pickup, currently, the parents have the option to exit the site via Driveway 1 (S. Macarthur Boulevard), Driveway 2 and Driveway 4 located on Sandy Lake Road. • At least one third of vehicles that exited the Driveway 2 made a U-turn in a short length to proceed westbound on Sandy Lake Road. • One student was reported to walk from the west (crossing S. MacArthur Boulevard at Driveway 1) out of approximately 10 students walking to school. School buses drop off students in the front enter from the eastern most driveway on E. Sandy Lake Road (Driveway 4) and load from behind the school and proceed one-way to S. MacArthur Boulevard. Driveway 4 from Sandy lake Road operates as one-way southbound and westbound all the waytill S. MacArthur Boulevard. Currently approximately 10 full-sized school buses are in use by the school, which enter at Driveway 4 and exit at Bus Driveway (Driveway 5). Passenger Unloading/Loading and Vehicle Queuing Universal Academy-Coppell School employs a semi -managed protocol during the drop-off/pick-up period whereby parents follow a generally established traffic pattern through the site and may queue in front of the school building. Inside the school already defined bused students head to back loading area and non -bused students assemble in front. Younger kids are released to the front at 3.15 PM and older kids are released at 3.25 PM. Parents are assigned with children's class number, and appropriate class staff assist in loading the kids onto the car. Approximately 20 school staff members are assigned to assist with loading parent vehicles and 20 staff are assigned in the back side of building for buses are typically accessible for loading/unloading. Once each vehicle is loaded, it individually proceeds to the site egress. Assuming that the number of vehicles generated during the afternoon pick-up period is directly proportional to the number of students enrolled, the peak queue for the future conditions at full occupancy can be estimated. A summary of the peak number of vehicles is provided in Table 2. Table 2. Existing Peak Vehicles in Queue During Afternoon Pick -Up Period * Based on vehicles entering and exiting the site at the time of peak demand prior to the school release/end time. Universal Academy-Coppell Traffic Management Plan Page 3 Existing Conditions (Estimated)* Peak Number of 90 parent vehicles Vehicles and 10 school buses (for current enrollment of 848 students) * Based on vehicles entering and exiting the site at the time of peak demand prior to the school release/end time. Universal Academy-Coppell Traffic Management Plan Page 3 DeShazo Group, Inc. July 11, 2014 NOTE: The total number of vehicles parked and in queue during the morning period is typically substantially less than the afternoon. Therefore, a detailed analysis was not performed for the morning drop-off period with the understanding that solutions proposed for the afternoon will also provide sufficient accommodations for the morning period. Recommendations C,anaral To maximize personal safety, any passenger loading (or unloading) within the public right-of-way should be avoided at all times. No persons other than deputized officers of the law should engage or attempt to influence traffic operations in public right-of-way. Universal Academy-Coppell plansto retain off-duty police officers duringthe peak hours of the school in the morning and afternoon. To the extent possible, all queuing and parking of parent -vehicles should also be accommodated within the school site boundaries. For circumstances where this cannot be avoided, coordination with the City of Coppell staff members responsible for traffic operations in the area should take place so that appropriate traffic control devices can be installed. The full cooperation of all school staff members, students, and parents is crucial for the success of a Traffic Management Plan. Proper training of school staff on the duties and expectations pertaining to the Plan is recommended. Sufficient communications at the beginning of each school term (and otherwise, as needed) with students and parents on their duties and expectations is also recommended. Due to the timing of authorization for this study, DeShazo could not observe the actual existing queue nor parking characteristics at the Universal Academy-Coppell. However, DeShazo did conduct interviews with school representatives regarding drop-off/pick-up activity and did have access to traffic volumes data collected for the traffic impact analysis. Assuming that the traffic vehicles generated during the afternoon pick-up period is directly proportional to the number of students enrolled, the peak queue for the future conditions at full occupancy was estimated by factoring the existing peak number of vehicles onsite. A summary of the peak number of vehicles is provided in Table 3. Table 3. Projected Peak Vehicles Parked and In Queue During Afternoon Pick -Up Period (For Single Release Period) The following recommendations are provided by DeShazo to Universal Academy- Coppell for the management of vehicular traffic generated by the school during peak traffic conditions. [NOTE: Generally, traffic delays and congestion that occurs during the afternoon pick-up period is notably greater than the traffic generated during the morning drop-off period due to the timing and concentration characteristics. In most instances, achieving efficiency during the afternoon period is most critical, while the morning traffic operations require nominal active management. Therefore, except where stated otherwise, the recommendations provided herein pertain specifically to the afternoon period operations.] Universal Academy-Coppell Traffic Management Plan Page 4 Anticipated Conditions (Estimated) Peak Number of 160 parent vehicles Parent -Vehicles and 20 school buses (for maximum enrollment of 1,500 students) The following recommendations are provided by DeShazo to Universal Academy- Coppell for the management of vehicular traffic generated by the school during peak traffic conditions. [NOTE: Generally, traffic delays and congestion that occurs during the afternoon pick-up period is notably greater than the traffic generated during the morning drop-off period due to the timing and concentration characteristics. In most instances, achieving efficiency during the afternoon period is most critical, while the morning traffic operations require nominal active management. Therefore, except where stated otherwise, the recommendations provided herein pertain specifically to the afternoon period operations.] Universal Academy-Coppell Traffic Management Plan Page 4 DeShazo Group, Inc. July 11, 2014 Release Times The School's existing start and end times are 8:00 AM -3:30 PM for the entire school with few minutes apart for bused students, younger kids and older kids. For the future school, a peak demand of 160 vehicles is projected and the projected peak queue capacity of the site is approximately 120 (based on linear distance of 24 feet per vehicle) vehicles. At site buildout the calculated demand is projected to be higher than the measured capacity. Accordingly to school representatives on-site queuing has historically not been appreciable. So, the calculated peak queue for both existing and projected conditions may be higher than the calculated values. If the calculated findings are accurate, vehicle queueing at peak conditions could conceivably spillback into the public right-of-way, which is undesirable. Should this condition occur, it may be necessary to alter the internal circulation pattern to increase storage or to implement staggered start/end schedules. The school should considertwo staggered release times with a minimum separation of 30 minutes between release times in order to optimally and efficiently manage traffic. In addition to providing the queue capacity for approximately 120 vehicles, generous parking space is shown in the site plan, the school should encourage the parents with siblings to park and pick-up the kids in case staggered release schedule have to be adopted in the future. The site plan shows 427 parking spaces. Of the 427 spaces, approximately 107 are allocated to the Staff and 100 curb side spaces located near to the school building and adjacent to drop-off and pick-up area is restricted during the AM drop-off and afternoon peak pick-up hours. The remaining 220 spaces out of the 427 spaces in the main parking lot is available for the parents and visitors. Theoretically, two release time schedule should provide sufficient capacity to avoid the need for any queuing or loading to occur from within the public right-of-way. Site Circulation Plan Based upon DeShazo's review of the proposed site conditions and the anticipated needs of traffic during peak conditions, the site traffic circulation plan depicted in Exhibit 2 and Exhibit 3 is recommended. This plan was designed with the intent of optimizing the on-site vehicular circulation and retention of vehicle queuing in a manner that promotes safety and operational efficiency. The plan also depicts recommended configuration of temporary traffic control devices (such as traffic cones, etc.) that shall be installed on a daily basis when typical traffic conditions are expected. An appropriate number of school staff shall be assigned to fulfill the duties of student supervision, traffic control, and other related duties as generally depicted on the plan. The existing school operate with dual -lane near drop-off and pick-up locations. Since vehicle queuing area is limited, an extended "double" queue lane (i.e., two, side-by-side rows of vehicles) is required. Loading from both lanes simultaneously, so a very disciplined procedure is required to be established and administered by school staff in order to ensure adequate safety. It is recommended that a "carpool policy manual" be prepared and distributed to all parents at the beginning of each school term. Staff directing traffic at the intersecting point of two queue lanes (and other areas, where appropriate) should, in lieu of simple hand gestures, procure and use reversible hand -paddle signs with the messages (and symbols) for STOP and for SLOW (i.e., proceed slowly). Optional additional equipment used by staff may include whistles (for audible warnings) and flashlights (for visual warnings) in order to better -gain the attention of parents/motorists. Below is the summary of the recommendations/findings from the TMP. 1. Retain off-duty police officers at Driveway 1 and Driveway 3. Universal Academy-Coppell Traffic Management Plan Page 5 DeShazo Group, Inc. July 11, 2014 2. Modified driveway operations • Allow all inbound traffic to Site Driveway 1 and Site Driveway 2. • Convert Site Driveway 1 at S MacArthur Boulevard to inbound only during peak drop-off and pick-up hours with appropriate traffic control at the driveway approach internally (Close outbound maneuver with traffic cones). • Convert Site Driveway 2 to inbound only at all times with appropriate traffic control internally. • Install no U-turn signs (both directions) on E. Sandy Lake Road at the adjacent median openings. 3. Adjust internal parent queue/circulation route and maintain loading/unloading locations to increase/maximize storage length. Optional Measures: 1. If queueing of parents vehicles associated with the student drop-off or pick-up activity ever results in spillback of queue on the public street, then the school should either: a) Modify the internal circulation patterns to increase vehicle queue on site, or b) Encourage parents to park on site to the extent necessary to eliminate this occurrence. SUMMARY This TMP is to be used by Universal Academy- Coppell to provide safe and efficient transportation of students, staff, and faculty to and from the site. The Plan was developed with the intent of optimizing safety and efficiency and the goal of accommodating vehicular traffic generated by the school at peak traffic periods within the site. The details of the TMP shall be reviewed by the school on a regular basis to confirm its effectiveness. END OF MEMO Universal Academy-Coppell Traffic Management Plan Page 6 Appendix DeShazo Group, Inc. Universal Academy-Coppell Traffic Management Plan DeShazo Group Legend 0 Drop-off/Pick-up Area (K -5th Grades) © Drop-off/Pick-up Area (Middle School) ® Bus Drop-off/Pick-up Area * * Staff Assistance ® Temporary Traffic Cones O Off-duty Police Assistance Inbound/Outbound /�F\ No Parking during Drop-off/Pick-up Hours Al i'm mmm emu M Site Plan with Existing Operation NOTE: This Traffic Management Plan was developed to prevent the queuing of drop-off/pick-up related vehicles within the city right of way. EXHIBIT Traffic Management Plan The school administration should adhere to this TMP. Any deficiency due to spillover of queuing into undesignated areas of the city right-of-way, including roadway travel lanes, should be corrected by the school immediately. Universal Academy Traffic Impact Analysis in Coppell, Texas. -A Not /IM cV i to Scale Q iHvmr vr5�a..�{�mm.mrr}.. 8' w'ROIGI'f• RIXd Fr7deli _ - .. — ,. 0 L Al i'm mmm emu M Site Plan with Existing Operation NOTE: This Traffic Management Plan was developed to prevent the queuing of drop-off/pick-up related vehicles within the city right of way. EXHIBIT Traffic Management Plan The school administration should adhere to this TMP. Any deficiency due to spillover of queuing into undesignated areas of the city right-of-way, including roadway travel lanes, should be corrected by the school immediately. Universal Academy Traffic Impact Analysis in Coppell, Texas. DeShazo Group Legend �p Passenger Vehicle Queue (1865') -)P. Supplemental Queue (304') 0 School Bus Queue -0- Supplemental Bus Queue iA❑ Drop-off/Pick-up Area (K -5th Grades) © Drop-off/Pick-up Area (Middle School) © Drop-off/Pick-up Area (Upper School) ® Bus Drop-off/Pick-up Area * Staff Assistance (, Temporary Traffic Cones Q Off-duty Police Assistance Outbound Circulation (Off -Peak Hours) ® No Parking during Drop-off/Pick-up Hours O iiV 'S 01 ROA) > Q ;1 ,..8' W�OIGI'r RIXI Fr7dCE .-... ;..:,., :;�:;.,�. ... 1 ;:;., . , �,: ;� :.,� � :. ,• 1 T i,71 . i l 1--7-7-1-71- l -1-71- l l S I I 1 I FrX ePRW rIAN 3„ l }ADDITIONAL PARKING 1 e F71 Fff HrPWbIF STAFF PARKING LOT 1: rz ! T O`'SII 11 ra R9W m (NU WALL I �� !7 \,NMI NIR N Was Wn• ii L3 SIGNAGE KEY: - Do Not Enter Entrance Only - No U -Turn Sign Face Orientation NOTE: This Traffic Management Plan was developed to prevent the queuing of drop-off/pick-up related vehicles within the city right-of-way. Traffic Management Plan The school administration should adhere to this TMP. Any deficiency due to spillover of queuing into undesignated areas of the city right-of-way, including roadway travel lanes, should be corrected by the school immediately. Universal Academy Traffic Impact Analysis in Coppell, Texas. AM Peak Drop-off Plan-, Not to Scale EXHIBIT 2 DeShazo Group Passenger Vehicle Queue (2,580') Supplemental Queue (304') School Bus Queue (1,220') Supplemental Bus Queue (285') Optional additional Vehicle Queue (504') A❑ Drop-off/Pick-up Area (K -5th Grades) © Drop-off/Pick-up Area (Middle School) © Drop-off/Pick-up Area (High School) ® Bus Drop-off/Pick-up Area �C �C Staff Assistance ® Temporary Traffic Cones Q Off-duty Police Assistance Outbound Circulation (Off -Peak Hours) ® No Parking during Drop-off/Pick-up Hours i ut jj IX]ADDITIONAL PARKING 'N Fff Irrla�r i 22(1 cnarac =r. r rIo— STAFF PARKING LOT `j 107 Staff Parking ti =& Ji 100 c aces c d st C 11 (no parking) Recommended �..., Recomm ndec Bus Pick-up Bus Pickup Location 2 mm"', I' tion 1 •qac .. x a School Information Total Enrollment (Future): 1,500 Students (K - 12th) SIGNAGE KEY: Hours (Future): If needed implement, two staggered - Do Not Enter- Entrance Only release times to be separated by a minimum of 30 minutes. - No U -Turn V - Sign Face Orientation Existing . Bus Pick-up Locationq, ,,A Not to Scale Projected Vehicle Demand At Peak: Cumultative Release Release Time Time #1 #2 Peak Demand* ,ANDY AV ROA-* i 1iiWAIR 40 04 Total Queue Parking 220 CU 120 Queue 120 Queue 40 CapaClty (with two-lane) o'I I' Total 260 . {.. �.l` iil.,il�pYili-liil,�aill,li,- °�_.. +220 NOTE: *- Vehicular queue in linearfeet is calc ulated at 24ft. per passenger vehicle. Fra evmv approximately 107 spaces are allocated for the staff and 100 spaces near ut jj IX]ADDITIONAL PARKING 'N Fff Irrla�r i 22(1 cnarac =r. r rIo— STAFF PARKING LOT `j 107 Staff Parking ti =& Ji 100 c aces c d st C 11 (no parking) Recommended �..., Recomm ndec Bus Pick-up Bus Pickup Location 2 mm"', I' tion 1 •qac .. x a School Information Total Enrollment (Future): 1,500 Students (K - 12th) SIGNAGE KEY: Hours (Future): If needed implement, two staggered - Do Not Enter- Entrance Only release times to be separated by a minimum of 30 minutes. - No U -Turn V - Sign Face Orientation Existing . Bus Pick-up Locationq, ,,A Not to Scale Projected Vehicle Demand At Peak: Cumultative Release Release Time Time #1 #2 Peak Demand* 160 120 40 (Vehicles) Total Queue Parking 220 Parking 220 120 Queue 120 Queue 40 CapaClty (with two-lane) Total 340 Total 260 Total Surplus -- +180 +220 NOTE: *- Vehicular queue in linearfeet is calc ulated at 24ft. per passenger vehicle. A total of 427 parking spaces are shown on the site plan. Of the 427 spaces, approximately 107 spaces are allocated for the staff and 100 spaces near curbside are not useable during school drop-off and pick-up peak hours. Remaining 220 spaces are available for parents, visitors and carpool vehicles. NOTE: This Traffic Management Plan was developed to prevent the queuing of drop-off/pick-up related vehicles within the city right of way. EXHIBIT Traffic Management Plan The school administration should adhere to this TMP. Any deficiency due to spillover of queuing into undesignated areas of the city right-of-way, including roadway travel lanes, should be corrected by the school immediately. 3 Universal Academy Traffic Impact Analysis in Coppell, Texas. Afternoon Peak Pick -Up Plan w ZONE R lKM-E Po-2RJ SANDY LAKE ROAD SDER.K s W WROUGHT IRON FENCE — — — — — — t -SF I5'i.0 IL awwsio wmex eurren \ ExisiNG NAJURPL PREALL (5s.12o Soup E .EEL) 'NI RE, iN NATURAL SALE ux ECT 1 IDNE SF -7 1 BIE IWDRANI Dry zn � o c- c) c \ L \ � � x� { � o FIRE HYDMNI �v J O STING IIDEVAU( UNMERSAL ACADEMY \ aus nrnwo r PRiRrtATA[Tw a enu wu WELLINGTON PLACE LOTS 1R, 3R, AND 4R BLOCK 1 SITNED PLAN SITE DATA TABLE TOTALSTSAREA 12.45ACNES PROPOSED ZONING PDTV7R4 PROPOSED USES CHARTER SCHOOL '.SQUARE FOOTAGE OF EACH PROPOSED USE BUILDING AREA- G ROSS SQUARE FOOTAGE EKISTING SCHOOL 49 474 SF. EXPANSION 63.722 SF 113.106SF .'....BUILDING HEIGHT 2J REQUIRED AND PROVIDED PARKING SPACES PER EACH USE iB7 REOUIftEPIM154 PROVIDED PROPOSEDLOT COVERAGE 25% FLOOR TO AREA RATIO. 025 HOURS OF OPERATION 80GAM 3361M ENROULMENT (EKISTING 848 PROPOSED 1500 ELEMENTARY SCHOOL CLASSROOMS APPROXIMATELY' 45 CLASSROOMS ELEMENTARY SCHOOL STUDENTS ELEMENTARY SCHOOL STUDENTS 1630 STUDENTS ELEMENTARY SCHOOL PARKING REQUIREMENT HSPACECLASSROOM,+Si______ IESTIMATED 15 SPACES REQUIRED `.. SECONDARY SCHOOL CLASSROOMS __ APPRO% 17 CLASSROOMS '.SECONDARYSCHOOL STUDENTS ESTNATED410 SECONDARY SCHOOL PARKING REQUIREMENT IS SPACESJCLASSROOMj______________ I S6 SPACES REQUIRED NOTAL SPACES REQUIRED 187SPAC S" PARKING PROVIDED ADDSPACES G— V= G E DVI PROPERTY LINE —),—X— ORNAMENTAL FENCE ------ 15' WIDE LANDSCAPE BUFFER 0 INTERIOR LANDSCAPE AREA DESIGNATED OPEN SPACE 0 PROPOSED CONCRETE PAVING 0a, ORNAMENTAL FENCE ELEVATION ZONf Po -114R -SF -7 RUNNING BOND RED -U.N BRICK PATTERN rzs so ill ill 6' MASONRY SCREEN WALL GRAPHIC SCALE IN FEET NG APPLICANT: GARY HASTY MI 1001 E. SANDY LAKE RD972-191-58JA JANICE.BLACKMANW NIVERSALACADEMT.COM LANDSCAPE PLAN ''.. LANDSCAPE TABULATIONS I.. NONVEHICULAR OPEN SPACE: .,1 1-1 NOIALCJLAILA(MI1UAEt-BG—� ALI TED 'CLARI TREE HER MEGA &F OF LARROCAMPE AREA 'FERSA NOT ICAUSE PERIMETERN RSCA EOR INTERIOR LAINDSCAPE .SE Q O S C S 0 SFI PROP OED- s OPE SCE NW COO ER READ THERE. 25 COLL IF 21 INA OFSAL NAMIGNINCE TREES TO REMAIN INTERIOR LANDSCAPE:n TOTALPARtpNGAREA: T46. ROSF SGAPE I9 wu IABAC OE ln6oc0' REtTD NTF"I to 0. BE DANDS'. i 19IANDIIN SPAFFIRM. K E9 tan POP DED:2e,e159E PflOYIDED' SIBnNG00NA,51S REaDTREES.AS NEGESSARYWITHIN EXISTING IGthNDS TRAIREES SAS '.. PERIMETER LANDSCAPE: All PARarvoro 11511111111, E%ISITNG 39 REVO APD EMPROP 1AEFAN. NO FULTAIREATERNEGAYC REPUP, 11 .1.GAREAALO Y(REETROW IREa'D: tO WIDE tAN SCAPEAfiEAALOrvpADJACENT PROPERTY 'wEao TREEs.3a s PEACABLAS1 oECAPE AREA ALONGSTREET R.OW PRONGED'T6IIWOSCAPEARP0.ALONOADJACENi PROPERN WELLINGTON PLACE LOTS FR, 3R, AND PR, BLOCK I v APPLICANT: GARY HASTY MI 1001 E. SANDY LAKE RD972-191-5919 _ACKMANMUNIVERSALACADEMT.COM PLANTING GENERAL NOTES 1.PL RY THE OWNERS ,�O,P,1,1,NNI��AFSLIF,INGP SET I TS AT NE GRADING SHALL DE PERFSPRED IN ALL AREAS To BE LANDSCAPED. FINE COADI :oR M ENNEMENT o, AS _N` ° DN;I oR �s OEs CNsaLET �oR ANY DAMAGE 10 UTILITIES DURING THE COURSE OF CONSIRUCTION, 1, WRITTEN DIMENSIGNS SIALL GOVERN OVER SCALED DIMENSIONS 1, T I IIEFEIAILE THAT PC FREE BE ITAREI AND ANT IF SUPPORT IS NEEDED AND SIALL DIRECT TIE CONTRACTOR ACCORDINGLY 8, THE CONTRACTOR SHALL REFER TO THE SPECIFICATIONS FOR ADDITIONAL NFERIRMAETANREQUIREMENTS ASCOCNIED WITH THE LANDSCAPE AND ACC AND .T LALL ILAN' RSQEAL'. AN' MET ERIALS DO NEET MEET .1 EROEED SUCH STANDARDS SHALL BE REJECTED AND REPLACED AT TIE CONIFACTORS EIPENSE, R. BALLED AND RURIAPPED TREES SHALL HAVE THE LOU HALF OF THE WIRE BA"ET RE MOVED FILE .. LAP "ALL I E IE A. PC 1 11 TIE A I CALL 'T EITTENT PERSS EL E -1 PC A LN FE TO CULT AND IE _E TIE BOTTOM DAL F , NDE I FIT E WIRE EACIET THAT PEMAINA PLANTING LEGEND 0 ERI IND TREES QCE FEAR ELM A- 0 LIPS OAK I- 0) CRAPE MYPTLE b —RE WAY MYRTLE EG HI. n TEKAS SAGE THUNDER CLOUD - 35HT. U U___� SANDY LAKE ROAD L FIRE I -RANT Raw TREE SURVEY r -W-r �NON-VEHICULAR OPEN SPAKDPCE TABULATIONS* FOLl sN7 t NO N PsrxENTncE. ,ao.ocL cLuoes THees, ^n AC Tne THee IoeNnFlcAnc« cw,reT TOTAL TREE MITIGATION TABULATIONS* oss ,L;>z Gu1, w was 70. TornLTaEss om 1. — — Ifisa ws mm,B 1 BE rwran rrr; 7/UI_ �IRRM yn /1 r rM e.. —"mom Nessa caw rr000 Al 11� U J I Cwn.NN. U WELLINGTON PNCE LOTS 1R, 3R, AND 4R, BLOCK 1 LEGEND r, —�aa.arrPa�a�a E—NITRFFID-1 Tree # $Ne RHHQ \ EMST NC NnNRnL nREn — fecen CO 6 Cwxf fa 3 36 _ \ 1---L, @s,aD souARE FEEp /\ R � _}',� IP e I CO 56 m 3E m �1\�J WrlP 1,L a � yl»��tENAENN N NANRAL ETATE r� 23� 14 z lO 21 m k z _ co z C) u oe e az 1 e RRE IttDR�NI e n" a 471 m o m e -- k cam e ED ok01 'ni hoar` n r^ 58 _ 6a sunk Cie Mkru=, D i_ oar ICT rba 0 11 Pmr rvak cra o 61 18 yl __0 85 tlP _ Trunk Cr�ervyrbe, o 14 Poar a Ck�k ii - 1e rank Ga oA nk T 0 2 Pmi trunk ua�aMy mj 115 Pwr M1re Oak .—IF— —_ On��\ L FIRE I -RANT Raw TREE SURVEY r -W-r �NON-VEHICULAR OPEN SPAKDPCE TABULATIONS* FOLl sN7 t NO N PsrxENTncE. ,ao.ocL cLuoes THees, ^n AC Tne THee IoeNnFlcAnc« cw,reT TOTAL TREE MITIGATION TABULATIONS* oss ,L;>z Gu1, w was 70. TornLTaEss om 1. — — Ifisa ws mm,B 1 BE rwran rrr; 7/UI_ �IRRM yn /1 r rM e.. —"mom Nessa caw rr000 Al 11� U J I Cwn.NN. U WELLINGTON PNCE LOTS 1R, 3R, AND 4R, BLOCK 1 LEGEND r, —�aa.arrPa�a�a E—NITRFFID-1 Tree # $Ne RHHQ G�cVF Cmropy ERreatl CentllN h N Preemetl ies Trye 1 h s Incptt C 18 fecen CO 6 Cwxf fa 3 36 _ Pacap CO 66 Wm a 3i _ SO Cl - IP e I CO 56 m 3E m WrlP 1,L 21 IM III 23� 14 z lO 21 m k z _ co z C) u oe e az m r_ ..... e Pr,a, __ ___ _____1e z"__ra ap o m x apr. NR�m o------------e- w M z w+,tirtc e o a 471 m o m e -- k cam e ED ok01 'ni 0 i2 _ __ ___T_ II ar 26 Gam 2 m z ___ ___ War m D SO__ _____..._________t______..___________w_ ___yy________--------- Wat. ) C;rxw 5 War. ..._ Cmm lL M - Cra riky mi 58 _ 6a sunk Cie Mkru=, D i_ oar ICT rba 0 11 Pmr rvak cra o 61 18 yl __0 85 tlP _ Trunk Cr�ervyrbe, o 14 Poar a Ck�k ii - 1e rank Ga oA nk T 0 2 Pmi trunk ua�aMy mj 115 Pwr M1re Oak .—IF— —_ GRAPHIC SCALE IN FEET INTERLRVIEW 1��=IIOORM- OCCUP4N- WIND. 01 I'll PERSON LOAD DITH REQUIRED NO. 01 EXITPER WIDTH PROVIDED HIGH SCHOOL --------------------------- RENOVATION 2211 N. LAAIAR 4TH FLOOR --------------------------- DALLAS, TEXAS 75202 , IJ i ©vx morcT Mac aca® ev: LIFE SAFETY OVERALLPLAN 0.4 PLAN NORTH =1��„�o;��A� oaeIIenIIul EXIT ❑F� �n��.=�Eaue.u� OVERALL LIFE SAFETY FLOOR PLAN ISSUE rei, sons DATE PERMIT SET 04.14.14 100% CD SET 01.09.14 I MIDDLE SCHOOL AND HIGH SCHOOL --------------------------- RENOVATION 2211 N. LAAIAR 4TH FLOOR --------------------------- DALLAS, TEXAS 75202 , IJ i ©vx morcT Mac aca® ev: LIFE SAFETY OVERALLPLAN 0.4 PLAN NORTH TRAFFIC IMPACT ANALYSIS FOR UNIVERSAL ACADEMY-COPPELL i �P,�EOF.7E;r4��1 • s.... .•tu,,vultw t�ua..°.... 6 _: 162** IN COPPELL, TEXAS Prepared for: Karrington and Company 1825 Market Center Boulevard Suite 525 Dallas, Texas 75230 Prepared by: DeShazo Group, Inc. Texas Registered Engineering Firm F-3199 400 South Houston Street, Suite 330 Dallas, Texas 75202 Phone 214/748-6740 July 11, 2014 (Revised) —N ,qeShazo Group Traffic. Transportation Planning. Parking. Design. DeShazo Project No. 14090 DeShazo Group, Inc. July 11, 2014 Traffic Impact Analysis for Universal Academy-Coppell — DeShazo Project No. 14090 — Table Of Contents EXECUTIVE SUMMARY............................................................................................ INTRODUCTION....................................................................................................... 2 ProjectDescription............................................................................................................ 2 StudyParameters.............................................................................................................. 3 TRAFFIC IMPACT ANALYSIS.................................................................................. 4 Approach............................................................................................................................ 4 Background Traffic Volume Data.....................................................................................4 ExistingVolumes............................................................................................................. 4 SiteObservations..............................................................................................................4 Projected Background Traffic Volumes............................................................................ 5 Site -Related Traffic............................................................................................................ 5 Trip Generation and Mode Split....................................................................................... 5 Trip Distribution and Assignment.....................................................................................6 Site -Generated Traffic Volumes.......................................................................................6 Traffic Operational Analysis —Roadway Intersections ................................................ 6 Description....................................................................................................................... 6 Analysis Traffic Volumes.................................................................................................. 7 Summaryof Results......................................................................................................... 7 SUMMARY OF RECOMMENDATIONS.................................................................. 10 CONCLUSIONS...................................................................................................... 11 EXHIBITS LIST OF APPENDICES: Appendix A. Detailed Existing Traffic Volumes Appendix B. Trip Generation Summaries Appendix C. Trip Distribution and Traffic Assignment Supplement Appendix D. Detailed Intersection Capacity Analysis Results Universal Academy -Coppell Traffic Impact Analysis Table of Contents DeShazo Group, Inc. July 11, 2014 EXECUTIVE SUMMARY The services of DeShazo Group, Inc. (DeShazo) were retained by Karrington and Company to conduct a traffic impact analysis (TIA) requested by the City of Coppell for the proposed increase in enrollment at the Universal Academy-Coppell school from the existing 848 -student facility to a 1,500 -student facility. The purpose of the study is to identify the traffic/transportation impact that may occur on the adjacent thoroughfares due to the increased enrollment of the school. The operational performance of the major roadway intersections in the vicinity of the sites was analyzed under "existing conditions", "background conditions", and "full -buildout conditions" during periods of the school's typical weekday AM and PM (School) operations. For the existing conditions, actual traffic volume data was collected in the site in May/June 2014. For the background conditions, traffic growth of two percent was added to the existing traffic. For the full -buildout conditions, the student enrollment scenarios were increased to 1,500 students for grades K-12. The operational analysis shows that the existing roadway network can accommodate the increase in traffic with a few minor mitigation measures. It was determined that the level of service (LOS) on the adjacent major thoroughfares will not be significantly different from the existing conditions with the increase in the enrollment because most of the students are siblings of the current students who are bused/carpooled to the school. The following recommendations are listed below to improve the operational safety and performance. 1. Continue the practice of using off-duty police officers during peak school traffic periods at Site Driveway 3 (See recommendation 4 regarding police officers at Driveway 1). 2. Install "No U-turns" signs at the existing median openings on eastbound Sandy Lake Road adjacent to the school to prevent U-turns. 3. Convert existing Site Driveway 2 to "One -Way Inbound Only" from Sandy Lake Road. The school should enforce this change in operation within the site through the use of physical traffic devices (such as traffic cones, signs, etc.). The school should also promote the intended site access patterns and internal traffic circulation plan through instructional information distributed by the school to parents at the beginning of each school year and as needed. Install "One-way" and "Do Not Enter" signs and when necessary use traffic cones or other devices within the site to implement the proposed change at Site Driveway 2. 4. Convert the existing school Driveway 1 at S. MacArthur Boulevard/Maple Leaf Intersection to inbound only operation, during the AM drop-off and PM pick-up peak hours. By converting the Driveway 1 to inbound only operation, the need for traffic control by off-duty police officer at the intersection diminishes. It may be feasible to significantly scale back or even discontinue the services of a traffic officer (in which case the intersection would operate as a conventional, unsignalized intersection). Alternatively, the officer control may be shifted to Driveway 5 to provide egress for school buses. Under any scenario, it is desirable to reduce the delay to southbound through -traffic on MacArthur Boulevard during the AM peak Hour. Any decision to remove traffic control by off-duty traffic officer should first be evaluated over a period of at least one week of school traffic activity. Universal Academy -Coppell Traffic Impact Analysis Page DeShozo Group, Inc. July 11, 2014 5. The school should disseminate instructional material to parents that clearly explains and graphically depicts the intended site access patterns and internal traffic circulation plan for the campus at the beginning of each school year and as otherwise needed. 6. If queueing of parents vehicles associated with the student drop-off or pick-up activity ever results in spillback of queue on the public street, then the school should either: a) Modify the internal circulation patterns to increase vehicle queue on site, or b) Encourage parents to park on site, or c) Implement staggered start/end schedules to the extent necessary to eliminate this occurrence. 7. The School should continue to provide a high level of effective bus service for students that is comparable to existing conditions. NOTE: Also see separate traffic management plan for additional information. The operational analysis shows that the existing roadway network can accommodate the increase in traffic with a few minor mitigation measures. Level of service (LOS) on the adjacent major thoroughfares will not be significantly different from the existing conditions with the increase in the enrollment of the school. END Universal Academy -Coppell Traffic ImpoctAnolysis Page u =7� DeShazo Group Traffic. Transportation Planning. Parking. Design. 400 S. Houston Street, Suite 330 Dallas, TX 75202 ph. 214.748.6740 deshazogroup.com Technical Memorandum To: Mr. Gary Hasty— Karrington and Company From: DeShazo Group, Inc. Date: July 11, 2014 Re: Traffic Impact Analysis for Universal Academy–Coppell in Coppell, Texas DeShazo Project No. 14090 INTRODUCTION The services of DeShazo Group, Inc. (DeShazo) were retained by Karrington and Company to conduct a traffic impact analysis (TIA) for the expansion of the Universal Academy campus (referred to herein as "the Project"). Universal Academy of Coppell is a public charter school that currently operates on the southeast corner of the S. MacArthur Boulevard/E. Sandy Lake Road intersection in Coppell, Texas. The purpose of this study is to identify the traffic/transportation impacts, if any, due to the proposed increase in school enrollment and provide mitigation measures, if needed, to support the safe and efficient operation of the school and overall traffic in the immediate vicinity area in the city of Coppell. DeShazo Group is an engineering consulting firm providing licensed engineers skilled in the field of traffic/transportation engineering. Universal Academy -Coppell (the Client) retained the services of DeShazo to prepare a traffic impact study as per the requirement by the City of Coppell documenting the impact the increase in the enrollment. Project Description The project site is located on the southeast quadrant of the S. MacArthur Boulevard/E. Sandy Lake Road intersection. The existing school had 848 students in grades K-8 for the school year just ended. The school is projected to have an ultimate enrollment of approximately 1,500 students in grades K-12 by year 2016. At opening day in the 2014-2015 school year, the school is estimated to have an enrollment of about 1,365 students. Based upon the information from the Universal Academy, there are currently ten (10) buses in operation with a capacity of 63 students per bus. For the fall 2014 school year, the School plans to have 15 buses and 20 buses by the year 2016. The Universal Academy staff estimates approximately 65 - 70% of the students will travel to/from the school by bus. Universal Academy -Coppell Traffic ImpoctAna/ysis Page 2 DeShazo Group, Inc. July 11, 2014 A site location map for the project is provided in Exhibit 1. A preliminary site plan for the campus, prepared by Karrington and Company, Inc., is provided in Exhibit 2. Study Parameters This TIA is intended to project and analyze the day-to-day traffic operational conditions generated by the school and to measure the anticipated traffic operational impact due to the increase in the number of students. The specific study area was selected to contain the key locations that would be most appreciably and directly impacted by school traffic and have the greatest potential to warrant improvements. The following locations were included in the study area (also depicted in Exhibit 1). Intersections: (a) S MacArthur Boulevard and E Sandy Lake Road: traffic -signal -controlled (b) S MacArthur Boulevard and Maple Leaf Lane/Site Driveway 1: STOP -controlled on Maple Leaf Lane/Site Driveway 1 (c) S MacArthur Boulevard and Bus Driveway: STOP -controlled on Bus Driveway (Driveway5) (d) E Sandy Lake Road and Site Driveway 2: STOP -controlled on Site Driveway 2 (e) E Sandy Lake Road and Site Driveway 3: STOP -controlled on Site Driveway 3 (f) E Sandy Lake Road and Site Driveway 4: STOP -controlled on Site Driveway 4 Roadways: (A) S MacArthur Boulevard ❑ Existing cross-section: four -lane cross-section with medians (two lane in each direction with turn -lanes at cross streets/driveways for the left -turns) ❑ City of Coppell Thoroughfare map designation: Boulevard ❑ Posted Speed: 35 MPH (B) E Sandy Lake Road ❑ Existing cross-section: four -lane cross-section with medians (two lane in each direction with turn -lanes at driveways for the left -turns) ❑ City of Coppell Thoroughfare map designation: Boulevard ❑ Posted Speed: 40 MPH Based upon the traffic generation characteristics of the Project and the prevailing background traffic conditions, the following periods were analyzed. • Weekday AM and PM peak hours of school -generated traffic at: o "Existing Conditions" (no site traffic), o "Year 2016 Background Conditions' of the schools with no increase site -generated traffic [NOTE: Assumes existing roadway network and operations to remain the same.], and o "Year 2016 Site Buildout/Full-Occupancy Conditions" of school with site -generated traffic for 1,500 -student K -12th school. Universal Academy -Coppell Traffic Impact Analysis Page 3 DeShazo Group, Inc. July 11, 2014 TRAFFIC IMPACT ANALYSIS This traffic impact analysis (TIA) was prepared at the request of the City of Coppell to assess the potential traffic/transportation improvements needed in support of the expansion of the Universal Academy. Approach The TIA presented in this report analyzed the operational conditions for the previously described study parameters using standardized analytical methodologies where applicable. Current traffic volume data were collected throughout the study area to represent existing traffic conditions. Where considered applicable, background traffic growth factors were also assumed. Traffic generated by the proposed development was then projected using the standard four -step approach: Trip Generation, Mode Split, Trip Distribution, and Traffic Assignment. By adding the site -generated traffic to the background traffic and analyzing the operational conditions for each scenario, the net impact on local traffic conditions of the proposed development can be determined and appropriate mitigation measures may be recommended. Background Traffic Volume Data Existing Volumes Current peak period traffic volumes were collected at the study area intersections on Thursday, May 29tH 2014, and June 2nd, 2014 are summarized in Exhibit 3. Detailed traffic volume data are provided in Appendix A. Site Observations Classes at Universal Academy —Coppell were in session at the time of this study. So, to formulate baseline data, DeShazo relied upon the information from client and traffic observations (as described below) from the traffic data collected on site during the AM and PM periods on May 29 and one driveway was recounted on June 2 d, 2014. At the time of the counts, enrollment was approximately 848 students from Kindergarten through 8th Grade. The major observations from traffic count cameras were • Off-duty police officers, commissioned by the school, assisted the traffic operations on MacArthur Boulevard at Site Driveway 1 and E Sandy Lake Road at Site Driveway 3. • Site Driveway 1 and 2 functioned as both inbound and outbound maneuvers. • Site Driveway 3 operated as outbound only during peak drop-off and pick-up times. • Bus pickup locations were at the back (south side) of the school. Ten (10) buses were observed exiting the site during the afternoon school pick-up time. Buses exited the site from the bus driveway at S MacArthur Blvd. with assistance from the commissioned off-duty police officers. • The majority of the pick -up -related personal vehicles entered the school site from Site Driveway 2 and the rest from Site Driveway 1. • The Site Driveway 4 on Sandy Lake Road serves the school buses during PM school hours. • At least one third of the vehicles exiting via Driveway 2 turned right onto Sandy Lake Road and immediately made U-turns onto westbound Sandy Lake Road. Although this movement is currently not prohibited, it is an unsafe maneuver. Universal Academy -Coppell Traffic Impact Analysis Page 4 DeShazo Group, Inc. July 11, 2014 Projected Background Traffic Volumes Based upon a review of historical traffic volume data from the City of Coppell as summarized in Table 1, traffic volumes in the immediate vicinity of the site have not increased significantly in recent years. So, for the purposes of this analysis, a two percent background traffic growth was assumed for both background and buildout year analysis to reflect a conservative condition. Table 1. Historical Daily Traffic Volumes ROADWAY SEGMENT HISTORICAL DAILY ANNUAL GROWTH VOLUME (DATE) RATE S. MacArthur Boulevard 16,800 ('14)A 0.625% south of E Sandy Lake Road 16,284 ('09)B -- E Sandy Lake Boulevard 15,185 ('14)A 0.895% east of S MacArthur Boulevard 14,523 ('09)B Data Source: A = C J Hensch & Associates commissioned by DeShazo; B = City of Coppell website By applyingthe assumed growth rate described above, future peak -period background traffic volumes (i.e., traffic growth not directly associated with the Project) were calculated for the study area intersections at the background year. These volumes are summarized in Exhibit 4A and 4B. Site -Related Traffic Trip Generation and Mode Split Trip generation is summarized as trip ends — a trip end is a one-way vehicular trip (i.e., a single vehicle entering and exiting a site represents two trip ends). The number of trip ends generated by a given development is also intrinsically influenced the site's trips' mode split (i.e., the percentage of trips made by other travel modes, such a busing, self -driving, etc.) Due to the unique trip generation and mode split characteristics of each school, the preferred method of determining this information is from site observation when collecting these data is practical. The trip generation of the existing site was calculated based upon actual driveway volumes. It is assumed that, at full occupancy, the school will exhibit the same trip generation and mode split characteristics. Hence, the site drivewayvolume data (for an enrollment of 848 students) was extrapolated by a factor of 1.77 to reflect a 1,500 -student scenario. Table 2 provides a summary of the calculated trip ends used in this analysis. Table 2. Projected Site Trip Generation Summary (Vehicular) During Peak Hour Analysis Periods Universal Academy -Coppell Traffic Impact Analysis Page 5 Morning Peak Hour Afternoon Peak Hour Land Use Quantity Trip Ends Trip Ends Total In Out Total In Out Existing Conditions K-8 School 848 Students 766 416 350 479 222 257 "Full -Occupancy" Conditions K-12 School 1,500 students 1,355 736 619 848 393 455 Universal Academy -Coppell Traffic Impact Analysis Page 5 DeShozo Group, Inc. July 11, 2014 Trip Distribution and Assignment Site traffic assignment is the exercise of estimating the orientation of site -generated trips proportionally by various travel routes. Traffic assignment is a subjective exercise based upon professional judgment considering such factors as relative directional characteristics of trip origin; trip attributes (e.g., trip purpose, trip length, travel time, time -of -day, etc.), roadway features (e.g., capacity, operational conditions, character of environment), etc. Traffic for the proposed school was distributed and assigned to the study area roadway network based upon DeShazo's consideration of the factors listed above and guidance provided by Universal Academy-Coppell relative to attendance zones, etc. The estimated trip orientations are graphically summarized in Appendix C. Site -Generated Traffic Volumes Site -generated traffic is calculated by multiplying the trip generation value (Table 2) by the corresponding traffic assignments (from Appendix C). The resulting cumulative peak period site - generated traffic volumes at the various analysis conditions are summarized in Exhibit 5A -5B. Traffic Operational Analysis —Roadway Intersections Description The level of service can often be measured through an analysis of volume and capacity that considers various physical and operational characteristics of the system. For vehicular traffic, an operational analysis of roadway intersection capacity is the most detailed type of analysis. An industry - standardized methodology for this type of analysis was developed by the Transportation Research Board and is presented in the Highway Capacity Manual (HCM). HCM uses the term "Level of Service" (or, LOS) to qualitatively describe efficiency using letter grades of A through F. Generally, LOS can be described as follows. LOS A = free, unobstructed flow LOS B = reasonably free flow LOS C= stable flow LOS D = approaching unstable flow LOS E = unstable flow, operating at design capacity LOS F= operating over design capacity Traffic operational analysis is typically measured in one-hour periods during day-to-day peak conditions. In most urban settings, LOS C, or better, is desirable, although LOS D is considered to be acceptable. Nevertheless, LOS E or F conditions are not uncommon for brief periods of time at major transportation facilities. In some cases, measures to add more capacity—either through operational changes and/or physical improvements—can be identified to increase efficiency and sometimes raise Level of Service. For traffic -signal -controlled ("signalized") intersections and STOP -controlled ("unsignalized") intersections, LOS is determined based upon the calculated average seconds of delay per vehicle. For signalized intersections the average delay per vehicle can be effectively calculated for the entire Universal Academy -Coppell Traffic Impact Analysis Page 6 DeShazo Group, Inc. July 11, 2014 intersection; however, for unsignalized intersections the average delay per vehicle is calculated only by approach or by individual traffic maneuvers that must stop or yield right-of-way. For unsignalized intersections of a minor street or driveway and a major roadway, the analysis methodology often breaks down and yields low Levels of Service (often, LOS F) than cannot be mitigated unless a traffic signal is installed. However, the responsible agency that governs the right-of-way must issue their approval for a traffic signal to be installed subject to very specific warrant criteria being met and several other operational considerations being satisfied. Level -of -service is not a criterion for traffic signal installation. The following table summarizes the LOS criteria for signalized and unsignalized intersections as defined in the latest edition of the Highway Capacity Manual. Analysis Traffic Volumes Determination of the traffic impact associated with the Project is measured by comparing the incremental change in operational conditions with and without site -related traffic at the Project buildout year. Exhibits 6A -6B summarize the background -plus -site peak period traffic volumes at buildout conditions; Exhibits 7A -7B summarize the intersection roadway geometry at the existing and buildout conditions. Summary of Results Intersection capacity analyses presented in this study were performed using the Synchro 8 software package. Table 3 and Table 4 provide a summary of the intersection operational conditions during the peak periods underthe analysis conditions presented previously. Detailed software output is provided in Appendix D. The analyses conducted herein were based upon the existing and school's buildout peak hour traffic conditions projected by DeShazo. The capacity analysis indicated that the traffic -signal -controlled S. MacArthur Boulevard/E. Sandy Lake Road intersection currently operates at acceptable conditions. Overall, acceptable conditions with LOS D or better are expected to be maintained at site buildout at this intersection upon the addition of background growth and site -generated traffic. The unsignalized intersections at Site Driveway 1 and Site Driveway 3 currently operate with the assistance of off-duty police officers during school peak traffic periods. These conditions are Universal Academy -Coppell Traffic Impact Analysis Page 7 Signalized Intersection (Average Delay per Vehicle) Unsignalized Intersection (Average Delay per Vehicle) LOS A < 10 < 10 LOS 8 >10 - <20 >10 - <15 LOS C >20 - <35 >15 - <25 LOS D >35 - <55 >25 - <35 LOS E >55 - <80 >35 - <50 LOS F >80 >50 Analysis Traffic Volumes Determination of the traffic impact associated with the Project is measured by comparing the incremental change in operational conditions with and without site -related traffic at the Project buildout year. Exhibits 6A -6B summarize the background -plus -site peak period traffic volumes at buildout conditions; Exhibits 7A -7B summarize the intersection roadway geometry at the existing and buildout conditions. Summary of Results Intersection capacity analyses presented in this study were performed using the Synchro 8 software package. Table 3 and Table 4 provide a summary of the intersection operational conditions during the peak periods underthe analysis conditions presented previously. Detailed software output is provided in Appendix D. The analyses conducted herein were based upon the existing and school's buildout peak hour traffic conditions projected by DeShazo. The capacity analysis indicated that the traffic -signal -controlled S. MacArthur Boulevard/E. Sandy Lake Road intersection currently operates at acceptable conditions. Overall, acceptable conditions with LOS D or better are expected to be maintained at site buildout at this intersection upon the addition of background growth and site -generated traffic. The unsignalized intersections at Site Driveway 1 and Site Driveway 3 currently operate with the assistance of off-duty police officers during school peak traffic periods. These conditions are Universal Academy -Coppell Traffic Impact Analysis Page 7 DeShazo Group, Inc. July 11, 2014 statistically random and cannot be analyzed using standard level -of -service analysis methodologies. However, for reference purposes only. The LOS shown for these intersections under conventional two-way stop control is provided. The STOP -controlled egress movement at Site Driveway 4 on Sandy Lake Road currently operate at a good level of service and is expected to maintain this LOS at site buildout conditions. Review of the results of the peak hour analysis (and a review of the internal site traffic operations as presented in the traffic management plan, also prepared by DeShazo) allowed DeShazo to develop recommended traffic/transportation improvements that would facilitate efficient traffic operations upon the addition of the traffic generated by the increased attendance at the school. Based upon these reviews, DeShazo recommends converting Driveway 1 and Driveway 2 to inbound only operation during peak school -traffic periods. A summary of the recommendations is provided in the following section. Universal Academy -Coppell Traffic Impact Analysis Page 8 DeShazo Group, Inc. 7/11/2014 Table 3. Peak Hour Intersection Capacity Analysis Results (Signalized Intersections) Conditions Existing Background Year Projected Background- Full Project Buildout** Signalized (Existing School Enrollment) (Existing School Enrollment) Intersections AM PM AM PM AM PM AM PM S. MacArthur Boulevard at E. Sandy Lake Road C (35.0) B (19.4) D (36.9) B (19.7) D (36.9) B (19.7) D (47.8) C (22.2) Table 4. Peak Hour Intersection Capacity Analysis Results (Unsignalized Intersections) Conditions Unsignalized Traffic Existing Background Year (Existing School Enrollment) Projected Background- Full Project Buildout ** (Existing School Enrollment) AM PM AM PM Intersections Movement AM PM AM PM MacArthur Boulevard at Mapleleaf Lane/ Site Driveway 1 EBLTR F (>100) E (40.3) F (>100) E (47.0) F (>100) E (38.9) F (>100) F (51.5) WBLTR F (>100) F (>100) F (>100) F (>100) - - - - NBL B (12.4) A (8.8) B (12.8) A (8.9) B (12.8) A (8.9) B (13.2) A (9.0) SBL B (11.2) A (9.3) B (11.4) A (9.4) B (11.4) A (9.4) C (15.2) B (10.1) MacArthur Boulevard at Bus Driveway (Driveway 5)* WBR A (0.0) B (11.6) A (0.0) B (11.6) A (0.0) B (11.8) A (0.0) B (12.5) Sandy Lake Road at Site Driveway 2 NBR C (23.2) C (15.9) C (24.5) C (16.2) - - - - - - - - Sandy Lake Road at Site Driveway 3 NBR C (19.5) B (11.0) C (20.5) B (11.1) D (30.8) B (13.8) F (>100) C (19.6) NBL F(>100) E (44.4) F(>100) F (50.5) F(>100) F(>100) F(>100) F(>100) Sandy Lake Road at Site Driveway 4 NBR C (15.8) B (10.9) C (16.4) B (11.0) C (16.4) B (11.0) C (17.7) B (11.6) KEY. A, B, C, D, E, F = Level -of -Service for each intersection approach NB, SB, EB, WB = North-, South-, East-, Westbound approach L, T, R = Left, Through, Right Approach turning movement AM = AM Peak Hour of Adjacent Street PM = AM Peak Hour of Adjacent Street * - Not representative value (off-duty police officers manage traffic during the school drop-off and pick-up peak hours). ** - With recommended change in school traffic orientation (Inbound and Outbound). NOTE: Signalized intersection operational parameters and operational results were obtained directly from the optimized software output and may differ slightly from actual traffic signal operations. Traffic Impact Analysis for Universal Academy-Coppell Page 9 DeShazo Group, Inc. July 11, 2014 SUMMARY OF RECOMMENDATIONS NOTE: Recommendations for public improvements within the study area presented in this report reflect the opinion of DeShazo based solely upon technical analysis and professional judgment and are not intended to define, imply, or allocate funding sources nor required improvements. Applicable legal precedent indicates that the Owner of a Project should only be required to proportionately fund necessary infrastructure improvements that are directly attributable to implementation of the Project. Such requirements will depend upon the individual circumstances of each project that may be viewed differently by each particular agency/municipality. The following recommendations were listed below to improve the operational safety and operational performance. 1. Continue the practice of using off-duty police officers during peak school traffic periods at Site Driveway 3 (See recommendation 4 regarding police officers at Driveway 1). 2. Install "No U-turns" signs at the existing median openings on eastbound Sandy Lake Road adjacent to the school to prevent U-turns. 3. Convert existing Site Driveway 2 to "One -Way Inbound Only" from Sandy Lake Road. The school should enforce this change in operation within the site through the use of physical traffic devices (such as traffic cones, signs, etc.). The school should also promote the intended site access patterns and internal traffic circulation plan through instructional information distributed bythe school to parents at the beginning of each school year and as needed. Install "One-way" and "Do Not Enter" signs and when necessary use traffic cones or other devices within the site to implement the proposed change at Site Driveway 2. 4. Convert the existing school Driveway 1 at S. MacArthur Boulevard/Maple Leaf Intersection to inbound only operation, during the AM drop-off and PM pick-up peak hours. By converting the Driveway 1 to inbound only operation, the need for traffic control by off-duty police officer at the intersection diminishes. It may be feasible to significantly scale back or even discontinue the services of a traffic officer (in which case the intersection would operate as a conventional, unsignalized intersection). Alternatively, the officer control may be shifted to Driveway 5 to provide egress for school buses. Under any scenario, it is desirable to reduce the delay to southbound through -traffic on MacArthur Boulevard during the AM peak Hour. Any decision to remove traffic control by off-duty traffic officer should first be evaluated over a period of at least one week of school traffic activity. 5. The school should disseminate instructional material to parents that clearly explains and graphically depicts the intended site access patterns and internal traffic circulation plan for the campus at the beginning of each school year and as otherwise needed. 6. If queueing of parents vehicles associated with the student drop-off or pick-up activity ever results in spillback of queue on the public street, then the school should either: d) Modify the internal circulation patterns to increase vehicle queue on site, or e) Encourage parents to park on site, or f) Implement staggered start/end schedules to the extent necessary to eliminate this occurrence. 7. The School should continue to provide a high level of effective bus service for students that is comparable to existing conditions. NOTE: Also see separate traffic management plan for additional information. Universal Academy -Coppell Traffic Impact Analysis Page 10 DeShazo Group, Inc. July 11, 2014 CONCLUSIONS Based upon the data collection and analysis conducted by DeShazo Group at Universal Academy- Coppell, DeShazo concludes that the site provides generous internal parking and transportation facilities to accommodate the parents, students, and school staff with the increased trips generated by the proposed expansion. The school and staff should also employ traffic management strategies that regulate traffic circulation, queuing, and student loading/unloading that provide sufficient safety and efficiency to accommodate the proposed enrollment expansion. Universal Academy-Coppell should continue providing police assistance at Site Driveway 3 and, conditionally, at Driveway 1 to regulate the traffic during the peak school hours. Within the site the school should use traffic control devices and staff members to provide assistance to regulate the internal school traffic and enforce the intended site access and traffic circulation patterns. It's recommended to change the existing Site Driveway 1 and Site Driveway 2 operations to inbound only during the peak (drop-off and pick-up) school hours. The operational analysis shows that the existing roadway network can accommodate the increase in traffic with a few minor mitigation measures. Level of service (LOS) on the adjacent major thoroughfares will not be significantly different from the existing conditions with the increase in the enrollment of the school because most of the students are siblings of current students who are bused/carpooled to the school. Universal Academy -Coppell Traffic Impact Analysis Page 11 A Circle ilk LI' _, ,P DeShazo Group a 6�.Vf 4 Ma leleaf Ln f� �q�{ penrofi Crurc s t u ar ,6 Bitrnrnue or � Redcedar Way Dr Z?� J a I a sonm vi Tupelo Dr LEGEND: - Study Site 0 - Study Intersections - Existing Traffic Signal — - 24 -Hour Tube Counts Site Location Map Universal Academy Traffic Impact Analysis in Coppell, Texas. � •c Independence Or { GraPeviele Creek Dr n CD Glade Paint Dr Starleaf.'State =Falls kd P � 6A Ord Dr-_ �f h n 51 Pehhleereek far— _�` Not to Scole EXHIBIT 1 g�YClsr Basjiwood Dr Loekhaven Ln l ye}E-.. �J= � F �ro rte. �•,�� I 4 �raresrwaud Ln �dn+oar dr OP ' rp •rf Cin leW '}}— fj�� a U Pln1r&IL Ct� r� Dallas �Iiflag ❑ F- County -r X Z n Leslie St 0 Fountain Dr 9 � o E Sandy Lake Rd y d d SSugarberry Dr a SUgarbeSl - a 6�.Vf 4 Ma leleaf Ln f� �q�{ penrofi Crurc s t u ar ,6 Bitrnrnue or � Redcedar Way Dr Z?� J a I a sonm vi Tupelo Dr LEGEND: - Study Site 0 - Study Intersections - Existing Traffic Signal — - 24 -Hour Tube Counts Site Location Map Universal Academy Traffic Impact Analysis in Coppell, Texas. � •c Independence Or { GraPeviele Creek Dr n CD Glade Paint Dr Starleaf.'State =Falls kd P � 6A Ord Dr-_ �f h n 51 Pehhleereek far— _�` Not to Scole EXHIBIT 1 SANDY LAKE ROAD EIx K S' BRWDHT IRON FENCE N W SITE PLAN SITE DATA TABLE EXISTING ZONING PD-9TR0-R PROPOSED USES PR VATESCHOOL SQUARE FOOTAGE OF EACH PROPOSED USE EXISTING SCHOOL494 IF NEWSCROOL63]22SF BUILDING AREA - GROSS SQUARE FOOTAGE IF BUILDING HEIGHT 209 REQUIRED AND PROVIDED PARKING SPACES PER EACH USE PROPOSED LOT COVERAGE 256 RL-0UIRED J 499 PROVIDED 26% FLOOR TO AREA RATIO ENROLLMENT: EXISTING:8 PROPOSED'. 1500 PARKING REQUIREMENT 8 SPACESICIASSROOM : 56 SPACES REQUIRED 204 KING PROVIDED: SPACES GRAPHIC SCALE IN FEET APPLICANT: GARY HASTY IM t Dot BJ2-3S5Y5854E RD JANICE.BLACKMANOUNIVERSALACADEMY.CON IL— E G 0= PV E] PROPERTY LINE PLANTING ISLAND ILE 15' WIDE LANDSCAPE BUFFER INTERIOR LANDSCAPE AREA ® DESIGNATED OPEN SPACE 0 PROPOSED CONCRETE PAVING hibit 2 -Preliminary Site an Exhibit 3A - Existing AM Peak Hour Volumes 00 w CO fV CO 0 E Sandv Lake Rd % + %k R89 *-436 X179 *-614 *-558 .Ar6 70-* `, �, ?�, 11 63 • - - - 1209->• - - 680-> 159- 1 0o Q0 153-* m m CD � N W 41 2 �rwelN On ep,� 9'L 5) Driveway lures 0 c9 L 1340-* 2-�k Cn CD 0 CD v `G !0 Plan North Not to Scale Fss1 • Sandy fake Rd Legend: ### - Peak Hour Traffic Volumes (7:15 AM - 8:15 AM) DeShazo Group, Inc TIA for Universal Academy in Coppell, Texas 7/7/14 Exhibit 3B - Existing PM Peak Hour Volumes CDCDCyl E Sandv Lake Rd % + %k R14 0 *-353 X147 *-725 *-547 w-7 FS23 Plan North Not to Scale 66-* 472- • 496-> -9 9 499 293 � ; c^' 99 � 1 Cn 13� F sandy 92y CO ;w cn �ak� Rd - 0 m i N W CD � MapXe\eaf I ,, � • a �prweWay'i Bus �rivew `J �o CP L Legend: ### - Peak Hour Traffic Volumes (2:45 PM - 3:45 PM) DeShazo Group, Inc TIA for Universal Academy in Coppell, Texas 7/7/14 Exhibit 4A - Projected Background AM Peak Hour Volumes CD CA) N) E Sandv Lake Rd % + %k R93 *-454 X186 *-639 *-581 .Ar6 FS23 Plan North Not to Scale 73-* �, 1210- • 1258-> 1394707 N N 159- 12- F Sand159y � C Voo �ytake Ra m CD �. CD i 144 �0 1 CO �0 ay e p�e�eaf Ma X314 • 00 OD 5) � � Bus priveway� L Legend: ### - Peak Hour Traffic Volumes DeShazo Group, Inc TIA for Universal Academy in Coppell, Texas 7/7/14 Exhibit 4B - Background PM Peak Hour Volumes � N O E Sandv Lake Rd R14 6 F367 x153 F754 X569 .A-0 69-* 491 • --- 516->®-- 305- o � `�' 99- 96y U o 00 r. oC-0 0 CD � N i 140 W ►� o ay MapXe\eaf �- r L Bus priveway� 6o 0 cO 519-* 13-�k Cn CD 0 Z CD v `G Plan North Not to Scale Fs96 • F Sandy Cake Ra Legend: ### - Peak Hour Traffic Volumes DeShazo Group, Inc TIA for Universal Academy in Coppell, Texas 7/7/14 Exhibit 5A - Projected Site Generated AM Peak Hour Volumes CO 0 0 0 E Sandy Lake Rd % + R7 6 F67 X70 F204 X16 .A-0 0-* 0 0 0 00� • 80-160 0 -*TU) o COD p 00 r p <. 0000 CD N i 140 e O ay C) 1 Map�e�eaf 0 � �� y , priveway 5) � Bus priveway � j O L 121-* 0-�k Cn CD p Z CD v `G !0 Plan North Not to Scale F 16 • � � Sandy fake o Rd Legend: ### - Peak Hour Traffic Volumes DeShazo Group, Inc TIA for Universal Academy in Coppell, Texas 7/7/14 Exhibit 5B - Projected Site Generated PM Peak Hour Volumes oow E Sandy Lake Rd % + R50 F50 X48 F147 Fg .A-0 0� � ' p00 80� • 0� �• 43-> T(D oM� CD � N i 144 �0 -P 1� e p ay 0 0� Oti �9 weWa`J �prNeNNM 5� �N Bus Of o L 89-* 0-�k Cn CD 0 Z CD v `G Plan North Not to Scale Fg • � � Sandy fake o Rd Legend: ### - Peak Hour Traffic Volumes DeShazo Group, Inc TIA for Universal Academy in Coppell, Texas 7/7/14 Exhibit 6A - Full Project Buildout AM Peak Hour Volumes CDCyl CA) � o E Sandv Lake Rd % + %k 16 *-521 X256 SQA 2 *-597 73� w 1319- 210 1258 • 1515 787 �,��' 1- 2- 159- � o CnO Cn CD -, N C0 CD < =z p N CD i N W K 140 j 00 4-O CO CO 0�� e. ZO o • �`-� prNeWay 5i Bus orivewa`l 00 L Legend: ### - Peak Hour Traffic Volumes TIA for Universal Academy in Coppell, Texas Plan North Not to Scale FS89 • F Saga � y fake Rd DeShazo Group, Inc 7/7/14 Exhibit 6B - Full Project Buildout PM Peak Hour Volumes WPI NNW E Sandv Lake Rd % + %k "0'--195 *-417 *-578 X201 .r7 69-* 491 • 516 • 348- o c 185-* 1 o 96-* �' Cn CD W p O <. CD N W i 144 p'J0 wcr eat Map�e\ OD � gus Driveway lDriveway 5 CP0 L 608-* 13-�k CO CD CD v `G Plan North Not to Scale F605 • F Sandy Cake Ra Legend: ### - Peak Hour Traffic Volumes DeShazo Group, Inc TIA for Universal Academy in Coppell, Texas 7/7/14 Exhibit 7A - Existing Roadway Geometry Maoexea{ kin Z�— E Sandy Lake Rd17- E (_n Cn c v � N w ve�a`1 1 50 Cn CD v Plan North Not to Scale DeShazo Group, Inc TIA for Universal Academy in Coppell, Texas 7/7/14 Exhibit 7B - Recommended Roadway Geometry Z�— E Sandy Lake Rd E C TD U Cn IF �5 ) Bus privet Driveway Plan North Not to Scale DeShazo Group, Inc TIA for Universal Academy in Coppell, Texas 7/7/14 Appendix A. Existing Traffic Counts DeShozo Group, Inc. Universal Academy -Coppell Traffic Impact Analysis Appendix Page I of 6 Intersection Traffic Movements 2:45 FM 0 4 128 5 DeShazo Group, Inc. Location: MacArthur Blvd at Maple Leaf Ln/Site Driveway 1 4 0 2 0 • City/State: Coppell, Texas 1 0 Data Collector(s): Camera 3:00 PM 0 6 Day/Date: Thursday, May 29, 2014 0 Weather Conditions: Mild/Normal Conditions 7 Project -ID #: 14090-01 1 3 Traffic Control: Unsignalized 1 3:00 PM 3:15 PM Data Source: CJ Hensch 131 13 Description: Minor -Street STOP Controlled 9 Time of Northbound on Southbound on Eastbound on Westbound on Count Site Driveway 2 Site Driveway 2 Maple Leaf Ln 0 Maple Leaf Ln 2 Begin End Peds L T R Peds L T R Peds L T R Peds I L T R 7:00 AM 7:15 AM 0 2 84 4 0 3 249 2 0 11 0 4 0 0 0 0 7.15 AM 7.30 AM 0 0 131 19 0 7 269 5 0 18 0 2 0 0 0 0 7.30 AM 7.45 AM 0 1 115 49 0 24 249 4 0 10 0 8 0 16 0 4 7.45 AM 8:00 AM 0 5 122 101 0 39 330 4 0 8 0 4 0 27 1 5 8:00 AM 8:15 AM 0 0 89 7 0 2 264 4 0 5 0 5 0 19 0 2 8:15 AM 8:30 AM 0 1 105 2 0 3 306 6 0 8 0 5 0 1 0 2 8:30 AM 8:45 AM 0 3 113 3 0 0 226 3 0 4 0 6 0 2 0 0 8:45 AM 9:00 AM 0 5 124 0 0 0 201 2 0 7 0 4 0 0 0 1 Intersection PHV. 6 457 776 Intersection 72 7,772 77 47 0 79 62 7 77 PHF: 0.30 0.87 0.44 0.46 0.84 0.85 0.57 0.00 0.59 0.57 0.25 0.55 Intersection Peak Hour. 7: 75 AM - 8: 75 AM 471 25IF 32 2 Intersection PHF: 0.76 Study Area�PHV: 6 457 1761=726 22 1,112 17 0.79 41 0 19 21 11F: 0.84 0.30 0.87 0.44 0.57 0.84 0.85 IF- 0.57 0.00 0.59 L_0667 0.25 0.55 Study Peak Hour: 7:15 AM - 8:15 AM Study Area PHF: 0.76 2:30 PM 2:45 FM 0 4 128 5 0 16 82 4 0 2 0 2 0 1 0 1 2:45 PM 3:00 PM 0 6 114 11 0 2 98 7 0 14 1 3 0 0 0 1 3:00 PM 3:15 PM 0 3 131 13 0 6 114 9 0 5 0 0 0 14 0 2 3:15 PM 3:30 PM 0 4 111 32 0 17 118 4 0 3 0 1 0 8 0 2 3:30 PM 3.45 PM 0 6 140 18 0 11 141 5 0 10 1 0 0 45 0 17 345 PM 4:00 PM 0 6 777 4 0 0 738 5 0 5 0 2 0 6 0 3 4.00 PM 4: 75 PM 0 5 784 2 0 0 727 9 0 5 0 7 0 4 0 16 4:75 PM 4:30 PM 0 1 17 223 8 0 1 0 128 17 0 1 7 0 6 0 1 3 0 5 Intersection PH V- 28 718 32 71 534 30 27 1 75 58 0 47 PHF 0.64 0.80 0.44 0.25 0.95 0.68 0.68 0.25 0.54 0.32 0.00 0.60 Intersection Peak Hour. 3:30 PM - 4:30 PM Intersection PHF: 0.93 Study Area PHV: 19 496 741=363 471 25IF 32 2 67 0 22 PHF: 0.79 0.89 0.58 0.84 0.69 0.57 0.50::4:]F 0.37 0.00 0.32 Study Peak Hour: 2:45 PM - 3:45 PM Study Area PHF: 0.79 Observations: Fflr: 4L&lei,- Fedi \L9 Page 2 o f 6 Intersection Traffic Movements 0 0 0 1 DeShazo Group, Inc. Location: Site Driveway 2 at Sandy Lake Road 0 0 3 95 • City/State: Coppell, Texas 146 Data Collector(s): Camera 0 0 Day/Date: Monday, June 2, 2014 0 Weather Conditions: Mild/Normal Conditions Project -ID #: 14090-05 3 Traffic Control: UnSignalized 0 - 190 Data Source: CJ HensCh 0 Description: Minor -Street STOP Controlled Time of Northbound on Southbound on Eastbound on Westbound on Count Site Driveway 2 Site Driveway 2 Sandg Lake Road Sandy Lake Road Begin End Peds F L T R Peds L T R Peds L T R Peds L T R 7:00 AM 7:15 AM 0 0 0 0 0 0 1 0 0 184 13 0 98 0 7.15 AM 7.30 AM 0 0 0 0 0 4 - 0 0 1 278 30 0 - 122 1 7.30 AM 7.45 AM 0 0 0 15 0 1 - 0 0 0 306 55 0 - 156 3 7.45 AM 8:00 AM 0 0 0 39 0 1 - 0 0 1 271 67 0 - 203 1 8:00 AM 8:15 AM 0 0 0 20 0 1 - 0 0 1 308 7 0 - 133 0 8:15 AM 8:30 AM 0 0 0 3 0 4 0 0 1 264 5 0 99 3 8:30 AM 8:45 AM 0 0 0 1 0 3 0 0 4 240 2 0 97 2 8:45 AM 9:00 AM 0 1 0 0 1 0 5 1 0 1 210 8 0 106 2 Intersection PHV 0 0 74 0 754 70 0 3 7,763 759 0 674 5 PHF: 0.00 0.00 0.47 0.00 0.44 0.00 0.00 0.37 0.75 0.94 0.59 0.00 0.76 0.42 Intersection Peak Hour. 7: 75 AM - 8: 75 AM 0.00 Intersection Peak Hour. 3: 75 PM Intersection PHF: 0.87 Study Area�PHV: 0 0 74 7 0 0 3 1,163 159 0 614 5 F: 0.00 0.00 0.47 0.00 0.00 0.00 IF- 96 0.75 0.94 0.59 0.00 0.76 0.42 Study Peak Hour: 7:15 AM - 8:15 AM 6 472 99 Study Area PHF: 0.87 2:30 PM 2:45 PM 0 0 0 1 0 1 0 0 3 95 5 0 146 2 2:45 PM 3:00 PM 0 0 0 4 0 2 - 1 0 3 99 10 0 - 190 0 3:00 PM 3:15 PM 0 0 0 10 0 2 - 0 0 2 112 13 0 - 144 1 3:15 PM 3:30 PM 0 0 0 9 0 0 - 0 0 1 119 48 0 - 168 0 3:30 PM 3.45 PM 0 0 0 73 0 0 - 0 0 0 142 28 0 - 223 0 345 PM 4: 00 PM 0 0 0 9 0 0 7 0 4 726 7 0 783 0 4.00 PM 4: 75 PM 0 0 0 72 0 1 7 0 0 758 7 0 780 0 4:15 PM 4:30 PM 0 1 0 0 2 0 1 1 1 0 1 0 133 2 0 198 3 Intersection PH V- 0 0 703 1 0 2 5 545 78 0 754 0 PHF: 0.00 0.00 0.35 0.25 0.00 0.50 0.37 0.86 0.47 0.00 0.85 0.00 Intersection Peak Hour. 3: 75 PM - 4: 75 PM Intersection PHF 0.86 Study Area PHV: 0 0 96 4 0 1IF 6 472 99 0 725 1 PHF: 0.00 0.00 0.33 0.50 0.00 0.25 0.50 0.83 0.52F 0.00 0.81 0.25 Study Peak Hour: 2:45 PM - 3:45 PM Study Area PHF: 0.75 Observations: Fflr: 4L&lei,- Fedi \L9 Page 3 of 6 Intersection Traffic Movements 2:45 PM 0 35 100 8 DeShazo Group, Inc. Location: MacArthur Blvd at Sandy Lake Road 4 0 18 61 14 • City/State: Coppell, Texas 26 2:45 PM Data Collector(s): Camera 25 88 Day/Date: Thursday, May 29, 2014 27 Weather Conditions: Mild7Normal Conditions Project -ID #: 14090-02 53 21 Traffic Control: Signalized 34 3:00 PM Data Source: CJ Hensch 43 86 12 0 21 83 Time of Northbound on Southbound on Eastbound on Westbound on Count MacArthur Blvd MacArthur Blvd Sandy Lake Road Sandy Lake Road Begin End PedsT L T R Peds L T R Peds L T R Peds I L T R 7:00 AM 7:15 AM 0 18 58 18 0 90 192 8 0 6 101 31 0 9 74 7 7.15 AM 7.30 AM 0 27 92 27 0 104 229 11 0 12 168 32 0 26 98 12 7.30 AM 7.45 AM 0 31 71 16 0 101 193 8 0 35 189 42 0 59 113 22 7.45 AM 8:00 AM 0 30 93 27 0 118 259 5 0 11 187 52 0 49 131 33 8:00 AM 8:15 AM 0 20 72 9 0 87 207 8 0 12 136 27 0 45 94 22 8:15 AM 8:30 AM 0 23 78 13 0 97 250 11 0 12 138 28 0 22 94 17 8:30 AM 8:45 AM 0 26 69 28 0 99 199 6 0 5 122 25 0 14 66 15 8:45 AM 9:00 AM 0 24 90 14 0 69 168 8 0 4 89 26 0 14 71 23 Intersection PHV 708 328 79 0.85 470 888 32 0.92 70 680 753 779 436 89 PHF 0.87 0.88 0.73 0.58 0.85 0.87 0.86 0.73 Peak Hour. 0.50 0.90 0.74 0.76 0.83 0.61 Intersection Peak Hour. 7: 75 AM - 8: 75 AM IntersectionIF- PHF: 0.87 Study Area PHV: 108 328 79 Study Area PHV: 410 888 32 53 70 680 153 179 436 89 PHF: 0.87 0.88 0.73 66 0.87 0.86 0.73 147 353 0.50 0.90 0.74 0.76 0.83 0.67 Study Peak Hour: 7:15 AM - 8:15 AM 0.73 0.76 0.88 0.71 Study Area PHF: 0.87 2:30 PM 2:45 PM 0 35 100 8 0 19 64 4 0 18 61 14 0 24 72 26 2:45 PM 3:00 PM 0 25 88 15 0 27 66 9 0 14 53 21 0 21 78 34 3:00 PM 3:15 PM 0 43 86 12 0 21 83 20 0 14 77 21 0 31 77 24 3:15 PM 3:30 PM 0 20 76 11 0 44 81 9 0 21 81 31 0 42 91 23 3:30 PM 3.45 PM 0 37 123 15 0 33 99 11 0 17 82 19 0 53 107 59 345 PM 4: 00 PM 0 38 779 74 0 27 77 75 0 26 69 37 0 27 80 34 4:00 PM 4: 75 PM 0 42 754 73 0 32 87 75 0 21 74 28 0 24 81 53 4.75 PM 4:30 PM 0 1 37 191 9 0 1 28 95 14 0 1 27 89 27 0 1 20 97 44 Intersection PH V- 154 587 57 720 358 55 85 314 777 724 365 790 PHF., 0.92 0.77 0.85 0.91 0.90 0.92 0.82 0.88 0.75 0.58 0.85 0.87 Intersection Peak Hour. 3:30 PM - 4:30 PM Intersection PHF: 0.94 Study Area PHV: 125 373 53 125 329 49IF 66 293 147 353 140 PHF:E 0.73 0.76 0.88 0.71 0.83 0.61 0.79 0.89::924]F 7 0.69 0.82 0.59 Study Peak Hour: 2:45 PM - 3:45 PM Study Area PHF: 0.82 Observations: Fflr: 4L&lei,- Fedi \L9 Page 4 of 6 Intersection Traffic Movements 0 6 DeShazo Group, Inc. Location: Site Driveway 3 at Sandy Lake Road 0 • City/State: Coppell, Texas Data Collector(s): Camera 2:45 PM 3:00 PM Day/Date: Thursday, May 29, 2014 Weather Conditions: Mild/Normal Conditions Project -ID #: 14090-03 Traffic Control: UnSignalized 0 - Data Source: CJ HensCh Description: Minor -Street STOP Controlled Time of Northbound on Southbound on Eastbound on Westbound on Count Site Driveway 3 Site Driveway 3 Sandg Lake Road Sandy Lake Road Begin End Peds L T R Peds L T R Peds L T R Peds L T R 7:00 AM 7:15 AM 0 2 1 0 - 3 0 209 3 0 5 93 7.15 AM 7.30 AM 0 3 - 5 0 - - - 0 - 279 1 0 4 146 - 7.30 AM 7.45 AM 0 36 - 21 0 - - - 0 - 309 0 0 0 147 - 7.45 AM 8:00 AM 0 81 - 34 0 - - - 0 - 346 0 0 0 141 - 8:00 AM 8:15 AM 0 14 - 7 0 - - - 0 - 275 0 0 2 124 - 8:15 AM 8:30 AM 0 1 0 0 738 0 271 0 0 0 116 8:30 AM 8:45 AM 0 0 2 0 0 0 260 2 0 0 90 8:45 AM 9:00 AM 0 0 6 0 Intersection PH V- 54 0 182 0 0 1 112 Intersection PHV 734 0 67 0 0 0 0 0 7,209 7 6 558 0 PHF: 0.47 0.00 0.49 0.00 0.00 0.00 0.00 0.87 0.25 0.38 0.95 0.00 Intersection Peak Hour. 7: 75 AM - 8: 75 AM 0.81 0.00 Intersection PHF- 0.82 Study Area�PHV: 134 0 67 0 0 0 3:30 PM 0 1,209 1 6 558 0 EF: 0.41 0.00 0.49 0.00 0.00 0.00 IF- 0.00 0.87 0.25 0.38 0.95 0.00 Study Peak Hour: 7:15 AM - 8:15 AM 21=0.00 Study Area PHF: 0.82 2:30 PM 2:45 PM 0 6 3 0 0 90 0 0 1 116 2:45 PM 3:00 PM 0 1 - 2 0 - - - 0 - 98 1 0 3 140 - 3:00 PM 3:15 PM 0 5 - 1 0 - - - 0 - 117 0 0 2 130 3:16 PM 3:30 PM 0 1 - 3 0 - - - 0 - 115 0 0 1 146 - 3:30 PM 3.45 PM 0 40 - 15 0 - - - 0 - 166 0 0 1 131 - 3: 45 PM 4: 00 PM 0 3 7 0 0 704 0 0 7 734 4:00 PM 4: 75 PM 0 70 6 0 0 738 0 0 2 742 4.75 PM 4:30 PM 0 7 4 0 0 732 0 0 1 2 765 Intersection PH V- 54 0 32 0 0 0 0 540 0 6 572 0 PHF. 0.34 0.00 0.53 0.00 0.00 0.00 0.00 0.81 0.00 0.75 0.87 0.00 Intersection Peak Hour. 3:30 PM - 4:30 PM Intersection PHF: 0.85 Study Area PHV:=4790 21=0.00 0 0 0 496 1 7 547 0 PHF:0.00 0.35 0.00 0.00 0.00 0.75 0.25 0.58 0.94 0.00 Study Peak Hour: 2:45 PM - 3:45 PM Study Area PHF: 0.79 Observations: Fflr: 4L&lei,- Fedi \L9 Page J of 6 Intersection Traffic Movements 0 DeShazo Group, Inc. Location: Site Driveway 4 at Sandy Lake Road 0 • City/State: Coppell, Texas Data Collector(s): Camera 2:45 PM 3:00 PM Day/Date: Thursday, May 29, 2014 Weather Conditions: Mild/Normal Conditions Project -ID #: 14090-04 Traffic Control: UnSignalized 0 - Data Source: CJ HensCh Description: Minor -Street STOP Controlled Time of Northbound on Southbound on Eastbound on Westbound on Count Site Driveway 4 Site Driveway 4 Sandg Lake Road Sandy Lake Road Begin End Peds L T R Peds L T R Peds L T R Peds L T R 7:00 AM 7:15 AM 0 0 0 - 2 0 213 0 0 94 7.15 AM 7.30 AM 0 - - 0 0 - - - 0 - 315 0 0 - 150 - 7.30 AM 7.45 AM 0 - - 0 0 - - - 0 - 356 0 0 - 138 - 7.45 AM 8:00 AM 0 - - 0 0 - - - 0 - 390 0 0 - 140 - 8:00 AM 8:15 AM 0 - 1 0 - - - 0 - 279 2 0 - 123 - 8:15 AM 8:30 AM 0 1 0 744 0 261 0 0 118 8:30 AM 8:45 AM 0 0 0 0 0 263 0 0 93 8:45 AM 9:00 AM 0 0 0 Intersection PH V- 0 0 186 0 0 112 Intersection PHV 0 0 7 0 0 0 0 0 7,340 2 0 557 0 PHF: 0.00 0.00 0.25 0.00 0.00 0.00 0.00 0.86 0.25 0.00 0.92 0.00 Intersection Peak Hour. 7: 75 AM - 8: 75 AM 0.00 0.80 0.00 Intersection PHF: 0.89 Study Area�PHV: 0 0 11=0.000 Intersection 0 0 3:30 PM 0 1,340 2 0 551 0 F: 0.00 0.00 0.25 0.00 0.00 0.00 0.86 0.25F 0.00 0.92 0.00 Study Peak Hour: 7:15 AM - 8:15 AM 0 0 4 Study Area PHF: 0.89 2:30 PM 2:45 PM 0 0 0 0 93 0 0 119 2:45 PM 3:00 PM 0 - - 0 0 - - - 0 - 96 2 0 - 145 - 3:00 PM 3:15 PM 0 - - 0 0 - - - 0 - 116 0 0 - 127 - 3:15 PM 3:30 PM 0 - - 2 0 - - - 0 - 109 11 0 - 149 - 3:30 PM 3.45 PM 0 - - 2 0 - - - 0 178 0 0 - 152 - 3: 45 PM 4: 00 PM 0 0 0 0 773 0 0 735 4.00 PM 4:75 PM 0 0 0 0 744 0 0 744 4:75 PM 4:30 PM 0 7 0 0 733 0 0 772 Intersection PH V- 0 0 3 0 0 0 0 568 0 0 603 0 PHF 0.00 0.00 0.380.00 0.00 0.00 0.00 0.80 0.00 0.00 0.88 0.00 Intersection Peak Hour. 3:30 PM - 4:30 PM Intersection PHF 0.88 Study Area PHV: 0 0 4 0 0 0 0 499 0 573 0 PHF: 0.00 0.00 0.50 0.00 0.00 0.001[ 0.00 0.70 ::13] .3 0.00 0.94 0.00 Study Peak Hour: 2:45 PM - 3:45 PM Study Area PHF: 0.82 Observations: H-: 4L&1ei,- Peds \L9 Page 6 of 6 Intersection Traffic Movements 0 0 0 0 0 0 DeShazo Group, Inc. Location: MacArthur Blvd at Bus Driveway (Site Driveway 5) 0 0 0 0 • City/State: Coppell, Texas 0 0 0 2:45 PM 3:00 PM Data Collector(s): Camera 0 0 0 Day/Date: Thursday, May 29, 2014 0 Weather Conditions: Mild/Normal Conditions 0 Project -ID #: 14090-01 0 0 0 0 Traffic Control: Unsignalized 0 0 0 Data Source: CJ Hensch 0 0 0 Description: Minor -Street STOP Controlled 0 Time of Northbound on Southbound on Eastbound on Westbound on Count MacArthur Blvd 0 0 MacArthur Blvd Bus Driveway 3:15 PM 3:30 PM Bus Driveway 0 Begin End Peds L T R Peds L T R Peds L T R Peds L T R 7:00 AM 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7.15 AM 7.30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7.30 AM 7.45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7.45 AM 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 9:00 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Intersection PHV 0 0 0 0 0 0 0 0 0 0 0 0 0 PHF: 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Intersection Peak Hour. 0.00 0.00 0.00 0.15 Study Peak Hour: 2:45 PM - 3:45 PM Intersection PHF: Study Area�PHV: 0 0 01=0.00 0 0 0 0 0 F 0 0 0 F: 0.00 0.00 0.00 0.00 0.00 IF 0.00 0.00 0.0 0 0.00 0.00 0.00 Study Peak Hour: 7:15 AM - 8:15 AM Study Area PHF: 0.76 2:30 PM 2:45 FM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2:45 PM 3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3:00 PM 3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3:15 PM 3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 3:30 PM 3.45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 345 PM 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4.00 PM 4: 75 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4.75 PM 4:30 PM 0 1 0 0 0 0 1 0 0 0 0 1 0 0 0 0 1 0 0 0 Intersection PH V- 0 0 0 0 0 0 0 0 0 0 0 77 PHF: 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.28 Intersection Peak Hour. 2:45 PM - 3:45 PM Intersection PHF 0.26 Study Area PHV: 0 0 01=0.000 0 0 0 0 0 0 0 10 PHF: 0.00 0.00 0.00 0.00 0.00 IF 0.00 0.00 0.00 0.00 0.00 0.15 Study Peak Hour: 2:45 PM - 3:45 PM Study Area PHF: 0.79 Observations: Fflr: 4L&lei,- Fedi \L9 Appendix B. Trip Generation Summaries DeShozo Group, Inc. Universal Academy -Coppell Traffic Impact Analysis Appendix Universal Academy - Trip Generation Quantity weekday Code Land Use I I Tris I AM Peak Hour Total In Out PM Peak Hour Total In I Out 536 Charter School (K-8) - Generator - Existing School 848 Students -- 766 416 350 479 222 257 536 Charter School (K-12) - Generator - Proposed 1,500 Students -- 1,355 736 619 848 393 455 Projected Net Increase Totals: -- 589 320 269 369 171 198 DeShozo Group, Inc. Appendix C. Trip Distribution and Traffic Assignment Supplement Universal Academy -Coppell Traffic Impact Analysis Appendix Circle ilk LI' _, ,P J DeShazo Group w � T3 ❑ CS Mapleleaf Ln rT' a 3 ar 6 Bitrnrnue or . U � 7 H� Redcedar Way Dr Z?� f J a Q_ Li soI m vi Tupelo Dr L❑fonial Or Independence Or Starleaf. St zr GraPeviele Creek Dr rt 9 - rnCD Glade Point Dr sa r ' =Falls kd ra �� 1�Avrd Dr -i- �f Pehhl i ecreek Or — LEGEND: - Study Site O - Study Intersections <8>- Inbound/Outbound Trip Distribution - Existing Traffic Signal — - 24 -Hour Tube Counts X% - Inbound/Outbound Traffic Assignment Site GeneratedTrip Distribution -Inbound Universal Academy Traffic Impact Analysis in Coppell, Texas. Not to Scole EXHIBIT C 1 Aasi�wood Dr Loekhaven Ln �J � ��' �ro m rte. �•,�� 4 �raresrwaud Ln J n� �dn+oar dr A OP a` ' x rid •r Cin I@W '11L� a U Pi "IL Ct 0 U Dalla$ �Iiflage ❑ County X Z 4 3 25% r -3 n Leslie St 0 Fountain Dr d - E Sandy Lake r3 25% $Ll9artler'1'y Dr Sugar6eS'� Dnp_ w � T3 ❑ CS Mapleleaf Ln rT' a 3 ar 6 Bitrnrnue or . U � 7 H� Redcedar Way Dr Z?� f J a Q_ Li soI m vi Tupelo Dr L❑fonial Or Independence Or Starleaf. St zr GraPeviele Creek Dr rt 9 - rnCD Glade Point Dr sa r ' =Falls kd ra �� 1�Avrd Dr -i- �f Pehhl i ecreek Or — LEGEND: - Study Site O - Study Intersections <8>- Inbound/Outbound Trip Distribution - Existing Traffic Signal — - 24 -Hour Tube Counts X% - Inbound/Outbound Traffic Assignment Site GeneratedTrip Distribution -Inbound Universal Academy Traffic Impact Analysis in Coppell, Texas. Not to Scole EXHIBIT C 1 A Circle ilk LI' _, ,P DeShazo Group w � o a Maplele rT' a 3 ar 6 Bitrnrnue or . m U � ~4, 3t S Redcedar Way Dr $a err, 41 f J a q7- a a soI m vi Tupelo Dr Cna'�rii��l Jr Independence Or Starleaf.'St 30%f 4.q1{ Demon Cruk RGraPeviele Creek Dr rt - ❑ rn Glade Paint Dr sa el r ' =Falls kd ra �� 51�jOrd Dr -i- � f Pehhl �� ecreek Cit— LEGEND: - Study Site O - Study Intersections <8>- Inbound/Outbound Trip Distribution - Existing Traffic Signal — - 24 -Hour Tube Counts X% - Inbound/Outbound Traffic Assignment Site GeneratedTrip Distribution -Outbound Universal Academy Traffic Impact Analysis in Coppell, Texas. Not to Scole 4C2 4�YC`"sr Basjiwood Dr Loekhaven Ln l ye}E �J= � F �ro rte. �•,�� I 4 �raresrwaud Ln �dn+oar dr ° A ' rp •rf Cin leW '}}— fj�� a U Pln1r&IL Ct� r� a M Dallas �Iiflag ❑ F- County 7q -r - n Leslie St r) 0 Fountain Dr 9 - E Sandy Lak 25% rt SSunarber'ry Dr — SugarbeSl� w � o a Maplele rT' a 3 ar 6 Bitrnrnue or . m U � ~4, 3t S Redcedar Way Dr $a err, 41 f J a q7- a a soI m vi Tupelo Dr Cna'�rii��l Jr Independence Or Starleaf.'St 30%f 4.q1{ Demon Cruk RGraPeviele Creek Dr rt - ❑ rn Glade Paint Dr sa el r ' =Falls kd ra �� 51�jOrd Dr -i- � f Pehhl �� ecreek Cit— LEGEND: - Study Site O - Study Intersections <8>- Inbound/Outbound Trip Distribution - Existing Traffic Signal — - 24 -Hour Tube Counts X% - Inbound/Outbound Traffic Assignment Site GeneratedTrip Distribution -Outbound Universal Academy Traffic Impact Analysis in Coppell, Texas. Not to Scole 4C2 DeShozo Group, Inc. Appendix D. Detailed Intersection Capacity Analysis Results Universal Academy -Coppell Traffic Impact Analysis Appendix 1: N MacArthur Blvd & E Sandy Lake Rd Existing Universal Academy TIA Timing Plan: AM Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►j r+ r ) rt jr ►j r'. ►j tT. Volume (vph) 70 680 153 179 436 89 108 328 79 410 888 32 Peak Hour Factor 0.50 0.90 0.74 0.76 0.83 0.67 0.87 0.88 0.73 0.87 0.86 0.73 Adj. Flow (vph) 140 756 207 236 525 133 124 373 108 471 1033 44 Shared Lane Traffic (%) Lane Group Flow (vph) 140 756 207 236 525 133 124 481 0 471 1077 0 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Detector Phase 7 4 4 3 8 8 5 2 1 6 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 27.0 27.0 8.0 30.0 30.0 8.0 21.0 8.0 39.0 Total Split (s) 13.0 30.0 30.0 13.0 30.0 30.0 13.0 27.0 30.0 44.0 Total Split (%) 13.0% 30.0% 30.0% 13.0% 30.0% 30.0% 13.0% 27.0% 30.0% 44.0% Yellow Time (s) 3.5 3.5 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 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lead Lag Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C -Max None C -Max Act Effct Green (s) 34.0 25.1 25.1 36.7 26.5 26.5 31.6 23.9 52.6 40.9 Actuated g/C Ratio 0.34 0.25 0.25 0.37 0.26 0.26 0.32 0.24 0.53 0.41 v/c Ratio 0.46 0.85 0.41 0.92 0.56 0.25 0.59 0.57 0.77 0.75 Control Delay 25.5 46.0 13.3 66.2 34.5 5.8 38.2 34.4 35.8 29.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 25.5 46.0 13.3 66.2 34.5 5.8 38.2 34.4 35.8 29.2 LOS C D B E C A D C D C Approach Delay 37.3 38.6 35.2 31.2 Approach LOS D D D C Queue Length 50th (ft) 57 238 32 102 153 0 39 133 188 304 Queue Length 95th (ft) 53 #312 59 #190 187 11 66 181 256 360 Internal Link Dist (ft) 451 394 458 301 Turn Bay Length (ft) 180 115 85 75 230 160 Base Capacity (vph) 309 920 516 256 939 524 233 843 633 1442 Starvation Cap ReduGtn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.45 0.82 0.40 0.92 0.56 0.25 0.53 0.57 0.74 0.75 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 68 (68%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 85 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.92 Intersection Signal Delay: 35.0 Intersection LOS: C 7/7/2014 Synchro 8 Report CM Page 1 1: N MacArthur Blvd & E Sandy Lake Rd Existing Universal Academy TIA Timing Plan: AM Intersection Capacity Utilization 76.3% ICU Level of Service D Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. splits and Phases: 1: N MacArthur Blvd & E Sandy Lake Rd TOz R \.01 X04 17s IM30s 30s { 06 R \ 05 4-00 14s 7/7/2014 CM Synchro 8 Report Page 2 2: N MacArthur Blvd & Mapleleaf Ln/Site Driveway 1 Existing Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh 89.9 2: N MacArthur Blvd & Mapleleaf Ln/Site Driveway 1 Existing Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh Movemeq EBL EBT EBR wBL wBT wBR NBL NBT NBR Movement SBL SBT SBR Vol, veh/h 41 0 19 62 1 11 6 457 176 Vol, veh/h 72 1112 17 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 Conflicting Peds, #/hr 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Sign Control Free Free Free RT Channelized - - None - - None - - None RT Channelized - - None Storage Length 100 Storage Length 75 Veh in Median Storage, # - 0 - - 0 - - 0 - Veh in Median Storage, # - 0 - Grade, % 0 0 - 0 Grade, % - 0 Peak Hour Factor 57 92 59 57 25 55 30 87 44 Peak Hour Factor 46 84 85 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Heavy Vehicles, % 2 2 2 Mvmt Flow 72 0 32 109 4 20 20 525 400 Mvmt Flow 157 1324 20 Major/Minor Minor2 Minor1 Major1 Major/Minor Major2 Conflicting Flow All 1952 2612 672 1740 2422 463 1344 0 0 Conflicting Flow All 925 0 0 Stage 1 1647 1647 - 765 765 - - - - Stage 1 - - - Stage 2 305 965 - 975 1657 - - Stage 2 - CriticalHdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 Critical Hdwy 4.14 Critical H dwy Stg 1 6.54 5.54 - 6.54 5.54 - - Critical H dwy Stg 1 - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - Critical Hdwy Stg 2 - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 Follow-up Hdwy 2.22 Pot Cap -1 Maneuver -38 24 398 -56 32 546 509 Pot Cap -1 Maneuver 734 Stage 1 103 155 - 362 410 - - Stage 1 - Stage 2 680 331 - 270 154 - - Stage 2 - Platoon blocked, % Platoon blocked, Mov Cap -1 Maneuver -26 18 398 -42 24 546 509 Mov Cap -1 Maneuver 734 Mov Cap -2 Maneuver -26 18 - -42 24 - - Mov Cap -2 Maneuver - Stage 1 99 122 348 394 Stage 1 Stage 2 623 318 195 121 Stage 2 Approach Approach SB HCM Control Delay, s $1049 $ 978.6 0.3 HCM Control Delay, s 1.2 HCM LOS F F HCM LOS Minor Lane/MajorMvmt NBL NBT NBR EBLn1 wBLn1 SBL SBT SBR Capacity(veh/h) 509 37 48 734 HCM Lane V/C Ratio 0.039 2.814 2.766 0.213 HCM Control Delay (s) 12.4 $1049 $ 978.6 11.2 HCM Lane LOS B F F B HCM 95th %tile Q(veh) 0.1 11.7 14.1 0.8 Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 7/7/2014 Synchro 8 Report CM Page 1 Minor Lane/Major Mvmt 7/7/2014 Synchro 8 Report CM Page 2 3: Site Driveway 2 & E Sandy Lake Rd Existing Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh 1.5 Movemen EBI EBR EBT EBR i NBL WBL WBT NBL 1 Vol, veh/h 3 134 1163 159 0 0 614 0 74 Conflicting Peds, #/hr 0 Free 0 0 Free 0 0 0 0 Sign Control Free None Free Free Storage Length Free Free Stop Stop RT Channelized - Veh in Median Storage, # - None - - None - None Storage Length - 0 0 - Peak Hour Factor - - 0 Veh in Median Storage, # - 49 0 - 2 - 0 0 - Grade, % 1390 4 0 587 327 137 0 0 - Peak Hour Factor 75 Minor1 94 59 0 25 76 92 47 Heavy Vehicles, % 2 - 2 2 - 2 2 2 2 Mvmt Flow 4 1237 269 CriticalHdwy 0 808 0 157 Major/Minor Major1 Critical Hdwy Stg 1 - Major2 5.84 Minor1 Critical Hdwy Stg 2 Conflicting Flow All 808 - 0 0 - 1507 0 1784 753 Stage 1 - 3.32 - - - - 1380 - Stage 2 - - _ 196 - Stage 2 404 - CriticalHdwy 6.44 705 - Platoon blocked, 4.14 6.84 6.94 Critical H dwy Stg 1 - 487 - 383 5.84 - Critical HdwyStg 2 - - -78 - Stage 1 - 5.84 - Follow-up Hdwy 2.52 Stage 2 2.22 682 3.52 3.32 Pot Cap -1 Maneuver 441 440 73 352 Stage 1 - - 199 - Stage 2 - - 643 - Platoon blocked, Mov Cap -1 Maneuver 441 440 73 352 Mov Cap -2 Maneuver - - - - - 73 - Stage 1 199 Stage 2 643 Approach EB WB HCM Control Delay, s 0 0 23.2 HCM LOS C Minor Lane/MajorMvmt NBLn1 EBT EBR WBL WBT Capacity(veh/h) 352 440 HCM Lane V/C Ratio 0.447 - HCM Control Delay (s) 23.2 0 HCM Lane LOS C A HCM 95th %tile Q(veh) 2.2 0 7/7/2014 Synchro 8 Report CM Page 3 4: Site Driveway 3 & E Sandy Lake Rd Existing Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh 206.4 Movement EBT EBR WBL WBT i NBL 383 Vol, veh/h 1209 1 6 558 134 67 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 85 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - 0 0 - Peak Hour Factor 87 25 38 95 41 49 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1390 4 16 587 327 137 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1394 0 1717 697 Stage 1 - - - - 1392 - Stage 2 - 325 - CriticalHdwy 4.14 6.84 6.94 Critical Hdwy Stg 1 - 5.84 - Critical Hdwy Stg 2 - 5.84 - Follow-up Hdwy 2.22 3.52 3.32 Pot Cap -1 Maneuver 487 -81 383 Stage 1 - _ 196 - Stage 2 - 705 - Platoon blocked, Mov Cap -1 Maneuver 487 -78 383 Mov Cap -2 Maneuver - - - - -78 - Stage 1 _ 196 Stage 2 682 Approach EB WB NB HCM Control Delay, s 0 0.3 $1095 HCM LOS F Minor Lane/MajorMvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity(veh/h) 78 383 487 HCM Lane V/C Ratio 4.19 0.357 0.032 HCM Control Delay (s) $1545 19.5 12.6 HCM Lane LOS I F C B HCM 95th %tile Q(veh) 34.6 1.6 0.1 Notes = _ -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 7/7/2014 Synchro 8 Report CM Page 4 5: Site Driveway 4 & E Sandy Lake Rd Existing Universal Academy TIA Timing Plan: AM Intersection OWL— Int Delay, s/veh 0 Movemen# wBL 000000@10W EBT EBR NBT wBL wBT NBL Vol, veh/h Vol, veh/h 0 1340 2 0 0 551 0 1 Conflicting Peds, #/hr 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop RT Channelized None - None Storage Length - None - None Storage Length - Veh in Median Storage, # 0 - - - 0 Veh in Median Storage, # 0 0 - - - 0 0 - Grade, % Peak Hour Factor 0 92 92 0 0 - Peak Hour Factor 2 86 25 2 92 92 92 25 Heavy Vehicles, % 0 2 2 0 2 2 2 2 Mvmt Flow 1558 8 Major2 0 599 0 4 Major/Minor 0 Major1 695 0 Major2 695 Minor1 Conflicting Flow All - 0 0 Stage 2 1566 0 1861 783 Stage 1 - - - 6.84 - - 1562 - Stage 2 Critical Hdwy Stg 1 5.84 - - 299 - CriticalHdwy Critical Hdwy Stg 2 5.84 - 4.14 6.84 6.94 Critical H dwy Stg 1 3.52 3.32 - 2.22 5.84 - Critical HdwyStg 2 649 - 5.84 - Follow-up Hdwy - 2.22 Stage 2 3.52 3.32 Pot Cap -1 Maneuver - 418 65 337 Stage 1 Mov Cap -1 Maneuver - 649 158 - Stage 2 897 Mov Cap -2 Maneuver 143 - 726 - Platoon blocked, Stage 1 456 Mov Cap -1 Maneuver Stage 2 483 418 65 337 Mov Cap -2 Maneuver wB - - NB: - - 65 - Stage 1 HCM Control Delay, s 0 0 158 0 Stage 2 HCM LOS A 726 Approach NBT EB SBL SBT wB Capacity (veh/h) HCM Control Delay, s 0 0 15.8 - HCM LOS HCM Control Delay (s) 0 C Minor Lane/MajorMvmt NBLn1 EBT EBR INBL wBT A HCM 95th %tile Q(veh) Capacity(veh/h) 337 0 418 HCM Lane V/C Ratio 0.012 - HCM Control Delay (s) 15.8 0 HCM Lane LOS C A HCM 95th %tile Q(veh) 0 0 7/7/2014 Synchro 8 Report CM Page 5 6: N MacArthur Blvd & Bus Driveway Existing Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh 0 Movement wBL 000000@10W NBT NBR SBL SBT Vol, veh/h 0 0 639 0 0 1193 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 0 695 0 0 1297 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1343 347 0 0 695 0 Stage 1 695 - - - - - Stage 2 648 - - CriticalHdwy 6.84 6.94 4.14 Critical Hdwy Stg 1 5.84 - - Critical Hdwy Stg 2 5.84 - - Follow-up Hdwy 3.52 3.32 2.22 Pot Cap -1 Maneuver 143 649 897 Stage 1 456 - - Stage 2 483 - - Platoon blocked, Mov Cap -1 Maneuver 143 649 897 Mov Cap -2 Maneuver 143 - - Stage 1 456 Stage 2 483 Approach �_ wB NB: HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/MajorMvmt NBT NBR wBLn1 SBL SBT Capacity (veh/h) 897 HCM Lane V/C Ratio - HCM Control Delay (s) 0 0 HCM Lane LOS A A HCM 95th %tile Q(veh) - 0 7/7/2014 Synchro 8 Report CM Page 6 1: N MacArthur Blvd & E Sandy Lake Rd Existing Universal Academy TIA Timing Plan: PM Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►j r+ r ) rt jr ►j r', ►j tT. Volume (vph) 66 293 92 147 353 140 125 373 53 125 329 49 Peak Hour Factor 0.79 0.89 0.74 0.69 0.82 0.59 0.73 0.76 0.88 0.71 0.83 0.61 Adj. Flow (vph) 84 329 124 213 430 237 171 491 60 176 396 80 Shared Lane Traffic (%) Lane Group Flow (vph) 84 329 124 213 430 237 171 551 0 176 476 0 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Detector Phase 7 4 4 3 8 8 5 2 1 6 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 20.0 20.0 8.0 20.0 20.0 8.0 30.0 8.0 30.0 Total Split (s) 12.0 20.0 20.0 13.0 21.0 21.0 12.0 30.0 12.0 30.0 Total Split (%) 16.0% 26.7% 26.7% 17.3% 28.0% 28.0% 16.0% 40.0% 16.0% 40.0% Yellow Time (s) 3.5 3.5 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 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C -Max None C -Max Act Effct Green (s) 20.6 13.3 13.3 23.9 16.7 16.7 36.8 28.9 36.9 29.0 Actuated g/C Ratio 0.27 0.18 0.18 0.32 0.22 0.22 0.49 0.39 0.49 0.39 v/c Ratio 0.27 0.52 0.32 0.61 0.54 0.44 0.35 0.41 0.39 0.35 Control Delay 18.0 30.6 7.1 25.6 29.0 6.6 11.7 18.1 12.3 16.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.0 30.6 7.1 25.6 29.0 6.6 11.7 18.1 12.3 16.8 LOS B C A C C A B B B B Approach Delay 23.2 22.1 16.6 15.6 Approach LOS C C B B Queue Length 50th (fl) 26 73 0 71 96 0 38 97 39 78 Queue Length 95th (fl) 45 106 21 85 122 2 58 114 57 107 Internal Link Dist (fl) 189 394 458 301 Turn Bay Length (fl) 180 115 85 75 230 160 Base Capacity (vph) 333 754 440 355 840 556 495 1355 458 1354 Starvation Cap ReduGtn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.25 0.44 0.28 0.60 0.51 0.43 0.35 0.41 0.38 0.35 Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 70 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.61 Intersection Signal Delay: 19.4 Intersection LOS: B 7/7/2014 Synchro 8 Report CM Page 1 1: N MacArthur Blvd & E Sandy Lake Rd Existing Universal Academy TIA Timing Plan: PM Intersection Capacity Utilization 48.5% ICU Level of Service A Analysis Period (min) 15 iplits and Phases: 1: N MacArthur blvd & E Sandy Lake Rd / } �01 T02 R ■ 03 X04 12s 30Is 05 ■ 06 R 01 08 12s 30s 7/7/2014 CM Synchro 8 Report Page 2 2: N MacArthur Blvd & Mapleleaf Ln/Site Driveway 1 Existing Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh 34.1 Movemen EBL EBT EBR wBL wBT wBR NBL NBT NBR Vol, veh/h 32 2 4 67 0 22 19 496 74 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free RT Channelized - - None - - None - - None Storage Length 0 Stage 1 - - - Stage 2 100 Veh in Median Storage, # - 0 - - 0 - - 0 - Grade, % 0 2.22 0 Pot Cap -1 Maneuver - 0 - Peak Hour Factor 57 50 33 37 92 32 79 89 58 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 56 4 12 181 0 69 24 557 128 Major/Minor Minor2 Minor1 Major1 Conflicting Flow All 1042 1448 298 1087 1402 342 597 0 0 Stage 1 715 715 - 669 669 - - - - Stage 2 327 733 - 418 733 - - CriticalHdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 Critical H dwy Stg 1 6.54 5.54 - 6.54 5.54 - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 Pot Cap -1 Maneuver 184 130 698 -170 139 654 976 Stage 1 388 433 - 413 454 - - Stage 2 660 424 - 583 424 - - Platoon blocked, Mov Cap -1 Maneuver 152 117 698 -151 125 654 976 Mov Cap -2 Maneuver 152 117 - -151 125 - - Stage 1 378 400 403 443 Stage 2 576 414 524 392 Approach NB K& HCM Control Delay, s 40.3 216.3 0.3 HCM LOS E F Minor Lane/MajorMvmt NBL NBT NBR EBLn1 wBLn1 SBL SBT SBR Capacity(veh/h) 976 172 192 904 HCM Lane V/C Ratio 0.025 0.42 1.301 0.075 HCM Control Delay (s) 8.8 40.3 216.3 9.3 HCM Lane LOS A E F A HCM 95th %tile Q(veh) 0.1 1.9 13.9 0.2 Notes„ -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 7/7/2014 Synchro 8 Report CM Page 1 2: N MacArthur Blvd & Mapleleaf Ln/Site Driveway 1 Existing Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh Movement SBL SBT SBR Vol, veh/h 36 471 25 Conflicting Peds, #/hr 0 0 0 Sign Control Free Free Free RT Channelized - - None Storage Length 75 Veh in Median Storage, # - 0 - Grade, % - 0 Peak Hour Factor 53 84 69 Heavy Vehicles, % 2 2 2 Mvmt Flow 68 561 36 Major/Minor Major2 Conflicting Flow All 685 0 0 Stage 1 - - - Stage 2 - Critical Hdwy 4.14 Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - Follow-up Hdwy 2.22 Pot Cap -1 Maneuver 904 - - Stage 1 - Stage 2 - Platoon blocked, Mov Cap -1 Maneuver 904 - - Mov Cap -2 Maneuver - - - Stage 1 Stage 2 Approach ISB HCM Control Delay, s 1 HCM LOS Minor Lane/Major Mvmt 7/7/2014 Synchro 8 Report CM Page 2 3: Site Driveway 2 & E Sandy Lake Rd Existing Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh 2.4 4: Site Driveway 3 & E Sandy Lake Rd Existing Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh 5.4 Movemeq? EBI EBT EBR wBL wBT NBL Movement EBT EBR wBL wBT ti NBL Vol, veh/h 6 472 99 0 725 0 96 Vol, veh/h 496 1 7 547 47 21 Conflicting Peds, #/hr 0 0 0 0 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Free Stop Stop Sign Control Free Free Free Free Stop Stop RT Channelized - - None - None - None RT Channelized - None - None - None Storage Length - - 0 Storage Length 85 - 0 0 Veh in Median Storage, # - 0 - - 0 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 0 0 - Grade, % 0 - 0 0 - Peak Hour Factor 50 83 52 92 81 92 33 Peak Hour Factor 75 25 58 94 29 35 Heavy Vehicles, % 2 2 2 2 2 2 2 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 12 569 190 0 895 0 291 Mvmt Flow 661 4 12 582 162 60 Major/Minor Major1 Major2 Minor1 Major/Minor Major1 Major2 - Minor1 Conflicting Flow All 895 0 0 759 0 1136 380 Conflicting Flow All 0 0 665 0 978 333 Stage 1 - - - - - 688 - Stage 1 - - - - 663 - Stage 2 - - 448 - Stage 2 - 315 - CriticalHdwy 6.44 4.14 6.84 6.94 Critical Hdwy 4.14 6.84 6.94 Critical H dwy Stg 1 - - 5.84 - Critical H dwy Stg 1 - 5.84 - Critical Hdwy Stg 2 - - 5.84 - Critical Hdwy Stg 2 - 5.84 - Follow-up Hdwy 2.52 2.22 3.52 3.32 Follow-up Hdwy 2.22 3.52 3.32 Pot Cap -1 Maneuver 388 848 196 618 Pot Cap -1 Maneuver 920 248 663 Stage 1 - - 460 - Stage 1 - 474 - Stage 2 - - 611 - Stage 2 - 713 - Platoon blocked, % Platoon blocked, Mov Cap -1 Maneuver 388 848 196 618 Mov Cap -1 Maneuver 920 245 663 Mov Cap -2 Maneuver - - 196 - Mov Cap -2 Maneuver - 245 - Stage 1 460 Stage 1 474 Stage 2 611 Stage 2 704 Approach wB Approach EB wB NB HCM Control Delay, s 0.2 0 15.9 HCM Control Delay, s 0 0.2 35.4 HCM LOS C HCM LOS E Minor Lane/MajorMvmt NBLn1 EBT EBR INBL wBT Minor Lane/MajorMvmt NBLn1 NBLn2 EBT EBR wBL wBT Capacity(veh/h) 618 848 Capacity(veh/h) 245 663 920 HCM Lane V/C Ratio 0.471 - HCM Lane V/C Ratio 0.662 0.09 0.013 HCM Control Delay (s) 15.9 0 HCM Control Delay (s) 44.4 11 9 HCM Lane LOS C A HCM Lane LOS E B A HCM 95th %tile Q(veh) 2.5 0 HCM 95th %tile Q(veh) 4.2 0.3 0 Synchro 8 Report 7/7/2014 Synchro 8 Report 7/7/2014 CM Page 3 CM Page 4 5: Site Driveway 4 & E Sandy Lake Rd Existing Universal Academy TIA Timing Plan: PM Intersection OWL— Int Delay, s/veh 0.1 Movemen# wBL 000000@10W EBT EBR NBT wBL wBT ti NBL Vol, veh/h Vol, veh/h 11 499 13 0 0 573 0 4 Conflicting Peds, #/hr 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop RT Channelized None - None Storage Length - None - None Storage Length - Veh in Median Storage, # 0 - - - 0 Veh in Median Storage, # 0 0 - - - 0 0 - Grade, % Peak Hour Factor 0 50 89 0 0 - Peak Hour Factor 2 70 30 2 92 94 92 50 Heavy Vehicles, % 22 2 2 0 2 2 2 2 Mvmt Flow 713 43 Major2 0 610 0 8 Major/Minor 0 Major1 874 0 Major2 874 Minor1 Conflicting Flow All - 0 0 Stage 2 756 0 1040 378 Stage 1 - - - 6.84 - - 735 - Stage 2 Critical Hdwy Stg 1 5.84 - - 305 - CriticalHdwy Critical Hdwy Stg 2 5.84 - 4.14 6.84 6.94 Critical H dwy Stg 1 3.52 3.32 - 2.22 5.84 - Critical HdwyStg 2 567 - 5.84 - Follow-up Hdwy - 2.22 Stage 2 3.52 3.32 Pot Cap -1 Maneuver - 851 226 620 Stage 1 Mov Cap -1 Maneuver - 567 435 - Stage 2 768 Mov Cap -2 Maneuver 169 - 721 - Platoon blocked, Stage 1 369 Mov Cap -1 Maneuver Stage 2 676 851 226 620 Mov Cap -2 Maneuver wB NB - 226 - Stage 1 HCM Control Delay, s 11.6 0 435 0 Stage 2 HCM LOS B 721 Approach NBT EB SBL SBT wB Capacity(veh/h) HCM Control Delay, s 567 0 0 10.9 HCM LOS - HCM Control Delay (s) B 11.6 Minor Lane/MajorMvmt NBLn1 EBT EBR INBL wBT B A Capacity(veh/h) 620 0.1 851 HCM Lane V/C Ratio 0.013 - HCM Control Delay (s) 10.9 0 HCM Lane LOS B A HCM 95th %tile Q(veh) 0 0 7/7/2014 Synchro 8 Report CM Page 5 6: N MacArthur Blvd & Bus Driveway Existing Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh 0.2 Movement wBL 000000@10W NBT NBR SBL SBT Vol, veh/h 0 11 778 0 0 607 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 0 Peak Hour Factor 92 50 89 92 92 84 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 22 874 0 0 723 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1235 437 0 0 874 0 Stage 1 874 - - - - - Stage 2 361 - - CriticalHdwy 6.84 6.94 4.14 Critical Hdwy Stg 1 5.84 - - Critical Hdwy Stg 2 5.84 - - Follow-up Hdwy 3.52 3.32 2.22 Pot Cap -1 Maneuver 169 567 768 Stage 1 369 - - Stage 2 676 - - Platoon blocked, Mov Cap -1 Maneuver 169 567 768 Mov Cap -2 Maneuver 169 - - Stage 1 369 Stage 2 676 - Approach wB NB HCM Control Delay, s 11.6 0 0 HCM LOS B Minor Lane/MajorMvmt NBT NBR wBLn1 SBL SBT Capacity(veh/h) 567 768 HCM Lane V/C Ratio 0.039 - HCM Control Delay (s) 11.6 0 HCM Lane LOS B A HCM 95th %tile Q(veh) 0.1 0 7/7/2014 Synchro 8 Report CM Page 6 1: N MacArthur Blvd & E Sandy Lake Rd Background Universal Academy TIA Timing Plan: AM Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►j r+ r ) rt jr ►j r'. ►j tT. Volume (vph) 73 707 123 186 454 93 112 341 82 427 924 33 Peak Hour Factor 0.50 0.90 0.74 0.76 0.83 0.67 0.87 0.88 0.73 0.87 0.86 0.73 Adj. Flow (vph) 146 786 166 245 547 139 129 388 112 491 1074 45 Shared Lane Traffic (%) Lane Group Flow (vph) 146 786 166 245 547 139 129 500 0 491 1119 0 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Detector Phase 7 4 4 3 8 8 5 2 1 6 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 27.0 27.0 8.0 30.0 30.0 8.0 21.0 8.0 39.0 Total Split (s) 13.0 29.0 29.0 16.0 32.0 32.0 12.0 24.0 31.0 43.0 Total Split (%) 13.0% 29.0% 29.0% 16.0% 32.0% 32.0% 12.0% 24.0% 31.0% 43.0% Yellow Time (s) 3.5 3.5 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 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lead Lag Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C -Max None C -Max Act Effct Green (s) 33.3 24.6 24.6 40.2 28.1 28.1 28.2 20.8 51.2 39.8 Actuated g/C Ratio 0.33 0.25 0.25 0.40 0.28 0.28 0.28 0.21 0.51 0.40 v/c Ratio 0.48 0.90 0.33 0.84 0.55 0.25 0.64 0.68 0.82 0.80 Control Delay 24.9 51.6 9.5 49.1 33.1 5.9 41.8 39.6 40.7 31.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 24.9 51.6 9.5 49.1 33.1 5.9 41.8 39.6 40.7 31.9 LOS C D A D C A D D D C Approach Delay 41.7 33.2 40.1 34.6 Approach LOS D C D C Queue Length 50th (ft) 59 254 12 105 156 0 42 146 203 328 Queue Length 95th (ft) 53 #361 38 #162 190 14 71 198 #316 386 Internal Link Dist (ft) 451 394 458 301 Turn Bay Length (ft) 180 115 85 75 230 160 Base Capacity (vph) 313 884 502 291 998 548 215 738 611 1404 Starvation Cap ReduGtn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.47 0.89 0.33 0.84 0.55 0.25 0.60 0.68 0.80 0.80 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 68 (68%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 85 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.90 Intersection Signal Delay: 36.9 Intersection LOS: D 7/7/2014 Synchro 8 Report CM Page 1 1: N MacArthur Blvd & E Sandy Lake Rd Background Universal Academy TIA Timing Plan: AM Intersection Capacity Utilization 78.9% ICU Level of Service D Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 1: N MacArthur Blvd & E Sandy Lake Rd T02 R �01 ■ 03 X04 24s 16s 295 { 06 R \ 05 07 A-06 43s NONE= 13s 1 132S 7/7/2014 CM Synchro 8 Report Page 2 2: N MacArthur Blvd & Mapleleaf Ln/Site Driveway 1 Background Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh 108.7 2: N MacArthur Blvd & Mapleleaf Ln/Site Driveway 1 Background Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh Movemeq EBL EBT EBR wBL wBT wBR NBL NBT NBR Movement SBL SBT SBR Vol, veh/h 43 0 20 62 1 11 6 475 176 Vol, veh/h 72 1157 18 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 Conflicting Peds, #/hr 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Sign Control Free Free Free RT Channelized - - None - - None - - None RT Channelized - - None Storage Length 100 Storage Length 75 Veh in Median Storage, # - 0 - - 0 - - 0 - Veh in Median Storage, # - 0 - Grade, % 0 0 - 0 Grade, % - 0 Peak Hour Factor 57 92 59 57 25 55 30 87 44 Peak Hour Factor 46 84 85 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Heavy Vehicles, % 2 2 2 Mvmt Flow 75 0 34 109 4 20 20 546 400 Mvmt Flow 157 1377 21 Major/Minor Minor2 Minor1 Major1 Major/Minor Major2 Conflicting Flow All 2016 2687 699 1788 2498 473 1399 0 0 Conflicting Flow All 946 0 0 Stage 1 1701 1701 - 786 786 - - - - Stage 1 - - - Stage 2 315 986 - 1002 1712 - - Stage 2 - CriticalHdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 Critical Hdwy 4.14 Critical H dwy Stg 1 6.54 5.54 - 6.54 5.54 - - Critical H dwy Stg 1 - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - Critical Hdwy Stg 2 - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 Follow-up Hdwy 2.22 Pot Cap -1 Maneuver -34 21 382 -51 28 538 484 Pot Cap -1 Maneuver 721 Stage 1 95 146 - 351 401 - - Stage 1 - Stage 2 671 324 - 260 144 - - Stage 2 - Platoon blocked, % Platoon blocked, Mov Cap -1 Maneuver -23 16 382 -38 21 538 484 Mov Cap -1 Maneuver 721 Mov Cap -2 Maneuver -23 16 - -38 21 - - Mov Cap -2 Maneuver - Stage 1 91 114 336 384 Stage 1 Stage 2 613 311 185 113 Stage 2 Approach Approach SB HCM Control Delay, s $1345.9 $1139 0.3 HCM Control Delay, s 1.1 HCM LOS F F HCM LOS Minor Lane/MajorMvmt NBL NBT NBR EBLn1 wBLn1 SBL SBT SBR Capacity(veh/h) 484 32 43 721 HCM Lane V/C Ratio 0.041 3.417 3.088 0.217 HCM Control Delay (s) 12.8 -$1345.9 $1139 11.4 HCM Lane LOS B F F B HCM 95th %tile Q(veh) 0.1 12.9 14.6 0.8 Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 7/7/2014 Synchro 8 Report CM Page 1 Minor Lane/Major Mvmt 7/7/2014 Synchro 8 Report CM Page 2 3: Site Driveway 2 & E Sandy Lake Rd Background Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh 1.5 Movemen? EBI EBR EBT EBR wBL wBT NBL 1258 Vol, veh/h 0 581 1210 159 0 639 0 74 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 Sign Control Free - Free Free Free Free Stop Stop RT Channelized - 85 - None - None - None Storage Length 0 0 - Grade, % 0 - - 0 Veh in Median Storage, # - Peak Hour Factor 0 - - 0 1 - Grade, % - 2 0 2 2 0 0 - Peak Hour Factor 75 612 94 59 25 76 92 47 Heavy Vehicles, % 2 2 2 2 2 2 2 Mvmt Flow 0 1287 269 0 841 0 157 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 841 0 0 1557 0 1842 778 Stage 1 - - - - - 1422 - Stage 2 - - 420 - CriticalHdwy 6.44 4.14 6.84 6.94 Critical H dwy Stg 1 - - 5.84 - Critical HdwyStg 2 - - 5.84 - Follow-up Hdwy 2.52 2.22 3.52 3.32 Pot Cap -1 Maneuver 420 421 67 339 Stage 1 - - 189 - Stage 2 - - 631 - Platoon blocked, Mov Cap -1 Maneuver 420 421 67 339 Mov Cap -2 Maneuver - - 153 - Stage 1 189 Stage 2 631 Approach EB wB HCM Control Delay, s 0 0 24.5 HCM LOS C Minor Lane/MajorMvmt NBLn1 EBU EBT EBR wBL VV Capacity(veh/h) 339 420 421 HCM Lane V/C Ratio 0.464 - - HCM Control Delay (s) 24.5 0 0 HCM Lane LOS C A A HCM 95th %tile Q(veh) 2.4 0 0 7/7/2014 Synchro 8 Report CM Page 3 4: Site Driveway 3 & E Sandy Lake Rd Background Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh 228.9 Movement EBT EBR wBL wBT NBL 0 0 Vol, veh/h 1258 1 6 581 134 67 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 2.22 85 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - 0 0 - Peak Hour Factor 87 25 38 95 41 49 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1446 4 16 612 327 137 Major/Minor Major1 Major2 Minor1 Capacity(veh/h) Conflicting Flow All 0 0 1450 0 1785 725 Stage 1 - - - - 1448 - Stage 2 HCM Lane LOS I - 337 - CriticalHdwy 35.6 4.14 6.84 6.94 Critical Hdwy Stg 1 _ - 5.84 - Critical Hdwy Stg 2 - 5.84 - Follow-up Hdwy 2.22 3.52 3.32 Pot Cap -1 Maneuver 463 -73 368 Stage 1 - _ 183 - Stage 2 - 695 - Platoon blocked, Mov Cap -1 Maneuver 463 -70 368 Mov Cap -2 Maneuver - - - - -70 - Stage 1 _ 183 Stage 2 671 Approach EB wB HCM Control Delay, s 0 0.3 $1254.3 HCM LOS F Minor Lane/MajorMvmt NBLn1 NBLn2 EBT EBR wBL WBT Capacity(veh/h) 70 368 463 HCM Lane V/C Ratio 4.669 0.372 0.034 HCM Control Delay (s) $1770.5 20.5 13 HCM Lane LOS I F C B HCM 95th %tile Q(veh) 35.6 1.7 0.1 Notes = _ -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 7/7/2014 Synchro 8 Report CM Page 4 5: Site Driveway 4 & E Sandy Lake Rd Background Universal Academy TIA Timing Plan: AM Intersection OWL— _1111M Int Delay, s/veh 0 6: N MacArthur Blvd & Bus Driveway Background Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh 0 Movemen# EBT EBR wBL wBT ti NBL Movement wBL NEENEE@W@W NBT NBR SBL SBT Vol, veh/h 1394 2 0 573 0 1 Vol, veh/h 0 0 658 0 0 1239 Conflicting Peds, #/hr 0 0 0 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None RT Channelized - None - None - None Storage Length - - 0 Storage Length - 0 - Veh in Median Storage, # 0 - - 0 0 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 0 0 - Grade, % 0 - 0 0 Peak Hour Factor 86 25 92 92 92 25 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1621 8 0 623 0 4 Mvmt Flow 0 0 715 0 0 1347 Major/Minor Major1 Major2 Minor1 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 0 0 1629 0 1936 814 Conflicting Flow All 1388 358 0 0 715 0 Stage 1 - - - - 1625 - Stage 1 715 - - - - - Stage 2 - 311 - Stage 2 673 - - CriticalHdwy 4.14 6.84 6.94 Critical Hdwy 6.84 6.94 4.14 Critical H dwy Stg 1 - 5.84 - Critical H dwy Stg 1 5.84 - - Critical Hdwy Stg 2 - 5.84 - Critical Hdwy Stg 2 5.84 - - Follow-up Hdwy 2.22 3.52 3.32 Follow-up Hdwy 3.52 3.32 2.22 Pot Cap -1 Maneuver 395 58 321 Pot Cap -1 Maneuver 134 638 881 Stage 1 - 146 - Stage 1 446 - - Stage 2 - 716 - Stage 2 468 - - Platoon blocked, % Platoon blocked, Mov Cap -1 Maneuver 395 58 321 Mov Cap -1 Maneuver 134 638 881 Mov Cap -2 Maneuver - 58 - Mov Cap -2 Maneuver 134 - - Stage 1 146 Stage 1 446 Stage 2 716 Stage 2 468 Approach EB wB Approach wB NB SB HCM Control Delay, s 0 0 16.4 HCM Control Delay, s 0 0 0 HCM LOS C HCM LOS A Minor Lane/MajorMvmt NBLn1 EBT EBR wBL wBT Minor Lane/MajorMvmt NBT NBR wBLn1 SBL SBT Capacity (veh/h) 321 395 Capacity (veh/h) 881 HCM Lane V/C Ratio 0.012 - HCM Lane V/C Ratio - HCM Control Delay (s) 16.4 0 HCM Control Delay (s) 0 0 HCM Lane LOS C A HCM Lane LOS A A HCM 95th %tile Q(veh) 0 0 HCM 95th %tile Q(veh) - 0 7/7/2014 Synchro 8 Report CM Page 5 7/7/2014 Synchro 8 Report CM Page 6 1: N MacArthur Blvd & E Sandy Lake Rd Background Universal Academy TIA Timing Plan: PM Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►j r+ r ) rt jr ►j r', ►j tT. Volume (vph) 69 305 78 153 367 146 130 388 55 130 342 51 Peak Hour Factor 0.79 0.89 0.74 0.69 0.82 0.59 0.73 0.76 0.88 0.71 0.83 0.61 Adj. Flow (vph) 87 343 105 222 448 247 178 511 62 183 412 84 Shared Lane Traffic (%) Lane Group Flow (vph) 87 343 105 222 448 247 178 573 0 183 496 0 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Detector Phase 7 4 4 3 8 8 5 2 1 6 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 20.0 20.0 8.0 20.0 20.0 8.0 30.0 8.0 30.0 Total Split (s) 12.0 20.0 20.0 13.0 21.0 21.0 12.0 30.0 12.0 30.0 Total Split (%) 16.0% 26.7% 26.7% 17.3% 28.0% 28.0% 16.0% 40.0% 16.0% 40.0% Yellow Time (s) 3.5 3.5 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 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C -Max None C -Max Act Effct Green (s) 20.8 13.5 13.5 24.2 17.0 17.0 36.6 28.6 36.7 28.6 Actuated g/C Ratio 0.28 0.18 0.18 0.32 0.23 0.23 0.49 0.38 0.49 0.38 v/c Ratio 0.28 0.54 0.27 0.63 0.56 0.45 0.38 0.43 0.42 0.37 Control Delay 18.1 30.7 5.2 26.7 29.1 6.6 12.1 18.5 12.8 17.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.1 30.7 5.2 26.7 29.1 6.6 12.1 18.5 12.8 17.2 LOS B C A C C A B B B B Approach Delay 23.7 22.5 17.0 16.0 Approach LOS C C B B Queue Length 50th (fl) 26 75 0 73 100 0 41 103 42 83 Queue Length 95th (fl) 46 111 12 88 127 2 60 120 60 111 Internal Link Dist (fl) 189 394 458 301 Turn Bay Length (fl) 180 115 85 75 230 160 Base Capacity (vph) 330 754 440 351 844 565 482 1339 445 1339 Starvation Cap ReduGtn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.26 0.45 0.24 0.63 0.53 0.44 0.37 0.43 0.41 0.37 Intersection Summary OWL Cycle Length: 75 Actuated Cycle Length: 75 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 70 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.63 Intersection Signal Delay: 19.7 Intersection LOS: B 7/7/2014 Synchro 8 Report CM Page 1 1: N MacArthur Blvd & E Sandy Lake Rd Background Universal Academy TIA Timing Plan: PM Intersection Capacity Utilization 49.9% ICU Level of Service A Analysis Period (min) 15 iplits and Phases: 1: N MacArthur blvd & E Sandy Lake Rd / } �01 T02 R ■ 03 . 04 12s 30Is 05 ■ 06 R 01 08 12s 30s 7/7/2014 CM Synchro 8 Report Page 2 2: N MacArthur Blvd & Mapleleaf Ln/Site Driveway 1 Background Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh 38.9 2: N MacArthur Blvd & Mapleleaf Ln/Site Driveway 1 Background Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh Movemeq EBL EBT EBR wBL wBT wBR NBL NBT NBR Movement SBL SBT SBR Vol, veh/h 35 2 4 67 0 22 20 516 74 Vol, veh/h 36 490 26 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 Conflicting Peds, #/hr 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Sign Control Free Free Free RT Channelized - - None - - None - - None RT Channelized - - None Storage Length 100 Storage Length 75 Veh in Median Storage, # - 0 - - 0 - - 0 - Veh in Median Storage, # - 0 - Grade, % 0 0 - 0 Grade, % - 0 Peak Hour Factor 57 50 33 37 92 32 79 89 58 Peak Hour Factor 53 84 69 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Heavy Vehicles, % 2 2 2 Mvmt Flow 61 4 12 181 0 69 25 580 128 Mvmt Flow 68 583 38 Major/Minor Minor2 Minor1 Major1 Major/Minor Major2 Conflicting Flow All 1079 1496 311 1124 1451 354 621 0 0 Conflicting Flow All 707 0 0 Stage 1 738 738 - 694 694 - - - - Stage 1 - - - Stage 2 341 758 - 430 757 - - Stage 2 - CriticalHdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 Critical Hdwy 4.14 Critical H dwy Stg 1 6.54 5.54 - 6.54 5.54 - - Critical H dwy Stg 1 - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - Critical Hdwy Stg 2 - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 Follow-up Hdwy 2.22 Pot Cap -1 Maneuver 173 122 685 -160 130 642 956 Pot Cap -1 Maneuver 887 Stage 1 376 422 - 399 442 - - Stage 1 - Stage 2 647 413 - 574 414 - - Stage 2 - Platoon blocked, % Platoon blocked, Mov Cap -1 Maneuver 143 110 685 -141 117 642 956 Mov Cap -1 Maneuver 887 Mov Cap -2 Maneuver 143 110 - -141 117 - - Mov Cap -2 Maneuver - Stage 1 366 390 389 430 Stage 1 Stage 2 563 402 515 382 Stage 2 Approach Approach SB HCM Control Delay, s 47 254.1 0.3 HCM Control Delay, s 0.9 HCM LOS E F HCM LOS Minor Lane/MajorMvmt NBL NBT NBR EBLn1 wBLn1 SBL SBT SBR Capacity(veh/h) 956 160 180 887 HCM Lane V/C Ratio 0.026 0.485 1.388 0.077 HCM Control Delay (s) 8.9 47 254.1 9.4 HCM Lane LOS A E F A HCM 95th %tile Q(veh) 0.1 2.3 15 0.2 Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 7/7/2014 Synchro 8 Report CM Page 1 Minor Lane/Major Mvmt 7/7/2014 Synchro 8 Report CM Page 2 3: Site Driveway 2 & E Sandy Lake Rd Background Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh 2.4 4: Site Driveway 3 & E Sandy Lake Rd Background Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh 5.9 Movemeq? EBI EBT EBR WBL WBT NBL Movement EBT EBR WBL WBT ti NBL Vol, veh/h 0 491 99 0 754 0 96 Vol, veh/h 516 1 7 569 47 21 Conflicting Peds, #/hr 0 0 0 0 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Free Stop Stop Sign Control Free Free Free Free Stop Stop RT Channelized - - None - None - None RT Channelized - None - None - None Storage Length 0 - - 0 Storage Length 85 - 0 0 Veh in Median Storage, # - 0 - - 0 1 - Veh in Median Storage, # 0 - - 0 0 - Grade, % - 0 0 0 - Grade, % 0 - 0 0 - Peak Hour Factor 50 83 52 92 81 92 33 Peak Hour Factor 75 25 58 94 29 35 Heavy Vehicles, % 2 2 2 2 2 2 2 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 592 190 0 931 0 291 Mvmt Flow 688 4 12 605 162 60 Major/Minor Major1 Major2 Minor1 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 931 0 0 782 0 1152 391 Conflicting Flow All 0 0 692 0 1017 346 Stage 1 - - - - - 687 - Stage 1 - - - - 690 - Stage 2 - - 465 - Stage 2 - 327 - CriticalHdwy 6.44 4.14 6.84 6.94 Critical Hdwy 4.14 6.84 6.94 Critical H dwy Stg 1 - - 5.84 - Critical H dwy Stg 1 - 5.84 - Critical Hdwy Stg 2 - - 5.84 - Critical Hdwy Stg 2 - 5.84 - Follow-up Hdwy 2.52 2.22 3.52 3.32 Follow-up Hdwy 2.22 3.52 3.32 Pot Cap -1 Maneuver 368 832 191 608 Pot Cap -1 Maneuver 899 234 650 Stage 1 - - 461 - Stage 1 - 459 - Stage 2 - - 599 - Stage 2 - 703 - Platoon blocked, % Platoon blocked, Mov Cap -1 Maneuver 368 832 191 608 Mov Cap -1 Maneuver 899 231 650 Mov Cap -2 Maneuver - - 323 - Mov Cap -2 Maneuver - 231 - Stage 1 461 Stage 1 459 Stage 2 599 Stage 2 694 Approach EB WB Approach EB WB 06=0 HCM Control Delay, s 0 0 16.2 HCM Control Delay, s 0 0.2 39.9 HCM LOS C HCM LOS E Minor Lane/MajorMvmt NBLn1 EBI EBT EBR WBL WBT Minor Lane/MajorMvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity(veh/h) 608 368 832 Capacity(veh/h) 231 650 899 HCM Lane V/C Ratio 0.478 - - HCM Lane V/C Ratio 0.702 0.092 0.013 HCM Control Delay (s) 16.2 0 0 HCM Control Delay (s) 50.5 11.1 9.1 HCM Lane LOS C A A HCM Lane LOS F B A HCM 95th %tile Q(veh) 2.6 0 0 HCM 95th %tile Q(veh) 4.6 0.3 0 7/7/2014 Synchro 8 Report CM Page 3 7/7/2014 Synchro 8 Report CM Page 4 5: Site Driveway 4 & E Sandy Lake Rd Background Universal Academy TIA Timing Plan: PM Intersection OWL— _1111M Int Delay, s/veh 0.1 6: N MacArthur Blvd & Bus Driveway Background Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh 0 Movemen# EBT EBR wBL wBT NBL Movement wBL NEENEE@W@W NBT NBR SBL SBT Vol, veh/h 519 13 0 596 0 4 Vol, veh/h 0 0 809 0 0 632 Conflicting Peds, #/hr 0 0 0 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None RT Channelized - None - None - None Storage Length - - 0 Storage Length - 0 - Veh in Median Storage, # 0 - - 0 0 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 0 0 - Grade, % 0 - 0 0 Peak Hour Factor 70 30 92 94 92 50 Peak Hour Factor 92 50 89 92 92 84 Heavy Vehicles, % 2 2 2 2 2 2 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 741 43 0 634 0 8 Mvmt Flow 0 0 909 0 0 752 Major/Minor Major1 Major2 Minor1 Major/Minor Minor1 ' Major1 Major2 Conflicting Flow All 0 0 785 0 1080 392 Conflicting Flow All 1285 454 0 0 909 0 Stage 1 - - - - 763 - Stage 1 909 - - - - - Stage 2 - 317 - Stage 2 376 - - CriticalHdwy 4.14 6.84 6.94 Critical Hdwy 6.84 6.94 4.14 Critical H dwy Stg 1 - 5.84 - Critical H dwy Stg 1 5.84 - - Critical Hdwy Stg 2 - 5.84 - Critical Hdwy Stg 2 5.84 - - Follow-up Hdwy 2.22 3.52 3.32 Follow-up Hdwy 3.52 3.32 2.22 Pot Cap -1 Maneuver 829 213 607 Pot Cap -1 Maneuver 156 553 745 Stage 1 - 421 - Stage 1 353 - - Stage 2 - 711 - Stage 2 664 - - Platoon blocked, % Platoon blocked, Mov Cap -1 Maneuver 829 213 607 Mov Cap -1 Maneuver 156 553 745 Mov Cap -2 Maneuver - 213 - Mov Cap -2 Maneuver 156 - - Stage 1 421 Stage 1 353 Stage 2 711 Stage 2 664 - Approach EB wB Approach wB NB HCM Control Delay, s 0 0 11 HCM Control Delay, s 0 0 0 HCM LOS B HCM LOS A Minor Lane/MajorMvmt NBLn1 EBT EBR wBL wBT Minor Lane/MajorMvmt NBT NBR wBLn1 SBL SBT Capacity(veh/h) 607 829 Capacity(veh/h) 745 HCM Lane V/C Ratio 0.013 - HCM Lane V/C Ratio - HCM Control Delay (s) 11 0 HCM Control Delay (s) 0 0 HCM Lane LOS B A HCM Lane LOS A A HCM 95th %tile Q(veh) 0 0 HCM 95th %tile Q(veh) - 0 7/7/2014 Synchro 8 Report CM Page 5 7/7/2014 Synchro 8 Report CM Page 6 1: N MacArthur Blvd & E Sandy Lake Rd Projected Background Universal Academy TIA Timing Plan: AM Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►j r+ r ) rt jr ►j r'. ►j tT. Volume (vph) 73 707 159 186 454 93 112 341 82 427 924 33 Peak Hour Factor 0.50 0.90 0.74 0.76 0.83 0.67 0.87 0.88 0.73 0.87 0.86 0.73 Adj. Flow (vph) 146 786 215 245 547 139 129 388 112 491 1074 45 Shared Lane Traffic (%) Lane Group Flow (vph) 146 786 215 245 547 139 129 500 0 491 1119 0 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Detector Phase 7 4 4 3 8 8 5 2 1 6 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 27.0 27.0 8.0 30.0 30.0 8.0 21.0 8.0 39.0 Total Split (s) 13.0 29.0 29.0 16.0 32.0 32.0 12.0 24.0 31.0 43.0 Total Split (%) 13.0% 29.0% 29.0% 16.0% 32.0% 32.0% 12.0% 24.0% 31.0% 43.0% Yellow Time (s) 3.5 3.5 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 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lead Lag Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C -Max None C -Max Act Effct Green (s) 33.3 24.6 24.6 40.2 28.1 28.1 28.2 20.8 51.2 39.8 Actuated g/C Ratio 0.33 0.25 0.25 0.40 0.28 0.28 0.28 0.21 0.51 0.40 v/c Ratio 0.48 0.90 0.43 0.84 0.55 0.25 0.64 0.68 0.82 0.80 Control Delay 24.9 51.6 14.5 49.1 33.1 5.9 41.8 39.6 40.7 31.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 24.9 51.6 14.5 49.1 33.1 5.9 41.8 39.6 40.7 31.9 LOS C D B D C A D D D C Approach Delay 41.3 33.2 40.1 34.6 Approach LOS D C D C Queue Length 50th (ft) 59 254 37 105 156 0 42 146 203 328 Queue Length 95th (ft) 53 #361 64 #162 190 14 71 198 #316 386 Internal Link Dist (ft) 451 394 458 301 Turn Bay Length (ft) 180 115 85 75 230 160 Base Capacity (vph) 313 884 502 291 998 548 215 738 611 1404 Starvation Cap ReduGtn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.47 0.89 0.43 0.84 0.55 0.25 0.60 0.68 0.80 0.80 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 68 (68%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 85 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.90 Intersection Signal Delay: 36.9 Intersection LOS: D 7/8/2014 Synchro 8 Report CM Page 1 1: N MacArthur Blvd & E Sandy Lake Rd Projected Background Universal Academy TIA Timing Plan: AM Intersection Capacity Utilization 78.9% ICU Level of Service D Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 1: N MacArthur Blvd & E Sandy Lake Rd T02 R �01 ■ 03 X04 24s 16s 295 { 06 R \ 05 07 A-06 43s NONE= 13s 1 132S 7/8/2014 CM Synchro 8 Report Page 2 2: N MacArthur Blvd & Mapleleaf Ln/Site Driveway 1 Projected Background Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh 45.3 2: N MacArthur Blvd & Mapleleaf Ln/Site Driveway 1 Projected Background Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh Movemeq EBL EBT EBR wBL wBT wBR NBL NBT NBR Movement SBL SBT SBR Vol, veh/h 43 0 20 0 0 0 6 475 176 Vol, veh/h 72 1157 18 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 Conflicting Peds, #/hr 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Sign Control Free Free Free RT Channelized - - None - - None - - None RT Channelized - - None Storage Length 100 Storage Length 75 Veh in Median Storage, # - 0 - - 0 - - 0 - Veh in Median Storage, # - 0 - Grade, % 0 0 - 0 Grade, % - 0 Peak Hour Factor 57 92 59 57 25 55 30 87 44 Peak Hour Factor 46 84 85 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Heavy Vehicles, % 2 2 2 Mvmt Flow 75 0 34 0 0 0 20 546 400 Mvmt Flow 157 1377 21 Major/Minor Minor2 Minor1 Major1 Major/Minor Major2 Conflicting Flow All 2014 2687 699 1788 2498 473 1399 0 0 Conflicting Flow All 946 0 0 Stage 1 1701 1701 - 786 786 - - - - Stage 1 - - - Stage 2 313 986 - 1002 1712 - - Stage 2 - CriticalHdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 Critical Hdwy 4.14 Critical H dwy Stg 1 6.54 5.54 - 6.54 5.54 - - Critical H dwy Stg 1 - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - Critical Hdwy Stg 2 - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 Follow-up Hdwy 2.22 Pot Cap -1 Maneuver -34 21 382 51 28 538 484 Pot Cap -1 Maneuver 721 Stage 1 95 146 - 351 401 - - Stage 1 - Stage 2 672 324 - 260 144 - - Stage 2 - Platoon blocked, % Platoon blocked, Mov Cap -1 Maneuver -27 16 382 38 21 538 484 Mov Cap -1 Maneuver 721 Mov Cap -2 Maneuver -27 16 - 38 21 - - Mov Cap -2 Maneuver - Stage 1 91 114 336 384 Stage 1 Stage 2 644 311 185 113 Stage 2 Approach NB Approach SB _W HCM Control Delay, s $1070.8 0 0.3 HCM Control Delay, s 1.1 HCM LOS F A HCM LOS Minor Lane/MajorMvmt NBL NBT NBR EBLn1 wBLn1 SBL SBT SBR Capacity(veh/h) 484 38 721 HCM Lane V/C Ratio 0.041 2.877 0.217 HCM Control Delay (s) 12.8 -$1070.8 0 11.4 HCM Lane LOS B F A B HCM 95th %tile Q(veh) 0.1 12.3 - 0.8 Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 7/8/2014 Synchro 8 Report CM Page 1 Minor Lane/Major Mvmt 7/8/2014 Synchro 8 Report CM Page 2 3: Site Driveway 2 & E Sandy Lake Rd Projected Background Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh 0 Movemen? EBI EBT EBR wBL wBT 0 0 Vol, veh/h Vol, veh/h 0 1210 159 0 639 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Stop Stop RT Channelized - - None - None - None Storage Length 0 Veh in Median Storage, # 0 - - - 0 Veh in Median Storage, # - 0 - - 0 1 - Grade, % - 0 38 95 0 0 - Peak Hour Factor 75 94 59 25 76 92 47 Heavy Vehicles, % 2 2 2 2 2 2 2 Mvmt Flow 0 1287 269 0 841 0 0 Major/Minor Major1 HCM LOS Major2 F Minor1 Conflicting Flow All 841 0 0 1557 0 1842 778 Stage 1 - - - - - 1422 - Stage 2 - - 420 - CriticalHdwy 6.44 4.14 6.84 6.94 Critical H dwy Stg 1 - - 5.84 - Critical HdwyStg 2 - - 5.84 - Follow-up Hdwy 2.52 2.22 3.52 3.32 Pot Cap -1 Maneuver 420 421 67 339 Stage 1 - - 189 - Stage 2 - - 631 - Platoon blocked, Mov Cap -1 Maneuver 420 421 67 339 Mov Cap -2 Maneuver - - 153 - Stage 1 189 Stage 2 631 Approach EB wB HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/MajorMvmt NBLn1 EBI EBT EBR wBL wBT Capacity(veh/h) 420 421 HCM Lane V/C Ratio - - HCM Control Delay (s) 0 0 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) - 0 0 7/8/2014 Synchro 8 Report CM Page 3 4: Site Driveway 3 & E Sandy Lake Rd Projected Background Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh 656.7 Movement EBT EBR wBL wBT �_ NBL 0 0 Vol, veh/h 1258 1 6 581 233 116 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 2.22 85 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - 0 0 - Peak Hour Factor 87 25 38 95 41 49 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1446 4 16 612 568 237 Major/Minor Major1 Major2 Minor1 Capacity(veh/h) Conflicting Flow All 0 0 1450 0 1785 725 Stage 1 - - - - 1448 - Stage 2 HCM Lane LOS I - 337 - CriticalHdwy 65.5 4.14 6.84 6.94 Critical Hdwy Stg 1 _ - 5.84 - Critical Hdwy Stg 2 - 5.84 - Follow-up Hdwy 2.22 3.52 3.32 Pot Cap -1 Maneuver 463 -73 368 Stage 1 - _ 183 - Stage 2 - 695 - Platoon blocked, Mov Cap -1 Maneuver 463 -70 368 Mov Cap -2 Maneuver - - - - -70 - Stage 1 _ 183 Stage 2 671 Approach EB wB HCM Control Delay, s 0 0.3 $ 2350.9 HCM LOS F Minor Lane/MajorMvmt L NBLn1 NBLn2 EBT EBR wBL WBT Capacity(veh/h) 70 368 463 HCM Lane V/C Ratio 8.118 0.643 0.034 HCM Control Delay (s) $ 3317.4 30.8 13 HCM Lane LOS I F D B HCM 95th %tile Q(veh) 65.5 4.3 0.1 Notes = _ -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 7/8/2014 Synchro 8 Report CM Page 4 5: Site Driveway 4 & E Sandy Lake Rd Projected Background Universal Academy TIA Timing Plan: AM Intersection OWL— Int Delay, s/veh 0 6: N MacArthur Blvd & Bus Driveway Projected Background Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh 0 Movemen# EBT EBR wBL wBT Movement wBL NEENE0@10W NBT NBR SBL SBT Vol, veh/h 1394 2 0 573 0 1 Vol, veh/h 0 0 658 0 0 1177 Conflicting Peds, #/hr 0 0 0 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None RT Channelized - None - None - None Storage Length - - 0 Storage Length - 0 - Veh in Median Storage, # 0 - - 0 0 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 0 0 - Grade, % 0 - 0 0 Peak Hour Factor 86 25 92 92 92 25 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1621 8 0 623 0 4 Mvmt Flow 0 0 715 0 0 1279 Major/Minor Major1 Major2 Minor1 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 0 0 1629 0 1936 814 Conflicting Flow All 1355 358 0 0 715 0 Stage 1 - - - - 1625 - Stage 1 715 - - - - - Stage 2 - 311 - Stage 2 640 - - CriticalHdwy 4.14 6.84 6.94 Critical Hdwy 6.84 6.94 4.14 Critical H dwy Stg 1 - 5.84 - Critical H dwy Stg 1 5.84 - - Critical Hdwy Stg 2 - 5.84 - Critical Hdwy Stg 2 5.84 - - Follow-up Hdwy 2.22 3.52 3.32 Follow-up Hdwy 3.52 3.32 2.22 Pot Cap -1 Maneuver 395 58 321 Pot Cap -1 Maneuver 141 638 881 Stage 1 - 146 - Stage 1 446 - - Stage 2 - 716 - Stage 2 487 - - Platoon blocked, % Platoon blocked, Mov Cap -1 Maneuver 395 58 321 Mov Cap -1 Maneuver 141 638 881 Mov Cap -2 Maneuver - 58 - Mov Cap -2 Maneuver 141 - - Stage 1 146 Stage 1 446 Stage 2 716 Stage 2 487 Approach EB wB Approach WB NB SB HCM Control Delay, s 0 0 16.4 HCM Control Delay, s 0 0 0 HCM LOS C HCM LOS A Minor Lane/MajorMvmt NBLn1 EBT EBR wBL wBT Minor Lane/MajorMvmt NBT NBR wBLn1 SBL SBT Capacity (veh/h) 321 395 Capacity (veh/h) 881 HCM Lane V/C Ratio 0.012 - HCM Lane V/C Ratio - HCM Control Delay (s) 16.4 0 HCM Control Delay (s) 0 0 HCM Lane LOS C A HCM Lane LOS A A HCM 95th %tile Q(veh) 0 0 HCM 95th %tile Q(veh) - 0 7/8/2014 Synchro 8 Report CM Page 5 7/8/2014 Synchro 8 Report CM Page 6 1: N MacArthur Blvd & E Sandy Lake Rd Projected Background Universal Academy TIA Timing Plan: PM Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►j r+ r ) rt jr ►j r', ►j tT. Volume (vph) 69 305 96 153 367 146 130 388 55 130 342 51 Peak Hour Factor 0.79 0.89 0.74 0.69 0.82 0.59 0.73 0.76 0.88 0.71 0.83 0.61 Adj. Flow (vph) 87 343 130 222 448 247 178 511 62 183 412 84 Shared Lane Traffic (%) Lane Group Flow (vph) 87 343 130 222 448 247 178 573 0 183 496 0 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Detector Phase 7 4 4 3 8 8 5 2 1 6 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 20.0 20.0 8.0 20.0 20.0 8.0 30.0 8.0 30.0 Total Split (s) 12.0 20.0 20.0 13.0 21.0 21.0 12.0 30.0 12.0 30.0 Total Split (%) 16.0% 26.7% 26.7% 17.3% 28.0% 28.0% 16.0% 40.0% 16.0% 40.0% Yellow Time (s) 3.5 3.5 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 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C -Max None C -Max Act Effct Green (s) 20.8 13.5 13.5 24.2 17.0 17.0 36.6 28.6 36.7 28.6 Actuated g/C Ratio 0.28 0.18 0.18 0.32 0.23 0.23 0.49 0.38 0.49 0.38 v/c Ratio 0.28 0.54 0.33 0.63 0.56 0.45 0.38 0.43 0.42 0.37 Control Delay 18.1 30.7 7.6 26.7 29.1 6.6 12.1 18.5 12.8 17.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.1 30.7 7.6 26.7 29.1 6.6 12.1 18.5 12.8 17.2 LOS B C A C C A B B B B Approach Delay 23.4 22.5 17.0 16.0 Approach LOS C C B B Queue Length 50th (fl) 26 75 0 73 100 0 41 103 42 83 Queue Length 95th (fl) 46 111 23 88 127 2 60 120 60 111 Internal Link Dist (fl) 189 394 458 301 Turn Bay Length (fl) 180 115 85 75 230 160 Base Capacity (vph) 330 754 440 351 844 565 482 1339 445 1339 Starvation Cap ReduGtn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.26 0.45 0.30 0.63 0.53 0.44 0.37 0.43 0.41 0.37 Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 70 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.63 Intersection Signal Delay: 19.7 Intersection LOS: B 7/8/2014 Synchro 8 Report CM Page 1 1: N MacArthur Blvd & E Sandy Lake Rd Projected Background Universal Academy TIA Timing Plan: PM Intersection Capacity Utilization 49.9% ICU Level of Service A Analysis Period (min) 15 iplits and Phases: 1: N MacArthur blvd & E Sandy Lake Rd \1.01 T02 R ■ 03 ?'"04 12s 30Is 05 ■ 06 R 01 00 12s 30s 7/8/2014 CM Synchro 8 Report Page 2 2: N MacArthur Blvd & Mapleleaf Ln/Site Driveway 1 Projected Background Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh 2.5 2: N MacArthur Blvd & Mapleleaf Ln/Site Driveway 1 Projected Background Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh Movemeq EBL EBT EBR wBL wBT wBR NBL NBT NBR Movement SBL SBT SBR Vol, veh/h 33 2 4 0 0 0 20 516 74 Vol, veh/h 36 490 26 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 Conflicting Peds, #/hr 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Sign Control Free Free Free RT Channelized - - None - - None - - None RT Channelized - - None Storage Length 100 Storage Length 75 Veh in Median Storage, # - 0 - - 0 - - 0 - Veh in Median Storage, # - 0 - Grade, % 0 0 - 0 Grade, % - 0 Peak Hour Factor 57 50 33 37 92 32 79 89 58 Peak Hour Factor 53 84 69 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Heavy Vehicles, % 2 2 2 Mvmt Flow 58 4 12 0 0 0 25 580 128 Mvmt Flow 68 583 38 Major/Minor Minor2 Minor1 Major1 Major/Minor Major2 Conflicting Flow All 1079 1496 311 1124 1451 354 621 0 0 Conflicting Flow All 707 0 0 Stage 1 738 738 - 694 694 - - - - Stage 1 - - - Stage 2 341 758 - 430 757 - - Stage 2 - CriticalHdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 Critical Hdwy 4.14 Critical H dwy Stg 1 6.54 5.54 - 6.54 5.54 - - Critical H dwy Stg 1 - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - Critical Hdwy Stg 2 - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 Follow-up Hdwy 2.22 Pot Cap -1 Maneuver 173 122 685 160 130 642 956 Pot Cap -1 Maneuver 887 Stage 1 376 422 - 399 442 - - Stage 1 - Stage 2 647 413 - 574 414 - - Stage 2 - Platoon blocked, % Platoon blocked, Mov Cap -1 Maneuver 160 110 685 141 117 642 956 Mov Cap -1 Maneuver 887 Mov Cap -2 Maneuver 160 110 - 141 117 - - Mov Cap -2 Maneuver - Stage 1 366 390 389 430 Stage 1 Stage 2 630 402 515 382 Stage 2 Approach NB Approach SB HCM Control Delay, s 38.9 0 0.3 HCM Control Delay, s 0.9 HCM LOS E A HCM LOS Minor Lane/MajorMvmt NBL NBT NBR EBLn1 WBLn1 SBL SBT SBR Minor Lane/MajorMvmt Capacity(veh/h) 956 178 887 HCM Lane V/C Ratio 0.026 0.416 0.077 HCM Control Delay (s) 8.9 38.9 0 9.4 HCM Lane LOS A E A A HCM 95th %tile Q(veh) 0.1 1.9 - 0.2 7/8/2014 Synchro 8 Report CM Page 1 7/8/2014 Synchro 8 Report CM Page 2 3: Site Driveway 2 & E Sandy Lake Rd Projected Background Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh 0 4: Site Driveway 3 & E Sandy Lake Rd Projected Background Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh 198.4 Movemeq? EBI EBT EBR WBL WBT NBL 899 Movement EBT EBR WBL WBT 011111iiiiiiii1t NBL 13.8 Vol, veh/h 0 491 99 0 754 0 0 Vol, veh/h 516 1 7 569 168 85 Conflicting Peds, #/hr 0 0 0 0 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Free Stop Stop Sign Control Free Free Free Free Stop Stop RT Channelized - - None - None - None RT Channelized - None - None - None Storage Length 0 - - 0 Storage Length 85 - 0 0 Veh in Median Storage, # - 0 - - 0 1 - Veh in Median Storage, # 0 - - 0 0 - Grade, % - 0 0 0 - Grade, % 0 - 0 0 - Peak Hour Factor 50 83 52 92 81 92 33 Peak Hour Factor 75 25 58 94 29 35 Heavy Vehicles, % 2 2 2 2 2 2 2 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 592 190 0 931 0 0 Mvmt Flow 688 4 12 605 579 243 Major/Minor Major1 Major2 Minor1 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 931 0 0 782 0 1152 391 Conflicting Flow All 0 0 692 0 1017 346 Stage 1 - - - - - 687 - Stage 1 - - - - 690 - Stage 2 - - 465 - Stage 2 - 327 - CriticalHdwy 6.44 4.14 6.84 6.94 Critical Hdwy 4.14 6.84 6.94 Critical H dwy Stg 1 - - 5.84 - Critical H dwy Stg 1 - 5.84 - Critical Hdwy Stg 2 - - 5.84 - Critical Hdwy Stg 2 - 5.84 - Follow-up Hdwy 2.52 2.22 3.52 3.32 Follow-up Hdwy 2.22 3.52 3.32 Pot Cap -1 Maneuver 368 832 191 608 Pot Cap -1 Maneuver 899 - 234 650 Stage 1 - - 461 - Stage 1 - -459 - Stage 2 - - 599 - Stage 2 - 703 - Platoon blocked, % Platoon blocked, Mov Cap -1 Maneuver 368 832 191 608 Mov Cap -1 Maneuver 899 -231 650 Mov Cap -2 Maneuver - - 323 - Mov Cap -2 Maneuver - -231 - Stage 1 461 Stage 1 -459 Stage 2 599 Stage 2 694 Approach EB WB Approach EB WB NB 06=0 HCM Control Delay, s 0 0 0 HCM Control Delay, s 0 0.2 $ 514.3 HCM LOS A HCM LOS F Minor Lane/MajorMvmt NBLn1 EBU E Capacity(veh/h) 368 832 HCM Lane V/C Ratio - - HCM Control Delay (s) 0 0 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) - 0 0 7/8/2014 Synchro 8 Report CM Page 3 Minor Lane/MajorMvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity(veh/h) 231 650 899 HCM Lane V/C Ratio 2.508 0.374 0.013 HCM Control Delay (s) $ 724.1 13.8 9.1 HCM Lane LOS I F B A HCM 95th %tile Q(veh) 48.1 1.7 0 Notes = _ -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 7/8/2014 Synchro 8 Report CM Page 4 5: Site Driveway 4 & E Sandy Lake Rd Projected Background Universal Academy TIA Timing Plan: PM Intersection OWL— _1111M Int Delay, s/veh 0.1 6: N MacArthur Blvd & Bus Driveway Projected Background Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh 0.2 Movemen# EBT EBR wBL wBT NBL Movement wBL NEENEE@W@W NBT NBR SBL SBT Vol, veh/h 519 13 0 596 0 4 Vol, veh/h 0 11 809 0 0 632 Conflicting Peds, #/hr 0 0 0 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None RT Channelized - None - None - None Storage Length - - 0 Storage Length - 0 - Veh in Median Storage, # 0 - - 0 0 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 0 0 - Grade, % 0 - 0 0 Peak Hour Factor 70 30 92 94 92 50 Peak Hour Factor 92 50 89 92 92 84 Heavy Vehicles, % 2 2 2 2 2 2 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 741 43 0 634 0 8 Mvmt Flow 0 22 909 0 0 752 Major/Minor Major1 Major2 Minor1 Major/Minor Minor1 ' Major1 Major2 Conflicting Flow All 0 0 785 0 1080 392 Conflicting Flow All 1285 454 0 0 909 0 Stage 1 - - - - 763 - Stage 1 909 - - - - - Stage 2 - 317 - Stage 2 376 - - CriticalHdwy 4.14 6.84 6.94 Critical Hdwy 6.84 6.94 4.14 Critical H dwy Stg 1 - 5.84 - Critical H dwy Stg 1 5.84 - - Critical Hdwy Stg 2 - 5.84 - Critical Hdwy Stg 2 5.84 - - Follow-up Hdwy 2.22 3.52 3.32 Follow-up Hdwy 3.52 3.32 2.22 Pot Cap -1 Maneuver 829 213 607 Pot Cap -1 Maneuver 156 553 745 Stage 1 - 421 - Stage 1 353 - - Stage 2 - 711 - Stage 2 664 - - Platoon blocked, % Platoon blocked, Mov Cap -1 Maneuver 829 213 607 Mov Cap -1 Maneuver 156 553 745 Mov Cap -2 Maneuver - 213 - Mov Cap -2 Maneuver 156 - - Stage 1 421 Stage 1 353 Stage 2 711 Stage 2 664 - Approach EB wB Approach wB NB _ HCM Control Delay, s 0 0 11 HCM Control Delay, s 11.8 0 0 HCM LOS B HCM LOS B Minor Lane/MajorMvmt NBLn1 EBT EBR wBL wBT Minor Lane/MajorMvmt NBT NBR wBLn1 SBL SBT Capacity(veh/h) 607 829 Capacity(veh/h) 553 745 HCM Lane V/C Ratio 0.013 - HCM Lane V/C Ratio 0.04 - HCM Control Delay (s) 11 0 HCM Control Delay (s) 11.8 0 HCM Lane LOS B A HCM Lane LOS B A HCM 95th %tile Q(veh) 0 0 HCM 95th %tile Q(veh) 0.1 0 7/8/2014 Synchro 8 Report CM Page 5 7/8/2014 Synchro 8 Report CM Page 6 1: N MacArthur Blvd & E Sandy Lake Rd Projected Background plus Site Universal Academy TIA Timing Plan: AM Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►j r+ r ) rt jr ►j r'. ►j tT. Volume (vph) 73 787 159 256 521 160 112 341 82 507 924 33 Peak Hour Factor 0.50 0.90 0.74 0.76 0.83 0.67 0.87 0.88 0.73 0.87 0.86 0.73 Adj. Flow (vph) 146 874 215 337 628 239 129 388 112 583 1074 45 Shared Lane Traffic (%) Lane Group Flow (vph) 146 874 215 337 628 239 129 500 0 583 1119 0 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Detector Phase 7 4 4 3 8 8 5 2 1 6 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 27.0 27.0 8.0 30.0 30.0 8.0 21.0 8.0 39.0 Total Split (s) 13.0 30.0 30.0 17.0 34.0 34.0 12.0 21.0 32.0 41.0 Total Split (%) 13.0% 30.0% 30.0% 17.0% 34.0% 34.0% 12.0% 21.0% 32.0% 41.0% Yellow Time (s) 3.5 3.5 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 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lead Lag Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C -Max None C -Max Act Effct Green (s) 34.6 26.0 26.0 43.0 30.4 30.4 25.0 17.0 49.0 37.0 Actuated g/C Ratio 0.35 0.26 0.26 0.43 0.30 0.30 0.25 0.17 0.49 0.37 v/c Ratio 0.49 0.95 0.42 1.11 0.58 0.41 0.60 0.82 0.99 0.86 Control Delay 24.2 57.0 13.9 110.6 32.3 13.1 38.9 50.1 68.0 37.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 24.2 57.0 13.9 110.6 32.3 13.1 38.9 50.1 68.0 37.0 LOS C E B F C B D D E D Approach Delay 45.6 50.4 47.8 47.6 Approach LOS D D D D Queue Length 50th (ft) 56 288 36 -196 178 42 44 153 301 340 Queue Length 95th (ft) 51 #413 64 #273 213 55 74 #222 #497 400 Internal Link Dist (ft) 451 394 458 301 Turn Bay Length (ft) 180 115 85 75 230 160 Base Capacity (vph) 303 920 516 304 1074 584 216 607 589 1304 Starvation Cap ReduGtn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.48 0.95 0.42 1.11 0.58 0.41 0.60 0.82 0.99 0.86 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 68 (68%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 85 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.11 Intersection Signal Delay: 47.8 Intersection LOS: D 7/8/2014 Synchro 8 Report CM Page 1 1: N MacArthur Blvd & E Sandy Lake Rd Projected Background plus Site Universal Academy TIA Timing Plan: AM Intersection Capacity Utilization 89.4% ICU Level of Service E Analysis Period (min) 15 - Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 1: N MacArthur Blvd & E Sandy Lake Rd T02 R 401 �03 X04 21s 17s 30s F 06 R 05 07 08 7/8/2014 CM Synchro 8 Report Page 2 2: N MacArthur Blvd & Mapleleaf Ln/Site Driveway 1 Projected Background plus Site Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh 60.8 2: N MacArthur Blvd & Mapleleaf Ln/Site Driveway 1 Projected Background plus Site Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh Movemeq EBL EBT EBR wBL wBT wBR NBL NBT NBR Movement SBL SBT SBR - Vol, veh/h 43 0 20 0 0 0 6 475 320 Vol, veh/h 88 1211 18 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 Conflicting Peds, #/hr 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Sign Control Free Free Free RT Channelized - - None - - None - - None RT Channelized - - None Storage Length 100 Storage Length 75 Veh in Median Storage, # - 0 - - 0 - - 0 - Veh in Median Storage, # - 0 - Grade, % 0 0 - 0 Grade, % - 0 Peak Hour Factor 57 92 59 57 25 55 30 87 44 Peak Hour Factor 46 84 85 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Heavy Vehicles, % 2 2 2 Mvmt Flow 75 0 34 0 0 0 20 546 727 Mvmt Flow 191 1442 21 Major/Minor Minor2 Minor1 Major1 Major/Minor Major2 Conflicting Flow All 2148 3148 731 2053 2795 637 1463 0 0 Conflicting Flow All 1273 0 0 Stage 1 1835 1835 - 950 950 - - - - Stage 1 - - - Stage 2 313 1313 - 1103 1845 - - Stage 2 - CriticalHdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 Critical Hdwy 4.14 Critical H dwy Stg 1 6.54 5.54 - 6.54 5.54 - - Critical H dwy Stg 1 - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - Critical Hdwy Stg 2 - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 Follow-up Hdwy 2.22 Pot Cap -1 Maneuver -27 11 364 32 18 420 458 Pot Cap -1 Maneuver 541 Stage 1 78 125 - 280 337 - - Stage 1 - Stage 2 672 226 - 225 124 - - Stage 2 - Platoon blocked, % Platoon blocked, Mov Cap -1 Maneuver - 19 7 364 20 11 420 458 Mov Cap -1 Maneuver 541 Mov Cap -2 Maneuver - 19 7 - 20 11 - - Mov Cap -2 Maneuver - Stage 1 -75 81 268 322 Stage 1 Stage 2 643 216 132 80 Stage 2 Approach NB Approach SB HCM Control Delay, s $1669.3 0 0.2 HCM Control Delay, s 1.8 HCM LOS F A HCM LOS Minor Lane/MajorMvmt NBL NBT NBR EBLn1 wBLn1 SBL SBT SBR Capacity(veh/h) 458 27 541 HCM Lane V/C Ratio 0.044 4.05 0.354 HCM Control Delay (s) 13.2 -$1669.3 0 15.2 HCM Lane LOS B F A C HCM 95th %tile Q(veh) 0.1 13.4 - 1.6 Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 7/8/2014 Synchro 8 Report CM Page 1 Minor Lane/Major Mvmt 7/8/2014 Synchro 8 Report CM Page 2 3: Site Driveway 2 & E Sandy Lake Rd Projected Background plus Site Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh 0 Movemen? EBI EBT EBR wBL wBT NBL Vol, veh/h Vol, veh/h 0 1210 319 0 843 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Stop Stop RT Channelized - - None - None - None Storage Length 0 Veh in Median Storage, # 0 - - - 0 Veh in Median Storage, # - 0 - - 0 1 - Grade, % - 0 38 95 0 0 - Peak Hour Factor 75 94 59 25 76 92 47 Heavy Vehicles, % 2 2 2 2 2 2 2 Mvmt Flow 0 1287 541 0 1109 0 0 Major/Minor Major1 725 Stage 1 Major2 - Minor1 - Conflicting Flow All 1109 0 0 1828 0 2113 914 Stage 1 - - - - - 1558 - Stage 2 - - - 5.84 555 - CriticalHdwy 6.44 - 4.14 - 6.84 6.94 Critical H dwy Stg 1 - 3.52 - Pot Cap -1 Maneuver 5.84 - Critical HdwyStg 2 - -72 -368 - 5.84 - Follow-up Hdwy 2.52 - Stage 2 2.22 3.52 3.32 Pot Cap -1 Maneuver 283 Platoon blocked, 330 44 276 Stage 1 - - 159 - Stage 2 - - - - -70 539 - Platoon blocked, - 183 Stage 2 Mov Cap -1 Maneuver 283 -664 330 44 276 Mov Cap -2 Maneuver - - 125 - Stage 1 159 Stage 2 539 Approach EB wB HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/MajorMvmt NBLn1 EBU E Capacity(veh/h) 283 330 HCM Lane V/C Ratio - - HCM Control Delay (s) 0 0 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) - 0 0 7/8/2014 Synchro 8 Report CM Page 3 4: Site Driveway 3 & E Sandy Lake Rd Projected Background plus Site Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh 1837.6 Movement EBT EBR wBL wBT NBL 368 Vol, veh/h 1258 1 6 597 421 197 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 85 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - 0 0 - Peak Hour Factor 87 25 38 95 41 49 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1446 4 16 628 1027 402 Major/Minor Major1 Major2 - Minor1 Conflicting Flow All 0 0 1450 0 1794 725 Stage 1 - - - - 1448 - Stage 2 - 346 - CriticalHdwy 4.14 6.84 6.94 Critical Hdwy Stg 1 - 5.84 - Critical Hdwy Stg 2 - 5.84 - Follow-up Hdwy 2.22 3.52 3.32 Pot Cap -1 Maneuver 463 -72 -368 Stage 1 - - 183 - Stage 2 - -688 - Platoon blocked, Mov Cap -1 Maneuver 463 -70 -368 Mov Cap -2 Maneuver - - - - -70 - Stage 1 - 183 Stage 2 -664 Approach EB wB NB HCM Control Delay, s 0 0.3 $ 4530.6 HCM LOS F Minor Lane/MajorMvmt NBLn1 NBLn2 EBT EBR wBL WBT' Capacity(veh/h) 70 368 463 HCM Lane V/C Ratio 14.669 1.093 0.034 HCM Control Delay (s) $ 6262.2 108 13 HCM Lane LOS I F F B HCM 95th %tile Q(veh) 122.7 14.6 0.1 Notes = _ -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 7/8/2014 Synchro 8 Report CM Page 4 5: Site Driveway 4 & E Sandy Lake Rd Projected Background plus Site Universal Academy TIA Timing Plan: AM Intersection OWL— Int Delay, s/veh 0 Movemen# wBL NEENE0@10W EBT EBR NBT wBL wBT NBL Vol, veh/h Vol, veh/h 0 1515 2 0 0 589 0 1 Conflicting Peds, #/hr 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop RT Channelized None - None Storage Length - None - None Storage Length - Veh in Median Storage, # 0 - - - 0 Veh in Median Storage, # 0 0 - - - 0 0 - Grade, % Peak Hour Factor 0 92 92 0 0 - Peak Hour Factor 2 86 25 2 92 92 92 25 Heavy Vehicles, % 0 2 2 0 2 2 2 2 Mvmt Flow 1762 8 Major2 0 640 0 4 Major/Minor 436 Major1i 0 0 Major2 0 Minor1 872 Conflicting Flow All 0 0 - 1770 0 2086 885 Stage 1 - - - - 1766 - Stage 2 4.14 Critical Hdwy Stg 1 - - 320 - CriticalHdwy - Critical Hdwy Stg 2 5.84 4.14 6.84 6.94 Critical H dwy Stg 1 Follow-up Hdwy 3.52 3.32 - 5.84 - Critical HdwyStg 2 Pot Cap -1 Maneuver 106 568 - 5.84 - Follow-up Hdwy 369 - 2.22 - 3.52 3.32 Pot Cap -1 Maneuver - 348 46 288 Stage 1 - Mov Cap -1 Maneuver 122 - Stage 2 769 - 106 709 - Platoon blocked, - Stage 1 369 Mov Cap -1 Maneuver Stage 2 471 348 46 288 Mov Cap -2 Maneuver - - - - 46 - Stage 1 HCM Control Delay, s 0 0 122 Stage 2 A 709 Minor Lane/MajorMvmt Approach NBR wBLn1 EB SBT wB Capacity (veh/h) HCM Control Delay, s 0 0 17.7 - HCM LOS HCM Control Delay (s) 0 C Minor Lane/MajorMvmt NBLn1 EBT EBR wBL wBT A HCM 95th %tile Q(veh) Capacity(veh/h) 288 0 348 HCM Lane V/C Ratio 0.014 - HCM Control Delay (s) 17.7 0 HCM Lane LOS C A HCM 95th %tile Q(veh) 0 0 7/8/2014 Synchro 8 Report CM Page 5 6: N MacArthur Blvd & Bus Driveway Projected Background plus Site Universal Academy TIA Timing Plan: AM Intersection Int Delay, s/veh 0 Movement wBL NEENE0@10W NBT NBR SBL SBT Vol, veh/h 0 0 802 0 0 1230 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 0 872 0 0 1337 Major/Minor Minor1 Major2 Conflicting Flow All 1540 436 0 0 872 0 Stage 1 872 - - - - - Stage 2 668 - - CriticalHdwy 6.84 6.94 4.14 Critical Hdwy Stg 1 5.84 - - Critical Hdwy Stg 2 5.84 - - Follow-up Hdwy 3.52 3.32 2.22 Pot Cap -1 Maneuver 106 568 769 Stage 1 369 - - Stage 2 471 - - Platoon blocked, Mov Cap -1 Maneuver 106 568 769 Mov Cap -2 Maneuver 106 - - Stage 1 369 Stage 2 471 Approach wB NB: HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/MajorMvmt NBT NBR wBLn1 SBL SBT Capacity (veh/h) 769 HCM Lane V/C Ratio - HCM Control Delay (s) 0 0 HCM Lane LOS A A HCM 95th %tile Q(veh) - 0 7/8/2014 Synchro 8 Report CM Page 6 1: N MacArthur Blvd & E Sandy Lake Rd Projected Background plus Site Universal Academy TIA Timing Plan: PM Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►j r+ r ) rt jr ►j r', ►j tT. Volume (vph) 69 348 96 201 417 195 130 388 55 173 342 51 Peak Hour Factor 0.79 0.89 0.74 0.69 0.82 0.59 0.73 0.76 0.88 0.71 0.83 0.61 Adj. Flow (vph) 87 391 130 291 509 331 178 511 62 244 412 84 Shared Lane Traffic (%) Lane Group Flow (vph) 87 391 130 291 509 331 178 573 0 244 496 0 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Detector Phase 7 4 4 3 8 8 5 2 1 6 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 20.0 20.0 8.0 20.0 20.0 8.0 30.0 8.0 30.0 Total Split (s) 13.0 20.0 20.0 13.0 20.0 20.0 12.0 30.0 12.0 30.0 Total Split (%) 17.3% 26.7% 26.7% 17.3% 26.7% 26.7% 16.0% 40.0% 16.0% 40.0% Yellow Time (s) 3.5 3.5 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 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C -Max None C -Max Act Effct Green (s) 21.9 14.2 14.2 24.6 17.4 17.4 35.4 27.6 36.3 28.1 Actuated g/C Ratio 0.29 0.19 0.19 0.33 0.23 0.23 0.47 0.37 0.48 0.37 v/c Ratio 0.29 0.59 0.32 0.85 0.62 0.55 0.39 0.44 0.57 0.38 Control Delay 18.0 31.2 7.4 43.9 30.2 8.7 12.6 19.1 16.5 17.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.0 31.2 7.4 43.9 30.2 8.7 12.6 19.1 16.5 17.4 LOS B C A D C A B B B B Approach Delay 24.2 27.4 17.5 17.1 Approach LOS C C B B Queue Length 50th (fl) 25 85 0 97 113 11 43 103 61 83 Queue Length 95th (fl) 46 125 23 115 147 6 60 120 78 111 Internal Link Dist (fl) 189 394 458 301 Turn Bay Length (fl) 180 115 85 75 230 160 Base Capacity (vph) 335 754 440 343 831 602 468 1295 431 1315 Starvation Cap ReduGtn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.26 0.52 0.30 0.85 0.61 0.55 0.38 0.44 0.57 0.38 Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 70 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.85 Intersection Signal Delay: 22.2 Intersection LOS: C 7/8/2014 Synchro 8 Report CM Page 1 1: N MacArthur Blvd & E Sandy Lake Rd Projected Background plus Site Universal Academy TIA Timing Plan: PM Intersection Capacity Utilization 56.2% ICU Level of Service B Analysis Period (min) 15 iplits and Phases: 1: N MacArthur blvd & E Sandy Lake Rd �01 T02 R ■ 03 X04 12s 30s 20s F 05 ■ 06 R 07 08 12s 1 130, 20s 7/8/2014 CM Synchro 8 Report Page 2 2: N MacArthur Blvd & Mapleleaf Ln/Site Driveway 1 Projected Background plus Site Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh 2.9 2: N MacArthur Blvd & Mapleleaf Ln/Site Driveway 1 Projected Background plus Site Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh Movemeq EBL EBT EBR wBL wBT wBR NBL NBT NBR Movement SBL SBT SBR - Vol, veh/h 33 2 4 0 0 0 20 516 151 Vol, veh/h 45 530 26 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 Conflicting Peds, #/hr 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Sign Control Free Free Free RT Channelized - - None - - None - - None RT Channelized - - None Storage Length 100 Storage Length 75 Veh in Median Storage, # - 0 - - 0 - - 0 - Veh in Median Storage, # - 0 - Grade, % 0 0 - 0 Grade, % - 0 Peak Hour Factor 57 50 33 37 92 32 79 89 58 Peak Hour Factor 53 84 69 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Heavy Vehicles, % 2 2 2 Mvmt Flow 58 4 12 0 0 0 25 580 260 Mvmt Flow 85 631 38 Major/Minor Minor2 Minor1 Major1 Major/Minor Major2 Conflicting Flow All 1161 1711 334 1248 1599 420 669 0 0 Conflicting Flow All 840 0 0 Stage 1 820 820 - 761 761 - - - - Stage 1 - - - Stage 2 341 891 - 487 838 - - Stage 2 - CriticalHdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 Critical Hdwy 4.14 Critical H dwy Stg 1 6.54 5.54 - 6.54 5.54 - - Critical H dwy Stg 1 - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - Critical Hdwy Stg 2 - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 Follow-up Hdwy 2.22 Pot Cap -1 Maneuver 150 90 662 130 105 582 917 Pot Cap -1 Maneuver 791 Stage 1 335 387 - 364 412 - - Stage 1 - Stage 2 647 359 - 531 380 - - Stage 2 - Platoon blocked, % Platoon blocked, Mov Cap -1 Maneuver 135 78 662 110 91 582 917 Mov Cap -1 Maneuver 791 Mov Cap -2 Maneuver 135 78 - 110 91 - - Mov Cap -2 Maneuver - Stage 1 326 345 354 401 Stage 1 Stage 2 629 349 460 339 Stage 2 Approach SELM Approach SB NB HCM Control Delay, s 51.5 0 0.3 HCM Control Delay, s 1.1 HCM LOS F A HCM LOS Minor Lane/MajorMvmt NBL NBT NBR EBLn1 WBLn1 SBL SBT SBR Minor Lane/MajorMvmt Capacity(veh/h) 917 148 791 HCM Lane V/C Ratio 0.028 0.5 0.107 HCM Control Delay (s) 9 51.5 0 10.1 HCM Lane LOS A F A B HCM 95th %tile Q(veh) 0.1 2.4 - 0.4 7/8/2014 Synchro 8 Report CM Page 1 7/8/2014 Synchro 8 Report CM Page 2 3: Site Driveway 2 & E Sandy Lake Rd Projected Background plus Site Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh 0 Movemen? EBI EBT EBR wBL wBT NBL Vol, veh/h Vol, veh/h 0 491 185 0 901 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Stop Stop RT Channelized - - None - None - None Storage Length 0 Veh in Median Storage, # 0 - - - 0 Veh in Median Storage, # - 0 - - 0 1 - Grade, % - 0 58 94 0 0 - Peak Hour Factor 50 83 52 92 81 92 33 Heavy Vehicles, % 2 2 2 2 2 2 2 Mvmt Flow 0 592 356 0 1112 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 1112 0 0 947 0 1325 474 Stage 1 - - - - - 769 - Stage 2 - - 556 - CriticalHdwy 6.44 4.14 6.84 6.94 Critical H dwy Stg 1 - - 5.84 - Critical HdwyStg 2 - - 5.84 - Follow-up Hdwy 2.52 2.22 3.52 3.32 Pot Cap -1 Maneuver 281 721 147 537 Stage 1 - - 418 - Stage 2 - - 538 - Platoon blocked, Mov Cap -1 Maneuver 281 721 147 537 Mov Cap -2 Maneuver - - 280 - Stage 1 418 Stage 2 538 Approach EB wB we HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/MajorMvmt NBLn1 EBI EBT EBR wBL wBT Capacity (veh/h) 281 721 HCM Lane V/C Ratio - - HCM Control Delay (s) 0 0 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) - 0 0 7/8/2014 Synchro 8 Report CM Page 3 4: Site Driveway 3 & E Sandy Lake Rd Projected Background plus Site Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh 637.1 Movement EBT EBR wBL wBT NBL 1022 Vol, veh/h 516 1 7 578 307 144 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Stage 1 - 85 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 650 - 0 0 - Peak Hour Factor 75 25 58 94 29 35 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 688 4 12 615 1059 411 Major/Minor Major1 Major2 Minor1 EBT EBR wBL wBT Conflicting Flow All 0 0 692 0 1022 346 Stage 1 - - - - 690 - Stage 2 - 332 - CriticalHdwy 4.14 6.84 6.94 Critical Hdwy Stg 1 - 5.84 - Critical Hdwy Stg 2 - 5.84 - Follow-up Hdwy 2.22 3.52 3.32 Pot Cap -1 Maneuver 899 - 232 650 Stage 1 - _ 459 - Stage 2 - _ 699 - Platoon blocked, Mov Cap -1 Maneuver 899 -229 650 Mov Cap -2 Maneuver - -229 - Stage 1 -459 Stage 2 -690 Approach EB wB NB HCM Control Delay, s 0 0.2 $1208.7 HCM LOS F Minor Lane/MajorMvmt NBLn1 NBLn2 EBT EBR wBL wBT Capacity(veh/h) 229 650 899 HCM Lane V/C Ratio 4.623 0.633 0.013 HCM Control Delay (s) $1670.8 19.6 9.1 HCM Lane LOS I F C A HCM 95th %tile Q(veh) 107.4 4.5 0 Notes = -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 7/8/2014 Synchro 8 Report CM Page 4 5: Site Driveway 4 & E Sandy Lake Rd Projected Background plus Site Universal Academy TIA Timing Plan: PM Intersection OWL— Int Delay, s/veh 0.1 6: N MacArthur Blvd & Bus Driveway Projected Background plus Site Universal Academy TIA Timing Plan: PM Intersection Int Delay, s/veh 0.3 Movemen# EBT EBR wBL wBT NBL Movement wBL NEENEE@W@W NBT NBR SBL SBT Vol, veh/h 608 13 0 605 0 4 Vol, veh/h 0 20 886 0 0 671 Conflicting Peds, #/hr 0 0 0 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None RT Channelized - None - None - None Storage Length - - 0 Storage Length - 0 - Veh in Median Storage, # 0 - - 0 0 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 0 0 - Grade, % 0 - 0 0 Peak Hour Factor 70 30 92 94 92 50 Peak Hour Factor 92 50 89 92 92 84 Heavy Vehicles, % 2 2 2 2 2 2 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 869 43 0 644 0 8 Mvmt Flow 0 40 996 0 0 799 Major/Minor Major1 Major2 Minor1 Major/Minor Minor1 Major2 Conflicting Flow All 0 0 912 0 1212 456 Conflicting Flow All 1395 498 0 0 996 0 Stage 1 - - - - 890 - Stage 1 996 - - - - - Stage 2 - 322 - Stage 2 399 - - CriticalHdwy 4.14 6.84 6.94 Critical Hdwy 6.84 6.94 4.14 Critical H dwy Stg 1 - 5.84 - Critical H dwy Stg 1 5.84 - - Critical Hdwy Stg 2 - 5.84 - Critical Hdwy Stg 2 5.84 - - Follow-up Hdwy 2.22 3.52 3.32 Follow-up Hdwy 3.52 3.32 2.22 Pot Cap -1 Maneuver 743 175 551 Pot Cap -1 Maneuver 132 518 690 Stage 1 - 361 - Stage 1 318 - - Stage 2 - 707 - Stage 2 647 - - Platoon blocked, % Platoon blocked, Mov Cap -1 Maneuver 743 175 551 Mov Cap -1 Maneuver 132 518 690 Mov Cap -2 Maneuver - 175 - Mov Cap -2 Maneuver 132 - - Stage 1 361 Stage 1 318 Stage 2 707 Stage 2 647 Approach EB wB Approach wB NB HCM Control Delay, s 0 0 11.6 HCM Control Delay, s 12.5 0 0 HCM LOS B HCM LOS B Minor Lane/MajorMvmt NBLn1 EBT EBR wBL wBT Minor Lane/MajorMvmt NBT NBR wBLn1 SBL SBT Capacity(veh/h) 551 743 Capacity(veh/h) 518 690 HCM Lane V/C Ratio 0.015 - HCM Lane V/C Ratio 0.077 - HCM Control Delay (s) 11.6 0 HCM Control Delay (s) 12.5 0 HCM Lane LOS B A HCM Lane LOS B A HCM 95th %tile Q(veh) 0 0 HCM 95th %tile Q(veh) 0.2 0 7/8/2014 Synchro 8 Report CM Page 5 7/8/2014 Synchro 8 Report CM Page 6 CITY OF COPPELL PLANNING DEPARTMENT STAFF REPORT Case No.: PD -209R5 -C, TownOaks Centre (Zoes Kitchen) P&Z HEARING DATE: July 17, 2014 C.C. HEARING DATE: August 12, 2014 STAFF REP.: Matthew Steer, City Planner LOCATION: 120 S. Denton Tap Road, Suite 490 SIZE OF AREA: 2.36 acres of property CURRENT ZONING: PD -209R -C (Planned Development -209 -Revised -Commercial) REQUEST: A zoning change request to PD -209R5 -C (Planned Development -209 -Revision 5 - Commercial), to allow the re -occupancy of an existing vacant restaurant building and allowing for outdoor seating, facade revisions, awning colors and sign variances. APPLICANT: Owner: Applicant: Alen Hinckley Matthew Wells Coppell Village, LTD. Zoes Kitchen 12201 Merit Drive, Suite 170 5700 Granite Parkway, Ste. 455 Dallas, Texas 75251 Plano, Texas 75024 (972) 991-4600 (205) 414-9920 Email: Alengyorkshire-us.com matthewwells(c-zoeskitchen.com HISTORY: This property was originally platted into four lots in 1984. Lot 1 was platted for a restaurant pad site, Lots 2 and 4 for "strip" retail and Lot 3 for a Minyard's grocery store. In March of that year, the Board of Adjustment granted a variance to the then required ten -foot front yard, decreasing the landscape setback to seven feet. The applicant contended that they had already drawn the plans, etc, prior to the adoption of the ordinance requiring ten feet of landscaping and that providing the ten feet would create a hardship (current ordinances would require a minimum of 15 feet of landscaping along street rights-of-way). Lot 1 has a long zoning/occupancy history. The building was constructed for a restaurant use (Sliders and Blues) in 1992. In 1995, the SUP was amended to ITEM # 7 Page I of 4 permit the patio to be enclosed. To satisfy the parking requirement of this expanded restaurant use, the property owner entered into a parking agreement with the abutting shopping center to allow the use of an additional 14 parking spaces. In 2001, CJ's Clubhouse occupied this restaurant. In April 2003, it was changed to Kelly's until 2007, when Bin555 took over. In January 2005, Council approved placing this entire property under a Planned Development District to allow a revised elevation and variances to the sign ordinance including a 150 -square -foot attached sign for Express Fitness (29% larger than permitted), and two 63 -square feet, externally -lit monument signs with variances to the setback requirements. In April 2008, an additional sign variance was granted through the Planned Development process, allowing a 51.9 -square -foot sign for Tuesday Morning, double the size of what would normally be permitted. In July 2008, Council approved variances to the Zoning Ordinance including: the incorporation of metal standing seam awnings on three facades; two outdoor patio areas encroaching into the required setback areas, a monument sign to be setback ten feet from the property line, and sign variances for the current occupants, Chipotle and Mooyah. In June 2010, Council approved an amendment to this PD to allow covered parking spaces and an enhanced entrance in the rear of the building. In May 2011, Council approved an amendment allowing additional signage for "Sandy Lake Dental and Orthodontics." HISTORIC COMMENT: This property has no known historic significance. TRANSPORTATION: Denton Tap Road is a six -lane divided thoroughfare built to standard within a 120 - foot right-of-way. SURROUNDING LAND USE & ZONING: North —Frost Bank and Tom Thumb shopping center; TC (Town Center) South — Braewood Shopping Center; C (Commercial) East—Braewood West subdivision; SF -7 (Single Family -7) West— McDonalds, Exxon gas station; R (Retail) COMPREHENSIVE PLAN: The Coppell 2030 Comprehensive Master Plan shows this property as suitable for a Mixed Use Community Center. DISCUSSION: This request is to allow for the re -occupancy of the previous Local Diner space in the retail center on the southeast corner of Sandy Lake and Denton Tap. This request includes: ITEM # 7 Page 2 of 4 1. outdoor patio seating on the northwest corner of the building resulting in the parking lot reconfiguration, 2. stucco fagade renovations at each entry, 3. solid orange awnings above each entry, and 4. a striped, cornice board on the north and west facades. The interior lease area is 2,900 square feet and the proposed patio area is 960 square feet, bringing the total area to 3,860 square feet. The parking area is being reconfigured to accommodate the proposed patio seating located under a large Post Oak. Two additional parking spaces are proposed north of the building and three will be lost on the west side. The total parking required is 39 spaces (based on a parking space ratio of 1 space per 100 square feet of total area). Although there is a net loss of one space due to the renovation, the parking inventory provided to staff proves there are 45 parking spaces devoted to this lease space, sufficient to meet this requirement. The proposed hours of operation are 11:00 a.m. to 9:00 p.m. everyday. As mentioned in the History section, there have been numerous exceptions to the Zoning Ordinance in the form of PD Conditions being added to this property, mostly related to signage. The sign ordinance was recently amended to allow 100% logo be allowed where in the past it was limited to 20% of the sign area. Therefore, the "Zoes Kitchen" proposed signage as shown meets the requirement. A committee was formed in 1997 to examine the desired architectural design and image of Coppell. As a result, a report was drafted and the recommendations of which were codified as part of the Zoning Ordinance in 2002. This states that "awnings are limited to canvas, or a lusterless, non-metal material that closely resembles canvas, at least 98 percent of which is a single deep or neutral solid color. The remaining up to two percent, if different, shall be contrasting. Awnings shall not be backlit. Lettering and logos should be limited to a monogram, not exceeding 20 percent of the sign area." To the applicant's credit, they have modified the proposal substantially since the initial submittal presented to the Development Review Committee in an effort to reach a compromise. They have changed the proposed striped vinyl awnings to a solid orange fabric material, modified the proposed cornice board material from vinyl to fabric, have reduced the proposed cornice board width from approximately 7.5 feet wide to 16 inches and have removed the proposed "Simple, Tasty, Fresh" signage from the proposed north awning. Staff is in full support of the inclusion of the patio, reconfiguration of the parking and the facade updates, but still has concerns with potentially setting a precedent for future restaurants claiming their "branding" is more important than meeting the City requirements. However, in the spirit of compromise, staff is recommending allowing the 16 -inch striped cornice boards as proposed, subject to the proposed awning color above the entries being changed from the orange to a "chocolate -brown" neutral color. ITEM # 7 Page 3 of 4 RECOMMENDATION TO THE PLANNING AND ZONING COMMISSION: Staff is recommending APPROVAL of the proposed Planned Development, subject to the following conditions being met: 1. Change the color of the proposed awnings from orange to chocolate brown. 2. Add a PD Condition note to the elevations stating that the proposed 16 -inch multicolored cornice boards are allowed as depicted and include dimensions of the cornice boards and awnings. 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 (11x17) 2. Elevations (11x17) ITEM # 7 Page 4 of 4 0 ¢ z z 0 0 0 z z 0 0 6-AiM Y E� NOTE: ALL NEW LANDSCAPING IN ISLANDS TO COMPLY WITH CITY OF COPPELL PALLET. LANDSCAPING TO CONTAIN INDIAN HAWTHORNE, FEATHER 2 GRASS, & KNOCK OUT ROSES. O z EXISTING SITE PLAN PROPOSED SITE PLAN O ESTIMATED SEATING COUNT o AREA: 2,900 sf. +/- z o SEATS: 106 TABLES: 38 AREA: 960 sf. +/- 0 a SEATS: 62 TABLES: 18 AREA: 3860 sf. +/- SEATS: 168 TABLES:56 HOURS OF OPERATION: MONDAY TO SUNDAY 11:00 AM-9:OOPM BEER & WINE SERVED PARKING REQUIRED: 39 PARKING PROVIDED: 45 DATE'. uE 1i! 14 ORiGINMESCRiPTiON. SITE PLAN I ZOES KITCHEN sta rr � PD 209.R5 COPPELL design. COMMENTS. 12C �,,.j 51 ��: SK.01 I I,t 14 .ire} 1S S .yr. Ch; 11 s � 1 3e, oe�, CdS rL+sign. L=LL(; "L014 14-15 I 06/18/14 rel VARIES -SEE PLAN 1.-0" 2" SELF CLOSING 2" '_ _hl """_"_hl HINGES -hl LATCH TYP TYP NOTES: I. ALL RAILINGS TO BE PAINTED CHARCOAL SATIN POWDER COATED STEEL 2. ALL RAILING SECTIONS TO BE EQUAL CENTERED ON OVERALL RUNS, SECTION TO BE 4-0" MIN, TO 6-0" MAX WHERE POSSIBLE 3 TYPICAL RAILING & GATE ELEVATION s/e -1 0" WIDTH72'-3" ZOES STRIPING: PREFERRED/ORIGINAL: 608 SF CURRENT OPTION: 100SF 2 WEST ELEV, NOTE: CALCULATED SIGN SIZE INCLUDES BACKER PANEL NOTE: ALL AWNINGSTO BE MADE USING A FABRIC MATERIAL. NOTE: ALL BUILDING FACADES TO BE 80% MASONRY TO 20% NON - MASONRY 4 VIEW C NORTH ELEVATION T 1/16"= 1'-0" ORIFINMES4 ORIGIN/DESCCRIPTION. ELEVATIONS, PERSPECTIVES & � I ZOES KITCHENs�rr2 RAILING DETAILS COPPELL design. COMMENTS. 12C I.j 51 1��1: SK.02 - I,t 14 .ire} 1S S .yr. Ch; [� s � 1 nn om CdS rceslea PLLC 2014 14zK015 06/16/14