CP 2016-04-12City Council
City of Coppell, Texas
Meeting Agenda
255 Parkway Boulevard
Coppell, Texas
75019-9478
Council Chambers6:00 PMTuesday, April 12, 2016
KAREN HUNT GARY RODEN
Mayor Mayor Pro Tem
CLIFF LONG NANCY YINGLING
Place 1 Place 5
BRIANNA HINOJOSA-FLORES MARVIN FRANKLIN
Place 2 Place 6
WES MAYS MARK HILL
Place 3 Place 7
CLAY PHILLIPS
City Manager
Notice is hereby given that the City Council of the City of Coppell, Texas will meet in Regular
Called Session at 6:00 p.m. for Executive Session, Work Session will follow immediately
thereafter, and Regular Session will begin at 7:30 p.m., to be held at Town Center, 255 Parkway
Boulevard, Coppell, Texas.
As authorized by Section 551.071(2) of the Texas Government Code, this meeting may be
convened into closed Executive Session for the purpose of seeking confidential legal advice
from the City Attorney on any agenda item listed herein.
The City of Coppell reserves the right to reconvene, recess or realign the Work Session or
called Executive Session or order of business at any time prior to adjournment.
The purpose of the meeting is to consider the following items:
1.Call to Order
2.Executive Session (Closed to the Public) 1st Floor Conference Room
Section 551.087, Texas Government Code - Economic Development Negotiations.
A.Discussion regarding economic development prospects south of Bethel
Road and west of Royal Lane.
B.Discussion regarding economic development prospects north of
Hackberry and east of Belt Line Road.
Page 1 City of Coppell, Texas Printed on 4/8/2016
April 12, 2016City Council Meeting Agenda
C.Discussion regarding economic development prospects north of Sandy
Lake Road and west of Denton Tap Road.
3.Work Session (Open to the Public) 1st Floor Conference Room
A.Discussion regarding SPAN Transportation.
B.Discussion regarding a transition plan for events and activities
resulting from the construction at the Andrew Brown Park System.
C.Discussion regarding the resignation of a CRDC Board Member.
D.Discussion regarding follow up from annual Council Retreat
E.Discussion regarding Agenda items.
SPAN Memo.pdf
SPAN Contract.pdf
SPAN Map.pdf
SPAN, Inc. Policies and Procedures.pdf
Impacts Related to AB Park Redevelopment.pdf
Attachments:
Regular Session
4.Invocation 7:30 p.m.
5.Pledge of Allegiance
6.Proclamations
A.Consider approval of a proclamation recognizing the month of April as
“Monarch Migration Awareness Month” and authorizing the Mayor to
sign.
Proclamation.pdfAttachments:
B.Consider approval of a proclamation recognizing the month of April as
“Driver Distraction Awareness Month” and authorizing the Mayor to sign.
Driver Distraction Awareness Month Proclamation.pdfAttachments:
C.Consider approval of a proclamation naming April 10-16, 2016,
“National Library Week” and authorizing the Mayor to sign.
National Library Week Proclamation 2016.pdfAttachments:
7.Presentations
A.Presentation of the Texas Municipal Library Directors Association
“Achievement of Library Excellence Award” to the William T. Cozby
Public Library.
Staff Memo - 2016TMLDA Award.pdfAttachments:
Page 2 City of Coppell, Texas Printed on 4/8/2016
April 12, 2016City Council Meeting Agenda
8.Board Reports
A.Report by the Library Board.
9.Citizens’ Appearance
10.Consent Agenda
A.Consider approval of the minutes: March 22, 2016.
Minutes.pdfAttachments:
B.Consider approval of an Ordinance for a TEXT AMENDMENT to the
Zoning Ordinance/Chapter 12 - Sec. 12-30-18, Hotel, Motel &
Residence Hotel and Sec. 42-1, Definitions, to revise the development
standards and definitions for these uses and authorizing the Mayor to
sign.
Cover Memo.pdf
Ordinance.pdf
Attachments:
C.Consider approval of an Ordinance for Case No. PD-234R-H,
Wilson-Kirkland-Minyard Addition, Lots 1 & 2, Block A, a zoning change
from PD-234-H & H (Planned Development-234-Historic) and H
(Historic), to PD-234R-H (Planned Development-234 Revised-Historic),
to expand the Planned Development zoning area from 0.265 acres to
0.83 acres to allow the relocation of an 853-square-foot historic home
onto Lot 2, Block A, and the retention of existing structures on property
located at the southeast corner of Bethel Road and South Coppell Road
and authorizing the Mayor to sign.
Cover Memo.pdf
Ordinance.pdf
Exhibit A - Legal Description.pdf
Exhibit B - Site and Landscape Plan.pdf
Exhibit C - Elevations.pdf
Attachments:
End of Consent Agenda
11.PUBLIC HEARING:
Consider approval of CASE NO. PD-237R8-HC, Springhill Suites, a
zoning change request from A (Agriculture) to PD-237R8-HC (Planned
Development-237 Revision 8-Highway Commercial), to attach a Detail
Site Plan for a five-story hotel with accessory uses including a
conference center on 4.0 acres of property located approximately 200
feet east of South Belt Line Road, north of Hackberry Drive.
Page 3 City of Coppell, Texas Printed on 4/8/2016
April 12, 2016City Council Meeting Agenda
Cover Memo.pdf
Staff Report.pdf
Site Plan.pdf
Landscape Plan.pdf
Floor Plan.pdf
Typical Upper Floor Plans.pdf
Elevations - South, East and West.pdf
Elevations - North and Signage.pdf
Elevations - Conference .pdf
Elevations - Hotel Color.pdf
Elevations Conference Center Color.pdf
Attachments:
12.PUBLIC HEARING:
Consider approval of CASE NO. PD-205R2R-HC, Vista Ridge Addition,
Lot 6, Block D (The Plaza), a zoning change request from
PD-205R2-HC (Planned Development-205 Revision 2-Highway
Commercial) to PD-205R2R-HC (Planned Development-205 Revision 2
Revised-Highway Commercial), to amend the Planned Development to
attach a Detail Site Plan to allow a 6,484-square-foot medical building
on 1.56 acres of property located at the northwest corner of S.H. 121
and Plaza Blvd.
Cover Memo.pdf
Staff Report.pdf
Site Plan.pdf
Landscape Plan.PDF
Elevations.pdf
Attachments:
13.Consider approval of entering into a contract with Halff & Associates for
a flood study along Denton Creek; in the amount of $282,000.00; as
provided for in the Municipal Drainage Utility District (DUD) fund; and
authorizing the City Manager to sign any necessary documents.
Storm Water Management Memo.pdf
Storm Water Study Exhibit 1.pdf
Storm Water Study Exhibit 2.pdf
Phase 1 Proposal - Denton Creek.pdf
Attachments:
14.Consider approval of award of a bid and enter into a contract with
Insituform Technologies, LLC, for the Wagon Wheel Park storm drain
system rehabilitation, in the amount of $505,923.71 utilizing BuyBoard
Contract #462-14; and authorizing the City Manager to sign the
necessary documents.
Page 4 City of Coppell, Texas Printed on 4/8/2016
April 12, 2016City Council Meeting Agenda
Memo.pdf
Proposal.pdf
Wagon Wheel Phase 1 exhibit.pdf
Attachments:
15.Consider approval of award of a bid and enter into a contract with
Nortex Concrete Lift and Stabilization, Inc., to raise and underseal the
concrete pavement at the Wagon Wheel Park, in the amount of
$100,000.00 through an interlocal cooperative purchase agreement with
the City of Grand Prairie; and authorizing the City manager to sign the
necessary documents.
Memo.pdf
NORTEX Quote.pdf
Attachments:
16.Consider approval to accept recommendations to the Bicycle and
Pedestrian Master Plan.
Memo.pdf
Bicycle and Pedestrian Master Plan.pdf
Attachments:
17.City Manager Reports - Project Updates and Future Agendas
18.Mayor and Council Reports
Report by Mayor Hunt regarding upcoming events.
19.Public Service Announcements concerning items of community interest with no
Council action or deliberation permitted.
20.Necessary Action from Executive Session
Adjournment
__________________________________
Karen Selbo Hunt, Mayor
CERTIFICATE
I certify that the above Notice of Meeting was posted on the bulletin board at the City Hall of
the City of Coppell, Texas on this ________th day of ______________, 20_______, at
_______________.
________________________________________
Jean Dwinnell, Deputy City Secretary
Page 5 City of Coppell, Texas Printed on 4/8/2016
April 12, 2016City Council Meeting Agenda
PUBLIC NOTICE - STATEMENT FOR ADA COMPLIANCE AND OPEN CARRY LEGISLATION
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 makes requests for these services
forty-eight (48) hours ahead of the scheduled program, service, and/or meeting. To make
arrangements, contact Vivyon V. Bowman, ADA Coordinator or other designated official at
(972) 462-0022, or (TDD 1-800-RELAY, TX 1-800-735-2989).
Pursuant to Section 30.06, Penal Code (trespass by license holder with a concealed handgun),
a person licensed under Subchapter H, Chapter 411, Government Code (handgun licensing
law), may not enter this property with a concealed handgun.
Pursuant to Section 30.07, Penal Code (trespass by license holder with an openly carried
handgun), a person licensed under Subchapter H, Chapter 411, Government Code (handgun
licensing law), may not enter this property with a handgun that is carried openly.
Page 6 City of Coppell, Texas Printed on 4/8/2016
Master
City of Coppell, Texas 255 Parkway Boulevard
Coppell, Texas
75019-9478
File Number: 2016-2707
File ID: Type: Status: 2016-2707 Agenda Item Agenda Ready
1Version: Reference: In Control: Administration
03/24/2016File Created:
Final Action: exec session - s. of bethel, w. or royalFile Name:
Title: Discussion regarding economic development prospects south of Bethel Road
and west of Royal Lane.
Notes:
Agenda Date: 04/12/2016
Agenda Number: A.
Sponsors: Enactment Date:
Attachments: Enactment Number:
Hearing Date: Contact:
Effective Date: Drafter:
History of Legislative File
Action: Result: Return
Date:
Due Date: Sent To: Date: Acting Body: Ver-
sion:
1 04/12/2016City Council
Discussed under Executive Session Action Text:
Text of Legislative File 2016-2707
Title
Discussion regarding economic development prospects south of Bethel Road and west of
Royal Lane.
Summary
Fiscal Impact:
[Enter Fiscal Impact Statement Here]
Staff Recommendation:
Page 1City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2707)
[Enter Staff Recommendation Here]
Goal Icon:
Business Prosperity
Page 2City of Coppell, Texas Printed on 12/21/2017
Master
City of Coppell, Texas 255 Parkway Boulevard
Coppell, Texas
75019-9478
File Number: 2016-2715
File ID: Type: Status: 2016-2715 Agenda Item Agenda Ready
1Version: Reference: In Control: Administration
03/30/2016File Created:
Final Action: exec session - n. of hackberry, e. of belt lineFile Name:
Title: Discussion regarding economic development prospects north of Hackberry
and east of Belt Line Road.
Notes:
Agenda Date: 04/12/2016
Agenda Number: B.
Sponsors: Enactment Date:
Attachments: Enactment Number:
Hearing Date: Contact:
Effective Date: Drafter:
History of Legislative File
Action: Result: Return
Date:
Due Date: Sent To: Date: Acting Body: Ver-
sion:
1 04/12/2016City Council
Discussed under Executive Session Action Text:
Text of Legislative File 2016-2715
Title
Discussion regarding economic development prospects north of Hackberry and east of Belt
Line Road.
Summary
Fiscal Impact:
[Enter Fiscal Impact Statement Here]
Staff Recommendation:
Page 1City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2715)
[Enter Staff Recommendation Here]
Goal Icon:
Business Prosperity
Page 2City of Coppell, Texas Printed on 12/21/2017
Master
City of Coppell, Texas 255 Parkway Boulevard
Coppell, Texas
75019-9478
File Number: 2016-2723
File ID: Type: Status: 2016-2723 Agenda Item Agenda Ready
1Version: Reference: In Control: Administration
04/02/2016File Created:
Final Action: exec - n. of sandy lake, w. of denton tapFile Name:
Title: Discussion regarding economic development prospects north of Sandy Lake
Road and west of Denton Tap Road.
Notes:
Agenda Date: 04/12/2016
Agenda Number: C.
Sponsors: Enactment Date:
Attachments: Enactment Number:
Hearing Date: Contact:
Effective Date: Drafter:
History of Legislative File
Action: Result: Return
Date:
Due Date: Sent To: Date: Acting Body: Ver-
sion:
1 04/12/2016City Council
Discussed under Executive Session Action Text:
Text of Legislative File 2016-2723
Title
Discussion regarding economic development prospects north of Sandy Lake Road and west of
Denton Tap Road.
Summary
Fiscal Impact:
[Enter Fiscal Impact Statement Here]
Staff Recommendation:
Page 1City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2723)
[Enter Staff Recommendation Here]
Goal Icon:
Business Prosperity
Page 2City of Coppell, Texas Printed on 12/21/2017
Master
City of Coppell, Texas 255 Parkway Boulevard
Coppell, Texas
75019-9478
File Number: 2016-2737
File ID: Type: Status: 2016-2737 Agenda Item Agenda Ready
1Version: Reference: In Control: City Council
04/05/2016File Created:
Final Action: Worksession ItemsFile Name:
Title: A.Discussion regarding SPAN Transportation.
B.Discussion regarding a transition plan for events and activities resulting
from the construction at the Andrew Brown Park System.
C.Discussion regarding the resignation of a CRDC Board Member.
D.Discussion regarding follow up from annual Council Retreat
E.Discussion regarding Agenda items.
Notes:
Agenda Date: 04/12/2016
Agenda Number:
Sponsors: Enactment Date:
SPAN Memo.pdf, SPAN Contract.pdf, SPAN Map.pdf,
SPAN, Inc. Policies and Procedures.pdf, Impacts
Related to AB Park Redevelopment.pdf
Attachments: Enactment Number:
Hearing Date: Contact:
Effective Date: Drafter:
History of Legislative File
Action: Result: Return
Date:
Due Date: Sent To: Date: Acting Body: Ver-
sion:
1 04/12/2016City Council
Presented in Work Session Action Text:
Text of Legislative File 2016-2737
Title
A.Discussion regarding SPAN Transportation.
B.Discussion regarding a transition plan for events and activities resulting from the
construction at the Andrew Brown Park System.
C.Discussion regarding the resignation of a CRDC Board Member.
D.Discussion regarding follow up from annual Council Retreat
E.Discussion regarding Agenda items.
Page 1City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2737)
Summary
Fiscal Impact:
[Enter Fiscal Impact Statement Here]
Staff Recommendation:
[Enter Staff Recommendation Here]
Goal Icon:
Sustainable City Government
Business Prosperity
Community Wellness and Enrichment
Sense of Community
Special Place to Live
Page 2City of Coppell, Texas Printed on 12/21/2017
THE •CITY •OF
MEMORANDUM
To: Mayor and City Council
From: Mario Canizares , Deputy City Manager
Date: April 12 , 2916
Reference: Presentation Regarding SPAN Contract for Services for Senior and Para Transit
2030: Community Wellness & Enrichment
Introduction:
As mentioned in previous meetings with City Council, city staff has been working on the issue of
potentially incorporating Senior and Para Transit into the community since late 2013. There have
been multiple meetings and conversations with Coppell citizens, staff from the NCTCOG,
presentations at City Council work sessions , public input meetings , and a citizen survey.
Based on all the input received from the various stakeholders within our community, a draft
agreement between SPAN and the City of Coppell is being presented at the April 12 City Council
work session for discussion. The intended plan is to incorporate any feedback from City Council into
the agreement , have the City Attorney review the documents, work with SPAN on any final details ,
and then seek City Council action at the April 26 meeting. The SPAN Board of Directors will need
to consider the agreements and both Coppell and SPAN can begin marketing and educating the
community about the new service. It is anticipated that the service will begin in June 2016 .
Analysis:
The following items are highlighted in the SPAN contract for service and the transportation policy
and procedures.
• Cost: $2.50 for seniors (60 and older) and those with documented disabilities
• Hours/Days of Operation: Monday-Friday ; 7 :00 a.m .-6:00p.m.; and nine holidays when
service is not operational.
• Scheduled calls: one day in advance but no more than two weeks in advance between the
hours of8 :00 a.m .-2:00p.m.
• Door-to-door pickup with assistance of boarding and exiting the vehicle
• Costs to Coppell will be in billed in monthly increments in arrears of the service usage
• Service Area map is included in Exhibit "A" which includes all of Coppell and surrounding
areas in close proximity to the Coppell city limits.
Legal Review, Fiscal Impact, and Recommendation:
There is no legal review , fiscal impact, or recommendation required at this time.
STATEOFTEXAS §
COUNTY OF DENTON §
CONTRACT FOR SERVICES
THIS SERVICE AGREEMENT ("Agreement") is entered into by and between the City of Coppell,
Texas, acting by and through its duly authorized City Manager (hereinafter referred to as "CITY") and
SPAN, Inc., (hereinafter referred to as "SPAN"), a Texas 50 1 (c) ( 3) non-profit corporation with offices
in Denton County, Texas, acting by and through its duly authorized Executive Director.
WHEREAS,
WHEREAS,
WHEREAS,
WHEREAS,
WHEREAS,
WHEREAS,
WHEREAS,
WHEREAS,
SPAN enables people to live as fully and independently as possible by providing nutrition,
transportation and social services to older persons, persons with disabilities, veterans,
and the general public; and
the success of or failure of the SPAN's purposes and objectives has a direct impact
on the health and welfare ofthe citizens ofthe City; and
the City is charged with the responsibility of promoting and preserving the health,
safety, peace, good government, and welfare of its citizens; and
SPAN transportation services were developed to provide safe and efficient
transportation to the general public, seniors, persons with special needs, veterans
and as otherwise defined by agreements into which SPAN may enter from time to
time; and
The CITY and SPAN desire to enter into this Agreement whereby SPAN will provide
demand response transit service for citizens residing in Coppell (hereafter referred to
collectively as "Riders"); and
Riders in CITY are taken anywhere in the SPAN/CITY defined transit service
destination area shown on Exhibit "A" hereto, at a cost to the Riders of $5.00 per
one -way ride for general public and $2 .50 for seniors (age 60 and older) and people
with documented disabilities; and
Riders may call in at least one (1) day in advance, but no more than two (2) weeks in
advance, to set up appointments for pick-up and drop off by calling SPAN'S
Transportation Office at 940 -382-1900 weekdays between the hours of 8:00a.m . and
2:00p.m.; and
Demand response transit service is available between the hours of 7:00 a.m. and 6:00
p.m. Monday through Friday excluding major holidays and subject to capacity
constraints .
Page 1 of 5
NOW, THEREFORE, THE CITY AND SPAN DO HEREBY COVENANT AND AGREE AS FOLLOWS:
1. Recitals
The foregoing recitals are found to be true and correct, are fully incorporated into the body of
this Agreement and made a part hereof by reference just as though they are set out in their
entirety.
2. Scope of Transportation Services
SPAN shall provide door-to-door demand response transit services to Riders in accordance with
this Agreement and SPAN 's "Transportation Policy and Procedures" which are attached hereto
as Exhibit "B" and incorporated herein by reference as though it were set out in its entirety
("Policy"). In the event of conflict between this Agreement and the Policy, this Agreement shall
control. In performing services under this Agreement, the relationship between the CITY and
SPAN is that of an independent contractor. No term or provision of this Agreement or act of
SPAN in the performance of this Agreement shall be construed as making SPAN the agent,
servant, or employee of the CITY .
3. SPAN Transportation Operations
a. SPAN shall provide all equipment, facilities, qualified employees, training, and insurance
necessary to establish a demand response transit service for the CITY's Riders. SPAN shall further
establish, operate, and maintain an accounting system for this program that will allow for a
tracking of services provided to Riders and a review of the financial status of the program. SPAN
shall also track and break down the information regarding the number of one-way trips it
provides to Riders.
b. The CITY shall have the right to review the activities and financial records kept incident to the
services provided to the CITY's Riders by SPAN. In addition, SPAN shall provide monthly
ridership information to the City Manager or his/her designee specifically identifying the
number of Rider trips including rider origination, destination, and purpose.
c. SPAN will be responsible for verifying and documenting the eligibility of Riders . SPAN reserves
the right to determine on an individual basis whether SPAN has the capability to safely transport
a passenger. In the event that safety is compromised, SPAN may decline transportation for this
person and must document the reason why service was declined.
4. Payment
CITY agrees to pay a reasonable fee for demand response transit service provided to Riders .
Such fee for the period of June 1,2016 , through September 30, 2016, will be a cumulative
amount not to exceed Twenty Five Thousand Dollars ($25,000) for up to a total of One
Thousand Seven Hundred Fifty Eight (1,758) one-way trips for Riders, invoiced to CITY on a
monthly basis at a price per one-way trip of Fourteen Dollars and Twenty Two Cents ($14 .22).
The number of one-way trips shall be limited to a maximum of Four hundred Forty (440) one-
way trips per month at a price of Fourteen Dollars and Twenty Two Cents ($14.22) per one-
Page 2 of 5
way trip payable by the CITY.
If fewer tha n Four Hund red Forty (440) one -way trips ar e used in any given month the unused
one -way trips from that month will accrue and be available for use during the immediately
following month. If u nused during the immedi at e ly following month, the accr ued trips shall
continue to r oll forward on a monthly basi s un t il the conclusion of the Term of t his Agreemen t.
5. I ndemnification
SPAN as~umes all liability and responsibility for and agrees to fully indemnify, hold harmless
and defend the CITY, and its officials, officers, agents, servants and employees from and
against any and all claims, damages, losses and expenses, including but not limited to
attorney's fees, for injury to or death of a person or damage to property, arising out of
or in connection w ith, directly or indirectly, the performance, attempted performance or
nonperformance of the services described h ereunder or in any way resu lt i ng from or
arising out of the management, supervision, and operation ofthe program and activities
of SPAN . In the event of joint and concurring responsibility of SPAN and the CITY,
responsibility and indemnity, if any, shall be apportioned comparative ly in accordance
with Texas Law, without waivi ng any defense of either party under Texas Law. The
provis i ons of this paragraph are so le ly for the benefit of the parties hereto and are not
intended to create or grant any rights, contractual or otherwise, to any o ther person or
entity.
6. Insurance
SPAN shall obtain public liability insurance of the types and in the amounts set forth below from
an insurance carrier or underwriter licensed to do business in the State of Texas and
acceptable to the CITY. SPAN shall furnish CITY with certificates of insurance or copies ofthe
policies, evidencing the required insurance on or before the beginning date of this Agreement .
SPAN agrees to submit new certificates or polices to CITY on before the expiration date of
the previous certificates or policies . The insurance shall be the following types in
amounts not less than indicated:
a. Comprehensive General (Pub l ic) Liability Insurance or its equivalent including minimum
coverage limits of $1,000,000 per occurrence combined single limit for bodily injury and
property damage.
b. Automobile Liability Insurance including minimum coverage limits of $1,000,000 per combined
single limit for bodily injury and property damage.
c. On all insurance required, SPAN shall require insurance providers to:
Name the CITY, and its officials, officers and employees, as additional insureds and provide
thirty (30) days written notice to CITY of any material change to or cancellation of the insurance.
Page 3 of 5
7. Assignment and Delegation
Neither party shall assign or delegate the rights or obligations under this Agreement without the prior
written consent of the other party .
8. Severability
In the event any provision of this Agreement shall be determined by any court of competent jurisdiction
to be invalid or unenforceable, the Agreement shall , to the extent reasonably possible, remain in full
force and effect as to the balance of its provisions and shall be construed as if such invalid provision
were not a part hereof.
9. Mediation
In the event of any dispute regarding this Agreement or the terms contained herein, the parties hereto
agree that they shall submit such dispute to non-binding mediation .
10. Term of Agreement
The term of this Agreement shall be from June 1, 2016 through September 30, 2016 . Either party may
modify this Agreement by submitting, in writing, the proposed amendment to be considered and
executed by both parties . This Agreement may be terminated with or without cause by either party by
giving thirty (30) days written notice to the other party oftheir intent to terminate the Agreement. In
the event the CITY terminates without cause, SPAN shall be entitled to receive just and equitable
compensation for any satisfactory work completed in accordance with this Agreement and prior to the
termination.
11. Applicable law Venue
This Agreement shall be governed by, construed, and enforced in accordance with the laws of the State
of Texas, and venue for any claim or cause of action shall lie exclusively in Denton County, Texas or
the Federal courts having jurisdiction over claims arising in Denton County, Texas.
12. Attorney's Fees and Costs
In the event it becomes necessary to take legal action to enforce the terms of this Agreement, the
prevailing party in such action shall be entitled to recover attorney's fees and costs of cowrt from the
non-prevailing party .
Page 4 of 5
IN WITNESS WHEREOF the CITY of Coppell and Span, Inc . have executed this Agreement on this the
___ day of May, 2016.
SPAN, INC:
Deborah Robertson , Executive Director
City of Coppell
Clay Phillips, City Manager
ATTEST:
Christel Pettinos, City Secretary
Page 5 of 5
EXHIBIT A: SERVICE AREA
Span will provide service to destinations in Coppell throughout City limits and to the
following limited destinations outside of Coppell : City residents may be transported as
far south as Las Colinas Medical Center, westward to Grapevine Mills Mall, bounded by
1-35 on the eastern corridor and as far north as Vista Ridge Mall in Lewisville.
Please see the attached highlighted Service Area Map for reference .
N A Not To sca7e SPAN Boundary Cre81ed: Aprll201t bySconUtt. Color Photo D••: NrA SPAN BOUNDARY MAP c6fri:i{ ·~~~ ~;~:-· C"'ated In ArcGIS
SPAN, INC. TRANSPORTATION POLICY AND PROCEDURES
SPAN Transit is the designated rural public transportation provider for Denton County, Texas.
SPAN Transit's mission is to provide a continuing, cooperative, and comprehensive rural
transportation plan to meet the mobility needs of Denton County residents. It is the policy of
SPAN that no person shall on the grounds of race, color, national origin, sex, age, disability, or
income status be excluded from participation in, be denied the benefits of, or be otherwise
subjected to discrimination or retaliation under any program or activity administered by SPAN.
Information in these policies and procedures includes the following :
I. Description of SPAN Transit Services
II. Application Process
Ill. Disability Certification
IV. How to Schedule a Trip
V. SPAN Transit Fares
VI. Aides, Companions and Animals
VII. Wait Time, No Shows and Trip Cancellations
VIII. Mobility Devices
IX. Seatbelts and Restraints
X. Passenger Behavior
XI. Termination of Services
XII. Grievance and Appeal Procedures
XIII. Title VI Complaints
XIV. Definitions
XV. Frequently Asked Questions
For additional information, please call 940-382-1900 or metro 940-243-8556.
I. Description of SPAN Transit Services
Service is provided to individuals residing inside SPAN's service area as shown on the Service
Area Map attached, and will transport these residents to any location in Denton County . SPAN
will also assist travelers to destinations outside of Denton County by coordinating with other
transportation providers (i.e. DART, the T) whenever possible. (Out-of-county trips may require
transfer to another bus or rail service .)
SPAN transportation service is provided by lift equipped vehicles. Operators are available to
provide some assistance upon request. Operators are not trained to provide medical
assistance.
-1 -
1800 Malone Street , Denton , Texas 76201 Phone : 940-382-1900 Metro : 940-243-8556
United way of
Denton County, Inc.
Assistance includes:
• The operator will assist passenger from the door of a residence or pick-up location to
the vehicle if needed.
• The operator will attempt to notify passengers of arrival.
• The operator will assist passengers in boarding and exiting the vehicle.
• The operator will deliver the passenger to the door of his/her destination .
Assistance DOES NOT include:
• Assistance getting in or out of a wheelchair .
• Assistance in getting ready for the trip.
• Administering medication or oxygen .
• Assisting passengers in wheelchairs up or down stairs.
• Assisting passengers on ramps deemed unsafe.
• Assisting in carrying personal belongings or purchases.
SPAN IS NOT AN EMERGENCY MEDICAL TRANSPORTATION SERVICE.
PLEASE NOTE THAT SPAN INC. POLICY DOES NOT ALLOW AN OPERATOR TO LOSE
VISUAL CONTACT WITH THE AGENCY VEHICLE AT ANY TIME, FOR ANY REASON.
Service Hours
Trips can be scheduled for pick-up as early as 6:00 a .m . and drop off as late as 6:00 p .m .,
Monday through Friday . Currently, there is no weekend service. Service is provided throughout
the year, except for the following observed holidays:
•
•
•
•
New Year's Day
Martin Luther King Day
Memorial Day
Independence Day
II. APPLICATION
•
•
•
•
•
Labor Day-
Thanksgiving Day
Day after Thanksgiving
Christmas Eve
Christmas Day
In order to use SPAN Transit, passengers must complete and submit an application. Applications
can be obtained by calling the SPAN Dispatch Office at (940) 382-1900. Upon receipt of
completed applications, please allow a maximum of 21 days to process applications. SPAN will
begin processing properly completed applications immediately upon receipt. Only completed ,
signed applications will be considered for review. Once the application is fully completed , the
signed original should be dropped off, mailed or faxed to:
SPAN
1800 Malone
Denton , TX 76201
SPAN , INC.
940-383-8433 (fax)
-2 -
TRANSPORTATION POLICY AND PROCEDURES 6/2013
Upon completion of review, Applicants will receive written notice via U.S. mail and may begin
scheduling trips.
Reapplication Process
Passengers will need to reapply every three years from the date they are initially approved.
Reapplication ensures that SPAN 's files are accurate and contain up-to-date information . SPAN
will notify passengers when they are due for reapplication.
Ill. DISABILITY CERTIFICATION
People with disabilities that meet regulatory criteria are entitled to reduced fares. In addition to
the regular application, applicants must submit a properly completed Certification Form. Both
documents must be received and reviewed to begin the application process to qualify for
reduced-fare trips due to disability.
A licensed physician or certified human services professional familiar with the applicant's
condition must sign the Certification Form verifying the disability and the applicant's functional
limitations if applying for reduced-fare based upon disability. It is recommended that the
Certification Form and Application be submitted at the same time in order to prevent delay of the
application review . Examples of licensed or certified human service professionals include:
Medical Doctor , Psychiatrist , Psychologist, Social Worker, Rehabilitation Professional ,
Physical/Occupational Therapist , Physician 's Assistant, Nurse Practitioner, Registered Nurse .
Once all documentation is received, SPAN personnel will evaluate it and request , if necessary ,
any additional relevant information about the applicant's functional limitations related to
transportation . The applicant will be notified in writing of eligibility upon determination .
Notice of Eligibility Determination
An applicant that is determined to be eligible for reduced-fare service due to disability will be
mailed (to the address printed on the application) documentation of eligibility . The document
will include the name of the eligible individual , the phone number of the SPAN dispatch office ,
an expiration date for eligibility, and any conditions or limitation on the individual's eligibility
including the use of a personal care attendant. If the determination is that the person is not
eligible , the written notification will state the specific reason(s) for the finding. All applicants have
the right to appeal the initial determination of eligibility (see Grievance and Appeal
Procedures).SPAN employees and SPAN Board of Directors will strive to maintain an
accommodation process that is cooperative rather than adversarial in nature , attempt to fulfill
disability eligibility requests when possible and will document any and all attempts at reasonable
accommodations .
Recertification Process
Passengers w ith disabilities will need to recertify the ir eligibility every three years from the date
they are initially approved . Re -certification is done to ensure that circumstances have not
changed which would invalidate a passenger's eligibility. Recertification also ensures that
SPAN 's files are accurate and contain up -to -date information . SPAN reserves the right to re-
certify eligibility at any time . SPAN will notify passengers when they are due for recertification .
-3 -
SPAN , INC. TRANSPORTATION POLICY AND PROCEDURES 6/2013
IV. HOW TO SCHEDULE A TRIP
Trip Requests
1. Requests for service can be made from 8 :00AM until 2:00 PM , Monday through Friday
by calling (940)-382-1900 or Metro (940)-243 -8556 .
2. At the time of scheduling your reservation you will need to provide SPAN with your name ,
addresses of the pick-up/drop off points and the pick-up/drop off times . Please note that
all schedule requests can be made as early as 14 days prior or as late as 1 day prior to
the day of service .
3 . Same day call-ins , including unscheduled requests or will-calls for return trips , will not be
accepted . Bus drivers are not able to make unscheduled stops while in-route.
Scheduling
1. SPAN Transit is a shared ride , public transportation service. As such , we will attempt to
schedule your pick-up time as close to your requested time as possible . Once our
schedule is completed the day before your trip , you must call us between 5:00 p.m.
and 5:30 p.m. the day before your trip to obtain your scheduled pick-up time. If the
scheduled time is not acceptable to you, you may cancel your trip. (The trip must be
cancelled by the day before in order to avoid a "late cancellation " or "no show" penalty.
See Failure to Meet the Bus)
2 . Because of traffic and other issues beyond our control , please note the vehicle may arrive
up to 15 minutes before or after your scheduled pick-up time ("30-minute ready time
window "). Once the bus has arrived, the driver will not wait more than 5 minutes for
the scheduled passenger to board the bus.
3. Whenever possible , SPAN Transit will attempt to notify all passengers that the vehicle will
be early or late (beyond the 30-minute window). This will allow the passenger time to
make arrangements if the vehicle is unavoidably detained. If SPAN Transit does not have
a telephone on record or if the number has been changed , we will not be able to notify
the passenger of the change in pick-up time . It is the responsibility of the passenger to
provide accurate and up -to -date contact information to SPAN . Please make sure that we
have a current telephone number and address on file .
4 . Only trips with scheduled pick-up times will be entered on the daily schedules .
5. Subscription service is available to a limited number of passengers that travel to the same
place at the same time every week. If a passenger is afforded a subscription slot , the
passenger will automatically be placed on the schedule for those trips. The passenger
will not be required to schedule each trip separately ; however subscription passengers
are still required to call the day before (between 5 p .m . and 5 :30 p .m.) to get their
scheduled pick-up time for the following day, and must cancel subscription trips to avoid
penalties .
-4 -
SPAN , INC . TRANSPORTATION POLICY AND PROCEDURES 6/2013
V. SPAN TRANSIT FARES
Fare for SPAN Transit is established by the SPAN Board of Directors. The current fares are as
follows:
• General Public -$5.00 per one way trip
• Disabled (requires eligibility certification) -$2 .50 per one way trip
• Senior (aged 60 or older*) -$2.50 per one way trip
*may require verification of age
Without exception, SPAN passengers must pay the bus driver promptly for that leg of the trip
PRIOR to the vehicle's departure . Passengers shall pay the fare in exact change or with a pass.
Bus drivers will not make change. Drivers may not take payment for a subsequent leg of your
trip if that bus will not be providing the trip . A one way trip ("trip leg") is each boarding of the
passenger onto the bus .
Passes
Passes (for senior and disabled fares only) may be purchased in books of 10 (for $25.00) or 20
(for $50.00) by submitting requests by mail or in person at the following location:
SPAN Administrative Office
1800 Malone
Denton, TX 76201
Requests submitted by mail should include the address to which the passes should be mailed
along with appropriate payment in the form of a check or money order. Please do not mail cash.
VI. AIDES, COMPANIONS AND ANIMALS
Aides
An aide is a social services attendant or personal care assistant required to travel with a
passenger. Aides ride for free; the aide must be picked up and dropped off at the same address
as the passenger. Aides will need to be placed onto the schedule and the need for an aide must
be indicated on the certification form in order for the aide to ride for free.
SPAN may require a passenger to supply their own aide . SPAN does not provide aides.
Generally the following conditions warrant an aide :
• Incapable of self-mobility
• Unable to communicate
-5 -
SPAN , INC . TRANSPORTATION POLICY AND PROCEDURES 6/2013
• Unable to handle common activities
• Unable to control his/her own actions
• Unable to remain seated and belted
• Unable to independently transfer from wheelchair
• Children under 15 years of age
• Others as reasonably determined by SPAN's Transportation Manager
Companions
A companion is anyone other than an aide who travels with a disability-certified passenger.
Companions may accompany such passengers on a trip . A companion will be charged a fare
comparable to the passenger. A companion must be picked up and dropped off at the same
address as the passenger. An aide does not count as the one companion. Additional
companions may accompany a passenger if space on the vehicle permits. Companions must be
scheduled at the same time you call in to schedule your trip .
Animals
Guide dogs and other service animals are permitted on SPAN vehicles and allowed to
accompany passengers if this need is indicated in the passenger's SPAN file. Other small
animals are also allowed, but must be contained in an approved pet travel kennel and must be
restrained in the kennel throughout the trip . When scheduling a trip, passengers must indicate
that an animal will be accompanying the passenger.
VII. WAIT TIME, NO SHOWS AND TRIP CANCELLATION
Bus drivers will utilize the following guidelines concerning a person's failure to meet the SPAN
vehicle.
Wait Time
SPAN bus drivers will not wait longer than five (5) minutes from the arrival time for passengers
to board the vehicle. If the vehicle arrives within the 30-minute ready window (15 minutes before
to 15 minutes after the scheduled pick-up time), the passenger must board the vehicle within
five minutes of arrival time. Passengers or their associates may not ask the bus driver to delay
this five-minute interval under any circumstances; this is to assure the timely pick-up and
transportation of all SPAN passengers .
No Show
Failure to meet the vehicle within five minutes from the time of arrival will constitute a no-show.
Also if a passenger fails to cancel their trip within 3 hours before the pick-up time it will also be
considered a no -show. A passenger is allowed 2 no-shows per calendar month without penalty.
Late Cancellation
If a passenger cancels their trip on the day of service but does so more than 3 hours before the
pick-up time it will be considered a late cancellation . A passenger is allowed 4 late cancellations
per calendar month without penalty.
Penalties
- 6 -
SPAN , INC . TRANSPORTATION POLICY AND PROCEDURES 6/2013
• Three (3) no-shows in a 30 day period will result in the suspension of services for 1 month .
If the problem continues service can be suspended indefinitely .
• Five (5) Late Cancellations in a 30 day period will result in the suspension of services for
1 month. If the problem continues service can be suspended indefinitely .
• In addition , SPAN may impose reasonable penalties for any passenger that develops a
pattern or practice of missing scheduled trips.
• Subscription riders that face penalties may lose their subscription slot.
VIII. MOBILITY DEVICES
SPAN vehicles , in compliance with the ADA and the Federal Code of Regulations, are designed
to carry passengers utilizing wheelchairs. A wheelchair is defined as a mobility aid belonging to
any class of three or more-wheeled devices , usable indoors , designed for and used by
individuals with mobility impairments , whether operated manually or powered . SPAN vehicles
are not designed to accommodate wheelchairs weighing 600 pounds or more when occupied by
the passenger. Mobility devices that do not meet these criteria are unable to be carried on SPAN
vehicles .
SPAN reserves the right to deny service if carrying the passenger would be inconsistent
with legitimate safety requirements.
IX. SEATBEL TS AND RESTRAINTS
SPAN provides seatbelts for all passengers . Agency policy requires that all passengers utilize
them at all times for their own safety as well as the safety of other passengers . All carry-on
items must be safely restrained during transport . All wheeled mobility devices must be properly
secured at all times the SPAN vehicle is in operation .
X. PASSENGER BEHAVIOR
To assure the safety and comfort of all passengers and the driver, the following activities are
prohibited on all vehicles and persons who engage in these activities may be refused service :
• Smoking
• Eating or drinking
• Playing personal radios unless headphones are used at a volume unable to be heard by
surrounding passengers
• Consuming alcoholic beverages
• Using illegal drugs
• Using obscene or abusive language
• Violent , disruptive or threatening behavior
-7 -
SPAN , INC . TRANSPORTATION POLICY AND PROCEDURES 6/2013
• Shoving , pushing , or behaving in a disorderly manner
• Causing actual or potential damage to the vehicle
SPAN reserves the right to deny service (including removing the passenger from the bus) if the
situation is determined to be unsafe for the passenger, other passengers , the driver or the public.
XI. TERMINATION OF SERVICES
If a passenger does not follow guidelines and procedures involving the use of SPAN Transit ,
services will be terminated as follows :
• If feasible a verbal warning will be given .
• If compliance is not achieved after the verbal warning , the passenger will receive a written
warning in detail concerning the area of non -compliance and possible sanctions .
• If compliance is not achieved after the written warning , the passenger will be notified in
writing that his/her use of all or a portion of SPAN services is terminated , with a statement
of reasons for termination .
SPAN reserves the right to immediately terminate services without prior warning if a passenger
poses a safety risk to himself/herself or any other person.
XII. GRIEVANCE AND APPEAL PROCEDURES
1. Any individual has the option to appeal a suspension , termination or rate eligibility
determination . Appeals must be presented in writing within 60 days . SPAN 's Executive
Director will first hear appeals . If the Executive Director upholds the determination , the
individual may request that the matter be reviewed by a panel of SPAN board members
designated by the SPAN Board Chair .
2 . Once an individual requests an appeal, the SPAN board member panel will review all
material submitted. SPAN service will not be suspended while the SPAN board panel is
considering an appeal unless suspension or termination resulted from behavior that was
determined to pose a risk to the passenger or others.
3 . SPAN will notify the individual , in writing , of the Executive Director's or the board panel 's
ruling on all appeals. This notification will outline the ruling and the reasons for it.
4 . Once the individual has been informed of the board 's ruling , the determination will either
be dismissed or imposed on the next day of service .
5. SPAN requires that all appeals must be made within 60 days of notification of sanctions
or eligibility determination .
6 . All decisions made by the SPAN board panel are considered final.
SPAN Employees and SPAN Board of Directors will strive to maintain an accommodation
process that is cooperative rather than adversarial in nature , attempt to fulfill eligibility requests
when possible and will document any and all attempts at reasonable accommodations .
- 8 -
SPAN , INC . TRANSPORTATION POLICY AND PROCEDURES 6/2013
XIII. TITLE VI COMPLAINTS
A Title VI Complaint may be filed by any individual or individuals who allege they have been
subjected to discrimination or adverse impact under any SPAN program or activity based on
race, religion, color, national origin, sex, age or disability.
SPAN follows the Texas Department of Transportation's Title VI complaint process. Complaint
forms and informational flyers are available from SPAN's Title VI Officer (Executive Director) at
SPAN 's office (940-382-2224) or from TxDOT (www.TxDOT.gov, 1-866-480-2518).
Complaints may be mailed to SPAN's office in Denton or directly to TxDOT's Office of Civil
Rights, 125 E. 11th Street, Austin, TX 78701.
XIV. DEFINITIONS
Aide -An aide is a social services attendant or personal care assistant who accompanies a
passenger to assist the passenger in utilizing SPAN's transportation service.
Companion -A companion is anyone other than an aide who travels with a disability-certified
passenger.
Demand Response Service -Non-fixed-route shared transportation service utilizing vans or
buses with passengers boarding and alighting at pre-arranged times and locations within the
system's service area.
Disability --The Americans with Disabilities Act utilizes a three-pronged definition of disability .
An individual with a disability is any person who:
1. Has a physical or mental impairment that substantially limits one or more major life activities ,
2 . Has a record of such an impairment; or
3. Is regarded as having such an impairment.
An individual must satisfy at least one of the three prongs of the above definition in order to be
considered an individual with a disability.
Mobility Device -A mechanism such as a wheelchair, a walker or a scooter, designed to aid
passengers with mobility impairments . They can be either manually operated or powered.
Late Cancellation -If a passenger cancels their trip on the day of service but does so more
than 3 hours before the pick-up time it will be considered a late cancellation.
No Show-A no-show occurs when a passenger fails to cancel their trip at least 3 hours before
the scheduled pick-up time or board the SPAN vehicle within 5 minutes after it arrives within the
30-minute ready-time window.
-9-
SPAN , INC . TRANSPORTATION POLICY AND PROCEDURES 6/2013
Ready Time Window - A 30 minute window from 15 minutes before to 15 minutes after the
scheduled pick-up time , during which a passenger should be ready for pick-up.
Service Animals -Animals that are individually trained to perform tasks for people with
disabilities , such as guiding people who are blind or who have low vision , alerting people who
are deaf, pulling wheelchairs , alerting a person who is having a seizure or performing other
special tasks . Service animals are working animals , not pets.
Service Area -SPAN serves residents of Denton County that live outside of the
Denton/Lewisville urbanized area (UZA) as indicated on the map attached . SPAN transports
these residents to any location in Denton County . Areas inside the UZA may be served by SPAN
under contract with individual cities or towns .
Subscription Service -An ongoing standing order is entered in SPAN 's schedule for a
passenger travelling to the same place at the same time each week .
Wheelchair-A mobility aid belonging to any class of 3 or 4-wheeled devices , usable indoors ,
designed for and used by passengers with mobility impairments. They may be either operated
manually or powered .
XV. FREQUENTLY ASKED QUESTIONS
Question: What if I run late at mv appointment?
Answer: It is suggested that riders over-estimate rather that under-estimate the travel and
appointment times .
Question: Do I have to call each dav to schedule a trip if the times and days that I travel are
the same week to week?
Answer: No , subscription service is available when travel is at the same time and day each
week. However , the passenger must call the evening before each trip to get the pick-up time ,
and when necessary , the passenger must remember to cancel a subscription ride to avoid a no -
show being recorded . Three (3) cancellations within a 1-month period sha ll invalidate the
subscription .
Question: Will/ be taken directly to and from my destination?
Answer: Not necessarily. SPAN is public transportation and usually passengers share rides .
Other passengers may be picked up and/or dropped off during your trip.
Question: What is the service area?
Answer: The SPAN Transit serves residents in those portions of Denton County shown on the
attached map , and includes the following cities of Denton County : Argyle, Aubrey , Carrollton ,
Cross Roads , Hackberry , Hebron , Justin , Krugerville , Lakewood Village , Lincoln Park ,
Northlake , Oak Point , Ponder, Pilot Point , Roanoke , Sanger and Trophy Club . Destinations for
these residents may include any location in Denton County .
-10 -
SPAN , INC . TRANSPORTATION POLICY AND PROCEDURES 6 /2013
In addition , SPAN may enter into contracts with other cities/towns to provide service . SPAN
currently serves Flower Mound, with a contracted passenger fare of $6 .50 per one-way trip.
The SPAN Transit service area is subject to change.
Question: How manv grocery bags are allowed on the bus? (Cases of drinks and large bags
of pet food are not allowed)
Answer: SPAN allows each passenger to carry a maximum of 2 standard size paper grocery
bags (or equivalent volume thereof in plastic bags) while riding the bus . Passengers must be
able to carry groceries on and off the bus in one trip .
-11 -
SPAN , INC . TRANSPORTATION POLICY AND PROCEDURES 6/2013
Master
City of Coppell, Texas 255 Parkway Boulevard
Coppell, Texas
75019-9478
File Number: 2016-2735
File ID: Type: Status: 2016-2735 Agenda Item Passed
1Version: Reference: In Control: Parks and
Recreation
04/04/2016File Created:
04/12/2016Final Action: Monarch ProclamationFile Name:
Title: Consider approval of a proclamation recognizing the month of April as
“Monarch Migration Awareness Month” and authorizing the Mayor to sign.
Notes:
Agenda Date: 04/12/2016
Agenda Number: A.
Sponsors: Enactment Date:
Proclamation.pdfAttachments: Enactment Number:
Hearing Date: Contact:
Effective Date: Drafter:
History of Legislative File
Action: Result: Return
Date:
Due Date: Sent To: Date: Acting Body: Ver-
sion:
1 PassApproved04/12/2016City Council
Mayor Hunt read the Proclamation and presented it to Ms. Jen Ferguson, Community Program
Manager and Ms. Molly Bujanda, Community Program Coordinator. Ms. Ferguson and Ms. Bujanda
gave a brief explanation and reviewed upcoming activities to further the awareness of Monarch
Migration. Mr. Bill Sundermann, also supporting the awareness, was present.
A motion was made by Councilmember Wes Mays, seconded by Councilmember Marvin Franklin,
that this Agenda Item be approved. The motion passed by an unanimous vote.
Action Text:
Councilmember Cliff Long, Councilmember Brianna Hinojosa-Flores,
Councilmember Wes Mays, Councilmember Gary Roden,
Councilmember Marvin Franklin, Councilmember Mark Hill, and Mayor
Pro Tem Nancy Yingling
7Aye:
Text of Legislative File 2016-2735
Title
Consider approval of a proclamation recognizing the month of April as “Monarch Migration
Awareness Month” and authorizing the Mayor to sign.
Summary
Page 1City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2735)
Fiscal Impact:
There is no fiscal impact for this item.
Staff Recommendation:
The Parks and Recreation Department recommends approval.
Goal Icon:
Sustainable City Government
Business Prosperity
Community Wellness and Enrichment
Sense of Community
Special Place to Live
Page 2City of Coppell, Texas Printed on 12/21/2017
PROCLAMATION
WHEREAS, the monarch butterfly is an iconic North American species who’s multigenerational
migration and metamorphosis from caterpillar to butterfly has captured the imagination of millions of
Americans; and
WHEREAS, in recent years, migrating monarch populations in Texas and across the country have
dwindled, continuing what scientists call an “increasingly alarming decline”; and
WHEREAS, 20 years ago, more than one billion Eastern monarch butterflies migrated to Mexico,
but in the winter of 2014, only 60 million made the trip; and
WHEREAS, the monarch butterfly provides significant environmental benefits that are necessary for
maintaining healthy, biodiverse ecosystems, cultivate flowers and crops, and serve as an indicator species for
the ecological health of large geographic areas; and,
WHEREAS, every citizen of Coppell can make a difference for the monarch by planting native
milkweed and nectar plants to provide habitat for the monarch and pollinators in locations where people live,
work, learn, and play; and
WHEREAS, on behalf of the people of Coppell who have already joined me in creating healthy
habitat for these magnificent butterflies, I am honored to be leading the way by signing the
National Wildlife Federation’s Mayors’ Monarch Pledge; and I encourage other city officials across our
great nation to take a stand with me so that the monarch butterfly will once again flourish across the
continent.
NOW, THEREFORE, I, Karen Hunt, Mayor of the City of Coppell, do hereby proclaim
the month of April as:
"MONARCH MIGRATION AWARENESS MONTH”
IN WITNESS THEREOF, I have set my hand and caused the seal of the City of Coppell to be
affixed this _____ day of April 2016.
______________________
Karen Selbo Hunt, Mayor
ATTEST:
_____________________
Christel Pettinos, City Secretary
Master
City of Coppell, Texas 255 Parkway Boulevard
Coppell, Texas
75019-9478
File Number: 2016-2738
File ID: Type: Status: 2016-2738 Agenda Item Passed
1Version: Reference: In Control: City Council
04/05/2016File Created:
04/12/2016Final Action: Distracted Driver ProclamationFile Name:
Title: Consider approval of a proclamation recognizing the month of April as “Driver
Distraction Awareness Month” and authorizing the Mayor to sign.
Notes:
Agenda Date: 04/12/2016
Agenda Number: B.
Sponsors: Enactment Date:
Driver Distraction Awareness Month Proclamation.pdfAttachments: Enactment Number:
Hearing Date: Contact:
Effective Date: Drafter:
History of Legislative File
Action: Result: Return
Date:
Due Date: Sent To: Date: Acting Body: Ver-
sion:
1 PassApproved04/12/2016City Council
Mayor Hunt read the proclamation and presented it to Mr. Ed Guignon representing Living Well in
Coppell (LWiC). Mayor Hunt also announced that the City placed 1st in the Mid-Cities and third
Overall for The "It's Time Texas" Fitness Challenge.
A motion was made by Councilmember Brianna Hinojosa-Flores, seconded by Councilmember
Nancy Yingling, that this Agenda Item be approved. The motion passed by an unanimous vote.
Action Text:
Councilmember Cliff Long, Councilmember Brianna Hinojosa-Flores,
Councilmember Wes Mays, Councilmember Gary Roden,
Councilmember Marvin Franklin, Councilmember Mark Hill, and Mayor
Pro Tem Nancy Yingling
7Aye:
Text of Legislative File 2016-2738
Title
Consider approval of a proclamation recognizing the month of April as “Driver Distraction
Awareness Month” and authorizing the Mayor to sign.
Summary
Fiscal Impact:
Page 1City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2738)
[Enter Fiscal Impact Statement Here]
Staff Recommendation:
[Enter Staff Recommendation Here]
Goal Icon:
Sustainable City Government
Business Prosperity
Community Wellness and Enrichment
Sense of Community
Special Place to Live
Page 2City of Coppell, Texas Printed on 12/21/2017
THI:•CITY •OP'
COPPELL
PROCLAMATION
WHEREAS, the City of Coppell , Texas is committed to ensuring the traffic safety of all the
commuting residents and visitors within Coppell; and
WHEREAS , according to the AAA Foundation, more than 80% of drivers cite that
distractions while driving is a serious problem and is a behavior that makes them feel less safe on our
nation's roadways; and
WHEREAS, distracted driving consistently ranks as one of the main traffic safety issues on
the minds of many drivers , cyclists, and pedestrians; and
WHEREAS , teen drivers are among the most prone to be impaired by distractions due to the
use of electronic devices for texting , downloading music, taking pictures, emailing, and monitoring
social media, along with utilizing in-car technologies, eating while driving, and grooming while
driving; and
WHEREAS , according to Federal statistics , distracted driving is a deadly behavior that
contributes to 16% of all fatal crashes, leading to approximately 5,000 deaths each year; and
WHEREAS , the Living Well in Coppell Committee , along with AAA Texas, headquartered
in Coppell , are cooperatively working to change behaviors through positive education efforts and in
some cases advocate for changes to government policies to address distracted driving.
N OW THEREFORE , I Karen Selbo Hunt, Mayor of the City of Coppell , do hereby proclaim
April 2016 , as Driver Distraction Awareness Month throughout the City of Coppell, and urge all the
motorists driving in Coppell to keep their full attention on the road and their surroundings , and to
continue to support and encourage new drivers to be vigilant in refraining from the use of handheld
electronic devices , in-car technologies , or other miscellaneous activities while driving in Coppell and
beyond.
IN WITNESS THEREOF, I have set my hand and caused the seal ofthe City of Coppell to be
affixed this 12th day of April2016 .
Karen Selbo Hunt , Mayor
ATTEST :
Christel Pettinos , City Secretary
Master
City of Coppell, Texas 255 Parkway Boulevard
Coppell, Texas
75019-9478
File Number: 2016-2711
File ID: Type: Status: 2016-2711 Agenda Item Passed
1Version: Reference: In Control: Library
03/28/2016File Created:
04/12/2016Final Action: National Library Week ProclamationFile Name:
Title: Consider approval of a proclamation naming April 10-16, 2016, “National
Library Week” and authorizing the Mayor to sign.
Notes:
Agenda Date: 04/12/2016
Agenda Number: C.
Sponsors: Enactment Date:
National Library Week Proclamation 2016.pdfAttachments: Enactment Number:
Hearing Date: Contact:
Effective Date: Drafter:
History of Legislative File
Action: Result: Return
Date:
Due Date: Sent To: Date: Acting Body: Ver-
sion:
1 PassApproved04/12/2016City Council
Mayor Hunt read the proclamation and presented it to the Library Board, Friends of the Library, and
staff. Ms. Janet Koester, Library Board Chair, thanked the Council for their support and asked
everyone to "like" the Friends of the Library page on Facebook. She announced that the Library is
scheduled to open in October/ November of this year.
A motion was made by Councilmember Marvin Franklin, seconded by Mayor Pro Tem Gary Roden,
that this Agenda Item be approved. The motion passed by an unanimous vote.
Action Text:
Councilmember Cliff Long, Councilmember Brianna Hinojosa-Flores,
Councilmember Wes Mays, Councilmember Gary Roden,
Councilmember Marvin Franklin, Councilmember Mark Hill, and Mayor
Pro Tem Nancy Yingling
7Aye:
Text of Legislative File 2016-2711
Title
Consider approval of a proclamation naming April 10-16, 2016, “National Library Week” and
authorizing the Mayor to sign.
Summary
The Friends of the Coppell Library submitted a request to recognize National Library Week by
Page 1City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2711)
presenting a proclamation that acknowledges libraries and librarians across the country and to
specifically honor the Coppell Independent School District and City of Coppell library staff for
the service they provide to their communities.
Fiscal Impact:
NA
Staff Recommendation:
The Library Department recommends approval of the proclamation.
Goal Icon:
Community Wellness and Enrichment
Sense of Community
Special Place to Live
Page 2City of Coppell, Texas Printed on 12/21/2017
National Library Week 2016
Proclamation
WHEREAS, libraries are not just about what we have for people, but what we do for people,
and because Libraries Transform;
WHEREAS, libraries have long served as trusted and treasured institutions, and library workers
and librarians fuel efforts to better their communities, campuses and schools, and because
librarians care;
WHEREAS, libraries are evolving in order to serve their communities and to continue to fulfill
their role in leveling the playing field for all who seek information and access to technologies,
and because great libraries build communities;
WHEREAS, libraries and librarians open up a world of possibilities through innovative STEAM
programing, Makerspaces, job-seeking resources and the power of reading, and because learning
to read comes before reading to learn;
WHEREAS, libraries and librarians are looking beyond their traditional roles and providing
more opportunities for community engagement and deliver new services that connect closely
with patrons’ needs, and because transformation is essential to the communities we serve;
WHEREAS, libraries support democracy and effect social change through their commitment to
provide equitable access to information for all library users, and because an informed community
is a successful community;
WHEREAS, libraries, librarians, library workers and supporters across America are celebrating
National Library Week.
NOW, THEREFORE, be it resolved that I (name, title of official) proclaim National Library
Week, April 10-16, 2016. I encourage all residents to visit the library this week and explore
what’s new at your library, and engage with your librarian. Because of you, Libraries Transform.
Master
City of Coppell, Texas 255 Parkway Boulevard
Coppell, Texas
75019-9478
File Number: 2016-2712
File ID: Type: Status: 2016-2712 Agenda Item Agenda Ready
1Version: Reference: In Control: Library
03/29/2016File Created:
Final Action: TMLDA AwardFile Name:
Title: Presentation of the Texas Municipal Library Directors Association
“Achievement of Library Excellence Award” to the William T. Cozby Public
Library.
Notes:
Agenda Date: 04/12/2016
Agenda Number: A.
Sponsors: Enactment Date:
Staff Memo - 2016TMLDA Award.pdfAttachments: Enactment Number:
Hearing Date: Contact:
Effective Date: Drafter:
History of Legislative File
Action: Result: Return
Date:
Due Date: Sent To: Date: Acting Body: Ver-
sion:
1 04/12/2016City Council
Library Director Vicki Chiavetta presented the award to her staff and explained the history of the
award. She advised that only 31 Libraries received the award this year, and that this is the 11th year
in a row for the Coppell Library to win.
Action Text:
Text of Legislative File 2016-2712
Title
Presentation of the Texas Municipal Library Directors Association “Achievement of Library
Excellence Award” to the William T. Cozby Public Library.
Summary
The library has received the Texas Municipal Library Directors Association “Achievement of
Library Excellence Award” for the 11th consecutive year. Libraries are selected for this honor
based on specific criteria in each of ten categories including enhanced services, literacy
support, collaborative efforts and programs. The William T. Cozby Public Library is one of 41
out of 556 libraries across the state to receive the award.
Page 1City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2712)
Fiscal Impact:
NA
Staff Recommendation:
The Library recommends acceptance of the Achievement of Library Excellence Award.
Goal Icon:
Community Wellness and Enrichment
Sense of Community
Special Place to Live
Page 2City of Coppell, Texas Printed on 12/21/2017
1
MEMORANDUM
To: Mayor and City Council
From: Vicki Chiavetta, Director of Library Services
Date: March 29, 2016
Reference: Texas Municipal Library Directors Association Achievement of Library Excellence
Award
2030: Community Wellness and Enrichment
Sense of Community
Special Place to Live
Introduction:
Presentation of the Texas Municipal Library Directors Association “Achievement of Library
Excellence Award” to the William T. Cozby Public Library.
Analysis:
The library has received the Texas Municipal Library Directors Association “Achievement of Library
Excellence Award” for the 11th consecutive year. Libraries are selected for this honor based on
specific criteria in each of ten categories including enhanced services, literacy support, collaborative
efforts and programs. The William T. Cozby Public Library is one of 41 out of 556 libraries across
the state to receive the award.
Legal Review:
Agenda item did not require legal review.
Fiscal Impact:
NA
Recommendation:
The Library recommends acceptance of the Achievement of Library Excellence Award.
Master
City of Coppell, Texas 255 Parkway Boulevard
Coppell, Texas
75019-9478
File Number: 2016-2713
File ID: Type: Status: 2016-2713 Agenda Item Board Reports
1Version: Reference: In Control: City Secretary
03/29/2016File Created:
04/26/2016Final Action: Library Board ReportFile Name:
Title: Report by the Library Board.
Notes:
Agenda Date: 04/12/2016
Agenda Number: A.
Sponsors: Enactment Date:
Attachments: Enactment Number:
Hearing Date: Contact:
Effective Date: Drafter:
History of Legislative File
Action: Result: Return
Date:
Due Date: Sent To: Date: Acting Body: Ver-
sion:
1 04/12/2016City Council
Ms. Janet Koester, Library Board Chair, reviewed some of the programs offered at the Library,
reported statistics, and advised of the on-line books and book sales. She explained that the use of
social media is great for outreach to all of those interested in Library activities. There are currently 25
members of the Friends of the Library organization.
Mayor Hunt thanked the board and staff for all they do.
Action Text:
Text of Legislative File 2016-2713
Title
Report by the Library Board.
Summary
Fiscal Impact:
Staff Recommendation:
Goal Icon:
Page 1City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2713)
Sustainable City Government
Business Prosperity
Community Wellness and Enrichment
Sense of Community
Special Place to Live
Page 2City of Coppell, Texas Printed on 12/21/2017
Master
City of Coppell, Texas 255 Parkway Boulevard
Coppell, Texas
75019-9478
File Number: 2016-2714
File ID: Type: Status: 2016-2714 Agenda Item Passed
1Version: Reference: In Control: City Secretary
03/29/2016File Created:
Final Action: MinutesFile Name:
Title: Consider approval of the minutes: March 22, 2016.
Notes:
Agenda Date: 04/12/2016
Agenda Number: A.
Sponsors: Enactment Date:
Minutes.pdfAttachments: Enactment Number:
Hearing Date: Contact:
Effective Date: Drafter:
History of Legislative File
Action: Result: Return
Date:
Due Date: Sent To: Date: Acting Body: Ver-
sion:
1 PassApproved on the
Consent Agenda
04/12/2016City Council
A motion was made by Councilmember Marvin Franklin, seconded by Councilmember Mark Hill, that
Consent Agenda Items A-C be approved. The motion passed by an unanimous vote.
Action Text:
Text of Legislative File 2016-2714
Title
Consider approval of the minutes: March 22, 2016.
Summary
Fiscal Impact:
Staff Recommendation:
Approval recommended.
Goal Icon:
Sustainable City Government
Page 1City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2714)
Business Prosperity
Community Wellness and Enrichment
Sense of Community
Special Place to Live
Page 2City of Coppell, Texas Printed on 12/21/2017
255 Parkway Boulevard
Coppell, Texas 75019-9478City of Coppell, Texas
Minutes
City Council
5:30 PM Council ChambersTuesday, March 22, 2016
KAREN HUNT GARY RODEN
Mayor Mayor Pro Tem
CLIFF LONG NANCY YINGLING
Place 1 Place 5
BRIANNA HINOJOSA-FLORES MARVIN FRANKLIN
Place 2 Place 6
WES MAYS MARK HILL
Place 3 Place 7
CLAY PHILLIPS
City Manager
Also present were City Manager Clay Phillips, Deputy City Managers Mario Canizares
and Mike Land, City Secretary Christel Pettinos and City Attorney Robert Hager.
The City Council of the City of Coppell met in Regular Called Session on Tuesday,
March 22, 2016, at 5:30 p.m. in the City Council Chambers of Town Center, 255 Parkway
Boulevard, Coppell, Texas.
Call to Order1.
Mayor Hunt called the meeting to order, determined that a quorum was present
and convened into Executive Session at 5:40 p.m.
Karen Hunt;Cliff Long;Brianna Hinojosa-Flores;Wes Mays;Gary
Roden;Marvin Franklin and Mark Hill
Present 7 -
Nancy YinglingAbsent1 -
Executive Session (Closed to the Public) 1st Floor Conference Room2.
Section 551.087, Texas Government Code - Economic Development Negotiations.
A.Discussion regarding economic development prospects south of
Southwestern Boulevard and east of Freeport Parkway.
Discussed under Executive Session
Page 1City of Coppell, Texas
March 22, 2016City Council Minutes
B.Discussion regarding economic development prospects north of
Sandy Lake Road and west of Denton Tap Road.
Discussed under Executive Session
Section 551.072, Texas Government Code - Deliberation regarding Real Property.
C.Discussion regarding real property south of Bethel Road and east of
Freeport Parkway.
Discussed under Executive Session
Section 551.071, Texas Government Code - Consultation with City Attorney.
D.Consultation with the City Attorney seeking legal advice concerning
the expenditure of public funds.
Discussed under Executive Session
Work Session (Open to the Public) 1st Floor Conference Room3.
Mayor Hunt adjourned the Executive Session at 7:03 p.m. and convened into
Work Session.
A.Presentation regarding Arts Center Program.
B.Discussion regarding a transition plan for events and activities
resulting from the construction at the Andrew Brown Park System.
C.Presentation and discussion regarding Wagon Wheel storm
drainage system.
D.Discussion regarding the joint meeting agenda with the CISD
School Board.
E.Discussion regarding Agenda items.
Presented in Work Session
Regular Session (Open to the Public)
Items A and C were presented in Work Session. Item B was postponed for
another meeting and Item D will be presented in the City Manager's Report.
Mayor Hunt adjourned the Work Session at 7:50 p.m. and convened into the
Regular Session at 7:55 p.m.
Invocation 7:30 p.m.4.
Reverend Gary Cook, Associate Pastor at GracePoint Church, gave the
Invocation.
Pledge of Allegiance5.
Mayor Hunt and the City Council led those present in the Pledge of Allegiance.
Page 2City of Coppell, Texas
March 22, 2016City Council Minutes
6.Presentation of the “Chief Building Official of the Year” Award by the
Construction Research Center at the University of Texas at Arlington
Department of Civil Engineering to Michael Arellano.
Mayor Hunt read into the record the background behind the Construction
Research Center's award and presented Michael Arellano, Chief Building
Official, with the "2015 Building Official of the Year Award."
Citizens’ Appearance7.
Mayor Hunt advised that no one signed up to speak.
8.Consider approval of the minutes: March 8, 2016.
A motion was made by Councilmember Marvin Franklin, seconded by
Councilmember Cliff Long, that this Agenda Item be approved. The motion
passed by an unanimous vote.
9.PUBLIC HEARING:
Consider approval of an Ordinance of the City of Coppell, Texas,
readopting, ratifying, republishing and extending Chapter 9 of the
Code of Ordinances, Article 9-19, Youth Camp Programs Standards of
Care; and authorizing the Mayor to sign.
Presentation: Sheri Belmont, Recreation Program Manager, made a
presentation to Council.
Mayor Hunt opened the Public Hearing and advised that no one signed up to
speak.
A motion was made by Mayor Pro Tem Gary Roden, seconded by
Councilmember Brianna Hinojosa-Flores, to close the Public Hearing and
approve this Ordinance. The motion passed by an unanimous vote.
Enactment No: OR 2016-1432
10.Consider approval of a professional services agreement with La Terra
Studio, in the amount of $115,000.00, as budgeted, to prepare a
comprehensive Parks and Recreation Department Master Plan; and
authorizing the City manager to sign all necessary documents.
Presentation: Guy McLain, Assistant Director of Parks and Recreation, made a
presentation to Council.
A motion was made by Councilmember Mark Hill, seconded by Councilmember
Marvin Franklin, that this Agenda Item be approved. The motion passed by an
unanimous vote.
11.Consider approval of a Resolution authorizing the construction of the
Farmers Branch, Carrollton, and Coppell Joint Fire Training Facility
and payment of the construction costs in the amount not to exceed
$638,845.00, as budgeted; and authorizing the Mayor to sign.
Presentation: Fire Chief Kevin Richardson made a presentation to Council.
Page 3City of Coppell, Texas
March 22, 2016City Council Minutes
A motion was made by Councilmember Marvin Franklin, seconded by
Councilmember Wes Mays, that this Resolution be approved. The motion
passed by an unanimous vote.
Enactment No: RE 2016-0322.1
12.Consider approval of change orders to the Denton Tap and Sandy
Lake Streetscape Project in the total amount of $269,532.33;
$175,306.25 to Pavecon, Ltd., $24,312.08 to Oncor Electric,
$54,418.00 to J.B. Electric and $15,496.00 to Trastar; as budgeted;
and authorizing the City Manager to sign any necessary documents.
Presentation: George Marshall, Traffic Engineer, made a presentation to
Council.
A motion was made by Councilmember Wes Mays, seconded by
Councilmember Marvin Franklin, that this Agenda Item be approved. The
motion passed by an unanimous vote.
City Manager Reports - Project Updates and Future Agendas13.
City Manager Clay Phillips reported on future agendas: There will be a Work
Session in the 2nd Floor Conference Room on March 29th. Discussions will
include: Hike and Bike Trail Master Plan, Board and Commissions bylaws and
concepts of the performing arts area and parking options in Old Town. There
will be a joint work session with the City Council and the CISD School Board
on April 4th. Discussion will include: updates on city projects and school bond
initiatives, legislative efforts and joint facility usage and projects. The meeting
will be held at Lee Elementary at 6:30 p.m. Finally, Council will hold its annual
retreat on April 8-9th.
Mayor and Council Reports14.
Report by Mayor Hunt regarding upcoming events.
Mayor Hunt gave the following update on the upcoming events:
Eggstravaganza is March 26th from 10am – 12pm. Egg Hunts will be at
10:30am (ages 6 and under) and 11am (ages 7-10). Activities include: Rock
wall, bounce houses, face painting, free bunny photos, live DJ, and more!
Earthfest is April 16th from 10am – 2pm. The band will be Definitely, Maybe.
Food trucks, artisan vendors, environmental vendors, kids crafts, bike and
pedestrian awareness, and more!
Food Truck Frenzy is April 23rd from 5pm – 9pm. 10+ food trucks, plus Old
Town Coppell businesses, face painting, music and fun!
Old Town Coppell Anniversary Concert on the Lawn is May 6th from 7pm –
9pm. The band will be Texas Flood. Old Town Coppell businesses will be
selling food under the pavilion and in restaurants.
Council Committee Reports concerning items of community involvement with no
Council action or deliberation permitted.
15.
Page 4City of Coppell, Texas
March 22, 2016City Council Minutes
A.North Texas Council of Governments - Councilmember Mays
B.North Texas Commission - Councilmembers Franklin and Yingling
A. Councilmember Mays attended the NCTCOG Clean Cities Propane
Subcommittee on January 25th which promotes the use of clean burning
vehicles in the surrounding cities. There will be an Alternative Fuel Vehicle
Safety Trainings for firefighters, EMTs and law enforcement on March 29-30th.
B. Councilmember Franklin announced the North Texas Commission annual
luncheon will be held on September 24th.
Public Service Announcements concerning items of community interest with no
Council action or deliberation permitted.
16.
Chamber of Commerce Gala will be held on April 9th at 6pm. The theme is
Vegas and is open to the community.
Necessary Action from Executive Session17.
Nothing to report.
Adjournment
There being no further business before the City Council, the meeting was
adjourned.
________________________
Karen Selbo Hunt, Mayor
ATTEST:
______________________________
Christel Pettinos, City Secretary
Page 5City of Coppell, Texas
Master
City of Coppell, Texas 255 Parkway Boulevard
Coppell, Texas
75019-9478
File Number: 2016-2583
File ID: Type: Status: 2016-2583 Zoning Ordinance Passed
4Version: Reference: In Control: City Council
01/13/2016File Created:
Final Action: TEXT AMENDENTS, ORD Sec 12-30-18, Hotel, Motel
& Residence Hotel, Sec 42-1, Definitions
File Name:
Title: Consider approval of an Ordinance for a TEXT AMENDMENT to the Zoning
Ordinance/Chapter 12 - Sec. 12-30-18, Hotel, Motel & Residence Hotel
and Sec. 42-1, Definitions, to revise the development standards and
definitions for these uses and authorizing the Mayor to sign.
Notes:
Agenda Date: 04/12/2016
Agenda Number: B.
Sponsors: Enactment Date: 04/12/2016
Cover Memo.pdf, Ordinance.pdfAttachments: Enactment Number: 2016-1433
Hearing Date: Contact:
Effective Date: Drafter:
History of Legislative File
Action: Result: Return
Date:
Due Date: Sent To: Date: Acting Body: Ver-
sion:
1 PassApproved01/21/2016Planning & Zoning
Commission
Marcie Diamond, Assistant Director of Planning, introduced the various amendments to Sec.
12-30-18/Hotel, Motel & Residence Hotel and Sec. 42-1, Definitions of the Zoning Ordinance for
discussion.
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 person spoke:
Suhas Naik, Savo Holdings, 2711 Texas Drive, #105, Irving Texas commented on the hotel business
and different demand markets for types of hotels.
Chairman Haas closed the Public Hearing.
After much discussion, a motion was made by Commissioner Robinson to leave the public hearing
open and continue this item for more discussion to the February 18th meeting. Seconded by
Commissioner Williford; motion carried (7-0).
Action Text:
Page 1City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2583)
Chair Edmund Haas, Vice Chair Glenn Portman, Commissioner Sue
Blankenship, Commissioner Ed Darling, Commissioner Doug
Robinson, Commissioner Vijay Sarma, and Commissioner George
Williford
7Aye:
2 PassApproved02/18/2016Planning & Zoning
Commission
Marcie Diamond, Assistant Director of Planning, continued the discussion and reviewed the various
revisions based on input from the Commission, from the Council Work Session and others for the
amendments to the hotel regulations.
Chairman Haas asked for people who wanted to speak either in favor or opposition or wanted to
comment on this request to come forward. The following person spoke:
Suhas Naik, Savo Holdings, 2711 Texas Drive, #105, Irving Texas, commented on various factors
required for higher quality hotel buildings. Height and construction methods were discussed. He
also praised staff's work on the amendments to achieve the city's goals.
Chairman Haas closed the Public Hearing.
Gary Sieb, Director of Planning addressed Commission's concerns with the height of the hotels and
the minimum two-acre provisions to meet landscaping requirements. Staff will also research the
building code requirements based on building heights.
Vice Chairman Portman motioned to recommend approval of the following text amendments:
• Sec. 12-30-18 – Hotel, Motel and Residence Hotel, be deleted in its entirety,
and replaced with the revised wording, and
• Sec. 12-42-1, Special Definitions, deleting motel and revising existing definitions of residence hotel
attached as Attachment “C1”.
Subject to:
1. Correcting the drafting errors (including minimum unit size in residence
hotel regulations)
2. Staff to include a minimum height of buildings (either in stories or feet) to
assure the use of higher quality construction materials (i.e. metal vs wood)
Seconded by Commissioner Williford; motion carried (6-0).
Action Text:
Chair Edmund Haas, Vice Chair Glenn Portman, Commissioner Sue
Blankenship, Commissioner Ed Darling, Commissioner Vijay Sarma,
and Commissioner George Williford
6Aye:
3 PassClose the Public
Hearing and
Approve
03/08/2016City Council
Presentation: Marcie Diamond, Assistant Director of Planning, made a presentation to Council.
Mayor Hunt opened the Public Hearing and asked for those who signed up to speak:
1) Suhas Naik, Developer for the Four Points by Sheraton, 2 Point West Blvd., Coppell, spoke in favor
of the text amendments.
A motion was made by Mayor Pro Tem Gary Roden, seconded by Councilmember Marvin Franklin, to
close the Public Hearing and approve this Agenda Item subject to the removal of the minimum
five-story requirement. The motion passed by an unanimous vote.
Action Text:
Councilmember Cliff Long, Councilmember Brianna Hinojosa-Flores,
Councilmember Wes Mays, Councilmember Gary Roden,
Councilmember Marvin Franklin, and Councilmember Mark Hill
6Aye:
Page 2City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2583)
4 PassApproved on the
Consent Agenda
04/12/2016City Council
A motion was made by Councilmember Marvin Franklin, seconded by Councilmember Mark Hill, that
Consent Agenda Items A-C be approved. The motion passed by an unanimous vote.
Action Text:
Councilmember Cliff Long, Councilmember Brianna Hinojosa-Flores,
Councilmember Wes Mays, Councilmember Gary Roden,
Councilmember Marvin Franklin, Councilmember Mark Hill, and Mayor
Pro Tem Nancy Yingling
7Aye:
Text of Legislative File 2016-2583
Title
Consider approval of an Ordinance for a TEXT AMENDMENT to the Zoning
Ordinance/Chapter 12 - Sec. 12-30-18, Hotel, Motel & Residence Hotel and Sec. 42-1,
Definitions, to revise the development standards and definitions for these uses and authorizing
the Mayor to sign.
Summary
Staff Recommendation:
On March 8, 2016, City Council unanimously approved this TEXT AMENDMENT (6-0).
On February 18, 2016, the Planning Commission unanimously recommended approval of this
TEXT AMENDMENT (6-0). Commissioners, Williford, Sarma, Haas, Portman, Darling and
Blankenship voted in favor; none opposed.
On January 21, 2016, the Planning Commission held this TEXT AMENDMENT under
advisement and continued the public hearing for more discussion to the February 18th meeting.
The Planning Department recommended APPROVAL.
Goal Icon:
Business Prosperity
Special Place to Live
Page 3City of Coppell, Texas Printed on 12/21/2017
1
MEMORANDUM
To: Mayor and City Council
From: Gary L. Sieb, Director of Planning
Date: April 12, 2016
Reference: Consider approval of the Ordinance for Text Amendments to Sec. 12-30-18 - Hotel,
Motel & Residence Hotel and Sec. 42-1 – Definitions
2030: Business Prosperity
Introduction:
The regulations on hotels and motels were substantially revised approximately 10 years ago in response
to the new hotel products being developed in the metroplex. Once again, the hotel market and products
have changed, and re-visiting these regulations is appropriate.
Staff solicited input from local hotel developers and architects and surveyed surrounding cities. This
version of the Hotel Regulations also incorporates comments from two Planning and Zoning
Commission public hearings and one City Council work session. As detailed in the attached, the draft
regulations include mandating items such as minimum number of rooms, size of rooms, interior
corridors, increased size of the lobby/atrium areas, meeting space, restaurant (limited service required,
full service optional), requires a porte-cochere and minimum lot size of 2 acres. In addition, the hotel
must include 3 of 9 optional amenities. Residence hotels are recommended to have the same
requirements, plus must include 4 of the 9 optional amenities plus a maximum of 22 room units per acre
and a minimum separation of 1,500 feet from any other residence hotel property. Definitions for both
these types of hotels were clarified, and motel was deleted in its entirety.
Analysis:
On March 8, 2016 the City Council approved the text amendments to revise the Hotel Regulations, as
recommended by the Planning and Zoning Commission, except the minimum requirement for 5 - story
height was deleted.
On February 18, 2016, the Planning and Zoning Commission recommended approval of these proposed
Hotel Regulations and definitions, subject to various revisions as suggested from input by representatives
from the hotel industry, two public hearings, and discussion at the City Council Work session. Planning
and Zoning Commission added a condition that hotels need to be a minimum height of 5 stores.
On February 9, 2016, City Council provided additional suggestions on the regulations reviewed by the
Planning and Zoning Commission in January. Recommendations included assuring corridors are climate
controlled, reducing the minimum room size, eliminating additional land requirements for Residence
2
Hotels, etc.
On January 21st the Planning and Zoning Commission discussed the first draft of the text amendment
and provided input including adding minimum size and additional regulations on amenities, revisiting
the definitions and discussed concerns with combining two hotels on one lot to meet minimum standards,
and tabled this request until their February 18th meeting data.
Legal Review:
The City Attorney reviewed this Ordinance
Fiscal Impact:
None
Recommendation:
The Planning Department recommends approval.
Attachments:
Ordinance
Ordinance – Hotel Regulations Page 1 TM 76087
AN ORDINANCE OF THE CITY OF COPPELL, TEXAS
ORDINANCE NO. ________
AN ORDINANCE OF THE CITY OF COPPELL, TEXAS,
AMENDING THE COMPREHENSIVE ZONING ORDINANCE OF THE
CITY OF COPPELL, TEXAS, AS HERETOFORE AMENDED, BY
AMENDING CHAPTER 12, ZONING, ARTICLE 12-30 S OR SUP,
SPECIAL USE PERMITS, SECTION 12-30-18, HOTEL, MOTEL AND
RESIDENCE HOTEL, SHALL BE AMENDED BY REPEALING THE
SAME IN ITS ENTIRETY AND REPLACING WITH NEW SECTION
SEC. 12-30-18, HOTEL AND RESIDENCE HOTEL; PROVIDING
DEVELOPMENT STANDARDS; TO AMEND SEC 12-30-9(18) OF SAID
CHAPTER AND ARTICLE TO DELETE REFERENCE TO “MOTEL”,
AND, TO AMEND SEC. 12-42-1 OF SAID CHAPTER AND ARTICLE 12-
42, SPECIAL DEFINITIONS, TO AMEND DEFINITIONS TO DELETE
“MOTEL” AND PROVIDE REVISED DEFINITIONS FOR HOTEL AND
RESIDENCE HOTEL; AS TEXT CHANGE AMENDMENTS TO THE
COMPREHENSIVE ZONING ORDINANCE OF THE CITY OF
COPPELL AND THE CODE OF ORDINANCES PROVIDING A
REPEALING CLAUSE; PROVIDING A SEVERABILITY CLAUSE;
PROVIDING A SAVINGS CLAUSE; PROVIDING A PENALTY OF FINE
NOT TO EXCEED THE SUM OF TWO THOUSAND DOLLARS ($2,000.00)
FOR EACH OFFENSE; AND PROVIDING AN EFFECTIVE DATE
WHEREAS, the City Council has determined that the provisions of the Zoning
Ordinance relating to the development of Hotels and Residence Hotels should be revised,
WHEREAS, the City Planning and Zoning Commission and the governing body of the
City of Coppell, Texas, in compliance with the laws of the State of Texas and pursuant to the
Comprehensive Zoning Ordinance of the City of Coppell, have given requisite notices by
publication and otherwise, and after holding due hearings and affording a full and fair hearing to
all property owners generally, and to all persons interested, the said governing body is of the
opinion to revise Sec. 12-30-18, Hotel, Motel & Residence Hotel and Sec.12-42-1, Definitions, to
revise the development standards and definitions for these uses, and in the exercise of legislative
discretion have concluded that the Comprehensive Zoning Ordinance should be amended.
NOW, THEREFORE, BE IT ORDINANCED BY THE COUNCIL OF THE CITY
OF COPPELL, TEXAS, THAT:
SECTION 1. That the Comprehensive Zoning Ordinance of the City of Coppell, Texas,
duly passed by the governing body of the City of Coppell, Texas, as heretofore amended, be and
the same is hereby amended as set forth in Chapter 12, Zoning, Article 30 – S or SUP, Special Use
Ordinance – Hotel Regulations Page 2 TM 76087
Permits, Sec. 12-30-18, Hotel, Motel & Residence Hotel be amended by repealing in its entirety
and replace with a new Chapter 12, Zoning, Article 30 – S or SUP, Special Use Permits, Sec. 12-
30-18, Hotel and Residence Hotel, and, to provide for the development regulations and/or
conditions read as follows:
“Sec. 12-30-18. - Hotel and residence hotel.
A special use permit for a hotel or residence hotel use may be approved only
when there is a finding and determination by the city council, that the type
of hotel or residence hotel proposed is compatible and consistent with and
will have no adverse effect on existing uses in the area, that the proposed
use is equal to or exceeds development standards of other uses and that the
proposed use will not adversely affect the ability to locate, in the future,
additional uses that are allowed within the zoning district of the area.
1. Hotel developments shall be subject to the following development standards:
a. A minimum lot size for a hotel development shall be no less than two acres.
b. There shall be a minimum of 125 guest rooms
c. Shall provide staff on-site 24-hours a day;
d. All units shall be accessed from a common interior corridor, which shall be climate
controlled, except for first floor units which may have direct access from an interior
courtyard or swimming pool area in addition to hallway access.
e. Each guestroom shall be a minimum of 285 square feet.
f. Shall provide a lobby waiting/atrium area with a minimum of 750 square feet; or
five (5) square feet per guest room, whichever is greater. Other open space areas
may be counted towards fulfilling this requirement if seating is provided.
g. Conference room/meeting space a minimum of 1,200 square feet.
h. Limited (such as breakfast bar and/or light snacks, not open to the public) or full
service restaurant
i. A porte-cochere or other covered area shall be provided immediately adjacent to the
building entrance nearest the registration desk with an area for temporary parking of
at least two vehicles underneath the covered area for the guests checking in or out.
Ordinance – Hotel Regulations Page 3 TM 76087
j. In addition to the above, there shall be provided a minimum of three amenities
from the list below:
1. Meeting space 5,000 square feet or more.
2. Indoor/outdoor pool (minimum 600 square feet of water surface area).
3. Equipped weight room/fitness center (minimum 600 square feet).
4. Playground.
5. Sports court.
6. Jogging trail (minimum ¼ mile in length).
7. Gift/Pantry/Snack Shop (minimum 300 square feet)
8. Outdoor plaza area (minimum of 1,000 square feet, exclusive of pool) containing
such items as fire pit, covered patio, outdoor TV, outdoor kitchen, etc.
9. Full service restaurant (minimum seating capacity of 35) open to the general
public serving breakfast, lunch and dinner.”
2. Residence Hotel developments, as defined in Section 12-42-1 of this Ordinance, shall be subject
to the following development standards:
a. A minimum lot size for a hotel development shall be no less than two acres.
b. There shall be a minimum of 125 guest rooms.
c. Not more than 22 room units per acre.
d. Each guestroom shall be a minimum of 285 square feet.
e. Shall provide a lobby/waiting/atrium areas with a minimum of 750 square feet
or five (5) square feet per guest room, whichever is greater.
Lobbies/waiting/atrium areas and/or other open space area may be counted
towards fulfilling these requirements if seating is provided.
f. Shall maintain laundry facilities on-site for guest use.
g. Shall provide staff on-site 24-hours a day.
h. All units shall be accessed from a common interior corridor, which shall be
climate controlled, except for first floor units which may have direct access
from an interior courtyard or swimming pool area in addition to hallway
access.
i. Conference room/meeting space a minimum of 1,200 square feet.
Ordinance – Hotel Regulations Page 4 TM 76087
j. Limited (such as breakfast bar and/or light snacks, not open to the public) or
full service restaurant.
k. A porte-cochere or other covered area shall be provided immediately
adjacent to the building entrance nearest the registration desk with an area for
temporary parking of at least two vehicles underneath the covered area for
the guests
l. Shall maintain a minimum separation of 1,500 feet measured linearly from
property line to property line from any other residence hotel property.
m. All of the room units shall contain kitchen facilities, which are defined as
containing a stove top, oven and microwave and full size refrigerator.
n. Shall provide a minimum of four amenities from the list below:
1. Meeting space 5,000 square feet or more.
2. Indoor/outdoor pool.(minimum 600 square feet of water surface area)
3. Equipped weight room/fitness center (minimum 600 square feet).
4. Playground.
5. Sports court.
6. Jogging trail (minimum ¼ mile in length) .
7. Gift /Pantry/Snack Shop (minimum 400 square feet)
8. Outdoor plaza area (minimum of 1,000 square feet, exclusive of pool )
containing such items as fire pit, covered patio, outdoor TV, outdoor
kitchen, etc.
9. Full service restaurant (minimum seating capacity of 35) open to the
general public serving breakfast, lunch and dinner.
SECTION 2. That Chapter 12 – Zoning, Article 12 - 30, Section 12-30-9(18) “HC” highway
commercial be amended to delete the reference to “Motel” and shall hereinafter read as follows:
“Section 12-30-9 HC Highway Commercial
(1) …..
…..
Ordinance – Hotel Regulations Page 5 TM 76087
(18) “Hotel or residence hotel. (Refer to section 12-30-18 for specific
regulations)”
….:”
SECTION 3. That Chapter 12 – Zoning, Article 12 –42, Special Definitions, Section
12-42-1, Definitions, is to be amended by repealing the definition of “Motel”; and, revising
the definitions for “Hotel” and “Residence Hotel” to hereinafter read as follows:
“Section 12-34-2-4 Definitions
The following definitions shall apply to this chapter:
…..
Hospital:...
Hotel: An establishment offering lodging to the traveling public for
compensation. Access to the majority of the guest rooms is through a common
entrance and lobby. The establishment furnishes customary hotel services and
may contain a restaurant, club, lounge, banquet hall and/or meeting rooms.
Microwave and small (under the counter) refrigerator is permitted in the
rooms, however other kitchen facilities, such as cooktop, oven (except
microwave) and full size refrigerator would not be permitted.
A hotel is a non-residential use.
Household appliance …
…..
Residential districts ….
Residence Hotel: A multi-dwelling, extended stay lodging facility
consisting of efficiency units or suites with a complete kitchen (which are
defined as containing a stove top and oven and full size .refrigerator) suitable
for long-term occupancy. Customary hotel services such as linens, maid
service and telephone are provided
Residential structure…
…..”
SECTION 4. That all ordinances and provisions of the Ordinances of the City of Coppell,
Texas in conflict with the provisions of this ordinance be, and the same are hereby, repealed, and all
Ordinance – Hotel Regulations Page 6 TM 76087
other provisions not in conflict with the provisions of this ordinance shall remain in full force and
effect.
SECTION 5. That should any sentence, paragraph, subdivision, clause, phrase or section
of this ordinance be adjudged or held to be unconstitutional, illegal or invalid, the same shall not
affect the validity of this ordinance as a whole, or any part or provision thereof other than the part so
decided to be unconstitutional, illegal or invalid, and shall not affect the validity of the
Comprehensive Zoning Ordinance as a whole.
SECTION 6. An offense committed before the effective date of this ordinance is governed
by prior law and the provisions of the Comprehensive Zoning Ordinance, as amended, in effect when
the offense was committed and the former law is continued in effect for this purpose.
SECTION 7. That any person, firm or corporation violating any of the provisions or terms
of this ordinance shall be subject to the same penalty as provided for in the Comprehensive Zoning
Ordinance of the City of Coppell, as heretofore amended, and upon conviction shall be punished by
a fine not to exceed the sum of Two Thousand Dollars ($2,000.00) for each offense; and each and
every day such violation shall continue shall be deemed to constitute a separate offense.
SECTION 8. That this ordinance shall take effect immediately from and after its passage
and the publication of its caption, as the law and charter in such cases provide.
DULY PASSED by the City Council of the City of Coppell, Texas, this the _______ day of
___________________, 2016.
APPROVED:
_____________________________________
KAREN SELBO HUNT
Ordinance – Hotel Regulations Page 7 TM 76087
ATTEST:
_____________________________________
CHRISTEL PETTINOS, CITY SECRETARY
APPROVED AS TO FORM:
_________________________________
ROBERT E. HAGER, CITY ATTORNEY
(REH)
TM 71081
AN ORDINANCE OF THE CITY OF COPPELL, TEXAS
ORDINANCE NO. ________
AN ORDINANCE OF THE CITY OF COPPELL, TEXAS,
AMENDING THE COMPREHENSIVE ZONING ORDINANCE OF THE
CITY OF COPPELL, TEXAS, AS HERETOFORE AMENDED, BY
AMENDING CHAPTER 12, ZONING, ARTICLE 12-30 S OR SUP,
SPECIAL USE PERMITS, SECTION 12-30-18, HOTEL, MOTEL AND
RESIDENCE HOTEL, SHALL BE AMENDED BY REPEALING THE
SAME IN ITS ENTIRETY AND REPLACING WITH NEW SECTION SEC.
12-30-18, HOTEL AND RESIDENCE HOTEL; PROVIDING
DEVELOPMENT STANDARDS; TO AMEND SEC 12-30-9(18) OF SAID
CHAPTER AND ARTICLE TO DELETE REFERENCE TO “MOTEL”,
AND, TO AMEND SEC. 12-42-1 OF SAID CHAPTER AND ARTICLE 12-
42, SPECIAL DEFINITIONS, TO AMEND DEFINITIONS TO DELETE
“MOTEL” AND PROVIDE REVISED DEFINITIONS FOR HOTEL AND
RESIDENCE HOTEL; AS TEXT CHANGE AMENDMENTS TO THE
COMPREHENSIVE ZONING ORDINANCE OF THE CITY OF COPPELL
AND THE CODE OF ORDINANCES PROVIDING A REPEALING
CLAUSE; PROVIDING A SEVERABILITY CLAUSE; PROVIDING A
SAVINGS CLAUSE; PROVIDING A PENALTY OF FINE NOT TO EXCEED
THE SUM OF TWO THOUSAND DOLLARS ($2,000.00) FOR EACH
OFFENSE; AND PROVIDING AN EFFECTIVE DATE
DULY PASSED by the City Council of the City of Coppell, Texas, this the _______ day of
___________________, 2016.
APPROVED:
_____________________________________
KAREN SELBO HUNT
ATTEST:
_____________________________________
CHRISTEL PETTINOS, CITY SECRETARY
Master
City of Coppell, Texas 255 Parkway Boulevard
Coppell, Texas
75019-9478
File Number: 2016-2643
File ID: Type: Status: 2016-2643 Zoning Ordinance Passed
3Version: Reference: In Control: City Council
02/10/2016File Created:
Final Action: PD-234R-H, ORD Wilson-Kirkland-Addition, Lots 1 &
2, Blk A
File Name:
Title: Consider approval of an Ordinance for Case No. PD-234R-H,
Wilson-Kirkland-Minyard Addition, Lots 1 & 2, Block A, a zoning change
from PD-234-H & H (Planned Development-234-Historic) and H (Historic), to
PD-234R-H (Planned Development-234 Revised-Historic), to expand the
Planned Development zoning area from 0.265 acres to 0.83 acres to allow
the relocation of an 853-square-foot historic home onto Lot 2, Block A, and
the retention of existing structures on property located at the southeast corner
of Bethel Road and South Coppell Road and authorizing the Mayor to sign.
Notes:
Agenda Date: 04/12/2016
Agenda Number: C.
Sponsors: Enactment Date: 04/12/2016
Cover Memo.pdf, Ordinance.pdf, Exhibit A - Legal
Description.pdf, Exhibit B - Site and Landscape
Plan.pdf, Exhibit C - Elevations.pdf
Attachments: Enactment Number: 91500-A-691
Hearing Date: Contact:
Effective Date: Drafter:
History of Legislative File
Action: Result: Return
Date:
Due Date: Sent To: Date: Acting Body: Ver-
sion:
1 PassApproved02/18/2016Planning & Zoning
Commission
Page 1City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2643)
Matt Steer, Sr. Planner introduced this case with exhibits and elevations. He mentioned 18 notices
were mailed to property owners within 200 feet of this request. There were no responses received in
favor or in opposition. There were also 117 courtesy notices mailed to property owners within 800
feet of this request. He stated that staff is recommending approval with one condition which he read
into the record.
Greg Frnka, GPF Architects, 509 W. Bethel Road, Coppell Texas, was present to represent this case,
to address questions and stated agreement with staff's recommendations.
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.
Commissioner Sarma motioned to recommend approval with the following condition:
1. Include all existing and proposed sidewalks on the site plan.
Seconded by Vice Chairman Portman; motion carried (6-0).
Action Text:
Chair Edmund Haas, Vice Chair Glenn Portman, Commissioner Sue
Blankenship, Commissioner Ed Darling, Commissioner Vijay Sarma,
and Commissioner George Williford
6Aye:
2 PassClose the Public
Hearing and
Approve
03/08/2016City Council
Presentation: Marcie Diamond, Assistant Director of Planning, made a presentation to Council.
Mayor Hunt opened the Public Hearing and advised that no one signed up to speak.
A motion was made by Councilmember Wes Mays, seconded by Councilmember Cliff Long, to close
the Public Hearing and approve this Agenda Item. The motion passed by an unanimous vote.
At this time, Mayor Pro Tem Gary Roden, left the meeting upon filing a Conflict of Interest affidavit.
Action Text:
Councilmember Cliff Long, Councilmember Brianna Hinojosa-Flores,
Councilmember Wes Mays, Councilmember Gary Roden,
Councilmember Marvin Franklin, and Councilmember Mark Hill
6Aye:
3 PassApproved on the
Consent Agenda
04/12/2016City Council
A motion was made by Councilmember Marvin Franklin, seconded by Councilmember Mark Hill, that
Consent Agenda Items A-C be approved. The motion passed by an unanimous vote.
Action Text:
Councilmember Cliff Long, Councilmember Brianna Hinojosa-Flores,
Councilmember Wes Mays, Councilmember Gary Roden,
Councilmember Marvin Franklin, Councilmember Mark Hill, and Mayor
Pro Tem Nancy Yingling
7Aye:
Text of Legislative File 2016-2643
Title
Consider approval of an Ordinance for Case No. PD-234R-H, Wilson-Kirkland-Minyard
Addition, Lots 1 & 2, Block A, a zoning change from PD -234-H & H (Planned
Development-234-Historic ) and H (Historic), to PD-234R-H (Planned Development -234
Revised-Historic), to expand the Planned Development zoning area from 0.265 acres to 0.83
acres to allow the relocation of an 853-square-foot historic home onto Lot 2, Block A, and the
retention of existing structures on property located at the southeast corner of Bethel Road and
South Coppell Road and authorizing the Mayor to sign.
Page 2City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2643)
Summary
Staff Recommendation:
On March 8, 2016, City Council unanimously approved this ZONING CHANGE (6-0).
On February 18, 2016, the Planning Commission unanimously recommended approval of this
ZONING CHANGE (6-0). Commissioners, Williford, Sarma, Haas, Portman, Darling and
Blankenship voted in favor; none opposed.
The Planning Department recommended APPROVAL.
Goal Icon:
Business Prosperity
Community Wellness and Enrichment
Sense of Community
Page 3City of Coppell, Texas Printed on 12/21/2017
1
MEMORANDUM
To: Mayor and City Council
From: Gary L. Sieb, Director of Planning
Date: April 12, 2016
Reference: Consider approval of an Ordinance for PD-234R-H (Planned Development-234 Revised-
Historic) to expand the Planned Development zoning area from 0.265 acres to 0.83 acres
to allow the relocation of an 853-square-foot historic home onto Lot 2, Block A, and the
retention of existing structures
2030: Business Prosperity, Community Wellness and Enrichment, Sense of Community
Introduction:
This PD expansion allows the relocation of the Infeldt House onto Old Town Heritage Park. Currently
there is a small historic residence with a detached garage that fronts Bethel Road and a small residence
that fronts Coppell Road. Because this site has a combination of uses and is so unique in orientation
enlarging the Planned Development District to encompass both lots and all land uses involved is
appropriate.
Analysis:
On March 8, 2016, City Council unanimously approved of this PD request.
On February 18, 2016, the Planning and Zoning Commission unanimously recommended approval of
this PD request. There are no outstanding conditions.
Legal Review:
The City Attorney reviewed this Ordinance.
Fiscal Impact:
None
Recommendation:
The Planning Department recommends approval
Attachments:
1. Ordinance
2. Exhibit “A” - Legal Description
3. Exhibit “B” - Site Plan/Landscape Plan
4. Exhibit “C” - Elevations
Pg 1 76208
AN ORDINANCE OF THE CITY OF COPPELL, TEXAS
ORDINANCE NO. ________
AN ORDINANCE OF THE CITY OF COPPELL, TEXAS,
AMENDING THE COMPREHENSIVE ZONING ORDINANCE AND
MAP OF THE CITY OF COPPELL, TEXAS, AS HERETOFORE
AMENDED, BY GRANTING A CHANGE IN ZONING FROM PD-234-H
& H (PLANNED DEVELOPMENT-234-HISTORIC) AND H
(HISTORIC), TO PD-234R-H (PLANNED DEVELOPMENT-234
REVISED-HISTORIC), TO EXPAND THE PLANNED
DEVELOPMENT ZONING AREA FROM 0.265 ACRES TO 0.83
ACRES AND TO ALLOW THE RELOCATION OF AN 853-SQUARE-
FOOT HISTORIC HOME ONTO LOT 2, BLOCK A OF THE WILSON-
KIRKLAND-MINYARD ADDITION, AND THE RETENTION OF
EXISTING STRUCTURES ON PROPERTY LOCATED AT THE
SOUTHEAST CORNER OF BETHEL ROAD AND SOUTH COPPELL
ROAD, AND BEING MORE PARTICULARLY DESCRIBED IN
EXHIBIT “A” ATTACHED HERETO AND INCORPORATED HEREIN;
PROVIDING FOR THE APPROVAL OF THE SITE PLAN/
LANDSCAPE PLAN AND ELEVATIONS ATTACHED HERETO AS
EXHIBITS “B”, AND “C”; PROVIDING FOR DEVELOPMENT
REGULATIONS; PROVIDING A REPEALING CLAUSE; PROVIDING
A SEVERABILITY CLAUSE; PROVIDING A SAVINGS CLAUSE;
PROVIDING A PENALTY OF FINE NOT TO EXCEED THE SUM OF
TWO THOUSAND DOLLARS ($2,000.00) FOR EACH OFFENSE; AND
PROVIDING AN EFFECTIVE DATE.
WHEREAS, the City Planning and Zoning Commission and the governing
body of the City of Coppell, Texas, in compliance with the laws of the State of Texas and
pursuant to the Comprehensive Zoning Ordinance of the City of Coppell, have given requisite
notices by publication and otherwise, and after holding due hearings and affording a full and
fair hearing to all property owners generally, and to all persons interested and situated in the
affected area and in the vicinity thereof, the said governing body is of the opinion that Zoning
Application No. PD-PD-234R-H should be approved, and in the exercise of legislative
discretion have concluded that the Comprehensive Zoning Ordinance and Map should be
amended.
NOW, THEREFORE, BE IT ORDAINED BY THE CITY COUNCIL OF THE
CITY OF COPPELL, TEXAS:
SECTION 1. That the Comprehensive Zoning Ordinance and Map of the City of
Coppell, Texas, duly passed by the governing body of the City of Coppell, Texas, as heretofore
Pg 2 76208
amended, be and the same is hereby amended by granting a zoning change request from PD-
234-H & H (Planned Development-234-Historic) and H (Historic), to PD-234R-H (Planned
Development-234 Revised-Historic), to expand the Planned Development zoning area from
0.265 acres to 0.83 acres to allow the relocation of an 853-square-foot historic home onto
Lot 2, Block A, of the Wilson-Kirkland Minyard Addition, an addition to the City of
Coppell, Dallas County, Texas; and, to provide for the retention of existing structures on
property located (Lot 1, Block A of said addition) at the southeast corner of Bethel Road
and South Coppell Road, described in Exhibit “A” attached hereto and made a part hereof for
all purposes.
SECTION 2. That PD-234R-H (Planned Development-234-Revised-Historic), is
hereby approved subject to the following development regulations:
A. Except as amended herein and as provided in this Ordinance, the property
shall be developed used and maintained as provided herein in accordance
with PD-234-H, as set forth in Ordinance No. 91500-A-507, which is
incorporated herein as set forth in full and hereby republished.
B. The relocation and restoration of the “Erma Ihnfeldt Home” being an eight
hundred fifty- three (853) square foot structure, located and used as a historic
structure not for human occupancy, in accordance with the Site/Landscape
Plan and Elevations, Exhibit “B” and Exhibit “C”, respectively.
SECTION 3. That the Site Plan/Landscape Plan and Elevations attached hereto as
Exhibits “B”, and “C”, made a part hereof for all purposes, as developed regulations, are
hereby approved.
Pg 3 76208
SECTION 4. That the property shall be used only in the manner and for the purpose
provided for by the Comprehensive Zoning Ordinance of the City of Coppell, as heretofore
amended, and as amended herein.
SECTION 5. That the development of the property herein shall be in accordance with
building regulations, zoning ordinances, and any applicable ordinances except as may be
specifically altered or amended herein.
SECTION 6. That all provisions of the Ordinances of the City of Coppell, Texas, in
conflict with the provisions of this ordinance be, and the same are hereby, repealed, and all
other provisions not in conflict with the provisions of this ordinance shall remain in full force
and effect.
SECTION 7. That should any sentence, paragraph, subdivision, clause, phrase or
section of this ordinance be adjudged or held to be unconstitutional, illegal or invalid, the same
shall not affect the validity of this ordinance as a whole, or any part or provision thereof other
than the part so decided to be unconstitutional, illegal or invalid, and shall not affect the validity
of the Comprehensive Zoning Ordinance as a whole.
SECTION 8. An offense committed before the effective date of this ordinance is
governed by prior law and the provisions of the Comprehensive Zoning Ordinance, as
amended, in effect when the offense was committed and the former law is continued in effect
for this purpose.
SECTION 9. That any person, firm or corporation violating any of the provisions or
terms of this ordinance shall be subject to the same penalty as provided for in the
Comprehensive Zoning Ordinance of the City of Coppell, as heretofore amended, and upon
conviction shall be punished by a fine not to exceed the sum of Two Thousand Dollars
Pg 4 76208
($2,000.00) for each offense; and each and every day such violation shall continue shall be
deemed to constitute a separate offense.
SECTION 10. That this ordinance shall take effect immediately from and after its
passage and the publication of its caption, as the law and charter in such cases provide.
DULY PASSED by the City Council of the City of Coppell, Texas, this the _______
day of ___________________, 2016.
APPROVED:
_____________________________________
KAREN SELBO HUNT, MAYOR
ATTEST:
_____________________________________
CHRISTEL PETTINOS, CITY SECRETARY
APPROVED AS TO FORM:
_________________________________
ROBERT E. HAGER, CITY ATTORNEY
(REH/mpm)
Exhibit A ‐ Legal Description
A1.0 Wilson Ihnfeldt House Site Data TableVicinity MapNo ScaleSITEEXISTINGTREE TOREMAINEXISTINGTREE TOREMAINEXISTINGTREE TOREMAINEXISTINGTREE TOREMAINEXISTINGTREE TOREMAINEXISTINGTREE TOREMAINEXISTINGTREE TOREMAINEXISTINGTREE TOREMAINSite PlanScale: 1/16" = 1'-0"
A2.0 Wilson Infeldt House New East / Existing North ElevationScale: 1/4" = 1'-0"Roof PlanScale: 1/4" = 1'-0"New South / Existing East ElevationScale: 1/4" = 1'-0"0403New West / Existing South ElevationScale: 1/4" = 1'-0"New North / Existing West ElevationScale: 1/4" = 1'-0"020105Floor PlanScale: 1/4" = 1'-0"06
Master
City of Coppell, Texas 255 Parkway Boulevard
Coppell, Texas
75019-9478
File Number: 2016-2700
File ID: Type: Status: 2016-2700 Agenda Item Passed
3Version: Reference: In Control: Planning
03/16/2016File Created:
05/10/2016Final Action: PD237R8-HC, ORD Springhill SuitesFile Name:
Title: Consider approval of an Ordinance for CASE NO. PD-237R8-HC, Springhill
Suites, a zoning change from A (Agriculture) to PD-237R8-HC (Planned
Development-237 Revision 8-Highway Commercial), for a five-story hotel with
accessory uses including a conference center on 4.0 acres of property
located approximately 200 feet east of South Belt Line Road, north of
Hackberry Drive and authorizing the Mayor to sign.
Notes:
Agenda Date: 05/10/2016
Agenda Number: C.
Sponsors: Enactment Date:
Cover Memo.pdf, Ordinance.pdf, Exhibit A- Legal
Description.pdf, Exhibit B- Site Plan.pdf, Exhibit C -
Landscape Plan.pdf, Exhibit D - First Floor Plan.pdf,
Exhibit E- Typical Upper Floor Plans.pdf, Exhibit F -
Elevations and Signage.pdf, Exhibit G- Color
Elevations.pdf
Attachments: Enactment Number:
Hearing Date: Contact:
Effective Date: Drafter:
History of Legislative File
Action: Result: Return
Date:
Due Date: Sent To: Date: Acting Body: Ver-
sion:
1 PassApproved03/24/2016Planning & Zoning
Commission
Page 1City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2700)
Marcie Diamond, Assistant Planning Director introduced this case with exhibits, color renderings, a
color board and elevations. She mentioned two notices were mailed to property owners within 200
feet of this request. There were no responses received in favor or in opposition. There were also two
courtesy notices mailed to property owners within 800 feet of this request. She stated that staff is
recommending approval subject to three conditions which she read into the record.
Dilip Pranav, Chase Hospitality, LLC, 8530 Esters Blvd., Irving,Texas, was present to represent this
case, to address questions and stated agreement with staff's recommendations.
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.
Vice Chairman Portman motioned to recommend approval subject to the following conditions:
1. There will be additional comments upon detail engineering review.
2. Prior to the issuance of a building permit, this property needs to be
platted to establish a building site.
3. Correct the Plant List to reflect the exact number of trees indicated on
the landscape plan and the Data Table.
Seconded by Commissioner Williford; motion carried (7-0).
Action Text:
Chair Edmund Haas, Vice Chair Glenn Portman, Commissioner Sue
Blankenship, Commissioner Ed Darling, Commissioner Doug
Robinson, Commissioner Vijay Sarma, and Commissioner George
Williford
7Aye:
2 PassClose the Public
Hearing and
Approve
04/12/2016City Council
Councilmember Gary Roden left the Council Chambers and did not participate in the discussion or
vote due to a filed conflict of interest affidavit.
Mayor Hunt opened the Public Hearing and advised that no one signed up to speak. Ms. Marcie
Diamond, Assistant Director of Planning, presented the item. The Planning and Zoning
Commission had previously approved the item unanimously.
A motion was made by Councilmember Marvin Franklin, seconded by Councilmember Nancy
Yingling, to close the Public Hearing and approve this Agenda Item. The motion passed by an
unanimous vote.
Action Text:
Councilmember Cliff Long, Councilmember Brianna Hinojosa-Flores,
Councilmember Wes Mays, Councilmember Gary Roden,
Councilmember Marvin Franklin, Councilmember Mark Hill, and Mayor
Pro Tem Nancy Yingling
7Aye:
3 PassApproved on the
Consent Agenda
05/10/2016City Council
A motion was made by Councilmember Marvin Franklin, seconded by Mayor Pro Tem Gary Roden,
that Consent Agenda Items A-D be approved. The motion passed by an unaninous vote.
Action Text:
Text of Legislative File 2016-2700
Title
Consider approval of an Ordinance for CASE NO. PD-237R8-HC, Springhill Suites, a zoning
change from A (Agriculture) to PD-237R8-HC (Planned Development -237 Revision 8-Highway
Commercial), for a five-story hotel with accessory uses including a conference center on 4.0
acres of property located approximately 200 feet east of South Belt Line Road, north of
Page 2City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2700)
Hackberry Drive and authorizing the Mayor to sign.
Summary
Staff Recommendation:
On April 12, 2016, City Council unanimously approved this ZONING CHANGE (6-0).
On March 24, 2016, the Planning Commission unanimously recommended approval of this
ZONING CHANGE (7-0). Commissioners, Williford, Sarma, Robinson, Haas, Portman, Darling
and Blankenship voted in favor; none opposed.
The Planning Department recommended APPROVAL.
Goal Icon:
Business Prosperity
Page 3City of Coppell, Texas Printed on 12/21/2017
1
MEMORANDUM
To: Mayor and City Council
From: Gary L. Sieb, Director of Planning
Date: May 10, 2016
Reference: Consider approval of an Ordinance for PD-237R8-HC, Springhill Suites, to attach a
Detail Site Plan for a five-story hotel with accessory uses including a conference center
on 4.0 acres of property located approximately 200 feet east of South Belt Line Road,
north of Hackberry Drive.
2030: Business Prosperity
Introduction:
The site plan is for a 136 room hotel with a 20,000 square foot conference center, with 8,420 square feet
of net usable meeting space. This five-story building is proposed to face south, allowing visibility from
LBJ Freeway. The landscape plan for this project includes approximately 26% of the site being devoted
to landscaping. The applicant is proposing to provide open patio areas, enhanced paving, the upsizing of
trees and additional accent trees to compensate for the shortage in landscape area.
The elevations for this hotel include vertical columns with alternating dark brick and light stone, lighter
brick inset around the windows, accented with a vertical navy blue EFIS band to the west of the main
entry-way. While this is compliant with the masonry requirement it is not in keeping with the HC district.
This design is the new corporate standard for this hotel flag and is architecturally compatible with the
more contemporary office/retail restaurant building elevations approved on the west side of Belt Line
Road, and therefore can be supported.
Analysis:
On April 12, 2016 City Council approved this Planned Development District for a Springhill Suites
Hotel.
On March 24, 2016, the Planning and Zoning Commission unanimously recommended approval of this
PD request, subject to two conditions:
1. There will be additional comments upon detail engineering review.
2. Prior to the issuance of a building permit, this property needs to be platted to establish a building
site.
Legal Review:
The City Attorney reviewed this ordinance.
2
Fiscal Impact:
None
Recommendation:
The Planning Department recommends approval
Attachments:
1. Ordinance
2. Exhibit A - Legal Description
3. Exhibit B - Site Plan
4. Exhibit C - Landscape Plan
5. Exhibit D - First Floor Plan
6. Exhibit E - Typical Upper Floor Plan
7. Exhibit F - Elevations
8. Exhibit G - Color Elevations
City of Coppell Ordinance Pg 1 TM 76696
AN ORDINANCE OF THE CITY OF COPPELL, TEXAS
ORDINANCE NO. ________
AN ORDINANCE OF THE CITY OF COPPELL, TEXAS,
AMENDING THE COMPREHENSIVE ZONING ORDINANCE AND MAP
OF THE CITY OF COPPELL, TEXAS, AS HERETOFORE AMENDED, BY
GRANTING A CHANGE IN ZONING FROM A (AGRICULTURE) TO PD-
237R8-HC (PLANNED DEVELOPMENT-237 REVISION 8-HIGHWAY
COMMERCIAL), TO ATTACH A DETAIL SITE PLAN FOR A FIVE-
STORY HOTEL WITH ACCESSORY USES INCLUDING A
CONFERENCE CENTER ON 4.0 ACRES OF PROPERTY LOCATED
APPROXIMATELY 200 FEET EAST OF SOUTH BELT LINE ROAD,
NORTH OF HACKBERRY DRIVE, AND BEING MORE PARTICULARLY
DESCRIBED IN EXHIBIT “A” ATTACHED HERETO AND
INCORPORATED HEREIN; PROVIDING FOR APPROVAL OF THE SITE
PLAN, LANDSCAPE PLAN, FIRST FLOOR PLAN, TYPICAL UPPER
FLOOR PLANS, ELEVATIONS AND SIGNAGE, COLOR ELEVATIONS
ATTACHED HERETO AS EXHIBITS “B” THOUGH “G; AND PROVIDING
FOR SPECIAL CONDITIONS; PROVIDING A REPEALING CLAUSE;
PROVIDING A SEVERABILITY CLAUSE; PROVIDING A SAVINGS
CLAUSE; PROVIDING A PENALTY OF FINE NOT TO EXCEED THE SUM
OF TWO THOUSAND DOLLARS ($2,000.00) FOR EACH OFFENSE; AND
PROVIDING AN EFFECTIVE DATE.
WHEREAS, the City Planning and Zoning Commission and the governing body of the City
of Coppell, Texas, in compliance with the laws of the State of Texas and pursuant to the
Comprehensive Zoning Ordinance of the City of Coppell, have given requisite notices by publication
and otherwise, and after holding due hearings and affording a full and fair hearing to all property
owners generally, and to all persons interested and situated in the affected area and in the vicinity
thereof, the said governing body is of the opinion that Zoning Application No. PD-237R8-HC should
be approved, and in the exercise of legislative discretion have concluded that the Comprehensive
Zoning Ordinance and Map should be amended.
NOW, THEREFORE, BE IT ORDAINED BY THE CITY COUNCIL OF THE CITY
OF COPPELL, TEXAS:
SECTION 1. That the Comprehensive Zoning Ordinance and Map of the City of Coppell,
Texas, duly passed by the governing body of the City of Coppell, Texas, as heretofore amended, be
and the same is hereby amended by granting a change in zoning A (Agriculture) to PD-237R8-HC
(Planned Development-237 Revision 8-Highway Commercial), to attach a Detail Site Plan for a
five-story hotel with accessory uses including a conference center on 4.0 acres of property located
City of Coppell Ordinance Pg 2 TM 76696
approximately 200 feet east of South Belt Line Road, north of Hackberry Drive, for the property
described in Exhibit “A” attached hereto and made a part hereof for all purposes.
SECTION 2. That the Property will be used and developed for Highway Commercial
purposes as provided in the Code of Ordinances, is hereby approved subject to the following
development regulations:
A. This property shall be replatted to provide a building site, utilities, easements and
fire lanes prior to the issuance of a Building Permit.
B. As indicated in Exhibit “D”, this hotel shall meet the following criteria:
i. there shall be a minimum of 136 rooms;
ii. the minimum room size shall be 360 square feet;
iii. the lobby/waiting/atrium area shall be a minimum of 1,300 square feet;
iv. There shall be a minimum of 8,800 square feet of meeting rooms;
v. the pool shall have a minimum of 600 square feet of water surface area;
vi. the weight room shall be a minimum of 1,000 square feet, and
vii. the outdoor plaza areas shall be a minimum of 2,500 square feet.
C. The Building Elevations, are hereby approved which vary from Sec. 12-22-5.3 of
HC (Highway Commercial) district regulations allowing for the incorporation of
additional colors at a greater percentage of the overall façade as indicated on
Exhibit “F”,
D. Landscaping is approved which allows for the upsizing of trees and the inclusion
of enhanced paving in lieu of portion of the required non-vehicular landscape areas,
as indicated in Exhibit “C”, Landscape Plan
SECTION 3. That the Site Plan, Landscape Plan, First Floor Plan, Typical Upper Floor
Plans, Elevations and Signage, Color Elevations, attached hereto as Exhibits “B” though “G”.
City of Coppell Ordinance Pg 3 TM 76696
SECTION 4. That the above property shall be used only in the manner and for the purpose
provided for by the Comprehensive Zoning Ordinance of the City of Coppell, as heretofore amended,
and as amended herein.
SECTION 5. That the development of the property herein shall be in accordance with
building regulations, zoning ordinances, and any applicable ordinances except as may be specifically
altered or amended herein.
SECTION 6. That all provisions of the Ordinances of the City of Coppell, Texas, in conflict
with the provisions of this ordinance be, and the same are hereby, repealed, and all other provisions
not in conflict with the provisions of this ordinance shall remain in full force and effect.
SECTION 7. That should any sentence, paragraph, subdivision, clause, phrase or section of
this ordinance be adjudged or held to be unconstitutional, illegal or invalid, the same shall not affect
the validity of this ordinance as a whole, or any part or provision thereof other than the part so decided
to be unconstitutional, illegal or invalid, and shall not affect the validity of the Comprehensive Zoning
Ordinance as a whole.
SECTION 8. An offense committed before the effective date of this ordinance is governed
by prior law and the provisions of the Comprehensive Zoning Ordinance, as amended, in effect when
the offense was committed and the former law is continued in effect for this purpose.
SECTION 9. That any person, firm or corporation violating any of the provisions or terms
of this ordinance shall be subject to the same penalty as provided for in the Comprehensive Zoning
Ordinance of the City of Coppell, as heretofore amended, and upon conviction shall be punished by a
fine not to exceed the sum of Two Thousand Dollars ($2,000.00) for each offense; and each and every
day such violation shall continue shall be deemed to constitute a separate offense.
SECTION 10. That this ordinance shall take effect immediately from and after its passage
and the publication of its caption, as the law and charter in such cases provide.
City of Coppell Ordinance Pg 4 TM 76696
DULY PASSED by the City Council of the City of Coppell, Texas, this the _______ day of
___________________, 2016.
APPROVED:
_____________________________________
KAREN SELBO HUNT
ATTEST:
___________________________________
CHRISTEL PETTINOS, CITY SECRETARY
APPROVED AS TO FORM:
________________________________
CITY ATTORNEY
EXHIBIT “A”
PROPERTY DESCRIPTION
Description of a 4.000 acre tract of land situated in the J. L. Whitman Survey, Abstract No. 1521,
Dallas County, Texas and being a portion of a tract of land conveyed to Hackbelt 27 Partners,
L.P. by Special Warranty Deed recorded in Volume 2003167, Page 12149, Deed Records, Dallas
County, Texas; said 4.000 acre tract being more particularly described by metes and bounds as
follows;
BEGINNING, at a 3-inch aluminum disk stamped "CYPRESS WATERS ADDITION NO. 2,
RPLS 5336" found at the southeast corner of said 4.000 acre tract; said point also being the
southeast corner of said Hackbelt tract; said point also being the southwest corner of Lot 1,
Block H/8465, Cypress Waters No. 2, Phase 2, an addition to the City of Dallas, Texas according
to the plat recorded in Clerk's Instrument No. 201400117340, Official Public Records, Dallas
County, Texas; said point also being on the north right-of-way line of Chartwell Drive
(previously Hackberry Road)(variable width);
THENCE, South 89 degrees 08 minutes 11 seconds West, with said north right-of-way line, a
distance of 395.00 feet to a 5/8-inch iron rod with yellow plastic cap stamped “GSES, INC.,
RPLS 4804” set at the southwest corner of said 4.000 acre tract;
THENCE, North 00 degrees 51 minutes 49 seconds East, leaving said north right-of-way line, a
distance of 439.64 feet to a 5/8-inch iron rod with yellow plastic cap stamped “GSES, INC.,
RPLS 4804” set at the northwest corner of said 4.000 acre tract;
THENCE, North 89 degrees 08 minutes 11 seconds East, a distance of 397.64 feet to a 5/8-inch
iron rod with yellow plastic cap stamped “GSES, INC., RPLS 4804” set at the northeast corner
of said 4.000 acre tract; said point also being on the west line of said Lot 1, Block H/8465;
THENCE, South 00 degrees 31 minutes 09 seconds East, with said west line, a distance of
439.65 feet to the POINT OF BEGINNING;
CONTAIN ING, 174,240 square feet or 4.000 acres of land, more or less.
CONCRETE 120' R.O.W.S. BELTLINE ROAD15 8 9
9
7
14
99
11
13
13
8
2 7
9 7
T
T
PRO. ELEC. TRANSFORMER
& CONC. PAD LOCATION.
COORD. W/ ELEC.
PRO. ELEC. TRANSFORMER
& CONC. PAD LOCATION.
COORD. W/ ELEC.
12
1214
14
7
10
C03/11/16 03:50:47PM F:\Projects\14018\Civil\DRAWINGS\Sheets\14018 Civil.dwgZONED:
AGRICULTURAL
ZONED:
AGRICULTURAL
DILIP PRANAV
CHASE HOSPITALITY, LLC
8530 ESTERS BLVD. IRVING,
TX 75063
P: (214) 614-6040
F: (214) 614-6041
STEVAN G. DEWALD, P.E.
LJA
700 MAIN AVENUE
FARGO, ND 58108
P: (701) 293-1350
F: (701) 293-1353
KYA SCHROEDER
LJA
700 MAIN AVENUE
FARGO, ND 58108
P: (701) 293-1350
F: (701) 293-1353
PRELIMINARY
FOR INTERIM REVIEW ONLY
By: STEVAN G. DEWALD P.E.# 79965
DATE: 03-11-16
LIGHTOWLER JOHNSON ASSOCIATES
NOT FOR CONSRTUCTION, BIDDING,
OR PERMIT PURPOSES
BENCHMARK:
BM No. 1
SQUARE CUT WITH "+" SET ON THE NORTHWEST CORNER OF CURB INLET LOCATED
ON THE NORTH RIGHT-OF-WAY LINE OF HACKBERRY DRIVE AND THE SOUTHEAST
CORNER OF SUBJECTPROPERTY.
ELEV.=534.52
BM No. 2
SQUARE CUT WITH "+" SET ON THE NORTHWEST CORNER OF CURB INLET LOCATED
ON THE PARKING LOT OF LOT 1A, BLOCK H, CYPRESS WATERS No. 3 PHASE 3,
APPROXIMATELY 114 NORTH OF THE NORTHEAST CORNER OF THE SUBJECT
PROPERTY AND 12' EAST.
ELEV.=531.86
SITE LOCATION
>>>>>>CONCRETE 120' R.O.W.S. BELTLINE ROADSPRINGHILL SUITES
(136 ROOMS - 5 STORY)
& CONFERENCE CENTER
PARKING REQ'D = 220
PARKING PROV'D = 219 LOADING ZONE AREAW W
W W W W
S >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
S >>>>>>>>>>>>>>>>>>>>>WWWWWWWWWWWWWW
WMT
T
B
F
P
CONCRETE R.O.W.
HACKBERRY ROAD >>>>>>>>>>S
>S
>S
>S
>S
>S
>S
>S
>S>S>S>S>S>S>S>S
>S
>S
>S
>S
>S
>S
>S
>S
>S
>W W W W W W W W W W W W W W W W W WWWWWWWWWWWWWWWWWWWWS>S>S
WWWWWWWWWWWWW WWWW
W W WW
SPRINGHILL SUITES
(136 ROOMS - 5 STORY)
& CONFERENCE CENTER
PARKING REQ'D = 220
PARKING PROV'D = 219 LOADING ZONE AREAT
T
CONCRETE R.O.W.
HACKBERRY ROAD
0 15 30 60
REVISIONS
SHEET DESCRIPTION
DWG. SCALE:
CHECKED BY:
DRAWN BY:
14018
3-11-2016
FILE NAME:
LJA JOB #
PROJ. DATE:SPRINGHILL SUITES136 UNIT - 5 STORY150 HACKBERRY ROADCOPPELL, TX 75019PLEASE BE ADVISED THAT THIS SET
OF PLANS HAS BEEN PREPARED
FOR BUILDING CODE AND PLAN
REVIEW ONLY. THIS SET OF PLANS
SHOULD BE CONSIDERED
PRELIMINARY AND NOT FOR ANY
BIDDING, FINAL ESTIMATE OR
CONSTRUCTION. THIS SET OF
PLANS SHALL NOT BE DEEMED
FINAL UNTIL ALL APPROVALS HAVE
BEEN OBTAINED FROM ALL CODE
AUTHORITIES HAVING
JURISDICTION. ANY BID
SUBMITTED, BASED ON THIS SET OF
PRELIMINARY PLANS, IS SUBJECT
TO CHANGE AND IS INCOMPLETE.
14018_L
Mar. 28, 201603/28/16 10:04:18AM F:\Projects\14018\Civil\DRAWINGS\Sheets\14018_L.dwgOWNER/APPLICANT:
DILIP PRANAV - PRESIDENT
CHASE HOSPITALITY, LLC
8530 ESTERS BLVD.
IRVING, TX 75063
DPRANAV@CHASEHOSPITALITY.COM
972-814-1237
LANDSCAPE ARCHITECT:
TYLER KIRCHNER
LJA
700 MAIN AVENUE
FARGO, ND 58103
TKIRCHNER@LJA-1.COM
701-293-1350
TREES & ORNAMENTAL TREES
CE Ulmus crassifolia CEDAR ELM 4" CAL @ 2'22 TOTAL CANOPY TREE
LO Quercus fusiformis ESCARPMENT LIVE OAK 4" CAL @ 2'16 TOTAL CANOPY TREE
TR Quercus texana TEXAS RED OAK 4" CAL @ 2'37 TOTAL CANOPY TREE
CM Lagerstroemia indica CRAPE MYRTLE 10' TALL 11 TOTAL MULTI-TRUNK TREE
PH Ilex decidua POSSUMHAW HOLLY 10' TALL 7 TOTAL MULTI-TRUNK TREE
PLANT LIST - TREES:
LEGAL DESCRIPTION:
A PORTION OF A TRACT OF
LAND DESCRIBED IN A SPECIAL
WARRANTY DEED TO HACKBELT
27 PARTNERS, L.P.
VOL. 2003167, PG. 12149
R.P.R.D.C.T.
EXISTING TREES:
THERE ARE NO EXISTING TREES ON SITE.
L-1
PRELIMINARY
LANDSCAPE
PLAN
1:30 @ 24x36
SGD
TWKSHRUBS
RG Berberis thunbergii 'Rose Glow'ROSE GLOW BARBERRY #5 GAL (MIN 2' TALL) 79 TOTAL 4' OC SPACING
DW Myrica pusilla DWARF WAX MYRTLE #5 GAL (MIN 2' TALL)41 TOTAL 4' OC SPACING
CS Symphoricarpos orbiculatus CORALBERRY #5 GAL (MIN 2' TALL)169 TOTAL 5' OC SPACING
DY Ilex vomitoria 'Nana'DWARF YAUPON HOLLY #5 GAL (MIN 2' TALL)168 TOTAL 5' OC SPACING
CH Ilex cornuta 'Carissa'CARISSA HOLLY #5 GAL (MIN 2' TALL)101 TOTAL 5' OC SPACING
GS loropetalum chinense hines purpleleaf LOROPETALUM #5 GAL (MIN 2' TALL)70 TOTAL 5' OC SPACING
HD Nandina domestica 'Harbour Dwarf'HARBOR DWARF NANDINA #5 GAL (MIN 2' TALL)70 TOTAL 4' OC SPACING
PERENNIALS
TA Trachelospermum asiaticum COMMON JASMINE 4" POTS 1215 TOTAL 12" OC SPACING 1.15 PLANTS/SF
VM Vinca major BIG LEAF PERIWINKLE 4" POTS 1446 TOTAL 6" OC SPACING 2.3 PLANTS/ SF
PLANT LIST - SHRUBS & PERENNIALS:
TA
VM TA
TA
VM
TA
VM
VM
VM
TA
VM
TA TA
VM VM
TA
TREE LANDSCAPE REQUIREMENTS:
1. INTERIOR LANDSCAPING REQUIREMENTS:
REQUIRED: 28 TREES - 3" CAL
PROVIDED: 28 TREES - 4" CAL
2. PERIMETER LANDSCAPING REQUIREMENTS:
REQUIRED: 34 - 3" CAL
PROVIDED: 35 - 4" CAL
3. NON-VEHICULAR LANDSCAPING REQUIREMENTS:
REQUIRED: 9 TREES - 3" CAL
PROVIDED: 12 LARGE TREES - 4" CAL
& 18 ACCENT TREES
TOTAL TREES REQUIRED:
REQUIRED: 71 TREES - 3" CAL
PROVIDED: 75 LARGE TREES - 4" CAL
& 18 ACCENT TREES
PERIMETER LANDSCAPING:17,002 SF REQ. 17,002 SF PROVIDED
NON-VEHICULAR LANDSCAPING:20,033 SF REQ. 15,049 SF PROVIDED
VEHICULAR PAVING: 83,282 SF
LANDSCAPE DATA TABLE:
INTERIOR LANDSCAPING:8,328 SF REQ.8,241 SF PROVIDED
TOTAL SITE: 174,246 SF
LANDSCAPING AREA REQUIRED: 8,328 (INTERIOR) + 20,033 (NON-VEHICULAR)
+ 17,002 (PERIMETER) = 45,363 SF
45,363 SF (REQ.) - 40,292 (LANDSCAPE SHOWN) = 5,071 SF
5,071 SF - 2,934 SF (PATIO) - 2,236 = 99 SF ABOVE REQUIREMENT
PATIO AREA: 2,934 SF PROVIDED
DECORATIVE PAVING: 2,236 SF PROVIDED
C03/29/16 05:28:14PM F:\Projects\14018\Arch\14018_A101.dwg
C03/11/16 11:34:28AM F:\Projects\14018\Arch\14018_A102.dwg
C03/11/16 11:34:09AM F:\Projects\14018\Arch\14018_A200-A202.dwg
C03/11/16 11:34:15AM F:\Projects\14018\Arch\14018_A200-A202.dwg
C03/11/16 11:34:22AM F:\Projects\14018\Arch\14018_A200-A202.dwg
Master
City of Coppell, Texas 255 Parkway Boulevard
Coppell, Texas
75019-9478
File Number: 2016-2701
File ID: Type: Status: 2016-2701 Agenda Item Passed
3Version: Reference: In Control: Planning
03/16/2016File Created:
05/10/2016Final Action: PD-205R2R-HC, ORD Vista Ridge Addition, Lot 6, Blk
D (The Plaza)
File Name:
Title: Consider approval of an Ordinance for CASE NO. PD-205R2R-HC, Vista
Ridge Addition, Lot 6, Block D (The Plaza), a zoning change from
PD-205R2-HC (Planned Development-205 Revision 2-Highway Commercial)
to PD-205R2R-HC (Planned Development-205 Revision 2 Revised-Highway
Commercial), to amend the Planned Development to attach a Detail Site Plan
to allow a 6,484-square-foot medical building on 1.56 acres of property
located at the northwest corner of S .H. 121 and Plaza Blvd. and authorizing
the Mayor to sign.
Notes:
Agenda Date: 05/10/2016
Agenda Number: B.
Sponsors: Enactment Date:
Cover Memo.pdf, Ordinance.pdf, Exhibit A - Legal.pdf,
Exhibit B- Site Plan.pdf, Exhibit C- Landscape
Plan.pdf, Exhibit D- Elevations.pdf
Attachments: Enactment Number:
Hearing Date: Contact:
Effective Date: Drafter:
History of Legislative File
Action: Result: Return
Date:
Due Date: Sent To: Date: Acting Body: Ver-
sion:
1 PassApproved03/24/2016Planning & Zoning
Commission
Page 1City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2701)
Matt Steer, Sr. Planner introduced this case with exhibits, color board and elevations. He mentioned
five notices were mailed to property owners within 200 feet of this request. There were no responses
received in favor or in opposition. There were also 14 courtesy notices mailed to property owners
within 800 feet of this request. He stated that staff is recommending approval subject to conditions
which he read into the record.
Brian Harlen, Boyington William & Assoc. Architects, 3010 LBJ Frwy, Dallas Texas, was present to
represent this case, to address questions and stated agreement with staff's recommendations.
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.
Commissioner Robinson motioned to recommend approval subject to the following conditions:
1. There will be additional comments during detail engineering plan review.
2. Submit a replat showing all existing and proposed easements and those
to be abandoned.
3. A detail plan will be required for the building addition in the future to
ensure the use, parking landscaping and architecture conform to the site.
4. Modify plans to show “711 Plaza Boulevard” in the title blocks.
5. Move the proposed monument sign to a minimum distance of 10 feet
from the SH 121 right-of-way.
6. A minimum 150-square-foot landscape island with an overstory tree is
required at the end of each parking row and no more than 15 parking spaces
can be contiguous without an island. Please revise the southern parking
lot islands to include an overstory tree and the one on the west side of the building.
7. Ensure the back of the parapet is painted the same color as the front. If
visible, then it will need to be the same material.
8. Verify and show all building setback dimensions.
9. Use the same brick color as the existing building to the north to provide
uniformity within the development.
Seconded by Commissioner Blankenship; motion carried (7-0).
Action Text:
Chair Edmund Haas, Vice Chair Glenn Portman, Commissioner Sue
Blankenship, Commissioner Ed Darling, Commissioner Doug
Robinson, Commissioner Vijay Sarma, and Commissioner George
Williford
7Aye:
2 PassClose the Public
Hearing and
Approve
04/12/2016City Council
Mayor Hunt opened the Public Hearing and Mr. Matt Steer, City Planner, presented the item.
A motion was made by Councilmember Wes Mays, seconded by Councilmember Cliff Long, to close
the Public Hearing and approve this Agenda Item. The motion passed by an unanimous vote.
Action Text:
Councilmember Cliff Long, Councilmember Brianna Hinojosa-Flores,
Councilmember Wes Mays, Councilmember Gary Roden,
Councilmember Marvin Franklin, Councilmember Mark Hill, and Mayor
Pro Tem Nancy Yingling
7Aye:
3 PassApproved on the
Consent Agenda
05/10/2016City Council
A motion was made by Councilmember Marvin Franklin, seconded by Mayor Pro Tem Gary Roden,
that Consent Agenda Items A-D be approved. The motion passed by an unaninous vote.
Action Text:
Text of Legislative File 2016-2701
Page 2City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2701)
Title
Consider approval of an Ordinance for CASE NO. PD-205R2R-HC, Vista Ridge Addition,
Lot 6, Block D (The Plaza), a zoning change from PD -205R2-HC (Planned Development -205
Revision 2-Highway Commercial) to PD-205R2R-HC (Planned Development-205 Revision 2
Revised-Highway Commercial), to amend the Planned Development to attach a Detail Site
Plan to allow a 6,484-square-foot medical building on 1.56 acres of property located at the
northwest corner of S.H. 121 and Plaza Blvd. and authorizing the Mayor to sign.
Summary
Staff Recommendation:
On April 14, 2016, City Council unanimously approved this ZONING CHANGE (7-0).
On March 24, 2016, the Planning Commission unanimously recommended approval of this
ZONING CHANGE (7-0. Commissioners, Williford, Sarma, Robinson, Haas, Portman, Darling
and Blankenship voted in favor; none opposed.
The Planning Department recommended APPROVAL.
Goal Icon:
Business Prosperity
Community Wellness and Enrichment
Sense of Community
Page 3City of Coppell, Texas Printed on 12/21/2017
1
MEMORANDUM
To: Mayor and City Council
From: Gary L. Sieb, Director of Planning
Date: May 10, 2016
Reference: Consider approval of an Ordinance for PD-205R2R-HC, Vista Ridge Addition, Lot 6,
Block D (The Plaza), to amend the Planned Development to attach a Detail Site Plan to
allow a 6,484-square-foot medical building on 1.56 acres of property located at the
northwest corner of S.H. 121 and Plaza Blvd.
2030: Business Prosperity, Community Wellness and Enrichment, Sense of Community
Introduction:
This request is to amend the current Planned Development zoning which was approved for a 13,450-
square-foot retail/restaurant building to allow for a 6,484 square foot ambulatory surgery center with a
future 6,966 square foot medical office addition to the east. The architectural design of this building is
similar to the building directly abutting this property to the west and building materials are compatible
with the building to the north. The building design incorporates several building materials (two colors
of brick and two colors of stone) and building articulation to provide architectural interest to the building.
In addition to the existing entry feature sign at the corner of Plaza Boulevard and SH 121, this
development will provide a monument sign with two tenant names.
Analysis:
On April 12, 2016 the City Council unanimously approved this PD for Medical office uses as
recommended by the Planning and Zoning Commission
On March 24, 2016, the Planning and Zoning Commission unanimously recommended approval of this
PD request, subject to the following conditions:
1. There will be additional comments during detail engineering plan review.
2. Submit a replat showing all existing and proposed easements and those to be abandoned.
3. A detail plan will be required for the building addition in the future to ensure the use, parking
landscaping and architecture conform to the site.
Legal Review:
This item did not require City Attorney review.
Fiscal Impact:
None
2
Recommendation:
The Planning Department recommends approval
Attachments:
1. Ordinance
2. Exhibit A- Legal Description
3. Exhibit B -Site Plan
4. Exhibit C -Landscape Plan
5. Exhibit D - Elevations
City of Coppell Pg 1 TM 76697
AN ORDINANCE OF THE CITY OF COPPELL, TEXAS
ORDINANCE NO. ________
AN ORDINANCE OF THE CITY OF COPPELL, TEXAS,
AMENDING THE COMPREHENSIVE ZONING ORDINANCE AND MAP
OF THE CITY OF COPPELL, TEXAS, AS HERETOFORE AMENDED, BY
GRANTING A CHANGE IN ZONING FROM PD-205R2-HC (PLANNED
DEVELOPMENT-205 REVISION 2-HIGHWAY COMMERCIAL) TO PD-
205R2R-HC (PLANNED DEVELOPMENT-205 REVISION 2 REVISED-
HIGHWAY COMMERCIAL), TO AMEND THE PLANNED
DEVELOPMENT TO ATTACH A DETAIL SITE PLAN TO ALLOW A
6,484-SQUARE-FOOT MEDICAL BUILDING ON 1.56 ACRES OF
PROPERTY LOCATED AT THE NORTHWEST CORNER OF S.H. 121
AND PLAZA BLVD, AND BEING MORE PARTICULARLY DESCRIBED
IN EXHIBIT “A” ATTACHED HERETO AND INCORPORATED HEREIN;
PROVIDING FOR APPROVAL OF THE SITE PLAN, LANDSCAPE PLAN
AND ELEVATIONS ATTACHED HERETO AS EXHIBITS “B” THOUGH
“D”; PROVIDING FOR SPECIAL CONDITIONS PROVIDING A
REPEALING CLAUSE; PROVIDING A SEVERABILITY CLAUSE;
PROVIDING A SAVINGS CLAUSE; PROVIDING A PENALTY OF FINE
NOT TO EXCEED THE SUM OF TWO THOUSAND DOLLARS ($2,000.00)
FOR EACH OFFENSE; AND PROVIDING AN EFFECTIVE DATE.
WHEREAS, the City Planning and Zoning Commission and the governing body of the City
of Coppell, Texas, in compliance with the laws of the State of Texas and pursuant to the
Comprehensive Zoning Ordinance of the City of Coppell, have given requisite notices by publication
and otherwise, and after holding due hearings and affording a full and fair hearing to all property
owners generally, and to all persons interested and situated in the affected area and in the vicinity
thereof, the said governing body is of the opinion that Zoning Application No. PD-205R2-HC should
be approved, and in the exercise of legislative discretion have concluded that the Comprehensive
Zoning Ordinance and Map should be amended.
NOW, THEREFORE, BE IT ORDAINED BY THE CITY COUNCIL OF THE CITY
OF COPPELL, TEXAS:
SECTION 1. That the Comprehensive Zoning Ordinance and Map of the City of Coppell,
Texas, duly passed by the governing body of the City of Coppell, Texas, as heretofore amended, be
and the same is hereby amended by granting a change in from PD-205R2-HC (Planned Development-
205 Revision 2-Highway Commercial) to PD-205R2R-HC (Planned Development-205 Revision 2
Revised-Highway Commercial), to amend the Planned Development to attach a Detail Site Plan to
City of Coppell Pg 2 TM 76697
allow a 6,484-square-foot medical building on 1.56 acres of property located at the northwest corner
of S.H. 121 and Plaza Blvd, for the property described in Exhibit “A” attached hereto and made a
part hereof for all purposes.
SECTION 2. That the Property will be used and developed for Highway Commercial
purposes as provided in the Code of Ordinances, is hereby approved subject to the following
development regulations:
A. Except as amended herein, the property shall be developed in accordance with the
Planned Development Ordinance, No. 91500-A-415 which is incorporated herein
as set forth in full and hereby republished.
B. A replat indicting all existing and proposed easements and those to be abandoned
shall be approved and filed for record prior to the issuance of a building permit on
this property.
C. A detail plan will be required for the building addition in the future to ensure the
use, parking landscaping and architecture conform to the site.
D. Building will be constructed and maintained in accordance with the Building
Elevations, including materials as noted therein.
SECTION 3. That the Site Plan, Landscape Plan, and Elevations, attached hereto as
Exhibits “B” though “D” as part of the development regulations adopted herein.
SECTION 4. That the above property shall be used only in the manner and for the purpose
provided for by the Comprehensive Zoning Ordinance of the City of Coppell, as heretofore amended,
and as amended herein.
City of Coppell Pg 3 TM 76697
SECTION 5. That the development of the property herein shall be in accordance with
building regulations, zoning ordinances, and any applicable ordinances except as may be specifically
altered or amended herein.
SECTION 6. That all provisions of the Ordinances of the City of Coppell, Texas, in conflict
with the provisions of this ordinance be, and the same are hereby, repealed, and all other provisions
not in conflict with the provisions of this ordinance shall remain in full force and effect.
SECTION 7. That should any sentence, paragraph, subdivision, clause, phrase or section of
this ordinance be adjudged or held to be unconstitutional, illegal or invalid, the same shall not affect
the validity of this ordinance as a whole, or any part or provision thereof other than the part so decided
to be unconstitutional, illegal or invalid, and shall not affect the validity of the Comprehensive Zoning
Ordinance as a whole.
SECTION 8. An offense committed before the effective date of this ordinance is governed
by prior law and the provisions of the Comprehensive Zoning Ordinance, as amended, in effect when
the offense was committed and the former law is continued in effect for this purpose.
SECTION 9. That any person, firm or corporation violating any of the provisions or terms
of this ordinance shall be subject to the same penalty as provided for in the Comprehensive Zoning
Ordinance of the City of Coppell, as heretofore amended, and upon conviction shall be punished by a
fine not to exceed the sum of Two Thousand Dollars ($2,000.00) for each offense; and each and every
day such violation shall continue shall be deemed to constitute a separate offense.
SECTION 10. That this ordinance shall take effect immediately from and after its passage
and the publication of its caption, as the law and charter in such cases provide.
DULY PASSED by the City Council of the City of Coppell, Texas, this the _______ day of
___________________, 2016.
City of Coppell Pg 4 TM 76697
APPROVED:
_____________________________________
KAREN SELBO HUNT
ATTEST:
___________________________________
CHRISTEL PETTINOS, CITY SECRETARY
APPROVED AS TO FORM:
________________________________
CITY ATTORNEY
LEGAL DESCRIPTION
TRACT ONE
1.558 ACRES
BEING a tract of land located in the G.C. WOOLSEY SURVEY, ABSTRACT NO.
1792, City of Coppell, Dallas County, Texas and being all of Lot 6, Block D of VISTA
RIDGE (THE PLAZA) LOTS 1BR – 8X, BLOCK D, an Addition to the City of
Coppell, Dallas County, Texas according to the Plat thereof recorded in Cabinet W,
Page 272, Plat Records, Denton County, Texas and Volume 2005094, page 76, Map
Records, Dallas county, Texas and being more particularly described as follows:
BEGINNING at a 5/8 inch iron rod with a yellow plastic cap stamped “CARTER &
BURGESS” found in the North right-of-way line of State Highway No. 121, a variable
width right-of-way, at the Southwest corner of said Lot 6 and the Southeast corner of
Lot 1A, Block D of VISTA RIDGE, an Addition to the City of Coppell, Dallas County,
Texas according to the Plat thereof recorded in Volume 2004238, Page 241, Map
Records, Dallas County, Texas;
THENCE North 00 degrees 45 minutes 09 seconds East, leaving said North right-of-
way line and along the common line of said Lot 6 and said Lot 1A, a distance of 215.67
feet to a 1/2 inch iron rod with a yellow plastic cap stamped "DAA" set at the
Northwest corner of said Lot 6 and the Southwest corner of Lot 5, Block D of said
VISTA RIDGE (THE PLAZA) Addition recorded in Cabinet W, Page 272;
THENCE along the common line of said Lot 6 and Lot 5, the following three (3)
courses and distances:
South 89 degrees 14 minutes 51 seconds East, a distance of 104.00 feet to a 1/2 inch
iron rod with a yellow plastic cap stamped "DAA" set for corner;
North 66 degrees 18 minutes 51 seconds East, a distance of 77.35 feet to a 1/2 inch
iron rod with a yellow plastic cap stamped "DAA" set for corner;
South 89 degrees 14 minutes 09 seconds East, a distance of 50.00 feet to a 1/2 inch
iron rod with a yellow plastic cap stamped "DAA" set for corner at the beginning of a
non-tangent curve to the left having a central angle of 63 degrees 36 minutes 47
seconds, a radius of 86.00 feet and a chord bearing and distance of South 30 degrees
26 minutes 42 seconds East, 90.65 feet;
THENCE Southeasterly, along said curve to the left, an arc distance of 95.48 feet to a
1/2 inch iron rod with a yellow plastic cap stamped “DAA” set for corner at the
beginning of a reverse curve to the right having a central angle of 63 degrees 00
minutes 57 seconds, a radius of 30.00 feet and a chord bearing and distance of South 30
degrees 44 minutes 37 seconds East, 31.36 feet;
THENCE Southeasterly, along said curve to the right, an arc distance of 32.99 feet to a
1/2 inch iron rod with a yellow plastic cap stamped “DAA” set for corner;
THENCE South 00 degrees 45 minutes 51 seconds West, a distance of 143.14 feet to a
1/2 inch iron rod with a yellow plastic cap stamped "DAA" set for corner;
THENCE South 35 degrees 50 minutes 36 seconds West, a distance of 38.21 feet to a
1/2 inch iron rod with a yellow plastic cap stamped "DAA" set for corner in said North
right-of-way line at the beginning of a non-tangent curve to the right having a central
angle of 05 degrees 45 minutes 18 seconds, a radius of 2,665.00 feet and a chord
bearing and distance of North 82 degrees 35 minutes 23 seconds West, 267.57 feet;
THENCE Westerly, along said curve to the right, an arc distance of 267.69 feet to the
POINT OF BEGINNING and containing 1.558 acres of land, more or less.
GONZALEZ&SCHNEE
B
E
RG
ENGIN E E R S &SU VEYO
R
S
INC.REG I S T R A TION F-
3
3
7
6R
NOT FOR CONSTRUCTION
“
”P:\6475 Coppell\6475site.dwg, 3/31/2016 10:44:28 AM, DWG To PDF.pc3
Master
City of Coppell, Texas 255 Parkway Boulevard
Coppell, Texas
75019-9478
File Number: 2016-2648
File ID: Type: Status: 2016-2648 Agenda Item Passed
1Version: Reference: In Control: Engineering
02/12/2016File Created:
04/12/2016Final Action: Denton Creek Flood StudyFile Name:
Title: Consider approval of entering into a contract with Halff & Associates for a
flood study along Denton Creek; in the amount of $282,000.00; as provided
for in the Municipal Drainage Utility District (DUD) fund; and authorizing the
City Manager to sign any necessary documents.
Notes:
Agenda Date: 04/12/2016
Agenda Number: 13.
Sponsors: Enactment Date:
Storm Water Management Memo.pdf, Storm Water
Study Exhibit 1.pdf, Storm Water Study Exhibit 2.pdf,
Phase 1 Proposal - Denton Creek.pdf
Attachments: Enactment Number:
Hearing Date: Contact:
Effective Date: Drafter:
History of Legislative File
Action: Result: Return
Date:
Due Date: Sent To: Date: Acting Body: Ver-
sion:
1 PassApproved04/12/2016City Council
Mr. Ken Griffin, City Engineer, made a presentation regarding the item and answered questions of
the City Council.
A motion was made by Councilmember Wes Mays, seconded by Councilmember Marvin Franklin,
that this Agenda Item be approved. The motion passed by an unanimous vote.
Action Text:
Councilmember Cliff Long, Councilmember Brianna Hinojosa-Flores,
Councilmember Wes Mays, Councilmember Gary Roden,
Councilmember Marvin Franklin, Councilmember Mark Hill, and Mayor
Pro Tem Nancy Yingling
7Aye:
Text of Legislative File 2016-2648
Title
Consider approval of entering into a contract with Halff & Associates for a flood study along
Denton Creek; in the amount of $282,000.00; as provided for in the Municipal Drainage Utility
District (DUD) fund; and authorizing the City Manager to sign any necessary documents.
Page 1City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2648)
Summary
Fiscal Impact:
Funds are available in the Municipal Drainage Utility District Fund for this contract.
Staff Recommendation:
The Engineering Department recommends approval.
Goal Icon:
Sustainable City Government
Page 2City of Coppell, Texas Printed on 12/21/2017
1
MEMORANDUM
To: Mayor and City Council
From: Ken Griffin, P.E., Director of Engineering and Public Works
Date: April 12, 2016
Reference: Consideration of Approval of Phase I of the City-Wide Storm Water Management
Study, generally associated with Denton Creek
2030: Sustainable City Government
Business Prosperity
Community Wellness and Enrichment
Sense of Community
Special Place to Live
General Information:
This is Phase I of an update to the 1991 City-Wide Storm Water Management Study
Previously discussed at the January 12, 2016 Council Work Session
Phase I Cost - $282,000.00
The general limit of the study is Denton Creek from SH 121 east and south to its
confluence with the Elm Fork of the Trinity
The expected outcome is various design options and costs for a stable channel flow
Any identified projects would be for City owned property only
Introduction:
In May of 1989, the City experienced over 5.5 inches of rainfall during a 24-hour period. The result
of the rainfall was flooding throughout Coppell. Rain continued into June 1989 creating even more
flooding. Most of the creek flooding complaints were from residents along Grapevine Creek and its
six tributary’s. At the time there was very little development along the other creeks in town. In May
of 1990, rain again caused flooding along portions of Coppell. The outcome of that flooding was the
adoption of the City’s 1991 City-Wide Storm Water Management Study.
Through the years, the City has worked on completing the drainage projects identified in the 1991
study. However, with the development in the City in the last 25 years, it’s time to revise the Coppell
City-Wide Storm Water Management Study.
2
Analysis:
In May of 2015, the City again experienced heavy rains that caused flooding. Upstream of Coppell,
the flow of water is controlled by the Grapevine Lake and Lake Lewisville dams. During the May
2015 rain events and carrying over into June, the lakes were full to a point that there were uncontrolled
releases which created a full flow of water in Denton Creek and the Elm Fork of the Trinity River.
After the rain events, the City begun discussions with Halff Associates, Inc. to update our 1991 City-
Wide Storm Water Management Study. The initial proposal was provided to the City on August 11,
2015. It included two options: 1) a complete evaluation of all creeks and our storm sewer system;
and 2) a complete evaluation of creeks only. The difference in the two proposals is about
$2,000,000.00.
Since the initial proposal, the City has met with Halff and requested that the proposal be for creeks
only and that it be phased. The City requested that the first phase should focus on Denton Creek.
Most of our complaints from the 2015 rain events were from residents along Denton Creek. The flow
in this creek is mainly controlled by the Grapevine Lake dam and the overall rainfall in the drainage
basin for May 2015 was one of the highest months on record at 16.96 inches. In reviewing historical
monthly rainfall totals, the only two months I found with more rainfall was April 1922 at 17.64 inches
and April 1942 at 16.97 inches.
One of the goals of this study is to evaluate Denton Creek independent from the Elm Fork of the
Trinity River and determine if characteristics of the flow create additional downstream problems.
Also, we will be evaluating City owned property to determine if drainage improvements are needed
to protect our property.
Legal Review:
No legal review required.
Fiscal Impact:
The fiscal impact of this Agenda item is $282,000.00 for Phase I of the study.
Recommendation:
The Engineering Department recommends award of Phase I of the update to the 1991 City-Wide
Storm Water Management Study.
Phase 1, City-WideStorm Water Management StudyCity of CoppellCreated in Civil3DS:\CAD\In_Design\MISC EXHIBITS\dwg\EXHIBITS 2016.dwg\CITY WIDE STORMWATER 1Created on: 6 April 20161 INCH = FT.0700070003500CITY OWNED PROPERTYADJACENT TO WATER WAY
Phase 1, City-WideStorm Water Management StudyCity of CoppellCreated in Civil3DS:\CAD\In_Design\MISC EXHIBITS\dwg\EXHIBITS 2016.dwg\CITY WIDE STORMWATER 2Created on: 6 April 20161 INCH = FT.015001500750CITY OWNED PROPERTYADJACENT TO WATER WAY
December 21, 2015
1008159804 PR23
Mike Garza, P.E.
Assistant Director of Engineering
City of Coppell
Engineering Department
265 E. Parkway Blvd.
Coppell, Texas 75019
RE: Letter Agreement for Professional Engineering Services related to the Study and Development of
Conceptual Level Alternatives to address siltation and erosion along Denton Creek (Phase 1)
Dear Mr. Garza:
Halff Associates, Inc. is pleased to submit this professional engineering services proposal for the study
and development of conceptual level alternatives to address siltation and erosion along Denton Creek
(Phase I). Under Phase I Halff will develop a HEC-RAS 1D/2D hydraulic model for the approximately
3.4 mile reach of Denton Creek from the Vista Ridge Athletic Complex to the Denton Creek confluence
with the Elm Fork of the Trinity River and the approximately 1.3 mile reach of Denton Creek between
Denton Tap Road and the Sam Rayburn Tollway (State Highway 121). The purpose of the study is to
evaluate the current fully developed hydrology for Denton Creek developed by the U.S. Army Corps
of Engineers, develop a 1D/2D model in the area of the confluence of Denton Creek with the Elm
Fork of the Trinity River to better understand the relationship and concerns noted by the City of
Coppell during the May/early June flood event, and develop conceptual level alternatives to address
siltation and erosion along the reaches noted above. Theses reaches will be supplemented with the
study that the Denton County Levee Improvement District No. 1 is currently conducting for the reach
of Denton Creek from Vista Ridge Athletic Complex to Denton Tap Road. Phase II will consist of
developing the Phase I recommended alternative into design plans and/or drawings for construction,
construction phase services, environmental permits, and floodplain permits with the Cities of Coppell
and Carrollton (if required), USACE (if required), and FEMA. Scope and fee for Phase II services will
be better defined at the completion of Phase I and with Notice to Proceed granted by the City of
Coppell.
Scope of Services
I. PHASE I – STUDY AND DEVELOPMENT OF ALTERNATIVES
A. Data Collection, Field Reconnaissance, and Survey
1. Obtain the effective hydrology and hydraulic models for Denton Creek developed by the
U.S. Army Corps of Engineers (USACE) from USACE and/or Halff files.
2. Obtain Global Information System (GIS) shapefiles and other supporting data from
USACE, City of Coppell, and/or Halff files for the Denton Creek watershed and stream.
Mike Garza
City of Coppell
December 21, 2015
Page 2
3. Retrieve topographic information from the Texas Natural Resources Information System
(TNRIS) or Halff files in the area of the project, as necessary.
4. Obtain U.S. Geological Service (USGS) gage information for model calibration.
5. Obtain bridge and/or culvert plans from Texas Department of Transportation (TxDOT),
North Texas Tollway Authority (NTTA), and/or City of Coppell.
6. Develop a basemap of the study reach in GIS format using topography and survey
information.
7. Prepare a location map.
8. Conduct a stream reconnaissance visit of Denton Creek with the Geomorphologist for the
project.
9. Meet and coordinate with the City of Coppell, as needed.
B. Survey
1. Conduct a survey of the Denton Creek channel between Vista Ridge Athletic Complex and
the confluence of Denton Creek with the Elm Fork of the Trinity River and a survey of the
Denton Creek Channel between Denton Tap Road and the Sam Rayburn Tollway (SH 121).
Cross-sections will be taken every 300 feet.
2. Conduct a survey of 4 bridge/culvert structures in the study reaches.
3. Meet and coordinate with the Cities of Coppell, Lewisville (if needed), and Carrollton on
rights of entries needed for the survey of the reaches of Denton Creek mentioned above.
C. Geomorphology Evaluation
The procedures for assessing stream stability have been put forth by many but the methodology
proposed for this evaluation which has been used for decades and found to include the major
steps in analysis of any river project are(after Simons, Li and Associates, 1982 Engineering Analysis
of Fluvial Systems):
Step 1: Watershed Characteristics
Step 2: Flow Regime/Flood Discharges
Step 3: Hydraulic Conditions
Step 4: Bed and Bank Material
Step 5: Armoring Potential
Step 6: Vertical Stability: Aggradation/Degradation
Step 7: Planform Stability: Bank Stability
Step 8: Local Scour
While the steps show 8 steps in channel evaluation and design, the proposed project is thought
to require four stages in which the above will be incorporated. These are:
1. Project Planning: Meeting with City, Engineers, and Geomorphologist to establish goals
and objectives of the proposed channel assessment with regard to flood control, erosion
control, water quality, habitat, and overall channel stability.
2. Field Work: Site visit by the engineers and Fluvial Geomorphologist to obtain necessary
field data to perform analysis on future options for channel given objectives in Stage I.
3. Data Assessment/Modeling: Data obtained from the Engineering Team and State II field
Mike Garza
City of Coppell
December 21, 2015
Page 3
data is analyzed through conceptual and analytical models to obtain inputs for stable channel
design options for input to Halff Engineers which best meets criterion established in Stage
I.
4. Final Design Options: Plan preparation. Work with Engineering Team to incorporate
findings of analysis into potential solutions and report preparation.
D. Existing Conditions Analysis
1. Evaluate the hydrology model obtained from USACE to determine the initial and
downstream boundary conditions of the HEC-RAS 2D model.
2. Develop runoff for the 1-year rainfall event and other as needed to supplement the
Geomorphology Evaluation.
3. Develop a 2D surface grid based on LiDAR and channel survey information.
4. Incorporate the 2D surface grid into the HEC-RAS model and evaluate.
5. Troubleshoot instability in the model until model becomes stable.
6. Calibration of model (if required) to historic events where sufficient information is available.
7. Coordinate with the Geomorphologist on the baseline results (channel velocities).
8. Incorporate the 2D HEC-RAS results into the 1D HEC-RAS model and evaluate.
9. Compare 2D HEC-RAS results with 1D HEC-RAS results.
10. Perform a Quality Assurance and Quality Control check of the hydrology model
information, and HEC-RAS models (2D and 1D) before modeling alternatives.
E. Evaluation of Conceptual Level Alternatives (Proposed Conditions)
1. Evaluation of Geomorphologist recommended alternatives (not to exceed 2) hydraulically
in 2D HEC-RAS.
2. Develop 2D surface grid of proposed alternative and incorporate into HEC -RAS model
and evaluate.
3. Troubleshoot instability in the model until model becomes stable.
4. Incorporate the 2D HEC-RAS results into the 1D HEC-RAS model and evaluate.
5. Coordinate with the Geomorphologist on the results of each alternative. Modify the
hydraulic model accordingly.
6. Compare 2D HEC-RAS results with 1D HEC-RAS results, and to existing conditions.
7. Perform a Quality Assurance and Quality Control check of the HEC-RAS models (2D and
1D).
F. Report
1. Write, edit, and compile report for the evaluations performed.
2. Prepare exhibits of each alternative to include in the report.
3. Develop conceptual level cost estimates for each of the alternatives.
4. Present results to the City of Coppell.
5. Revise report as needed based on comments by the City of Coppell.
6. Meet with the City of Coppell to present final report.
Phase II items (design phase services, construction phase services, environmental permitting, and
floodplain permitting) is not included in this scope of work. Other items not included in this scope of
work can be found on Attachment A.
Mike Garza
City of Coppell
December 21, 2015
Page 4
Compensation
It is anticipated that these services can be accomplished for the following estimated budget: $282,000
and is broken down as follows:
A. Data Collection, Field Reconnaissance, and Survey $ 11,500
B. Survey $ 89,000
C. Geomorphology Evaluation $ 16,000
D. Existing Conditions Analysis $ 59,500
E. Evaluation of Alternatives (Proposed Conditions) $ 59,000
F. Report $ 47,000
TOTAL $282,000
Halff Associates will be compensated for all services on a lump sum basis. Labor will be billed at 2.3
times actual Salary Cost. All direct expenses, such as reproduction, travel, courier services, and long
distance telephone, will be billed at 1.15 times Actual Cost. Project costs are monitored on a biweekly
basis and every effort will be made to minimize the total fees required to successfully complete the
assignment. Invoices for services will be submitted monthly, with full documentation.
Schedule
Anticipated start date for this scope of work will be 2 weeks from the time we receive written approval
from the City of Coppell for this letter agreement.
We sincerely appreciate this opportunity to work with the City of Coppell on this project and look
forward to your positive response to this proposal. Please do not hesitate to contact us if you need any
further information of if you have any questions.
Sincerely,
HALFF ASSOCIATES, INC.
Russell P. Erskine, P.E., CFM
Project Manager
Master
City of Coppell, Texas 255 Parkway Boulevard
Coppell, Texas
75019-9478
File Number: 2016-2733
File ID: Type: Status: 2016-2733 Agenda Item Passed
1Version: Reference: In Control: Parks and
Recreation
04/04/2016File Created:
04/12/2016Final Action: Wagon Wheel Storm DrainageFile Name:
Title: Consider approval of award of a bid and enter into a contract with Insituform
Technologies, LLC, for the Wagon Wheel Park storm drain system
rehabilitation, in the amount of $505,923.71 utilizing BuyBoard Contract
#462-14; and authorizing the City Manager to sign the necessary documents.
Notes:
Agenda Date: 04/12/2016
Agenda Number: 14.
Sponsors: Enactment Date:
Memo.pdf, Proposal.pdf, Wagon Wheel Phase 1
exhibit.pdf
Attachments: Enactment Number:
Hearing Date: Contact:
Effective Date: Drafter:
History of Legislative File
Action: Result: Return
Date:
Due Date: Sent To: Date: Acting Body: Ver-
sion:
1 PassApproved04/12/2016City Council
Mr. Guy McLain, Assistant Director of Parks and Recreation, made a presentation on the item and
answered questions of the City Council.
A motion was made by Councilmember Brianna Hinojosa-Flores, seconded by Councilmember
Nancy Yingling, that this Agenda Item be approved. The motion passed by an unanimous vote.
Action Text:
Councilmember Cliff Long, Councilmember Brianna Hinojosa-Flores,
Councilmember Wes Mays, Councilmember Gary Roden,
Councilmember Marvin Franklin, Councilmember Mark Hill, and Mayor
Pro Tem Nancy Yingling
7Aye:
Text of Legislative File 2016-2733
Title
Consider approval of award of a bid and enter into a contract with Insituform Technologies,
LLC, for the Wagon Wheel Park storm drain system rehabilitation, in the amount of
$505,923.71 utilizing BuyBoard Contract #462-14; and authorizing the City Manager to sign the
Page 1City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2733)
necessary documents.
Summary
Fiscal Impact:
Funds are available in the Municipal Drainage District Fund and CRDC #1 for this project.
Staff Recommendation:
The Parks and Recreation Department recommends approval.
Goal Icon:
Sustainable City Government
Page 2City of Coppell, Texas Printed on 12/21/2017
1
MEMORANDUM
To: Mayor and City Council
From: Brad Reid, Parks and Recreation Director
Date: April 12, 2016
Reference: Consider approval of award of a bid and enter into a contract with Insituform
Technologies, LLC, for the Wagon Wheel Park storm drain system rehabilitation, in
the amount of $505,923.71 utilizing BuyBoard Contract #462-14; and authorizing the
City Manager to sign the necessary documents.
2030: Sustainable City Government: Excellent and Well-Maintained City Infrastructure and
Facilities
Introduction:
Phase I construction of Wagon Wheel Park was completed in 1999 and included all of the storm
sewer drainage system for the park. Park maintenance employees began to notice sink holes develop
in the south east portion of the park near the soccer game fields in late 2012. The storm drains are
located primarily beneath the sidewalks, roadways and parking lots thereby not presenting an
interruption of field sport activities. Public Works and the Parks and Recreation Departments
worked together to determine the condition of the storm drain system by field observation and
camera video which resulted in inconclusive findings. The departments worked together to make
necessary repairs and fill in sink holes as they developed. The heavy rains that occurred during the
spring of 2015 aggravated the sink hole development indicating a probable system failure of
significant proportion.
The Parks and Recreation Department retained the engineering firm of Walter P. Moore and
Associates, Inc. in June of 2015 to perform an investigation of the storm water drainage system in
Wagon Wheel Park to identify the causes of the sink holes. The investigation consisted of video
recordings along all concrete storm sewer pipes and a visual inspection of all inlets that could be
accessed from the surface. After reviewing the pipe videos to visually identify damage or defects,
Walter P. Moore developed a report of findings and recommendations for repairs. The
recommendations were prioritized based on potential safety concerns, deferred maintenance costs
and interruptions to field and event activities. The repairs can be accomplished by utilizing a
2
combination of two methods that do not require significant construction activities. The first method
is to line the pipes with Insituform cured-in-place pipe (CIPP). This is a joint less, seamless, pipe-
within-a-pipe used to rehabilitate sanitary sewers, storm sewers and force mains. This solution has
been in service for over 40 years and is a structural product with a 100-year design life. The second
method of repair is to drill small holes in the concrete, inject high density polyurethane foam under
the concrete and lift it back into place. Public Works has successfully used this system within the
city before and recommends it for this type of problem.
Analysis:
The Report for Wagon Wheel Park Drainage Investigation provides conclusive evidence of poor
connections between pipes and inlets and failed joints between pipe segments and structural damage
to pipes. The report contains detailed observations of specific segment locations verified by
video/photos of damages and sediment buildup. Rainfall and regular drainage from the turf irrigation
system will continue to cause significant amounts of soil to fill the voids, gaps and add sediment to
the pipes potentially leading to sidewalk, roadway and parking lot failure or collapse.
The quote from Insituform is $505,923.71(BuyBoard Quote) with associated Proposal Exclusions
that are dependent on actual site conditions during the process of pipe lining each section.
Legal Review:
None required at this time.
Fiscal Impact:
The fiscal impact is $505,923.71
Recommendation:
The Parks and Recreation Department recommends approval of this item.
E1
E3E2
D4 D5
D2D3
A3
C1
C2
A5
A7
A8
A1
A2
D1
B1
B2
A6
MANHOLE 1
MANHOLE 2
LINE A LINE BLINE DLINE ELINE C³³200 0 200100 Feet
WAGON WHEEL PARKDRAINAGE SYSTEM INVESTIGATION
EXHIBIT FOR PHASE 1 CIPP LINING AND REPAIRS
CITY OF COPPELL, TX
FEBRUARY 10, 2016
Legend
Wagon Wheel Storm Inlets
Outfall
Wagon Wheel Storm Mains
A4
LINE A LINE APROPOSED MANHOLE
CIPP LINING OF EXISTING PIPES
Master
City of Coppell, Texas 255 Parkway Boulevard
Coppell, Texas
75019-9478
File Number: 2016-2734
File ID: Type: Status: 2016-2734 Agenda Item Passed
1Version: Reference: In Control: Parks and
Recreation
04/04/2016File Created:
04/12/2016Final Action: Wagon Wheel Storm Drainage Phase 2File Name:
Title: Consider approval of award of a bid and enter into a contract with Nortex
Concrete Lift and Stabilization, Inc., to raise and underseal the concrete
pavement at the Wagon Wheel Park, in the amount of $100,000.00 through
an interlocal cooperative purchase agreement with the City of Grand Prairie;
and authorizing the City manager to sign the necessary documents.
Notes:
Agenda Date: 04/12/2016
Agenda Number: 15.
Sponsors: Enactment Date:
Memo.pdf, NORTEX Quote.pdfAttachments: Enactment Number:
Hearing Date: Contact:
Effective Date: Drafter:
History of Legislative File
Action: Result: Return
Date:
Due Date: Sent To: Date: Acting Body: Ver-
sion:
1 PassApproved04/12/2016City Council
Mr. Guy McLain, Assistant Parks and Recreation Director, made a presentation on the item.
A motion was made by Councilmember Wes Mays, seconded by Councilmember Nancy Yingling,
that this Agenda Item be approved. The motion passed by an unanimous vote.
Action Text:
Councilmember Cliff Long, Councilmember Brianna Hinojosa-Flores,
Councilmember Wes Mays, Councilmember Gary Roden,
Councilmember Marvin Franklin, Councilmember Mark Hill, and Mayor
Pro Tem Nancy Yingling
7Aye:
Text of Legislative File 2016-2734
Title
Consider approval of award of a bid and enter into a contract with Nortex Concrete Lift and
Stabilization, Inc., to raise and underseal the concrete pavement at the Wagon Wheel Park, in
the amount of $100,000.00 through an interlocal cooperative purchase agreement with the City
Page 1City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2734)
of Grand Prairie; and authorizing the City manager to sign the necessary documents.
Summary
See attached memo.
Fiscal Impact:
Funds are available in Drainage CIP and CRDC #1 for this project.
Staff Recommendation:
The Parks and Recreation Department recommends approval.
Goal Icon:
Sustainable City Government
Page 2City of Coppell, Texas Printed on 12/21/2017
1
MEMORANDUM
To: Mayor and City Council
From: Brad Reid, Parks and Recreation Director
Date: April 12, 2016
Reference: Consider approval of award of a bid and enter into a contract with Nortex Concrete
Lift and Stabilization, Inc., to raise and underseal the concrete pavement at the Wagon
Wheel Park, in the amount of $100,000.00 through an interlocal cooperative purchase
agreement with the City of Grand Prairie; and authorizing the City manager to sign
the necessary documents.
2030: Sustainable City Government: Excellent and Well-Maintained City Infrastructure and
Facilities
Introduction:
Phase I construction of Wagon Wheel Park was completed in 1999 and included all of the storm
sewer drainage system for the park. Park maintenance employees began to notice sink holes develop
in the south east portion of the park near the soccer game fields in late 2012. The storm drains are
located primarily beneath the sidewalks, roadways and parkin g lots thereby not presenting an
interruption of field sport activities. Public Works and the Parks and Recreation Departments
worked together to determine the condition of the storm drain system by field observation and
camera video which resulted in inconclusive findings. The departments worked together to make
necessary repairs and fill in sink holes as they developed. The heavy rains that occurred during the
spring of 2015 aggravated the sink hole development indicating a probable system failure of
significant proportion.
The Parks and Recreation Department retained the engineering firm of Walter P. Moore and
Associates, Inc. in June of 2015 to perform an investigation of the storm water drainage system in
Wagon Wheel Park to identify the causes of the sink holes. The investigation consisted of video
recordings along all concrete storm sewer pipes and a visual inspection of all inlets that could be
accessed from the surface. After reviewing the pipe videos to visually identify damage or defects,
Walter P. Moore developed a report of findings and recommendations for repairs. The
recommendations were prioritized based on potential safety concerns, deferred maintenance costs
2
and interruptions to field and event activities. The repairs can be accomplished by utilizing a
combination of two methods that do not require significant construction activities. The first method
is to line the pipes with Insituform cured-in-place pipe (CIPP). This is a joint less, seamless, pipe-
within-a-pipe used to rehabilitate sanitary sewers, storm sewers and force mains. This solution has
been in service for over 40 years and is a structural product with a 100-year design life. The second
method of repair is to drill small holes in the concrete, inject high density polyurethane foam under
the concrete and lift it back into place. Public Works has successfully used this system within the
city before and recommends it for this type of problem.
Analysis:
The Report for Wagon Wheel Park Drainage Investigation provides conclusive evidence of poor
connections between pipes and inlets and failed joints between pipe segments and structural damage
to pipes. The report contains detailed observations of specific segment locations verified by
video/photos of damages and sediment buildup. Rainfall and regular drainage from the turf irrigation
system will continue to cause significant amounts of soil to fill the voids, gaps and add sediment to
the pipes potentially leading to sidewalk, roadway and parking lot failure or collapse.
The quote from Nortex Concrete Lift & Stabilizatin, Inc. for pumping polyurethane foam into the
voids under the concrete and lifting it back into place is $100,000 (City of Grand Prairie Interlocal
agreement quote) dependent on the actual amount of product pumped.
Legal Review:
None required at this time.
Fiscal Impact:
The fiscal impact is $100,000
Recommendation:
The Parks and Recreation Department recommends approval of this item.
NORTEX
CONCRETE LIFT & STABILIZATION, INC
RAISING & UNDERSEALING CONCRETE STREETS & BRIDGES
USING POLYURETHANE FOAM
817-831-1240 Phone 817-831-1245 Fax
Remit Payment To: P.O. Box 4935
Fort Worth, TX 76164
QUOTE
TO: CITY OF COPPELL
255 PARKWAY BLVD
PO BOX 9478
COPPELL, TX 75019
ATTN: JEFF FRISON,P.E., ENV SP
WALTER P. MOORE AND ASSOCIATES
RE: RAISING AND/OR UNDERSEALING OF CONCRETE
PAVEMENT WITH POLYURETHANE FOAM
DATE: MARCH 2, 2016
JOB LOCATION: WAGON WHEEL BASEBALL AND SOCCER COMPLEX
NORTEX CONCRETE LIFT AND STABILIZATION WILL LIFT AND STABILIZE CONCRETE AT
VARIOUS LOCATIONS IN AND AROUND THE BASEBALL AND SOCCER FIELDS AT WAGON
WHEEL PARK. I MET WITH JEFF FRISON ON MONDAY FEBRUARY 29, 2016 AND HE
ADDRESSED ALL THE ISSUES THAT THE CITY WAS HAVING THROUGHOUT THE PARK. ALL
THE LOCATIONS THAT WE LOOKED AT WERE PERFECT CANIDATES FOR FOAM INJECTION.
THERE WERE A FEW AREAS INSIDE THE SOCCER COMPLEX AND A LARGE PORTION OF
PARKING LOT BEHIND THE BASEBALL FIELDS THAT NEEDED TO BE LIFTED AND
STABILIZED. PRIOR TO INJECTION I WILL NEED TO MEET OUT THERE AGAIN TO MARK
ALL THE LOCATIONS THAT WE WILL BE LIFTING THAT WAY THERE IS NO CONFUSION ON
WHAT THE JOB DESCRIPTION IS. THIS IS A BIG PROJECT THAT WILL REQUIRE SEVERAL
TRUCKS IN ORDER TO COMPLETE THIS IN A TIMELY MANNER. ONCE ALL CONCRETE IS
LIFTED AND STABILIZED WE WILL FILL IN ALL DRILL HOLES WITH A NON SHRINK
CEMENT GROUT.
PRICE/LB $3.76 TOTAL $ 100,000.00
TAX EXEMPT
TOTAL $ 100,000.00
Comments: Price based on Interlocal agreement with the City of Grand Prairie at a price of $3.76 per
pound pumped.
We stand behind a Ten (10) Year Warranty that the product will not shrink or deteriorate and if it does we
will replace any materials which fail to perform as warranted.
Isaiah Lincoln
817-333-9799
Master
City of Coppell, Texas 255 Parkway Boulevard
Coppell, Texas
75019-9478
File Number: 2016-2736
File ID: Type: Status: 2016-2736 Agenda Item Passed
1Version: Reference: In Control: Parks and
Recreation
04/05/2016File Created:
04/12/2016Final Action: Bicycle and Pedestrian Master PlanFile Name:
Title: Consider approval to accept recommendations to the Bicycle and Pedestrian
Master Plan.
Notes:
Agenda Date: 04/12/2016
Agenda Number: 16.
Sponsors: Enactment Date:
Memo.pdf, Bicycle and Pedestrian Master Plan.pdfAttachments: Enactment Number:
Hearing Date: Contact:
Effective Date: Drafter:
History of Legislative File
Action: Result: Return
Date:
Due Date: Sent To: Date: Acting Body: Ver-
sion:
1 PassApproved04/12/2016City Council
Mr. Guy McLain, Assistant Parks and Recreation Director, made a presentation on the item and
anwered questions of the City Council.
A motion was made by Mayor Pro Tem Gary Roden, seconded by Councilmember Cliff Long, that this
Agenda Item be approved. The motion passed by an unanimous vote.
Action Text:
Councilmember Cliff Long, Councilmember Brianna Hinojosa-Flores,
Councilmember Wes Mays, Councilmember Gary Roden,
Councilmember Marvin Franklin, Councilmember Mark Hill, and Mayor
Pro Tem Nancy Yingling
7Aye:
Text of Legislative File 2016-2736
Title
Consider approval to accept recommendations to the Bicycle and Pedestrian Master Plan.
Summary
See attached memo.
Page 1City of Coppell, Texas Printed on 12/21/2017
Master Continued (2016-2736)
Fiscal Impact:
There is no fiscal impact specific to this agenda item.
Staff Recommendation:
The Parks and Recreation Department recommends approval.
Goal Icon:
Community Wellness and Enrichment
Special Place to Live
Page 2City of Coppell, Texas Printed on 12/21/2017
1
MEMORANDUM
To: Mayor and City Council
From: Brad Reid, Director of Parks and Recreation
Date: April 12, 2016
Reference: Consider approval to accept recommendations to the Bicycle and Pedestrian Master
Plan.
2030: Special Place to Live – Effective Mobility Within Coppell
Community Wellness and Enrichment – Multi-Use Trail System Connecting the City
Introduction:
As a result of increasing interest from the Coppell community in improving bicycling and pedestrian
access in the city, the Parks and Recreation Department began working with Alta Planning and
Design, a nationally recognized bicycle and pedestrian planning firm, to develop a master plan for
the streets and trails of Coppell, which addresses this need. The plan is currently in the final stages
of development and is now ready for the endorsement of the City Council. This process has taken
many months to complete (began in July 2014) and included a number of methods to receive public
input. A Bicycle and Pedestrian Master Planning Committee was formed, which included Parks and
Recreation Department, Engineering Department, Human Resources, Police and Planning
Department staff, as well as interested members of the community. The Park Board approved the
Plan Recommendations on February 1, 2016. The City Council reviewed the goals and
recommendations of the document on February 9, 2016 and again at the March 29, 2016 Work
Session.
Background:
The proposed Master Plan represents the efforts of many people over the past year and a half and
much input from the cycling community, walkers and joggers who live and play here, or simply use
our roadways for transportation. This plan includes recommendations for improving the conditions,
creating awareness and establishing guidelines for future amenities and policies related to bicycle and
pedestrian safety. The plan should be considered a blueprint for what can be considered as future
opportunities present themselves. A prime example of this is occurring as the plan is being finalized.
The design considerations for Parkway Blvd. are currently being established because portions of the
roadway itself are deteriorating and need to be replaced. In lieu of considerations only of auto traffic
and replacing the roadway section as it exists today without pedestrian and bicycle designs, the
2
engineers are looking at how bicyclist/pedestrians might be better served with a different road section.
Establishment of this master plan will identify these opportunities when previously they might not
have been considered.
Analysis
The recommendations outlined should not be considered the law of the city but suggestions as to how
multiple modes of transportation could be deliberated as future development occurs. Each
transportation route should be carefully designed with community input when a change in the
proposed infrastructure is being considered. Further, the recommendations in this plan include
suggested bicycle networks, pedestrian networks, programs which include education and enforcement
criteria along with policies to “foster a culture in which bicycling and walking are a part of daily life
for Coppell residents.”
Legal Review:
Agenda item did not require legal review.
Fiscal Impact:
There is no fiscal impact specific to this agenda item.
Recommendation
The Parks and Recreation Department recommends approval of this item.
The City of Coppell appreciates the efforts of the hundreds of citizens and community members who
participated in the development of the Coppell Bicycle and Pedestrian Master Plan. Their creativity, passion,
and commitment to a brighter future for bicycling and walking were integral to the success of this planning
effort. The following citizens, City staff, and agency and organization representatives significantly contributed
to the development of the Plan.
Matt Steer, Senior Planner, City of Coppell Planning Department
Eric Newton, City Marshall, City of Coppell Administration/Human Resources Department
Cayce Williams, Police Officer - Sergeant Special Investigations Unit, City of Coppell Police Department
George Marshall, Civil Engineer, City of Coppell Engineering Department
Guy McLain, Assistant Director of Parks and Recreation, City of Coppell Parks and Recreation Department
Brad Reid, Director of Parks and Recreation, City of Coppell Parks and Recreation Department
John Elias, Park Operations Manager, City of Coppell Parks and Recreation Department
Ed Guignon, Vice Chairman Parks and Recreation Board
Edmund Haas, Chairman Planning and Zoning Commission
Sid Grant, Assistant Superintendent for Business and Support Services at Coppell ISD
Karen Hunt, Mayor
Gary Roden, Mayor Pro Tem / Council Place 4
Cliff Long / Council Place 1
Brianna Hinojosa-Flores / Council Place 2
Wes Mays / Council Place 3
Nancy Yingling / Council Place 5
Marvin Franklin / Council Place 6
Mark Hill / Council Place 7
Paul Wojciechowski, P.E., AICP, LCI, Principal-In-Charge
Catrine Machi, AICP, LCI, Project Manager
Kevin Neill, AICP, Planner
The Coppell Bicycle and Pedestrian Master Plan
provides a framework for future investments and
studies in bicycle and pedestrian infrastructure and
programs, with a focus on improving connectivity to
local destinations, tying into the regional trail
network, improving safety and accessibility for all
bicyclists and pedestrians, supporting economic
development, and improving quality of life for Coppell
residents.
Through a series of recommended physical
improvements and supporting policies, programs,
and activities, the Plan sets forth a comprehensive
strategy that can strengthen and expand the trail and
on-street bikeway network and encourage trail usage,
walking and bicycling for transportation and recreation.
The City of Coppell will be a community in which people of all ages and abilities can safely,
comfortably, and conveniently travel by bicycle or on foot.
To help achieve this vision, the Bicycle and Pedestrian Master Plan defines a number of goals and objectives to
target specific community needs. These goals are broad, value-based expressions of the community’s desires.
The Bicycle and Pedestrian Plan includes a comprehensive set of infrastructure and programming
recommendations specifically tailored to make Coppell a premier community for walking and bicycling in the
Dallas-Fort Worth Metroplex. These recommendations are built on a solid foundation of input from the public,
City staff, and technical analysis.
The Plan recommends nearly 35 miles of trails and paths for walking and bicycling, which will enhance safety,
connectivity and accessibility for people of all ages and abilities. Whether going to the store, heading to school,
commuting to school, getting some exercise, or just enjoying the outdoors, these shared use paths provide a
safe and comfortable experience for everyone, including bicyclists, walkers, wheelchair users, joggers, and
inline skaters. Once complete, these trails and sidepaths will be an important part of the DART transportation
and recreation network in Coppell.
The Plan also includes recommendations for
17 miles of on-street bikeways to connect
residents and visitors to the trail system, local
parks, and other popular destinations. These
on-street bikeways range from shared lanes
with marking and signage to protected bike
lanes. Each bikeway recommendation takes
into account roadway conditions like motor
vehicle speeds, roadway width, presence of
parking, and other important factors. These
important considerations ensure that each
bikeway supports a balanced, safe, and
efficient transportation network for all road
users.
Education, encouragement, and enforcement programs support
walking and bicycling activity and can be cost effective
complements to infrastructure investments. When combined with
physical improvements like sidewalks, greenways, and on-street
bikeways, these types of programs foster a social environment that
values and supports active transportation. The Plan recommends a
variety of supporting programs designed to increase active
transportation and encourage walkers, bicyclists, and even motor
vehicle drivers to be safe, responsible, and respectful when
traveling in Coppell. These recommended programs include bicycle
skills courses for children and adults, bicycling and walking route
maps, organized bike rides, National Bike Month and National Bike
to Work Day activities and events, and targeted traffic enforcement
in school zones and busy areas.
Chapter 1. Introduction ................................................................................................................................................................................ 1
Purpose ........................................................................................................................................................................................................... 1
Background ................................................................................................................................................................................................... 2
The Planning Process ............................................................................................................................................................................... 3
Plan Components ....................................................................................................................................................................................... 4
Chapter 2. Existing Conditions .................................................................................................................................................................. 5
Introduction ................................................................................................................................................................................................. 5
Existing Conditions ................................................................................................................................................................................... 5
Bicycle and Pedestrian Crashes ......................................................................................................................................................... 13
Community Initiatives and Programs ............................................................................................................................................. 14
Guidance and Regulations .................................................................................................................................................................... 16
Opportunities and Constraints ........................................................................................................................................................... 20
Chapter 3. Public Engagement................................................................................................................................................................. 21
Introduction ............................................................................................................................................................................................... 21
Steering Committee ................................................................................................................................................................................. 21
Public Workshop ...................................................................................................................................................................................... 21
Online Survey ............................................................................................................................................................................................. 23
Eco Coppell Earthfest ............................................................................................................................................................................. 35
Conclusion ................................................................................................................................................................................................... 36
Chapter 4. Vision, Goals & Objectives ................................................................................................................................................... 39
Introduction ............................................................................................................................................................................................... 39
Vision Statement ...................................................................................................................................................................................... 39
Goals and Objectives ............................................................................................................................................................................... 39
Chapter 5. Recommendations .................................................................................................................................................................. 43
Introduction ............................................................................................................................................................................................... 43
The Bicycle Network ............................................................................................................................................................................... 44
The Pedestrian Network ....................................................................................................................................................................... 52
Community-Wide Programs ............................................................................................................................................................... 57
Internal Practices and Policies ........................................................................................................................................................... 62
Chapter 6. Implementation ....................................................................................................................................................................... 65
Introduction ............................................................................................................................................................................................... 65
Early Action Steps .................................................................................................................................................................................... 65
Funding Sources ....................................................................................................................................................................................... 67
Performance Measures .......................................................................................................................................................................... 70
Appendix A: Design Guidelines ............................................................................................................................................................... 73
Map 1: Existing Trail Facilities in Coppell .......................................................................................................................................... 12
Map 2: Bicycle and Pedestrian Crash Locations, 2009 – 2013 .................................................................................................. 14
Map 3: Proposed Bicycle Network ......................................................................................................................................................... 47
Map 4: Recommended Pedestrian Network...................................................................................................................................... 54
Table 1: Existing Shared Use Path Inventory .................................................................................................................................... 11
Table 2: Top 10 Corridors for Pedestrian Improvements........................................................................................................... 28
Table 3: Top 10 Intersections for Pedestrian Improvements ................................................................................................... 29
Table 4: Top 10 Corridors for Bicycle Improvements .................................................................................................................. 32
Table 5: Top 10 Intersections for Bicycle Improvements ........................................................................................................... 33
Table 6: Recommended Bikeways by Facility Type ....................................................................................................................... 48
Table 7: Recommended Signed/Marked Shared Roadway Projects ...................................................................................... 48
Table 8: Recommended Bicycle Boulevard Projects ..................................................................................................................... 49
Table 9: Recommended Bike Lane Projects ...................................................................................................................................... 49
Table 10: Recommended Protected Bike Lane / Cycle Track Projects ................................................................................. 49
Table 11: Recommended Sidepath Projects ...................................................................................................................................... 50
Table 12: Recommended Shared Use Path Projects ...................................................................................................................... 51
Table 13: Recommended Intersection Improvements ................................................................................................................. 55
Table 14: Design Guidelines and Reference Manuals ................................................................................................................... 63
Table 15: Performance Measurement Data and Sources ............................................................................................................ 70
Bicycling, walking and trail use are on the rise in Coppell. Residents and community members have expressed
a growing interest in trail expansion. The City currently boasts a strong, interconnected sidewalk network,
more than a dozen miles of sidepaths and bike lanes, and nearly ten miles of multi-use trails. Coppell’s
existing trails are heavily used for recreation, fitness and exercise, but their lack of connectivity afford little
value for transportation-oriented trips. As the City continues to grow, it is important that future capital
investments and development projects incorporate trails, on-street bikeways, and pedestrian paths as vital to
the community.
The purpose of the Coppell Bicycle and Pedestrian Master Plan is to provide a framework for future
investments and studies in bicycle and pedestrian infrastructure and programs, with a focus on improving
connectivity to local destinations, tying into the regional trail network, improving safety and accessibility for
all bicyclists and pedestrians, supporting economic development, and improving quality of life for Coppell
residents.
Through a series of recommended physical improvements and supporting policies, programs, and activities,
the Plan sets forth a comprehensive strategy that can strengthen and expand the trail and on-street bikeway
network and encourage trail usage, walking and bicycling for transportation and recreation.
The Coppell Bicycle and Pedestrian Master Plan (The Plan) is an outward expression of the community’s
desire and commitment to supporting bicycling and walking as safe, healthy, and convenient forms of
transportation and recreation in Coppell. The Plan builds on local planning efforts, including the Coppell 2030
Comprehensive Master Plan and Trails Master Plan,
both of which laid the foundation for trail development
and active transportation in Coppell. The Plan expands
on the shared use path network established in these
plans and recommends the study and feasibility of a
complete network for off-street paths supported by on-
street bikeways to connect residents and visitors to the
people and places that make Coppell a strong, unique
and attractive community.
Local initiatives like Safe Cycling Coppell and Living
Well in Coppell have been instrumental in building the
need for a long-range strategy to address bicycling and
walking. These citizen-driven initiatives stress the
importance of a safe and comfortable infrastructure for
walking and bicycling as integral the community’s
economic vitality, quality of life, and long-term health.
Regional initiatives like BikeDFW and the North Central
Texas Council of Governments’ Veloweb network of
interconnected trails and bikeways have also helped to
expand interest in, and support for, bicycling and
bicycle facilities. The popularity and success of the
Campion Trail, just a short distance from Coppell, is a
testament to the growing desire for trails and bikeways
as community assets. By developing this long-range
planning document, the City can integrate local efforts
into the region-wide Veloweb and create seamless
connections to surrounding municipalities.
The development of the Plan relied on an
interactive, engaging, and thorough planning
process in order to identify opportunities and
recommend projects, programs and policies that
reflect the values, needs and aspirations of the
community. Extensive field work, research, and
data analysis documented and scrutinized the
context for plan development in order to identify
opportunities and constraints that will impact
bicycle and pedestrian facility development. An
online survey, a public open house, and other
engagement activities offered residents an
opportunity to shape the Plan’s vision, goals and
recommendations. A steering committee consisting
of Coppell staff and important community
stakeholders guided the planning process from
start to finish, ensuring both the process and
resulting products addressed critical issues and
reflected the will and desire of the community.
Figure 5 displays the various inputs that influenced the development of the plan.
The Plan document is composed of the following chapters, as well as an appendix that includes valuable
resources for plan implementation and additional documentation of the planning process.
The introduction provides a brief overview of the purpose and background of the Plan, the benefits of a Bike
and Walk Friendly Community, and the planning framework that guide the recommendations and
implementation strategies in the Plan.
The existing conditions chapter describes the physical, social, and policy contexts surrounding the
development of this Plan. Included in this chapter are thorough analyses of bicycling and walking facilities,
roadway characteristics, bicycle and pedestrian crash data, local and regional plans and policies, and current
programs that support and encourage active transportation. Understanding, acknowledging and addressing
these existing conditions creates a foundation for the programs, policies, and projects recommended in this
Plan.
The public involvement chapter summarizes the outreach and participation efforts to engage Coppell
residents, planning partners, and key stakeholders. From public workshops and pop-up meetings to online
surveys and mapping tools, the planning process utilized a diversity of media platforms to build consensus
for walking and bicycling and solicit ideas to shape the walking and bicycling environment. The community’s
input is a driving force behind the Plan’s vision, goals and recommendations.
This chapter establishes a bold and progressive vision for the future of bicycling and walking in Coppell. A
series of diverse and holistic goals and objectives are designed to achieve this vision.
This chapter describes the capital projects and supporting programs recommended to transform Coppell into
a Bike and Walk Friendly Community. Recommendations are categorized using the Five E’s framework of a
Bike and Walk Friendly Community – engineering, education, encouragement, enforcement, and evaluation.
Together, these Five E’s create a holistic approach to fostering a social and physical environment that support
and encourage walking and bicycling as safe, comfortable, and convenient transportation modes.
This chapter provides a comprehensive strategy to implement the Plan, including early action steps, project
prioritization criteria, cut sheets for high priority projects, cost estimates, funding sources, and maintenance
activities. These implementation strategies are critical to the initial and long-term success of the Plan.
The appendix of the plan includes supplemental materials and documentation to enhance and assist the City
with plan implementation.
As the City of Coppell continues on its path to make bicycling and walking valued recreation activities and
viable modes of transportation, a thorough assessment of the current environment for non-motorized
transportation and recreation can guide future investments in bicycle and pedestrian infrastructure and
supporting programs. This chapter describes existing conditions for walking and bicycling in Coppell,
including land use and development patterns, the transportation network, and bicycle and pedestrian
facilities, as well as community input related to current activity and desired improvements. The opportunities
and constraints identified at the end of this chapter are grounded in an inventory of these existing conditions
and can provide a foundation for the development of a city-wide network of bicycle and pedestrian facilities.
The City of Coppell is a community of approximately 39,880 citizens located in northwest Dallas County,
featuring a diversity of residential neighborhoods, a network of beautiful parks and open spaces, unique
cultural and civic assets, thriving retail and commercial corridors and nodes, and a growing light industrial
base. The City’s attractive amenities and location within the Dallas-Fort Worth Metropolitan Area make it a
desirable community to live, work, learn and play in. Coppell is surrounded by residential communities,
including Irving to the south, Lewisville to the north, Grapevine and Farmers Branch to the west, and
Carrollton to the east.
Development patterns in the City of Coppell have a significant impact on walking and bicycling activity. The
subdivision and platting of residential neighborhoods, commercial and retail centers, and larger employment
centers can affect walking and bicycling distances, route choice and directness, and connectivity between
residential neighborhoods and important community destinations such as parks, schools, and retail centers.
The distinct separation of land uses evident in Coppell is common among suburban communities in the
United States, many of which employ single-use zoning practices that date back to the 1920s. While the
grouping of land uses into different areas of the city was originally intended to promote the health and
general welfare of city residents, it has increased travel distances and contributed to the reliance on personal
motor vehicles to access employment, shopping, and other key destinations.
Residential neighborhoods and subdivisions dominate the landscape and character of Coppell, comprising
almost 50% of all land uses (by current zoning designation). The winding residential streets and low degree
of connectivity between adjacent neighborhoods are common characteristics of residential development
patterns of the latter half of the 20th Century. While these characteristics add to the ambiance of the
neighborhoods and reduce cut-through traffic, they also increase walking and bicycling distances, making it
more difficult to access nearby destinations.
While bicycle and pedestrian connectivity may be
challenging, there are many positive attributes to
Coppell’s residential neighborhoods. The majority
of neighborhoods possess sidewalks, tree lawns,
and mature trees, creating a comfortable and
inviting environment for walking and bicycling.
Newer developments like Old Town Coppell are
incorporating wider sidewalks, narrow residential
lots, shorter block lengths, a mixture of land uses,
and other New Urbanist principles that support a
walkable and bikeable environment.
Commercial and retail activities are located
throughout the City of Coppell, with the great
majority concentrated along Denton Tap Road
between Highland Road just north of State Highway
121 and Belt Line Road. Additional commercial
nodes can be found at MacArthur Boulevard and
Belt Line Road, MacArthur Boulevard and Sandy
Lake Road, and MacArthur Boulevard and State
Highway 121. Many of these commercial
destinations are difficult to access for bicyclists and
pedestrians due to high volumes of motor vehicle
traffic, particularly along Denton Tap Road.
Light industrial, manufacturing and warehousing,
and other corporate offices are concentrated in the
west and southwest of Coppell. This area of Coppell
is well situated between State Highway 121 and
Interstate 635 and in close proximity to Dallas-Fort
Worth International Airport (DFW), making it an
ideal location for distribution centers. When
coupled with Coppell’s favorable climate for
business and proactive approach to economic
development, numerous national and international
companies, including Amazon, the Container Store,
Mohawk Industries, Panasonic Avionics
Corporation, and Samsung have chosen to locate
their headquarters, logistics and distribution
centers, and operations in Coppell.
Coppell’s park system provides residents and
visitors of all ages with a diverse array of active and
passive recreational opportunities, including
walking and bicycling trails, ball fields, lakes, a
biodiversity education center, an aquatic center, a
senior and community center, a dog park and even
a tennis center. While the City’s 17 parks are
dispersed throughout the City, major parks like
Andrew Brown Park, Wagon Wheel Park, and Grapevine Springs Park and Preserve draw the most significant
number of visitors and are major destinations in the community. Creating connections between residential
neighborhoods and these important community destinations will extend bicycle and pedestrian mobility and
expand recreational facilities to include sidewalks, trails and on-street bikeways as extensions to the park
system.
Because of its regional context within the
fourth largest metropolitan area in the
United States, the City of Coppell must
balance regional mobility with local
connectivity, accessibility and convenience.
Larger roadways like interstates, toll ways
and state highways provide the greatest
mobility and the least degree of accessibility.
At the other end of the spectrum, local streets
provide minimal mobility, but the greatest
level of access to adjacent properties. The
functional classification concept of mobility
versus access is displayed in the figure to the
right.
These same roadways that serve motor
vehicles are also integral to pedestrian and
bicycle mobility, access, and connectivity.
While off-street trails are an important component of a bicycle and pedestrian network, facilities along
roadways, including sidewalks, sidepaths, on-street bicycle lanes, and cycle tracks, would provide greater and
more direct mobility throughout the community while also providing greater access to community
destinations.
The largest roadways in and around Coppell are
limited access principal arterials. The City is
surrounded on all sides by major highways: State
Highway 121 and the Sam Rayburn Tollway to the
north and west, Interstate 35E to the east, and
Interstate 635 to the south. While these major
highways provide easy access from Coppell to
destinations throughout the region, they also serve
as barriers to regional bicycle and pedestrian
travel.
Principal arterial roadways in Coppell provide a
high level of mobility. S Belt Line and E Belt Line both facilitate the through movement of motor vehicle traffic
while minimizing access to adjacent properties. Denton Tap Road, while also classified as a principal arterial
roadway, provides direct access for many adjacent commercial properties and adjacent roadways. As such,
through traffic flow suffers, particularly during peak travel hours (rush hours), causing significant delay.
Minor arterial roadways also focus on mobility over accessibility. Minor arterials in Coppell include Sandy
Lake Road, MacArthur Blvd, Royal Lane, and Freeport Parkway.
Collector roadways, which provide greater access than arterials but still less than local roadways, can be ideal
corridors for bicycling and walking. These roadways often carry less motor vehicles than arterials roadways
while still providing a high level of connectivity to destinations throughout the community. Collector
roadways in Coppell include S Coppell Road, Bethel Road (east of Freeport), Heartz Road, Bethel School Road,
Parkway Blvd, and Mockingbird Lane.
The City of Coppell has also identified other
important roads that, while not established as
functionally classified roadways (arterials or
collectors), are integral to the transportation
network. These roads, which have been identified in
the City of Coppell Major Thoroughfare Plan,
include Moore Road, Riverchase Drive, Creekview
Drive, Ruby Road, Plantation Road, Samuel
Boulevard, Gateway Boulevard, Airline Drive, and
Wrangler Drive.
Most arterial and collector roadways in Coppell
offer minimal comfort for bicycle and pedestrian
travel, which is problematic for encouraging active
transportation. By incorporating sidewalks, bicycle
lanes, and other facilities for bicycle and pedestrian
travel, these roadways can be modified to increase
safety, comfort and user experience for all road
users. As motor vehicle volumes and speeds
increase, greater separation between motor
vehicles and non-motorized users is necessary in
order to support a variety of bicyclist and
pedestrian types.
Local roads throughout the City provide access
from arterials and collectors to individual lots and
parcels. These local roads are often shorter and
narrower than arterial and collector roadways,
with parking permitted on one or both sides of the
road, lower posted speed limits, lower volumes of
traffic. Given these characteristics, local roads often
provide the most comfortable and enjoyable
walking and bicycling experience without
significant modifications or improvements.
Sidewalks, marked crosswalks, and other
pedestrian facilities are an integral component of
the non-motorized transportation network in
Coppell. These facilities support safe and
comfortable travel for walkers, joggers, families
pushing strollers, and persons with wheelchairs or
other mobility assistive devices.
Sidewalks line most roadways in the City of Coppell
and range in width from 4 feet to 8 feet and are
buffered from motor vehicle traffic by a planter
strip. These planter strips are often wider along busier roadways, which helps to provide additional
separation from motor vehicles and a perception of safety and comfort for pedestrians. Notable exceptions of
sidewalks immediately adjacent to the roadway include segments of MacArthur Blvd, Sandy Lake Road, West
Parkway Blvd, Moore Road, Denton Tap Road, and Deforest Road.
Requirements in the City’s zoning code and subdivision regulations have helped to create a well -connected
network of sidewalks throughout Coppell. The vast majority of residential neighborhoods, collectors, and
arterial roadways have sidewalks on both sides of the road. While there are some minor sidewalk gaps
located on important corridors like Town Center, Parkway, and Bethel Road, most gaps in the sidewalk
network occur in the light industrial areas along the south and west periphery of the City. These gaps do not
greatly affect connectivity between neighborhoods and most common pedestrian trip generators like parks,
schools, and retail. They do, however, limit pedestrian connectivity to and from many of the larger
employment centers in the light industrial areas in the west and southwest of Coppell.
Crosswalk markings provide guidance for
pedestrians who are crossing roadways by defining
paths across intersections or other crossing points.
While marked pedestrian crosswalks do not in and
of themselves slow traffic or reduce pedestrian
crashes, there are several reasons to install marked
crosswalks, including:
To indicate a preferred pedestrian crossing
location
To alert drivers to an often-used pedestrian
crossing
To indicate school walking routes
A Federal Highway Administration (FHWA) study
“Safety Effects of Marked versus Unmarked
Crosswalks at Uncontrolled Location: Final Report
and Recommended Guidelines” noted that in some
locations, crosswalks should be installed with other
pedestrian facility enhancements to decrease
possible pedestrian crash risks.
The City of Coppell commonly uses stamped and
dyed concrete that is patterned to look like red
bricks in order to identify pedestrian crossing
locations. In school zones and other intersections
with higher volumes of pedestrian traffic, the City
often supplements or replaces these brick pattern
crosswalks with “transverse” striping (two parallel
lines, one on each side of the crosswalk) and other
high visibility pavement markings to increase
pedestrian awareness.
The majority of signalized intersections in Coppell
include push button activated pedestrian signal
heads, which alert pedestrians of the appropriate
signal phase during which to cross the street. More
than half of all signalized intersections include
pedestrian signal heads at each crossing leg. While
nearly all signalized intersections are equipped
with these pedestrian enhancements, pedestrian
crossing distances can be very long.
On-street bikeways are important components of a
bicycle network. There are currently no on-street
bicycle facilities in the City of Coppell. However, the
lack of on-street bikeways does not signify a lack of
bicycle activity on roadways in Coppell.
Considerable bicycle activity has been documented
on multiple field visits, particularly for school-
related and recreational trips. Utilizing GPS data
from the popular activity-tracking service Strava,
the map below identifies frequently-used roads and
trails for bicycling. The brightest lines on the map
are the most heavily used, while the darker lines
are less frequently used.
While the information that can be gleaned from these Strava maps is useful for identifying commonly used
routes and developing recommendations for bicycle facilities and improvements, there are some limitations
that must be acknowledged. First, and perhaps most important, the majority of Strava users are experienced
recreational road cyclists, generally comfortable on most roadways. Other bicyclist types like casual adult
bicyclists and children bicycle riders are not adequately accounted for in these observations. As a result,
many of the roadways commonly used by experienced bicyclists and identified on the map above may not be
suitable for travel by these other bicyclist types. With these limitations in mind, the Strava data still highlights
opportunities for local and regional routes and connections to important community destinations. Many of
the bicycle rides on this map originate from Bicycles Plus at E Belt Line Rd and S MacArthur Blvd, as well as
Andrew Brown Park Central parking lot. Commonly used roadways include Parkway Blvd, Heartz Rd, Moore
Rd, N Coppell Rd, Freeport Parkway, Southwestern Blvd, and E Bethel School Rd.
Shared use paths allow for two-way, off-street
travel by bicyclists, pedestrians, skaters,
wheelchair users, runners, persons with limited
mobility, and other non-motorized users. The term
“shared use path” and “trail” are often used
interchangeably; however, the term “trail” can be
more encompassing than “shared use path” and
include natural surface trails and even sidewalks.
Shared use paths are wider, paved trails frequently
found in parks, along rivers, and in greenbelts or
utility corridors where there are few conflicts with
motorized vehicles. They can also be located
adjacent to the roadway, providing children and
casual bicycle riders with a more comfortable
experience. When located within a roadway right-
of-way, these shared use paths, or “sidepaths”, must be designed to enhance safety and minimize conflict with
motor vehicles, particularly at unsignalized intersections and other motor vehicle crossings.
The 12.5 miles of shared use paths in the City of Coppell are located within municipal parks and along major
roadways. The majority of shared use paths in the City of Coppell are linear in nature (rather than loop trails)
and offer both transportation and recreation benefits. The following table provides an inventory of all
existing shared use paths in the City.
These shared use paths serve as the foundation of Coppell’s bicycle and pedestrian network. Although there is
still a low degree of connectivity between many of these sidepaths and park trails, they are beginning to
support bicycling and walking trips throughout the community, especially when coupled with the City’s
expansive network of sidewalks. These existing trails, along with previously planned trail alignments and trail
segments currently under design and/or construction, are shown in the map below.
Crashes with motor vehicles represent a significant threat, both real and perceived, to the safety of bicyclists
and pedestrians. National and local surveys show that safety concerns are the most common reason people
do not bicycle more often. Many bicyclists feel that motorists do not see them or are openly hostile to them on
roadways, particularly at intersections. An examination of the debilitating impacts of crashes on bicyclists
and pedestrians emphasizes the vulnerability of these road users. For example in 2009, bicyclists and
pedestrians constituted a combined total of just 2% of commuters nationwide, yet represented 13% of all
traffic fatalities nationwide.
Local traffic collision data can be a valuable source of information for identifying trends in bicycle and
pedestrian crashes, understanding specific crash characteristics, and developing countermeasures to create a
safer environment for non-motorized roadway users. Utilizing data supplied by the Coppell Police
Department and obtained from the North Central Texas Council of Governments website, the following map
identifies all bicycle and pedestrian crash locations in Coppell during a five year period from 2009 to 2013.
Because of the lack of information associated with these crash locations, little is known about the
circumstances contributing to each crash. However, general trends such as type of roadway and location
along the roadway (road segment v. intersection) can be formulated to develop plan recommendations.
A total of 31 crashes involving bicyclists and pedestrians occurred in Coppell between 2009 and 2013. Ten of
these crashes involved pedestrians, and 21 involved bicyclists. None of these crashes were fatal. The majority
of these crashes occurred on arterial and collector roadways, including MacArthur, Sandy Lake, Denton Tap,
Belt Line, Moore Rd, and Parkway Blvd. Many were located at roadway intersections rather than mid-block,
an indication of the potential for conflict between motorists and other road users given the high number of
turning movements. There are also a number of crashes in close proximity to significant community
destinations, including New Tech High, Austin Elementary, Denton Creek Elementary, and businesses along
Denton Tap Road. Two of the 10 pedestrian crashes occurred on I-635 near the Freeport Parkway exit.
When compared to national crash statistics, there are noticeable differences in the data that point to Coppell’s
unique character. For example, there were 48% more bicycle crashes than pedestrian crashes in Coppell. In
comparison, there were 45% more pedestrian crashes than bicycle crashes in the United States in 2013.1 This
may be an indication that pedestrians in Coppell benefit from a robust network of sidewalks and crosswalks,
or that the lack of bicycle infrastructure in the City leads to less predictable bicyclist behavior. Without
additional information regarding number of bicycle and pedestrian trips and/or miles traveled, it can be
difficult to draw definitive conclusions.
Creating a bicycle and pedestrian-friendly community takes more than sidewalks, trails and bike lanes.
Programs, activities, and events that build a social culture that supports and embraces active transportation
are integral components of a holistic approach to transform the way people move about the community. In
the City of Coppell, numerous efforts are already underway to build community support for walking and
bicycling and encourage more people to choose active transportation when traveling in Coppell.
Living Well in Coppell (LWiC) has emerged as one
of the community’s leading organizations working
to create a more healthy and active environment in
Coppell. The volunteer-based initiative works in
concert with the City of Coppell to “enable and
encourage active, healthy lifestyles within the
community, and to help Coppell become known in
the D/FW area as a “healthy” community.” Physical
wellness is one of the three focus areas for LWiC,
along with nutritional wellness and personal/social
wellness. At part of its kick-off event in October of
2014, LWiC hosted a “Bike with the Mayor” and a
“Walk with the City Manager” on the trail system in
Andrew Brown Park.
1 National Highway Traffic Safety Administration. "Traffic Safety Facts 2013: A Compilation of Motor Vehicle
Crash Data from the Fatality Analysis Reporting System and the General Estimates System’ DOT HS 812 139
(2015).
Formed in 2013 by Coppell residents, Safe Cycling Coppell advocates for safer roads and trails through
infrastructure improvements like signage, pavement markings, and dedicated bicycle facilities. The group has
encouraged the Coppell City Council and other entities in Coppell to build support for investments in bicycle
infrastructure that provides residents and visitors of all ages and abilities with the opportunity to safely and
comfortable access destinations throughout the community by bicycle.
The Coppell Independent School District (CISD) is
an ardent proponent of active transportation and
supports and encourages walking and bicycling to
school. While many children walk and bike to
school on a daily basis, the CISD organizes a
number of events to encourage more families and
children to choose walking and bicycling. In
addition to the annual Walk to School Day event
every October, seven schools also participate
monthly “Walk to School Wednesdays”. Some
schools and their parent-teacher organizations are
more active than others and support walking and
bicycling on a daily basis.
The CISD School Health Advisory Council (SHAC)
also works throughout the school district to
communicate to administrators, parents, and community stakeholders the important connection between
health and learning. As a leader in healthy and active living within the school district, SHAC plays an
important role in building healthy habits in Coppell youth and their families.
The City of Coppell Police Department also plays an important role in creating a culture that supports walking
and bicycling, particularly for school children. By actively enforcing strict school speed limits in the 15
designated school zones located throughout the City, the Police Department builds respect for pedestrians
and fosters an environment in which children (and their parents) feel safe walking to and from school,
especially when crossing or traveling along busier roadways like MacArthur, Parkway, and Moore.
The Life Safety Park will provide educational opportunities to school children, families, and the general public
regarding overall life safety programs such as fire procedures, severe weather response, and pedestrian
caution.
Many residents and area cyclists take part in organized recreational rides that travel through Coppell and
neighboring municipalities. Some of these rides begin at destinations within Coppell, including Andrew
Brown Park and Bicycles Plus. Bicycles Plus hosts four rides every week that begin at the store and travel
from 20 to 55 miles in and around Coppell. Run On! Coppell hosts weekly social runs every Wednesday. These
runs offer people of all skill levels the opportunity to run two to five miles in a fun, social setting with
assistance and advice from staff and coaches. These runs often take advantage of Coppell’s great trail and
sidewalk network. Andrew Brown Park, Wagon Wheel Park, and Coppell Nature Park are common
destinations for these weekly runs.
There are several elements of governance within cities that affect transportation infrastructure, fostering or
hindering the bicycling and walking environment. Ordinances as set forth in the city’s municipal code are
regulations governing new development and redevelopment. Plans often articulate a community’s bold,
multi-year vision, and lay out steps through goals, objectives and strategies. While they are not generally
regulatory, they can effectively guide city leaders and staff toward the vision. Policies are a stronger
statement of intent and while not regulatory in the legal sense, they can sustain a community vision through
changes in political leadership and organizational changes. Practices might be the most important element of
change, as they encompass what city staff actually work on every day. Without programs, staff and funding
dedicated to a practice area like ‘Active Transportation’ or ‘Bicycle/Pedestrian Coordination’, plans and
policies can be crippled or made ineffective. For example, within the Coppell Master Plan are many stated
policies to improve the city’s infrastructure for bicycling and walking and if these two modes are fully
integrated into routine daily operations of the Public Works and Planning departments, key bicycling
infrastructure in particular might actually get on the ground.
The Coppell 2030 Plan was adopted by the City in 2011 and provides a
long-range blueprint for future growth and development. Bicycling and
walking enjoy a robust presence in the Coppell 2030 Plan and are key
elements in the Plan’s vision, policy plan, planning framework, healthy
neighborhoods initiatives, and transportation and mobility sections.
Bicycling and walking are also incorporated in various sections of the
implementation plan as well.
Vision 2030 provides the community’s overall framework for growth and
development, and ensures that Coppell’s high standard of living is
maintained as the City evolves. The vision evolved from numerous public
meetings and engagement opportunities and reflects the needs, desires and
aspirations of the community. The Vision 2030 is built around a singular yet
broad vision statement:
Coppell is A Family Community for a Lifetime
Coppell residents choose to make Coppell their hometown because of our Small
Town Feel, our Inviting Community Gathering Places, our Active, Healthy Lifestyle for
All, our Top Quality Schools, and our Diverse Faith-Based Values.
Coppell is our Special Place to Live because of our Beautiful Green City, our Great
Livable Neighborhoods, our Viable Community Commercial Centers, our Prosperous
Business Center, and our Convenient Access and Effective Mobility.
This vision statement is general yet succinct, encapsulating the values and aspirations of the community in
just a few short sentences. While not explicitly stated in the vision statement itself, bicycling, walking, and an
active transportation network supporting health and human-scale mobility are integral to many of the
elements of the Vision 2030.
The Policy Plan section of Coppell 2030 provides the city charter provisions and state statues justifying the
planning exercise, which could potentially strengthen the bicycling and walking policies and recommendations
and make them more likely to be implemented.
The Coppell 2030 Plan is built on the following five “core pillars”:
Sustainable Community
Placemaking
Mixed Use Activity Centers
Land Use and Mobility
Healthy Neighborhoods
Since “mobility” is the primary area bicycling and walking pertain to, each of the other pillars can be
strengthened if Coppell fully optimizes all of its opportunities to improve the multimodal environment.
Chapter 5 of Coppell 2030 provides detailed implementation strategies for the areas of Sustainability, Land
Use, Parks and Open Space, Transportation and Mobility, Healthy Neighborhoods, and Redevelopment. The
following sample of Coppell 2030 Transportation and Mobility actions related to the bicycling and walking
environment demonstrate the community’s desire and will foster a culture and environment that will support
active transportation:
TM-1 Provide a balanced transportation system, less dependent on the private automobile,
supported by both the use of emerging technology and the location of jobs, housing, commercial
activity, parks and open space.
TM-2 Improve mobility options and accessibility for the non-driving elderly, children, disabled, low-
income and other members of the population.
TM-3 Provide a safe and interconnected network of pedestrian and bicycle routes throughout the
city, with connections to regional transit services, that provides linkages among employment sites,
housing, and mixed-use centers.
TM-4 Provide walking and biking corridors linking neighborhoods and other destinations in Coppell
to the future DART station in the Belt Line corridor.
TM-5 Provide short-term and/or long-term bicycle parking in commercial and mixed use districts, in
employment centers and multifamily developments, at educational facilities, in parks and
recreational areas, at special events, and at transit facilities.
TM-7 Implement traffic calming measures to minimize the impact of regional trips through Coppell,
while supporting the travel needs of the community.
TM-9 Work with the Coppell Independent School District to increase walking and biking to school by
improving routes from neighborhoods to schools.
As defined in the City of Coppell municipal code, the Transportation Plan is the official plan for the orderly
physical development of highways, roads, and streets in the City of Coppell. The Transportation plan included
in Coppell 2030 is an update of the prior plan approved in 1996, and designates roadways within a context-
sensitive framework as follows:
Freeway
Boulevard
Boulevard with on-street parking in mixed-use centers
Avenue
Avenue with on-street parking in mixed-use centers
Local Street
Alley/Rear Lane
The Transportation Plan furthers classifies roads within these designations by the functional classification of
principal/minor arterial, Collector, and Local. Bicycle and pedestrian provisions in the design parameters are
included for boulevards, avenues and local streets. None of these designations or functional classifications
utilizes annual average daily traffic volumes (AADT) to assign descriptions or levels. While quite common, it
is a key missing element when considering certain corridors for on-street bicycle facilities, as allotting
roadway space for such facilities has to take motor vehicle capacity and flow into account. At the time the
Transportation Plan was updated for Coppell 2030, best practices in developing bicycling networks were not
a priority.
Much progress in bicycle network and facility design has occurred in the last 5 years, and many cities all
across the U.S. have implemented effective, safe and relatively low-cost bicycle facilities through the method
of “right-sizing” roadways, commonly known as road diets. While Coppell 2030 does not specifically mention
this tried-and-true strategy, language in the plan provides for considering changes to roadways in the
Thoroughfare plan, as follows:
The Comprehensive Plan will need to build consensus about any needed revisions to the street
standards such as aesthetic enhancements, multi-modal accommodations, and the potential addition
of on-street parking in future mixed-use and redevelopment districts such as Old Coppell.
The Coppell 2030 Plan transportation system balances the regional, community, and neighborhood
functions to achieve the desired community form and character. These functions include roadways,
trails, pedestrian systems, and transit. Since it will be necessary to transition the design and function
of existing streets over time, the 2030 Transportation Plan outlines a framework for context sensitive
street types which should be used as a guide to update the City’s existing street design manuals with
integrated standards for Context Sensitive Solutions.
The form and character of each street type is recommended with the understanding that the final
design may vary based on further study and determinations of the city, transportation planners and
engineers, key stakeholders, and citizens-at-large.
The City of Coppell is revisiting the Streetscape Plan to identify opportunities to incorporate additional design
elements to support bicycle, pedestrian and motorist safety, both at intersections and along corridors as
supported by the Manual for Uniform Traffic Control Devices and the engineering judgement of city staff.
The trails master plan provides a framework for critical off-street linkages between community parks and
other local destinations. The Plan includes projects of the Regional Veloweb that provide connectivity to
surrounding communities and regional trails and is primarily focused on off-street multiuse recreational
trails and sidepaths alongside roadways. The plan includes short-and long-term projects, many of which have
been implemented. Section 2.6 above describes current trails, or shared-use paths.
Codes and ordinances are a critical element in fostering bicycling and walking safety and connectivity,
typically included in sections pertaining to traffic operations and laws, zoning, subdivision regulations, land
use, and others. Some of the best cities for bicycling in the U.S. have given “teeth” to plans and visions by
including a wide variety of bicycle and pedestrian design elements in the municipal code. Following are
summaries of the code sections of City of Coppell regulations pertaining to bicycling and walking from Code
911 (all verbiage is comment, not code language):
Sec 8-6-2. Requires bicycle helmet for persons over the age of 14
Sec 8-8-2. Imposes penalties for drivers who block intersections. The owner of a motor vehicle is liable for a
civil penalty if the vehicle proceeds into an intersection at a system location when the traffic control signal for
that vehicle's direction of travel is emitting a steady red signal.
Sec 9-11-12. Allows bicycles on sidewalks, often a safety and connectivity necessity.
Sec 12-31-6. Off street parking requirements. One strategy for encouraging bicycling and walking is to require
fewer car parking spaces in commercial zones than has traditionally been the norm in suburban
environments. This allows total lot size to be smaller, resulting in a more human-scale, walkable urban form.
Sec 12-31-8. Location of Parking Spaces. This section of the code acknowledges opportunities for shared
parking among adjacent businesses, particularly those with that have different hours of operation. Businesses
are encouraged to share parking, or work with adjacent or nearby properties to “trade” parking, e .g., on busy
weekend nights a restaurant or pub might utilize parking of a nearby municipal building, church, or business
that operates during the day only.
Chapter 13 - Subdivision Regulations include roadway design requirements in Appendix C – Design Criteria
and Standards. There is currently no mention of bicycle facilities in the standards.
The City of Coppell has made substantial progress toward its vision of a multimodal community,
implementing many trail and sidepath projects from the Trail Master Plan, and continuous improvements to
the sidewalk network.
The city’s subdivision regulations that pertain to streets and roads do not include reference or design
requirements for on-street bicycle facilities.
As Coppell is surrounded on three sides by major freeway corridors and roadways under the jurisdiction of
TxDOT, close collaboration with this statewide agency is critical for any infrastructure projects. Multi-lane
freeway corridors often create substantial barriers to bicycle and pedestrian connectivity within
communities.
As Coppell continues to evolve, an interconnected system of pedestrian and bicycle facilities can play an
integral role in attracting and retaining new residents and businesses that value the City’s diverse
recreational offerings and the opportunities to live a healthy and active lifestyle. Based on an analysis of the
existing conditions in the City, the following opportunities and constraints must be considered in order to
develop a safe, connected, and accessible active transportation network.
The Andrew Brown Park Trail is the most popular corridor for walking, bicycling, and jogging in
Coppell. As the City’s active transportation system continues to grow, the Andrew Brown Park Trail
can serve as the backbone of Coppell’s bicycle and pedestrian network. Providing a safe, comfortable
and family-friendly path that crosses Denton Tap Road, increases connectivity to numerous
destinations, and links to additional bikeways and walkways is critical to capitalize on this asset.
Partnerships with neighboring municipalities and regional agencies offer opportunities to connect to
the growing Veloweb Regional Trail System and adjacent trail systems like the Campion Trail in
Irving.
Branded and coordinated wayfinding signs along shared use paths and on-street bikeways can lead
bicyclists to community destinations and inform residents and visitors about recommended
corridors for bicycle travel.
The incorporation of pedestrian-scale lighting, shade trees, bicycle parking, benches, water fountains,
and trash and recycling containers, and other amenities along shared use paths and sidewalks can
provide an attractive, comfortable, and inviting space for residents and visitors.
Wide collector and local roadways in the industrial areas of Coppell, such as Ruby Road and
Creekview Drive, provide unique opportunities for on-street bikeways that connect Coppell residents
and visitors to these areas’ businesses and places of employment.
With ample curb-to-curb width, additional vehicle capacity, and numerous community destinations
along its length, Parkway Blvd presents an excellent opportunity to develop a signature and iconic
on-street bikeway project.
Home to the City’s Farmers Market and an eclectic blend of residences, shops and restaurants, Old
Town Coppell is quickly growing into one of the area’s most unique, pedestrian-friendly destinations
in the community.
Local and regional planning efforts have identified the DART-owned Cotton Belt Rail Corridor that
runs through southern Coppell as a corridor for future trail development, which will enhance east-
west connectivity and provide residents and visitors with direct access to Old Town Coppell.
Ample park land and undeveloped park properties like Grapevine Creek Park provide ideal locations
for the installation of single-track hiking and mountain biking trails to expand opportunities for
walking and bicycling and diversify the City’s recreational offerings.
With heavy volumes of motor vehicle traffic, wide pedestrian crossings, and auto-oriented retail and
commercial development, Denton Tap Road divides Coppell into two distinct halves and presents
significant barriers to bicycle and pedestrian travel. Whether crossing the corridor or traveling along
it, Denton Tap Road is the single biggest constraint to walking and bicycling in Coppell.
The Interstate Highways and Tollways surrounding Coppell limit regional connectivity to adjacent
communities.
A lack of on-street bikeways limits residents’ ability to bicycle to destinations not accessible by
shared use paths and trails.
Deep residential lots and a lack of public lands along Grapevine Creek limit the riparian corridor’s
potential for trail or greenway development.
There is a lack of soft surface and natural surface trails for mountain biking, running, and other
recreational activities.
Meaningful and productive public outreach and engagement is vital to the success of the Coppell Bicycle and
Pedestrian Master Plan. The City of Coppell is implementing a thorough, interactive outreach and engagement
process to involve Coppell residents and community members in planning. Through their input, residents,
business owners, visitors, and other people interested in walking and bicycling in Coppell will help shape the
vision, goals, objectives, and recommended projects and programs. As a result, the Master Plan will directly
reflect the needs and desires of the community and put forth a community-driven blueprint for the future of
walking and bicycling in Coppell.
This chapter summarizes the activities held by the City of Coppell in order to create a transparent,
participatory, and informative public engagement element throughout the course of the planning process.
The City convened a Steering Committee, consisting of city staff, elected officials, coordinating agency and
stakeholder representatives, local advocates, and community residents, to oversee the planning process,
provide input and direction at key decision points, and encourage public participation. The Steering
Committee met four times during the course of the planning process and supplied invaluable insight, ideas,
and feedback to develop the Plan goals, objectives, and recommendations. Given the responsibilities of the
Steering Committee members with regard to implementing the Plan, their wide range of varied support and
endorsements are vital to the enduring success of the Plan for years to come.
On Wednesday, February 11, 2015, the City of
Coppell held a public workshop at Town Center
from 6:00 – 8:00 pm to provide information about
the Bicycle and Pedestrian Plan to community
members and solicit input to guide the plan
direction and recommendations. The workshop
consisted of a brief presentation providing an
overview of the planning process and timeline, a
question and answer session to address general
questions from attendees, and an interactive
mapping and input session to generate feedback on
specific issues and opportunities. While 78
individuals signed in at the information table,
roughly 90 attendees were counted during the
opening presentation.
The mapping and input session was designed to provide multiple opportunities for attendees to share their
ideas for making Coppell a better place to walk and bike. Whether highlighting a dangerous or uncomfortable
street crossing, pointing out a commonly-used street that lacks sidewalks, or suggesting motorist education
and awareness programs to support safer streets for bicyclists and pedestrians, public workshop attendees
communicated their ideas on large maps, on multiple input boards, and comment forms.
Two maps were stationed in the Town Center
atrium for attendees to identify walking and
bicycling destinations, commonly used streets and
trails, and barriers and obstructions that make
walking and bicycling difficult, dangerous, or
uncomfortable. Popular destinations included Old
Town Coppell, Wagon Wheel Park, Andrew Brown
Park, Grapevine Springs Park, MacArthur Park,
Coppell High School, commercial destinations along
Denton Tap Road, and destnations in nearby by
adjacent communities, particularly DART stations
in Lewisville and Carrollton, and the Campión Trail
in Irving. Barriers to bicycling and walking received
equal attention (if not more) at the mapping
stations. The most common type of barrier for both
walking and bicycling was signalized intersections along arterial and collector roadways, particularly those
along Denton Tap Road, MacArthur Blvd, State Highway 121, and Beltline Road. Other important barriers for
bicycling and walking included crossing Parkway Blvd by Coppell High School, narrow sections of sidewalk
along Denton Tap Rd over Denton Creek, a missing sidewalk segment on Parkway Blvd east of Moore Road,
and the recently closed State Highway 121 underpass at Denton Creek, part of a popular regional bicycling
route leading to Grapevine and Flower Mound.
There are a variety of infrastructure improvements
and facility types designed to provide for safe and
comfortable bicycling and walking. While the
selection of an appropriate bicycle or pedestrian
facility depends greatly on the context of the
roadway, surrounding land uses, and intended user
type, it is important nonetheless to understand the
types of facilities that residents and potential users
in the community desire. At the Bicycle and
Pedestrian Toolbox Station, public workshop
attendees selected the bicycle and pedestrian
improvements that they would most like to see in
Coppell. Those in attendance expressed their desire
for facilities that provide a high level of separation
from motor vehicle traffic. The most desired
facilities types were:
cycle tracks (12 votes)
bicycle lanes and buffered bicycle lanes (6 votes)
shared lane markings (6 votes)
sidewalks (5 votes)
multi-use sidepaths (4 votes)
multi-use paths (2 votes)
pedestrian-activated signals and crossings (1 vote)
In order to understand the types of bicyclists that currently bicycle in Coppell and/or would like to do so in
the future, the City asked attendees to identify themselves as one of four types of bicyclists: fast and highly
experienced; enthused and confident; interested but concerned; and no way, no how. While the fast and
highly experienced category commonly represents just a small percentage of the general population in most
cities in the U.S., this group represented more than two thirds of individuals (12 of 17) that visited the Cyclist
Types Station. The project team has noted similarly high engagement levels of experienced bicyclists through
additional stakeholder meetings and contact. Coppell appears to have a significant community of recreation
and “sport” bicyclists that are very interested in roadway and trail projects that may impact bicycling.
Unlike the other input stations at the public
workshop, the Comment Form Station allowed
attendees an opportunity to provide whatever type
of input or feedback they desired to share. Twenty
comment forms were completed, addressing
everything from specific streets that are dangerous
for walking and bicycling to educating non-
residents that drive through the community every
day. The following comments have been selected by
the project team because they express common
sentiments echoed throughout the public workshop
and paint a picture of walking and bicycling in
Coppell:
“I lived in Waco 25 years ago and rode bicycles
with my young child – to breakfast, to the park, etc. I’ve never felt safe doing this in Coppell.”
“I fall into the category of enthused bicyclists who are afraid to ride their bikes due to safety
concerns. A dedicated bike lane on our major streets would be a HUGE improvement over what we
have now and would encourage citizens like me to ditch our cars and ride a bike instead. Thank
you!”
“We live by Andrew Brown (Park) and love the trails but would really like to go to Old Town,
Wagon Wheel, Irving Trails, DART, and Denton Tap businesses.”
“Please give equal priority to making our city very walkable while also addressing biking needs and
concerns.”
“[I would like to see] safe biking access on sidewalks or protected bike lanes for my children.”
“[Parkway Blvd] is a priority for bicycles and walkers!! Getting this road bicycle and walker
friendly will do loads to move people east-west… on bikes & on foot. #1 Priority! Fix this and
Coppell is well on its way to leaving the car keys at home.”
While the high attendance at the public meeting was a strong indicator for community interest in the Bicycle
and Pedestrian Master Plan, it represented just a small fraction of the total population of Coppell. To reach a
broader audience, the City of Coppell created an online survey and distributed it through the city’s website
and social media outlets, including Facebook and Twitter. In just one month, 574 individuals completed the
survey. The input gathered through this online survey will help identify issues and opportunities for walking
and bicycling and will help to create a blueprint for the City of Coppell to become a great place to walk and
bike.
Questions about the survey respondents themselves can help the City better understand who is and who
wants to be walking and bicycling in Coppell.
As shown in the figure below on the following page, over 95% of all respondents live in the City of Coppell,
and more than two thirds of respondents use the City’s parks and trails for recreation. More than 60% of
respondents also shop at businesses in Coppell as well, indicating that many daily trips by those in the
Coppell community are to destinations located within the Coppell city limits.
The vast majority of respondents were between the ages of 30 and 59, representing almost one in ten
individuals that completed the survey. The largest single age group represented in the survey results was the
40-49 category, constituting 38% of all respondents. The smallest single age group represented in the survey
responses was the 10-19 category, with only three individual survey responses.
96.7%
67.1%60.5%55.9%
21.6%10.3%6.1%4.4%
0.0%
20.0%
40.0%
60.0%
80.0%
100.0%
120.0%I live hereI use recreationalfacilities here(e.g. parks andtrails)I shop hereI own propertyhereI work hereI go to schoolhereI own a businesshereOther (pleasespecify)HOW ARE YOU CONNECTED TO THE CITY OF COPPELL?
(574 RESPONSES)
0.7%3.0%
21.4%
38.4%
28.9%
6.8%0.9%
WHAT IS YOUR AGE? (440 RESPONSES)
10-19
20-29
30-39
40-49
50-59
60-69
Females represented a significantly larger portion of survey respondents, constituting nearly two thirds of
the 440 individuals that responded to this question. Males, in comparison, represented only 34%, while 2% of
respondents selected “Other”.
Bicyclists are often grouped into categories that correspond with their level of experience and perceptions of
comfort and safety bicycling in traffic. By learning more about the types of bicyclists in Coppell, the City can
plan for improvements that will have the greatest impact for different user groups. For example, the fast and
highly experienced group of bicyclists are comfortable and confident riding in the traffic lane with motor
vehicles. The types of improvements that will help this group are relatively minor, like bicycle loop detectors
that will actuate a traffic signal when a bicyclist arrives at a signalized intersection, or addressing potholes
along popular corridors for road cycling. In comparison, the interested but concerned category often desire
the bicycle facilities that provide greater separation from motor vehicle traffic, like dedicated bicycle lanes
and cycle tracks. As shown in the chart below, the interested but concerned category represents more than
half of all respondents. In comparison, the fast and highly experienced category represents only 10% of
survey respondents. It is important to note that these groups are not static; as bicyclists gain more confidence
and feel comfortable riding in a variety of situations, they often move from the interested but concerned to
the enthused and confident category.
64%
34%
2%
WHAT IS YOUR GENDER IDENTITY? (440 RESPONSES)
Female
Male
Other
10.3%
27.3%
54.8%
7.6%
WHAT TYPE OF BICYCLIST ARE YOU? (553 RESPONSES)
Fast and Highly Experienced
Enthused and Confident
Interested, but Concerned
No Way, No How
When asked to select the three most significant obstacles to walking in Coppell, survey respondents focused
on the long distances between destinations (35%), the lack of safety and perception thereof along roads and
sidewalks (27%), and the lack of safe street crossings (24%). Other common responses include poorly
maintained sidewalks, a lack of shade, and a lack of sidewalks or paths. It should be noted that more than one
in every four respondents walks frequently and has no concerns with the pedestrian environment.
When asked about the reasons they choose to walk instead of drive, survey respondents pointed to a number
of different factors that influence their decision. As shown in the chart on the following page, the most
important reason was health. Ninety-nine percent of all respondents acknowledged the health benefits of
walking. The second most influential reason is to be outdoors and socialize with friends (95%), and the third
most influential reason was that walking is better for the environment than driving (69%). Only 2% of survey
respondents have no choice but to walk, as it is their primary means of transportation.
35.3%
26.8%26.6%23.6%22.9%19.6%19.4%
11.3%9.9%9.0%7.4%5.1%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
35.0%
40.0%The distance todestinations is too far towalkI do walk frequentlyThe roads and sidewalksdo not feel safeNot enough safe placesto cross the streetThe sidewalks are notwell-maintainedThere isn't enoughshadeThere are no sidewalksor pathsThe trails/greenwaysthat do not feel safeOtherLack of people/friendsto walk withI don't know the bestwalking routesLack of interest inwalkingWHAT ARE THE TOP THREE OBSTACLES OR CONCERNS
THAT PREVENT YOU FROM WALKING MORE FREQUENTLY?
(CHECK UP TO THREE) (433 RESPONSES)
Many residents and visitors are interested in walking to destinations throughout Coppell, especially parks
and trails (84% of all respondents), friends’ and family members’ houses (60%), and recreation centers and
gyms (58%). Many individuals also want to access restaurants, shops, and school.
More than half of all children (51%) walk for transportation purposes, according to parents who completed
the survey. When it comes to their children walking in Coppell, parents are most concerned with too much
traffic (62%), a lack of safe street crossings (53%), and high motor vehicle speeds (52%).
Enhancements to the pedestrian network can have a significant impact of pedestrian activity. When asked
which types of improvements would influence survey respondents to walk more often, individuals
69%
99%
94%
54%
32%
2%
0%25%50%75%100%
Walking is better for the environment than driving.
Walking is good for my health.
Walking is a good way to be outdoors and/or socialize
with friends
Walking is less expensive and/or stressful than driving
and parking.
Walking is the most practical/convenient way for me to
get to my destination.
I have no choice. Walking is my only option and primary
form of transportation.
WHICH OF THE FOLLOWING INFLUENCES IMPACT YOUR
DECISION TO WALK INSTEAD OF DRIVE (449 RESPONSES)
84.2%
60.1%57.5%55.7%52.1%46.3%41.2%
16.0%9.6%5.1%3.6%
0.0%
20.0%
40.0%
60.0%
80.0%
100.0%Parks or trailsHouses offriends orfamilyGym orrecreationcenterNodestination,just walking…Restaurants/barsSchoolShopping/errandsGovernmentbuildingsMedical/Dental officesWorkOtherWHAT LOCATIONS ARE YOU MOST INTERESTED IN
WALKING TO? (449 REPSONSES)
highlighted the importance of an interconnected sidewalk network that links to important destinations and
off-street paths as the two most important factors that will encourage them to walk more frequently. Other
desired improvements included security features and lighting (selected by 89% of respondents), roadway
crossing improvements (84%), and more sidewalks (79%).
Survey respondents identified multiple corridors and intersections in need of improvements to create a safer,
more comfortable pedestrian experience. Table 4 on the following page displays the corridors most in need of
pedestrian improvements, as identified by survey respondents. Many of the corridors listed below exhibit
common characteristics that contribute to a less comfortable pedestrian experience, including heavier traffic
volumes, multiple travel lanes, higher motor vehicle speeds, and longer crossing distances. As arterial and
collector roadways, most of these corridors are primary routes by which residents and visitors access the
City’s most popular destinations. As such, it is important that these corridors provide safe, convenient and
comfortable pedestrian infrastructure.
91%91%89%84%79%77%76%
43%
0%
20%
40%
60%
80%
100%Sidewalknetwork thatconnects where Iwant to goOff-street pathsSecurity featuresand goodlightingRoadwaycrossingimprovementsfor pedestriansMore sidewalksSidewalksseparated fromtraffic by parkedcars or…Wider sidewalksDirectional andwayfindingsignage forpedestriansWHAT IS THE LIKELIHOOD THAT THE FOLLOWING TYPES OF
PEDESTRIAN FACILITIES WOULD INFLUENCE YOU TO WALK
MORE OFTEN?
(427 RESPONSES)
Many of the same corridors listed above were also prevalent in survey responses identifying intersections in
need of improvement. Many Coppell residents find it just as challenging, if not more so, to cross some of these
busy roads as they do traveling along them. Table 3 lists the intersections most in need of pedestrian
improvements, as identified by survey respondents. The table highlights the perceived lack of safety and
comfort at some of the City’s largest, most heavily traveled intersections (for cars, bicycles, and motor
vehicles). These intersections also represent some of the most common intersections identified as barriers
for pedestrian travel by attendees at the first public workshop.
When asked about the obstacles they face when bicycling in Coppell, survey respondents do not feel safe on
area roads and trails (66% of all respondents), they do not feel safe crossing streets (45%), and they are
concerned that drivers are too aggressive (42%). All three of these top barriers to bicycling relate to roads
and/or motor vehicles.
Similar to walking, survey respondents find health and fitness as the most appealing reason for riding a
bicycle (over 90%). Other popular answers included spending more time outdoors (80%), fun and socializing
(73%), beautiful scenery (53%), quality time spent with children or grandchildren (45%), and environmental
impact (41%).
Survey respondents expressed their desire to access popular recreation destinations by bicycle. More than
four in every five survey respondents chose parks or trails (84%) as a destination they’d like to access by
65.9%
45.0%41.7%
24.8%22.9%17.0%
8.2%8.2%7.8%7.0%4.8%3.0%1.3%1.1%
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%The roads/trails do notfeel safeStreet crossings feelunsafeDrivers are tooaggressiveThere isn't enoughbicycle…I don't know the bestroutes for bikingThere are no bicyclefacilities to take me…I do ride frequently; noconcerns here!I have too much tocarryThe distance to mydestination is too farLack of interest inbikingI get too sweatyI don't have access to abikeI can't bike for otherreasonsI don't know how tobikeWHAT ARE THE TOP THREE OBSTACLES OR CONCERNS
THAT MAY PREVENT YOU FROM BIKING? (CHECK UP TO 3
ANSWERS)(525 RESPONSES)
91.2%
80.2%72.5%
53.4%45.6%41.4%
27.1%24.2%
12.2%11.1%8.8%7.1%5.3%1.1%
0.0%10.0%20.0%30.0%
40.0%
50.0%
60.0%
70.0%
80.0%
90.0%
100.0%Health and fitnessMore time outdoorsPleasure/fun/socializingBeautiful sceneryQuality time spent withchildren/grandchildrenLess impact on theenvironmentReducing the amountof time spent in a carMoney saved on fuelFewer traffic jamsConnected networkEasier to findconvenient parkingFaster commuteI do not bicycleOther (please specify)WHAT ASPECTS OF BIKING ARE MOST APPEALING TO
YOU? (CHECK ALL THAT APPLY) (524 RESPONSES)
bicycle. Other popular destinations included recreation centers and gyms (58%), friends’ and family
members’ houses (53%), shopping and retail destinations (44%), and schools (43%). Over half of
respondents that answered this question also acknowledged that they often like to bike for fitness and leisure
and have no particular destination at all.
When asked about their children’s bicycling activity, survey respondents with children indicated that 37% of
children bike for transportation purposes. Parents are most concerned with too much traffic (69%), a lack of
safe street crossings (67%), and a lack of on-street bicycle facilities like bike lanes (57%).
Bicycle facilities can have a significant impact on bicycle activity. With an interconnected network of bicycle
facilities like off-street paths, cycle tracks and bike lanes, many community residents will choose to bike to
destinations throughout the Coppell. When asked which improvements will encourage them to bicycle more
frequently, respondents identified off-street paths, cycle tracks, buffered bike lanes, and intersection
enhancements as the most significant potential improvements.
84.2%
58.2%56.7%52.5%44.2%43.3%34.8%
18.4%12.7%12.2%7.0%
0.0%
20.0%
40.0%
60.0%
80.0%
100.0%Parks or trailsGym orrecreationcenterNo destination,just biking forfitness or leisureHouses offriends or familyShopping/errandsSchool (yours oryour children's)Restaurants/barsGovernmentbuildingsMedical/DentalofficesWorkI don't bike andprefer not toWHAT LOCATIONS ARE YOU MOST INTERESTED IN RIDING
A BIKE TO? (CHECK ALL THAT APPLY) (543 RESPONSES)
Survey respondents identified multiple corridors and intersections in need of improvements for bicycle
safety and mobility. Table 4 displays the corridors most in need of bicycle improvements, as identified by
survey respondents. The same four roadways - Denton Tap, Sandy Lake, Parkway and MacArthur –listed as
the top four corridors in need of bicycle improvements were the same four listed as the top corridors for
pedestrian improvements, an indication that there is a desire to walk and bike along these arterial corridors
and that residents find these corridors lacking in terms of safety and/or comfort.
Many of the same corridors listed above were also prevalent in survey responses identifying intersections in
need of improvement. Many Coppell residents find it just as challenging, if not more so, to cross some of these
busy roads as they do traveling along them. Table 5 shows the intersections most in need of bicycle
improvements, as identified by survey respondents. Six of the ten intersections are along Denton Tap Road,
three along Sandy Lake Road, and three along MacArthur Blvd. While many of these intersections were also
identified as barriers to pedestrian travel, the notable inclusion of MacArthur Blvd and Beltline Road reflects
92%88%84%82%79%71%62%
0%
20%
40%
60%
80%
100%Off-street pathsCycle tracks (bikelanes physicallyseparated bycurb or parking)Buffered bikelanesIntersectionimprovementsfor bicyclistsStriped bike lanesBicycle Boulevard(shared, low-speed streets)Directional andwayfindingsignage forbicyclistsWHICH FACILITY TYPES WOULD INFLUENCE YOU TO BIKE
MORE OFTEN? (492 RESPONSES)
many cyclists’ desire for a safer regional connection to the Campion Trail just south of Coppell in neighboring
Irving.
Survey respondents also pointed to the need for bicycle parking at destinations throughout the City. The
greatest need for bicycle parking is at the Tom Thumb Shopping Center, the CVS at Denton Tap Rd and
Parkway Blvd, the Kroger at Sandy Lake Rd and MacArthur Blvd, and other commercial destinations
throughout Coppell.
At the end of the survey, an open field was provided for respondents to share any additional thoughts, ideas,
or concerns with the City. The comments ranged from general support for the project to specific concerns
about texting and driving. Despite the diversity of opinions and ideas expressed, there are a number of
common themes that emerged from these open comments:
“Let's build this plan and have a healthy life.”
“I love riding my bike to run errands, get to schools, the library, YMCA, dentist and doctor appts,
etc. It's how I grew up and why I chose the location of our house. I would love for Coppell to
become a more biker friendly town and encourage people to get out on their bikes and help the
environment!”
“Let's make Coppell known for great parks and a great biking system. That's something to be proud
of.”
“I appreciate the small town walking feel especially closer into the heart of Coppell.
Fortunately/unfortunately my particular neighborhood is locked in by several creeks and is on the
outskirts of town making it difficult to enjoy walkability to the fullest.”
“I would like to see the city focus on safe pedestrian/bike paths to all of the schools so that we can
instill the idea of walking to get places in our young population and encourage a healthy lifestyle
early on.”
“I would love to be able to walk or ride my bike to any destination within the City of Coppell as a
daily practice, not just recreational.”
“Other cities around us are really ahead of the game in cycling/biking. The activity is growing more
and more. Cycling/biking events are also a way to generate $$$ for the city by having more visitors
to Coppell spending money within our city limits. It also promotes health.”
“I love the paths we have in place so far, we just need more of them and I would love it if we could
connect with surrounding cities”
“I would like to have a safe way to bike over 635 into and out of the Irving / Las Colinas area”
“This is a great town, we'd love to see more bike/jogging trails, especially connecting to a
metroplex-wide system (e.g. Valley Ranch and Campion Trail). Thanks!”
“Coppell is isolated and we need the ability to get out of town by other ways besides cars.”
“Security is always a concern in more remote areas, particularly at night. Will there be police
bicycle patrols in the areas?”
“I have to ride my bike daily for exercise on a trainer in my house because I am so afraid I will be
hit on the road. An improvement needs to be made to give bicyclists the opportunity to ride all
through the city in safety.”
“Limit car traffic!!!!”
“Reduce the nonresident drive through traffic on all roads. At least reduce speed limits and
enforce!”
“Many sidewalks in my neighborhood are unsafe and need maintenance.”
“The fact that you are reaching out to get the public's opinion gives me great confidence that
Coppell leadership will hit a home run with this project and makes me want to stay here. Thanks!”
“Thank you for putting this survey together and implementing an awesome plan.”
“I'm excited to see this survey and the thought of better bike paths in Coppell.”
“Thanks for consulting us to get our opinion on this very important subject for the Coppell
community.”
“Thank you for looking into this. We really could benefit from being a bike and pedestrian friendly
city.”
“Keep it up. It's been a very long time coming.”
“I am excited at the work being done, and support the Parks department in this effort.”
On Saturday, April 11, the City of Coppell hosted a
booth at the Annual EcoCoppell Earthfest to share
information about the Plan and gather additional input
and ideas from Coppell residents and visitors. More
than 150 individuals stopped by the booth to learn
about the plan, and 15 individuals and families shared
their ideas for walking and bicycling in Coppell on
large speech boxes (shown below), which were posted
for all attendees to see. Residents expressed their
desires for dedicated bicycle lanes, encouraging more
children to walk and bike to school, improving
connections to popular destinations like Old Town
Coppell, fixing broken and uneven sidewalks
throughout the City, and creating safer crossings along
Denton Tap Road.
Whether it’s at the corner of Parkway Boulevard and Denton Tap Road during the middle of rush hour, or the
Andrew Brown Park Trail on a Saturday afternoon, people in Coppell are already walking and bicycling a
great deal. Through on-line survey responses and input provided at the Public Workshop, residents shed light
on how, where, and why they walk and bike in Coppell, as well as their desires for improving walking and
bicycling throughout the City. While the survey respondents and public workshop attendees represented a
diverse cross section of the Coppell community, there was a consensus that the highest priorities for
improving bicycling and walking conditions were to expand and improve the pathway and trail network,
develop an on-street network of protected bikeways that provide a high level of safety, comfort, and
separation from motor vehicle traffic, and improve the pedestrian network, particularly at major
intersections and along major corridors.
Visioning and goal setting is an important part of any planning effort. A strong vision and supporting goals
and objectives provide the foundation for all physical and programmatic recommendations in the Plan. Based
on public input from community residents, steering committee members, and key stakeholders, the Plan’s
vision statement encapsulates the values and desires of the community, painting a picture for the future of
bicycling and walking in Coppell:
Visioning and goal setting is an important part of any planning effort. A strong vision and supporting goals
and objectives provide the foundation for all physical and programmatic recommendations in the Plan. Based
on public input from community residents, steering committee members, and key stakeholders, the Plan’s
vision statement encapsulates the values and desires of the community, painting a picture for the future of
bicycling and walking in Coppell:
The City of Coppell will be a community in which people of all ages and abilities can safely,
comfortably, and conveniently travel by bicycle or on foot.
To help achieve this vision, the Bicycle and Pedestrian Master Plan defines a number of goals and objectives
to target specific community needs. Goals are broad, value-based expression of the community’s desires,
describing the ideal situation that would result if all plan purposes were fully realized. Goals give direction to
the plan as a whole and are concerned with the long-term. Objectives are action-oriented statements that
should be undertaken to reach a particular goal. These goals and objectives are based on the input from
community members, guidance from the steering committee, and a detailed analysis of existing conditions.
1.1: Implement a continuous network of bike lanes, signed shared bikeways, and bike boulevards that serve
all bicycle user groups, including both recreational and utilitarian riders.
1.2: Implement an accessible network of pedestrian supportive infrastructure, including sidewalks, curb
ramps, and trails in high-priority pedestrian areas.
1.3: Provide a bicycle, pedestrian and trail network that is safe and attractive and meets the needs of all
genders, ages and abilities.
1.4: Evaluate streets for bike facilities based on the recommended projects in this Plan when performing
street resurfacing or restriping projects.
1.5: Include priority bikeway and trail projects within the City’s Capital Improvement Program.
1.6: Eliminate gaps in the bicycle network to improve connectivity between destinations.
1.7: Require new private development projects to finance and install bicycle facilities, sidewalks, and multi-
use trails where recommended in the Coppell Bicycle and Pedestrian Master Plan and Trails Master Plan, as
part of on-site improvements and off-site mitigation measures as appropriate. Such requirements should be
required through updates to the Subdivision Regulations and others sections of the municipal code.
1.8: Adopt and adhere to existing and future standards established by manuals including, but not limited to
the AASHTO Guide for the Development of Bicycle Facilities, the Manual of Uniform Traffic Control Devices
(MUTCD) and the NACTO Urban Bikeway Design Guide.
1.9: Adopt revised roadway design standards to ensure compliance with context sensitive design principles.
2.1: Adopt and implement the Coppell Bicycle and Pedestrian Master Plan.
2.2: Designate City of Coppell staff member(s) to be responsible for the coordination of non-motorized
transportation.
2.3: Expand sources for funding construction and maintenance of trails and bikeways beyond the
Transportation Alternatives Program through NCTCOG.
2.4: Create a sustainable, dedicated source of bikeway funding within the annual city budget.
2.5: Encourage bikeway and trail advocates and other interested citizens to serve on government boards and
committees.
2.6: Pursue public-private partnerships in the planning and implementation of bikeway and trail projects.
2.7: Preserve potential corridors for future use including rail corridors, canals/ditches, utility rights-of-way
and natural corridors.
3.1: Establish ‘annual bike/ped/trails census’ counts.
3.2: Begin monitoring on-street bicycle use as before/after data collection on future on-street bikeways.
3.3: Monitor bicycle and pedestrian collision data to seek continuous reduction in bicycle and pedestrian
collision rates
3.4: Track public opinion about walking and bicycling through citizen surveys
4.1: Educate and inform the general public on bicycle and walking safety issues and encourage non-motorized
transportation with programs that target pedestrians, bicyclists and motorists.
4.2: Install signage along all on-street bikeways and trails to assist with way-finding and to increase awareness of
bicyclists and other trail users.
4.3: Support Safe Routes to School and other efforts, including educational and incentive programs to encourage
more students to bicycle or walk to school, through a partnership with school district and other interested parties.
4.4: Encourage employers to provide incentives and support facilities for employees that commute by bicycle.
4.5: Partner with trail and bicycling advocacy groups, the medical and health community, bike shops, businesses,
and outlying communities on education and encouragement programs.
4.6: Promote bicycling and walking through City-sponsored events.
4.7: Educate professional drivers (transit drivers, delivery drivers, etc) on bicyclist rights and safe motoring behavior
around bicyclists.
4.8: Encourage large employers, colleges, activity centers and major transit stops to provide secure bicycle storage
facilities and racks and promote their efforts.
4.9: Require bicycle parking and other end-of-trip facilities within new commercial development and retrofit public
facilities with bicycle parking where it is absent.
5.1: Increase attention by law enforcement officers to bicycle-related violations by both motorists and bicyclists, and
emphasize positive enforcement for safe bicycling behavior by children. Law enforcement officers should be
recruited to participate in educational programs in schools.
5.2: Increase enforcement efforts to prevent the obstruction of dedicated bikeways and walkways.
5.3: Reduce aggressive and/or negligent behavior among drivers, bicyclists and pedestrians.
5.4: Ensure that all bicycle or pedestrian collisions are accurately recorded into a collision database for future
analysis and monitoring.
5.5: Establish volunteer bike patrol on trails.
6.1: Work with the medical community to develop programs that promote the health and wellness benefits
associated with walking and cycling.
6.2: Work with Safe Routes to Schools efforts to encourage healthy walking and bicycling habits from an early age.
6.3: Increase activity among Coppell’s residents through the provision of a comprehensive bikeway and trail
network.
6.4: Reduce the numbers of crashes involving bicyclists and trail users by at least 30 percent.
6.5: Increase helmet use among bicyclists, particularly those required by City ordinance who are 14 years of age and
under.
This chapter presents a comprehensive set of infrastructure and programming recommendations specifically
tailored to reach the Plan vision in which Coppell’s trail and roadway system will comfortably, safely and
efficiently facilitate bicycle and pedestrian transportation for users of all ages and abilities. These
recommendations are built on a solid foundation of input from the public, City staff, and technical analysis.
The chapter is divided into four sections: bicycle network recommendations, pedestrian network
recommendations, community-wide program recommendations, and internal program and policy
recommendations. Bicycle network recommendations consist of bicycle facilities, wayfinding signage and
markings, end-of-trip (bicycle parking) facilities, and other improvements that enhance the bicycling
experience. Pedestrian recommendations include sidewalks, shared use paths, and crossing improvements at
high-priority locations throughout Coppell. Community-wide programs consist of education, encouragement,
and enforcement, recommendations that foster a culture in which bicycling and walking are a part of daily life
for Coppell residents. Internal program and policy recommendations address engineering, planning, and
evaluation opportunities to integrate bicycling and walking into the City policies and operations. Together,
these elements constitute a comprehensive, Five E’s approa ch to transforming Coppell into a bicycle and
pedestrian friendly community.
People who bicycle vary in their physical abilities, experience levels, and the types of bicycles they ride.
Creating a comprehensive bicycle network requires the provision of comfortable, convenient, and safe
facilities that accommodate the different types of expected users. Many streets in Coppell, such as low-speed,
low-volume neighborhood streets, may not need any special facilities to accommodate bicyclists, while others
with larger volumes and higher speeds may require significant bikeway infrastructure investments. These
infrastructure investments come in the form of signed and bicycle boulevards, dedicated bicycle lanes, cycle
tracks, shared use paths, wayfinding signage, intersection improvements, and other elements that support
bicycle transportation and enhance bicycling’s visibility as a valued, respected, and viable mode of travel in
Coppell.
Each bicycle facility type recommended in this plan is described below. The facility types are presented by
degree of separation from motor vehicle traffic, from least separation to most separation. More detailed
descriptions of each facility type are included in the design guidelines in the appendix of the Plan.
On shared roadways, bicyclists and motor vehicles
use the same roadway space. These facilities are
typically used on roads with low speeds and traffic
volumes, however they can be used on higher
volume roads with wide outside lanes or shoulders.
A motor vehicle driver will usually have to cross
over into the adjacent travel lane to pass a bicyclist,
unless a wide outside lane or shoulder is provided.
While bicyclists are permitted on nearly all
roadways except for interstate highways, signed
and marked shared roadways indicate preferred
bicycle routes through the use of wayfinding
signage and shared lane markings. These design
elements increase motorist awareness of bicyclists
and support safe and responsible road use.
Bicycle Boulevards are low-volume, low-speed
streets modified to enhance bicyclist by using
treatments such as signage, pavement markings,
traffic calming and/or traffic reduction, and
intersection modifications. These treatments, also
referred to as neighborhood greenways or quiet
streets, allow through movements of bicyclists
while discouraging similar through-trips by non-
local motorized traffic through traffic calming and
traffic diversion design elements.
Bike lanes designate an exclusive space for
bicyclists through the use of pavement markings
and signage. The bike lane is located adjacent to
motor vehicle travel lanes and is used in the same
direction as motor vehicle traffic. Bike lanes are
typically on the right side of the street, between the
adjacent travel lane and curb, road edge or parking
lane.
Bike lanes adjacent to on-street parallel parking
require special treatment in order to avoid crashes
caused by an open vehicle door. The bike lane
should have sufficient width to allow bicyclists to
stay out of the door zone while not encroaching into
the adjacent vehicular lane. Parking stall markings,
such as parking “Ts” and double white lines create a
parking side buffer that encourages bicyclists to
ride farther away from the door zone.
Buffered bike lanes are conventional bicycle lanes
paired with a designated buffer space that provides
additional separation between the bicycle lane and
the adjacent motor vehicle travel lane and/or
parking lane.
This treatment is appropriate for bike lanes on
roadways with high motor vehicle traffic volumes
and speed, adjacent to parking lanes, or a high
volume of truck or oversized vehicle traffic.
Where space permits, buffers are sometimes placed
on both sides of the bike lane. Buffered bike lanes
differ from protected bike lanes because the buffer
space uses only paint and no physical barrier.
Protected bike lanes, also referred to as cycle
tracks, provide a space on or next to the roadway
for exclusive use by bicyclists, separated from
traffic by a physical barrier of some kind. These
facilities are different from sidewalks and sidepaths
in that pedestrians are not permitted to use them.
Barriers may be in the form of planters, raised
curbs, parking, bollards, or other streetscape
elements. Protected bike lanes can be configured
for either one-way or two-way travel.
Shared use paved trails along roadways, also called
Sidepaths, are a type of trail that runs adjacent to a
street. Because of operational concerns like
numerous conflict points in the form of driveways
and street crossings, as well as the bi-directional
nature of sidepaths, these facilities must be
designed with additional care and consideration.
However, as a low-stress bikeway, sidepaths are an
attractive facility type for children and casual adult
bicycle riders, and therefore can have a significant
impact on ridership. Sidepaths in the City of Coppell
can be found on N Coppell Rd, Sandy Lake Rd, and
Freeport Pkwy.
A shared use path (also known as a greenway or
multi-purpose trail) allows for two-way, off-street
bicycle use and also may be used by pedestrians,
skaters, wheelchair users, joggers and other non-
motorized users. These facilities are frequently
found in parks, along rivers, beaches, and in
greenbelts or utility corridors where there are few
conflicts with motorized vehicles. Trail facilities can
also include amenities such as lighting, signage, and
fencing (where appropriate).
Key features of shared use paved trails include:
Frequent access points from the local road
network.
Directional signs to direct users to and
from the trail.
A limited number of at-grade crossings
with streets or driveways.
Terminating the trail where it is easily accessible to and from the street system.
Separate treads for pedestrians and bicyclists when heavy use is expected.
The Coppell Bicycle and Pedestrian Master Plan recommends more than 50 miles of new on-street bikeways
and shared use paths. Once installed, this comprehensive bicycling network will offer residents and visitors of
all ages and abilities safe, convenient, and comfortable facilities that connect people to parks, schools,
employment centers, commercial districts, and other popular destinations. The bicycling recommendations
provided in this chapter represent a master planning level of detail and may change as individual projects are
studied, designed and implemented. Individual segments may be enhanced or upgraded to a higher facility
type as opportunities present themselves.
The recommended bicycle facilities are displayed below in Map 2. Each facility is listed in the Recommended
Bicycle Facilities table on the following page.
The following table summarizes all bikeways recommended in this planning process by facility type. This
table also includes previously planned bikeway facilities and projects under design and/or construction.
Tables 7 through 12 group Plan recommendations by facility type and display each recommended bikeway
project, including project limits, proposed length, and recommendation status (proposed, previously
proposed, and under design/construction). Like the facility descriptions above, these tables are listed in
order by degree of separation from motor vehicle traffic, from least separated to most separated.
Most trips begin and end as walking trips, even when a car, bicycle, bus, or train is also involved. The City of
Coppell has a comprehensive network of pedestrian facilities, but there are some gaps in the network, either
in the form of missing sidewalks or challenging intersections and street crossings. There are also some aging
sidewalks in poor condition, which can present significant impediments to pedestrians, particularly
pedestrians with limited mobility, physical impairments, or mobility-assistance devices such as walkers,
wheelchairs, and mobility scooters. The City addresses these deficiencies by improving existing sidewalks,
adding ADA-compliant crossings, and adding new sidewalks as part of redevelopment, street reconstruction,
new or upgraded traffic signals, and targeted spot improvements. This section of the Plan identifies specific
pedestrian infrastructure recommendations to enhance connectivity, accessibility, and safety for pedestrians
of all ages and abilities.
Most trips begin and end as walking trips even
when a car, bicycle, bus, or train is also involved.
Generally, Coppell has a very complete walking
network and there are few places where walking
facilities are not available. Pedestrians use several
different types of facilities to travel in Coppell,
primarily multi-use paths, sidepaths, and sidewalks.
Each of these facility types is described briefly
below.
These facilities, which were described above in
greater detail, are shared by many active
transportation and recreation users including
pedestrians, bicyclists, and in-line skaters. The
Denton Creek Trail, Andrew Brown Park Trail, and
Freeport Connector Trail between Freeport Pkwy and Bethel Rd are all examples of shared use paths in
Coppell. This plan recommends 15 miles of new multi-use paths.
Sidepaths, which were described earlier in this
chapter above in greater detail, are an increasingly
prevalent asset to the City’s pedestrian network.
These wide shared use facilities can be found on
Sandy Lake Rd, Freeport Pkwy, Coppell Rd. Heavy
use by walkers, runners, and bicyclists is a
testament to the popularity of sidepaths among
Coppell residents and visitors alike.
Sidewalks are the most common walking facility in
Coppell. There are more than 240 miles of
sidewalks throughout the City of Coppell, providing
essential connections between residential
neighborhoods and nearby destinations. Some are
directly adjacent to travel lanes without any buffer
or barrier, while others are buffered by landscaping,
parking, or other physical means.
Intersections in Coppell should be designed for
pedestrian safety and comfort, with pedestrian
enhancements appropriate to traffic speed, traffic
volume, pedestrian crossing distance, and other
similar factors. Marked crosswalks provide a
delineated space for pedestrians and other
sidewalks users to cross. Differences in striping
patterns (e.g. double ladder or piano key
crosswalks) and paving surfaces (e.g. raised
and/or brick crosswalks) offer varying levels of
visibility and delineation between pedestrians and
automobiles, bicyclists, and other roadway users.
The selection of crosswalk location and type of
striping pattern used is through careful
engineering judgement of city staff referencing
documents such as the Manual of Uniform Traffic
Control Devices.
In addition to crosswalk markings, a host of other crosswalk elements can be utilized to create a safe and
comfortable pedestrian experience, including bulb-outs, median refuge islands, push button-activated
pedestrian signal heads, countdown timers, ADA-accessible curb ramps, leading pedestrian intervals, and
flashing beacons. While each intersection identified for improvements will require individual analysis to
determine appropriate design elements, the City of Coppell should provide a consistent and uniform
experience for pedestrians throughout the entire community.
The Coppell Bicycle and Pedestrian Master Plan recommends nearly fifty miles of pedestrian facilities to
accompany the existing 250 miles of sidewalks, shared use paths, and sidepaths located throughout the City.
These new shared use paths and sidepaths will expand the pedestrian network, address critical gaps and
barriers, increase accessibility and safety, and support a positive and comfortable experience for people of all
ages and abilities. While there are no specific recommendations for new sidewalk segments, the Plan does
provide policy recommendations, including a sidewalk prioritization strategy and a Complete Streets
Ordinance, both of which are described later in this chapter. These recommendations will help to ensure that
all roadway projects address pedestrian mobility.
In addition to the linear facilities mentioned above, the Plan also identifies a number of intersections for
which pedestrian improvements are recommended. The recommendations for intersection improvements
are conceptual in nature and will require additional analysis beyond the scope of this Plan to determine the
character and design of each intersection improvement. A number of potential design elements for safe and
accessible pedestrian crossings are included in the design guidelines section of the appendix for reference.
It is important to note that the recommended pedestrian facilities do not constitute an exclusive schedule of
pedestrian projects. The City of Coppell should pursue and implement additional pedestrian projects as part
of a Complete Streets approach to transportation investments and maintenance, in conjunction with
programmed capital improvements and private development, and as other opportunities arise.
The map on the following page identifies recommended shared use paths, sidepaths, and intersection
improvements.
Table 11 and Table 12 in the previous section of this chapter identify each recommended sidepath and shared
use path, respectively. Table 13 below lists each intersection recommended for pedestrian improvements.
While a continuous pedestrian network supports opportunities for walking, additional streetscape
enhancements and traffic calming elements transform the public realm by prioritizing walking as the primary
mode of transportation, slowing and even reducing motor vehicle traffic, creating an attractive and
comfortable environment that invites pedestrian activity, and adding character and quality to the streetscape
and adjacent land uses. Both of these roadway design elements - streetscape enhancements and traffic
calming - are discussed in greater detail in the design guidelines in the appendix of the Plan.
Landscaping, street trees, pedestrian-scale lighting,
benches, street furniture, and even public art can
have a profound effect on improving the pedestrian
experience along a corridor. Many of the streets in
Old Town Coppell demonstrate the impact of
pedestrian-focused streetscape enhancements on the
character of a street. Design elements like street
trees, multi-textured and multi-colored sidewalk and
pavement surfaces, benches, pedestrian-scale
lighting, bulb-outs, and mid-block pedestrian
crossings enhance the public realm and create a
warm and inviting space for social interaction. For
the City of Coppell, capital investments in public
spaces like these can be a significant catalyst for
private investment.
Traffic calming is a design principle that seeks to
lower vehicular traffic speeds using physical and
visual cues. These tools are typically self-enforcing:
the roadway’s physical conditions influence drivers’
speed and behavior rather than regulatory devices
and enforcement measures. Traffic calming works
best on local streets with residential areas and highly
trafficked commercial corridors. Extensive research
shows that slower motorist speeds reduce overall
crash severity and frequency, and improve cyclist
and pedestrian comfort within and adjacent to traffic.
Slower traffic also tends to reduce roadway noise,
which contributes to overall neighborhood livability
and walking comfort.
Traffic calming countermeasures are divided into two
general types: vertical and horizontal. Vertical speed
control measures are composed of slight rises in the
pavement, on which motorists and bicyclists must
reduce speed to cross. Speed humps, speed tables,
and raised crosswalks are examples of vertical traffic calming. Horizontal traffic calming devices, on the other
hand, cause drivers to slow down by constricting the roadway space or by requiring careful maneuvering.
Curb extensions, chicanes, chokers (neckdowns), and traffic circles are the most common applications of
horizontal traffic calming.
Education, encouragement, and enforcement programs support walking and bicycling activity and can be cost
effective complements to infrastructure investments. When combined with physical improvements like
sidewalks, greenways, and on-street bikeways, these types of programs foster a social environment that
values and supports active transportation.
Building on the Five E’s approach outlined in the introduction of the Plan, the following education,
encouragement and enforcement programs and accompanying actions offer a layered approach to increasing
walking and bicycling activity, supporting safe, responsible, and respectful use of roads and trails, and
creating a community where people of all ages and abilities feel comfortable walking or riding a bicycle for
any trip.
Creative partnerships with local agencies, organizations, institutions and community groups are critical to the
success of these programs. The City should consider opportunities for local partners to take lead or
supporting roles in as many of these programs as possible, as dictated by their strengths, capacities,
resources and alignment with their missions and goals.
Increasing citizens’ access to bicycle skills classes
can increase residents’ understanding of basic
bicycle operations, sharing the road with motor
vehicles, hazard avoidance and maneuvering, and
even bicycle maintenance. These skills and
resources equip residents with the confidence and
knowledge to safely and responsibly ride their
bicycles to destinations in and around Coppell.
The City of Coppell should deliver at least two adult
bicycling skills classes per year. These classes could
be stand-alone program offerings through the Parks
and Recreation Department, or integrated into a
larger community event like the annual EcoCoppell
Earthfest. The Life Safety Park will be a perfect venue for these classes.
Partnering with local bike shops and/or advocacy organizations can increase program delivery efficiency and
utilize existing resources. BikeDFW, for example, offers a variety of bicycle skills courses taught by League of
American Bicyclists certified instructors. Courses
available through BikeDFW include Learning to
Ride a Bicycle, Traffic Skills 101, Group Riding, and
Commuting.
Bicycle rodeos and other education courses
designed to build bicycling skills for children are an
effective way to instill safe and responsible
bicycling practices and support bicycling as a means
of transportation for Coppell’s next generation.
The City of Coppell should incorporate at least two
youth-oriented bicycle education classes into the
Parks and Recreation Department’s program
offerings each year. BikeDFW already offers two
classes specifically targeting youth audiences:
Learning to Ride a Bicycle and Bicycling Skills 123
Youth. By partnering with BikeDFW, Coppell can
utilize this advocacy organization’s expertise and
experience in delivering a refined and effective
bicycle education curriculum. Again, the Life Safety
Park will be a great resource for holding these
classes.
As the City of Coppell’s network of trails and on-
street bikeways expands, residents and visitors
alike will turn to the City’s website for trail
information, bicycle network maps, and other
information. This presents the City with the ideal
opportunity to provide a variety of information and
resources to equip citizens with all they need to
know about walking and bicycling in Coppell.
Through a single page dedicated to bicycling and
walking, the City can share educational materials,
information about bicycle facility types and their
intended users, descriptions of upcoming capital
projects, bicycling and walking maps, upcoming
events and activities, links to community partners’
websites, plans and studies, and capital projects.
Community outreach and engagement is an ongoing
process. While many Coppell residents and
stakeholders participated in the planning process,
the majority of the community may not feel the
impact of the plan until individual projects are
implemented near their homes, places of
employment, or on their daily travel routes. As
individual projects are implemented, particularly
those that involve substantial modifications like
road diets, cycle tracks, and shared use paths, the
City must engage and inform community residents
and adjacent property owners about the coming
improvements, how they relate to the City’s overall
vision and approach to creating a walk- and bike-
friendly community, and the benefits that these
projects will provide for people of all ages and
abilities.
The City should hold community meetings for
significant bicycling and walking capital
improvement projects to inform residents and
adjacent property owners of project details,
address community concerns, and build support for
non-motorized transportation facilities. In addition
to public meetings, the City should also use door
hangers, mailers, or other forms of communications
to provide project updates, explain infrastructure improvements and proper operations of a vehicle or bicycle
with regard to the specific project, and, more generally, garner support for walking and bicycling by extolling
their health, social, economic, transportation, and quality of life benefits.
Many schools in the City of Coppell already participate the Coppell Independent School District’s Walk to
School Wednesdays. Living Well in Coppell, the City of Coppell and the Coppell Independent School District
have even produced a short Youtube video to promote the program and encourage families to participate. In
addition to the twice a month Walk to School Wednesdays, some schools have more active groups as well.
Schools like Cottonwood Creek Elementary, Wilson Elementary, and Town Center Elementary have high rates
of walking and bicycling on a daily basis. The City of Coppell should continue to support Walk to School
Wednesdays and other efforts and initiatives to encourage walking and bicycling to school.
Raising awareness for the City’s growing network of shared use paths and bicycle facilities is a simple and
effective method to encourage walking and bicycling. The City should develop a community-wide bicycle
network and trails map to familiarize residents and visitors with safe and convenient facilities for walking,
bicycling, and jogging. These maps can be provided in print and online and can be supplemented with
additional information, including trail mileage, nearby destinations, and etiquette and safety tips for trail
usage and on-street bicycling.
Route-specific maps and guides offer residents and visitors unique bicycling and walking routes to access
local destinations or tour the community. The City of Coppell should develop a series of walking and bicycling
maps that showcase the growing network of shared use paths, on-street bikeways, and sidewalks. These
routes can start and end at common destinations like the CORE, the Senior and Community Center, or Wagon
Wheel Park. Both bicycling and walking routes should vary in terms of length in order to provide choices for
people of various physical abilities and bicyclists of different skill levels.
In partnership with the League of American Bicyclists, cities across the country host events and activities to
promote National Bike Month, Week, and Day. These events can increase visibility for bicycling, encourage
community members to bicycle for trips of all purposes, and build riders’ comfort and confidence to bicycle
on streets and in traffic.
The City of Coppell should develop a month-long National Bike Month program, complete with Bike to Work
Day events, organized bicycle rides, a Bike to Work Challenge, bicycle education courses, and other events to
increase ridership. The League of American Bicyclists has a number of valuable online resources to help plan,
organize and executive successful events and activities, including an event organizing handbook, a calendar
linking to local events and activities, and tips for people interested in commuting to work.
Individualized marketing campaigns are a unique
approach to Transportation Demand Management
(TDM) that focus on increasing bicycling, walking
and transit trips through concentrated outreach,
promotional materials, and personalized support.
Programs like Go Bronzeville in Chicago, IL and
SmartTrips in Portland, OR are shining examples of
community transformation through these
individualized marketing campaigns. The City of
Coppell should explore partnerships, funding
sources, potential neighborhoods, and other
feasibility factors for the creation of an
individualized marketing campaign.
Ongoing group bike rides can target many groups of
people and cover countless topics or themes. In
most cases, however, the purpose is the same: to
provide a safe, comfortable, and social setting for
bicycling. New riders experience riding safely in a
group while learning bicycling skills and rules of the
road, and all riders have the opportunity to meet neighbors, share in a feeling of camaraderie, and build
community.
End-of-trip facilities are an integral component of a
successful, functional bicycle network. Without safe,
secure and convenient bicycle parking, many
residents and visitors will choose other means of
transportation, viewing the lack of bicycle parking
as a significant deterrent. The City of Coppell, the
Coppell Independent School District, and numerous
businesses have installed bicycle parking at
locations throughout the community. The City of
Coppell and its community partners should
continue to increase the bicycle parking supply with
secure, attractive, and highly visible bicycle parking
facilities, including short-term bicycle parking solutions like racks and corrals, and long-term solutions like
lockers and secure parking areas.
Schools, commercial districts and other areas with
high volumes of bicycle and pedestrian activity, as
well as locations with significant incidences of
bicycle and pedestrian crashes, can benefit from an
increased police presence. Motorists who routinely
fail to yield the right-of-way to pedestrians, as
required by law, or drive in excess of the speed limit
are unlikely to change their behavior if they
perceive that there are no consequences to their
actions. Targeted enforcement of traffic safety laws
and “sting” operations can reduce dangerous and
illegal behaviors such as texting while driving or
failing to yield for pedestrians in a crosswalk.
Hundreds of communities around the U.S.
implement targeted crosswalk enforcement. In Las Vegas, for example, crossing decoys often wear seasonal
costumes (such as a turkey at Thanksgiving, or a leprechaun in March) to earn greater media attention. While
targeted crosswalk enforcement often results in citations, the greater impact comes through media publicity
of the event to reinforce the importance of obeying pedestrian crossing laws.
Law enforcement officers play a daily role in helping to foster a culture of respect and responsibility among
all road users. Regular trainings create a uniform understanding of their responsibilities with regard to traffic
law enforcement for bicyclists, pedestrians, and motorists. Trainings can also create a dialogue between
officers and other City staff, giving officers a chance to discuss ideas for new or revised legislation to further
improve traffic safety. The City of Coppell should provide regular training sessions for law enforcement
officers relating to bicyclist, pedestrian, and motorist traffic law and interactions among various modes of
transportation.
Bicycle patrol units are often used to increase
social interaction between police departments and
the people they serve. These units patrol
neighborhoods, parks, special events and festivals,
and other community-oriented events
The City of Coppell should utilize a Bicycle Patrol
Unit to demonstrate the Department’s
commitment to and investment in bicycling as an
important transportation mode, both for the
department and for the community at large.
Other than one-time drivers education courses,
there are few formal opportunities for motorists
and/or bicyclists to learn the legal rights and
responsibilities specific to bicycling and walking. The Engineering, Parks and Recreation, and Planning
Departments can work with the Police Department to develop traffic citation diversion classes so that road
users (pedestrians, bicyclists, and/or motorists) who commit offenses known to endanger pedestrians and
bicyclists can, at the discretion of the officer, be invited to take a safety and diversion class in lieu of paying
fines.
While the recommended facilities and programs described above provide direct and tangible benefits for
Coppell residents and visitors, the City can also adopt internal practices and policies that integrate bicycling
and walking into the very way the City does business. Adopting nationally-recognized standards and
guidelines for facility design, prioritizing sidewalk infill and repair, and evaluating the effectiveness of new
facilities and programs are all examples of internal practices and policies that support non-motorized
transportation. The following recommendations provide engineering and evaluation opportunities.
As indicated above, the Plan does not specifically recommend individual sidewalk segments or spot
improvements. The sidewalk system in Coppell is very comprehensive and is in relatively good condition;
however, cracked and heaving sidewalk slabs create tripping hazards and accessibility issues for pedestrians
with limited mobility or mobility assistance devices, and minor gaps in the network reduce connectivity.
Potential prioritization criteria may include the following:
Feedback from the community;
Proximity to schools;
Proximity to parks and community centers;
Proximity to commercial destinations; and
Sidewalk condition (good, hazardous, missing, etc).
This prioritization process should be integrated into the ADA Transition Plan that the City will be developing
in the near future.
Streets are planned, designed, constructed and maintained to accommodate all street users - pedestrians,
bicyclists, transit users, and motor vehicle drivers. The Complete Streets movement in the United States has
gained considerable traction over the last twenty years, with thousands of communities expressing their
intent to create a truly multi-modal transportation system that supports safe travel for all roadway users.
The City of Coppell should consider drafting and adopting an ordinance or resolution to formalize and
institutionalize the integration of all modes of transportation into roadway funding, design, construction,
operations and maintenance. Establishing a municipal policy will delegate roles and responsibilities and
create a system through which all transportation projects can be evaluated and will ensure the practice
continues through changes in city staff and elected officials. Resources are available through the National
Complete Streets Coalition, a program of Smart Growth America, a national non-profit dedicated to making
communities work for everyone.
Landmarks, destinations, neighborhood business districts, natural features and other visual cues help
residents and visitors navigate through Coppell. However, many of the recommended bicycle routes utilize
less familiar, lower-volume roadways that people may not typically use while traveling by bus or car. The
placement of wayfinding signs throughout the City will indicate to bicyclists their direction of travel, location
of destinations, and the distance (and travel time by bike) to those destinations, in turn increasing comfort,
convenience and utility of the bicycle network. Wayfinding signs also provide a branding element to raise the
visibility of the City’s growing active transportation network. Wayfinding is critical to successful integration
of on-street and off-street facilities into a seamless, interconnected network.
Design guidelines for sidewalks, trails, on-street bikeways, and other non-motorized transportation facilities
can ensure consistent conditions for walking and bicycling throughout the community. Agencies and
organizations like the Federal Highway Administration (FHWA), the National Association of City
Transportation Officials (NACTO), and the American Association of State Highway Transportation Officials
(AASHTO), and the Institute of Transportation Engineers (ITE) have developed numerous research and
practice-based manuals to support local planners, engineers, and designers to create safe, effective and
functional facilities for bicycle and pedestrian travel. As the City of Coppell continues to expand its network of
non-motorized transportation facilities, the following manuals and design guidelines should be consulted to
ensure project success.
While the expansion of the greenway and on-street bikeway network will draw additional bicyclists, the lack
of convenient, accessible, and secure bicycle parking may deter residents and visitors from taking bicycle
trips to local businesses, parks, schools, and other destinations in the community. The City of Coppell should
develop and adopt a bicycle parking ordinance establishing minimum requirements for bicycle short- and
long-term parking spaces in new developments and major renovations based on land use classification. A
model bicycle parking ordinance has been included in the appendix for reference. The Association of
Pedestrian and Bicycle Professionals’ Bicycle Parking Guide, 2nd Ed. (2010) should be consulted for
additional guidance related to rack selection, installation, and maintenance.
A multi-modal approach to crash reduction is a comprehensive safety program that includes establishing
measurable goals for reducing incidents and collisions for all modes of travel. By developing a system for
routine analysis for pedestrian and bicycle-related crashes, other cities have been able to implement safety-
driven, multi-modal enforcement programs along with strategic infrastructure changes. The City of Coppell
should conduct a thorough analysis of reported bicycle and pedestrian crashes to identify high-crash
locations, monitor the impact of capital improvements on crash rates, and develop specific recommendations
for countermeasures that reduce the likelihood of crashes and improve bicycle and pedestrian safety. Data
can be obtained from TXDOT, NCTCOG, Coppell Police Department, and bicycle-driven crash inventories such
as www.bikemaps.org. Such an analysis should be conducted every two years.
Bicycle and pedestrian counts are a key metric that can determine the success of the City’s efforts to increase
bicycling and walking throughout the community. A successful count program will utilize a variety of
techniques to measure Plan implementation and individual project impacts. The City should establish a count
program to track levels of bicycling and walking at key locations throughout Coppell. Resources available
through the National Bicycle and Pedestrian Documentation Project will assist the City in identifying count
locations, training manual count volunteers, and extrapolating meaningful information from raw count data
in order to make informed decisions and share successes with the community.
The League of American Bicyclists’ Bicycle Friendly Community program and the Federal Highway
Administration and Pedestrian and Bicycle Information Center’s Walk Friendly Community program
acknowledge the efforts of local governments throughout the United States to support bicycling and walking
as valued forms of transportation and recreation. Each organization utilizes the Five E’s approach to creating
bike and walk friendly communities, which groups activities into engineering, education, encouragement,
enforcement and evaluation categories. Each of these five categories is integral to this comprehensive
approach and must be embraced by the City in order to achieve either designation. Only five communities in
Texas have achieved Bicycle Friendly Community status: Austin (Silver), Houston (Bronze), Richardson
(Bronze), San Antonio (Bronze), and the Woodlands Township (Bronze). Only the City of Austin has achieved
Walk Friendly Community status.
The Coppell Bicycle and Pedestrian Master Plan provides a comprehensive set of recommendations and
physical improvements that, once implemented, will increase safety, connectivity, accessibility, and comfort
for bicycling and walking throughout the City. Implementing the Plan will require commitment, persistence,
creativity, partnerships, funding, and continued community support. As the City of Coppell and its partners
throughout the region continue to foster a bicycle- and pedestrian-friendly community for residents and
visitors alike, a clear, action-oriented implementation strategy will be necessary to move the Plan forward.
This Plan is a vision and a guide to the future. It provides the blueprint for Coppell to develop a complete,
connected, and safe non-motorized transportation network, increase opportunities for active transportation,
and add to the quality of life that makes the City of Coppell a great place to live, work and play. With this
charge firmly in mind, the following implementation actions and priorities provide a comprehensive strategy
to realize the goals and objectives set forth in this Plan and establish Coppell as a premier community for
walking and bicycling. They go beyond a list of infrastructure improvements and provide a framework to
integrate active transportation into many aspects of the City processes.
The following early action steps are designed to initiate Plan implementation, sustain momentum from the
planning process, and set the foundation for future progress. The following early action items, which
represent a mix of policy, procedures, capital projects, and programs, provide early opportunities to engage
community partners and establish strong and lasting relationships on which successful implementation
efforts will depend. It should be understood that this list may not be feasible to execute these steps in order
or immediately. Some items will need time to be included in City budgets or studied and reviewed by city staff
or special committees.
Adopting the Plan is an important step, not just for its symbolic value representing the City’s commitment to
bicycling and walking, but also for its policy value as a guiding document for future capital investments and
transportation decisions. The adoption process varies from community to community, depending on existing
policies and procedures. The City of Coppell should undertake a formal adoption process and incorporate this
Plan as a supplemental document supporting the Comprehensive Plan.
Creating an active Bicycle and Pedestrian Advisory Committee will ensure that key stakeholders, agencies and
organizations are involved in the implementation of the Plan and can report on its progress. Members of the
Steering Committee for the planning process should be invited to serve on the Bicycle and Pedestrian
Advisory Committee, along with other leaders throughout the community, including public safety
representatives, Safe Cycling Coppell, and the Coppell Chamber of Commerce. This new committee should be
a forum for active transportation leaders to convene periodically and discuss implementation progress, keep
members up-to-date on bicycle- and pedestrian-related projects throughout the region, share resources and
tools, and maintain momentum for bicycling and walking in the community. Key duties of the committee
should include the following:
Champion for implementing the Bicycle and Pedestrian Master Plan;
Advise the City on plan implementation;
Facilitate cooperation among local agencies and jurisdictions;
Identify and recommend sources of funding;
Coordinate outreach and programming efforts;
Apply for Bicycle Friendly Community and Walk Friendly Community Status; and
Monitor plan implementation through various performance measures.
The committee can also function as a conduit to the community at-large, sharing information about
implementation progress and achievements and directing residents and visitors to the appropriate resources
and information.
Another element of this step will be to designate a point person, called the Bicycle Coordinator, from existing
city staff, to serve in the role of liaison to this committee as well as point person for walking and bicycling
issues. Ideally this representative will be from public works or city administration so that they can
coordinate between departments in working with activities and initiatives of the advisory committee.
Designating this staff person is key to a bicycling friendly community application.
The City of Coppell has a number of projects in various stages of development that will enhance bicycle and
pedestrian safety, connectivity and accessibility. Roadway projects on MacArthur Blvd, Freeport Pkwy, and
Bethel Rd, as well as trail projects like the Grapevine Springs Trail near Pinkerton Elementary and the
Grapevine Creek Trail from MacArthur Blvd to Grapevine Creek Park will have a significant impact on non-
motorized transportation, improving safety along busy roadways and increasing connectivity to local
destinations. The completion of these projects will be a significant accomplishment for the City of Coppell,
expanding opportunities for non-motorized transportation and recreation and demonstrating the City’s
commitment to walking and bicycling.
Continual monitoring of implementation progress is essential to the success of the Plan. Baseline
measurements of key data like bicycling and walking activity, crash rates, miles of facilities, program
participation numbers, and travel mode share provide a point of comparison to determine the impact of
infrastructure projects and supporting education, encouragement, and enforcement programs. Bicycle and
pedestrian counts and other performance measurements are discussed in further detail later in this chapter.
While the expansion of the trail and on-street bikeway network will draw additional bicyclists, the lack of
convenient, accessible, and secure bicycle parking may deter residents and visitors from taking bicycle trips
to local businesses, parks, schools, and other destinations in the community. The City of Coppell should
consider developing and adopting a bicycle parking ordinance establishing minimum requirements for
bicycle parking spaces in new developments and major renovations based on land use classification. A model
bicycle parking ordinance has been included in the appendix for reference. The Association of Pedestrian and
Bicycle Professionals’ Bicycle Parking Guide, 2nd Ed. (2010) should be consulted for additional guidance
related to rack selection, installation, and maintenance.
While the sidewalk system in Coppell is in relatively good condition, cracked and heaving sidewalk slabs
create accessibility issues for pedestrians with limited mobility or mobility assistance devices, and minor
gaps in the network reduce connectivity. The City of Coppell should develop a prioritization strategy to
address these issues based on factors like community complaints, proximity to schools, parks, and other
community destinations. This is likely to happen in the upcoming ADA Transition plan.
High priority projects have been identified based on their ability to meet plan goals and improve safety,
accessibility, connectivity. These projects will have the most significant impact in creating a community in
which bicycling and walking are safe, comfortable and convenient forms of transportation for people of all
ages and abilities. Funding for bikeway projects can be very competitive, and the project development
process can significantly increase the amount of time it takes to construct bicycle and pedestrian projects.
With these considerations in mind, it is imperative that the City of Coppell begin to identify and pursue
traditional and innovative funding sources to implement high priority projects.
By creating and adopting this Bicycle and Pedestrian Master Plan, the City has communicated to the
community its commitment to walking and bicycling as safe, comfortable and convenient transportation
choices for people of all ages and abilities throughout Coppell. The City should continue to communicate with
residents and stakeholders by establishing an online presence to share information, provide updates on
projects and events, and receive feedback and information from residents. By providing resources like this
Plan, bicycling and walking maps, local ordinances, regional projects and resources like those found on
NCTCOG’s webpage, and links to community partners’ initiatives, the City can equip residents and visitors
with the information they need to incorporate walking and bicycling into their daily trips.
Funding bicycle and pedestrian capital projects and supporting programs will require a diverse and creative
approach. While the funding landscape at the federal level remains uncertain, the City of Coppell must still
pursue federal transportation dollars through the current extension of the transportation bill, yet be flexible
and spontaneous enough to capitalize on partnerships, in-kind matches, and other non-traditional
opportunities to implement the Plan. The following section of this chapter provides an overview of funding
sources that should be utilized.
The federal government has numerous programs and funding mechanisms to support bicycle and pedestrian
projects, most of which are administered by the US Department of Transportation in cooperation with state
and regional entities. The following federal programs are made available to local communities in Texas
through state and regional entities, including Texas Department of Transportation, Texas Department of
Parks and Wildlife, the North Central Texas Council of Governments, and Dallas County.
The Federal Highway Administration directs the current surface transportation funding and authorization
bill, Moving Ahead for Progress in the 21st Century, commonly referred to as MAP-21. Many of the funding
programs from the previous transportation bill, the Safe, Accountable, Flexible, Efficient Transportation
Equity Act: A Legacy for Users (SAFETEA-LU), have been consolidated and reorganized in a manner that
allows for greater discretion for state and local entities. The bill has been reauthorized several times. The
TXDOT, with support from NCTCOG, is responsible for establishing application procedures, reviewing
applications, and awarding and administering MAP-21 funding in the Dallas-Fort Worth Metroplex. The
following MAP-21 programs consider bicycle and pedestrian projects an eligible activity for which funding
may be allocated.
The Transportation Alternatives Program (TAP) provides funding for a variety of non-motorized
transportation facilities and activities previously funded under separate program categories in SAFETEA-LU,
including the Recreational Trails Program, Transportation Enhancements, and Safe Routes to Schools. Eligible
activities and projects include on- and off-road pedestrian and bicycle facilities, infrastructure projects
improving access to public transportation, recreational trails projects, projects and systems that provide safe
routes for non-drivers, safe routes to school projects, and boulevards and roadways in the right-of-way of
former Interstate System routes.
CMAQ funds transportation projects to reduce ozone and carbon monoxide pollution and meet national
ambient area air quality standards (NAAQS) in Clean Air Act non-attainment areas. The construction of
pedestrian and bicycle facilities using CMAQ funding must explicitly provide a transportation function. CMAQ
can provide funds for projects that bring sidewalks into compliance with the Americans with Disabilities Act
(ADA). Non-construction projects such as printed materials related to safe walking are eligible for CMAQ
funds as well. These projects must be geared towards walking primarily for transportation rather than
recreation and must be included in a plan developed by the State and each Metropolitan Planning
Organization.
The Highway Safety Improvement Program (HSIP) is intended to achieve significant reduction in traffic
fatalities and serious injuries on all public roads by funding projects, strategies and activities consistent with
a state’s Strategic Highway Safety Plan (SHSP).
The Surface Transportation Program (STP) provides funding that may be used by States and localities for
projects to preserve and improve the conditions on any Federal-aid highway, bridge and tunnel projects,
public road projects, pedestrian and bicycle infrastructure, and transit capital projects. Bicycle and pedestrian
infrastructure projects include ADA sidewalk modification, recreational trails, bicycle transportation, on- and
off-road trail facilities for non-motorized transportation, and infrastructure projects and systems that will
provide safe routes for non-drivers, including children, older adults and individuals with disabilities to access
daily needs.
Section 402 funds can be used to develop education, enforcement and research programs designed to reduce
traffic crashes, deaths, severity of crashes, and property damage. Eligible program areas include reducing
impaired driving, reducing speeding, encouraging the use of occupant protection, improving motorcycle
safety, and improving bicycle and pedestrian safety. Examples of bicycle and pedestrian safety programs
funded by Section 402 are comprehensive school-based pedestrian and bike safety education programs,
helmet distribution programs, pedestrian safety programs for older adults, and general community
information and awareness programs.
The Department of Transportation’s Transportation Investment Generating Economic Recovery (TIGER)
Discretionary Grants Program was created as part of the American Recovery and Reinvestment Act of 2009
with the purpose of funding road, rail, transit and port projects that achieve critical national objectives,
including livability, economic competitiveness, environmental sustainability, and safety. More than $500M
was made available in FY 2014. 72 applications were funded, many of which focused or incorporated active
transportation elements. One grant recipient was the NCTCOG, whose Land Use-Transportation Connections
to Sustainable Schools project was awarded $210,000 to create a structured dialogue to improve
transportation safety and multimodal transportation options to schools. Awards ranged from $125,000 to
$25M.
The goal of the Land and Water Conservation Fund is the creation and maintenance of high quality recreation
resources through the acquisition and development of public outdoor recreation areas and facilities. The
program operates on a reimbursing basis. The local sponsor matches 50% of the project cost prior to
applying for the grant. After the project is approved, the sponsoring park and recreation board receives a
reimbursement of 50% of the actual project costs. Applicants must submit a bill to the grant coordinator to
request the federal share of the cost throughout the grant term.
While not traditionally viewed as a source of funding for bicycle and pedestrian projects, the Community
Development Block Grant (CDBG) program provides money for streetscape revitalization and other
improvements that can enhance walking and bicycling. Federal Community Development Block Grant
grantees may “use Community Development Block Grants funds for activities that include, but are not limited
to: acquiring real property; reconstructing or rehabilitating housing and other property; building public
facilities and improvements, such as streets, sidewalks, community and senior citizen centers and
recreational facilities; paying for planning and administrative expenses, such as costs related to developing a
consolidated plan and managing Community Development Block Grants funds; provide public services for
youths, seniors, or the disabled; and initiatives such as neighborhood watch programs.” The Dallas County
Department of Planning and Development receives an allotted amount of funds through the US Department of
Housing and Urban Development Community Development Block Grant Program (CDBG). Roughly 65% of
the funds are allocated to 16 municipalities in Dallas County with populations of less than 50,000. Allocation
is based on population and percentage of population classified as low and moderate income. In 2015, no
funds were allocated to the City of Coppell.
The Texas Parks & Wildlife Department provides local agencies and organizations with a variety of funding
sources to develop places and programs that support recreation activities and connect Texans to the state’s
diverse and abundant natural resources. The Outdoor and Indoor Recreation Grants each provide a 50%
funding match for local units of governments to acquire and develop parkland, renovate existing public
recreation areas, and construct recreation centers, nature centers, and other park facilities.
While external funding sources for bicycle and pedestrian projects and programs continue to be in short
supply and high demand, local funds can often be the most reliable funding source to get a project done or
develop an encouragement or education program. In addition, local funding is often required as match for
external funding sources. With this in mind, it is imperative that the City of Coppell explore, identify, and
pursue one or more of these local funding strategies as a means of implementing the plan.
The City of Coppell has multiple sales tax revenue streams that allow the City to provide a high level of service
to residents and visitors through high quality infrastructure, amenities, and services. These include:
the 1-percent sales tax for general revenue;
the ¼-percent Crime Prevention and Control District sales tax;
the ¼-percent Street Maintenance sales tax, which is expected to generate over $4M in FY 2014-
2015; and
the ½-percent CRDC sales tax, which was recently reauthorized and expanded to improve existing
community facilities and amenities, including the Andrew Brown Jr Park system, green spaces, and
trails projects throughout the City.
As with most cities, Coppell has limited funds with which to implement bicycle and pedestrian projects and
programs. By creating a dedicated set-aside in the Capital Improvement Plan, the City can focus, prioritize,
and plan for capital expenditures for trails, on-street bikeways, and other projects that improve conditions for
walking and bicycling. This set-aside may also be used as a local match for external funding sources, or as
contributory towards bicycle and pedestrian elements of larger projects. Dedicated funding sources for
supporting education and encouragement programs should also be established within the Parks and
Recreation Department budget.
Local governments in the State of Texas may adopt local ordinances imposing an impact fee on new
development within their jurisdiction in order to fund infrastructure improvements that support
development and the community at-large, including parks, recreational facilities, roads, bridges, water
treatment and distribution facilities, and drainage control. Enabling legislation for impact fees was adopted
by the Texas state legislature and signed into law in 1987. The City of Coppell currently assesses impact fees
for water, sewer and roadway facilities as authorized in Chapter 17 of the City’s Code of Ordinances.
In 1987, the State of Texas passed into law the Public Improvement District Assessment Act, which allows
counties and municipalities to levy and collect special assessments in order to finance public infrastructure to
promote economic growth and development. A Public Improvement District can be established for the
construction of street and sidewalk improvements; park, recreation and cultural improvements; the creation
of pedestrian malls; public safety and security; landscaping and aesthetic improvements; and a host of other
capital projects.
Data gathering and analysis is essential to communicating the success of implementation efforts to
stakeholders, media, and the public at large. Data can be used to track community transformation through
changes in infrastructure, activity and attitudes over time. The performance metrics listed in the table should
be explored for their potential to monitor and communicate implementation progress.
The following evaluation actions and programs support an accountable and transparent implementation
process and create feedback loops through which future needs, issues and opportunities can be identified.
Establishing a citywide pedestrian and bicycle counts program helps collect quantitative data to track
bicycling and walking trends and measure the success of walking and bicycling projects. The City of Coppell
should develop a bicycle and pedestrian count program comprised of manual counts, automatic counts, and
intercept surveys. Volunteer support from community groups like Living Well in Coppell or Coppell Senior
High School for manual counts can actively engage community residents and increase awareness for bicycling
and walking. Counts are usually schedule in early September on two days in the middle of the week. In
addition, counts should be collected before projects are started and following completion to measure
resulting usage.
The City of Coppell should publish a report every two years summarizing implementation progress. The
report card can highlight completed greenways and bicycle facilities, share stories of successful programs and
partnerships, and use data collected over time to quantify the impact of the plan on health, transportation,
equity, and economic activity. The document can be posted on the City’s website, distributed via social media,
and printed for dissemination at public facilities and community events.
Crash reports from collisions involving bicyclists and pedestrians can be an invaluable resource for learning
about the behavior of motorists, bicyclists, and walkers, as well as roadway conditions and characteristics
that may lead to collisions. The City of Coppell should conduct a thorough analysis of reported bicycle and
pedestrian crashes to identify high-crash locations, monitor the impact of capital improvements on crash
rates, and develop specific recommendations for countermeasures that reduce the likelihood of crashes and
improve bicycle and pedestrian safety. Data can be obtained from TXDOT, NCTCOG, Coppell Police
Department, and bicycle-driven crash inventories such as www.bikemaps.org. Such an analysis should be
conducted every two years.
Streets serve a multitude of functions: providing access to places, goods and services, serving as public space,
capturing, channeling and sometimes filtering stormwater, and serving as corridors for key utility systems.
Streets are such an integral part of everyday life, it is important that we maximize their value and their safety.
Coppell’s streets take several forms and serve a variety of functions. They can provide a safe, peaceful route
for children to walk or bicycle to school; a way for employees to get to work by bicycle, automobile or public
transit; a place for residents and visitors to access shopping and dining; and for people to just sit and relax. It
is critical that these corridors move people and goods safely and efficiently. When total preference is given to
a particular use, this usually comes at the expense of other uses. Therefore, Coppell’s streets should be
designed to give sufficient consideration to all uses.
The purpose of this section of the Plan is to provide a framework of best practices in bicycle and pedestrian
facility design as a guide for Coppell to use in its efforts towards developing a network of Complete Streets
and trails throughout the City, for the benefit of all residents and visitors.
Figure 62: Complete streets take many different forms. In Indianapolis, Indiana, the Indianapolis Cultural
Trail provides a cycle track to separate bicyclists from both pedestrians and motor vehicles.
The transportation network should accommodate
pedestrians with a variety of needs, abilities, and
possible impairments. Age is one major factor that
affects pedestrians’ physical characteristics, walking
speed, and environmental perception. Children have
low eye height and walk at slower speeds than
adults. They also perceive the environment
differently at various stages of their cognitive
development. Older adults walk more slowly and
may require assistive devices for walking stability,
sight, and hearing.
The Manual of Uniform Traffic Control Devices
(MUTCD) recommends a normal walking speed of
three and a half feet per second when calculating the
pedestrian clearance interval at traffic signals.
Typical walking speeds can drop to two and a half to
three feet per second in areas with older
populations and persons with mobility impairments.
While the type and degree of mobility impairment
varies greatly across the population, the
transportation system should accommodate these
users to the greatest reasonable extent.
Sidewalks are the most fundamental element of the
walking network, as they provide an area for
pedestrian travel that is separated from vehicle
traffic. Sidewalks are typically constructed of
concrete and are separated from the roadway by a
curb and gutter and preferably a landscaped
planting strip area. Sidewalks are a common
application in both urban and suburban
environments.
Sidewalks should be more than areas to travel; they
should provide places for people to interact. There
should be places for standing, visiting, and sitting.
Sidewalks should contribute to the character of
neighborhoods and business districts, strengthen
their identity, and be an area where adults and
children can safely participate in public life.
Attributes of well-designed sidewalks include the
following:
Accessibility: A network of sidewalks should be
accessible to all users. Roadway crossing distances
and distances between crossings should be
minimized to accommodate and encourage pedestrian travel.
Adequate width: Two people should be able to walk
side-by-side. Different walking speeds should be
possible. In areas of intense pedestrian use, sidewalks should accommodate the high volume of walkers.
Safety: Design features of the sidewalk should allow pedestrians to have a sense of security and predictability.
Sidewalk users should not feel they are at risk due to the presence of adjacent traffic.
Continuity: Walking routes should be obvious and
should not require pedestrians to travel out of their
way unnecessarily.
Landscaping: Plantings and street trees should
contribute to the overall psychological and visual
comfort of sidewalk users, and be designed in a
manner that contributes to the safety of people.
Drainage: Sidewalks and curb ramps should be
designed so that standing water is minimized.
Social space: There should be places for standing,
visiting, and sitting. The sidewalk area should be a
place where adults and children can safely
participate in public life.
Quality of place: Sidewalks should contribute to the
character of neighborhoods and business districts.
The sidewalk area can be broken down into four distinct zones:
The Frontage Zone allows pedestrians a comfortable “shy” distance from the building fronts. It provides
opportunities for window shopping, to place signs, planters, or chairs. Not applicable if adjacent to a
landscaped space.
The Pedestrian through Zone is the area intended for pedestrian travel. This zone should be entirely free of
permanent and temporary objects. Wide through zones are needed in downtown areas or where pedestrian
flows are high.
The Furnishing Zone buffers pedestrians from the adjacent roadway, and is also the area where elements such
as street trees, signal poles, bicycle racks, sings, and other street furniture are properly located.
The Parking Lane/Enhancement Zone acts as a flexible space to further buffer the sidewalk from moving
traffic. Curb extensions and bike corrals may occupy this space where appropriate.
The concept of sidewalk zones should be strictly followed, particularly in dense commercial areas, for a
sidewalk to function properly and provide safe passage for all users. This is especially important for users
with visual or physical impairments to be able to effectively navigate the corridor.
Other considerations such as sidewalk obstructions, driveways, width and access through construction areas
are important to consider as well.
Intersections are also an important piece of the
pedestrian realm. Attributes of pedestrian-friendly
intersection design include:
Clear Space: Corners should be clear of obstructions.
They should also have enough room for curb ramps,
for transit stops where appropriate, and for street
conversations where pedestrians might congregate.
Visibility: It is critical that pedestrians on the corner
have a good view of vehicle travel lanes and that
motorists in the travel lanes can easily see waiting
pedestrians.
Legibility: Symbols, markings, and signs used at
corners should clearly indicate what actions the
pedestrian should take.
Accessibility: All corner features, such as curb
ramps, landings, call buttons, signs, symbols,
markings, and textures, should meet accessibility
standards and follow universal design principles.
Separation from Traffic: Corner design and
construction should be effective in discouraging
turning vehicles from driving over the pedestrian
area. Crossing distances should be minimized.
Lighting: Good lighting is an important aspect of
visibility, legibility, and accessibility.
These attributes will vary with context but should
be considered in all design processes. For example,
more remote intersections may have limited or no
signing. However, legibility regarding appropriate
pedestrian movements should still be taken into
account during design.
Bicyclists, by nature, are much more affected by poor facility design, construction and maintenance practices
than motor vehicle drivers. Bicyclists lack the protection from the elements and roadway hazards provided
by an automobile’s structure and safety features. By understanding the unique characteristics and needs of
bicyclists, a facility designer can provide quality facilities and minimize user risk.
Similar to motor vehicles, bicyclists and their bicycles exist in a variety of sizes and configurations. These
variations occur in the types of vehicle (such as a conventional bicycle, a recumbent bicycle or a tricycle), and
behavioral characteristics (such as the comfort level of the bicyclist). The design of a bikeway should consider
reasonably expected bicycle types on the facility and utilize the appropriate dimensions.
It is important to consider bicyclists of all skill levels when creating a non-motorized plan or project. Bicyclist
skill level greatly influences expected speeds and behavior, both in separated bikeways and on shared
roadways. Bicycle infrastructure should accommodate as many user types as possible, with decisions for
separate or parallel facilities based on providing a comfortable experience for the greatest number of people.
The bicycle planning and engineering professions currently use several systems to classify the population,
which can assist in understanding the characteristics and infrastructure preferences of different bicyclists.
The most conventional framework classifies the “design cyclist” as Advanced, Basic, or Child. A more detailed
understanding of the US population as a whole is illustrated in the adjacent
figure. Developed by planners in Portland, OR and supported by data
collected nationally since 2005, this classification provides the following
alternative categories to address varying attitudes towards bicycling in the
US:
Strong and Fearless (approximately 1% of population) – Characterized by
bicyclists that will typically ride anywhere regardless of roadway
conditions or weather. These bicyclists can ride faster than other user
types, prefer direct routes and will typically choose roadway connections -
- even if shared with vehicles -- over separate bicycle facilities such as
shared use paths.
Enthused and Confident (5-10% of population) – This user group
encompasses bicyclists who are fairly comfortable riding on all types of
bikeways but usually choose low traffic streets or shared use paths when
available. These bicyclists may deviate from a more direct route in favor of
a preferred facility type. This group includes all kinds of bicyclists such as
commuters, recreationalists, racers and utilitarian bicyclists.
Interested but Concerned (approximately 60% of population) – This user
type comprises the bulk of the cycling population and represents bicyclists
who typically only ride a bicycle on low traffic streets or multi-use trails
under favorable weather conditions. These bicyclists perceive significant
barriers to their increased use of cycling, specifically traffic and other
safety issues. These people may become “Enthused & Confident” with
encouragement, education and experience and higher level facilities, such
as buffered and protected bike lanes.
No Way, No How (approximately 30% of population) – Persons in this
category are not bicyclists, and perceive severe safety issues with riding in
traffic. Some people in this group may eventually become regular cyclists with time and education. A
significant portion of these people will not ride a bicycle under any
circumstances.
On shared roadways, bicyclists and motor vehicles
use the same roadway space. These facilities are
typically used on roads with low speeds and traffic
volumes, however they can be used on higher
volume roads with wide outside lanes or shoulders.
A motor vehicle driver will usually have to cross
over into the adjacent travel lane to pass a bicyclist,
unless a wide outside lane or shoulder is provided.
Shared roadways employ a large variety of
treatments from simple signage and shared lane
markings to more complex treatments including
directional signage, traffic diverters, chicanes,
chokers, and/or other traffic calming devices to
reduce vehicle speeds or volumes.
Signed Shared Roadways are facilities shared with
motor vehicles. They are typically used on roads
with low speeds and traffic volumes, however can be
used on higher volume roads with wide outside
lanes or shoulders. A motor vehicle driver will
usually have to cross over into the adjacent travel
lane to pass a bicyclist, unless a wide outside lane or
shoulder is provided.
Bicycle Route signage (Manual of Uniform Traffic
Control Devices Sign D11-1) should be applied in the
following circumstances:
• Beginning or end of Bicycle Route.
• At major changes in direction or at
intersections with other bicycle routes.
• At intervals along bicycle routes not to
exceed ½ mile.
A marked shared roadway is a general purpose
travel lane marked with shared lane markings
(SLM) used to encourage bicycle travel and proper
positioning within the lane. In constrained
conditions, the SLMs are placed in the middle of the
lane to discourage unsafe passing by motor vehicles.
On a wide outside lane, the SLMs can be used to
promote bicycle travel to the right of motor vehicles.
In all conditions, SLMs should be placed outside of
the door zone of parked cars.
Bicycle Boulevards are low-volume, low-speed
streets modified to enhance a bicyclist’s experience
by using treatments such as signage, pavement
markings, traffic calming and/or traffic reduction,
and intersection modifications. These treatments,
also referred to as bicycle boulevards or quiet
streets, allow through movements of bicyclists while
discouraging similar through-trips by non-local
motorized traffic.
Jurisdictions throughout the country use a wide
variety of strategies to determine where specific
treatments are applied. While no federal guidelines
exist, several best practices have emerged for the
development of bicycle boulevards. At a minimum,
bicycle boulevards should include distinctive
pavement markings and wayfinding signs. They can
also use combinations of traffic calming, traffic
diversion, and intersection treatments to improve
the bicycling environment. The appropriate level of
treatment to apply is dependent on roadway
conditions, particularly motor vehicle speeds and volumes.
Route Selection. Bicycle boulevards should be developed on streets that improve connectivity to key
destinations and provide a direct route for bicyclists. Bicycle boulevards parallel to commercial streets
improve access for “interested but concerned” bicyclists and complement bike lanes o n major roadways.
Local streets with existing traffic calming, traffic diversions, or signalized crossings of major streets are good
candidates, as they tend to be existing bicycle routes and have low motor vehicle speeds and volumes. Other
streets where residents have expressed a desire for traffic calming are also good options.
Basic Treatments. Signs and pavement markings are the minimum treatments necessary to designate a street
as a bicycle boulevard. Together, they visibly designate a roadway to both bicyclists and motorists. Signs, and
in some cases pavement markings, provide wayfinding to help bicyclists remain on the designated route.
Additional Treatments. Vertical and horizontal traffic
calming, intersection improvements, and even traffic
diversion can be used to complement basic signage and
pavement markings, improve safety, and reduce vehicle
speeds and traffic volumes.
Common vertical traffic calming elements employed to
reduce vehicle speed include speed humps, speed tables
and raised crosswalks, which help to slow motor vehicles.
Horizontal traffic calming elements like curb extensions,
chicanes, chokers, and traffic circles cause drivers to slow
down by restricting the roadway space or by requiring
careful maneuvering. Such measures may reduce the
design speed of a street, and can be used in conjunction
with reduced speed limits to reinforce the expectation of
lowered speeds.
Intersection improvements are aimed at improving safety
for all road users while giving priority to bicycle
movements. These include stop signs at cross-streets,
traffic circles, curb extensions, bike boxes, median islands,
hybrid beacons, and rectangular rapid flashing beacons.
Traffic diversion measures are designed to reduce motor
vehicle traffic volumes, which in turn increase bicyclists’
comfort while also decreasing opportunities for conflict.
Such traffic diversion measures include partial closures,
diagonal diverters, median diverters, and even full
closures.
Description. Typically found in less-dense areas, shoulder bikeways are paved roadways with striped
shoulders (4’+) wide enough for bicycle travel. Shoulder bikeways often, but not always, include signage
alerting motorists to expect bicycle travel along the roadway. Shoulder bikeways should be considered a
temporary treatment, with full bike lanes planned for construction when the roadway is widened or
completed with curb and gutter. This type of treatment is not typical in urban areas and should only be used
where constraints exist.
Guidance. If 4 feet or more is available for bicycle travel, the full bike lane treatment of signs, legends, and an
8” bike lane line would be provided. If it is not possible to meet minimum bicycle lane dimensions, a reduced
width paved shoulder can still improve conditions for bicyclists on constrained roadways. In these situations,
a minimum of 3 feet of operating space should be provided.
Description. Bike lanes designate an exclusive
space for bicyclists through the use of pavement
markings and signage. The bike lane is located
adjacent to motor vehicle travel lanes and is
used in the same direction as motor vehicle
traffic. Bike lanes are typically on the right side
of the street, between the adjacent travel lane
and curb, road edge or parking lane.
Many bicyclists, particularly less experienced
riders, are more comfortable riding on a busy
street if it has a striped and signed bikeway than
if they are expected to share a lane with vehicles.
Bike lanes adjacent to on-street parallel parking
require special treatment in order to avoid
crashes caused by an open vehicle door. The
bike lane should have sufficient width to allow
bicyclists to stay out of the door zone while not
encroaching into the adjacent vehicular lane. Parking stall markings, such as parking “Ts” and double white
lines create a parking side buffer that encourages bicyclists to ride farther away from the door zone.
Guidance. Bike lanes should be a minimum of 4 feet
when no curb and gutter is present. When curb and
gutter are present, a 5 foot minimum is required, or
3 feet more than the gutter pan width if the gutter
pan is wider than 2 feet.
On arterial roads with higher speeds, greater widths
are recommended. However, in order to discourage
motor vehicle use of the bike lane, a 7 foot maximum
width is recommended.
For a bike lane adjacent to on-street parallel
parking, 12-foot minimum from curb face to edge of
bike lane is required, with a preferred width of 14.5
feet.
Conventional front-in diagonal parking is not
compatible or recommended with the provision of
bike lanes, as drivers backing out of conventional
diagonal parking have limited visibility of
approaching bicyclists. Under these conditions,
shared lane markings should be used to guide
bicyclists away from reversing automobiles.
Description. Buffered bike lanes are conventional bicycle lanes paired with a designated buffer space,
separating the bicycle lane from the adjacent motor vehicle travel lane and/or parking lane. Buffered bike
lanes are allowed as per MUTCD guidelines for buffered preferential lanes in Section 3D-01.
Buffered bike lanes are designed to increase the space between the bike lane and the travel lane or parked
cars. This treatment is appropriate for bike lanes on roadways with high motor vehicle traffic volumes and
speed, adjacent to parking lanes, or a high volume of truck or oversized vehicle traffic.
Guidance. Where bicyclist volumes are high or where bicyclist speed differentials are significant, the desired
bicycle travel area width is 7 feet.
Buffers between the bike lane and adjacent travel lane or parking lane should be at least 2 feet wide. If 3 feet
or wider, buffers should be marked with diagonal or chevron hatching.
Overview. A cycle track is an exclusive bike facility that combines the user experience of a separated path with
the on-street infrastructure of a conventional bike lane. A cycle track is physically separated from motor
traffic and distinct from the sidewalk. This separation offers a higher level of comfort than bike lanes and are
attractive to a wider spectrum of the public. Cycle tracks have different forms but all share common
elements—they provide space that is intended to be exclusively or primarily used by bicycles, and are
separated from motor vehicle travel lanes, parking lanes, and sidewalks.
Cycle tracks may be one-way or two-way, and may be at street level, sidewalk level or at an intermediate
level. If at sidewalk level, a curb or median separates them from motor traffic, while different pavement
color/texture separates the cycle track from the sidewalk. If at street level, they can be separated from motor
traffic by raised medians, on-street parking or bollards.
A two-way cycle track is desirable when more destinations are on one side of a street (therefore preventing
additional crossings), if the facility connects to a path or other bicycle facility on one side of the street, or if
there is not enough room for a cycle track on both sides of the road.
Intersections and approaches must be carefully designed to promote safety and facilitate left-turns from the
right side of the street.
Guidance. Cycle tracks should ideally be placed along streets with long blocks and few driveways or m id-block
access points for motor vehicles. Cycle tracks located on one-way streets have fewer potential conflict areas
than those on two-way streets. In situations where on-street parking is allowed, cycle tracks shall be located
between the parking lane and the sidewalk (in contrast to conventional bike lanes). Protection should be
provided through physical barriers and can include bollards, parking, a planter strip, an extruded curb or on-
street parking. Cycle tracks using these protection elements typically share the same elevation as adjacent
travel lanes.
Description. Similar to a two-way cycle track, a
shared used path adjacent to a roadway provides
for two way travel separated from motor vehicle
traffic.
Occasionally referred to as a roadside trail or a
sidepath, a shared use path allows for two-way,
off-street bicycle use and also may be used by
pedestrians, skaters, wheelchair users, runners
and other non-motorized users. These facilities
are frequently found in parks, along rivers, and in
greenbelts or utility corridors where there are few
conflicts with motorized vehicles.
Along roadways, these facilities create a situation
where a portion of the bicycle traffic rides against
the normal flow of motor vehicle traffic and can
result in wrong-way riding where bicyclists enter
or leave the path. In addition, driveways, cross
streets, and other access points to the adjacent
road increase the number of motor vehicle turning
movements across the trail. These trail crossings
must be carefully controlled with appropriate
signage, pavement markings and other physical
improvements to minimize the potential for
conflict.
When designing a bikeway network, the presence
of a nearby or parallel path should not be used as
a reason to not provide adequate shoulder or
bicycle lane width on the roadway, as the on-
street bicycle facility is preferred over a sidepath
or roadside trail by experienced bicyclists and
those who are cycling for transportation purposes.
Guidance. While sidepath width varies depending
on its context, volume, and mix of users, typical
widths range from 10 to 14 feet. Twelve to 14 feet
is recommended for heavy use situations with high
concentrations of multiple users such as runners,
bicyclists, inline skaters (rollerbladers) and
pedestrians. In rare circumstances, a width of 8
feet may be permitted. These circumstances
include low bicycle traffic, occasional pedestrian
use, minimal maintenance vehicle usage, and short
distances in which physical constraints limit path
width.
Motor vehicle speeds affect the frequency at which automobiles pass bicyclists as well as the severity of
bicycle and pedestrian crashes that can occur on a roadway. Slower vehicular speeds also improve motorists’
ability to see and react to non-motorized users, minimize conflicts at driveways and other turning locations
and in many cases can improve vehicular throughput. Maintaining slower motor vehicle speeds and reducing
traffic in areas where pedestrian and bicycle traffic is regularly expected greatly improves comfort and safety
for non-motorized users on a street.
This section presents an overview of traffic calming treatments that can be applied to Coppell’s roadways.
Traffic calming treatments can be divided into two different types:
“Hard” traffic calming are engineering measures taken with the sole intent of slowing traffic and
reducing conflict.
“Soft” traffic calming includes placemaking design measures that have the added effect of traffic
calming, as well as educational and enforcement measures.
A reduction in speed limit is a simple way to make the roadway a safer place for pedestrians and bicyclists.
Statistically, eighty percent of pedestrians struck by a car going 40 mph will die; at 30 mph the likelihood of
death is 40 percent. At 20 mph, the fatality rate drops to just 5 percent (The National Highway Traffic Safety
Administration)
Lane narrowing is when an excessively large lane is reduced through the striping of a shoulder or the
addition of bike lanes. This helps reduce traffic speed and adds dedicated space for bicyclists.
Road diets are a reduction in the number of lanes along a roadway. Typically, these are four lane roads
reduced to three lanes (although larger road diets are done as well), often with the addition of bike lanes.
This not only improves conditions for bicyclists, but it enhances the pedestrian environment and often
improves traffic flow and vehicle-on-vehicle collision rates as well. Average annual daily traffic volumes
(AADT) for potential road diet candidates can range from as low as 3,000 to more than 25,000. For roadways
with higher levels of AADT, a thorough traffic analysis should be undertaken to alleviate safety and capacity
concerns.
Speed humps are raised areas usually placed in a series across both travel lanes. Longer humps reduce
impacts to emergency vehicles. Some speed hump designs can be challenging for bicyclists, however gaps can
be provided in the center or by the curb for bicyclists and to improve drainage. Speed humps can also be
offset to accommodate emergency vehicles.
Motor vehicle traffic volumes affect comfort for bicyclists and pedestrians on local streets. Higher vehicle
volumes reduce bicycle and pedestrian comfort and can result in more conflicts. Traffic diversion treatments
reduce motor vehicle volumes by completely or partially restricting through traffic on select neighborhood
streets such as bicycle boulevards.
These are curb extensions placed on both sides of the street, narrowing the travel lane and encouraging all
road users to slow down. When placed at intersections, pinchpoints are known as chokers or neckdowns.
They reduce curb radii and further lower motor vehicle speeds.
Chicanes are essentially curb extensions arranged in an alternating pattern that require cars to oscillate along
a roadway to avoid them. These are effective on long, straight neighborhood streets where speeding is an
issue.
Large setbacks in roadside development are a result of car-oriented development practices which typically
locate a large parking lot in the front of the building. Redeveloping these properties with little or no setback
creates a sense of enclosure, adds visual stimuli, and creates a seemingly pedestrian environment, all of which
help to slow traffic.
Street trees, landscaping and other aesthetic elements such as art or banners produce a feeling of enclosure
and add visual stimuli along a roadway corridor. Green elements often have added environmental benefits as
well.
Textured street material, such as the use of pavers, creates visual stimuli and a feeling of a special district or
pedestrian-oriented area which can help to calm traffic.
Appropriately scaled street lighting can provide a
safer, more inviting and more visible environment
for all roadway users. Pedestrian-scaled street
lighting along with other improvements such as
street trees can alert motorists to a potential
presence of pedestrians and bicycles, slowing down
traffic in these areas. Lighting must have uniform
distribution along a roadway and not be designed
based on spacing of light poles and street trees.
Enforcement and awareness measures such as
signage, speed traps and educational programs can
help to reduce speeding in problem areas. However,
the effectiveness of these programs depends on
adequate frequency and duration.
Intersections are junctions at which different modes of transportation meet and facilities overlap. An
intersection facilitates the interchange between bicyclists, motorists, pedestrians and other modes in order to
advance traffic flow in a safe and efficient manner. Designs for intersections with bicycle and pedestrian
facilities should reduce conflict between non-motorized travelers and motorists by heightening the level of
visibility, denoting clear right-of-way and facilitating eye contact and awareness with other modes.
Intersection treatments can improve both queuing and merging maneuvers for bicyclists, and are often
coordinated with timed or specialized signals.
The size of a curb’s radius can have a significant impact on pedestrian comfort and safety. A smaller curb
radius provides more pedestrian area at the corner, allows more flexibility in the placement of curb ramps,
results in a shorter crossing distance and requires vehicles to slow more on the intersection approach. During
the design phase, the chosen radius should be the smallest possible for the circumstances. One effective way
of minimizing the curb ramp radius is by adding curb extensions or bulb-outs, which are appropriate for any
crosswalk where it is desirable to shorten the crossing distance and there is a parking lane adjacent to the
curb.
A marked crosswalk signals to motorists that they
must stop for pedestrians and encourages
pedestrians to cross at designated locations.
Installing crosswalks alone will not necessarily
make crossings safer, especially on multi-lane
roadways. However, high-visibility crosswalks make
crossings more visible to motorists and add a sense
of security for pedestrians. High-visibility
crosswalks should be combined with advanced stop
bars and other tools to increase safety. At mid-block
locations, crosswalks can be marked where there is
a demand for crossing and there are no nearby
marked crosswalks.
Median pedestrian refuges at intersections provide
pedestrians with a secure place to stand in case they
are unable to walk the entire distance of the
crossing in one movement. This is especially
important for young, elderly and disabled users in
areas where crossing distances are great.
Traffic circles are a type of Horizontal Traffic
Calming that can be used at minor street
intersections. Traffic circles reduce conflict potential
and severity while providing traffic calming to the
corridor.
A raised crosswalk or intersection can eliminate
grade changes from the pedestrian path and give
pedestrians greater prominence as they cross the
street. Raised crosswalks should be used where a
special emphasis on the pedestrian is desired.
Parking control involves restricting or reducing on-
street parking near intersections with high pedestrian
activity. Locating parking away from the intersection
improves motorist’s visibility on the approach to the
intersection and crosswalk. Improved sight lines at
intersections reduces conflicts between motorists and
pedestrians. This can be accomplished in part through the use of bulb-outs.
Curb ramps are the design elements that allow all users to make the transition from the street to the
sidewalk. There are a number of factors to be considered in the design and placement of curb ramps at
corners. Properly designed curb ramps ensure that the sidewalk is accessible from the roadway. A sidewalk
without a curb ramp can be useless to someone in a wheelchair, forcing them back to a driveway and out into
the street for access.
The configuration of a safe intersection for bicyclists may include elements such as color, signage, medians,
signal detection and pavement markings. Intersection design should take into consideration existing and
anticipated bicyclist, pedestrian and motorist movements. In all cases, the degree of mixing or separation
between bicyclists and other modes is intended to reduce the risk of crashes and increase bicyclist comfort.
The level of treatment required for bicyclists at an intersection will depend on the bicycle facility type used,
whether bicycle facilities are intersecting, and the adjacent street function and land use.
A bike box is a designated area located at the head
of a traffic lane at a signalized intersection that
provides bicyclists with a safe and visible space to
get in front of queuing motorized traffic during the
red signal phase. Motor vehicles must queue behind
the white stop line at the rear of the bike box.
The appropriate treatment at right-turn lanes is to
place the bike lane between the right-turn lane and
the rightmost through lane or, where right-of-way
is insufficient, to use a shared bike lane/turn lane. A
bike lane pocket should have signage indicating
that motorists should yield to bicyclists through the
conflict area.
Colored pavement within a bicycle lane increases
the visibility of the facility and reinforces priority of
bicyclists in conflict areas where the paths of motor
vehicles and bicycles are likely to cross. For
example, Figure 113 shows a motorist preparing to
merge across the bicycle lane (the conflict area)
and into the right-turn-only lane. Green colored
pavement was given interim approval by the
Federal Highways Administration in March 2011.
The colored surface should be skid resistant and
retro-reflective.
The shared bicycle/right turn lane places a
standard-width bike lane on the left side of a
dedicated right turn lane. A dotted line delineates
the space for bicyclists and motorists within the
shared lane. This treatment includes signage
advising motorists and bicyclists of proper
positioning within the lane. This treatment is
recommended at intersections lacking sufficient
space to accommodate both a standard through
bike lane and right turn lane. Maximum shared turn
lane width is 13 feet, and the bike lane pocket
should have a minimum width of 4 feet, with 5 feet
preferred.
Bicycle pavement markings through intersections indicate the intended path of bicyclists through an
intersection or across a driveway or ramp. They guide bicyclists on a safe and direct path through the
intersection and provide a clear boundary between the paths of through bicyclists and either through or
crossing motor vehicles in the adjacent lane.
User-activated push buttons, bicycle-activated loop detectors, video detection cameras, and remote traffic
microwave sensor detection (RTMS) are all useful and effective tools to assist bicyclists at intersections.
Proper bicycle detection should meet two primary criteria: 1) accurately detects bicyclists and 2) provides
clear guidance to bicyclists on how to actuate detection (e.g., what button to push, where to stand). Bicycle
loops and other detection mechanisms can also provide bicyclists with an extended green time before the
light turns yellow so that bicyclists of all abilities can reach the far side of the intersection.
A bicycle signal is an electrically powered traffic control
device that should only be used in combination with an
existing conventional or hybrid signal. Bicycle signals
are typically used to improve identified safety or
operational problems involving bicycle facilities. Bicycle
signal heads may be installed at signalized intersections
to indicate bicycle signal phases and other bicycle-
specific timing strategies. Bicycle signals are typically
used to provide guidance for bicyclists at intersections
where they may have different needs from other road
users (e.g., bicycle-only movements, or leading bicycle
intervals).
The ability to navigate through a city is assisted by
landmarks, natural features and other visual cues. Signs
throughout the city should indicate to bicyclists:
Direction of travel
Location of destinations
Travel time/distance to those destinations
These signs will increase users’ comfort and
accessibility to the bicycle systems.
Signage can serve both wayfinding and safety purposes
including:
Helping to familiarize users with the bicycle
network
Helping users identify the best routes to
destinations
Helping to address misperceptions about time
and distance
Helping overcome a “barrier to entry” for
people who are not frequent bicyclists (e.g.,
“interested but concerned” bicyclists)
A community-wide bicycle wayfinding signage plan
would identify:
Sign locations
Sign type – what information should be included and design features
Destinations to be highlighted on each sign – key destinations for bicyclists
Approximate distance and travel time to each destination
Bicycle wayfinding signs also visually cue motorists that they are driving along a bicycle route and should use
caution. Signs are typically placed at key locations leading to and along bicycle routes, including the
intersection of multiple routes. Too many road signs tend to clutter the right-of-way, and it is recommended
that these signs be posted at a level most visible to bicyclists rather than per vehicle signage standards.
A bicycle wayfinding system consists of comprehensive signing and/or pavement markings to guide bicyclists
to their destinations along preferred bicycle routes. There are three general types of wayfinding signs:
confirmation, turn, and decisions signs.
Confirmation signs indicate to bicyclists that they
are on a designated bikeway and make motorists
aware of the bicycle route. These signs can include
destinations, distance/time, and arrows.
Confirmation signs should be placed every ¼ to ½
mile on off-street facilities and every 2 to 3 blocks
along on-street bike facilities, unless another type of
sign is used. They should be placed soon after turns
to confirm destination(s). Pavement markings can
also act as confirmation that a bicyclist is on a
preferred route.
Turn signs indicate where a bikeway turns from one
street onto another street. Turn signs can be used with pavement markings and should include destinations
and arrows.
Turn signs should be placed on the near-side of
intersections where the bike routes turn (e.g. where
the street ceases to be a bicycle route or does not go
through). Pavement markings can also indicate the
need to turn to the bicyclist.
Decisions signs mark the junction of two or more
bikeways and inform bicyclists of the designated
bike route to access key destinations. Decisions signs
can include destinations and arrows, distances and
travel times.
Decisions signs should be placed on the near-side of
intersections in advance of a junction with another
bicycle route, and along a route to indicate a nearby
destination.
An off-street multi-use trail allows for two-way, off-
street bicycle use and also may be used by
pedestrians, skaters, wheelchair users, joggers and
other non-motorized users. These facilities,
sometimes called greenways or shared use paths,
are frequently found in parks, along rivers, beaches,
and in greenbelts or utility corridors where there
are few conflicts with motorized vehicles. Trail
facilities can also include amenities such as lighting,
signage, and fencing (where appropriate).
Key features of multi-use trails include:
Frequent access points from the local road
network.
Directional signs to direct users to and from
the path.
A limited number of at-grade crossings with streets or driveways.
Terminating the path where it is easily accessible to and from the street system.
Separate treads for pedestrians and bicyclists when heavy use is expected.
Multi-use trails can provide a desirable facility, particularly for recreation, and users of all skill levels
preferring separation from traffic. Bicycle paths should generally provide directional travel opportunities not
provided by existing roadways.
Ten feet is the minimum allowed for a multi-use trail. Twelve to fourteen feet are recommended for heavy use
situations with high concentrations of multiple users. A separate track (5’ minimum) can be provided for
pedestrian use. Multi-use trail widths can be narrowed to eight feet for rare exceptions, such as low
anticipated bicycle use, minimal maintenance vehicle use, and physically constrained conditions.
A 2 foot or greater shoulder on both sides of the trail
should be provided. An additional foot of lateral
clearance (total of 3’) is required by the MUTCD for
the installation of signage or other furnishings.
When constructed from crushed limestone,
decomposed granite, or a similar aggregate surface,
a shoulder can also serve runners and walkers that
desire a softer surface than asphalt or concrete,
which effectively widens the functional width of the
path. When developing a shoulder with the intention
of serving runners and walkers, it is important to
minimize cross slope in order to provide the flattest
possible surface.
Clearance to overhead obstructions should be 8 feet
minimum, with 10 feet recommended.
When striping is required, use a 4 inch dashed
yellow centerline stripe with 4 inch solid white edge
lines. Solid centerlines can be provided on tight or
blind corners, and on the approaches to roadway
crossings. Edge striping can be provided along turns
and in constrained situations with little or no
shoulder or effective clear width.
While asphalt is the most common surface for multi-
use trails, concrete has proven to be more durable
over the long term. Saw-cut concrete joints (rather
than troweled) improve the experience of trail users.
In contrast to paved surface paths, unpaved multi-use
trails limit user types and are not as conducive to
transportation-oriented trips, especially in wet or
snowy conditions. In corridors with considerable
bicycle and pedestrian use, the provision of 2 foot
gravel shoulders or a parallel granular surface trail
can help to separate bicycle and pedestrian traffic.
Any access point to the trail should be well-defined
with appropriate signage designating the pathway
as a bicycle facility and prohibiting motor vehicles.
High-visibility access points and trailheads can also
incorporate gateway structures, public art, or other
unique features to highlight the trail as an
important community amenity.
A clear and consistent wayfinding signage program
is essential to the success of any trail. These signs
help trail users track their locations, mark their
progress, and navigate a trail or trail system with
confidence. A wayfinding signage program should
include kiosk maps at trailheads, reference location
signs (mile markers) along the trail, street and trail
name signs at crossings, and guide signs highlighting
destination(s) distance/time.
Multi-use trail wayfinding signs should follow the
general principles for bicycle route and guide signs
found in the AASHTO Guide to Bicycle Facilities (4th
Edition). The use of green and white D Series Route
Signs, described in greater detail in the Guide to
Bicycle Facilities and the FHWA’s Manual on
Uniform Traffic Control and Design, can provide
continuity throughout the trail network, both on-
street and off.
A trail or trail network should have a consistent,
uniform brand that imparts a unique identity and
resonates with both users of the trail system and the
general community. This brand can be applied to
trailheads, guide signs, mile markers, trail entry
points, and trail crossings, and other points of
increased visibility. The brand can also be used on
printed and online material. While a combination of
the D Series Route Signs and uniquely branded
wayfinding signs can visually connect the on-street
bikeway network to off-street shared use path(s),
care must be taken to reduce visual clutter and still
provide essential information to trail users.
Map signs and information kiosks at trailheads convey important information to trail users before they begin
their journey. This information can include maps of the trail or trail system, location of attractions and
destinations, trail intersections with other trails or bikeways, trail etiquette, intended trail users, and hours of
operation.
Well-designed crossings can mitigate many
operational issues and provide a higher degree of
safety and comfort for path users. In most cases, at-
grade path crossings can be properly designed to
provide a reasonable degree of safety and can meet
existing traffic and safety standards. Path facilities
that cater to bicyclists can require additional
considerations due to the higher travel speed of
bicyclists versus pedestrians.
Consideration must be given to adequate warning
distance based on vehicle speeds and line of sight,
with the visibility of any signs absolutely critical.
Directing the active attention of motorists to
roadway signs may require additional alerting
devices such as a flashing beacon, roadway striping
or changes in pavement texture. Signing for path
users may include a standard “STOP” or “YIELD”
sign and pavement markings, possibly combined
with other features such as bollards or a bend in the
pathway to slow bicyclists. Care must be taken not
to place too many signs at crossings lest they begin
to lose their visual impact.
A number of striping patterns have emerged over the years to delineate path crossings. A median stripe on
the path approach will help to organize and warn path users. Crosswalk striping is typically a matter of local
and State preference, and may be accompanied by pavement treatments to help warn and slow motorists. In
areas where motorists do not typically yield to crosswalk users, additional measures may be required to
increase compliance.
A marked/unsignalized crossing typically consists of
a marked crossing area, signage and other markings
to slow or stop traffic. The approach to designing
crossings at mid-block locations depends on an
evaluation of vehicular traffic, line of sight, pathway
traffic, use patterns, vehicle speed, road type, road
width, and other safety issues such as proximity to
major attractions.
When space is available, using a median refuge
island can improve user safety by providing
pedestrians and bicyclists space to perform the safe
crossing of one side of the street at a time.
Enhanced marked crossings are unsignalized
crossings with additional treatments designed to
increase motor vehicle yielding compliance on multi-
lane or high volume roadways. These enhancements
include pathway user or sensor actuated warning
beacons, Rectangular Rapid Flash Beacons (RRFB), or
in-roadway warning lights.
Rectangular rapid flash beacons show the most
increased compliance of all the warning beacon
enhancement options. A study of the effectiveness of
going from a no-beacon arrangement to a two-
beacon RRFB installation increased yielding from 18
percent to 81 percent. A four-beacon arrangement
raised compliance to 88%. Additional studies of long
term installations show little to no decrease in
yielding behavior over time.
Path crossings within approximately 400 feet of an
existing signalized intersection with pedestrian
crosswalks are typically diverted to the signalized
intersection to avoid traffic operation problems when
located so close to an existing signal. For this
restriction to be effective, barriers and signing may
be needed to direct path users to the signalized
crossing. If no pedestrian crossing exists at the signal,
modifications should be made.
Path crossings should not be provided within approximately 400 feet of an existing signalized intersection. If
possible, route path directly to the signal. In the US, the minimum distance a marked crossing can be from an
existing signalized intersection varies from approximately 250 to 660 feet. Engineering judgment and the
context of the location should be taken into account when choosing the appropriate allowable setback.
Pedestrians are particularly sensitive to out of direction travel and jaywalking may become prevalent if the
distance is too great.
Signalized crossings provide the most protection for crossing path users through the use of a red-signal
indication to stop conflicting motor vehicle traffic. The two types of path signalization are full traffic signal
control and hybrid signals.
A full traffic signal installation treats the path crossing as a conventional 4-way intersection and provides
standard red-yellow-green traffic signal heads for all legs of the intersection.
Hybrid beacon installation faces only cross motor vehicle traffic, stays dark when inactive, and uses a unique
‘wig-wag’ signal phase to indicate activation. Vehicles have the option to proceed after stopping during the
final flashing red phase, which can reduce motor vehicle delay when compared to a full signal installation.
While full traffic signals must meet MUTCD pedestrian, school, or modified warrants, hybrid beacons may be
installed without meeting traffic signal control warrants if roadway speed and volumes are excessive for
comfortable path crossings.
Bicycle/pedestrian underpasses provide critical
non-motorized system links by joining areas
separated by barriers such as railroads and highway
corridors. In most cases, these structures are built in
response to user demand for safe crossings where
they previously did not exist.
Grade-separated crossings are advisable where
existing bicycle/pedestrian crossings do not exist,
where ADT exceeds 25,000 vehicles and where 85th
percentile speeds exceed 45 miles per hour.
Safety is a major concern with underpasses. Shared-
use path users may be temporarily out of sight from
public view and may experience poor visibility
themselves. To mitigate safety concerns, an
undercrossing should be designed to be spacious,
well-lit, equipped with emergency cell phones at
each end and completely visible for its entire length
from end to end.
Bicycle/pedestrian overcrossings provide critical non-motorized system links by joining areas separated by
barriers such as deep canyons, waterways or major transportation corridors. In most cases, these structures
are built in response to user demand for safe crossings where they previously did not exist.
As mentioned above, grade-separated crossings may be needed where existing bicycle/pedestrian crossings
do not exist, where ADT exceeds 25,000 vehicles, and where 85th percentile speeds exceed 45 miles per hour.
Overpasses require a minimum of 17 feet of vertical clearance to the roadway below versus a minimum
elevation differential of around 12 feet for an undercrossing. This results in potentially greater elevation
differences and much longer ramps for bicycles and pedestrians to negotiate.
Overcrossings for bicycles and pedestrians typically fall under the Americans with Disabilities Act (ADA),
which strictly limits ramp slopes to 5% (1:20) with landings at 400 foot intervals, or 8.33% (1:12) with
landings every 30 feet. These requirements can provide challenges in physically constricted conditions.
Commonly referred to as Rails-to-Trails or Rail-
Trails, these projects convert vacated rail corridors
into off-street paths. Rail corridors offer several
advantages, including relatively direct routes
between major destinations, fewer at-grade
crossings than parallel alternative routes, and
generally flat terrain. Rail-Trails can be found in
urban, suburban and rural settings, often traveling
from cities and towns out into the countryside.
In some cases, rail owners may rail-bank their
corridors as an alternative to a complete
abandonment of the line, thus preserving the rail
corridor for possible future use.
The railroad may form an agreement with any
person, public or private, who would like to use the
banked rail line as a trail or linear park until it is
again needed for rail use. Municipalities should
acquire abandoned rail rights-of-way whenever
possible to preserve the opportunity for trail
development.
Rail-to-trails can involve many challenges including the acquisition of the right of way, cleanup and removal
of toxic substances, and rehabilitation of tunnels, trestles and culverts. It is often impractical and costly to add
material to existing railroad bed fill slopes. This results in trails that meet minimum path widths, but often
lack preferred shoulder and lateral clearance widths. A structural engineer should evaluate existing railroad
bridges for structural integrity to verify they are capable of carrying the appropriate design loads.