Manara-SY090512■
Traffic Impact Analysis
Traffic Management flan
Manara Academy
Coppell, Texas
Prepared for
Nlanara Academy
Prepared by:
Kimley -Horn and Associates, Inc.
Dallas, Texas
May 12, 2009
KHA # 064420300
❑ � � Kimley -Horn
and Associates, Inc.
Traffic Impact Analysis and Traffic Management Plan
Manara Academy
Coppell, Texas
Prepared for:
Manara Academy
Prepared by:
Kimley -Horn and Associates, Inc.
12700 Park Central Drive, Suite 1800
Dallas, Texas 75251
Registration Number 928
Contact:
Scot Johnson, P.E., PTOE
972 - 770 -1300
May 12, 2009
..................... «...r. *.
SCOT A. JOHN30N
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.• ....................
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Kimley -Hom
and Associates, Inc.
TABLE OF CONTENTS
I . INTRODUCTION ..............................
..............................
A .
........................................................................................
PURPOSE ........................................................................................................... ..............................
..............................8
B .
METHODOLOGY ................................................................................................. ..............................
.............................1
11.
EXISTING AND FUTURE AREA CONDITIONS .................................... ..............................4
EXHIBIT 7: SCHOOL TRAFFIC VOLUMES — 500-STUDENT SCENARIO .................................
.............................14
A .
ROADWAY CHARACTERISTICS ............................................................................ ..............................
EXHIBIT 9: 2012 BACKGROUND PLUS 500- STUDENT SCHOOL TRAFFIC VOLUMES
............ .............................16
B .
EXISTING SITE CONDITIONS ............................................................................... ..............................
EXHIBIT 11: 2009 -2010 BUS ACCESS PLAN ....................................................................
.............................2
C .
PROPOSED SCHOOL OPERATIONS ....................................................................... ..............................
EXHIBIT 13: PERMANENT BUS ACCESS PLAN ..................................................................
.............................
D .
EXISTING TRAFFIC VOLUMES ............................................................................. ..............................
111.
PROJECT
TRAFFIC CHARACTERISTICS ........................................... ...............................
10
A .
SITE- GENERATED TRAFFIC ............................................................................. ...............................
10
B.
TRIP DISTRIBUTION AND ASSIGNMENT ............................................................ ...............................
11
C.
DEVELOPMENT OF 2009 BACKGROUND PLUS 350- STUDENT SCHOOL TRAFFIC .. ...............................
11
D.
DEVELOPMENT OF 2012 BACKGROUND PLUS 500- STUDENT SCHOOL TRAFFIC .... .............................11
IV .
TRAFFIC OPERATIONS ANALYSIS ................................................... ...............................
17
A .
ANALYSIS METHODOLOGY ............................................................................... .............................
B.
2009 BACKGROUND TRAFFIC CONDITIONS ...................................................... ...............................
19
C.
2009 BACKGROUND PLUS 350-STUDENT SITE TRAFFIC .................................... ...............................
19
D.
2012 BACKGROUND TRAFFIC CONDITIONS ...................................................... ...............................
20
E.
2012 BACKGROUND PLUS 500 - STUDENT SITE TRAFFIC ...................................... .............................20
F .
ROADWAY LINK ANALYSIS ............................................................................... .............................
V .
TRAFFIC MANAGEMENT PLAN .......................................................... .............................
A.
GENERAL TMP CONCEPT OF OPERATIONS ....................................................... ...............................
22
B .
2009 — 2010 TMP ........................................................................................... ...............................
23
C.
2009 — 2010 BUS ACCESS PLAN ...................................................................... ...............................
24
D.
PERMANENT TMP AND BUS ACCESS PLAN ...................................................... ...............................
25
E .
PERMANENT BUS ACCESS PLAN ........................................................................ .............................
F.
ALTERNATE BUS ACCESS PLAN ........................................................................ .............................
G.
QUANTITATIVE QUEUING ANALYSIS ................................................................. .............................
H .
ON -SITE PARKING .......................................................................................... ...............................
27
VI.
CONCLUSIONS AND RECOMMENDATIONS ................................... ...............................
33
APPENDIX.................................................................................................. ...............................
34
LIST OF EXHIBITS
EXHIBIT1: SITE VICINITY MAP
..............................
.......................................................................................
EXHIBIT 2: EXISTING SCHOOL LAYOUT ........................................................................... ..............................
EXHIBIT 3: LANE ASSIGNMENTS AND INTERSECTION CONTROL ........................................
..............................8
EXHIBIT 4: 2009 EXISTING TRAFFIC VOLUMES ................................................................ ..............................
EXHIBIT 5: TRIP DISTRIBUTION AND TRAFFIC ASSIGNMENT ............................................
.............................1
EXHIBIT 6: SCHOOL TRAFFIC VOLUMES - 350- STUDENT SCENARIO .................................
.............................13
EXHIBIT 7: SCHOOL TRAFFIC VOLUMES — 500-STUDENT SCENARIO .................................
.............................14
EXHIBIT 8: 2009 BACKGROUND PLUS 350- STUDENT SCHOOL TRAFFIC VOLUMES
............ .............................15
EXHIBIT 9: 2012 BACKGROUND PLUS 500- STUDENT SCHOOL TRAFFIC VOLUMES
............ .............................16
EXHIBIT 10: 2009 -2010 TRAFFIC MANAGEMENT PLAN (TMP) ........................................
.............................
EXHIBIT 11: 2009 -2010 BUS ACCESS PLAN ....................................................................
.............................2
EXHIBIT 12: PERMANENT TRAFFIC MANAGEMENT PLAN ( TMP) ......................................
.............................3
EXHIBIT 13: PERMANENT BUS ACCESS PLAN ..................................................................
.............................
EXHIBIT 14: ALTERNATE BUS ACCESS PLAN ..................................................................
.............................
Manara Academy TIA & TMP, Coppell, Texas Page i
May 2009
C Kirnley -Flom
and Associates, Inc.
LIST OF TABLES
TABLE 1 — HISTORICAL DAILY TRAFFIC VOLUMES ........................................................... ..............................7
TABLE 2 - ITE TRIP GENERATION FOR 350 STUDENTS ...................................................... .............................10
TABLE 3 - ITE TRIP GENERATION FOR 500 STUDENTS ...................................................... .............................10
TABLE 4 — LEVEL OF SERVICE DEFINITIONS ..................................................................... .............................17
TABLE 5 - WEEKDAY AM PEAK HOUR INTERSECTION RESULTS ...................................... ..............................1 S
TABLE 6 — WEEKDAY SCHOOL PICK -UP PEAK HOUR INTERSECTION RESULTS ................. ..............................1 H
TABLE 7 — WEEKDAY PM PEAK HOUR INTERSECTION RESULTS ....................................... .............................19
Manara Academy TIA & TMP, Coppell, Texas Page ii
May 2009
G Kirdey -Horn
and Associates, Inc.
I. INTRODUCTION
A. Purpose
Kimley -Horn and Associates, Inc. (Kimley -Horn) was retained by Manara Academy to conduct a
Traffic Impact Analysis (TIA) and Traffic Management Plan (TMP) for projected traffic conditions
associated with the 500- student Manara Academy public charter school, located on the east side of
Heartz Road just south of Sandy Lake Road in Coppell, Texas. The Manara Academy is requesting
a revision of the existing special use permit 1033 which covered the previous school which used the
same site. For the first year of operation, the school is expected to have 326 students. In order to
provide a conservative factor in the unlikely event of changes to the first year operations, this report
uses a 350- student scenario for the first year of operation.
Exhibit 1 is a site vicinity map. Exhibit 2 shows the existing site layout. This study is intended to
identify traffic generation characteristics, identify potential traffic related impacts on the local street
system, to develop mitigation measures required for identified impacts, and to establish a traffic
management plan to guide the daily operation of the peak drop -off and pick -up time periods.
B. Methodology
The traffic evaluation was comprised of two scenarios for which weekday AM, weekday school
pick -up peak hour (3 -4 PM), and PM peak hour intersection level of service analyses were
performed. The first scenario analyzes existing 2009 traffic conditions with 350 students for the
first year of operation, and the second analyzes a 2012 future year with the fu11500- student charter
school in operation.
The capacity analyses were conducted using the Synchro software package and its associated
Synchro reports for signalized intersections, and the Highway Capacity Manual reports for
unsignalized intersections.
Manara Academy TIA & TMP, Coppell, Texas Page 1
May 2009
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EXHIBIT 1 - Site Vicinity Map
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EXHIBIT 1 - Site Vicinity Map
I%.— Manara Academy TIA/TMP
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North /Entry
Driveway
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EXHIBIT 2 - Existing School Layout
Manara Academy TIA/TMP
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C Kimley -Hom
and Associates, Inc.
II. EXISTING AND FUTURE AREA CONDITIONS
A. Roadway Characteristics
After consultation with City of Coppell staff, the following intersections were evaluated as part of
this study:
■ Heartz Road at Sandy Lake Road (signalized)
■ Heartz Road at Bethel School Road ( unsignalized all -way stop)
■ Heartz Road at Manara north or entry driveway (unsignalized one -way stop)
■ Heartz Road at Manara central or exit driveway (unsignalized one -way stop)
Heartz Road is a two -lane, undivided collector street with 50' of ROW and approximately 36' of
pavement. The roadway proceeds north from Bethel School Road, past Sandy Lake Road. The
roadway is signed for a 30 MPH speed limit. The existing pavement allows for two full travel
lanes, plus parallel parking in both directions. However, there are several locations with parking
restrictions, including on the northbound side of Heartz Road adjacent to the school, and on the
southbound side close to Sandy Lake Road. It is expected that the prohibition of parking along
Heartz Road adjacent to the school will be renewed and made more obvious when the school starts
operation.
As the current condition meets the City's Thoroughfare Plan that is contained within the 1996
Comprehensive Plan, there are no plans to widen Heartz Road in the vicinity of the site. The
Thoroughfare Plan notes that:
The primary function of a Collector Street is to link Residential Streets with arterial
streets in the thoroughfare system. They collect traffic from various smaller streets and
distribute it to larger streets. Collector Streets also provide access to retail, commercial,
office, and some industrial land uses. Collector streets are designed to convey larger
volumes of traffic than Residential Streets and may be either 2 or 4 lane, undivided or
divided.
Sandy Lake Road is a four -lane, divided principal arterial that travels east -west through Coppell
and has an existing signalized intersection at Heartz Road. The signal is provided with actuated
protected - permitted operation in all directions, and all four approaches have separate left -turn lanes.
The roadway is posted with a 40 MPH speed limit.
Bethel School Road is a two -lane, undivided collector street that crosses east -west through
Coppell. The roadway is signed for a 30 MPH speed limit. Unlike Heartz Road, Bethel School
Road is not wide enough to sustain parallel parking in most places. Heartz Road and Bethel School
Road form an all -way stop - controlled intersection.
London Way is a residential street which parallels Heartz Road along the east boundary of the
school. London Way also has a 50' ROW, but as a residential street with only approximately 27' of
pavement width, the clear space for moving vehicles is often reduced to a single lane when vehicles
are parked on both sides. London Way is a 30 MPH street which also has speed humps marked for
20 MPH at intervals. London Way forms a right - in/right -out intersection with Sandy Lake Road,
with no median opening or access being provided to or from westbound Sandy Lake Road. South
of the site, London Way turns to the west as Westbury Drive, which forms a T- intersection with
Heartz Road.
Manara Academy T14, & TMP, Coppell, Texas Page 4
May 2009
❑ KKi - dey -Horn
and Associates, Inc.
Exhibit 3 illustrates the intersection geometry used for the traffic analyses. Photo 1 shows the
configuration of Heartz Road adjacent to the school site.
B. Existing Site Conditions
Manara Academy is located on the west side of Heartz Road, approximately 500' south of Sandy
Lake Road. The site is occupied by a church and school which currently operates with a limited
number of students. The site is served by three driveways to Heartz Road, and a secondary gated
access point to London Way. The London Way access point is currently locked and is not widely
used. A wrought iron fence separates the south part of the school site from London Way, and a
chain -link fence on the north part of the school site.
The northern and central driveways to Heartz Road are connected to the large surface parking lot
which provides approximately 109 spaces. A two -lane drop -off area with large porte - cochere is
provided at the main entrance to the building. There are several additional doorways around the
outer edge of the building. The southern driveway to Heartz Road serves only a hammerhead fire
lane on the south side of the building, which also has a limited amount of parking spaces.
The site is currently surrounded by residential development on the east, west, and south sides, and a
largely vacant parcel to the north between the site and Sandy Lake Road.
Since the school is leasing the property for the first year of operation, permanent modifications to
the site are problematic. The main modification that would improve internal circulation would be
to cut back the curb adjacent to the north corner of the building. When this curb is cut back with an
approximately 30' radius and blended into the curb lines at the northeast and northwest sides of the
building, the vehicles turning into the loading area will not overlap the two lanes serving the north
driveway. Until that time, additional traffic control measures will need to be applied to separate the
traffic flows. The required traffic control devices and procedures for their application will be
discussed in the traffic management plan section later in this report.
Manara Academy TIA & TMP, Coppell, Texas Page 5
May 2009
C Kimley -Hom
and Associates, Inc.
C. Proposed School Operations
Manara Academy would accommodate up to 350 students in K -5 in the first year of operation.
Each subsequent year a grade would be added until the school serves K -8 with a maximum of 500
students. Some internal building modification would be completed to ultimately provide 25
classrooms when the 500- student level is reached.
School hours would be nominally 8:00 AM until 3:30 PM. After- school programs would be
offered, and surveys of potential students indicate approximately 20% of the students would
participate.
Student drop -off would occur leading up to the 8:00 AM start time. Since arriving vehicles can
unload students immediately upon arrival, there are no built -in delays to the process other than
potentially waiting for a position in the unloading area.
Student pick -up would occur in several stages around the 3:30 PM time. The pick -up process has
built -in delays because a certain percentage of vehicles will arrive prior to the pick -up time in order
to begin queuing. For the 350- student level, two pick -up stages would be recommended, while
three stages would be recommended for the 500- student level. Each stage is separated by 15 or 20
minutes, which allows the vehicles using the previous stage to clear the site.
Based on initial information from prospective students, there are approximately 1.5 students per
family, which will tend to indicate about 1.5 students per vehicle accessing the site. With many
student households in proximity to one another, the changes of carpooling is also high, supporting
the occupancy assumption.
Busing would be provided for students that request it and qualify or pay a small fee. While bus
transportation will not be set until the student population is selected, a partial survey of prospective
students indicates at least 90 bus users out of the 326 prospective students. When the school
reaches 500 students, the number of students using the bus would be expected to be at least 150.
This number could be higher, since the number of students using the bus system will depend on its
efficiency and ease of use. With several geographic concentrations of students, busing to the school
from remote pick -up /drop -off locations can provide very attractive busing options and significantly
reduce the number of vehicles using the site. There is a charter school in Dallas which achieves
well over 50% of students on buses by using this system of remote pick -up /drop -off locations near
student households.
Buses would be provided with professional drivers under contract from Dallas County Schools, and
no buses would be stored on the campus. A bus access plan to coordinate bus entry and exit to the
campus is discussed in a later section. The access plan includes scheduling which results in the
buses entering or leaving the campus at times away from the peak student drop -off or pick -up
times. For the initial 350- student scenario, three buses are assumed. Depending on demand, the
buses could be full -size school buses or the reduced 30' school buses.
The southern driveway with the hammerhead fire lane could also function as a bus loading area that
would be separate from the main automobile flows. This avenue is being investigated with the fire
department. Since the bus drivers are always with their buses, staging the buses in the fire lane
hammerhead should not be a concern since they could vacate for any emergency situation.
Manara Academy TIA & TMP, Coppell, Texas Page 6
May 2009
C Kimley -Ham
and Associates, Inc.
D. Existing Traffic Volumes
A 24 -hour machine count of weekday traffic on Heartz Road was conducted in April 2008. The
daily traffic was found to be 4,004 vehicles per day, of which 1,992 were southbound and 2,012
were northbound. Table 1 shows available historic traffic volumes from 1999 and 2003, with the
resulting annual growth rates shown. Heartz Road has not shown a significant change in traffic
volume since at least 1999.
Weekday AM peak hour, and extended PM peak hour (2:30- 6:30PM) turning movement counts
were collected in May 2009 on a typical school day at each of the study area intersections.
Exhibit 4 shows the existing weekday AM, weekday school pick -up peak hour, and weekday PM
peak hour traffic volumes at each of the study area intersections. The intersection of Heartz Road
and Sandy Lake Road was found to peak at 7:30 -8:30 in the AM, and 5:00 -6:00 in the PM. The
intersection of Heartz Road and Bethel School Road peaks 15 minutes prior to both those times. To
ensure a conservative analysis of the worst traffic conditions, the absolute peak hours for the each
intersection are used for this analysis. The school pick -up peak hour was defined as 3:00 to 4:00
PM, since Manara Academy has a nominal 3:30 PM dismissal that is divided into two or three
separate pick -up periods. Since the school - generated traffic in the traditional PM peak hour is
much reduced, this school pick -up peak hour allows the afternoon peak of the school traffic to be
analyzed. The raw count sheets are provided in the Appendix.
Manara Academy TIA & TMP, Coppell, Texas Page 7
May 2009
Table 1— Historical Daily
Traffic Volumes
Heartz Road
Annual
24 -Hour
Record
Year
Link Start
Link End
Source
Volume
Growth
Ratj
1
1999
Sandy Lake Rd
Bethel School Rd
TxDOT
3,850
2
2003
Braewood
Woodhurst
Coppell
3,805
-0.3%
3
2009
Sandy Lake Rd
Braewood
Manara
4,004
0.9%
Weekday AM peak hour, and extended PM peak hour (2:30- 6:30PM) turning movement counts
were collected in May 2009 on a typical school day at each of the study area intersections.
Exhibit 4 shows the existing weekday AM, weekday school pick -up peak hour, and weekday PM
peak hour traffic volumes at each of the study area intersections. The intersection of Heartz Road
and Sandy Lake Road was found to peak at 7:30 -8:30 in the AM, and 5:00 -6:00 in the PM. The
intersection of Heartz Road and Bethel School Road peaks 15 minutes prior to both those times. To
ensure a conservative analysis of the worst traffic conditions, the absolute peak hours for the each
intersection are used for this analysis. The school pick -up peak hour was defined as 3:00 to 4:00
PM, since Manara Academy has a nominal 3:30 PM dismissal that is divided into two or three
separate pick -up periods. Since the school - generated traffic in the traditional PM peak hour is
much reduced, this school pick -up peak hour allows the afternoon peak of the school traffic to be
analyzed. The raw count sheets are provided in the Appendix.
Manara Academy TIA & TMP, Coppell, Texas Page 7
May 2009
Weekday
AM Peak Hour
N
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Road J 1 L
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Bethel N
School N L191
Road J L —156
27 _J
91—
Weekday
School Pick -Up
Peak Hour
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Sandy
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Bethel M
School N ° L75
Road J X125
79
120
EXHIBIT 4 - 2009 Existing Traffic Volumes
�N, Manara Academy TIA/TMP
Weekday
PM Peak Hour
N
f0 N
O O
2 0�
Sandy
'-73
Lake ° '0 U')
747
Road J j L
64
117J
i r
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Road J L '
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158—
SCALE:
Not To Scale
❑M pI andAmdates Inc.
C KiNey -Horn
_— and Associates, Inc.
III. PROJECT TRAFFIC CHARACTERISTICS
A. Site - Generated Traffic
Site - generated traffic estimates are determined through a process known as trip generation. Since
the details about the student population are still not set, national research on actual trip generation
by schools is used instead of trying to infer too much from a limited data set of prospective
students.
The acknowledged source for trip generation rates is the current edition of Trip Generation'
published by the Institute of Transportation Engineers (ITE). ITE has established trip rates in
nationwide studies of similar land uses. Rates and equations are applied to the proposed land use to
estimate traffic generated by the development during a specific time interval. The trips indicated
are actually trip ends, where one vehicle entering and exiting the site is counted as one inbound trip
and one outbound trip.
Table 2 shows the estimated Daily, weekday AM and PM peak hour trip generation for the
proposed Manara Academy first year operations with 350 students. As noted, the afternoon peak
hour for a school is typically earlier than the commuter PM peak hour, which is generally between
5 PM and 6 PM. Therefore, the school pick -up peak hour has been defined as 3:00 to 4:00 PM.
The K -8 private school has been selected as the best match in the ITE categories for the Manara
Academy. Although Manara is a public charter school, it will draw students from a wide
geographical area, and thus the traffic would tend operate more as a private school than as
neighborhood -based elementary or middle school. Since the research provided for K -8 private
schools is limited to AM peak hour and school pick -up peak hours, the daily and conventional PM
peak hour values were calculated using the K -12 private school research. Table 3 shows the same
procedure for the 500 - student full buildout of the site.
Tnhh- 2 - ITF, Trin Generation for 350 Students
TahlP'A - 1TF. Trin Gene ration for 5 00 Students
^v
ITE
DAILY
AM PEAK HOUR HOOL PICK -UP PEA
PM PEAK HOUR
LAND USE
AMOUNT
UNITS
CODE
HOUR (3.4PM)
HOUR (3-4PM)
OUT
IN
OUT
TOTAL IN
OUT
TOTAL
IN
OUT
TOTAL
TOTAL
Private School (K -8)
500
TOTAL
Private School (K -8)
350
Students
534
868
173
142
315 99
111
210
26
34
60
TahlP'A - 1TF. Trin Gene ration for 5 00 Students
The resulting ITE trip generation appears to approximately match the initial estimates generated by
Manara staff from surveys of potential students and families, as modified by the potential busing
and after - school activities. With the after- school activities drawing off a certain percentage of
students, the morning peak hour is the most intense period of traffic generated by the school. Since
the typical private schools do no usually have extensive busing systems, the projected trip
generation is likely higher than would be experienced by the Manara Academy site.
t Institute of Transportation Engineers, Trip Generation: An Informational Report, Eighth Edition, Washington DC, 2008.
Manara Academy TIA & TMP, Coppell, Texas Page 10
May 2009
y yV _v
ITE
DAILY
AM PEAK HOUR SCHOOL PICK -UP PEA PM PEAK HOUR
LAND USE
AMOUNT
UNITS
CODE
HOUR (3.4PM)
IN
OUT
TOTAL IN
OUT
TOTAL IN
OUT
TOTAL
TOTAL
Private School (K -8)
500
Students
534
1,240
248
202
450 141
159
1 300 37
48
85
The resulting ITE trip generation appears to approximately match the initial estimates generated by
Manara staff from surveys of potential students and families, as modified by the potential busing
and after - school activities. With the after- school activities drawing off a certain percentage of
students, the morning peak hour is the most intense period of traffic generated by the school. Since
the typical private schools do no usually have extensive busing systems, the projected trip
generation is likely higher than would be experienced by the Manara Academy site.
t Institute of Transportation Engineers, Trip Generation: An Informational Report, Eighth Edition, Washington DC, 2008.
Manara Academy TIA & TMP, Coppell, Texas Page 10
May 2009
C Kimley -Hom
_ — and Associates, Inc.
B. Trip Distribution and Assignment
Distribution of school traffic onto the street system was primarily based on surveys of prospective
student household location, which are included in the Appendix. The general direction of approach
was then modified by the attractiveness of local roadway connections to result in the trip
distribution and traffic assignment shown in Exhibit 5. Although approximately 70% of the
students are generally approaching from the south from a regional perspective, the better regional
transportation offered by Sandy Lake Road over Bethel School Road means that the projected
traffic is roughly equal from the two directions of Heartz Road.
Exhibits 6 and 7 shows the resulting site - generated peak hour turning movements after multiplying
the trip generation for the 350- and 500- student scenarios by the traffic assignment percentages at
each intersection.
C. Development of 2009 Background Plus 350 - Student School Traffic
Site traffic volumes for the 350- student scenario were added to the 2009 existing volumes to
represent the existing plus site - generated traffic conditions after opening the 350- student school.
Exhibit S shows the resulting peak hour traffic volumes with the addition of the proposed 350 -
student school traffic.
D. Development of 2012 Background Plus 500- Student School Traffic
The 2009 background volumes were converted to 2012 background volumes by applying a 1%
compound annual growth rate for three years. The I% growth rate represents the short-term trend
indicated by analysis of the historical traffic counts on Heartz Road, as shown in Table 1. Site
traffic volumes for the 500- student scenario were added to the 2012 background volumes to
represent the existing plus site - generated traffic conditions after full buildout of the 500- student
school. Exhibit 9 shows the resulting peak hour traffic volumes with the addition of the proposed
500- student school traffic.
Manara Academy TIA & TMP, Coppell, Texas Page 11
May 2009
Weekday
AM Peak Hour
_� �O
CO CU
O
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a) O
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f 20
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52
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North /Entry
Drivewa
i�
X71
(
1 Center /Exit
Driveway
Bethel
School ° N L26
Road J L l -- o
43__J
0—
Weekday
School Pick -Up
Peak Hour
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MCU
a) O
Sandy
Sandy
�_0
Lake o ° o
_0
Road J ! L
f 20
0 -J
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0—
c)
29
CD v
l
it
V_ - 0
CO M
2 IY
North /Entry
Driveway
tr
LO�
X56
55
i Center /Exit
Driveway
Bethel
School Co L15
Road J L l -0
25.J
0 —
EXHIBIT 6 - School Traffic Volumes
350 Student Scenario
\ Manara Academy TIA/TMP
Weekday
PM Peak Hour
(D O
Sandy
�0
Lake o n o
J j L
--0
Road
�— 5
0 _J
'ltr
0_
ONU)
8
CD North /Entry
j L Driveway
r�
�o
o L17
1 X17
1 Center /Exi
o Driveway
N
M CO
2
Bethel
School L4
Road J L 1 —0
6-J
0 —
SCALE:
Not To Scale
COW = "°"'A>iaoes
Weekday
AM Peak Hour
_�_0
CO cu
CID O
_W
Sandy
Lo
Lake o N o
J j
--
Road L
(_50
0_!
'�t�_
0---
o 0
Cl)
74 _-�
v °° N
_v
0
j
it
cu cu
= A
North /Entry
Drivewa
t
s�
r �
X101
X101
t Center /Exit
Driveway
Cn
Bethel
School M L37
Road J L l —
62_J
0 —
Weekday
School Pick -Up
Peak Hour
_�_0
cc CO
() O
Sandy
Lo
Sandy
4_0
Lake o o
—0
Road J j L
28
O_j
I �_
0---
v °° N
43
0 �
000
l L
it
CU cu
= tY
North /Entry
Drivewa
t
COLO
X80
j 79
t Center /Exit
Driveway
LO
Bethel
School LO N t-21
Road J L l —0
35_J
0
EXHIBIT 7 - School Traffic Volumes
500 Student Scenario
\ Manara Academy TIA/TMP
Weekday
PM Peak Hour
V_-0
CO (a
a) O
Sandy
Lo
Lake o v o
J j
—0
Road L
(_7
o_J
_�t�_
0-
TCM I.-
11�
O N
7I
_� _0
o )i o
=W
North /Entry
Driveway
N LO
X24
(_
t Center /Exi
LO Driveway
Bethel
School r._ ` L6
Road J L —0
9-j
0—
SCALE:
Not To Scale
❑ and�A�otiates, Inc.
Weekday
AM Peak Hour
C)
N r
l
N
'I= - 0
CO CU
=
North /Entry
Drivewa
1
�(D
L 71
X71
1 Center /E:
Driveway
Bethel v C,,
School 00 r L217
Road J L -
70 _�
91—
Weekday
School Pick -Up
Peak Hour
N
(0 (6
N O
Sandy
Lake ti Co n
Roa _j j L
56 __�
584-
62
M U')
�L
V
M
1
� I _T 7
X69
— 554
83
717
(0m
North /Entry
Drivew
1r
U') C)
C) v
N
L513
55
1 Center /Exit
Driveway
Bethel 0 0
School `" �2 L90
Road J L —125
104 _�
120—
Weekday
PM Peak Hour
N
O O
Sandy
o v LO
Lake Roa _l L
117J
729 -
51
Co
� I
0
1
CO M
_
L– 73
— 747
�_ 69
1
(D CD
North /Entry
Driveway
1r
am o
LO -
N
X17
,_ 17
1 Center /Exit
Driveway
LO
N
Bethel N v
School 7 "� t--103
Road J L —118
127 _�
158-
II
EXHIBIT 8 - 2009 Background Plus SCALE:
Not To Scale
350 C4
td
U ent School Traffic Volumes
Manara Academy TIA/TMP
❑�❑ �d�Assocmt'' es, Inc.
N
1= - 0
t6 M
O O
Sandy
0
L54
Lake
N °'
— 833
Road
_J 1
175
43
1
517—
m
85__�
C)
N r
l
N
'I= - 0
CO CU
=
North /Entry
Drivewa
1
�(D
L 71
X71
1 Center /E:
Driveway
Bethel v C,,
School 00 r L217
Road J L -
70 _�
91—
Weekday
School Pick -Up
Peak Hour
N
(0 (6
N O
Sandy
Lake ti Co n
Roa _j j L
56 __�
584-
62
M U')
�L
V
M
1
� I _T 7
X69
— 554
83
717
(0m
North /Entry
Drivew
1r
U') C)
C) v
N
L513
55
1 Center /Exit
Driveway
Bethel 0 0
School `" �2 L90
Road J L —125
104 _�
120—
Weekday
PM Peak Hour
N
O O
Sandy
o v LO
Lake Roa _l L
117J
729 -
51
Co
� I
0
1
CO M
_
L– 73
— 747
�_ 69
1
(D CD
North /Entry
Driveway
1r
am o
LO -
N
X17
,_ 17
1 Center /Exit
Driveway
LO
N
Bethel N v
School 7 "� t--103
Road J L —118
127 _�
158-
II
EXHIBIT 8 - 2009 Background Plus SCALE:
Not To Scale
350 C4
td
U ent School Traffic Volumes
Manara Academy TIA/TMP
❑�❑ �d�Assocmt'' es, Inc.
Weekday
Weekday School Pick -Up Weekday
AM Peak Hour Peak Hour PM Peak Hour
N
1= �
M CO
N O
2 �
Sandy N
Lake �2 N
Road _j j
44
533-
108__�
rn
N
lL
ti
N
1
N
1= i
M C
2
t-56
— 858
X194
7 f �_
o LO �
North /Entry
Drivewa
r
m
an
_101
- 101
Center /Exit
Driveway
Bethel N °
School M � L234
Road _J L 1
90_j
94—
N
i✓ �
N O
2 �
Sandy
t-71
Lake N- LO LO
--571
Road _j j L
1 93
58 _J
' 17
602
°coma -o
77__�
Co
M w
iL
�I
M
i
V_ - 0
M CO
2 Q�
North /Entry
Drivewa
1
v co
CO LO
N
X 80
79
1 Center /Exit
° Driveway
N
Bethel
School "' t -98
Road — 129
116
124—
N
1= - 0
M CO
N O
2 �
Sandy °
Lake ° 0 o
Road J j L
121_J
751-
55
N
iL
M
ti
i
1= - 0
co co
2 Of
X75
770
�_ 73
U Co
North /Entry
Driveway
N
X24
X24
1 Center /Exi
Driveway
N
Bethel ° °
N
School � L108
Road J L '
134 _J
163—
II
EXHIBIT 9 - 2012 Background Plus SCALE:
Not To Scale
500 St d
- u ent School Traffic volumes
Manara Academy TIA/TMP
❑�❑ andA�' eslnc.
Kimley -Horn
_ and Associates, Inc.
IV. TRAFFIC OPERATIONS ANALYSIS
Kimley -Horn conducted a traffic operations analysis to determine operational characteristics in the
2009 and 2012 scenarios. To illustrate the impact of the school - generated traffic, each scenario and
time period is evaluated with and without the school traffic. The acknowledged source for determining
overall capacity is the current edition of the Highway Capacity Manuaf.
A. Analysis Methodology
Capacity analysis results are listed in terms of Level of Service (LOS). LOS is a qualitative term
describing operating conditions a driver will experience while traveling on a particular street or
highway during a specific time interval. It ranges from A (very little delay) to F (long delays and
congestion). Generally, LOS D is considered the limit of acceptable LOS for city or suburban
operations. Table 4 shows the definition of level of service for signalized and unsignalized L,,>
intersections.
Table 4 — Level of Service Definitions
Level of
Service
Signalized Intersection
Average Total Delay
(sec/veh)
Unsignalized Intersection
Average Total Delay
(sec /veh)
A
<10
<10
B
>10 and <20
>10 and <15
C
>20 and <35
>15 and _ <25
D
>35 and <55
>25 and < 35
E
>55 and <80
>35 and <50
F
>80
>50
Definitions provided from the Highway Capacity Manual, Special Report 209, Transportation Research Board, 2000.
For the signalized analysis, the existing signal phasing and basic actuated signal timing plan for the
intersection of Sandy Lake Road and Heartz Road were the starting conditions of the Synchro
analysis, with a simple optimization routine applied to reflect how the actuated signal adapts to
changing traffic conditions. The signalized level of service (LOS) is determined by average control
delay experienced by each vehicle. The results for each approach and the overall intersection are
shown.
For the unsignalized analysis, the level of LOS for a two -way stop - controlled intersection is
determined by the computed or measured control delay and is defined for the minor street
movement and for the major street left - turning movements which must yield to the opposing major
street traffic flows.
Calculations for the level of service at the key intersections identified for study are provided in the
Appendix. The analyses assumed the lane geometry and intersection control shown in Exhibit 3.
Tables 5, 6 and 7 show the intersection operational results for the weekday AM peak hour, school
pick -up peak hour, and PM peak hours, respectively. The 95 percentile queue, or the length which
will contain 95% of the observed queues, is listed for the movements where it is part of the
2 Transportation Research Board, Highway Capacity Manual, Washington DC, 2000.
Manara Academy TIA & TMP, Coppell, Texas Page 17
May 2009
C i•,, Kimley -Hom
and Associates, Inc.
analysis. For the Sandy Lake Road approaches, the queue shown is for the left -turn lal
the Heartz Road approaches to Sandy Lake Road, the queue shown in the larger of the
two approach lanes.
Table 5 - Weekday AM Peak Hour Intersection Results
- No movements in time penoo `Stop- Gontrolled Approach
Table 6 - Weekda School Pick-Up Peak
Hour Intersection Results
2009 Background
2009 Background Plus
2012 Background 2012 Background Plus
2009 Background
2009 Background Plus
2012 Background
350 - Student Site Traffic
500- Student Site Traffic
INTERSECTION
APPROACH
350 - Student Site Traffic
500 Site Traffic'
INTERSECTION
APPROACH
A M Peak Hour
AM Peak Hour
AM Peak Hour AM Psak Hour
DELAY
LOS
95th %
DELAY
LOS
95th %
DELAY
LOS
95th % DELAY
LOS
95th %
95th %
DELAY
LOS
95th %
(SEC
LOS
95th %
ISECNEH)
Q
(SECNEH)
Queue ISECNEH)
QU @Ue
SIGNALIZED INTERSECTIONS
SIGNALIZED
INTERSECTIONS
(SECNEH
EB
23.3
C
28' 26.8
C
30'
22.8
C
28' 25.9
22.9
C
35'
23.9
C
37'
23.0
C
36'
25.3
C 28'
W B 22.6
W B
24.0
C
73 25.3
C
95'
23.5
C
73' 22.2
C 97,
Heartz Road
Heartz Road
Sandy Lake Roaa d
NB 14.1
B
72'
14.4
B
87'
14.6
B
Sandy Lake Road
NB
15.9
B
59' 14.8
B
64'
18.4
B
88' 17.4
B 79'
11.3
SB
18.1
B
150' 20.0
B
168'
19.2
B
160' 22.6
C 192
C
Overall
1 22.5 j
C
24.1
C
-
22.3
C
22.8
C
UNSIGNALIZED INTERSECTIONS
UNSiGNALIZED INTERSECTIONS
Heartz Road @
NBR
0.0
A
0'
-
0.0
A 0'
Manara Entry
SBL
Manara Entry
SBL
2.9
A
7'
A
4'
3.9
3.5
q 12'
Heartz Road@
WBL'
12.9
B
13'
WBL'
14.2
g 21'
WgR
-
9.8
A
8'
-
2 '
10.3
WgR= -
Manara Exit
9.6
A
6'
-
10.0
g 12'
EB`
9.9
A
11.4
B
-
10.1
B
12.5
g
Heartz Road @
EB' 9.7
A
10.6
B
-
9.9
A
Bethel School Road
WB'
12.7
B
15.3
C
13.2
B
17.9
C
A
SB'
13.2
B
17.8
C
13.8
B
23.0 1
C
- No movements in time penoo `Stop- Gontrolled Approach
Table 6 - Weekda School Pick-Up Peak
Hour Intersection Results
2009 Background
2009 Background Plus
2012 Background
2092 Background Plus
350 - Student Site Traffic
500 Site Traffic'
INTERSECTION
APPROACH
School Pick -Up Peak Hour
School Pick -Up Peak Hour
School Pick -Up Peak Hour
our
Schoo 21ON
DELAY
LDS
95th %
DELAY
LOS
95th %
DELAY
LOS
95th %
DELA
th %
jSECNEH)
QUeUe
(SECNEHj
Queu@
(SECNEH
Queue
ISECNEeue
SIGNALIZED INTERSECTIONS
SIGNALIZED INTERSECTEB
22.9
C
35'
23.9
C
37'
23.0
C
36'
25.3
6'
W B 22.6
C
38'
22.2
C
50'
22.7
C
39'
20.6
2'
Heartz Road
Sandy Lake Roaa d
NB 14.1
B
72'
14.4
B
87'
14.6
B
76'
15.7
g �
SB 11.0
B
55'
12.7
B
66'
11.3
B
57'
15.1
8'
20.8
C
21.1
C
-
21.0
C
21.3
1NSIGNALIZED INTERSECTIONS
UNSIGNALIZED INTERSEC
Road @
NBR
0.0
A
0'
-
0.0
'
Manara Entry
SBL
2.7
A
4'
3.5
'
Heartz Road @
WBL'
11.1
B
8'
11.7
2 '
Manara Exit
WgR= -
9.6
A
6'
-
10.0
q
9'
EB' 9.7
A
10.6
B
-
9.9
A
11.2
g
Heartz Road @
WB' 9.2
A
9.7
A
9.3
A
10.2
Bethel School Road
g
SB' 9.5
A
10.5
B
9.7 1
A
11.3
B
d movernems in time period atop- Commiiea Hpproacn
Manara Academy TIA & TMP, Coppell, Texas Page 18
May 2009
Kimley -Hom
and Associates, Inc.
Table 7 - Weekday PM Peak Hour Intersection Results
No movements in time period 'Stop - Controlled Approach
B. 2009 Background Traffic Conditions
As shown in Tables 5 -7, the signalized intersection of Heartz Road at Sandy Lake Road operates at
a consistent LOS C in all peak hours analyzed, with all approaches being LOS C or better. Queue
lengths are reasonable, with the longer queues on Heartz Road being expected since the majority of
the signal time must go to the busier Sandy Lake Road through movements.
The unsignalized intersection of Heartz Road at Bethel School Road operates with no movement
worse than LOS B.
C. 2009 Background Plus 350- Student Site Traffic
With the addition of the first phase of school traffic, there is a slight increase in average delays at
the intersection of Heartz Road at Sandy Lake Road, and some maximum queues show a modest
increase. All approaches and the overall intersection still operate at a very favorable LOS C, and all
queues can easily be accommodated within the approach lanes. While the queues may appear large,
such as the southbound approach in the AM peak hour at 168', that is only 6 -7 vehicles, and all the
approaches fully clear the queued vehicles in each signal cycle.
The unsignalized intersection of Heartz Road at Bethel School Road experiences some additional
delay in all time periods, with the AM peak hour conditions changing to LOS C for the southbound
and westbound approaches. However, LOS C is still very favorable for unsignalized intersections,
and the other time periods continue to operate with no movements worse than LOS B.
With the modest amount of conflicting traffic on Heartz Road, the unsignalized intersections of the
school driveways with Heartz Road operate at LOS B or better in all time periods. The southbound
left -turn movement at the north or entry driveway does not significantly delay the southbound
through movements. The highest average delay at the outbound left- and right -turns at the center or
exit driveway is 12.9 seconds for the outbound left turn during the AM peak hour. The queue
Manara Academy TIA & TMP, Coppell, Texas Page 19
May 2009
2009 Background Plus
2012 Background Plus
2009 Background
2012 Background
350 - Student Site Traffic
500- Student Site Traffic
INTERSECTION
APPROACH
PM Peak Hour
PM Peak Hour
PM Peak Hour
PM Peak Hour
DELAY
I
LO$
95th %
DELAY
LOS
95th %
DELAY
95th %
LOS
LOS
(SEC/VEH)
Queue
(SECNEH)
Queue
(SE-H)
queue
(D CIVEH)
Q u e e
SIGNALIZED IN rERSECTIONS
SIGNALIZED INTERSECTIONS
EB
22.1
C
59' 22.5
C
60'
22.3
C
61'
22.8
C
61'
W B
26.1
C
36' 26.1
C
38'
26.8
C
37'
26.8
C
40'
Heartz Road
Sandy Lake Road
NB
21.8
C
142' 21.7
C
146'
21.7
C
144'
21.8
C
151'
SB
17.0
B
101' 18.0
B
107'
17.1
B
104'
18.2
B
110'
E Overall l
23.1
C
23.3
C
-
23.4
C
23.7
1 C
UNSIGNALIZED iNTE.RSECTIONS
UNSIGNALIZED INTERSECTIONS
Heartz Road @
NBR
0.0
A
0'
0.0
A
0'
Manara Entry
SBL
0.8
A
1'
1.0
A
1'
Heartz Road @
WBL'
11.6
B
3'
11.9
B
4'
Manara Exit
WBR•
-
9.8
A
2'
-
10.0
A
3'
EB'
11.5
B
11.8
B
-
11.8
B
12.3
B
-
Heartz Road
Bethel School Road
WB
9 8
A
10.0
A
10.0
A
10.3
B
SB'
10.6
B
11.0
B
10.8
B
11.4
B
No movements in time period 'Stop - Controlled Approach
B. 2009 Background Traffic Conditions
As shown in Tables 5 -7, the signalized intersection of Heartz Road at Sandy Lake Road operates at
a consistent LOS C in all peak hours analyzed, with all approaches being LOS C or better. Queue
lengths are reasonable, with the longer queues on Heartz Road being expected since the majority of
the signal time must go to the busier Sandy Lake Road through movements.
The unsignalized intersection of Heartz Road at Bethel School Road operates with no movement
worse than LOS B.
C. 2009 Background Plus 350- Student Site Traffic
With the addition of the first phase of school traffic, there is a slight increase in average delays at
the intersection of Heartz Road at Sandy Lake Road, and some maximum queues show a modest
increase. All approaches and the overall intersection still operate at a very favorable LOS C, and all
queues can easily be accommodated within the approach lanes. While the queues may appear large,
such as the southbound approach in the AM peak hour at 168', that is only 6 -7 vehicles, and all the
approaches fully clear the queued vehicles in each signal cycle.
The unsignalized intersection of Heartz Road at Bethel School Road experiences some additional
delay in all time periods, with the AM peak hour conditions changing to LOS C for the southbound
and westbound approaches. However, LOS C is still very favorable for unsignalized intersections,
and the other time periods continue to operate with no movements worse than LOS B.
With the modest amount of conflicting traffic on Heartz Road, the unsignalized intersections of the
school driveways with Heartz Road operate at LOS B or better in all time periods. The southbound
left -turn movement at the north or entry driveway does not significantly delay the southbound
through movements. The highest average delay at the outbound left- and right -turns at the center or
exit driveway is 12.9 seconds for the outbound left turn during the AM peak hour. The queue
Manara Academy TIA & TMP, Coppell, Texas Page 19
May 2009
C Kimley -Hom
and Associates, Inc.
indicated for that movement is only 13', showing that most of the time there will be no queue or
only one vehicle waiting. The exit driveway allows for separation of the left- and right - turning
traffic, which improves the outbound capacity.
D. 2012 Background Traffic Conditions
With the background growth rate included, the intersections show a slight increase in delay when
compared to the 2009 background conditions. All LOS and queues are essentially unchanged.
E. 2012 Background Plus 500 - Student Site Traffic
With the addition of the school traffic at full occupancy, there is still only a slight increase in
average delays at the intersection of Heartz Road at Sandy Lake Road, and some maximum queues
show a modest increase. All approaches and the overall intersection still operate at a very favorable
LOS C, and all queues can easily be accommodated within the approach lanes.
The unsignalized intersection of Heartz Road at Bethel School Road experiences some additional
delay in all time periods, with the AM peak hour conditions changing to LOS C for the southbound
and westbound approaches. However, LOS C is still very favorable for unsignalized intersections,
and the other time periods continue to operate with no movements worse than LOS B.
With the modest amount of conflicting traffic on Heartz Road, the unsignalized intersections of the
school driveways with Heartz Road operate at LOS B or better in all time periods. The southbound
left -turn movement at the north or entry driveway does not significantly delay the southbound
through movements. The highest average delay at the outbound left- and right -turns at the center or
exit driveway is 14.2 seconds for the outbound left turn during the AM peak hour. The queue
indicated for that movement is only 21', showing that most of the time there will be zero, one, or
two vehicles waiting. The exit driveway allows for separation of the left- and right - turning traffic,
which improves the outbound capacity.
With all traffic operations functioning at favorable conditions, it is clear that the school has no
significant negative impact on the surrounding streets, and the safety and functionality of Heartz
Road is unaffected. The intersection conditions are such that theoretical cases of serious increases
in the background traffic, or unexpected increases in school traffic, can be accommodated without
concern for the operational conditions.
F. Roadway Link Analysis
Roadway link analysis looks at 24 -hour volumes on sections of roadway to determine level of
service on a larger scale than just at intersections.
According to the North Central Texas Council of Governments ( NCTCOG), undivided collector
roadways in suburban settings can accommodate up to 5,250 vehicles per day per lane before
experiencing LOS F conditions. As a two -lane collector street, the daily capacity of Heartz Road
would be 10,500 vehicles per day. NCTCOG shows that LOS B conditions would apply if the
volume to capacity ratio (V /C) is under 0.45, LOS C between 0.45 and 0.65, LOS D between 0.65
and 0.8, and LOS E between 0.8 and 1.0.
The 2009 traffic counts on Heartz Road indicate a current weekday traffic volume- of 4 0 ehicles
per day, with less than a 1% annual growth rate. The volume of 4,004 on a capacity of 10,500
results in a V/C of 0.38, corresponding to LOS B, nearing LOS C.
Manara Academy TIA & TMP, Coppell, Texas Page 20
May 2009
C Kimley -Horn
and Associates, Inc.
There are 1,240 daily one -way trips generated by the school at full buildout as shown in Table 2.
Of the combined inbound and outbound traffic assignments, 55% of this total goes north on Heartz
Road, and 45% to the south. Taking the direction with greater impact, 55% of the daily school trips
means 682 trips being added to the section of Heartz Road north of the site. When combined with
the 4J25 vehicles assumed to be on Heartz Road in 2012 (1% annual growth), the resulting daily
volume would be 4,807. This results in a V/C of 0.46, or barely into LOS C.
This link analysis indicates that even with the full 500- student school in operation, Heartz Road
traffic volume can easily be accommodated by the collector street's available capacity. The school -
related trips represent only a 16.5% increase to the daily traffic north on Heartz Road, and less to
the south.
Manara Academy TIA & TMP, Coppell, Texas Page 21
May 2009
C ❑ Kr*Y -Horn
and Assoc&s, Inc.
V. TRAFFIC MANAGEMENT PLAN
A. General TMP Concept of Operations
The traffic management plan (TMP) provides a guide for school staff to manage vehicle and
pedestrian circulation during the peak drop -off and pick -up time periods. While the TMP
represents the best currently available recommendation on how to manage the site circulation, it
must be flexible enough to accommodate actual demands on the system, and to address daily
variations in driver behavior. The aggressive and enthusiastic application of the general TMP
principles by the staff is essential to its overall success, and is more important than any specific
detail of operation.
In general, the automobile flows travel around the site on the route shown, then enter the Loading
Area. The Loading Area has a long section of laydown curb shown in Photo 2 that brings the
sidewalk down to the drop -off lane level without the need for curb ramps.
A series of five loading stations in the lane adjacent to the building will receive or send off students,
with a staff member at each to assist in the loading or unloading. While due to the site
configuration there is no way to achieve student loading from the desirable passenger side of the
vehicles, this configuration provides for a single line of loading stations so that no student has to
cross the path of another vehicle to reach the sidewalk and the entrance to the building.
School staff are used on the site to control vehicle flows and direct parents and students as needed
to maintain safety and efficient circulation. For the drop -off period, vehicles unload immediately
when reaching the Loading Area, so no special management is needed. For the pick -up period, the
staff member who leads the site circulation staff (the Traffic Administrator) is assigned to match
students with incoming vehicles. After identifying vehicles through the use of license plates,
Manara Academy TIA & TMP, Coppell, Texas Page 22
May 2009
Photo 2. Loading Area and Porte - Cochere.
C Kirnley -Horn
_ and Associates, Inc.
stickers, or hang tags, the Traffic Administrator communicates with the Assembly Area inside the
building so that the student moves to the appropriate loading station by the time that the vehicle
arrives. Groups of five vehicles use the loading area during each cycle, then vacate the loading area
to allow the next group to enter. While the traffic analysis shows that the outbound vehicles can
enter Heartz Road with minimal delay, the complete group of five vehicles can be accommodated
between the end of the Loading Area and the edge of Heartz Road. The goal for the cycle is 40
seconds between vehicles, which has been achieved in operation at other schools in the Dallas area.
Queuing within the site is inevitable, especially during the pick -up time period when a certain
number of drivers will arrive early and wait for their students to be released. This number will vary
between schools, but has been observed to be typically around 25% of the total vehicles using that
pick -up time period. Counting the Loading Area, there is approximately 1,100 linear feet of
available queuing distance available on the site. Using a generous 25' per vehicle, this corresponds
to 43 vehicles after consideration of the curves in the path. An additional 24 vehicles can be easily
accommodated if needed by converting the normally two -way north driveway and circulation path
to form a double - stacked queue. The decision to use a double- stacked queue is made by staff on the
scene in response to conditions on a day -to -day basis.
B. 2009 — 2010 TMP
While the initial year of operation will accommodate only up to 350 students, the inability to
physically modify the site in that first year results in the need for a special TMP to address the extra
traffic control measures needed. The 2009 -2010 TMP is shown in Exhibit 10.
The TMP layout requires traffic control devices to be installed by staff for the drop -off and pick -up
time periods. Since there is no modification to the curb adjacent to the north corner of the building
by 2009 -2010, to allow space for the circulation lane approaching the Loading Area the two lanes
connected to the north driveway must be shifted to the north over a short distance. The 18 parking
spaces adjacent to the traffic shift would be posted so that there is no parking during the drop -off
and pick -up time periods. Traffic cones would be applied to shift the traffic lanes north into the
parking spaces on the north edge of the parking lot, with lines of cones defining the outside edge of
each lane, and a series of smaller cones on the centerline. A curving set of cones is used to define
the path for vehicles approaching the Loading Area. The lane shift does not prevent two -way
operation, or double - stacking of the queue if necessary.
At least nine staff members are required for the plan. Their responsibilities are as follows:
1. Traffic administrator is responsible for the onsite circulation. During pick -up phase, matches
students with vehicles at the correct loading stations.
2. Staff member at each loading station helps to load and unload students (5 staff).
3. Staff member controls vehicle entry to the Loading Area.
4. Staff member controls rear door and manages bus loading and unloading.
5. Staff member manages double- stacked queue if needed.
The drop -off procedure has the following steps:
1. Staff deploys traffic cones as shown prior to drop -off time period.
2. Vehicles enter from Heartz Road and circulate through the surface parking lot to approach the
Loading Area. °
3. Vehicles arrive at loading area and unload student(s) with assistance of staff member at each
loading station.
4. Vehicles exit to Heartz Road.
Manara Academy TIA & TMP, Coppell, Texas Page 23
May 2009
C Kimley -Hom
and Associates, Inc.
Staff removes traffic cones after drop -off is completed.
The pick -up procedure has the following steps:
1. Staff deploys traffic cones as shown prior to pick -up time period.
2. Vehicles enter from Heartz Road and circulate through the surface parking lot to approach the
Loading Area.
3. Traffic administrator matches the next vehicles to student(s) and calls out to the Assembly
Area for students to meet vehicles at specific loading stations.
4. When Loading Area is free of vehicles from the previous group, the next group of vehicles is
released in to the loading area. Vehicles arrive at their loading stations and load student(s)
with assistance of the staff member at each loading station.
5. Vehicles exit to Heartz Road.
6. Staff removes traffic cones after drop -off is completed.
C. 2009 — 2010 Bus Access Plan
If the south driveway hammerhead area is not available for bus operation, buses must mix with the
automobile traffic in the main circulation area. To the maximum extent possible, buses are
scheduled for operations before the morning drop -off period, and after the afternoon pick -up period.
If buses arrive when the TMP is active, the procedure shown in Exhibit 11 will be applied to safely
cross the buses across the automobile path.
The bus access procedure has the following steps:
1. The Drop -Off or Pick -Up TMP for automobiles is in operation during either peak period.
2. The bus enters from Heartz Road with other school traffic.
3. When seeing the bus approach, the Traffic Administrator moves to block the progression
of queued vehicles towards the automobile Loading Area.
4. The S 1 staff member releases any vehicles staged to enter the automobile Loading Area,
then removes enough cones so that the bus can cross the barrier between traffic flows.
5. When clear, the bus proceeds south to the bus area for loading/unloading. Loading
operations take place on the right side of the bus, directly in or out of the rear door to the
building. The S2 staff member is in position to assist with loading or unloading.
6. When the bus has passed the crossover area, the S 1 staff member restores the cone barrier
to the TMP configuration, then resumes position to control automobile entry to the
Loading Area.
7. When the cones are restored, the Traffic Administrator releases the automobiles to
proceed, and the TMP procedure for drop -off or pick -up begins again.
8. The bus can exit by proceeding around the surface parking lot in the normal two -way
traffic pattern, and then exit to Heartz Road. Bus exits will be delayed until after the
conclusion of any double- stacked queue operation. The S3 staff member can assist in
maintaining a clear path for bus exits if desired. If blocked by queuing operations, buses
can be temporarily staged along the northeast side of the building, or along the south edge
of the parking area.
Photo 3 shows the bus loading area at the door on the east corner of the building. The City of
Coppell dually work truck is in the approximate bus loading position, showing that the remaining
driveway width still allows normal automobile flow when the bus is in position.
Manara Academy TIA & TMP, Coppell, Texas Page 24
May 2009
C Kimley -Hom
and Associates, Inc.
D. Permanent TMP and Bus Access Plan
The permanent TMP shown in Exhibit 12 is similar to the 2009 -2010 TMP, with the simplification
that the lane shift at the entry is not needed. With the site owned by the school, the curb on the
north corner of the building can be physically reconstructed. The revised curb would allow much
tighter turns around the north corner of the building, and removes any chance for vehicle paths to
intersect. Photo 4 shows a rough indication of the future curb line.
With 500 students, the pick -up time period is recommended to be divided into three groups at 15-
minute spacings. The drop -off procedure, pick -up procedure, and staff responsibilities are
otherwise the same as detailed above in the 2009 -2010 TMP discussion.
Manara Academy TIA & TMP, Coppell, Texas Page 25
May 2009
Photo 4. Bus Loading Area, looldng southeast.
C Kimley -Horn
and Associates, Inc.
E. Permanent Bus Access Plan
Like the permanent TMP, the permanent bus access plan shown in Exhibit 13 is simplified by the
removal of the lane shift. With 500 students and at least 150 bus riders, the number of buses may
be increased depending on routing options. The additional buses would continue to access the site
before or after the major automobile time periods. The bus access procedure and staff
responsibilities are the same as detailed above in the 2009 -2010 bus access plan discussion.
F. Alternate Bus Access Plan
Exhibit 14 shows the potential bus access plan if the south driveway and the pavement
hammerhead is allowable for use as the bus loading area. Buses would use the following
procedure:
1. The Drop -Off or Pick -Up TMP for automobiles is in operation during either peak period.
The Alternate Bus Access does not conflict with the automobile circulation.
2. The bus enters from Heartz Road, then uses the hammerhead pavement to reverse
direction.
3. The bus loads or unloads on the right side of the vehicle at the bus loading area, which is
attended by a staff member.
4. After loading or unloading, the bus exits to Heartz Road.
The buses to be used will be provided by Dallas County Schools, with assigned drivers. The buses
can vacate the hammerhead fire lane at any time if the area is needed for emergency uses. Any
staging of buses will be in position next to the loading area, facing out towards Heartz Road.
Using the south driveway and the hammerhead has a number of advantages over other bus access
plans. The buses can come and go with much more flexibility, since it is less important to avoid the
peak automobile periods. The bus pathway is completely separate from any automobile path on the
site, removing the need for the crossover procedure detailed in the other bus access plans. The bus
assembly area can be expended as needed using the large expanse of grass.
G. Quantitative Queuing Analysis
The following section shows an analysis of queuing conditions and vehicle flow using the best
available student behavior assumptions. With 500 students at buildout, the school expects at least
150 bus riders, leaving 350 students to be picked up on the site. Of the 350, 20% or 70 are
expected to stay for after- school activities. Of the remaining 280 leaving in the pick -up period, the
expected student occupancy is 1.5 per vehicle, so the number of vehicles would be 187. Divided
among the three groups of the pick -up period, the result is approximately 63 vehicles desiring
access during one division of the pick -up period.
The queue accumulation prior to the student release time is typically 25% of the arriving vehicles,
or 16 vehicles. This number can easily be accommodated within the 43 primary queue storage
positions. Without double - stacking the queue, almost two - thirds of the basic demand can be
accommodated on the site. By using the double- stacked spaces, all of the 63 vehicles can be
accommodated on the site.
This queuing accommodation is accomplished without any use of the ample extra parking that can
be used by arriving drivers to wait longer times or park to go into the school. With the available
Manara Academy TIA & TMP, Coppell, Texas Page 26
May 2009
C Kimsey -Horn
— _ and Associates, Inc.
queue spaces and the ample parking supply, it is clear that queuing should never affect Heartz
Road.
When students are released, the pick -up procedure goal would be one cycle of five vehicles every
40 seconds. Even at a slower one cycle per minute, the 63 vehicles of one group could be
processed in 12.6 minutes. Near the end of the group's time, vehicles from the next group will be
arriving, and can be accommodated in the shrinking queue on the site, or in the parking spaces.
H. On -Site Parking
The proposed site would retain the 109 parking spaces that exist on the site. This parking supply is
ample for a K -8 school with 500 students in 25 classrooms. With a staff of 29 projected for the
350 - student first year, and about 40 at full buildout, the staff will occupy less than half of the
available spaces. The remaining spaces can be used by drivers wishing to enter the school, or those
waiting to collect a group of students that are being released at different times. In the short term, 18
spaces would not be available during the peak hours since that area would be occupied by the lane
shift of the north driveway lanes.
Manara Academy TIA & TMP, Coppell, Texas Page 27
May 2009
3
to
'
N
O
Ix
N
It
O
N
2009 -10 TMP Drop -Off Procedure
1. Staff deploys traffic cones as shown prior to drop-off time period.
2. Vehicles enter from Heartz Road and circulate through the surface parking lot to approach
the loading area.
N Parking Du r i ng Drop off a nd P -Up Times I
Traffic Cone Layout to Potential for
3. Vehicles arrive at loading area and unload student(s) with assistance of staff member at
Separate Traffic Flows .. • • _ Double-Stacked Queue } each loading position.
4. Vehicles exit to Heartz Road.
5. Staff removes traffic cones after drop -off is completed.
F F 0 0� v'�r Scale:
1 ° = 60' 2009 -10 TMP Pick -Up Procedure
on 11x1T Plot
1. Staff deploys traffic cones as shown prior to pick -up time period.
I
% 2. Vehicles enter from Heartz Road and circulate through the surface parking lot to approach
L Traffic Administrator `
0 ? Matches Students the Loading Area.
®' O 3. Traffic administrator matches the next vehicles to students and calls to the Assembly
With Vehicles () s out Y
r-,
Up to Five Loading f `' bz Area for students to meet vehicles at specific loading stations.
Stations With Staff s staff Member Controls 4. When Loading Area is free of vehicles from the previous group, the next group of vehicles is
S Entry to Loading Area released in to the loading area. Vehicles arrive at their loading stations and load student(s)
` �� sz J with assistance of the staff member at each loading station.
S, O 5. Vehicles exit to Heartz Road.
r -,
licit Only G�.v ,6 zz >+ 6. Staff removes traffic cones after drop -off is completed.
S
S J O �� Notes
} Staff Member Controls O C
Access to Rear Door and O ® O Wa ate to London 1. Rear 9 y is
P Manages Bus Loading and Unloadi -0 permanently locked with a Knox Box for emergency access only.
9 g C 2. Bus circulation as shown on Exhibit X2.
�S O 3. If vehicle queues on site become excessive and threaten to spill to Heartz Road, the queues
o —.I can be double- stacked to accommodate an additional 24 vehicles.
� M a n a ra Academy Optional Staff Member Manages Gate Locked
Double- Stacked Queuing if Necessary With Knox Box 4. North driveway can remain two -way traffic unless queue is double - stacked.
Emergency � 5. Central driveway operates as exit only.
Access only
Staff Responsibilities
T - Traffic administrator is responsible for the onsite circulation.
Matches students with vehicles at correct loading stations.
Schedule (as of Fall 2009)
Group Drop -Off Pick -Up
S_ Staff member at each loading station helps to load and
unload students (up to 5 staff).
S1_ Staff member controls vehicle entry to the Loading Area.
S2- Staff member controls rear door and manages bus loading
and unloading.
S3- Staff member manages double-stacked queue if needed.
Exhibit 10 - 2009-10 Traffic Management Plan (TMP)
Manara Academy TIA/TMP - May 12, 2009
KmWpHom
andAssodatm Inc.
K-2 7:30 -8:00 AM 3:20 PM
Legend:
3-5 7:30 -8:00 AM 3:40 PM
Inbound
Traffic Administrator
(Times and groups subject to change based on
Vehicle Path
current conditions, as long as separation of
Staff Member
groups is maintained)
Outbound
Vehicle Path
0
Loading Station
Bus Drop -Offs at 7:20, 7:30, and 7:40 AM.
Bus Pick -Ups at 3:50 PM.
Available Queue Position
Buses provided by Dallas County Schools.
No bus storage on site.
S_ Staff member at each loading station helps to load and
unload students (up to 5 staff).
S1_ Staff member controls vehicle entry to the Loading Area.
S2- Staff member controls rear door and manages bus loading
and unloading.
S3- Staff member manages double-stacked queue if needed.
Exhibit 10 - 2009-10 Traffic Management Plan (TMP)
Manara Academy TIA/TMP - May 12, 2009
KmWpHom
andAssodatm Inc.
-
N
O
N
t
O
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No Parking D uri ng Drop-off an Pick -Up Times
•
! 77_ -
�'
� • Traffic Administrator
. Moves Here to Briefly et
Stop Automobiles
,ti sz
Staff Member Removes Cones
✓< S For Bus To Pass Through 4 Z
A
<� O F C
S
C O ,6
6 @ `
Staff Member Controls e 3
Access to Rear Door and e o
Manages Bus Loading and Unloading L<0d
9�'� d'
Manara Academy @� O a 9�
Legend:
Inbound Traffic Administrator
Bus Path
Qs Staff Member
Outbound
Bus Path F Loading Station
0 Available Queue Position
Exhibit 11 - 2009 -10 Bus Access Plan
Manara Academy TIA/TMP - May 12, 2009
O
C
O
J
Staff Responsibilities During Bus Access
T - Traffic administrator is responsible for the onsite circulation.
Interrupts automobile flow for bus to cross.
S1 - Staff member removes the cone barrier and then restores it when the bus has passed.
S2- Staff member controls rear door and manages bus loading and unloading.
S3- Staff member manages double- stacked queue if needed.
C] —❑ Icar�ey -Horn
M end Associates, Inc.
2009 -10 Bus Access Procedure
1.
The Drop-off or Pick -Up TMP for automobiles is in operation during either peak period.
2.
The bus enters from Heartz Road with other school traffic.
3.
When seeing the bus approach, the Traffic Administrator moves to block the progression of
queued vehicles towards the automobile Loading Area.
4.
The S1 staff member releases any vehicles staged to enter the automobile Loading Area,
then removes enough cones so that the bus can cross the barrier between traffic flows.
5.
When clear, the bus proceeds south to the bus area for loadinglunloading. Loading
Scale:
operations take place on the right side of the bus, directly in or out of the rear door to the
1 " = 60'
building.
on 11x1T Plot 6.
When the bus has passed the crossover area, the S1 staff member restores the cone
barrier to the TMP configuration, then resumes position to control automobile entry to the
Loading Area.
7.
When the cones are restored, the Traffic Administrator releases the automobiles to proceed,
and the TMP procedure for drop-off or pick -up begins again.
8.
The bus can exit by proceeding around the surface parking lot in the normal two-way traffic
pattern, and then exit to Heartz Road. Bus exits will be delayed until after the conclusion of
any double- stacked queue operation. The S3 staff member can assist in maintaining a
clear path for bus exits if desired.
Staff Member Removes Cones
✓< S For Bus To Pass Through 4 Z
A
<� O F C
S
C O ,6
6 @ `
Staff Member Controls e 3
Access to Rear Door and e o
Manages Bus Loading and Unloading L<0d
9�'� d'
Manara Academy @� O a 9�
Legend:
Inbound Traffic Administrator
Bus Path
Qs Staff Member
Outbound
Bus Path F Loading Station
0 Available Queue Position
Exhibit 11 - 2009 -10 Bus Access Plan
Manara Academy TIA/TMP - May 12, 2009
O
C
O
J
Staff Responsibilities During Bus Access
T - Traffic administrator is responsible for the onsite circulation.
Interrupts automobile flow for bus to cross.
S1 - Staff member removes the cone barrier and then restores it when the bus has passed.
S2- Staff member controls rear door and manages bus loading and unloading.
S3- Staff member manages double- stacked queue if needed.
C] —❑ Icar�ey -Horn
M end Associates, Inc.
N
O
W
N
It
N
N
Potential for
i Doul6Stacked Queue
.... ..... r_.___ ------ ------ --- -- r _____� _____ r . -_-
W
Traffic Cone Layout to T
Separate Traffic Flows
P y
Se ` Traffic Administrator az
O
,�. Matches Students r
a With Vehicles sz
1 O
Modified Curb and
Up to Five Loading l New Pavement ,� r�
Stations With Staff S W Radius O
< s
Staff Member Controls O sz
s
Entry to Loading Area a _
Exit On g ip ,� zz
b 7 < s
O S y Staff Member Controls—/
tm Access to Rear Door and O
Manages Bus Loading and Unloading s
V o a M a na ra Academy Optional Staff Member Manages Gate Locked
Double-Stacked Queuing if Necessary With Knox Box
Emergency
Access Only
Permanent TMP Drop -Off Procedure
1. Staff deploys traffic cones as shown prior to drop -off time period.
2. Vehicles enter from Heartz Road and circulate through the surface parking lot to approach
the loading area.
3. Vehicles arrive at loading area and unload student(s) with assistance of staff member at
each loading position.
4. Vehicles exit to Heartz Road.
5. Staff removes traffic cones after drop -off is completed.
Scale:
1" = 60'
Permanent TMP Pick -Up Procedure
an "X Plot
1
Staff deploys traffic cones as shown prior to pick -up time period.
Inbound
2.
Vehicles enter from Heartz Road and circulate through the surface parking lot to approach
6-8 7:30 -8:00 AM 3:45 PM
Vehicle Path
the Loading Area.
3.
Traffic administrator matches the next vehicles to student(s) and calls out to the Assembly
®
Staff Member
Area for students to meet vehicles at specific loading stations.
Outbound
4.
When Loading Area is free of vehicles from the previous group, the next group of vehicles is
current conditions, as long as separation of
Vehicle Path
released in to the loading area. Vehicles arrive at their loading stations and load student(s)
Loading Station
groups is maintained)
with assistance of the staff member at each loading station.
5.
Vehicles exit to Heartz Road.
6.
Staff removes traffic cones after drop -off is completed.
Bus Pick -Ups at 3:50 PM.
Buses provided by Dallas County Schools.
Notes
C
C
1.
Rear gate to London Way is permanently locked with a Knox Box for emergency access only.
'D
2.
Bus circulation as shown on Exhibit X4.
0
3.
If vehicle queues on site become excessive and threaten to spill to Heartz Road, the queues
J
can be double- stacked to accommodate an additional 24 vehicles.
4.
North driveway can remain two -way traffic unless queue is double- stacked.
5.
Central driveway operates as exit only.
6.
Curb at north comer of building is reconstructed as shown.
Schedule (When Fully Occupied)
Group Drop -Off Pick -Up
Staff Responsibilities
T- Traffic administrator is responsible for the onsite circulation.
Matches students with vehicles at correct loading stations.
S_ Staff member at each loading station helps to load and
unload students (up to 5 staff).
S11- Staff member controls vehicle entry to the Loading Area.
S2- Staff member controls rear door and manages bus loading
and unloading.
S3- Staff member manages double- stacked queue if needed.
Exhibit 12 - Permanent Traffic Management Plan (TMP)
Manara Academy TIA/TMP - May 12, 2009
❑MM❑ ands Inc.
K-2 7:30 -8:00 AM 3:15 PM
Legend:
3-5 7:30 -8:00 AM 3:30 PM
Inbound
(D
Traffic Administrator
6-8 7:30 -8:00 AM 3:45 PM
Vehicle Path
®
Staff Member
(Times and groups subject to change based on
Outbound
current conditions, as long as separation of
Vehicle Path
j l
Loading Station
groups is maintained)
Available Queue Position
Bus Drop -Offs at 7:20, 7:30, and 7:40 AM.
Bus Pick -Ups at 3:50 PM.
Buses provided by Dallas County Schools.
No bus storage on site.
Staff Responsibilities
T- Traffic administrator is responsible for the onsite circulation.
Matches students with vehicles at correct loading stations.
S_ Staff member at each loading station helps to load and
unload students (up to 5 staff).
S11- Staff member controls vehicle entry to the Loading Area.
S2- Staff member controls rear door and manages bus loading
and unloading.
S3- Staff member manages double- stacked queue if needed.
Exhibit 12 - Permanent Traffic Management Plan (TMP)
Manara Academy TIA/TMP - May 12, 2009
❑MM❑ ands Inc.
N
O
W
N
N
N
Permanent Bus Access Procedure
1. The Drop-Off or Pick -Up TMP for automobiles is in operation during either peak period.
2. The bus enters from Heartz Road with other school traffic.
3. When seeing the bus approach, the Traffic Administrator moves to block the progression of
queued vehicles towards the automobile Loading Area.
4. The S1 staff member releases any vehicles staged to enter the automobile Loading Area,
then removes enough cones so that the bus can cross the barrier between traffic flows.
5. When clear, the bus proceeds south to the bus area for loading/unloading. Loading
W w W W w N N
scale: operations take place on the right side of the bus, directly in or out of the rear door to the
TQ' Traffic Administrator building.
Staff Member Removes Cones –� o — Moves Here to Briefly 9z 1 " U 60 6. When the bus has passed the crossover area, the S1 staff member restores the cone
For Bus To Pass Through Stop Automobiles a barrier to the TMP configuration, then resumes position to control automobile entry to the
Loading Area.
sz 7. When the cones are restored, the Traffic Administrator releases the automobiles to proceed,
Modified curb and and the TMP procedure for drop-off or pick -up begins again.
< s New Pavement vz 8. The bus can exit by proceeding around the surface parking lot in the normal two-way traffic
30 Radius O pattern, and then exit to Heariz Road. Bus exits will be delayed until after the conclusion of
S ^° FEz any double- stacked queue operation. The S3 staff member can assist in maintaining a 6 ^(0 Gear path for bus exits if desired.
e n
,h Zz M
<
3 Staff Member Controls ®� C
Access to Rear Door and e O C53 0
Manages Bus Loading and Unloading � 4� C
�G�' > z J
Manara Academy �� d 9�
Staff Responsibilities During Bus Access
T - Traffic administrator is responsible for the onsite circulation.
Interrupts automobile flow for bus to cross.
S1 - Staff member removes the cone barrier and then restores it when the bus has passed.
S2 - Staff member controls rear door and manages bus loading and unloading.
S3 - Staff member manages double- stacked queue if needed.
Legend:
Inbound Q Traffic Administrator
Vehicle Path
sQ Staff Member
Outbound
Vehicle Path (( j Loading Station
F; Available Queue Position
Exhibit 13 - Permanent Bus Access Pl
Manara Academy TIA/TMP - May 12, 2009
C] =pl K'minv - Hom
v =U aWAssodeles,Inc. �r
CU
2
ri r _____., r _.__.,
i . .
L_____J L_____J L_._J L_____J L.___.J L_____J L...-_J
W N C (L N v T •• •• A W N C cD I `'^
-. 00 '
• T
H
< s H
< S
< S
^A
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Manara Academy
Alternate Bus Access Procedure
1. The Drop-Off or Pick -Up TMP for automobiles is in operation during either peak period. The
Alternate Bus Access does not conflict with the automobile circulation.
2. The bus enters from Heartz Road, then uses the hammerhead pavement to reverse
direction.
3. The bus loads or unloads on the right side of the vehicle at the bus loading area, which is
attended by a staff member.
4. After loading or unloading, the bus exits to Heartz Road.
Scale:
7 " =60' Fire Lane Issues
on ,1x17 Plot The buses to be used will be provided by Dallas County Schools, with assigned drivers. The buses
can vacate the hammerhead fire lane at any time if the area is needed for emergency uses. Any
staging of buses will be in position next to the loading area, facing out towards Heartz Road. There
will be no long -term storage of buses on the site.
C
0
C
J
Staff Responsibilities During Bus Access
T - Traffic administrator is re.,ponsible for the onsite circulation.
Interrupts automobile flow for bus to cross.
S1- Staff member removes the cone barrier and then restores it when the bus has passed.
S2- Staff member controls rear door.
S3- Staff member manages double- stacked queue if needed.
S4- Staff member manages bus loading and unloading
Legend:
Inbound Traffic Administrator
Bus Path
Staff Member
Outbound
Bus Path 0 Loading Station
0 Available Queue Position
Exhibit 14 - Alternate Bus Access Plan
Manara Academy TIA/TMP - May 12, 2009 r
❑�❑ and Amodift Inc
C 1(irnley -Horn
_ and Associates, Inc.
VI. CONCLUSIONS AND RECOMMENDATIONS
Based on the traffic analysis presented in this report, the Manara Academy with a total of 500 K -8
students can be successfully incorporated into the surrounding roadway network. Using the latest
research and surveys of prospective student behavior, the vehicle trips generated by the school will not
have a significant negative effect on the public streets or the on -site circulation. School uses up to 400
students were accommodated on the site in the past with no significant issues. As a collector street,
Heartz Road is designed to accommodate larger traffic volumes and to support uses like schools. Since
the access point to London Way is closed except to emergency access, and Heartz Road operations
remain at very favorable levels, no significant volume of school traffic is projected to use London Way.
The traffic management plans and bus access plans that have been developed with the cooperation of
the school staff and the City of Coppell staff will guide the on -site operations during the drop -off and
pick -up time periods. While the site will appear crowded for the few minutes nearest the drop -off or
pick -up times, the plans will allow the school - related traffic flows to queue on the site when needed,
and proceed efficiently through the loading areas. There is no significant safety concern resulting from
the proposed school operations, and the functionality of Heartz Road will not be significantly affected.
Manara Academy TIA & TMP, Coppell, Texas Page 33
May 2009
❑ ❑ and Associates, Inc.
APPENDIX
Manara Academy TIA & TMP, Coppell, Texas
May 2009
❑ ❑ Kir *y -Horn
and Associates, Inc.
Traffic Counts
Manara Academy TIA & TMP, Coppell, Texas
May 2009
w�•
Md
NB Heartz Road between Sandy Lake Road and Westbury Drive
TIME n nn n-is n-�n n-ar; TOTni
Date Began:
4/8/2009
0:00
0
1
1
0
2
1:00
0
0
1
0
1
2:00
0
0
0
0
0
3:00
2
0
0
1
3
4:00
0
2
1
2
5
5:00
2
3
2
4
11
6:00
2
2
8
15
27
7:00
13
40
36
38
127
8:00
32
34
11
24
101
9:00
61
36
21
20
138
10 :00
18
16
9
16
59
11:00
13
15
17
22
67
12:00
27
22
20
26
95
13:00
14
15
26
28
83
14:00
53
44
30
35
162
15:00
36
42
30
42
150
16:00
48
46
58
47
199
17:00
44
67
64
68
243
18:00
58
62
51
47
218
19:00
38
18
30
24
110
20:00
24
14
41
20
99
21:00
32
22
14
14
82
22:00
8
6
6
3
23
23:00
1
11
3
2
7
IUTAL 2012
The A.M. peak hour from 7:15 to 8:15 is 146
The P.M. peak hour from 17 :15 to 18 :15 is 257
Collected by. CJ Hensch & Associates, Inc
209 E. Pioneer Dr
Irving, TX 75061
SB Heartz Road between Sandy Lake Road and Westbury Drive
TIME 0:00 0:15 0:30 0:45 TOTAL
Date Began:
4/8/2009
0:00
3
1
0
1
5
1:00
1
0
0
1
2
2:00
0
1
2
1
4
3:00
0
0
0
1
1
4:00
1
1
0
0
2
5:00
0
1
3
5
9
6:00
7
4
9
15
35
7:00
24
39
70
90
223
8:00
53
60
40
44
197
9:00
51
26
19
16
112
10:00
15
16
17
7
55
11:00
27
12
24
28
91
12:00
15
26
14
22
77
13:00
20
22
25
52
119
14:00
45
20
16
24
105
15:00
30
34
32
28
124
16 :00
41
50
56
32
179
17:00
50
42
44
40
176
18:00
49
46
44
30
169
19:00
56
37
22
18
133
20:00
24
26
14
18
82
21:00
19
16
16
8
59
22:00
14
3
3
2
22
23:00
1
41
2
4
11
10 1 AL: 1992
The A.M. peak hour from 7:30 to 8:30 is 273
The P.M. peak hour from 16:15 to 17 :15 is 188
Collected by. CJ Hensch & Associates, Inc
209 E. Pioneer Dr
Irving, TX 75061
250
200
- - -.- - - - - - - -
- - - - -
150
- -
w
J
39
�
0,
100
- -
ce'
�
50
- -
-
0
rq
0 0 0 0 0 O 0 0 0
0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 o O o 0 0 0
0 0 0 0 0 o O o 0 0 0 0 0 0 0
..
O N M V ui cD t- 00
.
m C O N M
N N N N
TIME
Collected by. CJ Hensch & Associates, Inc
209 E. Pioneer Dr
Irving, TX 75061
Heartz Road at Sandy Lake Road
Tuesday, May 05, 2009
Turning Movement Count
Total 11J 14Y Ll3 U :3 Ltd 1441 00 c .,. .. .. •• , -• -- - -
�.�p
$ xx' y .a. s ..� \E¢ -,�+F "Y s ��' y \. `i \ { "w
14:30
From North
From East
From South
From West
Time
7:00
Heartz Road
Left Thru Right U -Turd Peds
3 14 13 0 1
Sand y Lake Road
Left Thru Right U-Turnl Peds
9 116 5 0 0
Heartz Road
Left Thru Right U -Turn] Peds
3 4 5 0 1 1
Sandy Lake Road
Left Thru Right U -Turn Peds
8 72 6 0 0
7:15
11
15
27
0
l
18
172
14
0
1
8
6
12
0
0
9
100
2
0
1
7:30
17
29
35
0
1
36
184
5
0
0
Il
12
13
0
2
11
122
6
0
0
7:45
26
27
50
0
1
43
255
22
1
1
10
12
18
0
1
11
123
9
0
0
8:00
22
25
30
0
1
36
210
12
1
1
9
9
9
0
1
10
156
8
0
1
815
14
]2
13
0
0
23
184
IS
0
0
9
9
2
0
1
11
116
l0
0
I
8 :30
I1
16
23
0
0
26
152
7
0
0
4
8
7
0
0
6
116
9
0
0
8:45
ll
ll
22
0
0
22
168
8
0
2
5
7
5
0
0
11
99
10
0
0
Total 11J 14Y Ll3 U :3 Ltd 1441 00 c .,. .. .. •• , -• -- - -
�.�p
$ xx' y .a. s ..� \E¢ -,�+F "Y s ��' y \. `i \ { "w
14:30
8
6
10
0
0
12
99
11
0
0
11
10
8
0
0
14
102
1 5
0
0
14:45
13
7
9
0
1
7
110
17
0
0
6
10
9
0
0
18
145
10
0
0
15:00
13
4
14
0
0
16
84
21
0
0
12
17
10
0
0
17
153
7
0
0
15:15
19
8
28
0
0
18
147
18
0
0
6
10
16
0
2
5
152
7
0
1
15 :30
11
10
20
0
0
11
157
16
0
0
7
17
19
0
0
18
124
9
0
0
15 :45
12
16
9
0
0
18
166
14
0
1
6
13
16
0
0
l5
155
10
1
1
16:00
22
15
1 17
0
1 0
25
146
1 10
0
1 0
13
15
16
0
1
22
1 165
10
1 0
1
16:15
32
17
1 11
0
1 0
14
159
15
0
0
10
10
17
0
1
15
1 161
16
0
0
16:30
17
11
1 22
0
1 0
2
8
0
0
11
20
16
0
1
24
168
9
0
0
16:45
20
13
24
0
2
16
0
0
8
9
22
0
0
27
132
21
0
1
17:00
19
16
23
0
0
1
17
0
0
14
20
34
0
0
28
190
11
0
1
17:15
11
14
21
0
0
0
18
0
0
14
20
21
0
1
25
184
10
0
0
17:30
31
15
30
0
2
fl4l
1
17
0
0
15
28
19
0
0
26
164
10
0
0
17:45
24
16
29
0
0
5
21
2
0
12
21
24
0
1
38
191
12
0
0
18:00
19
19
IS
0
0
14
1
0
6
13
12
0
0
34
201
_5
0
0
18:15
16
18
22
0
0
6
15
0
0
17
20
16
0
0
22
1 180
1 13
1 0
0
total RS/ LU> JU/ U c-Ia woc
re
"79 3. W 14
Gr. Total
402
354
1 520
0
1 10
468
1 3903
1 336
1 5
1 6
227
1 320
1 346
1 0
1 13
425
1 3471
225
1
8
%of Tot.
4%
3%
5%
0%
4%
35%
3%
0%
2%
3%
3%
0 °/
4%
32%
A rch%
12%
43%
8%
37%
of Apprch
32%
1 28%
1 41%
1 0%
10%
1 83%
F7 %
0%
25%
36%
39%
1 0%
Left
I Thru
I Right
JU-Turuj
Peds
Left
I Thru
I Right
JU-Turnj
Peds
Left
I Thru
I Right
JU -Turd
Peds
heft
Thru
Right
JU-Turnj
Peds
Heartz Road
Sandy Lake Road
Heartz Road
Sandy Lake Road
F rom North
From East
From South
From West
Heartz Road at Bethel School Road
Tuesday, May 05, 2009
Tuming Movement Count
aoaa. aov u .�iu u V V Lai W/ U 1 U U U U U Jb 1n/ U U U
14:30
From North
From East
From South
From West
0
Heartz Road
Bethel School Road
7
Bethel School Road
Time
Left
Thru
Right
U -Turn
Peds
Left
Thru
Right
U -Turn
Peds
Left
Thru
Right
U -Turn
Peds
Left
Thru
Right
U-Turnj
Peds
7:00
22
0
23
0
0
0
18
17
0
1
0
0
0
0
0
2
16
0
0
0
7:15
39
0
39
0
0
0
38
38
0
0
0
0
0
0
0
4
28
0
0
0
7:30
34
0
68
0
0
0
61
52
0
0
0
0
0
0
0
7
23
0
0
0
7:45
28
0
67
0
0
1 0
39
54
0
0
0
0
0
0
0
8
19
0
0
0
8:00
21
0
60
0
0
0
18
47
0
0
0
0
0
0
0
8
21
0
0
0
8:15
15
0
45
0
0
0
28
14
0
0
0
0
0
0
0
6
13
0
0
0
8:30
17
0
1
43
0
0
0
30
9
0
0
0
0
0
0
0
11
14
0
0
0
8:45
10
0
31
0 1
0 1
0
29
16
0
0
0
0
0
0
0
12 1
23
0
0
0
aoaa. aov u .�iu u V V Lai W/ U 1 U U U U U Jb 1n/ U U U
14:30
9
0
17
0
0
0
23
7
0
0
0
0
0
0
0
9
1 24
0
0
0
14:45
10
0
15
0
0
0
26
6
0
0
0
0
0
0
0
17
26
0
0
0
15:00
34
0
21
0
0
0
32
14
0
0
0
0
0
0
0
10
33
0
0
0
15:15
16
0
16
0
0
0
33
28
0
0
0
0
0
0
0
23
28
0
0
0
15:30
23
0
23
0
0
0
31
20
0
0
0
0
0
0
0
28
30
0
0
0
15:45
30
0
22
0
0
0
29
13
0
0
0
0
0
0
0
18
29
0
0
0
16:00
48
0
1 24
0
0
0
33
18
0
0
0
0
0
0
0
1 27
46
0
0
0
16:15
31
0
15
0
0
0
33
21
0
0
0
0
0
0
0
1 22
37
0
0
0
16:30
28
0
17
0
0
0
34
9
0
2
0
0
0
0
0
19
46
0
0
0
16:45
31
0
27
0
0
0
26
17
0
1
0
0
0
0
0
33
46
0
0
0
17:00
35
0
26
0
0
0
27
24
0
0
0
0
0
0
0
31
28
0
0
0
17:15
22
0
21
0
0
0
36
30
0
0
0
0
0
0
0
26
40
0
0
0
17:30
31
0
26
0
0
0 1
29
28
0
0
0 a
0
0 1
0
0
31
1 44
0
1 0
0
17:45
21
0
17
0
0
0
36
32
0
0
0
0
0
0
0
21
30
0
0
0
18:00
30
0
21
0
0
0
25
20
0
0 1
0 1
0
0
0
0 1
25
39 1
0 1
0
0
18:15
26
0
15
0
0
0
29
23
0
0 1
0 1
0
0
0 1
0 1
25
30 1
0 1
0
0
Gr. Total
611
0
1 699
1 0
1 0
0
743
557
0
4
0
0
0
0
0
423
1 713
0
0
0
% of Tot.
16%
1 0%
1 19%
0%
0%
20%
1 15%
0%
0%
0%
0%
0%
11%
1 19%
1 0%
1 0
A rch%
35%
35%
0%
30%
% of Apprch
47%
1 0
1 53%
0%
0%
57%
1 43%
0%
0%
0%
0%
0%
T 63%
1 0%
1 0
Left
I Thru
I Right
JU-Turnj
Peds
Left
I Thru
I Right
JU -Turn
Peds
Left
Thru
I Right
JU-Tur.1
Peds
Left
I Thru
I Right
JU-Turnj
Peds
Heartz Road
Bethel School Road
Bethel School Road
From North
From East
From South
From West
❑ and Inc.
Preliminary Student Information
(as of May 2009)
'— - = Manara Academy TIA & TMP, Coppell, Texas
60 May 2009
Below are some of the key vehicle traffic data based on our enrollment information year 1(August
2009)
• Year 1 —School opens August 24` 2009 with K -5' grade. Maximum enrollment — 350
• As of current enrollment numbers, we have 304 applications belonging to 197 families. The
break -down of the number of families based on their home city location:
• As of April 28, 2009, total number of students:
• As of April 28, 2009, the cities where students live and the total number of families:
Limited Sample of Zip Code Distribution and Interest In Bus Transportation
Yes No Zip Code Pay? Comments # Students needing
Transportation
1 75006 2
1 75006 yes 1
1 75007 Yes 1
1 75019 2
1 75019 na
1 75019 Yes 1
1 75019 na
1 75019 na
1 75019 na
1 75019 na
1 75019 na
1 75024 Yes 2
1 75028 Yes 1
1 75028 after school only 2
1 75038 1
1 75038 3
1 75038 Yes 1
1 75038 1
1 75038 Yes 1
1 75038 Yes 2
1 75038 na 4
1 75038 Yes 2
1 75038 Yes 2
1 75038 2
1 75038 Yes 2
1 75038 Yes 1
1 75039 Yes 1
1 75039 Yes 1
1 75057 3
1 75061 Yes suggest: $2S month 1
1 75061 na
1 75061 Yes 2
1 75062 2
1 75062 Yes 1
1 75062 Yes 2
1 75062 Yes 1
1 75062 Yes 1
1 75062 Yes 2
1 75062 Yes 2
1 75062 Yes 2
1 75062 Yes 1
1 75062 Yes 3
1 75062 Yes 2
1 75062 1
1 75062 Yes 1
1 75062 2
1 75062 yes 3
1 75063 na
1 75063 Yes 2
1 75063 Yes 1
1 75063 Yes 1
1 75063 na
1 75063 Yes 2
1 75063 Yes 1
1 75063 Yes 1
1 75063 na
1 75223 Yes 1
1 75223 Yes 1
1 75254 Yes 1
1 76010 Yes 1
1 76010 Yes or75052 2
1 76040 na
1 76040 Yes 1
1 76040 2
1 76040 Yes 1
1 76051 Yes 2
1 76051 yes 2
1 na
1 na
1 na
1 na
1 na
1 na
1 na
56 18 90
❑ I nft -Hom
and Associates, Inc:.
SynchroTm Output - 2009 Background Traffic
Manara Academy TIA & TMP, Coppell, Texas
May 2009
Manara Academy TIA 2009 - Background - AM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & H Road
Lane Configurations,,
Ideal Flow (vphpl)
1900
1900
1900
` 1900
1960''
X 19'
»1900
'i900
` 1900
1900
1900 `1980
Lane Width (ft)
12
12
12
12
12
12
12
12
12
12
12 12
Grade ( %)
0%
0%
0%
0%
Storage Length (ft)
200
0
200
0
200
0
200
0
Storage Lanes
1
0
1
0
1
0
1
0
Total Lost Time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0 4.0
Leading Detector (ft)
50
50
50
50
50
50
SQ L ._ .,, r. ..� .,
Trailing Detector (ft)
0
0
0
0
0
0
0
0
Turning Speed (mph)
15
9�
Lane Util. Factor
1.00
0.95
0.95
1.00
0.95
0.95
1.00
1.00
1.00
1.00
1.00 1.00
Ped Bike Factor
Frt
0.991
0.991
0.925
0.913
Fit Protected
0.950
&950
0.950
0.950
Satd. Flow (prot)
1770
3507
0
1770
3507
0
1770
1723
0
1770
1701 0
Fit Permitted
0.175
`'
0.281
0,462
0.667
Satd. Flow (perm)
326
3507
0
523
3507
0
861
1723
0
1242
1701 0
Right Turn on Red
Yes
Yes
Yes
Yes
Satd. Flow (RTOR)
8
9
46
74
Headway Factor
1.00
1.00
1:00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00 1.00
Link Speed (mph)
40
40
30
30
Link Distance (ft)
683
983
551
96
Travel Time (s)
11.6
16.8
12.5
13.4
Volume (vph)
43
517
33
140
833'`,
54
39
42
42
79
93 ' 128
Confl. Peds. (# /hr)
Confl. Bikes ( # /hr)
Peak Hour Factor
0.92
0.92
0,92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92 0.92
Growth Factor
100°icr `
100
100%
100
100%
100
100
100%
100
100%
100% 100%
Heavy Vehicles ( %)
2%
2%
2%
2%
2%
2%
2%
2%
2%
2%
2% 2%
Buse Blockages { #/hr}
0
0
0
0
0
(�
�;�,� .:
�� ;° 0 �I�I �ts_ 0 0
Parking ( # /hr)
Mid -Block Traffic ( %)
0%
0 %a,..
Adj. Flow (vph)
47
562
36
152
905
59
42
46
46
86
101 139
Lane Group Flaw (vph)
47
598
0
152
964
0
40 0
Turn Type
pm +pt
pm +pt
pm+ t
pm +pt
Protected Phases '
7
4
3
8
Permitted Phases
4
8
2
6
Detector Phases
7
4
3
8
5.....
Minimum Initial (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Minimum Split (s)
8.0
20:0
8.0
20.0
&0
20.0
8.0J PJ 0
Total Split (s)
12.0
36.0
0.0
16.0
40.0
0.0
11.0
26.0
0.0
12.0
27.0 0.0
Total Split ( %)
13.3% 40.0%
0.0%
17.8% 44.4%
0.0% 12.2%
28.9%
0.0%
13.3 %
30.0% 0.0
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
15
3.5
15
All -Red Time (s)
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5'
Lead /Lag
Lead
I_ag
Lead
Lag
Lead
Lag
Lead
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Yes'
Yes
Yes
Yes
Yes` m
Recall Mode
None
None
None
None
None
Max
None
Max
Act Fffct Green (s)
27.3 ,.
22.1
32.0
26.4
28.0
23.3
30.3
26.8
Actuated g/C Ratio
0.35
0.30
0.42
0.36
0.36
0.33
0.40
0.37
Manara Academy TIA 5/11/2009 2009 - Background - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
t � � � 4N t 1
Manara Academy TIA 2009 - Background - AM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Stops (vph) 24 416 71 710 25 37 _ 47 115
Fuel Used(gal)
CO Emissions (g /hr) 39 653 144 1222 93 195 62 174
NOx Emissions (g /hr)
�^-
• o3
1 il
`'► o4
28, 3 ,
16 ...
mss..
°`
VOC Emissions (g /hr)
9
151
33 283
22
45
14
40
Dilemma Vehicles ( #)"
a
. =57
0
0
Queue Length 50th (ft)
12
127
41 224
12
17
26
66
Queue Length 95th (ft)
28
184
73 X 301
36
59
63
150
Internal Link Dist (ft)
603
903
.
471
u..� .
508
Turn Bay Length (ft)
200
200
200
Base Capacity (vph)
268
1387
414 1559
397
594
550
669
Starvation Cap Reductn
0
0
0 0
0
0
0
Spillback Cap Reductn
0
0
0 0
0
0
0
0
Storage Cap Reductn
0
0
0 0
0
WIWf ..
Reduced v/c Ratio
018
.,
0.43
0.37 0.62
0.11
0.15
0.16
0.36
Intersection Opacity Utilization 57.5%
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
\41 *
01 `I o2
�^-
• o3
1 il
`'► o4
12 26 s ` _
_
16 ...
mss..
05
� ' 06
dl2s
t o7
08
-1
27<s
148s
Manara Academy TIA 5/11/2009 2009 - Background - AM Peak Hour Synchro 6 Report
Kimley Horn Page 2
---* -I. --* i t 4 \ '� �' ti *�
Manara Academy TIA 2009 - Background - AM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
Decay ,,
12.5
HCM Level of Service B
o
Intersection Opacity Utilization 56.1 % ICUt evof °Seivice°
Analysis Period (min) 15
Manara Academy TIA 5/11/2009 2009 - Background - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Lane Configurations,
'
Sign Control
Stop
Stop
Stop
Volume (vph)
27
91
156
191 122 234
eak Hcur Factor
0.92
0.92
"0,92
0,92 0.92 0.92
Hourly flow rate (vph)
29
99
170
208 133 254
Volume Total (vph)
128
377
387
WE Lewph
29
0
133;
Volume Right (vph)
0
208
254
x
0,08
-0.30
- 0.29`,
Departure Headway (s)
5.5
4.8
4.9
Degree flit — n', x-
0,20
Ot51
0.53
Capacity (veh /h)
594
707
693
Control Delay (s)
9.9
121
13.2"" n
Approach Delay (s)
9.9
12.7
13.2
Approach LOS
A
B
Decay ,,
12.5
HCM Level of Service B
o
Intersection Opacity Utilization 56.1 % ICUt evof °Seivice°
Analysis Period (min) 15
Manara Academy TIA 5/11/2009 2009 - Background - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Manara Academy TIA 2009 - Background - School Pickup Peak Hour (3-4PM)
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Lane Configurations
Lane Width (ft) 12 12 12 12 12 12 12 12
Grade
Storage Length (ft) 200 0 200 0 200
12 12 12 12
0 200 0
Otulclyt;
Total Lost Time (s)
4.0
4.0 4.0
4.0
4.0
4.0 4.0
4.0
4.0
4.0
4 .0 4.0
Leading Detector (ft)
50
50
50,,,
50
50,
x,50 W g�, 5�
Trailing Detector (ft)
0
0
0
0
0
0
0
0
Turning Speed (mph)
; 1
Lane Util. Factor
1.00
0.96 0-4
.95
0.95 1.00
- 1.06
1.00
1.00
1.00 1.
P6d Bike Facto
A
Frt
0.992
0.983
0.923
0.902
I It Protected
0.95 W-,-0.950
1.950
0.950
Satd. Flow (pros)
1770
3511 0
1770
34.��"
1770
1719
0
1770
1680 0
FIt Permitted 0.26 -- -0 .264
681
0.599
Satd. Flow (perm)
484
3511 0
492
3479
0 1269
1719
0
1116
1680 0
Right Turn on Red NNW, YORIJAN
]OIL
e
JINNbL
Yes
Satd- Flow (RTOR)
1 7
16
55
77
Headway Factor 1.00
1.00
1.0OWN6, Ny
it 00
1.00
1,00
1.00 1.66
Link Speed (mph)
40
40
30
30
Link Distance (ft)
683
983
551
588AM
T ravel Time (s)
11.6
16.8
12.5
13-4
Volume (vph)
56
584 33
63
554, 31
57
61
55
38 71`
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
M
Peak Flour Factor
0,92
0.92 0.92
0.92
0.92
0.92 0.92
0.92
0.92
0.92
0.92 0.92
Growth Factor
I 0
100% 1
100%
100%
100% 1 00%
100%
100%
100%
100% 100-/
Heavy Vehicles
2%
2 % Xo 2%
2'),
2%
2 % 2%
2%
2
2%
2%
Bus Blockages (#/hr)
0
0 0
0
0
0 0
0
0
0
0
Parking (#
Mid-Block Traffic (%)
0%
0%
0%
Adj. Flow (vph)
61
635 36
68
602
75 34
62
6 6
60
41 77
Lane Group Flow (vph)
61
671 0
68
677
0 34
128
0
60
1 18 b,
Turn Type
pm+pt
Pill ' pt
prn+pt
pm Pt
Phases
7
4
3
2
Permitted Phases
4
8
2
6
Dete'c'tor_P,#
7
4
3
Minimum Initial (s)
4.0
4.0
4.0
4-0
4.0
4.0
4.0
4.0
Minimum Split,"(s),
8.0
20.0
8.0
20.0��
.0
2 0. 0
Total Split (s)
16.0
35,0 0.0
160
35.0
0.0 14.0
24.0
0.0
15.0
25.0 0.0
Total Split (%)
17.8%
38.9% 0.0%
17,8%
38:9%
010 - 15.6%
26,7%
0.0%
16.7% 27.8% 0 -w - -
Ph
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
3.5
3.5
All-Red Time (s)
0.5
05
0:5
0.5
0.5
0,5
0:5
0.5
Lead/Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead-Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
None
None
None
None
Max
None
Max
Act Effct Green (s),,,,
20.7
16.9
20.9
17.0
252
2Z7
26.6
24,9
Actuated g/C Ratio
0.32
0.28
0.33
0.28
0.38
0.38
0.42
0.42
Manara Academy TIA 5/11/2009 2009 - Background -
School Pickup Peak Hour (3-4PM)
Synchro 6 Report
Kimley Horn
Page 1
Manara Academy TIA 2009 - Background - School Pickup Peak Hour (3 -4PM)
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
i ~ 1 _ 4,, I 7
v/c Ratio
0: °- 4. 7 6,2 "' 0 68
` 0.06
0.19
0.11
0.16
Control Delay
13.4
23.7
13.6
....
23.5
14.0
14.1
13.3
9.9
Queue Delay
0:0
0.0
0.0
00
0.0
0.0
0.0
0.0
Total Delay
13.4
23.7
13.6
23.5
14.0
14.1
13.3
9.9
LOS
B
C
B
�`,.
�
B
B
A
Approach Del a
22,9
22.6
14.1
11.0
Approach
B
Stops (vph)
32
486
36
486
19
52
31
34
Fuel dgal"
1
4 1
CO Emissions (91hr)
51
742
66
832
73
268
40
63
1
VOC Emissions (g /hr)
12
172
15
193
17
62
9
15
Dilemma Vehicles ( #); 0
°
0
'£
0 ;.
;,
Queue Length 50th (ft)
14
131
16
131
8
23
14
9
Queue Length 95th (ftY '
` � 35
197
38,1
27
72
41
55
Internal Link Dist (ft)
603
903
471
508
Turn Bay Length (ft) -
200
200 �.,. 200`
m
200
Base Capacity (vph)
398
1518
400
1511
561
685
558
743
Starvation Cap Reductn
0
0
0
;`
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0; .,. 0
Reduced v/c Ratio
0.15
0.44
0.17
0.45
0.06
0.19
0.11
0.16 .
ersect�on �iatli -
Area Type: 0ther
Splits and Phases: 1: Sandy Lake Road & Heartz Road
01
t o2
o3
4 o4
15 ] s.
24 s
1 s.
35.s
o5
1 1 41, e6
t o7
4 08
14s 125S
16s.::
35s ..
Manara Academy TIA 5/11/2009 2009 - Background - School Pickup Peak Hour (3 -4PM) Synchro 6 Report
Kimley Horn Page 2
Maximum v/c Ratio: 0.68
Intersection Signal Delay: 20.8 Intersection LOS: C
Intersection Capacity Utilization 40.6% ICU Level of Service A "
Analysis Period (min) 15
Manara Academy TIA 2009 - Background - School Pickup Peak Hour (3 -4PM)
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
Lane Configurations
Sr 4 Ccintrol
Stop
Volume (vph)
79 120
125 75
103
82
Pe Factor
9, 0
,92
0.92
0.9�
,gWpur
Hourly flow rate (vph)
86 130
136 82
112
89
Volume Total (vph) 216 217 201
0 82 89
4.5 4.8
Capacity (veh /h) 711 757 699
Control Delay (s) 9.7 9.2 9,5
Approach Delay (s) 9.7 92 9.5
Capacity,
�riod (min) 15
Manara Academy TIA 5/11/2009 2009 - Background - School Pickup Peak Hour (3 -4PM) Synchro 6 Report
Kimley Horn Page 1
Manara Academy TIA 2009 - Background - PM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Lane Configurations
1 "
tT
'
ideal Flow (vphpl)
1900
1900'
" 1 ' 960 " ' 1 ' 900
1900
1900
' 1900
` 19W
Lane Width (ft)
12
12
12
12
12
12
12
12
12
12
12
12
Grade { ° r°
0 ° l0
0%
Storage Length (ft)
200
0
200
0
200
0
200
0
Storage Lanes
1
0
1
0
1
0`
1
Total Lost Time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Leading Detector (ft)
50
50
50
50
50
50
50
5_
Trailing Detector (ft)
0
0
0
0
0
0
0
0
Turning Speed (mph)
15
9
"
9..
Lane Util. Factor
1.00
0.95
0.95
1.00
0.95
0.95
1.00
:00
1 00
1.00
1.00
1.00
P Bike Factor
'
[ .
Tyz "-
1
0.992
0.987
0 92t
0.906
Flt Protected
0:950
0.950
0.950
0.950
Satd. Flow (prot)
1770
3511
0
1770
3493
0
1770
1716
0
1770
1688
0
Flt Permitted `
0.158
0.235
0.554
0.439
Satd. Flow (perm)
294
3511
0
438
3493
0
1032
1716
0
818
1688
0
Right Turn on Red
Yes
Yes
Yes
Yes
Satd. Flow (RTOR)
8
13
56
87
Headway Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Link Speed (mph)
40
40
30
30
Link Distance (ft)
683
983
551
588
Travel Time (s)
11.6
16.8
12.5
13.4
y
Volume (vph)
117
729
43
64
747
'73
55
89
98
" 85
61
103
Confl. Peds. ( # /hr)
Confl. Bikes ( # /hr)
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
Growth Factor
' 100%
'100%
100%
100%
100 %°
100%
100%
100% 100
%°
100
100 %°
100%
Heavy Vehicles ( %)
2%
2%
2%
2%
2%
2 %,
2%
2%
2%
2%
2%
2%
Bus Blockages ( #/hr)
0
0
0
0
0
0
0
0
0'
0
0
it
Parking ( # /hr)
Mid -Block Traffic ( %)
0%
0%
0 °1°
0%
Adj. Flow (vph)
127
792
47
70
812
79
60
97
107
92
66
112
Lane Group Flow (vph)
127
839
0
70
891
0
60 .
204
0
92
178
0
Turn Type
pm +pt
pm +pt
pnr +pt
pm +pt
Protected Phases
7
4
3
8
5
2
1
6
Permitted Phases
4
8
2
6
Detector Phases
8
5
2
1
6
Minimum Initial (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Minimum Split (s)
8.0
20`0
$ 0.0
8.O
20.0 `''
&0
20:0
Total Split (s)
16.0
41.0
0,0
13.0
38.0
0.0
12.0
23.0
0.0
13.0
24.0
0.0
Total Split { °Jo)
17.8 %° 45:6°1°
0.0%
14A%
0.0%
13.3% 25.6% ;`0.0%
14.4% 261%
0.0%
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
15
3.5
15
All -Red Time (s)
0;5
0.5
0.5
0.5
O:5
O5
0.5
0.5
Lead /Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
None
None
None
None
Max
None
Max
Act Effct Green (s)
32.1
25.2
29.0
23.7
25.7
21.2-
27.6
219
Actuated g/C Ratio
0.43
0.35
0.39
0.33
0.34
0.29
0.37
0.33
Manara Academy TIA 5/11/2009 2009 -
Background
-
PM Peak
Hour
Synchro 6 Report
Kimley Horn
Page
1
Manara Academy TIA 2009 - Background - PM Peak
Lanes, Volumes, Timings 1: Sandy Lake Road & Hearn s
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
01
---* --0 --*
'r
~
4-- 4
I
13s
41's
05
1� _ 06
4 o7
08
24sEti �„ ,. - �;F
vIe Ratrd 42, - 0:68
0.23
0 77 ,=
0 14 ' 0.38
0.23
0.29
Control Delay
8
14.8'
4. 23.2
12.1
27.1
18.5
22.7
183
16.1
Queue Delay
0.0 0.0
0.0
0`.0
0.0
0!0
0.0
0.0
Total Delay
14.8 23.2
12.1
27.1
18.5
22.7
18.7
16.1
LOS
B C
B
C
B
C
B
B
Approach Delay
22.1
26.1
21.8
17.0
Approach L
C
C
C
B
Stops (vph)
54 591
32
664
36
112
52
70
Fuel Used(gat }.: � '1 s
h - 1
17
2
7
1
2
CO Emissions (g /hr)
.�
100 911
63
1155
133
462
70
117
NOx Emissions (g /hr)
''12
225
26
90
14
23
VOC Emissions (g /hr)
23 211
15
268
31
107
16
27
Dilemma Vehicles ( #)` 0
0
54
0
0
0
0
Queue Length 50th (ft)
32 176
17
197
18
59
28
35
Queue Length 95th (ft)
59 X 246
36
281
49
142
69
101
Internal Link Dist (ft)
603
903
471
508
Turn Bay Length (ft)
206
200
200,
200
Base Capacity (vph)
365 1589
338
1486
428
544
418
618
Starvation Cap Reductn
0 0
0
0
0
0
0
0
Spillback Cap Reductn
0 0
0
0
0
0
0
0
Storage Cap Reductn
0 0
0
0
0
0
0
0
Reduced v/c Ratio
0.35 0.53
0.21
0.60
0.14
0.38
0.22
0.29
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
01
m2
03
"`�` M
13s
41's
05
1� _ 06
4 o7
08
24sEti �„ ,. - �;F
16S
38 _
Manara Academy TIA 5/11/2009 2009 - Background - PM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Manara Academy TIA 2009 - Background - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
t —10. .4— Al \10. 4
Lane Configurations
W,
1'
T'
:.
0n rttrrsC ...r�. Stop
Sfoj�
5.1
Volume (vph)
121
158
118 99
119 100
Peak Hour Factor
0.92
0.92
0:92 0.92
0.9 .9
Hourly flow rate (vph)
132
172
128 108
129 109
V olume ota vp
303
236
238
132
0
129x;
Volume Ri ht (vph)
0
108
109
Manara Academy TIA 5/11/2009 2009 - Background - PM Peak Hour
Kimley Horn
Synchro 6 Report
Page 1
rrif rere section Capacity Utilization 50.0 % s 'ICt7evel of Service A`
Analysis Period (min) 15
W,
0.24
Departure Headway s)
5.0
4.7
5.1
Degree Otilizat or ,,
.42 .
031
0.33'
Capacity (veh /h)
689
719
650
Control 'Delay (s)
11.5
9.8
10,6
Approach Delay (s)
11.5
9.8
10.6
Manara Academy TIA 5/11/2009 2009 - Background - PM Peak Hour
Kimley Horn
Synchro 6 Report
Page 1
rrif rere section Capacity Utilization 50.0 % s 'ICt7evel of Service A`
Analysis Period (min) 15
.hroTM Output
us 350- Student School Traffic
64 May 2009
Manara Academy TIA & TMP, Coppell, Texas
Manara Academy TIA 2009 - Background + Manara 350 - AM Peak Hour
Lanes, Volumes, Timings 3: Sandy Lake Road & Heartz Road
--I --► ----* "'r
A 4\ t \40. 1 4/
Lane Configurations
I
- tl+
I
tl�_
1 �
Ta
1 1
T
!deal Flow (vphpi)
1900
1900
1900
1900
1900
1900
=1900
1900
1900
1900
1900
Lane Width (ft)
12
12
12
12
12
12
12
12
12
12
12
12
Grade ( ° l0j
0%
0%
0 °%
Storage Length (ft)
200
0
200
0
200
0
200
0
Storage Lanes
1
0
1
0
1
0
1
0
Total Lost Time (s)
4,0
4.0
4.0
4,0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Leading Detector (ft)
50
50
50
50.
50
50
50
50
Trailing Detector (ft)
0
0
0
0
0
0
0
0
Turning Speed (mph)
15
9
15
9
15
9
15
9
Lane Util. Factor
1_00
0.95
0.95
1.00
0.95
0.95
1.00
1.00
1.00
1.00
1.00
1.00
ed Bike Factor
Frt
0.979
0.991
0.916
0.919
Flt Protected
0.950
0.950
0.950
0.950
Satd. Flow (prot)
1770
3465
0
1770
3507
0
1770
1706
0
1770
1712
0
FIt Permitted
0.192
0:209
0.405
0.679
Satd. Flow (perm)
358
3465
0
389
3507
0
754
1706
0
1265
1712
0
Right Turn on Red
Yes
Yes
Yes
Yes
Satd. Flow (RTOR)
21
9
68
63
Headway Factor
1.00
1.00
1.00
1.00
1.00
1.00
1:00
1.00
1.00
1.00
1:00
1:00
Link Speed (mph)
40
40
30
30
Link Distance (ft)
683
983
551
588
Travel Time (s)
11.6
16.8
12.5
13.4
Volume (uph)
43
517
35
175
833
54
`' 82
49
63
79
110
128
Confl. Peds. (# /hr)
Confl. Bikes ( # /hr)
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
Growth Factor'
100%
100%
100
100%
100%
100%
100%
100%
100 %'
100%
100%
100`;<
Heavy Vehicles ( %)
2%
2`k
2%
2%
2%
2%
2%
2%
2°iU
2%
2%
2%
Bus Blockages ( #1hr)
0
0
-0
0
0
0
0
0
0. `, '0
0
Parking ( # /hr)
Mid -Block Traffic ( %)
0%
"0%
0%
�68
`t)%
Adj. Flow (vph)
47
562
92
190
905
59
89
53
86
120
13
Lane Gran Flow v �.- 47
6 „� `�'`
190
964
0
89
121
0
8` � . 59
0
Turn Type
m +pt
pm +pt
prn +pt
pm +pt
Pt4 fines
3
8
5
2
,..;
Permitted Phases
4
8
2
6
De
3
8 :-. ,
5
2
1 A
Minimum Initial (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Minimum Split (s)
8.0
20:
`8.0
20, 6 1 1 1 ,111110L§
0
' 20.0
,f
0.
Total Split (s)
11.0
31.0
0.0
19.0
.
390
0.0
.
120
29.0
0.0
11.0
2 &0
0.0
Total Split (
a
12.2 !o
r `"
,�4, 4 l�
.�
O.O I� 21.;1
l0
0
43:3 /0
o . ,
0.0 T
. . 0
1`3'' .3 Io '
�
32.21a
0�
0,0 , 0
0 ,�...
12.2 /0
- 0 .�
31.1 !�
0'0
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
0.5
0.5
0 5
0.5
0.5
0.5
0.5
0.5
Lead /Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead -Lag Optimized
Yes
Yes
Yes
Yes
Yes`
Yes
Yes
Yes
Recall Mode
None
None
None
None
None
Max
None
Max
Act Effct;Green (s)
26.5
21.6
33.1
27.3
31.5
26;6
30'4
26.1
Actuated g/C Ratio
0.33
0.28
0.42
0.36
0.40
0.35
0.39
0.34
Manara Academy TIA
5/11/2009
2009 - Background + Manara 350 -
AM Peak Hour
Synchro 6 Report
Kimley Horn
Page
1
Manara Academy TIA 2009 - Background + Manara 350 - AM Peak Hour
Lanes, Volumes, Timings 3: Sandy Lake Road & Heartz Road
911, 4]ataU
'I o2
o3
1 -4 o4
Control Delay
14.7
27.7
19.3
26.5
17.0
111
16.5
21.2
Queue Delay
0.0
0.0
0.0
0,0
0.0
0.0' '
0,0
0.0
Total Delay
14.7
27.7
193
26.5
17.0
13.1
16.5
21.2
LOS
B
�`
C
B
B `
Approach Delay
26.8
_
25.3
14.8
20.0
y pproach LOS
C C
B
C
Stops (vph)
26
475
97
718
48
40
47
140
uel Used(gal)
1
11 : -1, 3.. n
1
1
1
3
CO Emissions (g /hr)
41
758
196
1241
63
70
62
202
tOx Emissions (g /hr)
8
148
38
241
12
14
1 39
VOC Emissions (g /hr)
9
176
46
288
15
16
14
47
Dilemma Vehicles ( #)
0
36
0
55''
0 ' -.
-
Queue Length 50th (ft)
13
150
56
234
27
20
26
83
Queue Length 95th (ft)
30
218
95
307
62
64
6 b
Internal Link Dist (ft)
603
903
471
508
Turn Bay Length (ft)
200
200
200
200
Base Capacity (vph)
245
1195
415
1497
409
641
538
628
Starvation Cap Reductn
0,
0
0
0
0
0
0
_.,
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap,. Reductn
0
0
0
0
0
0
0
4
Reduced v/c Ratio
0.19
0.55
0.46
0.64
0.22
0.19
0.16
0.41
Splits and Phases: 3: Sandy Lake Road & Heartz Road
01
'I o2
o3
1 -4 o4
1 wix.M,
131
s'
o5
1 4 1,2,
o6
o7
08
s ..: ; 1
128
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Maximum v/c Ratio: 0.76
Intersection Signal Delay 24.1 Intersection LOS: C
jjjjWqn Capacity Utilization 59,6% U Level of' Service B
Analysis Period (min) 15
Manara Academy TIA 2009 - Background + Manara 350 - AM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 2: Manara Entry & Heartz Road
*,- *-- I t
w..
Right turn flare (veh)
Median type Non'"
Median storage veh)
Upstream signal (ft)
551 x
Lane Configurations
0.96
Tal
,
Sign Control
Stop
Free
286'
Free
Grade
0%
0%
0%
Volume (veh /h)
0 0
194
69 104
26"
Peak Hour Factor
0.92 0.92
0.92
0.92 0.92
0.92
Hourly flow rate (vph)
0 0
211
75 ` 13
Z
Pedestrians
tl ' (s)
Lane Width (ft},, _ -. -...
3.3
2.2
p0 queue free %
Walking Speed (ft/s
100
91
cM capacity (veh /h)
w..
Right turn flare (veh)
Median type Non'"
Median storage veh)
Upstream signal (ft)
551 x
pX, platoon unblocked
0.96
vC, conflicting volume
704
248
286'
vC1, stage 1 conf vol
vC2, stage 2,conf vol
vCu, unblocked vol
753
248
286
tC, single (s)
6A
6.2
_."
4.1
tC, 2 stage (s)
tl ' (s)
35
3.3
2.2
p0 queue free %
100
100
91
cM capacity (veh /h)
329
790
1276`
b rection"' t"ane`
Volume Total
286 `
402 "
Volume Left
0
113
Volume Right
75
0.
cSH
1700
1276
Volume to Capacity
0,17
0.09
Queue Length 95th (ft)
0
7
Control Delay (s)
0.0
2.9
Lane LOS
A
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Manara Academy TIA 2009 - Background + Manara 350 - AM Peak Hoi !r
HCM Unsignalized Intersection Capacity Analysis 3: Manara Exit & Heartz Reff,
Volume Left
77
0
0
0
Volume Righ .:.
O
77
0
0:
cSH
032
832
1700
1700
VVolume,to Capacity
0,15
0,09
0.12
0.17
Queue Length 95th (ft)
13
8
I=
0
elay (s)
12:9
9` °
'0.0
0 0`:
Lane LOS
B
A
!h Delay.
Approach LOS B
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 2
� � t ` � l
Manara Academy TIA 2009 - Background + Manara 350 - AM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
-�-* —0. ~ k, \*. -4/
Departure Headway (s)
6.0
5.2 5.2
Degree 0tilii9tiory x
t}' "29
Lane Configurations
Capacity (veh /h)
552
657 665
Control Delay (s} -=
§I n Contro
15.3 17.8'
Approach Delay (s)
11.4
Sto
Volume (vph)
70
91
156
217 143 284
Peak Hour Factor ,_
0.92
0.92
0.92
-0.92 0 .92. D. ° n
Hourly flow rate (vph)
76
99
170
236 155 309
Volume Total (vah)
175
405
464
Departure Headway (s)
6.0
5.2 5.2
Degree 0tilii9tiory x
t}' "29
0.59 " 6A
Capacity (veh /h)
552
657 665
Control Delay (s} -=
11.4
15.3 17.8'
Approach Delay (s)
11.4
15.3 17.8
Approach LOS PC
ueiay
HCM Level of Service
C
Intersection Capacity Utilization
65.6
Analysis Period (min)
15
ICU Level of Service C
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 3
Manara Academy TIA 2009 - Background + Manara 350 - School Pickup Peak Hour (3 -4PM)
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Storage Length (ft)
200
0
200
0
200
0 200 0
Storage Lanes}
Lane Configurations
Permitted Phases
T_
Ideal
8
Total Lost Time (s)
;:.
4.0
900 1900
Lane Width (ft)
12 12 12
12 12
12 12
12 12
12 12 12
Storage Length (ft)
200
0
200
0
200
0 200 0
Storage Lanes}
Permitted Phases
4
8
Total Lost Time (s)
4.0
4.0
4.0
4.0
4.6
4.0
4.0
4.0
4.0 4.0 4.0 4.0
Leading Detector
Minimum Initial (s )
4.0
4.0
4.0 4.0
4.0
4.0
4.0
Trailing Detector (ft)
0
0
Total Split (s)
0
0
0.0 16.0 36.0 0.0
0
0
0 0
Turning `Speclm ,.
Total Split ( %)"
15.6 °1 °``3_7.8
0.0% 17.8% 40.0% "o. 0 % "1'.5.6 °l0 `28.9 f .0% 5:6% 28:9% 0.6
Yellow Time (s)
3.5
3.5
3.5 3.5
3.5
3.5
Lane Utii. Factor
1.00
0.95
0.95
1.00
0.95
0:95
1.00
1.00
1.00 1.00 1.00 1 .00
P_ed ;Bike Fact
Lead
Lag
Lead Lag
Lead
Lag
Lead
Lag
Lead -.Lag Optimize?
Yes
Frt
Yes Yes
0.986
Yes
Yes
0.983
Recall Mode
None None.
0.917
0.910
Flt Protected
0 9 ,
Max
Act Effct Green (s)
22.4
18.7
23.4 19.2
27.6
24.5
0 9
Satd, Flow (prot)
1770
3490
0
1770
3479
0
1770
1708
0 1770 1695 0
It Permitted
0.285
Satd. Flow (perm)
531
3490
0
414
3479
0
1186
1708
0 1099 1695 0
Right Turn on Re
R Yep es s
Satd. Flow (RTOR)
13
17
66
77
Headway Factor
1.00
1.00
1.i ?0
1.00
1 .00
1.00
1.00
1,00
1.00' "1:00 1:00 1.00
Link Speed (mph)
40
40
30
30
Link Distance (ft)
683
P;'
`i83 Axa - ,.
551
586
Travel Time (s)
11.6
16.8
12.5
13.4
Volume (vp , `� ,,,;.. '56
884 ,:
�;..
.
8 55 x'48 71
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
aa
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92 0.92 0.92 0.92
Growth l actor 100 [bO %
_
100%
100 %100
°. /0�
100 °C
100 %10
100 °l
Heavy Vehicles ( %)
2 %
2%
2 %
2%
2%
2%
2%
2 %
2% 2% 2 %° 2%
Bus Blockages r) - °r
r:
+
OF. i
0
AML
0 0
Parkinq ( # /hr)
0°
A4. Flow (vph) 61 635 67 90 602 75 70 68 85 60 52 77
Tum T e
+ t
+ t
pm +pt
pm+ t
Permitted Phases
4
8
2
6
Minimum Initial (s )
4.0
4.0
4.0 4.0
4.0
4.0
4.0
4.0
Minimum Spi
,8. .,...: ,O ,mo 8� 20 .. 0_... ;
Total Split (s)
14.0
34.0
0.0 16.0 36.0 0.0
14.0
26.0 0.0
14.0
26.0 0.0
Total Split ( %)"
15.6 °1 °``3_7.8
0.0% 17.8% 40.0% "o. 0 % "1'.5.6 °l0 `28.9 f .0% 5:6% 28:9% 0.6
Yellow Time (s)
3.5
3.5
3.5 3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
0.5
0:5
0:5 0.5
0.5
0.5
0.5
0.5�&
Lead /Lag
Lead
Lag
Lead Lag
Lead
Lag
Lead
Lag
Lead -.Lag Optimize?
Yes
Yes
Yes Yes
Yes
Yes
Yes
Yes
Recall Mode
None None.
None None
None
Max
None
Max
Act Effct Green (s)
22.4
18.7
23.4 19.2
27.6
24.5
27.2
24.3_'
Actuated g/C Ratio
0.33
0.29
0.34 0.30
0.41
0.38
0.40
0.38
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - School Pickup Peak Hour P(46" 6 Report
Kimley Horn Page 1
Manara Academy TIA 2009 - Background + Manara 350 - School Pickup Peak Hour (3 -4PM)
Lanes, Volumes, Timings
o3 �"► 04
14
28,s, -':.. ....
16 _: 34 s' ..... „ �+
1: Sandy Lake Road & Heartz Road
06
07 08
14 �:
26
1 s ` :..:
36, ' ` s .., .. .. ; ,'
l 4
22"
12
0.19
Control Delay
13.9
24.8
15.3
23.2
14.2
14.5
14.1
12.0
Queue Delay
0.0
0.0
0.0
0:0
0.0
0.0
0.0
0.0
Total Delay
13.9
24.8
15.3
212
14.2
14.5
14.1
12.0
LOS
B
C
B
C
B
&s
B
B
Approach Delay
23.9
22.2
14.4
12.7
approach LOS:',
C
C
B `
B
Stops (vph)
32
507
45
473
37
60
32
41
Fuel Used(gal)
1
11
1
12
1
1
1
1
CO Emissions (g /hr)
51
785
88
821
46
95
41
74
NOx Emissions (g /hr)
10
153
17
9
18
8
14
VOC Emissions (g /hr)
12
182
20
190
11
22
10
17
Dilemma Vehicles (4)
0
47
0
45 %�����, ;-
0
0
0
' 0
Queue Length 50th (ft)
15
147
23
137
17
29
15
17
Queue Length 95th (ft)
37
222
50
206
49
87
43
66
Internal Link Dist (ft)
603
903
471
508
Tum Bay Length (ft)
200
200
200
200
Base Capacity (vph)
359
1444
379
1504
560
695
533
692
�8iarvation Cap Reductn
0
0
0
0
p
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
forage Cap; Reductn
0
0
0
0
0
0
0
0` ""
Reduced v/c Ratio
0.17
0.49
0.24
0.45
0.13
0.22
0.11
0.19
LAM
Area Type: Other
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
01
}
Y 02
o3 �"► 04
14
28,s, -':.. ....
16 _: 34 s' ..... „ �+
05
06
07 08
14 �:
26
1 s ` :..:
36, ' ` s .., .. .. ; ,'
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - School Pickup Peak Hour Pdfti) 6 Report
Kimley Horn Page 2
Manara Academy TIA 2009 - Background + Manara 350 - School Pickup Peak Hour (3 -4PM)
HCM Unsignalized Intersection Capacity Analysis 2: Manara Entry & Heartz Road
i- * t g
Lane Configurations
4'
Sign Coht of
Stop
Free
Free �.
Grade
0%
0 °0
0%
Volume (veh
0
0
205
40 59 1
Peak Hour f=actor
0.92
0.92
0.92 0.92
R :_
0.92 0.92
Hourly flow rate (vptl)
0
"' 0
223
43 64 ",146
Pedestrians
Lone Width (ft)
Walking Speed (ft/s)
Percent Blockage_
Right turn flare (veh)
Median type
No
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
518
245
,
266
vC1, stage 1 conf vol
vC2,'stacge 2 conf vol
vCu, unblocked vol
818
245
266
tC, single (s),
6.4
6.2
4 1
tC, 2 stage (s)
t (s)
15
33
2,2 ,. - Fs , _h... , a .�::. � "
p0 queue free %
100
100
95
cM capacity (veh /h)
492
794
12913
o uiri 1b f4 2
Volume Left
0
64
Volume Right
43
0
cS H
1700
1298
Volume to Capacity
0.,16
0.05
..�. .��.... _.,.....�.. _
Queue Length 95tH (ft)
0
4
Control Delay (s)
0.
Lane LOS
A
Approach Dellay (s) .n „
D 0
2.7
Approach LOS
Average Delay
1.2
erne ►acEt iJE�I�zatib . !CU'Leve`! bf Service NO
Analysis Period min)
15
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - School Pickup Peak Hour (j4Mffi 6 Report
Kimley Horn Page 1
Manara Academy TIA 2009 - Background + Manara 350 - School Pickup Peak Hour (3 -4PM)
HCM Unsignalized Intersection Capacity Analysis 3: Manara Exit & Heartz Road
4' t t /0� I
Lane Configurations
t
205
.........: .
Sign Cont r "_.�. ;._
Free.'
60
0
Grade 0%
0 °0
Volume Right
0%
Volume (veh /h 6
189
0,
cSH
Peak Hour Factor 0.92 0.92
0.92
0.92 0.92
0.92
Hourly flow rate' V��
205
0:07
0.12
Pedestrians
Oueue Length 95th (ft)
8
6
Lane Width (ft)
0
Control Delay (s)
11.1
Walking Speed (ft/s)
0,0
0.0
Lane LOS
Percent Blockage
A
Approach,®els)
X 10 4
C 0,
Right turn flare (veh)
Approach LOS
B
....
Median type
.0
Average Delay
2.7
Median storage veh)
rid i1 "`Level of Service A
Analysis Period (min)
Upstream signal (ft)
15
PX, platoon unblocked
vC, conflicting volume 351 X205
205'
"T
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 351 205
205
`
tC, single (s) 6A 6.2
4.1 ,._._ �.:._
tC, 2 stage (s)
tF (s) 3.5 3.3
2.2"
p0 queue free % 91 93
100
cM capacity (veh /h) 646 835
1366:,
Volume Total
6Cl1
.
205
'` 146
Volume Left
60
0
0
0
Volume Right
0
61
0
0,
cSH
646
835
1700
1700
Volume to Capacity
0.09
0:07
0.12
0.09
Oueue Length 95th (ft)
8
6
0
0
Control Delay (s)
11.1
3.6
0,0
0.0
Lane LOS
B
A
Approach,®els)
X 10 4
C 0,
0
Approach LOS
B
....
,..
.0
Average Delay
2.7
intersection Capacity 'Utilizat o(i ..
rid i1 "`Level of Service A
Analysis Period (min)
15
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - School Pickup Peak Hour P�4E" 6 Report
Kimley Horn Page 2
Manara Academy TIA 2009 - Background + Manara 350 - School Pickup Peak Hour (3 -4PM)
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
.4- 4 -, \►
Lane
Volume Mph) 104 120 125 90 120 120
Hourly flow rate (vph)
113
130
136 98 130 130
Volume Total (vph)
243
234
261
Volume
Capacity 677 720 688
30.6 9.7 10,5
Approach Delay (s) 10.6 9.7 M5
ILA
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - School Pickup Peak Hour P/rlfti) 6 Report
Kimley Horn Page 3
Manara Academy TIA 2009 - Background + Manara 350 - PM Peak Hour
Lanes, Volumes, Timings 1: Sa ndy L ak e Road & Heartz Road
Lane Configurations
T_
Ideal rlow'(vphpl)
1900
1900
1900
1900
1900
1006
1900
1900
19 ? "`
1900 1900
Lane Width (ft)
12
12
12
12
12
12
12
12
12
12
12 12
Grade ( ° la)
0%
0%
0%
0%
Storage Length (ft)
200
0
200
0
200
0
200
0
Storage Lanes
1
0
1
0
1
0
1
0
Total Lost Time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0 4.0
Leading Detector (ft)
50
50
50
50
50
50
50
50
Trailing Detector (ft)
0
0
0
0
0
0
0
0
Turning Speed (mph)
15
9
15
9
15
9,,,.
Lane Util. Factor
1.00
0.95
0.95
1.00
0.95
0.95
1.00
1.00
1.00
1.00
1.00 1.00
f actor,_
Frt
0.990
0.987
0.920�
0.90
Flt Protected x.0.950
tl " .,
a::
', 0.950
0.950
0.956
Satd. Flow (prot)
1770
3504
0
1770
3493
0
1770
1714
0
1770
1691
It Permitted
0158
0231
0.545
0.425
Satd. Flow (perm)
294
3504
0
430
3493
0
1015
1714
0
792
1691 0
tight Turn on Red
Yes
Yes
Yes
Yes
Satd. Flow (RTOR)
10
13
57
82
Headway Factor
1.00
1.00
1'00
1.00
1.00
1.00
1.00
1.00
1.00
1:00
1.00 1;00
Link Speed (rnph)
40
40
30
30
fink Distance (ft)
683
983
551
588 u
Travel Time (s)
11.6
16.8
12.5
13.4
Volume (vph)
117
729
51
69
747
73
65
91
103
85
64 103
Conti. Peds. ( # /hr)
Confl:' Bikes' ( # /hr)
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92 0.92
Growth Factor
100 %
100%
100°,x°
1
100%
` 100%
100`ro
100%
100%
100 %4
100% 100%
Heavy Vehicles ( %}
2%
2
2%
2%
Z' 0 / , /0
2%
2%
2%
2%
2%
2% 2 %
Bus Blockages( # /hr)
0
0
0
0
0
0
0
0
0 : ,,o,. , f • ,r � rP
Parking (9/hr)
Mid -Block Traffic ( %) '
0 °l°
0%
0 :>
Adj. Flow (vph)
127
792
55
75
812
79
71
99
112
92
70 112
Lane Group Flow (vph)
127
847
0
75
891
0
71
211
Turn Type
pm+ 1-,t
pm +pt
pm.- pt
pill + pt
Protected Phases
7
4
3
8
5
2
Permitted Phases
4
8
2
6
Detector Phases
7
4
3
aj",., r .o ..x 5
- z
Minimum Initial (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Minimum Split (s)
8.0
20.0
8.0
20.0
8.0
20.0 _
8.0
2Q U
Total Split (s)
16.0
41.0
0.0
110
38.0
0.0
12.0
23.0
0.0
13,0
24.0 0.0
Total Split ( %)
17.8 %° 45.6%
0.0 %°
14.4% 42:2%
0.0 %°
113% 25.6%
0.0%
14.4% 26.7%
O.Oili
Yellow Time (s)
3.5
3.5
3.5
3.5
15
3.5
3.5
3.5
All -Red Time (s)
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0,5,
Lead /Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
None
None
None
None
Max
None
Max
Act Fffct Green (s)
31.9
25.1
29.2
218
26.0
21,4 ,'
27.0
21.9 ...,
Actuated g/C R
0.43
0.35
0.39
0.33
0.35
0.30
0.36
0.30
Manara Academy TIA 5/11/2009 2009 -
Background +
Manara 350 -
PM Peak
Hour
Synchro 6 Report
Kimley Horn
Page 1
Manara Academy TIA 2009 - Background + Manara 350 - PM Peak Ho _ ?r
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Ro. �
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
01
}
i o2
4� m3
, j
123 _
13 §
v c a
`:�
.14 07
08
12 i =-
24 v-
Control"
Delay
14.9
23.7
12.3
27.2 18.2
22.9
18.8
17.6
Queue Delay
0.0
0.0
0.0
0.0 0 0
0-0
0.0
-0.0
Total Delay
14.9
23.7
12.3
27.2 18 -2
22.9
18.8
17.6
LOS
Approach Delay
22.5
26.1
21.7
18.0
Approach L :."
„o_,....; °
C
B
Stops (vph)
54
599
35
664 42
115
52
76
Fuel Used(gal ",
�..,.
; . 2
1
2
CO Emissions (g /hr)
100
926
68
_
1156 53
166
70
125
NOx Emissions {g /hr}
19
180
13
2250 & 10
32
14'
24
VOC Emissions (g /hr)
23
215
16
268 12
38
16
29
Dilemma Vehicles (#)
0
50
0
5 (3
0
0
0
Queue Length 50th (ft)
32
180
18
199 21
62
28
39
Queue Length 95th (ft)
60
250
38
280: `, 56
146
69
107
Internal Link Dist (ft)
603
903
471
508
Turn Bay Length (ft)
200
200
:,200
200
Base Capacity (vph)
364
1582
336
1483 438
547
409
569
Starvation Cap Reductn
0
j&
0
t} 0
0
0
0
Spillback Cap Reductn
0
0
0
0 0
0
0
0
St orage cap l;eductro
Q. a. 0
is
0 0' 0
,.
0
0
Reduced v/c Ratio
0.35
0.54
0.22
0.60 0.16
0.39
0.22
0.32
Area Type:. Other
Cycle Length:
Actuated Cycle Length: 72.4
Natural ;Cycle: 60
Control Type: Actuated - Uncoordinated
Maximum v!c Ratio: 0.77
�.
Intersection Signal Delay:
23.3
Intersection
Los c
,Intersection Capacity utilization
58.6%
ICU Leverb 6
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
01
}
i o2
4� m3
, j
123 _
13 §
05
06
.14 07
08
12 i =-
24 v-
16 s
38 s
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Manara Academy TIA 2009 - Background + Manara 350 - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 2: Manara Entry & Heartz Road
� 4 -
Pedestrians
vC, conflicting volume
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh /h)
504
287
Lane Configurations
287 292
Sign Con' trol
Stop
Free ` ..-
Grade
on
0% 0%
520
0
0 259 101
Peak Hour F actor
0.92
0.9 0.92 0.92 0.92 0.92
Pedestrians
vC, conflicting volume
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh /h)
504
287
504
287 292
6A
6.2
3.5
3.3 '
100
100 99
520
752 9,
Vold fight 11 0 1
Approach LOS
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Manara Academy TIA 2009 - Background + Manara 350 - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 3: Manara Exit & Heartz Road
,or IQ
Median storage veh
llpst�eani signal
pX, Platoon unblocked
vC; conflicting volume
457
274
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
457
274
274
kq& t l Yi ill
6.4
6,2
4.
..
tC, 2 stage s
1 5
3.3
ueue free %
97
98
100
562
, ..
` s ` 8 .
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Pedestrians
cSH 562 765 1700 1700
Approach LOS B
Manara Academy TIA 2009 - Background + Manara 350 - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
Approach Delay (s) 11.8 10.0 11.0
Approach LOS 13 A B „
Delay 11.0
HCM Level of Service B
Intersection Capacity Utilization 51 :6
. = 1�tl e
Analysis Period (min) 15
a.
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 3
Lane Configurations
FAMM
Sign Control = tea. , :-
-Stop
Stop """""
. _ W 1 "
Volume (vph)
127
158
118
103
124
112
Weak Hour Fa
., cto
0:92
0:92
0.92
0.92
0.92
Hourly flow rate (vph)
138
172
128
112
135
122
Volume Total (vph)
310
240
257
ree 'Le t (vptaj
138
CC
135;;
Volume Right (vph)
0
112
122
Hadj (s)
0.12
-0:25
- 0.15
Departure Headway (s)
5.0
4.8
5.1
Degree Utilization, x
0:43
0:32
0.36 <<
Capacity (veh /h)
679
708
648
Control Delay (s)
11.8
10,0
11.0
Approach Delay (s) 11.8 10.0 11.0
Approach LOS 13 A B „
Delay 11.0
HCM Level of Service B
Intersection Capacity Utilization 51 :6
. = 1�tl e
Analysis Period (min) 15
a.
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 3
❑ —❑ Kinley-Hom
and Associates, Inc.
SynchroTm Output — 2012 Background Traffic
Manara Academy TIA & TMP, Coppell, Texas
May 2009
Manara Academy TIA 2012 - Background - AM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Confl. Peds. ( # /hr)
Confl: 'Bikes ( #Ihr)
--,,
--*
f-
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92 0.92
0.92
0.92
0.92
0.92
0.92
0.92
Growth Factor '
100%
; 100%
100 %
Lane Configurations
I
tT.
100%
100%
100%
100%
100 %a
Heavy Vehicles ( %)
2°,0
2 %°
2 %°
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900 >'
1900
1900
190011"19 0 ,z;
Lane Width (ft)
12
12
12
12
12
12
12
12
12
12
12 12
Grade ( %)
0 %°
0 %°
0% °,
0
Storage Length (ft)
200
0
200
48
0
200
157
0
200
0
Storage Lanes
1
104
0
1
616
0
1
` 994
0
,1 n
Total Lost Time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0 4.0
Leading Detector (ft)
50
50
Protected Phases.
50
50
50
50
50
kR
Trailing Detector (ft)
0
0
Permitted Phases
0
0
0
0
2
0
0
Turning Speed (mph) _
15
9
15
5
9
''` 15
1 °
Lane Util. Factor
1.00
0.95
0.95
1.00
0.95
0.95
1.00
1.00
1.00
1.00
1.00 1.00
Ped Bike Factor
Minimum Split (s) 2 0;0
° 0 01 8.0
20.0
&0
20,0
Total Split (s)
12.0
Frt
0.0
0.991
41,0 0.0
11.0
0.991
0.0
12.0
0.925
0.0
Total Split ( %)'
0.913
Flt Protected
0.950
1' i ` o° 5:6 %° '0.0% 12.2 %0
227.8 %0
0.950
113%
28:9%
0.950
Yellow Time (s)
15
0.950
;
Satd. Flow (prot)
1770
3507
0
1770
3507
0
1770
1723
0
1770
1701 0
Fit Permitted
0.174
0.5
0.5
0,270
0-5
0.5
0.438
Lead /Lag
Lead
0.590
Satd. Flow (perm)
324
3507
0
503
3507
0
816
1723
0
1099
1701 0
Right Turn on Fled
Yes '
Yes
Yes
Yes
Yes
Recall Mode
Yes
None
Yes
Satd. Flow (RTOR)
None
8
Max
9
Max
52
27.9
22.8
7'
Headway Factor
1:00
1.00
1.00
1,00
1.00
1.00
1.00
1:00
1.00
1.00
1.00 1.00
Link Speed (mph)
0.35
40
0.39
40
Manara Academy TIA
30
- Background - AM Peak Hour
30
Link Distance (ft)
Synchro 6 Report
683
983
551
588
Travel Time (s)
Page 1
11.6
16.8
12.5
13.4
Volume (vph) `
44
533
34
144
858
56
40
63
63
81
96 132
Confl. Peds. ( # /hr)
Confl: 'Bikes ( #Ihr)
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92 0.92
0.92
0.92
0.92
0.92
0.92
0.92
Growth Factor '
100%
; 100%
100 %
100%
100% 100%
100%
100%
100%
100%
100%
100 %a
Heavy Vehicles ( %)
2°,0
2 %°
2 %°
2%
2% 2%
2%
2 %°
2%
2%
2%
2 %
Bus Bloc_ kages`( # /hr)
0
0
0
0
0 0
0
0
0
0
0
1,
Parking ( # /hr)
Mid -Block Traffic ( %) .:
0 °/ °
°
Adj. Flow (vph)
48
579
37
157
933 61
43
68
68
88
104
143
Lane Group Flow (vph) 8
616
= 0
157
` 994
136
0
$8
247
Turn Type
pm + t
pm +pt
rn +pt
pm +pt
Protected Phases.
2
1
6
Permitted Phases
4
_
8
2
6
Detector Phase ".... ..
_ _ . _ 3 . 8 , � �
5
2
1 °
6
. ".
Minimum Initial (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Minimum Split (s) 2 0;0
° 0 01 8.0
20.0
&0
20,0
Total Split (s)
12.0
36.0
0.0
17.0
41,0 0.0
11.0
25.0
0.0
12.0
26.0
0.0
Total Split ( %)'
133 %0
40.0%
0;0%
1' i ` o° 5:6 %° '0.0% 12.2 %0
227.8 %0
O0.0 %0
113%
28:9%
0.0%
Yellow Time (s)
15
3.5
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
0:5
0.5
0.5
0.5
0.5
0.5
0-5
0.5
li
Lead /Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Yes '
Yes
Yes
Yes
Yes
Recall Mode
None
None
None
None
None
Max
None
Max
Act Fffct Green (s)
27.9
22.8
32;6
27.1
27;0
210
29:3
25.9
Actuated g/C Ratio
0.36
0.31
0.43
0.37
0.35
0.31
0.39
0.35
Manara Academy TIA
5/11/2009 2012
- Background - AM Peak Hour
Synchro 6 Report
Kimley Horn
Page 1
Manara Academy TIA 2012 - Background - AM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & He Road
v/c Ratio
019
Oe56
0.42
0.76
O:1 2' ""
O.24 ' .::
0.18
0.38
Control Delay
12.9
23.6
14.9
24.8
17.9
18.6
17.7
19.7
Queue Delay-
0.0
0.0
0.0
0.0
_0.0
0.0
0:0
0:0
Total Delay
12.9
216
14.9
24.8
17.9
18.6
17.7
19.7
LOS
B
C
B
C
B
B
B
B
Approach Delay
22.8
23.5
18.4
19.2
Approach LOS
C
C
B
Stops (vph)
24
42.4
72
726
26
63
48
122
Fuel Used(gal)
1
10
2
18
1
4
1
3
CO Emissions (g /hr)
39
665
147
1248
96
295
65
183
NOx Emissions (g /hr)
8
129
29
243
19
57
13
36,
VOC Emissions (g /hr)
9
154
34
289
22
68
15
43
Dilemma Vehicles ( #)
0
35
0
59
0
0
0
0
Queue Length 50th (ft)
12
130
42
230
13
33
27
71
Queue Length 95th (ft)
28
188
73
307
38
88
65
160
Internal Link Dist (ft)
603
903
471
508
Turn Bay Length (ft)
200
200
200
200
Base Capacity (vph)
272
1405
427
1601
376
578
497
650
Starvation Cap RedUCtn
>0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0'
0
0
Reduced v/c Ratio
0.18
0.44
0.37
0.62
0.11
0.24
0.18
0.38
Area Type: Other
Cycle Length: 00 A om
,Actuated Cycle Length: 73.1
Control Type: Actuated - Uncoordinated
Intersection Signal Delay: 22.3 Intersection LOS: C
Iritessection Opacity Utilization 58.6% IC_�; `evel cif;3ervice B
Analysis Period (min) 15
Splits and Phases: 1: Sandv Lake Road & Heartz Road
01
1 o2
T o3
o4
m5`
o6
o7 08
12� 41J
fr.
x�
Manara Academy TIA 5/11/2009 2012 - Background - AM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Manara Academy TIA 2012 - Background - AM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
Lane Configurations 4
Sign Control Stop
Volume (vph) 28 94
Peak Hour Factor O'U_92
Hourly flow rate (vph) 30 102
Stop
St
Degree Utilization; x
161
197 126
241
0.92
09 92
092
175
214 137
262
Volume Total (vph) 133 389 399
Volume Right (vph) 0 214
Departure Headway (s)
5.6 4.9 4.9
Degree Utilization; x
0.2.. 05 X55 ,
Capacity (veh /h)
586 700 687
Control Delay (s)
10 .r, 13.8
Approach Delay (s)
10.1 13.2 13.8
Approach LOS
B
Delay ' 13.0
HCM Level of Service B
Intersection Capacity Utilization 57.8% ICU Level of Service B
Analysis Period (min) 15
Manara Academy TIA 5/11/2009 2012 - Background - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
M@O@[@ Academy T[A 2012- Background -School Pickup Peak HOVr/3-4PM\
Lanes VOlUDOeS Timings 1 Sandy Lake Road & Heartz R d
Lane
Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Storage Length (ft) 200
0
200
0 200
Leading Detector
Satcl. Flow (perm)
462
3511
0
469 3479 0
121835
1719
0
1101 1680
0
Right Turn on Red
'Yes
mini
Satcl. Flow (perm)
462
3511
0
469 3479 0
121835
1719
0
1101 1680
0
Right Turn on Red
'Yes
es
Satd. Flow (RTOR)
7
All-Red Time (s)19111111111
16
55
79
Headway Factor
100
I 00
1.00
1.00 1.00 1.00
1 00
1.00
1.00
1.00 1 00
1.00
I-ink Speed (niph)
Yes
40
Yes
40
Yes
30
Yes
30
Recall Mode
Link Distance (ft)
None
683
None
983
Max
551
Max
588
Actuated g/C Ratio
0.33
0.29
0.33
0.29
0.38
0.38
0.41
0.41
Mamana Academy T|/\
5/11/2U092012
Background - Sohoo
Pickup Peak Hour
(3-4PK4)
SynohruGReport
Ki/n|ayHonn
Pagel
mini
All-Red Time (s)19111111111
Lead/Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead-Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
None
None
None
None
Max
None
Max
Actuated g/C Ratio
0.33
0.29
0.33
0.29
0.38
0.38
0.41
0.41
Mamana Academy T|/\
5/11/2U092012
Background - Sohoo
Pickup Peak Hour
(3-4PK4)
SynohruGReport
Ki/n|ayHonn
Pagel
Manara Academy TIA 2012 - Background - School Pickup Peak Hour (3 -4PM)
Lanes, Volumes, Timings 1: Sandy Lake Road & He Road
--,* --► --,, t t
v/c Ratio
0:22
0:68
0.24
0.69
0.07 '
019
0.12
0.16
Control Delay
13.5
219
13.7
23.6
14.3
14.6
13.6
10.1
Queue Delay '
0,0
0.0
0.0
Q0
0:0 _
0.0
0.0
0.0
Total Delay
13.5
23.9
13.7
23.6
14.3
14.6
13.6
10.1
LOS
B
C
B
C
B
B
B
B
Approach Delay
23.0
22.7
14.6
11.3
Approach LOS
C
C
B
B
Stops (vph)
32
503
36
501
21
55
33
34
Fuel Used(gal)
1
11
1
12
u;
1
CO Emissions (g /hr)
52
768
68
859
76
277
42
65
NOx Emissions (g /hr)
10
149
13 '
167
15
54
8
13
VOC Emissions (g /hr)
12
178
16
199
18
64
10
15
Dilemma Vehicles (##)
0
49
0
49
0
0
0
0
Queue Length 50th (ft)
15
136
17
136
8
24
14
10
Queue Length 95th (ft)
36
205
39
204
28
76
42
57
Internal Link Dist (ft)
603
903
471
508
Turn Bay Length (ft)
200
200
200 '
200
Base Capacity (vph)
394
1516
396
1510
556
680
551
740
Starvation Cap Reductn
0
0
0
0
0
0'
0
,..: 0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0'`
0
0
0
0
Reduced v/c Ratio
0.16
0.46
0.18
0.46
0.06
0.19
0.11
0.16
Analysis Period (min) 15
Solits and Phases: 1: Sandv Lake Road & Heartz Road
01
02
m3
4 o4
24
16 s..: ' -: -
35 s ".
e5
06
o7
08
14 , .:. >.-
25
16f r . _E .., ,: I
35s
Manara Academy TIA 5/11/2009 2012 - Background - School Pickup Peak Hour (3 -4PM) Synchro 6 Report
Kimley Horn Page 2
Manara Academy TIA 2012 - Background - School Pickup Peak Hour (3 -4PM)
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School R oad & Heartz Road
Capacity (veh /h) 706 752 694
Control Delay (s a9 ' 9;3 9.7
Approach Delay s) 9.9 9.3 9.7
Approach LOS
Manara Academy TIA 5/11/2009 2012 - Background - School Pickup Peak Hour (3 -4PM) Synchro 6 Report
Kimley Horn Page 1
Intersection Capacity Utilization , ;' 43.5 5'" U Level of Service:
Analysis Period (min) 15
emen
Lane Configurations
Sign Control
9
Stop
#�
� t( �p
tQ .. �., .. ..
Volume (vph)
81
124
129
77
106 84
Peak Hour Factor.
0.92
0 92
x'92 0 92 4 92
Hourly flow rate (vph)
88
135
140
84
115 91
Volume Total (vph)
223
224
207
Volume Left (vph).
16..
Volume Right (vph)
0
84
91
H a dj (s) NI
Departure Headway (s)
4.8
4.5
4.8
Capacity (veh /h) 706 752 694
Control Delay (s a9 ' 9;3 9.7
Approach Delay s) 9.9 9.3 9.7
Approach LOS
Manara Academy TIA 5/11/2009 2012 - Background - School Pickup Peak Hour (3 -4PM) Synchro 6 Report
Kimley Horn Page 1
Intersection Capacity Utilization , ;' 43.5 5'" U Level of Service:
Analysis Period (min) 15
Manara Academy TIA 2012 - Background - PM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Minimum Initial (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Minimum Split (s)
8. 20 0 ,, ti 0 0,.,, X8.0
20 0 , i o o
Lane Configurations
I
+T�
0.0 12.0
,
38.0 0.0
fl
24.0
0.0 12.0
T.
Total Split ( %)
"I
T.
f eal Flow (vphpl) ''
1900
1900
27.8% 0.ft.
1900
1900
1900
1900"
'1900
1900
1 900
1900 190ff
Lane Width (ft)
12
12
12
12
12
12
12
12
12
12
12 12
Grade ( %)
Lead
0%
Lead
Lag
°
Lag
Lead -Lag Optimize?
°
Yes
Yes
°
Storage Length (ft)
200
Yes
0
200
None
0
200
None
0
200
0
torage Lanes
1
313
0
1- h.. 0
1
26.3
0
1
Total Lost Time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0 4.0
Leading Detector (ft) `
50
50
Synchro 6 Report
5Q` = 5 x ,50
50
N S
50
Trailing Detector (ft)
0
0
0
0
0
0
0
...
0
Turning Speed (mph)
15
9
16'
Lane UtiL Factor
1.00
0.95
0.95
.K
1.00
0.95
0.95
1.00
1.00
1.00
1.00
1.00 1.00
Pe Bike Factor
=_
Frt
0.992
0.987
0.921
0.906
Flt Proteoted
0.950
m- _
0.950
.,
�.
Satd. Flow (prot)
1770
3511
0
1770
3493
0
1770
1716
0
1770
1688 0
Pit Permitted
0142
0.236
0.552
0.44
Satd. Flow (perm)
265
3511
0
440
3493
0
1028
1716
0
820
1688 0
Right Turn on Red
Yes
Yes
Yes
Yes
Satd. Flow (RTOR)
8
13
57
88
Headway Factor
1.00
1.00
1.00
1.00
1.00
1.00
1,00
1.00 ;
1.00
1.00
1.00 1,60
Link Speed (mph)
40
40
30
30
Link Distance (ft)
683
983
551
588
Travel Time (s)
11.6
16.8
125
.. -
13.4
Volume (vph) `
121
751
44
66
770 "'' ", 75
57
92
101:
88i 6 105
Conti. Peds. ( # /hr)
_
Confl. Bikes ( # /hr)'
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92 0.92
Growth Factor
100%
100%
100%
100%
100%
140%
<100 °.ffl' .
100%
100%
100%
100% 100%
Heavy Vehicles ( °�)
2 %,
2%
2%
2%
2%
2%
2%
2%
2
2%
2% 2%
Bus Blockages ( # /hr)
0
0
0
0
0
0
0
0
0
0
0
Parking ( # /hr)
Mid -Block Traffic ( %)
0%
0 °I°
0%
(l%
Adj. Flow (vph)
132
816
48
72
837
82
62
100
110
96
68 115
Lane Group Flow (vph)
132
864
4
72 19
62
210
0.
183
Turn Type
pm +pt
M
pm +pt
pm +pt
Pm +pt
5
2 '
L:.. 6
Permitted Phases
4
8
2
6
u
Minimum Initial (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Minimum Split (s)
8. 20 0 ,, ti 0 0,.,, X8.0
20 0 , i o o
Total Split (s)
16.0
42.0
0.0 12.0
,
38.0 0.0
11.0
24.0
0.0 12.0
25.0 0.0
Total Split ( %)
17.8
46
0 0 °I 13;3%
42.2 " f0% 2.2% 26.7%
6:"6 ?6'_11:3%
27.8% 0.ft.
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
0:5
0.5
0.5
0.5
4.5
0:5
0.5
0.5:.;
Lead /Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
None
None
None
None
Max
None
Max
Act Effct Green (s)
313
26.2
29.7
24.5
26.3
22.2.
28:3
24.9
Actuated g/C Ratio
0.44
0.36
0.39
0.33
0.34
0.30
0.37
0.34
Manara Academy TIA
5/11/2009 2012
- Background - PM Peak Hour
Synchro 6 Report
Kimley Horn
Page 1
Manara Academy TIA 2012 - Background - PM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
--1, - V Ir ~ 4- 4 \ I
Control Delay 15.5 23.4 12.3 27.9 18.9 22.6 19.2 16.0
Queue Dela ... O.fl 0 0 it 1
Total Delay 15.5 23.4 12.3 27.9 18.9 22.6 19.2 16.0
Approach Delay
02
22.3
M
26.8
21.7
17.1
Approach LOSS
C 11
4-
07 08
25 s .. -.. _,...,
Stops (vph)
57
607
33
691
38
..
113
55 72
Fuel Used(gal }`
7=
CO Emissions (g /hr)
105
939
65
1204
139
473
73 120
NOx Emissions (g /hr)
2 .
VOC Emissions (g /hr)
24
218
15
279
32
110
17 28
Dilemma Vehicles ( #)
o"`'.
Queue Length 50th (ft)
34
187
18
211
19
63
30 37
Queue Length 95th (ft)
- `..',.,
51
144,
71
Internal Link Dist (ft)
603
903
471
508
Turn Bay Length (ft)' <
20. ,
n --
200
200 ,.
Base Capacity
P Y(v h P)
354
1601
318
1471
416
556
406 6
28
Starvation Gap Reductn
0
0 .r
.0 .
" 0
0'
Spillback Cap Reductn
0
0
0
0
0
0
0 0
torage'Cap Reductn
Reduced v/c Ratio
0.37
0.54
0.23
0.62
0.15
0.38
0.24 0.29
Splits and Phases: 1: Sandy Lake Road & Heartz Road
01
02
03
M
05
1 TV...:
06
4-
07 08
25 s .. -.. _,...,
Manara Academy TIA 5/11/2009 2012 - Background - PM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Infers7bMWC5`pacity'OtiIizati'
Analysis Period (min) 15
Manara Academy TIA 2012 - Background - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
Volume Total (vph)
313
243 246
Volume Left (vph)
136 34
Lane Configurations
4
T-
M N :: X13
Departure Headway (s)
Sign Control
Stop
Stop
0.44
Sto'
Volume (vph)
125 163
122
102
123 103
Peak Hour Factor
2
0.92
0.92
0 92 , .
j
Hourly flow rate (vph)
'
1 36 177
133
111
134 112
Volume Total (vph)
313
243 246
Volume Left (vph)
136 34
Volume Right (vph)
0
111 112
M N :: X13
Departure Headway (s)
5.0
4.8 5.1
Degree Uti[izatior ; x
0.44
®.32 " 01
Capacity (veh /h)
683
712 644
Control Delay (s)
11.8
10.0 10.8
Approach Delay (s)
11.8
10.0 10.8
Approach LOS
B
A
Manara Academy TIA 5/11/2009 2012 - Background - PM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Intersection Capacity Utilization ° " "u 51.3 % 1CtJ Level of SorJice
Analysis Period (min) 15
SynchroTm Output
id Plus 500 - Student School Traffic
Ef� Manara Academy TIA & TMP, Coppell, Texas
May 2009
Manara Academy TIA 2012 - Background + Manara 500 - AM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
� � � ~ � 4 % t �' � 1 4/
Lane Configurations
V ,
tT
f1:1
V i
T"
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
190(7
1900
1900
1 900 1900
Lane Width (ft)
12
12
12
12
12
12
12
12
12
12
12 12
Grade ,,,�� �,., ,, �
€7 fa
Storage Length (ft)
200
0
200
0
200
0
200
0
Storage Lanes
1
0
1
0
1,
0
1
0
Total Lost Time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4,0
4.0 4.0
Leading Detector (ft)
50
50
50
50
- 50
50
50
Trailing Detector (ft)
0
0
0
0
0
0
0
0
Tuming Speed (mph)
15
9
15
9
15
9
15
9
Lane Util. Factor
1.00
0.95
0.95
1.00
0.95
0.95
1.00
1.00
1.00
1.00
1.00 1.00
Ped Bike Factor
Frt
0.975
0.991
_
0.914
0.922
FIt Protected
0.950
0.950
0.950
`
0.950
Satd. Flow (prot)
1770
3451
0
1770
3507
0
1770
1703
0
1770
1717 0
At Permitted
0.174
0,228
0.386
0.588
Satd. Flow (perm)
324
3451
0
425
3507
0
719
1703
0
1095
1717 0
Right Turn on Red
Yes
Yes
Yes
Yes
Satd. Flow (RTOR)
29
9'
71
57
Headway Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00 1.00
Link Speed (mph)
40
40
30
30
Link Distance (ft)
683
983
551
588
Travel Time (s)
11.6
16.8
12.5
13.4
Volume (vph)
44
533
108
194
858
56
101
53
73
81
171 132.
Confl. Peds. (#
Confl. Bikes ( # /hr)
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92 0.92
Growth "Factor
100%
100% `
`100%
' 100%
100%
100%
100%
100%
100% <
100%
100% 100%
Heavy Vehicles (` %o)
2%
2
2%
2%
2%
2%
2%
2%
2%
2%
2% 2%
Bus Blockages'( # /hr)
0
0
0
0
0
0
0 ''
0
0
0
0
Parking ( # /hr)
Mid -Black Traffic ( %)
0%
0 °fia
0%
0%
Adj. Flow (vph)
48
579
117
211
933
61
110
58
79
88
132 143
Lane Group Flow (vph)
48
696
0
211
994
0
110
137 .'
0
88
275
Turn Type
pm +pt
pm +pt
pm 4 pt
pm +pt
Protected Phases
7
4
3
8
5
2
1
6
Permitted Phases
4
8
2
6
Detectors Phases
;T
4
3
8
5
2
VYV�MViWWIW 1 ' ,
Minimum Initial (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Minimum Split (s)
&0
20.0
8.0
20,0
8.0
20.0
&0
20.d:.,,,
Total Split (s)
12.0
36.0
0.0
17.0
41.0
0.0
11.0
25.0
0.0
12.0
26.0 0.0
Total Split (%)
113 %a 40.0%
0.0%
18:9% 45.6%
0.0%
12.2% 27.8%
0.0`; /a
13;3% 28.9% 0.0%0,
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
0:5
0.5
0.5
0.5
0.5
0.5
0.5
0.5 ;
Lead /Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
None
None
None
None
Max
None
Max
Act Fffct Green (s)
28:7
21,8
36.3
30.3-
27.4
22.5
28.3
22.9
Actuated g/C Ratio
0.36
0.29
0.48
0.40
0.35
0.30
0.36
0.30
Manara Academy TIA 5/11/2009 2012 - Background
+
Manara 500 - AM Peak
Hour
Synchro 6 Report
Kimley Horn
Page 1
Manara Academy TIA
o2
2012 - Background + Manara 500 - AM Peak Hour
Lanes, Volumes, Timings
1 �
25s.f,.
...
38 s` "" .
1: Sandy Lake Road & Heartz Road
06
o7 08
1't $. __ �
2�Gs• � °....° , . °.``
12 s ; � 41 ss� r.. ,. ;�
v /c'Ratio _:0.20
0;69
0.54
13.71
0,32
0.25
0.19
0.49
Control Delay
13.2
26.7
17.0
23.2
19.7
15.5
17.9
24.1
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0:
0.0
0.
Total Delay
13.2
26.7
17.0
23.2
19.7
15.5
17.9
24.1
LOS
B
C
B
C
B
B
B
0 Y .
Approach Delay
25.9
222
17.4
22.6
Approach LOS
C
`
C
B
Stops(vph)
25
500
100
712
64
52
49
163
Fuel Used(gal)
1
X11
3
17
1
1
1
3
CO Emissions (g /hr)
40
794
206
1217
83
86
66
231
NOx Emissions (g /hr)
8
155
40
237
16
17
13
45
VOC Emissions (g /hr)
9
184
48
282
19
20
15
53
Dilemma Vehicles i #)
0
39
0
56
0
0
0
0
Queue Length 50th (ft)
12
152
58
229
34
26
27
92
Queue Length 95th (ft)
28
213
97
307
79
79
65
192 N
Internal Link Dist (ft)
603
903
471
508
Turn Bay Length (tt)
200
200
200
200
Base Capacity (vph)
266
1322
425
1596
348
555
468
559
Starvation Cap Reductri
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductrr
0
0
0
0
0
0
0
0
Reduced v/c Ratio
0.18
0.53
0.50
0.62
0.32
0.25
0.19
0.49
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 75.8
Natural Cycle: 60
Control Type: Actuated - Uncoordinated
Maximum v/c Ratio; 071E
� 9 '
Intersection Signal Delay:
22.8
Intersection
LOS:
C
.�
;., ..���.. .
Intersection Capacity Utilization
62.3%
ICU Level of Service
B
Analysis Period (min) 15
S DIitS and Phases: 1: Sandv Lake Road & Heartz Road
01
o2
• 03
e4
1 �
25s.f,.
...
38 s` "" .
o5�
06
o7 08
1't $. __ �
2�Gs• � °....° , . °.``
12 s ; � 41 ss� r.. ,. ;�
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Manara Academy TIA 2012 - Background + Manara 500 - AM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 2: Manara Entry & Heartz Road
j - k_ t
Lane Confiaurations TA
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Pedestrians
tC, single (s
tC, 2 stage
tF (s) 3.5 3;3
p0 queue free % 100 100 $7
cM capacity (vehlh 24 738 F
ICU f Sery tt
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
uC, conflicting Vol F .
vC1, stage 1 conf Vol
vC2,`stage 2 conf vol
vCu, unblocked vol 919 302 355
cSH 1700 1203
Approach LOS
Manara Academy TIA 2012 - Background + Manara 500 - AM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 3: Manara Exit & Heartz Road
78 86
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Pedestrians
VC, canf
vC'I, stage 1 conf vol
vC2, st
vCu, unblocked vol 543 246 246
tG, sin ='`6.4 6Q,
IC, 2 stage (s)
cSH 500 793 1700 1700
Queue Length 95th (ft 21 12 0 0
Control Dela „,
Lane LOS B B
Approach LOS B
Manara Academy TIA 2012 - Background + Manara 500 - AM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
' ---1. r— 4 -1 \I,. I/
Volume Total (vph) 200 429 509
Volume Righi (v ph)
0
254
339
Hadj (s)
0:13
- 0.32
- 0 -.3Q`
Departure Headway (s)
6.3
5.4
5.4
Degree` Utilization, x
0.35
0,65
0.7`
Capacity (veh /h)
529
631
649
Control Delay (s)
12.5
17.9
23.0
Approach Delay (s)
12.5
17.9
23.0
Approach LOS
B
C
C
HCM Level of Service -- - C ...
Intersection Capacity Utilization 70.6%
Analysis Period (min) 15
ICU Level of Service C; r :,;
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 3
Peak t lour, Factor Q.92 0.92
Hourly flow rate (vph) 98 102 175 254 170 339
Manara Academy TIA 2012 - Background + Manara 500 - School Pickup Peak Hour (3 -4PM)
Lanes, Volumes, Timings 1: Sa Lake Road 8, Heartz Roa
--.* -b- N ,- ♦- I' 4\
Lane Configurations
I
tip
Ideal Flow (vph
Lane Width (ft)
12
12
12'. 12
12
12 12"'
12
12
12
12 12
Grade
Storage Length (ft)
200
0 200
0 200
0
200
0
Storage Lanes,
0 - )j Oi
Total Lost Time (s)
4.0
4.0
4.0 4.0
4.0
4.0 4.0
4.0
4.0
4.0
4.0 4.0
Leading Detector (ft)
"
0
50
Trailing Detector (ft)
0
0
0
0
0
0
0
Turning Speed (mph),
Lane Util. Factor
00
0 ; 9 5
0. 95 1, 00
0.95
0.95 1.00
1.00
1.00
1.00
1.00 1.00
Ped Bike Factor
Frt
0-983
0.
0.915
0.914
Flt Protected
0,950
Satd. Flow (prot)
1770
3479
0 1770
0 1770
1704
0
1770
1703 0
1t Permitted
0.295
0.205
.; 0.574:
0.575
Satd. Flow (perm)
550
3479
0 382
3479
0 1069
1704
0
1071
1 03 0
Right Turn on Red 11 Yes 1'e
Yes
Yes
Satd. Flow (RTOR)
17
17
67
69
Headway Factor
1.00
1:00
1.00 1.00
1.00
1A '1.C)0
1.00
1.00
1.00
1.00 1.00
Link Speed (mph)
40
40
30
30
Link Distance (ft)
683
983
551
:.
588
Travel Time (s)
11.6
16 8
12.5
13.4
� .�, _s
Volume (vph)° 58
602
77 x:93
571
71 8 7
53
Confl. Peds. ( # /hr)
Confl. Bikes ( #lhr)
Peak Hour Factor
0.92
0.92
0.92 0.92
0.92
0.92 0.92
0.92
0.92
0.92
0.92 0.92
Growth Factor 106
" 100% X100 °1�
� 100 ° "e;
100ao
ENO
Heavy Vehicles ( %)
2%
2%
2% 2%
2%
2 % 2%
2%
2%
2%
2% 2%
Bus Blockages (4/hr"
0 ...A 9 .:p
0 0
Parking ( # /hr)
Mid -Block Traffic ( %) q
Add. Flow (vph)
63
654
84 101
621
77 87
73
95
62
58 79
Lane Group Flow (vph )&, 63
738
Turn Type
e
m +pt
+
+ t
+Pt
Protected Pha n
Permitted Phases
4
8
2
6
Detector Phases =
Minimum Initial (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Minimum Split (s)
8., 0 .0 " 8 - ' .t3
Total Split (s)
14.0
35.0
0.0 17.0
38.0
0.0 15.0
24.0
0.0
14.0
23.0 0.0
Total Split ( %)
5.6%
15,6%
38.9%
6."' 18.9 %0
4'f!%
- Q 0 %c 16.7% 26.7°10
6£ °io
15:6%
25 0 °�
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
35
3.5
3.5
All - Red Time (s)
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
Lead /L.ag
Lead
Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes <
Yes
Yes
Recall Mode
None
None
None
None
None
Max
None
Max
Act Effct Green (s)
24.8
19.4
26.9
22.2
27:8
23.8
25.8
2 j &�_
Actuated g/C Ratio
0.35
0.29
0.39
033
0.40
0.35
0.36
0.31
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - School Pickup Peak Hour Pjrifti) 6 Report
Kimley Horn Page 1
Manara Academy TIA 2012 - Background + Manara 500 - School Pickup Peak Hour (3 -4PM)
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
v/c Ratio
0.20
0,72
0.33
0.60
0.17
0.26 ;
0.13
0.23
Control Delay
131
26.3
14.3
21.5
15 1
16.0
15.4
15.0
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0:0
00
Total Delay
13.1
26.3
14.3
21.5
15.1
16.0
15.4
15.0
LOS
B
C
B
C
B,
B
B
B
Approach Delay
25.3
20.6
15.7
15.1
.Approach LOS
C
C
B
B
Stops (vph)
32
545
48
476
46
73
35
53
Fuel Used(gal)
1
12
1
12
1
2
1
1
CO Emissions (g /hr)
52
848
95
823
59
110
44
88
NOx Emissions (g /hr)
10
165
19
160
11
21
9
17
VOC Emissions (g /hr)
12
197
22
191
14
25
10
20
Dilemma Vehicles ( #)
0
46
0
44 <
0
0
0
0
Queue Length 50th (ft)
15
148
24
135
22
34
15
23
(2ueue Length 95th (ft)
36
226
52
205
59
99
45
78
Internal Link Dist (ft)
603
903
471
508
Turn Bay Length {ft}
200
200
200
200
Base Capacity (vph)
371
1416
402
1547
534
648
496
583 r
Starvation Cap Reductn
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
P'torage Cap Reductn
0
0
0
0
0
0
01 ,
Oim
Reduced v/c Ratio
0.17
0.52
0.25
0.45
0.16
0.26
0.13
0.23
Area Type: Other
Cycle Length. 90
Actuated Cycle Length: 67.1
Natural Cycle: 60
Control Type: Actuated- uncoordinated
Maximum v!c patio; 0:72
10 '00
Intersection Signal Delay.
21.3
°
Intersection LOS:
C
Intersection Capacity Utilization 49.8%
ICU
Level of Service
A
Analysis Period (min) 15
Splits and Phases: 1: Sandv Lake Road & Hpart7 Rnad
01 o2
• m3
1.. 24 x..
�
05 o6
17
o7
08
16 t «e:.::
23
i4s
38�
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - School Pickup Peak Hour (146" 6 Report
Kimley Horn Page 2
Manara Academy TIA 2012 - Background + Manara 500 - School Pickup Peak Hour (3 -4PM)
HCM Unsignalized Intersection Capacity Analysis 2: Manara Entry & Heartz Road
, or - k-
Lane Configurations
0
92 .
Volume Right
61
a
Sign Control"' `
Stop
1700
Fre
Volume to Capacity
Free
Grade
0%
0
0%
C, W " Y (s) R, 0,0
0%
Volume (veh /h)
0
0
234 56
85
138
Peak Hour Factor
0.92
0.92
0.92 0.92
0.92
0.92
Hourly flow rate (vph)
0
0
254 61
92
150
Pedestrians
_.
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
None ,
Median storage vela)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
620
285
31$
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
620
285
315
tC, single (s)
6.4
6:2
4.1
s m Mill
, ,
tC, 2 stage (s)
�WIIE
3.5 3.3
2,2
p0 queue free %
100
100
93
Volume Left
0
92 .
Volume Right
61
0
cSH
1700
1245
Volume to Capacity
0:19
0.07
Queue Length 95th (ft)
0
6
C, W " Y (s) R, 0,0
3.5
Lane LOS
A
Approach LOS
Average Delay 1.5
In "tersectan Ca "$
Analysis Period (min) 15
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - School Pickup Peak Hour P14i" 6 Report
Kimley Horn Page 1
Manara Academy TIA 2012 - Background + Manara 500 - School Pickup Peak Hour (3 -4PM)
HCM Unsignalized Intersection Capacity Analysis 3: Manara Exit & Heartz Road
f I t /40 \0- 1
Lane Configurations
378
228
+
Sign Control "
Strap
vC1, stage 1 conf vol
Pr
Grade
0 °;.
0`%
0 °J
Volume (veh /h)
79
80
210`:.
Peak Hour Factor
0.92
0.92
0.92 0.92 0.92
0.92
Hourly flow rate (yph)
'86
87
'228 0
150
Pedestrians
4 19
=_
Lane Width (it):,..
Walking Speed (ft/s)
tF (s)'
3:5
13 .x'
Percent Blockage �
p0 queue free %
86
89
Right turn flare (veh)
100
cM capacity (veh /h)
Median ;type
s.,.Nn
1340
Median storage veh)
Upoucalta oiyllcf �Jtp
pX, platoon unblocked
vC, conflicting volume
378
228
228
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
378
228
2.28
tC, single (s)
6.4
6:2
4 19
=_
tC, 2 stage (s)
tF (s)'
3:5
13 .x'
2.2
p0 queue free %
86
89
100
cM capacity (veh /h)
624
811 `.
1340
Volume Total j44jjjj
8 87
22
Volume Left
86
0
0
0
Volume. r '
0
cSH
624
811
1700
1700
VoluniT'f f pac�ty `K t
0.11
0,13
0.09
.:
Queue Length 95th (ft)
12
9
0
0
�
Control Delay Is)
11.7
10.0
0.0
0.0 ,
Lane LOS
B
A
Approach Delay (s)
10.8
0.0
qr
0 ' .Q
Approach LOS
B
Average Delay
3,4
Intersection Capacity Utili
C1
Level of Service A =�
Analysis Period (min)
75
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - School Pickup Peak Hour Pf4fti) 6 Report
Kimley Horn Page 2
Volume Total NO) 261 247 292
Volume Ri I ht v 0 107 151
Delay 1 Q,
HCM Level of Service B
Intersection Capacity- Utilizati_ _ 1'4 %a ICU Level of Service A ��
Analysis Period (min) 15
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - School Pickup Peak Hour Pfdfti) 6 Report
Kimley Horn Page 3
Manara Academy TIA 2012 - Background + Manara 500 - School Pickup Peak Hour (3 -4PM)
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
.,* --,, -*-- A \,,, ./
Approach Delay s) 11.2 10.2 11.3
Approach LOS:
Manara Academy TIA 2012 - Background + Manara 500 - PM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
Lane Configurations
I
ti
2% R2%
21a,
0-
21c
2% 2%
T:,
Bus Blockages
* 1
T
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
" 1900
1900
1900
1900
1900
1§66
Lane Width (ft)
12
12
12
12
12
12
12
12
12
12
12
12
Grade ( %)
82 77
0%
117 96
73 115
0%
3 ,' 7,'
0 °l°
0
0%
188;
Storage Length (ft)
200
0
200
prn+pt
0
200
0
200
0
Storage Lanes
1
0
1
Permitted Phases
0
1
g
0
1
d
Total Lost Time (s)
4.0
4.0
4,0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Leading Detector (ft,
50
50
50
50
4.0
50
;a
50
50
4.0
Trailing Detector (ft)
0
0
20
0
0
42.0
0
0
0.0 11.0
0
0
25.0 0.0
Turning Speed (mph)
15
'0.0 Wl1 %
9
15
A 9
15
3.5
� 9,: 15
3.5
15
Lane Util. Factor
1 00
0.95
0.95
1.00
0.95
0.95
1.00
1.00
1.00
1.00
1.00
1.00
Ped Bike Factor
Lead
Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead -Lag Optimize?
Yes
Fri
Yes
0.990
Yes
Yes
0.987
Yes
Recall Mode
0.920
None
None
0.908
None
Flt Protected
0.950
Max
Act Effct;Green (s)
0.950
26:1
29,8
0.050
4
" �.
tt.950`
22,9
Actuated g/C Ratio
Satd. Flow (prot)
1770
3504
0
1770
3493
0
1770
1714
0
1770
1691
0
Flt Permitted
0.142
0230
0.542
Page 1
0.421
Satd. Flow (perm)
265
3504
0
428
3493
0
1010
1714
0
784
1691
0
Right Turn on Red
Yes
Yes
Yes
Yes
Satd. Flow (RTOR)
10
13
58
82
Headway Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1,00'
Link Speed (mph)
40
40
30
30
Link Distance (ft)
683
983
551
588
Travel Time (s)
11.6
16.8
12.5
13.4
;o
Volume (vph)
12146, 751
55 3
770
75
71
95
108 _ 88, -' ',fi7
10
Confl_ Peds_ ( # /hr)
Confl. Bikes (4/hr)
P eak H our F actor
0 .92.
0.92
0.92.
0.92
0.92
0,92
0.92
0.92
0.92
0.92
0.92
0.92
Heavy Vehicles ( %)
2%
2%
2% R2%
21a,
2% 2%
21c
2% 2%
2% 2%
Bus Blockages
Parking (#
Mid -Block Traffic N
,.
-0
o/Q
Adj. Flow (vph)
132
816
60 79
837
82 77
103
117 96
73 115
Lane Group Flow (vphj
3 ,' 7,'
0
0 96
188;
Turn Type
prp +pt
+pt
prn+pt
pm +pt
Protected P .
1
"im
Permitted Phases
4
g
2
6
betector:Pf
V ps
6
Minimum initial (s
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Minimum Split (
& O.f � 0 -_ IS O =0
20
Total Split (s)
16.0
42.0
..:;.
0.0 12.0
38.0
0.0 11.0
24.0
0.0 12.0
25.0 0.0
Total Split ( ° lo} `` "":
17.8 %' 46,7%
'0.0 Wl1 %
` "0'0 °0` �21a 26.7%
O.0% t :.% 27.8
b' ✓n`
Yellow Time (s)
3.5
3.5
3.5
15
3.5
3.5
3.5
15
All -Red Time (s)
0.5
0.5
0,5
0.5
0.5
0.5
0.5
0.5
Lead /lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
None
None
None
None
Max
None
Max
Act Effct;Green (s)
33.1
26:1
29,8
24.5
26,5
223
27.7 ;
22,9
Actuated g/C Ratio
0.44
0.35
0.39
0.33
0.35
0.30
0.37
0.31
Manara Academy TIA
5/11/2009
2012
- Background + Manara 500 - PM Peak Hour
Synchro 6 Report
Kimley Horn
Page 1
Manara Academy TIA 2012 - Background + Manara 500 - PM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
---* --I' --* " *-- 4\ t 1 10. 1 4
Control Delay
15.7
23.8
12.7
28.0
18.6
22.9
19.3
17.6
Queue Delay
0.0
'0:0
0.0
0.0 "' 0,0
0.0
0.0
0.0
Total Delay
15.7
23.8
12.7
28.0
18.6
22.9
19.3
17.6
LOS
B
C
g`
B
B
Approach Delay
22.8
26.8
21.8
18.2
Approach LOS
C
C'
Ca_ ; B
Stops (vph)
57
620
36
691
46
120
55
80
Fuel Used(gal)
2
14
1
17
1
2
1
2
CO Emissions (g /hr)
105
960
72
1205
58
173
74
130
NOx Emissions (g /hr)'<
20
187
14
'234
11
34
14
25
VOC Emissions (g /hr)
24
223
17
279
13
40
17
30
Dilemma Vehicles ( #)
0
51
0
54
0
0
0
t
Queue Length 50th (ft)
34
191
20
211
23
67
30
42
Queue Length 95th (ft)
61
255
40
293
60
151
71
11
Internal Link Dist (ft)
603
903
471
508
Turn Bay Length (ft)` _
200
200
200
200
Base Capacity (vph)
353
1595
315
1469
424
558
392
581
Starvation Cap Reductr.
0
0
0
0
0
0
0
0
Spillback Cap RedUCtn
0
0
0
0
0
0
0
0
Storage Cap Reductrt
0
0
0
0
0
0
0
0
Reduced v/c Ratio
0.37
0.55
0.25
0.63
0.18
0.39
0.24
0.32
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
01
o2
o3
M
o5
1 o6
o7
F
08
11 s
25is`..
16 s
38
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Manara Academy TIA 2012 - Background + Manara 500 - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 2: Manara Entry & Heartz Road
Lane Configurations
Sign C Stop
Grade 0%
Volume"( hiW11111koklawk ° 0
Weak Hour Factor 0.92 0.92
Hourly flow rate (vp' 0 `'0
Pedestrians
cM capacity (veh /h)
Volurrie'
Volume Left 0 24
Volume Righ
cSH 1700 1247
Volume to Ca� city''" 0.18,E ., .0,�
Queue Length 95th ft 0 1
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 1
0% 0%
27
0.92 0.92 0.92 0.92
29
Lane LOS A
Manara Academy TIA 2012 - Background + Manara 500 - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 3: Manara Exit & Heartz Road
f I,- I
Median
pX, platoon unblocked
vC, conflicting volume" 475 287
vC1, stage 1 conf vol
vC2, stage . ccpr0f v
vCu, unb locked voi 475 287 287
tC, 2 stage (s)
p0 queue free % 95 97 100
Volume Left 26 0 0 0
V ume Right 0 26 5
cSH 548 752 1700 1700
�CapacE t10.0�},7 0:11 . .
Queue Length 95th (ft) 4 3 0 0
0
Approach LOS
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Pedestrians
Manara Academy TIA 2012 - Background + Manara 500 - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
--► *' '�' \ 1' '/
Lane Configurations
669
697 642
Control Delay (s)
12.3
Sign Control
Approach Delay (s)
Stop
Stop
Stop`°111 - ° =...
Volume (vph)
134
163
122 108
130 120
p eak - Hour Factoi
_0 2
0.92 0.92
0.92 0.92
Hourly flow rate (vph)
146
177
133 117
141 130
Volume Total (vph)
323
250
272
.. - 'Left (vph}
Volume Right (vph)
0
117
130
67M
Capacity (veh /h)
669
697 642
Control Delay (s)
12.3
10.3
Approach Delay (s)
12.3
10.3 11.4
Approach LOS
E3
B
Delay
HCM Level of Service
Intersection Capacity Utilizati;'
Analysis Period (min)
53.6% & ICU Level of S6WRIM
15
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 3