WA1005- CS111220
DRAFT
Water, Wastewater and Roadway Impact
Fee Report
December 2011
Prepared for:
City of Coppell
Prepared by:
FREESE AND NICHOLS, INC.
4055 International Plaza, Suite 200
Fort Worth, Texas 76109
(817) 735‐7300
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
Water & Wastewater Impact Fee Report
December 2011
CITY OF COPPELL
255 Parkway
P.O. Box 9478
Coppell, Texas 75109
FREESE AND NICHOLS, INC.
4055 International Plaza, Suite 200
Fort Worth, Texas 76109
FNI Project Number: CPL11254
DRAFT
THIS DOCUMENT IS RELEASED FOR
THE PURPOSE OF INTERIM REVIEW
UNDER THE AUTHORITY OF JESSICA
BROWN, P.E., TEXAS NO. 90098 ON
DECEMBER 20, 2011. IT IS NOT TO
BE USED FOR CONSTRUCTION,
BIDDING OR PERMIT PURPOSES.
FREESE AND NICHOLS, INC.
TEXAS REGISTERED ENGINEERING
FIRM F‐ 2144
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
i
TABLE OF CONTENTS
1.0 Background ............................................................................................................................. 1‐1
2.0 Land Use Assumptions ........................................................................................................ 2‐1
2.1 Service Area ................................................................................................................... 2‐1
2.2 Historical Population ..................................................................................................... 2‐3
2.3 Projected Population ..................................................................................................... 2‐3
2.4 Land Use ........................................................................................................................ 2‐4
3.0 Capital Improvements Plan ............................................................................................... 3‐1
3.1 Water and Wastewater Load Projections ..................................................................... 3‐1
3.2 Water and Wastewater System Improvements............................................................ 3‐3
4.0 Water and Wastewater Impact Fee Analysis ............................................................... 4‐1
4.1 Service Units .................................................................................................................. 4‐1
4.2 Maximum Impact Fee Calculations ............................................................................... 4‐3
5.0 Roadway Impact Fee Analysis .......................................................................................... 5‐7
5.1 Methodology ................................................................................................................. 5‐7
5.2 Roadway Impact Fee Service Area ................................................................................ 5‐8
Roadway Impact Fee Land Use Assumptions ........................................................................... 5‐9
5.3 Establishment of the Roadway Capital Improvement Plan ........................................ 5‐10
5.4 Roadway Level of Service ............................................................................................ 5‐11
5.5 Roadway Impact Fee Service Units ............................................................................. 5‐11
5.6 Roadway Existing Conditions Analysis ........................................................................ 5‐12
5.7 Existing Conditions Analysis ........................................................................................ 5‐13
5.7.1 Existing Traffic Volumes ....................................................................................... 5‐13
5.7.2 Vehicle‐Miles of Existing Capacity (Supply) ......................................................... 5‐14
5.7.3 Vehicle‐Miles of Existing Demand ....................................................................... 5‐14
5.7.4 Vehicle‐Miles of Existing Excess Capacity or Deficiencies ................................... 5‐15
5.8 Calculating Impact Fees ............................................................................................... 5‐15
5.8.1 Trip Generation .................................................................................................... 5‐16
5.8.2 Trip Length ........................................................................................................... 5‐17
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
ii
5.8.3 Projected Growth and Vehicle‐Miles of New Demand ........................................ 5‐18
5.8.4 Capital Improvements Plan (CIP) ......................................................................... 5‐18
5.8.5 Vehicle‐Miles of New Capacity Provided ............................................................. 5‐22
5.8.6 Vehicle‐Miles of Existing Demand on Impact Fee CIP Roadways ........................ 5‐22
5.8.7 Maximum Cost per Service Unit .......................................................................... 5‐22
5.8.8 Land Use / Vehicle‐Mile Equivalency Table ......................................................... 5‐23
5.9 Calculating Impact Fees ............................................................................................... 5‐25
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
iii
LIST OF TABLES
Table 2‐1 Historical Population .............................................................................................. 2‐3
Table 2‐2 Water and Wastewater Population Projections .................................................... 2‐3
Table 2‐3 Non‐residential Acreage ........................................................................................ 2‐4
Table 3‐1 Water Design Criteria ............................................................................................. 3‐1
Table 3‐2 Wastewater Design Criteria ................................................................................... 3‐1
Table 3‐3 Projected Water Demands ..................................................................................... 3‐2
Table 3‐4 Projected Wastewater Flows ................................................................................. 3‐2
Table 3‐5 Water System Impact Fee Eligible Projects ........................................................... 3‐4
Table 3‐6 Wastewater System Impact Fee Eligible Projects .................................................. 3‐5
Table 4‐1 Service Unit Equivalencies ..................................................................................... 4‐2
Table 4‐2 Water and Wastewater Service Units .................................................................... 4‐2
Table 5‐1 Increase in Developed Acreages for Years 2011 to 2021 ...................................... 5‐9
Table 5‐2 Roadway Facility Vehicle‐Mile Capacities ............................................................ 5‐11
Table 5‐3 Existing Excess Capacity and Demand ................................................................. 5‐15
Table 5‐4 Existing Excess Capacity and Deficiencies ............................................................ 5‐15
Table 5‐5 Projected Vehicle‐Miles of New Demand ............................................................ 5‐18
Table 5‐6 Summary of Roadway Cost .................................................................................. 5‐20
Table 5‐7 Projected Vehicle‐Miles of New Capacity (Supply) .............................................. 5‐22
Table 5‐8 Vehicle‐Miles of Existing Demand on CIP Roadways ........................................... 5‐22
Table 5‐9 Cost Per Service Unit Calculation ......................................................................... 5‐23
Table 5‐10 Land‐Use Vehicle‐Mile Equivalency Table ........................................................... 5‐24
LIST OF FIGURES
Figure 2‐1 Service Area ........................................................................................................... 2‐2
Figure 2‐2 Population and Non‐residential Acreage by Traffic Survey Zones ........................ 2‐5
Figure 3‐1 Water System Impact Fee Capital Improvements ................................................. 3‐6
Figure 3‐2 Wastewater System Impact Fee Capital Improvements ....................................... 3‐7
Figure 4‐1 Water and Wastewater Impact Fee per Service Unit Comparison ....................... 4‐5
Figure 4‐2 Water, Wastewater, and Roadway Impact Fee per Single Family Home
Comparison ...................................................................................................................... 4‐6
Figure 5‐1 Roadway Impact Fee CIP ...................................................................................... 5‐21
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
iv
APPENDICES
Appendix A Water System Project Cost Estimates
Appendix B Existing Roadway Inventory
Appendix C Existing Roadway Capacity, Demand, Excess Capacity and Deficiencies
Appendix D Projected Vehicle‐Miles of New Demand
Appendix E Engineer’s Opinion of Probable Construction Cost
Appendix F Roadway Improvements Plan Project CIP Service Units of Supply
Appendix G Land Use Vehicle‐Mile Equivalency Table
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
1‐1
1.0 BACKGROUND
Chapter 395 of the Texas Local Government Code requires an impact fee analysis before impact
fees can be created and assessed. Chapter 395 defines an impact fee as “a charge or
assessment imposed by a political subdivision against new development in order to generate
revenue for funding or recouping the costs of capital improvements or facility expansions
necessitated by and attributable to the new development.” In September 2001, Senate Bill 243
amended Chapter 395 thus creating the current procedure for implementing impact fees.
Chapter 395 identifies the following items as impact fee eligible costs:
Construction contract price
Surveying and engineering fees
Land acquisition costs
Fees paid to the consultant preparing or updating the capital improvements plan
(CIP)
Projected interest charges and other finance costs for projects identified in the CIP
Chapter 395 also identifies items that impact fees cannot used to pay for, such as:
Construction, acquisition, or expansion of public facilities or assets other than those
identified on the capital improvements plan
Repair, operation, or maintenance of existing or new capital improvements
Upgrading, updating, expanding, or replacing existing capital improvements to
serve existing development in order to meet stricter safety, efficiency,
environmental, or regulatory standards
Upgrading, updating, expanding, or replacing existing capital improvements to
provide better service to existing development
Administrative and operating costs of the political subdivision
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
1‐2
Principal payments and interest or other finance charges on bonds or other
indebtedness, except as allowed above
In April 2011, the City of Coppell, Texas, authorized Freese and Nichols, Inc. (FNI) to perform an
impact fee analysis on the City’s water and wastewater systems. The purpose of this report is
to address the methodology used in the development and calculation of water and wastewater
impact fees for the City of Coppell. The methodology used herein satisfies the requirements of
the Texas Local Government Code Section 395 for the establishment of water and wastewater
impact fees.
The following table provides a list of abbreviations used in this report.
Abbreviation Full Nomenclature
AWWA American Water Works
CIP Capital Improvements Plan
FNI Freese and Nichols, Inc.
NCTCOG North Central Texas Council of Government
TSZ Traffic Survey Zone
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
2‐1
2.0 LAND USE ASSUMPTIONS
Population and land use are important elements in the analysis of water and wastewater
systems. Water demands and wastewater flows depend on the residential population and
commercial development served by the systems and determines the sizing and location of
system infrastructure. A thorough analysis of historical and projected populations, along with
land use, provides the basis for projecting future water demands and wastewater flows.
2.1 Service Area
The service area for Coppell’s water and wastewater systems is defined as the city limits.
Figure 2‐1 illustrates the service area.
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FIGURE 2-1CITY OF COPPELLSERVICE AREA
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DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
2‐3
2.2 Historical Population
The City of Coppell provided yearly population data from 2000 through 2010. The data
indicated an average growth rate of about 1% annual growth over the last 11 years. Table 2‐1
presents the historical populations for the City of Coppell.
Table 2‐1 Historical Population
Year Population Population Growth Growth Rate
2000 36,051 ‐ ‐
2001 36,867 816 2.3%
2002 37,683 816 2.2%
2003 38,499 816 2.2%
2004 38,650 151 0.4%
2005 38,900 250 0.6%
2006 39,200 300 0.8%
2007 39,350 150 0.4%
2008 39,565 215 0.5%
2009 39,655 90 0.2%
2010 39,750 95 0.2%
Average ‐ 370 1.0%
2.3 Projected Population
Population projections were developed based on data provided by City staff. FNI developed
initial population projections using geocoded billing data and existing and projected land use.
The City provided comments on the location of planned development and additional detail
about the existing land use. Table 2‐2 presents the population projections for the City of
Coppell water and wastewater service area. Figure 2‐2 shows the population projections by
TSZ.
Table 2‐2 Water and Wastewater Population Projections
Year Population
Average Annual
Population
Growth
Average Annual
Growth Rate
2011 39,913 ‐ ‐
2021 41,632 172 0.4%
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
2‐4
The projected growth in population is slightly less than the historical average due to the recent
slowdown of development and the natural slowdown in growth as the City approaches
buildout.
2.4 Land Use
The City provided an existing land use shapefile, which included the current zoning. A map of
the future land use was also provided by the City. In order to capture growth related to
commercial, retail, office, institutional, and industrial development, a commercial acreage for
each planning period was developed. The existing land use data was used to calculate the 2011
commercial acreage and the future land use data was used to calculate the 2021 commercial
acreage. The existing commercial acreage includes: developed nonresidential and
public/institutional. The future commercial acreage includes: mixed use community center, old
Coppell historic district, mixed use neighborhood center, freeway special district, commercial,
institutional, and industrial special district. Table 2‐3 and Figure 2‐2 present the non‐residential
acreage by planning year for the water and wastewater service area.
Table 2‐3 Non‐residential Acreage
Year Acres
Growth in
Acres
2011 2,220 ‐
2021 3,256 1,056
60845,0655,06564.85 Ac.45.49 Ac.
623500411.40 Ac.557.26 Ac.
60093,1913,19134.80 Ac.33.56 Ac.
60754141284.24 Ac.388.16 Ac.
60773,6163,85728.67 Ac.40.42 Ac.
60833,5923,59247.60 Ac.48.00 Ac.
403381,2001,47242.15 Ac.39.26 Ac.
60793,0803,16548.08 Ac.55.42 Ac.
61521,2621,34699.07 Ac.121.11 Ac.
301742,1802,2530.36 Ac.0.26 Ac.
607400218.01 Ac.266.34 Ac.
60121,6291,99630.82 Ac.29.68 Ac.
60811,7151,7182.89 Ac.5.24 Ac.
60822,4712,48330.38 Ac.40.68 Ac.
301731,2271,305101.50 Ac.105.96 Ac.
615000153.35 Ac.302.44 Ac.
60030085.74 Ac.289.78 Ac.
60781,9731,97356.93 Ac.56.94 Ac.
402111,9321,9691.43 Ac.1.41 Ac.
6238103103129.59 Ac.221.40 Ac.
615153162848.63 Ac.84.74 Ac.
60063383414.70 Ac.9.95 Ac.
60761,4331,43356.91 Ac.54.40 Ac.
60802,5142,59632.63 Ac.40.43 Ac.
24456526522.46 Ac.39.36 Ac.
62340086.26 Ac.122.23 Ac.
40061001.53 Ac.54.36 Ac.
403210054.83 Ac.82.96 Ac.
6237000.00 Ac.0.00 Ac.
40236007.37 Ac.39.10 Ac.
244716244720.94 Ac.24.32 Ac.6007002.97 Ac.13.18 Ac.
6236000.00 Ac.0.00 Ac.
90630011.80 Ac.20.68 Ac.
9062000.00 Ac.0.00 Ac.
60086616.67 Ac.21.93 Ac.
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FIGURE 2-2CITY OF COPPELLPOPULATION ANDNON-RESIDENTIAL ACRES BY TSZ
Created By Freese and Nichols, Inc.Job No.: CPL11254Location: H:\W_WW_PLANNING\DELIVERABLES\03_DRAFT_Water_Wastewater_CIP_Report\(Figure_2-2)-Pop_and_Non-Residential_Ac_by_TSZ.mxdUpdated: Thursday, December 08, 2011 10:47:16 AM
TSZ ID2011 Population2021 Population2011 Comm. Acres2021 Comm. Arces
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
3‐1
3.0 CAPITAL IMPROVEMENTS PLAN
An impact fee capital improvements plan (CIP) was developed for the City of Coppell to ensure
high quality water and wastewater service that promotes residential and commercial
development. The recommended improvements will provide the required capacity and
reliability to meet projected water demands and wastewater flows through year 2021.
3.1 Water and Wastewater Load Projections
The population and land use data was used to develop future water demands and wastewater
flows based on a projected average day per capita use and peaking factors. Based on historical
water usage and wastewater flows, design criteria were developed. The design criteria for
water and wastewater are presented in Table 3‐1 and Table 3‐2, respectively. Table 3‐3
presents the projected water demands. Table 3‐4 presents the projected wastewater flows for
the City of Coppell.
Table 3‐1 Water Design Criteria
Average
Residential
Usage
(gpcd)
Average
Day
Commercial
Water
Usage
(gpd/acre)
Maximum
Day to
Average
Day
Peaking
Factor
Peak
Hour to
Maximum
Day
Peaking
Factor
140 2,000 2 2
Table 3‐2 Wastewater Design Criteria
Average
Daily
Residential
Loading
(gpcd)
Average
Daily
Commercial
Loading
(gpd/acre)
Peak Wet
Weather
to Average
Daily
Peaking
Factor
75 700 4
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
3‐2
Table 3‐3 Projected Water Demands
Year
Average Day
Demand
(MGD)
Maximum Day
Demand
(MGD)
Peak Hour
Demand
(MGD)
2011 10.0 20.1 40.1
2021 12.3 24.7 49.4
Table 3‐4 Projected Wastewater Flows
Year
Average Annual
Daily Flow
(MGD)
Peak Wet
Weather Flow
(MGD)
2011 4.55 18.19
2021 5.40 21.61
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
3‐3
3.2 Water and Wastewater System Improvements
FNI developed proposed water and wastewater system improvements based on the results of
the hydraulic models. The City of Coppell is approaching buildout and the existing water and
wastewater systems are appropriately sized to meet future demands and loads. The cost for
the project required for the 10‐year growth period used in the impact fee analysis for both the
water systems is shown in Table 3‐5. Costs listed for the existing projects are based on actual
design and construction costs provided by the City. Detailed cost estimate for the proposed
water system project is included in Appendix A. Tables 3‐5 and 3‐6 show 2011 percent
utilization as the portion of a project’s capacity required to serve existing development. It is
not included in the impact fee analysis. The 2021 percent utilization is the portion of the
project’s capacity that will be required to serve the City of Coppell in 2021. The 2011‐2021
percent utilization is the portion of the project’s capacity required to serve development from
2011 to 2021. The portion of a project’s total cost that is used to serve development projected
to occur from 2011 through 2021 is calculated as the total actual cost multiplied by the 2011‐
2021 percent utilization. Only this portion of the cost is used in the impact fee analysis. The
10‐year water system projects are shown on Figure 3‐1. The 10‐year wastewater projects are
shown on Figure 3‐2.
DR
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EX
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$344,761 $0
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$32,448 $0
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$696,748 $696,748
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$218,886 $0
F
30
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$372,544 $0
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16
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$281,648 $0
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$1,148,160 $143,520
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$3,301,968 $840,268
PR
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ex
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c
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$567,330 $113,466
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n
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De
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o
p
m
e
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t
10 ‐Year
(2
0
1
1
‐2021) Beyond 2021
EX
I
S
T
I
N
G
PR
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J
E
C
T
S
A
Ex
i
s
t
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n
g
30
‐in
c
h
fo
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e
m
a
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n
in
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s
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n
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80
%
10
0
%
20
%
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,
1
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4
,
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0
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3
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0
0
$232,800 $0
B
Ex
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t
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24
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c
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%
10
0
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10
%
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4
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2
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,
4
0
0
$147,600 $0
C
Ex
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g
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c
h
gr
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%
10
0
%
15
%
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7
,
6
0
0
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0
3
,
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$53,640 $0
D
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g
18
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c
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n
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%
10
0
%
15
%
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2
1
,
6
0
0
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7
3
,
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6
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$48,240 $0
E
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A
85
%
10
0
%
15
%
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2
8
,
4
0
0
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6
4
,
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4
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$64,260 $0
F
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g
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n
B
75
%
10
0
%
25
%
$3
5
7
,
6
0
0
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6
8
,
2
0
0
$89,400 $0
G
Ex
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g
27
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c
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s
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n
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75
%
10
0
%
25
%
$7
5
1
,
8
0
0
$5
6
3
,
8
5
0
$187,950 $0
H
Ex
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s
t
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n
g
15
/
2
4
‐in
c
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gr
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v
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in
Ba
s
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n
E
80
%
95
%
15
%
$1
,
0
4
5
,
8
0
0
$8
3
6
,
6
4
0
$156,870 $52,290
I
Ex
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t
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n
g
30
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c
h
gr
a
v
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d
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80
%
95
%
15
%
$2
,
2
6
3
,
2
0
0
$1
,
8
1
0
,
5
6
0
$339,480 $113,160
J
Sa
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Jo
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s
30
‐in
c
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fo
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m
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(d
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fr
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De
f
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s
t
PS
)
80
%
10
0
%
20
%
$2
,
3
1
2
,
0
4
1
$1
,
8
4
9
,
6
3
3
$462,408 $0
K
Ex
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s
t
i
n
g
20
‐in
c
h
fo
r
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e
m
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Ruby Rd
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Brooks Ln
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Burns St
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Briarglen Dr
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Lake Vista Dr
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Pecan Hollow Dr
Tupelo Dr
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Quail Ln
Falls Rd
Parkview Plc
Cooper Ln
G r e e n r i d g e Dr
Snowshill Tr
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Meado wview L n
S anders L p
Redcedar Way Dr
Christi Ln
Willow Spri n g s D r
Cribbs Dr
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P a r k e r D r
Oriole Ln
Swan Dr
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Dillard Ln
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l
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Barrington Dr
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w
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B
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Copperst
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Gibbs Cros s i n g
Wal n u t G r ove Ln
Ro
l
l
i
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g
H
i
l
l
s
R
d
Robin Ln
Wales Ct
Basilwood Dr
L e x i n g t o n A v
Trad
e
C
e
n
t
e
r
D
r
Br
a
n
c
h
w
o
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T
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Ashley Dr
Vanbebber Dr
Marlee Cir
Di
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D
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a
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a
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l
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w
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S
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Lake Park
D
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R
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c
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L
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L a g u n a L n
Meadowood Ln
Forest Ridge Dr
Wr
a
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C
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Be
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H
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l
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D
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Lo
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W
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Ashfo
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E Nat c h e s T r a c e
Woodl
a
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Cas
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C
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k
D
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Ha
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S
t
De
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n
n
D
r
Duncan Dr
Cotton Rd
E I635 - Exit 33 Service R
Sh
a
d
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a
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L
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Avalon Ln
B
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k
s
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Graywood Ln
In
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Sp
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g
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L
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Johnson Dr
H
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R
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Glade Point Dr
W B e t h e l S c h o o l R d
L
a
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F
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s
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D
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S h o r e w o od D r
Sparrow Ln B itternut Dr
Brock St
Swallow Dr
Havencrest Ln
S H o l l y S t
Wynnpage Dr
Ta
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b
a
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k
C
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Highland Dr
T
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i
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i
t
y
C
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I635 - O
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Houston St
Kingsmill Ct
Layton Dr
Cardinal Ln
An
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s
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A
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Fi
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c
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L
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Steamboat Dr
Mi
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T
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Mullran
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D
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Te
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w
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D
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Halifax Ln
Tr
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w
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L
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R e d w i n g D r
Pebble Creek Dr
Gr
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D
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Lai
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s
D
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Thompson Dr
L
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g
m
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a
d
o
w
D
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River Rd
N
ewport Dr
A
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d
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L
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Al
l
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c
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s
t
L
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Park
M
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a
d
o
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W
a
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Dalm
a
l
l
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y
L
n
Charleston Dr
Rockcre
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D
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Lo
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L
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Wo
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c
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s
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L
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Hu
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R
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R
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S
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i
l
l
F
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s
t
D
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Glendale Dr
B e v e r l y D r
G a t e v i e w B l v d
Clear Creek Ln
Oak Grove Ln
Te
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P
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Hi
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No
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L
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D
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Gl
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w
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D
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Brentwood Dr
Westminster Way
Fitness Ct
R aintree Cir C h es hi re Dr
W Town Cent e r D r
M e a d o w l a r k L n
P e p p e r w o o d S t
Harrison Dr
We
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D
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S a d d l e T ree Tr
H i g h l a n d M e a d o w D r
Pa
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R
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Kingsridge Dr Lockhaven Ln
Post Oak Dr
Wi
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i
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a
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D
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Alendale Dr
W I635 - Exit 35 Service R
Ho
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D
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Ni
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S
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Chestnut Ln
Fl
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Span i s h M o s s D r
W e s t c h e s t e r D r
W
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D
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La keview Dr
Sandy Oak Ln
O l y mpia Ln
Beau Dr
O
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Y
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R
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Gi
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s
o
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C
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Hearthw ood Dr
Loxley Dr
Kirkland Dr
Pa
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P
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Coats St
P
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Stonecrest Dr
Archer Dr
Sa
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P
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C
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C halfon t P l c
Colonial Dr
So
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L
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Ma
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c
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L
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La
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w
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C
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Suzanne Way
T u r n b e r r y L n
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C
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C
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w
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D
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Me
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q
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i
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w
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S
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Pine hurst Dr
Beth
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C
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6
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4
Cooper
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D a k o t a Ln
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3
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S
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Grapevine Creek Dr
Ha
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C
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Glen Lakes D r
Field
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Wrenwood Dr
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W
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N
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Greenwich Ln
Pen
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Oakb r o o k D r
Bro
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T
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Stringfellow Dr
S H 1 2 1 - t u r n a r o u n d
K i l m i c h a e l D r
Brean
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Teal Cove
Autumnwood Ln
E
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a n
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H
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W
a
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Pin t a i l C t
Briarcove Ln
H i d d e n H o l l o w C t
Grace Dr
Blue J
a
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D
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Do
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c
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D
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Dove Cir
E I635 - On
R
a
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3
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W
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H u m m i n g b i r d D r
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Re
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D
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Tanglewood Ln
Br
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So
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Ridgewood Dr
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M
a
t
h
e
s
o
n
C
t
Ind i a n R o
c
k
D
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Forestwood Ln
C
h
i
n
a
b
erry Way
D
r
i
f
t
w
o
o
d
D
r
Warren Crossing
Brighton Ln
Austin Ct
Edmondson Dr
Warwick Ln
Independence Dr
Biltmore Ct
Willow Ln
Ba y C i r
Encl
a
v
e
s
C
r
t
W Penins u l a D r
Woodh
i
l
l
S
t
Gifford
C
t
Ma
r
t
e
l
C
r
t
Tara Ct
Be
a
v
e
r
R
u
n
D
r
H e a r
t h stone Ln
Alde
r
C
t
S
heffield Ct
Roundrock Cir
V
ill
a
g
e Green Dr
Spanish Moss Ct
We
s
t
m
i
n
s
t
e
r
C
t
H
a
m
p
t
o
n
D
r
Rockcrest Ct
Wh ite S p r u c e D r
S
u
n
r
i
s
e
D
r
Lakeview
C
r
o
o
k
e
d
T
r
e
e
C
t
Tana
g
e
r
D
r
Stanton Ct
Ha
r
t
f
o
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d
C
i
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Re
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d
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D
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Wo
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d
l
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F
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W
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w
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C
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Willow Springs Ct
No
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w
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s
t
e
r
n
D
r
A
p
p
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c
r
o
s
s
C
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Carriage Ct
Flintshire W
a
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Se
a
H
a
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C
t
Clare
m
o
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t
C
t
Cre
s
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v
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C
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Eastgate Dr
Mariners Ct
Maywoo
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C
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Gl
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n
c
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e
s
t
C
i
r
De
l
t
a
C
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Maso
n
C
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Elmhill Ct
Cuttingham Ct
Hardwick Ct
P
a
r
k
V
a
l
l
e
y
C
t
Shiloh Ct
Fountain Head Ln
Crane Cir
Elmvale Ct
Ro
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l
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g
H
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l
l
s
C
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We
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b
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C
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Che
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B
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1
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1
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p 34
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FIGURE 3-1CITY OF COPPELLWATER IMPACT FEECAPITAL IMPROVEMENTS PLAN
Created by Freese and Nichols, Inc.Job No.: [CPL11254]Location: H:\W_WW_PLANNING\DELIVERABLES\WORKING\(Figure-1)-Water_System.mxdUpdated: Wednesday, July 13, 2011
LEGEND
(#UT Existing Elevated Storage Tank
(#UT Existing Eligible Impact FeeElevated Storage Tank
UT Existing Ground Storage Tank
[Ú Existing Pump Station
[Ú Existing Eligible Impact FeePump Station
Existing EligibleImpact Fee Water Line
Proposed EligibleImpact Fee Water Line
8" and Smaller Water Line
10" and Larger Water Line
Streets
Lake
Parcel
City Limits I
0 1,000 2,000
SCALE IN FEET
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b
s
o
n
C
t
Hearthwood Dr
Loxley Dr
SH 121 - R
a
m
p
Kirkland Dr
Pa
r
i
s
h
P
l
c
Coats St
Hawken Dr
P
enuel D r
Stonecrest Dr
Archer Dr
Sa
n
d
P
o
i
n
t
C
t
C ha lfo nt P l c
Colonial Dr
So
r
a
L
n
N
H
o
l
l
y
S
t
Ma
n
c
h
e
s
t
e
r
L
n
La
k
e
w
o
o
d
C
t
T u r n b e r r y L n
De
f
o
r
e
s
t
C
t
C
r
e
s
t
w
o
o
d
D
r
Me
s
q
u
i
t
e
w
o
o
d
S
t
W
B
raewood Dr
Pine hurst Dr
I 6 3 5 - E x i t 34
Cooper
E Peninsula Dr
Fa
i
r
v
i
e
w
C
t
D a k o t a Ln
B
r
i
t
t
a
n
y
D
r
S
l
e
e
p
y
H
o
l
l
o
w
L
n
E I635
-
E
x
i
t
3
5
S
e
r
v
i
c
e
R
Woodw
a
y
Grapevine Creek Dr
Ha
m
p
t
o
n
C
t
Juniper DrField
c
r
e
s
t
L
p
Wrenwood Dr
P
r
e
s
t
w
i
c
k
C
t
Mo
b
l
e
y
W
a
y
N
a
t
c
h
e
s
T
r
a
c
e
Greenwich Ln
Oakb r o o k D r
Stringfellow Dr
S H 1 2 1 - t u r n a r o u n d
Breann
a
W
a
y
Teal Cove
Autumnwood Ln
Ge
o
r
g
i
a
n
D
r
E x c h
a n
g e C i r
Highla
n
d
W
a
y
Pi n t a i l C t
Briarcove Ln
H i d d e n H o l l o w C t
Grace Dr
Blue J
a
y
D
r
Do
b
e
c
k
a
D
r
Burning Tree Ln
Dove Cir
E I635 - On
R
a
m
p
3
5
S
e
r
v
i
c
e
R
B
e
n
t
T
r
e
e
C
r
t
K
i
m
b
e
l
K
o
u
r
t
A r m s t r o n g B l v d
C l e a r H a v e n R d
S
t
J
a
m
e
s
P
l
K
a
i
l
e
y
W
a
y
Cedar Crest Dr
H u m m i n g b i r d D r
Le isure Ln
Tanglewood Ln
Br
i
c
k
n
e
l
l
D
r
St
a
t
e
C
h
a
m
p
i
o
n
P
k
w
y
C
a
s
t
l
e
b
u
r
y
C
t
So
u
t
h
e
r
n
B
e
l
l
e
D
r
Br
y
a
n
L
n
Ridgewood Dr
C
a
ne
moun t L n
Hackberry Rd
M
a
t
h
e
s
o
n
C
t
Indi a n R o
c
k
D
r
C
h
i
n
a
b
erry Way
D
r
i
f
t
w
o
o
d
D
r
Warren Crossing
Brighton Ln
Cherrywood TrAustin Ct
Warwick Ln
Su
m
m
e
r
P
l
a
c
e
D
r
Biltmore Ct
Willow Ln
Am
b
e
r
w
o
o
d
D
r
Encl
a
v
e
s
C
r
t
W Penins u l a D r
W o o d h i l l S t
Gifford
C
t
Ma
r
t
e
l
C
r
t
Tara Ct
Be
a
v
e
r
R
u
n
D
r
H e a r t h st one L n
Alde
r
C
t
S
heffield Ct
Roundrock Cir
Spanish Moss Ct
We
s
t
m
i
n
s
t
e
r
C
t
H
a
m
p
t
o
n
D
r
Rockcrest Ct
Wh ite S p r u c e D r
S
u
n
r
i
s
e
D
r
C
r
o
o
k
e
d
T
r
e
e
C
t
Tana
g
e
r
D
r
Hazelwood Cove
Ha
r
t
f
o
r
d
C
i
r
Re
e
d
e
r
D
r
Wo
o
d
l
a
n
d
C
o
v
e
Mi
t
c
h
e
l
l
S
t
E
l
m
F
o
r
k
D
r
W
e
s
t
w
o
o
d
C
t
Willow Springs Ct
No
r
t
h
w
e
s
t
e
r
n
D
r
A
p
p
l
e
c
r
o
s
s
C
t
Carriage Ct
Se
a
H
a
w
k
C
t
Clare
m
o
n
t
C
t
Eastgate Dr
Da
V
i
n
c
i
C
t
Maywoo
d
C
i
r
Gl
e
n
c
r
e
s
t
C
i
r
H
o
o
d
C
t
De
l
t
a
C
t
Maso
n
C
t
Elmhill Ct
Cuttingham Ct
Hardwick Ct
P
a
r
k
V
a
l
l
e
y
C
t
Greenwood Ct
Hickory Ridge Dr
A
r
b
o
r
M
a
n
o
r
s
D
r
Fountain Head Ln
Crane Cir
Elmvale Ct
We
s
t
b
u
r
y
C
t
Leisure Ct
Gr
a
y
w
o
o
d
C
t
SH
1
2
1
E SH 12
1
S H 1 2 1 - turnaround
S H 1 2 1 R a m p
SH 121
N SH
1
2
1
R
d
I6
3
5
-
E
x
i
t
3
4
SH 121
S SH
1
2
1
E SH
1
2
1
S
e
r
v
i
c
e
R
W SH
1
2
1
S
e
r
v
i
c
e
R
N SH 121 Service R
W SH
1
2
1
Fre
e
p
o
r
t
P
k
w
y
W
r
a
n
g
l
e
r
C
i
r
Aspen
w
a
y
D
r
N SH
1
2
1
S
e
r
v
i
c
e
R
S
C
o
p
p
e
l
l
R
d
I635 - On Ra
m
p 34
SH 1
2
1
-
E
x
i
t
E Sandy Lake Rd
D u n c a n D r
Meadowglen Ci r
N SH
1
2
1
H
w
y
E SH 121 Service R
Co
t
t
o
n
R
d
1
6
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1
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10
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24
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48''
27
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21
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10''
12''
12''
10
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15''
1
0
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10
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0
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0
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2
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18
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FIGURE 3-2CITY OF COPPELLWASTEWATER IMPACT FEECAPITAL IMPROVEMENTS PLAN
Created by Freese and Nichols, Inc.Job No.: [CPL11254]Location: H:\W_WW_PLANNING\DELIVERABLES\WORKING\(Figure-1)_Existing_Wastewater_System.mxdUpdated: Wednesday, July 13, 2011
LEGEND
Existing Eligible Impact FeeWastewater Lines
Existing Eligible Impact FeeForce Mains
8" and Smaller Wastewater Line
10" and Larger Wastewater Line
Force Main
Vä Existing Eliible Lift Station
"C`Meter Station
!(Manhole
Streets
Parcel
City Limits
Lake
SEWER BASINS
Basin 'A'
Basin 'B'
Basin 'C'
Basin 'E'
Basin 'F'
I
0 1,000 2,000
SCALE IN FEET
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
4‐1
4.0 WATER AND WASTEWATER IMPACT FEE ANALYSIS
The impact fee analysis involves determining the utilization of existing and proposed projects
required as defined by the capital improvement plan to serve new development over the next
10‐year time period. For existing or proposed projects, the impact fee is calculated as a
percentage of the project cost, based upon the percentage of the project’s capacity required to
serve development projected to occur between 2011 and 2021. Capacity serving existing
development and development projected for more than 10 years in the future cannot be
charged to impact fees.
4.1 Service Units
The maximum impact fee may not exceed the amount determined by dividing the cost of
capital improvements required by the total number of service units attributed to new
development during the impact fee eligibility period. A water service unit is defined as the
service equivalent to a water connection for a single‐family residence. The City of Coppell does
not directly meter wastewater flows and bills for wastewater services based on the customer’s
water consumption. Therefore, a wastewater service unit is defined as the wastewater service
provided to a customer with a water connection for a single‐family residence.
The service associated with public, commercial, and industrial connections is converted into
service units based upon the capacity of the meter used to provide service. The number of
service units required to represent each meter size is based on the safe maximum operating
capacity of the appropriate meter type. The City uses Class I turbine meters. American Water
Works Association (AWWA) standards C701 (Cold Water Meters – Turbine Type) was used to
determine the safe maximum operating capacity. The service unit equivalent for each meter
size used by the City is listed in Table 4‐1.
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
4‐2
Table 4‐1 Service Unit Equivalencies
Meter Size
Safe Maximum Operating
Capacity (gpm)(1)
Service Unit Equivalent
5/8” x 3/4” 30 1.0
1” 50 1.7
1‐1/2” 100 3.3
2” 160 5.3
3” 350 11.7
4” 630 21.0
6” 1,400 46.7
8” 2,400 80.0
(1) Safe maximum operating capacity is based on AWWA standards C701
Typically, in Coppell, single‐family residences are served with 5/8‐inch water meters. Larger
meters represent public, commercial, and industrial water use. The City provided data that
included the meter size of each active water meter as of June 2011. Table 4‐2 shows the water
and wastewater service units for 2011 and the projected service units for 2021.
Table 4‐2 Water and Wastewater Service Units
Meter Size
2011
Connections
2011
Service
Units
2021
Connections
2021
Service Units
Growth in
Service Units
5/8” x 3/4” 11,219 11,219 11,702 11,702 483
1” 202 337 211 352 15
1‐1/2” 103 343 107 357 14
2” 487 2,597 508 2,709 112
3” 18 210 19 222 12
4” 24 504 25 525 21
6” 3 140 3 140 0
8” 204 16,320 213 17,040 720
Total 12,260 31,670 12,788 33,047 1,377
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
4‐3
4.2 Maximum Impact Fee Calculations
Chapter 395 of the Texas Local Government Code states that the maximum impact fee may not
exceed the amount determined by dividing the cost of capital improvements required by the
total number of service units attributed to new development during the impact fee eligibility
period less the credit to account for water and wastewater revenues used to finance capital
improvement plans.
The total projected costs include the projected capital improvement costs to serve 10‐year
development, the projected finance cost for the capital improvements, and the consultant cost
for preparing and updating the Capital Improvements Plan. A 4.0% interest rate was used to
calculate financing costs. Comparison graphs showing impact fees in other cities throughout
the Metroplex are presented on Figure 4‐1 and Figure 4‐2.
Water Impact Fee:
Total Capital Improvement Costs $3,869,298
Financing Costs $1,287,050
Total Eligible Costs $5,156,348
Growth in Service Units 1,377
Maximum Water Impact Fee = Total Eligible Costs/Growth in Service Units
= $5,156,348/1,377
= $3,745 per Service Unit
Maximum Allowable Water Impact Fee = Maximum Impact Fee – 50% Credit
= $3,745 ‐ $1,873
= $1,873 per Service Unit
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
4‐4
Wastewater Impact Fee:
Total Capital Improvement Costs $2,916,507
Financing Costs $970,122
Total Eligible Costs $3,886,629
Growth in Service Units 1,377
Maximum Wastewater Impact Fee = Total Eligible Costs/Growth in Service Units
= $3,886,629/1,377
= $2,823 per Service Unit
Maximum Allowable Wastewater Impact Fee = Maximum Impact Fee – 50% Credit
= $2,823 ‐ $1,412
= $1,412 per Service Unit
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DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
5‐7
5.0 ROADWAY IMPACT FEE ANALYSIS
5.1 Methodology
To update the roadway impact fee system, a series of work tasks were undertaken that
included the following:
• A roadway conditions inventory of major thoroughfares in Coppell was updated for lane
geometries, roadway classifications and segment lengths. The existing roadway network
was evaluated based on updated traffic volume count information, collected in August
2011, to determine roadway capacity, current utilization, and deficiencies, if present, for
each service area.
• The vehicle‐mile of travel during the PM peak hour was retained as the appropriate service
unit for measuring capacity and system utilization for the impact fee calculation Roadway
capacity values were based on data developed by the NCTCOG for level of service “C/D”
operations.
• New vehicle‐miles of demand were calculated for each service area based on updated land
use assumptions by service area for the program planning period. The land use
equivalency table was used as a basis for deriving projected vehicle‐miles from growth
over the ten‐year planning period.
• An analysis of previous roadway impact fee Capital Improvements Plan (CIP) was
conducted based on updated traffic volume count information to ensure excess capacity
remained in program projects for each service area.
• A CIP was prepared based on growth needs from future development (land use
assumptions), other capital improvements programming and City Staff input. Roadway
cost data including construction, engineering and right‐of‐way for impact fee projects were
prepared and compiled by service area based on cost estimates and data provided by the
City. For recently completed projects, actual costs were incorporated into the system
database.
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
5‐8
• The cost of capacity supplied, cost attributable to new development and the maximum
cost per service unit was calculated for each service area. A credit of 50% was applied to
the overall cost of the capital improvements program for the identification of the
maximum allowable cost per service unit consideration.
• The Land Use Equivalency Table (service unit generation for specific land use categories)
was updated to incorporate new trip rate and trip length data. Trip rate data was obtained
from Trip Generation, Eighth Edition by the Institute of Transportation Engineers. Trip
length statistics for the city were obtained from a workplace survey conducted by the
NCTCOG. Several new land uses were incorporated within the major categories of
residential, office, commercial, industrial, and institutional.
• Example fee calculations were prepared based upon sample land uses, associated service
unit equivalencies, and the maximum allowable cost per service unit.
This section documents the procedures, findings, and conclusions of the study.
5.2 Roadway Impact Fee Service Area
Chapter 395 requires that service areas be defined for impact fees to ensure that facility
improvements are located in proximity to the area that is generating the need. Legislative
requirements stipulate that roadway service areas be limited to a six mile maximum and must
be located within the current city limits. Roadway service areas are different from other impact
fee service areas, which can extend beyond the city limits and include its Extra Territorial
Jurisdiction (ETJ) or other defined area of service. This is primarily because roadway systems
are "open" to both local and regional use as opposed to a defined limit of service that is
provided with water and wastewater systems. For roadways, the result is that new
development can only be assessed an impact fee based on the cost of necessary capital
improvements within that service area.
No changes were made to the service area structure and is illustrated in Figure 2‐1.
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Roadway Impact Fee Land Use Assumptions
Land use assumptions serve as the basis from which travel demands are developed over the
planning period. Chapter 395 requires that land use assumptions and CIP be updated at least
every five (5) years to ensure growth projections are commensurate with current residential
and non‐residential trends of the community. The land use assumptions provide the basis for
determining the portion of the capital improvements plan (and associated cost) attributed to
future growth and development. For this system update, service unit generation (future
growth) was based on the net population and employment growth as identified in the “Land
Use Assumptions for Impact Fees” report prepared by the City and discussed as part of Chapter
2.
For roadways, both population and employment data are necessary for the determination of
both residential and non‐residential traffic (vehicle‐miles) over the planning period. Derived
demographic data, in conjunction with service unit generation from the land use equivalency
table, formed the basis for ten‐year growth estimates. Table 5‐1 details the breakout of the
increase in Developed Acreages within the service area.
Table 5‐1 Increase in Developed Acreages for Years 2011 to 2021
Land Use Acres
Commercial
Commercial/Office/Retail 170
Freeway Commercial/Office/Retail 594
Light Industrial 209
Public Institutional 0
Residential
Residential High Density 0
Residential Medium Density 40
Residential Low Density 438
Parks and Open Space 279
Total 1,730
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5.3 Establishment of the Roadway Capital Improvement Plan
Chapter 395 of the Texas Local Government Code specifies the requirements necessary to
prepare a capital improvements plan. These requirements include:
• A description of the existing capital improvements within the service area and the cost to
upgrade, update, improve, expand or replace the improvements to meet existing needs
and usage
• An analysis of the total capacity, the level of current usage, and commitments for usage of
capacity of the existing capital improvements
• A description of all or the parts of the capital improvements and their costs necessitated by
and attributable to new development in the service area based on approved land use
assumptions
• A definitive table establishing the specific level or quantity of use, consumption,
generation, or discharge of service unit for each category of capital improvements and an
equivalency table establishing the ratio of the service unit to various types of land uses,
including residential, office, retail/commercial, light industrial, and institutional.
• The total number of projected service units necessitated by and attributable to new
development within the service area based on the approved land use assumptions
• The projected demand for capital improvements required by the new service units
projected over a reasonable period of time
• A plan for awarding a credit for the portion of the ad valorem tax generated by new service
units during the program period that is used for the payment of improvements, or a credit
equal to 50 percent of the total projected cost of implementing the capital improvements
plan
The plan must contain two distinct components: analysis of existing conditions and analysis of
projected conditions. To analyze these components two measures of performance must be
established, they are: level‐of‐service and service units.
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5.4 Roadway Level of Service
Level‐of‐Service (LOS) is a term used in traffic engineering to describe the performance of the
roadway system. Roadway level‐of‐service is the basic design criterion used in thoroughfare
planning. The design level‐of‐service determines the capacity for which the roadway is
intended. Level‐of‐service is rated from “A” to “F”. The higher level of service (A‐B) provides
better driving conditions, but typically requires higher construction cost. Level of Service “E” is
considered to be the capacity limit of urban roadways. Level of Service “C/D” is the design
level‐of‐service selected for the Impact Fee Analysis for the City of Coppell. Table 5‐2 lists the
maximum service volumes for level‐of‐service “C/D” as a function of facility type.
Table 5‐2 Roadway Facility Vehicle‐Mile Capacities
Roadway Facility Roadway Type
Capacity “LOS C/D Vehicles per
hour per lane‐mile of Roadway
Facility(1)
Principal Arterial – Divided P6D 700
Divided Local Arterials C4D 625
Undivided Collector – 4 Lane C4U 440
Undivided Collector – 2 Lane C2U 350
(1) Hourly capacity for LOS “C/D” obtained from NCTCOG DFW Regional Travel Model and the Highway Capacity
Manual
5.5 Roadway Impact Fee Service Units
Service units establish a relationship between roadway projects and demand placed on the
street system by development, as well as the ability to calculate and assess impact fees for
specific development proposals. As defined, service unit means; “a standardized measure of
consumption, use, generation, or discharge attributable to an individual unit of development in
accordance with generally accepted engineering or planning standards for a particular category
of capital improvements or facility expansions."
To determine the roadway impact fee for a particular development, the service unit must
accurately identify the impact that the development will have on the major roadway system
(i.e., arterial and collector roads) serving the development. This impact is a combination of the
number of new trips generated by the development, the particular peaking characteristics of
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the land‐use(s) within the development, and the length of each new trip on the transportation
system.
The service unit must also reflect the capacity, which is provided by the roadway system, and
the demand placed on the system during the time in which peak, or design, conditions are
present on the system. Transportation facilities are designed and constructed to accommodate
volumes expected to occur during the peak hours (design hours). These volumes typically occur
during the peak hours as motorists travel to and from work.
The vehicle‐mile during the PM peak hour was retained as the service unit for impact fees in
Coppell. This service unit establishes a more precise measure of capacity, utilization and
intensity of land development through the use of published trip generation data. It also
recognizes legislative requirements with regards to trip length.
The PM peak hour is recommended as the time period for assessing impacts because the
greatest demand for roadway capacity occurs during this hour. Roadways are sized to meet
this demand, and roadway capacity is more accurately defined on an hourly basis. Traffic
volume data collected August 2011 at over 20 locations throughout the city confirmed the PM
peak hour as the highest period of use.
5.6 Roadway Existing Conditions Analysis
An accurate service unit is required to calculate and assess impact fees for new developments.
As defined in Chapter 395, “Service unit means a standardized measure of consumption, use,
generation, or discharge attributed to an individual unit of development calculated in
accordance with generally accepted engineering or planning standards, based on historical data
and trends applicable to the political subdivision in which the individual unit of development is
located during the previous 10 years.” In other words it is a measure of supply and demand.
The service unit must accurately reflect the supply, which is provided by the roadway system.
Transportation facilities are designed to accommodate peak hour traffic volumes because the
heaviest demand for the roadway capacity occurs during the peak hour. These peak hours
typically occur during the morning (AM peak) and evening (PM peak) rush hours as motorist
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travel to and from work. The impact fee analysis for the City of Coppell was developed for PM
peak traffic volumes. For the supply side the unit of measurement is the service volume that is
provided by a lane‐mile (lane‐miles) of roadway facility. This number is also the capacity of the
roadway based on an acceptable level‐of‐service; in this case that level‐of‐service is “C/D”.
The service unit must also reflect the demand that a particular development will place on the
transportation system. The impact the development has on the street system is directly related
to: the trips generated by development, land‐use for which the development is intended, and
the average length of each trip on the transportation system. For the demand side this unit is a
vehicle‐trip of one‐mile in length (vehicle‐miles).
Service units create a link between supply (roadway projects) and demand (new development).
Both supply and demand can be expressed as a combination of the number of vehicles traveling
during the peak hour and the distance traveled by these vehicles in miles. Thus, the Service
Unit for roadway impact fees is vehicle‐mile.
5.7 Existing Conditions Analysis
An inventory of major roadway facilities was conducted to determine existing conditions
throughout Coppell. This analysis determined the capacity provided by the existing roadway
system, the demand currently placed on the system, and the existence of any deficiencies on
the system. Data for the inventory was obtained from field reconnaissance, traffic volume
counts, the City Thoroughfare Plan and City Staff, and is detailed in Appendix B.
5.7.1 Existing Traffic Volumes
Existing directional PM peak hour volumes were obtained from automated traffic counts
collected by the City from their comprehensive traffic count program in November
2011. Automated traffic counts at 20 separate locations were collected on major
roadways (as identified in the Thoroughfare Plan as arterial or collector status)
throughout the city. In an effort to minimize the total number of counts, data was
collected at locations where traffic volumes would typify link volumes on the major
segments within the immediate area. For segments not counted, estimates were
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developed based on peaking characteristics of area roadways or data from adjoining
roadway counts. This data was compiled for roadway segments throughout the city and
entered into the database for use in calculations. A summary of volumes by roadway
segment is included in Appendix C as part of the existing capital improvements
database.
5.7.2 Vehicle‐Miles of Existing Capacity (Supply)
The vehicle‐miles of existing capacity for each counted roadway segment were obtained
using the equation below:
Vehicle–Miles of Capacity = Capacity per peak hour per lane x Number of lanes x Length
(miles)
Example: a 4‐lane divided roadway that is 2 miles in length and has a capacity of 625 vehicles
per hour per lane:
Vehicle–Miles of Capacity = 625 vehicles per hour x 4 lanes x 2 miles = 5,000 vehicle‐
miles per hour
This existing capacity is calculated for the service area and is not limited to only those
roadways identified in the impact fee capital improvements program. A summary of
existing capacity for the service area is illustrated in Table 5‐3. A complete detailed
listing by roadway segment is provided in Appendix C.
5.7.3 Vehicle‐Miles of Existing Demand
The vehicle‐miles of existing demand or the current usage of the facilities for each
roadway segment was obtained using the equation below:
Vehicle–Miles of Demand = PM peak hour volume x Length of Roadway (miles)
For example: a 3‐mile long roadway that has a PM peak hour traffic volume of 400 vehicles
per hour:
Vehicle–Miles of Demand = 400 vehicles per hour x 3 miles = 1,200 vehicle‐miles per hour
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This existing demand is calculated for the service area and is not limited to only those
roadways identified in the impact fee capital improvements program. A summary of the
existing demand for the service area is illustrated in Table 5‐3. A complete detailed
listing by roadway segment is provided in Appendix C.
Table 5‐3 Existing Excess Capacity and Demand
Service Area
Excess Capacity
(Peak Hour Veh‐Miles)
Demand
(Peak Hour Veh‐
Miles)
City 26,679 43,511
5.7.4 Vehicle‐Miles of Existing Excess Capacity or Deficiencies
From the calculation of vehicle‐miles of existing capacity and demand for each roadway
segment, the excess capacity or deficiencies for each direction can be determined. A
deficiency exists if a roadway is over capacity or has an hourly traffic volume that is
below its acceptable level‐of‐service in any direction of travel. If this is the case then the
deficiency is deducted from the available supply. A summary of existing excess capacity
and/or deficiencies for each service area is illustrated in Table 5‐4. A complete detailed
listing by roadway segment is provided in Appendix C. Roadways with deficiencies in
the City of Coppell are Parkway Boulevard, Sandy Lake Road, Bethel Road, Belt Line
Road, Freeport Parkway, Denton Tap Road, and MacArthur Boulevard.
Table 5‐4 Existing Excess Capacity and Deficiencies
Service Area
Excess Capacity
(Peak Hour Veh‐Miles)
Deficiencies
(Peak Hour Veh‐
Miles)
City 26,679 1,451
5.8 Calculating Impact Fees
Chapter 395 of the Texas Local Government Code requires a description of all capital
improvements and their cost attributable to new development within the service area. To
determine the cost attributable to new development, the following information needs to be
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calculated or supplied: future land use assumptions, vehicle‐miles of new demand, a capital
improvement plan, vehicle‐miles of new capacity supplied by the capital improvements plan
and the costs for the roadway improvements. The recommended service unit for assessing
impact fees for the impact new development has on roadway facilities is a combination of the
trips generated (vehicles) by the new development during the peak hour and the average trip
length (miles) of each trip. The following section describes the methodology used in developing
service units for new developments.
5.8.1 Trip Generation
The trip generation rates are used to determine the number of vehicles added to the
roadway system as a result of new development. The trip generation rates were
developed for the PM peak weekday period. The trip generation rates were established
using the Institute of Transportation Engineers Trip Generation Manual 8th edition.
Development units were chosen by size (e.g.: office building, retail, industrial), by
number of units (e.g.: residential, multifamily) and by the number of students (schools).
The following development units are typically used:
• Dwelling Units (DU) – Total number of habitable dwellings within the development.
This should not be mistaken as bedrooms. For example a single‐family residence is
one dwelling unit; a 50 unit apartment complex is 50 dwelling units.
• Gross Floor Area (GFA) – Total square feet of building floor area bounded by the
exterior boundary of outer building walls. Uncovered and outdoor patios are
excluded from GFA.
• Acres – The total number of acres included in the development.
• Students – The total number of students attending an institution.
Adjustments to the trip generation rates are necessary to reflect the differences
between driveway volumes and the total amount of traffic added to adjacent roadways.
The actual “traffic impact” of the new development is based only on the traffic added to
the adjacent roadways. The actual traffic added to the adjacent roadways is determined
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by adjusting the driveway volumes to account for pass‐by trips, diverted trips, and
internal trips.
• Pass‐by trips – are those trips attracted to a development from traffic that would
otherwise pass‐by the site on an adjacent roadway. For example, a stop at a
convenience store on the way from the office to home is a pass‐by trip for the
convenience store. The trip does not create an additional burden on the street
system and therefore should not be double‐counted. The burden of this type
should be assigned to the office and/or residence.
• Diverted trips – are those trips that are already on the roadway system and are
diverted to the roadway system serving the new development. For example, a trip
from home to work along Parkway Boulevard would be a diverted trip if the travel
path was changed to Sandy Lake Road the purposes of stopping at the dry cleaners.
On a system‐wide basis, this trip also does not add a significant additional burden
to the street system so it is not considered in assessing impact fees.
• Internal trips – are those that would typically be made in a mixed‐use development
between two uses within the development, not utilizing a thoroughfare outside the
development for that trip. For example, a trip between a shopping center and a
restaurant contained within the same site would be considered and internal trip,
and does not create any additional burden on the roadway system.
5.8.2 Trip Length
Trip lengths in miles will be used in conjunction with site trip generation to establish the
vehicle‐miles of travel, the service unit to be used for assessing impact fees. As with trip
generation, trip lengths are used in the development of travel forecasting models for
use in assessing roadway needs, as well as for assessing impact fees. As previously
stated, trip lengths are limited to six miles. Each trip has an origin and destination, half
of the trip length will be assigned to the origin and half of the trip length will be assigned
to the destination. Therefore, the average trip length for a development is half the total
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trip length, allowing the maximum total trip length under state law to be six miles. The
trip length data used in this report was based on information generated in the 1984 and
1994 NCTCOG Workplace Survey and the 2001 National Household Travel Survey.
5.8.3 Projected Growth and Vehicle‐Miles of New Demand
Project growth for roadway impact fees is represented by an increase in the vehicle‐
miles over a 10‐year period. The basis used to calculate the increase in vehicle‐miles is
population and employment projections that were prepared as part of the land use
assumptions detailed in the Section 2.0. The calculation for the increase in the vehicle‐
miles due to new development is made up of three components:
• Increase in the acreage for each land use for the 10‐year study period
• Trip generation rates for PM peak hour of adjacent street traffic (provided by the ITE
Trip Generation Manual, 8th edition)
• Average trip length (provided by NCTCOG 1984 and 1994 Workplace Survey and
2001 National Household Travel Survey)
A summary of the vehicle‐miles of new demand is illustrated in Table 5‐5. A complete
detailed listing by land use category is provided in Appendix D.
Table 5‐5 Projected Vehicle‐Miles of New Demand
Service Area Projected Vehicle‐Miles Of
New Demand
City 41,679
5.8.4 Capital Improvements Plan (CIP)
The capital improvements plan includes roadway improvements that are needed to
accommodate long‐term growth. The impact fee CIP can only contain roadways which
are included on the city’s official thoroughfare plan and are classified as arterial and
collector status streets. Freese and Nichols, along with City staff, evaluated roadway
projects for inclusion in the CIP based on: 1) future growth areas, 2) projected 10‐year
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traffic demand, 3) ability to recoup roadway costs (cost share or previously constructed
roadways with excess capacity), 4) financial considerations, and 5) staff input. Chapter
395 also allows the City to include their share of the cost for state and federal highways
to also be included in this plan. At this time no state highways are included in the CIP.
An assessment of the existing impact fee capital improvements plan was conducted to
ensure that excess capacity remains in the impact fee roadway projects. Using traffic
count data, a determination was that all projects within the Impact Fee CIP contain
excess capacity and can be retained in the program.
The projects included in the Impact Fee Roadway CIP are listed in Table 5‐6 and
illustrated in Figure 5‐1.
The following costs were included in the preparation of the 10‐year CIP program:
• Construction price
• Surveying and engineering fees
• Land acquisition costs
• Fees paid for the preparation of the capital improvements plan
• Projected interest charges and other finance costs
The total projected cost for the 10‐year impact fee CIP is $38,340,711 in 2011 dollars
($51,381,000 cost with financing). A detailed Engineer’s Opinion of Probable Construction
Cost for each roadway is provided in Appendix E. A summary of the cost for the impact fee
CIP are provided in Table 5‐6.
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Table 5‐6 Summary of Roadway Cost
RECOUPMENT PROJECTS
No. ROADWAY FROM TO COST COST w/
FINANCING
1* SANDY LAKE RD CITY LIMIT (WEST)COPPELL ROAD $4,697,908 $6,296,000
3* SANDY LAKE RD DENTON TAP ROAD MACARTHUR BLVD. $11,145,337 $14,935,000
4* SANDY LAKE RD MACARTHUR BLVD.CITY LIMIT (EAST)$5,193,720 $6,960,000
9* BETHEL RD CITY LIMIT (WEST) FREEPORT PKWY. $7,280,321 $9,756,000
11* SOUTHWESTERN BLVD COPPELL ROAD DENTON TAP $1,204,349 $1,614,000
12* BELT LINE ROAD SOUTHWESTERN
BLVD.
MACARTHUR BLVD. $522,283 $700,000
13* MACARTHUR BLVD. BETHEL SCHOOL
ROAD
BELT LINE ROAD $325,394 $437,000
Total:$30,369,311 $40,698,000
EXPANSION PROJECTS
No. ROADWAY FROM TO COST COST w/
FINANCING
2** SANDY LAKE ROAD COPPELL ROAD DENTON TAP RD $6,102,000 $8,177,000
6*** FREEPORT PKWY SH 121 SANDY LAKE RD $881,800 $1,182,000
7*** FREEPORT PKWY RUBY ROAD SANDY LAKE RD $987,600 $1,324,000
Total:$7,971,400 $10,683,000
TOTAL ROADWAY IMPACT FEE CAPITAL IMPROVEMENTS $38,340,711 $51,381,000
*Cost from City Contract Documents
**Engineer's Probable Construction Cost Estimates provided by the City
***Freese and Nichols Conceptual Level Cost Estimates
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FIGURE 5-1CITY OF COPPELLROADWAY IMPACT FEES
Created By Freese and Nichols, Inc.Job No.: CPL11254Location: H:\TRANSPORTATION\WORKING\RoadImpactFee_5-1_2011_11.mxdUpdated: Tuesday, December 06, 2011 11:53:21 AM
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5.8.5 Vehicle‐Miles of New Capacity Provided
The vehicle‐miles of capacity added are calculated in a similar manner as the vehicle‐
miles of existing capacity supplied.
Vehicle–Miles of New Capacity = Capacity per peak hour per lane x Number of
lanes x Length (miles)
The calculated capacity is for the new impact fee roadways. The vehicle‐miles of new
capacity supplied for each service area is provided in Table 5‐7. A complete detailed
listing by roadway segment is provided in Appendix F.
Table 5‐7 Projected Vehicle‐Miles of New Capacity (Supply)
Service Area Projected Vehicle‐Miles of
New Capacity (Supply)
City 26,517
5.8.6 Vehicle‐Miles of Existing Demand on Impact Fee CIP Roadways
The vehicle‐miles of existing demand on CIP roadways are provided in Table 5‐8. A
complete detailed listing by roadway segment is provided in Appendix F.
Table 5‐8 Vehicle‐Miles of Existing Demand on CIP Roadways
Service Area Vehicle‐Miles of Existing
Demand
City 11,734
5.8.7 Maximum Cost per Service Unit
The maximum cost per service unit is a calculation of the cost per service unit (dwelling,
1000 sq. ft GFA, acre) for a service area. This maximum cost per service area is the cost
of the CIP divided by the growth attributable to new development projected to occur
with a 10‐year period. Table 5‐9 illustrates these calculations for the roadway impact
fees. The maximum fee per service unit is calculated to be $619. The credited cost per
service unit is $309.
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Table 5‐9 Cost Per Service Unit Calculation
Line # Service Area
1 Total Veh‐Miles of Capacity Added by the CIP 26,517
(From Projected Veh‐Miles of New Capacity) (Table 4.7)
2 Total Veh‐Miles of Existing Demand on CIP Roads 11,734
(From Veh‐Miles of Existing Demand on CIP Roadways)(Table 4.8)
3 Total Veh‐Mile of Existing Deficiencies on Existing Roads 1,451
(From Excess Capacity and Deficiencies)(Table 4.4)
4 Net Amount of Veh‐Mile Capacity Added 13,332
(Line #1‐Line #2‐Line #3)
5 Total Eligible Cost of CIP Within Service Area $51,381,000
(From Engineer's Opinion of Probable Construction Costs)(Table 4.6)
6 Cost of Net Capacity Supplied $25,832,614
(Net of Capacity Added/Total of Capacity Added)*CIP Cost ‐(Line
#4/Line #1)*(Line #5)
7 Cost to Meet Existing Needs and Usage $25,548,386
(Total Cost of CIP‐Cost of Net Capacity Supplied) ‐Line #5‐Line #6
8 Total Veh‐Mile of New Demand Over 10 Years 41,679
(From Projected Vehicle‐Miles of New Demand)(Table 4.5)
9 % of Capacity Added Attributed to New Growth 312.6%
(Total of New Demand/Net Amount of Capacity Added) ‐Line #8/Line
#4
10 If Line 8 > Line 4, Reduce Line 9 to 100% 100.0%
11 Cost of Capacity Added Attributed to New Growth $25,832,614
(Cost of Net Capacity Supplied * Cost Attributed to New Growth) ‐Line
#6*Line#10
12 Maximum Fee per Service Unit ‐Without Credit $619
(Cost of Net Capacity Attributed to New Growth/Total Veh‐Mile of New
Demand) ‐ Line #11/Line #8
13 Percent of Fee Recoverable 50%
14 Maximum Assessable Fee Per Service Unit $309
(Line #12*Line #13)
5.8.8 Land Use / Vehicle‐Mile Equivalency Table
A land use/vehicle‐mile equivalency table establishes the service unit rate for various land uses.
This table is a result of combining PM peak hour trip generation rates with average trip length
information for various land uses. These rates are based on an appropriate development unit
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for each land use. For example; office, retail, and light industrial, are based on development of
1,000 square feet of gross floor area, while single‐family and multi‐family residential is based on
dwelling units. The City of Coppell’s Land‐Use Vehicle Mile Equivalency Table is made up of five
main land uses with specific use categories, they are: residential, office, retail/commercial,
light industrial, and institutional. Table 5‐10 illustrates the total service units generated by the
various land uses. Appendix G provides the land‐uses used for this table.
Table 5‐10 Land‐Use Vehicle‐Mile Equivalency Table
ITE Land Use Dev. Unit
Trip
Rate(1)
Trip
Length
Veh‐Mi Per
Dev Unit
Residential
Residential (Medium/Low) DU 1.01 4.20 4.24
Residential (High Density) DU 0.62 4.20 2.60
Others Not Specified DU 1.01 4.20 4.24
Office
General Office Building 1000 sq. ft.1.49 4.80 7.15
Medical / Dental Office 1000 sq. ft. 3.46 4.80 16.61
Others Not Specified 1000 sq. ft.1.49 4.80 7.15
Retail / Commercial
Shopping Center 1000 sq. ft.1.99 3.20 6.38
Home Improvement Superstore 1000 sq. ft. 1.12 1.95 2.19
Super market 1000 sq. ft.4.64 1.05 4.87
Restaurant 1000 sq. ft. 5.28 1.90 10.02
Fast food with drive thru 1000 sq. ft.15.36 2.15 33.02
Convenience Market with Gasoline Pumps Fuel Positions 5.32 0.90 4.79
Hotel Rooms 0.59 3.20 1.89
Bank with Drive Thru 1000 sq. ft. 10.13 1.25 12.66
Others Not Specified 1000 sq. ft.1.99 3.20 6.38
Light Industrial
General Light Industrial 1000 sq. ft.0.98 3.30 3.20
Industrial Park 1000 sq. ft. 0.86 3.30 2.84
Mini Warehouse (Self Storage) 1000 sq. ft.0.26 3.30 0.86
Others Not Specified 1000 sq. ft. 0.97 3.30 3.20
Institutional
Jr. / Community College Students 0.12 3.00 0.36
Day Care Center Students 0.82 2.10 1.72
Church 1000 sq. ft. 0.55 1.45 0.80
Others Not Specified 1000 sq. ft.0.55 1.45 0.80
(1) Average Trip Rate with Reductions
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5.9 Calculating Impact Fees
The calculation of the actual fee charged to development is a two‐part process as follows:
Part 1: Determine number of service units (vehicle‐miles) generated by the development using
the land‐use vehicle‐mile equivalency table.
No. of Development Units x Vehicle‐miles (Total Service Units) per development unit
= Development’s Vehicle‐miles
Part 2: Calculate the impact due by new development. This fee based on the cost per service
unit for the service area where the development is located.
Development’s Vehicle‐miles (from part 1) x Cost per vehicle‐mile (from CIP calculation)
= Impact Fee due from development
Examples: The following fee would be assessed to new developments which has a maximum
(Assessable) fee per service unit of $310.
A. Single‐Family Dwelling
(1 dwelling unit x 4.24 vehicle‐miles) / 1 dwelling unit = 4.24 vehicle‐miles
4.24 Vehicle‐miles x $309 / vehicle‐mile = $1,310
B. 10,000 square foot (s.f.) General Office Building
(10,000 s.f. x 7.15 vehicles‐miles)/1000 s.f. units = 71.50 vehicle‐miles
71.50 vehicle‐miles x $309 / vehicle‐mile = $22,093
C. 60,000 s.f. Retail Shopping Center
(60,000 s.f. x 6.38 vehicle‐miles)/ 1,000 s.f. units = 382.80 vehicle‐miles
475.20 vehicle‐miles x $309/vehicle‐mile = $146,837
D. 100,000 s.f. Light Industrial Development
(100,000 s.f. x 3.20 vehicle‐miles)/ 1,000 s.f. units =320 vehicle‐miles
323 vehicle‐miles x $309/ vehicle‐mile = $99,807
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
5‐26
E. 4,000 Student Junior/Community College
(4,000 Students. x 0.36vehicle‐miles)/ 1 Student = 1,440 vehicle‐miles
1,440 vehicle‐miles x $309/ vehicle‐mile = $444,960
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
Appendix A
Water System Project Cost Estimates
OPINION OF PROBABLE COST
Construction Project Number 1
ITEM DESCRIPTION QUANTITY UNIT UNIT PRICE TOTAL
1 20" Pipe 4,618 LF $120 554,208
2 30" Boring and Casing 200 LF $465 93,000
3 Pavement Repair 3,500 LF $50 175,000
SUBTOTAL: $822,210
CONTINGENCY 20% $164,450
SUBTOTAL: $986,660
ENG/SURVEY 15% $148,000
SUBTOTAL: $1,134,660
PROJECT TOTAL $1,134,660
City of the Coppell
Water CIP
Project Description
20-inch water line from Southwestern EST
Detailed Description
Replacement of existing 12-inch with a 20-inch water line from the Southwestern Elevated Storage Tank
UPDATE
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
Appendix B
Existing Roadway Inventory
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DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
Appendix C
Existing Roadway Capacity, Demand, Excess
Capacity and Deficiencies
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Fort Worth, Texas 76109-4895
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
Appendix D
Projected Vehicle‐Miles of New Demand
Year 2011
TOTAL SERVICE UNITS1 Unit of Trip No. of
Land Use (Veh-Mi/Dev Unit) Generation Units per
Acre2 Acres Veh-Mile3
Commercial
Commercial/Office/Retail 5.13 1000 sq.ft. GFA 10.89 309 17,282
4Freeway Commercial/Office/Retail 5.13 1000 sq.ft. GFA 10.89 94 3,157
*Light Industrial 2.55 1000 sq.ft. GFA 15.24 1,369 53,138
Public Institutional 1.76 1000 sq.ft. GFA 15.24 497 13,338
Residential
Residential High Density 2.60 DU 16 181 7,521
Residential Medium Density 3.90 DU 4 34 535
Residential Low Density 3.90 DU 2 2,755 21,506
Parks and Open Space 0.38 Acres 1 905 340
Total 6,144 116,817
* Assumed 77% of the existing developed non-residential is industrial
Year 2021
TOTAL SERVICE UNITS1 Unit of Trip No. of
Land Use (Veh-Mi/Dev Unit) Generation Units per
Acre2 Acres Veh-Mile3
Commercial
Commercial/Office/Retail 5.13 1000 sq.ft. GFA 10.89 480 26,781
4Freeway Commercial/Office/Retail 5.13 1000 sq.ft. GFA 10.89 688 23,049
Light Industrial 2.55 1000 sq.ft. GFA 15.24 1,578 61,267
Public Institutional 1.76 1000 sq.ft. GFA 15.24 497 13,349
Residential
Residential High Density 2.60 DU 16 181 7,521
Residential Medium Density 3.90 DU 4 74 1,155
Residential Low Density 3.90 DU 2 3,194 24,928
Parks and Open Space 0.38 Acres 1 1,183 445
Total 7,874 158,496
Difference 2011-2021
TOTAL SERVICE UNITS1 Unit of Trip No. of
Land Use (Veh-Mi/Dev Unit) Generation Units per
Acre2 Acres Veh-Mile3
Commercial
Commercial/Office/Retail 5.13 1000 sq.ft. GFA 10.89 170 9,499
4Freeway Commercial/Office/Retail 5.13 1000 sq.ft. GFA 10.89 594 19,893
Light Industrial 2.55 1000 sq.ft. GFA 15.24 209 8,129
Public Institutional 1.76 1000 sq.ft. GFA 15.24 01 1
Residential
Residential High Density 2.60 DU 16 00
Residential Medium Density 3.90 DU 4 40 621
Residential Low Density 3.90 DU 2 438 3,421
Parks and Open Space 0.38 Acres 1 279 105
Total 1,730 41,679
ACRES TO UNIT OF TRIP GENERATION CONVERSION FACTORS
Number of Dwelling Units per Acre Notes:
(High Density) 16 units per acre 1 See Average Land Use Trip Calculations
2 See Trip Generation Conversion Factors
Number of Dwelling Units per Acre 3 Calculated by multiplying the Total Service Units by the No. of units
(Medium Density) 4 units per acre per Acres by the Acres provided in the land use assumptions
4 Reduce the Freeway Commercial/Office/Retail by 40%.
Number of Dwelling Units per Acre The 40% represents the number of trips added to the
(Low Density) 2 units per acre Freeway system and not the Coppell Roadway System
Gross Floor Area per Acre
(Commercial) 25% coverage 10.89* sq ft per acre
Gross Floor Area per Acre
(Light Industrial) 35% coverage 15.24* sq ft per acre
Gross Floor Area per Acre
(Public Institutional) 35% coverage 15.24* sq ft per acre
*all #'s are for 1,000 square feet
INCREASE IN VEH-MILES
Projected Vehicle Miles of New Demand
YEAR 2011 (EXISTING)
YEAR 2021 (PROJECTED)
Freese and Nichols, Inc. 4055 International Plaza, Ste. 200
Fort Worth, Texas 76109-4895
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
Appendix E
Engineer’s Opinion of Probable Construction
Cost
OPINION OF PROBABLE CONSTRUCTION COST
SCHEMATIC DESIGN PHASE
TEAGUE NALL AND PERKINS, INC.
CONSULTING ENGINEERS
CLIENT: CITY OF COPPELL
DESCRIPTION: WEST SANDY LAKE ROAD - PHASE II
(COPPELL ROAD NORTH TO DENTON TAP ROAD)
DATE: APRIL 2004
ITEM
NO. DESCRIPTION OF ITEMS QUANTITY UNIT UNIT COST TOTAL
PAVING IMPROVEMENTS
1 RIGHT-OF-WAY PREPARATION 7820 STA $25.00 $195,500
2 MOBILIZATION 1 LS $200,000.00 $200,000
3 CONCRETE REMOVAL 5000 SY $5.00 $25,000
4 HMAC REMOVAL 17100 SY $5.00 $85,500
5 UNCLASSIFIED STREET EXCAVATION 50000 CY $6.00 $300,000
6 8" CEMENT STABLIZED SUBGRADE 44000 SY $1.85 $81,400
7 CEMENT STABLIZATION (42#/SY) 924 TON $85.00 $78,540
8 8" REINFORCED CONCRETE PAVEMENT 42400 SY $27.50 $1,166,000
9 8" ENHANCED PAVEMENT 1500 SY $100.00 $150,000
10 REMOVE 6" HMAC PAVEMENT TRANSITION 1450 SY $5.00 $7,250
11 STEPPED BLOCK RETAINING WALLS 750 SF $25.00 $18,750
12 6" REINFORCED CONCRETE DRIVEWAY 800 SY $30.00 $24,000
13 PVC CONDUIT 5800 LF $10.00 $58,000
14 PAVEMENT MARKINGS AND SIGNAGE 1 LS $80,000.00 $80,000
15 BARRICADES, SIGNS & TRAFFIC CONTROL 1 LS $200,000.00 $200,000
16 EROSION CONTROL 1 LS $50,000.00 $50,000
17 10' BIKE PATH 53100 SF $3.50 $185,850
18 5' SIDEWALK 25650 SF $3.00 $76,950
19 STREET LIGHT FOUNDATION 60 EA $2,000.00 $120,000
20 RESTORE PARKWAYS 7820 STA $20.00 $156,400
21 RESTORE/RECONSTRUCT EXISTING IRRIGATION 1 LS $30,000.00 $30,000
SUBTOTAL PAVING $3,289,140
BRIDGE IMPROVEMENTS
1 DEMO EXISTING BRIDGE 1 EA $35,000.00 $35,000
2 FLEXIBLE BASE 280 CY $50.00 $14,000
3 18" DRILL PIERS 152 LF $60.00 $9,120
4 30" DRILLED PIERS 375 LF $90.00 $33,750
5 CONCRETE ABUTMENTS 105 CY $550.00 $57,750
6 CONCRETE BENTS 83 CY $600.00 $49,800
7 8" THICK BRIDGE DECK 13004 SF $12.00 $156,048
8 EXPOXY WATERPROOFING 3650 SF $1.00 $3,650
9 CONCRETE SURFACE TREATMENT 12716 SF $1.50 $19,074
10 TYPE C PRESTRESSED CONCRETE GIRDERS 1581 LF $70.00 $110,670
11 CONCRETRE RIP-RAP 175 CY $250.00 $43,750
12 STRUCTURAL STEEL - ARMOR JOINT 6400 LB $4.00 $25,600
13 SPECIAL TRAFFIC / PEDESTRIAN RAIL 193 LF $125.00 $24,125
14 SPECIAL TRAFFIC / BICYCLE RAIL 386 LF $140.00 $54,040
15 CONCRETE APPROACH SLABS 144 CY $250.00 $36,000
16 METAL BEAM GUARD FENCE 400 LF $25.00 $10,000
17 ELECTRICAL CONDUIT 880 LF $3.00 $2,640
18 LIGHT STANDARDS 4 EA $1,500.00 $6,000
19 ENHANCED PAVEMENT 2175 SF $5.00 $10,875
SUBTOTAL BRIDGE $701,892
WATER IMPROVEMENTS
1 RELOCATE / ADJUST 24" WATER LINE 700 LF $150.00 $105,000
2 RELOCATE MISC. WATER (HYDRANTS, VALVES, ETC) 1 LS $50,000.00 $50,000
SUBTOTAL WATER $155,000
SANITARY SEWER IMPROVEMENTS
1 8" SS LINE 230 LF $100.00 $23,000
2 ADJUST MH & MISC. 1 LS $10,000.00 $10,000
SUBTOTAL SANITARY SEWER $33,000
UTILITY ADJUSTMENTS
1 RELOCATE TXU OVERHEAD TRASMISSION POLES 4 EA $10,000.00 $40,000
SUBTOTAL UTILITY ADJUSTMENT $40,000
STORM DRAIN IMPROVEMENTS
1 DEMO RCP STORM DRAIN 849 LF $7.50 $6,368
2 DEMO HEADWALLS 6 EA $500.00 $3,000
3 CONNECT TO EXISTING RCP 7 EA $400.00 $2,800
4 CONNECT TO EXISTING 10x8 RCB 1 EA $1,500.00 $1,500
5 5'X3' RCB 385 LF $215.00 $82,775
6 6'X3' RCB 190 LF $225.00 $42,750
7 6'X4' RCB 440 LF $230.00 $101,200
8 9'X6' RCB 130 LF $300.00 $39,000
9 10'X8' RCB 50 LF $360.00 $18,000
10 48" CLASS III RCP 240 LF $100.00 $24,000
11 42" CLASS III RCP 110 LF $95.00 $10,450
12 39" CLASS III RCP 85 LF $90.00 $7,650
13 36" CLASS III RCP 440 LF $70.00 $30,800
14 33" CLASS III RCP 275 LF $65.00 $17,875
15 30" CLASS III RCP 185 LF $60.00 $11,100
16 27" CLASS III RCP 50 LF $55.00 $2,750
17 24" CLASS III RCP 665 LF $50.00 $33,250
18 21" CLASS III RCP 455 LF $45.00 $20,475
19 18" CLASS III RCP 900 LF $40.00 $36,000
20 10' RECESSED CURB INLET 6 EA $2,500.00 $15,000
21 12' RECESSED CURB INLET 5 EA $2,750.00 $13,750
22 14' RECESSED CURB INLET 5 EA $3,000.00 $15,000
23 20' RECESSED CURB INLET 5 EA $3,500.00 $17,500
24 4' COMBINATION INLET 1 EA $2,500.00 $2,500
25 6x6 DROP INLET 1 EA $5,000.00 $5,000
26 6' SQUARE MANHOLE 2 EA $5,000.00 $10,000
27 5' SQUARE MANHOLE 1 EA $4,000.00 $4,000
28 4' SQUARE MANHOLE 7 EA $3,000.00 $21,000
29 TRENCH SAFETY 4600 LF $2.00 $9,200
30 WINGWALL FOR MBC 9x6 1 EA $10,000.00 $10,000
SUBTOTAL DRAINAGE $614,693
TRAFFIC SIGNAL IMPROVEMENT
1 SIGNALIZATION FOR 2 INTERSECTIONS 1 LS $155,000.00 $155,000
SUBTOTAL SIGNALIZATION $155,000
LANDSCAPING / IRRIGATION
1 WEST SANDY LAKE ROAD 1 LS $500,000.00 $500,000
2 404 MITIGATION 1 LS $50,000.00 $50,000
SUBTOTAL LANDSCAPING $550,000
OPINION OF PROBABLE CONSTRUCTION COST
SCHEMATIC DESIGN PHASE
TEAGUE NALL AND PERKINS, INC.
CONSULTING ENGINEERS
CLIENT: CITY OF COPPELL
DESCRIPTION: WEST SANDY LAKE ROAD - PHASE II
(COPPELL ROAD NORTH TO DENTON TAP ROAD)
DATE: APRIL 2004
COST OPINION SUMMARY-PHASE II
I PAVING IMPROVEMENTS $3,289,140
II BRIDGE IMPROVEMENTS $701,892
III WATER IMPROVEMENTS $155,000
IV SANITARY SEWER IMPROVEMENTS $33,000
V UTILITY ADJUSTMENTS $40,000
VI STORM DRAIN IMPROVEMENTS $614,693
VII TRAFFIC SIGNAL IMPROVEMENTS $155,000
VIII LANDSCAPING IMPROVEMENTS $550,000
SUBTOTAL $5,538,725
CONTINGENCY (10%) $553,870
CONSTRUCTION TOTAL $6,093,000
FLOODPLAIN/ENVIRONMENTAL APPLICATION FEES $9,000
PROJECT TOTAL $6,102,000
Roadway Description:Quantity Unit
Roadway Length 3,400 LF
Right-of-Way Width 110 FT
Roadway Width (BOC - BOC) 66 FT
Undivided Roadway = 1 , Divided Roadway = 2 2
Item No. Item Description
Quantity Unit Unit Cost Total Cost
1 Mobilization (5% of Construction Cost) 1 LS $100,000.00 $100,000
2 Right of Way Preparation 10 ACRE $2,000.00 $20,000
3 Unclassified Street Excavation or Embankment 8,400 CY $10.00 $84,000
4 8" Reinforced Concrete Pavement 27,500 SY $28.00 $770,000
5 8" Lime or Cement Stabilized Subgrade 28,300 SY $4.00 $113,200
6 Lime or Cement for Stabilization (40lbs/SY) 600 TON $100.00 $60,000
7 6" Monolithic Curb 15,000 LF $5.00 $75,000
8 Sidewalk and Ramps 34,000 SF $4.00 $136,000
9 Drainage Improvements (RCP, Inlets, MH, Outfalls) 1 LS $251,640.00 $251,640
10 Traffic Signals 1 LS $120,000.00 $120,000
11 Hydromulching 13,600 SY $1.00 $13,600
12 Top Soil 13,600 SY $2.00 $27,200
13 Pavement Markings & Signage 13,600 LF $1.00 $13,600
14 Traffic Control 1 LS $33,000.00 $33,000
15 Erosion Control 1 LS $20,000.00 $20,000
16 Landscaping and Irrigation 1 LS $65,000.00 $65,000
17 Lighting (Foundations, Poles, Conduit, Conductors) 30 EA $4,000.00 $120,000
Subtotal Construction Cost Estimate $2,022,300
Contingency 20% $404,500
Total Construction Cost Estimate $2,426,800
Right-of-Way Cost 374,000 SF $4.00 $1,496,000.00
Engineering Services (15% of Construction Cost) 15.0%$364,100.00
Surveying Services (3% of Construction Cost)3.0%$72,900.00
Geotechnical Services (1% of Construction Cost) 1.0%$24,300.00
Testing (1% of Construction Cost) 1.0%$24,300.00
*Total Capital Cost (Based on Unit Prices for Nov. 2011) $4,409,000.00
*Total Capital Cost Per Foot $1,300.00
*Future Capital Cost (Based on 3% Inflation for 10 years) $5,926,000.00
*This estimate does not include Legal, Administration, or Financial Cost
to Sandy Lake Road
Date Performed: 11/28/11
City of Coppell, Texas
Conceptual Engineer's Opinion of Probable Construction Cost Estimate
Freeport Parkway
Project Summary:
6-Lane Divided Principal Arterial from SH 121
Roadway Description:Quantity Unit
Roadway Length 4,050 LF
Right-of-Way Width 95 FT
Roadway Width (BOC - BOC) 50 FT
Undivided Roadway = 1 , Divided Roadway = 2 2
Item No. Item Description
Quantity Unit Unit Cost Total Cost
1 Mobilization (5% of Construction Cost) 1 LS $160,000.00 $160,000
2 Right of Way Preparation 10 ACRE $2,000.00 $20,000
3 Pavement Removal 12,400 SY $8.00 $99,200
4 Unclassified Street Excavation or Embankment 7,500 CY $10.00 $75,000
5 8" Reinforced Concrete Pavement 24,800 SY $28.00 $694,400
6 8" Lime or Cement Stabilized Subgrade 25,800 SY $4.00 $103,200
7 Lime or Cement for Stabilization (40lbs/SY) 600 TON $100.00 $60,000
8 6" Monolithic Curb 17,900 LF $5.00 $89,500
9 Sidewalk and Ramps 40,500 SF $4.00 $162,000
10 Bridge 1 LS $1,300,000.00 $1,300,000
11 Drainage Improvements (RCP, Inlets, MH, Outfalls) 1 LS $261,000.00 $261,000
12 Traffic Signals 1 LS $120,000.00 $120,000
13 Hydromulching 16,700 SY $1.00 $16,700
14 Top Soil 16,700 SY $2.00 $33,400
15 Pavement Markings & Signage 16,200 LF $1.00 $16,200
16 Traffic Control 1 LS $39,000.00 $39,000
17 Erosion Control 1 LS $24,000.00 $24,000
18 Landscaping and Irrigation 1 LS $30,000.00 $30,000
19 Lighting (Foundations, Poles, Conduit, Conductors) 0 EA $4,000.00 $0
Subtotal Construction Cost Estimate $3,303,600
Contingency 20% $660,800
Total Construction Cost Estimate $3,964,400
Right-of-Way Cost 45,000 SF $4.00 $180,000.00
Engineering Services (15% of Construction Cost) 15.0%$594,700.00
Surveying Services (3% of Construction Cost)3.0%$119,000.00
Geotechnical Services (1% of Construction Cost) 1.0%$39,700.00
Testing (1% of Construction Cost) 1.0%$39,700.00
*Total Capital Cost (Based on Unit Prices for Nov. 2011) $4,938,000.00
*Total Capital Cost Per Foot $1,220.00
*Future Capital Cost (Based on 3% Inflation for 10 years) $6,637,000.00
*This estimate does not include Legal, Administration, or Financial Cost
to Sandy Lake Rd
Date Performed: 11/28/11
City of Coppell, Texas
Conceptual Engineer's Opinion of Probable Construction Cost Estimate
Freeport Parkway
Project Summary:
4-Lane Divided Local Arterial from Ruby Rd
DRAFT Water, Wastewater and Roadway Impact Fee Report
City of Coppell
Appendix F
Roadway Improvements Plan Project CIP
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City of Coppell
Appendix G
Land Use Vehicle‐Mile Equivalency Table
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5
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8
4
&
1
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6
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6
m
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7
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CI
T
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L
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