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W Sandy Lk Addn II-CS20210920 Traffic Impact Analysis September 2021 Prepared for: Whitestone Hospitality Prepared by: Texas Board of Professional Engineers Registration No. F-439 6330 West Loop South, Suite 150 Bellaire, Texas 77401 (713) 777-5337 Coppell Development Traffic Impact Analysis September 2021 Prepared for: Whitestone Hospitality Prepared by: Texas Board of Professional Engineers Registration No. F-439 6330 West Loop South, Suite 150 Bellaire, Texas 77401 (713) 777-5337 Coppell Development 9/20/2021 i Executive Summary This Traffic Impact Analysis (TIA) provides updated analysis to the previous Coppell Development TIA completed by Jones|Carter on December 5th, 2018. The previously approved TIA included 65,000 SF Shopping Center, 46,000 SF Office Building and 251 Hotel Rooms and was assumed to be completed in 2022. This TIA revises the land uses to reflect 130,030 SF Warehouse, 9,600 SF Shopping Center and 251 Hotel Rooms is and assumed to be completed in 2025. No change in access is proposed from the previously completed Coppell Development TIA. Additionally, this TIA includes the proposed 97,000 SF Construction Sciences Building at Dallas College Coppell Center as a background development. This report presents the analysis of the Coppell Development located in City of Coppell, Texas. The purpose of this study is to determine the potential traffic impacts of the proposed development on the surrounding roadways and intersections. The proposed 130,030 SF Warehouse, 9,600 SF Shopping Center and 251 Hotel Rooms are assumed to be completed in 2025. Access to the proposed site will be provided on Sandy Lake Road by one full-access driveway and one right-in/right out driveway and on SH 121 Northbound Frontage Road by two right-in/right-out only driveways. Capacity Analysis was performed at the study intersections for 2018 Existing Conditions, 2025 Background Conditions and 2025 Projected Conditions using Synchro 11, a traffic modeling and capacity analysis software. Trip generation software, Online Traffic Impact Study Software (OTISS), and the ITE Trip Generation Manual, 10th Edition were utilized in the analysis of the proposed development to predict the number of trips generated by the proposed Coppell Development. Seconds of Delay for each approach at the study intersections were used to determine a Level of Service (LOS). All signalized intersections and unsignalized approaches are projected to operate at an acceptable LOS during the Peak Hours. Queue Length Analysis was performed using Sim Traffic 11 for 2025 Projected Conditions. All 95th percentile queue lengths are less than the provided storage length. Recommendations The revised land uses analyzed in this TIA are projected to generate less site generated trips than the land uses analyzed in the previously approved TIA completed by Jones|Carter on December 5th, 2018. No changes to previously recommended mitigations are identified based on the revised land uses, inclusion of the background development or updated build out year. Traffic impacts to the surrounding roadway are minimal and approval is recommended with the following recommendations: 1. Provide an eastbound left turn lane with 150 feet of storage on Sandy Lake Road at Royal Lane. 2. Provide a northbound right turn lane with 425 feet of deceleration including 100 foot taper on SH 121 Northbound Frontage Road at Driveway 2. 3. Provide a northbound right turn lane with 370 feet of deceleration including 100 foot taper on SH 121 Northbound Frontage Road at Driveway 3. In addition, the following recommendations are required by City of Coppell per the previous TIA approval: 4. Modify existing signal at the intersection of Sandy Lake Road and Royal Lane to accommodate for southbound leg and eastbound left turn lane including a new traffic signal pole for the southbound direction, and pedestrian signals for all legs. and restriping the northbound right-turn only lane to a shared through/right lane. ii 5. To fund the cost of providing one additional northbound through lane to the development at the intersection of Sandy Lake and Royal Lane. 6. The addition of a deceleration lane for the right turn into the Royal Lane Driveway. Table of Contents Executive Summary ........................................................................................................................................ i Introduction .................................................................................................................................................. 1 Existing Conditions ........................................................................................................................................ 2 Site Characteristics ........................................................................................................................................ 4 Trip Generation and Distribution .................................................................................................................. 5 Capacity Analysis ........................................................................................................................................... 6 Access Management ..................................................................................................................................... 8 Summary and Recommendations ................................................................................................................. 9 List of Tables Table 1 – Trip Generation Volumes – Background Development................................................................. 2 Table 2 – Trip Generation Volumes .............................................................................................................. 5 Table 3 – Level of Service Measurement and Qualitative Descriptions ....................................................... 6 Table 4 – Capacity Analysis – AM Peak Hour ................................................................................................ 7 Table 5 – Capacity Analysis – PM Peak Hour ................................................................................................ 7 Table 6 – Left Turn Queue Lengths ............................................................................................................... 8 List of Figures Figure 1 – Project Location ........................................................................................................................... 1 Figure 2 – Site Plan ........................................................................................................................................ 4 Figure 3 – Driveway Schematic ..................................................................................................................... 8 1 Introduction The Coppell Development is proposed on the northeast corner of SH 121 Northbound Frontage Road (NBFR) and Sandy Lake Road in City of Coppell, Texas, as shown in Figure 1. The proposed development will consist of a 130,030 SF Warehouse, 9,600 SF Shopping Center and 251 Hotel Rooms. The proposed development is assumed to be completed in 2025. The purpose of this study is to determine the potential traffic impacts of the proposed development on the surrounding roadways and intersections. Figure 1 – Project Location Project Location 2 Existing Conditions A site visit was conducted to document the existing conditions of the study area roadways and site. Existing lane assignments and traffic control at the study area intersections can be found in Appendix A. Roadways SH 121 is a northeast-southwest roadway that is classified as a Freeway per the City of Coppell Major Thoroughfare Plan (MTP). The NBFR is a concrete roadway and 36’ wide. It has three lanes in the northbound direction and an assumed speed limit of 50 mph. Sandy Lake Road is an east-west roadway that is classified as a Boulevard per the City of Coppell MTP. It is concrete roadway and 100’ wide with grass median. It has two lanes in each direction and a posted speed limit of 40 mph. Royal Lane is a north-south roadway that is classified as a Local Street per the City of Coppell MTP. It is concrete roadway and 86’ wide with grass median. It has two lanes in each direction and a posted speed limit of 40 mph. Intersections The intersections included in the study area are: · Sandy Lake Road at Royal Lane · Sandy Lake Road at (Proposed) Driveway 1 · SH 121 NBFR at (Proposed) Driveway 2 Site The existing site is vacant. Background Developments Dallas College is currently constructing its new 97,000 SF Construction Sciences Building at Coppell Center. The Coppell Center is located on the southwest corner of Sandy Lake Road and Royal Lane and access provided on Royal Lane. The new building is included as a background development for 2025 Background Conditions and 2025 Projected Conditions. Trip Generation was performed for a 97,000 SF Community College building using the Institute of Transportation Engineers (ITE), Trip Generation, 10th Edition and is provided in Table 1. The directional distribution of the site generated trips was determined based on existing and expected travel patterns in the area. Trip origins/destinations for the proposed development are expected to be 10% to/from the west, 15% to/from the east, 40% to/from the north, and 35% to/from the south. Table 1 – Trip Generation Volumes – Background Development Proposed Land Use (ITE code) Size 24-Hour Two-Way Volume AM Peak PM Peak Enter Exit Total Enter Exit Total Community College (540) 97,000 SF 1,964 226 68 294 90 90 180 3 Traffic Data Turning movement counts and a 24-Hour Count were taken by CJ Hensch & Associates, Inc. on Thursday, October 18, 2018. Peak hour counts were collected from 7-9 am and 4-6 pm. Peak hours were reached during the weekday between 7:30-8:30 AM for the AM peak hour and 5:00-6:00 PM for the PM peak hour. The existing traffic volumes can be found in Appendix B and raw traffic count data can be found in Appendix F. 4 Site Characteristics The Coppell Development is proposed on the northeast corner of SH 121 Northbound Frontage Road (NBFR) and Sandy Lake Road in City of Coppell, Texas. The proposed development will consist of a 130,030 SF Warehouse, 9,600 SF Shopping Center and 251 Hotel Rooms. The proposed development is assumed to be completed in 2025. The proposed site plan is shown in Figure 2. Access to the proposed site will be provided by 1 full access driveway, which aligns with Royal Lane, on Sandy Lake Road which will serve as the southbound leg at the existing signalized intersection, 1 right- in/right-out only driveway, Driveway 1, on Sandy Lake Road and 2 right-in/right-only driveways, Driveway 2 and Driveway 3, on SH 121 NBFR. An eastbound left turn lane on Sandy Lake Road at Royal Lane will be provided as well as northbound right turn deceleration lanes on SH 121 at Driveway 2 and Driveway 3. Future lane assignments and traffic control are shown in Appendix A. Figure 2 – Site Plan 5 Trip Generation and Distribution The Institute of Transportation Engineers (ITE), Trip Generation, 10th Edition, was used to estimate the traffic that will be generated by the proposed development by using Online Traffic Impact Study Software (OTISS). The following analysis periods were utilized: · Weekday · Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 AM · Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 PM A five percent annual growth rate for background traffic was assumed based on available historical traffic data and engineering judgment. Table 2 provides a summary of the estimated trips generated for the previous TIA performed in 2018 and the revised trip generation for the proposed development. No trip reductions were taken. Trip generation volumes for the revised land uses are anticipated to be less than the trip generation volumes for the land uses analyzed in the 2018 TIA. Table 2 – Trip Generation Volumes Proposed Land Use (ITE code) Size 24-Hour Two-Way Volume AM Peak PM Peak Enter Exit Total Enter Exit Total Coppell Development Previous Trip Generation (2018 TIA) Shopping Center (820) 43,000 SF 3386 107 66 173 140 151 291 Shopping Center (820) 22,000 SF 2148 101 62 163 85 92 177 Hotel (310) 251 Rooms 2406 71 49 120 83 79 162 General Office Building (710) 46,000 SF 500 60 10 70 9 46 55 Total - 8440 339 187 526 317 368 685 Revised Trip Generation (2021 TIA Update) Shopping Center (820) 9,600 SF 1222 97 60 157 46 50 96 Hotel (310) 251 Rooms 2406 71 49 120 83 79 162 Warehousing (150) 130,030 SF 250 32 9 41 12 32 44 Total - 3878 200 118 318 141 161 302 The directional distribution of the site generated trips was determined based on existing and expected travel patterns in the area. Trip origins/destinations for the proposed development are expected to be 10% to/from the west, 15% to/from the east, 40% to/from the north, and 35% to/from the south. The Trip Distribution Percentages and Site Generated Traffic Volumes are shown in Appendix C. The projected traffic volumes for 2025 Background Conditions and 2025 Projected Conditions are shown in Appendix D and E, respectively. 6 Capacity Analysis Capacity Analysis was performed using the computer program Synchro 11, which is based on the procedures in the Highway Capacity Manual (HCM). Capacity Analysis provides information regarding traffic operations at an intersection and is expressed in terms of the level of service (LOS). The LOS indicates the average seconds of delay experienced by a motorist at a signalized intersection, at stop sign controlled approaches and left turn movements at an unsignalized intersection. Intersection LOS range from A to F, with LOS A representing free flow conditions and LOS F representing highly congested conditions. An intersection operating at or above LOS D is typically characterized by acceptable delays. The Level of Service Measurement and Qualitative Descriptions for Signalized and Unsignalized intersections are shown in Table 3. Table 3 – Level of Service Measurement and Qualitative Descriptions Level Of Service Unsignalized Signalized Control Delay Per Vehicle (Sec) Control Delay Per Vehicle (Sec) Description A ≤ 10 ≤ 10 Good progression and short cycle lengths B > 10 and ≤ 15 > 10 and ≤ 20 Good progression or short cycle lengths, more vehicle stops C > 15 and ≤ 25 > 20 and ≤ 35 Fair progression and/or longer cycle lengths, some cycle failures D > 25 and ≤ 35 > 35 and ≤ 55 Congestion becomes noticeable, high volume to capacity ratio E > 35 and ≤ 50 > 55 and ≤ 80 Limit of acceptable delay, poor progression, long cycles, and/or high volume F > 50 > 80 Unacceptable to drivers, volume greater than capacity The impact of the proposed development at the study area intersections was analyzed using Capacity Analysis for the following scenarios and the Synchro 11 capacity analysis reports can be found in Appendix G-I. 2018 Existing Conditions · Existing Traffic Volumes 2025 Background Conditions · 5 percent annual background growth rate for seven years · Completion of background development (97,000 SF Community College building) 2025 Projected Conditions · 5 percent annual background growth rate for seven years · Completion of background development (97,000 SF Community College building) · Full build-out of the proposed development Table 4 and Table 5 summarize the capacity analysis results for the AM and PM Peak Hours, respectively. All signalized intersections and unsignalized approaches are projected to operate at an acceptable LOS during the Peak Hours. 7 Table 4 – Capacity Analysis – AM Peak Hour Table 5 – Capacity Analysis – PM Peak Hour LOS Sec. of Delay LOS Sec. of Delay LOS Sec. of Delay W Sandy Lake Rd at S Royal Ln A 4.1 A 8.4 B 18.9 Eastbound A 5.4 B 10.3 C 22.5 Westbound A 1.5 A 3.5 B 10.0 Northbound A 8.3 B 18.5 C 30.0 Southbound C 30.5 W Sandy Lake Rd at Driveway 1 Southbound B 11.7 SH 121 NBFR at Driveway 2 Westbound B 14.0 SH 121 NBFR at Driveway 3 Westbound B 14.1 *indicates left turn LOS Signalized Intersections Unsignalized Intersections Intersection 2018 Existing Conditions 2025 Background Conditions 2025 Projected Conditions LOS Sec. of Delay LOS Sec. of Delay LOS Sec. of Delay W Sandy Lake Rd at S Royal Ln A 8.9 B 12.2 C 25.3 Eastbound A 9.1 B 12.7 C 22.3 Westbound A 7.8 A 9.1 C 25.7 Northbound A 9.7 B 14.7 C 27.8 Southbound C 29.3 W Sandy Lake Rd at Driveway 1 Southbound B 11.5 SH 121 NBFR at Driveway 2 Westbound B 13.9 SH 121 NBFR at Driveway 3 Westbound B 13.8 *indicates left turn LOS Signalized Intersections Unsignalized Intersections Intersection 2018 Existing Conditions 2025 Background Conditions 2025 Projected Conditions 8 Access Management Sim Traffic 11 was used to determine the 95th percentile queue lengths, which are based on the procedures in the Highway Capacity Manual (HCM). The queue lengths are used to determine the storage lengths needed for the turn lanes at the intersection approaches. The calculated 95th percentile left turn queue lengths and storage lengths are shown in Table 6 for 2025 Projected Conditions. Queue length analysis reports can be found in Appendix J. The calculated 95th percentile queue lengths are less than the storage length provided for all intersection approaches analyzed. Table 6 – Left Turn Queue Lengths 95th percentile queue length (feet) / storage length provided (feet) Intersection (Left Turn Lane Direction) 2025 Projected Conditions AM PM Sandy Lake Road at Royal Lane (Eastbound) 37/150 83/150 Table 2-3 of the Texas Department of Transportation’s (TxDOT) Access Management Manual provides an Auxiliary Lane Threshold of 200 right turn egress vehicles per hour for a right turn acceleration lane. The westbound right turn volume on Driveway 2 at SH 121 NBFR is projected to be 30 vehicles in the AM Peak Hour and 40 vehicles in the PM Peak Hour; therefore, no right turn acceleration lane on SH 121 from Driveway 2 is recommended. The westbound right turn volume on Driveway 3 at SH 121 NBFR is projected to be 30 vehicles in the AM Peak Hour and 40 vehicles in the PM Peak Hour; therefore, no right turn acceleration lane on SH 121 from Driveway 3 is recommended. Table 2-3 of the Texas Department of Transportation’s (TxDOT) Access Management Manual provides an Auxiliary Lane Threshold of 60 vehicles per hour for a right turn lane based on a speed limit less than or equal to 45 mph and 50 vehicles per hour based on a speed limit greater than 45 mph. The speed limit along Sandy Lakes Road at Driveway 1 and Royal Lane is 40 mph. The westbound right turn volume on Sandy Lakes Road at Driveway 1 is projected to be 20 vehicles in the AM Peak Hour and 14 vehicles in the PM Peak Hour; therefore, no westbound right turn lane at Driveway 1 is recommended. The westbound right turn volume on Sandy Lakes Road at Royal Lane is projected to be 10 vehicles in the AM Peak Hour and 7 vehicles in the PM Peak Hour; therefore, no westbound right turn lane at Royal Lane is recommended. Table 3-13 of the Texas Department of Transportation’s (TxDOT) Roadway Design Manual provides a minimum right turn deceleration lane length of 425 feet and 100 foot taper based on a speed limit of 50 mph. The speed limit of SH 121 NBFR is assumed to be 50 mph. Table 2-1 of the Texas Department of Transportation’s (TxDOT) Access Management Manual provides a minimum connection spacing criteria for frontage roads of 425 feet for speed limits great than or equal to 50 mph. Driveway 2 meets the minimum connection spacing criteria for frontage roads. Figure 3 presents a schematic layout for the proposed northbound right turn deceleration lanes on SH 121 at Driveway 2 and Driveway 3. 8 Figure 3 – Driveway Schematic 9 Summary and Recommendations This Traffic Impact Analysis (TIA) provides updated analysis to the previous Coppell Development TIA completed by Jones|Carter on December 5th, 2018. The previously approved TIA included 65,000 SF Shopping Center, 46,000 SF Office Building and 251 Hotel Rooms and was assumed to be completed in 2022. This TIA revises the land uses to reflect 130,030 SF Warehouse, 9,600 SF Shopping Center and 251 Hotel Rooms is and assumed to be completed in 2025. No change in access is proposed from the previously completed Coppell Development TIA. Additionally, this TIA includes the proposed 97,000 SF Construction Sciences Building at Dallas College Coppell Center as a background development. The Coppell Development is proposed on the northeast corner of SH 121 Northbound Frontage Road (NBFR) and Sandy Lake Road in City of Coppell, Texas. The proposed development will consist of a 130,030 SF Warehouse, 9,600 SF Shopping Center and 251 Hotel Rooms. The proposed development is assumed to be completed in 2025. Access to the proposed site will be provided by 1 full access driveway, which aligns with Royal Lane, on Sandy Lake Road which will serve as the southbound leg at the existing signalized intersection, 1 right- in/right-out only driveway, Driveway 1, on Sandy Lake Road and 2 right-in/right-only driveways, Driveway 2 and Driveway 3, on SH 121 NBFR. An eastbound left turn lane on Sandy Lake Road at Royal Lane will be provided as well as northbound right turn deceleration lanes on SH 121 at Driveway 2 and Driveway 3. Background Development Dallas College is currently constructing its new 97,000 SF Construction Sciences Building at Coppell Center. The Coppell Center is located on the southwest corner of Sandy Lake Road and Royal Lane and access provided on Royal Lane. The new building is included as a background development for 2025 Background Conditions and 2025 Projected Conditions. Capacity Analysis Capacity Analysis was performed and the impact of the proposed development at the study area intersections was analyzed for 2018 Existing Conditions, 2025 Background Conditions and 2025 Projected Conditions. All signalized intersections and unsignalized approaches are projected to operate at an acceptable LOS during the Peak Hours. Access Management A left turn lane queue length analysis was performed at the intersection of Sandy Lake Road and Royal Lane for 2025 Projected Conditions. All 95th percentile queue lengths are less than the provided storage length. A northbound right turn deceleration lane will be provided on SH 121 NBFR at Driveway 2 in accordance with TxDOT’s Roadway Design Manual. A shorted northbound right turn deceleration lane due to driveway spacing constraints will be provided on SH 121 NBFR at Driveway 3. 9 Recommendations The revised land uses analyzed in this TIA are projected to generate less site generated trips than the land uses analyzed in the previously approved TIA completed by Jones|Carter on December 5th, 2018. No changes to previously recommended mitigations are identified based on the revised land uses, inclusion of the background development or updated build out year. Traffic impacts to the surrounding roadway are minimal and approval is recommended with the following recommendations: 1. Provide an eastbound left turn lane with 150 feet of storage on Sandy Lake Road at Royal Lane. 2. Provide a northbound right turn lane with 425 feet of deceleration including 100 foot taper on SH 121 Northbound Frontage Road at Driveway 2. 3. Provide a northbound right turn lane with 370 feet of deceleration including 100 foot taper on SH 121 Northbound Frontage Road at Driveway 3. In addition, the following recommendations are required by City of Coppell per the previous TIA approval: 4. Modify existing signal at the intersection of Sandy Lake Road and Royal Lane to accommodate for southbound leg and eastbound left turn lane including a new traffic signal pole for the southbound direction, and pedestrian signals for all legs. and restriping the northbound right-turn only lane to a shared through/right lane. 5. To fund the cost of providing one additional northbound through lane to the development at the intersection of Sandy Lake and Royal Lane. 6. The addition of a deceleration lane for the right turn into the Royal Lane Driveway. Appendix A Appendix B Appendix C Appendix D Appendix E Appendix F Appendix G Appendix H Appendix I Appendix J Appendix K Existing and Future Lane Assignments 2018 Existing Volumes Trip Distribution Percentages and Site Generated Volumes 2025 Background Volumes 2025 Projected Volumes Traffic Counts Capacity Analysis – 2018 Existing Conditions Capacity Analysis – 2025 Background Conditions Capacity Analysis – 2025 Projected Conditions Queue Length Analysis TIA Correspondence Appendix Contents Appendix A Existing and Future Lane Assignments Coppell TIA Existing Lane Assignments North ^ 11/12/2018S Royal Ln ©2014 Microsoft Corporation AND ©2013 Nokia LEGEND: Existing Lane Assignment Coppell TIA Future Lane Assignments North ^ 12/05/2018S Royal LnW Sandy Lake BlvdDriveway 1D riv e w a y 2 D riv e w a y 3SH 121 NBFR ©2014 Microsoft Corporation AND ©2013 Nokia SITE LEGEND: Future Lane Assignment Appendix B 2018 Existing Volumes Coppell TIA 2018 Existing Conditions North ^Timing Plan: AM Peak Hour 11/12/2018S Royal Ln3625325 570 172 378 ©2014 Microsoft Corporation AND ©2013 Nokia LEGEND: XXX Peak Hour Volume Coppell TIA 2018 Existing Conditions North ^Timing Plan: PM Peak Hour 11/12/2018S Royal Ln395107435 81 29 512 ©2014 Microsoft Corporation AND ©2013 Nokia LEGEND: XXX Peak Hour Volume Appendix C Trip Distribution Percentages and Site Generated Volumes Coppell TIA Trip Distribution Percentages - Inbound North ^ 12/05/2018S Royal Ln010025 0 0 0 0 5 0000 W Sandy Lake Blvd5 10Driveway 10025D riv e w a y 2 0 2525D riv e w a y 3 0 SH 121 NBFR ©2014 Microsoft Corporation AND ©2013 Nokia SITE 25% 10% 40% 15% 10% LEGEND: XX% Trip Distribution Percentage XX% Global Trip Distribution Percentage Coppell TIA Trip Distribution Percentages - Outbound North ^ 12/05/2018S Royal Ln0000 0 0 0 10 0 15101515 W Sandy Lake Blvd0 0Driveway 110250D riv e w a y 2 2 5 00D riv e w a y 3 2 5 SH 121 NBFR ©2014 Microsoft Corporation AND ©2013 Nokia SITE 25% 10% 40% 15% 10% LEGEND: XX% Trip Distribution Percentage XX% Global Trip Distribution Percentage Coppell TIA Site Generated Traffic Volumes North ^Timing Plan: AM Peak Hour 09/17/2021 Jones|Carter S Royal Ln020050 0 0 0 12 10 18121818 W Sandy Lake Blvd10 20Driveway 1123050D riv e w a y 2 3 0 5050D riv e w a y 3 3 0 SH 121 NBFRLEGEND: XXX Peak Hour Volume SITE Coppell TIA Site Generated Traffic Volumes North ^Timing Plan: PM Peak Hour 09/17/2021 PM Peak Hour S Royal Ln014035 0 0 0 16 7 24162424 W Sandy Lake Blvd7 14Driveway 1164035D riv e w a y 2 4 0 3535D riv e w a y 3 4 0 SH 121 NBFRLEGEND: XXX Peak Hour Volume SITE Appendix D 2025 Background Volumes Coppell TIA 2025 Background Volumes North ^Timing Plan: AM Peak Hour 09/16/2021 Jones|Carter S Royal Ln8545457 915 W Sandy Lake Blvd276 532 LEGEND: XXX Peak Hour Volume Coppell TIA 2025 Background Volumes North ^Timing Plan: PM Peak Hour 09/16/2021 Jones|Carter S Royal Ln601165612 159 W Sandy Lake Blvd55 720 LEGEND: XXX Peak Hour Volume Appendix E 2025 Projected Volumes Coppell TIA 2025 Projected Traffic Volumes North ^Timing Plan: AM Peak Hour 09/17/2021 Jones|Carter S Royal Ln85204550 457 915 276 544 10 181218520 W Sandy Lake Blvd818 20Driveway 11294150D riv e w a y 2 3 0 96150D riv e w a y 3 3 0 SH 121 NBFRLEGEND: XXX Peak Hour Volume SITE Coppell TIA 2025 Projected Traffic Volumes North ^Timing Plan: PM Peak Hour 09/17/2021 Jones|Carter S Royal Ln6011416535 612 159 55 736 7 241624801 W Sandy Lake Blvd782 14Driveway 11689535D riv e w a y 2 4 0 89035D riv e w a y 3 4 0 SH 121 NBFRLEGEND: XXX Peak Hour Volume SITE Appendix F Traffic Counts W S an d y Lake Ro ad at S Ro yal Lan e - T MC T h u O ct 1 8 , 2 01 8 Fu ll Le n g t h (7 AM-9AM, 4 PM-6 PM) All Clas s e s (Lig hts , Ar ticu late d T r u cks , Bu s e s an d S in g le -Unit T r u cks , Pe d e s tr ian s , Bicy cle s o n Cr o s s walk) All Mo v e m e nts I D: 5 7 6 1 23 , Lo cation : 32 .9 7 3 1 2 3 , -9 7 .0 24 8 8 , S ite Cod e : 1 Pr o v id e d by : C. J. He n s ch & As s o ciate s I n c. 52 1 5 S ycam or e Av e ., Pas ad e n a, T X, 7 75 0 3 , US Le g W Sa n d y La ke Ro a d S Ro ya l La n e W Sa n d y La ke Ro a d D ir e c tio n We s tb o u n d No r th b o u n d Ea s tb o u n d T im e T L U Ap p P e d *R L U App Pe d *R T U Ap p P e d *In t 2 0 18 -10 -18 7 :0 0 AM 4 0 12 0 5 2 0 5 16 0 2 1 0 7 2 6 4 0 13 6 0 2 0 9 7 :15 AM 8 8 2 5 0 113 0 4 6 0 10 0 111 7 2 0 18 3 0 3 0 6 7 :3 0 AM 10 2 4 9 0 15 1 0 7 10 0 17 0 14 6 8 1 0 2 2 7 0 3 9 5 7 :4 5 AM 10 8 5 5 0 16 3 0 4 8 0 12 0 18 4 9 6 0 2 8 0 0 4 5 5 Ho u r ly T o ta l 3 3 8 14 1 0 4 7 9 0 2 0 4 0 0 6 0 0 5 13 3 13 0 8 2 6 0 13 6 5 8 :0 0 AM 7 4 3 6 0 110 0 10 15 0 2 5 0 12 5 7 2 0 19 7 0 3 3 2 8 :15 AM 9 4 3 2 0 12 6 0 4 3 0 7 0 115 7 6 0 19 1 0 3 2 4 8 :3 0 AM 10 0 2 0 0 12 0 0 4 15 0 19 0 8 3 7 4 0 15 7 0 2 9 6 8 :4 5 AM 8 0 14 0 9 4 0 2 12 0 14 0 5 9 6 3 0 12 2 0 2 3 0 Ho u r ly T o ta l 3 4 8 10 2 0 4 5 0 0 2 0 4 5 0 6 5 0 3 8 2 2 8 5 0 6 6 7 0 118 2 4 :0 0 PM 7 4 6 0 8 0 0 2 0 9 1 0 111 0 2 0 7 3 1 9 4 0 2 8 5 4 :15 PM 10 5 10 0 115 0 16 7 4 0 9 0 0 17 9 3 1 111 0 3 16 4 :3 0 PM 12 4 12 0 13 6 0 4 4 10 9 0 15 3 1 2 0 7 1 0 9 1 0 3 8 0 4 :4 5 PM 114 11 0 12 5 0 2 5 8 9 0 114 0 13 7 5 0 8 8 0 3 2 7 Ho u r ly T o ta l 4 17 3 9 0 4 5 6 0 10 5 3 6 3 0 4 6 8 1 7 0 3 12 2 3 8 4 0 13 0 8 5 :0 0 PM 13 3 10 0 14 3 0 3 5 12 1 0 15 6 0 12 10 8 0 12 0 0 4 19 5 :15 PM 14 9 5 0 15 4 0 19 10 2 0 12 1 0 13 114 0 12 7 0 4 0 2 5 :3 0 PM 12 0 10 1 13 1 0 3 1 9 9 0 13 0 0 2 9 10 2 0 13 1 0 3 9 2 5 :4 5 PM 110 4 0 114 0 2 2 7 3 0 9 5 0 2 7 111 0 13 8 0 3 4 7 Ho u r ly T o ta l 5 12 2 9 1 5 4 2 0 10 7 3 9 5 0 5 0 2 0 8 1 4 3 5 0 5 16 0 15 6 0 T o ta l 16 15 3 11 1 19 2 7 0 2 5 2 8 4 3 0 10 9 5 1 10 4 6 13 4 5 2 2 3 9 3 0 5 4 15 % Ap p r o a c h 8 3 .8 %16 .1%0 .1%--2 3 .0 %7 7 .0 %0 %--4 3 .7 %5 6 .2 %0 .1%--- % T o ta l 2 9 .8 %5 .7 %0 %3 5 .6 %-4 .7 %15 .6 %0 %2 0 .2 %-19 .3 %2 4 .8 %0 %4 4 .2 %-- Lig hts 15 6 5 3 0 4 1 18 7 0 -2 4 2 8 0 8 0 10 5 0 -10 0 2 12 8 8 2 2 2 9 2 -5 2 12 % Lig hts 9 6 .9 %9 7 .7 %10 0 %9 7 .0 %-9 6 .0 %9 5 .8 %0 %9 5 .9 %-9 5 .8 %9 5 .8 %10 0 %9 5 .8 %-9 6 .3 % Ar tic ula te d T ru c ks 14 5 0 19 -4 18 0 2 2 -17 2 0 0 3 7 -7 8 % Ar tic ula te d T ru c ks 0 .9 %1.6 %0 %1.0 %-1.6 %2 .1%0 %2 .0 %-1.6 %1.5 %0 %1.5 %-1.4 % Bus e s a n d S in g le -Un it T ru c ks 3 6 2 0 3 8 -6 17 0 2 3 -2 7 3 7 0 6 4 -12 5 % Bus e s a n d S in g le -Un it T ru c ks 2 .2 %0 .6 %0 %2 .0 %-2 .4 %2 .0 %0 %2 .1%-2 .6 %2 .8 %0 %2 .7 %-2 .3 % P e d e s tr ia n s ----0 ----1 ----0 % P e d e s tr ia n s ---------10 0 %------ Bic yc le s o n Cr o s s wa lk ----0 ----0 ----0 % Bic yc le s o n Cr o s s wa lk ---------0 %------ *Pe d e s tr ian s an d Bicy cle s o n Cr os s walk. L: Le ft, R: Rig h t , T : T hr u , U: U-T u r n 1 of 6 W S and y Lake Ro ad at S Ro yal Lane - T MC T h u O ct 1 8 , 2 0 1 8 Fu ll Le n g th (7 AM-9 AM, 4 PM-6PM) All Clas s e s (Lig h ts , Ar t icu late d T r u cks , Bu s e s an d S in g le -Unit T r u cks , Pe d e s tr ian s , Bicycle s o n Cr os s walk) All Mov e m e nts I D: 5 7 61 2 3 , Lo catio n: 3 2 .9 7 3 12 3 , -9 7.0 24 8 8 , S ite Cod e : 1 Pr o v id e d b y: C. J. He n s ch & As s o ciate s I n c. 5 2 1 5 S y cam o r e Ave ., Pas ad e n a, T X, 7 7 5 03 , US [E] W Sandy Lake Road[S] S Royal Lane[W] W Sandy Lake RoadTotal: 3525Total: 4853Tota l: 24 52 Out: 1598Out: 2460Ou t: 13 57 In: 1927In: 2393In : 1095 161 5 1345 1 3 11 252 843 1046 2 1 2 of 6 W S an d y Lake Ro ad at S Ro yal Lan e - T MC T h u O ct 1 8 , 2 01 8 AM Pe ak (7 :30 AM - 8 :3 0 AM) All Clas s e s (Lig hts , Ar ticu late d T r u cks , Bu s e s an d S in g le -Unit T r u cks , Pe d e s tr ian s , Bicy cle s o n Cr o s s walk) All Mo v e m e nts I D: 5 7 6 1 23 , Lo cation : 32 .9 7 3 1 2 3 , -9 7 .0 24 8 8 , S ite Cod e : 1 Pr o v id e d by : C. J. He n s ch & As s o ciate s I n c. 52 1 5 S ycam or e Av e ., Pas ad e n a, T X, 7 75 0 3 , US Le g W S a n d y La ke Ro a d S Ro ya l La n e W Sa n d y La ke Ro a d D ir e c tio n We s tb o u n d No r th b o u n d Ea s tb o u n d T im e T L U Ap p Pe d *R L U Ap p Pe d *R T U App P e d *In t 2 0 18 -10 -18 7 :3 0 AM 10 2 4 9 0 15 1 0 7 10 0 17 0 14 6 8 1 0 2 2 7 0 3 9 5 7 :4 5 AM 10 8 5 5 0 16 3 0 4 8 0 12 0 18 4 9 6 0 2 8 0 0 4 5 5 8 :0 0 AM 7 4 3 6 0 110 0 10 15 0 2 5 0 12 5 7 2 0 19 7 0 3 3 2 8 :15 AM 9 4 3 2 0 12 6 0 4 3 0 7 0 115 7 6 0 19 1 0 3 2 4 T o ta l 3 7 8 17 2 0 5 5 0 0 2 5 3 6 0 6 1 0 5 7 0 3 2 5 0 8 9 5 0 15 0 6 % Appro a c h 6 8 .7 %3 1.3 %0 %--4 1.0 %5 9 .0 %0 %--6 3 .7 %3 6 .3 %0 %--- % T o ta l 2 5 .1%11.4 %0 %3 6 .5 %-1.7 %2 .4 %0 %4 .1%-3 7 .8 %2 1.6 %0 %5 9 .4 %-- P HF 0 .8 7 5 0 .7 8 2 -0 .8 4 4 -0 .6 2 5 0 .6 0 0 -0 .6 10 -0 .7 7 4 0 .8 4 6 -0 .7 9 9 -0 .8 2 7 Lig h ts 3 6 1 16 9 0 5 3 0 -2 2 2 7 0 4 9 -5 6 0 3 16 0 8 7 6 -14 5 5 % Lig h ts 9 5 .5 %9 8 .3 %0 %9 6 .4 %-8 8 .0 %7 5 .0 %0 %8 0 .3 %-9 8 .2 %9 7 .2 %0 %9 7 .9 %-9 6 .6 % Ar tic u la te d T r uc ks 2 2 0 4 -1 2 0 3 -4 3 0 7 -14 % Ar tic u la te d T r uc ks 0 .5 %1.2 %0 %0 .7 %-4 .0 %5 .6 %0 %4 .9 %-0 .7 %0 .9 %0 %0 .8 %-0 .9 % B u s e s a nd S ing le -Unit T r uc ks 15 1 0 16 -2 7 0 9 -6 6 0 12 -3 7 % B u s e s a nd S ing le -Unit T r uc ks 4 .0 %0 .6 %0 %2 .9 %-8 .0 %19 .4 %0 %14 .8 %-1.1%1.8 %0 %1.3 %-2 .5 % Pe d e s tr ia n s ----0 ----0 ----0 % Pe d e s tr ia n s ---------------- B ic yc le s o n Cr o s s wa lk ----0 ----0 ----0 % B ic yc le s o n Cr o s s wa lk ---------------- *Pe d e s tr ian s an d Bicy cle s o n Cr os s walk. L: Le ft, R: Rig h t , T : T hr u , U: U-T u r n 3 of 6 W S and y Lake Ro ad at S Ro yal Lane - T MC T h u O ct 1 8 , 2 0 1 8 AM Pe ak (7:3 0AM - 8 :3 0 AM) All Clas s e s (Lig h ts , Ar t icu late d T r u cks , Bu s e s an d S in g le -Unit T r u cks , Pe d e s tr ian s , Bicycle s o n Cr os s walk) All Mov e m e nts I D: 5 7 61 2 3 , Lo catio n: 3 2 .9 7 3 12 3 , -9 7.0 24 8 8 , S ite Cod e : 1 Pr o v id e d b y: C. J. He n s ch & As s o ciate s I n c. 5 2 1 5 S y cam o r e Ave ., Pas ad e n a, T X, 7 7 5 03 , US [E] W Sandy Lake Road[S] S Royal Lane[W] W Sandy Lake RoadTotal: 900Total: 1309Tota l: 803 Out: 350Out: 414Out: 742 In: 550In: 895In : 61 3 78 325 1 72 25 36 570 4 of 6 W S an d y Lake Ro ad at S Ro yal Lan e - T MC T h u O ct 1 8 , 2 01 8 PM Pe ak (5 PM - 6 PM) - O v e r all Pe ak Hou r All Clas s e s (Lig hts , Ar ticu late d T r u cks , Bu s e s an d S in g le -Unit T r u cks , Pe d e s tr ian s , Bicy cle s o n Cr o s s walk) All Mo v e m e nts I D: 5 7 6 1 23 , Lo cation : 32 .9 7 3 1 2 3 , -9 7 .0 24 8 8 , S ite Cod e : 1 Pr o v id e d by : C. J. He n s ch & As s o ciate s I n c. 52 1 5 S ycam or e Av e ., Pas ad e n a, T X, 7 75 0 3 , US Le g W S a n d y La ke Ro a d S Ro ya l La n e W S a n d y La ke Ro ad D ir e c tio n We s tb o u n d No r th b o u n d Eas tb o u n d T im e T L U App P e d *R L U Ap p P e d *R T U App P e d *In t 2 0 18 -10 -18 5 :0 0 PM 13 3 10 0 14 3 0 3 5 12 1 0 15 6 0 12 10 8 0 12 0 0 4 19 5 :15 PM 14 9 5 0 15 4 0 19 10 2 0 12 1 0 13 114 0 12 7 0 4 0 2 5 :3 0 PM 12 0 10 1 13 1 0 3 1 9 9 0 13 0 0 2 9 10 2 0 13 1 0 3 9 2 5 :4 5 PM 110 4 0 114 0 2 2 7 3 0 9 5 0 2 7 111 0 13 8 0 3 4 7 T o ta l 5 12 2 9 1 5 4 2 0 10 7 3 9 5 0 5 0 2 0 8 1 4 3 5 0 5 16 0 15 6 0 % Ap pr o a c h 9 4 .5 %5 .4 %0 .2 %--2 1.3 %7 8 .7 %0 %--15 .7 %8 4 .3 %0 %--- % T o ta l 3 2 .8 %1.9 %0 .1%3 4 .7 %-6 .9 %2 5 .3 %0 %3 2 .2 %-5 .2 %2 7 .9 %0 %3 3 .1%-- P HF 0 .8 5 9 0 .7 2 5 0 .2 5 0 0 .8 8 0 -0 .7 6 4 0 .8 16 -0 .8 0 4 -0 .6 9 8 0 .9 5 4 -0 .9 3 5 -0 .9 3 1 Lig hts 5 0 7 2 9 1 5 3 7 -10 4 3 8 6 0 4 9 0 -7 1 4 2 5 0 4 9 6 -15 2 3 % Lig hts 9 9 .0 %10 0 %10 0 %9 9 .1%-9 7 .2 %9 7 .7 %0 %9 7 .6 %-8 7 .7 %9 7 .7 %0 %9 6 .1%-9 7 .6 % Ar tic u la te d T r u c ks 2 0 0 2 -2 6 0 8 -4 3 0 7 -17 % Ar tic u la te d T r u c ks 0 .4 %0 %0 %0 .4 %-1.9 %1.5 %0 %1.6 %-4 .9 %0 .7 %0 %1.4 %-1.1% Bu s e s a n d S in g le -Unit T r u c ks 3 0 0 3 -1 3 0 4 -6 7 0 13 -2 0 % Bu s e s a n d S in g le -Unit T r u c ks 0 .6 %0 %0 %0 .6 %-0 .9 %0 .8 %0 %0 .8 %-7 .4 %1.6 %0 %2 .5 %-1.3 % Pe d e s tr ia n s ----0 ----0 ----0 % Pe d e s tr ia n s ---------------- Bic yc le s o n Cr o s s walk ----0 ----0 ----0 % Bic yc le s o n Cr o s s walk ---------------- *Pe d e s tr ian s an d Bicy cle s o n Cr os s walk. L: Le ft, R: Rig h t , T : T hr u , U: U-T u r n 5 of 6 W S and y Lake Ro ad at S Ro yal Lane - T MC T h u O ct 1 8 , 2 0 1 8 PM Pe ak (5 PM - 6 PM) - O v e r all Pe ak Hou r All Clas s e s (Lig h ts , Ar t icu late d T r u cks , Bu s e s an d S in g le -Unit T r u cks , Pe d e s tr ian s , Bicycle s o n Cr os s walk) All Mov e m e nts I D: 5 7 61 2 3 , Lo catio n: 3 2 .9 7 3 12 3 , -9 7.0 24 8 8 , S ite Cod e : 1 Pr o v id e d b y: C. J. He n s ch & As s o ciate s I n c. 5 2 1 5 S y cam o r e Ave ., Pas ad e n a, T X, 7 7 5 03 , US [E] W Sandy Lake Road[S] S Royal Lane[W] W Sandy Lake RoadTotal: 1085Total: 1423Tota l: 612 Out: 543Out: 907Ou t: 11 0 In: 542In: 516In: 502 5 12 435 1 29 107 395 81 6 of 6 TIME 0:00 0:15 0:30 0:45 TOTAL Date Began: 0:00 14 7 14 12 47 10/18/2018 1:00 10 14 8 9 41 2:00 14 11 10 34 69 3:00 28 18 13 16 75 4:00 24 16 26 50 116 5:00 61 54 74 118 307 6:00 137 104 144 174 559 7:00 144 134 152 163 593 8:00 166 147 133 138 584 9:00 122 84 91 101 398 10:00 103 73 82 82 340 11:00 86 82 74 77 319 12:00 85 77 86 80 328 13:00 102 88 90 93 373 14:00 86 82 90 108 366 15:00 102 82 82 104 370 16:00 98 94 106 118 416 17:00 133 152 152 145 582 18:00 164 128 124 110 526 19:00 80 82 66 54 282 20:00 54 56 46 46 202 21:00 38 41 51 30 160 22:00 37 18 36 22 113 23:00 22 28 28 31 109 TOTAL: 7275 The A.M. peak hour from 7:30 to 8:30 is 628 The P.M. peak hour from 17:15 to 18:15 is 613 SH 121 NBFR North of W Sandy Lake Road 0 100 200 300 400 500 600 700 VOLUME Appendix G Capacity Analysis – 2018 Existing Conditions Coppell TIA 2018 Existing Conditions 1: S Royal Ln & W Sandy Lake Blvd Timing Plan: AM Peak Hour 11/13/2018 Synchro 10 Report Page 1 Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 325 570 172 378 36 25 Future Volume (vph) 325 570 172 378 36 25 Satd. Flow (prot) 3539 1583 1770 3539 3433 1583 Flt Permitted 0.387 0.950 Satd. Flow (perm) 3539 1583 721 3539 3433 1583 Satd. Flow (RTOR) 687 30 Lane Group Flow (vph) 392 687 207 455 43 30 Turn Type NA Perm pm+pt NA Prot Perm Protected Phases 6 5 2 4 Permitted Phases 6 2 2 Total Split (s) 41.0 41.0 12.0 53.0 37.0 53.0 Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 Act Effct Green (s) 14.3 14.3 26.3 30.8 6.3 30.8 Actuated g/C Ratio 0.43 0.43 0.79 0.93 0.19 0.93 v/c Ratio 0.26 0.64 0.26 0.14 0.07 0.02 Control Delay 7.4 4.3 2.4 1.2 13.4 1.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.4 4.3 2.4 1.2 13.4 1.0 LOS A A A A B A Approach Delay 5.4 1.5 8.3 Approach LOS A A A Queue Length 50th (ft) 17 0 0 0 2 0 Queue Length 95th (ft) 54 35 30 28 14 4 Internal Link Dist (ft) 316 1149 562 Turn Bay Length (ft) 300 100 Base Capacity (vph) 3366 1539 804 3539 3224 1583 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.12 0.45 0.26 0.13 0.01 0.02 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 33.1 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.64 Intersection Signal Delay: 4.1 Intersection LOS: A Intersection Capacity Utilization 53.2% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: S Royal Ln & W Sandy Lake Blvd Coppell TIA 2018 Existing Conditions 1: S Royal Ln & W Sandy Lake Blvd Timing Plan: PM Peak Hour 11/13/2018 Synchro 10 Report Page 1 Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 435 81 29 512 395 107 Future Volume (vph) 435 81 29 512 395 107 Satd. Flow (prot) 3539 1583 1770 3539 3433 1583 Flt Permitted 0.321 0.950 Satd. Flow (perm) 3539 1583 598 3539 3433 1583 Satd. Flow (RTOR) 87 115 Lane Group Flow (vph) 468 87 31 551 425 115 Turn Type NA Perm pm+pt NA Prot Perm Protected Phases 6 5 2 4 Permitted Phases 6 2 2 Total Split (s) 41.0 41.0 10.0 51.0 39.0 51.0 Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 Act Effct Green (s) 9.9 9.9 11.2 11.2 8.5 11.2 Actuated g/C Ratio 0.33 0.33 0.37 0.37 0.28 0.37 v/c Ratio 0.40 0.15 0.07 0.42 0.44 0.17 Control Delay 10.1 4.0 6.3 7.9 11.7 2.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.1 4.0 6.3 7.9 11.7 2.4 LOS B A A A B A Approach Delay 9.1 7.8 9.7 Approach LOS A A A Queue Length 50th (ft) 24 0 3 30 23 0 Queue Length 95th (ft) 83 22 12 60 80 16 Internal Link Dist (ft) 316 1149 562 Turn Bay Length (ft) 300 100 Base Capacity (vph) 3387 1519 426 3539 3256 1583 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.14 0.06 0.07 0.16 0.13 0.07 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 30.3 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.44 Intersection Signal Delay: 8.9 Intersection LOS: A Intersection Capacity Utilization 40.0% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: S Royal Ln & W Sandy Lake Blvd Appendix H Capacity Analysis – 2025 Background Conditions Coppell TIA 2025 Background Volumes 1: S Royal Ln & W Sandy Lake Blvd Timing Plan: AM Peak Hour 09/16/2021 Synchro 11 Report Jones|Carter Page 1 Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 457 915 276 532 85 45 Future Volume (vph) 457 915 276 532 85 45 Satd. Flow (prot) 3539 1583 1770 3539 3433 1583 Flt Permitted 0.378 0.950 Satd. Flow (perm) 3539 1583 704 3539 3433 1583 Satd. Flow (RTOR) 931 54 Lane Group Flow (vph) 551 1102 333 641 102 54 Turn Type NA Perm pm+pt NA Prot Perm Protected Phases 6 5 2 4 Permitted Phases 6 2 2 Total Split (s) 41.0 41.0 12.0 53.0 37.0 53.0 Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 Act Effct Green (s) 28.8 28.8 41.5 43.2 6.5 43.2 Actuated g/C Ratio 0.52 0.52 0.75 0.78 0.12 0.78 v/c Ratio 0.30 0.87 0.49 0.23 0.25 0.04 Control Delay 8.0 11.5 5.2 2.6 27.8 0.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.0 11.5 5.2 2.6 27.8 0.8 LOS A B A A C A Approach Delay 10.3 3.5 18.5 Approach LOS B A B Queue Length 50th (ft) 52 29 29 28 19 0 Queue Length 95th (ft) 72 64 47 40 37 5 Internal Link Dist (ft) 316 1149 562 Turn Bay Length (ft) 300 100 Base Capacity (vph) 2411 1375 674 2979 2119 1341 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.23 0.80 0.49 0.22 0.05 0.04 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 55.1 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.87 Intersection Signal Delay: 8.4 Intersection LOS: A Intersection Capacity Utilization 80.3% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 1: S Royal Ln & W Sandy Lake Blvd Coppell TIA 2025 Background Volumes 1: S Royal Ln & W Sandy Lake Blvd Timing Plan: PM Peak Hour 09/16/2021 Synchro 11 Report Jones|Carter Page 1 Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 612 159 55 720 601 165 Future Volume (vph) 612 159 55 720 601 165 Satd. Flow (prot) 3539 1583 1770 3539 3433 1583 Flt Permitted 0.257 0.950 Satd. Flow (perm) 3539 1583 479 3539 3433 1583 Satd. Flow (RTOR) 171 177 Lane Group Flow (vph) 658 171 59 774 646 177 Turn Type NA Perm pm+pt NA Prot Perm Protected Phases 6 5 2 4 Permitted Phases 6 2 2 Total Split (s) 41.0 41.0 10.0 51.0 39.0 51.0 Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 Act Effct Green (s) 15.2 15.2 20.2 20.2 13.1 20.2 Actuated g/C Ratio 0.34 0.34 0.46 0.46 0.30 0.46 v/c Ratio 0.54 0.26 0.16 0.48 0.64 0.22 Control Delay 15.0 4.0 7.7 9.2 18.1 2.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.0 4.0 7.7 9.2 18.1 2.2 LOS B A A A B A Approach Delay 12.7 9.1 14.7 Approach LOS B A B Queue Length 50th (ft) 79 0 7 61 80 0 Queue Length 95th (ft) 143 33 25 121 150 24 Internal Link Dist (ft) 316 1149 562 Turn Bay Length (ft) 300 100 Base Capacity (vph) 2850 1308 378 3248 2687 1467 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.23 0.13 0.16 0.24 0.24 0.12 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 44.3 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.64 Intersection Signal Delay: 12.2 Intersection LOS: B Intersection Capacity Utilization 50.7% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: S Royal Ln & W Sandy Lake Blvd Appendix I Capacity Analysis – 2025 Projected Conditions Coppell TIA 2022 Projected Traffic Volumes 1: S Royal Ln & W Sandy Lake Blvd Timing Plan: AM Peak Hour 09/16/2021 Synchro 11 Report Jones|Carter Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 50 457 915 276 544 10 85 20 45 18 12 18 Future Volume (vph) 50 457 915 276 544 10 85 20 45 18 12 18 Satd. Flow (prot) 1770 3539 1583 1770 3529 0 3433 1669 0 1770 1691 0 Flt Permitted 0.398 0.340 0.950 0.950 Satd. Flow (perm) 741 3539 1583 633 3529 0 3433 1669 0 1770 1691 0 Satd. Flow (RTOR) 841 1 54 22 Lane Group Flow (vph) 60 551 1102 333 667 0 102 78 0 22 36 0 Turn Type pm+pt NA Perm pm+pt NA Prot NA Prot NA Protected Phases 1 6 5 2 7 4 3 8 Permitted Phases 6 6 2 Total Split (s) 23.0 38.0 38.0 23.0 38.0 23.0 37.0 37.0 51.0 Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Act Effct Green (s) 40.2 33.7 33.7 57.1 49.5 7.9 9.7 6.7 6.5 Actuated g/C Ratio 0.51 0.43 0.43 0.72 0.63 0.10 0.12 0.08 0.08 v/c Ratio 0.13 0.37 0.95 0.46 0.30 0.30 0.31 0.15 0.23 Control Delay 7.8 18.3 25.4 7.9 11.1 38.0 19.4 39.2 25.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.8 18.3 25.4 7.9 11.1 38.0 19.4 39.2 25.2 LOS A B C A B D B D C Approach Delay 22.5 10.0 30.0 30.5 Approach LOS C B C C Queue Length 50th (ft) 10 109 161 66 103 26 10 11 7 Queue Length 95th (ft) 24 148 #437 108 145 47 47 32 32 Internal Link Dist (ft) 316 330 552 220 Turn Bay Length (ft) 150 300 125 Base Capacity (vph) 728 1509 1157 722 2213 798 722 732 1014 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.08 0.37 0.95 0.46 0.30 0.13 0.11 0.03 0.04 Intersection Summary Cycle Length: 135 Actuated Cycle Length: 78.9 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.95 Intersection Signal Delay: 18.9 Intersection LOS: B Intersection Capacity Utilization 88.6% ICU Level of Service E Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 1: S Royal Ln & W Sandy Lake Blvd 2025 Coppell TIA 2025 Projected Traffic Volumes 2: W Sandy Lake Blvd & Driveway 1 Timing Plan: AM Peak Hour 09/17/2021 Synchro 11 Report Jones|Carter Page 1 Intersection Int Delay, s/veh 0.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 520 818 20 0 12 Future Vol, veh/h 0 520 818 20 0 12 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 565 889 22 0 13 Major/Minor Major1 Major2 Minor2 Conflicting Flow All - 0 - 0 - 456 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.94 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.32 Pot Cap-1 Maneuver 0 - - - 0 551 Stage 1 0 - - - 0 - Stage 2 0 - - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 551 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB SB HCM Control Delay, s 0 0 11.7 HCM LOS B Minor Lane/Major Mvmt EBT WBT WBRSBLn1 Capacity (veh/h) - - - 551 HCM Lane V/C Ratio - - - 0.024 HCM Control Delay (s) - - - 11.7 HCM Lane LOS - - - B HCM 95th %tile Q(veh) - - - 0.1 Coppell TIA 2025 Projected Traffic Volumes 3: SH 121 NBFR & Driveway 2 Timing Plan: AM Peak Hour 09/17/2021 Synchro 11 Report Jones|Carter Page 2 Intersection Int Delay, s/veh 0.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 30 941 50 0 0 Future Vol, veh/h 0 30 941 50 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - 325 - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 33 1023 54 0 0 Major/Minor Minor1 Major1 Conflicting Flow All - 512 0 0 Stage 1 - - - - Stage 2 - - - - Critical Hdwy - 7.14 - - Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - - - Follow-up Hdwy - 3.92 - - Pot Cap-1 Maneuver 0 434 - - Stage 1 0 - - - Stage 2 0 - - - Platoon blocked, % - - Mov Cap-1 Maneuver - 434 - - Mov Cap-2 Maneuver - - - - Stage 1 - - - - Stage 2 - - - - Approach WB NB HCM Control Delay, s 14 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h) - - 434 HCM Lane V/C Ratio - - 0.075 HCM Control Delay (s) - - 14 HCM Lane LOS - - B HCM 95th %tile Q(veh) - - 0.2 Coppell TIA 2025 Projected Traffic Volumes 4: SH 121 NBFR & Driveway 3 Timing Plan: AM Peak Hour 09/17/2021 Synchro 11 Report Jones|Carter Page 3 Intersection Int Delay, s/veh 0.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 30 961 50 0 0 Future Vol, veh/h 0 30 961 50 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - 270 - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 33 1045 54 0 0 Major/Minor Minor1 Major1 Conflicting Flow All - 523 0 0 Stage 1 - - - - Stage 2 - - - - Critical Hdwy - 7.14 - - Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - - - Follow-up Hdwy - 3.92 - - Pot Cap-1 Maneuver 0 427 - - Stage 1 0 - - - Stage 2 0 - - - Platoon blocked, % - - Mov Cap-1 Maneuver - 427 - - Mov Cap-2 Maneuver - - - - Stage 1 - - - - Stage 2 - - - - Approach WB NB HCM Control Delay, s 14.1 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h) - - 427 HCM Lane V/C Ratio - - 0.076 HCM Control Delay (s) - - 14.1 HCM Lane LOS - - B HCM 95th %tile Q(veh) - - 0.2 Coppell TIA 2022 Projected Traffic Volumes 1: S Royal Ln & W Sandy Lake Blvd Timing Plan: PM Peak Hour 09/16/2021 Synchro 11 Report Jones|Carter Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 35 612 159 55 736 7 601 14 165 24 16 24 Future Volume (vph) 35 612 159 55 736 7 601 14 165 24 16 24 Satd. Flow (prot) 1770 3539 1583 1770 3536 0 3433 1606 0 1770 1693 0 Flt Permitted 0.193 0.231 0.950 0.950 Satd. Flow (perm) 360 3539 1583 430 3536 0 3433 1606 0 1770 1693 0 Satd. Flow (RTOR) 192 1 199 29 Lane Group Flow (vph) 42 737 192 66 895 0 724 216 0 29 48 0 Turn Type pm+pt NA Perm pm+pt NA Prot NA Prot NA Protected Phases 1 6 5 2 7 4 3 8 Permitted Phases 6 6 2 Total Split (s) 23.0 38.0 38.0 23.0 38.0 36.0 37.0 37.0 38.0 Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Act Effct Green (s) 36.8 31.6 31.6 39.3 34.8 25.2 23.1 13.7 7.0 Actuated g/C Ratio 0.43 0.37 0.37 0.46 0.40 0.29 0.27 0.16 0.08 v/c Ratio 0.16 0.57 0.27 0.21 0.63 0.72 0.38 0.10 0.29 Control Delay 16.0 27.2 5.0 16.2 26.4 33.2 10.0 31.3 28.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16.0 27.2 5.0 16.2 26.4 33.2 10.0 31.3 28.1 LOS B C A B C C A C C Approach Delay 22.3 25.7 27.8 29.3 Approach LOS C C C C Queue Length 50th (ft) 13 185 0 20 234 197 6 16 11 Queue Length 95th (ft) 31 254 37 44 312 254 61 34 42 Internal Link Dist (ft) 316 330 552 220 Turn Bay Length (ft) 150 300 125 Base Capacity (vph) 481 1418 749 499 1449 1292 770 687 696 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.09 0.52 0.26 0.13 0.62 0.56 0.28 0.04 0.07 Intersection Summary Cycle Length: 135 Actuated Cycle Length: 86.1 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.72 Intersection Signal Delay: 25.3 Intersection LOS: C Intersection Capacity Utilization 61.0% ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 1: S Royal Ln & W Sandy Lake Blvd 2025 Coppell TIA 2025 Projected Traffic Volumes 2: W Sandy Lake Blvd & Driveway 1 Timing Plan: PM Peak Hour 09/17/2021 Synchro 11 Report Jones|Carter Page 1 Intersection Int Delay, s/veh 0.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 801 782 14 0 16 Future Vol, veh/h 0 801 782 14 0 16 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 871 850 15 0 17 Major/Minor Major1 Major2 Minor2 Conflicting Flow All - 0 - 0 - 433 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.94 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.32 Pot Cap-1 Maneuver 0 - - - 0 571 Stage 1 0 - - - 0 - Stage 2 0 - - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 571 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB SB HCM Control Delay, s 0 0 11.5 HCM LOS B Minor Lane/Major Mvmt EBT WBT WBRSBLn1 Capacity (veh/h) - - - 571 HCM Lane V/C Ratio - - - 0.03 HCM Control Delay (s) - - - 11.5 HCM Lane LOS - - - B HCM 95th %tile Q(veh) - - - 0.1 Coppell TIA 2025 Projected Traffic Volumes 3: SH 121 NBFR & Driveway 2 Timing Plan: PM Peak Hour 09/17/2021 Synchro 11 Report Jones|Carter Page 2 Intersection Int Delay, s/veh 0.6 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 40 895 35 0 0 Future Vol, veh/h 0 40 895 35 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - 325 - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 43 973 38 0 0 Major/Minor Minor1 Major1 Conflicting Flow All - 487 0 0 Stage 1 - - - - Stage 2 - - - - Critical Hdwy - 7.14 - - Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - - - Follow-up Hdwy - 3.92 - - Pot Cap-1 Maneuver 0 450 - - Stage 1 0 - - - Stage 2 0 - - - Platoon blocked, % - - Mov Cap-1 Maneuver - 450 - - Mov Cap-2 Maneuver - - - - Stage 1 - - - - Stage 2 - - - - Approach WB NB HCM Control Delay, s 13.9 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h) - - 450 HCM Lane V/C Ratio - - 0.097 HCM Control Delay (s) - - 13.9 HCM Lane LOS - - B HCM 95th %tile Q(veh) - - 0.3 Coppell TIA 2025 Projected Traffic Volumes 4: SH 121 NBFR & Driveway 3 Timing Plan: PM Peak Hour 09/17/2021 Synchro 11 Report Jones|Carter Page 3 Intersection Int Delay, s/veh 0.6 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 40 890 35 0 0 Future Vol, veh/h 0 40 890 35 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - 270 - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 43 967 38 0 0 Major/Minor Minor1 Major1 Conflicting Flow All - 484 0 0 Stage 1 - - - - Stage 2 - - - - Critical Hdwy - 7.14 - - Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - - - Follow-up Hdwy - 3.92 - - Pot Cap-1 Maneuver 0 452 - - Stage 1 0 - - - Stage 2 0 - - - Platoon blocked, % - - Mov Cap-1 Maneuver - 452 - - Mov Cap-2 Maneuver - - - - Stage 1 - - - - Stage 2 - - - - Approach WB NB HCM Control Delay, s 13.8 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h) - - 452 HCM Lane V/C Ratio - - 0.096 HCM Control Delay (s) - - 13.8 HCM Lane LOS - - B HCM 95th %tile Q(veh) - - 0.3 Appendix J Capacity Analysis – Queue Length Analysis Coppell TIA 2025 Projected Traffic Volumes Queuing and Blocking Report AM Peak Hour 09/16/2021 SimTraffic Report Jones|Carter Page 1 Intersection: 1: S Royal Ln & W Sandy Lake Blvd Movement EB EB EB EB WB WB WB NB NB NB SB SB Directions Served L T T R L T TR L L TR L TR Maximum Queue (ft) 28 132 107 279 107 82 67 24 65 38 38 34 Average Queue (ft) 16 93 44 189 66 50 30 5 44 22 16 16 95th Queue (ft) 37 152 115 320 110 102 75 21 84 47 44 44 Link Distance (ft) 337 337 337 334 334 561 561 238 238 Upstream Blk Time (%) 1 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 150 300 125 Storage Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 Coppell TIA 2025 Projected Traffic Volumes Queuing and Blocking Report PM Peak Hour 09/16/2021 SimTraffic Report Jones|Carter Page 1 Intersection: 1: S Royal Ln & W Sandy Lake Blvd Movement EB EB EB EB WB WB WB NB NB NB SB SB Directions Served L T T R L T TR L L TR L TR Maximum Queue (ft) 66 213 130 52 46 187 166 149 250 75 47 48 Average Queue (ft) 27 128 66 36 23 137 110 113 185 44 23 27 95th Queue (ft) 83 229 155 59 51 195 185 195 280 92 54 58 Link Distance (ft) 337 337 337 334 334 561 561 238 238 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 300 125 Storage Blk Time (%) 4 1 20 Queuing Penalty (veh) 1 4 59 Appendix K TIA Correspondence MEMO TO: City of Coppell FROM: Colby W. Wright, P.E., PTOE DATE: December 5, 2018 RE: Coppell Development TIA - Response to Comments Please see the following response to comments received from the City of Coppell for the Coppell Development TIA dated November 14, 2018: Engineering: 1. They identified that with the driveway not aligning properly with Royal to the south due to the existing transmission line pole in the NW corner of the intersection, they are recommending split-phase operation. I believe the recommendation is really based on the adjustment of the lane assignment on the south side of the intersection and the change of the center NB lane from a left-only to a shared thru-left. This is not an acceptable solution given the amount of traffic that will be generated by this site and the traffic that exists there today. This site is generating the need for a thru movement, so they need to add the lane to accommodate that thru movement without permanently impacting the operation of this signal. The NB to WB movement requires more than a single left-turn lane, so this development will need to add a lane to the NB approach to allow dual-left, single thru, single right. It appears that there is enough median width to accommodate the added lane, but it will result in the loss of some of the landscaping/hardscaping in that area. It will also require a new signal pole for the northbound approach so that the mast-arm reaches the new lane a. TIA report was updated to remove the split phase operation. The recommended lane assignments for the northbound approach are three lanes with double left turn lanes and a shared through/right lane. The northbound through traffic volumes generated by the development are relatively small with only 34 vehicles in the AM Peak Hour and 32 vehicles in the PM Peak Hour. The capacity analysis at the intersection does not project any operation issues at full build out of the development with a LOS of B in the AM Peak Hour and LOS of C in the PM Peak Hour therefore widening to provide an additional northbound lane is not recommended. 2. They will need to add the signal pole/arm for the SB approach. I am hoping that the signal design for this intersection planned for this pole, so this may or may not require new conduit and cable. And, since I am mentioning new signal equipment, they will need to add ped heads to the poles on the north side of the intersection. Depending on the lighting of the site, this may also require pole-mounted illumination for the north side of the intersection. (I realize these are not necessarily TIA comments, but they are traffic or traffic equipment-related). a. TIA report was updated to include recommendation to install a new traffic signal pole for the southbound approach and provide pedestrian signals for all movements at the intersection. 3. They only project out to Year 2020. Is that the build-out year? If so, okay, but it seems pretty aggressive and I would have expected at least a 5-year project horizon. a. TIA report was updated to include build out year of 2022. 4. Their lane assignment/volume graphics need to have legends added to them. They are labeled timing plans, but the numbers in the graphic represent vehicular volume. a. TIA report was updated to include legends on graphics. Planning 1. Include the 2.250 acres at the corner as part of this PD to be included in the T.I.A. as well as the development standards provided for the remaining property, as this will be the front door (entry portal) to the development. a. TIA report updated to include 2.250 acres in the corner of the development. ITEM # 6 Page 1 of 8 CITY OF COPPELL PLANNING DEPARTMENT STAFF REPORT PD-297-HC, Whitestone P&Z HEARING DATE: December 20, 2018 C.C. HEARING DATE: January 8, 2019 STAFF REP.: Marcie Diamond, Assistant Director of Community Development/Planning LOCATION: S.H. 121 and Sandy Lake Road, N.E.C. SIZE OF AREA: 16.57 acres of property CURRENT ZONING: HC (Highway Commercial) REQUEST: A zoning change request from HC (Highway Commercial) to PD-297-HC (Planned Development 297-Highway Commercial) to establish a Concept Site Plan for hotel, retail, restaurants and office uses on 16.57 acres of property and a Detail Site Plan for two Hotels, one being a Residence Hotel on approximately 6 acres. APPLICANT: Owner: Engineer: Victor Munson Alek Strimple Ferguson Reality Co. Jones Carter 6060 N Central Expressway 6509 Windcrest Drive Suite 560 Suite 600 Dallas, Texas 75206 Plano, Texas 75024 214-237-2920 972-265-7174 Email: vmunson@flash.net astrimple@jonescarter.com HISTORY: In 2003, the Planning and Zoning Commission called a series of public hearings to determine the appropriate zoning along the limited frontages the city of Coppell has along freeways. The intent of this initiative, which was adopted by City Council, was to revise the 1996 Future Land Use Plan and to rezone these properties from Light Industrial to Highway Commercial to “allow the land owners significant flexibly in development options to take advantage of the highway access while assuring compliance with the vision for the City’s most visible corridors”. The 2030 Comprehensive Plan reinforced this vision by designating this property as Freeway Special District. HISTORIC COMMENT: This property does not have any historic significance. ITEM # 6 Page 2 of 8 TRANSPORTATION: SH 121 is a state highway, recently built to standard. Sandy Lake Road is a six-lane divided thoroughfare. SURROUNDING LAND USE & ZONING: North: vacant land & office/warehouse – HC and LI South: DCCC – PD- 224R- HC East: office/warehouse – LI West: SH 121 and vacant land COMPREHENSIVE PLAN: The Coppell 2030 Comprehensive Master Plan shows this property as suitable Freeway Special District. DISCUSSION: This is a two-part request. Part one is to establish a Concept Site Plan for hotel, retail, restaurants and office uses on 16.57 acres of property; and part two is a Detail Site Plan for two hotels, one being a Residence Hotel on approximately 6 acres. As mentioned in the history section of this report, this property was a part of a city- initiated effort, 15 years ago, to establish Highway Commercial (HC) zoning along the freeway frontages to enhance development standards, ensuring that the limited freeway frontage and entry portals into the City of Coppell are of the high-quality developments envisioned. Specifically, the stated purpose of the Highway Commercial District includes: To create “….an impressive gateway into the community. Because these areas are designated as major thoroughfare entry points, emphasis has been placed on building arrangement, setbacks, parking, and landscape treatment, which are intended to be elements influencing the character of entrance into the city” The 2030 Master Plan adopted in 2011, echoed that intent by designating this area as Freeway Special District, which also speaks to site elements including: “Focal Points - Corners of major intersections should include a “focal point” near major intersections and around “gateway” areas. Focal points should include vertical architectural features, fountains, public art, and/or public plazas. “Setbacks - A minimum of 50-ft of privately owned land along the freeway/highway right-of-way should be free of buildings and parking, with a total of 80-ft in width landscaped, including privately owned land and available public highway right-of-way, and “Building Form and Character - Buildings within a development should have a coherent architectural theme in terms of mass, height, rooflines, and materials”. ITEM # 6 Page 3 of 8 Concept Plan This property is located at the prominent corner of Sandy Lake Road and S.H. 121. The purpose of the Concept Plan is to establish the preliminary layout of uses and circulation patterns to support the first phase of development, which are two hotels at the eastern portion of the property, closest to the existing office/warehouse developments. To the south of this property directly across Sandy Lake Road is Dallas County Community College. They are contemplating an expansion to their facilities in the near future. Therefore, a combination of retail, office and hotel uses are will complement the college and is in accordance with the types of uses envisioned in the Comprehensive Plan. The two hotels will occupy almost 6 acres, however, there are no specific retail and office users currently identified for the remaining 11 acres of this property. Detail Site Plan approvals will be required for subsequent developments and must adhere to the HC District regulations as amended and/or augmented in the conditions incorporated in this Planned Development. Conditions such as future development will have a coherent architectural theme and consistent sign package, will ensure that this property is a well-planned development. One of the key features of this overall development will be the trees preservation amenity consisting of over 40 oak and elm trees located in the midsection of the property. This preserve will be adjacent to the future retail development and will have pedestrian connection to the main driveway and the hotel development. This preserve will be established either as an easement or a common area lot during the platting process. Another amenity will be the main north/south driveway, the main access to the hotels and the retail, it is proposed to contain an 8’-wide landscaped median. An enhanced paving design is proposed in the main “intersection” of this driveway and the hotels. The northbound lane will be a full 24 feet in width and will serve as a fire lane and mutual access easement for this property. There will be a POA (Property Owners Association) established to maintain the common areas and provide architectural controls. A Traffic Impact Analysis has been submitted for this property and the specific conditions of approval are listed in the Recommendation section of this report. Monument Pylon Signs Included in this Concept Plan is a request for three- 40-foot tall, 1,040 square foot multi-tenant pylon signs. They are proposed to be illuminated from an internally lit cornice and contain five signage panels. The uppermost, 80-square foot panel, is proposed to contain a digital marquee, and the four remaining 50-square foot panels are noted to be externally illuminated. Two of these signs are proposed to be located along Sandy Lake and S.H. 121 within Phase 1, and the third sign at the intersection of S.H.121 and Sandy Lake Road in Phase 2. The maximum retail signage permitted by the Sign Ordinance is one 60 square feet per two-acre lot, with a maximum height of 6 feet. The applicant has stated that these signs are being proposed to “collectively organize current and future tenant signage”, however there is no commitment to not request additional monument signs as the retail lots develop in the future. Staff cannot support these signs which substantially exceed the standards of the Sign Ordinance, including the proposed digital marquee is specifically prohibited in the ordinance. ITEM # 6 Page 4 of 8 PD Conditions As mentioned above, this application includes PD conditions to address architectural compatibly in design and attached signs for the future retail developments. An additional request is to allow additional colors than currently permitted in the HC District: Exterior wall surfaces should consist of no more than three colors; a base color, and/or a trim color, and/or an accent color, the second color up to only five percent, and an accent color on up to only one percent of any one façade. Variances to this provision of the Ordinance may be recommended but must be reviewed on a case by case basis. The particular variances are discussed below specific to the branding of these particular hotels. Future variances will be reviewed at the time of Detail Site Plan approval. The final variance being requested as a PD condition is not to provide the 30-50- foot setbacks as encouraged by the 2030 Master Plan along the freeway frontages. Although the 20-foot wide landscape buffer, as required by the HC District, is being provided along SH 121, it is recommended at the time of Detail Site Plan approval for the remaining 11 +/- acres consideration be given to providing additional buffers along the freeway as well as a focal point feature at the intersection of SH 121 and Sandy Lake Road, other than a 40’ tall non-compliant multi-tenant sign. Detail Site Plan – Home2 Suites This proposed 126 room hotel meets the minimum requirements of the Hotel Ordinance, except for: Sec. 12-30-18. (2) c. Not more than 22 room units per acre, and additional amenity as required for a Residence Hotel, and the HC District masonry requirements. There is some question whether this would be classified or function as a Residence Hotel as defined in the Ordinance. It must be noted that none of the 126 rooms in this hotel will have separate bedrooms, and they will have limited kitchen facilities (microwave, full size refrigerator and dishwasher) which does not include a stove top. These two factors detract from the suitability for long term-occupancy which can occur in residence hotels. Data provided by the prospective owner/operator on the Home2 Suites he owns at DFW Airport South, indicate that over 90% of the guests stayed 1-4 nights from July-December 2018. It is reasonable to assume similar lengths of stay at this location. Although it generally meets the definition of Residence Hotels per the Hotel Ordinance, as written, it appears to function and be designed as a typical short term stay hotel and it would not reasonably convert to an apartment complex where density is an issue. It must also be noted that if classified as a Residence Hotel, four amenities are required, instead of three. This plan is providing three amenities, a pool, weight room and the plaza. The variance to the density requirement (Sec. 12-30-18. (2) c) and the additional amenity area are being requested. ITEM # 6 Page 5 of 8 Given the location, surrounding zoning and development patterns, augmented by the operational functions of this flag, it is improbable that this conversion to apartments would occur. However, staff cannot support the variance to this provision of the Hotel Ordinance. If deemed appropriate, the granting of this variance would ultimately be the purview of the City Council. Building Elevations and Signage As discussed under the Concept Plan, the Home2 Suites is requesting a variance to the HC District regulations to allow three brick colors plus two accent colors. The main brick color is same as the main brick color as the LaQuinta. However, an additional variance request is to allow for a reduction in the masonry requirement in the front (west elevation). The elevations indicate almost 40% stucco. Staff cannot support the use of stucco for more than the 20% of the façade as it is classified as a non-masonry product. A light grey brick could be substituted, while still allowing for the limited green stucco stripe as a true accent/architectural feature along the north façade. The attached signage appears to be in compliance with the provision of the sign ordinances, final determination will be made at the time of sign permit. Detail Site Plan – LaQuinta This proposed 125 room hotel meets all the requirements of the Hotel Ordinance, however the applicant is seeking an exception to the masonry requirements. Required - Home2 Suites – Residence Hotel Provided minimum of 125 rooms 126 minimum room size of 285 square feet 323 interior climate-controlled corridor √ lobby/waiting/atrium areas – min 750 sq. ft. or 5 sq. ft. per guest room 750 Restaurant - limited service √ porte-cochere or other covered area √ Meeting space 1,200 sq. ft. 1,245 minimum of 2 acres 2.275 Min. separation of 1,500 other residence hotel √ Contain Kitchen Facilities √ Maximum 22 dwelling units per acre X (55 du/ac) Optional Amenities – include min. of 4 Indoor/outdoor pool (min 600 sq. ft. water surface area) 600 sq. ft. Equipped Weight room/fitness center (min. 600 sq. ft.) 600 sq. ft. Play ground Sports court Jogging trail (min ¼ mile) Gift/pantry Snack Shop (min. 300 sq. ft.) Outdoor Plaza Area, minimum 1,000 square feet, exclusive of pool. 3,400 sq. ft. ITEM # 6 Page 6 of 8 Building Elevations and Signage This design of the LaQuinta is their most recent prototype. While staff can support the inclusion of a blend of three grey and two red/brown tones, staff cannot support the significant variance to the masonry requirements to allow the use of “Sintered Stone Compact Surface Panels” from both a building and fire code perspective. These surface panels do not meet the definition of masonry as defined in the Zoning Ordinance or Building Code. Given the nature of these materials, the Fire Marshal would require the fire lane to be located out of the ‘collapse zone’ (1.5 times the height of the building away from the building) due to the potential of these panels falling off the building if the building catches on on fire. In conversations with the applicant, it is staff’s understanding that in other municipalities, a standard brick has been used instead of these panels on LaQuinta hotels, and is recommended here. The attached signage appears to be in compliance with the provision of the sign ordinances, final determination will be made at the time of sign permit. Detail Landscape Plans The Detail Site Plans for the two hotels include Detail Landscape Plans. The two sites are consistent in design and use of materials. A 20-wide buffer with 19 overstory trees (preserving two existing trees) will provide a visual buffer between this development and the existing office warehouse, at least for the lower floors of the hotel. Adjacent to the west elevations of the hotels is an 8-foot wide median in the divided driveway which will be planted with evergreen shrubs and accent perennial plants (Overstory trees were not permitted due to this being a fire lane). This will address the requirement for a10-foot front yard buffer. The overstory trees that would normally be along the perimeter of the property have been placed along the front façade of the building. Given the slight deficits in overall landscaped areas all trees have been upsized to 4” caliper to address the adjustments in the landscaping. Required – LaQuinta Provided minimum of 125 rooms 125 minimum room size of 285 square feet 335 interior climate-controlled corridor √ lobby/waiting/atrium areas – min 750 sq. ft. or 5 sq. ft. per guest room 820 Restaurant - limited service √ porte-cochere or other covered area √ Meeting space 1,200 sq. ft. 1,200 minimum of 2 acres 2.4 Optional Amenities – include min. of 3 Indoor/outdoor pool (min 600 sq. ft. water surface area) 600 sq. ft. Equipped Weight room/fitness center (min. 600 sq. ft.) 600 sq. ft. Play ground Sports court Jogging trail (min ¼ mile) Gift/pantry Snack Shop ( min. 300 sq. ft.) Outdoor Plaza Area, minimum 1,000 square feet, exclusive of pool. 2,617 ITEM # 6 Page 7 of 8 Staff is recommending APPROVAL of PD-297-HC, Whitestone, subject to the following conditions: 1. Concept Plan Conditions: a. At the time of Detail Site Plan approval for the remaining 11 +/- acres, consideration be given to providing additional buffers along the freeway as well as a focal point feature at the intersection of SH 121 and Sandy Lake Road, other than a 40’ tall non-compliant multi-tenant sign. b. Detail Site Plans shall meet all development code requirements unless specifically varied at that time. c. There shall be a coherent architectural theme and Detail Site Plans shall include elevation facades to assure architectural compatibility. Variances to Sec. 12-22-5. Type of exterior construction relating to the color of wall surfaces will be reviewed at the time of Detail Site Plan approval. d. There shall be a consistent sign package for all attached signs and signs to be compliant with the provisions of the Sign Ordinance. e. This property shall to be replatted to provide building sites, necessary easements, tree preservation area and Property Owners Association. f. The following traffic improvements are required to support this development, based on the T.I.A. submitted and shall be at the time of the platting of the property: i. Provide an eastbound left turn lane with 150 feet of storage on Sandy Lake Road at Royal Lane. ii. Provide a northbound right turn lane with 425 feet of deceleration including 100-foot taper on SH 121 Northbound Frontage Road at Driveway 2. iii. Provide a northbound right turn lane with 300 feet of deceleration including 100-foot taper on SH 121 Northbound Frontage Road at Driveway 3. iv. Modify existing signal at the intersection of Sandy Lake Road and Royal Lane to accommodate for southbound leg and eastbound left turn lane including a new traffic signal pole for the southbound direction and pedestrian signals for all legs. In addition, v. To fund the cost of providing one additional northbound through lane to the development at the intersection of Sandy Lake and Royal Lane. vi. The addition of a deceleration lane for the right turn into the Royal Lane Driveway. g. At the time of platting Fire lane shall be stubbed-out at intersections to Phase 2 to allow connection of future buildings. h. Property Owners Association shall maintain all common areas, including the landscape medians, tree preservation area pedestrian areas, and all enhanced paving surfaces. Property Owners Association documents areas shall be submitted for staff review prior to the filing of the Final Plat. i. Additional comments will be generated at the time of Detail Engineering review. 2. Detail Plan – Home2-Suites, staff is recommending DENIAL of variance to Sec. 12-30-18.(2) c. Not more than 22 room units per acre, and the deficit in one amenities, however, in the event that City Council grants a variance to this section, then the following conditions would apply: a. Allowance to the variance in the number of colors of masonry and accent materials, subject revisions to the materials the reduction in the stucco areas to be compliant with the 80% masonry requirement. b. All signs shall be compliant with the Sign Ordinance. 3. Detail Plan – LaQuinta, staff is recommending Approval, subject to: a. Allowance to the variance in the number of colors of masonry and accent materials, subject revisions to the materials to replace the Sintered Stone Compact Surface Panels with brick. b. All signs shall be compliant with the Sign Ordinance. c. Allowing for a one parking space deficit, with 131 parking spaces being provided. ITEM # 6 Page 8 of 8 ALTERNATIVES: 1. Recommend approval of the request 2. Recommend disapproval of the request 3. Recommend modification of the request 4. Take under advisement for reconsideration at a later date ATTACHMENTS: 1. Hotel Narrative 2. Concept Plan 3. Detail Site Plan – Hotels 4. Landscape Plan 5. Tree Survey 6. LaQuinta Elevations 7. LaQuinta First Floor Plans 8. LaQuinta 2-5 Floor Plans 9. Home2Suites Elevations 10. Home2Suites First Floor Plans 11. Home2Suites 2-5 Floor Plans 12. Home2Suites – room layout 13. Street Cross Section 14. Intersection Design 15. 40-foot Multi-Tenant Sign