Riverchase-4/FP-SY 860901TRAFFIC IMPACT ANALYSIS
FOR
RIVERCHASE
IN
COPPELL, TEXAS
SEPTEMBER 1986
NDivl
NATHAN D. MAIER
CONSULTING ENGINEERS, INC.
Dallas, Texas
TABLi~ OF CONTENTS
I. INTRODUCTION
II. SITE ACCESS
III. INTERNAL CIRCULATION
IV. ANALYSIS
Ao
SITE TRIP GENERATION
DIRECTIONS OF APPROACH
TRAFFIC ASSIGNMENT
V. CONCLUSIONS AND RECOI~IENDATIONS
VI. APPENDIX
I. INTRODUCTION
This report presents the results of a traffic analysis performed for River-
chase, a §94-acre proposed development located In north Coppell, Texas. The
site, as shown in Figure 1, is located south of Sandy Lake Road, west of
Denton Creek, north of Belt Line Road, and east of Mockingbird Lane. River-
chase is planned to be a mixed-use development consisting of residential,
office, and retail development.
The objectives of this report are to (l) present the traffic analyses related
to the proposed zoning changes and traffic impact on the surrounding street
system, and (2) justify the need for Fairway Drive, on the southeast corner of
the proposed development.
II. SITE ACCESS
The site is located approximately 2 miles west of IH-35E and 2.5 miles north
of IH-635. Both freeways provide excellent regional access to the proposed
development. Several other roads, such as Sandy Lake and Belt Line, also
provide access to the site from the freeways. Existing roads serving the site
and their proposed improvements are shown in Figure 2.
Belt Line Road serves the southern boundary of the site. It connects IH-635
with IH-35E, providing convenient access from the site to either freeway.
Currently, Belt Line is a 24-foot, 2-lane undivided roadway between IH-35E and
Denton Tap. The City of Coppell Thoroughfare Plan shows this portion of Belt
Line as a 6-lane divided principal roadway, which will greatly improve access
to the site.
The northern boundary of this site is served by Sandy Lake Road. Sandy Lake
Road extends from IH-35E to west of Denton Tap, providing an alternate access
to the freeway from the site. This road is currently a 2-lane undivided
roadway which, under the City of Coppell Thoroughfare Plan, will be widened to
a major 6-lane divided roadway.
Denton Tap/Belt Line Road provides access on the west side of'the slte. This
roadway extends from IH-655 north to Sandy Lake Road. This 2-lane roadway is
also planned to be widened to a 6-lane divided thoroughfare.
The last of the najor roadways providing site access is MacArthur Boulevard.
It #ill traverse north-south through the proposed development. North of the
site, NacArthur Boulevard is a 4-lane divided thoroughfare. Future plans for
this roadway under the City of Coppell Thoroughfare Plan include widening to a
6-lane divided thoroughfare and its extension north to IH-35E.
III. INTERNAL CIRCULATION
Internal circulation is designed to collect site-generated traffic and distri-
bute It to the major thoroughfares such as Belt Line and Sandy Lake Roads.
This will be accomplished by NacArthur Boulevard, Riverchase Drive, and Fair-
way Drive, providing site access at four intersections (see Figure 2). River-
chase Drive will be a 4-lane undivided roadway serving as the main collector
for individual tracts within the development, and carrying most of the traffic
generated from the development. Fairway Drive will connect to Belt Line Road
and Riverchase Drive, carrying the majority of the traffic going east toward
IH-35E, which otherwise would have to go through NacArthur. Therefore, the
combination of Riverchase and Fairway Drives will greatly reduce the traffic
impact at NacArthur Boulevard.
IV. ANALYS IS
Current traffic conditions, as well as traffic conditions fdrecast for the
year 2000, were used to provide a complete assessment of the local traffic
impact due to the proposed development. The year 2000 forecast conditions
were obtained from the State Department of Highways and Public Transportation
(SDHPT) 20-20-6 traffic assignment. These volumes serve as the base for
adding trips generated by proposed developments to establish forecasts of
future street and intersection loading.
A. Site Trip Generation
The traffic volumes generated by Rlverchase were calculated by using trip
generation factors from the 1983 Institute of Transportation Engineer's Trip
Generation Report (Third Edition). The number of residential dwelling units,
as well as the magnitude of office/retail square footage, were obtained from
the proposed site and land use plan as shown tn Figure 3.
The number of retail and recreational trips was reduced by 25~. This reduc-
tion is based on the assumption that 25~ of the trips generated by these faci-
lities will be satisfied internally, and that no extra trips will be distri-
buted to the main roadway system. Similarly, the number of office trlps was
reduced by 8~, which is a figure that has been derived from recent studies
performed in the Dallas area for similar developments.
As the results show in Table 1, the total number of dally trips generated by
the development was found to be 63,313. The highest traffic volumes were
generated in the AM Peak hours, with 3,861 inbound trlps, and In the PM Peak
hours with 4,505 outbound trips.
Table I
Site Generated Traffic
Riverchase
Use/Magnitude
Single Family (9)-354 D.U.
Single Family (0)-485 D.U.
Townhouse (1)-262 D.U.
Multi-Family (1)-960 D.U.
Multi-Family (2)-1,857 D.U.
1Office (1)-1,315,497 S.F.
2Retail-378,230 S.F.
2Golf Clubhouse-146.492 Ac.
TOTALS
Total
Daily
Trips
3,540
4,850
1,362
5,856
11,327
13,644
21,977
?5?
63,313
AN Peak
In Out
74 195
102 266
17 90
115 460
222 891
2,297 431
1,011 976
23 6
3,861 3,315
PM Peak
In Out
223 131
305 179
90 43
448 224
866 433
304 2,249
1,245 1,213
8 33
3,489 4,505
I 8~ Reduction of office trips.
2 25~ Reduction of retail and recreational trips.
B. Directions of Approach
The direction of site-related trips for Riverchase was assumed by using year
2000 projections as well as demographic characteristics and current travel
patterns. The daily trip distribution Is shown in Figure 4, and was based on
a similar trip distribution study performed for this development by Pawa-
Winkelmann and Associates, Inc. The results are as follows:
Retail Office Residential
North 20~ 20~ lO~
East 25~ 25~ 28~
South ]5~ 40~ 32~
West 40~ 15~ 30~
c. Traffic Ass i_{[nment
The daily distribution percentages shown in Figure 4 were applied to the site-
generated traffic to obtain the 24-hour site-generated traffic (see Figure 5).
The AM/PM generated traffic is shown in Figure 6, and the year 2000 24-hour
traffic projections are shown in Figure ?.
CONCLUSIONS AND RECOMMENDATIONS
Based on the previous results, it was concluded that the roadway network at
the vicinity of the site will be able to accommodate the traffic generated by
the proposed development. Other conclusions and recommendations are as
follows:
IH-35E and IH-635 provide Rtverchase excellent regional access. This
accessibility will be even further increased by the future extension
of MacArthur Boulevard north to IH-35B.
Belt Line and Sandy Lake Roads will collect most of the traffic
generated within Rtverchase. This will take place at intersections
with MacArthur Boulevard, Fairway Drive, and Rlverchase Drive.
Fairway Drive will play an important role in reducing the traffic
volume at MacArthur, and will also provide easy access from the devel-
opment to Belt Line Road and IH-35E.
Left-turn vehicle channelization into the site will be required at the
following intersections:
1. Belt Line Road and MacArthur Boulevard (see Figure 8).
2. Sandy Lake Road and MacArthur Boulevard.
3. Sandy Lake Road and Riverchase Drive.
4. Belt Llne Road and Fairway Drive.
- Traffic signals are strongly recommended at the following intersec-
tions:
1. Belt Line Road and NacArthur Boulevard.
2. Sandy Lake Road and NacArthur Boulevard.
3. Belt Line Road and Fairway Drive (see Figure 9).
- Railroad crossing devices will eventually be required at the following
intersections with the St. Louis and Southern Railroad.
1. Belt Line Road and MacArthur Boulevard.
2. Belt Line Road and Fairway Drive (see Figure 9).
VI. APPENDIX
6
NO SCALE
PROPOSED
DEVELOPMENT
Horth Lake
V~I',,.'c od
R~neh 3'r pi]
FIGURE 1
LOCATION MAP
ND.M'
NATHAN D, MAIER
CONSULTING ENGIHEERS~INC.
~lllil, Tcxil 7SZ~I / (Zt4) 73~o4741
FU'IlJRE MACAR'THt~
PRIVATE DEVELOPERS
CIZ~/ OF COPPELL, TX.
THOROUGHFARE PLAN
CITY OF COPPELL CIP PROJECTS
NO
~ERCHASE DRIVE
4'4.ANR UN~
6-LANE m
!LT LINE RO/
SCALE
/~ 6'LANE
DIVIDED
' North I.~ke
V~tl;,,-~_.od
Ranch 'I'r 0 il
, FIGURE 2
PROPOSED ROADWAY
IMPROVEMENTS
J qD.M
NATHAN D. MAIER
CONSULTING EIqGINE[IS, INC.
Ti. fei I~los'lkPirk / II00 N.Cenlr&l lfxpwy. / Silll! 300
Dell,liS. Texas 7S211L / (214) 739o4741,
c: r-.
?
.FIGURE a
PROPOSED SITE AND'
LAND USE PLAN
O
r-
· Three NorlhPlrll ! I100 Id,Cefltrll £xpw¥. ! Sills tOO
Dilligo Tilil ?5231 / (Z14) 739-4741
4%
8~
!
I
t
NO
SCALE
~.19%
3%
~/ 12 %
North l~ke
Val',..'?oq
R~neh .Trail
11%
2,8~
4%
FIGURE 4
DALLY TRIP DISTRIBUTION
?qD.M
NATHAN D. MAIER
CONSULTI I'(G trHGIN~-£R$, INC.
4214) 734)o4741
//
FIGURE 5
24-HOUR SITE
GENERATED TRAFFIC
Z
O
NATHAN D.
CONSULTING ENGINEIrRS~INC
Three NorlhPeflt /
AH PEAK - INBOUND TRIPS
PH PEAK - OUTBOUND TRIPS
FIGURE 6
AM/PM GENERATED TRAFFIC
NATHAN D, M^IER
CONSULTING ENGIN£ERS~IN:.
I
NO
SCALE
Nor th Lake
Val :,.': oC
FIGURE .7
YEAR 2000 -24HOUR
TRAFFIC PROJECTIONS
NATHAN D. MAIER
S. W.
$o' R
TYP.
I00' STORAGE
~EL T
LINE t::?OA ZD
NOTE:
VALLEY RANCH
PHASE IV
TRAFFIC SIGNALS AND R.R. GRADE
CROSSING PROTECTION DEVICES WILL BE
REOUIRED IN FUTURE.
VALLEY RANCH
PHASE IV
FIGURE 8
PROPOSED BELT LINE/MacARTHUR IMPROVEMENT~
NO SCALE
NATHAN D. MAIER
CONSULTING ENGINEERS, INC.
Three Nor,h Park BBO0 N. Cenfrol Expwy. Suite $00
Dallas, Texas 75~31 {~14) 73.9-~741
OEL T LINE ROAD
NATHAN D. MAIER