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Traffic Impact Anulysis
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Traffic Management Plan
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Prepared by: ~
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Kimley-Horn and Associates, lnc.
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May 12, 2009 ~ ~ ~
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Traffic Impact Analysis ared Traffic Management Plan
Manara Academy
Coppell, Texas
Prepared for:
Manara Academy
Prepared by:
Kimley-Horn and Associates, Inc. '
12700 Park Central Drive, Suite 1800
Dallas, Texas 75251 '
Registratioa Number 928
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Contact: ~
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Scot Johnson, P.E., PTOE ~'•••~•••••••••N•»»••.».
~ ...SCOT A. ~....JOHNBpN
972-770-1300 ~i~,,$ 92615
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May 12, 2009 ~l~F''~~.~.~. PE~
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~ and Associa~es, Inc.
TABLE OF CONTENTS
I. INTRODUCTION 1
A. PURPOSE 1
B. METHODOLOGY ...............................................................................................................................1
II. EXISTING AND FiJTURE AREA CONDITIONS ..................................................................4
A. ROADWAY CHARACTER[STICS ..........................................................................................................4
B. EXISTING SITE CONDITIONS $
C. PROPOSED SCHOOL OPERATIONS .....................................................................................................6
D. EXISTING TRAFFIC VOLUMES
III. PROJECT TRAFFIC CHARACTERISTICS 10
A. SITE-GENERATED TRAFFIC I O
B. TRIP DISTRIBUTION AND ASSIGNMENT 11
C. DEVELOPMENT OF 2009 BACKGROUND PLUS 35O-STUDENT SCHOOL TRAFFIC 1 1
D. DEVELOPMENT OF 2012 BACKGROUND PLUS SOO-STUDENT SCHOOL TRAFFIC 1 1
IV. TRAFFIC OPERATIONS ANALYSIS 17
A. ANALYSIS METHODOLOGY 1~
B. ZOO9 BACKGROUND TRAFFIC CONDITIONS 19
C. 2009 BACKGROUND PLUS 350-STUDENT SITE TRAFF[C I9
D. 2012 BACKGROUND TRAFFIC COND[T[ONS 20
E. ZO12 BACKGROUND PLUS SOO-STUDENT SITE TRAFF[C ...................................................................ZO
F. ROADWAYLINKANALYSIS ............................................................................................................ZO
V. TRAFFIC MANAGEMENT PLAN 22
A. GENERAL TMP CONCEPT OF OPERATIONS 22
B. 2009 - 2010 TMP 23
C. 2009 - 2010 Bus AccESS P~niv 24
D. PERMANENT TMP AND BUS ACCESS PLAN ZS
E. PERMANENT BUS ACCESS PLAN ZE
F. ALTERNATE BUS ACCESS PLAN ZE)
G. QUANTITATIVE QUEUING ANALYSIS ..............................................................................................2E
H. ON-SITE PARKING .........................................................................................................................2~
VI. CONCLUSIONS AND RECOMMENDATIONS 33
APPENDIX 34
LIST OF EXHIBTI'S
EXH[BIT 1: SITE VICINITY MAP .....................................................................................................................2
EXHIBIT 2: EXISTING SCHOOL LAYOUT .........................................................................................................3
EXH[BIT 3: LANE ASS[GNMENTS AND INTERSECTION CONTROL ......................................................................8
EXHIB[T 4: ZOO9 EXISTING TRAFFIC VOLUMES ..............................................................................................9
EXHIBIT S: TRIP DISTRIBUTION AND TRAFFIC ASSIGNMENT .........................................................................12
EXHIBIT E): SCHOOL TRAFF[C VOLUMES - 3SO-STUDENT SCENARIO ..............................................................13
EXHIBIT SCHOOL TRAFFIC VOLUMES - SOO-STUDENT SCENARIO ..............................................................14
EXHIBIT H: ZOOJ BACKGROUND PLUS 3SO-STUDENT SCHOOL TRAFFIC VOLUMES I S
EXHIBIT 9: 2012 BACKGROUND PLUS SOO-STUDENT SCHOOL TRAFFIC VOLUMES .........................................16
EXHIBIT lO: 2009-2O10 TRAFF[C MANAGEMENT PLAN (TMP~ .....................................................................2g
E~[stT 11: 2009-2010 Bus AccESS Pr.nrr .................................................................................................29
EXHIBIT IZ: PERMANENT TRAFFIC MANAGEMENT PLAN ~TMP~ ...................................................................30
EXHIBIT 13: PERMANENT BUS ACCESS PLAN ...............................................................................................31
EXHIBIT 14: ALTERNATE BUS ACCESS PLAN ...............................................................................................32
Manara Academy TIA & TMP, Coppell, Texas Page i
May 2009
~ ~ ? Kimley-Hom
~ and Associates, Inc.
LIST OF TABLES
TABLE I- HISTORICAL DAILY TRAFF[C VOLUMES .........................................................................................7
~ TABLE 2- ITE TRIP GENERAT[ON FOR 3SO STUDENTS lO
TABLE 3- ITE TRIP GENERAT[ON FOR SOO STUDENTS lO
TABLE 4- LEVEL OF SERVICE DEFIN[T[ONS 1 ~
TABLE S- WEEKDAY AM PEAK HOUR INTERSECTION RESULTS 1 H
TABLE E) - WEEKDAY SCHOOL PICK-UP PEAK HOUR INTERSECT[ON RESULTS I H
TABLE 7- WEEKDAY PM PEAK HOUR INTERSECTION RESULTS ....................................................................19
Manara Academy TIA & TMP, Coppell, Texas Page ii
May 2009
~y_~,
~ and Associa~s, Inc.
I. INTRODUCTION
A. Purpose
Kimley-Horn and Associates, Inc. (Kimley-Horn) was retained by Manara Academy to conduct a
Traffic Impact Analysis (TIA) and Traffic Management Plan (TMP) for projected traffic conditions
associated with the 500-student Manara Academy public charter school, located on the east side of
Heartz Road just south of Sandy Lake Road in Coppell, Texas. The Manara Academy is requesting
a revision of the existing special use permit 1033 which covered the previous school which used the
same site. For the first year of operation, the school is expected to have 326 students. In order to
provide a conservative factor in the unlikely event of changes to the first year operations, this report
uses a 350-student scenario for the first year of operation.
Exhibit 1 is a site vicinity map. Exhibit 2 shows the existing site layout. This study is intended to
identify traffic generation characteristics, identify potential traffic related impacts on the local street
system, to develop mitigation measures required for identified impacts, and to establish a traffic
management plan to guide the daily operation of the peak drop-off and pick-up time periods.
B. Methodology
The traffic evaluation was com rised of two scenarios for which weekda AM, weekda school
P Y Y
pick-up peak hour (3-4 PM), and PM peak hour intersection level of service analyses were
performed. The first scenario analyzes existing 2009 traffic conditions with 350 students for the
first year of operation, and the second analyzes a 2012 future year with the fu11500-student charter
school in operation.
The capacity analyses were conducted using the SynchroTM software package and its associated
Synchro reports for signalized intersections, and the Highway Capaciry Manual reports for
unsignalized intersections.
Manara Academy TIA & TMP, Coppell, Texas Page 1
May 2009
` 2009-10 TMP Drop-Olf Procedure
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~ Bua Pldc-Ups et 3:50 PM.
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NO IIUB SIOfl~CB Of1 M~6. Maneie PaEemY TWiMF - May 1]. TW9
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± ~ Vehlde Pelh Loadinp 80atlon
r i-- ~ AvellaDle Queue PoNllon Exhibit 13 - Permanent Bus Access Plan
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M
, . ~ ' _ _ Bu~ Path
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4 L~ AveNeble Queus PoNtlon
~ Exhibit 14 - Altemate Bus A~s P~an
Meeura NaEdnYTIMi.N - May 11. ]OD9
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EXHIBIT 1- Site Vicinity Map
Manara Academy TIA/TMP
~
~i
~
~
SCAIE: ~
1"=100'
.~e.,,•ria
~ ~~A
;i
~ ~ - ~ ~ . ..1.
North/Entry - ~u ~ ~ ~ "
Driveway . - ~ '
,
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EXHIBIT 2- Existing School Layout
Manara Academy TIA/TMP
~
o_~
~ and Associaties, Inc.
II. EXISTING AND FUTURE AREA CONDITIONS
A. Roadway Characteristics
After consultation with City of Coppell staff, the following intersections were evaluated as part of
this tud :
s y
¦ Heartz Road at Sandy Lake Road (signalized)
¦ Heartz Road at Bethel School Road (unsignalized all-way stop)
¦ Heartz Road at Manara north or entry driveway (unsignalized one-way stop)
¦ Heartz Road at Manara central or exit driveway (unsignalized one-way stop)
Heartz Road is a two-lane, undivided collector street with 50' of ROW and approximately 36' of
pavement. The roadway proceeds north from Bethel School Road, past Sandy Lake Road. The
roadway is signed for a 30 MPH speed limit. The existing pavement allows for two full travel
lanes, plus parallel parking in both directions. However, there are several locations with parking
restrictions, including on the northbound side of Heartz Road adjacent to the school, and on the
southbound side close to Sandy Lake Road. It is expected that the prohibition of parking along
Heartz Road adjacent to the school will be renewed and made more obvious when the school starts
operation.
As the current condition meets the City's Thoroughfare Plan that is contained within the 1996
Comprehensive Plan, there are no plans to widen Heartz Road in the vicinity of the site. The
Thoroughfare Plan notes that:
The primary function of a Collector Street is to link Residential Streets with arterial
streets in the thoroughfare system. They collect traffic from various smaller streets and
distribute it to larger streets. Collector Streets also provide access to retail, commercial,
office, and some industrial land uses. Collector streets are designed to convey larger
volumes of traffic than Residential Streets and may be either 2 or 4 lane, undivided or
divided.
Sandv Lake Road is a four-lane, divided principal arterial that travels east-west through Coppell
and has an existing signalized intersection at Heartz Road. The signal is provided with actuated
protected-permitted operation in all directions, and all four approaches have separate left-turn lanes.
The roadway is posted with a 40 MPH speed limit.
Bethel School Road is a two-lane, undivided collector street that crosses east-west through
Coppell. The roadway is signed for a 30 MPH speed limit. Unlike Heartz Road, Bethel School
Road is not wide enough to sustain parallel parking in most places. Heartz Road and Bethel School
Road form an all-way stop-controlled intersection.
London Wav is a residential street which parallels Heartz Road along the east boundary of the
school. London Way also has a 50' ROW, but as a residential street with only approximately 27' of
pavement width, the clear space for moving vehicles is often reduced to a single lane when vehicles
are parked on both sides. London Way is a 30 MPH street which also has speed humps marked for
20 MPH at intervals. London Way forms a right-in/right-out intersection with Sandy Lake Road,
with no median opening or access being provided to or from westbound Sandy Lake Road. South
of the site, London Way turns to the west as Westbury Drive, which forms a T-intersection with
Heartz Road.
Manara Academy TIA & 1'MP, Coppell, Texas Page 4
May 2009
_ ~d~~~s,,~.
Exhibit 3 illustrates the intersection geometry used for the traffic analyses. Photo 1 shows the
configuration of Heartz Road adjacent to the school site.
Photo 1. Heartz Road, lookin south.
_ ~
- ~W
- • ~ .
.
~ _
B. Existing Site Conditions
Manara Academy is located on the west side of Heartz Road, approximately 500' south of Sandy
Lake Road. The site is occupied by a church and school which currently operates with a limited
number of students. The site is served by three driveways to Heartz Road, and a secondary gated
access point to London Way. The London Way access point is currently locked and is not widely
used. A wrought iron fence separates the south part of the school site from London Way, and a
chain-link fence on the north part of the school site.
The northern and central driveways to Heartz Road are connected to the large surface parking lot
which provides approximately 109 spaces. A two-lane drop-off area with large porte-cochere is
provided at the main entrance to the building. There are several additional doorways around the
outer edge of the building. The southern driveway to Heartz Road serves only a hammerhead fire
lane on the south side of the building, which also has a limited amount of parking spaces.
The site is currently surrounded by residential development on the east, west, and south sides, and a
largely vacant parcel to the north between the site and Sandy Lake Road.
Since the school is leasing the property for the first year of operation, permanent modi~cations to
the site are problematic. The main modification that would improve internal circulation would be
to cut back the curb adjacent to the north corner of the building. When this curb is cut back with an
approximately 30' radius and blended into the curb lines at the northeast and northwest sides of the
building, the vehicles turning into the loading area will not overlap the two lanes serving the north
driveway. Until that time, additional traffic control measures will need to be applied to separate the
traffic flows. The required traffic control devices and procedures for their application will be
discussed in the traffic management plan section later in this report.
Manara Academy TIA & TMP, Coppell, Texas Page 5
May 2009 .
~
~
~5,~~.
C. Proposed School Operations
Manara Academy would accommodate up to 350 students in K-5 in the first year of operation.
Each subsequent year a grade would be added until the school serves K-8 with a maximum of 500
students. Some internal building modification would be completed to ultimately provide 25
classrooms when the 500-student level is reached.
School hours would be nominally 8:00 AM until 3:30 PM. After-school programs would be
offered, and surveys of potential students indicate approximately 20% of the students would
participate.
Student drop-off would occur leading up to the 8:00 AM start time. Since arriving vehicles can
unload students immediately upon arrival, there are no built-in delays to the process other than
potentially waiting for a position in the unloading area.
Student ick-u would occur in several sta es around the 3:30 PM time. The ick-u rocess has
P P g P PP
built-in delays because a certain percentage of vehicles will arrive prior to the pick-up time in order
to begin queuing. For the 350-student level, two pick-up stages would be recommended, while
three stages would be recommended for the 500-student level. Each stage is separated by 15 or 20
minutes, which allows the vehicles using the previous stage to clear the site.
Based on initial information from prospective students, there are approximately 1.5 students per
family, which will tend to indicate about 1.5 students per vehicle accessing the site. With many
student households in proximity to one another, the chances of carpooling are also high, supporting
the occupancy assumption.
Busing would be provided for students that request it and qualify or pay a small fee. While bus
transportation will not be set until the student population is selected, a partial survey of prospective
students indicates at least 90 bus users out of the 326 prospective students. When the school
reaches 500 students, the number of students using the bus would be expected to be at least 150.
This number could be higher, since the number of students using the bus system will depend on its
efficiency and ease of use. With several geographic concentrations of students, busing to the school
from remote pick-up/drop-off locations can provide very attractive busing options and significantly
reduce the number of vehicles using the site. There is a charter school in Dallas which achieves
well over 50% of students on buses by using this system of remote pick-up/drop-off locations near
student households.
Buses would be provided with professional drivers under contract from Dallas County Schools or
Durham Bus Services, and no buses would be stored on the campus. A bus access plan to
coordinate bus entry and exit to the campus is discussed in a later section. The access plan includes
scheduling which results in the buses entering or leaving the campus at times away from the peak
student drop-off or pick-up times. For the initial 350-student scenario, three buses are assumed.
Depending on demand, the buses could be full-size school buses or the reduced 30' school buses.
The southern driveway with the hammerhead fire lane could also function as a bus loading area that
would be separate from the main automobile flows. This avenue is being investigated with the fire
department. Since the bus drivers are always with their buses, staging the buses in the fire lane
hammerhead should not be a concern since they could vacate for any emergency situation.
Manara Academy TIA & TMP, Coppell, Texas Page 6
May 2009
~
,~5,~~.
D. Existing Traffic Volumes
A 24-hour machine count of weekday traffic on Heartz Road was conducted in April 2008. The
daily traffic was found to be 4,004 vehicles per day, of which 1,992 were southbound and 2,012
were northbound. Table 1 shows available historic traffic volumes from 1999 and 2003, with the
resulting annual growth rates shown. Heartz Road has not shown a significant change in traffic
volume since at least 1999.
Table 1- Historical Dail Traffic Volumes
Heartz Road
24-Hour Annual
Record Year Link Start Link End Source Volume Growth
1 1999 Sandy Lake Rd Bethel School Rd TxDOT 3,850
2 2003 Braewood Woodhurst Coppell 3,805 -0.3%
3 2009 Sandy Lake Rd Braewood Manara 4,004 0.9°/a
Weekday AM peak hour, and extended PM peak hour (2:30-6:30PM) turning movement counts
were collected in May 2009 on a typical school day at each of the study area intersections.
Exhibit 4 shows the existing weekday AM, weekday school pick-up peak hour, and weekday PM
peak hour traffic volumes at each of the study area intersections. The intersection of Heartz Road
and Sandy Lake Road was found to peak at 7:30-8:30 in the AM, and 5:00-6:00 in the PM. The
intersection of Heartz Road and Bethel School Road peaks 15 minutes prior to both those times. To
ensure a conservative analysis of the worst traffic conditions, the absolute peak hours for the each
intersection are used for this analysis. The school pick-up peak hour was defined as 3:00 to 4:00
PM, since Manara Academy has a nominal 3:30 PM dismissal that is divided into two or three
separate pick-up periods. Since the school-generated traffic in the traditional PM peak hour is
much reduced, this school pick-up peak hour allows the afternoon peak of the school traffic to be
analyzed. The raw count sheets are provided in the Appendix.
Manara Academy TIA & TMP, Coppell, Texas Page 7
May 2009
~ ~
Sandy ~
Lake ~ ~
Road ~ ~
~ ~
~ ~
~
~
O~ North/Entry
Driveway
lo~
Center/Exit
1 Driveway
Legend:
~ ~ ~ = Signalized Intersection
_ ~ = STOP-Controlled Approach
= Existing Traffic Lane
~ = Turn Bay / Deceleration Lane
Bethel
School ~
Road ~ ~
SCALE:
Not To Scale
EXHIBIT 3- Lane Assignments and Traffic Control
Manara Academy TIA/TMP
IGrtdeY-Horn
~ ard Assodates~ Inc.
Weekday
Weekday School Pick-Up Weekday
AM Peak Hour Peak Hour PM Peak Hour
Sandy ~ Sandy L69 Sandy M ~~3
Lake N ~ ~ ~-$33 Lake ~ ~554 Lake ° co a`~o ---7q7
Road J l~~, 4o Road J j~~ ~ 63 Road ~ 1~~ 64
43~ ~i~ 56~ ~1~ 117~'li~
517-- M ~ ~ 584-- ~ ~ 729~ ~ ~ ~
33~ 33~ 43~
cfDO c~i c°Oo
i i i
f f f
~ ~ N
N ~
0
C a
~ (~p C
7
a N ~ O
a~
c°n > ~ z°
U
L ~
f0 ~ ~ ~
~ ~
~ N
~ ~ ~ ~ ~
N N N N N
2 ~ _ ~
N c~o
_
Bethel N Bethel M Bethel o~,
School ~ ~ L~g~ School o° L75 School L99
Road ~ ~156 Road ~ '-125 Road ~ 4 ~118
27 ~ 79 ~ 121 ~
91-- 120~ 158--
SCALE:
Not To Scale
EXHIBIT 4- 2009 Existing Traffic Volumes
Manara Academy TIA/TMP
IGmley-Hwn
~ andAssadetes~lnc.
~
~ ~ ? Kirnley-Hom
~ and Associafies, Inc.
III. PROJECT TRAFFIC CHARACTERISTICS
A. Site-Generated Traffic
Site-generated traffic estimates are determined through a process known as trip generation. Since
the details about the student population are still not set, national research on actual trip generation
by schools is used instead of trying to infer toa much from a limited data set of prospective
students.
The acknowledged source for trip generation rates is the current edition of Trip Generationl
published by the Institute of Transportation Engineers (ITE). ITE has established trip rates in
nationwide studies of similar land uses. Rates and equations are applied to the proposed land use to
estimate traffic generated by the development during a specific time interval. The trips indicated
are actually trip ends, where one vehicle entering and exiting the site is counted as one inbound trip
and one outbound trip.
Table 2 shows the estimated Daily, weekday AM and PM peak hour trip generation for the
proposed Manara Academy first year operations with 350 students. As noted, the afternoon peak
hour for a school is typically earlier than the commuter PM peak hour, which is generally between
5 PM and 6 PM. Therefore, the school pick-up peak hour has been defined as 3:00 to 4:00 PM.
The K-8 private school has been selected as the best match in the ITE categories for the Manara
Academy. Although Manara is a public charter school, it will draw students from a wide
geographical area, and thus the traffic would tend operate more as a private school than as
neighborhood-based elementary or middle school. Since the research provided for K-8 private
schools is limited to AM peak hour and school pick-up peak hours, the daily and conventional PM
peak hour values were calculated using the K-12 private school research. Table 3 shows the same
procedure for the 500-student full buildout of the site.
Table 2- ITE Tri Ceneration for 350 Students
ITE DAILY AM PEAK HOUR SCHOOL PICK-UP PEA pM PEAK HOUR
LAND USE AMOUNT UNITS CODE HOUR (3-4P~
TOTAL IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL
Private School (K-8) 350 Studcnts 534 868 173 142 315 99 1 ll 210 26 34 60
Table 3- ITE Tri Generation for 500 Students
[TE DAILY AM PEAK FIOUR SCHOOL PICK-UP PEA pM PEAK HOUR
LAND USE AMOUNT UNITS CODE HOUR (3-4P11~
TOTAL IN OUT TOTAL IN OUT TOTAL IN OUT TOTAL
Private School (K-8) 500 Studcats 534 1,240 248 202 450 141 159 300 37 48 85
The resulting ITE trip generation appears to approximately match the initial estimates generated by
Manara staff from surveys of potential students and families, as modified by the potential busing
and after-school activities. With the after-school activities drawing off a certain percentage of
students, the morning peak hour is the most intense period of traffic generated by the school. Since
the typical private schools do no usually have extensive busing systems, the projected trip
generation is likely higher than would be experienced by the Manara Academy site.
~ Institute of Transportation Engineers, Trip Generation: An Informational Report, Eighth Edition, Washington DC, 2008.
Manara Academy TIA & TMP, Coppell, Texas Page 10
May 2009
I _
~
~~5,~~.
B. Trip Distribution and Assignment
Distribution of school traffic onto the street system was primarily based on surveys of prospective
student household location, which are included in the Appendix. The general direction of approach
was then modified by the attractiveness of local roadway connections to result in the trip
distribution and traffic assignment shown in Exhibit 5. Although approximately 70% of the
students are generally approaching from the south from a regional perspective, the better regional
transportation offered by Sandy Lake Road over Bethel School Road means that the projected
traffic is roughly equal from the two directions of Heartz Road.
Exhibits 6 and 7 shows the resulting site-generated peak hour turning movements a8er multiplying
the trip generation for the 350- and 500-student scenarios by the traffic assignment percentages at
each intersection.
C. Development of 2009 Background Plus 350-Student School Traffic
Site traffic volumes for the 350-student scenario were added to the 2009 existing volumes to
represent the existing plus site-generated traffic conditions after opening the 350-student school.
Exhibit 8 shows the resulting peak hour traffic volumes with the addition of the proposed 350-
student school traffic.
D. Development of 2012 Background Plus 500-Student School Traffic
The 2009 background volumes were converted to 2012 background volumes by applying a 1%
compound annual growth rate for three years. The 1% growth rate represents the short-term trend
indicated by analysis of the historical traffic counts on Heartz Road, as shown in Table 1. Site
traffic volumes for the 500-student scenario were added to the 2012 background volumes to
represent the existing plus site-generated traffic conditions after full buildout of the 500-shzdent
school. Exhibit 9 shows the resulting peak hour traffic volumes with the addition of the proposed
500-student school traffic.
Manara Academy TIA & T'MP, Coppell, Texas Page 11
May 2009
Inbound Outbound
Traffic Assignment Traffic Assignment
Sandy o L Sandy L
Lake ° Lake
Road ~ l~~ 20% Road i~
~ ~ t ~ ~ ~ 1 ~
000
30%~ ~ °m `n `r
0
~ North/Entry North/Entry
l ~ Driveway j Driveway
1 f
0 0
~ ~
L ~so~io
! ~ ~ ~ 5o~~a
f Center/Exit 1 Center/Exit
o Driveway Driveway
0
v
~ ~ ~ ~
2 ~ _ ~
Bethel Bethel o 0
School ~150~o School ~ ~ L
Road ~ ~ Road ~ ~
25% ~ ~
SCALE:
Not To Scale
EXHIBIT 5- Trip Distribution and Traffic Assignment
Manara Academy TIA/TMP
a~n~d~atea,lnc.
Weekday
Weekday School Pick-Up Weekday
AM Peak Hour Peak Hour PM Peak Hour
Sandy ~o Sandy ~o Sandy ~o
Road ~ j~ ~ 35 R ad ~ j~ ~ 2o R ad J~~~ 5
o~ ~ f ~ ~ f ~ ~ f ~
Q~ Mf~N p~ M(O~ Q~ ON~A
52~ ~ 29~ 8~
~ ~ North/Entry ~ ~ North/Entry ~ North/Entry
1~. Driveway l~_ Driveway l~? Driveway
f~ fr
r~c°~o v~°i°v ~o
o~71 o L56 o L17
1 ~71 ! ~55 ~ ~17
f Center/Exit f Center/Exit f Center/Exit
~ Driveway ~ Driveway o Driveway
ty v ~ ~ ~ ~
m cv cu m m m
Bethel Bethel Bethel
School ° N L26 School M ~ ~15 School N~ Lq
Road ~ ~o Road ~ ~o Road ~ ~ ~o
43~ 25~ 6~
0-- 0-? 0~
~ EXH I B IT 6- School Traffic Volu mes NoSTo 3ca~e
350 Student Scenario
Manara Academy TIA/TMP
~ Kmh,y-Flan
endAssodetes,lnc.
~
Weekday
Weekday School Pick-Up Weekday
AM Peak Hour Peak Hour PM Peak Hour
~o ~o ~o
Sandy ~o Sandy ~o Sandy ~o
Lake o N o ~p Lake o ~ o --0 Lake o v o ~p
Road J 1~, ~ 5o Road ~ j~. ~ 28 Road ~ j~~ ~
0~~1~ ~~~1?~' ~~~1?~'
Q~ ~O~ 0~ ~OON 0--? ~Mf~
74~ 43~ 11~
~
~ ~ North/Entry ~ ~ North/Entry ~ N North/Entry
l~_ Driveway l~_ Driveway l~ Driveway
rr rr rr~
Op~j o~p~ N~
o ~-101 0 ~80 o t--24
! ~101 l ~79 j ~24
t Center/Exit 1 Center/Exit f Center/Exit
~ Driveway ~ Driveway ~ Driveway
t~-o ~-o
2 ~ _ ~ 2 ~
Bethel Bethel Bethel
School t-37 School ~ N L21 School ~ L6
Road ~ ~o Road ~ ~-o Road ~ ~ ~--o
62~ 35~ 9~
0~ 0~ 0~
EXH I B IT 7- School Traffic Vol u mes NoSTo Scale
500 Student Scenario
Manara Academy TIA/TMP
Kmley-Han
~ end Assodetes, Inc.
Weekday
Weekday School Pick-Up Weekday
AM Peak Hour Peak Hour PM Peak Hour
Sandy ~ o ~54 Sandy ~69 Sandy ~73
Lake N `~I r-s33 Lake ~ ~ ~ ~554 Lake ° ~ ~ --74~
Road ~ + ~ ~ 175 Road ~ ~ ~ s3 Road ~ j ~ ~ ss
43~ ~f ~ 56~ ~f ~ 117~ ~1~
517-- 584-~ 729~ ~~o
85~ 62~ 51~ ~
N~ North/Entry North/Entry C° `D NorthlEntry
1 ~ Driveway ! ~ Driveway ~ ~ Driveway
t~~ ir rr
o~
~ N N
N~-- 71 L 56 tO L 17
! ~ ~55 l ~17
f Center/Exit f Center/Exit 1 Center/Exit
~ Driveway ~ Driveway ~ Driveway
~ ~ N
~ ~ ~ a
~ ~
fU N N N N N
2 ~ 2 ~ 2 ~
Bethel Bethel o o Bethel N~
School ~ ~ L217 School N ~ Lgp School ~ ~ L~103
Road ~ ~ ~ 156 Road ~ ~ 125 Road ~ ~ ~ 118
70 ~ 104 ~ 127 ~
91 ~ 120 158 ~
EXHIBIT 8- 2009 Background Plus NoSTo3cale
350-Student School Traffic Volumes
Manara Academy TIA/TMP
~ IGmley-Han
endAssoclates,~nc.
Weekday
Weekday School Pick-Up Weekday
AM Peak Hour Peak Hour PM Peak Hour
Sandy N ~ ~56 Sandy L~~ Sandy ~ ~75
Lake N I~ ~858 Lake n ~ I~ ~571 Lake ° ~ ~ ~770
Road l. ~ 194 Road l_ ~ 93 Road J l~~~3
44~ ~f ~ 58~'lf ~ 121~ ~1~
533-- o~^ 602--- 751~ ~~o
108~ ~ 77~ 55~ ~
N ~ North/Entry ~ North/Entry N North/Entry
l~_ Driveway j~? Driveway Driveway
tr rr rr~
N ~ N N
N ~101 ~80 ~ ~24
! ~101 ! ~79 ! ~24
1 Center/Exit f Center/Exit f Center/Exit
N Driveway o Driveway ~ Driveway
CV N N
~
~ I~C ~ f0 N N
2 ~ 2 ~ 2 ~
Bethel N~ Bethel o Bethel o 0
SChool M`r' ~234 SChool M M ~gg SChool N ~ L108
Road J~_ ~ 16~ Road 29 Road ~ 22
90~ 116~ 134~
94 124 ~ 163
I
EXHIBIT 9- 2012 Background Plus NoSToLScale
500-Student School Traffic Volumes
Manara Academy TIA/TMP
ICuNeyr•Horn
~ and Assodates~ Inc.
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IV. TRAFFIC OPERATIONS ANALYSIS
Kimley-Horn conducted a traffic operations analysis to determine operational characteristics in the
2009 and 2012 scenarios. To illustrate the impact of the school-generated traffic, each scenario and
time period is evaluated with and without the school traffic. The acknowledged source for determining
overall capacity is the current edition of the Highway Capacity Manual2.
A. Analysis Methodology
Capacity analysis results are listed in tertns of Level of Service (LOS). LOS is a qualitative term
describing operating conditions a driver will experience while traveling on a particular street or
highway during a specific time interval. It ranges from A(very little delay) to F(long delays and
congestion). Generally, LOS D is considered the limit of acceptable LOS for city or suburban
operations. Table 4 shows the definition of level of service for signalized and unsignalized
intersections.
Table 4- Level of Service Definitions
Level of Signalized Intersection Unsignalized Intersection
Service Average Total Delay Average Total Delay
sec/veh sec/veh
A <10 <10
B >10 and <20 >10 and <15
C >20 and <35 >15 and <25
D >35 and <_55 >25 and <35
E >55 and <80 >35 and <50
F >80 >50
DeSnitions provided from the Highway Capacity Manual, Special Report 209, Transportation Research Board, 2000.
For the signalized analysis, the existing signal phasing and basic actuated signal timing plan for the
intersection of Sandy Lake Road and Heartz Road were the starting conditions of the Synchro
analysis, with a simple optimization routine applied to reflect how the actuated signal adapts to
changing traffic conditions. The signalized level of service (LOS) is determined by average control
delay experienced by each vehicle. The results for each approach and the overall intersection are
shown.
For the unsignalized analysis, the level of LOS for a two-way stop-controlled intersection is
determined by the computed or measured control delay and is defined for the minor street
movement and for the major street left-turning movements which must yield to the opposing major
street traffic flows.
Calculations for the level of service at the key intersections identified for study are provided in the
Appendix. The analyses assumed the lane geometry and intersection control shown in Exhibit 3.
Tables 5, 6 and 7 show the intersection operational results for the weekday AM peak hour, school
pick-up peak hour, and PM peak hours, respectively. The 95"'-percentile queue, or the length which
will contain 95% of the observed queues, is listed for the movements where it is part of the
Z Transportation Research Board, Highway Capaciry Manual, Washington DC, 2000.
Manara Academy TIA & TMP, Coppell, Texas Page 17
May 2009
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analysis. For the Sandy Lake Road approaches, the queue shown is for the left-turn lane only. For
the Heartz Road approaches to Sandy Lake Road, the queue shown in the larger of the queues in the
two approach lanes.
Table 5- Weekda AM Peak Hour Intersection Results
2009 Background 2009 Background Plus 2012 Background 2012 Background Plus
350Student Site Traffic 500-Student Site Traffic
INTERSECTION APPROACH
AM Peak Hour AM Peak Hour AM Peak Hour AM Peak Hour
DELAY 95th % DEI.AY 95th % DELAY 95th % DELAY 95th %
(SECNEH) LOS (,~U8U8 (SECNEM) L~s QU8U8 (~CNEFQ L~S QUBU@ (~~EH) LOS QU@U9
SIGNALI2ED INTERSECTIONS SIGNALIZED INTERSECTIONS
EB 23.3 C 28' 26.8 C 30' 22.8 C 28' 25.9 C 28'
WB 24.0 C 73' 25.3 C 95' 23.5 C 73' 222 C 97'
Heartz Road @
Sandy Lake Road NB 15.9 B 59' 74.8 B 64' 18.4 B 88' 17.4 B 79'
SB 18.1 B 150' 20.0 B 168' 192 B 160' 22.6 C 192'
Overall 22.5 C - 24.1 C - 22.3 C - 22.8 C -
UNSIGNALIZED INTER3ECTION3 UNSIGNALIZED IMERSECTIONS
Heartz Road @ NBR - - - 0.0 A 0' - - - 0.0 A 0'
Manara Entry SBL - - - 2.9 A 7' - - - 3.9 A 12'
Heartz Road @ WBL' - - - 72.9 B 13' - - - 14.2 B 27'
Manara Exit yyBR• - - - 9.8 A 8' - - - 10.3 B 12'
EB' 9.9 A - 11.4 6 - 10.1 B - 12.5 B -
Heartz Road @ WB• 12.7 8 - 15.3 C - 73.2 B - 17.9 C -
Bethel School Road
SB' 13.2 8 - 17.8 C - 13.8 B - 23.0 C -
- No movemenls in Ume period 'Stop-Controlled Approach
Table 6- Weekda School Pick-U Peak Hour Intersection Results
2009 Background 2009 Background Plus 2012 Background Z012 Background Plus
~ 350-Student Site Traffic 500-Student Site Traffic
INTERSECTION APPROACH
School Pick•Up Peak Hour School Pick•Up Peak How Schoal Pick•Up Peak Hour School Pick-U Peak Hour
DELAY 95th % DELAY 951h % DELAY 95th % DELAY 95th %a
- (3ECNEH) LOS Queue (SEGVEH) LOS queue lse~~ LOS queus (sECrveM LOS Queue
SIGNALIZED INTERSECTIONS SIGNALIZED INTERSECTIONS
EB 22.9 C 35' 23.9 C 37' 23.0 C 36' 25.3 C 36'
WB 22.6 C 38' 22.2 C 50' 22.7 C 39' 20.6 C 52'
Heariz Road Q NB 14.1 B 72' 14.4 B 87' 14.6 B 76' 15.7 B 99'
Sandy Lake Road
SB 11.0 B 55' 12.7 B 66' 11.3 B 57' 15.1 8 78'
Overall 20.8 C - 27.1 C - 21.0 C - 21.3 C -
UNSIf3NALIZED INTERSECTIONS UNSIGNALIZED INTERSECTIONS
Heartr Road @ NBR - - - 0.0 A 0' - - - 0.0 A 0'
Manara EnVy SBL - - - 2.7 A 4' - - - 3.5 A 6'
Heartz Road @ WBL' - - - 11.1 B 8' - - - 11.7 B 12'
Manara Exit yygR' - - - 9.6 A 6' - - - 10.0 A 9'
EB• 9.7 A - 10.6 8 - 9.9 A - 11.2 B -
Heartz Road Q WB, 92 A - 9.7 A - 9.3 A - 10.2 B -
Bethel Schod Road
SB' 9.5 A - 10.5 B - 9.7 A - 11.3 B -
- No movemenls in time period `Srop-Co~trolled Approach
Manara Academy TIA & TMP, Coppell, Texas Page 18
May 2009
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Table 7- Weekda PM Peak Hour Intersection Results
2009 Background 2009 Background Plus 2012 Background 2012 Background Plus
350-Student Slte Traffic 500-Student Slte Traffic
INTERSECTION APPROACH
PM Peak Hour PM Peak Hour PM Peak Hour PM Peak Hour
DELAY 95th % DELAY 95th % DELAY 95th ~ DEI.AY 95th %
(SECNEH) LOS (~U8U8 (3ECNEH) LOS QU8U8 (SEGVEH) LOS (IUBUB (SECNEH) LOS QU6UB
SIGNALRED INTERSECTIONS SIGNALI2ED INTERSECTIONS
EB 22.1 C 59' 22.5 C 60' 22.3 C 61' 22.8 C 61'
WB 26.1 C 36' 26.1 C 38' 26.8 C 37' 26.8 C 40'
Heartz Road @ NB 21.8 C 142' 21.7 C 146' 21.7 C 144' 21.8 C 151'
Sandy Lake Road
SB 17.0 B 101' 18.0 B tOT 17.1 B 104' 18.2 8 110'
Overall 23.1 C - 23.3 C - 23.4 C - 23.7 C -
UNSICiNALIZED INTERSECTION8 UNSIGNALIZED INTERSECTIONS
Heartz Road Q NBR - - - 0.0 A 0' - - - 0.0 A 0'
Manara EnVy SBL - - - 0.8 A 1' - - - 1.0 A 1'
Hear~ Road @ WBL' - - - 11.6 B 3' - - - 11.9 B 4'
Manara Exit WgR. _ _ _ g.g A 2' - - - 10.0 A 3'
EB' 11.5 B - 11.8 B - 11.8 8 - 12.3 B -
Heartz Road @ WB. 9.8 A - 10.0 A - 10.0 A - 70.3 B -
Bethel School Road
SB' 10.6 B - 11.0 B - 10.8 B - 11.4 B -
- No movements In tlme period 'Stop-Contrdled Approach
B. 2009 Background Traffic Conditions
As shown in Tables 5-7, the signalized intersection of Heartz Road at Sandy Lake Road operates at
a consistent LOS C in all peak hours analyzed, with all approaches being LOS C or better. Queue
lengths are reasonable, with the longer queues on Heartz Road being expected since the majority of
the signal time must go to the busier Sandy Lake Road through movements.
The unsignalized intersection of Heartz Road at Bethel School Road operates with no movement
worse than LOS B.
C. 2009 Background Plus 350-Student Site Traffic
With the addition of the first phase of school traffic, there is a slight increase in average delays at
the intersection of Heartz Road at Sandy Lake Road, and some maximum queues show a modest
increase. All approaches and the overall intersection still operate at a very favorable LOS C, and all
queues can easily be accommodated within the approach lanes. While the queues may appear large,
such as the southbound approach in the AM peak hour at 168', that is only 6-7 vehicles, and all the
approaches fully clear the queued vehicles in each signal cycle.
The unsignalized intersection of Heartz Road at Bethel School Road experiences some additional
delay in all time periods, with the AM peak hour conditions changing to LOS C for the southbound
and westbound approaches. However, LOS C is still very favorable for unsignalized intersections,
and the other time periods continue to operate with no movements worse than LOS B.
With the modest amount of conflicting traffic on Heartz Road, the unsignalized intersections of the
school driveways with Heartz Road operate at LOS B or better in all time periods. The southbound
left-turn movement at the north or entry driveway does not significantly delay the southbound
through movements. The highest average delay at the outbound left- and right-turns at the center or
exit driveway is 12.9 seconds for the outbound left turn during the AM peak hour. The queue
Manara Academy TIA & TMP, Coppell, Texas Page 19
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indicated for that movement is only 13', showing that most of the time there will be no queue or
only one vehicle waiting. The exit driveway allows for separation of the left- and right-turning
traffic, which improves the outbound capacity.
I D. 2012 Background Traffc Conditions
With the background growth rate included, the intersections show a slight increase in delay when
compared to the 2009 background conditions. All LOS and queues are essentially unchanged.
E. 2012 Background Plus 500-Student Site Traffic
With the addition of the school traffic at full occupancy, there is still only a slight increase in
average delays at the intersection of Heartz Road at Sandy Lake Road, and some maximum queues
show a modest increase. All approaches and the overall intersection still operate at a very favorable
LOS C, and all queues can easily be accommodated within the approach lanes.
The unsignalized intersection of Heartz Road at Bethel School Road experiences some additional
delay in all time periods, with the AM peak hour conditions changing to LOS C for the southbound
and westbound approaches. However, LOS C is still very favorable for unsignalized intersections,
and the other time periods continue to operate with no movements worse than LOS B.
With the modest amount of conflicting traffic on Heartz Road, the unsignalized intersections of the
school driveways with Heartz Road operate at LOS B or better in all time periods. The southbound
left-turn movement at the north or entry driveway does not significantly delay the southbound
through movements. The highest average delay at the outbound left- and right-turns at the center or
exit driveway is 14.2 seconds for the outbound left turn during the AM peak hour. The queue
indicated for that movement is only 21', showing that most of the time there will be zero, one, or
two vehicles waiting. The exit driveway allows for separation of the left- and right-turning traffic,
which improves the outbound capacity.
With all traffic operations functioning at favorable conditions, it is clear that the school has no
significant negative impact on the surrounding streets, and the safety and functionaiity of Heartz
Road is unaffected. The intersection conditions are such that theoretical cases of serious increases
in the background traffic, or unexpected increases in school traffic, can be accommodated without
concern for the operational conditions.
F. Roadway Link Analysis
Roadway link analysis looks at 24-hour volumes on sections of roadway to determine level of
service on a larger scale than just at intersections.
According to the North Central Texas Council of Governments (NCTCOG), undivided collector
roadways in suburban settings can accommodate up to 5,250 vehicles per day per lane before
experiencing LOS F conditions. As a two-lane collector street, the daily capacity of Heartz Road
would be 10,500 vehicles per day. NCTCOG shows that LOS B conditions would apply if the
volume to capacity ratio (V/C) is under 0.45, LOS C between 0.45 and 0.65, LOS D between 0.65
and 0.8, and LOS E between 0.8 and 1.0.
The 2009 traffic counts on Heartz Road indicate a current weekday traffic volume of 4,004 vehicles
per day, with less than a 1% annual growth rate. The volume of 4,004 on a capacity of 10,500
results in a V/C of 038, corresponding to LOS B, nearing LOS C.
Manara Academy TIA & TMP, Coppell, Texas Page 20
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There are 1,240 daily one-way trips generated by the school at full buildout as shown in Table 2.
Of the combined inbound and outbound traffic assignments, 55% of this total goes north on Heartz
Road, and 45% to the south. Taking the direction with greater impact, 55% of the daily school trips
means 682 trips being added to the section of Heartz Road north of the site. When combined with
the 4,125 vehicles assumed to be on Heartz Road in 2012 (1 % annual growth), the resulting daily
volume would be 4,807. This results in a V/C of 0.46, or barely into LOS C.
This link analysis indicates that even with the full 500-student school in operation, Heartz Road
traffic volume can easily be accommodated by the collector street's available capacity. The school-
related trips represent only a 16.5% increase to the daily traffic north on Heartz Road, and less to
the south.
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V. TRAFFIC MANAGEMENT PLAN
A. General TMP Concept of Operations
The traffic management plan (TMP) provides a guide for school staff to manage vehicle and
, pedestrian circulation during the peak drop-off and pick-up time periods. While the TMP
represents the best currently available recommendation on how to manage the site circulation, it
must be flexible enough to accommodate actual demands on the system, and to address daily
variations in driver behavior. The aggressive and enthusiastic application of the general TMP
principles by the staff is essential to its overall success, and is more important than any speci~c
detail of operation.
In general, the automobile flows travel around the site on the route shown, then enter the Loading
Area. The Loading Area has a long section of laydown curb shown in Photo 2 that brings the
sidewalk down to the drop-off lane level without the need for curb ramps.
' Photo 2. Loading Area and Porte-Cochere.
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A series of five loading stations in the lane adjacent to the building will receive or send off students,
with a staff inember at each to assist in the loading or unloading. While due to the site
configuration there is no way to achieve student loading from the desirable passenger side of the
vehicles, this configuration provides for a single line of loading stations so that no student has to
cross the path of another vehicle to reach the sidewalk and the entrance to the building.
School staff are used on the site to control vehicle flows and direct parents and students as needed
to maintain safety and efficient circulation. For the drop-off period, vehicles unload immediately
when reaching the Loading Area, so no special management is needed. For the pick-up period, the
staff inember who leads the site circulation staff (the Traffic Administrator) is assigned to match
students with incoming vehicles. After identifying vehicles tl~rough the use of license plates,
Manara Academy TIA & TMP, Coppell, Texas Page 22
May 2009
I
~~5,~~.
stickers, or hang tags, the Traffic Administrator communicates with the Assembly Area inside the
building so that the student moves to the appropriate loading station by the time that the vehicle
arrives. Groups of five vehicles use the loading area during each cycle, then vacate the loading area
to allow the next group to enter. While the traffic analysis shows that the outbound vehicles can
enter Heartz Road with minimal delay, the complete group of five vehicles can be accommodated
between the end of the Loading Area and the edge of Heartz Road. The goal for the cycle is 40
seconds between vehicles, which has been achieved in operation at other schools in the Dallas area.
Queuing within the site is inevitable, especially during the pick-up time period when a certain
number of drivers will arrive early and wait for their students to be released. This number will vary
between schools, but has been observed to be typically around 25% of the total vehicles using that
pick-up time period. Counting the Loading Area, there is approximately 1,100 linear feet of
available queuing distance available on the site. Using a generous 25' per vehicle, this corresponds
to 43 vehicles after consideration of the curves in the path. An additional 24 vehicles can be easily
accommodated if needed by converting the normally two-way north driveway and circulation path
to form a double-stacked queue. The decision to use a double-stacked queue is made by staff on the
scene in response to conditions on a day-to-day basis.
B. 2009 - 2010 TMP
While the initial year of operation will accommodate only up to 350 students, the inability to
physically modify the site in that first year results in the need for a special TMP to address the extra
traffic control measures needed. The 2009-2010 TMP is shown in Exhibit 10.
The TMP layout requires traffic control devices to be installed by staff for the drop-off and pick-up
time periods. Since there is no modification to the curb adjacent to the north corner of the building
by 2009-2010, to allow space for the circulation lane approaching the Loading Area the two lanes
connected to the north driveway must be shifted to the north over a short distance. The 18 parking
spaces adjacent to the traffic shift would be posted so that there is no parking during the drop-off
and pick-up time periods. Traffic cones would be applied to shift the traffic lanes north into the
parking spaces on the north edge of the parking lot, with lines of cones defining the outside edge of
each lane, and a series of smaller cones on the centerline. A curving set of cones is used to define
the path for vehicles approaching the Loading Area. The lane shift does not prevent two-way
operation, or double-stacking of the queue if necessary.
At least nine staff members are required for the plan. Their responsibilities are as follows:
1. Traffic administrator is responsible for the onsite circulation. During pick-up phase, matches
students with vehicles at the correct loading stations.
2. Staff member at each loading station helps to load and unload students (5 staf~.
3. Staff inember controls vehicle entry to the Loading Area.
4. Staff member controls rear door and manages bus loading and unloading.
5. Staff inember manages double-stacked queue if needed.
The drop-off procedure has the following steps:
1. Staff deploys traffic cones as shown prior to drop-off time period.
2. Vehicles enter from Heartz Road and circulate through the surface parking lot to approach the
Loading Area.
3. Vehicles arrive at loading area and unload student(s) with assistance of staff inember at each
loading station.
4. Vehicles exit to Heartz Road.
Manara Academy TIA & TMP, Coppell, Texas Page 23
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5. Staff removes traffic cones after drop-off is completed.
The pick-up procedure has the following steps:
1. Staff deploys traffic cones as shown prior to pick-up time period.
2. Vehicles enter from Heartz Road and circulate through the surface parking lot to approach the
Loading Area.
3. Traffic administrator matches the next vehicles to student(s) and calls out to the Assembly
Area for students to meet vehicles at specific loading stations.
4. When Loading Area is free of vehicles from the previous group, the next group of vehicles is
released in to the loading area. Vehicles arrive at their loading stations and load student(s)
~ with assistance of the staff inember at each loading station.
5. Vehicles exit to Heartz Road.
6. Staff removes traffic cones after drop-off is completed.
C. 2009 - 2010 Bus Access Plan
If the south driveway hammerhead area is not available for bus operation, buses must mix with the
automobile traffic in the main circulation area. To the maximum extent possible, buses are
scheduled for operations before the morning drop-off period, and after the afternoon pick-up period.
If buses arrive when the TMP is active, the procedure shown in Exhibit 11 will be applied to safely
cross the buses across the automobile path.
The bus access procedure has the following steps:
1. The Drop-Off or Pick-Up TMP for automobiles is in operation during either peak period.
2. The bus enters from Heartz Road with other school traffic.
3. When seeing the bus approach, the Traffic Administrator moves to block the progression
of queued vehicles towards the automobile Loading Area.
4. The S 1 staff inember releases any vehicles staged to enter the automobile Loading Area,
then removes enough cones so that the bus can cross the barrier between traffic flows.
5. When clear, the bus proceeds south to the bus area for loading/unloading. Loading
operations take place on the right side of the bus, directly in or out of the rear door to the
building. The S2 staff member is in position to assist with loading or unloading.
6. When the bus has passed the crossover area, the S 1 staff member restores the cone barrier
to the TMP con~guration, then resumes position to control automobile entry to the
Loading Area.
7. When the cones are restored, the Traffic Administrator releases the automobiles to
proceed, and the TMP procedure for drop-off or pick-up begins again.
8. The bus can exit by proceeding around the surface parking lot in the normal two-way
traffic pattern, and then exit to Heartz Road. Bus exits will be delayed until after the
conclusion of any double-stacked queue operation. The S3 staff inember can assist in
maintaining a clear path for bus exits if desired. If blocked by queuing operations, buses
can be temporarily staged along the northeast side of the building, or along the south edge
of the parking area.
Photo 3 shows the bus loading area at the door on the east corner of the building. The City of
Coppell dually work truck is in the approximate bus loading position, showing that the remaining
driveway width still allows normal automobile flow when the bus is in position.
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Photo 4. Bus Loading Area, looking southeast.
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D. Permanent TMP and Bas Access Plan
The permanent TMP shown in Exhibit 12 is similar to the 2009-2010 TMP, with the simplification
that the lane shift at the entry is not needed. With the site owned by the school, the curb on the
north corner of the building can be physically reconstructed. The revised curb would allow much
tighter turns around the north corner of the building, and removes any chance for vehicle paths to
intersect. Photo 4 shows a rough indication of the future curb line.
With 500 students, the pick-up time period is recommended to be divided into three groups at 15-
minute spacings. The drop-off procedure, pick-up procedure, and staff responsibilities are
otherwise the same as detailed above in the 2009-2010 TMP discussion.
Photo 4. Pro ~osed Curb Modification (yellow line)
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May 2009
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E. Permanent Bus Access Plan
Like the permanent TMP, the permanent bus access plan shown in Exhibit 13 is simplified by the
removal of the lane shift. With 500 students and at least 150 bus riders, the number of buses may
be increased depending on routing options. The additional buses would continue to access the site
before or after the major automobile time periods. The bus access procedure and staff
responsibilities are the same as detailed above in the 2009-2010 bus access plan discussion.
F. Alternate Bus Access Plan
Exhibit 14 shows the potential bus access plan if the south driveway and the pavement
hammerhead is allowable for use as the bus loading area. Buses would use the following
procedure:
1. The Drop-Off or Pick-Up TMP for automobiles is in operation during either peak period.
The Alternate Bus Access does not conflict with the automobile circulation.
2. The bus enters from Heartz Road, then uses the hammerhead pavement to reverse
direction.
3. The bus Ioads or unloads on the right side of the vehicle at the bus loading area, which is
attended by a staff inember.
4. After loading or unloading, the bus exits to Heartz Road.
The buses to be used will be provided by Dallas County Schools, with assigned drivers. The buses
can vacate the hammerhead fire lane at any time if the area is needed for emergency uses. Any
staging of buses will be in position next to the loading area, facing out towards Heartz Road.
Using the south driveway and the hammerhead has a number of advantages over other bus access
plans. The buses can come and go with much more flexibility, since it is less important to avoid the
peak automobile periods. The bus pathway is completely separate from any automobile path on the
site, removing the need for the crossover procedure detailed in the other bus access plans. The bus
assembly area can be expended as needed using the large expanse of grass.
G. Quantitative Queuing Analysis
The following section shows an analysis of queuing conditions and vehicle flow using the best
available student behavior assumptions. With 500 students at buildout, the school expects at least
150 bus riders, leaving 350 students to be picked up on the site. Of the 350, 20% or 70 are
expected to stay for after-school activities. Of the remaining 280 leaving in the pick-up period, the
expected student occupancy is 1.5 per vehicle, so the number of vehicles would be 187. Divided
among the three groups of the pick-up period, the result is approximately 63 vehicles desiring
access during one division of the pick-up period.
The queue accumulation prior to the student release time is typically 25% of the arriving vehicles,
or 16 vehicles, This number can easily be accommodated within the 43 primary queue storage
positions. Without double-stacking the queue, almost two-thirds of the basic demand can be
accommodated on the site. By using the double-stacked spaces, all of the 63 vehicles can be
accommodated on the site.
This queuing accommodation is accomplished without any use of the ample extra parking that can
be used by arriving drivers to wait longer times or park to go into the school. With the available
Manara Academy TIA & TMP, Coppell, Texas Page 26
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VI. CONCLUSIONS AND RECOMMENDATIONS
Based on the traffic analysis presented in this report, the Manara Academy with a total of 500 K-8
students can be successfully incorporated into the surrounding roadway network. Using the latest
research and surveys of prospective student behavior, the vehicle trips generated by the school will not
have a significant negative effect on the public streets or the on-site circulation. School uses up to 400
students were accommodated on the site in the past with no significant issues. As a collector street,
Heartz Road is designed to accommodate larger traffic volumes and to support uses like schools. Since
the access point to London Way is closed except to emergency access, and Heartz Road operations
, remain at very favorable levels, no significant volume of school traffic is projected to use London Way.
The traffic management plans and bus access plans that have been developed with the cooperation of
the school staff and the City of Coppell staff will guide the on-site operations during the drop-off and
pick-up time periods. While the site will appear crowded for the few minutes nearest the drop-off or
pick-up times, the plans will allow the school-related traffic flows to queue on the site when needed,
and proceed efficiently through the loading areas. There is no significant safety concern resulting from
the proposed school operations, and the functionality of Heartz Road will not be significantly affected.
Manara Academ TIA & TMP Co ell Texas Pa e 33
Y , PP , g
May 2009
~ ~ ~ Kimley-Hom
~ and Associa62s, lnc.
APPENDIX
Manara Academy TIA & TMP, Coppell, Texas Page 34
May 2009
~5,~~.
Traffic Counts
Manara Academy TIA & TMP, Coppell, Texas
May 2009
NB Heartz Road between Sandy Lake Road and Westbury Drive
TIME 0:00 0:15 0:30 0:45 TOTAL
Date Began: 0:00 0 1 1 0 2
4/8/2009 1:00 0 0 1 0 1
2:00 0 0 0 0 0
3:00 2 0 0 1 3
4:00 0 2 1 2 5
5:00 2 3 2 4 11
6:00 2 2 8 15 27
7:00 13 40 36 38 127
8:00 32 34 11 24 101
9:00 61 36 21 20 138
10:00 18 16 9 16 59
11:00 13 15 17 22 67
12:00 27 22 20 26 95
13:00 14 15 26 28 83
14:00 53 44 30 35 162
15:00 36 42 30 42 150
16:00 48 46 58 47 199
17:00 44 67 64 68 243
18:00 58 62 51 47 218
19:00 38 18 30 24 110
20:00 24 14 41 20 99
21:00 32 22 14 14 82
22:00 8 6 6 3 23
23:00 1 1 3 2 7
TOTAL: 2012
The A.M. eak hour from 7:15 to 8:15 is 146
, The P.M. eak hour from 17:15 to 18:15 is 257
300
250
200
a
P
W !
~ 150 - -
, > W
100
50
0
°o °o 0 0 0 °o °o °o °o °o °o °o °o °o °o °o °o °o °o °o °o °o °o °o
O ~ N M V ~A (O f~ 00 O) O ~ N M `Q N ~ ^ ~ ~ N N N N
TIME
Collected by: CJ Hensch & Associates, Inc
209 E. Pioneer Dr
Irving, TX 75061
SB Heartz Road between Sandy Lake Road and Westbury Drive
TIME 0:00 0:15 0:30 0:45 TOTAL
Date Began: 0:00 3 1 0 1 5
4/8/2009 1:00 1 0 0 1 2
2:00 0 1 2 1 4
3:00 0 0 0 1 1
4:00 1 1 0 0 2
5:00 0 1 3 5 9
6:00 7 4 9 15 35
7:00 24 39 70 90 223
8:00 53 60 40 44 197
9:00 51 26 19 16 112
10:00 15 16 17 7 55
11:00 27 12 24 28 91
12:00 15 26 14 22 77
13:00 20 22 25 52 119
14:00 45 20 16 24 105
15:00 30 34 32 28 124
16:00 41 50 56 32 179
17:00 50 42 44 40 176
18:00 49 46 44 30 169
19:00 56 37 22 18 133
20:00 24 26 14 18 82
21:00 19 16 16 8 59
22:00 14 3 3 2 22
23:00 1 4 2 4 11
TOTAL: 1992
The A.M. eak hour from 7:30 to 8:30 is 273
The P.M. eak hour from 16:15 to 17:15 is 188
250
200
y
s
150 - - ~
~
W
~
7
J
~
~ -
50
0 .
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
. . . . . .
O ~ N M st tn (O 1~ 00 ~ O ~ N M ~ ~ ~ ~ ~ ~ N N N N
TIME
Collected by: CJ Hensch & Associates, Inc
209 E. Pioneer Dr
Irving, TX 75061
Heartz Road at Sandy Lake Road
Tuesday, May O5, 2009
Turning Movement Count
From North From East From South From West
Heartz Road Sand Lake Road Heaztz Road Sand [ake Road
Time Left Thru Ri ht U-Tur Peds Left Thru Ri ht U-Turn Peds Left Thru Ri ht U-Tur Peds Left Thru Ri ht U-Tur Peds
7:OQ 3 14 13 0 1 9 116 5 0 0 3 4 5 0 1 8 72 6 0 0
7:15 II IS 27 0 I 18 172 14 0 1 8 6 12 0 0 9 100 2 0 1
7:30 17 29 35 0 1 36 184 5 0 0 Il 12 l3 0 2 ll l22 6 0 0
7:45 26 27 50 0 l 43 255 22 I 1 10 12 18 0 1 II l23 9 0 0
8:00 22 25 30 0 1 36 2l0 l2 I l 9 9 9 0 1 l0 156 8 0 I
Sil5 14 12 13 0 0 23 l84 l5 0 0 9 9 2 0 1 Il 116 10 0 l
8:30 I t 16 23 0 0 26 l52 7 0 0 4 8 7 0 0 6 116 9 0 0
8:45 11 ll 22 0 0 22 l68 8 0 2 5 7 5 0 0 II 99 10 0 0
Total 115 l49 2l3 0 5 213 1441 SS 2 5 59 67 71 0 6 77 904 60 0 3
AM Pesk Hour
7:30to 8:30 79 93 128 0 3 138 833 54 2 2 39 42 42 0 5 43 S17 33 0 2
14:30 8 6 10 0 0 12 99 Il 0 0 ll 10 8 0 0 l4 102 5 0 0
14:45 13 7 9 0 I 7 I10 17 0 0 6 10 9 0 0 18 145 IO 0 0
' 15:00 13 4 14 0 0 16 84 21 0 0 12 17 10 0 0 l7 153 7 0 0
I5:15 19 8 28 0 0 18 147 18 0 0 6 10 l6 0 2 5 l52 7 0 I
15:30 I1 10 20 0 0 I1 157 16 0 0 7 17 19 0 0 18 l24 9 0 0
15:45 12 16 9 0 0 18 l66 14 0 1 6 l3 l6 0 0 15 155 10 l 1
16:00 22 IS 17 0 0 25 146 10 0 0 l3 IS 16 0 1 22 165 10 0 l
16:15 32 17 11 0 0 14 159 IS 0 0 l0 10 17 0 1 15 I61 16 0 0
16:30 17 II 22 0 0 l3 l42 8 0 0 11 20 16 0 1 24 168 9 0 0
16:45 20 13 24 0 2 19 l65 16 0 0 8 9 22 0 0 27 132 21 0 1
17:00 19 l6 23 0 0 13 l6l 17 0 0 l4 20 34 0 0 28 190 I1 0 1
17:15 11 l4 21 0 0 l9 l90 18 0 0 14 20 21 0 l 2S 184 10 0 0
17:30 31 IS 30 0 2 8 I91 17 0 0 l5 28 19 0 0 26 164 10 0 0
17:45 24 16 29 0 0 24 205 21 2 0 12 21 24 0 l 38 191 12 0 0
18:00 19 19 t8 0 0 18 174 14 1 0 6 l3 12 0 0 34 201 5 0 0
18:15 16 l8 22 0 0 20 166 IS 0 0 17 20 16 0 0 22 l80 13 0 0
Total 287 205 307 0 5 255 2462 248 3 1 l68 253 275 0 7 348 2567 165 1 5
PM Peak Hour
17:OOto 15:00 85 61 103 0 2 64 747 73 2 0 55 89 98 0 2 117 729 43 0 1
Cc Total 402 354 520 0 10 468 3903 336 5 6 227 320 346 0 13 425 3471 225 1 8
% of Tot. 4% 3% 5% 0% 4% 35% 3% 0% 2% 3% 3% 0% 4% 32% 2°/a 0%
A rch% 12% 43% 8°/a 37%
% of A rch 32% 28% 41% 0% 10% 83% 7% 0% 25% 36% 39% 0% 10% 84% 5% 0%
Left Thru Ri h[ U-Turn Peds Lef[ Thru Ri ht U-Tur Peds Lett Thru Ri ht U-Tur Peds Left Thru Ri ht U-Tur Peds
Heaztz Road Sand Iake Road Heartz Road Sand Lake Road
From North From East From South From West
350 - - - - - 1
300 - - - ~
~ 250 - - -
E
~
) - -
~ 0 200 - - - - - - - - - - -
A
~ 150 ~ - - - - - - - - -
c
0
~ 100 - - - - - - - - - - - - - - - - -
50 - - - . . . _ . . -
0
O h O N ~ O N O N O N O h O N O N
o ~n v $ ~ c~ a ~ v o co d o ~ c~ e
~ ~ ~ 'r ~ eo eo eo e6 e o ui 4i 4i vi iu ie io ic
~ Tima ^ ~ ' ' ' ~ ^ ^ '
¦From North Hearfz Road ¦From East Sandy Lake Road ~From South Hearfz Road oFrom West Sandy Lake Road~
Heartz Road at Bethel School Road
Tuesday, May O5, 2009
Turning Movement Count
From IVorth From East From South From West
Heartz Road Bethel School Road Bethel School Road
Time LeR Thru tti ht U-Turn Peds Left Thru Ri ht U-Tur Peds Left Thru Fii ht U-Turn Peds Left Thru Ri ht U-Turn Peds
7:00 22 0 23 0 0 0 18 17 0 1 0 0 0 0 0 2 16 0 0 0
7:15 39 0 39 0 0 0 38 38 0 0 0 0 0 0 0 4 28 0 0 0
7:30 34 0 68 0 0 0 61 52 0 0 0 0 0 0 0 7 23 0 0 0
7:45 28 0 67 0 0 0 39 54 0 0 0 0 0 0 0 8 t9 0 0 0
8:00 21 0 60 0 0 0 18 47 0 0 0 0 0 0 0 8 21 0 0 0
8:15 IS 0 45 0 0 0 28 14 0 0 0 0 0 0 0 6 13 0 0 0
8:30 I7 0 43 0 0 0 30 9 0 0 0 0 0 0 0 ll 14 0 0 0
8:45 l0 0 31 0 0 0 29 16 0 0 0 0 0 0 0 12 23 0 0 0
Total 186 0 376 0 0 0 261 247 0 1 0 0 0 0 0 58 157 0 0 0
AM Peak Hour
7:15 to 8:15 122 0 234 0 0 0 156 191 0 0 0 0 0 0 0 27 91 0 0 0
14:30 9 U 17 0 0 0 23 7 0 0 0 0 0 0 0 9 24 0 0 0
14:45 10 0 I S 0 0 0 26 6 0 0 0 0 0 0 0 17 26 0 0 0
15:00 34 0 21 0 0 0 32 14 0 0 0 0 0 0 0 10 33 0 0 0
15:15 l6 0 16 0 0 0 33 28 0 0 0 0 0 0 0 23 28 0 0 0
15:30 23 0 23 0 0 0 3l 20 0 0 0 0 0 0 0 28 30 0 0 0
15:45 30 0 22 0 0 0 29 l3 0 0 0 0 0 0 0 18 29 0 0 0
16:00 48 0 24 0 0 0 33 18 0 0 0 0 0 0 0 27 46 0 0 0
16:15 31 0 IS 0 0 0 33 21 0 0 0 0 0 0 0 22 37 0 0 0
16:30 28 0 17 0 0 0 34 9 0 2 0 0 0 0 0 19 46 0 0 0
16:45 31 0 27 0 0 0 26 17 0 1 0 0 0 0 0 33 46 0 0 0
17:00 35 0 26 0 0 0 27 24 0 0 0 0 0 0 0 3l 28 0 0 0
17:15 22 0 21 0 0 0 36 30 0 0 0 0 0 0 0 26 40 0 0 0
17:30 31 0 26 0 0 0 29 28 0 0 0 0 0 0 0 31 44 0 0 0
17:45 2I 0 17 0 0 0 36 32 0 0 0 0 0 0 0 21 30 0 0 0
18:00 30 0 21 0 0 0 25 20 0 0 0 0 0 0 0 25 39 0 0 0
18:15 26 0 15 0 0 0 29 23 0 0 0 0 0 0 0 25 30 0 0 0
Total 425 0 323 0 0 0 482 310 0 3 0 0 0 0 0 365 556 0 0 0
PM Pesk Hour ~i
16:45to 17:45 119 0 100 0 0 0 118 99 0 1 0 0 0 0 0 121 158 0 0 0
Gr. Total 6l 1 0 699 0 0 0 743 557 0 4 0 0 0 0 0 423 713 0 0 0
% ofTot 16% 0% 19% 0% 0% 20% 15% 0% 0% 0% 0% 0% 11% 19% 0% 0%
A rch% 35% 35% 0% 30% I
% of A rch 47% 0% 53% 0°/ 0°/ 57% 43% 0% 0% 0% 0% 0% 37% 63% 0% 0%
Left Thru Ri ht U-Tur Peds Left Thru Ri ht U-Turn Peds Left Thru Ri ht U-Tur Peds LeR Thru Ri ht U-Tur Peds
Heartz Road Bethel School Road Bethel School Road
From North From Esst From South From West
I
120
100 - - I~
I
m 80 ~ - - - - - - - -
E
~
0
>
A 60 - - - - - - - - -
7
V
t
~ 4~ - _ - _ _ - _
20 - - - - - - - -
0
' S v' m a $ M a ~°n a $ u' M a $ u' ~ a
' r~ 'r r~ 'n dd io dd dc v e vi vi 4i 4i io ie id io
' Time ~ ' ' ~ ' ^ ' ^ ^
r ¦From North Heartz Road ¦From East Bethel School Road aFrom South 0 o From West Bethel School Road
I~-
_ ~d~~s,~~.
Preliminary Student Information
(as of May 2009)
Manara Academy TIA & TMP, Coppell, Texas
May 2009
Below are some of the key vehicle traffic data based on our enrollment information for year 1(August
2009)
• Year 1- School opens August 24`h 2009 with K-5`h grade. Maximum enrollment - 350
• As of current enrollment numbers, we have 304 applications belonging to 197 families. The
break-down of the number of families based on their home city location:
• As of April 28, 2009, total number of students:
K 72
1 69
2 57
3 43
4 36 .
5 28
Total 304
• As of April 28, 2009, the cities where students live and the total number of families:
Arlington 9
Carrollton 7
Coppell 21
Dallas 10
Euless 15
Flower Mound 4
Forth Worth 2
Grand Prairie 2
Grapevine 3
Hurst 1
Irving (75038) 37
Irving (75039) 3
Irving (75061) 2
Irving (75062) 36
Irving (75063) 34
Lewisville 9
Plano 2
Total # of Families 197
Limited Sample of Zip Code Olstribut(on and Interest In Bus Transportatlon
Yes No 2ip Code Pay7 Comments K Studena needing
Transportatlon
1 75006 2
1 75006 yes 1
1 75007 Ves 1
1 75019 2
1 75019 na
1 75019 Ves 1
1 75019 na
1 75019 na
1 75019 na
1 75019 na
1 75019 na
1 75024 Yes 2
1 75028 Yes 1
1 75028 after school only 2
1 75038 1
1 75038 3
1 75038 Yes 1
1 75038 1
1 75038 ves 1
1 75038 Yes 2
1 75038 na 4
1 75038 Yes 2
1 75038 Ves 2
1 75038 2
1 75038 Ves 2
1 75038 Ves 1
1 75039 Yes 1
1 75039 Yes 1
1 75057 3
1 75061 Yes suggest: $25 month 1
1 75061 na
1 75061 Yes 2
1 75062 2
1 75062 Yes 1
1 75062 Yes 2
1 75062 Ves 1
1 75062 Ves 1
1 75062 Yes 2
1 75062 Yes 2
1 75062 Yes 2
1 75062 Yes 1
1 75062 Ves 3
1 75062 Yes 2
1 75062 1
1 75062 Yes 1
1 75062 2
1 75062 yes 3
1 75063 na
1 75063 Ves 2
1 75063 Yes 1
L 75063 Yes 1
1 75063 na
1 75063 Ves 2
1 75063 Yes 1
1 75063 Yes 1
1 75063 na
1 75223 Ves 1
~ 1 75223 Yes 1
1 75254 Ves 1
1 76010 Yes 1
1 76030 ves or75052 2
1 76040 na
1 76040 Yes 1
1 76040 2
~ 1 76040 Ves 1
1 76051 Ves 2
1 76051 yes 2
1 na
1 na
1 na
1 na
1 na
1 na
1 na
56 18 ~
~
~ ~ ~ 211d /~$$OCI~S, (I1C.
TM
Synchro Output - 2009 Background Traffic
.
Manara Academy TIA & TMP, Coppell, Texas
May 2009
Manara Academy TIA 2009 - Background - AM Peak Hour
Lanes, VOIUmeS, Timinqs 1: Sandy Lake Road & Heartz Road
~ ~ ~ ~ ~ t ~ 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations ~ ~ ~ ~
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade 0% 0% 0°/a 0%
Storage Length (ft) 200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.991 0.991 0.925 0.913
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1770 3507 0 1770 3507 0 1770 1723 0 1770 1701 0
Flt Permitted 0.175 0.281 0.462 0.667
Satd. Flow (perm) 326 3507 0 523 3507 0 861 1723 0 1242 1701 0
Right Tum on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 8 9 46 74
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 40 40 30 30
Link Distance (ft) 683 983 551 588
Travel Time (s) 11.6 16.8 12.5 13.4
Volume (vph) 43 517 33 140 833 54 39 42 42 79 93 128
Confl. Peds. (#/hr)
Confl. Bikes (#!hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-BIoCk TraffiC 0% 0% 0% 0%
Adj. Flow (vph) 47 562 36 152 905 59 42 46 46 86 101 139
Lane Group Flow (vph) 47 598 0 152 964 0 42 92 0 86 240 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6 ~
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s) 12.0 36.0 0.0 16.0 40.0 0.0 11.0 26.0 0.0 12.0 27.0 0.0
Total Split 13.3% 40.0% 0.0% 17.8% 44.4% 0.0% 12.2% 28.9% 0.0% 13.3% 30.0% 0.0%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None Max None Max
Act Effct Green (s) 27.3 22.1 32.0 26.4 28.0 23.9 30.3 26.8
Actuated g/C Ratio 0.35 0.30 0.42 0.36 0.36 0.33 0.40 0.37
Manara Academy TIA 5/11/2009 2009 - Background - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Manara Academy TIA 2009 - Background - AM Peak Hour
Lanes, VOIUm2S, Timings 1: Sandy Lake Road & Heartz Road
~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.19 0.56 0.41 0.76 0.11 0.15 0.16 0.36
Control Delay 13.4 24.1 15.2 25.4 17.1 15.4 16.9 18.6
Queue Delay ~ 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 13.4 24.1 15.2 25.4 17.1 15.4 16.9 18.6
LOS B C B C B B B B
Approach Delay 23.3 24.0 15.9 18.1
Approach LOS C C B B f~
Stops (vph) 24 416 71 710 25 37 47 115
Fuel Used(gal) 1 9 2 17 1 3 1 2
CO Emissions (g/hr) 39 653 144 1222 93 195 62 174
NOx Emissions (g/hr) 8 127 28 238 ~ 18 38 12 34
VOC Emissions (g/hr) 9 151 33 283 22 45 14 40
Dilemma Vehicles 0 34 ~ 0 57 0 0 0 0 ~
Queue Length 50th (ft) 12 127 41 224 12 17 26 66
Queue Length 95th (ft) 28 184 f~ 73 301 36 59 63 150
Internal Link Dist (ft) 603 903 471 508
Turn Bay Length (ft) 200 200 ~ 200 200 ~
Base Capacity (vph) 268 1387 414 1559 397 594 550 669
Starvation Cap Reductn 0 0 0 0 ~ 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 'r`~
Reduced v/c Ratio 0.18 0.43 0.37 0.62 0.11 0.15 0.16 0.36
Irrtersection S~mary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 73.3
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v!c Ratio: 0.76
Intersection Signal Delay: 22.5 Intersection LOS: C
Intersection Capacity Utilization 57.5% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
~ 01 I 02 ~ m3 ~ m4
~1 0s l 0s 0~ me
Manara Academy TIA 5/11/2009 2009 - Background - AM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Manara Academy TIA 2009 - Background - AM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
~ ~ ~ ~ ~ ~
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations a' ~
Sign Control Stop Stop Stop _
Volume (vph) 27 91 156 191 122 234
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 29 99 170 208 133 254
Direction, Lane # EB 1 WB 1 SB 1
Volume Total (vph) 128 377 387
. .
Volume Left (vph) 29 0 133 _ _~_.Y._.,.._n,___~.. ,.~.r~~~..m
Volume Right (vph) 0 208 254
Hadj (s) 0.08 -0.30 -0.29 y
Departure Headway (s) 5.5 4.8 4.9
Degree Utilization, x 0.20 0.51 0.53
Capacity (veh/h) 594 707 693
Control Delay (s) 9.9 12.7 13.2 _ _
Approach Delay (s) 9.9 12.7 13.2
Approach LOS A B B
Intersection Summary
Delay 12.5
HCM Level of Service B
Intersection Capacity Utilization 56.1% ICU Level of Service B
Analysis Period (min) 15
~ _
Manara Academy TIA 5/11/2009 2009 - Background - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Manara Academy TIA 2009 - Background - School Pickup Peak Hour (3-4PM)
Lanes, VOlumes, TlmlflqS 1: Sandy Lake Road & Heartz Road
~ ~ ~ ~ ~ t ~ 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations ~ ~'~r ~ ~ ~
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade (°/a) 0% 0% 0% 0%
Storage Length (ft) 200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Tuming Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.992 0.983 0.923 0.902
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1770 3511 0 1770 3479 0 1770 1719 0 1770 1680 0
Flt Permitted 0.260 0.264 0.681 0.599
Satd. Flow (perm) 484 3511 0 492 3479 0 1269 1719 0 1116 1680 0
Right Tum on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 7 16 55 77
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 40 40 30 30
Link Distance (ft) 683 983 551 588
Travel Time (s) 11.6 16.8 12.5 13.4
Volume (vph) 56 584 33 63 554 69 31 57 61 55 38 71
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100°/a 100°/a 100% 100% 100% 100% 100°/a 100%
Heavy Vehicles 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Block Traffic 0% 0% 0% 0%
Adj. Flow (vph) 61 635 36 68 602 75 34 62 66 60 41 77
Lane Group Flow (vph) 61 671 0 68 677 0 34 128 0 60 118 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s) 16.0 35.0 0.0 16.0 35.0 0.0 14.0 24.0 0.0 15.0 25.0 0.0
Total Split 17.8% 38.9% 0.0% 17.8% 38.9% 0.0% 15.6% 26.7% 0.0% 16.7% 27.8% 0.0%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes ~
Recall Mode None None None None None Max None Max
Act Effct Green (s) 20.7 16.9 20.9 17.0 25.2 22.7 26.6 24.9
Actuated g/C Ratio 0.32 0.28 0.33 0.28 0.38 0.38 0.42 0.42
Manara Academy TIA 5/11/2009 2009 - Background - School Pickup Peak Hour (3-4PM) Synchro 6 Report
Kimley Horn Page 1
Manara Academy TIA 2009 - Background - School Pickup Peak Hour (3-4PM)
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
~ ~ ~ ~ ~ t r~ 1 ~
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.21 0.67 0.23 0.68 0.06 0.19 0.11 0.16
Control Delay 13.4 23.7 13.6 23.5 14.0 14.1 13.3 9.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 ~
Total Delay 13.4 23.7 13.6 23.5 14.0 14.1 13.3 9.9
LOS B C B C B B B A ~
Approach Delay 22.9 22.6 14.1 11.0 .
Approach LOS C C ~ B B
Stops (vph) 32 486 36 486 19 52 31 34
Fuel Used(gal) 1 11 1 12 ~ 1 4 1 1
CO Emissions (g/hr) 51 742 66 832 73 268 40 63
NOx Emissions (g/hr) 10 144 13 162 ~ 14 52 8 12
VOC Emissions (g/hr) 12 172 15 193 17 62 9 15
Dilemma Vehicles 0 48 0 48 0 0 0 0 ~
Queue Length 50th (ft) 14 131 16 131 8 23 14 9
Queue Length 95th (ft) 35 197 38 197 27 72 41 55
Internal Link Dist (ft) 603 903 471 508
Tum Bay Length (ft) 200 200 ~ 200 200
Base Capacity (vph) 398 1518 400 1511 561 685 558 743
Starvation Cap Reductn 0 0 0 0 0 0 0 0 ~
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.15 0.44 0.17 0.45 0.06 0.19 0.11 0.16
Intersec;tion Summary
Area Type: Other
Cycle Length: 90 ` `
Actuated Cycle Length: 60
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.68 ~
Intersection Signal Delay: 20.8 Intersection LOS: C
Intersection Capacity Utilization 40.6% ICU Level of Service A -
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
~ 01 1 02 ~ m3 ~ 04
i---
"~1 0s l 0s 0~ ms
Manara Academy TIA 5/11/2009 2009 - Background - School Pickup Peak Hour (3-4PM) Synchro 6 Report
Kimley Horn Page 2
Manara Academy TIA 2009 - Background - School Pickup Peak Hour (3-4PM)
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
~ ~ ~J
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations a' ~
Sign Control Stop Stop Stop
Volume (vph) 79 120 125 75 103 82
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 86 130 136 82 112 89
Direction, Lane # EB 1 WB 1 SB 1
Volume Total (vph) 216 217 201
Volume Left (vph) 86 0 112 . . .r _ . . .
Volume Right (vph) 0 82 89
Hadj (s) 0.11 -0.19 -0.12
Departure Headway (s) 4.8 4.5 4.8
Degree Utilization, x 0.29 0.27 0.27
Capacity (veh/h) 711 757 699
Control Delay (s) 9.7 9.2 9.5 _
Approach Delay (s) 9.7 9.2 9.5
Approach LOS A A A
Intersection Summary
Delay 9.5
HCM Level of Service A
Intersection Capacity Utilization 42.6% ICU Level of Service ~ A
Analysis Period (min) 15
~ s,~ ~ -
I
I,
I
Manara Academy TIA 5/11/2009 2009 - Background - School Pickup Peak Hour (3-4PM) Synchro 6 Report
Kimley Horn Page 1
Manara Academy TIA 2009 - Background - PM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
~ ~ ~ ~ ~ ~ ~ t r~ l
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations ~ ~ ~ ~
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade 0% 0% 0% 0°/a
Storage Length (ft) 200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Tuming Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.992 0.987 0.921 0.906
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1770 3511 0 1770 3493 0 1770 1716 0 1770 1688 0
Flt Permitted 0.158 0.235 0.554 0.439
Satd. Flow (perm) 294 3511 0 438 3493 0 1032 1716 0 818 1688 0
Right Tum on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 8 13 56 87
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 40 40 30 30
Link Distance (ft) 683 983 551 588
Travel Time (s) 11.6 16.8 12.5 13.4
Volume (vph) 117 729 43 64 747 73 55 89 98 85 61 103
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
G~owth FaCtor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Block Traffic 0% 0% 0% 0%
Adj. Flow (vph) 127 792 47 70 812 79 60 97 107 92 66 112
Lane Group Flow (vph) 127 839 0 70 891 0 60 204 0 92 178 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6 ~
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s) 16.0 41.0 0.0 13.0 38.0 0.0 12.0 23.0 0.0 13.0 24.0 0.0
Total Split 17.8% 45.6% 0.0% 14.4% 42.2% 0.0% 13.3% 25.6% 0.0% 14.4% 26.7% 0.0%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None Max None Max
Act Effct Green (s) 32.1 25.2 29.0 23.7 25.7 21.2 27.6 23.9
Actuated g/C Ratio 0.43 0.35 0.39 0.33 0.34 0.29 0.37 0.33
Manara Academy TIA 5/11/2009 2009 - Background - PM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Manara Academy TIA 2009 - Background - PM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
~ ~ ~ ~ ~ t ~ 4 1 ~
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.42 0.68 0.23 0.77 0.14 0.38 0.23 0.29
Control Delay 14.8 23.2 12.1 27.1 18.5 22.7 18.7 16.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 OA ~
Total Delay 14.8 23.2 12.1 27.1 18.5 22.7 18.7 16.1
LOS B C B C B C B B
Approach Delay 22.1 26.1 21.8 17.0
Approach LOS C C C B
Stops(vph) 54 591 32 664 36 112 52 70
Fuel Used(gal) 1 13 1 17 2 7 1 2 ~
CO Emissions (g/hr) 100 911 63 1155 133 462 70 117
NOx Emissions (g/hr) 19 177 ~ 12 225 26 90 14 23 ~
VOC Emissions (g/hr) 23 211 15 268 31 107 16 27
Dilemma Vehicles 0 50 0 54 0 0 0 0
Queue Length 50th (ft) 32 176 17 197 18 59 28 35 '
Queue Length 95th (ft) 59 246 36 281 49 142 69 101
Internal Link Dist (ft) 603 903 471 508
Tum Bay Length (ft) 200 200 200 200
Base Capacity (vph) 365 1589 338 1486 428 544 418 618
Starvation Cap Reductn 0 0 0 0 a`` 0 0 0 0 ~
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 ~
Reduced v/c Ratio 0.35 0.53 0.21 0.60 0.14 0.38 0.22 0.29
Intersection Summary
Area Type: Other
Cycle Length: 90
„ __..w...
Actuated Cycle Length: 72.2 ~
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.77 ~
Intersection Signal Delay: 23.1 Intersection LOS: C
Intersection Capacity Utilization 58.2% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
01 I o2 ~ 03 04
~ 05 ~ 06 07 08
Manara Academy TIA 5/11/2009 2009 - Background - PM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Manara Academy TIA 2009 - Background - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
~ ~ ~ ~ ~
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Sign Control Stop Stop Stop -
Volume (vph) 121 158 118 99 119 100
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 132 172 128 108 129 109
Direction, Lane # EB 1 WB 1 SB 1
Volume Total (vph) 303 236 238
Volume Left (vph) 132 0 129
; - _ ~
Volume Right (vph) 0 108 109 .
Hadj (s) 0.12 -0.24 -0.13
Departure Headway (s) 5.0 4.7 5.1
Degree Utilization, x 0.42 0.31 0.33
Capacity (veh/h) 689 719 650
Control Delay (s) 11.5 9.8 10.6
Approach Delay (s) 11.5 9.8 10.6
Approach LOS B A B
Intersection Summary
Delay 10.7
HCM Level of Service B
Intersection Capacity Utilization 50.0°/a ICU Level of Service A ~j ' ~
Analysis Period (min) 15
:~.,;.e,~_ . ; . ~
,,.~.~.~~~iH~ .
Manara Academy TIA 5/11/2009 2009 - Background - PM Peak Hour Synchro 6 Report
Kimley Horn Page 1
~ ~ ~ Ki~r~le„_Han
~ and Associaties, Inc.
SynchroTM Output
2009 Background Plus 350-Student School Traffic
Manara Academy TIA & 1'MP, Coppell, Texas
May 2009
_
Manara Academy TIA 2009 - Background + Manara 350 - AM Peak Hour
Lanes, VoluI712S, Tlmings 3: Sandy Lake Road & Heartz Road
~ ~ ~ t r~ 1 ~
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations ~ ~ ~ ~
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade 0% 0% 0% 0%
Storage Length (ft) 200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Tuming Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.979 0.991 0.916 0.919
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1770 3465 0 1770 3507 0 1770 1706 0 1770 1712 0
Flt Permitted 0.192 0.209 0.405 0.679
Satd. Flow (perm) 358 3465 0 389 3507 0 754 1706 0 1265 1712 0
Right Tum on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 21 9 68 63
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 40 40 30 30
Link Distance (ft) 683 983 551 588
Travel Time (s) 11.6 16.8 12.5 13.4
Volume (vph) 43 517 85 175 833 54 82 49 63 79 110 128
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles 2% 2% 2% 2% 2% ~ 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-BIoCk T~affi~ 0% 0% 0% 0%
Adj. Flow (vph) 47 562 92 190 905 59 89 53 68 86 120 139
Lane Group Flow (vph) 47 654 0 190 964 0 89 121 0 86 259 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s) 11.0 31.0 0.0 19.0 39.0 0.0 12.0 29.0 0.0 11.0 28.0 0.0
Total Split 12.2% 34.4% 0.0% 21.1 % 43.3% 0.0% 13.3% 32.2% 0.0% 12.2% 31.1 % 0.0%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None Max None Max
Act Effct Green (s) 26.5 21.6 33.1 27.3 31.5 26.6 30.4 26.1
Actuated g/C Ratio 0.33 0.28 0.42 0.36 0.40 0.35 0.39 0.34
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Manara Academy TIA 2009 - Background + Manara 350 - AM Peak Hour
Lanes, VolumeS, Timings 3: Sandy Lake Road & Heartz Road
~ ~ ~ ~ ~ t r~ ~ 1 ~
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.20 0.65 0.55 0.76 0.22 0.19 0.16 0.41
Control Delay 14.7 27.7 19.3 26.5 17.0 13.1 16.5 21.2
Queue Delay ~ 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 ~
Total Delay 14.7 27.7 19.3 26.5 17.0 13.1 16.5 21.2
LOS B C B C B B B C
Approach Delay 26.8 25.3 14.8 20.0
Approach LOS C C ~ B C
Stops(vph) 26 475 97 718 48 40 47 140
Fuel Used(gal) 1 11 3 18 ~ 1 1 1 3
CO Emissions (g/hr) 41 758 196 1241 63 70 62 202
NOx Emissions (g/hr) 8 148 38 241 ~ 12 14 12 39 ~
VOC Emissions (g/hr) 9 176 46 288 15 16 14 47
Dilemma Vehicles 0 36 0 55 0 0 0 0 ~
Queue Length 50th (ft) 13 150 56 234 27 20 26 83
Queue Length 95th (ft) 30 218 95 307 62 64 60 168 ~
Internal Link Dist (ft) 603 903 471 508
Tum Bay Length (ft) 200 200 200 200 ~
Base Capacity (vph) 245 1195 415 1497 409 641 538 628 ,
Starvation Cap Reductn 0 0 0 0 0 0 0 0 ~
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 ~
Reduced v/c Ratio 0.19 0.55 0.46 0.64 0.22 0.19 0.16 0.41
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 76.1
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.76
Intersection Signal Delay: 24.1 Intersection LOS: C
Intersection Capacity Utilization 59.6% ICU Level of Service B F ~
Analysis Period (min) 15
Splits and Phases: 3: Sandy Lake Road & Heartz Road
~ 01 I m2 ~ 03 ~ e4
05 1 as ~ 0~ ~s ,
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Manara Academy TIA 2009 - Background + Manara 350 - AM Peak Hour
HCM Unsignalized Intersection Capacit_y Analysis 2: Manara Entry & Heartz Road
~ ~ t 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Sign Control Stop Free Free 3,.,~~_.,__ „ ,_;e _ - _ -
Grade 0% 0% 0%
Volume (veh/h) 0 0 194 69 104 266
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 0 0 211 75 113 289
Pedestrians
Lane Width (ft) _
Walking Speed (fUs)
Percent Blockage ~
Right turn flare (veh)
Median type None ~
Median storage veh)
Upstream signal (ft) ~T ~ 551
pX, platoon unblocked 0.96
vC, conflicting volume 764 248 286 rt
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 753 248 286
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 100 100 91
cM capacity (veh/h) 329 790 1276 . _ . . 'r~t~~°~~.~~;.j. .t~
Direction, Lane # NB 1 SB 1
Volume Total 286 402
Volume Left 0 113
g , . _ . -
Volume Ri ht 75 0 '
cSH 1700 1276
Volume to Capacity 0.17 0.09
Queue Length 95th (ft) 0 7
Control Delay (s) 0.0 2.9
Lane LOS A
Approach Delay (s) 0.0 2.9
A roach LOS
pp
Intersection Summary
Average Delay 1.7
Intersection Capacity Utilization 40.8% ICU Level of Service _ A
Analysis Period (min) 15 4
=;;r. ~
,r :
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Manara Academy TIA 2009 - Background + Manara 350 - AM Peak Hour
HCM Unsignalized Intersection Capacity Anal_ysis 3: Manara Exit & Heartz Road
~ ~ r' l
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations ~
Sign Controt Stop Free Free _ _ _ _ _ _ ~=_9~a_;
Grade 0% 0% 0%
Volume (veh/h) 71 71 192 0 0 266 -
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 77 77 209 0 0 289
Pedestrians
Lane Width (ft)
Walking Speed (fUs)
Percent Blockage ~ ' ~
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 'Y~' ' " 711 .
pX, platoon unblocked
vC, conflicting volume 498 209 209
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 498 209 209
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free °/a 85 91 100
*b d s~ ^"~c~?,,4w~!a
cM capacity (veh/h) 532 832 1362 ~ -
Direction, Lane # WB 1 W8 2 NB 1,SB 1
Volume Total 77 77 209 289
Volume Left 77 0 0 0
Volume Right 0 77 0 0 _ . , ~ ~.:-z.~;,
cSH 532 832 1700 1700
Volume to Capacity 0.15 0.09 0.12 0.17
Queue Length 95th (ft) 13 8 0 0
Control Delay (s) 12.9 9.8 0.0 0.0
Lane LOS B A
Approach Delay (s) 11.3 0.0 0.0
Approach LOS B
Intersection Summary
Average Delay 2.7
Intersection Capacity Utilization 24.6% ICU Level of Service _ A
.
Analysis Period (min) 15
- m
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Manara Academy TIA 2009 - Background + Manara 350 - AM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
~ ~ ~ ~ ~ ~
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations a' ?~r
Sign Control Stop Stop Stop
Volume (vph) 70 91 156 217 143 284
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 76 99 170 236 155 309
Direction, Lane # EB 1 WB 1 SB 1
Volume Total (vph) 175 405 464
Volume Left (vph) 76 0 155 , . . . ,;@~,n<~, .~.~.~„a.~..
Volume Right (vph) 0 236 309
Hadj (s) 0.12 -0.32 -0.30
k; I
Departure Headway (s) 6.0 5.2 5.2
Degree Utilization, x 0.29 0.59 0.67 -
Capacity (veh/h) 552 657 665
Control Delay (s) 11.4 15.3 17.8
Approach Delay (s) 11.4 15.3 17.8
Approach LOS B C C
Intersection Summary
Delay 15.8
HCM Level of Service C
Intersection Capacity Utilization 65.6% ICU Level of Service C
Analysis Period (min) 15
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 3
Manara Academy TIA 2009 - Background + Manara 350 - School Pickup Peak Hour (3-4PM)
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
~ ~ ~ ~ ~ ~ I I~ ~
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations ~ ~ ~ ~
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade 0% 0% 0% 0%
Storage Length (ft) 200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Tuming Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.986 0.983 0.917 0.910
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1770 3490 0 1770 3479 0 1770 1708 0 1770 1695 0
Flt Permitted 0.285 0.222 0.636 0.590
Satd. Flow (perm) 531 3490 0 414 3479 0 1185 1708 0 1099 1695 0
Right Tum on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 13 17 66 77
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 40 40 30 30
Link Distance (ft) 683 983 551 588
Travel Time (s) 11.6 16.8 12.5 13.4
Volume (vph) 56 584 62 83 554 69 64 63 78 55 48 71
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Blook TraffiC 0% 0% 0% 0%
Adj. Flow (vph) 61 635 67 90 602 75 70 68 85 60 52 77
Lane Group Flow (vph) 61 702 0 90 677 0 70 153 0 60 129 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6 ,
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s) 14.0 34.0 0.0 16.0 36.0 0.0 14.0 26.0 0.0 14.0 26.0 0.0
Total Split 15.6% 37.8% 0.0% 17.8% 40.0% 0.0% 15.6% 28.9% 0.0% 15.6% 28.9% 0.0%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
l.ead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes ~
Recall Mode None None None None None Max None Max
Act Effct Green (s) 22.4 18.7 23.4 19.2 27.6 24.5 27.2 24.3
Actuated g/C Ratio 0.33 0.29 0.34 0.30 0.41 0.38 0.40 0.38
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - School Pickup Peak Hour ~A~N1~ 6 Report
Kimley Horn Page 1
Manara Academy TIA 2009 - Background + Manara 350 - School Pickup Peak Hour (3-4PM)
1: Sand Lake Road & Heartz Road
Lanes, Volumes, Timin s Y
9
~ ^`i ~ ~ ~ ~ I ~ i ~
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.20 0.68 0.31 0.64 0.13 0.22 0.12 0.19
Control Delay 13.9 24.8 15.3 23.2 14.2 14.5 14.1 12.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 OA
Total Delay 13.9 24.8 15.3 23.2 14.2 14.5 14.1 12.0
LOS B C B C B B B B ~
Approach Delay 23.9 22.2 14.4 12.7
Approach LOS C C _ B B ~
Stops(vph) 32 507 45 473 37 60 32 41
Fuel Used(gal) 1 11 1 12 1 1 1 1 ~
CO Emissions (g/hr) 51 785 88 821 46 95 41 74
NOx Emissions (g/hr) 10 153 17 160 ~r 9 18 8 14 ~
VOC Emissions (g/hr) 12 182 20 190 11 22 10 17
Dilemma Vehicles 0 47 ~ 0 45 0 0 0 0
Queue Length 50th (ft) 15 147 23 137 17 29 15 17
Queue Length 95th (ft) 37 222 50 206 49 87 43 66
Internal Link Dist (ft) 603 903 471 508
Tum Bay Length (ft) 200 200 200 200 ~
Base Capacity (vph) 359 1444 379 1504 560 695 533 692
Starvation Cap Reductn 0 0 0 0 ~ 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 ~
Reduced v/c Ratio 0.17 0.49 0.24 0.45 0.13 0.22 0.11 0.19
Intersection Summary
Area Type: Other
Cycle Length: 90
_ _ . .
_ , . _ .
Actuated Cycle Length: 64.1
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.68 ~r',
Intersection Signal Delay: 21.1 Intersection LOS: C
Intersection Capacity Utilization 47.5% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
~ 01 I m2 ~ m3 "M' e4
~1---
'~1 0s ~ 0s 0~ 0s
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - School Pickup Peak Hour ~r~~ 6 Report
Kimley Horn Page 2
~
Manara Academy TIA 2009 - Background + Manara 350 - School Pickup Peak Hour (3-4PM)
HCM Unsignalized Intersection Capacity Analysis 2: Manara Entry & Heartz Road
~ ~ T ~ ~ ~
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations a'
Sign Control Stop Free Free _ _
Grade 0% 0% 0%
Volume (veh/h) 0 0 205 40 59 134
~ Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hou?iy flow rate (vph) 0 0 223 43 64 146
Pedestrians
Lane Width (ft) ^
Walking Speed (ft/s)
Percent Blockage ~
Right turn flare (veh)
Median type None ~
Median storage veh)
Upstream signal (ft) ` : . ~ ~ " 551 ;
pX, platoon unblocked
vC, conflicting volume 518 245 266
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 518 245 266 ,
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 100 100 95
cM capacity (veh/h) 492 794 1298 r_., .:rr ~ r : ~:r 3 . . - _ -
Direction, Lane # NB 1 SB 1
Volume Total 266 210 I
Volume Left 0 64
Volume Right 43 0 . . _ _ _ . _ _
- - v+~=-._ ~-yy~n sl..:.~a-:.~.,~.~.°s mi~ - -~w..~:.=.:
cSH 1700 1298
Volume to Capacity 0.16 0.05
Queue Length 95th (ft) 0 4
Control Delay (s) 0.0 2.7
Lane LOS A
Approach Delay (s) 0.0 2.7
Approach LOS
Intersection Summary
Average Delay 1.2
Intersection Capacity Utilization 30.2% ICU Level of Service ~ A _~>,.~n,~,,,,~~._~.
Analysis Period (min) 15
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - School Pickup Peak Hour ~1€t~ 6 Report
Kimley Horn Page 1
Manara Academy TIA 2009 - Background + Manara 350 - School Pickup Peak Hour (3-4PM)
HCM Unsignalized Intersection Capacity Analysis 3: Manara Exit & Heartz Road
~ ~ t ~ 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations ~ ~ ~
Sign Control Stop Free Free _ ; . - _ : - _
Grade 0% 0% 0%
Volume (veh/h) 55 56 189 0 0 134
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 60 61 205 0 0 146
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage ~
~ Right turn flare (veh)
n -
Median e No e
tYp
-
Median storage veh)
Upstream signal (ft) ~ 711
pX, platoon unblocked
vC, conflicting volume 351 205 205
vC1, stage 1 conf vol
vC2, stage 2 conf vol ~
vCu, unblocked vol 351 205 205
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2 _
p0 queue free % 91 93 100 ~
a..xu, , :~r 7-~
cM capacity (veh/h) 646 835 1366
Direction, Lane # WB 1 WB 2 NB 1 SB 1
Volume Total 60 61 205 146
Volume Left 60 0 0 0
Volume Right 0 61 0 0 . . . ~
cSH 646 835 1700 1700
Volume to Capacity 0.09 0.07 0.12 0.09
Queue Length 95th (ft) 8 6 0 0
Control Delay (s) 11.1 9.6 0.0 0.0
Lane LOS B A
Approach Delay (s) 10.4 0.0 0.0
Approach LOS B
Intersection Summary
I Average Delay 2.7
Intersection Capacity Utilization 20.1% ICU Level of Service a. A ~s;,~;~,,,,.~,__~~;
Analysis Period (min) 15
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - School Pickup Peak Hour ~jd~ 6 Report
Kimley Horn Page 2
Manara Academy TIA 2009 - Background + Manara 350 - School Pickup Peak Hour (3-4PM)
HCM Unsignalized Intersection Capacity Anal_ysis 4: Bethel School Road & Heartz Road
~ ~ ~ ~ ~ ~
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations ~
Sign Control Stop Stop Stop ~
Volume (vph) 104 120 125 90 120 120
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 113 130 136 98 130 130
Direction, Lane # EB 1 WB 1 SB 1
Volume Total (vph) 243 234 261
Volume Left (vph) 113 0 130 ~ f.~ .z.~, _ . , ..~,__e.
, Volume Right (vph) 0 98 130
Hadj (s) 0.13 -0.22 -0.17
Departure Headway (s) 5.0 4.7 4.9
Degree Utilization, x 0.34 0.30 0.35
Capacity (veh/h) 677 720 688
Control Delay (s) 10.6 9.7 10.5 . . _ _
Approach Delay (s) 10.6 9.7 10.5
Approach LOS B A B
Intersection Summary
Delay 10.3
HCM Level of Service B
Intersection Capacity Utitization 48.1% ICU Level of Service ~ A -~~j~
Analysis Period (min) 15
. ~,:;~~A~- :~;:.~~~1
I~',
~
il
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - School Pickup Peak Hour ~}d~ 6 Report
Kimley Horn Page 3
Manara Academy TIA 2009 - Background + Manara 350 - PM Peak Hour
Lanes, Volumes, Timinqs 1: Sandy Lake Road & Heartz Road
~ ~ t r~ ~ 1 ~
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations ~ ~ ~ ~
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade 0% 0% 0% 0%
Storage Length (ft) 200 0 200 0 200 0 200 0
~ Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Tuming Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.990 0.987 0.920 0.908
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1770 3504 0 1770 3493 0 1770 1714 0 1770 1691 0
Flt Permitted 0.158 0.231 0.545 0.425
Satd. Flow (perm) 294 3504 0 430 3493 0 1015 1714 0 792 1691 0
Right Tum on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 10 13 57 82
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 40 40 30 30
Link Distance (ft) 683 983 551 588
Travel Time (s) 11.6 16.8 12.5 13.4
Volume (vph) 117 729 51 69 747 73 65 91 103 85 64 103
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles 2% 2% 2% 2% 2% 2% 2% 2% 2% 2°/a 2% 2%
Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Block Traffic 0% 0% 0% 0%
Adj. Flow (vph) 127 792 55 75 812 79 71 99 112 92 70 112
Lane Group Flow (vph) 127 847 0 75 891 0 71 211 0 92 182 0
Turn Type pm+pt pm+pt pm+pt pm+pt
~ Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 ~ 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s) 16.0 41.0 0.0 13.0 38.0 0.0 12.0 23.0 0.0 13.0 24.0 0.0
Total Split 17.8% 45.6% 0.0% 14.4% 42.2% 0.0% 13.3% 25.6% 0.0% 14.4% 26.7% 0.0%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes ~
Recall Mode None None None None None Max None Max
Act Effct Green (s) 31.9 25.1 29.2 23.8 26.0 21.4 27.0 21.9
Actuated g/C Ratio 0.43 0.35 0.39 0.33 0.35 0.30 0.36 0.30
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Manara Academy TIA 2009 - Background + Manara 350 - PM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
~ ~ ~ ~ ~ t r~ 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.42 0.69 0.25 0.77 0.17 0.39 0.24 0.32
Control Delay 14.9 23.7 12.3 27.2 18.2 22.9 18.8 17.6
Queue Delay ~ 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 ~
Total Delay 14.9 23.7 12.3 27.2 18.2 22.9 18.8 17.6
LOS B C B C B C B B ~
Approach Delay 22:5 26.1 21.7 18.0
Approach LOS C C C B ~
Stops(vph) 54 599 35 664 42 115 52 76
Fuel Used(gal) 1 13 1 17 1 2 1 2
CO Emissions (g/hr) 100 926 68 1156 53 166 70 125
NOx Emissions (g/hr) 19 180 13 225 ~ 10 32 14 24 ~
VOC Emissions (g/hr) 23 215 16 268 12 38 16 29
Dilemma Vehicles 0 50 0 53 ~ 0 0 0 0 ~
Queue Length 50th (ft) 32 180 18 199 21 62 28 39
Queue Length 95th (ft) 60 250 38 280 56 146 69 107 ~
Internal Link Dist (ft) 603 903 471 508
Turn Bay Length (ft) 200 200 `~a 200 200 ~
Base Capacity (vph) 364 1582 336 1483 438 547 409 569
Starvation Cap Reductn 0 0 0 0 0 0 0 0 ~
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.35 0.54 0.22 0.60 0.16 0.39 0.22 0.32
Intersection Summary
Area Type: Other
,
Cycle Length: 90
_ _ _
Actuated Cycle Length: 72.4
Naturaf Cycle: 60 ,
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.77 ,
Intersection Signal Delay: 23.3 Intersection LOS: C
Intersection Capacity Utilization 58.6% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
~ m1 1 02 ~ m3 m4
05 1 ms 0~ ms
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - PM Peak Hour Synchro 6 Report
Kimley Horn ' Page 2
Manara Academy TIA 2009 - Background + Manara 350 - PM Peak Hour
HCM Unsiqnalized Intersection Capacity Analysis 2: Manara Entry & Heartz Road
~ ~ T ~ ~ 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations a'
Sign Control Stop Free Free ~r,_
Grade 0% 0% 0%
Volume (veh/h) 0 0 259 10 16 168
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 0 0 282 11 17 183
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage ~~y" ~ -
Right turn flare (veh)
Median type None a
Median storage veh)
Upstream signal (ft) ` ° T 551
pX, platoon unblocked
vC, conflicting volume 504 287 292
vC1, stage 1 conf vol
vC2, stage 2 conf vol ~
vCu, unblocked vol 504 287 292
tC, single (s) 6.4 6.2 4.1 , '
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 100 100 99
cM capacity (veh/h) 520 752 1269
Direction, Lane # NB 1 SB 1
Volume Total 292 200
Volume Left 0 17
Volume Right 11 0 _ ~ . _
a- u._:
cSH 1700 1269
Volume to Capacity 0.17 0.01 ,
Queue Length 95th (ft) 0 1
Control Delay (s) 0.0 0.8 ~
Lane LOS A
Approach Delay (s) 0.0 0.8
Approach LOS
Intersection Summary
Average Delay 0.3
Intersection Capacity Utilization 25.5% ICU Level of Service ~ A .
Analysis Period (min) 15
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Manara Academy TIA 2009 - Background + Manara 350 - PM Peak Hour
HCM Unsignalized Intersection Capacity Anal_ysis 3: Manara Exit & Heartz Road
~ ~ t ~ ~ 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations ~ ~ ~
Sign Control Stop Free Free ,~,,.,,~_,~...,,,~~„~r,,~_.-..~,,.,~ -
Grade 0% 0% 0%
Volume (veh/h) 17 17 252 0 0 168
' Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 18 18 274 0 0 183
Pedestrians
Lane Width (ft)
Walking Speed (fUs)
Percent Blockage =
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) `~F~-'~ 711
pX, platoon unblocked
vC, conflicting volume 457 274 274 ,
vC1, stage 1 conf vol
vC2, stage 2 conf vol `
vCu, unblocked vol 457 274 274
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 ~ 2.2
p0 queue free °/a 97 98 100
cM capacity (veh/h) 562 765 1289 - . . . - . . ~ ~ 4
Direction, Lane # WB 1 WB 2 NB 1 SB 1
Volume Total 18 18 274 183
Volume Left 18 0 0 0
Volume Right 0 18 0 0 ,~_M,.. n..~:
cSH 562 765 1700 1700
Volume to Capacity 0.03 0.02 0.16 0.11 5
Queue Length 95th (ft) 3 2 0 0
Control Delay (s) 11.6 9.8 0.0 OA ~
l.ane LOS B A
Approach Delay (s) 10.7 0.0 0.0
Approach LOS B
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 23.3% ICU Level of Service A gr~~u.~~_,..~_
Analysis Period (min) 15
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Manara Academy TIA 2009 - Background + Manara 350 - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
~ ~ ~ ~ ~ ~
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations a' ~
Sign Control Stop Stop Stop - .
Volume (vph) 127 158 118 103 124 112
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 138 172 128 112 135 122
Direction, Lane # EB 1 WB 1 SB 1
Volume Total (vph) 310 240 257
Volume Left (vph) 138 0 135 -r,:_z,~.~ .r.F~~.:,.,.~~;:~ -
Volume Right (vph) 0 112 122
Hadj (s) 0.12 -0.25 -0.15
Departure Headway (s) 5.0 4.8 5.1
Degree Utilization, x 0.43 0.32 0.36
Capacity (veh/h) 679 708 648
Control Detay (s) 11.8 10.0 11.0 , r. _ _ _ .
Approach Delay (s) 11.8 10.0 11.0
Approach LOS B A B
Intersection Summary
Delay 11.0
HCM Level of Service B
Intersection Capacity Utilization 51.6% ICU Level of Service i.~ A
Analysis Period (min) 15
Manara Academy TIA 5/11/2009 2009 - Background + Manara 350 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 3
~ and Assoaa~s, Inc.
SynchroTM Output - 2012 Background Traffic
~
,
,
. ~
i
i
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Manara Academy TIA & TMP, Coppell, Texas '
May 2009
,
Manara Academy TIA 2012 - Background - AM Peak Hour
Lanes, VOlumes, Tlminqs 1: Sandy Lake Road & Heartz Road
~ ~ ~ ~ ~ T r~ 1 ~
Lane Group EBL EBT EBR WBL WBT WBR NBI. NBT NBR SBL SBT SBR
Lane Configurations ~ ~ '~'~r ~ ~
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade 0% 0% 0% 0°/a
Storage Length (ft) 200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Tuming Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.991 0.991 0.925 0.913
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1770 3507 0 1770 3507 0 1770 1723 0 1770 1701 0
Flt Permitted 0.174 0.270 0.438 0.590
Satd. Flow (perm) 324 3507 0 503 3507 0 816 1723 0 1099 1701 0
Right Tum on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 8 9 52 73
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 40 40 30 30
Link Distance (ft) 683 983 551 588
Travel Time (s) 11.6 16.8 12.5 13.4
Volume (vph) 44 533 34 144 858 56 40 63 63 81 96 132
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Blo~k T~affiC 0% 0% 0% 0%
Adj. Flow (vph) 48 579 37 157 933 61 43 68 68 88 104 143
Lane Group Flow (vph) 48 616 0 157 994 0 43 136 0 88 247 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6 ~
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s) 12.0 36.0 0.0 17.0 41.0 0.0 11.0 25.0 0.0 12.0 26.0 0.0
TOtal Split 13.3% 40.0% 0.0% 18.9% 45.6% 0.0% 12.2% 27.8% 0.0% 13.3% 28.9% 0.0%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 _
, Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None Max None Max
Act Effct Green (s) 27.9 22.8 32.6 27.1 27.0 23.0 29.3 25.9
Actuated g/C Ratio 0.36 0.31 0.43 0.37 0.35 0.31 0.39 0.35
Manara Academy TIA 5/11/2009 2012 - Background - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
f
Manara Academy TIA 2012 - Background - AM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
~ ~ ~ ~ ~ ~ ~ T ~ ~ 1 ~
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.19 0.56 0.42 0.76 0.12 0.24 0.18 0.38
Control Delay 12.9 23.6 14.9 24.8 17.9 18.6 17.7 19.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 OA 0.0 OA
Total Delay 12.9 23.6 14.9 24.8 17.9 18.6 17.7 19.7
LOS B C B C B B B B
Approach Delay 22.8 23.5 18.4 19.2
Approach LOS C ~ C B B ~
Stops (vph) 24 424 72 726 26 63 48 122
Fuel Used(gal) 1 10 2 18 1 4 1 3 ~
CO Emissions (g/hr) 39 665 147 1248 96 295 65 183
NOx Emissions (g/hr) 8 129 29 243 19 57 13 36 ~
VOC Emissions (g/hr) 9 154 34 289 22 68 15 43
Dilemma Vehicles 0 35 ,~r: 0 59 0 0 0 0 ~
Queue Length 50th (ft) 12 130 42 230 13 33 27 71
Queue Length 95th (ft) 28 188 73 307 38 88 65 160 ~
Internal Link Dist (ft) 603 903 471 508
Tum Bay Length (ft) 200 200 200 200
Base Capacity (vph) 272 1405 427 1601 376 578 497 650
Starvation Cap Reductn 0 0 0 0 ~ 0 0 0 0 ~
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 ~
Reduced v/c Ratio 0.18 0.44 0.37 0.62 0.11 0.24 0.18 0.38
Intersection Summary
Area Type: Other
Cycle Length: 90 _
a~..._. _ _ , .
. _
Actuated Cycle Length: 73.1
Natural Cycle: 60
_ . ~
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.76
Intersection Signal Delay: 22.3 Intersection LOS: C
Intersection Capacity Utilization 58.6% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
y m1 I 02 ~ m3 e4
~
~1 05 j 0s m~ ms
Manara Academy TIA 5/11/2009 2012 - Background - AM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Manara Academy TIA 2012 - Background - AM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
~ ~ ~ ~ ~ ~
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations a' ~
Sign Control Stop Stop Stop _ ~
Volume (vph) 28 94 161 197 126 241
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 30 102 175 214 137 262
Direction, Lane # EB 1 WB 1 SB 1
Volume Total (vph) 133 389 399
Volume Left (vph) 30 0 137 -,~.,.r;~,,;~_ .-,~3i3R.r~ , r,~..~~.:~.~.~n
Volume Right (vph) 0 214 262
Hadj (s) 0.08 -0.30 -0.29
Departure Headway (s) 5.6 4.9 4.9
Degree Utilization, x 0.21 0.53 0.55
Capacity (veh/h) 586 700 687
Control Delay (s) 10.1 13.2 13.8 ~
_ . - - .
Approach Delay (s) 10.1 13.2 13.8
Approach LOS B B B
Intersection Summary
Delay 13.0
HCM Level of Service B
Intersection Capacity Utilization 57.8% ICU Level of Service B ~
Analysis Period (min) 15
~ - o, .e . . _
I •
Manara Academy TIA 5/11/2009 2012 - Background - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Manara Academy TIA 2012 - Background - School Pickup Peak Hour (3-4PM)
Lanes, Volumes, Timinqs 1: Sandy Lake Road & Heartz Road
~ r ~ ~ T r~ 1 ~
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations ~ ~ ~ ~
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade 0°/a 0% 0% 0%
Storage Length (ft) 200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Tuming Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.992 0.983 0.923 0.902
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1770 3511 0 1770 3479 0 1770 1719 0 1770 1680 0
Flt Permitted 0.248 0.252 0.679 0.591
Satd. Flow (perm) 462 3511 0 469 3479 0 1265 1719 0 1101 1680 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 7 16 55 79
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 40 40 30 30
Link Distance (ft) 683 983 551 588
Travel Time (s) 11.6 16.8 12.5 13.4
Volume (vph) 58 602 34 65 571 71 32 59 63 57 39 73
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles 2% 2% 2% 2% 2% 2°/a 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Block Traffic 0% 0% 0% 0%
Adj. Flow (vph) 63 654 37 71 621 77 35 64 68 62 42 79
Lane Group Flow (vph) 63 691 0 71 698 0 35 132 0 62 121 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s) 16.0 35.0 0.0 16.0 35.0 0.0 14.0 24.0 0.0 15.0 25.0 0.0
Total Split 17.8% 38.9% 0.0% 17.8% 38.9% 0.0% 15.6% 26.7% 0.0% 16.7% 27.8% 0.0%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes ~
Recall Mode None None None None None Max None Max
Act Effct Green (s) 21.1 17.4 21.4 17.5 25.3 22.8 26.7 25.1
Actuated g/C Ratio 0.33 0.29 0.33 0.29 0.38 0.38 0.41 0.41
Manara Academy TIA 5/11/2009 2012 - Background - School Pickup Peak Hour (3-4PM) Synchro 6 Report
Kimley Horn Page 1
Manara Academy TIA 2012 - Background - School Pickup Peak Hour (3-4PM)
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
~ ~ ~ ~ ~ t r~ 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.22 0.68 0.24 0.69 0.07 0.19 0.12 0.16
Control Delay 13.5 23.9 13.7 23.6 14.3 14.6 13.6 10.1
Queue Delay ~ 0.0 0.0 0.0 0.0 0.0 0.0 0.0 OA
Total Delay 13.5 23.9 13.7 23.6 14.3 14.6 13.6 10.1
LOS B C B C B B B B
Approach Delay 23.0 22.7 14.6 11.3
Approach LOS C C ~ B B F,~
Stops (vph) 32 503 36 501 21 55 33 34
Fuel Used(gal) 1 11 ~ 1 12 ~ 1 4 1 1
CO Emissions (g/hr) 52 768 68 859 76 277 42 65
NOx Emissions (g/hr) 10 149 ~ 13 167 ~ 15 54 8 13
VOC Emissions (g/hr) 12 178 16 199 18 64 10 15
Dilemma Vehicles 0 49 0 49 0 0 0 0
Queue Length 50th (ft) 15 136 17 136 8 24 14 10
Queue Length 95th (ft) 36 205 ~ 39 204 ~l 28 76 42 57 ~
Internal Link Dist (ft) 603 903 471 508
Tum Bay Length (ft) 200 200 200 200 ~
Base Capacity (vph) 394 1516 396 1510 556 680 551 740
Starvation Cap Reductn 0 0 0 0 ~ 0 0 0 0 ~
Spillback Cap Reductn 0 0 0 0 0 0 0 0 ,
Storage Cap Reductn 0 0 0 0 0 0 0 0 ~
Reduced v/c Ratio 0.16 0.46 0.18 0.46 0.06 0.19 0.11 0.16
Intersection Summary
Area Type: Other
Cycle Length: 90 :
_ - - - _ _,_---n . . ~ .
Actuated Cycle Length: 60.7
Natural Cycle: 60 '
_ .
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.69
Intersection Signal Delay: 21.0 Intersection LOS: C
Intersection Capacity Utilization 45.0% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 1: Sand Lake Road & Heartz Road
~ 01 1 e2 ~ 03 m4
`1 m5 1 ms 0~ 0e
Manara Academy TIA 5/11/2009 2012 - Background - School Pickup Peak Hour (3-4PM) Synchro 6 Report
Kimley Horn Page 2
Manara Academy TIA 2012 - Background - School Pickup Peak Hour (3-4PM)
HCM Unsiqnalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
~ ~ ~ Z ~ ~
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations a' ~
Sign Control Stop Stop Stop - -
Volume (vph) 81 124 129 77 106 84
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 88 135 140 84 115 91
Direction, Lane # EB 1 WB 1 SB 1
Volume Total (vph) 223 224 207
Volume Left (vph) 88 0 115 ~ ~ , _ . , _ . : _ _ ~
Volume Right (vph) 0 84 91
Hadj (s) 0.11 -0.19 -0.12
Departure Headway (s) 4.8 4.5 4.8
Degree Utilization, x 0.30 0.28 0.28
Capacity (veh/h) 706 752 694
Control Delay (s) 9.9 9.3 9.7 .
_ . _ _ _
Approach Delay (s) 9.9 9.3 9.7
Approach LOS A A A
Intersection Summary
Delay 9.6
HCM Level of Service A
Intersection Capacity Utilization 43.5°/a ICU Level of Service A ~
Analysis Period (min) 15
.
Manara Academy TIA 5/11/2009 2012 - Background - School Pickup Peak Hour (3-4PM) Synchro 6 Report
Kimley Horn Page 1
Manara Academy TIA 2012 - Background - PM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
~ ~ ~ t ~ 1 ~
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations ~ ~ ~ ~
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade 0% 0% 0% 0%
Storage Length (ft) 200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Tuming Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.992 0.987 0.921 0.906
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1770 3511 0 1770 3493 0 1770 1716 0 1770 1688 0
Flt Permitted 0.142 0.236 0.552 0.440
Satd. Flow (perm) 265 3511 0 440 3493 0 1028 1716 0 820 1688 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 8 13 57 88
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 40 40 30 30
Link Distance (ft) 683 983 551 588
Travel Time (s) 11.6 16.8 12.5 13.4
Volume (vph) 121 751 44 66 770 75 57 92 101 88 63 106
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Block Traffic 0% 0% 0% 0%
Adj. Flow (vph) 132 816 48 72 837 82 62 100 110 96 68 115
Lane Group Flow (vph) 132 864 0 72 919 0 62 210 0 96 183 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 Z 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s) 16.0 42.0 0.0 12.0 38.0 0.0 11.0 24.0 0.0 12.0 25.0 0.0
Total Split 17.8% 46.7% 0.0% 13.3% 42.2% 0.0% 12.2% 26.7% 0.0% 13.3% 27.8% 0.0%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead ~ag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes ';l~
Recall Mode None None None None None Max None Max
Act Effct Green (s) 33.3 26.2 29.7 24.5 26.3 22.2 28.3 24.9
Actuated g/C Ratio 0.44 0.36 0.39 0.33 0.34 0.30 0.37 0.34
Manara Academy TIA 5/11/2009 2012 - Background - PM Peak Ffour Synchro 6 Report
Kimley Horn Page 1
Manara Academy TIA 2012 - Background - PM Peak Hour
Lanes, Volumes, Timinqs 1: Sandy Lake Road & Heartz Road
I ~ ~ ~r ~ ~ ""1 I ~ ~
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR__ SBL SBT SBR
v/c Ratio 0.45 0.69 0.24 0.79 0.15 0.38 0.24 0.29
Control Delay 15.5 23.4 12.3 27.9 18.9 22.6 19.2 16.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 ~
Total Delay 15.5 23.4 12.3 27.9 18.9 22.6 19.2 16.0
LOS B C B C B C B B
Approach Delay 22.3 26.8 21.7 17.1
Approach LOS C C C B
Stops(vph) 57 607 33 691 38 113 55 72
Fuel Used(gal) 2 13 1 17 2 7 1 2
CO Emissions (g/hr) 105 939 65 1204 139 473 73 120
NOx Emissions (g/hr) 20 183 ~ 13 234 27 92 14 23
VOC Emissions (g/hr) 24 218 15 279 32 110 17 28
Dilemma Vehicles 0 50 0 54 0 0 0 0 ~
Queue Length 50th (ft) 34 187 18 211 19 63 30 37
Queue Length 95th (ft) 61 250 37 294 51 144 71 104
Internal Link Dist (ft) 603 903 471 508
Turn Bay Length (ft) 200 200 200 200
Base Capacity (vph) 354 1601 318 1471 416 556 406 628
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 ~
Reduced v/c Ratio 0.37 0.54 0.23 0.62 0.15 0.38 0.24 0.29
InterseGtion Summary
Area Type: Other
Cycle Length: 90 _
. , _ .
Actuated Cycle Length: 73.7
Natural Cycle: 60 _ _ . . _ ,
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.79 ~r; ,
Intersection Signal Delay: 23.4 Intersection LOS: C
Intersection Capacity Utilization 59.6% ICU l.evel of Service B
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
~ 01 I m2 ~ 03 e4
~1 ms 0s 0~ ms
Manara Academy TIA 5/11/2009 2012 - Background - PM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Manara Academy TIA 2012 - Background - PM Peak Hour
HCM Unsiqnalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
~ ~ ~ ~ ~ ~
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations a' ~
Sign Control Stop Stop Stop _ - . . _ , . .
Volume (vph) 125 163 122 102 123 103
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 136 177 133 111 134 112
Direction, Lane # EB 1 WB 1 SB 1
Volume Total (vph) 313 243 246
Volume Left (vph) 136 0 134 _ _ _
Volume Right (vph) 0 111 112
Hadj (s) 0.12 -0.24 -0.13
Departure Headway (s) 5.0 4.8 5.1
Degree Utitization, x 0.44 0.32 0.35
Capacity (veh/h) 683 712 644 •
Control Delay (s) 11.8 10.0 10.8
r~_ ~ . .
Approach Delay (s) 11.8 10.0 10.8
_
Approach LOS B A B
Intersection Summary
Delay 11.0
HCM Level of Service B
Intersection Capacity Utilization 51.3% ICU Level of Service A ~
Analysis Period (min) 15
:,P~~~~~~
Manara Academy TIA 5/11/2009 2012 - Background - PM Peak Hour Synchro 6 Report
Kimley Horn Page 1
~y_~,
_ ~,d,~~s,~~.
SynchroTM Output
2012 Background Plus 500-Student School Traffic
Manara Academy TIA & TMP, Coppell, Texas
May 2009
Manara Academy TIA 2012 - Background + Manara 500 - AM Peak Hour
Lanes, VOlumes, Tlmings 1: Sandy Lake Road & Heartz Road
~ ~ ~ ~ ~ T ~ l
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations ~ ~ ~ ~
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade 0°/a 0% 0% 0%
Storage l.ength (ft) 200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Tuming Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
~ Frt 0.975 0.991 0.914 0.922
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1770 3451 0 1770 3507 0 1770 1703 0 1770 1717 0
Flt Permitted 0.174 0.228 0.386 0.588
Satd. Flow (perm) 324 3451 0 425 3507 0 719 1703 0 1095 1717 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 29 9 71 57
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 40 40 30 30
Link Distance (ft) 683 983 551 588
Travel Time (s) 11.6 16.8 12.5 13.4
Volume (vph) 44 533 108 194 858 56 101 53 73 81 121 132
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth FaCtor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Heavy Vehicles 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-Block Traffic 0% 0% 0% 0%
Adj. Flow (vph) 48 579 117 211 933 61 110 58 79 88 132 143
Lane Group Flow (vph) 48 696 0 211 994 0 110 137 0 88 275 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6 ~
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s) 12.0 36.0 0.0 17.0 41.0 0.0 11.0 25.0 0.0 12.0 26.0 0.0
Total Split 13.3% 40.0% 0.0% 18.9% 45.6% 0.0% 12.2% 27.8% 0.0% 13.3% 28.9% 0.0%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes ~
Recall Mode None None None None None Max None Max
Act Effct Green (s) 28.7 21.8 36.3 30.3 27.4 22.5 28.3 22.9
Actuated g/C Ratio 0.36 0.29 0.48 0.40 0.35 0.30 0.36 0.30
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
- -
~ Manara Academy TIA 2012 Background Manara 500 AM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
~ ~ ~ ~ r ~ T ~ 1 ~
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.20 0.69 0.54 0.71 0.32 0.25 0.19 0.49
Control Delay 13.2 26.7 17.0 23.2 19.7 15.5 17.9 24.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 13.2 26.7 17.0 23.2 19.7 15.5 17.9 24.1
LOS B C B C B B B C
Approach Delay 25.9 22.2 17.4 22.6
Approach LOS C C B C ~
Stops (vph) 25 500 100 712 64 52 49 163
Fue~ Used(gal) 1 11 3 17 ~ 1 1 1 3
CO Emissions (g/hr) 40 794 206 1217 83 86 66 231
NOx Emissions (g/hr) 8 155 40 237 16 17 13 45 ~
VOC Emissions (g/hr) 9 184 48 282 19 20 15 53
Dilemma Vehicles 0 39 ~ 0 56 0 0 0 0
Queue Length 50th (ft) 12 152 58 229 34 26 27 92
Queue Length 95th (ft) 28 213 ~ 97 307 79 79 65 192
Internal Link Dist (ft) 603 903 471 508
Tum Bay Length (ft) 200 200 200 200
Base Capacity (vph) 266 1322 425 1596 348 555 468 559
Starvation Cap Reductn 0 0 0 0 `r 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 ~
Reduced v/c Ratio 0.18 0.53 0.50 0.62 0.32 0.25 0.19 0.49
Intersection Summary
Area Type: Other
Cycle Length: 90 _
_ ~ , .
Actuated Cycle Length: 75.8
Natural Cycle: 60 ~
. _ .
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.71
Intersection Signal Delay: 22.8 Intersection LOS: C
Intersection Capacity Utilization 62.3% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
~ 01 I 02 ~ m3 m4
~
'~1 0s j ms 0~ ms
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Manara Academy TIA 2012 - Background + Manara 500 - AM Peak Hour
HCM Unsignalized Intersection Capacity Anal_ysis 2: Manara Entry & Heartz Road
~ t 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations a'
Sign Control Stop Free Free „~_,~~T -
Grade 0% 0% 0%
Volume (veh/h) 0 0 228 99 149 274
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 ~
Hourly flow rate (vph) 0 0 248 108 162 298 -
Pedestrians
Lane Width (ft) _
Walking Speed (fUs)
Percent Blockage ~
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 551
pX, platoon unblocked 0.95
vC, conflicting volume 923 302 355
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 919 302 355
tC, single (s) 6.4 6.2 4.1 ,
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 100 100 87
cM capacity (veh/h) 247 738 1203 ~r ~ ~ °
Direction, Lane # NB 1 SB 1
Volume Total 355 460
Volume Left 0 162
Volume Right 108 0 -=-~y.,~:.~ ~ ~~t
- _ _
cSH 1700 1203
Volume to Capacity 0.21 0.13
Queue Length 95th (ft) 0 12
Control Delay (s) 0.0 3.9
Lane LOS A
Approach Delay (s) 0.0 3.9 - - -
Approach LOS
Intersection Summary
Average Delay 2.2
' Intersection Capacity Utilization 47.4% ICU Level of Service A _ =,.~~d__:;~-,.
Analysis Period (min) 15
, ~
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Manara Academy TIA 2012 - Background + Manara 500 - AM Peak Hour
HCM Unsignalized Intersection Capacity Anal_ysis 3: Manara Exit & Heartz Road
~ t T ~ ~ ~
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations ~ ~ ~
Sign Control Stop Free Free • - -
Grade 0% 0% 0%
Volume (veh/h) 101 101 226 0 0 274
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 110 110 246 0 0 298
Pedestrians
Lane W idth (ft) ,
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None ~
Median storage veh)
Upstream signal (ft) " 711
pX, platoon unblocked
vC, conflicting volume 543 246 246
. . vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 543 246 246
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 78 86 100
;
cM capacity (veh/h) 500 793 1320 ~
Direction, Lane # WB 1 WB 2 NB 1 SB 1 `
Volume Total 110 110 246 298
Volume Left 110 0 0 0
Volume Right 0 110 0 0 y:.:..;. . , ~ , . . . ~ , _
~
cSH 500 793 1700 1700
Volume to Capacity 0.22 0.14 0.14 0.18
Queue Length 95th (ft) 21 12 0 0
Control Delay (s) 14.2 10.3 0.0 0.0
Lane LOS B B
Approach Delay (s) 12.2 0.0 0.0 = - - _
Approach LOS B
Irrtersection Summary
Average Delay 3.5
Intersection Capacity Utilization 26.7% ICU Level of Service A
Analysis Period (min) 15
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Manara Academy TIA 2012 - Background + Manara 500 - AM Peak Hour
HCM Unsiqnalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
~ 't~
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations a' '~r ~
Sign Control Stop Stop Stop ,
Volume (vph) 90 94 161 234 156 312
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 98 102 175 254 170 339
Direction, Lane # EB 1 WB 1 SB 1
Volume Total (vph) 200 429 509
Volume Left (vph) 98 0 170 a~~~ ~ yo,~;_,~„_~ ~,~„a.
Volume Right (vph) 0 254 339
Hadj (s) 0.13 -0.32 -0.30
Departure Headway (s) 6.3 5.4 5.4
Degree Utilization, x 0.35 0.65 0.76
Capacity (veh/h) 529 631 649
Control Delay (s) 12.5 17.9 23.0 ~ _
Approach Delay (s) 12.5 17.9 23.0 ~
Approach LOS B C C
Intersection Summary
Delay 19.2
HCM Level of Service C
_
Intersection Capacity Utilization 70.6% ICU Level of Service C
Analysis Period (min) 15
rr.. ~A
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - AM Peak Hour Synchro 6 Report
Kimley Horn Page 3
~
Manara Academy TIA 2012 - Background + Manara 500 - School Pickup Peak Hour (3-4PM)
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
~ ~ ~ ~ ~ ~ T r~ 1 ~
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations ~ ~ ~ ~
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade 0°/a 0% 0% 0%
Storage Length (ft) 200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Tuming Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.983 0.983 0.915 0.914
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1770 3479 0 1770 3479 0 1770 1704 0 1770 1703 0
Flt Permitted 0.295 0.205 0.574 0.575
Satd. Flow (perm) 550 3479 0 382 3479 0 1069 1704 0 1071 1703 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 17 17 67 69
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 40 40 30 30
Link Distance (ft) 683 983 551 588
Travel Time (s) 11.6 16.8 12.5 13.4
' Volume (vph) 58 602 77 93 571 71 80 67 87 57 53 73
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth FaCtor 100% 100% 100% 100% 100% 100% 100% 100°/a 100% 100% 100% 100%
Heavy Vehicles 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-BIoCk T~affiC 0% 0% 0% 0%
Adj. Flow (vph) 63 654 84 101 621 77 87 73 95 62 58 79
Lane Group Flow (vph) 63 738 0 101 698 0 87 168 0 62 137 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s) 14.0 35.0 0.0 17.0 38.0 0.0 15.0 24.0 0.0 14.0 23.0 0.0
Total Split 15.6% 38.9% 0.0% 18.9% 42.2% 0.0% 16.7% 26.7% 0.0% 15.6% 25.6% 0.0%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes ~
Recall Mode None None None None None Max None Max
Act Effct Green (s) 24.8 19.4 26.9 22.2 27.8 23.8 25.8 21.1
Actuated g/C Ratio 0.35 0.29 0.39 0.33 0.40 0.35 0.36 0.31
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - School Pickup Peak Hour ~d€~ 6 Report
Kimley Horn Page 1
Manara Academy TIA 2012 - Background + Manara 500 - School Pickup Peak Hour (3-4PM)
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
} ~ ~ ~ ~ ~ t ~ 1 ~
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.20 0.72 0.33 0.60 0.17 0.26 0.13 0.23
Control Delay 13.1 26.3 14.3 21.5 15.1 16.0 15.4 15.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 ~
Total Delay 13.1 26.3 14.3 21.5 15.1 16.0 15.4 15.0
LOS B C B C B B B B
Approach Delay 25.3 20.6 15.7 15.1
Approach LOS C C B B
Stops(vph) 32 545 48 476 46 73 35 53
Fuel Used(gal) 1 12 1 12 1 2 1 1 ~
CO Emissions (g/hr) 52 848 95 823 59 110 44 88
NOx Emissions (g/hr) 10 165 19 160 ~ 11 21 9 17 ~
VOC Emissions (g/hr) 12 197 22 191 14 25 10 20
Dilemma Vehicles 0 46 0 44 0 0 0 0
Queue Length 50th (ft) 15 148 24 135 22 34 15 23
Queue Length 95th (ft) 36 226 52 205 59 99 45 78 ~
Internal Link Dist (ft) 603 903 471 508
Turn Bay Length (ft) 200 200 200 200 ~
Base Capacity (vph) 371 1416 402 1547 534 648 496 583
Starvation Cap Reductn 0 0 0 0 ~ 0 0 0 0 ~
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.17 0.52 0.25 0.45 0.16 0.26 0.13 0.23
Intersection Summary
Area Type: Other
Cycle Length: 90 , „
. : . _ . . _ . , . , _ .
Actuated Cycle Length: 67.1
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: OJ2
Intersection Signal Delay: 21.3 Intersection LOS: C
Intersection Capacity Utilization 49.8% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 1: Sandy Lake Road & Heartz Road
~ 01 1 m2 ~ m3 ~ 04
I 4-
~ 05 • 06 07 08
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - School Pickup Peak Hour ~r~~ 6 Report
Kimley Horn Page 2
Manara Academy TIA 2012 - Background + Manara 500 - School Pickup Peak Hour (3-4PM)
HCM Unsignalized Intersection Capacity Analysis 2: Manara Entry & Heartz Road
~ ~ ~ ~ ~ 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations a'
Sign Control Stop Free Free - - -
Grade 0% 0% 0%
Volume (veh/h) 0 0 234 56 85 138
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 ~
Hourly flow rate (vph) 0 0 254 61 92 150
Pedestrians
Lane Width (ft)
Walking Speed (fUs)
_ _
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 551
pX, platoon unblocked
vC, conflicting volume 620 285 315 '
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 620 285 315
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 100 100 93
cM capacity (veh/h) 418 754 1245 ~ ; ' ' ,
Direction, Lane # NB 1 SB 1
Volume Total 315 242
Volume Left 0 92
Volume Right 61 0 ~r~... . _ . ~ . .
cSH 1700 1245
Volume to Capacity 0.19 0.07
Queue Length 95th (ft) 0 6 '
Control Delay (s) 0.0 3.5
Lane LOS A
Approach Delay (s) 0.0 3.5 ~ , -
Approach LOS
Intersection Summary
Average Delay 1.5
Intersection Capacity Utilization 34.3% ICU Level of Service A ,
Analysis Period (min) 15 y
. ~ ki~.' r'~"• d r?:~~ i
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - School Pickup Peak Hour ~d~ 6 Report
Kimley Horn Page 1
Manara Academy TIA 2012 - Background + Manara 500 - School Pickup Peak Hour (3-4PM)
HCM Unsignalized Intersection Capacity Analysis 3: Manara Exit & Heartz Road
~ ~ t ~
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations ~ ~ ~
Sign Control Stop Free Free . -
Grade 0°/a 0°/a 0°/a
Volume (veh/h) 79 80 210 0 0 138
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 86 87 228 0 0 150
Pedestrians
Lane W idth (ft)
Walking Speed (fUs)
Percent Blockage ~
Right turn flare (veh)
Median type None ~ -
Median storage veh)
Upstream signal (ft) ~ 711
pX, platoon unblocked
vC, conflicting volume 378 228 228 ~
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 378 228 228
tC, single (s) 6.4 6.2 ~ 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 86 89 100
cM capacity (veh/h) 624 811 1340 ; , , ' ~
Direction, Lane # WB 1 WB 2 NB 1 SB 1
Volume Total 86 87 228 150
Volume Left 86 0 0 0
Volume Right 0 87 0 0 . . . _ _ : . . . , ~
cSH 624 811 1700 1700
Volume to Capacity 0.14 0.11 0.13 0.09
Queue Length 95th (ft) 12 9 0 0
Control Delay (s) 11.7 10.0 0.0 0.0
Lane LOS B A
Approach ~elay (s) 10.8 0.0 OA
Approach LOS B
Irytersection Summary
Average Delay 3.4
Intersection Capaciry Utilization 22.7% ICU Level of Service ~ A
Analysis Period (min) 15
';~f r"€~ t
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - School Pickup Peak Hour 6 Report
Kimley Horn Page 2
Manara Academy TIA 2012 - Background + Manara 500 - School Pickup Peak Hour (3-4PM)
HCM Unsiqnalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
~ ~ ~ ~ ~
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations a' ~
Sign Control Stop Stop Stop
Volume (vph) 116 124 129 98 130 139 '
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 126 135 140 107 141 151
Direction, Lane # EB 1 WB 1 SB 1
Volume Total (vph) 261 247 292
Volume Left (vph) 126 0 141 , . , . . .
Volume Right (vph) 0 107 151
Hadj (s) 0.13 -0.23 -0.18
Departure Headway (s) 5.1 4.8 5.0
Degree Utilization, x 0.37 0.33 0.40
Capacity (veh/h) 660 700 669
Control Delay (s) 11.2 10.2 11.3
Approach Delay (s) 11.2 10.2 11.3
Approach LOS B B B -
Intersection Summary
Delay 10.9
HCM Level of Service B
Intersection Capacity Utilization 51.4% ICU Level of Service ~t A -
Analysis Period (min) 15
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - School Pickup Peak Hour ~d~ 6 Report
Kimley Horn Page 3
Manara Academy TIA 2012 - Background + Manara 500 - PM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
~ ~ ~ T r' 1 ~
Lan~ Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations ~ ~ ~ ~
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12
Grade 0% 0% 0% 0%
Storage Length (ft) 200 0 200 0 200 0 200 0
Storage Lanes 1 0 1 0 1 0 1 0
I Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Tuming Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor
Frt 0.990 0.987 0.920 0.908
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1770 3504 0 1770 3493 0 1770 1714 0 1770 1691 0
Flt Permitted 0.142 0.230 0.542 0.421
Satd. Flow (perm) 265 3504 0 428 3493 0 1010 1714 0 784 1691 0
Right Tum on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 10 13 58 82
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 40 40 30 30
Link Distance (ft) 683 983 551 588
Travel Time (s) 11.6 16.8 12.5 13.4
Volume (vph) 121 751 55 73 770 75 71 95 108 88 67 106
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
G~ovVth FaCto~ 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100°/a 100%
Heavy Vehicles 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0
Parking (#/hr)
Mid-BIoCk TraffiC 0% 0% 0% 0%
Adj. Flow (vph) 132 816 60 79 837 82 77 103 117 96 73 115
Lane Group Flow (vph) 132 876 0 79 919 0 77 220 0 96 188 0
Turn Type pm+pt pm+pt pm+pt pm+pt
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2 6
Detector Phases 7 4 3 8 5 2 1 6 ~
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 8.0 20.0 8.0 20.0 8.0 20.0 8.0 20.0
Total Split (s) 16.0 42.0 0.0 12.0 38.0 0.0 11.0 24.0 0.0 12.0 25.0 0.0
Total Split 17.8% 46.7% 0.0% 13.3% 42.2% 0.0% 12.2% 26.7% 0.0% 13.3% 27.8% 0.0%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 _
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes ~
Recall Mode None None None None None Max None Max
Act Effct Green (s) 33.1 26.1 29.8 24.5 26.5 22.3 27.7 22.9 ~
Actuated g/C Ratio 0.44 0.35 0.39 0.33 0.35 0.30 0.37 0.31
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 1
Manara Academy TIA 2012 - Background + Manara 500 - PM Peak Hour
Lanes, Volumes, Timings 1: Sandy Lake Road & Heartz Road
~ ~ ~ ~ ~ t r~ 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
v/c Ratio 0.45 0.70 0.27 0.79 0.18 0.39 0.25 0.32
Control Delay 15.7 23.8 12.7 28.0 18.6 22.9 19.3 17.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 15.7 23.8 12.7 28.0 18.6 22.9 19.3 17.6
LOS B C B C B C B B ~
Approach Delay 22.8 26.8 21.8 18.2
Approach LOS C ~ C C B
Stops (vph) 57 620 36 691 46 120 55 80
Fuel Used(gal) 2 14 1 17 1 2 1 2 ~
CO Emissions (g/hr) 105 960 72 1205 58 173 74 130
NOx Emissions (g/hr) 20 187 14 234 11 34 14 25
VOC Emissions (g/hr) 24 223 17 279 13 40 17 30
Dilemma Vehicles 0 51 0 54 0 0 0 0
Queue Length 50th (ft) 34 191 20 211 23 67 30 42
Queue Length 95th (ft) 61 255 40 293 ~ 60 151 71 110
Internal Link Dist (ft) 603 903 471 508
Tum Bay Length (ft) 200 200 200 200 ~
Base Capacity (vph) 353 1595 315 1469 424 558 392 581
Starvation Cap Reductn 0 0 0 0 0 0 0 0 ~
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 ~
Reduced v/c Ratio 0.37 0.55 0.25 0.63 0.18 0.39 0.24 0.32
Intersection Summary
Area Type: Other
Cycle Length: 90 _ ~ - . , , ,
. _
Actuated Cycle Length: 73.8
Natural CycIe:60~
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.79 ~
Intersection Signal Delay: 23.7 Intersection LOS: C
Intersection Capacity Utilization 60.2°/a ICU Level of Service B ~
Analysis Period (min) 15
Splits and Phases: 1: Sand Lake Road. & Heartz Road
y o1 I o2 ~ m3 m4
rl--
~1 m5 j es 07 0a
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Manara Academy TIA 2012 - Background + Manara 500 - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 2: Manara Entry & Heartz Road
~ ~ T ~ ~ j
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations a'
Sign Control Stop Free Free
Grade 0°/a 0% 0%
Volume (veh/h) 0 0 273 15 22 173
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 0 0 297 16 24 188
Pedestrians
Lane Width (ft) _
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None _
Median storage veh)
Upstream signal (ft) 551
pX, platoon unblocked
vC, conflicting volume 541 305 ~i^. 313
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 541 305 313
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 100 100 98
cM capacity (veh/h) 493 735 ~ 1247 a'~~~'~`~"~~ '~''~r'~'!~
Direction, Lane # NB 1 SB 1
Volume Total 313 212
Volume Left 0 24
Volume Right 16 0 . . . , . , : . . -
cSH 1700 1247
Volume to Capacity 0.18 0.02
Queue Length 95th (ft) 0 1
Control Delay (s) 0.0 1.0 4
Lane LOS A
Approach Delay (s) 0.0 1.0 ' - . -
Approach LOS
IMersection Summary
Average Delay 0.4
Intersection Capacity Utilization 30.9% ICU Level of Service A
Analysis Period (min) 15
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 1
~
Manara Academy TIA 2012 - Background + Manara 500 - PM Peak Hour
HCM Unsignalized Intersection Capacit_y Analysis 3: Manara Exit & Heartz Road
i' t t I' 1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations ~ ~ ~
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh/h) 24 24 264 0 0 173
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 26 26 287 0 0 188
Pedestrians
Lane W idth (ft)
Walking Speed (fUs)
Percent Blockage
Right turn flare (veh)
Median rype None .
Median storage veh)
Upstream signal (ft) 711
pX, platoon unblocked
vC, conflicting volume 475 287 287
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 475 287 287
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 95 97 100
cM capacity (veh/h) 548 752 1275 ' . .
Direction, Lane # WB 1 WB 2 NB 1 SB 1
Volume Total 26 26 287 188
Volume Left 26 0 0 0
Volume Right 0 26 0 0 ~ _ . . . , ~
cSH 548 752 1700 1700
Volume to Capacity 0.05 0.03 0.17 0.11
Queue Length 95th (ft) 4 3 0 0
Control Delay (s) 11.9 10.0 0.0 0.0
Lane LOS B A '
Approach Delay (s) 10.9 0.0 OA
Approach LOS B
Intersection Summary
Average Delay 1.1
Intersection Capacity Utilization 23.9% ICU Level of Service A
Analysis Period (min) 15
~ ~
.
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 2
Manara Academy TIA 2012 - Background + Manara 500 - PM Peak Hour
HCM Unsignalized Intersection Capacity Analysis 4: Bethel School Road & Heartz Road
~ ~ ~ ~ ~ ~
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations ~
Sign Control Stop Stop Stop _.r .
Volume (vph) 134 163 122 108 130 120 '
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 146 177 133 117 141 130
Direction, Lane # EB 1 WB 1 SB 1
Volume Total (vph) 323 250 272
Volume Left (vph) 146 0 141 , -~.,~:M„~_,.:~~v.~.,.~W~..~ww~.:.~
Volume Right (vph) 0 117 130
Hadj (s) 0.12 -0.25 -0.15
Departure Headway (s) 5.1 4.8 5.2
Degree Utilization, x 0.46 0.34 0.39
Capacity (veh/h) 669 697 642
Control Delay (s) 12.3 10.3 11.4
Approach Delay (s) 12.3 10.3 11.4
- _ - : _
Approach LOS B B B
Intersection Summary
Delay 11.4
HCM Level of Service B
Intersection Capacity Utilization 53.6°/a ICU Level of Service ~ A
Analysis Period (min) 15
_ ~
~
Manara Academy TIA 5/11/2009 2012 - Background + Manara 500 - PM Peak Hour Synchro 6 Report
Kimley Horn Page 3
Who is Manara Academy?
The idea of establishing Manara Academy as an open-enroliment public charter school in Coppell has
been the result of extensive research and discussions among parents, teachers and community
members. The academy will be of value to the existing school system and to the community we live in.
Our immediate North Texas area (Coppell, Irving and Lewisville, for example) is becoming a very diverse
and cosmopolitan area. This indicates a need for educational communities that support high academic
achievement as well as address the needs of the students, their families and their communities.
Building on the strengths of students' cultural heritage and life experiences will help them become
successful members of the community and enable them to compete globally. We visited and
investigated multiple locations that would be the perfect match for our school. Once we saw 140 S.
Heartz in Coppell, we knew that this would make the perfect home for Manara Academy.
Manara Academy will provide all students with a personalized, supportive and engaging school
environment where they can obtain the knowledge and skills necessary to find success as individuals
and as members of their community. The objective of the curriculum is to incorporate active, project-
based learning, which connects learning across academic disciplines, and to meet the specific academic
needs of each student. The daily curriculum will actively engage students in multiple opportunities for
language development. A strong emphasis on reading and math in all subject areas will be
implemented. Staff members are responsible for ongoing investigation, assessment, analysis and
refinement of curriculum. In addition to the core subjects, Manara Academy will implement a foreign
language program, art, physical education and technology. Students will master a broad range of
content through curriculum integration that is relevant, meaningful and engaging. The curriculum
design will embrace the TEKS, and will strive to rise above these state standards through project-based
learning. Teaching and learning is student centered and driven and measured by assessments such as
the Texas Assessment of Knowledge and Skills (TAKS).
Manara Academy will partner with Expeditionary Learning Schools - Outward Bound (ELS), one of the
Nation's most innovative and successful school design instructional models. Through ELS design
principles and practices, ELS school designers will enable our teachers to implement real life, project-
based learning "expeditions" that promote literacy and integrate curricular content. ELS will also deliver
the school's stated mission goals of providing students with a creative, adaptive and ethical
environment consistent with the state's curriculum standards. ELS best fits Manara's vision and mission
when compared to other school design models as evidenced by our founding board's exhaustive
assessment of multiple models.
Manara Academy's schedule reflects the reorganization of time, student grouping and resources to
support high quality learning expeditions. Our school will provide longer and more flexible blocks of time
for project-based learning and fieldwork, for team planning and for community-building activities. These
extended learning blocks will promote mastery of academic skills and content and facilitate the
execution of interdisciplinary learning expeditions (project-based learning) consistent with the Texas
Essential Knowledge and Skills. At Manara, traditional add-on courses such as character education, art,
health and technology will become essential components of the core academic subjects, integrated into
the curriculum to involve and challenge students in their entire academic and creative evolution. Multi-
year teaching (classroom looping) strengthens relationships in the classroom and improves the
likelihood of academic success by allowing students to stay with the same teacher or team of teachers
for more than one year.
What are the school hours for Manara Academy?
Mondays-Thursdays: School will begin at 8:00 a.m. and dismiss at 3:30 p.m.
Fridays: School will begin at 8:00 a.m. and dismiss at 1:00 p.m. This will allow our teachers and other
staff members crucial staff development time.
What is the Student-to-Teacher Ratio?
As with most parents, our target community shares the desire for students to mature with high self-
esteem and respectful attitudes to others and their environment. Qualities such as respect,
responsibility, courage, charity and compassion give students the means to achieve their maximum
learning potential, and these same qualities enable them to meet life's challenges. According to
Emerson, "character is higher than intellect." Manara Academy is equally committed to the moral and
the intellectual development of children in their earliest years by the example of good moral citizens and
role models. The maximum student-to-teacher ratio will be 1:18 for K, 1:21 for 15t_3'd grade and 1:26 for
grades 4tn_8tn This ratio will allow Manara teachers to:
• Spend more time on instruction and less time on discipline matters,
• Accommodate individual learning needs of particular students,
• Give attention when a child is struggling,
• Give particular instruction to students with language barriers or limited educational
backgrounds,
• Increase participation among all students,
• Create a safer, more comfortable environment.
Manara's projected enrollment is as follows:
Year 1 Year 2 Year 3 Year 4 Year 5
Stude Classroo Stude Classroo Stude Classroo Stude Classroo Stude Classroo
nts ms nts ms nts ms nts ms nts ms
K 54 3 36 2 36 2 54 3 54 3
1 63 3 63 3 36 2 36 2 59 3
2 63 3 63 3 63 3 36 2 36 2
3 42 2 63 3 63 3 63 3 36 2 I
4 52 2 52 2 63 3 63 3 63 3
5 52 2 52 2 52 2 63 3 63 3 'I
6 52 2 52 2 52 2 63 3
7 52 2 52 2 63 3
8 52 2 63 3
Max 326 15 381 17 462 21 471 22 500 25
Who will be employed by Manara Academy?
As even the youngest of children can aspire and exemplify Manara principles, so too will they react to
examples that are inconsistent with these values. Manara Academy educates by example. As such,
Manara Academy staff must exemplify the qualities we strive to guide our students towards. In the
words of our partner ELS, we are not passengers but a"crew". Therefore, ideas and actions of all staff
affect the course to which we steer ourselves. As we truly are "charting new waters" with our unique
emphasis on high academic achievement, communication excellence, foreign language, ethical character
and stewardship, we strive to attract and retain individuals who show enthusiasm for and commitment
to these areas.
Manara is committed to recruiting highly qualified staff, those who not only meet TEA and NCLB criteria
as it applies to charter schools, but who also possess the following:
1. Educational credentials as recognized by any one of the regional accrediting agencies located
throughout the United States, its territories or recognized foreign university or college
2. Relevant experience
3. Motivational fit with the school's mission and design and an understanding of the
responsibilities of a charter school and the dedication to being a member of a founding faculty
4. Feedback evaluations
In addition to the 15 general education classrooms teachers, Manara will hire 14 additional staff ~
members. These positions will include: Principal, Assistant Principal, Business Manager, Student
Attendance Clerk (PEIMS), Administrative Assistant, 3 Instructional Assistants, 2 Foreign Language
teachers, Health Fitness Teacher, Art Teacher, part-time Nurse and Janitor. This will bring our total staff
member count to 29 people for year 1.
Who is eligible to attend Manara Academy?
Below is a list of School Districts from which Manara Academy will accept students:
• Irving ISD (Independent School District)
• Dallas ISD
• The Carrollton-Farmers Branch ISD
• Coppell ISD
• Lewisville ISD
• Hurst-Euless-Bedford ISD
• Arlington !SD
• Grapevine-Colleyville ISD
What are the p/ans for lunch services for students?
Manara Academy will utilize the Fellowship hall as the Cafeteria as long as the space requirements
permit us to use them. (f there is a need to convert the Fellowship hall to classrooms beyond year 1,
then Manara will eventually convert the Sanctuary to a Multi-Purpose room in which part of it would be
used as the Cafeteria. Manara does not intend to do any on-site cooking at the premises. Manara
Academy might use the services of an outside vendor for parents to choose lunch options or in the
event that 10% or more of the student population is eligible for free and reduced lunch.
What is the future expansion p/ans for Manara Academy?
Manara Academy is currently enrolling K-5`h grade for August 2009 school year. Manara will add grade
level each year and will be a K-8th grade school by August 2012 school year with a max capacity of 500
students. Currently Manara will utilize 15 classrooms and will convert the Fellowship Hall and Nursery to
multiple classrooms and will utilize 25 classrooms by August 2012 school year.
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