Exhibit 833B /7)QnLUJ t

TRAFFIC MANAGEMENT PLAN FORZAN HOLMES MIDDLE SCHOOL

IN DALLAS, TEXAS

Prepared for:

Masterplan Consultants900 Jackson Street, Suite 640

Dallas, TX 75202

Prepared by:

DeShazo, Tang & Associates, Inc.Texas Registered Engineering Firm F-3199

Engineers • Planners400 South Houston StreetSuite 330 • Union Station

Dallas, Texas 75202Phone 214/748-6740

April 13, 2010

Planned DevelopmentDistrict No. 833

DT&A #10005

ApprovedCity Plan Commissionber 16 2010

280t3Traffic Management Plan for

Zan Holmes Middle SchoolIn Dallas, Texas

DT&A Project No, 10005

Table of ContentsINTRODUCTION I

Purpose I

TRAFFIC MANAGEMENT PLAN IDrop-off and Pick-up Hours for Each Grade Level 2Ingress and Egress Points 2Drop-off and Pick-up Locations 2Circulation 3Queue Lengths 3Personnel Assistance 5

SUMMARYICONCLUSIONS 5

APPENDICES

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28043DeShazo, Tang & Associates, Inc.Engineers + Planners400 South Houston Street, Suite 330Dallas, rx 75202-4899214748.6740 • FAX 214.748.7037www.deshazotang.com

Technical MemorandumTo: Karl Crawley — Masterplan Consultants

From: DeShazo, Tang & Associates, Inc.

Date: April 13, 2010

Re: Traffic Management Plan for Zan Holmes Middle School in Dallas, Texas (DT&A No.10005)

INTRODUCTIONThe services of DeShazo, Tang & Associates, Inc. (DT&A) were retained by MasterplanConsultants on behalf of the Dallas Independent School District (DISD) to conduct a trafficmanagement plan (TMP) for Zan Holmes Middle School (“the school”) in Dallas, Texas. DT&Ais an engineering consulting firm providing licensed engineers skilled in the field oftraffic/ transportation engineering.

Zan Holmes Middle School is proposed on a 28.5-acre site at 2900 S. Westmoreland Drive in theCity of Dallas, Texas. The expected maximum enrollment is 1,250 students in grades 6th8th. Thesubject site is currently zoned residential single family [R-5(A)J and has been partially developedwith single family housing infrastructure (i.e. roads, water, etc.) prior to DISD acquiring the sitefor construction of the School. A site location map is provided for reference in Exhibit 1.

Purpose

The purpose of this report is to develop procedures to promote traffic safety and efficiency to beused by the school during the morning drop-off and afternoon pick-up hours. The study will beprovided to the City of Dallas staff (“the Staff”) for review as to fulfill the associatedrequirements of the local approval process.

TRAFFIC MANAGEMENT PLAN

A Traffic Management Plan (TMP) is important to maintain an optimum level of traffic flow andcirculation during peak traffic periods associated with student drop-off and pick-up. The City ofDallas strives for all drop-off and pick-up carpool activity to occur on private property ratherthan in the public right-of-way. The proposed site plan has been designed to incorporate

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April 13, 2010

sufficient queuing space on-site for the projected peak demands for drop-off/pick-up for themiddle school. A concerted effort by the school administration and the parents is encouraged toprovide and maintain safe and efficient traffic operations.

Drop-off and Pick-up Hours for Each Grade Level

The school will operate on a uniform daily schedule. Classes on typical school days for allgrades are expected to begin at 8:30 AM and conclude at 3:30 PM. While these are the scheduledclass times, it can be assumed that not all students will be picked-up and dropped-off at theseexact times based upon normal distribution patterns. Occasional special events at the school thatgenerate traffic may also occur outside the traditional peak drop-off and pick-up periods; whilesome of the measures presented in this report may be applicable, these traffic characteristics arenot covered in this analysis.

Ingress and Egress Points

Zan Holmes Middle School is bounded on three sides by public streets and has four drivewaysonto public right-of-way as seen in Exhibit 2. Two driveways directly access St. David Driveand the other two intersect Pierce Street. The two driveways along St. David Drive are 265 feetapart (from pavement-edge to pavement-edge), and the driveways on Pierce Street are 185 feetapart.

The western driveway along St. David serves the main staff parking facility for the school as wellas the loading dock and buses. This lot has only this driveway as an entrance and exit and willhave the ability to be gated. The eastern driveway along St. David serves the mainqueue/circulation area for public traffic as well as a smaller parking lot in front of the school.

The two driveways along Pierce Street connect through an internal circulation route that servesnine parking spaces including two handicapped spaces. The northern drive will be an entranceonly and the suutiierii will be exit univ.

Drop-off and Pick-up Locations

The site plan for the school provides abundant curb space for drop-off and pick-up staging. Theentire circulation path in front of the school as well as the loop off Pierce can be used as loadingpoints. The central focus of the loading should be near the main entry plaza, but may spill out tosurrounding sidewalks. Parents should pull as far forward in the queue as possible to allow formaximum storage even if that means they physically park further from the building. See Exhibit2 for more details.

Buses may load along the curb from the short side nearest the school back along the side of thetennis courts. Buses should not load within the aisle of the parking lot or anywhere away fromdirect paved curb access. In the morning, buses are expected to arrive at different times, sodrop-off should be more focused near the school building along the curb adjacent the tenniscourts.

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Circulation

DT&A recommends the school have three circulation paths divided between the three internalroadways. Two will be for private vehicles dropping-off and picking-up students and arelocated in the small circle lot off Pierce and the large loop in front of the school. The otherserving buses, faculty, and staff will be in the staff parking lot off St. David Drive west of theschool building.

All internal circulation within each lot is to be one-way, counter-clockwise, except at thedriveway throats along St. David Drive, to provide the safest, most efficient transportation forthe students. Drivers may enter the Pierce Street loop in front of the school from the northdriveway and load/unload along the curb before exiting through the south driveway. Thisdrive also provides access to parking facilities near the main entrance.

Vehicles utilizing the main ioop enter and exit through the same drive, but follow a one-waypath for most of the drive. The earliest vehicles in the afternoon queue should advance all theway to the eastern corner to provide maximum length for queuing. In the afternoon, cones maybe placed blocking the inside lane at the point shown in Exhibit 2. This allows an auxiliaryqueue to form once the outer lane has reached the roadway. Staff members may remove thesecones allowing the vehicles to proceed into the loading zone once the earlier vehicles havepassed. Cone placement may vary, but should not be forward enough to allow double queuingin the loading zone.

The staff lot has two-way access through the western St. David driveway, and will serve allschool employees as well as buses. All vehicles will enter and exit the lot from St. David Drivethrough a two-way internal drive that joins with a one-way loop around the parking area. In themorning, staff is expected to arrive generally before buses, but some overlap may occur. Priorityshould he given to buses to safely unload near the school building directly against a curb. In theafternoon, all vehicular operation should stop while buses are present to load students. Staffshould be instructed to wait until buses depart before leaving the lot.

Queue Lengths

The City of Dallas strives for all vehicular queuing and drop-off/pick-up procedures to takeplace off public right-of-way. A standardized technique for determining queue length does notexist, however DT&A has developed a proprietary methodology for estimating vehicular queueat schools. The model is based upon various prior studies performed at schools around theDallas metropolitan area.

Maximum queuing at schools consistently occurs during the afternoon peak period whenstudents are being picked-up by private automobile (the morning period is typically not asignificant issue since the drop-off traffic is more temporally distributed and occurs much morequickly than student pick-up. The DT&A model represents the peak queue conditionsexperienced during the afternoon peak hour.

Based upon the DT&A model as empirically derived from prior observations, the maximumnumber of vehicles queued during the PM peak hour is equivalent to approximately 25% of the

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total inbound PM peak hour traffic volume. Based on the assumption that 33% of studentswould bus to and from school, PM peak hour traffic was calculated based on 1,250 studentsusing the DT&A’s methodology using lIE Trip Generation manual (8th Edition) as seen in Table 1.

Table 1. Trip Generation Summary

AM Peak Hour PM Peak HourLand Use Quantity

Total In Out Total In Out

1250 StudentsPublic Middle School 757 416 341 506 238 268

(33% Bussing)

Total: 757 416 341 506 238 268

ITE Trip Generation is a compilation of actual traffic generation data by land use as collected overseveral decades by creditable sources across the country, and it is accepted as the standardmethodology to determine trip generation volumes for various land uses where sufficient dataexists.

Based on DT&A’s methodology the following results were obtained:

PM inbound traffic x 25% = Maximum Queue (veh)

238 x 25% = 59 vehicles x 20 feet/vehicle = 1,180 feet

Available on-site length = 1,260 feet

Excess Capacity = 1,260 — 1,180 = 80 feet

The current driveway alignment provides adequate queuing space for an anticipated max queuelength of 1,180 feet. Vehicles may be stacked single file within the Pierce Street loop, single filein the loading zone of the main ioop, and double file in the approach as described above.Exhibit 2 illustrates this queuing layout. The Pierce street loop is capable of holdingapproximately 25% of the on-site queuing. It is recommended that students are separated intodistinct groups for the two loops. This can be done by classrooms, grades, or names as long asone group represents 25% of the students and the other 75%.

The 10 buses expected to serve the school require queuing space on-site as well. The maximumlength of a school bus is 40 feet. This plus ten feet of spacing means each bus requires 50 feet ofqueue length.

Maximum bus queue length 10 buses x 50 feet/bus = 500 feet

Available on-site length = 675 feet

Excess Capacity = 675 — 500 = 175 feet

While the lot is long enough to accommodate the entire bus queue, there is only sufficient spaceto load five or six buses at a time. The others must wait in the approach area until space iscleared along a curb. It may be beneficial to have buses arrive in two groups of five giving timefor the first to load and depart before the second group enters the campus.

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Personnel Assistance

It is important to have a staff presence wherever students are dropped-off or picked-up,including the bus area. In the morning, there should be at least two staff members at the busdrop-off and at least four spread throughout the parent drop-off to guide vehicles to designatedlocations and direct students into the school building. Because it is a middle school, students donot need as much assistance finding and loading into their vehicle in the afternoon as comparedto younger grades. At this time staff presences is more to oversee operations and ensure trafficflows according to the TMP. A greater presence is needed in the afternoon due to the increasedtraffic and pedestrian activity.

SUMMARY/CONCLUSIONSThis TMP is to be used by Zan Holmes Middle School beginning in 2012 to provide safe andefficient transportation of students, staff, and faculty to and from the site. It shall be reviewed ona regular basis to confirm its effectiveness and compliance, and to investigate potentialimprovements.

END OF MEMO

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