Water Services staff requested that the department's consulting engineers analyze the service impacts for both the proposed residential development and a typical church that could possibly be built under the existing SI-1 zoning on the property. 

Design flow projections from a church facility with a worship center, classrooms and administrative offices, which are consistent with the neighboring Fellowship Bible Church facilities were used.  Staff feels that these church operations are average for the area compared with a larger church such as Brentwood Baptist, which has significantly more facilities and their water/sewer use would place a much greater demand on the system. 

Hazen Engineering completed sewer modeling scenarios based on each proposed development.  The evaluations were completed by modeling the contributions from each development scenario during a 2-year, 24-hour storm event, which is the standard system design objective. 

In summary, the analysis showed that generally the sewer impact from each of the two development scenarios is not all that different based on design flow projections.  The residential development is projected to have a slightly higher design flow impact at 6,200 gallons per day discharge vs. the projected discharge from a church similar to the size of Fellowship Bible Church at 4,800 gallons per day.  The engineer’s evaluation of each development scenario shows the overall impact is negligible, consistent with master planning strategy, and does assume identified sewer system capacity improvements in the master plan continue to be implemented.  

The sewer line immediately downstream of the connection point of a development would require the developer to upsize about 650 feet of existing 8-inch pipe to 12-inches.  See the attached site map for location of the required upsizing.  Note that in the Sewer System Master Plan (SSMP), the area of sewer line from Franklin Road to the railroad tracks is recommended to be upgraded at some future date.  Should a development connect to this section of sewer line, they would be required to upsize their required section and the City would upsize the remaining section at some future date as recommended.  

• Traffic operations at the intersection of Franklin Road and Concord Road are currently characterized by LOS C during the a.m. and p.m. peak hours. During background and total traffic conditions, traffic operations will be characterized by LOS D during the a.m. peak hour and LOS C during the p.m. peak hour. 
• No lane or traffic control modifications are recommended at this intersection.

• Traffic operations at the intersection of Concord Road and the Joint Church Access currently operate at LOS A during the a.m. and p.m. peak hours. During background and total traffic conditions, traffic operations will continue to operate at LOS A during the a.m. and p.m. peak hours. 
• No lane or traffic control modifications are recommended at this intersection. 
• Based on the standards, guidance, and studies conducted for permissive phasing of double left turn lanes, it appears that there is not a prohibition of that type of phasing and that there are locations across the nation that do use it in certain circumstances. The visibility of oncoming traffic, distance to be crossed by left turning vehicles, traffic volume, and travel speed are some factors that should be considered when evaluating the use of permissive phasing of double left turn lanes.

• The project access should consist of one lane for traffic entering the site and one lane for traffic exiting the site. 
• Proposed grading, landscaping, and monument signage at the entrance to the subdivision should be located outside the intersection sight triangles. Features within the intersection sight triangles should be designed so that sight lines are not obstructed. 
• Due to the curved alignment of the Joint Church Access, the Anna OSRD project access may not be able to intersect the roadway at a right angle (90 degrees). The project access can be skewed up to a maximum of 15 degrees, however a skew of 10 degrees or less is desirable.

• The applicant should confirm the source of the traffic signal timings used in the study’s analysis. For existing and background analysis scenarios, the study should reference traffic signal timing and settings as currently maintained by the City’s Public Works department. Proposed conditions analysis may provide optimized timings based on forecast conditions.
• The traffic study should confirm the proposed traffic control at the intersection of the Joint Church Access and the proposed Anna driveway. Although not explicitly mentioned in the study, review assumed that stop sign controlled would be used for the driveway approaches with free-flow conditions along the Joint Church Access. Observations noted existing trees along the roadside of the Joint Church Access. Project designers should consider and incorporate into the design plans pruning of vegetation and tree limbs to provide recommended driver sight visibility at the proposed four-leg intersection.
• Neel-Shaffer staff generally concurs with the information provided by the study related to alternate options for operating the existing westbound protected-only left-turn movement on Concord Rd at the Joint Church Access. Current design standards and guidance materials do not prevent the consideration of operating the dual left-turn movement under variable left-turn signal phasing sequences. It is suggested that driver sight distances and prevailing vehicle speeds act as primary deciding factors, as well as driver acceptance. If City officials wish to explore variable left-turn mode operation, we suggest that left-turn flashing yellow arrow indications be considered for the traffic signal. This approach would allow operation of the dual left-turn lanes under protected-only mode during peak periods (Sunday mornings, Wednesday evenings and/or special events), while providing the opportunity to operate under permissive operation during other periods.