ownsy stadium traffic simulation orem 4390 senior...

OWNSY STADIUM TRAFFIC SIMULATION OREM 4390 Senior Design

May 11, 1988

Karl Groesser Don McClure Tony Pache

OWNBY STADIUM TRAFFIC SIMULATION OREM 4390 Senior Design

May 11, 1988

Karl Groesser Don McClure Tony Pache

- - - - - - - - - - - - - - - - - - -

OWNH3Y s H AD I LJTV

TRAFFIC SIMULATION

Senior Design Presentation OREM 4390

April 29, 1988

I I

Table of Contents

OBJECTIVE 1 BACKGROUND 1 ON-CAMPUS STADIUM ALTERNATIVES 2 GOAL 4 RESEARCH 4 ASSUMPTIONS 5

Stadium seating capacity of 32,000 6 Number of people arriving per car Is 3.6 7 Number of people within walking distance is 8,000 7 Number of cars expected to arrive for the game is 6667 8 System boundaries 8 Parking on Bishop Boulevard 8 Arriving traffic only, no departing traffic 9 Distribution of arriving traffic 9

DATA GATHERING 10 THE MODEL 11 Reasons for SLAM 11 11 MODEL OVERVIEW 12

Assumptions Within the Model 12 Entities Entering the System. 13 Program Coding 14 Intersections With Stop Signs 15 Intersections With Traffic Lights 16

SENSITIVITY ANALYSIS 17 Case 1 Results Case 2 Results Case 3 Results

SUMMARY OF SENSITIVITY ANALYSIS 21 RECOMMENDATIONS 21 CONCLUSIONS 23 APPENDICES

I I I I I I I I I I I I I I I I I

IOBJECTIVE

Our objective is to develop a simulation network

I modeling the arrival traffic flow to a football game In

• Ownby Stadium.

BACKGROUND

In 1987, the National Collegiate Athletics Association

(NCAA) slugged Southern Methodist University (SMU) with the

death penalty for football recruiting violations. This

penalty meant that SMU would not play football at all In

1987. SMU later voluntarily dropped football for the 1988

season as we I . in the catharsis that fol lowed the death

penalty announcement, a reevaluation of academic and

extracurricular needs was begun. A professional atmosphere

was linked to several of the football violations. One

proposal to remove the professional atmosphere and return

the amateur status to collegiate athletics was to move the

football games back on campus.

Football has always been important to SMU. According

to the 1987 Rotunda:

When the doors of Dallas Hall opened 1915, university bishops realized In order to have a first-rate university, the school needed a football team. So the bishops allotted $2,000 to hire Ray Morrison, who arrived on campus to find no team, no schedule, and no field.

Several temporary fields were used both on and off

campus, but the need for a large on-campus stadium became

I Ownby Stadium Traffic Simulation 2

apparent. in 1926, construction work was begun on Ownby

stadium. This 18,000 seat facility was the home of the

Mustangs until after World War Ii when the likes of Kyle

Rote, Bob Folsolm, and Professional Football Hall of Famer

IDoak Walker filled Ownby beyond capacity. SMU was forced to

I

look for a larger stadium.

The Cotton Bowl was built In 1930, but it was expanded

greatly when the Mustangs moved into It in 1948. These

expansions eventually brought the seating capacity to 75,503

Iand gave the Cotton Bowl a nickname--"the house that Doak

built." The Cotton Bowl served the Mustangs well for 30

years.

In 1978, the Mustangs moved to Texas Stadium in Irving.

Poor attendance and lack of excitement were reasons cited

for the move. it was an obvious recruiting advantage to

tell prospective football players that they would be playing

In the same stadium as America's team--the Dallas Cowboys.

For nine seasons all was well until in 1987, the death

penalty was levied against SMU.

ON-CAMPUS STADIUM ALTERNATIVES

There are two alternatives for using an on-campus

stadium. The first Is to scrap everything presently in

place and build a new stadium. The Independent "Return

Football to Campus" Committee recommended a cut and fill

stadium similar to that in place at Stanford and Yale (see

I I

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Appendix A). The new stadium would provide for:

-

Appropriate ground level recreational facilities (Intramural

fields and landscaped setting.

Practice areas for football, soccer, cheer leading, and band

use.

Parking In underground garages with practice fields on the

top level.

A campus pedestrian esplanade (Ownby Street) which would

focus on the north end of the stadium.

The only problem with this new stadium Is cost. Presently

- SMU is in a financial crisis and does not have the money to

build the new stadium. Also a new sense of academic

priorities has been stated by the present administration.

These priorities include building a new Engineering School

before a new stadium is built.

The second alternative is to upgrade Ownby with

temporary bleachers to hold the minimum number of fans as

required by the NCAA. The SMU Athletic Director, Doug ?

Single, has indicated that this second alternative will be(

If at all possible; )therefore, the problems of traffic flow

and parking in the existing areas has become a primary

concern.

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GOAL

The goal of our project Is to predict problem areas

(streets and intersections) and to recommend alternatives

for minimizing traffic entity time In system.

RESEARCH

We researched past situations where large crowds were

handled on campus. A SMU Department of Public Safety report

dated October 21, 1983, describes a traffic plan for SMU

basketball games (see Appendix B). SMU DPS also told us

that the crowds will disperse after a basketball game in 16

minutes when officers direct the traffic and in 18 mInutes

If they do not. Our observations indicated that IMPOst of the

traffic plan described in the report was not followed by DPS

for the 1988 season. We speculate that the plan was not

helpful enough, and that the traffic was able to proceed In

a safe and timely manner both to and from the bal igame thus

there was no need for the plan.

We also consulted the SMU physical plant and Inquired

on any Information regarding the Dallas Tornado professional

soccer team that played at Ownby Stadium in the late '70s.

The director of the. physical plant, H. L. Patterson, Jr.

Indicated that crowds for the soccer games were relatively

small compared to plans for a football stadium, and that the

basketball parking procedures were adequate at that time.

He also mentioned that parking was still available on

I1


I Bishop, In the lot where the Hughes-Trigg Student Center Is

- now located, and in the lot where the Maguire building is

now located.

The preliminary research Indicated that the past data

would not be extremely useful because of the number of cars

In our problem as compared to the number of cars in previous

studies. in order to effectively simulate a network of a

large size, we chose to limit our model to the areas on

campus. The model is developed in a modular form so that

another group could come in and develop the relevant areas

outside of our system boundaries.

ASSUMPTIONS

Stadium seating capacity of 32,000.

Number of people arriving per car is 3.6.

Number of people within walking distance of stadium Is 8000.

Number of cars expected to arrive for the game Is 6667;

(32,000 - 8,000)/3.6 = 6667.

System boundaries.

Parking on Bishop Boulevard.

Arriving traffic only, no departing traffic.

I I

r ,I"- -hr/ Ownby Stadium Traffic Simulation 6

Distribution of arriving traffic: IFrom Percentage I East 60%

West 25% I North 15%

South Not significant i

Discussion of Assumptions

Stadium seating capacity of 32,000

When we first decided to do our senior design project

on the new proposed on-campus stadium, we met with SMU

Athletic Director, Doug Single, to discuss the plans for

this new stadium. Mr. Single supplied us with all the

Information regarding a plan to renovate Ownby Stadium in

order to have a seating capacity of 24,000 people. This

Initial plan was upgraded to a 32,000 seat capacity stadium

due to the NCAA rules. The rules of the NCAA Division i

Committee state that any university wishing to play their

football games on-campus must have a stadium which has a

minimum seating capacity of 32,000. Therefore, our design

project was altered slightly to incorporate this rule.

II


INumber of people arriving per car is 3.6

One of the question which we presented to Mr. Single

was - How many people do you estimate will arrive per car?

We had done some research and talked with other sources such

as DPS and estimated 2.5 persons per car. Mr. Single also

presented us with a number in the neighborhood of 2.5.

After further research Involving large crowds at football

games, the logistics department at Texas Stadium indicated

that their game statistics showed an average of 3.6 people

per car. This new assumption reduced the number of needed

parking places by 30 %. SMU would need to supply a total of

9,600 parking places using an average of 2.5 people per car;

however, using 3.6 people per car reduced the number to 6667

parking places. This number is still high compared to the

2,800 parking places that are available presently.

Number of people within walking distance is 8,000

We estimated that the total number of students

attending SMU Is approximately 9,500 • We assumed that about

half of these student lived on campus or In the close

surroundings. Of these students, we assumed that 4,000

would walk to the stadium on game day. Next, we assumed

that within a one mile radius of the stadium there would be

another 4,000 people that would attend the game by walking.

I I

Ownby Stadium Traffic Simulation 8

This brought the total number of people that would attend a

SMU football game by walking to 8,000.

Number of cars expected to arrive for the game Is 6667

ITo arrive at the total number of people driving to the

game, we subtracted the 8,000 people within walking distance

from the 32,000 total people attending the game, giving us a

total of 24,000 people that will ride to the game. Dividing I the 24,000 by the Texas Stadium statistic of 3.6 people per

car we arrived at a total of 6667 cars arriving at a game.

System boundaries

Once we had determined the total number of spectators

that would be driving to the game we had to select which I parking areas were of main concern to our project. We only

considered the parking available on the SMU campus between I Dublin and Bishop Boulevard (running from east to west), and

I

between University and Mockingbird (running from north to

south). We felt that this area was the immediate problem

and did not attempt to consider all the parking available on

the streets due to the time limitations and the scope of the

problem.

I 1 :1


Parking on Bishop Boulevard

For our model, we assumed that all available places

would be utilized for parking. This assumption means that

areas like Bishop Boulevard that are normally not used for

parking would be available for football game parking.

Arriving traffic only, no departing traffic

In this project we only considered the arriving traffic

to the game due to student time constraints. The main

problem as we see it is too many cars trying to find parking

places. Once the traffic is routed into the parking areas,

the excess traffic should be sent elsewhere, and the

departure traffic will not be affected by the excess demand

for parking.

Distribution of arriving traffic

IOnce the system boundaries were out iined, we had to

assume the direction and percentage of traffic arriving to

I the game. There five main locations from which traffic

would arrive. We estimated that the majority of the traffic

(60%) would arrive from the east coming from Central

I

Expressway. Most people would take Central to Mockingbird, Yale or University because of the quick access to campus.

I I I

I I I I I H I I I I I I


INext, we estimated the traffic flow from the west (25%)

which was the second, highest because of the North Dallas

I Tollway. That leaves about 15% to arrive from the north.

I

The traffic from the south would be neglected because it

would funnel in from either the east or the west.

IDATA GATHERING

The most time consuming and critical part of our

project was the data gathering. The data had a direct

Impact on the results depending on where the data was

obtained, how it was obtained, and at what time Intervals.

We collected and analyzed data from the mends

basketball game on March 8, 1988. We selected the east and

west exits of the W5 lot and counted the number of cars

leaving per minute and the direction in which they left.

Then, the average, minimum, and the maximum number of cars

per cycle time were obtained, (see Appendix C).

We also counted the number of cars that traveled

through an intersection, the direction they traveled, and

the cycle time of the light. This data was completed for

the following Intersections:

Yale and Central

Mockingbird and Central

Yale and Airline

Mockingbird and Airline


This data was analyzed to determine which direction the

traffic is most likely to take, the peak time fo traffic

flow, and the length of the cycle times. The data was then

incorporated in the simulation model. The model was run

with the col iected data and the results were analyzed and

alternatives and solutions to bottlenecks were proposed.

Next, the travel time between intersections within our

system boundaries were measured and incorporated into our

program. This travel times were obtained late at night when

there was no traffic on campus.

THE MODEL

Reasons for SLAM I

SLAM ii is a simulation language and can be used to

model a real system with a high degree of accuracy. The

language Is best suited to model systems that have entities

moving along known paths. Such systems include

manufacturing assembly lines, truck routing, shipping

systems -- or even traffic flow networks. Here we have

entities (cars) moving through known paths (streets) with a

definite objective (parking) planned. SLAM ii Is ideally

suited to the needs of a project like this and will permit a

thorough analysis of this traffic flow problem.

Wh i I e do I ng some ear I y test I ng on the model , we ran

Into difficulty trying to send the thousands of cars

required through the system. Certain variables within SLAM

I HI I [I I I I I I I I I I I I II I I


11 are preset at program initiation which control the amount

of entitles that can exist within the model. In order to

get the working space needed, we had to contact Pritsker &

Associates (the deve'opers of SLAM II) for assistance In

overcoming this limit. To summarize, certain variables

needed to be increased, initially, these variables were set

to 5000. in order to get the number of entitles Into the

system we desired, the limit of 5000 was increased to

100,000. This change was implemented by writing a FORTRAN

program to alter certain SLAM II Initial ization routines.

The code for this program appears In appendix B.

MODEL OVERVIEW

Given the boundaries listed earlier -- namely

restricting the scope of the model to the confines of the

SMU campus -- entities are created and enter the system at a

given rate from five entry points. Once in the system, an

entity proceeds from intersection to Intersection based on

probabilistic and conditional branching. As a result of

this branching, entities will either park or be sent out of

the system.

Assumptions Within the Model

As with any simplified model of a real-life system,

certain assumptions must be made for the purposes of clarity

I I I I I I I I I I I I I I II I I I


and simplicity. This model is no exception and the

following assumptions have been made:

15% of the traffic will not park, but will instead be

through traffic not associated with the football game.

85% of the traffic will be trying to park for the game.

Cars WIll park in the first available space. This

I assumption Is made to prevent the model from becoming

I extremely complex. it would be very difficult to make

I the model more accurately reflect the choices made by

real-life drivers.

Motorists will be Informed when parking lots are full.

1 This simplifying assumption prevents sending cars into

lots already full and forcing the car to awkwardly re-enter I

the model an attempt to park elsewhere.

Cars Will exit the sys t em if primary parking choices are L. full. This prevents cars from cycling through the system I

Indefinitely.

Entities Entering the System.

IThere are two considerations on this point. First,

where WI I I cars enter the campus from, and in what I? proportions. The rate at which entitles enter the system

Is the second consideration. I I

I I I I I I I U I I I I I

I


On the first point, entities will be created and enter

the system from five points. These five points and a

diagram sc hematic of the whole system are given in figure 1.

Cars WI I i enter from these points in the proportions given

earlier. Most wiii enter from the east side via severai

accessroads off Central Expressway. Other traffic will

approach along Mockingbird from the west and from the north

on Airline Extension.

Arrival rates must also be determined. Our simulation

starts one hour before kickoff and ends one half-hour after

kickoff. Cars will arrive at an increasing rate until just

after kickoff, and then the arrival rate will drop off

sharply.

The top graph of figure 2 Illustrates this pattern

of arrival rates in relation to simulation time (in

seconds). The bottom graph Illustrates how this is

simulated in the model. Three discrete rates are used. At

thebeginning and ending of the simulation, a slow arrival

rate is used. Near kickoff, the maximum arrival rate is

On used. either side of this maximum, an intermediate rate

prevails. Details of the rates used are given in the create

section of the program found in Appendix A.

Program Coding

Even though SLAM ii is not a typical programming

language, great effort was taken to write the program in a

modular, easily modifiable format. The early portion of the

I I

Entry Points into the System and MajorParking areas

Daniel/Airline Ext.

Fond. Sci.

Airline Ext.

(250)":P( (200)

Uniu ./Airline

Parking Garage

(800)

Yale/Airline

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Bishop : •4•. lD

u

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0wnbj diLot(200)

..........

W5 Lot (300)

Mockingbird/Bishop Mockingbird/Airline

00

[Distribution of rriva1 lines into the S9sten I

0

1200

21400 3600 4500 5400


program contains the initialization section, create section,

parking section, and collect node section. The rest of the I program consists of sections of code which represent each

I

intersection in the simulation model. Such a system of

modularity makes the code much easier to interpret, analyze,

Iand modify. Not only did this make it easier for our group

during development and testing, but any future students who

Imay wish to continue exploring this topic will certainly

appreciate this effort.

IThe main component the is the Intersections, of program

I and these intersections can be divided into two groups:

those with stop signs and those with traffic ilghts.

1 IIntersections With Stop Signs

IAs entitles approach the Stop sign, they are Sent to an

assign node where an attribute Is assigned based on the

Ientity's direction into the intersection. This is necessary

make valid branching decisions later on in the

I

to

Intersection model. Certain conventions were adopted to

I

ensure uniformity throughout the model. if a car approaches

from the north, attribute 3 wiii take on the vaiue of 1.

ICars approaching from the east, south, and west will have

attribute values of 2, 3, and 4 respectively. II I I I


The following diagram should make this clear:

01

04 ----> <---- 02

03

After this attribute is assigned, entities are routed

to queues, where they will wait to go through the

Intersection (hence the 01, Q2 ... assignments in the above

diagram.) At a stop sign, usually the first car to arrive

gets to go first. This is modelled precisely in the

simulation. Entities wait In queues until selected to go

through the intersection. This choice Is made using a

select node. The iwf rule means that the first entity in

the set of queues that has been waiting the longest gets

chosen first.

Once selected, an entity goes to a set of conditional

or probabilistic branches based upon the initial direction

Into the intersection (kept in attribute 3). An outline of

the SLAM ii representation of a stop sign Intersection is

Illustrated in 'igure 3. The asterisk (*) indicates that

'CEAS

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Sian II Diagram Representation of the Intersection I

McFarlin and Airline I I I


this branch is taken If the entity is trying to park. This

- bit of information is stored in the entity at creation time.

Intersections With Traffic Lights

Intersections with traffic lights present a slightly

different programming challenge from a stop sign. Not only

do you have to decide which car(s) get to go, but you must

also keep track of the light cycle (red/green) for each

direction. The way to program this in SLAM Ii is to have a

disjoint network function as a traffic light.

This disjoint network, along with the entire

Intersection, Is ii iustrated in rugure 4. One entity is

created and sent through an open node which opens the gate

control I ing the east/west flow. in essence this turns the

light green for flow In that direction. Then comes a 30

second activity before a close node which closes the gate

and turns the light red. After a 4 second delay to clear

out the intersection, the north/south gate opens, turning

the light green In this direction. After 30 seconds the

north/south gate closes and the cycle repeats itself.

Meanwhile, back in the network, entitles wait for their

specific gates to open In await nodes. When the gate opens,

entities in the await node are permitted to flow to the next

node in the network. In this case, a set of conditional or

probabilistic branches based on Initial direction into the

I I I I I I I I I I I I I I I I I I I

i /

Qi

DAQ1 \ itew

DAQ2 Q2

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itew

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Sian II Diagram Representation of the Traffic Light at Dyer and Airline

YAQ1 *

YAQ1

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Intersection. Again the asterisk in figure 4 represents the

path taken if entities are trying to park.

SENSITIVITY ANALYSIS

Many assumptions are made in the model concerning

various probabilities. One set of assumptions involves

where traffic will flow once In the model. For exampie,

wili a car approaching Yale and Airline from the east turn

right, left, or go straight? These numbers were arrived at

based on observation of intersections, personal Interviews

of campus drivers, and personal experience. In short, it

was not precisely scientific, but the probabilities used

should be fairly accurate. There are so many of these type

decisions in the model, it would be impractical to perform a

sensitivity analysis upon these assumptions.

Instead, we have chosen to do a sensitivity analysis

upon only one set of variables. One major assumption was

that traffic would enter campus in certain proportions based

on direction of approach. Approximately 60% would approach

from the east, while 25% would approach from the west and

15% from the north. This data was again based on personal

observation of intersections, along with discussions with

several members of the SMU Department of Public Safety.

We believe these numbers come very close to the actual

percentages which occur in the real system. However, to

Illustrate the flexibility and sensitivity of the model, we



altered these percentages and observed the change of results

In the model.

Here are the original assumptions, along with three cases:

Original Case 1 Case 2 Case 3

East 60% 50% 55% 65%

West 25% 30% 25% 20%

North 15% 20% 10% 10%

South -- -- 10% 5%

Case 1 Results:

One of the biggest delays in the original model

occurred at the intersection of Yale and Airline, where a

majority of the incoming traffic was to arrive. The 10%

decrease in east arrivals helped decrease wait time and

queue length at this troublesome intersection by a

proportional amount, but still resulted In it being a

problem. The Increased flow into the system from the west

further increased congestion along Mockingbird, but the

parking at Ownby and at Bishop absorbed most of the increase

with some additional delays and Increased queue lengths at

the traffic light at Bishop and Mockingbird. Traffic flow

In the northern section of campus continued to be slow due


to the nature of the street layout, and delays were

significantly Increased. Parking in the Fondren Science lot

filled up faster than before, and traffic entering Airline

from the west side of McFariin had a markedly increased wait

time. Assumptions about incoming traffic from the south

remained unchanged.

Case 2 Results:

Many of the same results from case 1 apply to case 2.

Namely the reduction of traffic from the east again relieved

some of the congestion experienced, but to a smaller degree

since the change for this case was only 5%. West traffic

remained unchanged from the original model. The biggest

changes occurred in north and south traffic. The lighter

load from the north made quite a difference in wait times in

this sector. This was a much more easily managed flow for

this area to handle with minimal delays. Small changes In

the north percentage show up to a greater degree than other

changes due to the restricted flow route and capacity of the

roads. The biggest addition to the model In this case came

In the form of a 10% traffic flow from the south, at Bishop

and Mockingbird, and at Airline and Mockingbird. This

caused major Increases in congestion, since in essence this

traffic added to the flow already on Mockingbird from the

east and west. Parking in the northern half of campus went

fairly smoothly, but the southern half completely slowed to

I I I Li I I I I I L I El I I U II I I


a crawl. This is because traffic approaching from the south

can only go east/west, and this flow is taken into account

by the percentages initially given for the east/west fiow.

.This Is why we feel justified in making the original

assumption that there will be no traffic incoming from the

south. Not only is the actual traffic flow from this

direction small, but we have accounted for it already among

the other percentages.

Case 3 Results:

In this instance, traffic flow from the west and north

were cut back 5% each from the original model, and traffic

from the east and south were increased 5% each. Again, this

resulted in chaos in the southern half of the model.

Traffic flow from the east experienced a 10% increase

(combining the additional east flow with the south increase)

and caused enormous bottlenecks at Airline and Yale, as well

as Mockingbird and Airline. Westward flow on University

also increased, causing more backups at University and

Airline. West traffic flow remained constant from the

original model since south traffic flow increase brought it

back to the original 25%. ThIs case produced the worst

conditions experienced in the model.

I I]


SUMMARY OF SENSITIVITY ANALYSIS

The large flow approaching campus from the east already

causes significant backups given the original percentages in

the model. if this flow Is increased, either by additional

flow from the east or flow from the south which eventually

blends with east/west flow, the model breaks down

considerably. The biggest change in waiting time and queue

length based on percentage change occurred when changing the

flow from the north. This Is because the road pattern

around Airline Extension and McFariin does not handle a

large traffic flow well.

With any percentages given, the wait time on campus

will be long, and traffic will not flow well. This is due

to Inadequate parking on campus combined with roads not

suited to cope with high volumes. This result from the

analysis of the model plays an important factor in

understanding our final recommendations.

RECOMMENDATIONS

I I I I I I [1 I I I I It

Our simulation model analysis showed that the campus

area will be swamped with traffic--no matter what type of

routing is achieved; consequently, we feel that the best

recommendations we can give are to reduce the number of

I II I I I


expected traffic entities in the system. This can be

I achieved by:

Developing a Saturday park-n-ride system using the Hop-a-

Buses. These parking lots and busses are used extensively

for weekday commuters to downtown (where parking is scarce I

and very expensive), but they should be available for

Saturday games.

Developing a Mail Shuttle service. Encourage s pectators to

I park at nearby malls and ride airport like shuttle busses to I

I the stadium. Additional Incentives could be free rides for 1

patronage of the mall

Working with opposing schools to develop road trip packages

Involving large groups traveling together on busses. This I

I program could be enforced by only allowing tickets to be 1

through the package deals.

The goal of our project was to determine problem areas

and propose alternatives for easing congestion. We have a

list of suggestions that will help, but the Improvement to

the model is almost insignificant when compared to the

staggering number of cars that are supposed to be parked.

I I


IMake Dublin a one way street going south to the W5 lot.

This Will help funnel traffic away from the four-way stop at

I Yale and Airline. Also this change will equalize flow into

the W5 lot from both east and west sides.

Make Airl me a one way Street going north using both lanes

for traffic. This will allow more traffic to leave the

light at Mockingbird and Airline; thus allowing more through

traffic to other parts of the system. It also will give

access to the west Binkly parking area without going through

the intersection at Yale and Airline.

Treat Bishop Boulevard, west Binkly, and all other parking

I on the inner-campus area as one parking lot. Once the lot

IS full, all entrances (especially on Mockingbird) should be

shut down. This will minimize confusion of looking for a

parking place on campus, and help avoid a logjam of cars and

pedestrians on campus.

CONCLUSIONS

We feel that an temporary on-campus stadium Is a

feasible alternative to professional alternatives such as

Texas Stadium or the Cotton Bowl. The scope of our model

was limited to the area on-campus. There are numerous

residential streets south of campus that could be used to

park cars. The neighbors of SMU on the streets to the south

I I


should be contacted to help develop a plan for traffic flow I in their areas.

I

Utilizing our recommendations for reducing traffic,

routing traffic, and community Involvement (especially with

those In the surrounding neighborhoods), parking for an on-

campus stadium should be feasible--not painless--but

I feasible.

I I I I I I I I I I I I I I

I I

APPENDIX A


Bobtit HtC1L, !.tk. VucLC.etj PVLIZCJL, .kL4.ta;ig cui L

&LU E. Ctc.e, VL'ec.to&, Ve.paict.mmt o4 PubUc Sae.ty

SUBJIze.tbal.L. gainc: t&a66ic, pa/Llzing and 4ecwLLty p'toe.dwtc1.

OAT. Oc,tobVL 21, 193 /t çrL The jottowing pucedwies a/Le etctbFJ.had 6ot the VaiJ..ty Bakeba.P.2 gaine4:

1. EcuhetbaU gamu wU begin at cz.t 1.30 p.m. each night except adju.6tmentz o& TV 4cJLeduUng.

2. EightoLeVL4 wLU be u.6ed at each game.

3. AU oLce's wLLZ /tepoiLt to the Vc.panJinevt o6 PubUa Sae.ty o(i..ee oi detcil cL66ignmentz by 6.15 p.m. (two o66icex6 at &n1ey baiui..Lcade at 3 pm

I and A, 8, £ C O..eex (4) at 3 p.m., witez6 o.thc/uuLe ac1uL6e.d by the .6upe..'wL60'L. Ae..'t aLgnme.n.t4 alLe mac1e.,&epoii-t to yowt assigned position iminediatety. 8ceade/

Lgn4 have aljieady been pt-aced in position by pciiwZ ( by 5 pin.) The

I

.gn Ln the ztAeet at ,Uiz.Une. Road Q B4

n1.Le.y Avenue 4hould be ie.t on the c.Wib a.t e the game ha4 4 d b tartey the oLc.e/i woith..iiig the Lnte,eet_-Lon beoiz.e going.to his &u.Lde a46Lgruner1-t. The 6Lgn wLe be ptac.ed back in .tli.e stAeet at the end o 6 the ççanie. The 4Lgn at .the..Livt ,4ecLon o6 &&thLe.y @ VubtLn w.iLL oitey be used I at the end o6 the game to 4op -tiia.Le £ ;ioln t'iaveLLng ouh on VubUn S1z.ee.t. /j b.Ln5 w.L be. picked up by the poJiw1 unit a(e./i the if-ow o4 .tiiaLc haz caaed.

I Contact Un..i.veLty Pokk PoLLee. VepwJ3nen-t and HZghec.nd Pwdi PoLLee Dcpctme;tt and VctfJcs PoLLee. Ve.pa.ii.tinen.t piz2ok to .tlie, game (5pm) £0/i coo'id.Lvtct-t.Lon. A.te.'L.

ve. (5) mi) ,utez pLo'i to thc..e.nd o6 .the game., noLy the .tfviee poUc.e. depcbiie.itt

I

6ot aZtanc. at !4ocJz.LngbL. ic1 Lane. and AJiiLLne. Road.

4. The /iC,5eiive.d pwth..Lng 6ofL SMU baiae.tbaLe games wLU be 4upe.'wJe.d by the Vapa.thnen.t o6 PubUc. Sae..ty. The pPan a the 4ame 6o PL 193-84.

Iagncc1 to aLt in the wte.ct wiLe. be aLvz..t 6ojL pkobZein WteaS and assi.5t wheiie.

5. a44.Lg vie.d to the vi.6ito& 1 .6 .team wLU tay Ln poLtLon wZ.tft the team

I£/wm wL.t to 1çLn2'h. The oLeeji wLU. Lead the .team .thizoagfi the ha.Uwcuj to -the.

SE .tctL'i.way c.nt'iartec. .to ,the gym jLoo each tLnie. and /Le...tWtn to the fle..66Lfl3 Jioom. The o(Zcv. wiji. iia.L;t with ' . the .team wh..e on the 6toot.

I6. 066iceu wLCC /ie.ndc,'L hand 4aiwte duiLng the NatLonaC Anthem.

I l. The o 6'icvLz on .the gao/i at the oLe2aL'6 ztand (neat .tunne) wLP2. pe'wt onLy SMU PLAYERS, COACHES, DOCTOR, TRAINERS, ATHLETIC DIRECTOR Y COACH PARKER and

MR. TWINING in the tuneL. I I I I

a. AOzUj lc g SCetj - one occ, (ba.Vt.cadc') 3

/ b. VubUn 6 &ithCcy - one oe.j (bcsvcade 1 3 p.m c. "A" lot - one OCe.'L 3 p.m.

d. "6" tot - one 06ce 3 p.m. e. "C" tot - tjjo ocej 3 p.n. . thide./gtound pa/th..n9 - one 0 6 ce,t - 6.15 p.

g. Lobby - one oce.,t (SUPERVISOR) • Ii. MCL.Ln 6100/L OflC. OZccA

9. Az -signmentz duAing the Ct17I:

a:. one 0&.JL no'.t1z 6.tand6 (Vedinan 46.L9nme pn. b. one oZe,t no'i.th hallway ( A-tot "A ignment p'io, C. one OCVt 4owth 6tand6 (&sthey/VubUn C4L9nn,i,, • d. one o.Lc,e,j with vLóLtii, at a2l tLrne,s e to game . owi. ocej on eoLLeum (ZOO.'L (SUPERVISOR on (one. occe,'L (one 066icuL at tunnel at all time-6)

70. 'A6,6ignment6 afteJL the game: ALL oLcejt, wo.'th;i9 • will Leave the eoF.,Lew,, tzie.e TT nvnwte4 beo,e. the •

iL AcPOAt to the a 5L9ne.d Locatori (enelo,wLe. 7) tHd4 and

a.one o'c.e.n. at &flfieey/VLth.jJL b. one 066iccli. at (one-way .6Lgn) C. one OCeJL at Yctf/Vabfn d. Yc1. 6 AjLne.: 0 6 to p'Lc.ven. /b t'taL. OU S C.. One. 0 CC1L .n 6,1ont oj C0Li4e.wn

. two occ on (oo4 o6 the gym

. (hiLt 206 mui.t .twui 'ud U.9 ht on yellow at Vy y . g , •, • OFFICERS WILL REMAIN IN POSITION UNTIL D ISMISSED BVS(!pt

RIN CHARGE.

12. RESERVE PARKING WILL BE HELD TWENTY FIVE (25) MINUTES i rnan undqiiowzd , "A" and "B" £o:to on,q. - _TJP-OFF

1

13. Reiewed pa/thLn9 WLea4 (enc.Lo4we 6)

a. Ree.&ved Mea: "A" paJL!aLng a/Lea; "B" Pcudwtg a'n'u p/Le, pCJJWzg a/Lea and undeJL9iwurz(( "c" I "A" PAINS AREA: (wezt zide c6 spokt6 Ce _jzVLatBu',

I(1) 6cctde wiLL bJociz the 4oath c(/iveway

CLa; o n. (2) AttC)Zdant ui-LU. pcitrnLt vehLcLe. en.t'Lance 6/Lou, (3) Awt!wnzed pcJion.s w,U. have, a MUSTANG pa'th,

"A"d. ucway

• I (4)dmignation (e.nelo,w' 3) (NO PASS -- Reoejwe.d pwthn9 w.iLe be held 25 a;t \TANCE ) -N.

I "8" PARKING AREA: (ea,t side o6 4pojt6 ceneii- b.e, I,j

(1) Bwicade wLU. bock no&.th d&Zvewayi ance. o VubLn.

I (2) (3)

Attendant w.LU. pciurzLt vckLcje ent'utuice (/i-o;n Awtiio,uzed pVcn6 will have a MUSTANG PWthn "B" dm (e.ielo.w 114.) (NO PASS ' s mull

I

(4) -Rcjtued w42L be. heLd uni unijiF - _-.----------__-

I

"C" PARKING AREA:

(1) South o6 4pol t4 ce.n..Wt bc.d; e.Wianc.e peuted £'tom AL'.Une S VubUn (2) Au..tlzoii_Lzed pe.k' on4 wLe have, a MUSTANT pa/tfthiQ pa with

"C" dj,Lgnqon (ec2o4wte 05.) (3) Re,eji,ve.d pwth...ng wilL be hctd until tip o66 time ONLY.

LJNVERGROUNZ2 PARKING:

See. encto6me 01 . Paiilzing pcv/ tv.cJi be dLpZwjed by peuoilz using unde.'t-

gkowd pcvt?thij. The nu.rnbe.it on paidzi..ng pw wLU co'utepond to nw-nbe,'t on

cu'th. PwtIzij3 6pac.e numbe,.'t w-LU conAe,pond to nwnbe.'t on Li st (enc.C.

PRESS PARKING:

U W.LL be peiuiill.ed on B.Lnf?ley Stitee.t on noit-th side o4 Co.CLearn which wLU be btociae.d itom krLLne to VubUn wLt.h one paAking attendant on each

te.'ectLon. Must have SMLI "PRESS" c.wtd.

VTSITIUGTEAM

BUSSES w.LfL be paitlze.d neali. the tamp d't..Lveway on the no'zhe.at

I .co'uleJL. o6 the CoUeuin and iteeAued ..tand4 pLctc.e.d out by attendant owLC.ij

pa.kIzin9 on

I. .BASKETBALL STAFF AND COACHES wLU be adrn.Ltted Sum eLtheit bctvz.Lcade on upon p/LeAeJtt.O.-tA.OL 06 £de.vt.LcotJ.on. Theite wLU be -ten (10) 'tC4C/we.d 6paee4 o"( thecoach-Ln .6.ta piwvLded neWt the .'tamp dniveway on the NE co'rnel o Moody.

I L7TERS OF AUTHORIZATION wiLL be Lued by the kth.Le..t.c. Ve.pc'tt.rnen-t to pwth. on £he no'uth side o6 Moody.

SUMMARY OF THOSE AUTHORIZED TO PARK ON BJNKLEY:

1. VU bcc...tbaLe ad c,occcJLc.. 2. Viziting team bc 3. PiLess with p&e LdenJ.co.ti.on - SMU Z6.6ued pa

4. c.eLtcLneou2 as dJjte.cted by £eWt 'tom SMU th-C.etLc. Vepwthnen-t.

5. Reejtved pwtIthl9 (ieid un.tU t,Li)-066 tune., 'ONLY.

TOTAL PARKING AREA AS SEEN IN ENCLOSURE 06

(NO PARKING PASS AVAILABLE ........ NO PARKING PERMISSION.)

1983-84 BASKETBALL ADDITIONAL PARKING INFORMATION:

1. Ml six a..tftLe.,t,Lc. zpacew in "A" tot wilL be wed by pe.ioni. a4.1LnC.d to 4pace dwiJ..u9 the. b elbaV. wne.

2. A beocthade o.'i bc&vcade wLU be ued to b.C.oc(' t(ie. Lx spaces. Thc tati wi.LL move. .the ba,vL..Lc.adei. when they pwtk. (Cone. by Ro.ecu'Ld.)

3. Eecawe. o66iceA,5 w.i..U. be in position at 3 p.m., the women's boze..tbcJLZ 4c.he.duLe wi...,U not in-te,eM.

U I

I I I U U U I

U

/ .. 4 AU t'vuoJt chitdken o6 Jtepon.te.k4, paye'L, wO'theA4, etc. WZLe be 4 e.c.ted in a 4pe.cial Zocct.tLon in the uppe.n. wteiia and not peAnLLtte.d on the gym 6too,%.

5. OnCy 4ma.0 cJv2den allowed on gym (ool% eeve.z as oUow:

a. tJ-LAec ba!2 boys at each end Oj the cowz..t and one at the oieI,cc tabte..

U b. any student may pwLcJute a guest cwLd and thZ6 could ino.eve. a young ch.i2d; howe.veji, the gae.t may -t in .tJ'te. beacheiz.

I6. IndividuaLs mu be 4ec..ted i6 they wi.e to n.e.mcin on the gym foon.. lthleJr4

may e.tabVh a n.ope hand n.a..L a.4 a bon.de.l% 60A a.&e.a deigna.ted 60n. ude.nt4 to zit on the itook ot in pon..tab.ee cJlain4. Ca'Le must be taken to keep 4an,6 6,toin

I0cig the view o pe/ion 4Lt-tLng in the 4tanct6. CZO4e aooJLdinat, amongM'L . VadLe.y Pa/theft, the u.4heis, and the oiae./u i4 nee.e2.wLy 6o,% -thio mattejz. I. AU pfzo.toglLapheA4 rnws.t have paz,6 44om Bob Condn.on to be peiunLt.ted on the gym

Coon.. Any pn.obtem wi.tlt ning zide photo jcAapheAz 41Lottd be c.00n.dinwted with Bob Cond'ton.

kRAFFIC ASSIGNMENTS:

BINKLEY 9 AIRLINE: -

a. Tn.aic. pvunLt.ted to go non.th on. weit

Ib. Tn.aJc pn.oh-LbLted fl.Om going south on A-LLne. C. T1Lac. p'tohi(ilte.d 6abin going ea.t on 8112Le.ij d. Sizicad on BithLe.y wUJ... be zo poiLtLoned to chaLeeii the taia

In.eovwed pa.ithinçj on &ni?2e.tj to non..thbound A/LLLne o ,% Wut on

e.. T-'LCtC mw!.t not appn.oach A't.Une. on &nkZey, eatbound but a!2 -tn.aZc. I e.athound on &LnIzLey at the SAE howe mu.4t .tu/u1 noath on 'Lat . Southbound .tiaZa on Ai'jLne. murt .twLn west on &Lnfal.ay I

Li I I I

I

2. VLI6LTN £ SJNKLEY:

a. TtaZc pe.iun..U,ted to go ea.t on EZikey b. Tac pvz.niLtte.d to go ro'th on VLLbUfl C. Th.aLc p'wfz..LbLted to go zouth on VubUn d. TtaLc pohbec( to go wmt on £. T/aLc 6,tom the 4e.6vwed 4pace on BLn1zey maZ go noJz on. eat: . Southbound vce poidzed on wet 4Lde oS VabUn be.:2.en

YaLe and &th1e.y w-cLe be dLJLected east on &nhLey..

3. YALE £ VLISL7N:

a. TiraS4ic may move ea, weit ot no.'z.th . -. b. TizaJc piwkThed to move zouth on VubUn C. Ge.nVLaL p'to'iJty goez to noathbound.tAaSSirz on VabVjt

BARRICADES

The £ofIow-&zg baiuLLcadv cuz.e ncewy so,% tLaS6iC con.tito at betbaC game.o and hou1d be pZczced in poLLon by the. Phj&LcaL PLar on o game and w.LU be. pwt .Ln at-the app'wpz.iJLte. te..

7. 2-wooden "Izoi a .type" bwuticade2 at A.,'zLUte. £ & pthL p_ y .

2. 2-wooden "ho'oe. type" ha Lcctde at VubUiz 6 8ZnFZe.y,

3. :2-wooden "hone type" ba&,%icades at the eivt&a.nce. to .J:a "A" tot-

4.

2-wooden "Jzo'ze .type" bwL/zicade at .the. eJuiee to -tJa " Efl Lot.

5. 2-wooden "ho.e type" batuticadez at .tiie. ent'zanc.e. to the "C" .&.t_

6. 1-wooden "ho'ze. type" bw2cada at Fae,nttj Row £ aLnfaLey,. Yzewt cw.b

•

PORTABLE SIGNS

PLaced by Ve.wz..tmen.t o6 PubUe. Saety

7. 1 BJthLey - 4gn DO NOT ENTER to p'hbtoutJthowzcL z-Lc. o;.

2. F'p.nLt Row S &nLey - 4LgnDO NOT ENTER to piwki:bJj --Ec. £w • going £'wm .the SAE Hou.4e. ea to AL'zLLne...

3.VUT3LTh! I B1NKLEV 4Lgn: DO NOT ENTER .t ohthL.t 4ou.tJzbowwf Sic. cit

4. YALE £ VW3LIN - Lgn DO NOT ENTER optohTht 4oatkbottf CYL VLLZ

5. 2- zigii Lo lL coacP.es zta.66 on &nkLe.y:

A.

A.

I.

DATE_________________

V

J cU

/

d^ice,%,s L .LtL /Lcpoht to the Ve.pone.nt o6 PubUc. Sae.ty OZee o& de..tai2 wat by 6 p.m. (2 0 66icelL.6 6wL &nk.ee.y baLc.ade at 3 p.m.) unters othw.i.. /cd by thc. 4upe1LvLo'L. Ate..'i. a i.Lgnme.n.t.s a'.e. made., 'Lepon.t to jCWL a46Lgii&f poJo;i ae.tteL e4 y. &vLcad/t)La; Zgn4 have cLteady been p.&ic.c.d in potion by pa.t.'Lo. (5 p.)

C

6ZgJz in the 4t/.e.e.t at A.L't..Une. Road & &Ln!z.Ley Avenue. 4hould be 4c.t on the ci.vib a.te./L a ainc. Iza4 4taX.te.d by the oZee.'t wonizLng the Znte.'ee..tLon beo 'te going to hZs Ln&Lde. acjwnent. The 4Zjn w.&LC. be p.&tc.ed back in the stie.et at the end o the game.. The-11

gn at the Zntcec..tLon oS &Ln!?iey Avenue. @ VubtLn St'te.et wLU kemain in poLton -1-Ling the game. The 4ZgJi at Yo_.ee B.eud and VLtbtn St'Lee..t wLL or2y be used at the. e.nd o the game to stop t'i.aLa 6,tom t.iuzveLLng .6owth on VabfJ..n SC'te.e..t. AL 4Zgn4 wU2 be cked up by the pc..tjz.ot unit ate,'L the Stow o t.taZc haz ae.a.6ed.

TRAFFIC ASSIGNMENT BEFORE THE GAME

Main Lobby CoU ewn dwthig cornpe.te. aLgnment

Ea..o.t ba..v..Lcade. - Lot "C"

?tenaLn wvtL& game. 4.tLVz

(e..o.t bajz.iz..Lcade. - Lot "C" i7-n. witL gam e- 4ta/L.t4

Ea..t ent'z.ance,

tUe,st eat/Lance.,

3000 &nhLey Ave.. begin 3 pm-lkernain tiZ game. t,%/z.

3000 S.Ln!aCe.y At'e.. begin 3 pm-einaZ;z tZL game taiz..t 4' Eat e.n.t.'tanc.e., tot "8"

&einau2 W game. 4tat

I )e,t en-ttancc., .tot "A"

? .C.m0.fl tit game. t:wf,

6. V IP paJLhLng, aig Ve.dman ?z.e317aLn tit 30 min. atC)L game. &tc V..j..óLtjig Te.ajn:nja; i (OQ/L /Lejna.Z;i duitLng c(Jmp.Ccte Lgnmev

ASSlGM'!ENTS DURING THE GAME

ç . 00n.: Coue.wn: Ent'uthce. A

C.

I V._________

Nth 6tand,6 and Jzailwcty ASSIGNMENTS AFTER GAME So. 4tLznth6 £ HcL&ay

oZcej wo'thing .titaLc. a Lgnmen..t4 wU Lc.ave the. Co.L'e.wn th/Le.e. (3) nZnatc...s bao;Lc ti game end4 and n.epoiit to a.oZgned Location.

11 FiLoat o6 CoLiewn YaLe. 9 Vubtiji

2. £Yale. £

Dubin

- id.)

0 c t l inn Zn ned i' a Zc po..Uon ujLta ctLsni cc! bi1 ,•Lt' 0/c. 0 (.. t IJ1 JLOrt, O.c .tiza(ç (!'LCCji

%j:

1- T

- - :1 1_; •. - -.

:--

_ ii I 1 ••+I.I

• :• • I 112,

ii

• HF:I.

I. 0

•1

L.

I I APPENDIX B

H I I I Fj I I I I I I I H I I I I

I :1

March 5, 1987

TO:

The University Committee on Intercollegiate Athletics

William L. Hutchison, Chairman

FROM: Independent "Return Football to Campus" Committee

MISSION:

This group has Volunatrily met to discuss and generate

thoughts relative to the appropriate facilities

for the return of SMU football to the campus.

Our hope is that such a move would help facilitate

a return to traditional values, serve as a rallying

point to enhance the emotional well-being of the

university, and further encourage the participation

of alumni and students in campus life.

Procedure

(A) A pair of alternatives were reviewed so as to ascertain

• the feasibility of the project.

- (1) Rehabilitation and expansion of existing Ownby Stadium.

(2) Removal of Ownby Stadium and . construction of a modern

facility which is compatible with campus architecture

I and enhances the general aesthetics of the campus.

In both cases a capacity of 45,000 to 50,000 was assumed

to be desirable. I

F I

March 5, 1987

I Page 2 Conclusions:

(1) Rehabilitation of Ownby

Though the existing west stands at Ownby are attractive

and compatible with campus architecture, they are

poorly located on the available Airline-Mockingbird

property (i.e., too close to Airline) such that an

attractive first-class facility would be very difficult

to construct in a harmonious fashion. We understand

that the west stand apparently has structural faults,

and additions to that stand, which would necessarily

include extensive end zone seating, a smaller east

side stand, and a cantilevered upper deck, would create

a haphazard effect with probable excessive structural

height as well as excessive cost.

(2) Modern facility

A "cut and fill" construction (with half the seating

below the existing grade) would, in the total picture,

be more economical and more pleasing aesthetically.

In addition, the facility can be properly placed on

the available land such that .a "best use" for the

entire property can be implemented so as to provide

for:

I

(a) Appropriate ground level recreational facilities

(intramural fields and landscaped setting). I

I I

March 5, l!'87 Page 3

(b) Practice areas for football, soccer, chearleading,

and band use.

(c) Parking (underground being an immediate or long-

range alternative).

(d) An appropriate range of athletic facilities (locker

rooms, handball courts, weight rooms, Study center,

administrative offices, etc.)

(e) Associated academic, educational and/or dormitory

building needs (available for immediate or long-

range purposes).

(f) A campus pedestrian esplanade (Ownby Street)

which would focus on the north end of the stadium.

This Street would continue to serve the dormitories

on the northwest side of the present stadium,

and also provide access to the swimming and track

areas as well as serve as the logical access

to the intramural and practice field areas around

the new stadium. In addition, and most appropri-

ately, it would serve as a handsome pedestrian

path entrance to the stadium from the new student

I center, as well as the fraternity and sbrority

I

houses and dormitories located to the north.

The "cut and fill" method of construction would provide

the opportunity to build an unobtrusive structure

-- with an above-ground elevation approximately one-half

I that of the existing Ownby Stadium west stands.

I I I: March 5, 1987

Page 4

I(B) Points of consideration

(1) The constraints of the property available and the

I

economics of stadium design dictate that a track be

omitted from the inside of a new stadium. The existing

track would be retained and the existing west side

seating could be upgraded and/or expanded as appropriate

to the maintenance of a first-class track and field

I

facility for SMU. Lighting for special event usage

of the track could be supplied by moving the Ownby

Ilight towers to the track or by temporary lighting

as now used for NCAA football telecasts at stadiums

I that do not have permanent lighting. The long-range

I

. plans for new swimming facilities could, we would

hope, be factored in the design and economic formulas.

I(2) The width of the stadium playing surface should be

appropriate to include an NCAA-size soccer field.

.1 With proper site line study, this will not compromise

I

the desired result of "close to the game" seating

for football.

I(3) Though expensive to construct, underground parking

on the perimeter of the stadium could be an important

I design feature which could be helpful in the long-range

I

economics of the project (i.e., could augment existing

parking for all daily campus activities, as well as

provide close-in event-day parking). Practice fields

I I I March 5, 1987

Page 5 I I and intramural fields could be located on top of these

parking lots. Based on 200 cars per acre, two levels

of perimeter underground parking could add approxi-

mately 4,000 extra places at the stadium Site. I (4) Stadium size should be no less than the smallest current

I capacity in the Southwest Conference. Using 50,000

capacity as a guide, it is anticipated that a combination

Iof as many as 5,000 students and faculty could be

expected to attend, leaving approximately 45,000 seats I available for the general public.

(5) Public amenities (seating, access to concessions, I and convenience facilities) should be of the highest

Iquality and consistent with comforts available in other modern spectator facilities. I (6) A part of the prime seating areas Should, where feasible,

be available for the students, faculty, and staff.

(7) we understand that approximately 3,000 parking spaces

are now available on the campus. A significant amount

of Street parking is also available within a one-mile I radius of the stadium (see Exhibit I). Based on ex-

I this

tenor parking at Texas Stadium and the Cotton Bowl,

radius appears to be a reasonable maximum walking

distance. By way of comparison, the furthest point

in the "Red Parking" at Texas Stadium is approximately

1¼ miles from the stadium.

March 5, 1987 Page 6

(8) A significant number of people also live within this

one-mile radius, and many in this area could be expected

to be supportive of SMU football and could reasonably

be expected to attend games by walking direct to the

stadium.

(9) Through the use of the "cut and fill" construction

method, the exterior slope of the stadium can and

should be extensively and attractively landscaped

in such a manner that it will be a major visual asset

for the campus. Prominent examples of this type land-

scape effect now exist at the Los Angeles Coliseum,

the Rose Bowl, the Air Force Academy, and Stanford

Stadium (see Exhibit II).

(10) It would also be feasible to incorporate permanent

campus buildings compatible to the prevailing campus

architecture into this landscape slope (see Exhibit

III where one such building has been identified as

an "Athletics Building" (locker rooms, etc.) and the

other two as "Educational Buildings").

(11) Compatible and appropriate az chitectura1 details from

the existing Ownby west side stands should be saved

and used as appropriate as ground level monuments

for the site. These could include the large, incised-

in-stone dedicatory memorials at the upper four corner

1.

March 5, 1987 Page 7

of the stands (which include the "Munger", "Armstrong",

and "Ownby" names), as well as the exterior central

incised site reference ("Ownby Stadium - 1926") and

the Peruna marker.

SUMMARY: A list of the members-of this cothmittee is attached

(Exhibit VI). All are interested in the well-being and collegiate

traditions of SMU. The genesis of participation came from a

love of SMU. With a few exceptions (caused by schedule conflicts)

each person listed attended one or more meetings relative to

the preparation of these ideas. We appreciate the consideration

of you and your committee and want to express our willingness

to individually or collectively do anything we can to be of

help to SMU at any time.

Other Exhibits

Exhibit IV -- A current site plan on the same scale as Exhibit

III.

Exhibit V -- Information relative to cut and fill construction

of stadiums at Stanford and Yale.

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Cal -Stanford Feud Sparked Stadium Construction Dcgn and ononaiactaon of Stanford Seathion

)9221 saw rank an the Chic . gainew. ad cff-tóent an.jor budding project ewee aan..kee on

tf 53.30pev seal (1921 dollars).

EXCAVATION The Stanford Stadium 's dcsip was based on a

year-old Constructionmethod mi1at to that of the amphitheater at ancient Pompeii — a sloping embank- went built with din cuatcd front the pl.vuig field. with scaung built on the emb.nLmcOI for uum.aIon. At the nine it was built. it reponedly wan the seeped largest nadjur, in seating coponry &moq U.S. ool-

The Yak Untetenry, bowl was ff1. Myths about the si.adiuct colaviacnim ad. An

rntiOt1 of wtbivai anasenab and ntemoprary smu shows that the oonemicuoe baiory I geor?IJ-

tyaniauoderuood bcauie of confusion over the intual roucoov auad a senot o( major abodLficalsoolas atedt

within the nern w years. Cotstrucon of the stadium at story of catty Stan-

ford enepvencursip. Planning for the 60.0(X)-.eas structure (later ci ndcd) bepn in 1920. when the unrerentys Board of

'Stanford Stadium's design ats based on a 2,000-year-old cortsirucrion method similar to dua of the amphitheater as ancient Pompeii — a sloping embankment built with dirt e.xcai'ased from :hep!aving field.

Athkt,c Control became ir.tensiiad in replacing afoot. b.it field and bleachers. Laid out in 105 The earlier field was senots the snrr from E,seuss Gym. in the aft.& now occupied by the varsit y tennis courts be twetrot San MDonaJd Mall and Maçiien Pavilion

A nmiu.on of engineers was appointed to drurr a an sid,unt in Povrtn!y r 2920 Commission mem-bers Charles B Wuig, Qiarlrt D. Man. and William E Durand. ii! engineering protestors. ptcwniec a !uhtfl ,%.it three ,ne'ntfu titer — in fefwuar. It -

with a ben anwe pr Dirti g osoodemats built on an earth embankment. Such a anisetore would bate the bail dianee of withstanding a sewete wtbqua.ke.

to Wing The cogincen raUnsated that the o'os would oust $2010 (, .,$ule a inpdoonal wit-mete nugt built on Oat l. vwd saveCoso at rsoa.

The goal was to build a stadium as nine for the Big Owe agasner Caidorti. in $o.rmbet 1921.

EAcb school wanted to build a large stadium on campus , epmcesarivvs of the two univvmoea wet

.ionalJy to diicuu athletic norum of ,oszre ounorit, In fall of 1920. Stanford 's Board of Athletic Cornyol was caked by repementaoton of UC to arrange • joint

The Stanford board hastily convened and voted to proceed is4th plans to build the stadium — despite uncenai,finarzci& resources.

atneting. the purpose of which wan am stated. But board tnrmbcn beard through toe grapevine

that California planned to propose diangiog the 50,50 split of gate remipo to something more favorable to Califontia The higher profits for California would then be used to finanee a stow UC stadjuit.

The Stanford board hastily convened arid noted to proceed with plans to build the Stanford Stadium — despite uncertain financial rrsourves. The news wan varssrnitied to San Francsaw newspapers for the nert mornings editions not evening. bard menthen anerided the point meeting ant, California and had to good dinner. S pleasant evening- and never found out a-Ar we were merling Stanford Regrirra' i. Pearee Mitchell weose in S.w.nforil Univre,:rs jcic.-!od)

fiN DING D1V1 A campaign to raise mone y for the pnvpecr began

Mirth 71• 1921. oeganued by the Board of Athie:g Conttol't Stadium Comminee 8n1 hcsoed b L.rla.rid W Cutler SubwnpiiOns were nought from sJunttr in 1103 writs, each ctrrvsnp with or the right to purchase two cbcncx seats tot intermitlegnate annual e'ents for the next If' years (later ertend.d it a tfr,ttir nghr, a a 5: pet scar dinonunt frOnt the refUlkl rest a't,ic!r was thee 53 The wbwnt'tiOn lurid -'as to In redeemed from gale i'rcrpit .1fr,n ll' vein and el's_mIt-red to a stwoat sinr.e ?Vt't e'n&ntt'nt nt fund at reQuested I'.

wa mat 1103.000 or an sobvilled would be obtained at

a loan secured by Will Big Game racerpts. But to the boards surprise and pleasure. alwnsu and

friends of the anivernity quickly purd.aied nearly 31M.31 s in subscriptions. almost double the protec. 000. This ecabiec the board to pewac without bet. TOwm$ large ansciants of saroacy.

IAN FRMCMC DOS On May I - about an we'ek.s after the subeaipdoe

osniçango awed — the San Francisco fran of Baker and Carpenter wan commussiotsed an aneevove en-pacers to prepare working plasu and ancm - katsoes and to seek wosrn,00 bids.

Buse of Profeanon Wings welI.ori'i'ed plans. Baker and Carpenter were able to complete their dra wings inIm than 10 dart. On Ma', 14,. pre-cwaed wtttrac't was approved by the So 'ard of Athletic Control. Bidding opened May 23 on the project.

The wnoacl was awarded two days later — May 23 - to Palmer & McBryde of San Franco The firm waned clo time setwij up otnip and amembling equip-went at the park-like field am to the State 1-t4hesy (now El Camino Real) 10 days after ramnal the wiract arid low days otter g,ound wet biokes by

Din was loaded into dump wagons, each pulled by team of four mules. 'Frrstao scrapers' drawn byfour-hor5e learns were used to trim the 37-foot slopes, and a steam shovel was wed to finish the south end.

Stanford Pi-.drni Ra. Lyman Wilbur. the Paltrier it McllrvOe miul7tieiioi, Stw '

Mulct arid machines were wed it Wp Utoti the oonioucoon goal To esvsic .3 tee' of dirt.

three elevating cadets were ct-swn fry fl Dirt was lc..ried into dump wallow. each pullet t' I otarit of four mules Fve'srio scrirveti" dra

wn fri low he'ese team were med to ooti the 3.fooi dopes. tnt a

wears thrive I -an used to 6 ri.lt the south end of the w'asghi...s jind to esoivate drvnaF ditches

'itith the three readet, and I' F,yieiO Ictit'

up the ekpe *0 the bkadei. On top of the orient wits 15-foot-wade esplanade. fed cc the out. at edge. that pro.ided access to testing

The miter slope of the embink.meoi aqçumad. timbersW*g to'ucnzre. The ti.edipe of o and stinib, on the outer slope was deaijned by John Met .a.rcn. fimoin for ho design of San F10.00s Colder. Gait Part.

Coozmwnor was completed in mid-Oronber. aDo-titg 01n1 for the newly sourn turf to kaii hofort the Pfo. 19 Big Game.

ti4uet to its charm. Stanford lair by 42-7 pine played in its grand new facthry. Cahfocia went an to )li in the Rose Be-]. Beck in icos. pLayuij on in thcit.new football field. Stanford bad defeated Cali. fom. 32-5 itt the fini Big Game played oncampus. (Earlier pities were played to San Fri.)

MATS ADDMI Setter its onginisi crotamruction. the Radium bas been

u*odificd and expanded several itmea. In $925. the oprir and of the bonethoe. which Wing wod lot veetiliboc. was partially 5iied m with wacing for an

The 1925 and 1927 n.dAiiin and improvements, along with routine nwinumme, brought the szadiwn's price tag after sir ye to $578, 000, a un/c more than $6.SO per

nooaI lO.XO specuton. The WV bMe dug to ptvv-.de dirt soeded for the adth ho.ame the Ssmken Dismoed.

In 1921. bleathert were built atop the amokisitcle. adding $4 swer at wan for 16300. Suppiwang the

wit a atpei1utore built as dnven through the embankment into theOnginai .o.u..4 .,,.e.a. 9, Aaaed - . .tS.

• decorative wail oo.ted in gwutc. pained buff and deaiVied to p4emeei the Quad area

Aber in 1921.. radio bonsd....nj booth was to the iradiums press bus. Stadiure selong eapry, almost t7tn l927, later was expanded so9Q.cl. In ,wanr yeast, some wadnl bas bacti two to maLe

wa 10! new accen timotis. Cost of original ooa in 192$ had totaled

3233346. including ousosci is. vvernme, land-wapurg. irçp1,eo. and tngtneer'ing and supervision. The 3925 and 1921adliTsiocia and imp owe messi . along with routine mewtewier. beout the stadium's pnea ssg after sal yasir to 1576.00, a brtic more than $650 per seat. Contemporary accounts 000flici but it appasir the nandsJ oblipoom mcwrtd thzotegb the inposi mibscapoon wire paid off by 3924. The 1977

were 9'-4 by a loan paid aff tbeasgh lurwe pie 1Q. susza

I. . — P.a w - the Asiencan Sodiery of Civil Lngneers early in 1922. Baker and Carpenter described the proper:

of the usual docansioc. " 4 'c. delays. and a.nfet whmd Oarir, wea.ry weeki at eiths of valuable ome before the oowtriactioo stage a reached. the stadium project moved forward rapidly from

in a budncas-bke and orderly way. - . - The most p'stifying results obtained to this pro p1

son dbsctiy, due to enthumuc coopemocic and the aedit for no acbie'vent cannot be çven to anyone of the agencies toocerned but must rather be prorated asserog them to the tocuwon for their agpesove and skillful prvaeeution of the work, and their dean and business-like methoth of dealing: to the Board of Athienc Control and the S"um Committee for their widom and 'moo snitsattog the ptoeer. and pros-id-rn6 the nanees for it; to the ''- 1 w of esposera

-Ow coctorivmg the plan; to the alumni for their gener-atsa wpçioea ma way; and last but wa least. to The atudetti bodies of the two tomerong sod the public for their reawd.brsekini attendance at

. & - win ie Stilt approval the Stanford Stadium as a beauoful tha-

and adequate athlete plant.

How Hoover nearly foiled Big Game

I.. I

THE YALE BOWL

This year marks the 681h anniversary of the beautiful Yale Bows This football stadium, which seats 70.896 spectators was completed for tne Harvard game in 1914 Today, ills Still regaroed as the finest stadium in America from whiCh to view 1031baU The entire structure is 930 feel long and 750 feet wide, covering 12112 acres The building of the Bowl reQui red the handing of 320.030 cubiC yards 01 earth and into its construction went 22.000 cubic yards of concrete and 470 tons of steel There are 18 miles Of seats for spectators. tone of them Obstructed In the 67 years the Bowl has been in operation. 430 cohegiate football games have been played there. witnessed by over 12 mituon people in addition to Yale games. professiona l and high school teams have played there The Bowl was the site in 1969 of the histof 'C first meeting of the New York Giants and the New York JCIS The stadium was used for New Haven's Tercentenary in 1938 and was the scene of a U.S. War Bond rat ly4n 1942 Numerous concerts have also been held in the famous saucer, which was the home of the New York Giants in 197374 lfl May. 1976. the Bowl hosted its first soccer game. as Braid defeated Italy. 4-1. in the championship game of the American Bicentennial Soccer Cup Tournament. The Connecticut Bicentennials of the North American Soccer League played their 1977 home games in the Bowl. In 1979. the Yale Bowl was hSt toe concert given by The Eagles. Heart, and the little River Band. am in 1981 the largest in

in New England since 1924 - 75.300 - waiched the 98th meeting of Yale and Harvard. TTJ

1.

2i NAK

''- • - -

The following are suggested driving routes to the Bowl

fl( WEST 1. Via the Merritt and Wilbur Cross Parkways leave at Exit 57 and take Route 34 (Derby Turnpike) dirtctly, to

the Bowl, or leave at (zit 59 (Whatley Avenue) and follow Yale Bowl signs to Bowl parking. 2 Via Connecticut Turnpike (195), leave at Exit

44 anc follow Yte Bowl signs to Bowl parking.

FROM TK EAST IL110 SOUTH Via Ccnnecticut Turnpike (1-951 leave at Exit 45 arc follow Yale Bowl signs to Yale parking.

..- ml UOTN 1 Wilbur Cross Parkway to Exit 59 (Whalley Avenue) and follow Yale Bowl signs to Bowl Parking. 2 Via 1-91 leave at Exit I (Downtown) to Route 31 and follow Yale Bowl signs to Bowl parking

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IEXHIBIT VI

• COMMITTEE MEMBERS

Quincy Adams -- Past President - Mustang Club, Dads' Club,

Alumni Association

* Roy Bailey -- Mustang Club Board Member

John Bauer -- Mustang Club Board Member

Bob Begert -- Letterman, Lettermen's Association Board Member

Dave Bliss -- SMU Basketball Coach

Bill Boggs -- Friend of the University

J. W. Davis -- Letterman

Gary Gallup -- SMU Play-By-Play Announcer

Mitchell Glieber -- SMU Student and Football Player

Lamar Hunt -- Alumnus, Lettermen's Association Board Member

Schellas Hyndrnan -- SMU Soccer Coach

Herb Kendrick -- Alumnus, Mustang Club Board Member

Roger Kerin -- SMU Faculty

Paul Layne -- Alumnus, Mustang Club Board Member

* David Lott -- Executive Board Alumni Association, Mustang Club

Board Member

Jerry Mays -- Alumnus, Letterman

Red McClain -- Alumnus, Lettermen's Assóciatjon Board Member

Don MclThenny -- Alumnus, Letterman

Ted McLaughlin -- SMU Track Coach

George McMillan -- Alumnus, Letterman, SMU Swim Coach

* Co-Chairmen of Committee

COMMITTEE MEMBERS Page 2

Cobby Morrison -- SMU Student, Football Player

H. R. Patterson -- Director of Facilities at SMU

Trevor Pearlman -- Current President of Student Body

Roland Rainey -- Director of Maintenance

Chris Rentze]. -- Alumnus, Mustang Club Member, Executive Board

Alumni Association

Bob Sharp -- Mustang Club Board Member

Doug Smith Executive Director of Mustang Club

Dan Stansbury -- Alumnus, Member of Executive Board Alumni Association,

Member Board of Adjustment for City of University

Park

Homer Stewart -- Chairman, Annual Fund, Alumni Association Executive

Board

Ben Wallace -- SMU Faculty

Bobby Watters -- SMtJ Student, Football Player

Steve Wilensky -- Leading Fund Drive Money Raiser, Mustang Club

Member

I/1

I I APPENDIX C

I I I I I I H I I L I I I I Li I Li

/ 19 Q

Traffic Light

Green Light I 1 .J rirft-, & ':!_ltn)

Red Light

o4verage Time Kemp rnJri'Der of Cs Tr.e i r: (seconds) (North) (South)

=

37

-Average Number of Cars Traveling (East)

Green Light (East & West)

I1ximm Number of Cars Traveling East West North South

TI ic C

Ilinirnurn Uumber of Cars

10 3 3

?V r J 1% ,lr,, rIr.Ir (iLtJLI!

Stop Siqn Average Time veriqe ruri-!te- c. f [irE 1

Ci.flflOS)

•south:'

flterv1 0

MxirrtLim Number of Cars

Minirnurri Number of E:rs

Traveling East South North

10 15 13

2


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WEST EXIT /weraqe Time Avere Number C, C Traeirq (secondE) (North.) uth1

EO 4

urn !urrher C!T C:;r Trove ng Per Minute North South

10 16

rrirnurn Number of Iirs Per ti 41 nute

E:iot wo: taKen for 3'5 m rtji c: 1 5 minutes ph or to the erii of the e.

,LJTr r it rvVi- TV •• 1[jj

EAST EXIT Average 711me Averago iJurflber of Cars Trave] (seconos)

60 4

Maxium Number of Cars Traveling Per Minute North South

12 17

Iii ni mum Number of Cars Per tii nute

ci i:)

Data was ten for 3 1 minutes, 10 minutes prior to the e n d Orig of to e E; sketh : 1 game.


,I vi r r r rv,r rTTtr , m iiii.;i1c

Traffic Light Average Time Average Number of Car:; Travelinq

(seconds) (East) (South

Green Liqht 56 54 0 (East)

Re.:JLiqht 72

Green Light 23 0 19 (Soutn)

Maximum Number of Cars Traveling East South

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Minimum Number of Cars

14

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Average Time Averace Nurner v era qe Number (seconds of Car

s of C.ars(Ecth)

• Green Liqht 35

Mac,t)

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SMU Parking Supply vs Demand

Fa.rlcing Cpa city on Cafl7p U5 900LEGEND

800Cars

700

Z — 600

C) _ 500 - 0

ot-400

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_

300

200

10: Lfl Garage University Ownby E.Ginkly

W5 Airline Bishop W. Binkly Location on Campus

Distribution of Parking Spaces

Garage 39.1%

W5 14.6

University 12.5

AirIin,. 2 1 uwnby 9.8%

W. Binkly 8.3%

.BinkIy 3.9%

Bishop 9.8%

I I APPENDIX D


I * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * SLAM II VERSION 3.0 * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * C COPYRIGHT 1983 BY PRITSKER AND ASSOCIATES, INC. * * * * ALL RIGHTS RESERVED * * * * * * * * THIS SOFTWARE IS PROPRIETARY TO AND A TRADE SECRET OF PRITSKER & * * ASSOCIATES, INC. ACCESS TO AND USE OF THIS SOFTWARE IS GRANTED * * UNDER THE TERMS AND CONDITIONS OF THE SOFTWARE LICENSE AGREEMENT * * BETWEEN PRITSKER & ASSOCIATES, INC., AND LICENSEE, IDENTIFIED BY * * NUMBER AS FOLLOWS: * * * * SERIAL NUMBER: 200543 * * * * THE TERMS AND CONDITIONS OF THE AGREEMENT SHALL BE STRICTLY * * ENFORCED. ANY VIOLATION OF THE AGREEMENT MAY VOID LICENSEE'S * * RIGHT TO USE THE SOFTWARE. * * * * * * * * * * PRITSKER AND ASSOCIATES, INC. * * P.O. BOX 2413 * * WEST LAFAYETTE, INDIANA 47906 * * (317)463-5557 * * * * * * * * *

I I I I I I I I I I I I I I I I Li I

II 25 GEN,KDT, SMU TRAFFIC ,04/10/88,1,Y,N,Y/N,N,y,72; - 26 INIT,0,5400;

27 INTLC,XX(1)=2; I 28 SEEDS,0947665(1)/YES; 29 LIMITS,50,3,8002; 30 NETWORK; 31

1 32 33 34

I 35 GATE/LTEW,CLOSE,21 • 36 GATE/LTNS,CLOSE,20,22,25,27,29;

37 38 I 39 40 41 42 43 44 I 45 46 47 48 I 49 50

I 52 53 TRAFFIC LIGHTS 54

1 55; I 56 CREATE,,1,,1; 57 LITE OPEN,LTEW; 58 59

ACT,30; CLOSELTEW;

60 ACT,4; 61 OPENLTNS; I 62 ACT30;

• 63 CLOSE,LTNS; 64 ACT,4,,LITE;

• 65

•66 67

I1

68 ; 69 ; **** PARKING QUEUES 70

71 ;PGAR COLCT(34), INT(1) ,PARKING GARAGE, 10,40,40; 72 PGAR QUEUE(11),,800;

73 ;W5 COLCT(10), INT(1) ,W5 LOT ARRIVALS, 10,40,40;

74 W5 QUEUE(12),,300; 75 OWNBY QUEUE(13),,200; 76 BISH QUEUE(14),,200, 77 EBKP QUEUE(15),,80; 78 WBKP QUEUE(16),,170; 79 ARPK QUEUE(17),,42; 80 UAPK QUEUE(18),,200; 81 AEPK QUEUE(19),,250; 82 83 ; **** CREATE SECTION 84

85 CREATE,XX(1), 1,1,8000,1;

86 ACT,,TNOW .LE. 1200 .OR. TNOW .GT.4500,A2;

87 ACT,,TNOW .GT. 1200 .AND. TNOW .LT. 2400,A1;

88 ACT,,TNOW .GE. 2400 .AND. TNOW .LE. 3600,A05;

89 ACT,,TNOW .GT. 3600 .AND. TNOW .LE. 4500,A1;

90 A2 ASSIGN,XX(1)2;

91 ACT,,,CRTE;

92 Al ASSIGN,XX(1)=l;

93 ACT ,,,CRTE;

94 A05 ASSIGN,XX(1)=.5; 95 CRTE TERM; 96

97 CREATE,XX(1), 1,1,8000,1;

98 GOON,l;

99 ACT,,.85,PARK;

100 ACT,,.15,TRAV; 101 PARK ASSIGN,ATRIB(2)=l;

102 ; COLCT(49),TNOW,CARS PARKING;

103 ACT ,,,GASN; 104 TRAV ASSIGN,ATRIB(2)2;

105 ; COLCT(50),TNOW,CARS TRAVELLING;

106 ACT,,,GASN; 107 ;GASN COLCT(48),TNOW,TOTAL CREATES;

109 ACT,,.35,MAGQ;

110 ACT,,.25,YDGQ;

111 ACT,, .20,MBGQ;

112 ACT,,.lO,AEGQ;

113 ACT,,.10,UAGQ; 114 MAGQ COLCT( 10), I NT( 1) ,CARS TO MAQ2;

115 ACT ,,,MAQ2; 116 YDGQ COLCT(34),INT(l),CARS TO YDQ2;

117 ACT ,,,YDQ2; 118 MBGQ COLCT(48),INT(1),CARS TO M1304;

119 ACT ,,,MBQ4; 120 AEGQ COLCT(49),INT(l),CARS TO AEQ1;

121 ACT ,,,AEQ1;

1 1 I I I I I I I I I I I I I I II I

122 UAGQ COLCT(50),INT(1),CARS TO UAQ2; 123 ACT ,.,,UAQ2; 124 125 ; **** COLLECT NODE SECTION 126 ; *** * ** **** * * * ***** * ************ * 127 CEAS COLCT(45), INT(1),EAST THRU CARS, 10,10,10; 128 ACT ,,,TRM; 129 CSOU COLCT(46), INT(1 ) ,SOUTH THRU CARS; 10,10,10; 130 ACT ,,,TRM; 131 CWES COLCT(47),INT(1),WEST THRU CARS;10,10,10; 132 TRM TERM; 133 134 135 136 137 138 139 140 141 142 143 144 145 ; **** STOP SIGN AT YALE AND AIRLINE **** 146 147 YAQ1 ASSIGN, ATRIB(3)=1; 148 YQ1 QUEUE(1), ,20,BLOCK,YALE; 149 YAQ2 ASSIGN,ATRIB(3)2; 150 YQ2 QUEUE(2), ,20,BLOCK,YALE; 151 YAQ3 ASSIGN,ATRIB(3)=3; 152 YQ3 QUEUE(3),,20,BLOCK,YALE; 153 YAQ4 ASSIGN,ATRIB(3)=4; 154 YQ4 QUEUE(4),,20,BLOCK,YALE; 155 YALE SELECT,LWF, ,BLOCK,YQ1 ,YQ2,YQ3,YQ4; 156 ACT,4; 157 GOON,1; 158 ACT, ,ATRIB(3) .EQ. 1 ,GYA1; 159 ACT, ,ATRIB(3) .EQ.2,GYA2; 160 ACT, ,ATRIB(3) .EQ.3,GYA3; 161 ACT, ,ATRIB(3) .EQ.4,GYA4; 162 GYA1 GOON,1; 163 ACT,,ATRIB(2).EQ.1.AND.NNQ(11).LT.800,PGAR; 164 ACT,12,,BAQ1; 165 GYA2 GOON,1; 166 ACT,12,.7,BAQ1; 167 ACT,12,.3,DAQ3; 168 GYA3 GOON,1; 169 ACT,,ATRIB(2).EQ.1.AND.NNQ(11).LT.800,PGAR; 170 ACT,15,.3,YDQ4; 171 ACT, 12, .7,BAQ1; 172 GYA4 GOON,1; 173 ACT,,ATRIB(2).EQ.1.AND.NNQ(11).LT.800,PGAR; 174 ACT12,.5,BAQ1; 175 ACT,15,.2,YDQ4;

I I I I I I I I I I I I I I I I IH

176 ACT,10,.3,DAQ3; 177 178 ; ****************************************************************

179 ; LIGHT AT MOCKINGBIRD/AIRLINE, W5 LOT AND OWNBY PARKING

180 ; OFF OF MOCKINGBIRD 181 182 183 184 GMW5 GOON,1;

185 ACT,,ATRIB(2).EQ.1.AND.NNQ(12).LT.300W5;

186 ACT ,,,MAQ1; 187 MAQ1 AWAIT(20/20) ,LTNS, , 1;

188 GOON,1;

189 ACT,,ATRIB(2).EQ.1.AND.NNQ(12).LT.300w5;

190 ACT,10,.8,QWMB;

191 ACT,,.1,CEAS;

192 ACT,,.1,CSOU; 193 OWMB GOON,1;

194 ACT,,ATRIB(2).EQ.1.AND.NNQ(13).LT.2000WNBy;

195 ACT,10,,MBQ2; 196 MAQ2 AWAIT(21/20),LTEW,,1;

197 GOON,1;


199 ACT,,.2,CSOIJ;

200 ACT,30,.1,BAQ3;

201 ACT,,.7,CEAS; 202 MAQ3 AWAIT(22/20),LTNS, ,1;

203 GOON,1;


205 ACT,10,.8,OWMB;

206 ACT, , .2,CEAS; 207 MA04 AWAIT(23/20) ,LTEW, , 1;

208 GOON,1;

209 ACT,,ATRIB(2).EQ.1.AND.NNQ(12).LT300W5;

210 ACT,30,.1,BAQ3;

211 ACT,,.2,CSOIJ;

212 ACT,,.7,CEAS; 213 214 215 ; **************************************************

216 **** TRAFFIC LIGHT AT BISHOP AND MOCKINGBIRD 217 ; ************************************************** 218 219 MB02 AWAIT(24/20) ,LTEW, , 1;

220 GOON,1; 221 ACT,,ATRIB(2).EQ.1.AND.NNQ(14).LT 200 BISH;

222 ACT,,.2,CSOLJ;

223 ACT,,.8,CWES; 224 MBQ3 AWAIT(25/20),LTNS,,1;

225 GOON,1; 226 ACT,.,ATRIB(2).EQ.1.AND.NNQ(14).LT.200BISH; 227 ACT,.,ATRIB(2).EQ.1.AND.NNQ(13).LT 200 OWNBY 228 ACT,16,.9,MAQ4; 229 ACT,,.1,CSOLI;

I I I I I I I I rl I I I I I I I II I

230 MBQ4 AWAIT(26/20) ,LTEW, , 1;

231 GOON,1;

232 ACT,,ATRIB(2).EQ.1.AND.NNQ(14).LT.200BISH;

233 ACT,16,.9,MAQ4;

234 ACT,,.1,CSOU; 235 236 ; ********************************************

237 ; STOP SIGN AT BINKLEY AND AIRLINE 238 ; ******************************************** 239 240 BAQ1 ASSIGN,ATRIB(3)1;

241 B1 QUEUE(5),,20,,BINK; 242 BAQ3 ASSIGN,ATRIB(3)3;

243 B3 QUEUE(6), ,20, ,BINK; 244 BAQ4 ASSIGN,ATRIB(3)4;

245 B4 QUEUE(7),,20,,BINK; 246 BINK SELECT,LWF, ,BLOCK,B1 ,B3,B4;

247 ACT4;

248 GOON,1;

249 ACT, ,ATRIB(3) .EQ. 1 ,GBA1;

250 ACT, ,ATRIB(3) .EQ.3,GBA3;

251 ACT, ,ATRIB(3) .EQ.4,GBA4; 252 GBA1 GOON,1;

253 ACT,,ATRIB(2).EQ.1.AND.NNQ(15)LT80EBKP;

254 ACT,,.2,WBKP;

255 ACT,16,.8,GMW5; 256 GBA3 GOON,1;

257 ACT,,ATRIB(2).EQ.1.AND.NNQ(15).LT80EBKP;

258 ACT,,.1,WBKP;

259 ACT,12,.9,YAQ3; 260 GBA4 GOON,1;

261 ACT,,ATRIB(2).EQ.1.AND.NNQ(15).LT80EBKp;

262 ACT,12,.5,YA03;

263 ACT,16,.5,GMW5; 264 265 266 267 ; *******************************************************

268 **** TRAFFIC LIGHT AT CORNER OF DYER AND AIRLINE 269 ; ******************************************************* 270 271 DAQ1 AWAIT(27/20),LTNS,,1;

272 GOON,1;

273 ACT, 12,ATRIB(2) .EQ. 1 ,YAQ1;

274 ACT,12,.3,YAQ1;

275 ACT,20,.6,DDQ4;

276 ACT,,.1,CEAS; 277 DAQ2 AWAIT(28/20),LTEW,,1;

278 GOON,1;

279 ACT, 12,ATRIB(2) .EQ. 1 ,YAQ1;

280 ACT,10,.5,QMA3; 281 ACT,,.1,CEAS;

282 ACT,12,.4,YAQ1; 283 DAQ3 AWAIT(29/20),LTNS, ,1;

I I I I I I I I I I I I I

I I II I

I I I H I I I I I I I I I I I I I

284 285 286 287 288 289 290 291 292 293 294 295 296 297 298 299 300 301 302 303 304 305 306 307 308 309 310 311 312 313 314 315 316 317 318 319 320 321 322 323 324 325 326 327 328 329 330 331 332 333 334 335 336 337

ASSIGN,ATRIB(3)=1; QUEUE(30), ,20, ,MCFN; ASSIGN,ATRIB(3)=2; QUEUE(31), ,20, ,MCFN; ASS IGN,ATR IB(3)=3; QUEUE(32), ,20, ,MCFN; ASS IGN , ATR IB( 3) =4 QUEUE(33), ,20, ,MCFN; SELECT,LWF,,,MQ1,MQ2,MQ3,MQ4;

ACT , 4; GOON, 1;

ACT, ,ATRIB(3) .EQ. 1 ,GMQ1; ACT , , ATRIB( 3) . EQ .2 , GMQ2; ACT , , AIR IB(3) . EQ .3 , GMQ3 ACT , , ATR IB( 3) . EQ .4 , GMQ4

GOON, 1; ACT, 10,ATRIB(2) .EQ. 1 ,DAQ1; ACT, , .5,CEAS; ACT, 12, . 5, DAQ 1;

**** STOP SIGN MCFARLIN AND AIRLINE ****

QMA1 MO 1 QMA2 MO 2 QMA3 MQ 3 QMA4 MQ4 MCFN

GMQ 1

GMQ2

GMP 1

GM P2

GMQ 3

GM P3

GMQ4

GOON, 1; ACT, ,ATRIB(2) .EQ. 1 ,GMP1; ACT, 15, . 5, UAQ3; ACT, 10, .5,DAQ1;

GOON, 1; ACT, 10, .8,DAQ1; ACT,, .2,GMP2;

GOON, 1; ACT, , NNQ( 17) . LT. 42 , ARPK; ACT, 15, , UAQ3;

GOON, 1; ACT, ,ATRIB(2) .EQ. 1 ,GMP3; ACT, 15, . 5 , UAQ3; ACT,, .5,CEAS;

GOON, 1; ACT , , NNQ( 17) . LT . 42 , ARPK; ACT, 15, , UAQ3;

GOON, 1;

GOON, 1; ACT , 10,ATR IB( 2) . EQ .1,QMA3 ACT, 10, .5,QMA3; ACT, 15, .4, DDQ4; ACT,, .1 ,CEAS;

DAQ4 GOON,1; ACT, 12,ATRIB(2) .EQ. 1 ,YAQ1; ACT, 10, .4,QMA3; ACT, 12, .4,YAQ1; ACT, 15, .2 , DDQ4;

I I

338 ACT, ,ATRIB(2) .EQ. 1 ,DAQ1; 339 ACT,,.3,CEAS; 340 ACT,15,.5,UAQ3; 341 ACT,10,.2,DAQ1; 342 343 344 345 ; **** INTERSECTION OF UNIVERSITY AND AIRLINE 346 ; ************************************************** 347 348 UA02 ASSIGN,ATRIB(3)2; 349 UQ2 QUEUE(35),,20,,UNIV; 350 UA03 ASSIGN,ATRIB(3)3; 351 UQ3 QUEUE(36),,20,,IJNIV; 352 UA04 ASSIGN,ATRIB(3)4; 353 UQ4 QUEUE(37),,20,,IJNIV; 354 UNIV SELECT,LWF, , ,UQ2,UQ3,UQ4; 355 ACT,4; 356 GOON,1; 357 ACT, ,ATRIB(3) .EQ.2,GUA2; 358 ACT,,ATRIB(3).EQ3,GUA3; 359 ACT, ,ATRIB(3) .EQ.4,GIJA4; 360 GUA2 GOON,1; 361 ACT, ,ATRIB(2) .EQ. 1 ,GU21; 362 ACT,,.5,CWES; 363 ACT,15,.5,QMA1; 364 GU21 GOON,1; 365 ACT, ,NNQ( 18) .LT.200,UAPK; 366 ACT, ,NNQ(17).LT. 42,ARPK; 367 ACT,15,.8,QMA1; 368 ACT,8,.2,AEQ2; 369 GUA3 GOON,1; 370 ACT, ,ATRIB(2) .EQ. 1 ,GU31; 371 ACT,,.5,CWES; 372 ACT,,.5,CEAS; 373 GU31 GOON,1; 374 ACT, ,NNQ( 18) .LT.200,UAPK; 375 ACT ,,,AEQ2; 376 GUA4 GOON,1; 377 ACT,,ATRIB(2).EQ.1,GLJ41; 378 ACT,,.7,CEAS; 379 ACT,15,.3,QMA1; 380 GU41 GOON,1; 381 ACT, ,NNQ( 18) .LT.200,UAPK; 382 ACT, ,NNQ( 17) .LT.42,ARPK; 383 ACT,15,,QMA1; 384 385 386 387 ;**** INTERSECTION OF AIRLINE EXTENTION *t'** 388 ;**** AND DANIEL AVENUE. ASSUME TRAFFIC ** 389 ;**** ALREADY SOUTHBOUND ON AIRLINE EXT. ** 390 391 ;.

I I LI I I I I I I I I I I I I II I

392 393 AE01 QUEUE(8),,,BLOCK; 394 ACT,1; 395 GOON,1; 396 ACT, ,ATRIB(2) .EQ. 1 ,GAE1; 397 ACT20,.3,QMA4, 398 ACT10,.7,LJAQ4; 399 GAE1 GOON,1; 400 ACT, ,NNQ( 19) .LT.250,AEPK; 401 ACT,8,.8,QMA4; 402 ACT,5,.2,UAQ4; 403 AEQ2 QUEUE(9),,,BLOCK; 404 ACT,1; 405 GOON,1; 406 ACT, ,ATRIB(2) .EQ. 1 ,GAE2; 407 ACT,,.8,CWES; 408 ACT,10,.2,QMA4; 409 GAE2 GOON,1; 410 ACT, ,NNQ(19) .LT.250,AEPK; 411 ACT,10,.9,QMA4; 412 ACT ... 1,CWES; 413 414 415 416 ; INTERSECTION OF DYER AND DUBLIN 417 418 419 DDQ2 ASSIGN,ATRIB(3)=2; 420 D02 QUEUE(38),,,,DYER; 421 DDQ3 ASSIGN,ATRIB(3)=3; 422 DQ3 QUEUE(39),,,,DYER; 423 DDQ4 ASSIGN,ATRIB(3)=4; 424 DQ4 QUEUE(40),,,,DYER; 425 DYER SELECT,LWF, , ,DQ2,DQ3,DQ4; 426 GOON,1; 427 ACT, ,ATRIB(3) .EQ.2,GDD2; 428 ACT,,ATRIB(3).EQ.3,GDD3; 429 ACT, ,ATRIB(3) .EQ.4,GDD4; 430 GDD2 GOON,1; 431 ACT,15,.3,DAQ2; 432 ACT,10,.7,YDQ1; 433 GDD3 GOON,1; 434 ACT,15,.5,DAQ2; 435 ACT,,.5,CEAS; 436 GDD4 GOON,1; 437 ACT,,.3,CEAS; 438 ACT,10,.7,YDQ1; 439 440 ; ******************************************* 441 ; INTERSECTION AT YALE AND DUBLIN 442 443 444 YD01 ASSIGN,ATRIB(3)=1; 445 Q1Y QUEUE(41), ,20, ,YDUB;

I I

I II I

I 446 YD02 ASSIGN,ATRIB(3)=2; I 447 Q2Y QUEUE(42),,,,YDUB; 448 YD03 ASSIGN,ATRIB(3)=3; 449 450

Q3Y Y004

QUEUE(43), ,20, ,YDUB; ASSIGN,ATRIB(3)=4;

451 Q4Y QUEUE(44),,20,,YDUB; 452 YDUB SELECT,LWF, , ,Q1Y,Q2Y,Q3Y,Q4Y;

• 453 ACT,4; • 454

455 ACT,,ATRIB(3).EQ.1,GYD1; 456 ACT,,ATRIB(3).EQ.2,GYD2; 457 ACT,,ATRIB(3).EQ.3,GYD3; 458 ACT,,ATRIB(3).EQ.4,GYD4; 459 GYD1 GOON,1; I 460 ACT ... 6,GY12;

• 461 ACT,,.4,GY13; 462 GY12 GOON,1; 463 ACT,,ATRtB(2).EQ.1.AND.NNQ(12).LT.300,W5; 464 ACT,,,CSOU; 465 GY13 GOON,1;

I 466 467

ACT, ,ATRIB(2) .EQ. 1 .AND.NNQ( 11) .LT.800,PGAR; ACT,22,,YAQ2;

468 GYD2 GOON,1; 469 ACT,,ATRIB(2).EQ.1,GV21; I 470 ACT,22,.6,YAQ2;

• 471 472 ACT,10,.1,DDQ3;

- 473 GY21 GOON,1; 474 ACT, ,NNQ(1 1) .LT.800,PGAR; 475 ACT,,NNQ(12).LT.300,W5; 476 ACT ,,,CSOU; I 477 GYD3 GOON,1;

• 478 ACT,,ATRIB(2).EQ.1,Gy31; 479 ACT,22,.3,YAQ2;

• 480 ACT,,.5,CEAS; I 481 ACT,10,.2,DDQ3; 482 GY31 GOON,1;

- 483 ACT, ,NNQ(1 1) .LT.800,PGAR; • 484 ACT,10,,DDQ3; • 485 GY04 GOON,1;

486 ACT,,ATRIB(2).EQ.1,GY41; • 487 ACT,,.7,CEAS; • 488 ACT,,.3,CSOU;

489 GY41 GOON,1; • 490 ACT,,NNQ(12).LT.300,W5;

I 491 ACT, , ,CSOU; 492 4,93 494 ENDNETWQRK; 495 FIN;

ISLAM I I SUMMARY REPORT

F U

I I SIMULATION PROJECT SMU TRAFFIC

BY KDT

DATE 4/10/1988

RUN NUMBER 1 OF ICURRENT TIME 0.5400E+04 STATISTICAL ARRAYS CLEARED AT TIME O.0000E+00

4 OBSERVATION**

MINIMUM MAXIMUM NO.OF VALUE VALUE OBS

RECORDED RECORDED RECORDED RECORDED RECORDED RECORDED RECORDED RECORDED RECORDED

CARS TO MA02 0.000E-e.00 0.000E+00 0.100E+05 O.000E+00 O.000E+00 1959 NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED

CARS TO YDQ2 O.000E+00 O.000E+00 0.100E+05 nF..rw n NO VALUES VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED

**STATISTICS FOR VARIABLES BASED O

MEAN STANDARD COEFF. OF VALUE DEVIATION VARIATION

NO VALUES NO VALUES NO VALUES NO VALUES NO VALUES NO VALUES NO VALUES NO VALUES NO VALUES

I: NO VALUES RECORDED I NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED I NO VALUES RECORDED NO VALUES RECORDED

EAST THRU CARS 0.190E+02 0.171E+02 0.897E+00 O.000E+00 0.820E+02 1696 .SOUTH THRU CARS 0.169E+02 0.200E+02 0.118E+01 O.000E+00 0.194E+03 543 I WEST THRU CARS 0.691E+02 0.742E+02 0.107E+01 0.400E+01 0.238E+03 67

CARS TO MBQ4 O.000E+00 O.000E+00 0.100E+05 O.000E+00 0.000E+00 1097 CARS CARS

TO AEQ1 TO UAQ2

O.000E+00 O.000E+00

0.000E+00 0.100E+05 O.000E+00 0.100E+05

O.000E+00 O.000E+00

O.000E+00 561 O.000E+00 558

**FILE STAT ISTICS**

I FILE NUMBER

ASSOC NODE LABEL/TYPE

AVERAGE LENGTH

STANDARD MAXIMUM CURRENT DEVIATION LENGTH LENGTH

AVERAGE WAIT TIME

1 Y01 QUEUE 0.538 1.511 10 0 14.300 I 2 YQ2 QUEUE 0.000 0.000 0 0 0.000 3 YQ3 QUEUE 0.409 1.132 6 0 15.426 4 YQ4 QUEUE 0.000 0.000 0 0 0.000 5 Bi QUEUE 0.005 0.072 1 0 0.718 I 6 B3 QUEUE 0.152 0.571 6 0 3.435 7 B4 QUEUE 0.000 0.000 0 0 0.000

I

8 9

AEQ1 AEQ2

QUEUE QUEUE

226.790 0.000

189.555 0.000

511 0

511 0

2183.009 0.000

10 0.000 0.000 0 0 0.000 11 PGAR QUEUE 118.203 113.989 332 332 1922.575 I 12 W5 QUEUE 249.861 89.035 300 300 4497.500 13 OWNB QUEUE 0.000 0.000 0 0 0.000 14 BISH QUEUE 161.933 63.028 200 200 4372.180 I 15 16

EBKP WBKP

QUEUE QUEUE

44.921 6.669

36.536 6.435

80 19

80 19

3032.134 1895.445

17 ARPK QUEUE 20.350 20.683 42 42 2616.390 18 UAPK QUEUE 138.645 73.411 200 200 3743.416 I 19 AEPK QUEUE 53.312 19.698 82 82 3510.815 20 MA01 AWAIT 0.080 0.301 2 0 12.000 21 MAQ2 AWAIT 3.687 5.245 20 0 10.784 22 MA03 AWAIT 0.000 0.000 0 0 0.000 I 23 MAQ4 AWAIT 0.983 1.872 11 0 6.622 24 MB02 AWAIT 0.074 0.298 2 0 12.839 I 25 26

MBQ3 MBQ4

AWAIT AWAIT

0.000 2.223

0.000 3.344

0 20

0 0

0.000 10.964

27 DAQ1 AWAIT 0.419 1.190 9 0 10.240 28 DAQ2 AWAIT 0.000 0.000 0 0 0.000 I 29 DAQ3 AWAIT 0.000 0.000 0 0 0.000 30 MQ1 QUEUE 0.000 0.000 1 0 0.000 31 MQ2 QUEUE 0.000 0.000 0 0 0.000 32 M03 QUEUE 0.000 0.000 0 0 0.000 I 33 M04 QUEUE 0.000 0.000 0 0 0.000 34 0.000 0.000 0 0 0.000I

I


**SERVICE ACTIVITY STATISTICS**

ACT ACT LABEL OR SER AVERAGE STD CUR AVERAGE MAX IDL MAX BSY ENT NUM START NODE CAP UTIL DEV UTIL BLOCK TME/SER TME/SER CNT

0 YALE SELECT 1 0.260 0.44 0 0.00 320.00 264.00 0 BINK SELECT 1 0.206 0.40 0 0.00 272.00 44.00 O MCFN SELECT 1 0.181 0.38 0 0.00 482.00 40.00 0 UNIV SELECT 1 0.416 0.49 0 0.00 86.00 180.00 0 AEQ2 QUEUE 1 0.006 0.08 0 0.00 2937.00 1.00 0 YDUB SELECT 1 1.899 0.40 2 0.00 5046.00 20.00

35 UO2 QUEUE 0.369 0.976 7 0 3.574 36 UQ3 QUEUE 0.000 0.000 0 0 0.000 37 UQ4 QUEUE 0.001 0.024 1 0 1.000 38 DQ2 QUEUE 0.000 0.000 0 0 0.000 39 DQ3 QUEUE 0.932 0.252 1 1 5032.996 40 D04 QUEUE 4.708 5.541 13 13 1588.999 41 01Y QUEUE 0.000 0.000 0 0 0.000 42 Q2Y QUEUE 622.521 481.606 1335 1335 2443.031 43 03Y QUEUE 0.000 0.000 0 0 0.000 44 Q4Y QUEUE 4.281 3.626 11 11 2101.407 45 0.000 0.000 0 0 0.000 46 0.000 0.000 0 0 0.000 47 0.000 0.000 0 0 0.000 48 0.000 0.000 0 0 0.000 49 0.000 0.000 0 0 0.000 50 0.000 0.000 0 0 0.000 51 CALENDAR 10.165 7.128 62 7 0.967

**GATE STATISTICS**

GATE GATE CURRENT PCT. OF NUMBER LABEL STATUS TIME OPEN

1 LTEW OPEN 0.4439 2 LTNS CLOSED 0.4389

**HISTOGRAM NUMBER45** EAST THRU CARS

OBS RELA UPPER FREQ FREQ CELL LIM 0 20 40

+ + + + + + 623 0.367 0.100E+02 +*** ** * ** * * * * * * 336 0.198 0.200E+02 +* ** * * * * * ** 274 0.162 0.300E+02 +** ** * * * 'K 223 0.131 0.400E+02 +******* 158 0.093 0.500E+02 78 0.046 0.600E+02 +** 1 0.001 0.700E+02 +

FA

60 80 100

+ + + + + +

C + C +

C + C+

C C

2 0.001 0.800E+02 + c 1 0.001 0.900E+02 + c 0 0.000 0.100E+03 + c 0 0.000 0.110E+03 + c 0 0.000 INF + c

+ + + + + .4.. + + + + + 0 20 40 60 80 100

**STATISTICS FOR VARIABLES BASED ON OBSERVATION**

MEAN STANDARD COEFF. OF MINIMUM MAXIMUM NO.OF VALUE DEVIATION VARIATION VALUE VALUE OBS

EAST THRU CARS 0.190E+02 0.171E+02 0.897E+00 O.000E+00 0.820E+02 1696

ownsy stadium traffic simulation orem 4390 senior...

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