SC-Lakeside E6-SY 920315 TRAFFIC STUDY
Coppell Elementary School No. 6
Coppell, Texas
Ayers Associates n/~
Prepared by~
Consulting Traffic Engineer
EXMCUTIVE SU~.UkRY
The Coppell Elementary School No. 6 is ready to begin construction. The
approval of the new facility has been held until a traffic study of the proposed
plan and the effect it will have on the area can be completed. The details of
the study are given on the following pages.
The traffic study includes a review of the proposed site plan for the
school, a review of the local traffic situation, an analysis of the impact the
new school will have on local traffic, analyses of existing and proposed traffic
signals, and recon~nendations of steps that might be taken to facilitate the
development of the school.
The results of the study may be sumnarized as follows:
1. The site plan will facilitate safe and efficient access to the school.
2. The school will not significantly impact the traffic flow in the area.
3. School traffic should be encouraged to make use of all local roadways
including Kimbel Kourt.
4. Minor pavement marking improvements and signal timing changes can
improve existing and expected traffic flow.
5. An additional traffic signal at the Village Parkway and MacArthur
Boulevard intersection will not be needed at the time that the
school opens. If one is justified in the future, it can be operated
without negatively effecting the traffic flow on MacArthur Boulevard.
The study does not indicate any significant traffic problems associated
with the development of the new school.
TABLE OF CONTENTS
I. Site Plan Review ............ pg. 1
II. Existing Area Traffic Situation ..... pg. 2
III. Traffic Impact On Existing Roads .... pg. 6
IV. Current Traffic Signal Operation .... pg. 10
V. Signal Progression On MacArthur Blvd. . . pg. 10
VI. Conclusions And Recommendations ..... pg. 11
APPENDIX
Due to the inability to have median openings on MacArthur Boulevard,
l ) all access to the site is off of Village Parkway. This 37' B-B roadway is
:-- I ~l{~ ' I ~l% ~ ~wide enough to operate with either two or three lanes. There are four
driveways serving the school site. The two drives closest' to MacArthur are
'~' 24' wide with 20' radii, and are designated for use by parents and visitors.
The other two drives are 30' wide with 20' radii, and are designated for
use by school buses and school staff. The circulation in both the parent/
visitor area and the bus/staff area is one-way, counter-clockwise, as indi-
cated by "One %lay" and "Do Not Enter" signs. Both circulation aisles are
bordered on the right side by sidewalks to facilitate student drop-off and
pick-up. The parent/visitor area provides sixty-four 90° parking spaces,
well designed and physically separated from the main circulation aisles.
In the bus/staff area fifty-nine 90° parking spaces are provided, also
separated from the circulation aisle.
The driveways are separated from each other by from approximately 120'
to over 300' and no driveway is placed opposite Kimble Kourt, which is the
only street intersecting Village Parkway opposite the school frontage, l lll
Therefore, all turning movements are to or from the north side of Village
Parkway. No traffic is planned to move directly across Village Parkway.
~' ' J J I ~ ] J -- C Bus and staff traffic can access the site from the north on Village
I : Parkway by making a right turn into the northern drive and a left turn from
~:the exit drive to return. They would approach from Kimbel Kourt by making
la right turn onto Village Parkway, a left turn at the northern drive.
~,, ,~ ~ Return to Kimbel will require a right turn onto Village Parkway from the
- ~ ,~ ~' / exit and a left turn onto Kimbel Kourt. Their approach from MacArthur will
~J .......I I I I I ............ f~/j I ~I ........ I I
~ ~ ~!0 'require a right or left turn onto Village Parkway and a left turn at the
northern drive. Return to ~acArthur will involve a right turn from the
exit and a right or left turn at MacArthur.
Parents and visitors may access the site from the north on Village
Parkway by making a right turn at the drive just east of Kimbel Kourt and
return by making a left turn at the exit. To access the site from Kimbel
Kourt, they would make a right turn onto Village Parkway followed by an
immediate left into the drive, east of Kimbel. To return, they would make
a left turn from the exit and an in~nediate right turn onto Kimbel Kourt.
To approach from MacArthur, they would make a right or left turn to Village
Parkway and pass through the Kimbel Kourt intersection to make a left turn
into the drive east of Kimbel Kourt. To return, they would make a right
turn from the exit and a right or left turn onto MacArthur Boulevard.
Due to the fact that the new school is planned to serve students living
north of Sandy Lake Noad, most of the traffic can be expected to come from
the north on either Village Parkway or MacArthur Boulevard.
II. EXIST//qG AREA T~%%FFIC SITUATI~
The location of the new elementary school is in the eastern area of the
City of Coppell. The surrounding area to the north is planned to be resi-
dential in nature and is the neighborhood for which the school is being
built. There is a strip of commercial development to the south of the
site, along Sandy Lake Boad, with a neighborhood shopping center on the
southeast corner of Sandy Lake and MacArthur. The center is fully built
but is not fully occupied. The area south of Sandy Lake is residential, %~ i
but is not planned to use the school.
A. Existing Roadways
/
The significant roadways serving the site are Village Parkway,./ Kimbel
--2--
Kourt, MacArthur Boulevard and Sandy Lake Road.
1. Village Parkway - This 60' RC$~, 37' B-B reinforced concrete roadway
is a local collector street which serves the residential area to
the east of MacArthur Boulevard. It intersects MacArthur 600'
north of Sandy Lake Road and,after passing through the neighborhood,
intersects it again, approximately 1/2 mile further north. Both
are "T" type intersections with no extension of Village Parkway to
the west of MacArthur Boulevard.~'~'~'-~-?~:"~:- ~ ./FO /.J~.:'~? c...~ ./..//~,..~"?~
2. Kimbel Kourt - This 60' RO~ roadway has an asphalt pavement and _ . ;
connects Sandy Lake Road and Village Parkway. It is 600' long and '""
intersects both Sandy Lake Road and Village Parkway approximately ¥ .... ~ ~
330' east of MacArthur Boulevard. Development along the roadway is
con~ercial with no development at present on the southeast corner
of Village Parkway and Kimbel Kourt.
3. MacArthur Boulevard - This 4 lane, divided roadway has two 22'
f.-f. reinforced concrete pavements providing two lanes of travel
in each direction. There is a 20' median between the roadways.
Median openings are provided at existing and proposed street inter-
sections with MacArthur Boulevard. There is a median opening with
a left turn lane for southbound traffic at the MacArthur/Village
Parkway intersection. A median opening is in place 385'+ north of
the Village Parkway intersection and an additional opening 865'+
north of Village Parkway. Both of these openings have left turn
lanes for both north- and south-bound traffic.
MacArthur Boulevard is the major north-south thoroughfare in
the eastern part of Coppell. It is also part of a major regional
arterial, which connects the City of Irving on the south to the
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City of Lewisville on the north. It connects with Sandy Lake Road,
Beltline Road, IH 635, SH 114 and SH 183 on the south and with SH
121 on the north. ~-¥. £ ~1/~.~- ['~'f~' j~'~ '7 '.'1'1~
~ .... ~ ~. ~-, _..'_ .........
4. Sandy Lake Road - This two lane, undivided asphalt roadway is one
of only t~o east-west major thoroughfares serving the City of
Coppell and connecting it to the surrounding communities. The
other eastwest major is Beltline Road to the south. Sandy lake is
22' wide with one 11' travel lane in each direction, divided by a
double yellow center line painted stripe. The roadway edge is
marked with a white painted edgeline and shoulders are narrow
with open drainage ditches on each side. Sandy Lake Road connects
to Denton Tap Road to the west in Coppell, and to IH 35 to the east
in Carrollton. ~? v ~ .~ ;~ ~.~ .... 7~, ...-, ~.~. / .. ?
B. Existing Traffic Control
Due to the low density of existing developmmnt in the area, there is
little formal traffic control on the roadways. The traffic control
devices consist of one traffic signal and several "Stop" sign controlled
intersect ions.
1. Traffic Signal - At the intersection of Sandy Lake Road and MacArthur
Boulevard, a traffic signal is in place. This is a span wire
mounted signal installation, providing two red-yellow-green signal
indications for each direction of travel. The signal allows both
east- and west-bound traffic on Sandy Lake Road to move at the same
time, with no separate indication for left turn traffic. North and
south-bound traffic on MacArthur Boulevard have separate phases in
the signal operation and one of the heads in both the north- and
south-bound directions has a green turn arrow to indicate that a
-4-
protected left turn may be made when the green phase is activated.
i~ o~¥~ ~,~. The east-west movement on Sandy Lake Road has a fixed amount of
..~ . , ~ - ..... -g~r~een time, while the north-south phases on MacArthur vary according
..... i ....~ · -~ to the demand. Loop detectors are in place for both north- and
· ~ ,---~. ~,~,.. ~- .~."~
~, . ~.~ '--,'-.~ south-bound approaches. The signal controller is located on the
L~ .... northwest corner of the intersection. An analysis of the operation
of the signal is included in a later section of this report.
2. Stop Signs - The intersection of Village Parkway and MacArthur is
controlled by a stop sign on Village Parkway. There are stop signs
on Kimbel Kourt, north of Sandy Lake Road and South of Village
Parkway. The intersection of Parkway Boulevard and MacArthur
Boulevard is controlled by a stop sign on Parkway, and the northern
intersection of Village Parkway and MacArthur Boulevard is con-
trolled by a stop sign on Village Parkway.
C. Existing Traffic Volumes
In order to determine the volumes of traffic using ~cArthur Boulevard
and Sandy Lake Road, 24-hour machine traffic counts were done during
the week of March 23 - 27, 1992. Counts were done on two consecutive
mid-week days in order to determine an average daily traffic volume.
Separate north- and south-bound traffic counts were done on MacArthur
Boulevard, both north and south of the Sandy Lake intersection. Only
two directional counts could be done on Sandy Lake Road, and they were
done both east and west of the MacArthur Boulevard intersection.
In addition to the 24-hour volume counts, peak hour turning move-
ment counts were done at the intersection of Sandy Lake Road and Mac-
Arthur Boulevard. The counts were done on Tuesday, March 24, 1992,
from 6 a.m. to 9 a.m. and from 4 p.m. to 7 p.m. This information will
-5-
be used to analyze the operation of the Sandy Lake at MacArthur traffic
signal. The details of both the 24 hour and peak hour counts are in-
cluded in the APPENDIX.
D. Existing Traffic Queuing at Sandy Lake/MacArthur Signal
In order to evaluate the current level of congestion being experienced
at the intersection of Sandy Lake and ~acArthur, a queuing survey was
done at the intersection during the a.m. peak period on March 24, 1992.
The time of the survey covered the period from 7:10 a.m. to 8:30 a.m.,
which includes the time when traffic activity generated by the new school
can be expected to peak. The maximum queue length for southbound
~acArthur Boulevard and westbound Sandy Lake Road were noted during
each phase of the signal operation. These two directions were isolated
to determine the potential for traffic to back up through the MacArthur
Boulevard/Village Parkway intersection, or the Sandy Lake Road/Kimbel
Kourt intersection, the two intersections the school-generated traffic
can be expected to use most. The approximate length of the queue can
be determined by multiplying the vehicle count by 22'/vehicle. The
results of the survey are shown graphically on the following pages. In
every case, the queue monitored was completely cleared during the next
available green phase.
III. TRAFFIC /~PAC~ C~ EXISTING RDA~
In order to evaluate the effect that the traffic generated by the new
elementary school will have on the surrounding area, a Traffic Impact
Analysis was completed. The methodology of the analysis involves an evalua-
tion of the level of service or level of congestion on the surrounding
roadways under existing conditions, and then a similar evaluation with the
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600 Village Parkway
~ 25
500 ._ ·
20
400 _
m 300
< -
~ =
o .10
== 200 _
'
3andy Lake Rd.7:00 :'10 :~0 :30 :40 :~0 8:00 :it :2% :3~~-
a .m. a .m.
CENTRAL STANDARD TIME
3/24/92
600
.
500
400
-
300~.
.
.
traffic generated by the school added to the system. The expected change
in congestion determines the traffic im~ct of the new school.
A. Roadway Capacity - The amount of traffic that a roadway is designed
to carry is a function of whether it is one-way or two-way, how
many lanes it has in each direction, if it is divided or undivided,
how many driveways are on it, the spacing and traffic control of
intersections and the type of area it serves. The roadways effected
by the new school are MacArthur Boulevard, Village Parkway, Kimbel
Kourt and Sandy Lake Road. The capacities used in this analysis
are 34,500 trips per day for MacArthur Boulevard, a 4-lane, divided
major thoroughfare; 10,000 trips per day for Village Parkway, a
2-lane, undivided residential collector; 12,000 trips per day for
Kimbel Kourt, a 2-lane, undivided commercial collector; and 18,000
trips per day for Sandy Lake Road, a 2-lane, undivided major tho-
roughfare.
B. Roadway Level of Service - In order to determine how effectively
the roadway system is carrying traffic, a measure referred to as
the Level of Service has been developed. Level of Service is used
to indicate the effectiveness of operation of both intersections
and roadway links. Level of Service at intersections will be dealt
with in a later section of this report. For roadway link analysis,
the Level of Service is a direct ratio of the link's daily traffic
volume to its capacity (v/c). Definitions of the various Levels of
Service for roadway links are given in the table below.
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DEFINITIONS OF LEVELS OF SERVICE FOR ROAD%~AY SEC~ENTS
Level of Service V/C Ratio Ranges Description
-~7 A < 0.35 Free flow; low volumes, high s~cd.
· .~'~ B 0.35-0.49 Stable flow; operating speeds beginning
be restricted.
C 0.50-0.79 Stable flow; speeds and maneuverability
controlled by higher volumes.
D 0.80-0.89 Approaching unstable flow with only
tolerable operating speeds maintained.
E 0.90-1.00 Unstable flow; low operating speeds with
momentary stoppages.
F > 1.00 Forced flow operation; low speeds with
frequent stoppages for short or long
periods of time.
Using the capacity volumes given above for the various roadways and
the traffic volumes found in the Appendix, the current Level of
Service for MacArthur Boulevard, indicated by its v/c ratio, is
7165/34,500 = .207, or IDS of A, north of Sandy Lake. South of
Sandy Lake, it is 9133/34,500 = .264, also IDS of A. These calcu-
lations are using an average daily traffic volume. The Level of
Service for Sandy Lake Road is 9429/18,000 = .523, or LOS of C,
west of MacArthur. East of ~%acArthur, it is 9330/18,000 = .518,
also LOS of C.
At the present time, there is very little traffic on either
Village Parkway or Kimbel Parkway, since the area to the north is
undeveloped. Therefore, their IDS values are very good. Even when ·
the residential areas are complete, the amount of traffic they
produce will not approach the 10-12,000 trip-per-day capacities of
these two collector streets.
C. Site Traffic Generation- The amount of traffic that can be expected
to be generated by the proposed elementary school is calculated
--8--
using generation rates from the September 1987 edition of "Trip
Generation", published by the Institute of Transportation Engineers.
Based on the expected population of student 550, the daily trip
~'"J ~ -~ generation will be 568 trips per day. During the a.m. peak traffic
hour, the generation will be 126 trips.
Since the service area of the new school is to the north of
Sandy Lake, all of the student traffic can be expected to approach
from the north, either on MacArthur or Village Parkway. When
leaving the school in the a.m. peak, 75% or more of the traffic
can be expected to continue south to a work destination. Based on
existing activity at the MacArthur/ Sandy Lake intersection, 15% of
the southbound traffic, i.e., (.15) (.75) or 11% of the site traffic
might proceed east on Sandy Lake. Therefore, of the 126 trips
during the peak hour, 95 can be expected to continue south fro~ the
school and of those, 14 will go east on Sandy Lake. ~..
The impact of the school on the MacArthur/Village Parkway
intersection will consist of southbound traffic turning left to
approach the school, departing traffic turning left to go south on
MacArthur and departing traffic turning right to go north on Mac-
Arthur. It is reasonable to assume that approximately 50% of the
traffic will approach the school on MacArthur and 50% on Village
Parkway. Based on previous discussions, 12.5% will depart to the
north on MacArthur and 12.5% on Village Parkway. At the intersec-
tion, southbound left turns should be about 63 during the a.m.
peak, westbound to southbound left turns about 81, and westbound to
to northbound right turns about 16 trips at the peak. The traffic
wishing to go east on Sandy Lake, i.e., the 14 peak hour trips
--9--
indicated above, can be expected to use Kimbel Kourt between Village
Parkway and Sandy Lake in order to avoid the Sandy Lake/MacArthur
signal.
IV. ~ TRAFFIC SI{~qAL OPERATI~
The existing traffic signal at the intersection of Sandy Lake and
~lacArthur was studied to determine the efficiency of its handling of the
existing traffic.
A measure of the traffic signal's effectiveness is Level of Service
(LOS). Level of Service is a measure of an intersection's ability to
accomodate peak hour traffic and is designated by the ratings "A" through
"F". An intersection having an LOS of A represents smooth, efficient
traffic flow; an LOS rating of F represents a heavily congested, forced
flow condition.
The intersecting traffic at the intersection .of Sandy Lake Road and
MacArthur Boulevard was analyzed using capacity analysis techniques des-
cribed in Chapter 9 of the Highway Capacity Manaual. Using existing signal
timing and peak hour traffic volumes, the analysis indicates that this
signal operates at Level of Service D in both the a.m. and p.m. peak hours.
Level of Service D is indicative of some congestion and delay, but is
considered acceptable in urban areas.
V. SI(~AL PI~DG~SSI(I~ fl~ Mac2hq/'nT~t BfAKAS~%~D
A significant amount of the traffic approaching and leaving the proposed
school site will make use of MacArthur Boulevard. It is reasonable to
expect that as much as 50% of the traffic approaching the school from the
north will use MacArthur. This traffic will turn left at the MacArthur/Vil-
lage Parkway intersection. In addition, much of the traffic leaving the
-10-
school will use that intersection to go either north- or southbound on
MacArthur. the effect on ~-~acArthur will be most significant during the
~---. a.m., since the peak period for school coincides with the peak period
for MacArthur traffic.
The increase in the activity at the Village Parkway/MacArthur intersec-
tion raises the question of whether a signal should be installed. Since
the intersection is so close to the existing signal at Sandy Lake and
MacArthur, a new signal could provide protection for traffic in and out of
Village Parkway, but create significant delay and disruption of thru traffic
on MacArthur. In order to determine the effect of a new signal, a signal
progression analysis was performed. The results of the analysis indicate
that with a 90-second cycle length at both the Sandy Lake and Village Park-
way intersections, progression bands of 42 seconds in the heavy flow direc-
tion and 21 seconds in the non-preferential direction could be achieved.
This represents an efficiency of .33, which is very good.
Based on the investigations reported above, a number of conclusions can
be reached. In addition, several recon~ndations are indicated.
A. Conclusions
1. The site plan for the school is w~ll designed to separate the
parent/visitor traffic from the bus/staff traffic.
2. All school access is from Village Parkway with the majority of
manuevers relatively safe right turns.
3. One-way circulation and sidewalk locations are well designed for
safe, right side/curb side student drop off and pick up.
4. Conflicts between parking ar~ circulating vehicles are virtually
e 1 iminated.
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5. The 568~r±ps per ~¥" generated"b¥ t_he schoo] will have little
Lmpact on the ~evel o~ Se~±ce o~ any of the L0,000
pea-day capacity coadw-ays serving the s~te.
6. ~he inccease ~n ~caff~c on Mac~rthun Boulevard ~i~] not cause
~raf~ic to back up thnough t_he V~lZage ~arkwa¥ ~ntersect~on fcom
Sandy Bake ·
?. ~he Sandy Lake/~lac~'-thur s±gna] cuccen~z o~a~es e~c~en~y and
L. ~a~c ~ro~ residential a~eas ~ ~e no~ a~ong V~Lage ~ark~ay
should be encouraged ~o a~oach ~e sch~ a~ong V~age ~k~ay
a~sL en~e~y ~gh~ ~u~ ~nueve~s.
encouraged ~o use K~ ~u~.
-12-
3. The minimum green times on the signal at MacArthur and Sandy Lake,
and also the vehicle passage times should be reduced to 1/2 of
their existing values to enhance the efficiency of the signal
operation.
4. Village Parkway fro~ Kimbel Kourt east should be marked to provide
a 12' wide, continuous left turn lane in the middle of the roadway
to facilitate eastbound left turns at the parent and bus entrance
drives and also westbound left turns at Kimbel Kourt.
5. A traffic signal should not be installed at the Village Parkway/
MacArthur Boulevard intersection until it can be justified under
standard traffic signal warrants indicated in the Texas Manual on
Uniform Traffic Control Devices.
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APPENDIX
24-HOUR MACHINE C("~NTS
METROCOUNT DATE:
LOCATION: nor+ E ndv 24-HOUri
oppell , Tx
TNE END~G ~ ~ TNE ~D~G ~ ~ TNE END~G
12:15 AM ~ I 8:15 3~ ~0 ~ 4:15
~2~0 ~ ~ 8:30 3~ I ~ 4:30 70
12:45 ~ ~ 8:45 ~ 7 / ~ ] 4:45
~:ao 3 0 ~:ao ~ D~ 6:ao /~b
2~ i I ~ o:oo ~ ~ 3~ e~ /
2:30 I I 10:30 ~7 ~ e:30
2:~ I ~ ~0:45 37 ~ 6:46 /~
a~o ~ 0 ~ ~ :00 ~E ] 7 ~0 EE
3:~s 0 0 1~:15 A9 ~1 T:ls q&
3:30 ~ I 11:30 3~ ~ 7:30
3:45 0 I 11:45 3g ~ ~ 7:45
4:00 I 0 N~ 3 ~ 3 3 s:oo ~ 7
4:15 0 0 12:15PM fi& ~q 8:15
4:~0 0 0 12:30 ~ ~ 5 ~ a:ao
4:4~ I ~ ~ 2:46 ~ ~ ~ e:46
6:16 ~ ~ 1:16 ~ ~ e:16
s:ao ~ ~ 1:30 3 0 3 7 e:ao ~
s:4s 0 ~ ~:45 ~ 3 ~ e:4s 3
e~o ~ /~ 2~o 3~ ~ ~ ~o~ ~ ~
~:~6 ~ ~1 2:1s ~ 3~ ~o:~s
e:30 & ~ 2:30 3 ? ~ 9 ~ 0:30
8:45 ~ 3~ 2:45 3~ ~7 ~0:45 1 7
7~o /~ ~ 3:00 37 30 11:oo
7:15 17 13~ 3:15 31 3~ 11:15
7:30 ~7 ~0 3:30 ~ ~ 11:30
7:45 ~ ~ ~ ~ 3:45 ~/ ~ 11:45
8~0 ~ ~ ~ 4~0 ~ 3 ~ Midnight
24-HOUR MACHINE C JNTS
METROCOUNT DATE:
LOCATION:~ac~r~A~r- So~+h O~ ~4n~y~-. 24-HOUR
Co~pe~// TX VOLUME
T~E END~G ~ ~ T~E END~G ~ ~ T~E END~G
12:15 AM ? ~ 8:16 ~ ~ 4:15
1~0 7 ~ 8:30 ~ ~ ~ ~ 4:30 7
12:45 ~ ~ 8:45 fi7 ~0 4:45
~o 7 ff ~ V~ /e~ s~o /0~
~:~5 ~ 7 9:~ ~ /06 ~:~5
~:30 ~ ~ ~30 3 1 ~-~ s:30 I
~:4s ~ I .:4s ~ ~ q~ s:4s
2:~ ~ ~ ~0~0 ~/ ~ ~ e~
2:15 ~ ~ 10:15 ~ ~ 6:15
2:30 ~ J 10:30 ~ ~ ~ 6:30 /
2:45 ~ 0 10:45 3 ~ 3 / 6:45 /
3:0o I 0 ~ ~:0o 3 ~ 31 73o / 0
3:~5 I 0 ~l:~S 30 ~/ 7:~s
3:30 ~ I ,11:30 ~[ 3/ 7:30
3:45 / ~ 1 ~:4S 3~ 37 7:45
4:00 J 0 N~ ~ ~ ~ ~ 8:00
4:30 3 ~ 12:30 ~ ~ ~ a:30
4:45 ~ ~ 12:43 ~ ~ e:4s
5:15 ~ ~ 1:15 ~ 5 ~a ~S
5:30 ~ ~ 1:30 ~ 7 ~ ~ 9:30
5:45 I 7 1:45 ~ ~+ 9:45
e:oo ~ 3 2~o ~0 ~ ~o~
e:~ 13 I~ 2:~s ~3 ~ ~o:~s ~9
e:3o I0 I~ 2:30 ~ 38 10:30
e:4s I~ 3~ 2:4s ~ ~O ~0:4s
7~0 ~7 ~ 3~0 ~ ~O 11:00 I~
7:~s 30 I~ 3:~S ~1 ~ ~:~S /
7:30 ~ ~ ~ 3:30 ~ ~ 11:30
7:45 ~ ~0 3:45 ~ ~ 11:45 I~
8:00 ~G 3 ~ ~ 4~0 E9 ~ Midnight
24-HOUR MACHINE C-'JNTS
METROCOUNT DATE:
LOCATION: ~'¢~1~y/.~ - ~ o~ m~¢~r~ r 24-HOUR
Co~pell, ~X VOLUME
T~E END~G ~/~8 T~E END~Q ;~/~4 T~E END~G
12:45 I ~ 8:45 I q ~ 4:45 I ~ 7
1=o ~ ~ I ~ s=o I ~ I
~:3o ~ g~o /3~ s:3o ; 7~
2~ 3 lO:OO I 13 e~ ~ I ~
2:15 ~ 10:15 I1~ 6:15 I~
2:30 ~ 10:30 ] I ~ 6:30 / ff~
2:45 ~ 10:45 /~ 6:45 ~ O~
3:00 ~ 11:00 /~ ~ 7~0 1 7 3
3:30 ~ 11:30 /~ 7:30
3:45 ~ 11:45 /~ 7:45 /~ ~
4:oo ~ N~ ~ ~:00 /~0
4:15 ~ 12:15PM /0~ 8:15
4:30 ~ 12:30 i S 3 8:30 9~-
4:45 ~ 12:45 /~ ~ a:4S
5:15 ~ 1:15 /~ 9:15
5:30 ff 1:30 / I I 9:30
5:45 i~ 1:45 I I I 9:45
e:oo 3 · 2~0 I I 0 ~ o~
e:~s 3q 2:~5 13~ ~o:~s
6:30 · 0 2:30 ! 3 1 10:30 ~ ~
e:4s ~ ~ 2:45 i ~ ~ 10:45 ~ ~
7~o i~ 3:oo I~ ~:oo
7:15 1~ 3:15 /0~ 11:15
7:30 /~ 3:30 !1~ ~:30 3~
7:45 ~ 0 ~ 3:45 131 ~ ~:45 / 7
S~O ~ ~ ~ 4~0 I ~ ~ Midnight /~
24-HOUR MACHINE C JNTS
METROCOUNT DATE:
LOCATION: ~nd~L~- ~a~ o~ ~c~r+~.r 24-HOUR
CoUpe II. TX VOLUME
12:15 AM /~ 8:15 ~/~ 4:15 /~
12~0 / ~ 8:30 ~ 3 ? 4:30 I
12:45 / I 8:45 / b ~ 4:45
~o ~ ~ /74 s~o /~;
1:15 ~ 9:15 /~3 5:15
~:30 I · 9~0 I~ 0 5:30
1:45 ~ 9:45 /0~ s:4s ~0
2~ ~ ~0~0 /~ s~ ~00
2:15 ~ 10:15 / I~ 6:15 ~0~
2:30 ~ 10:30 / ~ 3 6:30 ~ A
2:45 ~ 10:45 /~M 6:45
3~o 3 11:oo //~ 7~o /~
3:15 ~ 11:15 It~ 7:15 ~1~
3:30 ~ 11:30 / / ~ 7:30
3:45 ~ 11:45 / 0 ~ 7:45 /
4:00 ~ N~ i~ 3 8:00 /
4:15 ~ 12:15 PM /~ 8:15 I I
4:30 E 12:30 / ~ ~ 8:30
4:45 ~ 12:45 1~7 8:45 I0
5~ ~ ~ /3~ ~
5:15 ~ 1:15 I~ 9:15
5:30 7 1:30 / ~ 0 9:30
5:45 // 1:45 /~A 9:45
e:oo 3 0 2~0 / 0 ~ ~ o~
6:30 ~1 2:30 I · 0 10:30
6:45 ~- 2:45 / ~ / 10:45
7~0 i ~ 5 3:00 / ~ ~ ~ ~:00
7:~s /~3 3:~ I0~ ~1:~5
7:30 / ~G 3:30 /3 / ~ ~:30
7:45 ~31 3:45 /~7 11:45
8:00 ~ ~0 4~0 / ~ Midnight
METROCOUN. TURNING F,.,./VEMENT COUNT
Traffic Data Collection SUMMARY
LOCATION:
OBSERVER(8):
ff~ the NORTH on from the EAST on from the SOUTH on from the WEST on
Total
~5 ET THRU LT RT THRU LT RT THRU LT RT THRU LT
7
7
~:30 g AO , g
7:00 3 ~0 7 ~7
-- 24-HOUR MACHINE C':UJNTS
METROCOUNT DATE:
LOCATION:~cA,~A-r-nor+A ~nn~y ~ 24-HOUR
C.?p. I I, TX VOLUME
T~E ~D~G ~6 5~ T~E ENDUe ~ 5~ T~E END~G ~
~2~0 ~ ~ 8:30 VI /~ i 4:3o ~0
12:45 ~ I 8:45 3 ~ / 31 4:45 6
~o ~ ~ ~ 3o 7g s~o e7
~:~o ~ 0 ~$o ~ I ~& s:$o i~7
~:45 i ~ e:4s 30 3~ s:4s /7~
2:15 0 J 10:15 3A A& 6:15 17~
2:30 ~ J 10:30 3 ~ 3 ~ 6:30 /~
3~0 ~ 0 11:00 3~ ~ ~ 7~0 ~
3:16 ~ 0 11:15 ~3 33 z:~s ¢&
3:30 ~ 0 11:30 A ~ ~A 7:30 7~
3:45 J 0 11:45 ~ 3 I 7:45 &~
4:00 ~ 0 N~ 3 I ~ ~ 8:00 ~
4:30 0 I 12:30 S I 3 G 8:30 ~ 3
4:45 I ~ 12:45 ~ ~ EO 8:45 3 ~
e:oo ~ & 2~o ~& ~ I ~o~ 3a
e:30 6 I~ 2:30 3 ~ A~ 10:30 I ~
6:45 ~ ~0 2:45 ~ ~ 3 3 ~ 0:45 I I
7~0 I ~ g ~ 3:00 ~ 3 I 11:00 I 9
7:30 33 /~ 3:3o ~; 33 ~:3o ~
7:45 ~ ~ 3:45 ~ ~0 11:45 ~
8:oo ~ E ~ &; 4~o ~ I ~ ~ MId.ight ~
'" 24-HOUR MACHINE C JNTS
METROCOUNT DATE:
LOCATION: ~~r- ~a~ o~ ~ndy ~ 24-HOUR
Cop~ i I, ~ VOLUME
T~E ENDW6 ~6 ~ 6 T~E ENDW6 ~ S ~ TNE ENDUe
12:1SAM ~ ~ e:ls Eq 3~j 4:1s
1~0 ~ G 8:30 E7 ~3~ 4:30
12:46 3 ~ 8:45 ~1 ~ 4:45
1:15 a 3 o:15 3J ~3 S:lS /~
1:30 ~ I 0:30 IE ~a 6:30 /
1:45 ~ ~ 9:45 3; 6 ~ 5:45
2:30 0 0 10:30 ~ ~ 3~ 6:30
2:45 3 0 10:45 3& 3~ 6:46
3~0 3 ~ 11:00 ~ I 5 ~ 7~0 I
3:~5 I I 11:15 3~ ~G 7:15 ~
3:30 I 0 11:30 ~ ~ 7:30 7~
3:45 I I 11:45 ~ff ~ ! 7:45 7~
4~o ~ 0 N~ ~7 ~ e~o
4:15 ~ / 12:15 PM ~0 ~ 8:15
4:30 ~ 0 12:30 ~ ~ 8:30
4:45 ~ ~ 12:4~ ~ ~ 8:45
5~ I ~ 1~ S~ SO o~ ~ ~
s:15 I ~ 1:15 E0 El 0:is
s:30 ~ ~ 1:30 ~& ~1 0:30 3
5:45 ~ ~ 1:45 ~ ~ 9:45
e:lS I0 I~ 2:15 ~ ~ 10:1s
~:30 I J I E 2:30 ~ ~ ~ ~ 10:30 I
6:45 ! ~ ~ 2:45 ~ ~ 10:45 I
7=0 ~ ~E 3:oo ~ ~1 11:00
7:~5 ~/ I~ 3:15 ~ ~ ~:15
7:30 ~ ~0~ 3:30 ~ ~ ~ 11:30 /0
7:45 3~ ~0~ 3:45 ~ ~ 11:45
8~0 ~ ~ ~ ~ ~ 4~0 ~ ~ ~ ~ Midnight
24-HOUR MACHINE (--UNTS
METROCOUNT DATE:
LOCATiON:.~'ancJy Z.~./~ -E~ ~ ~c~A.r 24-HOUR ~0~
Co~ II, TX VOLUME
T~E ENDUe ~&/~B T~E ENDUe ~/~A T~E ENDUe
12:15 AM I~ 8:15 ~ 3~ 4:15 /~
12~0 /~ 8:~ ~ ~ ~ 4:30
12:45 /~ 8:45 I ~0 4:45
~:ao i I e~o 13~ s:ao
1:45 G 9:45 /A 0 5:45
2~ · ~ o:oo I 0 9 ~ ~
2:~5 ~ 10:15 103 e:~s
2:30 I 0 10:30 /~ ~ 6:30
2:45 ~ 10:45 /~ ~ 6:45
3~0 /~ ~:00 113 7~0
3:30 ~ 11:30 ~ 7:30
3:45 ~ 11:45 ~ 0 0 7:45 I
4~o ~ N~ 13 7 8:00 E
4:15 ~ 12:15PM /~3 8:15
4:30 0 ~2:30 IA ~ a:ao G
4:46 ~ 12:4~ /~ 8:45 ~
5:30 I I 1:30 I~ ~:30
5:45 13 ~:4S / ~ E 9:45
e:oo a ~ 2=o 13 ~ lO~
e:ao ~T 2:3o laO m:ao
8:45 ~ 2:46 i~ & s 0:46
7~o I 0 ff a:oo I E I 11:oo
7:~6 I ~a 3:15 I~ ~ 1:~6
7:3o I~ a:ao 117 ~s:ao
~:oo ; ag 4~o 13~ Midnight
.~ - 24-HOUR MACHINE c'-"UNTS
METROCOUNT DATE:
LOCATION: ,~n~y ~e - ~e~ ~ o~ ~ac ~r+~ar 24-HOUR
Copp .. ~x VOLUME
T~E END~G ~/~6 T~E END~G ~/~a T~E ENDUe
12:15AM 17 8:15 ~ 4:15
1 ~0 1 7 8:30 ~ ~ 7 4:30
12:45 I ~ 8:45 ~ 0 7 4:45 /
~=0 I 0 e~ /~ s=o 17
~ :48 i~ e:4s I 0 ~ 5:45
2~ 7 10:00 I I 0 6~
2:~5 ; ~o:~s /~ ~ e:~s
2:30 3 ~ 0:30 I I q e:30
2:45 ~ ~0:45 I I~ e:45
3~0 IA ~ ~:00 137 7~0 I~
3:30 ~ ~ 1:30 ~ ~ 7:30 i;
3:45 ~ 11:45 I I I 7:45 I
4:00 ~ N~ I J / 8:00
4:15 6 12:15 PM /~ 8:15
4:30 ~ ~2:30 / 33 a:30 73
4:45 ~ 12:45 I E I 8:45 ~
5:~5 ~ ~:~s I I I 9:15
5:3o I 0 ~ :3o i V 7 9:3o 7
6:46 IE 1:46 I E~ 9:46 73
s:oo a ~ 2~o 13 0 ~ o~ EO
e:15 A~ 2:15 133 ~o:~s ~3
e:~o ~ 2:so 13 3 ~o:so
6:45 E 0 2:45 I 3 / 10:45
7~o / I ~ 3~o I ~ 7 ~ ~:oo 3
7:~S 177 3:~5 13~ ~:18 i~-
7:45 lO~ 3:45 I~j 11:45
e~o ~ ~ ~ 4:00 / ~ ~ Midn~ht