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 I Table of Contents

OBJECTIVE 1 I BACKGROUND 1 ON-CAMPUS STADIUM ALTERNATIVES 2 GOAL 4 I RESEARCH 4 ASSUMPTIONS 5 Stadium seating capacity of 32,000 6 Number of people arriving per car Is 3.6 7 I 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 I Parking on Bishop Boulevard 8 Arriving traffic only, no departing traffic 9 Distribution of arriving traffic 9 DATA GATHERING 10 I THE MODEL 11 Reasons for SLAM 11 11 MODEL OVERVIEW 12 I Assumptions Within the Model 12 Entities Entering the System. 13 Program Coding 14 Intersections With Stop Signs 15 I Intersections With Traffic Lights 16 SENSITIVITY ANALYSIS 17 Case 1 Results I Case 2 Results Case 3 Results SUMMARY OF SENSITIVITY ANALYSIS 21 I RECOMMENDATIONS 21 CONCLUSIONS 23 I APPENDICES 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 look for a larger stadium.

I 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

and gave the Cotton Bowl a nickname--"the house that Doak I 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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I Ownby Stadium Traffic Simulation 3 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. I I

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.. - — — — -- PSIUQUT REsIDENCE I . . , HALL •tI COMPLEX ./'-.\ IL ir r .1.. AN •'cm7 I,' (ARPUNG1 L TRACK • 1 . i LOT • J -c £ ?41' E a J it I FIELD I. 'COMPLEX ': U :2) ' -•' PORTIO14 OF SPU CAMPUS oI I I3.' I:i:....:.o11, 1 ( !IG w q!) - 1;"c. I P#JVIKII I. !'"" , I :.v '.:: . 1i1' •. I II u.I. •1••. •I•I•1•• •. •II•••I•••••I::-. • ::• • i .:.• •:• :• :.:•'..• •:.:.:.1. a •,J• ?r • WitII aI aI ,I . • I 1 I ii , • •••. .'.':D..'.',' • :: ::i:.:.:'::: • •:. •:.::* c_. ______r •:•::•<::•:•:•: ; • • : ..:::;:: : • :'. i z A •• • • •)• • :: ,:':•.'•: : •':'i ' PRIVATE 1-$OU5E PARKING LOT I I L.,..:. :•:•:•:•:•:•:•: : . II.• I. • Z...... - E r p p u p -' lj •,• •..,.)c LLA. C, I:0t:i1 .•...... : • l;:::• : ::: ::: : • •, •':•::: 1 :f

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OPEN . FICLD

I Ownby Stadium Traffic Simulation 4

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 s p eculate 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 I 1

I Ownby Stadium Traffic Simulation 5 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-hr/ ,I"- Ownby Stadium Traffic Simulation 6 I Distribution of arriving traffic: From 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.

I I

I Ownby Stadium Traffic Simulation 7

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

To arrive at the total number of people driving to the I 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 between University and Mockingbird (running from north to I 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

I Ownby Stadium Traffic Simulation 9

I Parking on Bishop Boulevard

I For our model, we assumed that all available places I would be utilized for parking. This assumption means that areas like Bishop Boulevard that are normally not used for I parking would be available for football game parking. H Arriving traffic only, no departing traffic

I In this project we only considered the arriving traffic to the game due to student time constraints. The main I problem as we see it is too many cars trying to find parking I places. Once the traffic is routed into the parking areas, the excess traffic should be sent elsewhere, and the I departure traffic will not be affected by the excess demand I for parking. I Distribution of arriving traffic Once the system boundaries were out iined, we had to I 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

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

I Ownby Stadium Traffic Simulation 10

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.

The traffic from the south would be neglected because it

I would funnel in from either the east or the west.

I DATA 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 I Ownby Stadium Traffic Simulation 11 HI This data was analyzed to determine which direction the traffic is most likely to take, the peak time fo traffic I flow, and the length of the cycle times. The data was then incorporated in the simulation model. The model was run [I with the col iected data and the results were analyzed and alternatives and solutions to bottlenecks were proposed.

I Next, the travel time between intersections within our I system boundaries were measured and incorporated into our program. This travel times were obtained late at night when I there was no traffic on campus.

I THE MODEL Reasons for SLAM I I SLAM ii is a simulation language and can be used to I model a real system with a high degree of accuracy. The language Is best suited to model systems that have entities I moving along known paths. Such systems include manufacturing assembly lines, truck routing, shipping I systems -- or even traffic flow networks. Here we have entities (cars) moving through known paths (streets) with a I definite objective (parking) planned. SLAM ii Is ideally suited to the needs of a project like this and will permit a

I thorough analysis of this traffic flow problem. I 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 I required through the system. Certain variables within SLAM I I I I Ownby Stadium Traffic Simulation 12 I 11 are preset at program initiation which control the amount of entitles that can exist within the model. In order to I get the working space needed, we had to contact Pritsker & Associates (the deve'opers of SLAM II) for assistance In I overcoming this limit. To summarize, certain variables needed to be increased, initially, these variables were set I to 5000. in order to get the number of entitles Into the I system we desired, the limit of 5000 was increased to 100,000. This change was implemented by writing a FORTRAN I program to alter certain SLAM II Initial ization routines. I The code for this program appears In appendix B. MODEL OVERVIEW I Given the boundaries listed earlier -- namely I restricting the scope of the model to the confines of the SMU campus -- entities are created and enter the system at a I given rate from five entry points. Once in the system, an entity proceeds from intersection to Intersection based on I probabilistic and conditional branching. As a result of this branching, entities will either park or be sent out of I the system.

I Assumptions Within the Model I As with any simplified model of a real-life system, I certain assumptions must be made for the purposes of clarity I I I I Ownby Stadium Traffic Simulation 13

I and simplicity. This model is no exception and the I following assumptions have been made: I 15% of the traffic will not park, but will instead be I through traffic not associated with the football game. 85% of the traffic will be trying to park for the game.

I Cars WIll park in the first available space. This I I assumption Is made to prevent the model from becoming I extremely complex. it would be very difficult to make U I the model more accurately reflect the choices made by I real-life drivers. Motorists will be Informed when parking lots are full. I 1 This simplifying assumption prevents sending cars into lots already full and forcing the car to awkwardly re-enter I I the model an attempt to park elsewhere. I Cars Will exit the sy s t em if primary parking choices are L. full. This prevents cars from cycling through the system I I Indefinitely.

Entities Entering the System.

There are two considerations on this point. First, I where WI I I cars enter the campus from, and in what I?proportions. The rate at which entitles enter the system

I Is the second consideration. I I

I Ownby Stadium Traffic Simulation 14 On the first point, entities will be created and enter

the system from five points. These five points and a

sc h ematic diagram 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

roads off Central Expressway. Other traffic will access 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 beginning and ending the of the simulation, a slow arrival rate is used. Near kickoff, the maximum arrival rate is

use d. On 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. ":P( (200) (250)

Uniu ./Airline

Parking Garage (800) Yale/Airline

0wnbj Lot (200) di ...... 0 V V V V V V V V V Bishop : W5 Lot

•4 1J (300) u lD Vu • •. q . • •4 g" I •. V V 'V 'V V V rLM) Mockingbird/Bishop Mockingbird/Airline [Distribution of rriva1 lines into the S9sten I

0 1200 21400 3600 4500 5400

I Ownby Stadium Traffic Simulation 15

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 intersection in the simulation model. Such a system of I modularity makes the code much easier to interpret, analyze,

and modify. Not only did this make it easier for our group I during development and testing, but any future students who

Imay wish to continue exploring this topic will certainly appreciate this effort.

IThe main component of the program is the Intersections,

and these intersections can be divided into two groups: I those with stop signs and those with traffic ilghts. 1

I Intersections With Stop Signs As entitles approach the Stop sign, they are Sent to an I assign node where an attribute Is assigned based on the

Ientity's direction into the intersection. This is necessary

to make valid branching decisions later on in the

I Intersection model. Certain conventions were adopted to

ensure uniformity throughout the model. if a car approaches I from the north, attribute 3 wiii take on the vaiue of 1.

Cars approaching from the east, south, and west will have I I attribute values of 2, 3, and 4 respectively. I I I I Ownby Stadium Traffic Simulation 16

The following diagram should make this clear:

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

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 I

' CEAS PGM Q1 < • [AQ1) yci Qt'lAl I1Q1 I D A Q 1 atrib(3) i.. UAQ3

QHA2 G HQ2 I NDQ1A atrib(3) MCFH\ ARPK - QI'1A3 MQ3 UAQ3 I atrib(3) I gCEAS MQ It II [CE A S o I UAQ3 I DAQ1 I I I Sian II Diagram Representation of the Intersection I McFarlin and Airline I I I

I Ownby Stadium Traffic Simulation 17 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 YAQ1 I YAQ1 i Qi DDQ4 I CEAS DAQ1 / I \ YAQ1* QI1A3 itew I CEAS DAQ2 Q2 I yflol I QMA3* 'tflsIY/ QNA3 - DAQ3 DDQIs I \ "\CQ3 CEAS - I * itew YAQ1 I QMA3 DAQ

YAQ1 I Q11 I DDQ4

I ^3 "^ 3 I ii Itew ^It I I I Sian II Diagram Representation of the Traffic Light I at Dyer and Airline I Ownby Stadium Traffic Simulation 18

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

I Ownby Stadium Traffic Simulation 19 I altered these percentages and observed the change of results I In the model. I Here are the original assumptions, along with three cases: I Original Case 1 Case 2 Case 3 I East 60% 50% 55% 65% West 25% 30% 25% 20% I North 15% 20% 10% 10% I South -- -- 10% 5%

I Case 1 Results: I One of the biggest delays in the original model occurred at the intersection of Yale and Airline, where a I majority of the incoming traffic was to arrive. The 10% decrease in east arrivals helped decrease wait time and I queue length at this troublesome intersection by a proportional amount, but still resulted In it being a I problem. The Increased flow into the system from the west I further increased congestion along Mockingbird, but the parking at Ownby and at Bishop absorbed most of the increase I with some additional delays and Increased queue lengths at the traffic light at Bishop and Mockingbird. Traffic flow I In the northern section of campus continued to be slow due I I I I Ownby Stadium Traffic Simulation 20 I to the nature of the street layout, and delays were significantly Increased. Parking in the Fondren Science lot I filled up faster than before, and traffic entering Airline from the west side of McFariin had a markedly increased wait Li time. Assumptions about incoming traffic from the south I remained unchanged. I Case 2 Results: Many of the same results from case 1 apply to case 2. I Namely the reduction of traffic from the east again relieved some of the congestion experienced, but to a smaller degree I since the change for this case was only 5%. West traffic remained unchanged from the original model. The biggest

I changes occurred in north and south traffic. The lighter L load from the north made quite a difference in wait times in this sector. This was a much more easily managed flow for I this area to handle with minimal delays. Small changes In the north percentage show up to a greater degree than other El changes due to the restricted flow route and capacity of the roads. The biggest addition to the model In this case came I In the form of a 10% traffic flow from the south, at Bishop I and Mockingbird, and at Airline and Mockingbird. This caused major Increases in congestion, since in essence this U traffic added to the flow already on Mockingbird from the east and west. Parking in the northern half of campus went I fairly smoothly, but the southern half completely slowed to I I I

I Ownby Stadium Traffic Simulation 21 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] I Ownby Stadium Traffic Simulation 22 I SUMMARY OF SENSITIVITY ANALYSIS The large flow approaching campus from the east already I causes significant backups given the original percentages in the model. if this flow Is increased, either by additional I flow from the east or flow from the south which eventually blends with east/west flow, the model breaks down I considerably. The biggest change in waiting time and queue length based on percentage change occurred when changing the I flow from the north. This Is because the road pattern [1 around Airline Extension and McFariin does not handle a large traffic flow well. I With any percentages given, the wait time on campus will be long, and traffic will not flow well. This is due I to Inadequate parking on campus combined with roads not suited to cope with high volumes. This result from the I analysis of the model plays an important factor in I understanding our final recommendations. I t RECOMMENDATIONS Our simulation model analysis showed that the campus I area will be swamped with traffic--no matter what type of routing is achieved; consequently, we feel that the best

I recommendations we can give are to reduce the number of I I I I Ownby Stadium Traffic Simulation 23

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 p ectators 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 Ownby Stadium Traffic Simulation 24

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 Ownby Stadium Traffic Simulation 25 should be contacted to help develop a plan for traffic flow I in their areas. Utilizing our recommendations for reducing traffic,

I 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 I I I I I I I I I I I I I I I I I L PVLIZCJL, . tit Bob HtC1L, !.tk. VucLC.etj kL4.ta;ig cui &LU E. Ctc.e, VL'ec.to&, Ve.paict.mmt o4 PubUc Sae.ty

Ize.tbal.L. gainc: t&a66ic, pa/Llzing and 4ecwLLty p'toe.dwtc1. SUBJ Oc,tobVL 21, 193 OAT. /t çrL

The jottowing pucedwies a/Le etctbFJ.had 6ot the VaiJ..ty Bakeba.P.2 gaine4: 1. EcuhetbaU gamu wU begin cz.tat 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 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 on .gn Ln the ztAeet at ,Uiz.Une. Road Q n1.Le.y Avenue 4hould be ie.t the c.Wib a.t e the game ha4 4 tarteyd theb oLc.e/i B4woith..iiig the Lnte,eet_-Lon beoiz.e going I .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 at the end o6 the game to 4op -tiia.Le £ ;ioln t'iaveLLng ouh on VubUn S1z.ee.t. /j Ib.Ln5 w.L be. picked up by the poJiw1 unit a(e./i the if-ow o4 .tiiaLc haz caaed. 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. I) ,utez pLo'i to thc..e.nd o6 .the game., noLy the .tfviee poUc.e. depcbiie.itt ve. (5) mi 6ot aZtanc. at !4ocJz.LngbL.ic1 Lane. and AJiiLLne. Road. I 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 £/wm wL.t to 1çLn2'h. The oLeeji wLU. Lead the .team .thizoagfi the ha.Uwcuj to -the. I 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;twith '. the .team wh..e on the 6toot. I6. 066iceu wLCC /ie.ndc,'L hand 4aiwte duiLng the NatLonaC Anthem.

l. The o 6'i cvLz 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 I MR. TWINING in the tuneL. I I I I

a. AOzUjlc 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 0 6ce 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 "Aignment p'io, C. one OCVt 4owth 6tand6 (&sthey/VubUn C4L9nn,i,, • d. one o.Lc,e,j with vLóLtii, at a2l tLrne,s to game e. 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 • to AcPOAt 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. CC1L 0 .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 12. RESERVE PARKING RIN CHARGE. WILL BE HELD TWENTY FIVE (25) i rnan undqiiowzd , MINUTES "A" and "B" £o:to on,q. - _TJP-OFF 13. Reiewed pa/thLn9 WLea4 (enc.Lo4we 6) 1 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', CLa; o n. (1) 6cctde wiLL bJociz the 4oath c(/iveway I (2) AttC)Zdant ui-LU. pcitrnLt vehLcLe. en.t'Lance 6/Lou, (3) Awt!wnzed pcJion.s w,U. have, a MUSTANG pa'th, d. ucway "A" dmignation (e.nelo,w' 3) • (4) Reoejwe.d (NO PASS -- I pwthn9 w.iLe be held 25 a;t -N.\TANCE ) "8" PARKING AREA: (ea,t side o6 4pojt6 ceneii- b.e, I,j I i ance. o VubLn. (1) Bwicade wLU. bock no&.th d&Zveway (2) Attendant w.LU. pciurzLt (3) vckLcje ent'utuice (/i-o;n Awtiio,uzed pVcn6 will have I "B" dm a MUSTANG PWthn (e.ielo.w 114.) ' s mull (4) Rcjtued (NO PASS - w42L be. heLd uni unijiF - _-.------__- I

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 the CoUeuin and iteeAued ..tand4 pLctc.e.d out by attendant owLC.ij .co'uleJL. o6 I pa.kIzin9 on .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"( I. thecoach-Ln .6.ta piwvLded neWt the .'tamp dniveway on the NE co'rnel o Moody.

L7TERS OF AUTHORIZATION wiLL be Lued by the kth.Le..t.c. Ve.pc'tt.rnen-t to pwth. on I £he no'uth side o6 Moody. I SUMMARY OF THOSE AUTHORIZED TO PARK ON BJNKLEY: 1. VU bcc...tbaLe ad c,occcJLc.. 2. Viziting team bc I 3. PiLess with p&e LdenJ.co.ti.on - SMU Z6.6ued pa 4. as dJjte.ctedc.eLtcLneou2 by £eWt 'tom SMU th-C.etLc. Vepwthnen-t. I 5. Reejtved pwtIthl9 (ieid un.tU t,Li)-066 tune., 'ONLY. TOTAL PARKING AREA AS SEEN IN ENCLOSURE 06 U (NO PARKING PASS AVAILABLE ...... NO PARKING PERMISSION.) 1983-84 BASKETBALL ADDITIONAL PARKING INFORMATION:

U 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.

U 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.)

I 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 U / .. 4 AU t'vuoJt chitdken o6 Jtepon.te.k4, paye'L, in a wO'theA4, etc. WZLe be 4 e.c.ted 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.

6. IndividuaLs mu be 4ec..ted i6 they wi.e to n.e.mcin on the gym foon.. lthleJr4 I 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 0cig the view o pe/ion 4Lt-tLng in the 4tanct6. CZO4e aooJLdinat, I M'L . VadLe.y Pa/theft, the u.4heis, and the among oiae./u i4 nee.e2.wLy 6o,% -thio mattejz. AU pfzo.toglLapheA4 rnws.t have paz,6 44om Bob Condn.on to be peiunLt.ted on the gym I. 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 b. Tn.aJc pn.oh-LbLted fl.Om going south on A-LLne. I 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 n.eovwed pa.ithinçj on &ni?2e.tj to non..thbound A/LLLne o ,% Wut on I

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 I . Southbound .tiaZa on Ai'jLne. murt .twLn west on &Lnfal.ay Li 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: I . 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

A. 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

A. 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 LolL coacP.es zta.66 on &nkLe.y: I.

DATE______

d^ice,%,s L .LtL /Lcpoht to the Ve.pone.nt o6 PubUc. Sae.ty OZee o& de..tai2 Vwat 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 ae.tteL y. a46Lgii&f poJo;i &vLcad/t)La;e4 Zgn4 have cLteady been p.&ic.c.d in potion by pa.t.'Lo. 6ZgJz in the 4t/.e.e.t at A.L't..Une. (5 p.) Road & &Ln!z.Ley Avenue. 4hould be 4c.t on the ci.vib a.te./L JaC ainc.cU 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 gn at the game.. The- Zntcec..tLon oS &Ln!?iey Avenue. @ VubtLn St'te.et wLU kemain in poLton 11-1-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. cked AL 4Zgn4 wU2 be 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, 3000 &nhLey Ave.. begin 3 pm-lkernain tiZ game. t,%/z. tUe,st eat/Lance., 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

)e,t en-ttancc., .tot "A" ? .C.m0.fl tit game. t:wf, I 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 _ ii - I 1 ••+I.I %j: 1 T :• • • I 112, - -

:1 1_; •. - -. :-- ii •1 L.

• HF:I.

I. 0 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 . cons truction 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 I to be desirable. F I

March 5, 1987 Page 2 I 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:

(a) Appropriate ground level r ecreational facilities I I (intramural fields and landscaped setting). I I March 5, l!'87 Page 3

(b) Practice areas for football, soccer, chearleading, and band use.

(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 houses and dormitories located to the north.

I 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

March 5, 1987 I: Page 4 I (B) Points of consideration

(1) The constraints of the property available and the economics of stadium design dictate that a track be I 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

facility for SMU. Lighting for special event usage I of the track could be supplied by moving the Ownby light towers to the track or by temporary lighting I as now used for NCAA football telecasts at stadiums I that do not have permanent lighting. The long-range . plans for new swimming facilities could, we would I hope, be factored in the design and economic formulas.

(2) The width of the stadium playing surface should be I appropriate to include an NCAA-size soccer field. .1 With proper site line study, this will not compromise the desired result of "close to the game" seating I for football.

(3) Though expensive to construct, underground parking I on the perimeter of the stadium could be an important I design feature which could be helpful in the long-range economics of the project (i.e., could augment existing I parking for all daily campus activities, as well as

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

March 5, 1987 I Page 5 I and intramural fields could be located on top of these I parking lots. Based on 200 cars per acre, two levels of perimeter underground parking could add approximately 4,000 extra places at the stadium Site. I (4) Stadium size should be no less than the smallest current capacity in the Southwest Conference. Using 50,000 I capacity as a guide, it is anticipated that a combination of as many as 5,000 students and faculty could be I expected to attend, leaving app roximately 45,000 seats I available for the general public. (5) Public amenities (seating, access to concessions, and I convenience facilities) should be of the highest quality and consistent with comforts available in I 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 radius I of the stadium (see Exhibit I). Based on ex- tenor parking at Texas Stadium and the Cotton Bowl, I this 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 landscape 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. * Will I ON- AMR _. N. 1 FRATERNITY.* IF- -M

T 0)Iç (T* 000 Y RESIDENCE 1. I HALL COMPLEX 0 inCC a =0 r— LOT It

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1 2^ IL I I Drawing sho:incj exterior slope landscaping on "cut a,-Id I fill" sdiirn I STANFORD STADIUM I I I I I I I I I I I I I tvo NJ 0=&M Fffrim Ci i's : 1:.io . T LD I

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STANFORD STADIUM

TUO examples of exterior slope landscaping for "cut and fill" stadiums The Rose Bowl k

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—a-,.- 22—---- $.t w oorlooft Wft bab or fisidwil liessom b t3l nan pv soow è an — _._ Cal -Stanford Feud Sparked Stadium Construction

Dcgn and ononaiactaon of Stanford Seathion with a ben anwe pr Dirti g osoodemats built wa mat 1103.000 or an sobvilled would be obtained at )9221 saw rank an the Chic . gainew. ad on an earth embankment. Such a anisetore would bate a loan secured by Will Big Game racerpts. cff-tóent an.jor budding project ewee aan..kee on the bail dianee of withstanding a sewete wtbqua.ke. But to the boards surprise and pleasure. alwnsu and to Wing The cogincen raUnsated that the friends of the anivernity quickly purd.aied nearly o'os would oust $2010 (, .,$ule a nipdoonal wit- 31M.31s in subscriptions. almost double the protec. mete nugt built on Oat l. vwd saveCoso at 000. This ecabiec the board to pewac without bet. rsoa. TOwm$ large ansciants of saroacy. The goal was to build a stadium as nine for the Big tf 53.30pev seal (1921 dollars). Owe agasner Caidorti. in $o.rmbet 1921. EAcb school wanted to build a large stadium on IAN FRMCMC DOS EXCAVATION campus , epmcesarivvs of the two univvmoea wet On May I - about an we'ek.s after the subeaipdoe was .ionalJy to diicuu athletic norum of ,oszre ounorit, of Baker The Stanford Stadium 's dcsip based on a osniçango awed — the San Francisco fran year-old Constructionmethod mi1at to that of the In fall of 1920. Stanford 's Board of Athletic Cornyol and Carpenter wan commussiotsed an aneevove en- amphitheater at ancient Pompeii — a sloping embank- was caked by repementaoton of UC to arrange • joint pacers to prepare working plasu and ancm - went built with din cuatcd front the pl.vuig field. katsoes and to seek wosrn,00 bids. Buse of Profeanon Wings welI.ori'i'ed plans. with scaung built on the emb.nLmcOI for uum.aIon. At the nine it was built. it reponedly wan the seeped Baker and Carpenter were able to complete their The Stanford board hastily inIm than 10 dart. On Ma', 14,. pre-cwaed largest nadjur, in seating coponry &moq U.S. ool- dra wings wtttrac't was approved by the Soard' of Athletic The Yak Untetenry, bowl was ff1. convened and voted to proceed Myths about the si.adiuct colaviacnim ad. An Control. Bidding opened May 23 on the project. is4th plans to build the stadium — The wnoacl was awarded two days later — May 23 rntiOt1 of wtbivai anasenab and ntemoprary despite uncenai,finarzci& smu shows that the oonemicuoe baiory I geor?IJ- - to Palmer & McBryde of San Franco The firm tyaniauoderuood bcauie of confusion over the intual resources. waned clo time setwij up otnip and amembling equip- went at the park-like field am to the State 1-t4hesy roucoov auad a senot o( major abodLficalsoolas atedt within the nern w years. (now El Camino Real) 10 days after ramnal the wiract arid low days otter g,ound wet biokes by Cotstrucon of the stadium at story of catty Stan- atneting. the purpose of which wna am stated. ford enepvencursip. But board tnrmbcn beard through toe grapevine Planning for the 60.0(X)-.eas structure (later ci that California planned to propose diangiog the 50,50 ndcd) bepn in 1920. when the unrerentys Board of split of gate remipo to something more favorable to Din was loaded into dump Califontia The higher profits for California would then be used to finanee a stow UC stadjuit. wagons, each pulled by team of 'Stanford Stadium's design ats The Stanford board hastily convened arid noted to four mules. 'Frrstao scrapers' proceed with plans to build the Stanford Stadium — based on a 2,000-year-old despite uncertain financial rrsourves. The news wan drawn byfour-hor5e learns were cortsirucrion method similar to varssrnitied to San Francsaw newspapers for the nert used to trim the 37-foot slopes, dua of the amphitheater as mornings editions not evening. bard menthen and a steam shovel was wed to anerided the point meeting ant, California and had to ancient Pompeii — a sloping good dinner. S pleasant evening- and never found out finish the south end. embankment built with dirt a-Ar we were merling Stanford Regrirra' i. Pearee e.xcai'ased from :hep!aving field. Mitchell weose in S.w.nforil Univre,:rs jcic.-!od) Stanford Pi-.drni Ra. Lyman Wilbur. the Paltrier it fiN DING D1V1 McllrvOe miul7tieiioi, Stw ' A campaign to raise mone y for the pnvpecr began Athkt,c Control became ir.tensiiad in replacing afoot. Mirth 71• 1921. oeganued by the Board of Athie:g b.it field and bleachers. Laid out in 105 The earlier Conttol't Stadium Comminee 8n1 hcsoed b L.rla.rid Mulct arid machines were wed it Wp Utoti the field was senots the snrr from E,seuss Gym. in the W Cutler SubwnpiiOns were nought from sJunttr in oonioucoon goal To esvsic .3 tee' of dirt. aft.& now occupied by the varsit y tennis courts be twetrot 1103 writs, each ctrrvsnp with or the right to purchase three elevating cadets were ct-swn fry fl two cbcncx seats tot intermitlegnate annual e'ents for t' I San MDonaJd Mall and Maçiien Pavilion Dirt was lc..ried into dump wallow. each wpullet A nmiu.on of engineers was appointed to drurr the next If' years (later ertend.d it a tfr,ttir nghr, a a otarit of four mules Fve'srio scrirveti" dra n fri low a an sid,unt in Povrtn!y r 2920 Commission mem- 5: pet scar dinonunt frOnt the refUlkl rest a't,ic!r was he'ese team were med to ooti the 3.fooi dopes. tnt a bers Charles B Wuig, Qiarlrt D. Man. and William thee 53 The wbwnt'tiOn lurid -'as to In redeemed wears thrive I -an used to 6 ri.lt the south end of the E Durand. ii! engineering protestors. ptcwniec a from gale i'rcrpit .1fr,n ll' vein and el's_mIt-red to a w'asghi...s jind to esoivate drvnaF ditches !uhtfl ,%.it three ,ne'ntfu titer — in fefwuar. It - stwoat sinr.e ?Vt't e'n&ntt'nt nt fund at reQuested I'. '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

Aber in 1921.. radio bonsd....nj booth was of the usual docansioc. " 4 'c. delays. to the iradiums press bus. Stadiure selong eapry, and a.nfet whmd Oar weeki at The 1925 and 1927 n.dAiiin ir, wea.ry eiths of and almost t7tn l927, later was expanded so9Q.cl. In valuable ome before the oowtriactioo stage a reached. improvements, along with ,wanr yeast, some wadnl bas bacti two to maLe the stadium project moved forward rapidly from routine nwinumme, brought the wa 10! new accen timotis. in a budncas-bke and orderly way. - . - Cost of original ooa in 192$ had totaled The most p'stifying results obtained to this pro p1 szadiwn's price tag after sir ye 3233346. including ousosci is. vvernme, land- son dbsctiy, due to enthumuc coopemocic and the to $578, 000, a un/c more than wapurg. irçp1,eo. and tngtneer'ing and supervision. aedit for no acbie'vent cannot be çven to anyone of $6.SO per The 3925 and 1921adliTsiocia and imp owe messi . along the agencies toocerned but must rather be prorated with routine mewtewier. beout the stadium's pnea asserog them to the tocuwon for their agpesove and ssg after sal yasir to 1576.00, a brtic more than $650 skillful prvaeeution of the work, and their dean and per seat. Contemporary accounts 000flici but it business-like methoth of dealing: to the Board of nooaI lO.XO specuton. The WV bMe dug to appasir the nandsJ oblipoom mcwrtd thzotegb the Athienc Control and the S"um Committee for their ptvv-.de dirt soeded for the adth inposi mibscapoon wire paid off by 3924. The 1977 widom and 'moo snitsattog the ptoeer. and pros-id- ho.ame the Ssmken Dismoed. were 9'-4 by a loan paid aff tbeasgh rn6 the nanees for it; to the ''- 1 w of esposera In 1921. bleathert were built atop the amokisitcle. lurwe pie 1Q. -Ow coctorivmg the plan; to the alumni for their gener- adding $4 swer at wan for 16300. Suppiwang the atsa wpçioea ma way; and last but wa least. to wit a atpei1utore built as The atudetti bodies of the two tomerong dnven through the embankment into theOnginai susza sod the public for their reawd.brsekini attendance at .o.u..4 .,,.e.a. 9, Aaaed - . .tS. I. . — P.a w - . & - win ie Stilt • decorative wail oo.ted in gwutc. pained buff and the Asiencan Sodiery of Civil Lngneers early in 1922. approval the Stanford Stadium as a beauoful tha- deaiVied to p4emeei the Quad area Baker and Carpenter described the proper: and adequate athlete plant. How Hoover nearly foiled Big Game I.. I 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 I acres The building of the Bowl reQuired 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 in I the New York JCIS The stadium was used for New Haven's Tercentenary 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 in I Bicentennials of the North American Soccer League played their 1977 home games the Bowl. In 1979. the Yale Bowl was hSt toe concert given by The Eagles. Heart, and the little River Band. am inlargest 1981 the I in New England since 1924 - 75.300 - waiched the 98th meetingTTJ of Yale and Harvard. I I I

1. 2i

NAK ''- • - -

I 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. Exit 2 Via Connecticut Turnpike (195), leave at 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. I 2 Via 1-91 leave at Exit I (Downtown) to Route 31 and follow Yale Bowl signs to Bowl parking I .3 SI :1 I

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

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

Red Light 37 -Average Number of Cars Traveling (East)

Green Light / 19 Q (East & West)

I1ximm Number of Cars Traveling East West North South

TI ic C

Ilinirnurn Uumber of Cars

10 3 3 ?V r (iLtJLI!J 1% ,lr,, rIr.Ir

Stop Siqn Average Time veriqe ruri-!te- c. 1 f [irE Ci.flflOS) •south:'

flterv1 0

MxirrtLim Number of Cars Traveling East South North

10 15 13

Minirnurri Number of E:rs

2 I I ,1JL iUtTJtii rr. I

WEST EXIT I /weraqe Time Avere Number C, C Traeirq I (secondE) (North.) uth1 I EO 4

I urn !urrher C!T C:;r Trove ng I Per Minute North South I 10 16 rrirnurn Number of Iirs I Per ti 41 nute I

E:iot wo: taKen for 3'5 m rtji c: I 1 5 minutes ph or to the erii of the I e. I I I I I I ,LJTr r it rvVi- 1[jjTV ••

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

I Traffic Light Average Time Average Number of Car:; Travelinq I (seconds) (East) (South Green Liqht 56 54 0 I (East) I Re.:JLiqht 72

I Green Light 23 0 19 I (Soutn)

I Maximum Number of Cars Traveling East South

I ,_Io I Minimum Number of Cars

I 14 I I I I I I I t!! '\ 9 1. a LLLL i&J1jkIJ cA ilk1j1J I Traffic Li,ht Average Time Averace Nurner v era qe Number s I (seconds of Car of C.ars(Ecth) I • Green Liqht 35 12 Mac,t)

i RedLiht 115

I Green Liqht 43 0 14 I (South) Nurfher of Cars Trav e ll inq I East South I i n mrii ribei c Cars

I 2 CI I I I I I I I I — — — — — — — — — — — — — — — — — — —

SMU Parking Supply vs Demand

II To Fa.rlcing Cpa city on Cafl7p 900 U5 LEGEND 800 Cars 700

Z — 600

C) _ 500 - 0 ot- 400 .E 300

200

10: _

Garage UniversityLflOwnby E.Ginkly W5 Airline Bishop W. Binkly Location on Campus

Distribution of Parking Spaces

Garage 39.1%

W5 14.6

W. Binkly 8.3% University 12.5 .BinkIy 3.9% AirIin,. 2 1 uwnby 9.8% Bishop 9.8% I I APPENDIX D I I I I I I I I I I I I I I I I I I I * * * * I * * * * * * * * * * * * * * * ** * * * SLAM II VERSION 3.0 * * I * * * * * * * * * * * * * * * * * * * * * * * * * I * * * * * C COPYRIGHT 1983 BY PRITSKER AND ASSOCIATES, INC. * I * * * ALL RIGHTS RESERVED * * * * * I * * * THIS SOFTWARE IS PROPRIETARY TO AND A TRADE SECRET OF PRITSKER & * * ASSOCIATES, INC. ACCESS TO AND USE OF THIS SOFTWARE IS GRANTED * I * UNDER THE TERMS AND CONDITIONS OF THE SOFTWARE LICENSE AGREEMENT * * BETWEEN PRITSKER & ASSOCIATES, INC., AND LICENSEE, IDENTIFIED BY * * NUMBER AS FOLLOWS: * I * * * SERIAL NUMBER: 200543 * * * * THE TERMS AND CONDITIONS OF THE AGREEMENT SHALL BE STRICTLY * I * ENFORCED. ANY VIOLATION OF THE AGREEMENT MAY VOID LICENSEE'S * * RIGHT TO USE THE SOFTWARE. * * * I * * * * * * * PRITSKER AND ASSOCIATES, INC. * I * P.O. BOX 2413 * * WEST LAFAYETTE, INDIANA 47906 * * (317)463-5557 * I * * * * * * I * * I I I Li I I I 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; 28 SEEDS,0947665(1)/YES; 29 LIMITS,50,3,8002; I 30 NETWORK; 31 32 1 33 34 I 35 GATE/LTEW,CLOSE,21 • 36 GATE/LTNS,CLOSE,20,22,25,27,29; 37 38 39 I 40 41 42 43 44 45 I 46 47 48 49 I 50 52 I 53 TRAFFIC LIGHTS 54 1 55; 56 CREATE,,1,,1; I 57 LITE OPEN,LTEW; 58 ACT,30; 59 CLOSELTEW; 60 ACT,4; 61 OPENLTNS; 62 ACT30; •I 63 CLOSE,LTNS; 64 ACT,4,,LITE; • 65 66 • 67

I 1 1 68 ; 69 ; **** PARKING QUEUES 1 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; I 74 W5 QUEUE(12),,300; 75 OWNBY QUEUE(13),,200; 76 BISH QUEUE(14),,200, I 77 EBKP QUEUE(15),,80; 78 WBKP QUEUE(16),,170; 79 ARPK QUEUE(17),,42; 80 UAPK QUEUE(18),,200; I 81 AEPK QUEUE(19),,250; 82 83 ; **** CREATE SECTION I 84 85 CREATE,XX(1), 1,1,8000,1; 86 ACT,,TNOW .LE. 1200 .OR. TNOW .GT.4500,A2; I 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; I 91 ACT,,,CRTE; 92 Al ASSIGN,XX(1)=l; 93 ACT ,,,CRTE; I 94 A05 ASSIGN,XX(1)=.5; 95 CRTE TERM; 96 97 CREATE,XX(1), 1,1,8000,1; I 98 GOON,l; 99 ACT,,.85,PARK; 100 ACT,,.15,TRAV; I 101 PARK ASSIGN,ATRIB(2)=l; 102 ; COLCT(49),TNOW,CARS PARKING; 103 ACT ,,,GASN; I 104 TRAV ASSIGN,ATRIB(2)2; 105 ; COLCT(50),TNOW,CARS TRAVELLING; 106 ACT,,,GASN; I 107 ;GASN COLCT(48),TNOW,TOTAL CREATES; 109 ACT,,.35,MAGQ; 110 ACT,,.25,YDGQ; I 111 ACT,, .20,MBGQ; 112 ACT,,.lO,AEGQ; 113 ACT,,.10,UAGQ; 114 MAGQ COLCT( 10), I NT( 1) ,CARS TO MAQ2; I 115 ACT ,,,MAQ2; 116 YDGQ COLCT(34),INT(l),CARS TO YDQ2; 117 ACT ,,,YDQ2; I 118 MBGQ COLCT(48),INT(1),CARS TO M1304; 119 ACT ,,,MBQ4; 120 AEGQ COLCT(49),INT(l),CARS TO AEQ1; I 121 ACT ,,,AEQ1; I I I 122 UAGQ COLCT(50),INT(1),CARS TO UAQ2; I 123 ACT ,.,,UAQ2; 124 125 ; **** COLLECT NODE SECTION 126 ; *** * ** **** * * * ***** * ************ * I 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; I 130 ACT ,,,TRM; 131 CWES COLCT(47),INT(1),WEST THRU CARS;10,10,10; 132 TRM TERM; 133 I 134 135 136 I 137 138 139 140 I 141 142 143 I 144 145 ; **** STOP SIGN AT YALE AND AIRLINE **** 146 I 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; I 151 YAQ3 ASSIGN,ATRIB(3)=3; 152 YQ3 QUEUE(3),,20,BLOCK,YALE; 153 YAQ4 ASSIGN,ATRIB(3)=4; I 154 YQ4 QUEUE(4),,20,BLOCK,YALE; 155 YALE SELECT,LWF, ,BLOCK,YQ1 ,YQ2,YQ3,YQ4; 156 ACT,4; 157 GOON,1; I 158 ACT, ,ATRIB(3) .EQ. 1 ,GYA1; 159 ACT, ,ATRIB(3) .EQ.2,GYA2; 160 ACT, ,ATRIB(3) .EQ.3,GYA3; I 161 ACT, ,ATRIB(3) .EQ.4,GYA4; 162 GYA1 GOON,1; 163 ACT,,ATRIB(2).EQ.1.AND.NNQ(11).LT.800,PGAR; I 164 ACT,12,,BAQ1; 165 GYA2 GOON,1; 166 ACT,12,.7,BAQ1; 167 ACT,12,.3,DAQ3; I 168 GYA3 GOON,1; 169 ACT,,ATRIB(2).EQ.1.AND.NNQ(11).LT.800,PGAR; 170 ACT,15,.3,YDQ4; I 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; I 175 ACT,15,.2,YDQ4; H

I 176 ACT,10,.3,DAQ3; 177 I 178 ; **************************************************************** 179 ; LIGHT AT MOCKINGBIRD/AIRLINE, W5 LOT AND OWNBY PARKING 180 ; OFF OF MOCKINGBIRD I 181 182 183 I 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; I 188 GOON,1; 189 ACT,,ATRIB(2).EQ.1.AND.NNQ(12).LT.300w5; 190 ACT,10,.8,QWMB; I 191 ACT,,.1,CEAS; 192 ACT,,.1,CSOU; 193 OWMB GOON,1; I 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; I 198 ACT,,ATRIB(2).EQ.1.AND.NNQ(12).LT.300W5; 199 ACT,,.2,CSOIJ; 200 ACT,30,.1,BAQ3; rl 201 ACT,,.7,CEAS; 202 MAQ3 AWAIT(22/20),LTNS, ,1; 203 GOON,1; 204 ACT,,ATRIB(2).EQ.1.AND.NNQ(12).LT.300W5; I 205 ACT,10,.8,OWMB; 206 ACT, , .2,CEAS; 207 MA04 AWAIT(23/20) ,LTEW, , 1; I 208 GOON,1; 209 ACT,,ATRIB(2).EQ.1.AND.NNQ(12).LT300W5; 210 ACT,30,.1,BAQ3; 211 ACT,,.2,CSOIJ; I 212 ACT,,.7,CEAS; 213 214 I 215 ; ************************************************** 216 **** TRAFFIC LIGHT AT BISHOP AND MOCKINGBIRD 217 ; ************************************************** I 218 219 MB02 AWAIT(24/20) ,LTEW, , 1; 220 GOON,1; 221 ACT,,ATRIB(2).EQ.1.AND.NNQ(14).LT 200 BISH; I 222 ACT,,.2,CSOLJ; 223 ACT,,.8,CWES; 224 MBQ3 AWAIT(25/20),LTNS,,1; I 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 I 228 ACT,16,.9,MAQ4; 229 I ACT,,.1,CSOLI; I

I 230 MBQ4 AWAIT(26/20) ,LTEW, , 1; 231 GOON,1; I 232 ACT,,ATRIB(2).EQ.1.AND.NNQ(14).LT.200BISH; 233 ACT,16,.9,MAQ4; 234 ACT,,.1,CSOU; I 235 236 ; ******************************************** 237 ; STOP SIGN AT BINKLEY AND AIRLINE I 238 ; ******************************************** 239 240 BAQ1 ASSIGN,ATRIB(3)1; 241 B1 QUEUE(5),,20,,BINK; I 242 BAQ3 ASSIGN,ATRIB(3)3; 243 B3 QUEUE(6), ,20, ,BINK; 244 BAQ4 ASSIGN,ATRIB(3)4; I 245 B4 QUEUE(7),,20,,BINK; 246 BINK SELECT,LWF, ,BLOCK,B1 ,B3,B4; 247 ACT4; 248 GOON,1; I 249 ACT, ,ATRIB(3) .EQ. 1 ,GBA1; 250 ACT, ,ATRIB(3) .EQ.3,GBA3; 251 ACT, ,ATRIB(3) .EQ.4,GBA4; I 252 GBA1 GOON,1; 253 ACT,,ATRIB(2).EQ.1.AND.NNQ(15)LT80EBKP; 254 ACT,,.2,WBKP; I 255 ACT,16,.8,GMW5; 256 GBA3 GOON,1; 257 ACT,,ATRIB(2).EQ.1.AND.NNQ(15).LT80EBKP; 258 ACT,,.1,WBKP; I 259 ACT,12,.9,YAQ3; 260 GBA4 GOON,1; 261 ACT,,ATRIB(2).EQ.1.AND.NNQ(15).LT80EBKp; I 262 ACT,12,.5,YA03; 263 ACT,16,.5,GMW5; 264 265 I 266 267 ; ******************************************************* 268 **** TRAFFIC LIGHT AT CORNER OF DYER AND AIRLINE I 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; I 276 ACT,,.1,CEAS; 277 DAQ2 AWAIT(28/20),LTEW,,1; 278 GOON,1; I 279 ACT, 12,ATRIB(2) .EQ. 1 ,YAQ1; 280 ACT,10,.5,QMA3; 281 ACT,,.1,CEAS; 282 ACT,12,.4,YAQ1; I 283 DAQ3 AWAIT(29/20),LTNS, ,1; I I I 284 GOON, 1; 285 ACT , 10,ATR IB( 2) . EQ .1,QMA3 I 286 ACT, 10, .5,QMA3; 287 ACT, 15, .4, DDQ4; 288 ACT,, .1 ,CEAS; I 289 DAQ4 GOON,1; 290 ACT, 12,ATRIB(2) .EQ. 1 ,YAQ1; 291 ACT, 10, .4,QMA3; 292 ACT, 12, .4,YAQ1; H 293 ACT, 15, .2 , DDQ4; 294 295 I 296 **** STOP SIGN MCFARLIN AND AIRLINE **** 297 298 I 299 QMA1 ASSIGN,ATRIB(3)=1; 300 MO 1 QUEUE(30), ,20, ,MCFN; 301 QMA2 ASSIGN,ATRIB(3)=2; 302 MO 2 QUEUE(31), ,20, ,MCFN; I 303 QMA3 ASS IGN,ATR IB(3)=3; 304 MQ 3 QUEUE(32), ,20, ,MCFN; 305 QMA4 ASS IGN , ATR IB( 3) =4 I 306 MQ4 QUEUE(33), ,20, ,MCFN; 307 MCFN SELECT,LWF,,,MQ1,MQ2,MQ3,MQ4; 308 ACT , 4; 309 GOON, 1; I 310 ACT, ,ATRIB(3) .EQ. 1 ,GMQ1; 311 ACT , , ATRIB( 3) . EQ .2 , GMQ2; 312 ACT , , AIR IB(3) . EQ .3 , GMQ3 I 313 ACT , , ATR IB( 3) . EQ .4 , GMQ4 314 GMQ 1 GOON, 1; 315 ACT, 10,ATRIB(2) .EQ. 1 ,DAQ1; 316 ACT, , .5,CEAS; I 317 ACT, 12, . 5, DAQ 1; 318 319 I 320 GMQ2 GOON, 1; 321 ACT, ,ATRIB(2) .EQ. 1 ,GMP1; 322 ACT, 15, . 5, UAQ3; I 323 ACT, 10, .5,DAQ1; 324 GMP 1 GOON, 1; 325 ACT, 10, .8,DAQ1; 326 ACT,, .2,GMP2; I 327 GM P2 GOON, 1; 328 ACT, , NNQ( 17) . LT. 42 , ARPK; 329 ACT, 15, , UAQ3; I 330 GMQ 3 GOON, 1; 331 ACT, ,ATRIB(2) .EQ. 1 ,GMP3; 332 ACT, 15, . 5 , UAQ3; I 333 ACT,, .5,CEAS; 334 GM P3 GOON, 1; 335 ACT , , NNQ( 17) . LT . 42 , ARPK; 336 ACT, 15, , UAQ3; I 337 GMQ4 GOON, 1; I I 338 ACT, ,ATRIB(2) .EQ. 1 ,DAQ1; 339 ACT,,.3,CEAS; I 340 ACT,15,.5,UAQ3; 341 ACT,10,.2,DAQ1; 342 I 343 344 345 ; **** INTERSECTION OF UNIVERSITY AND AIRLINE LI 346 ; ************************************************** 347 348 UA02 ASSIGN,ATRIB(3)2; 349 UQ2 QUEUE(35),,20,,UNIV; I 350 UA03 ASSIGN,ATRIB(3)3; 351 UQ3 QUEUE(36),,20,,IJNIV; 352 UA04 ASSIGN,ATRIB(3)4; I 353 UQ4 QUEUE(37),,20,,IJNIV; 354 UNIV SELECT,LWF, , ,UQ2,UQ3,UQ4; 355 ACT,4; 356 GOON,1; I 357 ACT, ,ATRIB(3) .EQ.2,GUA2; 358 ACT,,ATRIB(3).EQ3,GUA3; 359 ACT, ,ATRIB(3) .EQ.4,GIJA4; I 360 GUA2 GOON,1; 361 ACT, ,ATRIB(2) .EQ. 1 ,GU21; 362 ACT,,.5,CWES; I 363 ACT,15,.5,QMA1; 364 GU21 GOON,1; 365 ACT, ,NNQ( 18) .LT.200,UAPK; 366 ACT, ,NNQ(17).LT. 42,ARPK; I 367 ACT,15,.8,QMA1; 368 ACT,8,.2,AEQ2; 369 GUA3 GOON,1; I 370 ACT, ,ATRIB(2) .EQ. 1 ,GU31; 371 ACT,,.5,CWES; 372 ACT,,.5,CEAS; 373 GU31 GOON,1; I 374 ACT, ,NNQ( 18) .LT.200,UAPK; 375 ACT ,,,AEQ2; 376 GUA4 GOON,1; I 377 ACT,,ATRIB(2).EQ.1,GLJ41; 378 ACT,,.7,CEAS; 379 ACT,15,.3,QMA1; 380 GU41 GOON,1; I 381 ACT, ,NNQ( 18) .LT.200,UAPK; 382 ACT, ,NNQ( 17) .LT.42,ARPK; 383 ACT,15,,QMA1; I 384 385 386 I 387 ;**** INTERSECTION OF AIRLINE EXTENTION *t'** 388 ;**** AND DANIEL AVENUE. ASSUME TRAFFIC ** 389 ;**** ALREADY SOUTHBOUND ON AIRLINE EXT. ** 390 I 391 ;. I I I 392 393 AE01 QUEUE(8),,,BLOCK; I 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 I 442 443 444 YD01 ASSIGN,ATRIB(3)=1; I 445 Q1Y QUEUE(41), ,20, ,YDUB; I I I 446 YD02 ASSIGN,ATRIB(3)=2; 447 Q2Y QUEUE(42),,,,YDUB; I 448 YD03 ASSIGN,ATRIB(3)=3; 449 Q3Y QUEUE(43), ,20, ,YDUB; 450 Y004 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; 460 ACT ... 6,GY12; I• 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; 466 ACT, ,ATRIB(2) .EQ. 1 .AND.NNQ( 11) .LT.800,PGAR; 467 ACT,22,,YAQ2; I 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; 477 GYD3 GOON,1; •I 478 ACT,,ATRIB(2).EQ.1,Gy31; 479 ACT,22,.3,YAQ2; • 480 ACT,,.5,CEAS; 481 ACT,10,.2,DDQ3; I 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; 491 ACT, , ,CSOU; I 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

I CURRENT TIME 0.5400E+04 STATISTICAL ARRAYS CLEARED AT TIME O.0000E+00

**STATISTICS FOR VARIABLES BASED O 4 OBSERVATION**

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

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 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 RECORDED NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED I: NO VALUES RECORDED NO VALUES RECORDED I NO VALUES RECORDED NO VALUES RECORDED NO VALUES RECORDED I 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 WEST THRU CARS 0.691E+02 0.742E+02 0.107E+01 0.400E+01 0.238E+03 67 I CARS TO MBQ4 O.000E+00 O.000E+00 0.100E+05 O.000E+00 0.000E+00 1097 CARS TO AEQ1 O.000E+00 0.000E+00 0.100E+05 O.000E+00 O.000E+00 561 CARS TO UAQ2 O.000E+00 O.000E+00 0.100E+05 O.000E+00 O.000E+00 558

**FILE STAT ISTICS**

FILE ASSOC NODE AVERAGE STANDARD MAXIMUM CURRENT AVERAGE I NUMBER LABEL/TYPE LENGTH DEVIATION LENGTH LENGTH WAIT TIME 1 Y01 QUEUE 0.538 1.511 10 0 14.300 2 YQ2 QUEUE 0.000 0.000 0 0 0.000 I 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 6 B3 QUEUE 0.152 0.571 6 0 3.435 I 7 B4 QUEUE 0.000 0.000 0 0 0.000 8 AEQ1 QUEUE 226.790 189.555 511 511 2183.009 9 AEQ2 QUEUE 0.000 0.000 0 0 0.000 I 10 0.000 0.000 0 0 0.000 11 PGAR QUEUE 118.203 113.989 332 332 1922.575 12 W5 QUEUE 249.861 89.035 300 300 4497.500 13 OWNB QUEUE 0.000 0.000 0 0 0.000 I 14 BISH QUEUE 161.933 63.028 200 200 4372.180 15 EBKP QUEUE 44.921 36.536 80 80 3032.134 16 WBKP QUEUE 6.669 6.435 19 19 1895.445 I 17 ARPK QUEUE 20.350 20.683 42 42 2616.390 18 UAPK QUEUE 138.645 73.411 200 200 3743.416 19 AEPK QUEUE 53.312 19.698 82 82 3510.815 I 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 23 MAQ4 AWAIT 0.983 1.872 11 0 6.622 I 24 MB02 AWAIT 0.074 0.298 2 0 12.839 25 MBQ3 AWAIT 0.000 0.000 0 0 0.000 26 MBQ4 AWAIT 2.223 3.344 20 0 10.964 I 27 DAQ1 AWAIT 0.419 1.190 9 0 10.240 28 DAQ2 AWAIT 0.000 0.000 0 0 0.000 29 DAQ3 AWAIT 0.000 0.000 0 0 0.000 30 MQ1 QUEUE 0.000 0.000 1 0 0.000 I 31 MQ2 QUEUE 0.000 0.000 0 0 0.000 32 M03 QUEUE 0.000 0.000 0 0 0.000 33 M04 QUEUE 0.000 0.000 0 0 0.000 I 34 0.000 0.000 0 0 0.000 I I

I 35 UO2 QUEUE 0.369 0.976 7 0 3.574 36 UQ3 QUEUE 0.000 0.000 0 0 0.000 I 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 I 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 I 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 I 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 I 51 CALENDAR 10.165 I 7.128 62 7 0.967 **SERVICE ACTIVITY STATISTICS** I 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 I 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 I 0 AEQ2 QUEUE 1 0.006 0.08 0 0.00 2937.00 1.00 I 0 YDUB SELECT 1 1.899 0.40 2 0.00 5046.00 20.00 **GATE STATISTICS** I GATE GATE CURRENT PCT. OF NUMBER LABEL STATUS TIME OPEN I 1 LTEW OPEN 0.4439 2 LTNS CLOSED 0.4389

**HISTOGRAM NUMBER45** FA I EAST THRU CARS OBS RELA UPPER FREQ FREQ CELL LIM 0 20 40 60 80 100 I + + + + + + + + + + + 623 0.367 0.100E+02 +*** ** * ** * * * * * * + 336 0.198 0.200E+02 +* ** * * * * * ** C + 274 0.162 0.300E+02 +** ** * * * 'K C + I 223 0.131 0.400E+02 +******* C + 158 0.093 0.500E+02 C+ 78 0.046 0.600E+02 +** C I 1 0.001 0.700E+02 + C I I 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