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HomeMy WebLinkAboutTraffic Impact AssessmentFairfield Residential Project Traffic Impact Assessment 18 Acre Tract for The City of College Station February 1999 WALTON & ASSOCIATES Consulting Engineers, Inc. 04 Fairfield Residential Project Traffic Impact Assessment 18 Acre Tract for The City of College Station By Walton & Associates Consulting Engineers, Inc. 1722 Broadmoor, Suite 106 Bryan, Texas 77802 409-776-1000 February 1999 Q\ t Fairfield Residential Project Page 1 Introduction This Traffic Impact Assessment was commissioned by Fairfield Residential LLC through Mr. Paul Johnston on January 25, 1999 based on a proposal written and submitted by Walton & Associates Consulting Engineers, Inc. The understanding of the project has come from several sources including Mr. Jed Walker of the Wallace Group, Mr. Johnston of the Fairfield organization, and Mr. Richard Lee, site planner. The report is intended to address several issues and concerns that have been related' by City of College Station staff personnel and those issues that have presented themselves during the development of this study. The assumptions made in this report are documented herein and are based on information provided by the client. The study has been performed based on generally accepted engineering principles and in accordance with existing guidelines for traffic engineering studies including the ITE Trip Generation data. Several issues are raised by the subject development and have been pointed out by City Staff as concerns. The primary question is the ability of Holleman Drive to receive the traffic generated by this development within its existing capacity. If adequate capacity does not exist on Holleman Drive additional provision for traffic capacity may be needed from a connection of the future Jones-Butler extension on one end of the tract or the other. It is unlikely that both connections will be necessary. Provision of this additional connection will have a significant cost impact on the project and should be carefully considered. The proposed traffic impact study should answer several questions including, I } What traffic volumes would be expected to be generated by the proposed development? 2) What will be the expected distribution in time and direction of this generated traffic? 3) What is the capacity of the existing transportation system to receive this generated traffic without undue effect on that system? 4) Are additional connections necessary or beneficial to relieve a problem which might be caused by the additional traffic on the existing transportation system? 5) If additional connections are necessary which connection should be made? b) Are there on-site improvements to access and circulation which will reduce the effects of the additional traffic generation? Each of these questions, as well as a general discussion of traffic impacts is considered in the text of the report. The effects of this site are considered to be local in nature and should not affect the general traffic patternwithin the community. The vicinity map and study area are shown on Figure 1. Traffic Data Several traffic counts were made to provide data on existing conditions at the site. Machine Fairfield Residential Project Page 2 counters were placed at seven locations to provide an adequate basis for comparison with post development projections. Data was collected on a fifteen minute basis and aggregated into hourly volumes. The counts were made when Texas A&M University and the local public school systems were both in full session and when traffic volumes were expected to take on normal proportions. No special activities or conditions were encountered during the counting period that might skew the counts. The traffic count data is assumed to be representative of normal traffic volumes in the area. The site traffic count diagram is shown on Figure 2. Traffic counts are shown in tabular format in Tables 1-4. The count location and date for each is shown in the header of the table. A graphical presentation of the existing traffic count data shows the peaking characteristics of the individual counts. Seven graphs are provided on Figures 3-9, one for each count location. Peak period counts during the morning and evening peaks were also made at the signalized intersection of Holleman Drive and Wellborn road to determine signal timings and queue depths at this intersection. Of particular interest was the queue depth that might develop behind a train that might cross Holleman Drive at or near peak period. The queue depth behind such a train was counted during the morning peak period and is reported below. There is a special clearance cycle at the signal after the passage of a train that allows the larger queue to clear. The eastbound Holleman Drive movement had a very short peaking time, observed to be about 15-20 minutes, morning and evening. Beyond these times the volumes appeared to settle into regular patterns. These data are presented in Table 5 below. Table 5 Queue Depth on Holleman Drive at Wellborn Rd. Peak Period Number in Queue Numbered Cleared LT/Through LT Only AM Peak 15 Min 11/2 8 Max Queue AM Peak 15 Min 12/4 12 Train Queue AM Peak 15 Min 9/8 9 Other 6/2 6 3/1 3 5/3 5 4/3 4 3/2 3 3/1 3 Fairfield Residential Project Page 3 Table 5 (Cont.) Peak Period PM Peak 15 Min Max Queue PM Peak 15 Min Other Number in Queue LT/Through 17/8 16/8 12/9 11/9 11/10 9/8 8/6 8/8 15 15 12 11 11 9 8 8 It was anticipated that the student oriented nature of the development might be a significant factor in the peaking characteristics of the trip generation that could be expected from this site. The directional splits of traffic from similar developments on Holleman Drive were also of interest since the intersection of Holleman Drive with Wellborn has limited capacity due to its signalization and heavy opposing traffic stream and the intersection of Holleman and FM 2818 is unsignalized with lesser opposing volumes. To clarify these issues a driveway count was made at peak periods at an existing student oriented development on Holleman Drive. The Sterling University Village apartment complex is a comparable development to the proposed tract and contains approximately 280 units. These counts are summarized in Table 6. Table 6 Driveway Count at Existing Apartment Development Peak Period Count EB/WB Peak AM 15 Min 26 19/7 Peak AM Hour 104 76/28 (Aggregated) Peak PM 15 Min 36 28/8 Peak PM Hour 144 112/32 Numbered Cleared LT Only Fairfield Residential Project Page 4 (Aggregated) A&M shuttle busses service the area at approximately 20 minute intervals. These busses turn into the existing apartment complex to pick up passengers and exit the area to the west. Ridership statistics are not kept by area and general projections of the transportation usage of this mode of travel are approximate at best. It is assumed that the proportion of travel demand currently serviced by this mode will remain consistent. The traffic signal at the intersection of Holleman Drive and Wellborn Road is of particular interest to this project. It is a traffic actuated signal with separate phases for eastbound and westbound movements, probably because of the heavier volumes of eastbound left turns. Wellborn Road is the dominant facility at the intersection and the phases for these movements consume most of the 110 second morning and 120 second evening cycle length. Smaller splits are assigned to the Holleman Drive phases and timed out at approximately 16 seconds morning and 24 seconds evening. The timing plan varies by time of day. Since the actuated nature of the signal allows significant variation in the actual green time for each phase and the timings can be easily changed a general discussion of the potential changes to the signal timings are included in a later section of this report. Traffic Generation Projection Traffic generation projections fora particular development involve the analysis of the size of the project and some assessment of the number of trip ends produced per hour or day for the analysis period. For a development of this type, which is relatively small compared to the overall roadway network, the peak hour generation should be calculated. Comparison of peak how generation with existing roadway volumes and roadway capacities are the basic tools of analysis for level of service and adequacy of the existing roadway network. The ITE Trip Generation data for Land Use 220:Apartment was used for this analysis. This land use includes densities of fourplexes, multi-family developments, with low-rise features. Low-rise includes up to three stories of construction. This land use fits the proposed development as well as the general market for apartments in College Station. There are a significant number of studies available to draft data from and the reliability should be good. Several pages of data from ITE are included in the Appendix section of this report. Data is provided for morning and evening peaks as set out below in Table 7. It must be stressed that the data is generalized for studies throughout the United States and may or may not be a good predictor of local conditions. In this particular case there is also field data from a similar development to be considered and compared to the generic data from the ITE report. The ITE data, however, is generally accepted as reliable when a sufficient number of comparable studies are available, as there are in this type of development One method of analyzing the traffic generation involves using the specific proposed site development plan and determining number of units to be constructed. The proposed site plan is attached as Figure 10. This plan shows 240 units on approximately 18 gross acres. The net acreage, 1 t Fairfield Residential Project Page 5 not including detention area is approximately 13.7 acres. The building density is about 13.3 units per gross acre, and 17.5 units per net acre. Greater density could be physically constructed on this site, however, the actual projection of number of units for this project has been used.. Table 7 Trip End Generation Peak Hour of Generator Site Plan Proposed Density Morning Peak Hour of the Generator 80% Exiting Vehicles 20% Entering Vehicles Evening Peak Hour of the Generator 35% Exiting Vehicles 65% Entering Vehicles 125 Vehicles Per Hour ' 100 VPH 25 VPH 155 Trip Ends per Hour , d V 54 VPH 101 VPH From observations made at the comparable development and reported in Table 6. these numbers appear to be logical and consistent. The projections above may be slightly high compared to the observed data, since the observed data is based on more units, however, the projected trip generation will be used for comparison to capacities as a conservative approach. A second method of analysis of this tract is to consider the maximum density allowed for the zoning of the area and projecting this density across the net acreage of the tract. The net acreage is used since the right-of-way dedications will be required, decreasing the usable acreage regardless of the development plan. The subject development area is composed of two tracts which total 18 acres. For calculating the maximum number of units for the tract the following assumptions are made: 1) Off-site detention may take place so the maximum usable acreage for the site is 16.4 acres; and 2) The entire tract will be zoned R-5. The maximum density for the existing R Zoning is 24 units per acre. Combining this with the 16.4 net acres yields a unit count of approximately 394 units. 1 Table 8 Trip End Generation Peak Hour of Generator Maximum Allowed Density I Morning Peak Hour of the Generator 220 Vehicles Per Hour Fairfield Residential Project Page 6 80% Exiting Vehicles 20% Entering Vehicles Evening Peak Hour of the Generator 35% Exiting Vehicles 65% Entering Vehicles 176 VPH 44 VPH j Ir r' 1 255 Trip Ends per Hour 89 VPH 166 VPH The above generation data will be used and assumed to be applicable for the remainder of the analysis section of this report. The combination of these peak generation projections with existing traffic volumes is done on an additive basis. To do this the assignment of directional splits is necessary. It is apparent from the existing driveway counts that a significant amount of the generated volume from that facility, which is on the eastern end of this stretch of Holleman Drive, actually travels westbound, about 25%. It is anticipated that this percentage will rise to over 30% for the subject tract due to its close proximity to FM 2818. The southern reach of the Wellborn corridor can be avoided by traveling west on Holleman to FM 2818 and then traveling back east on George Bush Drive. This pathway will probably be used for travel to the growing west campus area until future construction is undertaken as discussed below. It is not inconceivable that traffic seeking access to the north campus area will travel via FM 2818 to University Drive and then eastward, further amplifying the westward split. For this analysis a 30% westerly split is used creating directional peak hour volumes as shown in Table 9. The evening peak is particularly difficult to analyze. The entering traffic will probably come mostly from the east, however there are three legs of the Holleman Wellborn intersection it may use. It is beyond the scope of this report to perform origin and destination studies for a project of this size, however the generalization may be made that the entering projection for this project is small compared to the intersectional volume at the Holleman Wellborn intersection for the peak hour. It is assumed that since this is true, the minor impacts of the proposed development on this intersection during the evening peak can be taken care of with minor adjustments in signal timing. The morning peak is predictable in that much of the generated traffic will seek Texas A&M as a destination. The evening peak analysis is based on generation of exiting vehicles from the proposed project. Table 9 Peak Hour Volumes by Direction Including Existing and Projected Traffic. Eastbound at Wellborn AM Peak Hour of Generator Proposed Density 70+190=260 vph Westbound at FM 2818 30+95=125 vph 'I 1 Fairfield Residential Project Page 7 Table 9 (cont.) Peak Hour Volumes by Direction Including Existing and Projected Traffic. w 4.. AM Peak Hour of Generator Maximum Density 123+190=313 vph PM Peak Hour of Generator Proposed Density PM Peak Hour of Generator Maximum Density Capacity Analysis 38+642=680 vph 62+642=704 vph CAI'- a~ v G 53+95=148 vph 16+108=124 vph 27+108=135 vph Capacity of an existing roadway system is difficult to predict. Two measures are discussed in this report, intersection capacity at intersections near the proposed development, and the capacity of the receiving roadway to accept localized driveway discharges. By far, the more important of the two is the capacity of adjacent intersections, which is discussed first herein. Direct observation of queues is perhaps the best measure of existing capacity deficits. The capacity of most urban collector and arterial streets is governed primarily by intersectional capacity at the signalized intersections along primary travel routes. At peak periods where complicated intersections require unusual phasing to service turning movements or offsets, the capacities are diminished and queues may result. The optimum condition is for the signal cycle length and timing in place to service each movement sufficiently so that queues do not develop. This is somewhat impractical for many high volume intersections found in urban areas. What typically happens it that when sufficient queues are encountered, alternate routes are found and the distribution of traffic changes to adapt to the existing conditions. Holleman Drive would be classified by function as a collector street. Collector streets generally carry traffic to and from arterial streets and are not normally over a mile in length of travel path. That is to say that the normal user travels less than a mile on the collector before turning off on an arterial street. For its length west of Wellborn Road the travel path is limited to approximately this one mile length by FM 2818, where Holleman Drive terminates, and Wellborn Road, a major arterial. Holleman Drive is currently built to the 39 foot width considered appropriate for the collector functional classification whereas the Thoroughfare Plan calls for it to be a minor arterial with a 47 foot width. The primary difference between the two widths is the addition of a continuous two way left turn lane and bike lanes on either side of the street. A secondary difference is that parking is typically not allowed on minor arterials and is allowed on collectors. Parking is currently allowed, and normally utilized, on Holleman Drive through much of its length west of Wellborn Road. This usage generally confirms the function of Holleman Drive as a collector street. Fairfield Residential Project Page 8 There are two areas of potential impact on the transportation system from the proposed apartment development. One is the ability of Holleman Drive to accept the driveway discharges and the other is the ability of the signalized intersection at Holleman Drive and Wellborn Road to handle the increased loading. There appear to be no problems at the intersection of Holleman Drive and FM 2818 under current loadings and this location will be addressed on a minimal basis in this report. The primary potential impact of driveway discharge from the proposed development is related to the capacity of the signalized intersection at Holleman and Wellborn Road. Future City of College Station capital improvement projects to Jones Butler Road, which is planned to connect Holleman with George Bush Drive to the north, may relieve this situation. This particular phase of the project is currently planned for the current bond cycle but may not be constructed for two to five years. Observations at the signalized intersection at Holleman and Wellborn for eastbound traffic show that it has a maximum capacity of 8-9 vehicles in each of the two approach lanes during the morning peak phasing and a capacity of 15 vehicles per approach lane during the evening peak phasing. Given the morning and evening peak cycle lengths this leads to the following capacities for morning and evening peaks at the eastbound Holleman signal. From the count data is was determined that the eastbound left turns are approximately 65 percent of the demand with 35% being through or right turn movements. There are 33 morning cycles in the peak hour and 30 evening cycles in the peak hour. This yields a left turn capacity using existing timings of 280 left turns during the morning peak hour and 450 left turns during the evening peak hour. This projection of capacity will require additional failures of the signal cycle where some cars in the queue are not serviced in the same phase as their arrival at the intersection. This data is summarized in Table 10 and is compared with peak projections, which includes existing plus projected volumes. Table 10 Peak Volume Versus Capacity LT/Through+RT LT/Through+RT Generation Capacity AM Peak Hour 169/91 280/280 Proposed Density AM Peak Hour 203/110 280/280 Maximum Density PM Peak Hour 442/238 450/450 Proposed Density r PM Peak Hour 458/246 450/450 Maximum Density As this data shows the existing timing plan provides capacity for the existing traffic plus the proposed traffic considering the proposed density. The existing eastbound volume significantly outweighs the volume generated by this development during the evening peak. It is unlikely that I Fairfield Residential Project Page 9 the small amount of outbound traffic generated by this development will have a significant affect on the intersection during the evening peak. The maximum density scenario exceeds the capacity provided for the PM peak hour analysis period under current signal timings. Some discussion of level of service (LOS) is also appropriate for the signalized intersection at Holleman Drive and Wellborn Road. The eastbound approach currently operates at LOS C during the morning peak, where individual cycle failures appear and some vehicles are not serviced in the signal cycle during which they arrive at the intersection. This is very typical during peak hours in urban areas and is a common occurrence in College Station and Bryan. The LOS during the evening peak period is best described by LOS D, where individual cycle failures are common and noticeable. The large difference in morning and evening peak existing volumes is the cause of this disparity. As the volume at the intersection grows, due to this development, or any other development, the LOS must decrease if the signal timings are not adjusted. The study of the LOS at the overall intersection was not undertaken in numeric terms, however, observation at the intersection indicates that the LOS identified above as existing is typical of the intersection at large. As with any intersection on a major arterial, the arterial generally takes precedence over the collector streets and while there may be minor concessions to the minor movement, adjustments are held to a minimum if they decrease the performance on the arterial. Some adjustments on the eastbound approach are possible, however, when the stopped delay on that approach is out of balance with the delay on other major approaches to the intersection. It would appear that the LOS for the morning peak will be less affected than the evening peak. The existing volumes are not nearly as high as the evening peak and the existing timing has excess capacity at the start. Under the proposed density LOS may remain at LOS C. Under the maximum development scenario the LOS will probably degrade to LOS D. As previously stated the evening peak will be dominated by existing volumes on Holleman Drive. The LOS for the evening peak under the proposed development will probably remain at LOS D. The changes in volume at this intersection during the evening peak are relatively small. The LOS for the maximum development scenario may degrade to LOS E, generally considered the minimum acceptable LOS. These levels of service are not quantified specifically and are based on the density of maximum capacity cycles expected at the signal to provide the capacity demanded. The demand on the eastbound approach is already high, with little excess capacity and virtually saturated conditions. Due to this limited flexibility, the intersection may degrade somewhat because of minor changes in loading. It is logical that some changes in timing may be considered at this location. The proposed site plan shown in Figure 10 shows one driveway discharging to Holleman Drive. It is anticipated that under any scenario involving the maximum development density that an additional driveway will be provided. The current development plan is analyzed herein for driveway discharge capacity. ' The discharge volumes presented above are to be compared with the conflicting volumes from existing counts for the west end of existing Holleman Drive plus proposed entering volumes. These volumes are summarized in Table 11. Fairfield Residential Project Page 10 Table 11 Driveway Volumes Driveway Exits Morning Peak Evening Peak 100 vph 54 vph Conflicting EB 59+18= 77 vph 167+71=238 vph Conflicting WB 95+8=103 vph 108+30=138 vph A critical gap analysis based on the Highway Capacity Manual has been performed on these scenarios using the above volume projections. Critical gaps of 5.0 seconds for right turns and 6.0 seconds for left turns have been used. The chart shown in the Appendix to this report was used in this analysis to provide the receiving potential capacity of the collector street. A conflicting volume of 250 vehicles and a left turn gap requirement of 6 seconds yields a discharge capacity of over 600 vehicles per hour. This is obviously significantly higher than any anticipated discharge from this site. In practical terms the receiving capacity may be somewhat less than the ideal shown above, however, the capacity so far exceeds demand in this case that additional analysis is unwarranted. Required Changes in Transportation Infrastructure The addition of Jones Butler Road between Holleman Drive and FM 2818 has been considered as a need for providing transportation facilities to service the subject site. After looking at the travel patterns and allowed movements it has been determined that the addition of Jones Butler in that area will be of no significant benefit to the transportation system for this development. There are two primary reasons for this: Any outlet from this development to Jones Butler Road that provides eastbound capacity still intersects Holleman Drive west of the signalized intersection with Wellborn Road and would be subject to the same problems discussed above. Indeed the complexity of the turning movement from Jones Butler to Holleman in close proximity to Wellbom Road may decrease the capacity of the signal. 2. Any outlet from this development to Jones Butler Road that provides westbound capacity would still intersect FM 2818 and there is no lack of capacity on this movement. This link provides no increase in capacity for travel demand to Texas A&M. It can be seen clearly that the benefit of construction of Jones Butler Road does not improve the function of the transportation system related to this tract. This roadway may provide some capacity as a reliever to Wellborn Road when connected to George Bush Drive, as discussed above, and this may have a significant effect on improving the Holleman Drive intersection at Wellborn Road. I Conclusions and Recommendations Fairfield Residential Project Page 11 ' 1. Driveway discharges from this development can be easily handled by the existing width and configuration of Holleman Drive. Additional widening of Holleman is unwarranted by this development. 2. The construction of Jones Butler Road from Holleman Drive to FM 2818 should not be a requirement placed on the development of this tract, from a transportation standpoint. This construction will not help the transportation system accommodate the increased traffic generated by this project in any significant way. 3. The level of service at the intersection of Holleman Drive and Wellborn Road will probably remain unchanged for both morning and evening peaks for the proposed density. Under the ' maximum density development scenario level of service may degrade from C to D in the morning peak and from D to E in the evening peak. Some adjustments to the signal timings at this intersection may mitigate these problems. Stopped delay can be expected to increase, ' slightly, although the increases will be experienced for only 15-20 minutes in the morning and the same amount of time in the evening. 1 t * GOAf P5 tat ' ~ ~dCJ ~ • , fie. :1 ~ - _ _ i i~,i iy 'IV f K' t - ytJ~/r 'o!''.. C 'll 1,•'S. ~T~t n L. ~.9 _ 1 \7. ► 'f+y ~4,;,~ 5l {5.,~ . ~r W J ti ~ ~!F 1Yy.. 4 1 ~~~,'K`, 4 4yyt'►yf S? JryE !n 't~C ~y , t PR:• r, N' + rlaa~ ;'4 `X, 4q,4 ,..t jh ; i~ rk, k , N'; i C r , Xr' y'- 07 to WTLAIt!x MC! V 14T r,~ 5' ►StR~L~[r~ t: - _ F' ~ J , j i ~,~i~`" 'tir y ~1, s T5 x.r 1 ~ 'T. .1.yk! fit T, s f +rr+n ~ S '0 ► 47 ~i ~t R 1_fl l ,"',~'v.' a ~ t~L t~. .f " .if. tiG~~- 1►t ~E • i~ c.~ '~rr~f „ . ..s ~ Ltd ? '4~ .i 4 ';R r ~ ^rA" S' r - 1 4 1 r =f n Ft trim l- r ` , - - - ''i\ ini ' Map-& Study Area JR • t C1Mt101101t t47.;~ LJL [ Y 1.NMvw! rw - _ f- ' f f , 1 Figure 2 o 0 Traffic Count C ti S Diagram 00 v ~ Z zy~l~ 9 F,bq~ OR o'SOd d0 r g-, in ~y e S3 NO b'NN3/S r~ t~ 1 N 6 C 0 Z Oi_7A?I~N . TABLE 1 TRAFFIC COUNT DATA HOUR Holleman Drive East of Wellborn Rd. Holleman Drive West of Wellborn Rd. ENDED WB Through WB LT WB TOTAL WB EB Total Date 1-27-99 1-27-99 12:00 AM 01:00 AM 15 64 79 118 62 180 02:00 AM 15 29 44 73 47 120 03:00 AM 3 19 22 44 25 69 04:00 AM 5 8 13 12 11 23 05:00 AM 8 7 15 13 6 19 06:00 AM 9 17 26 17 16 33 07:00 AM 31 24 55 22 33 55 08:00 AM 189 159 348 79 190 269 09:00 AM 146 156 302 88 158 246 10:00 AM 189 120 309 106 165 271 11:00 AM 103 100 203 71 167 238 12:00 PM 94 99 193 52 214 266 01:00 PM 141 183 324 42 346 388 02:00 PM 131 169 300 16 366 382 03:00 PM 155 163 318 31 388 419 04:00 PM 135 179 314 39 410 449 05:00 PM 104 216 320 29 467 496 06:00 PM 181 289 470 55 642 697 07:00 PM 131 249 380 28 559 587 08:00 PM 125 213 338 21 498 519 09:00 PM 103 176 279 14 496 510 10:00 PM 89 206 295 30 482 512 11:00 PM 66 159 225 24 433 457 12:00 AM 47 89 136 8 265 273 24 Hou r Volumes 2215 3093 5308 1032 6446 7478 TABLE 2 TRAFFIC COUNT DATA HOUR Wellborn Rd. South of Holleman Dr. Wellborn Rd. North of Holleman Dr. ENDED NB Through NB LT NB TOTAL SB SB LT SB Total Date 1-27-99 1-27-99 12:00 AM 01:00 AM 93 30 123 238 11 249 02:00 AM 55 21 76 202 20 222 03:00 AM 28 12 40 62 0 62 04:00 AM 16 4 20 15 4 19 05:00 AM 20 8 28 15 5 20 06:00 AM 56 2 58 35 2 37 07:00 AM 232 11 243 83 10 93 08:00 AM 1128 6 1134 177 41 218 09:00 AM 966 24 990 270 37 307 10:00 AM 789 33 822 449 36 485 11:00 AM 635 17 652 336 35 371 12:00 PM 493 15 508 618 59 677 01:00 PM 647 38 685 818 47 865 02:00 PM 686 12 698 578 56 634 03:00 PM 504 33 537 780 27 807 04:00 PM 550 37 587 866 45 911 05:00 PM 542 50 592 867 28 895 06:00 PM 714 56 770 1367 75 1442 07:00 PM 766 64 830 882 37 919 08:00 PM 605 47 652 711 44 755 09:00 PM 380 54 434 588 22 610 10:00 PM 323 65 388 522 22 544 11:00 PM 237 58 295 415 13 428 12:00 AM 154 40 194 293 14 307 24 Hou r Volumes 10619 737 11356 11187 690 11877 TABLE 3 TRAFFIC COUNT DATA HOUR FM 2818 North of Holleman Drive FM 2818 South of Holleman Drive ENDED SB Through SB LT SB Total NB Date 1-25-99 1-25-99 12:00 AM 01:00 AM 56 4 60 43 02:00 AM 30 7 37 38 03:00 AM 24 2 26 9 04:00 AM 20 1 21 19 05:00 AM 31 3 34 27 06:00 AM 73 3 76 78 07:00 AM 240 16 256 296 08:00 AM 484 70 554 1098 09:00 AM 437 60 497 808 10:00 AM 301 38 339 503 11:00 AM 320 40 360 365 12:00 PM 382 61 443 363 01:00 PM 482 59 541 472 02:00 PM 377 46 423 480 03:00 PM 437 62 499 406 04:00 PM 576 67 643 453 05:00 PM 664 102 766 526 06:00 PM 1238 159 1397 714 07:00 PM 570 68 638 488 08:00 PM 349 48 397 341 09:00 PM 275 40 315 234 10:00 PM 185 22 207 199 11:00 PM 175 26 201 166 12:00 AM 121 18 139 133 24 Hou r Volumes 7847 1022 8869 8259 TABLE 4 TRAFFIC COUNT DATA HOUR Holleman Drive East of FM 2818 ENDED WB EB TOTAL Date 1-25-99 12:00 AM 01:00 AM 23 8 31 02:00 AM 6 12 18 03:00 AM 2 1 3 04:00 AM 3 1 4 05:00 AM 4 2 6 06:00 AM 16 6 22 07:00 AM 35 11 46 08:00 AM 95 59 154 09:00 AM 62 59 121 10:00 AM 58 49 107 11:00 AM 35 36 71 12:00 PM 59 67 126 01:00 PM 61 64 125 02:00 PM 73 47 120 03:00 PM 63 60 123 04:00 PM 64 57 121 05:00 PM 69 108 177 06:00 PM 108 167 275 07:00 PM 92 99 191 08:00 PM 77 81 158 09:00 PM 70 68 138 10:00 PM 52 56 108 11:00 PM 47 55 102 12:00 AM 37 31 68 24 Hour Volumes 1211 1204 2415 0 o c N O O N O O N N O O O N O O N ° O O O t O O O O M - - O O ° ° i.. o - o (D E ° ca 0 ° W ° o LL 0) ° 0 co ° 'EM ° cu O ° E ° - 0 o ° _ ~ ~ ° ° N O O 0 ~ 0 O O ) M N u l) (HdA) awnlon Oi.4Ba1 J m> 0 d I o 0 `T N O O Cl) N O O N N O O cu c O 0 O O N O O O O O O O O r O w , O O O r O O co O E L c n N O O O n, O O O O Co o L ~ o ~ 0 co co 7 O Lo o M Q ~ 0 CN N O O C) C 0 C) O C O Q O (HdA) 9wnl0n O'WeJ I m w u m W c E O - co 7O LM ~ co Z Cu O N W E O O T 1 O L O Z LL cu O O >N m CD 0 W cu E O L O LL O z w Irl" co N U. H J m L O t H co ■ a) L 0 E I E L = F-- LL 00 m r - 00 1 N U. ■ °o °o °o °o °o °o ° N O co 0 ~ N r r (HdA) awnlOA OlWeJi m z W i T- W N LL O Cl) L cu W O L.L EM cu E O ~ O _ Elm M O N N L U') (Hdn) Gwnl OA ogee I m w m \ FIGURE 10 • PROPOSED SITE PLAN 7 l - C~ Site Data ITE Trip Generation Data Original Machine Count Data 0 Appendix 02/17/99 01:06 FAX 5122501687 R.LEE LSCP ARCH MEMORANDUM Date: To: .Jgr'f: f lL From: Pi i1W lZe- cc: I have finished my first draft mssmg plan for the College Station site. The scats are as follows: Net site acreage (not including ponds) 113.7 acres Total Units: 240 units Density 17.5 acres Richard Lee, Landscape Architect, Inc. 7700 North Capital of Texas Highway, * III Austin, Texas 78731 Tel: (512) 346-1693 Fax: (512) 346-1694 of 02-16-1999 12:13PM 5122501667 P.01 TRIP GENERATION 6th Edition • Volume 1 of 3 TRIP GENERATION RATES, PLOTS, AND EQUATIONS • Port and Terminal (Land Uses 000-099) • Industrial/Agricultural (Land Uses 100-199) • Residential (Land Uses 200-299) • Lodging (Land Uses 300-399) • Recreational (Land Uses 400-499) Institute of Transportation Engineers Land Use: 220 Apartment Description Apartments are rental dwelling units that are located within the same building with at least three -other dwelling units, for example quadraplexes and all types of apartment buildings. The apartments in this land use include both low-rise or "walk-up" dwellings and high-rise, multifamily dwellings. Studies that did not identify whether the apartment was a low-rise or a high-rise were included in this category. Additional Data ' The peak hour of the generator typically coincides with the peak hour of the adjacent street traffic. e The sites were surveyed from the fate 1960s to the mid-1990s throughout the United States an Canada. ' This land use includes data from a wide variety of units with different sizes, price ranges, Y_ locations, and ages. Consequently, there is a wide variation in trips generated within this category. As expected, dwelling units that were larger in size, more expensive, or farther away s from the central business district (CBD) had a higher rate of trip generation per unit than those ' smaller in size, less expensive, or closer to the CBD. Other factors, such as geographic location + and type of adjacent and nearby development, may also have had an effect on the site trip e generation. Source Numbers 2, 4, 5, 6, 9, 10, 11, 12, 13, 14, 16, 19, 20, 34, 35, 40, 72, 91, 100, 108, 188, 192, 204, 211, 253, 283, 357, 436 1 ` r 3 ath Friitinn 299 Institute of Transportation Engineers Apartment ' (220) Average Vehicle Trip Ends vs: Dwelling Units On a: Weekday, A.M. Peak Hour of Generator Number of Studies: 72 ' Avg. Number of Dwelling Units: 235 Directional Distribution: 28% entering, 72% exiting Trip Generation per Dwelling Unit Average Rate 0.56 Range of Rates 0.10 - 1.08 Standard Deviation 0.77 x X x X; :......:........x.....:..... ;.X x X ; X X ; T X.... X . x CX x.. X. x. X: : X: X X Xx xxxx 200 300 7- L•0 X Actual Data Points Fitted Curve Equation: T = 0.542(X) + 3.805 700 600 900 1000 1100 Average Rate R2 = 0.82 ' Trip Generation, 6th Edition 400 500 600 X = Number of Dwelling Units Fitted Curve 303 Institute of Transportation Engineers Apartment (220) Average Vehicle Trip Ends vs: Dwelling Units On a: Weekday, P.M. Peak Hour of Generator Number of Studies: 76 Avg. Number of Dwelling Units: 236 Directional Distribution: 61% entering, 39% exiting ,r;m Gnnn~~tinn near I7wP_Ilina Unit Average Rate Range of Rates Standard Deviation 0.67 0.10 - 1.64 0.65 Data Plot and Equation Boo , 700 600 y C W G 500 f- d U a 400 a~ iD Q 300 f- 200 155 100 n P X -i~ X X: X : X :X X ; X. X-X X . X X-)~ IX XXI . . - . . . . . _ . X- - .X X '~lCX IX - X X X 0 100 200 300 2440 X Actual Data Points Fitted Curve Equation: T = 0.599(X) + 16.500 700 800 900 1000 1100 Average Rate R2 = 0.80 400 500 600 X = Number of Dwelling Units Fitted Curve Trip Generation, 6th Edition 304 Institute of Transportation Engineers Apartment (220) Average Vehicle Trip Ends vs: Dwelling Units ' On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Number of Studies: 69 1 Avg. Number of Dwelling Units: 238 Directional Distribution: 16% entering, 84% exiting Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation ' 0.51 0.10 - 1.02 0.73 M n-m+n 01n+ anti Fnttation - 5.1? ...P.&-N Pt7l/51J.`.Y : : : . x X .........X X X X X X: .....X; x5<X X X X: i X X X • lX . X X X. I ~ I 0 100 200 300 400 500 600 2Lt0 X = Number of Dwelling Units X Actual Data Points Fitted Curve Fitted Curve Equation: T = 0.497(X) + 3.238 700 800 900 1000 1100 Average Rate R2 = 0.83 Apartment (220) Average Vehicle Trip Ends vs: Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Number of Studies: 78 Avg. Number of Dwelling Units: 232 Directional Distribution: 67% entering, 33% exiting i rip ueneraiion per uwening unit Average Rate Range of Rates Standard Deviation 0.62 0.10 - 1.64 0.82 uaia riot ana mquanon 70C 600 500 N 13 C W a 400 U L d m e~ 300 d Q u f- 200 150 100 0 0 . X X X ......X...... :X X :X X ; X X Y' .'X. v X : X X: X i 'S~ ' X.. X . XX X X X x x X X. X , 100 200 300 400 500 600 Z,tC X = Number of Dwelling Units X Actual Data Points Fitted Curve Fitted Curve Equation: T = 0.541(X) + 18.743 700 800 900 1000 1100 Average Rate R2 = 0.75 Trip Generation, 6th Edition 302 Institute of Transportation Engineers Apartment ' (220) Average Vehicle Trip Ends vs: Dwelling Units ' On a: Weekday, A.M. Peak Hour of Generator Number of Studies: 72 Avg. Number of Dwelling Units: 235 Directional Distribution: 28% entering, 72% exiting ' Trin C~enPration Der Dwelling Unit I Average Rate Range of Rates Standard Deviation 0.56 0.10 - 1.08 0.77 x. . ; x x x x; ,.x..... x x x "x. ...x. X. - . .X....:- . . . x: x x xx xxX x 0 100 200 300 400 500 600 X Number of Dwelling Units X Actual Data Points Fitted Curve Fitted Curve Equation: T = 0.542(X) + 3.805 Average Rate R2 = 0.82 ' Trip Generation, 6th Edition 303 institute of Transportation Engineers Apartment (220) Average Vehicle Trip Ends vs: Dwelling Units On a: Weekday, P.M. Peak Hour of Generator Number of Studies: 76 Avg. Number of Dwelling Units: 236 Directional Distribution: 61 % entering, 39% exiting Trip Generation per Dwelling Unit Range of Rates Standard Deviation Average Rate 0.67 0.10 - 1.64 0.85 Data Plot and Equation 800 700 600 M C a 500 f- m U d 400 d Q) d Q 300 ~ 255 200 100 0 ! ; , X X X. ' X X : ; . X X' X.X X..------ . . . . • xxx>S X X : X X. X..........- X X X xX ~ . X X i 0 100 200 X Actual Data Points Fitted Curve Equation: T = 0.599(X) + 16.500 700 800 900 1000 1100 Average Rate R2 = 0.80 300 400 500 600 3c) q X = Number of Dwelling Units Fitted Curve Trip Generation, 6th Edition 304 Institute of Transportation Engineers Apartment (220) Average Vehicle Trip Ends vs: Dwelling Units ' On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Number of Studies: 69 ' Avg. Number of Dwelling Units: 238 Directional Distribution: 16% entering, 84% exiting Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.51 0.10 - 1.02 0.73 600 . 500 . - . . ; x 300 ........:.x----- X 2O X X X W . 200 X XX x x loo x x x XX X x x• ~ ' 0 0 100 200 300 ^ 400 500 600 700 600 900 1000 1100 Apartment (220) Average Vehicle Trip Ends vs: Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Number of Studies: 78 Avg. Number of Dwelling Units: 232 Directional Distribution: 67% entering, 33% exiting Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.62 0.10 - 1.64 0.82 Data Plot and Equation 700 to W C d U L d (D 0) cC d F- 0 mix Sir D rSiT. .I; . X X X ..X..................... :X X :x 600 500 400 300 ..X ,X:....- X : X X : XX X X )pC X X. X : X .)X -X . . . X - X. X X. X X x X X X: X 230 200 100 0 100 200 300 3 400 500 600 X = Number of Dwelling Units X Actual Data Points Fitted Curve Fitted Curve Equation: T = 0.541(X) + 18.743 700 800 900 1000 1100 Average Rate R2 = 0.75 Trip Generation, 6th Edition 302 Institute of Transportation Engineers I I VOLUME COUNTING PROGRAM MITRON SYSTEMS CORPORATION - MSC3000 Channel Number 1 2 Location Code 1000EB 1000WB ' Date 1/25/99 1/25/99 Real Time 1518 1518 Start Time 1600 1600 ' Sample Time 15 15 Divide 2 2 Summation NO NO ' 2-Way NO NO Operator Number 2 2 Machine Number 2-015 ) 0 2 0) SI 0 ' Please Note: You have placed channel 1 in slot-1 and channel 2 in slot-2. HD Z. c E~,41tt In/ Q C I~/A-i11F7 / Cl-A---VA451 2 PAGE 1 0/Lf IT C 12J. /2-/Z rn'~9GJcS W& ' 1/25/99 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 ' - 507 684 647 532 474 513 352 298 126 134 190 134 119 125 86 89 117 165 153 147 119 133 102 83 131 156 151 108 127 139 90 80 133 229 153 143 110 116 74 46 ' 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 - - - - - - - - - - - - - - - - - - - - - - - - 275 360 312 312 292 336 219 173 69 66 89 81 70 73 59 55 63 84 72 79 81 94 64 48 74 79 75 69 70 97 48 41 69 131 76 83 71 72 48 29 ' 1/26/99 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 - - - - - - - - - - - - - - - - - - - - - - - - ' 160 73 41 19 13 26 74 301 254 300 245 287 398 360 386 409 501 715 599 549 507 435 447 299 38 24 12 8 2 4 13 36 76 96 48 74 80 97 86 81 140 151 137 150 136 92 123 84 ' 51 21 13 3 5 7 14 52 53 71 63 76 99 87 111 87 118 186 142 128 127 120 109 71 41 11 3 3 5 9 17 103 52 73 59 79 102 92 92 104 94 182 160 142 127 105 115 79 30 17 13 5 1 6 30 110 73 60 75 58 117 84 97 137 149 196 160 129 117 118 100 65 ' 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 - - - - - - - - - - - - - - - - - - - - - - - 99 45 26 14 8 13 35 80 82 128 95 131 198 188 210 217 292 396 287 309 322 298 265 172 24 15 10 6 1 2 7 8 27 34 17 34 40 50 38 49 79 74 74 79 80 55 75 50 31 10 6 3 3 6 6 9 19 30 22 41 48 50 69 52 77 98 71 78 83 87 65 47 ' 27 10 2 2 4 3 7 25 21 40 17 31 55 50 45 55 62 109 80 84 80 76 64 38 17 10 8 3 0 2 15 38 15 24 39 25 55 38 58 61 74 115 62 68 79 80 61 37 TOTALS 4007 TOTALS 2279 TOTALS 7398 TOTALS 3910 11 PAGE 2 1/27/99 ' 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 TOTALS 181 154 63 33 13 27 50 254 290 1065 61 33 20 6 2 6 5 28 64 47 57 13 12 1 5 9 46 47 48 36 18 6 4 3 13 76 73 ' 25 28 12 9 6 13 23 104 106 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 TOTALS ' 104 105 26 9 7 9 23 82 92 457 ' 36 17 11 1 2 2 4 7 21 22 46 5 5 0 2 4 13 20 31 26 7 1 2 2 6 26 20 ' 15 16 3 2 3 3 9 36 31 Channel 1 Traffic Check-sun O.R. Channel 2 Traffic Check-sun O.R. II J ' VOLUME COUNTING PROGRAM NITRON SYSTEMS CORPORATION - MSC3000 PAGE 1 Channel Number 1 2 Location Code 1000EB 1000WB ' Date 1/27/99 1/27/99 40 LL(-%/l/f'/1~ l ELI vF Real Time 1147 1147 LA~ VILIV Start Time Sample Time 1200 15 1200 15 I Divide Summation 2 NO 2 NO C ' 2-Way NO NO Operator Number 2 2 C~'N/~EZ 2 w,g Machine Number 20151 20151 ' Please Note: You have placed channel 1 in slot-1 and cha nnel 2 in Slot-2. ' 1/27/99 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 ' 436 400 408 466 537 682 615 570 441 548 399 279 88 108 110 127 151 118 154 200 113 136 136 70 111 90 98 119 129 171 154 143 110 156 101 87 112 91 112 99 124 185 180 116 94 135 84 65 ' 125 111 88 121 133 208 127 111 124 121 78 57 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 ' 235 201 207 244 301 359 316 312 268 312 230 172 45 50 61 76 87 63 83 122 65 83 81 46 62 48 54 61 68 85 80 76 59 78 59 57 52 43 56 53 73 108 87 56 60 75 50 33 76 60 36 54 73 103 66 58 84 76 40 36 ' 1/28/99 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 ' 180 120 69 23 19 33 55 269 246 271 238 266 388 382 419 449 496 697 587 519 510 512 457 273 58 28 21 4 4 7 11 26 83 87 50 77 70 106 96 102 131 139 155 144 110 110 119 68 ' 44 28 15 6 1 9 11 50 43 83 55 51 106 85 127 80 114 191 156 113 137 120 113 85 39 39 17 7 7 6 14 100 53 67 60 71 97 101 106 115 133 197 136 136 130 149 125 61 39 25 16 6 7 11 19 93 67 34 73 67 115 90 90 152 118 170 140 126 133 133 100 59 ' 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 - - - - - - - - - - - - - - - - - - - - - - - - ' 118 13 44 12 13 17 22 79 88 106 71 52 42 16 31 39 29 55 28 21 14 30 24 8 37 12 15 2 2 4 6 5 33 21 19 16 10 5 6 11 9 9 8 4 2 6 3 4 32 20 9 2 1 5 5 14 14 35 18 15 14 2 10 7 5 17 7 5 1 8 7 2 27 24 7 5 6 3 3 35 20 35 17 11 10 4 8 9 11 14 9 5 2 11 9 1 22 17 13 3 4 5 8 25 21 15 17 10 8 5 7 12 4 75 4 7 9 5 5 1 TOTALS 5781 TOTALS 3157 TOTALS 7478 TOTALS 1032 ' PAGE 2 9 0100 0 0100 0200 0300 0400 0500 0600 0700 9800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 TOTALS 207 209 186 91 42 34 73 221 243 196 265 318 422 460 516 549 170 4202 ' 70 48 50 61 34 13 7 14 32 65 55 66 71 90 120 127 135 1 58 49 51 32 13 7 14 32 45 43 73 69 93 113 117 134 45 60 41 16 9 10 17 71 57 47 62 99 116 103 123 138 ' 56 50 33 9 7 10 28 86 76 51 64 79 123 124 149 142 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 TOTALS ' 3 12 11 9 2 1 3 37 57 47 78 112 172 180 221 242 70 1257 0 0 5 2 0 1 0 3 16 13 13 21 32 47 53 57 70 2 2 2 5 1 0 0 7 9 13 26 19 33 46 49 64 1 1 3 2 1 0 3 11 16 9 21 47 53 39 60 62 ' 0 9 1 0 0 0 0 16 16 12 18 25 54 48 59 59 Channel 1 Traffic Check-sun O.R. ' Channel 2 Traffic Check-sum O.R. Z ' VOLUME COUNTING PROGRAM NITRON SYSTEMS CORPORATION - KSC3000 Channel Number 1 2 Location Code 2000EB 2000WB ' Date 1/25/99 1/25/99 Real Time 1534 1534 ' Start Time Sample Time 1600 15 1600 15 Divide 2 2 Summation NO NO ' 2-Way NO NO Operator Number 2 2 Machine Number 7-0)52 -0 2 03'2_0 Please Note: You have placed c hannel 1 in slot-1 and cha nnel 2 in slot-2. PAGE 1 G,-~-,41vIvFL 1 t; g ~,-6 C 1414-1VNc2 Z 44 L✓6 1/25/99 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 169 260 190 155 111 114 73 54 ' 43 54 58 44 27 27 28 18 37 62 38 52 32 26 23 6 39 67 49 23 28 39 8 11 50 77 45 36 24 22 14 19 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 73 126 90 70 48 51 21 37 16 20 23 17 5 14 5 12 ' 21 33 17 18 17 14 10 2 20 31 27 11 12 13 3 6 16 42 23 24 14 10 3 17 i 1/26/99 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 - - - - - - - - - - - - - - - - - - - - - - - - 31 18 3 4 6 22 46 154 121 107 71 126 125 120 123 121 177 275 191 158 138 108 102 68 12 5 1 1 1 6 3 28 52 23 13 24 33 39 24 35 60 52 49 43 31 28 23 21 12 2 0 0 1 4 8 23 20 29 13 24 32 33 34 24 32 85 51 49 30 32 31 19 4 5 0 1 3 6 13 47 33 42 18 31 23 25 35 21 31 68 50 50 38 20 28 13 3 6 2 2 1 6 22 56 16 13 27 47 37 23 30 41 54 70 41 16 39 28 20 15 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 23 6 2 3 4 16 35 95 62 58 35 59 61 73 63 64 69 108 92 77 70 52 47 37 9 3 1 1 0 3 3 14 31 24 3 15 15 25 13 20 19 26 26 22 16 12 6 12 9 1 0 0 0 4 7 16 8 14 6 9 19 21 19 10 17 37 27 22 15 13 21 11 ' 4 0 0 1 3 4 10 28 15 15 9 12 9 13 16 14 17 18 22 24 16 11 11 5 1 2 1 1 1 5 15 37 8 5 17 23 18 14 15 20 16 27 17 9 23 16 9 9 TOTALS 1126 TOTALS 516 TOTALS 2415 TOTALS 1211 2 PAGE 2 1/27/99 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 TOTALS 28 21 18 11 9 13 37 147 128 39 451 11 3 5 1 2 3 5 15 42 39 5 6 5 2 1 2 3 27 29 8 7 5 2 2 3 11 50 21 4 5 3 6 4 5 18 55 36 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 TOTALS 15 13 9 5 5 9 26 102 82 28 294 7 3 3 1 1 1 3 9 29 28 1 1 3 2 0 2 2 17 15 6 5 2 0 2 2 8 40 15 1 4 1 2 2 4 13 36 23 Channel 1 Traffic Check-sun O.R. Channel 2 Traffic Check-sum O.R. 1 VOLUME COUNTING PROGRAM MITRON SYSTEMS CORPORATION - MSC3000 Channel Number 1 2 Location Code 300ONB 3 Date 1/25/99 1/25/99 Real Time 1548 15 Start Time 1600 00 Sample Time 15 15 Divide 2 ' Summation 2-Way NO NO 0 Operator Number 2 2 Machine Number Zd d 9cl 0 2 p O Please Note: You have placed channel 1 in slot-1 and channel 2 in slat-2. PAGE 1 r~ Z8~8 ~v~ 1/25/99 ' 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 526 624 461 294 245 202 158 90 124 133 133 82 74 48 46 23 130 181 108 77 61 60 43 32 135 144 108 72 58 49 30 18 ' 137 166 112 63 52 45 39 17 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1/26/99 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 43 38 9 19 27 78 296 1098 808 503 365 363 472 480 406 453 526 714 488 341 234 199 166 133 12 14 1 1 3 12 41 111 344 156 82 103 120 126 98 117 130 163 149 103 44 63 40 54 12 9 5 2 3 11 54 174 185 157 94 83 105 130 104 107 142 204 119 91 58 59 41 40 10 6 1 2 8 15 80 321 144 110 83 81 97 96 91 112 104 169 118 85 71 37 52 22 9 9 2 8 13 40 121 492 135 80 106 96 150 128 113 117 150 178 102 62 61 40 33 17 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 a 0 0 a 0 0 0 0 0 0 0 0 0 a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTALS 2600 TOTALS 0 TOTALS 8259 TOTALS 1 PAGE 2 3 1/27/99 ' 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 TOTALS 49 29 24 17 31 79 294 1094 889 112 2678 ' 21 3 6 5 2 15 45 130 320 172 11 12 3 2 7 9 58 183 222 13 8 8 5 8 17 77 302 154 4 6 7 5 14 38 114 479 193 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 TOTALS 0 0 0 0 0 0 0 0 0 0 0 ' 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ' 0 0 0 0 0 0 0 0 0 ' Channel 1 Traffic Check-sun O.R. Channel 2 Traffic Check-sun O.K. 1 1 L I V O L UM E COUNTING PROGRAM MITRON SYSTEMS CORPORATION - NSC3000 Channel Number 1 2 Location Code 4000SB 4000SB Date 1/25/99 1/25/99 Real Time 1559 1559 Start Time 1600 1600 ' Sample Time 15 15 Divide 2 2 ' Summation 2-Way NO NO NO NO Operator Number 2 2 Machine Number '2.4)J00 0 2 0 10.0 0 Please Note: You have placed channel I in slot-1 and ch annel 2 in slot-2. PAGE 1 I F111 Z 9 / 8 2 A0 2r~, OF l4 D L t,F'1-1-11-& D d-1 vE- C Al AIYN EZZ 1 5 13 -1- S 6 LT C,4/4-/v1vEZ 2 S 23 1/25/99 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 740 1242 628 414 283 218 182 112 206 280 200 141 84 48 61 31 143 401 163 118 69 64 32 37 171 276 151 72 68 56 48 25 220 285 114 83 62 50 41 19 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 - - - - - - - - - - - - - - - - - - - - - - - - ' 650 1103 564 357 253 182 153 106 175 254 179 122 77 43 47 28 ' 132 356 151 99 64 51 28 35 153 238 137 63 54 46 42 25 190 255 97 73 58 42 36 18 1/26/99 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 - - - - - - - - - - - - - - - - - - - - - - - - 60 37 26 21 34 76 256 554 497 339 360 443 541 423 499 643 766 1397 638 397 315 207 201 139 20 11 10 3 5 15 37 107 187 77 102 101 155 108 105 116 231 305 198 140 85 58 57 44 19 6 6 7 6 10 43 148 112 86 80 121 133 120 158 131 146 429 142 102 80 50 51 37 9 9 7 4 12 19 76 122 103 83 75 109 113 90 110 177 189 379 157 85 74 51 57 27 12 11 3 7 11 32 100 177 95 93 103 112 140 105 126 219 200 284 141 70 76 48 36 31 1 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 - - - - - - - - - - - - - - - - - - - - - - - - ' 56 30 24 20 31 73 240 484 437 301 320 382 482 377 437 576 664 1238 570 349 275 185 175 121 19 11 10 3 5 14 35 94 162 70 91 87 137 94 93 106 195 273 179 124 77 52 52 39 11 5 6 7 5 9 42 133 102 71 71 106 121 109 138 122 132 381 128 81 65 44 43 35 ' 9 5 6 4 12 19 72 104 87 77 67 89 100 81 98 160 170 319 134 74 64 45 47 21 11 9 2 6 9 31 91 153 86 83 91 100 124 93 108 188 167 265 129 64 69 44 33 26 TOTALS 3819 TOTALS 3368 TOTALS 8869 TOTALS 7847 PAGE 2 1 ' 1/27/99 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 TOTALS 78 31 24 34 34 103 250 578 477 99 1708 17 8 5 6 6 21 30 107 166 99 25 10 6 9 5 18 47 133 103 ' 18 7 9 10 10 21 69 134 98 18 6 4 9 13 43 104 204 110 ' 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 TOTALS 72 27 22 31 31 99 235 522 411 88 1538 ' 17 8 4 6 5 20 29 95 148 88 22 8 5 9 5 18 42 121 89 16 6 9 8 10 19 66 118 79 ' 17 5 4 8 11 42 98 188 95 Channel I Traffic Check-sun O.R. Channel 2 Traffic Check-sum O.R. IIJ VOLUME COUNTING PROGRAM ' Channel Number 1 Location Code 5000SB ' Date 1/27/99 Real Time 1102 Start Time 1200 Sample Time 15 ' Divide 2 Summation NO 2-Way NO ' Operator Number 2 Machine Number 20152 PACE 1 S sooosB 1/27/99 1102 0 u 677~t AI 0"z) VF- 1200 15 2 NO C ~-~/1//VFZ ~ SQ ~ L NO 20152 .56 Please Note: You have placed channel 1 in slot-1 and channel 2 in slot-2. ' 1/27/99 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 ' 871 750 735 829 1047 1327 836 823 680 794 423 479 176 151 209 284 288 275 279 297 163 252 119 171 203 127 135 214 306 341 211 262 170 231 122 137 218 166 175 158 246 358 153 137 171 164 89 87 274 306 216 173 207 353 193 127 176 147 93 84 ' 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 - - - - - - - - - - - - - - - - - - - - - - - - ' 878 723 762 839 1127 1346 853 B00 699 856 429 459 177 146 225 289 296 274 294 303 151 298 122 170 194 119 135 220 342 334 208 246 167 253 122 125 ' 223 161 194 150 267 314 158 128 184 155 90 86 284 297 208 180 222 364 193 123 197 150 95 78 1/28/99 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 249 222 62 19 20 37 93 218 307 485 371 677 865 634 807 911 895 1442 919 755 610 544 428 307 ' 85 46 24 4 3 8 21 46 87 92 102 212 186 181 157 181 268 328 262 253 139 126 120 69 67 85 17 5 4 5 16 47 78 112 86 178 202 144 276 185 176 393 216 178 174 151 109 97 59 47 17 7 5 13 24 54 62 180 85 146 209 144 205 206 216 387 221 188 166 150 95 77 38 44 4 3 8 11 32 71 80 101 98 141 268 165 169 339 235 334 220 136 131 117 104 64 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 - - - - - - - - - - - - - - - - - - - - - - - - 238 202 62 15 15 35 83 177 270 449 336 618 818 578 780 866 867 1367 882 711 588 522 415 293 1 80 41 21 2 2 7 17 36 78 86 92 200 177 171 139 163 259 299 244 240 116 121 114 58 70 76 17 3 4 5 13 40 65 97 73 157 196 124 260 173 182 377 209 168 168 141 107 94 52 48 20 6 4 11 22 47 51 178 74 132 207 137 212 197 200 371 221 181 170 141 97 75 36 37 4 4 5 12 31 54 76 88 97 129 238 146 169 333 226 320 208 122 134 119 97 66 XITRON SYSTEMS CORPORATION - XSC3000 TOTALS 9594 TOTALS 9771 TOTALS 11877 TOTALS 11187 PAGE 2 1/29/99 ' 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 TOTALS ' 273 297 159 58 22 35 100 231 2B6 389 512 743 913 803 812 976 285 6894 67 63 58 21 8 6 19 55 81 116 94 110 173 202 239 300 285 82 99 59 16 6 10 21 48 74 117 204 175 184 149 170 236 64 77 20 11 5 5 23 57 62 74 134 280 256 158 156 239 60 58 22 10 3 14 37 71 69 82 80 178 300 294 247 201 ' 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 TOTALS 239 258 139 46 19 33 82 192 239 355 459 692 801 727 753 930 267 6231 ' 61 55 54 19 7 5 17 47 71 109 78 100 151 169 220 288 267 73 83 49 13 6 9 16 41 60 108 188 155 165 134 152 227 56 70 17 6 3 6 17 50 51 60 120 266 220 146 143 226 49 50 19 8 3 13 32 54 57 78 73 171 265 278 238 189 ' Channel 1 Traffic Check-sun O.K. Channel 2 Traffic Check-sum O.K. 5 11 ' VOLUME COUNTING PROGRAM NITRON SYSTEMS CORPORATION - MSC3000 Channel Number 1 2 Location Code 6000NB 6000NB ' Date 1/27/99 1/27/99 Real Time 1120 1120 Start Time 1200 1200 Sample Time 15 15 Divide 2 2 Summation NO NO 2-Way NO NO Operator Number 2 2 Machine Number 20099 20099 ' ~ Please Note; You have laced channel 1 in slot-1 and cha nnel 2 in slot-2. PAGE 1 6 In, 6-2L, Ifs j2) 140 ~ c.rl AIV D /L 1 / J` ~J ' 1/27/99 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 ' 661 698 537 587 592 770 830 652 434 388 295 194 ' 135 191 118 116 152 162 168 241 129 97 94 68 208 163 121 124 115 194 188 163 117 97 87 56 171 191 161 139 140 220 199 126 97 106 57 40 147 153 137 208 185 194 275 122 91 88 57 30 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 - - - - - - - - - - - - - - - - - - - - - - - - ' 626 686 504 550 542 714 766 605 380 323 237 154 130 182 102 103 140 156 151 217 112 82 76 58 ' 196 167 109 116 107 172 178 156 103 79 75 42 157 187 160 130 126 201 177 119 89 94 42 31 143 150 133 201 169 185 260 113 76 68 44 23 ' 1/28/99 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 - - - - - - - - - - - - - - - - - - - - - - - - ' 123 76 40 20 28 58 243 1134 990 822 652 508 685 532 327 229 174 231 224 164 132 136 121 79 34 21 13 4 9 12 41 107 307 254 133 180 142 143 124 39 42 59 64 47 35 33 33 20 ' 39 21 13 4 3 7 39 200 241 298 128 99 184 137 76 61 39 67 47 41 32 30 34 23 29 16 8 1 9 13 71 370 213 151 169 102 215 124 67 71 33 50 60 36 35 36 29 20 21 18 6 11 7 26 92 457 229 119 222 127 144 128 60 58 60 55 53 40 30 37 25 16 ' 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 - - - - - - - - - - - - - - - - - - - - - - - 93 55 28 16 20 56 232 1128 966 789 635 493 647 543 549 547 470 669 584 440 360 332 307 216 24 20 10 4 6 11 36 107 297 246 132 174 135 139 201 94 104 169 142 121 94 75 87 61 32 15 11 3 3 6 38 199 236 285 126 100 172 126 126 134 122 203 129 116 88 74 80 67 ' 22 10 5 0 5 12 70 372 207 144 164 100 206 125 110 178 95 132 162 101 97 94 71 51 15 10 2 9 6 27 88 450 226 114 213 119 134 153 112 141 149 165 151 102 81 89 69 37 TOTALS 6638 TOTALS 6087 TOTALS 7728 TOTALS 10175 ~J PAGE 2 6 ' 1/29/99 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 TOTALS 35 21 18 7 11 16 44 264 336 156 230 289 265 328 284 249 59 2612 8 3 6 2 0 2 7 15 106 49 74 77 70 87 64 55 59 10 6 6 2 6 4 5 46 69 24 50 85 71 75 71 53 10 7 3 0 1 1 14 86 65 35 45 58 50 101 72 67 7 5 3 3 4 9 18 117 96 48 61 69 74 65 77 74 ' 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 TOTALS 111 70 50 24 15 26 63 383 506 302 293 287 287 318 271 262 56 3324 ' 31 19 17 8 2 2 10 23 143 93 101 78 70 84 54 64 56 33 18 19 6 6 3 13 67 101 52 65 82 71 72 65 58 26 20 6 3 1 5 23 125 106 64 62 58 62 100 72 68 ' 21 13 8 7 6 16 17 168 156 93 65 69 84 62 80 72 ' Channel 1 Traffic Check-sun O.R. Channel 2 Traffic Check-sum O.K. J I VOLUME COUNTING PROGRAM MITRON SYSTEMS CORPORATION - MSC3000 Channel Number 1 2 Location Code 7000WB 7000WB Date 1/27/99 1/27/99 Real Time 1141 1141 ' Start Time Sample Time 1200 15 1200 15 Divide 2 2 Summation NO NO ' 2-Way NO NO Operator Number 2 2 Machine Number 20100 20100 Please Note: You have placed channel 1 in slot-1 and cha nnel 2 in slat-2. PAGE 1 w FZ L ~OjLly 12J. ' 1/27/99 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 364 344 286 374 339 470 429 367 298 329 246 132 1 74 69 61 71 95 107 90 132 87 93 73 44 98 115 57 78 83 132 114 81 62 82 62 41 85 81 85 96 73 124 106 83 76 88 67 17 107 79 83 129 88 107 119 71 73 66 44 30 ' 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 - - - - - - - - - - - - - - - - - - - - - - - - ' 161 172 123 157 130 178 181 128 107 106 81 38 27 33 25 30 36 44 33 43 36 28 21 13 ' 49 56 23 30 32 55 38 34 23 30 19 13 41 43 33 43 27 48 49 27 29 25 26 7 44 40 42 54 35 31 61 24 19 23 15 5 ' 1/28/99 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 - - - - - - - - - - - - - - - - - - - - - - - - ' 79 44 22 13 15 26 55 348 302 309 203 193 324 300 318 314 320 470 380 338 279 295 225 136 28 19 5 2 0 5 11 20 122 109 41 66 74 96 103 76 90 144 102 98 58 58 59 49 ' 15 7 9 1 3 6 8 55 46 106 35 37 96 57 71 75 73 119 98 76 90 79 66 34 21 11 1 5 3 8 15 118 69 58 63 51 82 71 68 89 75 I07 81 94 74 98 53 24 15 7 7 5 9 7 21 155 65 36 64 39 72 76 76 74 82 100 99 70 57 60 47 29 ' 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 - - - - - - - - - - - - - - - - - - - - - - - ' 15 15 3 5 8 9 31 189 146 189 103 94 141 131 155 135 104 181 131 125 103 89 66 47 6 8 0 1 0 1 4 10 58 72 18 38 30 37 57 30 25 60 36 37 22 15 17 18 4 3 3 0 2 2 6 26 21 68 22 16 47 28 32 41 25 49 26 26 34 23 20 9 ' 3 3 0 2 1 5 11 59 34 34 30 21 40 29 35 40 27 37 30 36 22 28 13 9 2 1 0 2 5 1 10 94 33 15 33 19 24 37 31 24 27 35 39 26 25 23 16 11 TOTALS 3978 TOTALS 1562 TOTALS 5308 TOTALS 2215 PAGE 2 1/29/99 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 TOTALS ' 108 76 57 36 21 20 63 346 315 227 247 264 347 354 376 334 103 3294 27 9 19 12 3 3 10 32 111 71 74 71 95 99 83 101 103 37 25 11 10 3 3 10 47 44 45 61 73 86 86 89 82 ' 19 21 16 8 12 8 22 103 57 40 70 51 90 95 105 71 25 21 11 6 3 6 21 164 103 71 42 69 76 74 99 80 ' 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 TOTALS 36 28 8 10 6 15 36 185 187 137 141 152 172 184 164 120 38 1619 ' 11 4 4 2 0 3 5 19 55 45 49 39 43 49 36 43 38 14 6 0 2 1 2 5 30 26 22 34 50 43 39 32 33 4 8 2 1 3 4 12 48 39 21 34 32 52 57 42 24 7 10 2 5 2 6 14 88 67 49 24 31 34 39 54 20 Channel 1 Traffic Check-sua O.K. Channel 2 Traffic Check-sun O.K. J 1 L H I 1 1 1 WALTON & ASSOCIATES Consulting Engineers, Inc.