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HomeMy WebLinkAbout12.08.1977 Traffic Engineering Plan TRAFFIC ENGINEERS INC , 11" 62H) SLL RUSS HOU;;TO TEXAS , 7WW 1 -7!0-52" - abo I December 8 , 1977 tMayors of City of Pearland 1 City of Friendswood City of Brookside Village Gentlemen : Presented herein are the results of studies we have comple- ted for a City wide "Traffic Engineering Plan " for each City . ' The Plan develops many operational improvements that , when imple- mented , should provide additional safety and efficiency on each City ' s street system. Although problems within each City are dif- ferent, the volume , accident and circulation data were compiled similarly for each City . The report is structured so that most of the data and recom- mendations pertaining to any particular City can be extracted for future use . The complete report is presented to each City so City officials can coordinate similar projects where necessary or de- sired . We would like to thank the City of Pearland for serving as coordinator for the study . Particular thanks are expressed to Mr . Ron Wicker with the City of Pearland for his cooperation and assistance . We have enjoyed developing this Plan , and our staff will remain available to assist each City during the implementa- l! stage of any phase of the Plan . Respectfully submitted , reAN John W . Hudson , Jr . , P . E . *� President '•4 ') JWH/jd PROJECT STAFF: k'4;rc ; ' Cissy Collins Clarence Wiesepape Chuck Almquist Lawrence White Reginald Woods Jeanne Dwyer 1 I I TABLE OF CONTENTS IPAGE CHAPTER I - INTRODUCTION i, LEGAL RESPONSIBILITY 3 SUMMARY OF RECOMMENDATIONS 4 I CHAPTER II - SIGNS AND PAVEMENT MARKINGS 7 SIGN INVENTORY 8 MISCELLANEOUS SIGNING 13 I PEARLAND SIGNS AND MARKINGS 18 FRIENDSWOOD SIGNS AMD MARKINGS 21 BROOKSIDE SIGNS AND MARKINGS 23 II CHAPTER III - TRAFFIC SIGNALS 25 TRAFFIC SIGNAL TYPES 26 FUTURE SIGNALS 27 II EXISTING SIGNALS - PEARLAND 31 EXISTING SIGNALS - FRIENDSWOOD 35 0 CHAPTER IV - VOLUME AND CAPACITY 36 INTERSECTION CAPACITY 36 TRAFFIC VOLUMES - CAPACITY - PEARLAND 39 II TRAFFIC VOLUMES - CAPACITY - FRIENDSWOOD 43 TRAFFIC VOLUMES - BROOKSIDE 46 CHAPTER V - ACCIDENTS 47 I/ PEARLAND ACCIDENTS 51 ACCIDENT ANALYSIS 52 AUTO/PEDESTRIAN AND AUTO/BICYCLE ACCIDENTS 56 I AUTO/TRAIN ACCIDENTS AND FATALITIES 56 FRIENDSWOOD ACCIDENT 70 ACCIDENT ANALYSIS 70 I AUTO/PEDESTRIAN AND AUTO/BICYCLE ACCIDENTS 74 FATALITY ACCIDENTS 76 BROOKSIDE VILLAGE ACCIDENTS 83 I CHAPTER VI - CIRCULATION 85 CIRCULATION - P AR/LAND 87 STATE HIGHWAY 35 (MAIN STREET) 88 I EAST-WEST THOROUGHFARES 92 PEARLAND RAILROAD GRADE CROSSING/SEPARATION 93 OFFSET INTERSECTIONS 98 I TRAFFIC OPERATIONAL IMPROVEMENTS 98 OLD ALVIN ROAD 99 TRUCK ROUTES 100 I KNAPP ROAD 102 FM 518 AT AUSTIN/CHERRY 102 SUMMARY - PEARLAND 103 1 I 11 TABL E OF CONTENTS (coNT'D) PAGE CIR ULLATION - FRIENDSWOOD 104 FM REALIGNMENT REALIGNMENT 104 OFFST STREET 110 FM 518 AT FM LL351 111 SPREADING OAKS AT FM 518 111 MARY'S CREEK CROSSINGS 112 CIRCULATION SUMMARY - FRIENDSWOOD 112 CIRCULATION - BROOKSIDE 113 CHAPTER VII - SCHOOL SAFETY 115 TRAFFIC CONTROL DEVICES 117 PEARLAND SCHOOLS 120 FRIENDSWOOD SCHOOLS 129 BROOKSIDE VILLAGE SCHOOL 135 CHAPTER VIII - CODES AND ORDINANCES 138 TRAFFIC CODE - PEARLAND 140 REMOVAL 142 TRAFFIC CODE - FRIENDSWOOD 144 TRAFFIC CODE - BROOKSIDE VILLAGE 146 CHAPTER IX - PLAN IMPLEMENTATION 148 PRIORITIES 149 SOURCE OF FUNDING 149 11 11 11 I I I I i 1 I LIST OF FIGURES I FIGURE PAGE I1 . . . . SIGN INVENTORY CARDS 9 2 . . . . TYPICAL BARRICADE AND OBJECT MARKER 14 I 3 . . . . TYPICAL CURVE AND RAILROAD WARNING SIGNING 15 4. . . . TYPICAL SIGN INSTALLATION 17 5,. . . . TYPICAL SIGNAL INSTALLATION 30 6 . . . . TIME SPACE DIAGRAM 32 II 7 . . . . HIGHWAY LEVEL OF SERVICE 38 8 . . . . TRAFFIC VOLUME MAP (PEARLAND) 40 9 . . . . TRAFFIC VOLUME MAP (FRIENDSWOOD) 44 I 10 . . . . COLLISION SURVEILLANCE PROGRAM 48 11 . . . . 1974 ACCIDENT SPOT MAP (PEARLAND) 53 12 . . . . 1975 ACCIDENT SPOT MAP (PEARLAND) 54 I 13 . . . . 1976 ACCIDENT SPOT MAP (PEARLAND) 55 14. . . . CONDITION DIAGRAMS 60 15 . . . . CONDITION DIAGRAMS 61 16 . . . . CONDITION DIAGRAMS 62 I 17 . . . . CONDITION DIAGRAMS 63 18 . . . . CONDITION DIAGRAMS 64 19 . . . . CONDITION DIAGRAMS 65 II 20 . . . . CONDITION DIAGRAMS 66 21 . . . . CONDITION DIAGRAMS 67 22 . . . . CONDITION DIAGRAMS 68 I 23 . . . . CONDITION DIAGRAMS 69 24 . . . . 1974 ACCIDENT SPOT MAP (FRIENDSWOOD) 71 24. . . . 1975 ACCIDENT SPOT MAP (FRIENDSWOOD) 69 26 . . . . 1976 ACCIDENT SPOT MAP (FRIENDSWOOD) 73 I 2 7 . . . . CONDITION DIAGRAM 78 28 . . . . CONDITION DIAGRAM 79 29 . . . . CONDITION DIAGRAM 80 II 30. . . . CONDITION DIAGRAM 81 31 . . . . CONDITION DIAGRAM 82 32 . . . . ACCIDENT SPOT MAP 84 I 33 . . . . TYPICAL LEFT TURN LAND MOVEMENT 90 34. . . . RECOMMENDED PAVEMENT MARKINGS S.H. 35 91 35 . . . . DRIVEWAY GEOMETRIC DESIGN STANDARDS 94 36 . . . . BROADWAY AT A.T. & S.F. RAILROAD 95 il GRADE SEPARATION 37. . . . SAFE TRUCK ROUTES 101 38 . . . . RECOMMENDED IMPROVEMENTS PLAN A 106 II 39 . . . . RECOMMENDED IMPROVEMENTS PLAN B 107 40 . . . . TYPICAL ELEMENTARY SCHOOL PLAN 116 41 . . . . SCHOOL SIGN STANDARDS 118 II 42 . . . . RECOMMEND SCHOOL CONTROLS (PEARLAND) 122 43 . . . . SAFE SCHOOL ROUTES 123 44 . . . . RECOMMEND SCHOOL CONTROLS (FRIENDSWOOD) 131 45 . . . . SAFE SCHOOL ROUTES 134 I 46 . . . . RECOMMEND SCHOOL CONTROLS (BROOKSIDE) 137 47 . . . . FEDERAL AID URBAN SYSTEM MAP (PEARLAND) 154 48 . . . . FEDERAL AID URBAN SYSTEM MAP (FRIENDSWOOD) 155 II I I LIST OF TABLES TABLES PAGE 1 . . . . PEARLAND SIGN REQUIREMENTS 20 2. . . . FRIENDSWOOD SIGN REQUIREMENTS 22 3. . . . BROOKSIDE SIGN REQUIREMENTS 24 I/ 4. . . . PEARLAND INTERSECTION CAPACITY 42 * 5(P) . AUTO/PEDESTRIAN - AUTO/BICYCLE ACCIDENTS 57 6(F) . AUTO/PEDESTRIAN - AUTO/BICYCLE ACCIDENTS 75 * 7. . . . PEARLAND CODE 143 * 8. . . . PEARLAND CODE BICYCLE ACCIDENTS 151 9. . . . FRIENDSWOOD PRIORITIES AND FUNDING 152 10. . . . BROOKSIDE PRIORITIES AND FUNDING 153 4I I I 1 I 1 I 1 I I 11 1 1 Chapter , I INTRODUCTION This study represents a comprehensive traffic engineering plan for the Cities of Pearland, Friendswood, and Brookside. The study was developed in cooperation with the Office of Traffic Safety, State Department of Highways and Public Transportation, and the Federal Highway Administration. The plan consists of a traffic engineering analysis of each of the three Cities . The contents of this plan are structured so that each figure and text summary represents an individual City and can be separated for easy use during the implementation program. 11 Friendswood was founded in 1895 by Frank J. Brown and consisted of 1530 acres of land set aside for the Society of Friends (Quakers) . In 1957 IGalveston County Water Control Improvement District No. 15 was created and marked the beginning of the urban-type development which is now taking place in Friendswood. Friendswood was organized as a legal unit in 1960. The popu- 11 lation has continued to grow from 4,088 in 1968 to a projected population of 15,000 in 1980.1 The City of Pearland's growth has been similar to that of Friendswood. In 1940, the population consisted of 30 persons and slowly grew to 1 ,497 peo- 11 ple in 1960. The rapid growth began after that period,and in 1970 the popu- lation was measured at 8,403 persons and is projected to reach a population of 23,825 persons in 1980.2 I 1 "Comprehensive Plan - Friendswood," Bovay Engineers , Inc. and W.C. Walsh, 11 1969. 2"Comprehensive Development Plan - Pearland," Marmon, Mok and Green, and 11 W.C. Walsh, 1969. 11 1 1 I The City of Brookside has not developed the population growth pattern 1 of Friendswood or Pearland and yet the potential exists for growth as rapid as that occurring in the other Cities. The continued development, especially of single family homes, will increase traffic on the urban streets of each of these Cities. By successfully coping with today's traffic problems , the Cities will establish a firm founda- Ition for response to the larger traffic volumes expected in the future. The purposes of this traffic engineering study are several . Initially, the conditions potentially hazardous to the safety of drivers and pedestrians in each of the Cities are identified along with the deficiencies in traffic operations that create unnecessary delays to traffic using the City street system. Recommendations for actions, policies , or procedures to reduce hazard- ous conditions and to increase the efficiency of the street system follow the initial evaluations and analyses. The traffic engineering plan for each of the Cities is a composite of detailed analyses of various aspects of vehicular and pedestrian operations within the Cities. Accidents, parking, vehicle circulation, and school and pedestrian safety have all been carefully examined utilizing current traffic engineering principles in order to develop recommendations for improvements. Traffic control devices , signs , signals , and pavement markings have been eval- uated according to the specifications set forth in the Texas Manual on Uniform Traffic Control Devices (TMUTCD) . Significant changes have taken place in recent years relating to the liability responsibility of government agencies and their obligation to provide the safest possible traffic control system to the motorists . The TMUTCD out- lines in detail the legal obligations of the City. 1 2 11 I LEGAL RESPONSIBILITY In recent years, cities have been directed to use traffic control devices in accordance with standards prescribed by various legal documents . Cities still have the responsibility to be responsive to public requests for such devices but not strictly on the basis of emotional demands or petitions. Care must be taken to assure that the proper traffic control device is justified and properly installed. I SIGNS, SIGNALS AND MARKINGS I Legal responsibility for the proper operation, installation and warrants 11 of traffic control devices is defined in: 1 . "Vernon's Civil Statutes of the State of Texas," Article 6701-d 11 Uniform Act Regulating Traffic on Highways. 2. "Texas Tort Claim Act," as defined by House Bill 456, 61st Session of the Texas Legislature. 3. Texas Manual on Uniform Traffic Control Devices for Streets and Highways. 11 The following are excerpts from VCS6701-d. Section 29. State Highway Commission to adopt sign manual . - The State Highway Commission shall adopt a manual and specifications for a uni- form system of traffic-control devices consistent with the provisions of this Act for use upon highways within this State. Such uniform system shall correlate with and so far as possible conform to the system then current as approved by the American Association of State Highway Officials. Section 31 . Local traffic-control devices - (a) Local authorities , in their respective jurisdictions , may place and maintain any traffic 11 control devices upon any highway under their jurisdiction as they may deem necessary to indicate and carry out the provisions of this Act, or local traffic ordinances , or regulate, warn, or guide traffic. All such traffic control devices hereafter erected shall conform to the State Highway Department' s manual and specifications . I I 3 11 SUMMARY OF RECOMMENDATIONS 1 A brief summary of the major recommendations contained in this plan 11 for each City follows : ■ PEARLAND 1 . Update traffic control signs. 2. Update traffic signing and controls around schools. 3. Install DEAD END signs and barricades at numerous locations. 4. Install LARGE DOUBLE DARROW (W1-7) signs at numerous T-intersections. 11 5. Modify truck routes. 6. Remove STOPs at unwarranted locations. 7. Modernize traffic signal at Orange and S.H. 35 to include protected left turns (underway) . 8. Install traffic signal at Galveston and FM 518 and coordinate for pro- gressive flow along FM 518 between S.H. 35 and Old Alvin Road. 9. Develop plans with S.D.H.P.T. to provide traffic signals at Country Club Drive and FM 518; Woodcreek Drive and FM 518; Walnut and S.H. 35. 10. Develop plans for future widening of FM 518 to 60 feet with a contin- uous left turn lane. 11 . Investigate, with the S.D.H.P.T., possible funding sources for a rail- road grade separation at FM 518. 12. Eliminate offset intersection of FM 518 at Woody/Corrigan. 13. Develop plans for future modifications at the intersections of S.H. 35 at Magnolia; Old Alvin Road and John Lizer. 14. Provide other miscellaneous intersection improvements as outlined in the report and on condition diagrams. 11 I I 4 11 I FR I Ef IDSWOOD 1 . Update traffic control signs. 2. Update traffic signing and controls around schools. 3. Remove unwarranted STOP signs at selected intersections. 4. Eliminate offset intersection at FM 518 and Chelsea. 5. Request S.D.H.P.T. to evaluate recommendations for the reduction of the curvature of FM 528 at Briar Creek. 6. Evaluate recommendation for the extension of Greenbriar into FM 528. 7. Widen Edgewood (FM 2351 ) south of FM 518 for two approach lanes and separate left turn lanes. Provide striping immediately. 8. Request S.D.H.P.T. to evaluate the recommendation for intersection widening at FM 518 and FM 528 prior to future signalization. 9. Provide miscellaneous intersection and signing improvements as listed in the report. I I I 11 I 11 I I 1 5 I I 1 BROOKSIDE I1 . Update traffic control signs. II2. Provide new school signing around Brookside Elementary School . 3. Request Brazoria County assistance in striping Brookside Road with Ia dashed yellow center line. 4. Install DEAD END signs and barricades at hazardous locations. 11 5. Provide proper curve signs and warnings, particularly at the narrow bridge crossing on Brookside Road. II II 1 II I I 11 11 I II I II 6 Chapter 2 I SIGNS AND PAVEMENT MARKINGS A day/night sign inventory was conducted in Pearland, Friendswood, and Brookside. This Chapter contains general comments relating to deficiencies common to each City and then a detailed summary of specific conditions. The Appendix contains a separate computer listing of the complete sign inventory for each City. 11 The TMUTCD provides complete standards and specifications governing the construction and installation of traffic control signs. Prior to December, 1976, all Texas cities were required to meet these standards by January 1 , 1977. On December 28, 1976, the State Department of Highways and Public Trans- portation extended the deadline date for compliance to January, 1982 for signs. 1 With this change, the Cities and State will have sufficient time to update all signing. Not only should all signs be installed in accordance with the standards prescribed by the TMUTCD, but all locations which warrant signs should have them. The absence of a necessary sign can be interpreted as a negligent act by the City should an accident occur. The Tort Claims Act exposes the City to liability for damages resulting from collisions if it can be shown that the City was negligent or failed to utilize a proper traffic control device. Several Texas cities and many construction contractors have already been in court as the result of failure to have installed proper traffic control devices. 11 Therefore, Brookside, Pearland and Friendswood should make every effort to avoid liability by ensuring that their traffic control devices are properly I 1 7 I I installed and well maintained. Also, all construction plans should require Ithe contractor to install construction and warning signs according to the 1 TMUTCD. 11 SIGN INVENTORY A complete inventory of all regulatory and warning signs in each of Ithe three Cities was conducted during April and May, 1977. The information Ideveloped from this inventory includes sign type and size, location and condi- tion. The existing signs were also evaluated according to mounting standards. IThis information was compiled and recorded on computer cards. These cards have been provided to the Cities as well as blank cards with similar format for Iproviding a continuous record of all signs. Separate computer listings show Ithe status of all signs inventoried in each City. The following format was used in the inventory. (See Figure 1 and Appendix for actual listings. ) IICol . 1-13: Sign type Col . 62: Sign on Urban System Col . 14: Regulatory, warning Col . 63: Sign is all right II and school Col . 64: Maintenance required Col . 15-19: TMUTCD 11 Col . 65 : Sign post to be installed Col . 20: Quantity of signs on card Col . 66: Existing sign mounted 11 too low Col . 21-24: Sign Size Col . 67: Straighten post Col . 25-36: Street location I Col . 37-54: Street location Col . 68: Remove post Col . 69: Post is all right I Col . 55-58: Sign facing traffic ( NB, SB, EB, WB) Col . 70: Sight distance problem noted at intersection I Col . 59: Install new sign Col . 71-72: City Code Col . 60: Replace existing sign Col . 67-80: Remarks IICol . 61 : Remove existing sign 11 8 DIR. SISN SIGN FACE POST 6.1 I / SIGN TYPE MUTCD SIZE LOCATION LOCATION J J V H > W H J z0 y 2 f 2> Z Y O O zz.:12RW JYQ=O/-WYU' h U O Z y W _R�y O E_`J,y K O N U 000000000000000000000000000000000000000000000000000000000000000001100000000000000 12 3 4 5 6 7 8 9 10 11 12 1 14 15 16 17 18 1 2.21 22 23 24 25 26 27 2829 30 31 32 33 34 3536137 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 51 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 N 75 76 71 7879 80 111111111111111111111111111111111111111111111111111111111111111111111111111111111 I 22222222222222222222222222222222222222222222222222222222222222222222222222222222 41 333333333333333333333333333333333333133333333333333333333333333333333333333333333 m rn 444444444444444444444444444444444444144444444444444444444444444444444444444444444 D I r 555555555555555555555555555555555555555555555555555555555515555555555555555555555 y 6666666666666666666666666666566666666666666666 6666666666666566666 666I6666666666 771111171177 1 / 7711717777711711777 '11777.17777777711177711111711777777777117777777 88888888888888888888888888888888888888888886 8888888868811388 8888888888888888888 999999999999 ' 9999999999999999999999999999399995999919999939939995999999999999999 I \` GL . 2 3 4 5OB 6 E 1 80-19 10 11 12 I 14 15 16 17 19A D RD 1 2�21 12 234 14 25- 25M 27 28 29 30 31 3233 34 3536 37 38 39;0 „41 42 43 44 45 46 C 49 50 5}52 5::..,5 56..:f 1,4 6::.'h:61:4 566 6)68 6970 71 72 73 74 7576 17 78 7980} ST 111 CARDS TO BE KEYPUNCHED AND FURNISHED CITIES 0 / SIGN TYPE („:,( MUTCD (4,.."L( SIZE ( ... 11 K. I 13 14 15 19 20 21 24 1 / LOCATION LOCATION / 1 I 25 36 37 '.14 R ; A �. v 4a r P P O 1 r P 5 O ti 4: + ti O (+"/""(4:6(*KIK:1177°‘ .� 2 47 ! 0 y C' 4 SS 64 65 69 70 71 72 IINVENTORY NO. 77 SO i .... FIELD INVENTORY CARDS I I41 TRAFFIC ENGINEERS , INC. 4..0 I /, SNO 14UL R095•NODS TON.TSZ AS 77096 PHON■(715)5511 M14K 1 SIGN INVENTORY CARDS IFIGURE I 9 I I A continuous record of sign maintenance is important to the Cities , and when signs are stolen , damaged or replaced, the date of the change should be recorded on the back of the sign inventory card. The life of the sign can then be easily monitored. It is expected that good quality signs should have a reflective life of from seven to ten years. This maintenance record can be observed with proper record keeping and usage of the sign inventory cards. In practice, standardization of position cannot always be attained, because signs must in all cases be placed in the most advantageous position and must be accommodated to roadway design and alignment. However, signs on conventional roadways in urban areas shall be mounted at least seven feet above the pavement (5 feet in rural areas) . Where STOP signs cannot be located as 11 prescribed, supplemental pavement markings should be used. Traffic signs are damaged, knocked down , or vandalized on an almost daily basis. Furthermore, they are subjected to a variety of weather conditions resulting in continuous deterioration. It is particularly important that the Cities develop a systematic program to upgrade and maintain all of the traffic signs. The inventory and listings contained on cards provide an excellent starting point for the development of a permanent record system. Continued updating of this inventory can be continued by manually completing the blank cards in the proper format. Each six months, keypunching and a listing can be developed at the option of the City. Each card has a defined condition of the sign and its corrective action, if any. The following procedures should be used by each City during the sign replacement program plus the continued updating process . I 10 I I I Step 1 . Apply for sign replacement grant according to Table 1 for regulatory, warning and school signs (submit by Oct. 1 , 1977) . Step 2. Budget sign posts costs in City budget (Oct. 1 , 1977) . Step 3. Upon arrival of sign grant, obtain bids for signs (Dec. , 1977) . Step 4. Award contract and order signs. Upon delivery, inspect signs (Jan, 1978) . Step 5. Install signs according to sign inventory cards and according to TMUTCD. PRINT CITY CODE AND INVENTORY NUMBER AND DATE ON BACK OF SIGN (Jan. 1978 to Oct. 1978) . 11 Step 6. Complete new sign inventory card showing inventory number and date installed (Jan. , 1978 to Oct. , 1978) . Step 7. Verify City Ordinance for signing authority. Step 8. Request for State and Federal inspection. Step 9. Upon approval , request for sign costs reimbursement according to bids received. Posts and labor are not reimbursable. 1 The above suggested procedure can be modified but provides a general guideline to be followed. It should be understood that funds for the signs are to be on a reimbursement basis following complete installation. The misuse of four way STOP signs occurs in each of the three Cities. It is important that standards for such signs be established using the TMUTCD in order to provide for safety as well as eliminating unnecessary stops and reducing fuel consumption 11 Specific guidelines for the use of multi-way STOPs are listed in the TMUTCD. To warrant a multi-way STOP, any of the following conditions must be met: 1 . STOP signs may be installed at locations where signals are warranted as an interim measure prior to traffic signals being installed. 2. Where a traffic engineering investigation indicates that safety can be improved. I 11 f II 3. Where there have been five or more reported accidents within 12 months of a type correctable by multi-way STOPs . 4. Minimum folumes are required as follows : II 500 vehicles per hour for at least eight hours per day, including at least 200 units (pedestrians and vehicles) per hour on the minor street, with an average delay of 1 at least thirty seconds per vehicle during the peak hour. Multi-way STOPs do not often achieve additional safety but they Ialways result in additional delays and wasted gasoline consumption. An example of the gasoline consumption at a typical intersection in any of the 11 three Cities is described below: II o 0 0 0 o O II STOP o STOP Qi STOP crr T STOP T -4 STOP T STOP -69-/ -4 I 1,000 7,300 $3,650 -� MINOR ST. -0---� MINOR ST. --� MINOR ST. STOPS o 1 STOP STOP~ cn jSTOP STOP~ 'STOP o cc o 0 2 I DAILY YEARLY VEHICLE YEARLY FUEL 1 VOLUMES OPERATING COSTS COMSUMMED This example shows the loss in dollars resulting from unnecessary stops IIon the major street. When safety is involved, the cost feature is not important. .II However, when installations are made merely on the request of a citizen, a tremendous amount of time, money, and energy is lost. Because of these and other 1 factors, the TMUTCD has provided excellent warrants for justification of multi- way STOP locations. These warrants should be consistently followed. II II 3Source: Road User Benefit Analyses for Highway Improvements, AASHO, 1960, Table 1 . I 12 1 111 MISCELLANEOUS SIGNING ' There are a number of locations in each City which are hazardous to 1 traffic. The conditions at many of these locations are similar to those con- ditions which occur at the termination of a street. If a hazard such as a ' ditch, drainage canal , or similar obstacle exists at the end of a roadway, then it is the City' s responsibility to (1 ) provide advance notice of the con- dition and (2) provide a positive means of preventing a motorist from enter- ' ing the hazard. This responsibility can be met with advance signing, normally DEAD END, and a barricade at the hazard. Figure 2 shows a recommended con- figuration for such a condition. Exact locations for this action are listed 1 in the sign summaries for each City. Many residential streets are built with abrupt horizontal alignments which create 90 degree turns. Hazardous conditions can exist within these curves. Warnings must be provided to the driver to assure that speed is ' reduced as well as to warn the motorists of the direction of the curve. Figure 1 3 shows a typical signing installation for this condition and each sign inven- tory summary contains a listing for each City. The difference between the RIGHT TURN ( W1-1R) and the RIGHT CURVE ( W1-2R) relates to the speed limit and a deflection reading obtained with the "Ball-Bank Indicator". This procedure is fully outlined in the TMUTCD. The advisory speeds increments were deter- " mined using this procedure. Signing around schools is very critical , and details and listings of 1 the needed signing requirements are contained in the "School and Pedestrian Safety" Chapter. 1 ' 13 ® ® NEI 11111 11111 - 11111 MO 1111111 NM S I 111111 11111 N ME IIIIII MI MI r r INSTALL BARRICADE AND r (-1 �� PROPER SIGNING e: e ii , i_ ( A ,_, \\ \ INSTALL DEAD END OM -3 OM-4 WARNING SIGN fi MIN._t2'USUAL_ -H THE INSIDE EDGE OF THE MARKER SHALL BE IN LINE WITH THE INNER • ���01 EDGE OF THE OBSTRUCTION I RED STRIPE ;�"' : : : WHITE STRIPE • • • 'I n OM-3 ---- —-- OM-4 / Zt 1_ _ - - _ { 1 JI ki i - _- 1 11..._ BRIDGE GE EARANCE \_�� II 0 1 III 111 1111 al _t ALTERNATE "A" 6.MIN:IS. USUAL -�I ONE - WAY - 16 FEET OR LESS AI 1 TWO-WAY - LESS THAN 20 FEET OR LESS THAN 2 FEET WIDER THAN APPROACH PAVEMENT rl ��� -NY 41 I141FF1 F I.F.ERs I, ii 1SOIL 3-2 (MIN.1 ..,. ....... .. (ROCK I'-B (MIN I — ALTERNATE "BII "'_A.B. °` C �—NOTE TYPICAL BARRICADE : FOR • • • VOLUMET2LTEXAS MUTCDSEE N,C' AND OBJECT MARKER 1-4W I-6 WI- 7_ : : : .... I FIGURE 2 MN NM MI s M M - M MN 1 MI MI - NM - i I - UN SNOW ARRROP414iE SREEiI ,:, .:)CATI,'N <\411/1 . W I-I L WI-6 W 1 3- I �:Q A. V. WI-6 STREET GROUND LEVEL — C\C%^�e i_AP4b7 ♦ 7--. 4.M.i i " w10-I T L / �1 I WIO-2A 1 / • �f / Ittt 1 1 tutu- a WI0-2A 0 Q J. W 10 -I a ® 'T �' w Ili Cr SHOW APPROPRIATE SPEED /\ /FOR LOCATION II f 1. WI -IR I W 13 -I ' GROUND LEVEL 42 4:_* TYPICAL CURVE AND RAILROAD WARNING SIGNING -1 FIGURE 3 Ul 11 11 At-grade railroad crossings frequently create traffic problems ranging from vehicular delays to roadway maintenance. The railroad company is mainly responsible for the condition of the crossing and the installation of the railroad crossbuck (W1O-2A) . The TMUTCD states that this warning device shall be used at every railroad-street grade crossing. The crossbuck should be erected on the right side of the roadway on each approach to the crossing. The City should formally request the railroad company to provide the needed maintenance. In addition to the crossbuck signs, the RAILROAD ADVANCE warning sign (W10-1 ) and pavement markings shall be used in advance of every railroad cross- ing, even if protected by crossbucks or signals. The City is responsible for the installation of these warnings. Additional discussions relating to 1/ Pearland's crossings are discussed in the Circulation Chapter. A summary of each City's sign deficiencies is listed on the following pages. Figure 4 shows typical sign installation standards. Further detailed installations are contained in the TMUTCD. I I I 1 11 j 16 I NOTE : FOR SIGNS LARGER TITAN 30" LL. USE 2 5" PIPE SET IN iI CONCRETE MAJOR i ROAD ... .7 — — K '''`'IT--YELLOW SKIP STRIPE I .. r,,j,,,,I6' MINIMUM MINOR {\ I' MINIMUM 3 ROAD `r 6' TO 12' 2' PREFERRED _"", X i i — _2 i i ✓h W O 6 IruMINOR CROSSROAD I , .......Y ,„.--- YELLOW SKIP STRIPE wIP WHITE STOP LINE 4 Si ,4T 50' MA KIMUM 4 y I } 1 INSTALL STOP SIGN 6' TO 12' ITYPICAL SIGN POST INSTALLATION WIDE THROAT INTERSECTION I f516. 5/ I' I .. T� MARKED OR II II II M FILLE ��7 UNMARKED I' II I CROSSWALK {Ii 111111 .079 OR3 f/ - `_ SIDEWALK I TYPICAL BIND RIVET ==_==� ( OPTIONAL ) ,'MINIMUM�UM J.- - I.— i' MINIMUM I NOTES ON PAVEMENT MARKINGS I wH TE STOP BAR 1 I I STOP LINES ONLY TO BE USED WITH STOP SIGNS OR YIELD SIGNS. 2. WORD "STOP" ON PAVEMENT ONLY TO BE USED WITH URBAN INTERSECTION STOP SIGNS. 00. 0 TRAFFIC ENOINRRRS.INC. 'W aM IUL how iF iWIRaN.MXAt,MK I TYPICAL I SIGN INSTALLATION IIFIGURE 4 III 17 I I PEARLAND SIGNS AND MARKINGS I 1 . Pearland has installed a number of new signs and the most fra- il quent deficiency is the low mounting height. Many of the signs can be adjusted to the top of the sign posts without replacing the post. 2. Increase usage of the YIELD sign (R1 -2B) ; 36" is recommended where sight distance is adequate. 3. Curves or turns in the roadway should be signed properly such as: A. Knapp at Union Valley (RIGHT/LEFT TURNS) B. Dixie Farm Road at Willits (RIGHT/LEFT TURNS) C. Woodcrest at Winding Creek (RIGHT/LEFT CURVES) D. Taylor at Sleepy Hollow (RIGHT/LEFT CURVES) E. Green Tee Drive (VARIOUS CURVES) 4. Proper DEAD END signs and/or barricades should be installed at: A. Austin at Orange (BARRICADES) B. Pearland at Orange (BARRICADES) C. Isla at North End (DEAD END AND BARRICADES) D. Blum at Mykawa Extension (BARRICADES) 5. Install LARGE DOUBLE ARROW ( W1-7) at T-intersections where contin- uation would result in a hazard. A. Walnut at Texas H. Cunningham at Old Alvin B. Walnut at Pearland I . Halbert at Old Alvin C. Walnut at Austin J. Francis at Old Alvin D. Nottingham at Old Alvin K. Washington at Orange E. Westminster at Old Alvin L. San Antonio at Orange I F. Hampshire at Old Alvin G. Lynn at Cherry M. Pearland at Orange N. Austin at Orange 6. Reduce speed limit on Knapp between Mykawa to S.H. 35 from 40 MPH to 30 MPH based on roadway conditions. 7. Modify TRUCK ROUTES to include only S.H. 35 (Main St. ) , FM 518 (Broadway) and Knapp between Mykawa and Main. McLain and Magnolia routes should be designated as truck routes for the southern portion of the City. Eliminate truck routes on inadequate streets Iand in residential areas. 8. Remove substandard SLOW CHILDREN AT PLAY signs. These are not in conformance with the TMUTCD. I 18 I I 9. Remove unwarranted four-way STOP signs as indicated: A. Galveston at Orange - remove STOPs NB and EB B. Plum at Grand - remove STOPs N-S C. Plum at Old Alvin Rd. - School crossing D. Plum at Galveston - School crossing E. Byron at Randall - remove STOPs on Randall F. McLain at Walnut - remove STOPs N-S - 11 G. San Antonio at Pear - remove STOPs N-S H. Walnut at Old Alvin Rd. remove STOPs N-S 11 10. Stripe a dashed yellow centerline on Mykawa Road at Orange and remove ONE-WAY sign southbound on channelization. Replace sign with KEEP RIGHT. 11 11 . Change existing white dashed centerline on Pearland-Sites Road south of Magnolia to dashed yellow centerline. 12. Immediately install PAVEMENT ENDS sign on Country Club Drive north of Golfcrest due to hazardous condition of roadway. 1 I t 1 I 11 I 11 11 19 11 I TABLE 1 II PEARLAND SIGN REQUIREMENTS II REGULATORY AND WARNING ISIGNS MUTCD SIZE QUANTITY COST/UNIT TOTAL STOP R1-1 30 48 $19.50 $ 936.00 YIELD R1-2B 36" 76 14.50 1102.00 11 TEE INTERSECTION W2-4 30" 2 19.50 39.00 SPEED LIMIT 30 R2-1A 18"x 24" 3 10.75 32.25 SPEED LIMIT 40 R2-1A 18"x 24" 1 10.75 10.75 II SPEED LIMIT 35 R2-1A 18"x 24" 5 10.75 53.75 II R.R. ADVANCE W10-1 36" 4 27.00 108.00 DEAD END W14-11 30" 19 19.50 370.50 IRIGHT TURN W1-1R 30" 7 19.50 136.50 LEFT TURN W1-1L 30" 6 19.50 117.00 ADVANCE SPEED (15) W13-1 18"x 1811 2 9.00 18.00 ADVANCE SPEED ( 5) W13-1 18"x 18" 8 9.00 72.00 IIADVANCE SPEED (30) W13-1 18"x 18" 2 9.00 18.00 SINGLE LARGE ARROW W1-6 48"x 24" 4 24.25 97.00 II DOUBLE LARGE ARROW W1-7 48"x 24" 15 24.25 363.75 KEEP RIGHT R4-7 24"x 30" 1 15.50 15.50 IDO NOT ENTER R5-1 30"x 30" 1 19.50 19.50 CURVE LEFT W1-2L 30" 5 19.50 97.50 NO TRUCKS R5-2 24"x 24" 3 14.00 42.00 24"x 18" 3 10.75 32.25 IISTOP AHEAD W3-1A 30" 4 19.50 78.00 RIGHT CURVE W1-2R 30" 4 1.9.50 78.00 PAVEMENT ENDS W8-3 30" 2 19.50 39.00 INARROW BRIDGE W5-2 30" 1 19.50 19.50 NO DUMPING R10-7 24"x 30" 1 15.50 15.50 ONE-WAY R6-1R 36"x 12" 1 10.75 10.75 INO PARKING R7-1 12"x 18" 2 7.00 14.00 NO PARKING 8 - 5 R7-2 12"x 18" 3 7.00 21 .00 SCHOOL ADVANCE S1-1A 30"x 30" 14 19.50 273.00 SCHOOL CROSSING S2-1A 30"x 30" 4 19.50 78.00 IISCHOOL SPEED LIMIT S4-3 24"x 8" 4 8.00 32.00 ASSEMBLY (20) R2-1 24"x 30" 4 15.50 62.00 54-1* 24"x 10" 4 8.00 32.00 II SPEED (30) R2-1 24"x 48" 14 15.50 217.00 SIGN COSTS $4651 .00 II ESTIMATED POST COST 216 @ $10 ea. $2160.00 TOTAL $6811 :011- 11 * School hours 7:00 - 9:00 A. M. School Days II 2:00 - 4:00 P. M. 11 20 I I I FRIENDSWOOD SIGNS AND MARKINGS 1 . Many of the signs do not meet the seven foot mounting height standard required by the TMUTCD. 2. Numerous speed limit signs (14-30 MPH and 12-20 MPH) need replacement due to lack of reflectivity. 3. New DEAD END (W14-11 ) signs are required at eight locations. 1 4. Reflective object markers should be installed on the trees located within the roadway such as along Echo Avenue in the Quaker Landing subdivision. 5. Increased usage of YIELD signs is recommended where control is necessary and sight distance is good. 6. Unwarranted four-way STOPs exist at a number of locations. Recommendations are as follows : 11 A. Christina Ln at Mary Ann - remove STOPs on Mary Ann. B. Castlelake at Mary Ann - remove STOPs on Mary Ann. C. Stadium at Mary Ann - major school pedestrian crossing. D. Independence at Providence - remove STOPs on Providence. E. Parkwood at FM 528 - S .D.H.P.T. controlled - volume warrant. F. Leisure Ln at Winding Way - STOPs Okay. Offset intersection. 11 G. Woodlawn at Shadowbend - remove STOPs on Woodlawn. H. Laurel Dr at Shadowbend - school pedestrian crossing transition. I. Palmaire at Castle Harbour Dr. - remove STOPs on Castle Harbour. 1 7. Most of the streets are oriented in a northeast, southwest, north- west, southeast direction. For orientation of the sign inventory I FM 518 (Friendswood Dr. ) was considered to flow in an east/west direction for most of its length and therefore the street direction was related to the direction of flows as north/south and east/west. 8. All existing pavement markings are in accordance with the TMUTCD. Markings are used on the roadway to designate walking routes or bike routes. The school section of this report discusses these Imarkings and routes in greater detail . 1 11 1 21 II 1 TABLE 2 II FRIENDSWOOD I SIGN INVENTORY REGULATORY AND WARNING SIGNS IISIGNS MUTCD SIZE QUANTITY COST/UNIT TOTAL. STOP R1-1 30" 63 $19.50 $1228.50 II YIELD R1-2B 36" 54 14.50 783.00 NO TRUCKS R5-2 24"x 24" 9 14.00 126.00 18"x 24" 9 10.75 96.75 II SPEED LIMIT 20 R2-1 18"x 24" 12 10.75 129.00 SPEED LIMIT 30 R2-1 18"x 24" 14 10.75 150.50 RIGHT TURN W1-1R 30" 4 19.50 78.00 I LEFT TURN W1-1L 30" 4 19.50 78.00 RIGHT CURVE W1-2R 30" 1 19.50 19.50 LEFT CURVE W1-2L 30" 1 19.50 19.50 DEAD END W14-11 30" 8 19.50 156.00 II SINGLE LARGE ARROW W1-6 48"x 24" 2 24.25 48.50 LARGE DOUBLE ARROW W1-7 48"x 24" 4 24.25 97.00 II ADVISORY SPEED 15 W13-1 18"x 18" 4 9.00 36.00 ONE LANE BRIDGE W5-3 30" 1 19.50 19.50 II SCHOOL ADVANCE S1-lA 30"x 30" 16 19.50 312.00 SCHOOL CROSSING S2-1A 30"x 30" 2 19.50 39.00 SCHOOL SPEED AS- S4-3 24"x 8" 11 8.00 88.00 SEMBLY SIGN (20) R2-1 24"x 48" 11 15.50 170.50 II 54-1* 24"x 10" 11 8.00 88.00 SPEED LIMIT 30 R2-1 24"x 30" 9 15.50 139.50 SIGN COSTS $3902.75 IIESTIMATED POST COST $1200.00 TOTAL $5102.75 II * School hours 7:00 - 9:00 A. M. School Days .Y 2:00 - 4:00 P. M. II I 11 II II 22 I I ' BROOKSIDE SIGNS AND MARKINGS 1 . Generally, all traffic control signs in Brookside are substandard and are not reflectorized. The mounting heights do not conform to TMUTCD standards. The sign inventory listing on Table 3 1 shows the recommended sign program. 2. New speed limit signs have been installed throughout the City but 11 are not reflectorized. Replacement of these has been included on the Table. The most hazardous condition in Brookside occurs along Brookside Rd. where a narrow bridge exists within a reverse curve. A road also intersects at the bridge. Hopefully improve- !' can be accomplished to minimize this hazard including re- verse curve signs, advisory speed signs and narrow bridge signs. 11 3. The only four-way STOP location in Brookside occurs at the inter- section of Brookside Road and Garden. This location is directly opposite Brookside Elementary School . It is recommended that the trees and bushes be cleared west of the intersection to improve sight distance. Following this corrective action, the STOP signs on Brookside Road should be removed. School crossing guards can provide the necessary safety at this location during school pedes- trian times. 4. STOP signs provide uniformity of control throughout the City. 5. The faded white centerline pavement marking on Brookside Road should be changed to dashed yellow and solid through each curve. Reflective buttons can provide an excellent curve delineation at night. Request the County to stripe the roadway with the City furnishing paint and reflectorized materials. 1 6. Barricades should be installed at hazardous locations as follows : A. Max Road at Clear Creek. B. Garden Road at Clear Creek. C. Oakline at Drainage Ditch. D. Thornbriar at Drainage Ditch. 11 7. DEAD END signs should be installed at 12 different locations warn- ing the motorists of the termination of the roadway. 11 8. At least once a month the Police Department should conduct an inventory and sight inspection of signs as part of its patrol . This can be very useful in maintaining a proper sign program. I 1 23 I I TABLE 3 II BROOKSIDE 11 SIGN REQUIREMENTS REGULATORY AND WARNING ISIGN MUTCD SIZE QUANTITY COST/UNIT TOTAL STOP R1-1A 24" 32 $14.00 $ 448.00 STOP R1-1 30" 3 19.50 58.50 I SPEED LIMIT 30 R2-1A 18"x 24" 20 10.75 215.00 RIGHT REV. CURVE W1-4-R 30" 6 19.50 117.00 ADVISORY SPEED 15 W13-1 18"x 18" 2 9.00 18.00 II NO TRUCKS R5-2 24"x 18" 2 14.00 28.00 24"x 18" 2 10.75 21.50 RIGHT CURVE W1-2R 30" 2 19.50 39.00 LEFT CURVE W1-2L 30" 1 19.50 19.50 11 NARROW BRIDGE W5-2 30" 2 19.50 39.00 DEAD END W14-11 30" 12 19.50 234.00 SCHOOL ADVANCE S1-lA 30"x 30" 4 19.50 78.00 II SCHOOL SPEED LIMIT S4-3 24"x 8" 4 8.00 32.00 ASEMBLY (20) R2-1 24"x 30" 4 15.50 62.00 54-1* 24"x 10" 4 8.00 32.00 II SPEED LIMIT (30) R2-1 24"x 30" 4 15.50 62.00 SIGN COST $1503.50 ESTIMATED POST COSTS II46 @ $10 ea . $ 460.00 TOTAL $1963.50 11 * School hours 7:00 - 9:00 A. M. School Days 2:00 - 4:00 P. M. II II I II 11 I 11 24 Chapter 3 I I TRAFFIC SIGNALS Traffic signals impede flow, encourage certain types of accidents, and 1 reduce the capacity of roadways. In addition, during hours of high traffic volume when vehicle arrival rates exceed the rate of vehicles clearing the 11 intersection during the green signal interval , traffic congestion results . Even with these problems, traffic signals are necessary to modern traffic oper- ation because a more efficient system to merge two opposing flows of traffic at an intersection has not been devised. Traffic signals are not the solution to all traffic problems. In many cases, certain types of traffic accidents will increase following the installa- tion of traffic signals. In most cases , it can be stated that traffic signal installation provides immediate relief to the minor street at the expense of the major street. Upon the installation of a traffic signal , the capacity of a major street is reduced in terms of 1000 to 1200 vehicles per hour per lane to approximately 500 to 700 vehicles per hour per lane. Put another way, the capacity of a four-lane roadway with traffic signals is equal to the capacity ' of a two lane roadway without traffic signals. In spite of these disadvantages , Itraffic signals have become a necessity in the movement of traffic along major roadways such as S.H. 35 and along FM 518 in Pearland. The City of Pearland has four traffic signals while the City of Friendswood has only one traffic signal and the City of Brookside has none. Neither Pearland nor Friendswood is faced with the responsibility of installa- tion and/or operation of the traffic signals since they receive assistance 1 ' 25 11 1 from the S.D.H.P.T. A minute order dated July 1, 1975, established the policy iwhere the S.D.H.P.T. is authorized to install , operate, and maintain traffic signals on State Highway routes at highway-street intersections inside the corporate limits of a city having a population of less than 15,000 according to the latest Federal census. Under this authority, the S.D. H.P.T. provides assistance to the Cities of Pearland and Friendswood at each signalized inter- section. Based on the 1980 census population, budgetary costs for traffic signals will be dependent upon either City reaching a population level of 15,000. This chapter will provide an analysis relative to the existing traffic signals and provide recommendations for consideration in improving traffic flow through signalized intersections . TRAFFIC SIGNAL TYPES ' Because of the magnitude of their impact upon traffic flow, traffic sig- nals may be installed only after a thorough investigation as outlined in the ' TMUTCD, Section III. This investigation must show that the conditions exist- ing at the intersection meet the minimum requirements of the warrants pre- scribed in the TMUTCD. A brief summary list of these warrants follows. 1. Volumes 6. Accidents 2. Interruption of continuous flow 7. Systems 3. Pedestrian 8. Combination ' 4. School Crossings 9. Actuated 5. Progression Upon receipt of a request for the installation of a traffic signal , a full investigation should be made byeitherthe g City or the S.D.H.P.T. A 1 typical procedure includes the following: 26 I 1 1 . Schedule a traffic count to be conducted for a 12 hour period, such as 7:00 a.m. to 7:00 p.m. Be sure the peak hours are included. 2. Evaluate the traffic count and compare with the vehicle volume 11 warrants in the TMUTCD. 3. Develop a collision diagram for all accidents occurring at the proposed location during the preceding 12 months. If the intersection meets one or more of the warrants, then plans and cost estimates are developed for the installation of the traffic signal . To pre- pare plans , it must be decided whether the traffic signal is to be pretimed or traffic actuated. With fixed time equipment, the lengths of red, amber and green intervals for each approach are pre-programmed and do not vary regardless of traffic conditions . The traffic actuated equipment adjusts the green interval timings based on traffic data received from vehicle detec- tors placed within the roadway. A full actuated traffic signal has detectors located on each approach while a semi-actuated intersection has detectors only on the minor street. 11 It should be emphasized that the traffic actuated controlled intersec- tion should generally be of the isolated type and be programmed for maximum intersection efficiency with very little regard for progressive flow along the major street. Various techniques are available for the interconnection of two or more actuated controllers but their performance and expectations must be carefully designed, analyzed and maintained. FUTURE SIGNALS As outlined in the introduction to this chapter, requests for signals should be thoroughly investigated. The intersection of Galveston and FM 518 in Pearland has recently been justified under the warrants described in the I i 27 I I TMUTCD, and is presently programmed for installation by the S.D.H.P.T. In Friendswood, the intersection of Spreading Oaks and FM 518 is scheduled for signalization by the S.D.H.P.T. The intersection will be of the full actuated type and will provide maximum efficiency to this section of roadway. This traffic signal should include a pedestrian actuated phase since this serves as an important crosswalk to the school complexes south of FM 518. Presently adult crossing guards assist children crossing at various locations along FM 518, and one consolidated crosswalk can be located as outlined in the school chapter of this report. Other locations will become warranted in both of these dynamic Cities with their growing populations. The intersection of Country Club Road and 1 FM 518 as well as Woodcreek and FM 518 in Pearland are approaching traffic 1 signal justification based on the minimum vehicle warrant. Each intersection would be of the full actuated type and respond to traffic flow with loop ' detectors installed for each approach. Pavement widening should preceed signalization at both of these locations. iAs the City of Pearland completes the Walnut Street railroad crossing 1 at S.H. 35, a pretimed traffic signal should be interconnected to the Main Street system to form a progressive flow system. 1 Other locations in Pearland are generating traffic volumes sufficient for consideration of future signals but major geometric improvements must ' be accomplished prior to signalization. The intersection of FM 518 and Corrigan-Woody is fully discussed in this report and the elimination of the offset must be accomplished prior to signalization. In addition to that intersection, the intersection of Old Alvin Road, Magnolia and S.H. 35 south ' 28 i 1 of the City will justify traffic signals in the future but major roadway 1 realignment must take place prior to consideration of traffic signals at 1 that location. Along FM 518 as traffic volume activity develops around the shopping center area, additional traffic signals will be most likely justi- fied at the intersection of Sherwood as well as the intersection at Westminster. The interconnected traffic signal system should extend east to provide coordi- nated flow through these proposed signalized locations. As Walnut is opened across the railroad at S.H. 35, additional traffic will utilize Walnut as a bypass through Pearland and a traffic signal should be programmed in the future for the intersection of Walnut at FM 518. Figure 5 shows a typical span wire signal installation used in Pearland and Friendswood. Continued use of this design at future locations will pro- vide maximum uniformity. 1 i 1 1 1 1 1 1 1 29 SAG 11111: 01 - I SIGNAL MAY BE MOUNTED VERTICAL OR HORIZONTAL I - _ I o .1 10' DESIRABLE SIGNAL CONTROLLER .' MINIMUM FOR EACH INTERSECTION ' ROADWAY CURB OR PAVEMENT EDGE I SPAN WIRE MOUNTING ►RIA.A7.0 RVAV I1 k 8' MIN. __I SIGNAL MAY BE MOUNTED • VERTICAL OR HORIZONAL I 4. n O H n II OPTIONAL MOUNTING POLE OR GROUND _ FOR CONTROLLER 2 t MIN. I Ax. i ''i {:jt;j�•::':i;ij;<:i?.`; ::;:;;i;r:`+iiri:�i:++ei;:;i?'iifC:�;':{., 2"-3" PVC CONDUIT MAST ARM INSTALLATION TRAPPwigIC ENQINRRRS,INC. I ar :oufla+, 1wM TYPICAL SIGNAL INSTALLATION IFIGURE 5 I 30 1 I EXISTING SIGNALS - PEAR1AND A thorough inventory and analysis was conducted at each signalized intersection in Pearland. Findings are shown on the condition diagram along 11 with accidents and geometric improvements . The signal aiagram reflects inventory data while the other parts of the condition diagram point out acci- dent data and geometric improvements. The S.D.H.P.T. maintains four signal- ized intersections in Pearland. These intersections are : SIGNAL LOCATION TYPE OF CONTROL WARRANT AND DATE S.H. 35 at Knapp Road Full Actuated Minimum Volume - S.D.H.P.T. 10/30/63 S.H. 35 and FM 518 Fixed Time Minimum Volume - S.D.H .P.T. I S.H. 35 at Orange Fixed Time 3/26/68 Minimum Volume - S .D.H.P.T. 8/3/70 FM 518 at Old Alvin Road Full Actuated Minimum Volume - S.D.H.P.T. 8/21/68 As shown above, two of these signalized intersections operate in a pre-timed mode and two signals are operated with full actuated control . From the inventory of signal equipment and the observation of traffic signals in the system, recommendations were developed for progressive flow along Main Street (S.H. 35) and along FM 518. The traffic signal at Orange is presently being modernized to include protected left turns on S.H. 35. A 11 future traffic signal is planned for installation at the intersection of Galveston Road and FM 518. An investigation of the traffic flow through this system indicates that ' all of the traffic signals in Pearland should be coordinated and of the pre- timed type. A time space diagram of the interconnected system was developed 11 and is shown on Figure 6. A time space diagram represents a graphic version P 9 p of vehicles traveling along FM 518 and reflects the signal timing and offset 31 I value for each intersection. The time space diagram of the proposed system has been based on a 70 to 80 second cycle to include signals at Orange , Broadway and the future signal at Walnut along S.H. 35 as well as traffic signals at Galveston and Old Alvin Road on FM 518. From the time space dia- . 30 SEC. CYCLE P 12- 3 30- 4- 1-21 3- 1 pppPr WALNUT — 75 1,3 50 BROADWAY — Ailik30- 3-14- 3 13 3 1,9 9 0 ORANGE — IF- 2-35- 3- 2-21- 3- 1 20 40 60 80 751 TIME IN SECONDS 30 SEC. CYCLE OLD ALVIN RD. 45- 3- 2-10-15- 3- 2 891 I I 45- 3- 2-10-15- 3- 2 GALVESTON i (FUT UR El 1,440 9- 3-30- 3- 2-19- 3- 1 MAIN a4.0 0 20 40 60 840 67 TIME IN .5 41 I .IN1EM3 INC "i ..... TIME SPACE DIAGRAM PEARLAND ,TEXAS FIGURE 6 32 I I recommended that dual approach detectors be placed on S.H. 35 approximately 150 feet behind the existing loop detectors. The placement of dual loop detectors in this manner will provide for ample clearance times for the high speed vehicles traveling on S.H. 35 while at the same time avoiding an increase of the initial timing intervals. Installation of dual detectors can provide high priority to the non-interruption of traffic flow along S.H. 35 and can possibly decrease the frequency of the rear end collisions. 1 I I I I r 1 1 t I I r 34 I 1 EXISTING SIGNALS - FRIENDSWOOD The City of Friendswood presently has one full actuated traffic signal 11 located at the intersection of FM 2351 and FM 518. This intersection oper- ates with maximum efficiency providing for concurrent left turns on FM 518. 11 During the initial phase of this study, it also provided for concurrent north/south flow on FM 2351 . Recently the control was modified to provide for split phasing for north and south traffic. This is discussed in the recommendations relating to geometric improvements at the intersection along with additional improvements that are recommended for lane control . The 11 traffic signal is installed to the standards prescribed in the TMUTCD and no deficiencies were observed. The traffic signal operates so that each vehicle arriving at the inter- section actuates loop detectors in the pavement which extend the green inter- val for from three to five seconds. In the absence of vehicles on any par- ill ticular approach, that approach is skipped. The traffic signal at this intersection was warranted under the interruption of continuous flow warrant number 2, on August 21 , 1968. Refer to the condition diagram in the Accident Chapter for further detailed discussions of this intersection. 1 11 I I I/ 35 Chapter 4 I VOLUME AND CAPACITY Traffic volume represents the number of vehicles passing a given point 1 during a specified period of time. Traffic volume data constitutes a direct quantification of demand for roadway segments and can be aggregated to reflect 11 demand along an entire arterial street. This data is essential in all phases of traffic engineering and as such is the fundamental basis for formulating 1 decisions relative to the type and location of improvements to be accomplished within a roadway relating to control devices. The methods of obtaining counts vary according to their intended use. The methods of obtaining counts include manually recording volumes at inter- sections and mechanical recorders that automatically count and record data. 11 Mechanical recorders were utilized in each of the three Cities to determine 24 hour volumes on major collectors and thoroughfares in various locations throughout the Cities. Supplemental data was obtained from the City and ' from the State Department of Highways and Public Transportation (S .D.H.P.T. ) and is included on each volume figure. Each of the figures included in the report reflect traffic volumes measured over a 24 hour period and indicate two-way traffic flow on the roadway. 11 INTERSECTION CAPACITY Roadway intersection capacity is usually discussed in terms of vehicles per hour approaching a signalized intersection or vehicles per hour of I/ travel along a major roadway. The number of vehicles entering an intersection 1 36 1 I is dependent on many factors, some of which are fixed or semi-fixed. These factors relate to the width of the roadway, lane usage , percentage of trucks, type of parking, type of street, operations ( i .e. , one-way or two-way) and the percentage of turning movements. All of these factors must be considered Iin the evaluation of intersection capacity. The traffic signal itself is the most restrictive element in the evalua- tion of capacity because when it is red at least two approaches have zero capacity. Thus, the capacity of a signalized intersection usually determines the capacity of the arterial roadway. The intersection capacity necessary to achieve adequate "levels of service" that will permit every vehicle that enters an intersection from one approach to clear the intersection without waiting for one complete cycle is defined as the "level of service C". The levels of service vary from A to F and indicate the congestion level at an intersection. Under levels of service C, if vehicles must wait at an intersection more than one cycle length, then the intersection is said to be capacity deficient. A relatively similar classification exists with freeway operation with corres- 1 ponding levels of service ranging from A to F as shown on Figure 7. A capacity analysis was conducted at each of the signalized intersections in Pearland and Friendswood and compared to existing traffic volumes. Where this ratio exceeds 1 .0, improvements must be planned. These improvements may range from roadway widening to parking restrictions and other restrictive Ami measures . The volume and capacity table reflects the actual peak hour volumes at each signalized intersection. The ratio of existing volumes to capacity at each capacity deficient intersection is discussed within the following sections. I 37 I r 1. .n .,, f ... 1r.r` r 'OK j 4y I 0* LEVEL OF SERVICE A: Free flowing traffic, with LEVEL OF SERVICE D: Approaches unstable flow of no restriction on maneuverability and drivers traffic with drivers having little freedom to able to maintain their desired speeds with maneuver and operating speeds considerably Ilittle or no delay. affected. w. `er..: C An. ,ryyp -l . • • wit qy T wyr�" R! • d 4 `i ,, IF /I ..4.' f �► �: A �, ARINIONOW LEVEL OF SERVICE B: Stable flow of traffic, LEVEL OF SERVICE E: Unstable flow of traffic, 11 with drivers still having reasonable freedom with volumes at or near the capacity of the to select lanes and maintain desired speeds. highway, resulting in stop-and-go operation of vehicles. 11 ' . -f.ti ilk I �} ''.°.'-4'°' 4',3'-4-.-,P t tI"t3•°I°4'-;",4f:;'-',%',•';'."°1.r0t•,''7,. ' 3.' -,.—4 tie0%?-';,*',.`"-°,,:,-°,,.,,.,,4,,„,', ro s r 7 ter. .Alillilift Legrailf 1� •a _' " ILEVEL OF SERVICE C: Stable flow of traffic, but LFV L OF SERVICE F: Forced flow operation at drivers having restricted freedom to select their slow speeds, with stoppages occurring for short own speed, change lanes, or pass. or long periods due to congestion. ISOURCE: Highway Capacity Manual, 1965, Highway Research Board, Special Report 87. I HIGHWAY LEVEL OF SERVICE CONCEPTS il FIGURE 7 II 38 11 TRAFFIC VOLUMES - CA CITY - PEARLAD Figure 8 shows a traffic volume flow map for the City of Pearland. The major traffic flow is on S.H. 35 and reaches approximately 20,000 vehicles 11 daily. FM 518 traffic volumes approach 16,000 vehicles daily. The traffic volumes are then dispersed on various other streets. Orange Street carries almost 5,000 vehicles between Mykawa Road and S.H. 35. The following list shows a comparison of traffic volumes contained in the 1968 Master Plan and the 1977 traffic volumes. 11 LOCATION 1968 VOLUMES 1977 VOLUMES % INCREASE 1 . S.H. 35 - Broadway to Orange 14,000 20,081 43% 2. S.H. 35 - S. of Walnut 8,000 9,789 22% 3. FM 518 E of S.H. 35 8,068 15,890 96% 4. FM 518 W of S.H. 35 6,000 15,426 157% 11 These volumes show the tremendous traffic growth that has taken place in the City of Pearland. This expansion of traffic volumes will continue as development potential is realized. The principal problem that the City of Pearland should be considering in the future is that 20,000 vehicles on a major arterial street such as S.H. 35 will not be able to flow safely through 11 the City once many of the intersections are signalized. Additional measures , discussed in the Circulation Chapter, focus on future planning to handle these projected volumes. FM 518 (Broadway) is experiencing similar growth patterns with the commercial development which is occurring. The City of Pearland has five intersections where volumes were evaluated in terms of capacity. Each approach on FM 518 at S.H. 35 was evaluated plus I 39 I I ' \ 3,770 3 507 I "----7 1 2"510 „ . .. . , 2 . 4 321 - ° I . I - ! I , 3,040 4 95072 552 I . , , ..,.. ., . 20,081.,,',, , . I 670 I . - , .... , .... . ''''. <;°°°, ,*2'' ' 7 12,480 : . I , . , ... . ... .. ... .. . ' - 560 ..', 1,375 (01 4...,..• I ..,- . I . , . ,..., 1 080 ,......,74f.k 0°1 ... I1'1 I 1,625 \ , I .-,. --",::, .41. TR Arl IC ENGINEERS I 1.' . TRAFFIC VOLUME MAP , I ,....,. PEARLAND,TEXAS FIGURE 8 I . . 4 0 _ _ I Table4 showsthedata andcapacity approaches on S.H. 35. results of the capac ty analysis for each of the intersections. The ratio shows the most capacity deficient approach is the north-south movement on S.H. 35 at FM 518. Pre- sently, the intersection exceeds capacity by a factor of 2.25, and can be viewed as being 125% over its capacity level during peak hours. The other two approaches also exceed capacity with the westbound approach exceeding its capacity by 73% and the eastbound approach exceeding its capacity by 59%. S.H. 35 at Orange also exceeds its capacity by 5%. Geometric improvements must be undertaken at this intersection to improve each of the capacity deficient approaches. The Circulation Chapter discusses widening along FM 518 that must take place in the near future to Iprovide additional pavement width for protected left turn lanes. Additional improvements discussed in the Circulation Chapter relate to a one-way couplet involving Grand and Main and offers the best solution to solving capacity problems in the future. The intersection of S.H. 35 and Orange is presently being modernized to include left turn lanes and protected left turn signal intervals. The addition of the protected left turn signal phase on S.H. 35 at Orange does not increase the capacity of the intersection but, instead, decreases the capacity. The additional street width will increase capacity somewhat, but the increased capacity is offset by the decrease in the amount of traffic signal ' timing that will be allocated to through traffic. I I I 111 41 I I I TABLE 4 INTERSECTION CAPACITY II PEARLAND IIAPPROACH MAJOR ST, MINOR ST. ST. WIDTH G/C VOLUME CAPACITY RATIO IIS.H. 35 KNAPP 24 50% 850 900 0.94 S.H. 35 ORANGE 24 53% 1000 950 1.05 IS.H. 35(ST. ONLY) FM 518 24 20% 900 400 2.25 IIFM 518 OLD ALVIN RD. 22 60% 750 800 0.93 FM 518(WESTBOUND) S.H. 35 24 21% 714 410 1.73 IIFM 518(EASTBOUND) S.H. 35 24 20% 634 400 1.59 IINOTE: 1. G/C = GREEN SIGNAL TIME/CYCLE LENGTH I 2. CAPACITY IS DEVELOPED AT A LEVEL OF SERVICE C AS DEFINED IN THE HIGHWAY CAPACITY MANUAL-1965. 11 INTERSECTION CAPACITY il FRIENDSWOOD IIAPPROACH MAJOR ST. MINOR ST. ST, WIDTH G/C VOLUME CAPACITY RATIO I FM 518 FM 2351 24'+ 12' 50% 600 900 0.66 I IINOTE 1. G/C = GREEN SIGNAL TIME/CYCLE LENGTH II 2. CAPACITY IS DEVELOPED AT A LEVEL OF SERVICE C AS DEFINED IN THE HIGHWAY CAPACITY MANUAL-1965. II 42 I TRAFFIC VOLUMES - CAPACITY - FRIENUSWOOD The bulk of the traffic volumes within the City of Friendswood is con- tained on FM 518 and FM 2351 . At its western end, Friendswood Drive carries 8,280 vehicles daily and decreases to 4,360 vehicles near the intersection of FM 528. FM 2351 carries daily volumes of 12,550 vehicles northeast of Friendswood Drive. South of Friendswood Drive, traffic volumes on FM 2351 decrease from 7,570 vehicles at FM 518 to 2,400 vehicles at the City limits. FM 528 on the southeastern portion of the City carries 6,370 vehicles near Clear Creek, increasing to 8,520 vehicles at Chigger Creek. Volumes grad- ually decrease to 6,600 vehicles at the south City limits. Figure 9 shows traffic volumes that were collected during this study by the Consultant, the City and the State Department of Highways and Public Transportation. ' Friendswood has a full actuated traffic signal at the intersection of FM 518 and FM 2351 . During the study the signal green time for FM 518 was timed over a number of cycles and it was calculated that 50% of its allocated cycle length was provided to FM 518. Utilizing this percentage , the inter- section presently would operate well below the capacity of the intersection as shown on the capacity table. Table 4 reflects that the intersection has a capacity of 900 vehicles per hour and presently has an approach volume peak hour flow of 600 vehicles per hour. During this study traffic signal phasing was split between north and southbound traffic. This change pro- vides protected flow for each movement but does reduce the overall capacity ' of the intersection. Future plans should include a separate left turn lane on FM 2351 in order to separate left turn traffic from through traffic. When this is accomplished all timings can then be allocated to move traffic with I 43 I .,...., , ., -.:I .,.., ..„. ,_ ". ,? a may. t. \ , , I ., 8,.4 I2 e i . 4\44 3 890 ,,,,,, , „,, , ,. .,,,,, , 12,18 1, ''.. , , , I420 t ,, 9 r I I I I I IJTR 'FIC ENGINEERS. INC. I TRAFFIC VOLUME MAP FRIENDSWOOD ,TEXAS I FIGURE 9 44 1 maximum efficiency. In the absence of a left turn vehicle, additional timing can then be allocated to the major flow (FM 518) . Signalization of Spreading Oaks at FM 518 will have similar capacity ' levels and should not create problems for a number of years. 1 I I 1 1 1 S t t I i I I 45 I TRAFFIC VOLUMES - BROOKSIDE Fortunately the City of Brookside is not concerned with the equal traffic volume distribution along all the streets within the City. Major traffic volumes are contained on Brookside Road with a volume of 2,510 vehicles daily at Mykawa Road. North of the City on Mykawa Road, the traf- Ific volume is 3,770 vehicles daily. Knapp Road, which is outside of the City of Brookside but directly affects the citizens within Brookside, has a traffic volume of 3,507 vehicles at the railroad crossing. These traffic volumes are shown on the traffic volume map, Figure 8, for Pearland due to the continuous roadways between these two Cities. I I I I 1 I I I I I 46 C h a pter 5 I i ACCIDENTS Traffic accidents cost Americans enormous sums each year in terms of both property damage and personal injury and/or fatality accidents. The number of accidents continues to increase yearly in most cities. The probability of an accident occurring at an intersection is five times greater than at non-intersection locations and, as the percentage of cross street traffic increases, thereby increasing the number of two or more conflicting movements , accident occurrence increases. Therefore, it is manda- tory that officials of each City pursue every available avenue of remedial accident reduction action in order to provide the safest possible driving environment for citizens as well as visitors. A major portion of a City's responsibility in providing a safe traffic ' environment is to ensure that roadway geometric designs and traffic controls are adequate. When a location is the scene of five or more accidents in a twelve month period, it usually indicates that some deficiency exists. When five or more accidents are recorded at one location, a full investigation of ' accident circumstances is needed. The steps involved in such an investiga- tion include the preparation of collision and condition diagrams , an extensive field survey and a review of traffic count data, followed by a selection of possible corrective actions. The sequence of such an investigation is shown on Figure 10. Although it is unnecessary for a City to take each step indicated on 1 the figure , the primary parts of an investigation should be followed. Acci- dents should be located on a spot map prior to filing reports chronologically I 47 I MI 11011 MI MI 111111 1111111 1111111 1 1.0 ail allii Elie MI UNI MI Mil iii O STEP 2 STEP f .. i I- , STEP 2 STEP 4 - Tz .m II i FILE 1 . j t ._ RECORD ON SPOT NAP OBSERVE AND REVIEW ..�� .:....�.. 'i -:-..: L.,.::":- -'- :.-. ..._ :. I CODE AND DRAW COLLISION DIAGRAM ON SACK STEP 3 STEP 7 STEP a future STEPS I Ia.r 0000 two I LOCATION WAWA. AN I ! / I !MM. * 1 /\.7/ c(IDD 0 IIM II. 77-7-771 I I t�+ I COMPUTER I I IDENTIFY HIGH ACCIDENT LOCATIONS DATA PROCESSING FIELD CHECK AND REPORT TO COORDINATOR IMPROVEMENT DESIGN AND PROGRAM A i : TRAFFIC !MINERAL,INC. / IIfl)ON,'liwf,ma COLLISION SURVEILLANCE PROGRAM FIGURE 10 d a) I I or by location. Different colored pins should be used to designate auto- pedestrian and auto-bicycle accidents. Locations where accidents are a problem and where remedial measures are needed can be recognized easily and ' steps taken to investigate these locations more thoroughly. To keep an ongoing record of the accident locations and fluctuations, the map should be color photographed at the end of the year before the next year's map is started. In order to obtain data to analyze problem locations and to develop information on causative factors , collision diagrams were compiled. Collision diagrams are outlines of high accident locations that graphically depict the direction of travel of the vehicles and the nature of the collision, i .e. , right-angle, rear-end, etc. Condition diagrams were then prepared for those locations where geometric improvements could alter or eliminate some patterns of accidents. Condition diagrams are scale drawings illustrating all perti- 1 nent physical conditions at the location including traffic control devices and pavement markings, curb lines and roadway limits, obstructions to view, ditches and culverts, and adjacent land use. These diagrams for the high frequency accident locations for each City are included following the discus- sion of accidents pertinent to that City. They include site descriptions , 111 problem identifications, signal inventory, where applicable, and recommended corrective action. Tabulated next to the number of accidents at high accident locations is the accident rate for each intersection. The accident rate provides a relative measure of the accident potential for each intersection assuming the same volume of traffic travels through the intersection on a yearly basis. The rates are based on a value of numbers of accidents per one million I ' 49 I 1 vehicles. This value can occasionally pinpoint hazardous conditions that are not obvious from the first analysis of the intersection. Auto/pedestrian and auto/bicycle accidents are the most difficult to prevent and the most likely to result in serious and frequently fatal injuries. They most often involve either very young pedestrians and cyclists or senior citizens. A City-wide program of both driver and pedestrian awareness should be initiated in local media and through area schools. The motoring public needs to be educated to recognize the new pedestrian symbol signs . A diamond shaped sign showing a walking pedestrian with a double bar beneath him is the new sign for a pedestrian crossing location. This sign replaces the old , WATCH FOR PEDESTRIAN IN CROSSWALK sign. The most common pedestrian crosswalk 1 sign is the school crosswalk sign, which is pentagon shaped and shows two walking pedestrians with a double bar beneath them. Drivers also need to be reminded that the pedestrian has the right of way 1 the moment he steps onto the crosswalk. Public media should be used to stress driver caution in residential areas , around schools and in other areas of high 1 pedestrian activity. Pedestrian safety lectures should be given at the various schools to make students and younger pedestrians aware of safety precautions that are necessary when their activities conflict with vehicular traffic, the 1 location and recognition of crosswalks, and the necessity of using them. The American Automobile Association makes films and pedestrian safety information readily available to cities and schools. 1 1 1 50 I PEARLAND ACCIDENTS The accident surveillance and reporting procedures used by the Pearland P 9 Police Department are generally good. However there is an occasional problem when the vehicles have been moved prior to an investigator's arrival . ' In some cases , no attempt has been made to diagram the collision and there will be a note stating "no diagram, vehicles moved. " The accompanying written description of the accident may or may not be sufficiently detailed to ascertain 11 the direction of movement or to pinpoint the type of collision. The type of collision and direction of movement are as important as the time of day and pavement conditions when the accident is viewed from a traffic engineering standpoint. Repetitous patterns are clues used to diagnose intersection deficiencies. Therefore, it is critical that an attempt be made to reconstruct Ithe accident and detail contributing factors if at all possible. The diagram should be labeled "reconstructed, vehicles moved" when these circumstances arise. Pearland's investigating patrolmen generally do an excellent job of defining the exact location of each accident by giving the distance to the nearest cross street when the accident is not within defined intersection boundaries. rThe current system of filing accident reports in chronological order in folders containing twelve months of accidents has become rather bulky and cumber- some as the number of accidents has increased. It is recommended that a separate folder be used for each month. If the number of accidents continues to increase, the Police Department might wish to separate property damage, ' injury and fatality accidents each month. Coding and summarizing accidents by r 51 II IIlocation as shown in Step 2 on Figure 10 is not necessary until the accident IItotals increase substantially. The Pearland Police Department does not currently maintain an accident 1 spot map. It is recommended that a spot map be utilized and displayed where patrolmen can determine problem locations at a glance. Either pins or colored Idots can be used as accident indicators. Spot maps for 1974, 1975 and 1976 1 were developed and are shown on Figures 11 through 13. 1 ACCIDENT ANALYSIS An analysis of the locations in Pearland that recorded five or more acci- IIdents during the twelve month period from August 1 , 1976 through July 31 , 1977 Iwas conducted. These are as follows : # OF ACCIDENT IILOCATION ACCIDENTS RATE * 1 ) Main (S.H. 35) at Orange 26 2.85 2) Main (S.H. 35) at Broadway (FM 518) 13 0.99 1 3) Main (S.H. 35) at Knapp 11 1.28 4) Broadway (FM 518) at Old Alvin 8 1.21 5) Broadway (FM 518) at Corrigan 1 and Woody 8 1.90 6) Broadway (FM 518) at Country Club 7 2.03 7) Main (S.H. 35) at Magnolia, 1 Old Alvin and John Lizer 8) 7 1.44 Main (S.H. 35) at Pear 6 1.14 9) Broadway (FM 518) at Houston 5 0.82 10) Broadway (FM 518) at Austin 5 0.97 II *Accident Rate = No. Accidents x 1 ,000,000 = Accidents per A.D.T. x 365 Million Vehicles 1 Collision and condition diagrams with recommended improvements for the above 1 locations are shown on Figures 14 through 23. I I I 52 LEGEND : , 411 PROPERTY DAMAGE ONLY I , , A INJURY 0> FATALITY 4 I , , • * AUTO/PEDESTRIAN i + AUTO/TRAIN .„ .I . ,.. . . 4.". '.1 • !."' • II fb .,,i, ;`,, '''''„','.'` , ,. i'.. •-•"''..' :'-. -.: . ..", ' , , . . , . a ,, .v • --'.. Y' I 1 7., ,.,: , -.:.' '... i' '' '' ' '-e- ; :' If'4;1; • • L --'',..-1 .,-"."-; ,. ,-; .', f.f '''; --rf. ;.'', , ' ffif'1'4",lf.'00 I '; ,, , :=-.! 1- "'''' - ' * . ' ;11'- .'3,;:4,` , .-,•/e'''i ' ,i'`,,@,'1,1c,,,),' :-:',4 :::',,,.--.44 ,,,.-c • .,.,I,, '. 41 . ,J...- ,,, .,' ,I.,-- i - . -. ,, • == . • . _•,, I I . ,, ., , . . . . . , 1 1 A . 4* TRAFFIC ENGINEERS,INC i 4: , , . , , 0 1r • I 1974 ACCIDENT SPOT MAP I 1 , PEARLAND ,TEXAS , I FIGURE II ... , , 53 ....„. I . . I , :: ,� i , .. .,,Cfi-.,, L. E G E N D � � .. j • PROPERTY DAMAGE ONLY R INJURY � A t � * AUTO/PEDESTRIAN 111 • , O AUTO/BICYCLE m AUTO/TRAIN III ']1 IA 4. 1 40 'A: , : , -, 10 ,..,:: _ ,, ,, t -7; • 14 t,' c �) 7 ray a YS * t r 1 1 ; li 1 A ., 4 41 TRAFFIC ENGINEERS INC. r I s A 1975 I ACCIDENT SPOT MAP I PEARLAND ,TEXAS FIGURE 12 54 I • PROPERTY DAMAGE ONLY xti. INJURY � 4,..k. FATALITY if: I '� _ AUTO / PEpESTRIAN AUTO BIGYGIE TA � '; e 3 • .a s a et • �. 4 i i ",,,,,' ;' . 4,1 W.iiik, ,s, V ..11, �i, .rI. A• Q 6- • , (. il_ 1 A 0�. {� TR APPtC ENGINEERS INC. Ls i ,,, k 1976 ACCIDENT SPOT MAP IPEARLAND ,TEXAS FIGURE 13 55 I AUTO/PEDESTRIAN AND AUTO/BICYCLE ACCIDENTS 1 During the three year time period from January 1 , 1974 through December 31 ,• 1976 there were twelve auto/pedestrian and six auto/bicycle accidents in Pearland. One of the auto/bicycle accidents resulted in a fatality. All but six of these accidents occurred along Main St (S.H. 35) or Broadway (FM 518) , as can be seen on Table 5. There has been only one auto/pedestrian and no auto/bicycle acci- idents through July 31 , 1977. The one accident occurred on the parking lot at the high school . The usual pattern of either very young or very old accident victims is not evident in Pearland. Of the total accidents , only four were under ten years of age and the oldest was a 57 year old pedestrian. Seven accidents involved victims in the 10 to 20 age group and six in the over 20 bracket. The only fatality was an auto/bicycle accident on S.H. 35 involving a 23 year old male. The above statistics indicate that a media campaign aimed at school age pedestrians and cyclists as well as the adult population would be beneficial to the citizens of Pearland. Special emphasis should also be placed on con- struction of sidewalks and bicycle paths along S.H. 35 and FM 518 as well as on safe school routes detailed in Chapter 7. The expected increase in gasoline prices may result in greater pedestrian and bicycle volumes , and the City should take steps to provide areas where walking and bicycling activities can occur with minimum vehicular conflict. AUTO/TRAIN ACCIDENTS AND FATALITIES Pearland has experienced at least one fatality each year since 1974 with the exception of 1975 when there were no fatalities recorded. Two of the 1 56 I TABLE 5 AUTO/PEDESTRIAN — AUTO/BICYCLE ACCIDENTS IIPEARLAND AGE OF INJURY PEDESTRIAN 1 DATE TIME LOCATION CODE* OR CYCLIST TYPE 3/30/74 5:00 P 2410 Taylor Lane, A 13 Pedestrian 200' N. of McGinnis II 5/20/74 3:45 P Frances, 200' S. of C Not given Pedestrian North II 8/1/74 7:36 P 3904 Second St. , A 5 Pedestrian 300' W. of S.H. 35 10/1/74 5:30 A S.H. 35 @ Alice Fatality 23 Bicycle II 12/5/74 3:55 P 2222 Austin, Not given Not Given Pedestrian 250' N. of Jasmine 1/31/75 6:35 P FM 518, 71 ' W. of B 7 Pedestrian 11 Houston Avenue 3/30/75 12:55 P FM 518, 600' W. of A 7 Pedestrian 1 Old Alvin 8/30/75 11 :10 A S.H. 35, 20' S. of B 28 Pedestrian (Street not given) 11 9/11/75 12:10 P Main (S.H. 35) at B 30 Bicycle Pear 10/4/75 2:40 A Main (S.H. 35) B 14 Bicycle II25' S of Plum 12/19/75 8:26 A 2200 Main (S.H. 35), B 57 Pedestrian 150' N. of Jasmine II1/15/76 8:42 A Private Drive, B 35 Pedestrian 2400 Main (S.H. 35) S. of Broadway I2/1/76 6:51 P FM 518, 100' E. of B 16 Bicycle Westminster II 5/7/76 12:35 P FM 518, 25' W of B 15 Pedestrian Galveston 6/14/76 1 :30 P S.H. 35 (Main), B 48 Pedestrian 1 75' N. of Pear 9/13/76 5:35 P 2200 Cedar, 200' S A 9 Bicycle of Plum St. II 10/14/76 12:10 P 4400 Broadway (F.M. 518) B 11 Bicycle 200' E of Pearland St. 12/16/76 11 :35 A S.H. 35 (Main), 50' B 14 Pedestrian IS. of Broadway 1/10/77 12:43 P Parking Lot of B 18 Pedestrian High School I Injury Code: A - Serious Incapacitating Injury 9 J Y B - Visible Injury IC - No Visible Injury but Complaint of Pain II 57 I 1 fatality accidents in 1974 involved trains. Both of these accidents occurred iat the railroad crossing on Knapp Road. As mentioned earlier, one 1974 fatality involved a 23 year old bicycle rider on S.H. 35. The cyclist was southbound on S.H. 35 and the victim of a hit and run accident. The other 1974 fatality occurred on S.H. 35 south of Clear Creek when a northbound vehicle crossed the double strip, hitting a southbound vehicle whose driver was killed. There was only one fatality in 1975. It also occurred on S.H. 35, approximately 250 feet south of Alice Street and involved a northbound vehicle crossing the center line and colliding head on with a southbound vehicle. The driver of the southbound car was killed. One auto/train accident at the Broadway (FM 518) crossing occurred in 1975. The train involved was switching cars , and the railroad company had a flagman stationed at the crossing. The driver of the vehicle disregarded the flagman and was hit by a box car being moved. No serious injuries occurred. There have been four fatality accidents in Pearland during the first six months of 1977. Two of the accidents were rear end collisions . One occurred at S.H. 35 and Knapp Road, the other at FM 518, sixty feet west of Winding Road. Pavement conditions were dry in each accident and both occurred after dark. The third fatality accident happened on S.H. 35 , over 3000 feet south of Magnolia under foggy, nighttime conditions. The fourth fatality occurred on Broadway (FM 518) west of Austin at 12:10 a.m. Wet, slick pavement was a contributing factor in this accident. i I 1 58 I Fatality accidents are both tragic and difficult to prevent. All except the auto/train fatalities at Knapp Road occurred on either S.H. 35 or FM 518 where speed limits are high and lighting is not optimum. Widening and construc- tion of a two way left turn lane along both of these roadways should be a future consideration. Not only would it eliminate the rear end collisions where one driver is stopped to turn left but it would further separate opposing traffic, thereby reducing the chance of head on collisions. I I I I I I I I 1 I I I 59 M M 6 4 13 17 26 I in in 1 y kkfff ORANGE ;.__. _______.1113. + •IA + 1�T IA .IA III � .}I6 Y�1 o. 20 -• IA IA \ I 19 \ •-� • 1. 15 A IA i 11/ K I -- .. 4 4 +------------ 2 - t t 1 ACCIDENT CODE LEDGEND 11 11 ITj PDO - PROPERTY DAMAGE ONLY w ❑ A,B,C - INJURY TYPE 111 14 7 5 I ACCIDENT CONDITION OF DAMAGE/ NUMBER DATE TIME PAVEMENT INJURY CONTROLLER: CROI.I,E HINDS P.T. PCE-3000 ONE DIAL 1 9-1-76 1235 DRY 1-B,1-C TIMING: 0-53-59-62-92-97 RESET: 22. 2 9-6-76 1620 DRY POD CYCLE LENGTH: 80 SECONDS 3 9-10-76 2200 DRY PDO PHASE A: S.H. 3,4 9-11-76 1155 DRY POD REMARKS: 5 10-21-76 1300 DRY PDO 1. PRESLOT OPERATION RESULTS IN A 10 SECOND 6 11-4-76 0710 DRY POO DWELL AT THE RESET PIN WHEN THE MASTER III 7 11-29-76 1658 DRY PDO CONTE )LLER IS OPERATING ON DIAL 2 AND 3. 8 12-19-76 1057 WET 1-,4,i-B 2. SIGN/.. MODERNIZATION UNDERWAY. PROPOSED 9 10 1-3-77 1-8-77 1610 1329 DRYIlET 1-C 1-B PHAS;'G TO BE 20 DUAL LEFT TURN, P.T. 11 1-12-77 1945 WET PDO 1 2-17-77 1840 DRY 3-C 13 3-10-77 0155 DRY PDO • 11 3-26-77 1930 WET PDO 16 17 3-31-77 0900 DRY Poo iR WIDEN ORANGE TO 52' - 300' WEST OF 4:77 ioso DRY 2 A 1 B PDO INTERSECTION AND INSTALL LEFT TURN LANE. 4-21-77 1120 DRY POD 1`,1 p'1'� ^ 5-6-77 1700 DRY PDO ^? 5-20-77 1700 DRY PDO ITO 6-28-77 0641 DRY 2-C 1, 7-6-77 1230 DRY POD I 90 7-7-77 2200 DRY PRO 1 ^, 7-16-77 ll55 DRY PDO 7-19-77 1640 DRY 1-B W 'S 7-26-77 0020 DRY 1-8 a (DI a - 27 N/A a'-' a l I o f 1 1 a 01 ., J 1 R-4_W I, — ROW 111 1 S.H. 38 ❑ r { �,\ • i H. 11 1 r--i i 1• ' i R-O-W 6 o R O W NOTE: SIGNAL MODERNIZATION AND CHANNELIZATION III 20 SCALE60 IMiTTTlii ON S,H, 35 PRESENTLY UNDERWAY. 0 40 80 3, FEET '' 3' of IccAI TK o..h I(,.,E\(:�1\F,'EH`.o..1\('. INSTALL LEFT TURN LANE i T ' CONDITION DIAGRAM IIIPEARLAND, TEXAS FIGURE 14 1 60 I as a so II I Lc S.H.35 /, .C'S.H.35 1_ • 6 y.,1A NTERCONNECT it- 4 _�_gI IA IA e-+!A • II 9 p .—•2 2 Q 4-19 i I A 1 • 12 ► At. IA IA IA 11 3 r • I 7 10 ACCIDENT CONDITION OF DAMAGE/ NT'BER DATE TIME PAVEMENT INJURY CONTROLLER: MARE LITE P.T. 3 DIAL 20 DUAL LEFT TURN (M30) Il 1 9-22-76 1531 DRY DETECTORS: 2 L00:', 2 AMPLIFIERS (LEFT TURNS) 2 10-24-76 0700 WET P00 TIMiNS: 3 12-2-76 0200 WET TOO DIAL 1: 17-20-%5-28-30-33-36-40-44-46-67-71-73-94-97-99 4 12-16-76 1135 DRY 1-8 RESET 1 35% CYCLE LENGTH 80 SECONDS 5 1-14-77 1335 DRY PDO DIAL 2: 0-16-15-40-44-46-72-75-77-95-98 6 1-21-77 1350 DRY PDO RESET 1 35% CYCLE LENGTH 90 SECONDS I 7 I-22-77 1202 WET P00 OPERATIS: 7:00 A.M. TO 9:00 A.M. 8 3-2-77 1640 PDO DIAL 3: 0-15-10-41-44-46-67-71-73-90-95-98 9 10 3-25-77 4-20-77 1841 2020 WET DRY PDO P00 RESET 1 10% CYCLE LENGTH 90 SECONDS 11 4-29-77 2311 DRY 1-C i OPERATE S: 4:15 P.M. TO 6:30 P.M. 122 5-14-77 1553 DRY PDO WIDEN F.M. 518 TO 60 13 7-26-77 2130 DRY PDO \FOR LEFT TURN LANESIj1/ I EXXON TICK TOCK col' 11 R.R. SERVICE STATION I I GROCERY w �1 i I, 1 35 MPH ^ i I<` )- . I I I -a�41 R-O-W T I 1 n R_0 W 4 ...L. I Ik_ F.H. / S.H. 35 -I ��¢ z.v 1 _________ .. ..... . . . . . . . . . . . . . .„...._,_,_ _.= _ , ., .__.. „„.. „. I . . . • ,s r - } � ) W I • A GL�: PA KI R 0_W [;' iii I —� �� R-O-W 1- to BENCH U.S. ARMY Z ROOF OVERH4NG 0 ;� 1 q - RECUITING }w u - l 6 1 PEARLANt DRUGS 0 F' J 1; F 4 % o, 1 q Yt 1 I- .:1 r" /i TRAFFIC ...»�E1:�1�sEER.^r�R ICI' I 1, 1 12.0 20 SCALE 60 i 0 80 FEET 80 CONDITION DIAGRAM IPEARLAND, TEXAS FIGURE 15 I 61 I I 1 ll aDB LOOP z ,a.s„a-....- z I Y \S.M.35 =�, . S.H.35 is I A I I 4--4,--4 7- -F =5._ i r 06% LODP�J 2 2 00AY LOOP 8--r--+ 14 �G $ I A 3 SI- -- I I IA 0B LOOP I:=1 I ACCIDENT C•,:IDITIO3 OF DAMAGE/ I!".'DER DATE TL'1 TAV32`IT INJURY CONTROLLER: CROUSE HINDS-SOLID STATE-SFT 2 PHASE DUAL LEFT TURN-FULL ACTUATED 1 6-20-76 1540 DRY PDO 2 3-21-76 2395 DRY PDO DETECTORS: 6 LOOP - 5 AMPLIFIERS 3 12-1-76 1831 ACT 1-6 STREET SH 35 THOU SH 35 NBL SH 35 SBL KNAPP 45 12-8-76 1095 DRY PDO TIMING 0A OAX OAY 06 5 1'-i]-75 1750 WET PDO INITIAL IA 6 6 6 6 1?-27-76 1815 DRY PDX EXTENSION 4 4 4 4 7 2-ll-77 5002 0"Y 1 fatality,1-C MAXIMUM 60 30 30 30 g i-10-77 1415 DRY 1-6 AMBER 5 4 4 5 9 6-4-77 1010 DRY PDO ALL RED 2 - - 2 •0 5-19-77 2350 DRY 1-8,1-C RECALL ON OFF OFF OFF 11 7-26-77 01:0 DRY POO REMARKS: INSTALL EXTENDING DETECTORS ON S.U. 35. i o LRESIDENCE i nY x d ,Lp d d SOUTH PARK CEMETRY x x § x ---ZI-."." x R-O-W R 4 a x -x x x x o x i x x x xJ _ - - ;___:__ _-__ I S.H. 35 �, 1 • . * ` -0 EXTEND CULVERT j _ElHA LOAF .... INCREASE RADIUS 41-41 INSTALL¢A EXTENDING III INSTALL DA EXTENDING SAX LOOP `— ODAY LOOP DEFECTOR DETECTOR ;-' -1 11.-4.0A LOOP 4 - R4-44 i R_0N -0 000 I .o lot--/! VACANT o 13 FIELD . � a SCALE .,...,,....... .........». 00 II 411• TRAF E'FII' \GI\ERRS. IN, I 0 20 40 SO FEET I CONDITION DIAGRAM IPEARLAND, TEXAS FIGURE 16 I62 I 04, go 0 ." ass illZ F.M.518 -v'''F M.518 a , IA r. �« IA LOOP DET, • IA IA 3 � ..O 4 OP DET. IA IA III ],}I/ 1('X\\\\ — IA R P F-s sP ACCIDENT CONDITION OF DAMAGE/ 11BE DATE_ TIME PAVEMENT INJURY CONTROLLER: ECONOLITE SOLID STATE D2005 1 9- 15 3-16 15 DRY P00 20 FULL ACTUATED 2 9-1 -76 115 DRY I-B DETECTORS: 2 LOOP, 2 PRESSURE PADS 3 I1-19-76 1646 WET PDO STREET FM 518 OLD ALVIN 4 12-14-76 1446 WET P00 TIMING BA EB 5 12-31-76 1225 DRY PDO INITIAL 26 6 111 6 1-19-77 0920 DRY PDO EXTENSION 4 4 7 2-15-77 1030 DRY PDO MAXIMUM 60 60 R 3-11-77 2152 DRY 1-6 AMBER 3.25 3.5 9 3-13-77 1951 DRY P00 ALL RED 1 1 10 6-12-77 1210 WET PDO REMARKS: COORDINATE SIGNAL WITH NEW INSTALLATION AT GALVESTON ROAD. /I I CONSTRUCT RIGHT TURN LANE O 150' NORTH OF INTERSECTION --� �O VACAJT BLDG, ys 9 -PI,N�G ,\ ti I ` ‘ 4 '' —T — tSCHOOL - 30 MPH (1 ( F.IYV. 518 INSTAL ' 'CROSSWALK 3 N I CONSTRUCT ISLAND FOR PEDESTRIANS i 4 , Y \',A-4 3 LOOP DET LOOP_IET, — `•3sJ'�sy' ul o - _ v I-w III co W 1 .a O • _ --__{ --- 4 ------- if CIOP\ ass GI P \ /ACANT PHILLIPS 66 d SERVICE 4► A TRAFFIC ENGINEERS IN('. STATION \\ 4::► ..e..,,,.,....,. a.......,a. 111 SCALE 20 60 0 FEET B0 CONDITION DIAGRAM IPEARLAND, TEXAS FIGURE 17 I 63 I 8 III F.M. 518 3 ACCIDEN- CONDITION of DAIVIGE/ 6886EP DATE TI"f PAVEN N INJURY • • I 1 10-27-76 17:; DRY POC /� } „ } 2 10-27-76 07C. DRY PDC le-4— O 3 12-14-75 07:D WET one q /} 4 2-12-77 1650 DRY PDC, 9 � 5 2-22-77 1832 DRY POO 6 4-7-77 1642 DR,' PDO 7 5-25-77 1825 DRY PDO 8--*--a. _ i Z 7-11-77 1423 DRY Ppn O "ci n I 8 3 I 0 0 V _,) L.... PEAR \-- .) \, r I , ^ ,-,r II RESIDENCE O sr =m I- m ¢ =o u 8 J O CC I- - W• I .0 W Q G °4 L 0 ,-,-,L,-, ili W 0 oZ i J 3 W ¢ W CD J I--Q c x K I - - -i -'1 T om / \- ._ .F.M 518 N'*,. A= up� H .--I c,,, II LIA CcC I _ .... �_.� �.:_ilia owip Woo.... - �_ +..w rr.... ...w. `- .ygi:+P Ii....i`...r......iLL-.rc.v4.+K:yI.�410*4i ww..r\ 3 0 0 / O¢ # �Y \V' x / 0 0 m I I 111 u II __ i PAVED AREA 9oN x LL Z .n N i I' I I ti ? I VACANT I 1 Qzzi , 1 cc / t o I I I / 1 V / / 2 / 1 1/ / ti / WASHITERIA 7-11 STORE =o ¢/ // N W / z AlA TRAFFIC ENGINEERS INC cc SCALE I 20 60 it¢ 40 0 FEET 80 CONDITION DIAGRAM IPEARLAND,TEXAS FIGURE 18 I 64 I CKm 0 U F.M.518 i �� ACCIDENT CONDII DAMAGE/NUMBER OAT' TIME PAVEMEFIiION OF DAMAGE/ INJURY I 8-19-7E 0710 DRY PDO 2 10-13 1635 DRY PDO 4�� 3 /6.� 3 11-22-7, 1606 DRY PD0 j 12-30 ". 1345 DRY PDO 5 2-25-7- 1922 DRY 2-A,1-8 I 6 5-1-" 1757 DRY PD0 2- _� 7 1-16-" 2322 DRY 1-B,I-C ). IH I W m J I IM V 1 } f U-TOTE-M H Z C VrICANT U GAS i I Lo of o —0 l� T _ F.M. 518 77,3 I -- intuit PO INSTALL DOYJWL SOLID YELLO L.L.n I INSTALL SOLID WHITE - -- .. �..._. �.. �+ c Y ,• INS A �� pllp rf1#ou c s. 1 J 1 0 • -it- I N_ n THRU TRUCKS PROHIBITED > IREPLACE T o FUTURE TRAFF:'.. SIGNALS a VACANT VAL NT I 20 SCALECr i . 0 40 80 m 1 FEET J NOTE: 1. SITILAR WIDENING RECOMMENDED I FOR INTERSECTION OF FM 515 AND WOODCREEK I :: TR.FFI: ENGINEERS INC II I CONDITION DIAGRAM IPEARLAND,TEXAS FIGURE 19 I 65 111 .Q 111 Qo 4P S.H. 35 2 4 ACCI ENT CONDITION OF DAMAG'/ Z Q NO0 DATE TIME PAVEMENT JIGD I]{y i i/t_ �� 1 11-6-76 0146 DRY PDO i 11-14-76 0210 WET PDO 3 12-5-76 0135 DRY 1-A,1-C 4 616-77 2015 DRY 1-C 5 6-16-77 2015 DRY 2-8,1-C III 6 7-20-77 1626 DRY POO 7-23-77 2054 DRY 2-C N OHO -............ `� Iz H RD. O PRCVIDE REALIGNMENT III STOP OF OLD ALVIN RD, i t INSTALL / // INSTALL _I / // /// DOUBLE SOLID YELLOW Ias x . .�aY�a►�s DO NOT ENTER __ __ _ �^ INSTALL YIELD 3H w�INSTALL Q, in ino y Q i = ,\Z// Coa A. O 111ST,)//) c, Ir IPROVIDE REALIGNMENT OF MAGNOLIA �� TRIM TREES FOR SIGHT DISTANCE X I (// STOP I \A. •{,--- -INSTALL • k\ 0 �? JOHN LIZER RD. r44 _-_ ---_ x x k stop \_THRU P+LICKS PROHIBITED ��X ` R'=PLACE SCALE 20 80 I� X 0 40 FEET / 80 I j x •::0 UPON SIGNALIZATION WIDEN S,W, 35 TO 60' I CONDITION DIAGRAM IPEARLAND, TEXAS FIGURE 20 66 I n M 2 N PEAR I ACCIDENT CONDITION OF (',JURY `jl\4\ iIUMBER DATE TIME PAVEMENT L'IJ URY 1 9-10-76 230: DRY POO 2 11-8.76 18.: DRY 4_1PD0 � 3 11-10-76 090:; DRY PDC 3 J I 4 11-12-76 i2'_ DRY 1-C 5 1-13-77 07 ; WET PDD I 6 2-26-77 090C DRY PDT 5 2 1 I //�\INSTALL SOLID YELLOW 1..2 / \ INSTALL DASH YELLOW w i(� U_ III 2 w N _ w z 0 a SERV, STA, i a II/ CD CD cL REMOVE OLENANDER BUSHES 11 FOR SIGHT DISTANCE Y 1 f J L , o �1STOP PEAR -4.--_-: /INSTALL TWO WAY LEFT TURN LANE ROAD TO BE CLOSED FOLLOWING — OPENING OF WALNUT, INSTALL DOUBLE (STOPS SOLID YELLOW REPLACE• ''- v4 1 =Ire ; -1 ;� fr fLI o at 71 if IL O cc 3 SCALEcc Fr)20 60 11: w • 0 40 SO = xe FEETczi W+-+wce o w 41 I Iw TRAFFIC ENGINEERS INC .a47 ca it l r F FUTURE: CONDITION DIAGRAM PAVE SHOULDER FOR TWO-WAY LEFT TURN EXTENSION THROUGH WALNUT ST. IPEARLAND , TEXAS FIGURE 21 I 67 i A CO 0 O = F.M.518 It— ~� ACCIDENT CONDITION OF DAMAGE/11 _ i NUMBER [:,TE TIM� PAVEMENT INJURY 5 1 8-11-76 1540 DRY PDO • 2 8-ti-76 16:D DRY PDO 3 1-28-77 1712 DRY 1-b,1-C 4 3-22-77 11'7 DRY PDO 5 6-30-77 112: DRY PDO I I I Z O I— CO 0 O PEARLAND HARDWARE I STOP RAISE HEIGHT M.H I R-O-W a - R-O-W SIDEWALK P.M 51I 8 IA *� __ -','"\------- NO PARKING ,,.. .. Ocn 11 125- 0o z tic LnI- ill E �w J cam I..ASHING s LL ADVANCE SCHOOL +..a..aI - "' u«,:u'.... ..... ;i.is3 iG14}l. _{tt.v eL. ....,..,....•-;:.....�z':_�-,-41:s.-._.... .Wc , STOP R-O-W :1; RAISE HEIGHT i R-O-W I -0' -0k x x PEARLAND 0 BEAUTY SALON x BURNED DOWN PRINTER STORE DAIRY MART RESIDENCE I :: TRAFFIC ENGINEERS. INC. 4::* ..e. SCALE . .,....« 20 SO FEET 40 CONDITION DIAGRAM 1 PEARLAND, TEXAS FIGURE 22 I 68 I II z y F,M.518 __ ACCIDENT CONDITION OF DAMAGE Q NUMBER DALE TIME PAVEMENT INJURY_ 1 2 8- -76 1610 DRY PDO 9-1d-76 1210 DRY PDO 3 11-1'1-76 0703 WET PDO 4 1-:7-77 1618 DRY PDO /7"................... 5 5 6-1i-77 1236 SET PDO -I IPEARLAND REMODELING COMPANY W [n I 0 x c. QJ - ~ I I_ /D0:0TENTER INSTALL a I\ STOP \� ;-- CHERRY ,� / I I RECOMMENDED ONE WAY . ...................... STORE _ c,-t DO-NOT-ENTER srop, `-+ III INSTALL VACANT tO.ref F M%� III (` ��FS O E0. M i i fr 50.0� v�v y✓ �,!` p,0.P r' j. ,,• y NOTE: FM518 SCHEDULED FOR WIDENING TO 40' i RESIDENCE /� TV SERVICE r1 / /f r1 ��R`l !f N PRE 6P 20 SCALE ' o60 / 0 40 So / FEET I //. - 41 TRAFFIC ENGINEERS N INC. I CONDITI ON N DIAGRAM IPEARLAND, TEXAS FIGURE 23 I 69 I FRLENDSWOOD ACCIDENTS The accident surveillance and reporting procedures used by the Friendswood Police Department are excellent. Care is taken to record the conditions under which the accident occurred, to illustrate the type of collision, to pinpoint the location and to note anycontributingfactors. These are all important aids to determine corrective action needed when viewing the intersection from a traffic engineering standpoint. 11 Friendswood's current system of filing accident reports in chronological order in folders containing twelve month 's data has become somewhat bulky. It is recommended that a separate folder be used for each month. As the number of accidents increases , the Police Department might wish to separate property damage, injury and fatality accidents each month. Coding and summarizing 11 accidents by location as shown in Step 2, Figure 10 is not necessary until the accident totals increase substantially. The Police Department currently maintains a spot map that is updated regularly. This procedure should be continued for visual awareness of problem locations. Spot maps for 1974, 1975 and 1976 were developed and are shown on rFigures 24 through 26. ACCIDENT ANALYSIS Locations in Friendswood that recorded five or more accidents between July 1 , 1976 and June 30, 1977 are as follows: I I I 70 II ... 1 , ,.....,/, I I ,4•T'i.:'" C, Ci LEGEND ,`•':"''-'4‘ • PROPERTY DAMAGE ONLY I ,,,,----7; ,.' '. ,,f' .7, (1. ' , ,k:::' /`.3 `,"•-•' '''' ,,,,, ', A INJURY 4 FATALITY .;•I ,,,,\,,,,,,4: _ _ :11 AUTO / PEDESTRIAN ,,, • II AUTO / BICYCLE , • ,, •.t. ''\ N 1 `,,, 'N ' < :"'',:.."'"..„''''<,4,„•;:.:\T;'''', „,,-o.,• ,,,,,.,,, I I I ,:. I I I •?, . , I , ,0,...,TRAFFIC ENGINEERS• INC lr 7:::::=.7",•-'''- ill , , 1974 I ACCIDENT SPOT MAP .. 11 FRIENDSWOOD ,TEXAS FIGURE 24 71 I v l4 cei-.,14., LEGEND .( • PROPETY DAMAGE ONLY A INJURY FATALITY -, �` * AUTO / PEDESTRIAN ' ' p AUTO / BICYCLE I N I I , :i.,,,,, I I b DJ 41 TRAFFIC ENGINEERS, INC. Q ► 1975 I ACCIDENT O SPOT MAP 1 FRIENDSWOOD ,TEXAS FIGURE 25 I72 I cr'' .,. 1 I dy;-�- LEGEND 19 • I 3; ay • PROPERTY DAMAGE ONLY °%. INJURY �� • � 0 FATALITY . 4.t +� ? •• 0 AUTO / BICYCLE p 11 d Y I 1 � 4 I 1 I 1 I I I y TRAFFIC ENGINEERS INCi / 1976 I ACCIDENT SPOT MAP FRIENDSWOOD ,TEXAS U FIGURE 26 73 I NUMBER OF ACCIDENT LOCATION ACCIDENTS RATE* 1 . FM 528 at Edgewood 14 1 .55 2. FM 528 at Briarcreek 7 2.19 3. FM 518 at FM 528 7 1 .79 4. Sunset at Falling Leaf 7 4.41- 5. FM 518 at Chelsea/Dunbar 6 1 .78 6. FM 528 at Old Road 5 3.14 *Accident Rate = No. Accidents x 1 ,000,000 = Accidents per A.D.T. x 365 million vehicles Collision and condition diagrams with recommended improvements for ithe above locations are shown on Figures 27 through 31 . AUTO/PEDESTRIAN. AND AUSQ/BICYCLE ACCIDENTS During the three year period of 1974 through 1976 there were five auto/ pedestrian and four auto/bicycle accidents in Friendswood. These accidents are detailed on Table 6. All of these accidents occurred during daylight hours and, fortunately, none resulted in a fatality. The accidents follow the nationwide pattern, with most involving young children. With the exception of two auto/bicycle accidents on Brandywine, the others occurred in areas scattered throughout the City. The lack of sidewalks and the narrowness of many of the City's streets are undoubtedly contributing factors in the accidents; however, most involved judgment error on the part of the pedestrian or cyclist. During 1976 there were no auto/pedestrian accidents in Friendswood although two auto/bicycle accidents did occur, neither of which involved serious, incapa- citating injuries . Most credit for the existing safety of Friendswood' s younger pedestrians and cyclists must be attributed to active citizens involved in the school safety route program. Originally designed to provide safe school r r 74 I I TABLE 6 AUTO/PEDESTRIAN - AUTO/BICYCLE ACCIDENTS IIFRIENDSWOOD AGE OF INJURY PEDESTRIAN I DATE TIME LOCATION CODE* OR CYCLIST TYPE I 5/6/74 7:30 A FM 518, 143' S. of C 18 Pedestrian Lottie Lane II 6/25/74 12:25 P 315 Brandywine, A 4 Bicycle 200' E of Dover Dr. 11/29/74 11 :40 A 200 Winding Road, A 6 Pedestrian II 110' W. of Mary's Creek Bridge (private property) II 12/21/74 5:58 P Friendswood (FM 518) at C 11 Pedestrian Edgewood (2351 ) (private property) II5/14/75 12:38 P 507 Mary Ann, 75' SE A 5 Pedestrian of Castlelake 11 7/4/75 10:20 A S. Friendswood (FM 518) , B 40 Pedestrian 1200' N of Shadowbend B 2 Pedestrian II 10/24/75 5:51 P Edgewood (FM 2351 ) , 131 ' C 11 Bicycle W. of Brigadoon II9/11/76 2:51 P 400 Brandywine B 7 Bicycle 12/10/76 7:45 A Friendswood Dr. (FM 518) C 9 Bicycle at Shadowbend I *Injury Code - A - Serious Incapacitating Injury II B - Serious Visible Injury C - No Visible Injury but Complaint of Pain II II 11 II 75 11 walking routes for school age children, it has had tremendous impact on both children and the motoring public. Pedestrians and bicyclists are so condi - tioned to using marked areas for their activities that these patterns have become established and are used even during the summer months . While many of the pedestrian routes are areas marked on pavement originally designed for vehicular movements, plans exist for additional off-street paths. The City of Friendswood should consider the possible use of Community Devemopment Funds or other sources for financing the paths already planned as well as others wherever sufficient right-of-way exists or can be obtained. A high 9 Y 9 priority should be given to construction of an off-street path along Edgewood (FM 2351 ) . I FATALITY ACCIDENTS 11 Friendswood has recorded at least one fatalityaccidentper year for ' the last three years . Two fatalities were recorded in 1974. One occurred at the intersection of FM 528 and Sunmeadow Blvd. , and the other at the inter- section of FM 528 and Lottie Lane. Both accidents were head-on collisions with loss of vehicle control being the cause of both. Two fatality accidents also occurred in 1975, one at FM 518 and Winding Way and one at FM 528, 150' east of LaFair Drive. The accident at FM 518 and Winding Way involved a motorcycle and an automobile, with the motorcycle driver turning left into the path of the automobile. The second fatality occurred at the "S" curve when the driver of the eastbound vehicle failed to negotiate the curve and hit a westbound vehicle head-on. Both drivers were determined to have been intoxicated at the time of the accident. Plans are currently underway 1 76 11 to improve roadway conditions at this curve and to lessen the possibility of future accidents occurring. ' Only one fatal accident occurred in 1976. This accident happened at the intersection of FM 518 and Old Road under damp, foggy conditions and involved ' only one vehicle. Friendswood has recorded three fatalities thus far in 1977. One of the accidents occurred during the time this study was in progress and involved a motorcycle and a vehicle. The driver of the motorcycle ran a red light at the intersection of FM 518 and FM 2351 and hit a truck. The other two fatal accidents both occurred on FM 528, one 180' east of Windsong Lane and one 3/4 mile east ' of Lindy Lane. The accident near Windsong was caused by one driver attempting to pass with insufficient clearance. The one east of Lindy Lane involved an 11 automobile and a three wheel motorcycle. The driver of the motorcycle was in the wrong lane. ' Fatality accidents are both tragic and difficult to prevent. Each of ' the ones occurring in Friendswood involved driver error, and all occurred on either FM 518 or FM 528 on fairly narrow sections of the roadway. Widening of both and construction of either a two-way left turn lane or a median should be considered in the near future. This will separate opposing traffic, facili- tate lane control and reduce the possibility of head-on collisions . 77 1 I I 4 I in N / I 3 N 2 ID Li..: I + cob )1.--* F.M. 518 1 li F.M. 518 3 • 6 4 5 9 j . .. . 12 I ACCIDENT NUMBER DATE TIME CONDITION OF DAMAGE/ PAVEMENT- INJURY CONTROL_il R: CROUSE HINDS MODEL OFT 1 7-2-76 1540 DRY PDO DETECTCF7 : 6 LOOP (DECATOR) 2 9-30-76 0755 DRY 1-C GREEN CONFLICT MONITOR I 3 10-19-76 1627 WET PDO TIMINGS : 0 A 0 AX B AY BB 4 10-30-76 2020 DRY POD STREET FM518 LEFT LEFT FM2351 5 11-25-76 1135 WET ODD INITIAL 8 4 4 8 6 12-6-76 1740 'JET PDO EXTENSION 4.5 5 3 2.7 7 12-22-76 1255 DRY PDO MAXIMUM 60 15 1R,5 24 8 1-10-77 1235 DRY 1-B AMBER 3.5 3.5 3.0 3.0 9 1-26-77 1810 DRY 1-C ALL RED 2 2 2 10 2-20-77 1510 DRY POO 1 REMARKS 11 2-27-77 1705 DRY PDO :...- PECAN 1. S,( CONDITION DIAGRAM FOR GEOMETRIC 12 6-19-77 1500 DRY 2-L I(4ROVEMENTS. 13 fi-23-77 2000 DRY PDO2. CN'N-ROL SYSTEMS OPERATES EFFICIENTLY -1" 6-25-77 1540 DRY P00 'IDES ARE SCHEDULED BY S.D.H.P.T. FOR R--NIDEN ROADWAY S'I ITTING NORTH-SOUTH MOVEMENT. 3. F,-IRE PLANS SHOULD CALL FOR 8 PHASE y I VI ATION FOR MAXIMUM EFFICIENCY. I STA en B , N ,, SHELL SERV 0 I STA. I - a ❑ !I�' ®D° RAIN 1 V n7 % I I -..� ® iDOUBLE SOLID YELLOW LINES SOLID WHITE I INSTALL LEFT TURN LANE B CHAN NE LIZATION ARROWS CDNTROILER— ® !+l!3 1' EXISTING MARKINGS t °b/_ if i �1,� I � , F.M. U518 I 1 , 20 40 60 80 GRASS o •-� —� /ASS HJ. L I - , ~7 S I 4 , Y 2 SCALE 0 a I ,MAINLAND` SAVING —SOLID WHITE LINES I INSTALL LEFT TURN LANE I 8 CHANNEL!ZATION ARROWS ,' ! (IMMEDIATE ACTION) I DOUBLE SOLID*XI, I SERV. STA YELLOW LINES I y ❑ ❑1 ❑ .K.F1i Il F'VI:IVP.F.K1 I\t' 0 El 1 � // 0 ❑ C EXISTING y- MARKINGS WIDE+ ROADWAY CONDITION DIAGRAM MIN 300' .- ---1 1 FRIENDSWOOD ,TEXAS . FIGURE 27 I78 I I o o o co o 3 0 N 3: 7 i COO I 1C).11 i Ns". Ina' IC M 4 SLCL *4% WO_ 111 2 ii..\ 4-41--- FIM. 518 FM. 518 4 5 I cA I 6 ALL RED FLASHER I 514 It 524 friendswood SIGNAL, INVENTORYk LEGEND I ACCIDENT 0-0HAff- CONDITION OF DAPMCE4. DATE TIE rMVENT INJURY 7-21-70 '052 DRY PRO 0 0 4-14-70 0207 DRY PRO 9-19-76 1440 HET 1-C 2 0 4 1-9-77 1435 DRY I-A CD I 5 7 2-10-77 0714 3-16-77 1559 TRY PDO 3-21-77 0741 11E7 WET PRO 6 PDO NOTE: THE LETTER 'A' FOLLOWING A NUMBER INDICATES 12" SIGNAL. I ^ o 't o i 3 ; , , , i , 0 LOOP DETECTOR I PRESSURE PAD lc t i cr 1 1 if SPEED -0- WOOD POLE • STEEL POLE I .r t a t _ r I co i I i 1 EXISTING MARKINGS E-40 VERTICAL SIGNAL 0 CONTROLLER AI ;; toI ' IPA SHOULDERS . i I I I 2 i Li I- I 1 I 1 1 1 SOLID WHITE LINE DOUBLE SOLID \SigP' I I YELLOW LIPES ITNuSRT:ILLANLiE F T F.m. 518 I 4 1 -------'-------- --- - _ _ I ------,...-,__ "-----,-,--___--,,.,,,L_____...,.. __ / SCALE STOP- i'c' Trap DOUBLE SOLID EXISTING I0f—../ YELLOW LINES SHOULDERS 1 i 46' CULVERT I I SPEED I IT NOTE RECOMMEND PAIRING N'IT, 40 SHOULDER THIS SIDE TOO ON F M 518 t. A I 200 LEFT TURN LANES I I PLUS ISO TRANSITION I I I 1 I I 4:41; 1 1 I , , I ,I' CONDITION DIAGRAM IFRIENDSWOOD ,TEXAS FIGURE 29 I7 9 5 4. 4 w ..J i Z —71 —.J v LI. • 7 SUNSET 5UNS1T A- FALLI8 L 8LEAF FRIENnswnnq I ACCIDENT 8'8017188 OF DATIA8E/ --81RWT 5 0 -. 1 7-2 11 8-76 58 ORY 1-A III :::---f''--4''--11:--__1 ? 2 3 5 11-4-76 12-10-76 oen9 WET POO 12-17-76 1112 IPA 22-1)1-22-77 0305 IIPY 1745 WET POO 4 4 4 POO ---V5- I 6 7 3-2-77 5-13-77 1300 1540 WET TRY2-C,1-6 PDO 3 I III i I I U. I RES '',. , , 0 MIT RES. , Z r SPEED •• —. J. LI LL I SAFE SCHOOL ROUTE SIGN —.I < LL. REPLACE WITH 3 0 r BRICK COLUMN EXISTING 48"Mg iREPLACE WITH 30-\4, ...I 7, SUNSET I NEW ASPHALT SURFACE 0 ID 20 30 AO ! Ii ...%iii SCALE I „ — 24 STOP REPLAcE WITH 30' I— SPEED— LIMIT 35 - V A 1, X 4 .. Y I UNDEVELOPED SPEED T LIMIT 3000NC STREET , UNDEVELOPED I 1 CONDITION DIAGRAM IFRIENDSWOOD ,TEXAS FIGURE 29 80 , 1 I F. M. 518 518 at - elsea friendswond O 4 4—I g ACCIDEY Co':DITIiu OF L,,,'AGC/ IL iTOrrnF DATE Ti'_L "'CC'^•1T ,,,UP 1 10-6-76 1fl0A DRY 1-B 3 t '-77 3105 ^cv pfln 3 2-I°-77 214D '.-B A -22-77 1700 Z-A 2 r. 5 -31-77 1421 "'- ^DC 5 5-°2-T, ll55 '7CY 3-C Q 1 W J S U 1 1 ill / / i CO / Q / i W VACANT /i /V / / gCr CON . VACANT STREET / / Z i / 0 0 20 40 60 / ELIMINATEIMIIIIIIII / / OFFSET SCALE / I r F((( x w,1 w 7 * x r V u v x x r / / SIGN- -SIGN j STOPT IJ ' F.M. 518 ASPHALT ; N., / EXISTING - ,--SPEED ZONE AHEAD -60� CULVERT 1 STOP SPEDED LIMIT T 20 Z VACANT VACANT LU -4 TR.1 FFU ENGINEER, I\(' CONC •:° WSTREET ••.. ........ U CONDITION DIAGRAM IFRIENDSWOOD ,TEXAS FIGURE 30 II81 I I I I 0 IX I T1.M. 528 o \ I I I I y � REDUCE) 1 I SPEED TO \ 45 CATTLE �,GUARD *.• '_ ; I \ \ \ 0 20 40 60 L INSTALL STOP SIGN SCALE NOTE: i • INSTALL WHITE EDGE LINES ON BOTH SIDES STREET GRAVEL \ ROAD Ia 0 NOTE' \ INSTALL NO J PASSING ZONE o MARKINGS ON REDUCE F M. 528 SPEED li TO CATTLE GUARD 45_,,` (, FM. 5 28 �i OR.1 1 �-INSTALL 1 , pR STOP 11 SIGN RE S I CONDITION DIAGRAM IFRIENDS WOOD ,TEXAS FIGURE 31 82 11 11 BROOKSIDE VILLAGE ACCIDENTS The City of Brookside Village has a very good record relative to traffic accidents. Only eighteen accidents have been recorded in the last three and one-half years. Of these, five occurred in 1974, seven in 1975, and five in 1976 and one occurred in the first six months of 1977. The City Police Department investigates the accidents and maintains the jrecords in folders. The reports are well detailed. Until accident total increase substantially, there is no need to change filing procedures . If accidents con- tinue to increase, it is recommended that a separate folder be used for each year. The Police Department does not currently maintain a spot map. Spot maps were developed for 1974, 1975 and 1976 and are shown on Figure 32 . As can be seen on the spot maps, most accidents in Brookside Village occur along Brookside Road. Both auto/pedestrian accidents recorded were also on Brookside Road. The roadway is narrow, with deep drainage ditches on each side. The City should consider constructing walking paths along Brookside Road south of the southern drainage ditch. This will also greatly enhance pedestrian safety. Although there have been no accidents recorded at the bridge located west of Garden Road on Brookside Road, this area presents a hazard for the City. As discussed in the Sign Chapter, the roadway should be realigned to reduce the severity of the curve. Other potentially hazardous locations are the streets that dead-end near Clear Creek. Barricades should be erected at these dead-end streets to pre- vent an unknowing motorist from driving off into the creek. These and other 11 barricade locations are detailed in the Sign Chapter. I 83 N M In r E MI M IMII 110111 = EN 111111 MO = N M INIII r N N I / !i a ir BOXWOOD DR. ,--- \ 0 .73 o j 1 p ¢ sv ELLA cc 6 o MANDY cc AVE 5 a o 0 a o cr r on x o a KNAPP z a 5 z ?� 1 S i o BROOKSIDE `" ROAD o I L C Q } co a a r o ROOKSIDE RD, o rr I- "ram, c3 cr'--ti cn a o a a A a SCOTT LANE _ a a a . RICE RD. 3 0. © d o cc on a cr W' 2 cr a a m a o a El cc SHARON x 1 a i 1 I LEGEND I ,=:,TRAFFIC IL troo�on.INRRRU.INC. 1974 1975 1976 i,, I,...4 1.Tll..... e 0 • PROPERTY DAMAGE ONLY A A INJURY ACCIDENT SPOT MAP 0 X AUTO / PEDESTRIAN BROOKSIDE , TEXAS FIGURE 32 A Chapter 6 I t CIRCULATION In terms of traffic, circulation is the passage of people from place to place throughout the City and beyond. Modern transportation requires that the vast majority of this passage take place in vehicles on the public street system. Since the well being of the City and its citizens is dependent upon the trans- portation of people and goods , it is especially important that the street system, which provides for that transportation, be as safe and efficient as possible. 1 The safety and efficiency of the street system is affected by many factors including traffic volumes , traffic controls and geometric design. Most of these 11 factors are discussed and evaluated in other sections of this report. The pur- pose of this section is to evaluate the efficiency of the system.;. that is to determine how well major streets are fulfilling their functions in terms of travel times and travel delay. In order to complete such an analysis , it is first necessary to briefly define major streets. Urban streets may be divided into functional categories reflective of the kinds of trips people make upon them. Residential streets are used primarily for access to abutting property. They should be relatively narrow, 27 feet in pavement width, in order to discourage fast traffic or large volumes of traffic. These kinds of traffic on streets intended to provide access to properties create hazardous conditions. Secondary or collector streets provide access between neighborhoods or major streets. They should be wider than residential streets and some parking restrictions on these streets may be necessary. (A paved width of 44 feet is I 85 I I preferred. ) A neighborhood may contain several hundred homes and it is important to channel the trips to and from these homes onto an adequate street in terms of width and location. However, such streets should be discontinuous so as to discourage their use by through traffic. Major streets are wide, continuous thoroughfares which serve trips across the city and beyond of more than one mile in length. These streets, which should be at least 48 feet in width with four lanes of traffic, carry the most substantial volumes of traffic and form the basic structure of the city. The efficiency of these streets is most important to the city. Street width, geo- metric design and traffic signal operations are all important factors govern- ing the efficiency of these streets and it is these factors which are addressed for each city in this section. 11 I 11 11 ir I I I 86 I I CIRCULATION - PEARLAND A functional street network composed of different classifications of ' streets with adequate geometric design is essential for the orderly growth of Pearland. The existing street system is almost exclusively dependent upon FM 518 and S.H. 35. Both of these facilities are underdesigned for the traf- fic volumes using them. The following is a list of the major circulation and traffic flow problems which are discussed in this section of the report. 1 . Lack of adequate east-west thoroughfares. 2. Excessive delays created by railroads near FM 518. 3. Inadequate truck routes. 4. Inadequate roadway for school circulation (Old Alvin Road) . 5. Inadequate street for east-west circulation (Orange and Walnut) . 6. Improper speed limits on Knapp Road. 7. Knapp Road inadequate for industrial traffic. 8. Complex intersection of S.H. 35 and Old Alvin/Magnolia. 9. The hazardous section of S.H. 35 between Knapp Road and Clear Creek. 10. Austin-Cherry intersection. 11 . Offset of FM 518 at Woody/Corrigan. In 1969 the City of Pearland completed a comprehensive plan. This plan included recommendations for a thoroughfare system which would permit good circulation throughout the City. One of the important parts of the plan con- cerned the Houston-Alvin Freeway. The following comments relate to the questionable location of the freeway. I 1 . The freeway is subject to review beyond concurrence from several governmental entities including the State Highway Commission and Brazoria County. 2. The freeway was being debated in August of 1969. 3. Minute Order No. 63415 of the Highway Commission dated February 23, 1970, placed the alignment of the Houston-Alvin Freeway west of Pearland and resolved corridor location. 4. Discussions with S.D.H.P.T. indicate the exact location is still un- resolved today. 1 11 87 I The major street plan in the 1969 comprehensive plan designated Walnut tStreet as the principal thoroughfare for east-west traffic circulation. A one-way system utilizing Grand and Main was recommended to provide for north- south traffic flow. A grade separation was shown at the intersection at Walnut. The other major roadways in the plan included Orange, Mykawa Road and Magnolia-John Lizer Road. Important secondary streets were included in the plan dependent upon the alignment of Woody. Many of the recommendations contained in the thoroughfare plan are still valid, and yet some alterations should be considered in view of land development patterns which have evolved in the last eight years. For exam- ple, recent development along FM 518 necessitates the utilization of this as a primary thoroughfare through Friendswood and Pearland. A railroad grade separation at Fm 518 is very likely a justifiable project which can be under- taken with only minor property access problems. On the contrary, a grade separation located on Walnut would be impractical to design because of the close proximity of Walnut to S.H. 35. The following sections outline major circulation factors within Pearland. ISTATE HIGHWAY 35 (MAIN STREET) IState Highway 35 serves as a major north-south arterial through the City of Pearland. Since it is the most important roadway within the City, it is important that maximum efforts he exerted to improve circulation, traffic flow, and safety along this route. Benefits from such improvements will acrue not only to residents of the city, but to all users of the roadway. 1 1 88 I S.H. 35 presently operates as a two lane facility, with separate left turn lanes designated at the intersection of FM 518. Traffic signals are located on S.H. 35 at FM 518, Orange, and Knapp. The signal at Orange is scheduled for modernization to include a separate left turn phase. Concur- rent with signal modernization, the S.D.H.P.T. plans to provide separate left turn lanes at this intersection. It is recommended that the existing pavement markings along S.H. 35 be modified to provide a separate two way left turn lane from north of Orange to FM 518. Two way left turn lanes have proven invaluable in reducing the number of accidents . They provide left turn vehicles with a refuge from through traffic. In addition, they reduce pressure on the driver of the turning 1 vehicle. Therefore, he can use greater prudence in choosing a gap in oncoming traffic. Overall traffic flow is smoother and capacity is greatly increased since traffic movement in the through travel lanes is not disrupted. Figure 33 shows the operation of the proposed continuous left turn lane. Two way left turn lanes also aid motorists turning left onto a major 1 roadway from a side road or commercial establishment, since they may turn left into the left turn lane and then merge into the main traffic flow. ' The City of Pearland should request the S.D.H.P.T. to install a two way left turn lane at an early date so that new pavement markings at Orange are not installed and then have to be modified. The optimum time to add a two way left turn lane would be concurrent with the installation of the signal at Orange. In order to obtain sufficient width for a two way left turn lane, parking must be restricted along S.H. 35 as shown on Figure 34 . The S.D.H .P.T. I 89 IIIINt — NMI MS r >t■tl NM NM — ' MI sr N N INN N NM M NIS INTERSECTION PROPER TURNING MOVEMENT INTERSECTION WITHOUT WITH CROSS WALKS S SLOWING, STOPPING OR YIELDING ACTION CROSS WALKS II DRIVEWAY I 1 A CURB — /It _____ _ ___ ____. — ____ _ Im c z Zl- '7' m s�� SjC� q Z F /QiC - Dj1P---, S it —CURB DRIVEWAY }21 ., TRAFFIC 7 RR9.INC. TYPICAL LEFT TURN LANE MOVEMENT PEA RLA ND , TEXAS FIGURE 33 CO 0 I I I I I i o I W 2 Z . w a r y Z -- pcc o I- G N W j L K m N 2 ` / O� ' V 1C 1B \\VV//JJ\ _ S.H. 35 U - _ - - _ - - I - A 'S EN 1 "S B I Y � LT\3111:1 . .= L., NA SERVICE o tJ Y w AT ION K U-I .—IC Q 0 PROPOSED c I WIDENING INSTALL IOVERHEAD SIGNS I S ST. I NO NO PARKING PARkiNG ANY ANY TIME TIME I ...► (A) (B) NOTE: I I. INSTALL NO SIGNS WHER 4II II ISt ON ARROWS 2. SEE M.U.T.C.D �Zj> USED(PART I RECOMMENDED I PAVEMENT MARKINGS S. H. 35 V PEARLAIID, TEXAS IFIGURE 34 1 91 I I would then provide the two way left turn markings. Although some merchants Imight disagree with the removal of parking, they will benefit in that vehicles turning into their businesses will have a refuge in which to stop until ade- I quate gaps exist. IFigure 34 shows a drawing of the proposed changes and this drawing should be submitted to the S.D.H.P.T. for review. Proper overhead and road- Iside signing should be provided as shown. S.H. 35 north of Orange must eventually be widened to provide for a I two-way left turn lane through the intersection of Knapp and the area sur- Irounding the Flea Market. Left turn vehicles which stop in the travel lane in these areas create a severe hazard because of the relatively high speed Iof traffic. Sufficient right-of-way exists to provide this improvement, and it should be implemented in stages as funds become available. I Widening of S.H. 35 to provide a two-way left turn lane would be a very Igood project for funding under the Urban System Program. Since S.H. 35 is on the highway system, it would not be eligible for Off System Safety Improve- "! ment Funds. IEAST-WEST THOROUGHFARES IEast-west traffic flow is seriously handicapped because of its almost exclusive dependence upon FM 518. This roadway is rapidly becoming capacity Ideficient and, in fact, traffic demand at the intersection of FM 518 at IS.H. 35 is almost twice the capacity of the intersection itself, Factors adversely affecting the capacity and efficiency of this roadway, in addition Ito the traffic signals, include numerous turning movement and the lack of I 1 92 I I access control to developments adjacent to the roadway. FM 518 was recently widened to 48 feet in the eastern portion of the City, but increasing numbers of turning movements severely limit the improvement of the flow which is needed. FM 518 must be planned for widening 50-60 feet with curb and gutter. The widening of FM 518 on the eastern side of Pearland is planned under the Urban System Program. It is recommended that Pearland adopt a driveway ordinance which restricts access from adjacent properties to major streets . Typical driveway standards are shown on Figure 3b . Access control combined with widening of FM 518 will greatly improve traffic flow. However, traffic signal opera- tions and the railroad crossing will continue to impede operational efficiency The opening of Walnut across the railroad will provide an alternate route to FM 518. The signalization of Walnut and S.H. 35 will connect the southwest and southeast portions of Pearland with a continuous collector ' street. PEARLAND RAILROAD GRADE CROSSING/SEPARATION The possibility of constructing a grade separation at the Railroad crossing on Broadway (FM 518) was developed as part of this study. In ' order to provide the grade separation, Broadway (FM 518) could go over or under the existing railroad tracks . It was determined that an underpass would be the best design to explore since an overpass would require addi- tional height clearance and a longer section of roadway in which to provide the change in grade . Figure 36 shows a plan and profile sketch of a pos- 1 sible grade separation. I 93 Sill 8111111 Willi Bid ■ I r MI rr r r r r Sill r lall Mr r ale r • ROADWAYS WITH CURBS Diedtbe., r .u. . • ",I-I.,. c _ 45 ft. / 'iY/*r o I LI' 1311/1.1.1001 (e.a) / ./ tid II ..r w� I A- nl.I ntee) j _ ..—_. ▪ �▪ ,...r Ni..we by.ana w n.r�.411..1 roa i.au�w..�..s.r r.r a.. a be ./i I .�... .Nn bn.�Y.•.u1,.N...1�b.s. be .•le. ..1 •, OY-IA © ...e..YY .�1.�...11 b w,..a4 l r..w.Y.r aft.........Y I.•�. Al •I ,Qtadaell.TI , t- ,O diC�--� „r.-d-+. .r at........4....b m.o.&n•cu...0 r wr al...b.n....n I,.. aa...b.....•.b.r Y...b...n.n..co.,,.r1 r•.in...N.s. • ' .•.,.ma..Y - •1I...�•.r.N..•11b co..2........r N.Y....Y....y—lo- ._.4-- �� ,4+a r N....•../.is..to v.l.M i be....11 bar..to.Y 1.1..ur.b iftaft mamma n ROADWAYS WITH OPEN DITCHES AND CULVERTS 1....uentaes. = ,,.-,,,,�.1•.I,...,,a,,.1.. °•..I°I•°.'°ir" ALTERNATE NO. 1 ALTERNATE NO.2 i sPPP!.;') • II • • ir.,: ::- .13 '_,.,„9 , , 4 • < •• (. I' iYivvryiA6lC LVK6 WHEEL S IU 1111 DETAIL DETAIL ,QQ U O -.• J o © 4 0 O }d ' W L • i S..Y1.. I FILLET DETAIL 1 DRIVEWAY GEOMETRIC DESIGN STANDARDS CD FIGURE 35 41. COURTESY : CITY OF HOUSTON I 1 N X" wCIS I0+00 6 6+87 I 0 25' 50' 75' SCALE somillIiIii I 0 5' 10' C A L E mmimmillemis i E I - 48 — — 46 — Gt7RVF D4-7-4-- --- — - Yj- 6+a - _ -_--L'UBYE A-SAT ---- -. - -=ItC_: HH.'= .. - - -.._.--- _.._. ------ ,-..- 42 �'VI �r62 0� _ _ LEYt0 09` 40 -- --_XC TZO--= —� - --- - -=-I.O-- 38 -- - - - — - - -.-- - II 36 34 a -I!-iFFIC ENGINEERS INC. I1 30 28 �- BROADWAY AT A.T. & S.f. 26 - RR GRADE SEPARATION I _ _ -- PEARLAND, TEXAS -= FIGURE 36 I 95 I The design requirements of this grade separation were substantially increased by the fact that a siding track exists on the east side of the mainline beginning south of Broadway (FM 518) and extending to the north. This siding track serves the commercial activities in Pearland and is needed in order to provide adequate railroad service to the total community. The siding track located east of the main tracks is also at a lower elevation than the mainline. This requires a much longer underpass than would be the case if no side track existed or if all three tracks were closer to each other. The optimum solution would be to relocate the beginning of the siding track north so that only the mainline tracks would need to be separated across Broadway (FM 518). The existing siding track will create a substantially greater cost and a roadway grade of eight percent. However, these grades can provide a design speed of approximately 32 MPH. A more desirable design speed would be 40 MPH. If this siding could be eliminated or relocated, the roadway would be designed with an ideal speed near 40 MPH and adequate grades. Another alternative would be to raise the elevation of the existing siding to an eleva- tion similar to the existing mainline tracks. This change would allow for an underpass depth substantially less than required for the present siding ele- vation. Consideration was given to the access to property adjacent to the railroad and facing on Broadway. In order to provide clearance under the railroad tracks the cut necessary to provide the clearance must begin at the curblines of Texas and Main intersections as shown. This would eliminate vehicular access from Broadway (FM 518) onto adjacent properties in this block. No changes would be required along Texas and Main Streets at Broadway (FM 518) . The entire length of Broadway (FM 518) between Texas and Main should be used I 96 1 I to provide the grade variations and to obtain the maximum amount of sight distance as well as provide the greatest degree of safety. The cost for the underpass would be in the range of $1 ,250,000 depending on construction procedures and the siding track. The construction could be funded under ' the Urban System Program pending availability of funds or under the railroad safety program of the Highway Safety Act. As can be seen on the plan section of the drawing, separate left turn lanes have been provided at Texas and Main on Broadway ( FM 518) . The road- way cross section is then transitioned into a four lane facility (48 feet) for movement under the railroad tracks. A 55 foot cross section roadway must be provided at Texas and Main. Retaining walls will be required in order to ' restrict all construction to the limits of the existing right-of-way. The existing walls are shown to set back 10 feet from the edge of the pavement. Sidewalks can be provided on both sides of the roadway in order to facilitate the movement of pedestrians safely under the existing tracks. Additional right-of-way would not be required to construct the underpass but restricted access to property owners would need to be investigated. Although access to the adjacent properties would be somewhat restricted, it is not a major problem. ' Access to private properties adjacent to the grade separation would need to be modified but still could contain parking and driveways with access from ' Texas or Main. To overcome delays caused by this existing railroad crossing, which is a major problem for the community, minor problems are developed. Presently only minimum access occurs along this section. An overpass would create additional access problems due to its length. i 111 97 I 1 OFFSET INTERSECTIONS An offset intersection, which requires left turning vehicles to cross the path of opposing left turning vehicles in order to traverse the intersec- tion, must be eliminated and prevented in the future. Such an offset inter- section which is creating significant circulation and safety problems in Pearland is that of Corrigan/Woody at FM 518. The condition diagram of this location (see Accident Section) recommends a design to eliminate the offset. The City should realign the roadway to the west of the house. Woody is an ' important roadway that will become more important in the future and this off- set intersection must be eliminated. ' Another major intersection which is somewhat offset but is primarily a problem due to the number of approaches to the intersection is that of ' Magnolia, Old Alvin Road and John Lizer Road at S.H. 35. It is recommended that Old Alvin be curved into S.H. 35 at a right angle as shown on the condi- tion diagram in the Accident Section. The possibility of one way flow at this location is not practical and therefore all roadways must intersect S.H. 35. Magnolia should be modified for alignment into John Lizer Road as shown on the major thoroughfare plan, and Old Alvin Road should be downgraded to a minor roadway with only limited access to S.H. 35. Multi-legged intersections such as this should be prevented from occurring in the future. TRAFFIC OPERATIONAL IMPROVEMENTS ' The City of Pearland must program major improvements to FM 518, includ- ing, as a minimum, a curb and gutter section and a 60 foot roadway. This must be coordinated with an improved railroad grade crossing. Both of the projects ' 98 would require participation with the State Department of Highways and Public Transportation through the Urban System Program and other traffic safety pro- grams where money is available. Other needed traffic operations improvements can be programmed in the future. Most cities develop an improvement program that calls for the widening of a roadway throughout its entire length. Such a program is costly and therefore very few such projects are planned. However, many traffic problems can be corrected at a reasonable cost on an isolated basis. Solutions to individual problems can be combined for a bond program or prioritized for implementation over a period of time using budgeted funds. Thus, if a bond program is not forthcoming, improvements can still be made. For instance,the intersection of S.H. 35 and Orange should rate a high priority for improve- ' ment because it is a high accident location. The widening of the Orange approach to the intersection could reduce accidents and could be accomplished prior to the widening of the entire length of Orange which will ultimately be necessary. Similar treatment should be given to the intersection of Walnut and S.H. 35. Left turn lanes are needed at all approaches of this intersec- Ition. A number of other intersections require or will require left turn storage in order to minimize delays, accident potential , and disruption of flow. These locations can be identified and ranked. They can then be improved one by one or simultaneously if funds are available. OLD ALVIN ROAD Old Alvin Road should be improved because it serves as an important school circulation route between Orange and FM 518. Improvements should include two travel lanes in each direction as well as a left turn lane at its ' 99 I I intersection with FM 518. On the south side of FM 518, Old Alvin Road should contain a sufficient approach width to provide two lanes northbound and a left turn lane and can then transition to its existing pavement width. The improvements to Old Alvin Road should extend approximately 300 feet south of 1 FM 518 and between Orange and FM 518. The condition diagram shows these improvements as well as a free flow right turn lane to eliminate the oblique angle at which Old Alvin Road intersects FM 518. TRUCK ROUTES Truck routes have been designated through Pearland on residential streets and create confusion to motorists and truckers as they travel through the City. The purpose of a truck route is to separate traffic so that the 1/ City can provide maximum turning radii and maximum design considerations to the roadway so designated. The existing truck routes appear to have been estab- lished on the basis of some other standard criteria. It is recommended that existing truck routes on residential streets be eliminated. Truck routes should be designated as shown on Figure 37. Essentially the truck routes should be FM 518 and S.H. 35. The utilization of Magnolia Road to McLain and McLain as a truck route would also be satisfactory, but it does not appear to be necessary. It should be remembered that trucks can make deliveries off a truck route without violating the law. Truck routes should only serve through trucks that are passing through the City with no intent to stop. Through traffic is the only type of truck traffic which can be effectively regulated with the truck route. The use of excessive truck route markings and designa- Itions negates the purpose and function of this control . 100 I V - , .,. K NAPP I I r 111 { ' , .., ...- , 3 - 1 ' " "" ', 3.- ,.. • ."4."; '. . 3 3 ,3 , i.. ,. . ' ... ... I ....,„'" ... „. ,:„ ......,,......,. : ...: .. 3 • ;g I . I . , Z .... / .. .....- ..„ . ..' '';'-I, - , '''-';',• `-'";i:. ',,:-,''.t.t.,,v,,,.,-.-, --.,-!!,, , ...'....!' -....(.7-', ,,y,,:-. I ,, ,.•..-. ,,,,,, ,-,:.-.. . ,,,, , ,,,,, ,1, ,,r .i.:;" '> '', ", :- N ''%1 ,:° , , t! i '• '''' ,:, '',,,'-` ,' ,,,,,:,.,.),0*.,..-„ * ,,c, I '-' ,., V-1-,',,v..- 'A• 0 , i: : _ '',,3 -. I ,•...,:, .,.. , . A . .. , . . .. , , .r. .2.e.; 22 I ... .., g . . • . -_,.. ••.:.• '. • cn . z I ' g '. 73 0 ., .. . ' . I .„ tk MAGNOLIA, i •- ,.. I I RAFFIC ENGIN,E.:RS„..,INC. ) , SAFE TRUCK ROUTES I . „"WI , PEARLAND TEXAS FIGURE 37 I 101 „ -' '-'----. I I KNAPP ROAD A review of traffic circulation on Knapp Road indicates two major pro- blems. One major problem was discussed in the railroad section and concerns 1 the accidents and fatalities at the railroad crossing. The railroad crossing is controlled by a signalized mast arm warning device which provides the maxi- ' mum safety that can be afforded short of a grade separation. A grade separa- tion is not feasible due to the intersection of Knapp Road with Mykawa Road at the railroad track. The speed limit along Knapp Road is 40 MPH which is too great for existing roadway conditions. Knapp should be totally rebuilt as a collector road for access to the industrial land use adjacent to it. At the intersection of Knapp Road and S.H. 35, the culverts must be extended to provide a larger turning radius onto and from S.H. 35. These improvements are shown on the condition diagram. The speed limit should be reduced to 30 MPH along Knapp Road until the roadway is reconstructed. FM 518 AT AUSTIN/CHERRY The intersection of Austin and Cherry at FM 518 can be improved to reduce the number of intersections within a short distance. The conversion of a short portion of Cherry to one-way westbound operation should not create any access problems to property owners. This conversion will improve circulation in the area. A similar condition exists at the Walnut-McLain at S.H. 35 intersection. When this location becomes a problem, the section of Walnut between FM 518 and McLain should be made one-way eastbound. I I ' 102 1 I SUMMARY — PEARLAND . 1 The most important traffic operational improvement that can be made in ' Pearland is the widening of FM 518 to 60 feet of paved width with curb and gutter and continuous two-way left turn lane. This improvement will require significant local funds and may necessitate a bond issue since the relocation of utilities and the installation of curb and gutter and drainage would be the City' s responsibility. The second most important improvement, also along FM 518, is the construction of a railroad grade separation at the existing crossing. Both of these projects could be done independently of each other or coordinated for construction at the same time. Other circulation improvements in the area can be accomplished on a year to year basis. The master plan indicated a one-way pair consisting of rMain Street and Grand Avenue between Orange and Walnut with transitional con- struction located at the outer extremities of these two streets. This pro- ject would form a very good circulation plan for north-south traffic and would essentially provide additional land for commercial usage along these thorough- fares . It is recommended that the City begin to develop concepts and right- of-way requirements to implement this important plan. The third most important circulation improvement in Pearland is the Ielimination of the offset at Corrigan and Woody at FM 518. Safety is such a critical factor at this location that this project should be completed at a very early date, and perhaps even prior to the other important projects listed. I 111 I 103 I CIRCULATIOil FRIENDSWOOD FM 518, which traverses the Central Business District of Friendswood, is the most important arterial street. Commercial development occurs along almost the entire length in the City and it provides access to most north- 1 south residential collector streets. Alternate east-west routes which parallel FM 518 include Sunset and Greenbriar. Traffic circulation is extremely limited in the north-south direction but fortunately travel between home and commercial activity flows in the east-west direction along these principal thoroughfares . Friendswood's primary circulation problems include : 11 1 . Curvature of FM 528 as it crosses Chigger Creek near the inter- section of Greenbriar. 2. The need for the extension of Greenbriar into FM 528 at a proper angle. 3. The offset of the intersection of Chelsea-Dunbar and FM 518. 4. Street crossing at Mary's Creek. L 5. The desirability for increased intersection capacity at FM 2351 and FM 518. 6. The need for additional traffic signal on FM 518 at Spreading 11 Oaks. In addition to the discussion in this chapter, several of the problems cited and improvements recommended are shown on the condition diagrams in the acci- dent section of this report. FM 528 REALIGNMENT I The reverse curve on FM 528 just south of Chigger Creek is one of the major high accident locations within the City of Friendswood. The curve is 1 unexpected to many motorists since most of FM 528 is straight. In addition, the location is in a relatively rural area and speeds are higher than in other sections of Friendswood. Curve warning signs are posted for northbound and southbound traffic with a maximum safe speed of 45 MPH. This speed appears to 1 104 I I be slightly high and the S.D.H.P.T. has agreed to review the curve to deter- mine if a lower speed would be applicable. Safety problems associated with the curve are further complicated by the intersection of Briar Creek Road with FM 528 at the south end of the reverse curve. Briar Creek intersects at an acute angle , which combined with the super elevation on FM 528, results in less than optimum sight distance and turning movements. During the three year study period, 20 accidents occurred at this loca- ltion. Most involved loss of control on the curve, but three accidents were rear end collisions caused by vehicles on FM 528 waiting to turn left onto Briar Creek. Figures 38 and 39 reflect the curves along FM 528. Approximately 600 feet north of the intersection with FM 528, Briar Creek makes a 90 degree turn and becomes Greenbriar. Long range plans include recon- struction and widening of Greenbriar so that it forms a direct connection between Edgewood Drive and FM 528. The extension of Greenbriar will result in the creation of a major intersection within the reverse curve. Careful design and consideration must be given to ensure that the extension does not create a major traffic hazard. The S.D.H.P.T. has in the past considered realigning FM 528 to reduce the severity of this curve. Two plans were developed, but neither concerned the extension of Greenbriar into FM 528. Plans A and B indicate the realign- !! ment of FM 528 recommended by the S.D.H.P.T. , along with the recommended exten- sion of Greenbriar. The primary difference between the two plans is the relo- cation of the curve on FM 528. Plan A calls for the curve to be changed to a lesser degree but to remain in the same location. Plan B calls for the curve to change in degree and also to be located further south of the existing location. I 105 I 1 I I .....N\ IF. M. 528 ' .NN, ,k 4` ---` \ II2 o I r� ��P x L-. ._.1 r '�.� K. i , ERIAF?CF / I t a - Pr 4 F. M. 528 _ 44- \sy I i i I AND I OMMENDED IMPROVEMENTS I 0 1000' 3000' PLAN A 500' 2000' SCALE FRIENDSWOOD ,TEXAS IFIGURE 38 I 106 I III I /N........., ....'N.\\\ I F. M. 528 - `,.... NN, -..M.1.14.. \s, ; i r 414 f (srr-; I BRIARCE / 7 , Ii INF-----‘ I .. — .. ' ..'.'"':::•:'i':::i.:i:i:;fi:::::i:"!i:::'::i:.: If \\ .\-,,,.....-. ..,......., -:.6:'.. !:';'i:.:.:f*:.::'?'::..]:.::.:il'.•. :1 — - — II ',K.s:N .............T......_ 0 (\ki I „ , • ':,.: • CON DI I OMMENDED IMPROVEMENTS I o 10 00. IIMI •=1= IIM MMI= 500 2000' 3000' PLAN B SCALE FRIENDSWOOD, TEXAS I FIGURE 39 1 107 I 1 Both plans are acceptable from a traffic engineering and safety stand- point. The plan adopted by the City should be that which will result in the least amount of problems associated with the acquisition of right-of-way. The desire of local property owners to sell should be one factor considered in determining which plan will be least expensive to implement. Both plans show Greenbriar as being a 44' roadway. Additional right-of- way may be necessary along Greenbriar in order to provide this wide a facility. The existing bridge over Chigger Creek is a one lane facility and will need to be completely replaced when improvements to the roadway are implemented. 1 Both plans indicate that Briar Creek should be changed to a cul-de-sac because two intersections within the curve will substantially increase hazards and congestion. Additional right-of-way is necessary in order to provide a cul-de-sac at the end of Briar Creek. It should be noted that both plans also include widening of FM 528 so as to provide a left turn lane for northbound traffic. This would be an absolute requirement for traffic safety since the intersection will eventually be signalized and substantial left turn volume 1 will develop. As mentioned previously, Plan A and Plan B are very similar. However, Plan B will require the reconstruction of the bridge on FM 528 over Chigger Creek. When improvements are implemented on FM 528 a separate left turn lane could be provided into LaFair Place but since only 30 homes will be built in this subdivision a left turn lane is not as important at LaFair as at Green- !! briar. Since FM 528 is presently a relatively high speed roadway, the extension of Greenbriar to FM 528 without reducing the curve on FM 528 would result in a substantial traffic hazard because of the necessity to intersect Greenbriar I 108 I within the existing reverse curve. Sight distance would be very limited for traffic on both Greenbriar and FM 528 and numerous accidents would result. Therefore, improvements must not be implemented to Greenbriar until such time ias the reverse curve on FM 528 can be modified. Sources of funding were considered for providing the realignment of FM 528. One source would be State funds earmarked for improvements to Farm to Market routes. This would require 100% of the costs to be borne by the State Department of Highways and Public Transportation. The possibility of obtaining Federal assistance through the Safer Off- System Roads Program was also explored. A Safety Improvement Index was developed 1 so that improvements at this location could be rated along with recommended improvements at other locations throughout the State in terms of traffic safety. These ratings consider, along with other factors, the existing and projected traffic volumes, number and severity of accidents, and costs of improvements. Through this program the Federal Highway Administration pays 70% of the 1 improvement costs and the State pays the remaining 30%. ' The Safety Improvement Index ratings indicate values of 1 .26 for Plan A and 0.88 for Plan B. These values include a R.O.W. cost of $25,000 for Plan A and $18,000. for Plan B. Right-of-way costs are subject to change and increases in R.O.W. costs could substantially change the S.I .I. rating. The present cost estimates indicate that it would not be possible to obtain Safety Improvement Funding for Plan B. However, funds might be obtained for Plan A. Therefore, a request for funding of Plan A under this program tshould be submitted following analysis by the City and approval of the route relocation. I 109 r 1 The costs of improving and extending Greenbriar would be the responsi- bility of the City and could best be funded through a bond program. Funding for improvements is a major concern for any community, and worthy projects must often wait until adequate funds become available. Hopefully, funds can ' be earmarked for these improvements in the near future. OFFSET STREETS An offset intersection which requires a left turning vehicle to cross the path of another left turning vehicle traveling in the opposite direction is both inefficient and hazardous. The intersection of Chelsea-Dunbar at FM 518 is an example of such an offset. This very poor street alignment will create serious problems for the City in the future. The condition diagram, Figure 32, shows two possible improvements that could be implemented to eliminate this offset intersection. Land adjacent to the intersection is vacant and improvements could be completed at an early date. An offset such as this creates the most severe problem when the major roadway, FM 518, is widened and contains left turn lanes. Vehicles turning left from FM 518 must cross each other's paths prior to turning onto Chelsea- Dunbar. If the intersection is signalized, major circulation problems are created as traffic travels onto FM 518 from either of the cross streets. A conflicting maneuver occurs if the two cross street signals operate concur- , rently; therefore, the cross streets are usually totally split in signal phas- ing. This mode of operation greatly reduces the capacity of the major road- way, in this case, FM 518. I I This location must be improved at an earlydate and future offsets of P this type should be avoided. The Planning Commission should carefully review all future subdivision plats to eliminate this type of problem. FM 518 AT FM 2351 This intersection is one of the most critical intersections in Friendswood. 11 During this study the traffic signal phasing for north and southbound traffic was changed from concurrent flow to split flow in which opposing traffic moves 11 at different times and protected left turns are provided. This type of opera- tion is satisfactory, but a more desirable design would permit concurrent left turns in the north-south direction. This would allow more green time for the through traffic. The section of roadway south of the intersection should be improved to include two approach lanes to the intersection and left turn lanes as shown on the condition diagram. A short segment of the roadway has adequate width to contain the pavement markings shown on the condition diagram. The 1 Cityshould assist in improvements to this roadwaybyprovidingfunds for sub- p surface drainage and curb and gutter. The S.D.H.P.T. will fund the construc- AC tion of improvements to the roadway itself. Following the improvement of this roadway section to provide left turn lanes , the traffic signal can be modified Iso that left turns in all directions move separately, and, in the absence of left turn demand, additional green time can be given to the major street. SPREADING OAKS AT FM 518 Spreading Oaks intersects FM 518 near the center of the Friendswood commercial district. Traffic counts indicate that volumes are sufficient to warrant the installation of traffic signals at this location. The S.D.H.P.T. 11 111 I 111 has programed traffic signals at this location. Their installation will pro- 9 vide a .safe crossing point for school children walking to the school complex south of this location. The installation will also create regular gaps in ' vehicular flows on FM 518, permitting cross street traffic to enter or cross FM 518 without undue delay. It is not anticipated that a traffic signal at this location will adversely affect flow on FM 518. MARY' S CREEK CROSSINGS Improved crossing of Mary' s Creek is needed for the safe movement of vehicles and pedestrians between residential areas. Improvements have been programed by the City, but since there have been no accidents recorded at these locations, no traffic safety funds can be used for funding these improvements. Since the crossings are not eligible for funding under the Urban System pro- gram either, construction costs must be borne by local government. ' CIRCULATION SUMMARY — FRIENDSWOOD The two primary improvements which would most enhance vehicular circula- tion in Friendswood include the correlation of the Chelsea/Dunbar offset at FM 518, as discussed in this chapter and the Accident Chapter, and the exten- sion of Greenbriar to FM 528 with a realignment of FM 528 to modify the exist- ing curve. The realignment of FM 528 is eligible for funding under the Traffic Safety Program. However, the prospects of obtaining funds from this program are some- what limited. A better possible source of funds for this improvement would be the State Farm to Market System Funds. The City should discuss these options with the District Office of the S.D.H.P.T. 1 112 i CIRCULATION - BROOKSIDE i . Brookside is a small city in terms of both population and internal distances. Traffic volumes are relatively low, and, as a result, the City is not experiencing the problems of congestion and delay which affect larger cities. However, it should be noted by the City that both Friendswood and Pearland do have circulation problems and neither of these Cities is substan- tially larger than Brookside. With the rapid growth occurring in northeast 1 Brazoria County as well as southern Harris County, it will not be too many years before Brookside approaches the size of Pearland or Friendswood today. Therefore, it is particularly important that the City plan now for growth in order to avoid or minimize the kinds of traffic problems experienced by larger cities. Brookside has a relatively unique opportunity for planning for the future. The principal problem that Brookside must face in the future concerns ithe realignment of Brookside Road at the creek crossing at Roy Road. The condition of Roy Road at the creek crossing creates severe problems. The City should initially provide proper warning as to the kind of condition which exists, and then as additional funds are made available for a roadway improve- ment program or through the Brazoria County Road Improvement Program, the alignment of Brookside Road as it crosses the Creek should be improved. This action can solve most of the circulation problems in Brookside. Most of the traffic volume in Brookside is on Brookside Road with the north-south streets serving as residential collector streets to the develop- ments north and south of Brookside. There are some dead end streets that can I I 113 �~ be hazardous, especially where they end at Clear Creek or the drainage ditch. Barricades should be provided as discussed in the Sign Chapter. A decision was recently made that hazardous location barricades are not eligible for N� funding under the State Traffic Safety Program. It should be noted that while funding for barricades is not available, the City of Brookside should pro- ceed to erect barricades at the ends of these streets and seek funds for the proper signing of these locations through the sign installation program. 114 ^ - 11 Chapter ' I I SCHOOL SAFETY ilSchool pedestrian safety is a continuing concern in every community. IIThis concern is critical because each weekday during the time school is in session, hundreds of children are required to leave the relative safety of 11 their homes and travel to school on a public street system that was designed primarily for vehicular traffic. This concern is justified because most IIchildren lack maturity necessary to fully appreciate the consequences of IIvehicular/pedestrian conflict. It is also justified because most children also lack perception and judgment necessary to evaluate vehicular speeds and IIdistances, and because children in a peer group situation frequently fail to act prudently. In addition, not all drivers of vehicles remain alert to IIthe needs of, or exercise consideration for, pedestrians . IIThe TMUTCD provides specific guidelines for the installation of school signing. Figure 40 shows a typical traffic control signing plan for an ele- IImentary school . Although this school is typical in nature , it provides an excellent plan for optimum school signing and circulation. One of the geo- IImetric features that should be noted from this figure is that street width IIsurrounding the elementary school is a minimum of 40 feet. The street width has been increased from the 27 foot residential street width to allow for IIparking that invariably occurs around the school whether the City desires to control it or not. On rainy days double parking will also exist, creating IItremendous confusion and unsafe conditions for the pedestrians. I Another important concept shown on this drawing is two separate off- street loading areas; one should be designated for school buses only and the II II 115 I I SI-I ISI-I SIGN• SIGN IL150' MIN. TO 70Q S2-I SIGN •52-1 SIGN I SI-I SIGN 11 STOP SIGN SI I SIGN STOP SIGN/ • um11li A �_ 40 mg N mg �� jr, 11IIIE1� )f L1ulu.IIIL' SI-1 ,� S2 I •'•STOP SIGN ACCESS TO OFF STOP I' S2-I SIGN SIGN N,AVI, SIGN STREET FACULTY SIGN �� `/�% • PARKING `&)e � ''•�,P I' SCHOOL %•/�/''t� '�,1���- BUSES �,t,.;1 ,:I/I\,I it, ;\ � ONLY =_t►0 1 �, - N��, —�I�1�>�/' IISI-I SIGN I �-40' t /LEMENTARY f40-►J ISCHOOL '' ., SPEED LIMIT • �� ��ffi �. r: I R2 1 STOP %( CROSSWALKS S2 I DRIVEWAY SIGN S2-I'411,�\ 54-1 //`\'`;``r SIDEWALK. STOP SIGN• SIGN ,-SIGN SIGN • SI-I /MillI�� ,J111iilk SIGN • i• 40 E• a fSl-I SIGN 1•S4-I S2 I•� T� •SPEED LIMIT lI�- 150 MIN SIGN SIGN STOP SIGN SI-I• S2-I SIGN• •STOP SIGN R2-I 1 TO SIGN 700 MAX. SOLID WHITE PAINT o STRIPE 0 I SI-I SIGN 1•SI-I SIGN I I A TRAFFIC ENGINEERS N,.INC. � �•� I TYPICAL I ELEMENTARY SCHOOL PLAN IFIGURE 40 116 other should be used by parents . Hazards are increased when parents and buses load in the same area. A separate off-street parking area for faculty ' and staff should also be provided. TRAFFIC CONTROL DEVi CES 1 Signing for school areas is primarily achieved through use of specific ' types of signs. These signs are shown on Figure 41 . The first step usually 1 seen when approaching the school should be the SCHOOL ADVANCE sign (S1 -1 ) . It is intended for use in advance of locations where school buildings or playgrounds are adjacent to the street and passing traffic creates a hazard. When it is determined that a school crossing is required, the SCHOOL ADVANCE sign shall be used in advance of the school crossing sign (S2-1 ) . The SCHOOL ' ADVANCE signs will normally be erected approximately 150 feet in advance of the school grounds or the crossing. The second common sign is the SCHOOL CROSSING sign (S2-1 ) . This sign is intended for use at established school crossings, including signalized loca- l' tions used by pupils going to and from school . A SCHOOL CROSSING sign is not required where a STOP sign controls traffic at an intersection. When the SCHOOL CROSSING sign is used, the SCHOOL ADVANCE sign must also be used. The third most common sign used around school areas relates to the ' school speed limit assembly sign. The TMUTCD provides various messages that should be used for the time that the speed limit is in effect. In some locations where it is desirable to attract extra attention from motorists, the message is supplemented by a flashing light. When such sign assemblies ' and flashing beacons are used to indicate a school speed zone , the flashing beacon shall be contained on the outside of the sign. The speed limit shall ' 117 n INI1 1 111111 N 11111 W NM 111111 N 111111 MN BE M 1111111 111111 1 MN — 24 F_ OPTIONAL YELLOW--.-__ FLASHING BEACON _,----``ham 'd 3c) BLACK LEGEND N �( �_ T }' I' - YELLOW BACKGROUNDO SCHOOL a "- SPOED +}f BL 4CK LEGEND ON q BLACK LEGEND ON j WHITE BACKGROUND---.� j LI qT Qf BLACK LEGEND ON YELLOW BACN GROUND i YELLOW BACKGROUND m I BLACK LEGEND ON °(7.30St}A M = r 2 3O',q M �� rN4.--._ B -.__. WHITE BACKGROUND _._.-.,, ,)� ♦LEGEND TO BE USED 1 .. �� ° ! WITH OPTIONAL YELLOW OPTIONAL YELLOW FLASHING BEACON ° FLASHING BEACON ---2 WHEN) b WHEN FLASHING I • ° 1 M • ° R' o M _ ° ! z a 2 I I - ° z m I MINIMUM = o 1 /� 1 I z i ( MINIMUM ^ ! A 2I JO PREFERRED R i 2I I MINIMUM / 2 PREFERRED ° n ° ti _ 3� 2'PREFERRED i w° 0 A o j o o . o a • P l - 1 I �° 1I:, t,, ,! A `':*T .o �. I. Iy x I t ii ,:: K .t- A♦ Fitt 1 «• i6..� ♦;. lr,, a fi`:gyp b e 1Y It# 1iFt � A .:�•**.. 3'�1 O'O '. .° Filt .., 1141 A 1 rir ', OM WI w I•I W� fill ct OM a iiii a'I It11 Ilii - +tli „r NAt 'a 1t II " itii I WI 11 I;— 1---i :in_ii I Iht SCHOOL ADVANCE SIGN SI—I SCHOOL SPEED LIMIT SIGN ASSEMBLY SCHOOL CROSSING SIGN S2—I S 4-3 , R 2-I ,S 4—I NOTE.SIGNS LARGER THAN 30" USE Ito TRAFFIC RNOINERRJ.INC 21/2 POLE SET IN CONCRETE. ■w!lO EB � NPUROM.TLiAAI1,nee, SCHOOL SIGN STANDARDS FIGURE 41 op 1 I be in effect only at the time that the children are crossing. The flashing lights shall be controlled by a time clock. The termination of the school speed zone is generally achieved through the posting of a speed limit sign reflecting the speed limit when school is not in session. Proper pavement markings around schools are also very important. A white line should be marked across the pavement at the beginning of each school speed zone to help advise motorists of the school zone. In addition, a center line stripe is often desirable on residential streets adjacent to schools because of the sudden sharp influx of traffic at school release times. It is also recommended that the laddered-type crosswalk be used for all crosswalks adjacent to schools and across any major artery because laddered crosswalks provide greater visibility. Each school in Pearland, Friendswood and Brookside was studied in detail to develop recommendations for improving school safety and efficiency. School controls, such as signing and markings, were developed from field notes and discussions with school officials. On each school drawing a number and letter system is used to indicate what action, if any, is needed for each sign. Numbers indicate the following: 1 . Remove the sign. 4. Raise existing sign. 2. Install the sign. 5. Relocate the sign. 3. Replace the sign. The sign type is indicated by alphabetical letters and is shown in the legend. Safe school routes for children walking to schools from adjacent neighborhoods are shown on figures following each City's school discussion. Additional safety along these routes should be provided by STOP signs , crosswalks and sidewalks or walking paths. Safe school routes can be utilized as a guide to locations where sidewalks are needed most. I i 119 1 1 PEARLAND SCHOOLS The Pearland Independent School District does an excellent job of separat- ing bus traffic from private vehicular traffic. Each school has a separate ' circular drive for bus loading and discharge. The only exception to this pol- icy has been Shady Crest Elementary, and a new circular drive was constructed there this summer to facilitate the loading and unloading of bus students. A large portion of Pearland students arrive by bus, as bus transportation is made available to each student wishing to use it. The parents of those children living within the radius set by State standards for exclusion from free bus transportation are assessed a nominal monthly transportation fee by the dis- trict. SHADY CREST ELEMENTARY 11 Shady Crest Elementary is located in the south central portion of Pearland, south of FM 518. It is bounded by Shady Bend Drive on the south and Liberty 1 Driveon the west. Until LibertyDrive was extended to the new Independence e p 1 Park, Shady Bend had been a dead end street. It has since been extended to connect to Liberty Drive. The change in Shady Bend Drive is not expected to increase traffic around the school . However, Liberty Drive can be expected to 11 carry much heavier volumes than it has in the past. During the time field studies were conducted at Shady Crest Elementary, the bus loading and parent pickup areas were concentrated in the large parking area in front of the school . The area directly adjacent to the school is zoned for bus loading. Parents utilize angle parking spaces in the parking lot to wait for their Ichildren. The Pearland Independent School District proposed to construct 120 a circular drive on the western side of the school off Liberty Drive during the summer. This drive will facilitate the bus loading of students and separate the bus area from the parent pickup area. This will do much to improve the safety for those children who are picked up by private vehicles as well as the many students who walk or ride their bicycles to this neigh- borhood school . RECOMMENDATIONS 1 . Implement signing shown on Figure 42. 1 2. Construct separate bus loading area to be zoned for bus use only. ■ 3. If possible, construct sidewalks to correspond with the safe school routes shown on Figure 43. PEARLAND ELEMENTARY SCHOOL Pearland Elementary is located in the central portion of Pearland. It is bounded by Broadway (FM 518) on the south, Grand Blvd. on the west, and Park Street on the east. Jasmine , which would normally be the northern boundary of this school side, is not a through street in this particular area. It dead ends into Grand Blvd. and begins again at Park Street. Circulation I . at Pearland Elementary is extremely congested. However, the school district has made an effort to provide separate parent and bus loading areas. Bus loading currently takes place on Park Street in a circular drive. Parent pickup occurs primarily on Grand Blvd. which is a very wide street. Grand Blvd. is designated one-way northbound on the east side adjacent to the school . The one-way southbound travel lane is separated from the northbound one by an angle parking area. I 121 I `. I , i Ii u c(30) -,,,Ty,.. (2-or I (. {a. _ ,. 0-c(30) � 11(2-5(30) [ )T (I-C),'i (5-F)'_ ._._+J,`,a.r (2 etsia) `t1 er (2 8(36) { t (2-E) 1 1 (z-E)r,' i LEtvr. Fl i,k I f'Es.. 'f5 It 7l s(I FD Y,Q`O (5 E) s� ) A C 4-(2-F) ` ' t Iil-L) �Cr�"`"�--.... (I-D) p'C) '"+ <A z (2-B(30)T 1 `ti"tF-Cr I p z xo 4 l(2-E) I I I I :•...TRAFFIC ENGINEERS INC. •ii_ I REC OMMENDED I SCHOOL CONTROLS IPEARLAND , TEXAS FIGURE 42 I 122 ..,, 'A,A, I . i ,. .k.• ?.I' ' I .,...:-..,,,r...,''1 1 . „. -. . , I .. ., ..'•': ,,, ,.. , - , --• I .,4,:"••.-----:- d.,:.,..."s.., I . ,., .. III - . - •,,,,:.7.-1'- -...'-:-‘,' ' ' ,`.,. .... ' ,, 1.4' ch.j. I ' , •,'' .,,i, '' ' ''' ' - :',..'1. ,;..,::,-.4*.';i,) ,(*;'':,,‘:(k\'V:,@:.,T.,14. I -''"."-',"- ',-..' -', '',,', .;,`,'...i; 1 i.:,,,,.,,L,;.?; ',o ')e, -*-1 ,.....,i -; ' - : .:' ,, -: " ,, ifZ., -- - , , 4 ! It 't • I . . '''•. ` - - -,- I . ...... . . . . . , I _ - I Irq 1KAI FR ENGINEERS IN 4., I 'A i SAFE SCHOOL ROUTES IPEARLAND, TEXAS FIGURE 43 -_,I 123 I I Grand Blvd. was studied in some detail to determine if improvements could be implemented. The center angle parking creates a hazardous situa- tion, as many students must contend with cars maneuvering into and out of the angle spaces. Many alternative plans were evaluated in an effort to improve this situation; however, the width of Grand Blvd. creates many problems. One possible alternative would be to remove angle parking in the center of the street and stripe parking and loading areas adjacent to the school . All parents should be required to pick up the children on the eastern side of Grand. The circular drive on Grand is primarily used by nursery school buses. Parents should be encouraged to utilize the circular drive and nursery school buses should load in parallel spaces on the east curb. Private vehicle loading and discharge on Park Street should be prohibited. Another area of some concern is FM 518 (Broadway) . This street is wide, and the traffic volumes are heavy. The signals along Broadway (FM 518) should be timed to promote slow vehicular movement at approximately 20 MPH during periods of pedestrian activity. This will increase safety for those 1 children crossing Grand. It is recommended that they utilize the existing crosswalks marked across FM 518 at Grand. This will concentrate crossing and improve safety. It is also recommended that the City and school district combine efforts to hire and outfit an adult crossing guard. Adult guards provide the utmost safety for children crossing the street. RECOMMENDATIONS 1 . Install signing shown on Figure 4L. 2. Modify the angle parking on Grand Blvd. and zone for private vehicle pickup on eastern curb. I 3. Encourage parents to utilize circular driveway on Grand for load- ing and discharging students. 124 I 4. Utilize area north of Jasmine for faculty and staff parking. 5. Utilize an 'adult crossing guard at the crosswalk at Grand Blvd. and Broadway( FM 518) . I PEARLAND HIGH SCHOOL AND PEARLAND JUNIOR HIGH SCHOOL These two schools are discussed concurrently, as the campuses are Iacross Old Alvin Road from each other, and the traffic patterns affect both. The primary problems around the junior high school can be attributed to the current condition of Old Alvin Road. Old Alvin Road is presently a very narrow roadway with no curb and gutter and open drainage. The traffic gen- ii erated from the high school parking lot that exits onto Old Alvin Road, the rnumber of parents who drive their children to and from school , and the buses that also utilize this roadway combine to inhibit flow. An attempt has been made to separate the bus loading area from the parent pickup area at the junior high school . The buses enter the parking lot south of the junior high and load adjacent to the building. A circular drive Ion Old Alvin Road in front of the junior high school is designated for parent use. However, volumes of parent traffic at dismissal time in the afternoon require that many parents park along the roadway. Many also double park in the road, creating tremendous confusion and congestion. I Old Alvin Road has also been by City.designated as a truck route the 9 The number of trucks utilizing this roadway is not large at this particular time, but should it become a more established and more heavily used truck route, the problems that already exist would be compounded. Another problem Iis the location of the fire station on Orange north of the schools. During times when emergency vehicles must reach the southern portion of the City, they utiliL.; I r 125 11 i These sections are redundant in that other sections of the code and/or State law provide for the regulation of parking and for drivers to comply with such regulations if traffic control devices indicating the regulations are present. ' Therefore these sections should be deleted. In addition to the recommended ammendments and deletions described above, provisions relating to truck routes and sight obstructions should be added. Section GROSS WEIGHT LIMITS The City Traffic Engineer is hereby authorized, on the basis of an engineering and traffic investigation, to erect and maintain official traffic control devices on any streets or parts of streets to impose gross weight limits. Section OBSTRUCTION OF VIEW OF TRAFFIC BY TREES, SHRUBS-NUISANCE; REMOVAL Trees, shrubs, bushes, plants, grass or weeds growing at or near an inter- section in such a manner as to obstruct the view -of approaching traffic from the right or left are hereby declared to be an immediate and substantial hazard to the public safety and a public nuisance and the Traffic Engineer is hereby authorized to remove same or so much thereof as deemed reasonably necessary by the Traffic Engineer, as the case may be, to restore unobstructed ' views, without notice. 11 All of the recommendations discussed in this chapter should be combined into a completely revised traffic code for Pearland, a table of contents of 11 which is listed at the end of this chapter. Sections are listed as existing, ammended or new, as discussed. The adoption of this revised code will give Pearland an effective and flexible traffic code which will permit the City to respond quickly and efficiently to changing traffic conditions and thereby assure a maximum effort to provide for the public safety. ' 142 I iTABLE 7 EXISTtNG PEARLAND CODE 1 SECTION SAME AS VCS 6701c SECTION SAME AS VCS 6701D NUMBER TITLE OR SIMILAR TO SECTION NUMBER NUMBER TITLE_ _. �SI_MILAR TO __SFCTION NUMRER DEFINITIONS: 11 Authorized Emergency Vehicle 2 (d) 29-94 Projecting Load 120 Bus 4 (b) 29-95 Mirrors 134A Business District 17 (a) 29-96 Windshields to be nobstructed 134E Controlled-Access or Limited-Access Highway 13 (g) 29-108 Exemptions for AuU or ued Emergency Vehicles 24 Crosswalk 15 29-109 Duty Upon Approach of Authorized Emergency Driver 10 (c) Vehicles 75 11 Intersection 14 29-110 Warning Devices Required 24d and 124 Laved Street 13 (e) 29-111 Duty of Drivers 24e Motorcycle 2 (c) 29-112 Limitation on Exenq tions 24(b) Motor Vehicle 2 (b) 29-124 Starting Parked Vehicle Park or Parking 20 E 29-125 Drive on Right Side of Roadway-Exceptions 52 Pedestrian 10 (b) 29-126 Driving on Divided Highways 62 Police Officer 11 29-127 Driving on Roadways Laned for Traffic 60 i Private Road or Driveway 13 (b) 29-128 Following to Closely 61(a) Railroad 7 (a) 29-129 Passing Vehicle Going in Opposite Direction 53 Residence District 17 (b) 29-130 Overtaking Vehicles 54(a) Right-of-Way 20 29-131 Overtaking - When Prohibited 57(a) Roadway 13 (c) 29-132 Overtaking - When Permitted 56 Safety Zone 16 29-133 Overtaking - Duty of Overtaken Driver 54(b) School Bus 2 (e) 29-134 Overtaking - On Right Side 55 Sidewalk 13 (d) 29-151 Generally 71(a) Stand or Standing 20 F 20 G 29-152 When Driver to Yield to Right 71(d) Stop 29-153 When Making Left Turn 72 Stop, Stopping or Standing 20 H 29-154 When Approaching Multi-Caned Roadway 71(b) Street or Highway 13 (a) 29-155 When Approaching Paved Roadway 71(c) Through Street or Highway 13 (f) 29-156 Presumption of Failore to Yield 71(e) Tractor 3 29-157 Vehicle Entering Highway From Private Road 74 Traffic 19 29-173 Racing Prohibited 185 Vehicle 2 (a) 29-186 General Limitation on Turning 68 (a) 29-2 Driver's License (VCS 66876Sec.2) 29-187 Right Turn Generally 65 (a) 29-3 Application to Government Vehicles 24 (f) 29-188 Left Turn Generally 65 (b) 29-4 Application to Persons Riding Animals 25 29-189 When Turn Signals Required 68 (a,b) 29-5 Application to Workman, Equipment 24 (a) 29-190 When Stop Signal Required 68 (c) 29-6 Riding Motorcycles 174 29-191 Signals by Hand or Device 69 29-7 Protective Headgear Required (VCS 6701c-3) 29-192 "Courtesy" Signals Prohibited 68 (d) 29-9 Clinging to Moving Vehicle 181 29-193 Method of Giving Signals 70 31 29-10 Opening Vehicle Doors 176 20-207 Uniformity of Devices 29-24 Obedience to Traffic Officers 23 29-208 Conformity with Manual 31 29-25 Traffic Violations by Minors (VCS 6701d-4) 29-209 Obedience to Devices 32 (a) 29-65 Accidents Involving Damage to Vehicle 39 29-210 When Devices Required 32 (b) 29-66 Duty to Give Information 40 29-211 Interference with Traffic Control Devices 37 29-67 Duty Upon Striking an Attended Vehicle 41 29-212 Display of Unauthorized Signs 36 29-69 Investigation of Accidents 43a 29-214 Traffic Control Signal Legend 33 29-VA Headlights - When Required 109(a) 29-215 Flashing Signals 35 29-87 Headlights on Motor Vehicles 130 29-241 Unattended Motor Vehicle 97 29-88 Tail Lamps 111 29-246 Parking Prohibited in Specified Places 95 29-89 Lamps on Parked Vehicles 121 29-247 Parallel Parking 96 (a,b) 29-93 Mufflers and Prevention of Noise 134 29-288 Putting Debris on Streets 102,103 29-91 Brakes - Required 132 29-290 Overloading, Crowding of Vehicles 175 (a) 29-92 Brakes - Maintenance 132 29-292 Following Fire Apparatus 100 29-9 Horns and Warning Devices 133 29-293 Crossing Fire Hose 101 29-294 Limitation on Backing 173 I PROPOSED PEARLAND CODE I RECOMMENDED EXISTING CODE RECOMMENDED EXISTING CODE CODE SECTION SECTION (IF APPLICABLE) CODE SECTION SECTION (IF APPLICABLE) 29-33 Ratification of Devices 29-213 19-1 Definitions 29-1 as ammended by 29-34 Emerging from Alley 29-227 deleting 29 definitions 29-35 Stop When Traffic Obstructed 29-228 29-2 Use of Roller Skate, Etc. 29-6 29-36 No Stopping 29-242 29-3 Removing Traffic Barriers 29-11 29-37 Presumption of Owner 29-243 29-4 Enforcement of Regulations 29-23 II29-38 Impoundment 29-244 29-5 Arrest Procedures 29-26 29-39 Impoundment - City Liability 29-245 29-6 Payment of Fine 29-27 29-28 29-40 Parking for Certain Purposes 29-249 29-7 Disposition of Fines 29-41 Parking not to Obstruct 29-250 29-8 Failure to Obey 29-29 29-42 Parking in Alleys 29-251 29-9 Authority of Police 29-41 29-43 Residential Parking 29-252 29-10 Authority of Officers 29-42 29-44 Parking for More Than 72 Hours 29-253 29-11 Temporary Officers 29-43 29-45 Designation of Loading Zones 29-271 29-12 Office Created 29-51 as ammended 29-46 Passenger Loading Zone 29-272 29-13 Investigation 29-52 29-47 Freight Loading Zone 29-273 29-14 Emergency Regulations -53 as amended 29-48 Public Carrier Stops 29-274 29-15 Duty Upon Striking Fixtures 2929-68 29-49 Stopping of Busses 29-275 29-16 Accident Reports 29-70 29-50 Restricted Use of Stands 29-276 29-17 Filing with City 29-71 29-51 Riding on Vehicle 29-289 29-18 Removing Vehicle 29-72 29-52 Boarding Vehicle 29-291 29-19 Unable to Report 29-73 29-53 Controlled Access 29-297 29-20 Garages to Report 29-74 29-135 29-54 Operation of Equipment 29-299 29-21 Control of Vehicle 29-55 Definition 29-312 29-22 Driving on Pavement 29-136 29-56 Exceptions 29-313 29-23 "Digging Out" 29-137 29-57 Permit Required 29-314 29-24 Obstructing Traffic 29-138 I29-58 Application for Permit 29-315 29-25 Obstructing Intersection 29-139 29-59 Restrictions 29-316 29-26 Operation of Vehicles 29-140 29-60 Change of Route 29-317 29-27 Maximum Limits 29-169 29-61 Issuance Restricted 29-318 29-28 Maximum Limits 29-170 29-62 Driving Through Procession 29-319 29-29 Minimum Limits 29-171 29-63 Unlawful to Interrupt 29-320 29-30 Limitations on Turning 29-185 71 29-64 Use of Sidewalks 29-337 29-31 U-Turn Restricted 29-194 29-65 Gross Weight Limit New 29-32 General Powers 29-206 as amnended b 29-66 Growth of Shrubs New y deletion of city council i143 I I TRAFFIC CODE - FRIENDSWOOD A review of the Friendswood Traffic Code indicates that the City Council has chosen to retain the authority to make all decisions relative to traffic operations within the City with the exception of those pertaining to selected parking restrictions and loading zones. As a result the Council has found it necessary to pass an ordinance governing every speed zone, stop sign, yield sign, one-way street and load limit in the City. Thus, 22 of the 29 pages of the traffic code are devoted to the listing of speed zones and stop sign locations . It is the general practice of most cities in Texas to delegate authority and responsibility for the control of traffic operations to a qualified city official . While smaller cities do not ordinarily require the full time services of a professional traffic engineer, they do designate the City Manager or Chief of Police as the official responsible for the installation, operation and maintenance of traffic control devices . This procedure precludes 11 the need for the frequent adoption of ordinances correcting or modifying an 1 existing condition and permits traffic operations to be regulated in a pro- fessional manner. The Texas Manual on Uniform Traffic Control Devices closely governs the location of such devices . Cities are required to comply with the Manual . Its standards and warrants governing the location of traffic signals, 11 lane lines, stop and yield signs and other devices are detailed. Also, State law requires that speed zones be established in accordance with the most current "Procedures for Establishing Speed Zones" prepared by the Texas Com- mission for Highways and Public Transportation. Because of these standards 11 144 1 1 adopted by the State , there is no reason for concern by the City Council that the delegation of its authority over traffic operations would result in a capricious use of power. A proposed traffic code is submitted as an attached document. It is recommended that Friendswood adopt this ordinance. However, should the City Council wish to retain its authority for traffic operations, then those sec- tions delegating authority should be deleted. In either case, the City should find some procedure whereby the adoption of a separate ordinance for every change in traffic control can be avoided. IAs indicated above, a functional traffic code is one which is brief yet affords the City the flexibility to respond to the dynamics of traffic opera- tions. The suggested ordinance provides that flexibility. i i 1 1 1 1 1 I 1 1 145 I 1 TRAFFIC CODE - BROOKS IDE VILLAGE Brookside Village has not adopted a traffic code. This lack of action by the City may stem from a belief that the City is too small to require such a code or that State law is adequate for the City' s needs. Both assum- tions, if they have been made, are in error. Every local government should have a traffic code if it may legally adopt one. Although a city with only a few hundred residents certainly does not have traffic problems of the magnitude of those of much larger cities , the need for local regulation of traffic does exist. Every intersection and every driveway represents a potential point of conflict for vehicles on the public street system. A "blind" corner in Brookside is just as dangerous 11 as one in Houston. Parking prohibitions at certain locations in Brookside are as important as in Dallas. Property damage and injury resulting from traffic accidents are just as serious to those involved whether they live in IBrookside or San Antonio. The model code attached as a separate document provides the basic provisions 11 necessary for Brookside to regulate almost every aspect of traffic operations. It is brief yet flexible enough to accommodate growth. It is based upon State law 11 and the TMUTCD. If the City Council wishes to retain complete control over the installation of traffic control devices or delegate this authority to the Mayor or some other official , then the code Lan be modified according- ly. It is important, however, that the City act in a positive fashion relative to the regulation of traffic through a specific ordinance. This will provide the legal basis for all actions pertaining to traffic by the City. Then, I 146 1 I so long as all traffic control devices and regulations are consistent with the TMUTCD, the City may act with confidence to improve vehicular and ped- estrian safety within its jurisdiction. I 1 I I I I I I I I I 11 ' 147 Chapter 9 I PLAN IMPLEMENTATION 1 Each City's involvement in this traffic safety plan is just beginning. The planning period includes the accummulation and evaluation of data and recommendations for improving traffic operations and safety measures. It should be the City's responsibility to implement recommendations in this study that they determine feasible within their fiscal capability and based on careful evaluation of each recommendation. Many of the improvements proposed are of the immediate action type and others will require assistance of the S.D.H.P.T. It should be remembered that most of the improvements are usually initiated by the City with assistance in the development of the project provided by the S.D.H.P.T. As a result, each City must work closely with the highway depart- ment as has been done in previous years. The recommendations contained in this report center on existing operational deficiencies found throughout each City plus recommendations for updating traffic control standards to be in compliance with the TMUTCD. This plan strongly focuses on safety as demon- strated in the high accident locations contained in this report. With the type of plan developed in this study there is a portion which should be con- tinued on a yearly basis such as accident spot maps and continued investiga- tion of high accident locations. Investigations similar to those contained in this plan should be carried out on a continuing basis by each City. This plan should provide guidelines for future investigations . 1 I 148 PRIORITIES Tables 8, 9, and 10 list recommended priorities for each City's traffic Icontrol system to provide for maximum safety. These priorities have been determined by various criteria as they relate to traffic safety, operations and capacity with the TMUTCD providing guidelines for dates of particular improvements . SOURCES OF FUNDING 1 Contained on each table are listed possible sources of funding. While ' the City must bear the responsibility for many of the improvements, and must undertake constant planning to provide for the major improvements, the State and Federal governments do offer assistance for various projects as have been 1 evidenced by this study. The S.D.H.P.T. is responsible for most improvements on State and Federal highways. The Federal Highway Act passed in 1976 con- tains many sections tirnilar to those in the 1973 Highway Act. The Urban System Program as utilized by the Cities on various highway projects was con- tinued in the 1976 Highway Act. The 1976 Highway Safety Act contained modifi- cations in consolidating the previous Section 230 0ff System funds to Section 219 which provides safety funds for improvements off the Federal Aid System. ' There are numerous other projects or programs to be considered and must be fully evaluated and discussed with the State Department of Highways and Public Transportation. An extremely large construction project such as a grade separation as recommended at FM 518 in Pearland must be carefully planned and programmed with available funds. Each year 50% of the Section 203 Rail- Highway Crossing funds in the United States are allocated for grade separations 1 149 1 while the other 50% of the funds are allocated to traffic control signals or improvements at railroad crossings . The continued volume of rail traffic in this particular area must provide a very high priority for the improvement of this railroad crossing. Figures 48 and 49 show the highway classification of the street system in Pearland and Friendswood. Streets that are contained on the Urban System iare eligible for Urban System funds. Streets off the Urban System or cross- ing the Urban System would fall under the category requiring safety funds. All traffic control signs that are on the Urban System are not eligible for funding under Section 402 described in this report. These items must be installed by the S.D.H.P.T. or the City and are not reimbursable under the isign replacement program. The first program that should be undertaken in each City would be the sign replacement program and could be accomplished by October of 1979. The continued support and assistance for the implementation and funding of these various projects through the Office of Traffic Safety can be coordinated with ttheir office in Texas City at the College of the Mainland. ' NEXT STEP: IMPLEMENTATION I I I I I ( 150 II TABLE 8 PEARLAND IIPRIORITIES AND FUNDING PRIORITY LOCATION DESCRIPTION JUSTIFICATION COST YEAR SOURCE 111 1. VARIOUS REGULATORY, WARN- TMUTCD $ 4,592.00 1978 SEC.402 ING & SCHOOL SIGNING I2. VARIOUS SIGN POSTS TMUTCD 2,160.00 1978 CITY 3. DEAD END BARRICADES (4) SAFETY 660.00 1978 CITY STREETS I, 4. FM 518 @ GRADE SEPARATION CAPACITY 1,250,000.00* 1978-82 SEC.203 RAILROAD CROSSINGS 1 5. FM 518 @ WIDENING FOR LEFT SAFETY 6,183.00 1978 S.D.H.P.T. COUNTRY CLUB TURN LANE I 6. FM 518 @ WIDENING E FOR LEFT SAFETY 22,116.00 1978 S.D.H.P.T. WOODCREEK TURN 7. FM 518 @ TRAFFIC SIGNALS TMUTCD 25,000.00 1978 S.D.H.P.T. ICOUNTRY CLUB 8. FM 518 @ TRAFFIC SIGNALS TMUTCD 25,000.00 1978 S.D.H.P.T. WOODCREEK 1 9. FM 518 WIDENING TO 48' CAPACITY 464,000.00 1978 URBAN SYSTEM FROM WASHINGTON TO HATFIELD I 10. FM 518 WIDENING TO 60'FOR LEFT TURN LANE CAPACITY 624,137.00 1979 CITY BOND PROGRAM CURB AND GUTTER - CORRIGAN TO I WESTMINISTER 11. FM 518 @ ELIMINATION OF SAFETY 15,349.00* 1979 SEC.219 CORRIGAN/ OFFSET I 12. WOODY ORANGE WIDENING-CURB CAPACITY 67,753.00* 1979 SEC.219 AND GUTTER I13. OLD ALVIN RELOCATION ROAD @ SAFETY 2,118.00* 1979 SEC.219 S.H. 35 I 14. MAGNOLIA @ REALIGNMENT S.H. 35 SAFETY 2,241.00* 1980 SEC.219 15. OLD ALVIN WIDENING WITH SAFETY 253,383.00 1980 CITY BOND II ROAD FROM CURB & GUTTER PROGRAM FM 518 TO ORANGE I 16. S.H. 35-PEAR WIDENING TO 60' SAFETY 42,949.00 1979 S.D.H.P.T. TO WALNUT FOR CONTINUATION OF CONTINUOUS LEFT TURN LANES I 17. S.H. 35 @ INCREASE RADIOUS SAFETY 2,180.00 1980 CITY KSNPP & INSTALL DETECTORS 18. S.H. 35 WIDENING 60' FOR SAFETY 26,769.00 1980 URBAN SYSTEM I (KNAPP TO CONTINUOUS LEFT CLEAR CREEK) TURN LANE I 151 II 11 TABLE 9 II FRIENDSWOOD I PRIORITIES AND FUNDING PRIORITY LOCATION DESCRIPTION JUSTIFICATION COST YEAR SOURCE 1 1. VARIOUS INSTALLATION OF TMUTCD $ 4,000.00 1977 SEC.4O2 SIGNS II2. VARIOUS SIGN POSTS TMUTCD 1,200.00 1977 CITY II 3. FM 528 @ REALIGNMENT SAFETY CHIGGER CREEK PLAN A 267,000.00 1978 SEC.219 PLAN B 381 ,000.00 1978 SEC.219 11 4. CASTLELAKE @ INSTALL GUARD DRAINAGE RAILS SAFETY 600.00 1978 CITY DITCH II5. FM 518 @ INSTALL TRAFFIC TMUTCD 25,000.00 1977 S.D.H.P.T. SPREADING SIGNALS IIOAKS 6. CHELSEA- ELIMINATION OF SAFETY 27,955.00 1978 SEC.219 DUNBAR @ OFFSET IIFM 518 7. EDGEWOOD @ WIDENING TO CAPACITY 150,120.00 1978 URBAN SYSTEM IIFM 518 60'-3OO'N-S 8. FM 528-OLD INSTALL CENTER SAFETY 500.00 1977 S.D.H.P.T. II ROAD LINE, EDGELINES, BUTTONS 9. FM 518 @ INSTALL TRAFFIC TMUTCD 30,000.00 1979 S .D.H.P.T. IIFM 528 SIGNALS 10. WHISPERING WIDENING FROM FM CAPACITY 122,000.00 1979 URBAN SYSTEM IIPINES ST. 518 TO DEEPWOOD ST. II II II II 152 1 TABLE 10 BROOKSIDE PRIORITIES AND FUNDING PRIORITY LOCATION DESCRIPTION JUSTIFICATION COST YEAR SOURCE 1. VARIOUS INSTALLATION OF SIGNS TMUTCD $ 1,503.50 1977 SEC.402 1 2. VARIOUS SIGN POSTS TMUTCD 460.00 1977 CITY 3. DEAD END BARRICADES (4) SAFETY 640.00 1978 CITY STREET 4. BROOKSIDE CENTER LINE TMUTCD 500.00 1977 CITY/COUNTY DRIVE STRIPING & 11 BUTTONS 5. BROOKSIDE REALIGNMENT & SAFETY 25,000.00 1979 CITY DRIVE BRIDGE REPLACEMENT i 1 i 1 1 1 1 1 i 153 I ,,,,,-„--„,„, ,-, , ,...-::: I ... .. , f' 1., I -, -',.. 1 .. I ' " - - -- - .' ,..., „ I , , : „ -. • -__, --' , I ', , , ,,,,, =-.. •P`a V.,, . , . 1. I I .. a a' z a , a I , . ''';-.',:::7'' ',!' '''' i,'''',:Z`24.,i i•`,1'':'';r'' \'''''' -s'' ''!!'i''''''' -F-7,-. •• \I,7 -1 71 N1,'---'' ''-''' . 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' 'r 5F'u LIM 30 P 2-1A I 1924 E CIPCLF DR SHADYRFND N I 1 I'I. i' WC II,. 1(1 P 2-1A 1 1624 ,W CIPCLF PR SIIADYFFEIJO E. _ _ 1 1 61_ Wu LIi'' .'1.1 I' 2-1A 2 1;124 CLUEPY HOLOW KATRINA-50 FT MORT NS 2 P 1'I ft 51'U L.1',. 30 C 2-1A 1 1924 HATFIF_LP COL MESUCIL N 1 1 1'' • o SPU I .I . ;`d' r :-lA I 11,24 COMM.. F'YkAtun II 1 1 'y I i ,:'i ,' i.°if- LA''Y I.i.i ., I 1 1'I. g 51'N LI;, 10 I' 2-IA I 1'124 :;OUDCREST CPTPPIF CPrFK FF 1 1 PI 5Pu LIM ,,U r 2-1A 1 11124 WOUDCRLST CROOKED CPFFD 11 1 1 1't 11 SPu L.il'; ;co P 2-1A 1 1924 F'CLF.AN FITF PO ii 1 1 I'1_ '4 SPu L ir' ',0 P 2-IA 1 1124 FINAPF' Rl_FNNA-SO F�T M M I 1 PI j SPu LIF: 3O It 2-1A 2 1'II24 CRAM'' ONANAF EM ' 1'1_ 5P0 I_Li; .'0 1 2-IA 1 1924 t)NAPP MAIN-2011FT !A;T F 1 1 I'1 A � S!'L, L I1-I .,0 P 2-1 A 1 1"24 11fd,;PP NANCY I1 1 1 ft_ ! • Pu LIP Sl, I. 2-1A 1 1''?4 t'RAPt' PO! 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STOP V 1- 1 1 30 GAIWEN PR FM 2351 Enc.rwoon I 1 I V', IP SPu L1L ?II P 2-1A I In24 NARPLN (II) FM 2351 EDGEtKoop E: I 1 STOP AIILI'1 W 3-1A 1 30 S1'NSFT-100 FM 2391 FDGEW000 W 1 1 F'' . # ILL IM1EFSECTW ''...- a i 30 SUNSET-150 FM 2391 EOGEWOOD W 1 I 1.• '' TO STuP F 1- 1 1 30 WOunLAwn FM 2351 EDGEWOOD . 1 1 ii-'.! .-,1(A-' }, 1- 1 1 50 PECAN FM 2351 EDGEWOOD 4. 1 1 f .' 1 SNi. 1..L., 10,, i 2- 1 1 2430 NORTH CITY L FM 2351 EDGEW000 S 1 i 4? . ' '0 W0 LI,, VS P 2- 1 _. 1 2430 NORTH CITY L. FM 2351 EDGEWOM N I I V ., Slut- R 1- 1 1 30 IMPERIAL PR FnoEwoOn S 1 1 1,-' E SlUF 4 1- 1 1 30 IMPERIAL PH EOGEWOOO W 1 1 F" Hill) . . STUP P 1- 1 1 30 IMPERIAL OR rnnEwonn w 1 . 1 r ,, flopTH SPb L1L 20 1 2-IA 1 1/12.0 IMPERIAL PR ET-WE:WOW E 1 1 1 4 4 SLut.' 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S SFIAROKIENO S 1 1 f' ' Ili !AJD LIM ;.:0 I, 2-IA 1 1P24 (MAKER OP S SHAPOWPFMP N 1 1 I , Ifr SLOP CHI LP PLSUP- 1 rtJAKFP DR S SHAPOYI1ENI1 N 1 1 F 1,_,i ' 1- 1 1 -',( ;"11;/0,1 , ,..,^.f- 'I'l T A 1 1 4 ' SPu L1L ','0 N 2-1A 1 1P24 qUAKER P9 mAHOI IA S 1 1 I ' V I 1 S1uP F 1- 1 1 3n (MAKER HP COLONIAL OP S 1 1 I ' SPu LIH '.'0 r 2-IA 1 11,24 oUAKER nil CI')! om At_ PP N 1 1 I- 4 S For 11 1- 1 1 In OuAKFR OR GLEHLFA DP H 1 1 V'i 0 STOP I. 1- 1 1 30 QUAKER nr IMFETENHEmCE 5 1 1 f ' SPu LIL .. ti I 2-lA 1 lffPfl cflIAKF.P Ph ImPEPFWTMCF II 1 1 f , 4 51-JP I' 1- 1 1 30 cUAKUP PP 5-,r1-7AP1NG PARS 1' 1 1 I. • ' a. ' 1 . SPIJ L11... '-t) I- 2-144 1 Ip24 PHAKFP OR 5P!'47A1I1G PA(,, :, 1 1 1 I- ' I 1 STOP I; 1- 1 1 30 rUAKFP PP SUPNY\fTF AVE I; 1 1 4 . SPu LII, ;'0 F 7-1A 1 1P:14 c!IIAKER DI' 54w,NywIr0 F',VE 5 1 1 1 ' o Slur P 1- 1 1 30 1,MAKI-p H') YVYFH TrPACf- r 1 1 I ItlUill MI I: • 1-1It 1 if, olli0<1 R PP CI I f'PVTI.'`'-1',11 I'l ',T I I 1 ! 1 ' • I ' 1 ; 1 i i k, . i , . • 11'# a i PG 51i,N 1YFI COI.rL. uTY SI/F F'PCFL STPF.LT rIIOS S 5TPFFT I15F-v I ; RI' km .-,IJk tlr T IN T,-; ,-.1 I o nl' , , c .,f „r(,l„ IP% I LEFT 41;10 l 1-11t 1 .0 c11AKf R nP CI FARVIFI-1n(1 SCUT Il 1 1 0 + 11 DE.0,L, L.141) V i4-11 l 30 CI)AKFP OR CI_FAPI,TrF'—inn SOFT 1' 1 1 F Y1LL1; P 1-2H 1 56 OIIAKFR D(? CLFAPVII '•'1 H 1 l r' 0,, Wu LI, ,'n ?-1A 1 1'124 0UAKFR DR CI_FARVIrto E 1 1 1 ' I ' s STuF' F, 1— 1 1 30 FN `01}1 CI rAPVIFW 0 I 1 1 '' STUP P 1— 1 1 30 .FM 518 SKYVIFW TF' PACF S 1 1 F i 1R� STOP R 1— 1 1 30 FM 510 SlJF•'NYVIEW Al/F S 1 1 i-H 1 • SI'U L 1I•i 20 F 2—IA 1 1124 FM 518 SHrNYV IrW AVE U 1 1 F ,+ ',Tot' I' 1-1A 2 ?'I FM 51F1 SPPCADIFIC OAKS III, i ss,: 'SPu LIM ;0 P 2— 1 1 2430 FU 518 SoCAnTMC, OAKS fI 1 1 I ! i:i 5I'u L1FI .,0 P 2—IA I 1F.24 f M 518 SPPEAHING OAKS I 1 F + STOP 1' 1— 1 2 30 FM 518 WII-I_OWWICK NS ? F • SPu Ll,1 20 R 2-1A 1 1824 FM 11 WII-LOWWICK I'? 1 I F -I 1 ':,TOP K 1— 1 1 30 FM 51A MAGNOLIA S 1 1 1 F' ` TUt' F) 1— 1 30 FM 518 SHA1)01,41FFID MS 2 I i '' SIUHAL Al:t_Al iti 3-3A 1 • 36 FM 91f1 HF.F'ITAGF F 1 1 1 STUP F 1— 1 2 --__ 10 __FA_51e IHERITAGF..__._ _(S_-__._.___..__ 2 5 1 f '+ SPu LIM 30 f' 2-1A 1 1824 FM SIR HERITAGE N 1 1 Fr' • VILLA) P 1-211 2 36 PECAN HERITAGC EW 2 1. 1 f'' 1 S f oP P 1-1 A 1 24 PECAN HERITAGE F.. 1 1 F• ' YILLU i' 1-2F: 1 36 PECAN SHADOWRFND F 1 1 '- I � `.;Tu1' F 1— 1 2 30 MOIZNINGSIFIL SHADOWBFND IFS 2 2 F. .• ' 1 STUP F. 1— 1 1 _ ._ 3R M01/NIN'.SII'k_ HERITAGE , w 1 ] F ' SPU LIP PO P 2-1A I 1024 F"OHNINGSII'E HERITAGE E 1 1 F' • F PIUHT 1UI F1 ,a 1-1k 1 30 MAKER HFPITAGF N 1 1 F •t LEFT TURF: W 1-1L 1 30 QUAKER HERITAGE W 1 1 f-:'' ALA Al a 1S V:13— 1 2 io1F' 01.IAKER FIFEITAGE N W 2 1 I SIFNG HAP Ai/PV;4' 1— t, 2 4024 QUAKER HERITAGE . N W 2 4 I :' 7 STUN I' 1— 1 2._._. .30 MAGNOLIA _ MORNIFIGSI'F__._._.._.. MS ? F STOP H 1— 1 1 30 VlILLOWWICK MORNIMGSIQE N 1 ] !':) t NO I'AFK H 7— 1 1 1710 WILLOMWICK MOPNINGSIDE S 1 1 E'; 1! STOP R 1— 1 1 30 MAGNOLIA . OAK VISTA_. .... . W 1 1 F'+! YILLU P 1—?ls 1 36 0LENLEA OP SPREADING OAKS E 1 1 F- YILL') R 1-21s 1 36 0OHNTNGSIDL SPREADING OAKS E 1 1 F I 4 SPu L1i 2 :1.1 P 2-1 A 1 1,124, MORNIGIJ`;T11L SPREADING OAKS W 1 1 ._F111RG W 1 1 I 36 INDEPENDENCE WILLIAM -.) Y1LLI! P l—?t3 1 WILLIAMS BURG YILLU H 1-2tl 1 36 INDEPENDEFICE LIRFRTY w 1 1 F'1 : 11 YILLU R 1-21i 1 36 INbEPENprrFCE PII_GEAM W 1 1 F-' `,rk,' ,. 1— 1 501 T'.ilf l'Fi -: I. F pi.,r,1i T 1,1 r!cF r r- , # : YII_LI' F 1-2F1 ; 36 ECHO AVE PFF'fl RR Fk; 2 1, • 1 I YILLF' I' 1-21s - P 3f, ECHO AVE OIIAKEP OP Mc, 1 UF-.AU 1I.)) N14-11 1 30 ECHO AVE @I)AKFR DP E 1 1 F 4 YILLU K 1—?u 2 3r, ECHO AVE WHITTIFP DP H. D ' YILLU Fl 1-213 1 36 F CHO AVE EARLIIAM DR F 1 1 r' STUP F 1— 1 2 3n Fm 519 C4STLF.f0OD AVE- HO ;I - 1 4 UEAI! 1 F;U 1.'14-11 1 3n PM 5l a CAS.TLF'rjOOD AVF I' I I F . , 0 I : STOP F 1—IA 1 24 FM", 510 FIOTSPFPIFIC PITIES 1 1 I ' SPu LIM 30 F 2-1A 1 1o24 EM Fil R IINT SI'FRTr+C r'Irdrs F 1 1 i-'' ( MO TIt15 P `i— 2 1 %424 FM 518 H',gISPEPTrl('. rlriro F 1 1 I ' ' 1 " LEFT CUFFVL V' 1-2L 1 30 CIIKVF FIwT SPF'2TF'M n1,-Ir(; F 1 1 1 RIGHT CI)FVL 1-2Ft 1 50 CI)l:VF II'O;l'r P1m(• F'1rlr' 1 1 I ' • jI, all Mil OINI OMNI OM I S MI I O N S S OW MI III1 O I IIII I ` 1 i 0 PG ,r :)lCi: TYI'F CoML OTY ST<:E' F'f2LPl_ ?TFIE.T CROSS CTrFLT IlCl'f1 I:I RP 114 !Alp ('I T IN Tr ri H': Of, <.F` ':l' !'11''r. 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N 1. 1 1 , i s LLI T LUR1,1 f! 1-2L I 30 FM 518 OLP ROAD ._._._. E _ 1 1 1 .: , P1GIiT CURVL W 1-2k 1 30 FM 51N OLD ROAD W 1 1 I t , ADV SF0 f-,0 ;13- 1 1 1.R10 FM 510 OLD ROAD EW ? F`'I s S1 uP F: 1- 1 1 30 FM 518 OLD ROAD . 11 1 1 F':9 :;Tol !; 1- 1 l 30 FM 518 01_n ROAD E I 1 r'• , S" `SOP F, 1-1A 1 ?4 OAK nR AIRLINE VI 1 1 F'' ' f SluP 11-lA 1 24 OAK nR AIRLINE W 1 1 1 -r SPu Llii ',0 I' 2-lA l 1824 OAK OR AIRLINE E 1 1 F C STOP E 1-IA 1 24 OAK DR WINDING WAY E 1 1 F''' s SPU L1M" 30 V ?- 1 1 2430 OAK DR WINDING WAY W , 1 . 1 F'" LANG NIL ARRWw 1- 7 1 4,'124 OAK nR WINDING WAY E 1 1 r''' t' ' STuP I£ 1-1A 1 24 OAK DR U11LTER c 1 1 F • 1 YILLO 0 1-2I1 1 36 OAK DR _ BOLTER.._... 5 I .. . 1 F SPL' LIii 30 F' 2-1A 1 1M24 OAK DR DULTER N 1 1 F it"' STuP U I-lA 1 24 OAK DR MCKISSICK EW 1 1 F ' SPu Liii 30 F 2-lA 1 1824 OAK OR MCKISSICK E 1 1 F''! RIuHT LULVL ',a 1-211 1 30 OAK DR PIPELING CURVE N 1 1 I--' e! LUFT CURVE_ V 1-2L 1 30 OAK DR PIFFLING CARVE K 1 1 F' s OLAO [ HD 414-11 1 30 OAK DR PINE nR jc 1 _ I '- STuI' I' 1- 1 1 30 OAK DR PINE DR II 1 1 F SPu LINE 30 P 2-IA 1 1824 OAK DR PINE DR S 1 1 r'? Is SPu Liii ;,0 r: 2-1A 2 11;24 PALTER PR PINE DP-100 NW MS 2 2 ` •' ',FUI 1-1E, :-u „14 T71 11'£ PI"` F , 4L' SPu I_IN :,1 I+ 2-IA 1 1824 HOLIER ro PINE DR-100 WEST W 1 1 F ,; i . i Slur F' 1- 1 A 1 2 JULTFR nR MCKISSICK DR 5 1 1 F j 51'U LIP 3(1 E- 2-IA 1 1£124 JIILTFR PP MCKISSICK PP II 1 1 I-': i' 5TUF' R 1- 1 4 :3n I E15iIRF LIT WINDING WAY NSF ri S 4 F 5PU LIN 3(1 R 2-1A• 1 1824 L.C-ISURL LN WTF DIIIG WAY F 1 1 -''' Slot' P 1-IA 1 24 lEISlIPL LII S CLFAK CPFFK D!? S 1 1 I t' SF'u L1h a !: 2-1A 1 1824 LEISURE III S CLFAK Cf`EEK nr' I, 1 1 V ' • YILLU N 1-2u 1 36 WINDIiI, ',,AY N CLFAK CPrEK HP _ 1 1 1 Sl'u LIF1 30 P 2- 1 1 2430 \ Innific WAY I1 CLFAK CMI EK nP r 1 1 1 , 4 UEl,I) I. Nl) W14-11 I 30 Cl I_AP CrK i)P rl CLFAK CRFFK F1n F! 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P 1'.,; * SPU LIM 21) I, 2-1A I 1524 SUNSET W SPREADING OAKS S 1 1 F ,' ' V DEAD LLU v,14-11 1 30 SUNSET W SDRF APING OAKS 5 1 1 Fr' ;Pu LIM ,75 I' 2-1A I 1024 SUNSET W SPPEADIPFG OAKS E 1 I F , ,..I 4- PEU XING 1F1I- 2 1 30 SUNSET W SPPI ADING OAKS 1'; 1 1 F ' ' .V S>1OF' P 1- 1 2 30 SUNSET FALLING LEAF OR NS .____.. S 1 % I- 'li ". SPU LIM 30 F 2-IA 1 1824 - --- S ..l1rdSEt FALLING LEAF DR i 1 F n * SPu LII.1 20 H 2-1A 1 1324 SUNSET FALLING LEAF DP N 1 1 F11 '. y SNP P 1- 1 1 30 SUNSET FAIRDALE S .. I . 1 F'-I SI'U LIN :'() P 2-1.A I 1524 SUNSET FAIRDALE M 1 1 F '1 O STOP I' 1- 1 1 30 SUNSET MISTY S 1 . 1 F '•' !'' r , SF'u LIN <'l) I' 2-IA 1 _ .7.s?4---SUNSETMISTY -.----•--. --- f! I.._._ 1 F';' . STOP R 1- 1 1 30 SUNSET LIPIKW00D S 1 1 F'! 0 ! ' SPU L tit 20 P 2-IA 1 1824 SUNSET LTNKWOODAl 1 1 F'r y SPU LIM :S5 R 2-lA 2 1024., SUNSET CASTLEWOOD AVE STuP 11- 1 2 30 SUNSET CASTLFWOOD AVE NS 2 2 FI ♦ 5F'U LIk 20 H 2-IA 1 1524 SUNSET CASTLEWOOD AVE _ N_. 1 1 F''' V STUD _ F< 1- 1 1 30_ SUNSF T _.- ...._ DLSERE7-DP_ c_ -1_.._._ ..- 1 ._ E.'' SislurR 1- 1 1 30 SUNSET HEATHER LW -- S 1 1 F,,, f SPU LIP 20 F 2-1A 1 1824 SUNSET HEATHER LN N 1 1 F4 y SRL) L.Iivi 3'S P..2-tA 1 1824 .,SUNSET DRIARMEADOW .. ._:. . ,_ .EW 2 ._ 2 F4 Srut' R 1- 1 1 30 SUNSET . BRIARMEADOW _ . _ NS 2 2 F" t STOP H 1- 1 1 30 SUNSET PAPKWOOD AVE F:. 1 1 F ,.i y STOP f; 1- 1 1 30 POODL.AWN _..._ HERITAGE DR S _1__.. 1 ,; SPu l_11') 30 0 2-IA 1 1824 WOODLAWN HERITAGE DR N 1 1 F'r' 0I , STuP R 1- 1 1 30 WOODLAWN DAWN S 1 1 FI'I y STOP R 1- ,1 4 30 WOODLAWN W SHADOWBENCI .. MSEW. . _ ._. 2 2 2 2 Ft++ I'rl' F-'' S1uP F 1- 1 1 30 WOODLAWN MAGNOLIA S 1 1 F , 4 STUP I I- 1 1 30 WOODLAWN W SPREADING OAK E 1 1 F., y SPU LIM .10 F 2-lA 2 1834 WOOOLAWP! W SPREADING OAK NS 1 i F YILLU H 1-2)s I 36 LAUREL DR HERITAGE W 1 1 F'+' O SPU LIM 20 R 2-IA 1 1R24 LAUREL n4 HERITAGE F 1 1 F'v' , r YILLU R 1-20f 1 3A L AURFI_ DR DA!•'N rl 1 1 „ I . • 1 STuP IZ 1- 1 1 30 I AURF"L DR MAGNOI IA N r 1 1 F •' , y STOP H 1- 1 1 .30 LAUPFL DPP WILLOWWTCK S 1 1 F ,' , 1 STOP Ii I- 1 I 30 LAUREL DR W SPREADING OAKS E 1 1 F t STOP R 1- 1 1 30 CEUAPWOOD DP W SPREADING OAKS K 1 1 F-'.., !' SPU LIN 20 H 2-1A 1 1F124 CFUARWOOD UP W SPREADING OAKS F 1 1 F .1 LFE1 Told' t 1-1L 1 30 CEtiARWOOn OH STONFSTIIROW F 1 1 I- RIviIT FUI'I 4, 1-1R 1 30 CINAPWOOH DP STnNEcTUPO''.' 5 I 1 1 , AUV' Si0 15 1+,13- 1 2 101R CEDAP 'OOF) DR STCNFSTHPOw SF I i STOP F' 1- 1 1 311 CE.DAPWOOD DP ;TCNEST)FRO0 1 1 F,' f, SPU LIN Cl) It 2-1A 1 11,2it CFDA)t Oor) DP 5Tr'Mr'r,TFIFll'+' I 1 1 F-, v I STuP F 1- 1 1 30 CFUAPWOoD 0P rp)'n AvF c, 1 1 F STUP H 1- 1 1 30 CF UAR'''UO') UI' Hn" C II' I 1 1 I ' SIMI M OlIl INN 1111 MI IIII 1111 VIII IMMO OMNI IMMO MO IMI MI On I 4' • Pk; r, SICC. TYPL C('I!L Ply `;I7E rpert 5Tr'FLT CROSS ST0FLT r'rFih 1,1 Pr' I'"•+ `-,111 I, "T IN is SF Pr Or c.p n, •'r-"Pi"('- Aft5I'u LIP 2`0 r 2-1A 1 1!'24 CEPAPWCOf1 OF' P(N! CM ` 1 1 F '' s • DEAD FAA) t',14-11 1 30 CEUARWUOF) DR ROt' CTI? • S 1 1 `;ToP f' 1- 1 1 '30 CEUAPW(U r) DF CAPEY LN t' 1 1 Fr'., I aj 5Pu LII a I. 7-1A l P:24 CF11AR6>'On1' UP CAFFY LN S 1 1 F •1 DEAL 1.,11r Y14-11 1 30 CFLiAr2 (rnf) DR CArEY LN S 1 1 F ' S1uP P 1- 1 1 3(1 ( ON CIR CAREY LM E 1 1 F. •' #' YILLP N I-PH 1 36 CEUAPWOOO DP CASTLEWOOD F 1 1 F ''' 110 SF'U l IG tl' k 2-1A 1 11t24 CEL)AR'rIOOP DR CASTLEWOOD V. 1 1 r ' SI'u LIP 20 P 2-1A 1 1224 FM SIR CASTI_FWf100 S 1 1 I r ir S1 UF' P 1- 1 1 30 FM 518 ECHO AVE N 1 1 F p• SPu L1hl ''.(1 1' 2-1A 1 1624 FM 518 ECHO AVE S 1 1 F . STOP P. 1- 1 1 30 FM 518 ST(NESTHROW F' 1 1 Fv r• STUP H 1- 1 2 30 SHADOW PEND GARDEN Et.: 2 2-',. s L)EAU L i.0 V414-11 1 3(1 SHADOW REND GARDEN E L 1 r .1 SPU LIP NI It 2-.1 A 1 1'124 SHADOW I1r ND GARDEN 4. 1 1 r • YILLU F' 1-2H I 36 SHADOW (1FF1D SFDORA DR Y,' 1 1 F -; 1 1110 F'Eu x1I.G "11- 2 ? 2-,_ 3 /SLDORA SPREADING OAKS _. NS 2 F:.'! LEFT (LV CUNVW 1-4L 1 30 /SLDORA SPREADING OAKS N 1 1 F :' 4 ; RILHT ICEV CURV- 1-PR 1 30 /SFDORA SPREADING OAKS S 1 1 F'1 r Slur' R 1- 1 1 30 FOHRFSTVIF'd FALLING LEAF DR w . 1 1 1 F''? YILLU P 1-20 2 36 FORRFSTVIEw FAIRDAL.F NS 2 2 17.1 • YILLI, I' 1-211 2 36 FOHPFSTVIEW MISTY LII NS 2 2 1.''1 s YILLU _ r 1-'di, 1 36 FOkf1ESTVIE,N,-. LINKW0GP N 1 . 1 F YILLU P 1-2h 1 36 FORRESTVIEW CASTLEWOOD E 1 1 Fly! �' STuP 0 1- 1 1 30 MISTY LN CASTLEWOOD C 1 1 F.,/ ' STOP R 1- 1 1 _ 30 LESLIE LN CASTLEWOOD W 1 . _ . . 1 FI4 YILLU P 1-70 1 36 LESLIE LN DESERET 11 1 1 f: ' t SFuP f? 1- 1 1 30 MERRIEWOOD LESLIE LN N 1 1 Ft' Ha YILLD H 1-20 I. . ____36 HEATHER _LN _.. .HEATHER .LP1_.___..-----_-- -----_.W_.._1_._ . . _. 1 1 YILL_D U' 1-2B 1 36 HEATHER LN HEATHER LW E 1 1 F'f litSTOP I', 1- 1 1 30 HEATHER LM MEPRIEW000 M 1 1 Ftl t STUP R 1- 1 1 30 BRIAf1MEAOOW MERRIEW000. _ ._ E 1 1 F,! SPU LIP .:,0 II 2-1A 1 1f124 PRIARME.ADOW MERPIFW000 5 1 1 r '' I r, SPu LIP :'0 R 2-1A 1 1N24 CASTLEWOOD MERUIFWO00 E 1 1 PH 94 1 STUP fI 1- 1 1 30. MERRIEW0110 CASTLEWOOD _- __ w I I t:I., I STOP P 1- 1 1 30 FAIRDALE CASTI.FW000 E 1 1 F'•' I'" SPu LINT 20 P 2-1A 1 1f124 FAIRDALF CASTErw000 '. 1 1 flik STUP P 1- 1 1 30 FALLING LEAF CASTLEWOOD F 1 1 F14 Li'. -1;, I 1, er: n`(_T` L.r :.r rrrl ! .nnn ,c> NAI:PO1t l;I.IUMF 1•' 5- 2 2 3n COWART CREEK CASTLFWOOD F15 7 ^ F 1 I .i Rlullf CO VL F 1-.2.H 1 30 COIOl(T CMLLK CASTLEWOOD S 1 1 I- . - 1 LLET CURVE I'I 1-?L 1 30 COWAPT CREEK CASTLEwOOFI 1 1 1 I '' o' WT LI;MI 7-1/2 T10- 4 2 1f'24 COwART CREEK CA'PTLFWfOD NS 2 2 f-•r •R 1 SF'u L1r'l 2O R 2-1A 1 1;224 COwAPT C'7FEK CASTLFWOOD S 1 1 F ' STOP F. 1- 1 1 30 I'RIARr'1LAnnw {r!T' DI'''G WAY PI 1 1 I , 16 i t DLAL' I.ND '14-11 1 30 I'RIAPt-1F_A1OW I' 11R)IMG WAY P 1 1 I- , A , j PAr.kICAUI - 1 WINnING YIAY Co14APT CREEK "fi. 1 'r f-- r; r--r, CURVE AIR AU !'..UP- 1 3n cFunP"inn ;PPE/WING OAKS S N r 4 1, SPU L I1 45 1' 2- 1 1 ,2430 FU''W1') FM 52p PAPV'40nf1 5 !! 1 1 F'. w STUP 311LAL 3- 1 1 .36 FMS1K FM 52p rAPIWOnr) I' Ir 1 1 r..; i SLOtc' I!'1_T PL I. N-.;A 36 ;f 1I1 T F r_r" , t+ PAW'b(,fi n I. I, I ' 121 10111 PIS IIIII NM NW MI — OMB r — r OM - - In NO all MIS DPI Po / S10:: TYPI CC11L OTY SIZF PRCPL STREET CROSS STREET MSEW I11 PP PM SUE; 0Y P•T IN 'lc '-,T In nP r:1, C'! FNrr:"' .. SI't. L.IP 4F, P 2- 1 2 2430 SIJNSF'.T FM 52P PAPVWO0P r,S N 2 2 r•, I .. PRAM I.C.V L!11r1p 1-411 1 30 COwART CN'F.EK FMB 52P PARKwoon s ll 1 1 V." L111 PLV CUIoV 1-PR 1 30 ROWAPT CRULK FM 52P PPRKWOnr) M m 1 1 1 1.. AUV SI'J 4f, v'13- 1 1 1pil COWAPT C"FEK FM 52A PARKwoOF MS II 2 F ' ' w; CPU LIN PS , 1 1 2430 URIAK CPFFK FM 52n PARKWO00 N U1 1 F•r 1 I SPU LIM '+5 K 2- 1 1 2430 PRIAK CREEK FM 52A PARKW00D S U J 1 F r SLUIJ .;LT 1(u ';. 8-5A 2 36 BRIAK CREEK FM 52S PARKW00D NS U2 2 F'•' 1 ' • ULAN LPN s14-11 1 30 WIIJDSOUG FM 5211 PAPKW000 _. W 1 I F'.i No TRr;L 1- 5- 2 1 2424 KINPSONG FM 52P PARKW000 W 1 1 1 ' 2„ulr, iI •. SPU LIN 0 i' 2-1A 1 1624 WINDSONG FM 52A PARKWOOD _ W 1 1 F Li i Stop P 1-1A 1 _ 24 WINDSONG FM 52p PARKW00n E- 1 1 1 , I'" SLui: ':LT PI) 6! 8-SA 2 36 WINDSONG FM 52A PARKWOOD MS U 2 2 F.r • STUI P 1- 1 1 30 CYPRESS PT FM 52A PAPKWUOn F 1 1 F'•' i •` LEFT CUPVL W 1-2L. I 30_ .SUNNFADCW FM 52A PARKW000.. _ S U I I F',' , RluilT CUI VL t•, 1-2R 1 30 SUNNFAUOW FM 528 PARKWOOf N _ 11 1 I I 's' i AUV SIC' 449 113-11 2 1S1S SUNMEADOW FM 52P F'ARKWOOP 11S U 2 1-" ! ! s, STUP P 1- 1 2 30 SI INMFAUOW _ FF1 52p PARKWOOI) E 2 2 F.' ;'-, T nr r; STUP k 1- 1 I 30 COUNTRY CL.UFI FM 52A PARKWOOD E 1 1 F,,, s SLO : ihiLT PU P 8-5A 2 36 COUNTRY CLUB FM 52P. PARKW00D MS II 2 2 F",•! ii," STUI' R 1- 1 1 30 MOORE Rn FM 52A PARKW00D E.. .,.. 1 1 F'l STOP 1'• 1-Al 246 IlNOY LN FM 52P PARK-WOOD W 1 1 F •' it CPU L1il 30 li ?-lA • 1 1624 UNOY LII FM 52A nARKWOOD E I. 1 I '' 111.' SIUI' 1 1- 1 1. 30 ._.TQWER. F<R FM .528. E'.ARKMOQL?--_---- .-.._._ _.__._..1 _-- 1 __L:' j STOP R 1- 1 1 30 ESTATE OR FM 52A PAPKWOOD E 1 1 FP i '• 5TU1' P 1- 1 1 3n ESTATE DR MANDALE W 1 1 1 Fv' S Tu1' R 1- I 1 30 . TOWER OP . MANDALE 2 _ W.. 1 _. 1. F'`' STUI' k 1- 1 1 30 MOORE RD MAPDAI.E r1 1 1 F=.! s SI'u LII-. 30 P 2-1 A I 11124 LUNDY LN ELDORADO W 1 1 F'.! s' STui' P 1- 1 1 30__ LUNDY LN ELPOR4nO S 1 1 1 1 ' SPU L1M 21? k 2-IA 1 1024 SUNMEADOW FM 52S PARKWOOD W 1 1 F it : STOP R 1.- 1 1 30 SUNMEADOW CASTLE HARBOUR DR W 1 1 FP Vb. ! YILLU F: 1-26 1__ . 36 CYPRESS PT CASTLE HARFTOLIR OF W . 1 1 F'•l Ylt_LU 1' 1-2L1 1 36 PFSERTAIRE CASTLE HARR0UR nP w 1 1 F'°I • H YILL1' P 1-20 1 36 BELMONT CASTLE HARPOl1R nk W 1 1 F "r , •' YILLU 14 1-21; 1 36 POINT CLEAN CASTLE IIAR!101IR...DR... _. . 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ALV ,1-1A 1 3U30 PR1GADOOFI MARY ANNE E 1 1 1 1 SCHSCLrJSF'LiI1SULY 1 2448 EDGEWOU0 S OF RRIGADOON rl_.---- U 1 1 1 ') 1-IA 1 3030 STADIUM MARY ANNE _ E 1 I F Oft SCL SF'J ASULY 1 2448 EDGEW00h S of PRAIRIE WILD S 1 U 1 F ' 'I SCL SFL ASLLY 1 2448 GARDEN 150; F OF FOGEW"OD • W 1 1 FT' SCL SPA AS)LY 1 2448 PRIGADOON 150: F OF MARY ANN E 1 1 F`'' F' SCL SI'D ASLJLY 1 2448 STADIUM 150: F OF MARY ANN E 1 1 F'' I -, SF'LL.L' .10 k:?-1 1 2430 FDGFi 00D S OF PRAIRIE WILL) II 1 U 1 F' SPLLI) SS R2-1 1 2430 EDGEWOOD S or RRTGADOON S 1 U 1 F" e SOLED 00 1<2-1A 1 1824 PRIGADOON 150: F OF MARY ANN W l 1 1'1 '15 SOLED .,0 1.2-IA 1 1824 STADIUM 150: F OF MARY ANM K' 1 1 F' W! ! o J 1 I"%''i ( Ai:I)} r! 1 sif.: r OF rrlorr non r 1 1 F SPLtI, ..0 A?-1A 1 1024 GARDEN EDGEWOOD F. 1 F ' I / SI'LLi.! ,U 1,2-1A 1 1t'?4 GARDEN EDGEWOOD 1 1" _ 2410 GARDFN FDGEWOOD F 1 F f SCL XILIG S2-1 1 3636 FDGEWOOD S OF PRAIRIE WIl..f) 5 1 L1 F•: 1 " SCL XIWO S2-1 1 3636 FDGFWOOL N OF STADIUM N 1 i1 F SCL x lAo L2-1 2 3636 EDGE("o0D GAPUFPI I F, 1' 2 p ' JUNIOR FILCH r ' 1 3 i SCL SI'L PSoLY 1 2448 FM ';1n E OF SIINIIYvTF-1i' t., r1 1 1 1 SCL SPu i'SilLY 1 2440 FM 518 w or MAomoJ.IA F 'I 1 1 I + 1 `', OWL WAY LTC 1 STO'JESTIIPOw CFnAP!t;00n 5 1 F ' ONL wAY 11C 1 LAVRFL ;I'r'CADIr'r OAKS, ,, I F .' 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Aft, :,1-IA 1 .50-in '(JNIIYV1F'w 1,0: FJ or FM ,.IA 5 I 1 F • SCHOOL AI V `,1-1A 1 5030 `.;PIlrAnfl 5 OA 15n: P) nF FF1 51f' S 1 1 I SCHOOL AL V ):,1-lA I 3030 1LLOWICK 15n: F.J OF FM SIP S 1 1 1 l • SCHOOL AFV ,1-1A I 31130 I"AG1IOLIA 150: N OF FM 51P 5 1 .1 F • SCHOOL Ally SI-1A I 3(?3n SHADOW HFNI) 150: N OF FM SIR S 1 1 SC)(JUL At'V ,,1-1A 1 503n 1 AURI L SWOOP III-ND I 1 1 I" SC)ROIL AI V ',i-1A 1 30.30 t,OOfL_A'wt,J SHADOW MENn E 1 1 F • • `,C))OUL AI I., J1-1A 1 31130 Sl'REAUIMG OA On: 5 or MOOl)L_ANI'I V 1 1 1 ''' SCHOOL AI V S1-1A 1 30,-50 CEDARwOOU STONFSTHPOW W 1 1 F'"' • SCL SI'S i'.`M,.iLY 1 (!44P SIFUNYVIFW FM 51A S 1 1 I .1 • SCL `.,I'L f'SuLY 1 2448 SPREADING OA FM 51A S 1 1. 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