05. First Ave W and 11th St Traffic Study - PecciaAGENDA ITEM 5 - FIRST AVENUE WEST AND 11TH STREET TRAFFIC STUDY-
PECCIA & ASSOC.
BACKGROUND/CONSIDERATION: We have enclosed a copy of the Engineer's
study with their conclusions and recommendations for this
intersection. The Engineer will review this report with us at the
workshop.
RECOMMENDATION: Since the conclusion of the Engineer recommends the
installation of all way stop 'sign control on this intersection
because of the accident history and warrant fulfillment, I believe
it would be negligent if not following the recommendation. I
recommend that we approve the installation of the four-way stop.
ACTION REQUIRED: Approval of Council to install the four-way stop
and amendment to the stop sign 'authorization ordinance.
ROBERT
PECCIA
& ASSOCIATES
Civil, Transportation
& Environmental
Engineers
Mr. Bob Babb, P.E.
Director of Public Works/City Engineer
City of Kalispell
P.O. Box 1997
Kalispell, MT 59903-1997
Subject: Traffic Signal Warrant Study
!st Avenue West and 1 Ith Street
Dear Mr. Babb:
October 8, 1996
In accordance with our agreement dated October 3, 1996, this technical memorandum documents our
analysis of traffic conditions at the intersection of 1 st Avenue West and I Ith Street in Kalispell, and
describes our recommendations for improvements based on that analysis.
I understand that you plan for me to present this information to your City Council at their regular
meeting on Monday October 28, 1996. In the mean time, please feel free to contact me with any
questions or comments you may have about this report.
Sincerely yours,
ROBERT PECCIA & ASSOCIATES
X. Foutch, P.E.
Project Manager
SLF/slf
cc: file
VranAkalispelVechmemompw
P.O. Box 5653, 825 Custer
Helena, Montana 59604
(406) 447.5000
FAX (406) 447-5036
Ist Avenue West - IIth Street Intersecnon Review
Kalispell. ,Montana
Orober, 1996
Purpose & Need for Study:
The intersection of 1st Avenue West and I Ith Street in Kalispell is being reviewed for traffic control
improvements as a result of a concentration of accidents at the site throughout the last several years.
The intent of the study is to identify problems, and determine what can be done to address the safety
problems.
Site Description:
The location under study is a four-way intersection that is stop -controlled on its two minor leg
approaches 0 lth Street), with unrestricted movements on the through street (1st Avenue West), 1st
Avenue West is included in the City of Kalispell's major street network, classified as a collector route.
With stop sign control on all intersecting streets from 4th Street to I Sth Street, I st Avenue West
functions as a through -route, supplementing the capacity of the adjacent U.S. 93 route on Main Street.
Based on this function and existing traffic volumes on the route, it actually functions as a minor
arterial within the context of Kalispell's traffic network. I Ith Street accesses U.S. 93 at a signal
controlled intersection, and is protected by stop sign -control on side streets from 2nd Avenue West
to 7th Avenue West. This street apparently serves east -west cut -through traffic to some extent,
functioning at a higher level than its intended residential status (probably more like a collector).
Both routes have statutory speed limits of 25 mph. 1st Avenue West measures 43 feet wide, from
back-to-back of curbs, providing one parking lane on each side, with two through lanes. 1 I th Street
is 35 feet wide from back-to-back of curbs, also providing one parking lane on each side with two
(narrower) through lanes. A sketch of the intersection is shown in FIGURE 1.
Sight Distance:
This intersection has relatively good sight distance for its existing stop -controlled condition. The 85th
percentile speed for traffic on 1st Avenue West was observed to be 30 mph, which is used in this
analysis as the design speed for assessing existing conditions. Based on this design speed, a vehicle
approaching the intersection on I st Avenue West must be able to see a vehicle leaving either stop sign
on 1 Ith Avenue from at least 130 feet, in order to be able to perceive and react to the need to adjust
speed. This sight distance is generally available in each direction along 1st Avenue West when cars
are not parked on the street near the intersection. The sight distance is limited to significantly less
than this minimum threshold when cars are parked along 1 st Avenue near the intersection.
Stop signs installed on 1 lth Avenue are clearly visible from at least mid -block, which is sufficient for
the existing urban conditions.
Traffic Observations:
Kalispell's annual traffic counting program includes current count sites on 1 st Avenue West south of
this intersection, and about two blocks to the north. l Ith Street traffic counts are also available for
the segment between Main Street and 1st Avenue West, and west of 2nd Avenue West. The most
recent average daily traffic (ADT) and peak hour traffic volumes for each of these count sites are
shown below (for March of 1995). Counter locations are shown in FIGURE 2.
Counter Location ADT Peak Hour
Ist Ave. West, south of 1 Ith (#90) 5,720 635
1 st Ave. West, north of 9th (#47) 7,030 746
11th Street, east of 1st Ave. West (#86) 3,630 389
11th Street, west of 2nd Ave. West (#37) 3,030 338
NOTE:
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I st Avenue West - 11 th Street Intersection Review
Kalispell. Montana
October, 1996
Intersection turning movement counts were conducted at the 1 st Ave./II th Street intersection on
Thursday, October 13, 1996 through after -school hours, but only partially into the afternoon peak
travel period. These observations indicate that the predominant movements on each street are straight
through (73% on 1st Avenue, 55% on I lth Street). 22-23% of 1st Avenue traffic turns left, with only
a minor percentage turning right. 33-43% of llth Street traffic turns right, with only a minor
percentage turning left. The turning movement observations, shown in FIGURE 3, are used later in
this analysis to assess Level of Service (LOS) and delay at the intersection.
1 st Avenue West travel speeds were also observed on October 13th. This study indicated that most
vehicles traveling straight through the intersection on 1 st Avenue exceed the statutory speed limit of
25 mph. The 85th percentile speed (speed which is not exceeded by 85% of the traffic) was observed
to be 30 mph, which is significantly over the legal and expected speed for travel in this type of
neighborhood. The maximum observed speed on 1 st Avenue during this study was 43 mph. The
minimum observed speed for straight -through traffic was 20 mph. FIGURE 4 summarizes the data
collected for this study.
Accident History:
Accident records for the City of Kalispell indicate that this intersection had six reported accidents in
1992, two in 1993, and five in 1994. All of these accidents were right-angle collisions, eight involved
vehicles traveling straight ahead on each street, three involved straight travel colliding with left -
turning traffic. The remaining accidents were of other types. An additional ten accidents occurred
at this intersection in 1995 and 1996, of unknown type. Accident history for the period 1988 through
1991 exhibited a similar pattern.
Traffic observations on October 13, 1996 indicated that much of the accident history is probably
related to inadequate gap availability in 1st Avenue West traffic, forcing llth Street traffic to take
chances crossing or turning into inadequate gaps. This is related to relatively heavy traffic volumes
on each street, combined with hightravel speeds on 1 st Avenue. Several near misses or instances
requiring heavy braking were observed during this study, in a 90 minute period.
Capacity Analysis:
Existing conditions (i.e. stop control on the 1 lth Street approaches) operational analysis results for
this intersection , as estimated using methods described in the Highway Capacity Manual (HCM), are
summarized in the following table:
Approach Movement PM Peak Hour LOS
1st Ave. (SB) Left A
1st Ave. (NB) Left A
llth Street (EB) L,T,R C
11th Street (WB) L,T,R C
This indicates that the intersection provides a reasonable -to -marginal level of service for existing
traffic during peak hours, as currently configured. Traffic entering or crossing 1st Avenue West from
either leg of 11th Street experiences poor levels of service due to limited gap availability in the
through traffic on 1 st Avenue West. Average approach delay on each leg of 11 th Street is in the
vicinity of 14 sec/vehicle.
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SPEED SURVEY SUMMARY
LOCATION: 1st AVENUE WEST and 11th STREET
Observation Observation Observed Frequency Observation Observation Observed Frequency
Number Rank Speed I Number Rank Speed
145
59
10
53
137
108
43
97
136
19
36
51
63
83
87
89
100
104
114
119
129
132
152
151
150
149
148
147
146
145
144
143
142
141
140
139
138
137
136
135
134
133
132
131
43
37
36
35
35
34
33
32
32 2
31
31
31
31
31
31
31
31
31
31
31
31
31 13
1
6
11
16
45
46
s0
52
61
68
70
71
73
80
84
92
95
99
106
118
120
122
3 126
75
74
73
72
71
70
69
68
67
66
65
64
63
62
61
60
59
58
57
56
55
54
53
26
26
26
26
26
26
26
26
26
26
26
26
26
26
26
26
26
26
26
26
26
26
26
12 130 30 85th percenti
20
129
30
140
52
26
24
128
30
146
51
26
40
127
30
4
50
25
55
126
30
8
49
25
66
125
30
23
48
25
79
124
30
31
47
25
86
123
30
35
46
25
110
122
30
39
45
25
133
121
30
48
44
25
138
120
30
49
43
25
141
119
30
57
42
25
143
118
30 13
74
41
25
3
117
29
76
40
25
22
116
29
82
39
25
25
115
29
103
38
25
27
114
29
112
37
25
64
113
29
113
36
25
78
112
29
115
35
25
81
111
29
117
34
25
85
110
29
125
33
25
88
109
29
128
32
25
96
108
29
134
31
25
127
107
29
149
30
25
151
106
29 12
152
29
25
17
105
28
5
28
24
26
104
28
34
27
24
62
103
28
56
26
24
72
102
28
101
25
24
90
101
28
142
24
24
93
100
28
150
23
24
98
99
28
14
22
23
105
98
28
15
21
23
109
97
28
18
20
23
130
96
28
29
19
23
135
95
28 11
30
18
23
7
94
27
54
17
23
21
93
27
60
16
23
33
92
27
67
15
23
37
91
27
121
14
23
41
90
27
148
13
23
47
89
27
2
12
22
58
88
27
9
11
22
65
87
27
13
10
22
75
86
27
28
9
22
77
85
27
38
8
22
91
84
27
44
7
22
94
83
27
69
6
22
107
82
27
102
5
22
111
81
27
123
4
22
116
80
27
124
3
22
131
79
27
42
2
21
139
78
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32
1
20
144
77
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147
76
27 19
25
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6
10
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I:%highwaysUkalispelAspeed l .wk4
I st Avenue West - 1I th Street Intersection Review
Kalispell, Montana
October. 1996
Signal Warrants Analysis:
The FHWA's MUTCD (Manual on Uniform Traffic Control Devices) describes eleven warrants for
intersection signalization. Under normal practice, satisfaction of any one of these warrants is
considered sufficient reason to install a traffic signal. The warrants do not imply that a signal must
be installed, but at least one of the warrants must be met before a signal can be installed.
Existing conditions at the study intersection satisfy only one of the signalization warrants defined by
the MUTCD (warrant 6 accident experience). As a result, installation of a traffic signal at this location
could occur if deemed the most appropriate treatment. A separate assessment of each of the MUTCD
signalization warrants is presented in the following paragraphs.
Warrant 1 Minimum Vehicular Volume
This warrant is not satisfied for current conditions at the I st Avenue West / 1 lth Street intersection.
Major street traffic (l st Avenue) exceeds 600 vph for at least eight hours of an average day, but minor
traffic (1 Ith Street) on the highest volume approach does not exceed 150 vph for the same eight hour
time period. This warrant illustrates a general level of activity/congestion throughout the majority of
daytime travel.
Warrant 2, Interruption of Continuous Traffic
This warrant is not satisfied for current conditions at this intersection. Major street traffic does not
exceed 900 vph for at least eight hours of an average day, even though minor street traffic does exceed
75 vph for the same time period. This warrant generally indicates the availability of gaps in the major
traffic stream for crossing traffic on the minor route.
Warrant 3 Minimum Pedestrian Volume
This warrant is not satisfied for the study intersection. Very few pedestrians were observed moving
through the intersection at what was expected to be a peak pedestrian period.
Warrant 4 School Crossing
This warrant is not satisfied for the study intersection. There is not an established school crossing on
any leg of this intersection.
Warrant 5 Progressive Movement
This warrant is not satisfied for the study intersection. This warrant is intended to justify signal
placement for corridor progression when no other warrants can be met.
Warrant 6. Accident Experience
This warrant is satisfied for the intersection. This intersection has had five or more accidents
involving property damage or personal injury within several of the previous years. Previous
treatments to the intersection, including installation of over -sized stop signs, have not reduced the
accident rate below this threshold. Traffic volumes exceed 80% of the Minimum Vehicular Volume
warrant criteria. The angle -type accidents occurring at this location are susceptible to correction by
traffic signal control.
Warrant 7. Systems Warrant
This warrant is not applicable, as the warrant only applies to the intersection of two major routes.
I st Avenue West -I I th Street Intersection Review
Kalispell, Montana
October, 1996
Warrant 8. Combination of Warrants
This warrant is not applicable, as the study intersection already meets at least one other single warrant.
Warrant 9 Four Hour Volumes
This warrant is not satisfied for the study intersection.
Warrant 10. Peak Hour Delay
This warrant is not satisfied for the study intersection. The total delay experienced by traffic on the
11th Street approach (both legs) does not exceed 4 vehicle -hours according to a stop sign controlled
analysis of existing peak hour traffic data with Highway Capacity Software.
Warrant H. Peak Hour Volume
This warrant is not satisfied for the intersection. The total approaching vehicles per hour on 1st
Avenue West, and the corresponding approach volumes on the higher volume leg of 11 th Street do
not fall above the appropriate curve in MUTCD Figure 4-5 for at least one hour of an average day.
Multiway Stop Sign Warrants Analysis:
The FHWA's MUTCD (Manual on Uniform Traffic Control Devices) also describes three warrants
for multiway intersection stop sign control. Under normal practice, satisfaction of any one of these
warrants is considered sufficient reason to install multiway stops. Because these stop sign
arrangements cause a substantial inconvenience to motorists, they should be used only where
warranted. It should also be noted that multi -way stop sign control should only be used where the
volume of intersecting traffic is approximately equal. The warrants do not imply that stop control
must be installed, but at least one of the warrants must be met before stop control can be installed.
This analysis indicates that multiway stop sign control meets more than one warrant, so it could be
installed at this location. However, the additional suggestion by MUTCD, that this type of control
should only be installed at intersections with approximately equal traffic volumes on all approaches
is only marginally applicable to this intersection.
Warrant I Interim Treatment for Future Signal
This warrant is satisfied for this intersection. Signal control is warranted based on accident
experience, but may fail to meet warrants in the (relatively) near future, as US 93 reconstruction
diverts north -south traffic out of this corridor. The multiway stop would provide adequate control for
a minimal period, until the diversion occurs or a signal can be installed.
Warrant 2. Accident History
This warrant is satisfied for this intersection. Five or more accidents were reported for each of several
previous years. Most of these accidents were right-angle collisions that would be correctable by
installation of a multi -way stop.
Warrant 3. Minimum Traffic Volumes
This warrant is not satisfied for this intersection. The intersection meets all applicable criteria, except
that delay on the approach streets is not greater than 30 seconds per vehicle in the peak hour.
8
1st Avenue West - IIth Street Intersection Review
Kalispell, Montana
October, 1996
Conclusions:
Signalization of this intersection can be warranted based on MUTCD warrant numbtir 6 (accident
experience). However, since the intersection meets only one warrant, it could be considered a marginal
candidate for signalization if other treatments can be applied effectively. The accident history appears
to be related to inadequate gap availability in 1st Avenue West traffic, which is often due to speed and
traffic volume. Failure to meet the volume -related signal criteria for warrant number 2 however
(interruption of continuous traffic) suggests that in the case of this intersection, speed is the primary
cause of the gap availability problem.
Ideally, methods to reduce travel speeds on lst Avenue West would be the most appropriate solutions
to the problems that exist at this intersection. Stop signs are generally not considered to be effective
at slowing traffic throughout a corridor. Speed bumps or speed humps are noisy, unpopular with the
public, problematic for snow plowing, and ineffective beyond about 150-200 feet. Other traffic
calming techniques such as curb bulbing, traffic circles, raised pedestrian platforms, and traffic
diverters could be effective treatments if strongly supported by the public. These treatments are
expensive and virtually guaranteed to fail if implemented by a public works agency without very
strong support from neighbors. Since no such public pressure has surfaced in relation to this project,
they are not considered viable alternatives.
Installation of a four-way stop at the intersection will create the needed gaps in 1 st Avenue traffic to
allow safe passage of 1 lth Street traffic. The treatment will also tend to slow growth of traffic on 1 st
Avenue West because of the significant inconvenience created for lst Avenue traffic. The treatment
will slow 1st Avenue traffic in the immediate vicinity of the intersection, but it will not significantly
decrease travel speeds more than 200 feet from the intersection. This treatment will also increase
traffic noise and air pollution near the intersection. Installation of a four-way stop at this location
should be considered a temporary measure to be removed when a signal is installed, 1 st Avenue West
is reconstructed or retro-fitted to force traffic to slow down, or when US93 improvements are
constructed to relieve traffic pressure on this north -south corridor.
Recommendations:
The City of Kalispell should install yellow curb paint to prohibit on -street parking on all four
quadrants of the intersection, extending 20 feet beyond sidewalks on each street, in conformance with
MUTCD recommendations. If additional prohibition to as far as 30 feet from sidewalks would be
acceptable to residents, it would also be recommended.
The City of Kalispell should trim the bottom branches of an existing tree in the northeast quadrant of
the intersection, located in the boulevard along 1st Avenue West, about 30 feet north of the sidewalk.
The low -hanging branches of this tree restrict sight distance across this quadrant.
The City of Kalispell should install stop signs on 1st Avenue West at this intersection, and put "All
Way" supplemental placards on these and the existing stop signs on I lth Street. This control should
be considered an interim measure to be in place until a US93 bypass reduces north -south traffic
pressure on this route. In the event US93 bypass can not be anticipated within a reasonable time
frame, the four way stop should be replaced with a traffic signal. Actual design and configuration of
the intersection under traffic signal control should be based on a re-evaluation of traffic needs at that
time.
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*20
Reference
Numbers
COLLISION DIAGRAM
�
ACC
NO.
t
ACCIDENT
TYPE
ANGLE
ACCIDENT KEY
MO. I DAY !YEAR
6 I 9 1 88
iTIME
748
ISEVERITY
1 PROP DAM
WEATHER
CLEAR
(ROAD
jDRY
LIGHT I
I DAY !
2
ANGLE
6
24
1 88
1025
INJURY
CLEAR
DRY
DAY
3
ANGLE
6
26 1 881
1424
PROP DAM
CLEAR
DRY
DAY 1
4
AkGIE
7
16 1 88
800
PROP DAM
CLEAR
!DRY
DAY !
5
ANGLE
j 8
27 1 88
2312
INJURY
CLEAR
DRY
,NITE
6
ANGLE
9
'6 1 381
1101
PROP DAM
CLEAR
jDRY
1 DAY '
7
ANGLE
11
5 1 88
1445
PROP DAM
RAIN
WET
DAY
8
ANGLE
71
11 1 88
1041
PROP DAM
CLEAR
DRY
DAY
9
ANGLE
` t
31 89
. 808
PROP DAM
CLEAR
ICY
DAY
10
ANGLE
5
12I 89
620
INJURY
CLEAR
DRY
DAY
11
ANGLE
! 7
181 89
728
i PROP DAM
CLEAR
DRY
DAY I
12
ANGLE
8
22 89
j 1014
PROP DAM
CLEAR
DRY
DAY
13
ANGLE
31
22
( gol
1015
PROP DAM
SNOW
ICY
DAY
14
ANGLE
9
29
901
1705
PROP DAM
CLEAR
DRY
DAY
15
ANGLE
3
12
91
1710
PROP DAM
RAIN
WET
DAY
ANGLE
5
7
91
1507
PROP DAM
CLEAR
DRY
DAY
17
ANGLE
6
121
91
1725
PROP DAM
CLEAR
DRY
DAY
E16
18
ANGLE
8
24
91
112
PROP DAM
CLEAR
DRY
NITE
19
LEFT TURN
6
12
90
1750
INJURY
CLEAR
DRY
DAY
20
REAAEND
4
8
91
1743
INJURY
CLEAR
DRY
DAY
ACCIDENT STATISTICS
NO.
YEAR
1988
*INJ ACC
5
8
7ACC.
4
1989
*FAT ACC
0
3
1990
#tPDO ACC
15
5
1991
PERSON =
7
201
TOTAL
NIGHTIME
1
NO, or Persons Inlurea
TYPES
ANGLE
NUMBER
18
IOAD
RY
REAR END
1
NET
1
SIDESWIPE
0
3NOW
LEFT TAN
1
CE
t
OTHER
0
ETHER
5 - 1
HCS: Unsignalized Intersections Release 2.1c 1_11_PM.HCO Page 1
-----------------------
Center For Microcomputers In Transportation
T?niversity of Florida
t, ..2 Weil Hall
ainesville, FL 32611-2083
Ph: (904) 392-0378
Streets: (N-S) 1st Avenue West (E-W) 1_th Street
Major Street Direction.... NS
Length of Time Analyzed... 60 (min)
Analyst ................... SLF
Date of Analysis.......... 10/8/96
Other Information ......... 1996 Observations Scaled to Peak Hour
Two-way Stop -controlled Intersection
Northbound Southbound Eastbound Westbound
L T R L T R L T R L T R
No. Lanes
Stop/Yield
Volumes
PHF
Grade
MCIs M
SU/RVIs (%}
CV's (o)
PCEIs
0 > 1 < 0
N
82 271 18
.95 .95 .95
0
1.10
----------------
0 > 1 < 0
N
74 232 16
.95 .95 .95
0
1.10
----------------
0 > 1 < 0
9 119 95
.95 .95 .95
0
1.10 1.10 1.10
----------------
0 > 1 < 0
13 82 47
.95 .95 .95
0
1.10 1.10 1.10
---------------
Adjustment Factors
Vehicle Critical Follow-uxo
Maneuver Gap (tg) Time (tf)
------------------------------------------------------------------
Left Turn Major Road 5.00 2.10
Right Turn Minor Road 5.50 2.60
Through Traffic Minor Road 6.00 3.30
Left Turn Minor Road 6.50 3.40
HCS: Unsignalized Intersections
Release 2.1c
1_11_PM.HCO Page 2
Worksheet for TWSC Intersection
Step 1: RT from Minor Street
WB
EB
--------------------------------------------------------
Conflicting Flows: (vph)
294
252
Potential Capacity: (pcph)
983
1032
Movement Capacity: (pcph)
983
1032
Prob. of Queue -Free State:
0.95
0.89
--------------------------------------------------------
Step 2: LT from Major Street
SB
NB
--------------------------------------------------------
Conflicting Flows: (vph)
304
261
Potential Capacity: (pcph)
1228
1287
Movement Capacity: (pcph)
1228
1287
Prob. of Queue -Free State:
0.93
0.93
TH Saturation Flow Rate: (pcphpl)
1700
1700
RT Saturation Flow Rate: (pcphpl)
1700
1700
Major LT Shared Lane Prob.
of Queue -Free State:
0.92
0.91
--------------------------------------------------------
Step 3: TH from Minor Street
WB
EB
---------------------.-----------------------------------
Conflicting Flows: (vph)
720
720
Potential Capacity: (pcph)
457
457
Capacity Adjustment Factor
due to Impeding Movements
0.83
0.83
Movement Capacity: (pcph)
382
382
Prob. of Queue -Free State:
0.75
0.64
.-------------------------------------------------------
step 4: LT from Minor Street
WB
EB
--------------------------------------------------------
Conflicting Flows: (vph)
824
778
Potential Capacity: (pcph)
353
375
Major LT, Minor TH
Impedance Factor:
0.53
0.63
Adjusted Impedance Factor:
0.63
0.71
Capacity Adjustment Factor
due to Impeding Movements
0.57
0.67
Movement Capacity: (pcph)
--------------------------------------------------------
200
252
CS:
Unsignalized
Intersections
Release
2.1c 1_11_PM.HCO
Page 3
Intersection
Performance
Summary
Avg.
95%
Flow
Move Shared
Total
Queue
Approach
Rate
Cato Cap
Delay
Length LOS
Delay
Movement
(pcph)
(pcph) (pcph)
------ ------
(sec/veh)
--------------
(veh)
-----
(sec/veh)
---------
--------
EB
L
------
10
252 >
EB
T
138
382 > 508
14.3
3.3 C
14.3
EB
R
110
1032 >
WE
L
15
200 >
WE
T
95
382 > 433
13.4
2.0 C
13.4
WE
R
54
983 >
-TB
L
95
1287
3.0
0.1 A
0.7
SB
L
86
1228
3.2
0.1 A
0.7
Intersection Delay
=
5.3 sec/veh