.---------------ITRAFFIC ENGINEERS. INC. I---

Transcription

FREEWAY
OPERATIONS
WORK
CONTRACT
ORDER
No.
(86)
STUDIES
# 14
06-03-A3-AG
(58545P5007)
FOR
IH-820
IH-820
AT
IH-35W
AT
RUFE
WHITE
AT
FORT
DRIVE
SETTLEMENT
NORTHSIDE
SUBMITTED
TRAFFIC
SNOW
DRIVE
BY
ENGINEERS,
WORTH,
ROAD
INC.
TEXAS
AUGUST 1986
- - - - - - - - - - - - - - - - - !TRAFFIC ENGINEERS, INC.! _ _ __.
TABLE OF CONTENTS
INTRODUCTION .
PAGE
- -NO.
1
IH-820 AT RUFE SNOW DRIVE
A.
B.
C.
D.
E.
STUDY LOCATION
PROBLEM/TASK STATEMENT
DATA COLLECTION .
OBSERVATIONS/ANALYSIS .
CONCLUSIONS AND RECOMMENDATIONS
2
2
2
2
7
IH-820 AT WHITE SETTLEMENT ROAD
A.
B.
C.
D.
E.
STUDY LOCATION
DATA COLLECTION .
OBSERVATIONS/ANALYSIS .
12
12
12
12
17
IH-35W AT NORTHSIDE DRIVE
A.
B.
c.
D.
E.
STUDY LOCATION
DATA COLLECTION •
OBSERVATIONS/ANALYSIS •
20
20
20
20
24
APPENDIX
.__ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ,TRAFFIC ENGINEERS, INC.
I ___..
LIST
- -OF
- FIGURES
FIGURE NO.
IH-820 AT RUFE SNOW DRIVE
1
2
3
4
5
6
7
STUDY LOCATION
TURNING MOVEMENT COUNTS
COLLISION DIAGRAM (SOUTH)
COLLISION DIAGRAM (NORTH)
INTERSECTION LAYOUT
PROPOSED AREA RAMP MODIFICATIONS
IMPROVEMENT COST ESTIMATE
PAGE
- -NO.
-
3
4
5
6
8
10
11
IH-820 AT WHITE SETTLEMENT ROAD
8
9
10
11
12
13
STUDY LOCATION
STUDY AREA AND 24 HOUR APPROACH VOLUMES
COLLISION DIAGRAM
INTERSECTION LAYOUT
13
14
15
16
18
19
IH-35W AT NORTHSIDE DRIVE
14
15
16
17
18
STUDY LOCATION
COLLISION DIAGRAM
INTERSECTION LAYOUT
21
22
23
25
26
- - - - - - - - - - - - - - - - - f TRAFFIC ENGINEERS, INC.! _ _ _..
INTRODUCTION
Accessibility to freeway travel from an arterial most often
comes through the diamond interchange facility.
The level of
service at a diamond is dependent upon many factors.
These
include the amount of separation between service roads, the
storage capacity of each approach in terms of number of lanes
and available queue storage, the type and operation of traffic
control (i.e., signal or stop sign), the character and magnitude
of the traffic, the relative geometrics of ramp to frontage
road, the influence of traffic generator access points, and the
function of the interchange relative to the adjacent land use.
When some combination of these factors creates a situation where
capacities are approached or exceeded, congestion and/or unsafe
conditions result.
This work order is a study of three locations, identified by the
FSIP identification process, which experience peak period safety
and/or congestion problems.
ITRAFFIC ENGINEERS, INC. !
1
IH-820
AT
RUFE
SNOW
DRIVE
- - - - - - - - - - - - - - - - - !TRAFFIC ENGINEERS, INC] _ ___,
FREEWAY OPERATIONS STUDY
IH-820 at Rufe Snow Drive
A.
Study Location
The subject problem location is at the diamond interchange of
IH-820 and Rufe Snow.
It serves as a major north-south arterial
for North Richland Hills with major retail development
immediately north of the interchange and residential areas to
the south and the north.
Figure 1 schematically shows the
geometrics of the study area.
B.
Problem/Task Statement
The Rufe Snow interchange is extremely congested and experiences
safety and operational problems on all approaches, especially
during peak periods.
It is the task of this study to identify
and evaluate possible improvements that can be implemented to
lessen or alleviate the problems that exist.
C.
Data Collection
To be able to analyze the problem situation, it was necessary to
first obtain appropriate traffic volume and accident data.
Morning and evening peak turning movement counts (Figure 2) were
made to provide a basis for evaluating proposed improvements
using PASSER III.
D.
Observations/Analysis
The collision diagrams (Figures 3 & 4) reflect a fairly large
number of intersection and intersection related accidents.
Although this can often be expected with the high volumes
involved, specific problem situations can be identified.
Figure
4 reflects several problems on the westbound frontage road
approach.
Of the 35 accidents shown, 30 occurred on the
frontage road or involved vehicles from the frontage road.
Of
these, 13 were rear-end collisions, 6 were sideswipe or lane
change-angle accidents, and 4 were right angles between
northbound throughs and right turns from the frontage road.
The
remaining 7 accidents included 2 dual turning accidents, and a
wrong-way accident from a drive-way as well as other
intersection turning accidents.
These accidents seem to be a
product of the queuing and weaving that occurs between the exit
ramp and the intersection.
2
...,.....
~·
..:. :.
.. u
..: :
..
~
.
t
a
'
..... ....
... ....
,
~
TllAPPIC ENOINEEllS, INC.
HOUSTON• AUfflN • PORT WORTH
,
. STUDY LOCATION
IH-820 AT RUFE SNOW DR
FIGURE 1
3
L
0
,0
" ' ,0
I.O
0rc u
0
U-TURN
J
l
C\J
CD
I
~
c::
H
78
r
RUFE
SNOW
~
~
'--230
+--345
~404
'
/
189
794_}
475--+
n
16
RD.
~trC
c=.:.>
fl
(
Vit'l ~
I.ON N
-
U-TURN
A.M.
PEAK
HOUR
VOLUMES
I
( 7: 00 - 8 : 00 )
--·r<:-- z 0
C\J
CD
co "1
,.._ ,.._(O
co .... it)
'
U-TURN
u
~ll
l
I
c::: /
~
H
78
r
.__1057
123
871 ___.,.
389~
~---
'--149
.__635
626 _j
597--+
'lt(C
n
"fl
(
II
RUFE
SNOW
RD.
P.M. PEAK HOUR
,o it'lCD
IO
-
U-TURN
VOLUMES
I
(s:oo-6:0o)
~
Ii..
TaAPFIC EJIGDIEJ!Jl&, DIC.
~ ~HOUSTON • A UST1JC • POJtT WOJtTH
TURNING
MOVEMENT
IH-820
SNOW
NORTH
AT
RUFE
RICHLAND
HILLS,
TEXAS
COUNTS
FIGURE 2
4
~
0
z
(/)
N
I
I-820
EB
4~
19
ARcldent
umber
1
2
3
4
5
6
7
8
9
10
11
12
j
Date
Time
-- -1-05-85
3-13-85
3-16-85
3-19-85
4-20-85
5-10-85
5-21-85
7-15-85
7-23-85
7-23-85
7-29-85
8-17-85
1400
1100
1100
1400
1200
1500
2100
0100
1600
1700
1500
1000
Pave7nton
Cond
Injuries
Dry
Wet
Wet
Dry
Dry
Drr
Dry
Dry
Wet
Wet
Dry
Dry
0
0
1
1
0
0
1
0
1
0
0
0
A~cldent
umber
13
14
15
16
17
18
19
20
21
22
23
24
Date
Time
-8-24-85
9-07-85
9-16-85
9-28-85
9-28-85
11-11-85
12-05-85
12-19-85
2-14-86
3-06-86
3-27-86
4-30-86
1700
1100
1500
1700
1700
1700
0800
1800
0800
0200
2300
2100
Pavfflvton
Con
Injuries
Dry
Dry
Dry
Wet
Wet
Ory
Dry
Ory
Dry
Dry
Dry
Wet
2
0
0
0
0
1
0
0
0
0
0
1
.
TJtAPPIC ENGINEEltS, I'NC.
~
....HOUSTON • AUmM • FORT WORTH
COLLISION
IH-820
NORTH
AT
RUFE
RICHLAND
HILLS,
DIAGRAM
(SOUTH)
SNOW
TEXAS
FIGURE 3
5
~
0
z
(/)
w
N
LL
::>
I
a::
r
--------------------------------------------~ /"t
.......-~
2
31
2 __
a,,, ,t,
.....
_ _4_______
• 9-/1--'--;;,::-::-:;:==--w_s__F_T_G_ _
R_O_A_D____......,....3_0_ _ _ _ _ _ _ _ _ _ _ _ __
+.._
.c
~
~
•
18 ~
~
4444
8
_
1; ~ 1 9 ~
4
~
24
~
4
~
4
15
20,21,29,34
~2~~~
r------
12 ,32
.___.___25
----
--~...-:::;....._
___
23-------------1
I-820
Accident
Number
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
Date
-
Time
--
1-14-85
1-31-85
2-05-85
2-26-85
5-16-85
5-19-85
5-19-85
5-21-85
6-07-85
6-14-85
7-10-85
7-26-85
8-16.-85
9-02-85
9-18-85
9-21-85
10-01-85
10-04-85
1500
1700
1300
1800
1400
0100
1800
1700
1500
1800
1000
1500
2200
1200
2100
1800
1100
1800
PaveT;rton
Cond
Injuries
Dry
Snow
Wet
Dry
Dry
Ory
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
A~cldent
umber
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
WB
Date
--Time
10-10-85 1300
10-17-85 1900
10-17-85 1900
10-22-85 0600
10-28-85 1100
10-28-85 1400
11-08-85 1800
11-26-.85 0700
11-26-85 1100
12-09-85 0800
12-16-85 1400
1-12-86 1400
2-13-86 2300
3-05-86 1500
3-06-86 1800
3-26-86 1700
4-30-86 1700
PaveT;rton
Cond
Injuries
Dry
Wet
Wet
Dry
Wet
Dry
Dry
Wet
Wet
Wet
Dry
Dry
Dry
Dry
Dry
Dry
Dry
0
0
0
0
0
0
1
0
1
0
2
0
0
0
0
0
0
.
TRAFFIC ENGINEERS, INC.
"\; :,>'HOUSTON• AU8nN • FORT WORTH
COLLISION
IH-820
NORTH
AT
RUFE
RICHLAND
HILLS,
DIAGRAM
( NORTH)
SNOW
TEXAS
FIGURE 4
6
Field observations and traffic counts confirm the extreme
queuing and irregular weaving maneuvers that occur.
It was
observed that even though left turns and right turns are allowed
from the middle lane, most turns take place from the outside
lanes.
This is particularly true for the right turns, due to
geometry and driver expectancy limitations.
As a result,
queuing occurs back to the area of the frontage road/ramp
junction during peak periods.
Vehicles leaving the ramp are
forced to wait in line or maneuver around the queues.
Much of
the maneuvering takes place across the jiggle bar gore.
This is
further complicated by occasional movements across the gore to
the shopping center entrance.
Intersection capacity deficiencies are most apparent during PM
peak operations.
The existing PM peak hour volumes exceed
intersection capacity on both sides of the diamond.
This was
confirmed by a PASSER III analysis which showed V/C ratios as
high as 1.65 at the north intersection.
Such analysis indicates
inadequate capacity for right turns on the westbound frontage
road, for left turns from the bridge, and for through movements
on Rufe Snow.
Development, particularly to the north, indicates that
intersection volumes will continue to increase.
As this occurs,
the operations and safety problems associated with such
extensive congestion will also continue to increase.
E.
Conclusions and Recommendations
Recognizing the magnitude of currrent and growing deficiencies
of this interchange, it is apparent that significant
improvements are in order.
Such improvements fall into the two
areas of intersection capacity and ramp configuration.
The
following recommendations are made in each area:
1.
Intersection Capacity (Figure S)
a.
Widen bridge to provide 6 lanes (minimum).
b.
Widen and reconfigure southbound exterior approach
to provide 1 left turn advance storage lane, 2
through lanes, and 1 right turn lane.
c.
Widen westbound frontage road to provide an
additional right turn lane and more efficient dual
right capability.
d.
Widen north bound exterior approach and southbound
exterior departure to accommodate widened bridge;
close drives in southwest quadrant.
e.
Modify
signal hardware to match widening
improvements.
f.
Remark and sign intersection compatible with a - e.
ITRAFFIC ENGINEERS, INC. I
7
TRANSITION
BACK
TO
EXISTING
~I
II
I
I
I
I
I
I
I
I
II :
..I I~
---·<"-- z
-
ADO
TURN
I
LA NE
SCALE
o'
60'
RELOCATE
RUFE
RIGH:
____
SNOW
___/"
CONTROLLER
[Q)
..)
INSTALL
ONE
NEW
SIGNAL
II
I
I
I
II I
l,.. \.. I
r.
I
I
I
I
0
(\J
I
I
J:
H
I
WIDEN
FOR
I
'
4 ''_'!:_HIT E
l,.. '--1
~
I
I
I
I
I
BRJDGE
SIX
LANE
I
I
I
I
I
I
SECTION
2WH
4.. TE
--
r.)
<Iii
,<IJ~
1
s" WHITE
_,.
RIGHT
TURN
I
I
LANE
I
I
I
I
I
I
I
I
I
I
TRAFFIC ENGINEERS, INC.
HOUSTON• AUSTIN• FORT WORTH
~
INSTALL
NEW
AND
ONE NEW
HEAD
HERE
I
I
I
I
I
I
I
I
I
I
I
I
I
NORTH
AT
ARM
SIGNAL
I
I
I
1
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
MARKINGS
/
\,...,
RELOCATE
MAST
ARM
WIDEN
EXISTING
~
HERE
NEW
APPROACH
BRIDGE
FOR
ALIGNMENT
WITH
STRUCTURE
1_ _
(h _
-~
l,_
C>
_/
-
-
-
/V~~~s:::s::~:s~;::::s:::s~c:s~~S:~~~~;;c~==
<Id
- \ _/
~-=.-z=. -""5
R ~ ~
b<:; C> WHITE
2 4..
,
<Jn
-
4"~1TE
\
I
I
I
I
I
I
I
I
I
I
~
, -
C LOS E
INSTALL
~ ONE
NEW
NEW
CLOSE
DR IVE
MAS,
SIGNAL
INSTALL
ARM
HEAD
AND
JIGGLE
BAR
CHANNELIZATION
HERE
DRIVE
I
l
--
I
I
INTERSECTION
IH-820
MAST
I
I
PAVEMENT
r --
•
•
NEW
SHOWN
'
r.,
,,~- - - , _,.... - -,... - . ADO
AS
.fJ
-
INSTALL
NOTE
-
\....
I
STRUCTURE
-
HEAO~~
_________
..J_____;;:--_ _ _ _...J
_____
I
I
I
I
I
I
I
I
I
I
I
I
-.....=====:;:::::::=:::;;:=:====:::::t::::::::::::t::::====1.--""
'"CF ~~-=~
_ _ _ L _ _ _ _ _ _J _ _ _ ~ ) a'il'il
- -- -
/
-- -----------ht>_ j
I
I
I
I
I
I
I
I
I
I
I
I
RUFE
RICHLAND
HILLS,
LAYOUT
SNOW
TEXAS
FIGURE 5
8
2.
Ramp Configuration
Figure 6 shows a recommended reconfiguration of the
Several
ramps between Holiday Lane and Rufe Snow.
These
considerations support such a reconfiguration.
include:
a.
Inadequate separation distance exists between the
exit ramp and the intersection to accommodate
vehicle queuing and maneuvering under current and
expected traffic loading.
b.
The location of a shopping center access point in
close proximity to the exit junction invites illegal
and unsafe movements from the ramp.
Westbound movements from development along the
c.
frontage road could enter the intersection without
passing through the busy signal.
d.
Adequate ROW and separation distance is available to
provide the reversal effectively.
The two areas of improvement could be accomplished independently
or at the same time, dependent upon available resources.
If a
staged improvement is necessary, it is suggested that the
intersection capacity improvements be addressed first.
The preliminary estimate of such improvements
estimate breakdown is shown in Figure 7.
is
$ 480,350.
A
9
N
I
..•.
0
."
RIIIIIOVIE
IXISTIN8
RAMP
111:IIOYE
•
EX1STIN8
RAMP
---
PROPOSED
IH-820
-"'
0
HORTH
AT
RICHLAND
RUFE
HILLS,
AREA
RAMP
MODIFICATIONS
SNOW
TEXAS
FIGURE 8
IH-820@ RUFE SNOW DR
Reconstruct Interchange & Ramps
ITEM
ITEM DESCRIPTION
QUANTITY UNIT
UNIT PRICE
COST
--INTERCHANGE RECONSTRUCTION-1
2
3
4
5
6
7
Widen Bridge
5375.00 SF
Traffic Signal Mod.
1.00 LS
Rdwy Excavation
350.00 CY
ACP & Base
8630.00 SF
Signing & Pav Mark
1.00 LS
Remove Curb & Gutter
600.00 LF
Install Curb & Gutter
650.00 LF
$55.00 $295,625.00
$18,000.00 $18,000.00
$1,400.00
$4.50
$2.50 $21,575.50
$6,925.00
$6,925.00
$1,200.00
$2.00
$9.00
$5,850.00
SUBTOTAL 1
350,575.00
$3,915.00
$16,020.00
$450.00
$3,915.00
$32,040.00
$450.00
SUBTOTAL 2
$36,405.00
--RAMP MODIFICATIONS-1
2
3
Remove Ramps (2)
Construct Ramp
Pavement Marking
(lane lines)
1.00 LS
2.00 EA
1. 00 LS
SUBTOTAL $386,980.00
10% MOB.
$38,698.00
SUBTOTAL $425,678.00
10% ENG.
$42,567.80
TOTAL $468,245.80
FIGURE 7
ITRAFFIC ENGINEERS, INC.
l ---11
IH-820
AT
WHITE
SETTLEMENT
ROAD
...__ _ _ _ _ _ _ _ _ _ _ _ _ _ !TRAFFIC ENGINEERS, INC.
I ___.
IH-820@ White Settlement Road
A.
Study Location
IH-820 and White Settlement Rd, which serves to connect the City
of White Settlement with a residential area west of IH-820.
Presently, the interchange is controlled by utilizing stop signs
on the frontage roads with all approaches marked as one lane.
A
layout of the intersection is shown in Figure 8.
B.
The intersection of IH-820 and White Settlement Rd experiences
peak congestion which causes excessive delay for the off-ramp
traffic.
This and the type of accidents which occur suggest
that a different control strategy may be needed.
It is the
objective of this study to identify and evaluate possible
improvement alternatives that can be implemented to lessen the
congestion problem and reduce the accident potential.
C.
Data Collection
The
24-hour machine counts (Figure 9) and the turning movement
counts (Figure 10) were made to provide a basis for warrants and
analysis.
Accident data was obtained from the City of Fort
Worth and supplemented with information from the SDHPT to
determine the nature and frequency of accidents experienced at
this location during the past 18 months.
D.
Observations/ Analysis
Of the 14 accidents plotted (Figure 11), 5 were right angle
accidents that occurred on the west side of the diamond
interchange.
The re main in g nine accidents, occ u ring on the east
side, included 3 right angle accidents, 3 out-of-control type
accidents, 2 driveway accidents on the frontage road, and 1
rear-end.
The right angle collisions suggest that the two-way
stop operation may not be sufficient for clear right-of-way
assignment with the present traffic volume level.
The vertical
curve of the bridge also causes a problem by limiting sight
distance.
12
TllAFPIC l!NOINl!l!llS, n,c.
HOUSTON• AUmN • POllT WOllTH
.STUDY LOCATION
IH-820 AT WHITE SETTLEMENT RD
FIGURE 8
13
CONSTRUCTION
COMPLETION
DUE
/
FOR
SPRING
/
198 7
/
N
/
/
/
/
/
/
/
/
/
/
2
/
3901
/
/
WHITE
SETTLE
6
RO.
4858
6021
L E G E N D
---
-- -
ROADWAY
~
COUNT
LOCATION
6
TOTAL
APPROACH
VOLUME
00
TJUf'PIC EMGIMEEU, INC.
•
HOUBTOM • AUS'llH • PORT WORTH
ROADWAY
CONSTRUCT ION
STUDY
IH-820
FORT
AT
WORTH,
NUMBER
AREA
WHITE
TEXAS
AND
SETTLEMENT
24
HOUR
APPROACH
VOLUMES
ROAD
FIGURE 9
14
v
V
<D
l
C\J
,....
-
N
)!l
I
WHITE
~
r
249
246
SETTLEMENT
ROAD
'-
91
13 I
+-
-+-
126
308
~
116
130
_j
--+-
1t(
C\J V
I<'> v
0
0
-
N
a)
-
I
H
AM
PE AK
HOUR
(7:30-8:30)
l
I'- ID CJ\
IO
'It
N
-
N
)ll
WHITE
~
r
231
-+-
143
~
SETTLEMENT
I
ROAD
'-
491
247
-+-91
275
208
360
_)
--+-
1t(
0
N
-
...,
...,
'It IO
0
Cl)
I
rt')
-
H
,
PM
PEAK
HOUR
(4:45 -5:45)
TRAFFIC EKGINEERa, INC.
~~
~ )"'HOUSTOK • AU8'ffll • PORT WORTH
TURNING
IH-820
FORT
AT
WORTH,
WHITE
TEXAS
MOVEMENT
SETTLEMENT
COUNTS
ROAD
FIGURE 10
Hi
~
N
WHITE
_J
_:;
t.,;-
SETTLEMENT
I
ROAD
~
13
y
£
~
r,
~
3,5
~
f'
0
N
OJ
~
I
H
A~cldent
umber
1
2
3
4
5
6
7
8
9
10
11
12
13
14
.,I-, ill..
"'
TRAFFIC ENGINEERS, INC .
)""HOUSTON• AUSTIN• FORT WORTH
COLLISION
IH-820
FORT
AT
WORTH,
WHITE
TEXAS
Date
-
Time
-
1-30-85
3-03-85
3-04-85
6-11-85
6-21-85
6-22-85
7-05-85
11-03-85
12-31-85
1-24-86
2-18-86
3-04-86
5-08-86
5-20-86
0500
1900
1700
1800
2200
1200
1200
0200
2200
0900
0800
0800
1800
1900
~
6
Paverfnt
Cond
ion
Injuries
Wet
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Wet
Dry
0
0
0
0
0
3
0
0
0
tf T
7
1
0
0
0
3
DIAGRAM
SETTLEMENT
ROAD
FIGURE 11
16
Signalization was investigated as a possible solution.
The
intersecting traffic volumes at this location do not satisfy the
requirements of Warrants 1 and 2 of the MUTCD for traffic signal
installation (See Appendix).
For actuated signal warranting, 2
of the 4 possible conditions exist for the west side of the
interchange and only 1 for the east side.
Also, upon the
completion of Clifford St, it is expected that some of the
traffic generated by General Dynamics will be removed from the
subject location.
The utilization of an all-way stop operation was also explored.
It appears that with the nearly even distribution of traffic
volumes, especially on the east side, an all-way stop operation
would work efficiently.
However, since the congestion occurs
mainly during peak periods, the delay experienced by eastbound
and westbound traffic during non-peak periods may be less
desirable.
E.
Since this location marginally meets the requirements for
signalization, the installation of a traffic signal should be
delayed until after Clifford St is reopened.
Construction on
Clifford St is scheduled to be completed by Spring 1987.
At
this time traffic volume counts could be made again to determine
if a signal is warranted.
If the right angle accidents continue to occur and/or the delay
experienced by the ramp traffic increases, an all-way stop
operation should be implemented as an interim to signalization
or as a long term solution.
Another improvement alternative
would be to install the all-way stop operation on the east side
only.
This would deal with higher volume intersection, help to
slow the traffic down, and also provide gaps for the west side
of the interchange.
Due to the vertical curve of the bridge,
proper advance warning should be installed for either an all-way
stop or a signal.
With the amount of left turn traffic on White Settlement, left
turn lanes should be installed as an immediate improvement of
the interchange operation.
Also, pavement markings should be
installed on the frontage roads to delineate lane usage.
The
recommended improvements are shown in Figure 12 and are
estimated to cost $ 11,600.
A detailed cost estimate is
provided in Figure 13.
ITRAFFIC ENGINEERS, INC.!
17
I I!
I
I I;
I//
N
I
SC A LE
j
o'
INSTALL
PAINT
100'
AND
JIGGLE
BAR
/
CHANNELIZATION
-.._
--..--......
\. " v I
\
\
l
I
I
I
I
I
I
I
LANE
INSTALL
4"
WHITE
l\...
I
I
I
/
LINE
24"
/
/
/
I
I
I
I
I
I
/
I
I
I
I
I
I
WHITE
BAR
/
\
\
I
/
I
I
I
I
I
I
I
I
I
I
I
I
I
I
/
I
I
I
I
I
I I
I
I I
I
I I
I
I I
/
/ /
I
I I
I
I I
I
I I
I
I I
/
/
/
:
I
I
I
I
I
I/
I ·1
/
/
INSTALL PAINT ANO JIGGLE
TURN
CHANNELIZATION
:
I
I
I
I
I
/
/
--,-,-7-,--
I'
j
I
I
I
I
I
I
I
I
I
I
I
I
I
/
/
~II
I
I
;
/
/
/
/
\
I
'\ \
.1
--,
INSTALL
BAR
PAINT
AND
BAR
LEFT
/
,\,
1
1
, ., \.
I
I
I
I
I
I
I
~ '~
',
/
, , /
I I
INSTALL
LANE
I
.
INSTALL
STOP
24"
-
'
..........
WHITE',
~
/
/
I
'
/
/
/
/
I I
///
!/ I
/
'-,
I
BAR
4" WHITE/,,
LINE
JIGGLE
CHANNELIZATION
/~*:., , ____ ' , )
I
INTERSECTION
~
I
I
I
I
I
I
'--------r==L=L==L-1===,------------
('-
'
INSTALL
~ ~ STOP
_ _ _ _ _ .,,,.... <'-
----
j
I
I
I ~
I I
; fl
111
I I
J/1
I II
/
/
-
I
r
/
....... ,
.......
// //
/
/
I
I
/
1
;
;
I
LAYOUT
TRAFFIC ENGINEERS. INC.
IH-820
AT
WHITE
SETTLEMENT
ROAD
"9"'HOUST0N •AUSTIN• FORT WORTH
FORT
WORTH,
TEXAS
FIGURE 12
18
IH-820 at WHITE SETTLEMENT ROAD
Install Left Turn Lane and
Pavement Markings
ITEM
ITEM DESCRIPTION
1
2
3
4
5
6
7
(THERMO PAV MARK)
24" White
24" Yellow
8" White
4" White
4" Yellow
Jiggle Bars
"Arrows"
QUANTITY UNIT
65.00
360.00
240.00
255.00
2100.00
468.00
4.00
LF
LF
LF
LF
LF
EA
EA
UNIT PRICE
COST
$7.50
$9.00
$1.26
$0.75
$0.98
$8.00
$130.00
$487.50
$3,240.00
$302.40
$191.25
$2,058.00
$3,744.00
$520.00
SUBTOTAL
10% ENG.
$10,543.15
$1,054.32
TOTAL
$11,597.47
--------------------
FIGURE 13
ITRAFFIC ENGINEERS, INC.! ____..
19
IH-35W
AT
NORTHSIDE
DRIVE
' - - - - - - - - - - - - - - - - !TRAFFIC ENGINEERS, INC.! _ ___,
IH-35W at Northside Drive
A.
Study Location
IH-35W and Northside Dr.
The interchange serves an established
residential area to the east and as a pass through facility to
commercial, industrial, and residential areas to the west.
Figure 14 shows the existing geometrics of the study location.
B.
The northbound exit ramp at the Northside Dr interchange
experiences congestion problems during peak periods.
Also, the
lack of adequate storage for the eastbound left turn movement
causes congestion on the west side of the interchange.
It is
the task of this study to identify and evaluate possible
improvements that can be implemented to lessen or alleviate the
problems that exist.
C.
Data Collection
Morning and evening peak turning movement counts (Figure 15)
were made to provide a basis for evaluating existing conditions
utilizing PASSER III.
Accident data was obtained from the City
of Fort Worth to determine the character of existing safety
problems.
D.
Observations/Analysis
The collision diagram (Figure 16) indicates 43 accidents
occurred at the Northside interchange during the period January
1985 through June 1986.
Of the 22 accidents which occurred on
the east side of the interchange, 8 were right angle accidents,
3 rear-end collisions on the northbound exit ramp, 4 sideswipes
and the remainder varied.
The west side experienced 6 right
angle accidents, 4 rear-end collisions at the southbound exit
ramp right turn, 4 accidents involving the westbound left turn
and 7 accidents of various nature.
From field observations it was noticed that during peak periods,
the northbound exit ramp sometimes experiences congestion
20
..........
~·
.... ..
w.,
H
:o
...... ...
t •• f
TaAPPIC !NOINIIU. INC.
HOUffON • AUfflll • PORT WORTH
•••
-STUDY LOCATION
IH-35W AT NORTHSIDE DR
FIGURE 14
21
NORTHSIDE
DRIVE
I\_
..,_
648
r
c:::=---70
_____:::::;
II 3
PEAK
HOUR
___
+-304
'\_
_}
287 210 ~
A. M.
51
~
___,/
244 _ .
VOLUMES
(7:30-8:30)
NORTHSIDE
DRIVE
\_
..,_ 570
+-245
,
45
c::::::----
____7
P. M
PEAK
HOUR
~
~--__,/
303 _}
709
353
127
499 __..
~
VOLUMES
(4:30-5:30)
TllAFFJC KNGJNl!EJUI,
acc.
HOOSTON • AUS'nll • PORT WORTH
TURNING
IH-35W
FORT
AT
WORTH,
MOVEMENT
NORTHSIDE
TEXAS
COUNTS
DRIVE
FIGURE 15
22
~
12:i(~a
NORTHSIOE
~\.~ • •
17,20~
II
14
1,16.
DR I VE
~
---
13
• •
4
• •
<',s..
'
.J~
~
Accident
Number
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
1-9
20
21
TJlAfflC JDIGJJ(DIUI, DCC.
HOUSl'OJf • AUSTUI • PORT WORTH
Date
Time
Pavement
Condition
1-02-85
2-23-85
3-04-85
5-14-85
7-11-85.
7-13-85
7-24-85
7-31-85
10-11-85
2-16-86
2-21-86
3-03-86
3-09-86
3-13-86
3-19-86
4-09-86
4-22-86
5-24-86
5-27-86
6-05-86
6-28-86
1015
1715
1650
1345
1000
1815
0720
0900
1845
0355
1600
0845
2235
1535
0820
2105
1335
1800
0735
1510
1000
Icy
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Wet
Dry
Dry
Dry
Dry
Dry
Wet
Dry
Wet
Dry
Dry
Dry
Injuries
A~cident
umber
0
1B
0
2C
0
0
0
0
0
1C
0
0
1A
0
2
3
4
5
6
7
8
9
10
11
12
13
14
IC
15
0
0
IC
0
0
0
16
17
18
19
20
21
22
COLL!SION
IH-35W
FORT
AT
WORTH,
2-22-85
3-13-85
3-18-85
4-02-85
4-09-85
4-13-85
4-23-85
6-08-85
6-13-85
6-22-85
6-23-85
7-11-85
7-12-85
10-31-85
11-24-85
1-28-86
1-28-86
2-08-86
2-11-86
3-29-86
4-13-86
4-19-86
Time
Pavffl?1'
Cond
on
Injuries
1150
Wet
Wet
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
Dry
0
0
0
0
0
0
1100
1440
1615
0930
2130
1642
1200
1415
0230
1800
1125
2145
1015
2350
0715
2020
0930
1030
0920
1830
1100
O~y
Wet
Dry
Dry
Dry
Dry
Dry
Dry
Wet
3B
0
0
2B
0
0
0
lC
2C
0
0
0
0
lC
0
0
DIAGRAM
NORTHSIDE
TEXAS
Date
DRIVE
FIGURE 16
23
problems.
Although a PASS ER III analysis indicates the ramp is
not at capacity, three times during an evening peak hour
ob serv at ion, the queue backed up to within approximately 120 ft
of the main lanes.
Other afternoon observations confirmed
back-ups to the main lanes.
Congestion was also noticed to
occur on the west side of the interchange due to eastbound
vehicles trying to get into the left turn lane to go north.
E.
Many of the accidents that occur at this location are probably
due to the experienced congestion and/or signal operation.
Discussion with the City of Fort Worth's Transportation
Department revealed plans to upgrade the traffic signal at the
Northside interchange in the near future.
This project will
include the installation of a. new controller, loop detectors and
the replacement of the 8" signal heads with 12" ones.
These
changes will improve the signal operation to alleviate some of
the problem.
In order to lessen the experienced congestion and to enhance
interchange operations, the following recommendations are made:
1.
2.
3.
Widen the northbound exit ramp to provide dual left turn
lanes.
Install left turn storage on the exterior eastbound
approach.
Install pavement markings as shown in Figure 17.
The total cost of the proposed improvements at the subject
location is estimated to be $ 32,250.
A detailed cost estimate
is shown in Figure 18.
ITRAFFIC
ENGINEERS, INC.!
24
\
\
\
\
\
\
\
\
\
NOTE
\
\
\
\
\
\
SC A L E
\
\
\
r'1
\
\
I
' '\. ' '\.
'' ''
'\. '
\
I
I
......
...//
I"'-
---
\
\
\
.....
I
\
\
~\
'\.
-~'....
___________
-- --- --LEFT
TURN
_:'")
'
- --- --
..
--- -- --
~
~<,,..
r
f---
---..L.,,
~-
- - - ...
~~~---J----~~~~~-J
___- __.«!;
___
....__
~
~
\
DRIVE
-
....
~
-----= -~
~;-£___
4-tl
STORAGE
REALIGN ISLAND FOR
DUAL LEFT TURNS
-~-- ' ! __
>
-~
--~
o.},,
----~~--------77------....J-;---r
- -__..,...
-,
INSTALL
''''
so'
\
\
/
wiil
jMM
o'
\
-
PAVEMENT MARKINGS
MARKINGS AS SHOWN.
\
\
--
REMOVE
EXISTING
ANO INSTALL NEW
---4-1\ -
-
- --
-- --
REALIGN ISL AND FOR
DUAL LEFT TURNS
\
'\.
INSTALi.
'\.
''
L E GE ND
---
EXISTING
RECOMMENDED
LEFT
TURN
'\.
' '\.
'
CONDITIONS
DUAL
LANES
INSTALL
RETAINNIN6
WALL
'\.
CHANGES
\
ffAPPJC DOIJIBD9, DIC.
HOUS1'0N • Al1STUI • PO&T WO&TH
INTERSECTION
IH-35W
FORT
AT
WORTH,
NORTHSIDE
TEXAS
LAYOUT
DRIVE
FIGURE 17
25
IH-35W at NORTHSIDE DR
Widen NB aproach, Provide Left
Turn Storage and Pavement Markings
ITEM
ITEM DESCRIPTION
QUANTITY UNIT
UNIT PRICE
COST
----------------------------------------------------------------1
2
3
4
5
6
7
8
80.00 CY
Excavation
Retaining Wall (New
210.00 LF
Jersey Barrier Shape)
Remove Curb & Gutter
620.00 LF
Install Curb & Gutter 360.00 LF
3 II ACP & Base
3565.00 SF
1.00 LS
Relocate Sign and
Luminaire
Pavement Markings
255.00 LF
24" White
8" White
810.00 LF
4" White
600.00 LF
"Arrows"
13.00 EA
1.00 LS
Blast Cleaning
$5.00
$30.00
$400.00
$6,300.00
$2.00
$9.00
$1.84
$500.00
$1,240.00
$3,240.00
$8,399.60
$500.00
$7.50
$1. 26
$0.75
$130.00
$1,500.00
$1,912.50
$1,020.60
$450.00
$1,690.00
$1,500.00
SUBTOTAL
10% MOB.
SUBTOTAL
10% ENG.
$26,652.70
$2,665.27
$29,317.97
$2,931.80
-------------------$32,249.77
TOTAL
FIGURE 18
26
APPENDIX
..__ _ _ _ _ _ _ _ _ _ _ _ _ [TRAFFIC ENGINEERS, I N C . I - - -.....
i
l
WARRANT VOL.U-.ES FOR TRAFFIC ACTUATED SIGNALS
~
EIGHT I-IGi HOURS
-
WARRANT VOL~ FOR TRAFFIC ACTUATED SIGNALS
,-
FOUR HIGH HOURS'"
,-.;..
..
:t: 500
:::i:400
g;
a..
>
I
f....
I-~ 300
8 2L, 11\E:::i
1-!a
(/) 200
' ""- --<
a:~
i:::)
::E
?
-
.. LAf\ES !-""'--,.
~
100
BIL.ME<
--
Gj
I "
' I t.~ i:-c:
~If
I'----.
"
r----
k
.
81LANE ............. --' "''°"··
......
..............
J r----
...............
~
- ---
I'-.....
1.7-
-
~
§ ~ 200 2 ,--LMES+-::-::.:::---+--::..~..::::...~----=,1<.c---+-::O.....::+---+--r---+--t
1-::-
......
r-- ...._ r-- t-,.._ k
I
200
/
~ ~ r--t--... i--
'r-~81 !fi'.f
::E ~
KANES82L ~
-
r-- r-- t-- I-- r-- r-r-I--..
.-V'
-1~
8lt.;M£
400
500
600
700
800
900
MAJOR STREET-'TOTAL OF BOTH ~CTIONS-VPH
300 ·
400
~~300
LANES"-,._
...__
RLR~
!
I
'
I
I
LME
100 t--+--r!.-.~*-=-=-+-.::::::-='1--::::::---+--=--1-=:---f====--...:::!::-=:=:,,..-i-:::::I
300
IOOO
400
500
600
700
800
900
1000
IIOO
1200
MAJOR STREET-TOTAL OF BOTH APPROACl-£5-VPH
I
I
I
~
WARRANT VOLUMES FOR TRAFFIC ~ SIGNALS
WAFfWJT VOWMES FOR TRAFFIC ACTUATED SIGNALS
,-
TOO HIGH HOURS
:::i: 600 1----,l----+--+---l---+--+--l---+--+--+---1-----1
~
§
~ 8:
ti
I
::r 600
5001--~l----+--l---+--+--+--l---+--+--+---I-----I
I
400
ONE HIGt HOUR
.'
~§500
~
~,400
1-----l-
2 LANES
II
200 ~~~....P,....,--J.-::~---i-::::::::::.......1-~~
1 ··-
. . _"' r---.::~
I
400 500 600
"'"
..
=. 2 L::'·-····
~ ) ....~L~~~
... Ir,... ......
~~300 21-ANe: ~
k::: r-----.. I-- ~ i""'<: 2 LANES a 2 LANES
::E~ 200 81
t-- r-- :---.Al.HALr----R::: t"'.. . . i",....
....._ r-- r-r--- r-- :-~ r-..._
a:f 100
r--...;:
., I !J'f£,fl'1 ~
~ 1LAt£a1~-·,·
I
t;; !a 300 f----+~-A-~~~~~~-1--__jr-----+----1-----1
300
I
I
.
·--
--
I
900 IOOO 1100 !200 l300 1400 !500
MAJOR STREET-T01l\L OF BOTH OIRECTIONS-VPH
•
Q
HOUlrJ'ON • AUSTUI • PORT WORTH
ACTUATED
IH-820
FORT
AT
WORTH,
WHITE
TEXAS
SIGNAL
SETTLEMENT
I
I
I
400 500 600 700 800 900 K>OO IIOO 200 eoo l400 l:500 l600 l700
MAJOR STREET -TOTAL OF BOTH .APPROACHES-VPH
700 800
LEGEND:
TJLUFJC IDfGJNUU, DIC.
-
WEST
EAST
SIDE
SIDE
GUIDELINE
ROAD
WARRANTS
Division of
Maintenance Operations
Traffic Engineering
Section
TRAFFIC SURVEY - COUNT ANALYSIS
DIST
19 71 MUTCD WARRANTS
INTERSECTIONS: IH-820@ White Settlement Rd
SECTION:
roNTROL:
DATE OF SURVEY:
Population
Latest Federal 85%TILE SPEED
CENSUS
MAJOR STREET
8TH HIGH HOUR - MAJOR ST:
8TH HIGH HOUR - MINOR ST:
White Settlement Road
.
02
(West Side)
MAJOR STREET
NO
3 PM
8 PM
- 4 PM
- 9 PM
MINOR STREET
IH-820 SB Frontage Rd
MINIMUM VEHICULAR VOLUME
MAJOR STREET-BOTH APPROACHES
NUMBER OF
I
8TH HIGHEST HOUR
I.ANES
REQUIRED
EXISTING
MIOOR
MAJOR
iI STREET
URBAN
STREET
RURAL
OK %
350
500
1
l
600
420 X
l
2 OR MORE
453
600
420
2 OR MORE
2 OR M:>RE
500
350
2 OR MORE
1
MINOR STREET-HIGH VOL. APPR.
8TH HIGHEST HOUR
RECUIRED
EXISTING
URBAN
RURAL
57
%
150
105
150
lOSx
60
200
140
140
200
INTERRUPTION OF CONTINUOUS TRAFFIC
NUMBER OF
8TH HIGHEST HOUR
I.ANES
REQUIRED
EXISTING
MINOR
MAJOR
72
URBAN
STREET
RURAL
STREET
%
750
525
l
l
1
900
630X
453
2 OR MORE
630
2 OR MORE
900
2 OR MJRE
525
2 OR MORE
750
l
8TH HIGHEST HOUR
REQUIRED
EXISTING
OK
URBAN
RURAL
lo
52
75
75
52X
60
70
100
70
100
1.
I
2.
TIME
1700
8 HIGH HOURS*
MAJOR ST -BOTH APP. MINOR ST. -H'.C VOL APP
VEH TOTAL PED TOTAL VEH TOTAL PED. TOTAL
863
131
1600
716
141
1800
677
132
700
661
224
1900
550
61
1200
537
101
2000
459
60
RECOMMENDATIONS:
•
113
1500
453
*Lowest Volume of 8 Hour Study is the 8th Highest Hour. MaJor Street 8th High Hour does
not have to be at the same hour as the Minor Street 8th High Hour.
File 18.296 - l
Over
3.
MINIMUM PEDESTRIAN VOLUME
Maj or Street Traffic - Both Approaches
8th Highest Hour
Required
Required W/4' Median
Existing
Urban
Rural
Urban
'7.
I Rural
600
420
1000
700
I
4.
Ped.-Hi. Vol. X-Walk Across Maj. St.
8th Highest Hour
Existing
Recuired
Urban
Rural
%
150
105
SCHOOL CROSSING
Yes
Is the number of adequate gaps in traffic stream during the period when
-- No
the children are using the crossing less than the number of minutes in
the same period. Refer to Forms 8-72-1102, 8-72-1103 & 8-72-1104.
--
5.
PROGRESSIVE MOVEMENT
-- No--
Yes
6.
Existing
ACCIDENT EXPERIENCE
Yes
X
-- No--
7.
Distance
Called For
No traffic signal within 1000 1
I
Do adjacent signals constitute a progressive system
SYSTEMS WARRANT
Accidents susceptible to correction by traffic signal
Required
Existing
5
12 MONTH PERIOD
5
80% of Warrant #1, 1n, or il3
'
Peak Hour Volume at a corranon intersection
of two or more major routes
Required
800
Number of Hours
Above 800
Check applicable characteristic of major route as defined above.
_ _ (a). It is part of street or highway system that serves as the principal network
for through traffic flow.
_ _ (b). It connects area of principal traffic generation.
_ _ (c). It includes rural or suburban highways outside of, entering or traversing
a city.
_ ( d ) . It has surface street, freeway or expressway ramp terminals.
_ _ (e). It appears as a major route on an official plan such as a major street
plan in an urban area traffic and transportation study.
8.
COMBINATION WARRANT
Yes
No.lL 80 percent or more of the stated values for two or more of Warrants #1,
#2, orif3.
--
9.
ACTUATED SIGNAL GUIDELINE WARRANTS .
Check Applicable Curve
Yes
No_!_ Meets one High Hour
Meets each of two Highest Hours
Yes X No
-Meets each of four Highest Hours
Yes X No
Yes
No X Meets each of eight Highest Hours
--
REMARKS:
8-72-1101, SCA D-18T
File 18.296 - 2
Division of
Maintenance Operations
Traffic Engineering
Section
TRAFFIC SURVEY - COUNT ANALYSIS
DIST . NO
1971 MUTCD WARRANTS
INTERSECTIONS: IH-820@ White Settlement Road
OONTROL:
SECTION:
DATE OF SURVEY:
Population
Latest Federal 857.TILE SPEED
CENSUS
MAJOR STREET
(East Side)
8TH HIGH HOUR - MAJOR ST:
8TH HIGH HOUR - MINOR ST:
MAJOR STREET
White Settlement Road
1.
NUMBER OF
I
LANES
I
I
12
PM
6
AM
-1 PM
- 7 AM
MINOR STREET
IH-820
NB
Frontage Rd
MINIMUM VEHICULAR VOLUME
I
iI
02
MAJOR
STREET
1
2 OR MORE
2 OR I-ORE
l
MIIDR
STREET
1
1
2 OR MORE
2 OR MORE
8TH HIGHEST HOUR
REQUIRED
EXISTING
OK %
URBAN
RURAL
500
350
430
420X
600
600
420
500
350
INTERRUPTION OF CONTINUOUS TRAFFIC
NUMBER OF
8TH HIGHEST HOUR
LANES
EXISTING
REQUIRED
MAJOR
MINOR
68
STREET
STREET
URBAN
RURAL
%
l
1
750
525
430
2 OR MORE
900
630 X
1
900
630
2 OR ?-ORE
2 OR MORE
1
750
525
2 OR MORE
8TH HIGHEST HOUR
RECUIRED
EXISTING
66
RURAL
URBAN
%
150
150
200
200
105
105
140
140
X
69
2.
TIME
8 HIGH HOURS*
MINOR ST -H'I. VOL.APP
MAJOR ST -BOTH APP
VEH TOTAL PED TOTAL VEH TOTAL PED. TOTAL
700
827
76
1700
748
306
1600
709
224
1800
545
141
1500
529
184
600
504
69
1100
502
195
8TH HIGHEST HOUR
EXISTING
REQUIRED
OK
URBAN
RURAL
%
52
75
52 X
69
75
100
70
100
70
RECOMMENDATIONS:
1200
430
168
*Lowest Volume of 8 Hour Study is the 8th Highest Hour. MaJor Street 8th High Hour does
not have to be at the same hour as the Minor Street 8th High Hour.
File 18.296 - l
Over
3.
MINIMUM PEDESTRIAN VOLUME
Major Street Traffic - Both Approaches
8th Highest Hour
Required W/4' Median
Existing
Reouit"ed
Urban
Rural
Urban
I Rural
i'.
600
420
1000
I
700
Ped.-Hi. Vol. X-Walk Across Maj. St.
8th Highest Hour
Rec uired
Existing
Rural
Urban
i'.
150
105
4. · SCHOOL CROSSING
Yes
5.
Is the number of adequate gaps in traffic stream during the period when
the children are using the crossing less than the number of minutes in
the same period. Refer to Forms 8-72-1102, 8-72-1103 & 8-72-1104.
No
PROGRESSIVE MOVEMENT
Yes
6.
Existing
ACCIDENT EXPERIENCE
Yes
7.
No__
Distance
Called For
No traffic signal within 1000 1
I
Do adjacent signals constitute a progressive system
No
X
Accidents susceptible to correction by traffic signal
Required
Existing
12 MJNTH PERIOD
5
3
807. of Warrant /11, /12, or ff3
----
SYSTEMS WARRANT
Peak Hour Volume at a common intersection
of two or more major routes
Required
800
Number of Hours
Above 800
Check applicable characteristic of major route as defined above.
_ _ (a). It is part of street or highway system that serves as the principal network
for through traffic flow.
(b). It connects area of principal traffic generation.
==:=cc). It includes rural or suburban highways outside of, entering or traversing
a city.
(d). It has surface street, freeway or expressway ramp terminals.
_ _ (e). It appears as a major route on an official plan such as a major street
plan in an urban area traffic and transportation study.
8.
9.
COMBINATION WARRANT
80 percent or more of the stated values for two or more of Warrants #1,
Yes
No X
/12, or #3.
ACTUATED SIGNAL GUIDELINE WARRANTS.
Check Applicable Curve
No X Meets one High Hour
Yes
Yes-- NoX Meets each of two Highest Hours
Meets each of four Highest Hours
Yes X No
No X Meets each of eight Highest Hours
Yes
REMARKS:
8-72-1101, SCA D-18T
File 18.296 - 2

.---------------ITRAFFIC ENGINEERS. INC. I---

Transcription

Similar documents

useproductguide - AK Interactive

Wet `N Wild Partners in Education Program

berkeley heights - Coro Realty Advisors

WETO 16942 2015 PIE Digital Cards Seminole_pink

SkidProof Any floor. Non

SEMgas ON THE MOVE

Here For Pdf Version

Chrysler/Dodge Rear-Entry Minivan