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Home My WebLink About1992-05-04; Traffic Safety Commission; ; Establish an ALL-WAY STOP, Flashing Beacon or Speed Humps at the intersectionCI1Y OF CARLSBAD TRAFFIC SAFE1Y COMMISSION STAFF REPORT COMMISSION MEETING OF: May 4, 1992 ITEM NO . ...fil1_ LOCATION: Intersection of Forest View Way/Hosp Way. INITIATED BY: Courtney E. Heineman, 2879 Woodridge Circle, Carlsbad, California 92008. REQUESTED ACTION: Establish an ALL-WAY STOP, Flashing Beacon or Speed Humps at the intersection. BACKGROUND: DATA: Hosp Way serves as a collector street for single family homes and apartments and terminates at Monroe Street on the west and El Camino Real on the east (See Exhibit 1). Mr. Heineman has sent a letter dated March 6, 1992 (attached) from the Carlsbad-Woodridge Homeowners Association requesting that one or all of the above requested measures be established at the subject intersection to help slow down speeding vehicles. This item previously was considered by the Traffic Safety Commission on November 6, 1989 as a request to establish an ALL-WAY STOP at the subject intersection and also at the Wintergreen Drive/Hosp Way intersection. The Commission unanimously voted to deny this request since warrants for ALL-WAY STOP signs were not met. Hosp Way is a two-lane collector street approximately 0.8 miles in length between Monroe Street and El Camino Real. At the Monroe Street intersection Hosp Way is controlled by a STOP sign and at the El Camino Real intersection a traffic signal has been installed. Left turn lanes have been provided at the various intersections on Hosp Way with painted medians between the intersections. Each street intersecting Hosp Way is controlled by a STOP sign. Traffic counts were obtained at the intersection on April 1-2, 1992. Approach volumes for Forest View Way/Hosp Way indicate a current Average Daily Traffic (ADT) entering volume of 2,621 vehicles. These volumes are less than traffic volume data obtained for the analysis in 1989. Table 1 compares traffic volume data TRAFFIC SAFE1Y COMMISSION Staff Report COMMISSION MEETING OF: May 4, 1992 (Continued) ItemNO._fil!_ obtained for the 1989 Traffic Safety Commission report to the volumes recently obtained. These volumes are on the low end of the City of Carlsbad design volumes for a collector street of between 1,200 and 10,000 vehicles. Warrants for an ALL-WAY STOP installation are attached and is the basic policy that establishes the need for a STOP sign. At the subject intersection, a STOP sign warrant study was conducted. Traffic volumes approaching the intersection are low with only one intersection collision reported at the subject intersection in the five year period beginning with January 1, 1987. The collision history for the Hosp Way/Forest View Way intersection since January 1, 1987 is indicated as Exhibits 2 and 3. The purpose of a STOP sign is to control the assignment of right-of-way at an intersection. Properly installed, STOP signs can facilitate the orderly movement of traffic and promote traffic safety. Traffic engineering research has indicated that unwarranted STOP signs can result in an increase in certain types of collisions, such as rear-end collisions, at the unwarranted location. An intersection can be considered for an ALL-WAY STOP condition when the traffic volumes on all legs of the intersection are approximately equal. A review of the included volume data for the subject intersections indicates very low volumes on the minor intersecting street and disproportionately higher volumes on Hosp Way. STOP signs should be installed only where traffic conditions are such that the signs are necessary. Once the STOP sign seems to imply a nuisance regulation, observance begins to deteriorate and safety at other locations where STOP signs are vitally needed becomes compromised. The collision history and traffic volumes do not indicate a need for an ALL-WAY STOP at the intersection under consideration to establish vehicular right of way. Warrants for additional STOP signs are not met. Requests for speed humps have been thoroughly investigated by staff in the past. Previous Traffic Safety Commission and City Council actions have generally established that speed humps are not to be utilized within the public right of way. Speed humps are not recommended for installation on Hosp Way. One of Mr. Heineman's requests is for flashing beacons. Traffic engineering analysis indicates limited effectiveness of this type of traffic control device. In general, flashing beacons are utilized where abrupt changes in roadway operational configurations take place. The practice of utilizing flashing beacons on roadways TRAFFIC SAFE'IY COMMISSION Staff Report COMMISSION MEETING OF: May 4, 1992 (Continued) Item NO. ___fil!._ traveled by many of the same motorists each day will tend to defeat the purpose of installing the beacons as a warning device. Motorists who travel the same route daily become accustomed to their surroundings and will virtually ignore the "warning" or unusual condition that the flashing beacon was intended to draw attention to. During investigation for Mr. Heineman's requests, staff analysis determined that the existing speed limit for Hosp Way should be re-evaluated. Due to the curvilinear alignment of Hosp Way, staff conducted a number of Ball Bank studies to determine an Advisory Speed for the roadway. Analysis indicated that an Advisory Speed for some of the curves on Hosp Way could be designated as 25 mph. Work orders will be issued to the Utilities and Maintenance Department to install additional Curve Warning signs and to lower the existing advisory speed limit from 30 mph to 25 mph. Staff also examined midblock traffic collisions for Hosp Way from El Camino Real to Monroe Street for the period from January 1, 1987 through March 31, 1992. The mid-block collision history for Hosp Way since January 1, 1987 is shown as Exhibits 4 and 5. Analysis of these collisions indicates that 7 out of 10 collisions involved Exceeding Safe Speed (ESS) as a Primary Collision Factor. Speed Surveys conducted on April 21, 1992 indicate 85th percentile ( critical) speeds of 36 mph and 37 mph, respectively. This data indicates that a 30 mph prima facie speed limit can be · recommended, thereby lowering the existing 35 mile per hour prima facie speed limit. RECOMMENDATION: Based upon the low entering volumes and good intersection collision record at the Forest View Way/Hosp Way intersection, the Traffic Safety Coordinating Committee recommends that the request for an ALL-WAY STOP, flashing beacons and speed humps at the intersection be denied. Based upon results of an engineering and traffic survey, including the midblock collision history, recent Ball Bank analysis and Speed Survey information, the Traffic Safety Coordinating Committee recommends that the prima facie speed limit on Hosp Way from El Camino Real to Monroe Street be reduced from 35 miles per hour to 30 miles per hour. NECESSARY CI'IY COUNCIL ACTION: An ordinance will be required to be adopted by the City Council to establish the recommended prima facie speed limit. RtftRREO TO CITY MANAGER FOR RESPONS£ ~tr. .3 -/ ~ -9 cl Carlsbad-Woodridge Homeowners Association 2879 Woodridge Circle March 6, 1992 Mayor Buddy Lewis City of Carlsbad 1200 Carlsbad Village Drive Carlsbad, California 92008 Dear Buddy: Carlsbad, Califomia 92008 619 434-3006 ALL RECEIVED RECEIVED L~AR 11 1992 . CITY OF CARLSBAD ENGINEERING DEPARTMENT I am writing you and your fellow Council-members, on behalf of the Board of Directors of Carlsbad-Woodridge Homeowners Association, in an effort to avert what could be a tragic future accident. Our homeowners are threatened with collisions and possible injury each day as they attempt to exit from our six cul-de-sacs onto Hosp Way. The problem is that Hosp Way makes a deceptively sharp curve between two of our streets, Pine Crest Way and Forest View Way. (Please see attached map.) Many westbound drivers coming around the curve and heading downhill toward Monroe drive too fas4 making our residents sitting ducks as they try to enter Hosp. Occasionally, the speeders lose control on the curve and go off the road or sideswipe cars coming up the hill. One such accident ended in a fatality several years back. Traffic records show that the curve is the site of at least two or three accidents each year. The most recent was on f ebnµtry 17, a single-car accident in which a speeding westbound car rounding the curve left the road, knocked down a few of our trees and tore up our terraced slope on the south side of Hosp before coming to a halt off the road near Cedarwood Way. The car was badly damaged and the driver wp.s injured, but apparently not seriously. On one occasion, I personally witnessed an accident involving a sideswiping on the curve and was fortunate that the West-bound car stopped its skid before I myself became a victim. In an earlier incident, a car in a similar accident crashed through the side fcnoc of one of our homes and stopped a few feet away from the owner, who was relaxing in his back yard. Luckily, none of the children who walk to and from school along Hosp Way have been in the wrong place at the wrong time or the results might have been tragic. Armed with a petition signed by virtually all of the residents in our 126 homes, several of us appeared before the Traffic Safety CommiMion two years ago to ask that a boulevard stop be installed at Forest View Way. The Commission ruled that Hosp does not have enough traffic or enough accidents to justify a stop sign. Instead, they installed curve warning signs, which have been totally ineffective in slowing down drivers. We have had one fatality so far but we have near misses daily. How many accidents and fatalities must the curve generate before corre.ctive action is taken? Page Two -Hosp Way The residents of our complex would appreciate the council's considering installation of a stop sign, or possibly a warning light or warning bumps, or even all three, on Hosp at Forest View Way. It seems obvious that this is the only thing that will slow traffic and that unless some such action is taken, property damage and loss of life will continue on "dead man's curve," as our residents refer toil We understand that other stop signs have been installed in the city to achieve similar slow- downs, even though not justified by traffic pressure. We urge your consideration. Thank you. Courtney E. He· cman, Manager Carlsbad-\¥ 'dge Homeowners Ass tion fortheBoardofDircctors Craig Correll, Vice-President:...___.::::-,.i-..:::1.;b,~...J,.;;:.:::Z:~~~~=-- Sara Streicher, Vice-President __ ;;;;...,.."""~.......:;-'?'-..._.""""""'""'-'"""""'~.,.._- CC: Mayor Pro Tem Ann Kuk.bin Eric Larson Julie Nygaard Margaret Stanton HOSP WAY/FOREST VIEW WAY INTERSECTION APPROACH VOLUMES April 1 , 1992 TIME : E/B i W/8 II S/8 : ~~~~~~~ I DIRECTION 1 · 24-HOUR TOTAL 1992 1989 1992 1989 1992 1989 1992 1989 0000-01 00 20 15 6 3 2 0 28 18 01 00-0200 9 11 3 2 0 1 12 14 0200-0300 3 9 0 1 0 0 3 10 0300-0400 8 6 3 2 1 O 12 8 0400-0500 3 4 1 5 2 2 6 11 0500-0600 14 11 21 28 3 1 38 40 0600-0700 21 22 89 99 4 3 114 124 0700-0800 52 39 1 09 93 9 11 170 143 0800-0900 55 79 95 93 12 17 162 189 0900-1000 38 41 61 58 5 12 104 111 1000-1100 46 61 57 61 8 6 111 128 11 00-1200 66 91 60 58 1 0 1 0 136 · 159 1200-1300 83 106 76 80 11 5 170 191 1300-1400 · 81 53 87 63 13 5 181 121 1400-1500 83 82 71 72 1 0 8 164 162 1500-1600 . 1 00 140 70 75 7 11 177 • 226 1600-1700 117 141 71 84 13 7 201 232 1700-1800 123 191 7 4 66 1 5 198 262 1800-1900 1 08 138 75 71 8 6 191 215 1900-2000 94 96 51 56 4 4 149 156 2000-21 00 62 88 45 35 6 0 113 123 2100-2200 51 71 32 27 4 2 87 100 2200-2300 37 46 21 18 0 0 58 64 2300-2400 24 24 11 7 1 0 36 31 Sub-Total 1,298 1,565 1,189 1,157 134 116 2,621 2,838 Note: Volumes shown for 1989 were taken from October 17, 1989 Traffic Count Data. TABLE 1 LOCATION: •---------ti•---------, VICINITY MAP · • AV£. MAGNIFICA INTERSECTION LOCATION ST. HOSP WAY /FOREST VIEW WAY EXHIBIT: 1 INTERSECTION COLUSION DIAGRAM CITY OF CARLSBAD LOCATION: HOSP WAY - @ FOREST VIEW WAY TRAFFIC ENGINEERING DMSION DRAWN BY: lljY PERIOD: 01-01-87 YEAR TOTAL 1987 1 DATE: 04-09-92 NUMBER OF TRAFAC COUJSIONS BY TYPE PROP. DAMACE IN..A.flY 0 1 FATAL 0 3: w > I->-C/1 <( w 3: 0::: 0 LL. LIGHT 0 to 12-31-87 DARK WET 1 0 N m nts LEGEND COLLISION DATA DESCRIPTION ESS -EXCEEDING SAFE SPEED <COLLISION FACT .) <DATE) <REP. #)C> ( TIME) EXHIBIT 2 LOCATlON: INTERSECTlON COLLISION DIAGRAM CITY OF CARLSBAD HOSP WAY @ FOREST VIEW WAY TRAFFIC ENGINEERING DIVISION DRAWN BY: JljY PERIOD: 01-01 -88 DATE: 04-09-92 t o 12-31-91 NUMBER OF TRAFAC COLLISIONS BY TYPE YEAR TOTAL PROP. l~Y FATAL LJQHT DARK WET DAMAGE 199 1 0 0 0 0 0 0 0 1990 0 0 0 0 0 0 0 1989 0 0 0 0 0 0 0 1988 0 0 0 0 0 0 0 N m ~ nts w -> >-. I-<( (/) ~ w 0::: 0 LL. HOSP WAY EXHIBIT 3 MIDBLOCK COLLISION DIAGRAM CITY OF CARLSBAD TRAFFIC ENGINEERING DIVISION LOCATION: DRAWN BY: DATE: HOSP MONROE ST. to J11Y 04-15-92 NUMBER OF TRAFAC COLLISIONS BY TYPE YEAR TOTAL PROP. DAMAGE l~Y FATAL LK»-IT 1992 1 0 • 1 0 1 E.C.R. EXHIBIT 4 WAY EL CAMINO REAL PERIOD: 01-01-92 to 03-31-92 DARK WET 0 1 ~N ~o -Y COLLISION DATA ~ . ~nts ~ C, PRIM. COLL. FACT. ESS-INATT • REP. NO. DATE TIME 1375 02-17-92 07:35 LEGEND EXCEEDING SAFE SPEED INATTENTION MIDBLOCK COWSION DIAGRAM CITY OF CARLSBAD TRAFFIC ENGINEERING DIVISION LOCATION: EL DRAWN BY: DATE: EXHIBIT 5 HOSP WAY CAMINO REAL to MONROE STREET J17Y' PERIOD: 01-01-87 04-17-92 to 12-31-91 NUMBER OF TRAFFIC COWSIONS BY TYPE I YEAR TOTAL PROP. l~Y DAMAGE 1991 1 0 1 1990 2 1 1 1989 2 2 0 1988 3 3 0 1987 2 2 0 .._ ~IUR Lr-5~-.. ~~ 17 ~E_S_T __ _ FATAL LJQHT DARK WET 0 0 1 0 0 1 1 0 0 2 d 0 0 1 2 0 0 0 2 1 COLLISION DATA PRIM. COLL. FACT. REP . NO. DATE TIME 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. WS-ESS-H&R 11567 12-15-91 21 :45 ESS-INATT 9283 10-11 -90 14:59 IT-OTH (VISION) 3682 04-21-90 22:22 ESS-INATT 11347 12-06-89 08:12 DEF EQ (TOW BAR) 11055 11-27-89 10:36 ESS 10529 11-28-88 21 :25 IT-INATT 8332 • 09-19-88 16:24 ESS-INATT 5866 07-04-88 00:30 ESS-INATT 8328 10-12-87 20:50 ESS-INATT 8287 10-10-87 21 :45 NOTE: ARROW WITH LONGER TAIL IS MOTORIST AT FAULT. ESS H&R INATT IT ws DEF EQ - 0TH LEGEND EXCEEDING SAFE SPEED HIT & RUN INATTENT ION IMPROPER TURN WROHG SIDE DEFECTIVE EQUIPMENT OTHER (VISION OBSTRUCTION) Traffic Manua·1 R1 • Standard 30" R1-3 ml Standard 1 :Z" x 8" R1-4 O•W:tli Standard 18" x e" SIGNS POLICY Stop Signs and Yield Signs • Stop Signs 4-37 l -1987 The STOP sign (R1) shall be used where traffic is required to stop except at signalized Intersections. The STOP sign shall be an octagon with white mes- sage and border on a red background. The standard size shall be 30 x 30 inches. Where greater emphasis or visibility Is required, a larger size is recommended. On local streets and secondary roads with low ai> proach speeds and low volume, a 24 x 24 inch size may be used. At a multlway stop intersection, a supplemental plate · (R1 ·3 or R1 ·4) should be mounted just below each STOP sign. The numeral on the supplementary plate shall corre• pond to the number of approach legs, or the legend ALL-WAY (R1·4) may be used. The plate shall have white letters on a red background. A red flashlng beacon or beacons may be used in conjunction with. a STOP sign. See Section 9-08 (Flashng Beacons). Secondary messages shall not be used on STOP sign faceL • Warrants for STOP Signs Because the STOP sign causes a substantial lncort- venlence to motorists, it should be used only where warranted. A STOP sign may be warranted at an inter- section where one or more of the following cort- dltlons exist 1. On the less Important road at its Intersection with a main road where application of the normal right of way rule 11 unduly hazardous as evidenced by accidents susceptible to correction by STOP signL 2. On a county road or city street at its lnt·ersection with a state highway. 3. At the Intersection of two main highway highway traffic to be stopped depends on p- proach speeds, volumes, and turning movementL 4. On a street entering a legally established through highway or street. 5. On a minor street where the safe approach speed to the Intersection is less than 10 miles per hour. 8. At an unslgnallzed Intersection In a signal- ized area; 7. At other Intersections where a combination of high speed, restricted view, and accident record indi- cates a need for control by the STOP sign. 4-38 3-1987 SIGNS Traffic Manual POLICY A STOP sign 11 not a "cun~alP' and 11 not a substitute for other traffic control devlceL Many time• the need for a STOP sign can be eliminated If the sight distance Is Increased by remot/lng the obstructlonL STOP signs shall not be erected at any entrance to an Intersection when such entrance 11 controlled by an official traffic control signal, nor at any railroad grade crosalng which 11 controlled by automatic signals, gates, or other tralr.-actuated control devices except as provided In eve 21355, Stop Signs. The conflicting commands of two types of control devices are cor.- fuslng. If traffic 11 required to stop when the operation of the stop-and-go 1lgnal1 11 not warranted, the signals should be put on flashing operation with the red flashing light facing the traffic that must stop. Where two main highways Intersect, the STOP sign or signs should normally be posted on the minor street to stop the IHHr flow of traffic. Traffic engineering studies, however, may justify a decision to Install a STOP sign or signs on the major street, as at a three-way Intersection where Nfety consideration, may justify stopping the • greater flow of traffic to permit a left-turning movement STOP signs should not be Installed lndlacrimlnately at all unprotected railroad croulngL The allowance of STOP 1lgn1 at all such croulng1 would eventually breed contempt for both law enforcement, and obedience to the sign's command to stop. STOP 1lgn1 may only be used at nlected ralVhlghway grade cro11lng1 after their need ha1 been determined by a traffic englnHring study. Such study should consider approach speeds, sight distance reltrlctlon1, volumes, accident records, etc. Thia application of STOP 1lgn1 should be an Interim use period during which plan• for llghtl, gates or other mean, of control are being prepared. Portable or part-time STOP signs shall not be used except for emergency purpoHL Also, STOP signs should not be und for speed control. e Multlway STOP 1lgn1 The "Multlway Stop'' ln1tallatlon may be useful at some locatlonL It should ordinarily be used oaly where the volume of traffic on the Intersecting roads 11 approx- imately equal. A traffic control signal Is more Ntlsfactory for an Intersection with a heavy volume of traffic. Traffic Manual R1-2 V . ' ' Standard 31r' SIGNS 4-39 3-1987 POLICY Any of the following condition, may warrant a multt- way STOP sign ln1tallatlon: 1. Where traffic 1lgnal1 are warranted and urgently needed, the multlway stop may be an Interim me■1ure that can be Installed quickly to control traffic while arrangements are being made for th• signal ln1tallatlons. 2. An accident problem, as Indicated by five or more reported accidents within a 12 month period of a type 1u1ceptlble to ·correction by a multlway stop ln1tallatlon. Such accidents Include right- and left-tum colll1lon1 a1 well H right-angle colllslons. 3. Minimum traffic volumH (a) The total vehicular volume entering the Int•~ section from all approach•• mu1t average at least 500 vehicle• per hour for any 8 houra of an average day, and (b) The combined vehicular and pede1trlan volume from the minor 1treet or highway must average at leHt 200 units per hour for the same 8 hours, with an average delay to minor street vehicular traffic of at least 30 seconds per vehicle during the maximum hour, but (c) When the 85-percentlle approach speed of the major street traffic exceed• 40 milH per hour, the minimum vehicular volume warrant Is 70 percent of the above requirements. e Yield Signs The YIELD sign (R1·2) Hslgns right of way to traffic on certain approachH to an . lnterNctlon. Vehicles • controlled by a YIELD 1lgn need stop only when oec- euary to avoid . Interference with other traffic that Is given the right of way. The YIELD sign 1hall be a downward pointing, equt- lateral triangle having a red border band and a white Interior and the word YIELD In red ln1ld• th• border band. The 1tandard IIH 1hall be 38 x 38 x 38 Inches. • Warrants for YIELD Signs The YIELD sign may be warranted: 1. On a minor road at the entrance to an Intersection where It Is neceuary to Hslgn right of way to the major road, but where a 1top Is not neceuary at all times, and where the safe approach speed on the minor road exceeds 10 mil•• per hour. 2. On the entrance ramp to an expressway where an acceleration lane 11 not provided. CITY OF CARLS __ ~D SF ~ED SURVEY CRITICAL SPEED: ¼ MPH LOCATION: tt~? ½/4>)/ @., Ast ttv\<,hi\W'< A, -(<2 ~T~) ('-U~T) OBSERVER/RECORDER: __ ~.,.__--_--':, ___________ _ 2'1 --!7 PACE SPEED: '2.f; to '5f; MPil CARS IN PACE:_-:if?ic;_,_2~ ___ % Posted Speed Limit: '5Ci:, MPH ~ ws Direction of Travel Direction of Travel MPH f1 ! II .,. ,f,. •r * MPI- 65 65 64 64 63 63 62 62 61 61 60 60 59 59 58 58 57 57 56 56 55 55 54 54 53 53 52 52 51 51 50 50 49 49 48 48 47 47 46 46 45 45 44 44 43 -43 42 • r i L ,nr ' . "j X' ,., >r 42 41 ~ \ -. ., •• .J ... 41 40 ,1 I • l A 40 39"' .,... -" •• • • I "X 39 38 -J "" J 31! 37 A. "ll.. " 1 , ga • "'I ;.,., JI '7 36 7' Ip 9 I-~ ~ 35 -""' "' ti ' ... I Ill': 1 -~ ... ~ 1111, ,. )~ 34 ; .. ---.., • .. • I • ,1. 1 ·-. . ,.. !lo I ~ 33 Ill ;illll 1111 JII A i.-1 r. :t • II io' • .. I. A. A ~ J/1, Ill l 5~ 32 . "Oal I .... -~ .... A. ~ .. V' '\, ~ 3t 31 I ,._ IA A ~ I ., ,, 1111 I ■ 1111 "lo 31 30 ,_ , ... ~ j. ' I.,._ 1 V "' ~ 3( 29 ·~ • 1418 I -i ~ oil Ill : Z1j 28 IA~ I ' , .. " ~ I~ ~ -c. • 22 27 I ... """r-,, JI, I< I 2i 26 2t 25 2! 24 2~ 23 2~ 22 2, 21 21 CITY OF CARLS~D S~ED SURVEY . ~f',M, '~ 4 .. Z:\ \q-f..... TIME: \ --'1:2 ._to ~.-rJO DATE: F:"-". DD .=TOTAL VEHICLES:___.\.----="---- WEATHER: __ L\=-=?t;;;....;:n:2~~z./.._.-C-......~~-=:::;;.;.·:s?;.~.---CRITICAL SPEED: _-3 ____ 1 __ MPr. LOCATION: \-tP7p ~@ L.~:l::nt2 'Wj!-'ACE SPEED: -Z--/ to 3 7 MPr. OBSERVER/RECORDER: _______ \Al\::l __ _.-~---------CARS IN PACE: __ 7 .......... ~~--s, Posted Speed Limit: ~':7 MPH Direction of Travel Direction of Travel MPH n ! r: ~ ! i,' ,,. l MPl- 1,'i l,'i 64 64 63 63 62 62 61 61 60 60 59 59 58 58 57 57 56 56 55 55 54 54 53 53 52 52 51 51 50 50 49 49 48 48 47 47 46 46 45 45 44 44 43 43 42 7', ... .. Cf -~ z:::. r:. 42 41 • r , I ,, ""' ~ K 41 ~◄ ' )C X X -... -~ It'" 40 ~ ._ Ill, y I ' . ... ... ..-r39 38 • ' . .... ~ "lliR 37 ~ • r 'I lj rJ7 36 I( . ' . I • • . ' X: ) • ~6 35 1'111 I ] X ~ . • j I!'. ' -~ ~ ' 'Ill ""' X. V "' ._ 13 34 -'"' ~ y . ~ II ✓ ~~ • ~ V ~ L'- 33 .. I l J '. ,. ~ -7 "" ~ 13 32 ,. • • ~ . ., • II(. K. Ill! 3 31 ' ~. -, II :, 'IC X ... --.. , . 30 • "1 X XY , I.J ,. ~ , ' .. ~ I "'Ill[ -y ,, ~ ... 30 29 ~ ' -I • 1( It ~ "" -~ :,9 28 ~ .. • I , ' , ' I It 7' ~ 'W"' ... 2! 27 I I la ~ ~ ".] I I~ -y .... .. '7 -26 ~ '6 25 4 ' . , j • I ' . y y "l'I 5 24 ~ ~ ~ ' . X It ·~ 23 ') 22 2i! 21 21