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2022_01_Waikoloa_Rd-Paniolo_Ave_Traffic_Impact_Analysis_Report
TRAFFIC IMPACT ANALYSIS REPORT FOR THE PROPOSED WAIKOLOA ROAD – PANIOLO AVENUE INTERSECTION IMPROVEMENTS SOUTH KOHALA, HAWAII ISLAND PREPARED FOR BELT COLLINS HAWAII LLC FEBRUARY 18, 2022 TMC PREPARED BY THE TRAFFIC MANAGEMENT CONSULTANT TRAFFIC IMPACT ANALYSIS REPORT FOR THE PROPOSED WAIKOLOA ROAD – PANIOLO AVENUE INTERSECTION IMPROVEMENTS SOUTH KOHALA, HAWAII ISLAND PREPARED FOR BELT COLLINS HAWAII LLC FEBRUARY 18, 2022 PREPARED BY TMC 4/30/2022 THE TRAFFIC MANAGEMENT CONSULTANT RANDALL S. OKANEKU, P.E., PRINCIPAL 1188 BISHOP STREET, SUITE 1907 HONOLULU, HI 96813 Table of Contents Page I. Introduction............................................................................................................................... 1 A. Project Description........................................................................................................ 1 B. Existing Intersection ..................................................................................................... 1 C. Purpose and Scope of the Study.................................................................................... 3 D. Methodologies............................................................................................................... 3 1. Capacity Analysis ............................................................................................. 3 2. Traffic Simulation............................................................................................. 5 3. Traffic Signal Warrant Analysis ....................................................................... 5 II. Existing Conditions................................................................................................................... 7 A. Field Investigation and Data Collection ....................................................................... 7 1. Existing AM Peak Hour Traffic........................................................................ 7 2. Existing PM Peak Hour Traffic ........................................................................ 8 B. Crash Analysis ............................................................................................................ 10 C. Traffic Signal Warrant Analysis ................................................................................. 10 D. Pre-Pandemic Traffic Conditions ............................................................................... 10 III. Future Traffic Conditions ....................................................................................................... 11 A. Background Growth in Traffic.................................................................................... 11 B. Waikoloa Plaza ........................................................................................................... 12 C. Saddle Road Extension ............................................................................................... 12 D. 2033 Peak Hour Traffic Without Improvements ........................................................ 12 E. 2043 Peak Hour Traffic Without Improvements ........................................................ 12 i Table of Contents (Cont'd.) Page IV. Alternative Intersection Improvements................................................................................... 15 A. Roundabout Intersection ............................................................................................. 15 1. Interim Roundabout Intersection Improvements ............................................ 15 2. 2033 Peak Hour Traffic Impact Analysis With Single-Lane Roundabout ..... 17 3. 2043 Two-Lane Roundabout Intersection Improvements .............................. 17 4. 2043 Peak Hour Traffic Impact Analysis With Two-Lane Roundabout ........ 19 5. Advantages of the Roundabout Intersection................................................... 19 6. Disadvantages of the Roundabout Intersection............................................... 20 B. Signalized Intersection................................................................................................ 20 1. Interim Traffic Signal Improvements ............................................................. 20 2. 2033 Peak Hour Traffic Impact Analysis With Signalization ........................ 22 3. 2043 Traffic Signal Improvements ................................................................. 22 4. 2043 Peak Hour Traffic Impact Analysis With Signalization ........................ 24 5. Advantages of the Signalized Intersection...................................................... 24 6. Disadvantages of the Signalized Intersection ................................................. 24 Appendix A - Existing Traffic Count Data Appendix B - Capacity Analysis Worksheets Existing Conditions Appendix C - Capacity Analysis Worksheets Peak Hour Traffic Without Improvements Appendix D - Capacity Analysis Worksheets Peak Hour Traffic With Roundabout Appendix E - Capacity Analysis Worksheets Peak Hour Traffic With Traffic Signals V. Conclusions............................................................................................................................. 25 ii List of Figures Page Figure 1. Location and Vicinity Map...................................................................................................2 Figure 2. Existing Intersection Plan.....................................................................................................4 Figure 3. Existing Peak Hour Traffic...................................................................................................9 Figure 4. Year 2033 Peak Hour Traffic .............................................................................................13 Figure 5. Year 2043 Peak Hour Traffic .............................................................................................14 Figure 6. Interim Single-Lane Roundabout Concept.........................................................................16 Figure 7. Two-Lane Roundabout Concept.........................................................................................18 Figure 8. Interim Traffic Signal Improvements.................................................................................21 Figure 9. Ultimate Traffic Signal Improvements...............................................................................23 iii zzzz List of Tables Page Table 1. Intersection Level of Service Criteria (HCM) ........................................................................ 5 Table 2. Waikoloa Road/Paniolo Avenue Peak Hour Traffic Comparison....................................... 11 Table 3. Waikoloa Road/Paniolo Avenue 12-Hour Traffic Comparison .......................................... 11 Table 4. Summary of Capacity Analysis ........................................................................................... 26 Table 5. Waikoloa Road - Paniolo Avenue - Pua Melia Intersection Improvements - Cost Comparison of Options ........................................................................................................ 28 iv TRAFFIC IMPACT ANALYSIS REPORT FOR THE PROPOSED WAIKOLOA ROAD – PANIOLO AVENUE INTERSECTION IMPROVEMENTS SOUTH KOHALA, HAWAII ISLAND I. Introduction A. Project Description The County of Hawaii Department of Public Works is proposing to improve the intersection of Waikoloa Road and Paniolo Avenue/Pua Melia Street in Waikoloa Village, South Kohala, Hawaii Island. Two (2) alternative intersection improvements are analyzed herein: a roundabout intersection and traffic signalization. The intersection improvements are expectedto be completedbytheYear 2023. TheYear 2033 was selected for the analysis of the interim intersection improvements. The Design Year 2043 is selected for the analysis of the long-term intersection improvements. B. Existing Intersection Waikoloa Road is a two-way, two-lane, major collector roadway in South Kohala, between Queen Kaahumanu Highway and Mamalahoa Highway. Figure 1 depicts the project location and vicinity map. In the vicinity of Waikoloa Village, Waikoloa Road is a two-way, four-lane roadway with a raised median. Eastbound Waikoloa Road reduces from two lanes to one lane as it approaches Paniolo Avenue. Waikoloa Road provides exclusive left-turn lanes in both directions at its unsignalized intersection with Paniolo Avenue/Pua Melia Street. East of Waikoloa Village, Waikoloa Road returns to a two-lane, undivided roadway. The posted speed on Waikoloa Road is 35 miles per hour (mph) in the vicinity of Waikoloa Village. Concrete sidewalks are provided on both sides of the west leg of Waikoloa Road. Paved shoulders are provided on both sides of the east leg of Waikoloa Road. Crosswalks are provided on all four legs of the intersection of Waikoloa Road and Paniolo Avenue/Pua Melia Street. Bicycle lanes/paths are not provided on Waikoloa Road. Paniolo Avenue is a two-way, two- to four-lane collector roadway, which provides the primary access to Waikoloa Village. Paniolo Avenue provides separate left-turn, through, and right-turn lanes at its stop-controlled intersection with Waikoloa Road, opposite Pua Melia Street. Concrete sidewalks are provided on both sides of Paniolo Avenue. Bicycle lanes/paths are not provided on Paniolo Avenue. Waikoloa Road – Paniolo Avenue Improvements Traffic Impact Analysis Report February 18, 2022 Study Intersection Paniolo Ave Figure 1. Location and Vicinity Map 2 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 Pua Melia Street is a two-way, two-lane loop roadway on the south side of Waikoloa Road. Pua Melia Street provides an exclusive left-turn lane and a shared through/right- turn lane at its stop-controlled intersection with Waikoloa Road. Concrete sidewalks are provided on both sides of Pua Melia Street. Bicycle lanes/paths are not provided on Pua Melia Street. The existing intersection plan is depicted on Figure 2. C. Purpose and Scope of the Study The purpose of this Traffic Impact Analysis Report (TIAR) is to analyze the traffic impacts resulting from the alternative improvementsof the intersection of Waikoloa Road and PanioloAvenue/Pua Melia Street. The scope of the TIAR includes the following: 1. Description of the existing roadways. 2. Evaluation of existing traffic conditions. 3. Adjustment of the existing traffic demands to pre-pandemic traffic conditions. 4. Traffic signal warrant analysis of the existing intersection. 5. Analysis of the future traffic conditions. 6. Development of alternative intersection improvements, which would mitigate the traffic impacts identified in this study. 7. Summary of the advantages and the disadvantages of the alternative roundabout and traffic signalization improvements. D. Methodologies 1. Capacity Analysis The highway capacity analysis, performed in this study, is based upon procedures presented in the Highway Capacity Manual, 6th Edition (HCM), published by the Transportation Research Board. HCM defines the Level of Service (LOS) as “a quantitative stratification of a performance measure or measures representing the quality of service.” HCM defines six (6) Levels of Service from the traveler’s perspective, ranging from the best LOS “A” to the worst LOS “F”. LOS translates the complex mathematical results of the highway capacity analysis into an A through F grading system for the purpose of simplifying the roadway performance for decision- makers. LOS’s “A”, “B”, and “C” are generally considered to be satisfactory Levels of Service. The Hawaii County Code “Concurrency Requirements” define LOS “D” as the minimum acceptable Level of Service. LOS’s “E” and “F” are considered to be worse than acceptable Levels of Service. The intersection LOS isprimarily based upon average delay (d) in seconds per vehicle (sec/veh). 3 Waikoloa Road – Paniolo Avenue Improvements Traffic Impact Analysis Report February 18, 2022 Figure 2. Existing Intersection Plan 4 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 The delays at unsignalized intersections, which includes stop-controlled intersections and roundabouts, are shorter than signalized intersections, due to the drivers’expectation and acceptance of longer delays at signalized intersections. Table 1 summarizes the HCM LOS criteria. Table 1. Intersection Level of Service Criteria (HCM) LOS Signalized Control Unsignalized Control Description Delay d (sec/veh) A d10 d10 Control delay is minimal. B 10<d 20 10<d15 Control delay is not significant. C 20<d35 15<d25 Stable operation. Queuing begins to occur. D 35<d55 25<d35 Less stable condition. Increase in delays, decrease in travel speeds. E 55<d80 35<d50 Unstable operation, significant delays. F d80 d50 High delays, extensive queuing. Synchro is a traffic analysis software that was developed by Trafficware. Synchro is an intersection analysis program that is based upon the HCM 6th Edition methodology. Synchro is used to calculate the Levels of Service for the study intersection. Worksheets for the capacity analysis, performed throughout this report, are compiled in the Appendix. 2. Traffic Simulation SimTraffic is a microscopic traffic simulation software, which was developed by Trafficware. Microscopic traffic simulation is a stochastic process, which can analyze the interactions of individual vehicles as they pass through a roadway network. SimTraffic was used to analyze the vehicle emissions and fuel consumption. The results of ten (10) simulations were averaged to determine the environmental impacts of the alternative traffic controls. 3. Traffic Signal Warrant Analysis The Manual on Uniform Traffic Control Devices, 2009 Edition (MUTCD), published by the Federal HighwaysAdministration, U. S. Department of Transportation, provides the guidelines to determine the need for the installation of traffic control signals. The MUTCD recommends that a “traffic control signal should not be installed unless one or more of the factors” are met. However, the MUTCD goes on to state that 5 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 the “satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal.” Engineering analysis and judgment must be used to develop alternative traffic controls to improve operations and safety. The MUTCD has not published warrants for the construction of a roundabout intersection. However, a roundabout can provide an alternative traffic control, where traffic signal warrants are met. In general practice, the installation of traffic signals at an intersection is based upon the satisfaction of more than one traffic signal warrant, with the exception of Warrant 7, Crash Experience. The satisfaction of Warrant 7 mayjustify a traffic signal installation based solely upon safety. Warrants 10 is a traffic signal warrant analysis software program that also was developed by Trafficware. Warrants 10 is based upon the MUTCD guidelines. The traffic volume Warrants 1, 2, and 3 were analyzed in this study. The traffic signal warrant analysis worksheets are attached in the Appendix. The MUTCD Tables and Figures, referenced below, are included in the traffic signal warrant worksheets. a. Warrant 1, Eight-Hour Vehicular Volume Warrant 1 is satisfied if the minimum volumes are met for Condition A, Condition B, or the combination of Conditions A and B for each of any eight (8) hours of an average day. Condition A (Minimum Vehicular Volume) is considered when the volume of intersecting traffic is the principal reason to consider traffic signalization. Condition A is satisfied when the intersecting traffic meets the minimum hourly volumes in the 100-percent columns of ConditionAin Table 4C-1 of the MUTCD. Condition B (Interruption of Continuous Traffic) is considered when the traffic volume on the major street is so heavy that the traffic on the minor street would suffer excessive delays or conflicts while entering or crossing the major street. Condition B is satisfied when the major and minor street traffic meet the minimum hourly volumes in the 100-percent columns of Condition B in Table 4C-1 of the MUTCD. The combination of ConditionsAand B is consideredwhen the hourly volumes in Table 4C-1 of the MUTCD are met in the 80-percent columns of the respective ConditionsAand B. b. Warrant 2, Four-Hour Vehicular Volume Warrant 2 is satisfied when the volumes of intersecting traffic for each of any four (4) hours of an average day, i.e., the plotted points of traffic volumes on the 6 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 major street, total for both directions, and corresponding traffic volume on the minorstreet (higherdirection only) fall above theapplicable curve on Figure 4C-1 of the MUTCD. c. Warrant 3, Peak Hour Warrant 3 is considered when the minor street traffic experiences undue delay while crossing or turning onto a major street for a minimum of one hour of an average day. Condition A (Peak Hour Delay) is satisfied when, during the same 60-minute period, there is a total stop delay of 4 vehicle-hours on one minor-street approach; and traffic volumes exceed 100 vph for one lane and 150 vph for two lanes on the minor street; and 650 vph on a three-legged intersection or 800 vph on a four- legged intersection. ConditionAis not analyzed in this study. Condition B (Peak Hour Volume) is met when the approach volume on the minor street (higher direction only) and corresponding total volumes on both approaches on the major street fall above the plotted graph on Figure 4C-3 of the MUTCD. The MUTCD goes on to specify that the Peak Hour Warrant 3 shall be applied only in unusual cases, such as office complexes, manufacturing plants, and industrial complexes, where high volumes of traffic occur during brief periods of the day. d. Warrant 7, Crash Experience Warrant 7 is considered when “five or more reported crashes of the types susceptible to correction by a traffic control signal, have occurred within a 12- month period”. II. Existing Conditions A. Field Investigation and Data Collection Turningmovementtraffic countsurveyswere conductedattheintersectionofWaikoloa Road and PanioloAvenue from 6:30AM to 6:30 PM onAugust 24-25, 2021. 1. Existing AM Peak Hour Traffic The existing AM peak hour of traffic at the study intersection occurred from 7:00 AM to 8:00 AM. West of Paniolo Avenue, Waikoloa Road carried about 700 vehicles per hour (vph), total for both directions. Waikoloa Road carried about 450 vph, total 7 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 for both directions, east of Paniolo Avenue. Paniolo Avenue carried about 800 vph, total for both directions, while Pua Melia Street carried less than 100 vph. A total of about 1,000 vph entered the intersection of Waikoloa Road and Paniolo Avenue/Pua Melia Street, during the existing AM peak hour of traffic. About 5 percent of the existingAM peak hour intersection traffic were comprised of trucks and buses. One (1) pedestrian crossed Paniolo Avenue and two (2) pedestrians crossed WaikoloaRoad,duringtheexistingAMpeakhouroftraffic.Nobicycleswereobserved entering the study intersection, during the existingAM peak hour of traffic. The left-turn movement on Pua Melia Street at Waikoloa Road operated at LOS “E”, during the existingAM peak hour of traffic. The left-turn and through movements on Paniolo Avenue at Waikoloa Road operated at LOS “C”. The other traffic movements at the intersection operated at LOS “B” or better, during the existing AM peak hour of traffic. 2. Existing PM Peak Hour Traffic The existing PM peak hour of traffic at the study intersection occurred from 3:30 PM to 4:30 PM. Waikoloa Road carried about 900 vph, total for both directions, west of Paniolo Avenue. East of Paniolo Avenue, Waikoloa Road carried about 500 vph, total for both directions. PanioloAvenue carriedabout 900 vph, while Pua Melia Street carried about 200 vph. Atotal of about 1,200 vph entered the intersection of Waikoloa RoadandPanioloAvenue/PuaMeliaStreet,during theexistingPMpeakhouroftraffic. About 2 percent of the existing PM peak hour intersection traffic were comprised of trucks and buses. Nine (9) pedestrians crossed Waikoloa Road and five (5) pedestrians crossed Pua Melia Street, during the existing PMpeak houroftraffic. One (1) bicycle wasobserved eastbound on Waikoloa Road. No bicycles were observed on Paniolo Avenue or Pua Melia Street. During the existing PM peak hour of traffic, the left-turn movements from Paniolo Avenue and from Pua Melia Street operated at LOS “F” at Waikoloa Road. The through/right-turn movement on Pua Melia Street and the through movement on Paniolo Avenue operated at LOS “E”. The other traffic movements at the intersection operated at satisfactory Levels of Service, i.e., LOS “C” or better. The existing AM and PM peak hour traffic data are depicted on Figure 3. 8 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 Existing AM Peak Hour Traffic Existing PM Peak Hour Traffic Figure 3. Existing Peak Hour Traffic 9 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 B. Crash Analysis The County of Hawaii Department of Public Works (DPW) requested the most recent available crash data from the State of Hawaii Department of Transportation (DOT) at the intersection of Waikoloa Road and Paniolo Avenue/Pua Melia Street. In its letter dated October 22, 2021 (HWY-TS 21-2.0251), DOT found four (4) major traffic crashes at the intersection between the Years 2016 and 2020. Three (3) crashes involved broadside collisions, and one (1) crash involved a single motorcycle crash. None of the crashes involved any fatalities. No pedestrian or bicycle accidents were reported by DOT. The DOT data were collected under the Highway Safety Improvement Program of Title 23, United States Code (U.S.C.), Section 148, and areprotected under Title 23, U.S.C., Section 409. C. Traffic Signal Warrant Analysis Warrant2wasmet attheintersectionofWaikoloa RoadandPanioloAvenue/PuaMelia Street for traffic signalization for eleven (11) hours where four (4) hours are required under existing conditions. Warrant 3 Condition B was met for four (4) hours where one (1) hour isrequiredunderexisting conditions. Warrant1was not met. Whilethethree (3)broadside collisions at the study intersection, reported by DOT, may have been prevented by traffic signalization, the number of crashes in a twelve (12) month period did not meet Warrant 7. D. Pre-Pandemic Traffic Conditions During the Years 2020-2021, traffic volumes in South Kohala declined dramatically, due to the coronavirus 2019 (COVID-19) travel restrictions and the Statewide shutdown order. Historic traffic count data collected on Waikoloa Road and Paniolo Avenue were obtained from the DOT. DOT collected traffic count data on Waikoloa Road, west of Paniolo Avenue in October 2019, and east of PanioloAvenue in January 2019. DOT also collected data on PanioloAvenue, north of WaikoloaRoad, in January 2019. The existing (2021) AM peak hour traffic count data were about 9 percent lower than the Year 2019 pre-pandemic peak hour traffic conditions. The existing PM peak hour traffic count data were 5 percent lower than the 2019 pre-pandemic PM peak hour traffic conditions. The existing peak hour traffic data were adjusted to pre-pandemic (2019) conditions. Table 2 compares the 2019 DOT peak hour traffic count data with the existing (2021) peak hour traffic count data on Waikoloa Road and PanioloAvenue. 10 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 Table 2. Waikoloa Road/PanioloAvenuePeak Hour Traffic Comparison Roadway Peak Hour 2019 2021 Change 2021 to 2019 Waikoloa Road West Leg AM 809 713 -11.8% PM 915 868 -5.1% Waikoloa Road East Leg AM 475 445 -6.2% PM 547 499 -8.7% PanioloAvenue North Leg AM 873 810 -7.2% PM 893 877 -1.8% Totals AM 2,156 1,968 -8.7% PM 2,354 2,244 -4.7% The existing 12-hour (6:30 AM-6:30 PM) traffic count data were about 11 percent lowerthan theYear 2019 pre-pandemic traffic conditions. Table 3 comparesthe 2019 DOT 12-hour traffic count data with the existing (2021) 12-hour traffic count data on Waikoloa Road and PanioloAvenue. Table 3. Waikoloa Road/PanioloAvenue12-Hour Traffic Comparison Roadway 2019 2021 Change 2021 to 2019 Waikoloa Road-West Leg 8,152 7,182 -11.8% Waikoloa Road-East Leg 4,600 4,202 -8.7% PanioloAvenue-North Leg 8,346 7,451 -10.7% Totals 21,098 18,834 -10.7% After adjusting the existing traffic data to pre-pandemic conditions, Warrant 1 was met for traffic signalization for nine (9) hours, where eight (8) hours are required at the intersection of Waikoloa Road and Paniolo Avenue. Warrant 2 was met for twelve (12) hours where four (4) hours are required under pre-pandemic conditions. Warrant 3 Condition B was met for seven (7) hours where one (1) hour is required. III. Future Traffic Conditions A. Background Growth in Traffic The Federal-Aid Highways 2035 Transportation Plan for the District of Hawaii (TPDH) was prepared by the State of Hawaii Department ofTransportation, in cooperation with the County of Hawaii Department of Public Works and Planning Department. The TPDH developed long-range travel forecasts for Hawaii Island based upon future socio- economic conditions. The TPDH projected an average annual growth rate of about 2.0 percent in vehicle trips in South Kohala. For thepurpose of this traffic impact analysis, an annual average growth factor of 2.0 percent was uniformly applied to the pre-pandemic adjusted peak hour traffic to estimate the Years 2033 and 2043 peak hour traffic demands. 11 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 B. Waikoloa Plaza Waikoloa Plaza (also known as the Lofts at Waikoloa) is a mixed-use development located on the southwest corner of the intersection of Waikoloa Road and PanioloAvenue/ Pua Melia Street. The east phase of the development is under construction at this writing. The Traffic Impact Analysis Report for the Proposed Kohala Place at Waikoloa, prepared by The Traffic Management Consultant and dated August 12, 2008, analyzed the master plan development of the Waikoloa Plaza property. Waikoloa Plaza is assumed to be 50 percent built-out and occupied by the Year 2033, and fully built-out and occupied by the Year 2043. Trip generation and traffic assignments of the Kohala Place TIAR were added to the Years 2033 and 2043 projected peak hour traffic. C. Saddle Road Extension Daniel K. Inouye (DKI) Highway (also known as Saddle Road) intersects Mamalahoa Highway about 3 miles south of Waikoloa Road. The Saddle Road Extension project proposes to extend the DKI Highway from Mamalahoa Highway to Queen Kaahumanu Highway. The Saddle Road Extension will provide a shorter route between Mamalahoa Highway and Queen Kaahumanu Highway and can be expected to divert a significant amount of through traffic from Waikoloa Road. However, at this writing, the Saddle Road Extension has been put on hold by the State of Hawaii Department of Transportation and the Federal Highways Administration due to the lack of funding. Therefore, the Saddle Road Extension is not included in this traffic impact analysis. D. 2033 Peak Hour Traffic Without Improvements By the Year 2033 without intersection improvements, the left-turn movements from Paniolo Avenue and Pua Melia Street are expected to operate at LOS “F”, during the AM peak hour of traffic. Paniolo Avenue and Pua Melia Street are expected to continue to operate at LOS “F”, during the Year 2033 PM peak hour of traffic without intersection improvements. Figure 4 depicts the Year 2033 AM and PM peak hour traffic volumes. E. 2043 Peak Hour Traffic Without Improvements Underthe existing intersection geometrics and traffic controls, PanioloAvenue and Pua Melia Street are expected to operate at LOS “F”, during the Year 2043 AM peak hour of traffic without intersection improvements. During the Year 2043 PM peak hour of traffic without intersection improvements, PanioloAvenue and Pua Melia Street are expected tocontinue to operate at LOS “F”. The Year 2043 AM and PM peak hour traffic volumes are depicted on Figure 5. 12 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 Year 2033 AM Peak Hour Traffic Year 2033 PM Peak Hour Traffic Figure 4. Year 2033 Peak Hour Traffic 13 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 Year 2043 AM Peak Hour Traffic Year 2043 PM Peak Hour Traffic Figure 5. Year 2043 Peak Hour Traffic 14 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 IV. Alternative Intersection Improvements A. Roundabout Intersection 1. Interim Roundabout Intersection Improvements The proposed Saddle Road Extension is expected to provide the long-term traffic mitigation measure for the intersection of Waikoloa Road and Paniolo Avenue/Pua Melia Street by diverting through traffic between Mamalahoa Highway and Queen Kaahumanu Highway. The single-lane roundabout intersection improvements can provide an interim traffic mitigation until the Saddle Road Extension is constructed. A single-lane roundabout is lower in cost than the two-lane roundabout, which will require land acquisition. The interim single-lane roundabout will provide motorists an opportunity to gain experience navigating the roundabout. In fact, a roundabout operation can become more efficient as motorists become more accustomed to entering and exiting the roundabout. HCM continues to update the capacity analysis of a roundabout as U.S. motorists have become more familiar with the European intersection traffic controls. The interim roundabout intersection improvements will consist of a single-lane circulatory roadway and right-turn by-pass lanes from westbound Waikoloa Road to northbound Paniolo Avenue, and from southbound Paniolo Avenue to westbound Waikoloa Road. The right-turn bypass lane will provide a “free” right-turn movement, i.e., the right-turn vehicles remain in curb lanes and do not enter the roundabout. Vehicles, exiting the roundabout onto Paniolo Avenue or westbound Waikoloa Road, will turn into the left lanes of the respective roadways. The total estimated cost of the single-lane roundabout alternative is $3,560,000, exclusive of the costs acquiring the rights-of-way. Figure 6 depicts the single-lane roundabout concept. The following interim roundabout improvements, are proposed for implementation by the Year 2033: a. A single-lane roundabout should be constructed at the intersection of Waikoloa Road and Paniolo Avenue/Pua Melia Street. b. The one-lane entries on all approaches at the roundabout intersection should be yield-controlled. c. A right-turn bypass lane should be provided on southbound Paniolo Avenue to westbound Waikoloa Road. d. A right-turn bypass lane should be provided on westbound Waikoloa Road to northbound Paniolo Avenue. e. Splitter islands should be provided on all legs of the roundabout. 15 Waikoloa Road – Paniolo Avenue Improvements Traffic Impact Analysis Report February 18, 2022 Figure 6. Interim Single-Lane Roundabout Concept 16 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 f. Advance “Roundabout Ahead” warning signs should be posted on all approaches to the intersection. g. Crosswalks should be provided at the splitter islands, a minimum of one vehicle length from the circulatory roadway of the roundabout intersection. h. Rectangular Rapid-Flashing Beacons (RRFB) and pedestrian crossing warning and diagonal downward arrow signs should be installed on the curbside and on the splitter island at all crosswalks. i. Widen sidewalks at the crosswalks, as necessary. j. The posted speeds on Waikoloa Road should be reduced the roundabout intersection. to 25 mph in advance of k. Clear lines of sight should be provided from each approach to the entire roundabout intersection. 2. 2033 Peak Hour Traffic Impact Analysis With Single-Lane Roundabout All approaches to the single-lane roundabout intersection of Waikoloa Road and Paniolo Avenue/Pua Melia Street are expected to operate at LOS “A”, during the Year 2033AM peak hour of traffic. Thesingle-laneroundabout intersection ofWaikoloaRoad and PanioloAvenue/Pua Melia Street is expected to operate at an overall LOS “C”, during the Year 2033 PM peak hour of traffic. Eastbound Waikoloa Road is expected to operate at LOS “D”. The other approaches to the intersection are expected to operate at satisfactory Levels of Service. Bicycle traffic will share the vehicle traffic lanes at the roundabout intersection. Bicyclists will have the option to dismount and walk across the intersection at the crosswalks. Pedestrians will cross one direction of traffic at a time at the roundabout intersection, from the sidewalk to the splitter island, and from the splitter island to the opposite sidewalk. The RRFB will be pedestrian-activated and provide visible/audible enhancements to improve pedestrian safety at the crosswalks. 3. 2043 Two-Lane Roundabout Intersection Improvements The total estimated cost of the two-lane roundabout alternative is $4,360,000, exclusive of the costs acquiring the rights-of-way. Figure 7 depicts the following improvements for the two-lane roundabout intersection: a. The circulatory roadway at the roundabout intersection of Waikoloa Road and Paniolo Avenue/Pua Melia Street should be widened to two (2) lanes. 17 Waikoloa Road – Paniolo Avenue Improvements Traffic Impact Analysis Report February 18, 2022 Figure 7. Two-Lane Roundabout Concept 18 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 b. The eastbound approach of Waikoloa Road should provide an exclusive left-turn lane and a shared left-turn/through/right-turn lane. c. The westbound approach of Waikoloa Road should provide a shared left-turn/ through lane with minimum length of 300 feet. The right-turn bypass lane should be converted to a shared through/right-turn lane with minimum length of 300 feet. d. Paniolo Avenue should provide a shared left-turn/through lane and an exclusive right-turn lane. The right-turn bypass lane shouldbe converted to a yield-controlled right-turn lane. e. Pua Melia Street should provide a shared left-turn/through lane and an exclusive right-turn lane with a minimum storage length of 100 feet. f. Lane use signs should be posted on all approaches to the intersection. g. Crosswalks should be provided at the splitter islands, a minimum of one vehicle length from the circulatory roadway of the roundabout intersection. h. Rectangular Rapid-Flashing Beacons (RRFB) and pedestrian crossing warning and diagonal downward arrow signs should be installed on the curbside and on the splitter island at all crosswalks. i. Widen sidewalks at the crosswalks, as necessary. j. Clear lines of sight should be maintained from each approach to the entire roundabout intersection. 4. 2043 Peak Hour Traffic Impact Analysis With Two-Lane Roundabout During the Year 2043 AM peak hour of traffic with the two-lane roundabout improvements, theintersection ofWaikoloaRoad andPanioloAvenue/PuaMeliaStreet is expected to operate at an overall LOS “B”. All the traffic movements at the intersection are expected to operate at satisfactory Levels of Service. The roundabout intersection of Waikoloa Road and Paniolo Avenue/Pua Melia Street is expected to operate at an overall LOS “B”, during theYear 2043 PM peak hour of traffic. All of the traffic movements at the intersection are expected to continue to operate at satisfactory Levels of Service. 5. Advantages of the Roundabout Intersection a. Reduces vehicle delays at the intersection. b. Improves traffic safety by reducing conflict points between vehicle traffic movements. c. Improves pedestrian safety by reducing conflict points between vehicles and pedestrians, providing shorter crosswalk distances across one direction of traffic, and by reducing speeds on the Waikoloa Road approaches to the intersection. 19 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 d. Reduces vehicle emissions and fuel consumption. e. Improves bicycle safety by more closely matching vehicle speeds to bicycle speeds at the roundabout. f. Provides U-turn movements on all approaches to the intersection. g. Reduces the maintenance costs of the traffic signalization alternative. 6. Disadvantages of the Roundabout Intersection a. Mayrequirea“learningcurve”formotoristsandbicycliststonavigatetheroundabout. b. Reduces the approach speeds on Waikoloa Road. c. Pedestrians must wait for vehicles to stop at the crosswalks or wait for acceptable gaps in moving traffic before crossing the roadway. d. May create longer pedestrian travel paths from thesidewalk to the crosswalk at the roundabout. e. Navigating a roundabout may be difficult for unskilled bicyclists. f. Reduces response times for emergency vehicles passing through the intersection. g. Increases the total costs over the traffic signalization alternative. h. Requires the acquisition of rights-of-way on the northeast and southeast corners of the intersection for the two-lane roundabout. B. Signalized Intersection 1. Interim Traffic Signal Improvements Signalizing the existing intersection of Waikoloa Road and Paniolo Avenue/Pua Melia Street is expected to accommodate theYear 2033 traffic demands. The total cost of the interim traffic signals alternative is estimated at $2,790,000. Figure 8 depicts the following interim traffic signal improvements are proposed: a. The existing intersection of Waikoloa Road and Paniolo Avenue/Pua Melia Street should be signalized with protected-permissive left-turn phases (green arrow followed by green ball) in both directions on Waikoloa Road. b. An “overlap” phase should be provided on the right-turn movement from Paniolo Avenue (protected right-turn phase overlapping the left-turn phase on eastbound Waikoloa Road). c. Advance “Signal Ahead” warning signs should be posted on all approaches to the intersection. d. Geometric intersection improvements are not required for the interim traffic signal improvements. 20 Waikoloa Road – Paniolo Avenue Improvements Traffic Impact Analysis Report February 18, 2022 Figure 8. Interim Traffic Signal Improvements 21 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 2. 2033 Peak Hour Traffic Impact Analysis With Signalization The intersection of Waikoloa Road and Paniolo Avenue/Pua Melia Street is expected to operate at an overall LOS “B”, during the Year 2033 AM peak hour of traffic with traffic signalization. All the traffic movements at the intersection are expected to operate at satisfactory Levels of Service. During the Year 2033 PM peak hour of traffic with traffic signalization, the intersection of Waikoloa Road and Paniolo Avenue/Pua Melia Street is expected to operate at an overall LOS “C”. The left-turn movement on eastbound Waikoloa Road and the through/right-turn movement on westbound Waikoloa Road are expected to operate at LOS “D”. The other traffic movements at the intersection are expected to operate at satisfactory Levels of Service. Bicycle traffic will share the vehicle traffic lanes at the signalized intersection. Bicyclists will have the option to dismount and walk across the intersection at the crosswalk. Pedestrians will cross up to five (5) lanes of traffic plus the median on Waikoloa Road, during the pedestrian signal phase. 3. 2043 Traffic Signal Improvements The total cost of the traffic signals alternative is estimated at $3,960,000. Figure 9 depicts the following improvements for the ultimate traffic signal improvements: a. The signalized intersection of Waikoloa Road and Paniolo Avenue/Pua Melia Street should be upgraded with protected left-turnphases (green arrowonly)in both directions on Waikoloa Road. b. TheeastboundWaikoloa Roadshouldprovidedoubleleft-turn lanesfora minimum length of 400 feet, and a shared through/right-turn lane. c. The westbound approach of Waikoloa Road should provide an exclusive left-turn lane for a minimum length of 200 feet, and a through-only lane and a shared through/right-turn lane for a minimum distance of 300 feet. d. Widen sidewalks, as necessary, at the crosswalks. 22 Waikoloa Road – Paniolo Avenue Improvements Traffic Impact Analysis Report February 18, 2022 Figure 9. Ultimate Traffic Signal Improvements 23 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 4. 2043 Peak Hour Traffic Impact Analysis With Signalization The intersection of Waikoloa Road and Paniolo Avenue/Pua Melia Street is expected to operate at an overall LOS “B”, during the Year 2043 AM peak hour of traffic. All the traffic movements at the intersection are expected to operate at satisfactory Levels of Service. The 95-percentile queue of the left-turn movement on PanioloAvenue is expected to extend beyond the double left-turn lane lengths. During the Year 2043 PM peak hour of traffic, the signalized intersection of Waikoloa Road and Paniolo Avenue/Pua Melia Street is expected to operate at an overall LOS “C”. The left-turn movements from westbound Waikoloa Road and from southbound Paniolo Avenue are expected to operate at LOS “D”. The other traffic movements at the intersection are expected to operate at satisfactory Levels of Service. 5. Advantages of the Signalized Intersection a. Provides conventional intersection traffic controls. b. Retains existing posted speed limits on Waikoloa Road. c. Improves pedestrian safety by providing signalized crossings. d. Can be constructed within the existing rights-of-way. e. Decreases the total costs over the roundabout alternative. 6. Disadvantages of the Signalized Intersection a. Increases the overall vehicle delays. b. Requires extended “green” times on Paniolo Avenue and Pua Melia Street to accommodate the pedestrian clearance intervals (flashing “Don’t Walk”) crossing Waikoloa Road. c. Increases vehicle conflict points. d. Increases pedestrian delays, waiting for pedestrian-actuated traffic signals. e. Increases conflict points between pedestrians and turning vehicles. f. Peak hour left-turn queues on eastbound Waikoloa Road and on southbound Paniolo Avenue may extend beyond the left-turn lane lengths, which are limited by existing driveways. g. Increases vehicle emissions. h. Increases fuel consumption. i. Increases the traffic signal maintenance costs over roundabout alternative. 24 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 V. Conclusions The existing (2021) traffic demands at the intersection of Waikoloa Road and Paniolo Avenue/Pua Melia Street met two (2) MUTCD traffic signal warrants. The pre-pandemic adjusted (2019) traffic demands at the intersection of Waikoloa Road and PanioloAvenue/Pua Melia Street met three (3) MUTCD traffic signal warrants. The MUTCD requires that engineering analysis and judgment must be used to develop alternative traffic controls to the installation of traffic signals, which will improve operations and safety. A roundabout can provide such an alternative traffic control. A single-lane roundabout can provide an interim improvement, which can be expected to accommodate the projected traffic demands to the Year 2033. The single-lane roundabout would consist of a one-lane circulatory roadway with one-lane entries and exits on all legs of the roundabout. Right-turn bypass lanes would be provided from southbound PanioloAvenue to westbound Waikoloa Road, and from westbound Waikoloa Road to northbound Paniolo Avenue. Motorists, bicyclists, and pedestrians can become accustomed to the interim single- lane roundabout traffic operations before implementing the two-lane roundabout expansion. The proposed Saddle Road Extension is expected to provide the long-term traffic mitigation measure for the intersection of Waikoloa Road and Paniolo Avenue/Pua Melia Street. Without the construction of the proposed Saddle Road Extension, a two-lane roundabout is expected to be required to accommodate the Year 2043 traffic demands at the intersection of Waikoloa Road and Paniolo Avenue/Pua Melia Street. Two-lane entries and exits are expected to be required to accommodate the left-turn demand from eastbound Waikoloa Road to Paniolo Avenue, and the westbound through traffic demands on Waikoloa Road. While two-lane roundabouts have been operating successfully on the mainland United States, it will be first of its kind in the State of Hawaii. Motorists and bicyclists will need to become accustomed to “rules of the road” in navigating the two-lane roundabout. Pedestrians also will need to become familiar with crossing a roundabout intersection, where the crosswalks are offset from the circulatory roadway. The proposed Rectangular Rapid-Flashing Beacons will provide additional pedestrian safety at these crossings. Public informational meetings may be required prior to implementation. Special-duty police officers also may be required for traffic control during the initial implementation of the roundabout operation. Both the traffic signalization and the roundabout alternative improvements are expected to require double left-turn lanes to accommodate the Design Year 2043 PM peak hour traffic demands from eastbound Waikoloa Road to Paniolo Avenue. Both Alternatives are also expected to require two through lanes on westbound Waikoloa Road. Table 4 summarizes the capacity analysis for this Traffic Impact Analysis Report. Table 5 compares the costs of the alternatives. 25 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 Table 4. Summary of Capacity Analysis Scenario Peak Hour MOE EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Intersection Existing Conditions 2021 AM Peak Hour LOS A --A --E B C C B B Delay 7.9 --7.5 --35.1 13.3 19.7 15.0 12.6 10.3 v/c 0.09 --0.01 --0.07 0.05 0.41 0.15 0.48 N/A 2021 PM Peak Hour LOS A --A --F E F E B C Delay 8.6 --7.7 --55.2 45.7 167.1 36.7 10.2 19.8 v/c 0.26 --0.01 --0.11 0.54 0.93 0.27 0.22 N/A Without Improvements 2033 AM Peak Hour LOS A --A --F C F D D B Delay 8.5 --7.8 --803.5 19.4 328.1 27.6 32.7 67.7 v/c 0.15 --0.06 --1.32 0.25 1.55 0.25 0.86 N/A 2033 PM Peak Hour LOS B --A ---F -F B C Delay 11.4 --8.2 ---1930.5 -1003.9 13.6 3.3 v/c 0.51 --0.05 ---4.87 -2.56 0.42 N/A 2043 AM Peak Hour LOS A --A ---E F F F F Delay 8.9 --8.1 ---40.3 1767.2 67.5 99.3 263.0 v/c 0.19 --0.10 ---0.59 4.63 0.59 1.13 N/A 2043 PM Peak Hour LOS C --A ---F -F D A Delay 19.2 --8.9 ---17803.7 -9690.7 26.0 5.1 v/c 0.75 --0.10 ---38.55 -19.37 0.70 N/A One-Lane Roundabout 2033 AM Peak Hour LOS A A A A A A A Delay 8.5 7.0 0.0 7.2 6.9 0.0 4.3 v/c 0.39 0.29 0.00 0.15 0.31 0.00 N/A 2033 PM Peak Hour LOS D B A C A A C Delay 31.4 13.3 0.0 16.9 5.3 0.0 18.2 v/c 0.92 0.47 0.00 0.48 0.18 0.00 N/A Scenario Peak Hour MOE EBL EBLTR WBLT WBTR NBL NBT NBR SBL SBT SBR Intersection Two-Lane Roundabout 2043 AM Peak Hour LOS A A A A A A A C B Delay 7.8 6.6 7.0 6.8 7.1 7.2 9.4 20.6 12.0 v/c 0.29 0.23 0.28 0.29 0.12 0.13 0.42 0.79 N/A 2043 PM Peak Hour LOS B B C C C B A A B Delay 14.4 10.5 17.0 15.7 18.6 13.5 7.2 9.2 13.0 v/c 0.68 0.56 0.57 0.57 0.45 0.34 0.26 0.43 N/A 26 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 Table 4. Summary of Capacity Analysis (Cont’d.) Scenario Peak Hour MOE EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Intersection Traffic Signalization 2033 AM Peak Hour LOS B B B B B A C B A B Delay 12.5 14.0 10.9 18.4 16.1 9.7 25.7 15.9 5.4 12.9 v/c 0.37 0.20 0.15 0.54 0.05 0.17 0.62 0.09 0.64 0.64 (max.) 2033 PM Peak Hour LOS D B B D C C C C A C Delay 39.8 14.2 12.0 35.3 23.3 23.1 30.7 24.2 1.9 25.6 v/c 0.92 0.39 0.15 0.77 0.04 0.44 0.41 0.15 0.28 0.92 (max.) Traffic Signalization With Lane Widening 2043 AM Peak Hour LOS C C D B B A C B A B Delay 32.7 28.8 38.3 16.7 11.7 6.6 20.1 11.9 6.5 16.8 v/c 0.48 0.56 0.51 0.51 0.05 0.22 0.59 0.10 0.66 0.66 (max.) 2043 PM Peak Hour LOS C C D C C C D C A C Delay 34.4 22.7 42.0 20.9 21.7 26.4 42.2 22.5 4.6 24.7 v/c 0.76 0.67 0.46 0.62 0.06 0.64 0.65 0.20 0.37 0.76 (max.) Legend MOE–Measure of Effectiveness LOS–Level of Service Delay–Average Delay (seconds/vehicle) v/c–Volume-to-Capacity Ratio EBL–Eastbound Left-Turn Movement EBT–Eastbound Thru Movement EBR–Eastbound Right–Turn Movement EBLTR–Eastbound Left-Turn/Thru/ Right-Turn Movement WBL–Westbound Left-Turn Movement WBT–Westbound Thru Movement WBR–Westbound Right-Turn Movement WBLT–Westbound Left-Turn/Thru Movement WBTR–Westbound Thru/Right-Turn Movement NBL–Northbound Left-Turn Movement NBT–Northbound Thru Movement NBR–Northbound Right-Turn Movement SBL–Southbound Left-Turn Movement SBT– Southbound Thru Movement SBR– Southbound Right-Turn Movement 27 Waikoloa Road – Paniolo Avenue Intersection Improvements Traffic Impact Analysis Report February 18, 2022 Table 5. Waikoloa Road - Paniolo Avenue - Pua Melia Intersection Improvements - Cost Comparison of Options Alternative Construction Costs ($ Million) Design Cost Permits/EA Total Cost Design and Permit Cost Impact Land Cost Land Acquisition Required Schedule Impacts Remarks Roundabout Options Interim - One Lane Option $3.00 $0.30 $0.26 $3.56 Yes Not Incl. Yes Yes The dedicated right turn lanes req'd for the Interim option Ultimate - Two-lane Option $3.75 $0.35 $0.26 $4.36 Yes Not Incl. Yes Yes This option can be striped as a one-lane roundabout until the traffic demands two lanes. Signalization Options Interim Option $2.33 $0.30 $0.16 $2.79 No NA No No Significant cost for the installation of the traffic signals, plus streetlight improvements. Limited work on the medians. Ultimate Option $3.45 $0.35 $0.16 $3.96 No NA No No Extended double, left turn storage lanes improvements required. 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'(˜ TRAFFIC IMPACT ANALYSIS REPORT FOR THE PROPOSED WAIKOLOA ROAD – PANIOLO AVENUE INTERSECTION IMPROVEMENTS SOUTH KOHALA, HAWAII ISLAND APPENDI D CAPACITY ANALYSIS WORKSHEETS PEAK HOUR TRAFFIC WITH ROUNDAOUT ˘ˇˆ˙ ˝˙ ˛°˜˜ ˘ ˙ˆ˙ ˝˙ ˛ ˙˘!" # '*+" ˆ ,-˜ ./! ˆ 01 1 21 !1 0 *. ) ) ) ) % &. ) ) ) ) 3 ˆ45+ ˆ"ˆ ˜,) ˜6˛ 76 7˛˜ ' 45+ ˆ"ˆ ˜89 ,˜8 ))˜ 7˜ˇ :ˆ˙ &+ ˆ"ˆ ˜6ˇ ˛,ˇ 87˛ ˜˛9 :ˆ0; &+ ˆ"ˆ ˛,8 ,87 )8) ˛˛ˇ : &.&+<"ˆ ˜° )° )° )° 3 °-77ˇ °-777 °-777 °-777 ˆ'*+" ˆ 6-8 ,-9 9-˛ ˛-˛ ˆ./! . .% .% 1* .% .% 1* '& ˘ .$ .$ .$ .$ ˙ ˘ .$ .$ .$ .$ $ˆ = 4 4 . > )-°°° )-°°° )-°°° )-°°° 45(> 5*+ ˛-ˇ°7 ˛-ˇ°7 ˛-ˇ°7 ˛-ˇ°7 5*+ ,-79ˇ ,-79ˇ )˛9 ,-79ˇ ,-79ˇ ˇ˜˛ 0 *45+ ˆ"ˆ ˜89 ˜°9 )7,) ))˜ ˜°, )7˛˛ 0 *. + ˆ"ˆ 7˜) )°9, °-76° 98, 767 °-77° 0 *: 34 °-78, °-6˜9 )˛8 °-6ˇ8 °-799 ˇ˛ˇ 450 *+ ˆ"ˆ ˜,) ˛89 )7°° 76 ˛79 )7°° 0 *+ ˆ"ˆ 66, 679 °-°ˇˇ ˇ8˛ 7ˇ, °-˜˛7 :" °-˜68 °-˛6ˇ °-° °-)8° °-˜°6 °-° '*+" ˆ 6-8 9-° 9-˛ ˇ-7 ./! ° ) 78ˆ?@˙˙+ ˆ ˛ ) ) ) $ˆ$%%˘ & ˙ &'() ˘ˇˆ˙ ˝˙ ˛°˜˜ ˘ ˙ˆ˙ ˝˙ ˛ ˙˘!" # ')*" ˆ +,-˛ ./! ˆ 01 1 21 !1 0 ). + + + + % &. + + + + 3 ˆ45* ˆ"ˆ 677 876 ˛˛9 878 ' 45* ˆ"ˆ +°°° 9°° ˛˛ˇ 877 :ˆ˙ &* ˆ"ˆ ˛˜˜ 7˛8 +°9˛ ˜˛7 :ˆ0; &* ˆ"ˆ ˛7° 998 +,+ 7°6 : &.&*<"ˆ ° 6 9 ° 3 +-°°° °-666 +-°°° +-°°° ˆ')*" ˆ ˜+-8 ,-+ +ˇ-6 ˛-° ˆ./! 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' 1 ° + 69ˆ?@˙˙* ˆ +9 ˜ ˜ + $ˆ$%%˘ & ˙ &'(˛ ˘ˇˆ˙ ˝˙ ˛°˜ ˘ ˙ˆ˙ ˝˙ ˛! ˙˘"# $ (*+# ˆ ,˛-° ./" 0 ˆ 10 0 20 "0 1 *. ˛ ˛ ˛ ˛ & '. ˛ ˛ ˛ ˛ 3 ˆ45+ ˆ#ˆ ˜ ° 6,7 ,67 ,°77 ( 45+ ˆ#ˆ ˜6, 67˜ ,8 ,,,˜ 9ˆ˙ '+ ˆ#ˆ 6° °8 :˛˛ ˜:° 9ˆ1; '+ ˆ#ˆ ,°8, 67: ˛ ˛ ˜ ˛ 9 '.'+<#ˆ ° ,° ,° ,° 3 °-78, °-77, °-77: °-77 ˆ(*+# ˆ :-˛ ˇ-7 :-, ,ˇ-7 ˆ./" . .& 'ˆ .& 'ˆ .& 'ˆ .& 'ˆ (' ˘ . .% .% % .% .% ˙ ˘ . .% .% % .% .% %ˆ = . > °-6 ° °-˜:° °-˜:° °-6 ° °-˜˜8 °-66˛ °- ˛7 °-ˇ:, 45)> 5*+ ˛-ˇˇ: ˛-6 6 ˛-ˇˇ: ˛-6 6 ˛-ˇˇ: ˛-6 6 ˛-ˇˇ: ˛-6 6 5*+ ˜-ˇ˜6 ˜- ˛8 ˜-ˇ˜6 ˜- ˛8 ˜-ˇ˜6 ˜- ˛8 ˜-ˇ˜6 ˜- ˛8 1 *45+ ˆ#ˆ ˛ 7 ˛,˛ ˛:7 ,6 8˛ ,°, ˇˇ :˜8 1 *. + ˆ#ˆ 86° 7˛ˇ ,°,: ,°7 ˇ76 :ˇ7 8:ˇ 76˛ 1 *9 34 °-76˜ °-76˜ °-8:6 °-8:˜ °-7,, °-8 ˛ °-7:8 °-77, 451 *+ ˆ#ˆ ˛˛8 ˛°˛ ˛˜˜ ˛:6 :6 8˜ 68 :˜, 1 *+ ˆ#ˆ :76 8ˇˇ 88˛ 7˜: ˇ , ˇ : 86, 7 : 9# °-˛8: °-˛ °-˛:: °-˛7, °-,,8 °-, ˛ °-˜˛, °-:7, (*+# ˆ :-8 ˇ-ˇ :-° ˇ-8 :-, :-˛ 7-˜ ˛°-ˇ ./" 76ˆ?@˙˙+ ˆ , , , , ° ° ˛ 8 %ˆ%&&˘ ' ˙ '() ˘ˇˆ˙ ˝˙ ˛°˜ ˘ ˙ˆ˙ ˝˙ ˛! ˙˘"# $ (*+# ˆ , -° ./" 0 ˆ 10 0 20 "0 1 *. ˛ ˛ ˛ ˛ & '. ˛ ˛ ˛ ˛ 3 ˆ45+ ˆ#ˆ ,˛˜ ˇ6˜ ˛6 788 ( 45+ ˆ#ˆ ,˛9˜ 9,7 ° ˇ° :ˆ˙ '+ ˆ#ˆ ,8 668 , ˜ 7,7 :ˆ1; '+ ˆ#ˆ 988 997 ˛78 ,°68 : '.'+<#ˆ ,° ˛° ,° ° 3 °-88˛ °-888 ,-°°° °-86, ˆ(*+# ˆ ,˛-ˇ ,ˇ-,ˇ-˛ 6-7 ˆ./" 0 . .& 'ˆ .& 'ˆ .& 'ˆ .& 'ˆ (' ˘ . .% .% % .% .% ˙ ˘ . .% .% % .% .% %ˆ = . > °-7 ° °-˜9° °-˜9° °-7 ° °-7 ˇ °-˜ˇ˜ °- ˇ˛ °-ˇ 6 45)> 5*+ ˛-ˇˇ9 ˛-7 7 ˛-ˇˇ9 ˛-7 7 ˛-ˇˇ9 ˛-7 7 ˛-ˇˇ9 ˛-7 7 5*+ ˜-ˇ˜7 ˜- ˛6 ˜-ˇ˜7 ˜- ˛6 ˜-ˇ˜7 ˜- ˛6 ˜-ˇ˜7 ˜- ˛6 1 *45+ ˆ#ˆ ˇ97 788 ˇ 98 ,99 ,7 ˛,6 67 1 *. + ˆ#ˆ ,°°9 ,°6 78ˇ ˇˇ9 8ˇ ˜79 6˜, 8,9 1 *: 34 °-89ˇ °-897 °-87ˇ °-87ˇ °-88, ,-°°° ,-°°° °-88° 451 *+ ˆ#ˆ ˇ78 76˜ ˛, ˇ˛ ,97 ,7 ˛,6 6, 1 *+ ˆ#ˆ 89˜ ,°˜9 7ˇ8 ˇ 9 8˛ ˜79 6˛7 68° :# °-ˇ9ˇ °-776 °-7ˇ7 °-7ˇ8 °-˜˜9 °-7 °-˛ˇ˜ °-˜˛6 (*+# ˆ ,˜-˜ ,°-7 ,9-° ,7-9 ,6-ˇ , -7 9-˛ 8-˛ ./" 0 0 0 87ˆ?@˙˙+ ˆ ˇ ˜ ˜ ˛ , , ˛ %ˆ%&&˘ ' ˙ '()˜ TRAFFIC IMPACT ANALYSIS REPORT FOR THE PROPOSED WAIKOLOA ROAD – PANIOLO AVENUE INTERSECTION IMPROVEMENTS SOUTH KOHALA, HAWAII ISLAND APPENDI E CAPACITY ANALYSIS WORKSHEETS PEAK HOUR TRAFFIC WITH TRAFFIC SINALS ˘ˇˆ ˙ ˝˛°° ˜ ˇ!"˙ ˝# ˇ˜"$ % +ˇ (, (,ˆ (, , ,ˆ , -, -,ˆ -, ", ",ˆ ", ' &˙ˇ ˆ&&˘ˇ. !/ *01 *2* *2 3˛ *32 **1 *4 °4 2° ˝°* 4* 414 5ˇˇ˘ˇ. !/ *01 *2* *2 3˛ *32 **1 *4 °4 2° ˝°* 4* 414 56. !/ *1˛˛ *1˛˛ *1˛˛ *1˛˛ *1˛˛ *1˛˛ *1˛˛ *1˛˛ *1˛˛ *1˛˛ *1˛˛ *1˛˛ "˙ ˙!.&/ °˝4 ˛ ˝04 ˛ 7˛ ˛ *°˛ ˛ "˙ * ˛ * ˛ * ˛ * * ˆ ˙!.&/ *˛˛ *˛˛ *˛˛ *˛˛ " 856./ *3*1 *373 ˛ *0˝0 *420 ˛ *27˛ *4˛3 ˛ *34˝ *1˛˛ *411 5 ˛82°˝ ˛8042 ˛83˝˝ ˛83˛2 " 856./ 337 *373 ˛ **˛7 *420 ˛ **˛˛ *4˛3 ˛ *˝72 *1˛˛ *42° ˙!ˆˇ 9 9 9 9 " 856.ˆ:/ 3 23 24 443 " .!/ °4 °4 ˝4 ˝4 ; .&/ 4˛˛ 272 °10 °3° ˆ ˆ./ 183 182 *˛87 *˛8˝ ' &8 8.<$!/ *˛ *˛ *˛ *˛ °˛ *˛ *˛ °˛ ˇ5 ˛814 ˛814 ˛814 ˛814 ˛814 ˛814 ˛814 ˛814 ˛814 ˛814 ˛814 ˛814 =˘!.>/ 4> 4> ˛> **> ˝°> ˝> ˝˝> 0> ˝˛> °> ˛> *> "! ˆ&&.>/ +ˇ56. !/ *37 *0° ˛ 32 °˛7 ˛ *0 7˝ ˛ ˝2° 42 0˝0 ˆˇ ˆ= ? -? - - -? ! 3 2 ° 7 ˝ 0 3 ! 2 7 ˝ 0 0 ; ! 3 2 ° 7 ˝ ˝ 0 0 3 "6! ! ˜ ˇ ./ °8˛ *48˛ °8˛ *48˛ 38˛ 38˛ 38˛ 38˛ °8˛ ˜ ˇ"./ 38˛ °78˛ 38˛ °78˛ °78˛ °78˛ °78˛ °78˛ 38˛ ˆ"./ 18˛ 2˛8˛ 38˛ °78˛ °78˛ °78˛ °78˛ °78˛ 18˛ ˆ".>/ *˛80> 238*> 78˝> 2283> 2283> 2283> 2283> 2283> *˛80> 96ˆ./ °8˛ 28˛ °8˛ 28˛ 28˛ 28˛ 28˛ 28˛ °8˛ ) ˆ./ *8˛ *8˛ *8˛ *8˛ *8˛ *8˛ *8˛ *8˛ *8˛ ˆ @ˇ./ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˆˆ./ 28˛ 48˛ 28˛ 48˛ 48˛ 48˛ 48˛ 48˛ 28˛ $˙ ˙ ˙ )˙:AB 9 9 9 9 9 ˜ - - - - ˜ ˜ ˜ ˜ - (&&+ ./ °*84 ˝383 ˝08˛ ˝*80 *781 *781 *781 *781 ˝484 ˇ ˙$' ˛84* ˛824 ˛82˝ ˛8°4 ˛8°* ˛8°* ˛8°* ˛8°* ˛82˝ $ ˛8°3 ˛8˝˛ ˛8*4 ˛842 ˛8˛4 ˛8*3 ˛80˝ ˛8˛1 ˛802 ' ;= *˝84 *28˛ *˛81 *782 *08* 183 ˝483 *481 482 Cˇˇ;= ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˆ;= *˝84 *28˛ *˛81 *782 *08* 183 ˝483 *481 482 :" , , , , , ' , !;= *°8˝ *081 *˛83 **82 !:" , , , , Cˇˇ ˙!4˛!.&/ ˝2 °˛ 1 0˛ ° 3 47 ** 1 Cˇˇ ˙!14!.&/ 73 12 2* *30 *7 2˛ *04 2* 31 ;.&/ 2˝˛ 2˛2 °*0 ˝1° ˆˇ ,= ˙!.&/ °˝4 ˝04 7˛ *°˛ ˆ!ˆ&&˜ ˙ ' ˇ ˙()* ˘ˇˆ ˙ ˝˛°° ˜ ˇ!"˙ ˝# ˇ˜"$ % +ˇ (, (,ˆ (, , ,ˆ , -, -,ˆ -, ", ",ˆ ", ,'=. !/ 27° ***1 213 1°˛ 027 1˛0 340 ***1 13* " ' ˇ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ "D' ˇ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ "˙' ˇ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˇ $ ˛8°3 ˛8*4 ˛8*4 ˛8°° ˛8˛˝ ˛8˛1 ˛8°˝ ˛8˛4 ˛802 "ˇ= ˆ=# :! '= ˙!#74 ˇ '= ˙!#0*82 -ˇ'=#74 ' ˆ=# ˇ )E ˜Fˇ $#˛802 "˙ ;=#*˝81 :"#, '=EA 3081> 'E &" ; = . /*4 " !#˝# ˇ˜"$ % ˆ!ˆ&&˜ ˙ ' ˇ ˙()˝ ˘ˇˆ ˙ ˝˛°° ˜ ˇ!"˙ ˝# ˇ˜"$ % *ˇ (+ (+ˆ (+ + +ˆ + ,+ ,+ˆ ,+ "+ "+ˆ "+ ' &˙ˇ ˆ&&˘ˇ- !. //0 °˝/ 01 /0 ˝˝0 233 20 22° 45 11 54 ˝4° 6ˇˇ˘ˇ- !. //0 °˝/ 01 /0 ˝˝0 233 20 22° 45 11 54 ˝4° 67- !. 21˛˛ 21˛˛ 21˛˛ 21˛˛ 21˛˛ 21˛˛ 21˛˛ 21˛˛ 21˛˛ 21˛˛ 21˛˛ 21˛˛ "˙ ˙!-&. °˝/ ˛ ˝5/ ˛ 4˛ ˛ 2°˛ ˛ "˙ 2 ˛ 2 ˛ 2 ˛ 2 2 ˆ ˙!-&. 2˛˛ 2˛˛ 2˛˛ 2˛˛ " 867-. 2343 2334 ˛ 24˛/ 2512 ˛ 24˛/ 2302 ˛ 24˛/ 21˛˛ 2/11 6 ˛8˝/˛ ˛8/˝1 ˛832˛ ˛8/˝4 " 867-. 03˛ 2334 ˛ 2˛˛2 2512 ˛ 2°01 2302 ˛ 110 21˛˛ 2/11 ˙!ˆˇ 9 9 9 9 " 867-ˆ:. 22 0˝ 02 ˝14 " -!. °/ °/ ˝/ ˝/ ; -&. /˛˛ 040 °15 °3° ˆ ˆ-. 183 180 2˛84 2˛8˝ ' &8 8-<$!. / / 1 1 ˇ6 ˛81/ ˛81/ ˛81/ ˛81/ ˛81/ ˛81/ ˛81/ ˛81/ ˛81/ ˛81/ ˛81/ ˛81/ =˘!->. 2> /> ˛> ˛> 4> 2> ˛> 2> ˛> ˛> ˛> 2> "! ˆ&&->. *ˇ67- !. /4° °10 ˛ /3 0˝˝ ˛ 2/ ˝2˛ ˛ 2˛0 3˝ ˝14 ˆˇ ˆ= ? , ? , , , ? ! 3 0 ° 4 ˝ 5 3 ! 0 4 ˝ 5 5 ; ! 3 0 ° 4 ˝ ˝ 5 5 3 "7! ! ˜ ˇ -. °8˛ 2/8˛ °8˛ 2/8˛ 38˛ 38˛ 38˛ 38˛ °8˛ ˜ ˇ"-. 38˛ °48˛ 38˛ °48˛ °48˛ °48˛ °48˛ °48˛ 38˛ ˆ"-. ˝08˛ //8˛ 38˛ °48˛ °48˛ °48˛ °48˛ °48˛ ˝08˛ ˆ"->. ˝08˛> //8˛> 38˛> °48˛> °48˛> °48˛> °48˛> °48˛> ˝08˛> 97ˆ-. °8˛ 08˛ °8˛ 08˛ 08˛ 08˛ 08˛ 08˛ °8˛ ) ˆ-. 28˛ 28˛ 28˛ 28˛ 28˛ 28˛ 28˛ 28˛ 28˛ ˆ @ˇ-. ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˆˆ-. 08˛ /8˛ 08˛ /8˛ /8˛ /8˛ /8˛ /8˛ 08˛ $˙ ˙ ˙ )˙:AB 9 9 9 9 9 ˜ , , , , ˜ ˜ ˜ ˜ , (&&* -. /˝8° 0383 ˝184 ˝/8/ ˝280 ˝280 ˝280 ˝280 048˝ ˇ ˙$' ˛85° ˛8/3 ˛8°5 ˛8°2 ˛8˝5 ˛8˝5 ˛8˝5 ˛8˝5 ˛8/4 $ ˛81˝ ˛8°1 ˛82/ ˛833 ˛8˛0 ˛800 ˛802 ˛82/ ˛8˝4 ' ;= °184 208˝ 2˝8˛ °/8° ˝°8° ˝°82 °˛83 ˝08˝ 281 Cˇˇ;= ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˛8˛ ˆ;= °184 208˝ 2˝8˛ °/8° ˝°8° ˝°82 °˛83 ˝08˝ 281 :" ; + + ; ' ' ' ' !;= ˝18/ °˝85 ˝°82 2285 !:" ' ' ' + Cˇˇ ˙!/˛!-&. D˝14 2/˛ 2/ ˝2˝ 5 31 01 °˝ ˛ Cˇˇ ˙!1/!-&. </2˛ ˝˝5 °˝ °˝4 ˝2 20˝ 15 50 °° ;-&. 0˝˛ 0˛0 °25 ˝1° ˆˇ += ˙!-&. °˝/ ˝5/ 4˛ 2°˛ ˆ!ˆ&&˜ ˙ ' ˇ ˙()° ˘ˇˆ ˙ ˝˛°° ˜ ˇ!"˙ ˝# ˇ˜"$ % *ˇ (+ (+ˆ (+ + +ˆ + ,+ ,+ˆ ,+ "+ "+ˆ "+ +'=- !. 5°° 2205 °44 302 /3˝ 35˝ 0˝2 4˛5 2˛/˛ " ' ˇ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ "E' ˇ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ "˙' ˇ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˇ $ ˛81˝ ˛8°0 ˛82/ ˛8/3 ˛8˛° ˛8˝4 ˛8˝/ ˛8˛1 ˛8˝4 "ˇ= ˆ=# :! '= ˙!#2˛˛ ˇ '= ˙!#4°80 ,ˇ'=#1/ ' ˆ=# ˇ )F ˜Gˇ $#˛81˝ "˙ ;=#˝/85 :"#' '=FA 1˛83> 'F &" ( = - .2/ D˘ˇG =Hˇˇ!= & 8 Cˇˇ!7 Gˇ&7=8 <1/! ˇG =Hˇˇ=E ˙8 Cˇˇ!7 Gˇ&7=8 " !#˝# ˇ˜"$ % ˆ!ˆ&&˜ ˙ ' ˇ ˙()0 ˘ˇˆ ˙ ˝˛ ˜ !ˇ"#˙ ˝$ ˇ #% & ,ˇ )- )-ˆ )- - -ˆ - .- .-ˆ .- #- #-ˆ #- ( '˙ˇ ˆ''˘ˇ/ "0 ˝˛° 123 6ˇˇ˘ˇ/ "0 ˝˛° 123 67/ "0 15˛˛ 15˛˛ #˙ ˙"/'0 °˛˛ #˙ ˝ ˆ ˙"/'0 1˛˛ # 867/0 ˜˜˜+ 1422 6 ˛85+˛ # 867/0 ˜˜˛4 1422 ˙"ˆˇ # 867/ˆ:0 + # /"0 ˜+ ; /'0 +˛˛ ˆ ˆ/0 584 ( '8 8/<%"0 1˛ !ˇ6 ˛85+ ˛85+ ! =˘"/>0 +> +> #" ˆ''/>0 ,ˇ67/ "0 ˝1+ ˝1+ ˆˇ ˆ= . " 4 ° " ; " 4 ° #7" " ˇ /0 ˜8˛ 48˛ ˇ#/0 58+ ˜28˛ ˆ#/0 1+8˛ ˜28˛ ˆ#/>0 1+8˛> ˜28˛> 97ˆ/0 ˜8˛ °8˛ * ˆ/0 18˛ 18˛ ˆ @ˇ/0 ˛8˛ ˛8˛ ˆˆ/0 °8˛ +8˛ %˙ ˙ *˙:AB 9 9 . . )'', /0 1˛81 148˛ ˇ ˙%( ˛813 ˛8˝3 % ˛8°1 ˛8°+ ( ;= ˜18° ˝281 Cˇˇ;= ˛8˛ ˛8˛ ˆ;= ˜18° ˝281 :# ( ( ";= ˝584 ":# ( Cˇˇ ˙"+˛"/'0 ˜2 4˜ Cˇˇ ˙"5+"/'0 5˜ 14˛ ;/'0 °˝˛ ˆˇ -= ˙"/'0 °˛˛ 12 12 15˛˛ ˛ ˛ ˛ ˛ 9 1˛ ˛85+ ˛> ˛ 114 ˝˜2 114 ˝˜2 15˛˛ 15˛˛ ˝˛˛ 1 1˛˛ 13˝3 ˝5˜3 ˛85+˛ 13˛2 ˝5˜3 1˝5 ˜+ °2° 58° 1˛ ˛85+ ˛85+ 11> ˝˜> 1˝˜ ˜53 . ˜ 2 ˜ 2 ˜8˛ 48˛ 58+ °˛8˛ 128˛ °18˛ 128˛> °18˛> ˜8˛ °8˛ 18˛ 18˛ ˛8˛ ˛8˛ °8˛ +8˛ ˙ 9 9 . . 1˛83 1°8˝ ˛813 ˛8˝˝ ˛8°3 ˛8+˜ ˜°85 128+ ˛8˛ ˛8˛ ˜°85 128+ ( - ˝˝8˜ ( °° °4 114 1˛° °˛° ˝˛˛ 1˜2 1˜2 15˛˛ ˛ ˛ ˛ ˛ 9 1˛ ˛85+ ˝> ˛ 15 +˝ 15 +˝ 15˛˛ 15˛˛ 1˛˛ 1 1˛˛ 1°2˛ 1°45 ˛84˛2 1˛45 1°45 2° ˝+ ˜53 1˛82 ˜˛ ˛85+ ˛85+ ˝˝> 3> ˝˛ 1˜5 . ˝ ˝ ˝ ˝ +8˛ +8˛ °˝8+ °˝8+ °°8˛ °°8˛ °°8˛> °°8˛> °8˛ °8˛ 18˛ 18˛ ˛8˛ ˛8˛ +8˛ +8˛ ˝+81 ˝+81 ˛8˜5 ˛8˜5 ˛8˛+ ˛8˝˝ 1˜84 483 ˛8˛ ˛8˛ 1˜84 483 - 28˜ + 1˜ 15 +1 ˜13 1˛˛ 2˛ ˝32 4˝ 4˛° 2˛ ˝32 4˝ 4˛° 15˛˛ 15˛˛ 15˛˛ 15˛˛ ˛ 1˜˛ ˛ ˛ 1 1 1˛˛ ˛ 14+˝ 15˛˛ 1+55 ˛8332 ˛ 1˝15 15˛˛ 1+55 9 9 °1˝ ˝+ ˜4˜ 1˛8˝ 1˛ 1˛ ˜˛ ˛85+ ˛85+ ˛85+ ˛85+ ˝˛> ˜> ˛> 1> ˛ ˝2˝ 43 4°1 . ? 3 34 3 3 3 34 +8˛ +8˛ °˜8˛ °˜8˛ °°8˛ °°8˛ °°8˛> °°8˛> °8˛ °8˛ 18˛ 18˛ ˛8˛ ˛8˛ +8˛ +8˛ ˝+81 ˝+81 ˜58+ ˛8˜5 ˛8˜5 ˛831 ˛8+5 ˛81˛ ˛83+ ˝˝8˝ 1˜84 383 ˛8˛ ˛8˛ ˛8˛ ˝˝8˝ 1˜84 383 ( - 1181 - 2˝ 12 +˛ 123 °5 15+ ˝5˜ 1˜˛ ˆ"ˆ'' ˙ ( ˇ ˙)*+ ˘ˇˆ ˙ ˝˛ ˜ !ˇ"#˙ ˝$ ˇ #% & ,ˇ )- )-ˆ )- - -ˆ - .- .-ˆ .- #- #-ˆ #- -(=/ "0 31° 55˛ ˜21 12˝1 4˛° 55+ 453 1˝°˛ 1˝3˛ # ( ˇ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ #D( ˇ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ #˙( ˇ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˇ % ˛8˜+ ˛8˝˝ ˛8˜˝ ˛8˝˝ ˛8˛˜ ˛81° ˛8˜+ ˛8˛3 ˛8+5 #ˇ= ˆ=$ :" (= ˙"$1˛˛ ˇ (= ˙"$3°8° .ˇ(=$5+ ( ˆ=$ ˇ *E Fˇ %$˛83+ #˙ ;=$148˝ :#$- (=EA 458°> (E '# ; = / 01+ # "$˝$ ˇ #% & ˆ"ˆ'' ˙ ( ˇ ˙)*3 ˘ˇˆ ˙ ˝˛ ˜ !ˇ"#˙ ˝$ ˇ #% & ,ˇ )- )-ˆ )- - -ˆ - .- .-ˆ .- #- #-ˆ #- ( '˙ˇ ˆ''˘ˇ/ "0 1+˛ °2˜ 6ˇˇ˘ˇ/ "0 1+˛ °2˜ 67/ "0 54˛˛ 54˛˛ #˙ ˙"/'0 ˜˝2 #˙ ˝ ˆ ˙"/'0 5˛˛ # 867/0 ˜°1+ 5+35 6 ˛842˛ # 867/0 ˜˜43 5+35 ˙"ˆˇ # 867/ˆ:0 3 # /"0 ˜2 ; /'0 2˛˛ ˆ ˆ/0 48+ ( '8 8/<%"0 ˜˛ !ˇ6 ˛842 ˛842 ! =˘"/>0 5> 2> #" ˆ''/>0 ,ˇ67/ "0 +˛2 2˜3 ˆˇ ˆ= . " + ° " ; " + ° #7" " ˇ /0 ˜8˛ +8˛ ˇ#/0 482 ˜38˛ ˆ#/0 ˝˝8˛ °383 ˆ#/>0 ˝58˛> °182> 97ˆ/0 ˜8˛ °8˛ * ˆ/0 58˛ 58˛ ˆ ?ˇ/0 ˛8˛ ˛8˛ ˆˆ/0 °8˛ 28˛ %˙ ˙ *˙:@A 9 9 . . )'', /0 548˛ ˜˝85 ˇ ˙%( ˛8˝+ ˛8°2 % ˛8+1 ˛81+ ( ;= ˜°8° ˝˝8+ Bˇˇ;= ˛8˛ ˛8˛ ˆ;= ˜°8° ˝˝8+ :# ( ( ";= ˝48° ":# ( Bˇˇ ˙"2˛"/'0 5˜2 53° Bˇˇ ˙"42"/'0 <˜35 ˜32 ;/'0 °˝˛ ˆˇ -= ˙"/'0 ˜˝2 23 23 54˛˛ ˛ ˛ ˛ ˛ 9 5˛ ˛842 ˛> ˛ 41 ˜°3 41 ˜°3 54˛˛ 54˛˛ ˝12 5 5˛˛ 53˛2 ˜˝˛3 ˛842˛ 5+45 ˜˝˛3 5˝° ˜2 °3° 48° 5˛ ˛842 ˛842 ˛> 3> 5˛5 23˜ . ˜ 3 ˜ 3 ˜8˛ +8˛ 482 °˛8˛ 5˜8˝ °˛8˛ 5˝81> ˜385> ˜8˛ °8˛ 58˛ 58˛ ˛8˛ ˛8˛ °8˛ 28˛ ˙ 9 9 . . 38+ 5384 ˛85˝ ˛8˝+ ˛8°1 ˛81˝ °˝8˛ ˝˛84 ˛8˛ ˛8˛ °˝8˛ ˝˛84 ; ( ˝°8˛ ( ˜3 31 <5˝3 51+ °˛° ˝12 ˝˛1 ˝˛1 54˛˛ ˛ ˛ ˛ ˛ 9 5˛ ˛842 5> ˛ 53 5°3 53 5°3 54˛˛ 54˛˛ 3˛ 5 5˛˛ 53˛2 5+˛4 ˛814° 5˜˛4 5+˛4 2˜ ˝2 ˜41 5˛83 5˛ ˛842 ˛842 ˛> 5> 54 ˜˛4 . ˝ ˝ ˝ ˝ 28˛ 28˛ °˝82 °˝82 °˜8˛ °˜8˛ °58˛> °58˛> °8˛ °8˛ 58˛ 58˛ ˛8˛ ˛8˛ 28˛ 28˛ 538° 538° ˛8˝1 ˛8˝1 ˛8˛1 ˛81° ˝58+ ˝18° ˛8˛ ˛8˛ ˝58+ ˝18° ( ( ˝185 ( 1 4˛ ˝2 ˝5° ˜51 3˛ 5°2 5°2 54˛˛ ˛ ˛ ˛ ˛ 9 ˝˛ ˛842 ˛> ˛ 552 4˝ ˜1˝ 552 4˝ ˜1˝ 54˛˛ 54˛˛ 54˛˛ 5˜˛ ˛ 5 5 5˛˛ 53˛2 54˛˛ 5244 ˛8˜31 +˝5 54˛˛ 521+ 9 ˜35 ˝2 ˜+˜ 5˛8˝ ˝˛ 5˛ ˛842 ˛842 ˛842 ˛> ˛> 5> 5˝5 4+ ˜35 . 1 1 1 1 1 1 28˛ 28˛ 28˛ °˜8˛ °˜8˛ °˜8˛ °˜8˛ °˜8˛ °˜8˛ °58˛> °58˛> °58˛> °8˛ °8˛ °8˛ 58˛ 58˛ 58˛ ˛8˛ ˛8˛ ˛8˛ 28˛ 28˛ 28˛ 538° 538° 538° ˛8˝1 ˛8˝1 ˛8˝1 ˛812 ˛8˝˛ ˛822 °˝8˝ ˝˝82 185 ˛8˛ ˛8˛ ˛8˛ °˝8˝ ˝˝82 185 ; ( 5185 - °˜ ˜5 ˛ 5˝˜ 3˝ 1˜ ˝4˜ 5˜˛ ˆ"ˆ'' ˙ ( ˇ ˙)*+ ˘ˇˆ ˙ ˝˛°˜ !ˇ"#˙ ˝$ ˇ #% & ,ˇ )- )-ˆ )- - -ˆ - .- .-ˆ .- #- #-ˆ #- -(=/ "0 4˝+ 551˝ ˝°1 5+˝3 +˜4 433 °˛+ 5˛+˜ 5˛2˛ # ( ˇ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ #C( ˇ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ #˙( ˇ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˛ ˇ % ˛8+1 ˛8°1 ˛8°5 ˛8˜° ˛8˛˜ ˛8˜5 ˛8˜˛ ˛8˛4 ˛8˜1 #ˇ= ˆ=$ :" (= ˙"$5˛2 ˇ (= ˙"$+5 .ˇ(=$5˛2 ( ˆ=$ ˇ *D Eˇ %$˛8+1 #˙ ;=$˝°84 :#$( (=D@ 3282> (D '# ) = / 052 <42" ˇE =Fˇˇ=C ˙8 Bˇˇ"7 Eˇ'7=8 # "$˝$ ˇ #% & ˆ"ˆ'' ˙ ( ˇ ˙)*3 TRAFFIC IMPACT ANALYSIS REPORT FOR THE PROPOSED WAIKOLOA ROAD – PANIOLO AVENUE INTERSECTION IMPROVEMENTS SOUTH KOHALA, HAWAII ISLAND APPENDI F TRAFFIC SINAL WARRANT ANALYSIS WORKSHEETS EISTIN CONDITIONS ˘ ˇ ˆ ˇ ˙ ! ˝ ˛ˆ ˝°˙˜ ˘˘ˆ"˘ # ˝ $%&'"()*"ˆ * ˘ˇ ˆ˘˙ ˘ ˆ ˝˛°ˇ˜ ˘!"ˇ#°ˇ $ %˛°ˇ˜ ˘!"ˇ#°ˇ $ %+()*"ˆ * &˜ '(˛°ˇ˜ ˘!%ˇ#°ˇ $ ,% ) &˜ ˘ˆ˘˙ ˘ ˆ˘˙ &˜ (˛°ˇ˜ ˘!'ˇ#°ˇ $ %˛°ˇ˜ ˘!'ˇ#°ˇ $ + --. ' $&'"("*"ˆ * ˇ ˆ ˇ ˙ ) * )+,* +,* ˛ ˝/$ &/# ˝ ˘ˆ˘˙ ˝˛°ˇ˜ ˘!"ˇ#°ˇ $ ˘ ˆ˘˙ %˛°ˇ˜ ˘!"ˇ#°ˇ $ ) !*"ˆ 0/ ˙1"˘˘ˆ"2 )'"* ˘˘ˆ"*"ˆ 3-4 # 5 67 5 61 894 # 5 6˝˛5 61 ˘ ˘ -(. -(. ° ° ˘ ˘ ˝. ˝. ° ° -9,--3,- ˘ ˘ ,:; /° 01-(. ,° !% ($˙ /° 01˝. ,° !˝$˙ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# &˜ 833 /° 01-(. ,° !˝($˙ /° 01˝. ,° !(%$˙ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# &˜ &˜ &˜ &˜ &˜ -9:8-3:8 ˘ ˘ ,39 /° 01-(. ,° !% ($˙ /° 01˝. ,° !˝$˙ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# &˜ 8;9 /° 01-(. ,° !˝($˙ /° 01˝. ,° !(%$˙ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# &˜ &˜ &˜ &˜ &˜ -3---;-- ˘ ˘ ,.3 /° 01-(. ,° !% ($˙ /° 01˝. ,° !˝$˙ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# &˜ 8.; /° 01-(. ,° !˝($˙ /° 01˝. ,° !(%$˙ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# &˜ &˜ &˜ &˜ &˜ -3$8-;$8 ˘ ˘ ,3. /° 01-(. ,° !% ($˙ /° 01˝. ,° !˝$˙ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# &˜ 9-$ /° 01-(. ,° !˝($˙ /° 01˝. ,° !(%$˙ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# &˜ &˜ &˜ &˜ &˜ + --. -3,--;,- ,;; / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & 839 / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & -3:8-;:8 ,9; / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & 8,9 / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & -;---.-- ,3- / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & :;$ / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & -;$8-.$8 ,.3 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & :,: / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & -;,--.,- ,;, / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & :-; / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & -;:8-.:8 ,;8 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & :-, / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & -.--$--- ,3- / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & ,;, / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & + --. -.$8$-$8 ,9; / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & ,8; / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & -.,-$-,- ,;3 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & ,,3 / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & -.:8$-:8 ,;. / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & ,, / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & $---$$-- ,;9 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & .9 / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & $-$8$$$8 ,93 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & ;, / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & $-,-$$,- ,89 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & 98 / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & $-:8$$:8 ,,9 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & 8$ / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & + --. % $$--$-- ,:, / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & 9 / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & $$$8$$8 ,:3 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & 39 / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & $$,-$,- ,:, / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & ,-$ / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & $$:8$:8 ,83 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & .9 / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & $--$,-- :-. / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & .$ / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & $$8$,$8 :; / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & ,$$ / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & 2 & $,-$,,- :83 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & .3 / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & & + --. $:8$,:8 :93 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & ,$, / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & & $,--$:-- :8 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & ,; / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & & $,$8$:$8 :; / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & ,$ / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & 2 & $,,-$:,- :,; / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & ,$$ / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & & $,:8$::8 :3 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & ,$, / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & & $:--$8-- 8$, / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & & .8 / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & & 2 & 2 $:$8$8$8 8:9 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & & . / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & 2 & & + --. $:,-$8,- 8; / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & & ,-$ / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & & & $::8$8:8 9; / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & & ,-- / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & & & $8--$9-- 93- / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & & & ,$ / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & & 2 & 2 & 2 $8$8$9$8 9.3 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & & & ,$3 / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & 2 & & & $8,-$9,- 9., / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & & & ,-: / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & & & & $8:8$9:8 93; / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & & & 3, / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & & & & $9--$3-- 98. / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & & & :3 / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & & 2 & 2 & 2 + --. - $9$8$3$8 9,3 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & & & :$ / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & 2 & & & $9,-$3,- 9:3 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & & & - / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & & & & $9:8$3:8 9:$ / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & & & $. / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & & & & $3--$;-- 9:8 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & & & -: / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & & 2 & 2 & 2 $3$8$;$8 9-8 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & & $;. / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & 2 & & $3,-$;,- 89; / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & & & $3. / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & & & & $3:8$;:8 :$, / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# & $,8 / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & & & + --. " $;--$.-- :9 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# .: / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# & & $;$8$.$8 $,3 / 01-(. , !% ($ / 01 . , ! $ * <=3-4 ˆ 09,-2# * <=894 ˆ 08-:2# ,. / 01-(. , ! ($ / 01 . , !(%$ * <=3-4 ˆ 03-2# * <=894 ˆ 0892# + --. 3 +("*"ˆ * ˇ ˆ ˇ ˙ ! ˝ ˛ˆ ˝°˙˜ ˘˘ˆ"˘ # > ˛ ˝ '(˛°ˇ˜ ˘!%ˇ#°ˇ $ ˜?˘˘ &˜ + --. '( ) * ) ! 4 55,6 !56$ 76 / 55,6!56$ ((*((*((8('*((*(( (9(( (9(( ('*((*((8( *((*(( (9(( (9(( ( *((*((8(*((*(( (9(( (9(( (*((*((8(%*((*(( (9(( (9(( (%*((*((8(*((*(( (9(( (9(( (*((*((8( *((*(( (9(( (9(( ( *((*((8(-*((*(( '-9(( - 9(( (-*((*((8("*((*(( 3-9(( 3"9(( ("*((*((8(3*((*(( -(9(( %"'9(( (3*((*((8'(*((*(( -(9(( "9(( '(*((*((8''*((*(( " 9(( 3 9(( ''*((*((8' *((*(( %9(( 9(( ' *((*((8'*((*(( %(39(( 3'9(( '*((*((8'%*((*(( % 9(( "9(( '%*((*((8'*((*(( '9(( 39(( '*((*((8' *((*(( -(9(( '9(( ' *((*((8'-*((*(( 39(( %-9(( '-*((*((8'"*((*(( %9(( (%9(( '"*((*((8'3*((*(( % 9(( 3%9(( '3*((*((8 (*((*(( (9(( (9(( (*((*((8 '*((*(( (9(( (9(( '*((*((8 *((*(( (9(( (9(( *((*((8 *((*(( (9(( (9(( *((*((8((*((*(( (9(( (9(( + --. '' * ) ! 4 55,6 !56$ 76 / 55,6!56$ ( *(*((8(-*(*(( %"9(( --9(( (-*(*((8("*(*(( ""9(( - 9(( ("*(*((8(3*(*(( "9(( %("9(( (3*(*((8'(*(*(( "-9(( -9(( ' *((*((8'*((*(( %(39(( 3'9(( '*((*((8'%*((*(( % 9(( "9(( '%*((*((8'*((*(( '9(( 39(( '*((*((8' *((*(( -(9(( '9(( ' *((*((8'-*((*(( 39(( %-9(( '-*((*((8'"*((*(( %9(( (%9(( + --. ' , ) ˇ ˆ ˇ ˙ ˝ ˛ˆ ˝°˙˜ ˘˘ˆ"˘ ! , # > ˛ ˜? ˘ # &˜ 5 # ˝ (˛°ˇ˜ ˘!'ˇ#°ˇ $ 5 1 # ˝ &˜ %˛°ˇ˜ ˘!'ˇ#°ˇ $ ˆˇ55ˇ,64 +: ˘ˆ˘˙ ˆˇ55ˇ,6/° ˘ˆ˘˙ 4˘ ˘ˇ7;˘ˇ˜,˘/° ˘ˆ˘˙ ˘ˆ˘ ˆ˘ ˘ˆ˘ + --. ' ) ! 4 55,6 !56$ 76 / 55,6!56$ *( -*( "*( 3*( '(*( ''*( ' *( '*( '%*( '%*% '*% ' *% '-*% %" "" " "- % %- %" " " -" %' %' -- - %(" - (' 3- '' (' (( - '3 ' + --. '% ˘ ˇ ˇ ˆ ˘ ˇ ˆ ˇ ˙ ! ˝ ˛ˆ ˝°˙˜ ˘˘ˆ"˘ # ˝ $%&'"()*"ˆ * ˘ ˇ ˆ˙ ˝ˆ˛ ˘ ˇ ˆ ˝ °˜ ˙˘!ˆ"#˙$ ˙ % ˜ ˙˘!ˆ"#˙$ ˙ % %+()*"ˆ * ˘ & ˜ ˙˘!ˆ"'˙$ ˙ % ,% ) ˘ ˇ ˆ˝ˆ˛ ˇ ˆ ˝ˆ˛ ˘ (˜ ˙˘!ˆ"&˙$ ˙ % )˜ ˙˘!ˆ"&˙$ ˙ % + --, & $&'"("*"ˆ * ˇ ˆ ˇ ˙ ˝*˙ˆ˙ˆ!+ ˝*˙ˆ˙ˆ,˙-ˆ+ ˝˙ˆ˙ˆ,˙-ˆ+ ˛ ˝.$ &.# / ˇ ˆ˝ˆ˛ ˘ °˜ ˙˘!ˆ"#˙$ ˙ % ˇ ˆ ˝ˆ˛ ˜ ˙˘!ˆ"#˙$ ˙ % ) !*"ˆ 0. ˙1"˘˘ˆ"2 )'"* ˘˘ˆ"*"ˆ 3-4 # 5 67 5 61 894 # 5 6˝˛5 61 ˇ ˆ ˇ ˆ )(. )(. ˇ ! ˇ ! ˇ ˆ ˇ ˆ /. /. ˇ ! ˇ ! -9,--3,- ˇ ˆ ˇ ˆ ,:; 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ 9<9 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ -9<8-3<8 ˇ ˆ ˇ ˆ <- 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ 983 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘3 ˘ -3---:-- ˇ ˆ ˇ ˆ << 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ 93$ 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘ -3$8-:$8 ˇ ˆ ˇ ˆ < 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ 93, 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘ + --, -3,--:,- ˇ ˆ ˇ ˆ <,$ 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ 9<9 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘ -3<8-:<8 ˇ ˆ ˇ ˆ <-; 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ 9-$ 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ -:---;-- ˇ ˆ ˇ ˆ <$ 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ 8,: 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ -:$8-;$8 ˇ ˆ ˇ ˆ << 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ <:3 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘3 ˘ -:,--;,- ˇ ˆ ˇ ˆ <: 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ <83 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘ -:<8-;<8 ˇ ˆ ˇ ˆ <,- 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ <8 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘ + --, -;--$--- ˇ ˆ ˇ ˆ <$, 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ <,$ 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ -;$8$-$8 ˇ ˆ ˇ ˆ <$ 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ <- 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ -;,-$-,- ˇ ˆ ˇ ˆ <,$ 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ,3; 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘3 ˘ -;<8$-<8 ˇ ˆ ˇ ˆ <,, 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ,9 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘ $---$$-- ˇ ˆ ˇ ˆ <; 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ,,$ 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘ $-$8$$$8 ˇ ˆ ˇ ˆ <-3 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ,$3 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ + --, ' $-,-$$,- ˇ ˆ ˇ ˆ ,;3 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ;3 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ $-<8$$<8 ˇ ˆ ˇ ˆ ,3< 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ :$ 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ $$--$-- ˇ ˆ ˇ ˆ ,:, 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ;< 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ $$$8$$8 ˇ ˆ ˇ ˆ ,:3 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ,-; 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ $$,-$,- ˇ ˆ ˇ ˆ ,:, 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ,,3 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ $$<8$<8 ˇ ˆ ˇ ˆ <-$ 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ,,$ 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ + --, $--$,-- ˇ ˆ ˇ ˆ <8; 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ,8 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘3 ˘ $$8$,$8 ˇ ˆ ˇ ˆ <:- 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ,<: 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘ $,-$,,- ˇ ˆ ˇ ˆ 8$ 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ˘ ,, 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘3 ˘3 $<8$,<8 ˇ ˆ ˇ ˆ 8, 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ˘ ,8- 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘ ˘ $,--$<-- ˇ ˆ ˇ ˆ <39 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ,99 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘3 ˘ $,$8$<$8 ˇ ˆ ˇ ˆ <3; 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ,<3 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘ + --, / $,,-$<,- ˇ ˆ ˇ ˆ <:; 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ,<9 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘ $,<8$<<8 ˇ ˆ ˇ ˆ 89 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ˘ ,<; 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘3 ˘3 $<--$8-- ˇ ˆ ˇ ˆ 83 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ˘ ,; 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘3 ˘ ˘ $<$8$8$8 ˇ ˆ ˇ ˆ 9$$ 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ˘ ,3 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘ ˘ $<,-$8,- ˇ ˆ ˇ ˆ 98 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ˘ ˘ ,,3 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘3 ˘ ˘ $<<8$8<8 ˇ ˆ ˇ ˆ 3-< 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ˘ ˘ ,,9 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘ ˘3 ˘3 + --, ) $8--$9-- ˇ ˆ ˇ ˆ 38$ 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ˘ ˘ ,9- 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘3 ˘ ˘ ˘ $8$8$9$8 ˇ ˆ ˇ ˆ 3:- 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ˘ ˘ ,88 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘ ˘ ˘ $8,-$9,- ˇ ˆ ˇ ˆ 339 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ˘ ˘ ,<- 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘3 ˘ ˘ $8<8$9<8 ˇ ˆ ˇ ˆ 38; 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ˘ ˘ ,-9 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘ ˘3 ˘3 $9--$3-- ˇ ˆ ˇ ˆ 3,3 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ˘ ˘ 33 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘3 ˘ ˘ ˘ $9$8$3$8 ˇ ˆ ˇ ˆ 3$$ 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ˘ ˘ 3$ 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘ ˘ ˘ + --, # $9,-$3,- ˇ ˆ ˇ ˆ 3 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ˘ ˘ <; 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘3 ˘ ˘ $9<8$3<8 ˇ ˆ ˇ ˆ 3$8 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ˘ ˘ <3 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘ ˘3 ˘3 $3--$:-- ˇ ˆ ˇ ˆ 3$; 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ˘ ˘ ,- 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘3 ˘ ˘ ˘ $3$8$:$8 ˇ ˆ ˇ ˆ 939 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ˘ ˘ $ 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘ ˘ ˘ $3,-$:,- ˇ ˆ ˇ ˆ 9,8 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ ˘ ˘ -- 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘3 ˘ ˘ $3<8$:<8 ˇ ˆ ˇ ˆ <9 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# ˘ ˘ $8$ 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ ˘ ˘ ˘ ˘ + --, ° $:--$;-- ˇ ˆ ˇ ˆ 39 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# $-8 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# ˘ ˘ $:$8$;$8 ˇ ˆ ˇ ˆ $8< 0 !12)(. - !"' (%˛ 0 !12/. - !"/%˛ * =>3-4 ˆ 09,-2# * =>894 ˆ 08-<2# << 0 !12)(. - !"/(%˛ 0 !12/. - !"('%˛ * =>3-4 ˆ 03-2# * =>894 ˆ 0892# + --, &( +("*"ˆ * ˇ ˆ ˇ ˙ ˝ ˛ˆ ˝°˙˜ ˘˘ˆ"˘ ! # / ˛ ˝ ˜?˘˘ & ˜ ˙˘!ˆ"'˙$ ˙ % ˘ + --, && ) * ! ) 4ˆ ˜76˘ˆ0 ! 55˙-6˘"56% 55˙-6"56% ((+((+((8(&+((+(( ( ( (&+((+((8( +((+(( ( ( ( +((+((8(+((+(( ( ( (+((+((8('+((+(( ( ( ('+((+((8(+((+(( ( ( (+((+((8(/+((+(( ( ( (/+((+((8()+((+(( &)/ (° ()+((+((8(#+((+(( '' /)& (#+((+((8(°+((+(( '& # (°+((+((8&(+((+(( '& '& &(+((+((8&&+((+(( ' ° & &&+((+((8& +((+(( # °' & +((+((8&+((+(( '° &+((+((8&'+((+(( ')/ // &'+((+((8&+((+(( ) ° &+((+((8&/+((+(( )& /( &/+((+((8&)+((+(( )) )) &)+((+((8&#+((+(( )&° ( &#+((+((8&°+((+(( )/ &( &°+((+((8 (+((+(( ( ( (+((+((8 &+((+(( ( ( &+((+((8 +((+(( ( ( +((+((8 +((+(( ( ( +((+((8((+((+(( ( ( ) ) ! 4ˆ 55˙-6˘"56% ˜76˘ˆ0 ! 55˙-6"56% + --, & , ) ˇ ˆ ˇ ˙ ˝ ˛ˆ ˝°˙˜ ˘˘ˆ"˘ ! , # / ˛ ˜? ˘ # ˘ 5 # ˝ (˜ ˙˘!ˆ"&˙$ ˙ % 5 1 # ˝ ˘ )˜ ˙˘!ˆ"&˙$ ˙ % ˝˙55˙-64!,9ˇ ˆ˝ˆ˛ ˝˙55˙-60 !ˇ ˆ˝ˆ˛ 4ˆ ˆ˙7:ˆ˙˘-ˆ0 !ˇ ˆ˝ˆ˛ ˆ˝ˆ ˝ˆ ˆ˝ˆ + --, & ) ! 4ˆ 55˙-6˘"56% ˜76˘ˆ0 ! 55˙-6"56% /+( )+( #+( °+( &(+( &&+( & +( &+( &+' &'+' &+' &/+' &)+' #° '& ' # '& °) # & '#° / )(' )° )& '/ /'/ /'/ ') )° °) ) '/ '° / (/ ') && + --, &'