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Home My WebLink AboutRS_Renton Transwest Access Memo_191126_v1.pdf 2813 Rockefeller Avenue  Suite B  Everett, WA 98201 Tel: 425-339-8266  Fax: 425-258-2922  E-mail: info@gibsontraffic.com COMMENT RESPONSE To: Steve Sawyer, TransWest From: Matthew Palmer, PE Subject: Auxiliary Lane Comment Response Project: Renton TransWest Park and Ride, GTC #19-058 Date: November 25, 2019 This comment response is to address the request by the City of Renton in a September 24th email from Alex Morganroth, associate planner, identifying the need to provide a right-turn auxiliary lane between the two existing access points (City sketch attached). The City identifies the reason for the turn lane on SR-169 due to the increase in potential vehicular conflicts created by the addition cars going to and leaving from the site. As identified in the previous analysis; the park and ride is using the two existing full access points onto SR-169 at MP 24.69 (north) & MP 24.61 (south). Count data was collected by Idax on June 25, 2019 from 7-9 AM and 4-6 PM at the two access points. The posted speed limit along SR-169 in the site vicinity is 40 mph. Per WSDOT Design Manual Exhibit 1340-3 for Road Approach Sight Distance and a posted speed limit of 40 mph and an AWDVTE from 100 to 1500, the sight distance must be greater than 305 feet. Initial review of the accesses shows both having approximately 600 feet of sight distance within the roadway geometry which would provide clear sight distance for all the movements in and out of the driveways, satisfying the WSDOT standards. There is already a two-way left-turn lane (TWLTL) along the entire site frontage providing left-turn channelization at both accesses into the site. Based on WSDOT’s channelization standards for Right- turn Lanes, Design Manual 1310.03(3); as the multilane facility has a posted speed of below 45 mph Exhibit 1310-11 would not be utilized, the collision data doesn’t indicate a right-turn problem, there is adequate decision sight distance and the right-turn lane would not improve the level of service due to the low turning volumes; therefore, right-turn channelization would not be warranted. Collision data for SR-169 at the site accesses was looked at for the 5-year period from January 1, 2014 through December 31, 2018. The two access points are located at milepost 24.61 and 24.69 along SR-169. During the time period, there were a total of 8 collisions at and between the two access points. Two collisions involved a sideswipe, rear-end, and fixed object while the remaining two collisions were an at angle and opposite direction. Only two of the eight collisions were associated with the access points and none of the collisions involved bikes or pedestrians and none of them resulted in a fatality. Renton TransWest Park and Ride Comment Response Gibson Traffic Consultants, Inc. November 2019 info@gibsontraffic.com 2 GTC #19-058 Level of service analysis was performed for the existing conditions based on the current counts performed at the existing access that are currently being fully utilized by the adjacent properties. Utilizing the existing counts, during the AM peak-hour the north access operates at LOS C with 20.7 seconds of delay and the south access operates at LOS C with 21.1 seconds of delay. The 95th percentile queuing for the minor access approaches is less than 1 vehicle. During the PM peak-hour the north access operates at LOS F with 107.3 seconds of delay and the south access operates at LOS F with 117.3 seconds of delay. The 95th percentile queuing for the minor access approaches is less than 2.3 vehicles. The level of service analysis was also performed with the additional lane proposed by the City of Renton Public Works transportation division. The analysis shows the level of service at the accesses would remain at LOS C in the AM peak-hour and LOS F with no improvement in delay during the PM peak-hour. Although the AM peak-hour level of service operates at an acceptable level of service C; the PM peak-hour level of service is operating at LOS F with and without the right-turn auxiliary lane. There is only limited queuing from the access during the AM and PM peak-hour easily contained on-site; also, there is no collision history to indicate that the accesses should be changed, or a right-turn lane should be added. Attachments City of Renton Sketch A1 WSDOT Design Manual B1 – B4 Level of Service Calculations C1 – C8 =_____-k•.qr1i)4Q_____I’I7flJ.3-A - 1 Design Manual M 22-01.17 September 2019 Division 1 – General Information Division 2 – Hearings, Environmental, and Permits Division 3 – Project Documentation Division 4 – Surveying Division 5 – Right of Way and Access Control Division 6 – Soils and Paving Division 7 – Structures Division 8 – Hydraulics Division 9 – Roadside Development Division 10 – Traffic Safety Elements Division 11 – Practical Design Division 12 – Geometrics Division 13 – Intersections and Interchanges Division 14 – HOV and Transit Division 15 – Pedestrian and Bicycle Facilities Division 16 – Roadside Safety Elements Division 17 – Roadside Facilities Engineering and Regional Operations Development Division, Design Office B - 1 Chapter 1310 Intersections WSDOT Design Manual M 22-01.17 Page 1310-25 September 2019 The basic design for a TWLTL is illustrated in Exhibit 1310-10f. Additional criteria are as follows: • The desirable length of a TWLTL is not less than 250 feet. • Provide illumination in accordance with the guidelines in Chapter 1040. • Pavement markings, signs, and other traffic control devices must be in accordance with the MUTCD and the Standard Plans. • Provide clear channelization when changing from TWLTLs to one-way left-turn lanes at an intersection. Exhibit 1310-10f Median Channelization: Two-Way Left-Turn Lane Minor cross street Major cross street [1] [2] 100 ft min Left-turn storage Match lineMatch line Posted speed <50 mph = 390 ft min Posted speed ≥ 50 mph = 420 ft min 13 ft desirable 11 ft min Notes: [1] Verify the design vehicle can make the turn using turn simulation software (such as AutoTURN®). [2] For right-turn corner design, see Exhibit 1310-6. General: For pavement marking details and signing criteria, see the Standard Plans and the MUTCD. 1310.03(3) Right-Turn Lanes Right-turn movements influence intersection capacity even though there is no conflict between right-turning vehicles and opposing traffic. Right-turn lanes might be needed to maintain efficient intersection operation. Use the following to determine when to consider right-turn lanes at unsignalized intersections: • For two-lane roadways and for multilane roadways with a posted speed of 45 mph or above, when recommended by Exhibit 1310-11. B - 2 Intersections Chapter 1310 Page 1310-26 WSDOT Design Manual M 22-01.17 September 2019 • A crash study indicates an overall crash reduction with a right-turn lane. • The presence of pedestrians requires right-turning vehicles to stop. • Restrictive geometrics require right-turning vehicles to slow greatly below the speed of the through traffic. • There is less than decision sight distance for traffic approaching the intersection. • For unsignalized intersections, see 1310.03(4) for guidance on right-turn lane lengths. For signalized intersections, use a traffic signal analysis to determine whether a right- turn lane is needed and what the length is (see Chapter 1330). • A capacity analysis may be used to determine whether right-turn lanes are needed to maintain the desired level of service. • Where adequate right of way exists, providing right-turn lanes is relatively inexpensive and can provide increased operational efficiency. • The right-turn pocket or the right-turn taper (see Exhibit 1310-12) may be used at any minor intersection where a right-turn lane is not provided. These designs reduce interference and delay to the through movement by offering an earlier exit to right- turning vehicles. • If the right-turn pocket is used, Exhibit 1310-12 shows taper lengths for various posted speeds. B - 3 Chapter 1310 Intersections WSDOT Design Manual M 22-01.17 Page 1310-27 September 2019 Exhibit 1310-11 Right-Turn Lane Guidelines 100 700 Peak Hour Approach Volume (DDHV) [1]Peak Hour Right-Turn Volume [2] 80 60 40 20 0 0 100 200 300 400 500 600 Radius only [3] Consider right-turn pocket or taper [4] Consider right-turn lane [5] Notes: [1] For two-lane highways, use the peak hour DDHV (through + right-turn). For multilane, high-speed highways (posted speed 45 mph or above), use the right-lane peak hour approach volume (through + right-turn). [2] When all three of the following conditions are met, reduce the right-turn DDHV by 20: • The posted speed is 45 mph or below • The right-turn volume is greater than 40 VPH • The peak hour approach volume (DDHV) is less than 300 VPH [3] For right-turn corner design, see Exhibit 1310-6. [4] For right-turn pocket or taper design, see Exhibit 1310-12. [5] For right-turn lane design, see Exhibit 1310-13. B - 4 H:\2019\19-058\Synchro\Existing 2019 AM Peak-hour.syn 1: North Access & Maple Valley Hwy Transwest Renton (19-058) GTC (MJP)Existing 2019 AM Peak-hour Intersection Int Delay, s/veh 0.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 521 23 0 2212 9 1 Future Vol, veh/h 521 23 0 2212 9 1 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 50 - 0 - Veh in Median Storage, # 0 - - 0 2 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 5 55555 Mvmt Flow 548 24 0 2328 9 1 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 572 0 1724 286 Stage 1 - - - - 560 - Stage 2 - - - - 1164 - Critical Hdwy - - 4.2 - 6.9 7 Critical Hdwy Stg 1 - - - - 5.9 - Critical Hdwy Stg 2 - - - - 5.9 - Follow-up Hdwy - - 2.25 - 3.55 3.35 Pot Cap-1 Maneuver - - 976 - 77 702 Stage 1 - - - - 527 - Stage 2 - - - - 253 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 976 - 77 702 Mov Cap-2 Maneuver - - - - 224 - Stage 1 - - - - 527 - Stage 2 - - - - 253 - Approach EB WB NB HCM Control Delay, s 0 0 20.7 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)240 - - 976 - HCM Lane V/C Ratio 0.044 ---- HCM Control Delay (s) 20.7 - - 0 - HCM Lane LOS C - - A - HCM 95th %tile Q(veh) 0.1 - - 0 - C - 1 H:\2019\19-058\Synchro\Existing 2019 AM Peak-hour.syn 2: South Access & Maple Valley Hwy Transwest Renton (19-058) GTC (MJP)Existing 2019 AM Peak-hour Intersection Int Delay, s/veh 0.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 472 2 0 2222 10 0 Future Vol, veh/h 472 2 0 2222 10 0 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 50 - 0 - Veh in Median Storage, # 0 - - 0 2 - Grade, % 0 - - 0 0 - Peak Hour Factor 97 97 97 97 97 97 Heavy Vehicles, % 5 55555 Mvmt Flow 487 2 0 2291 10 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 489 0 1634 245 Stage 1 - - - - 488 - Stage 2 - - - - 1146 - Critical Hdwy - - 4.2 - 6.9 7 Critical Hdwy Stg 1 - - - - 5.9 - Critical Hdwy Stg 2 - - - - 5.9 - Follow-up Hdwy - - 2.25 - 3.55 3.35 Pot Cap-1 Maneuver - - 1050 - 89 746 Stage 1 - - - - 574 - Stage 2 - - - - 259 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1050 - 89 746 Mov Cap-2 Maneuver - - - - 232 - Stage 1 - - - - 574 - Stage 2 - - - - 259 - Approach EB WB NB HCM Control Delay, s 0 0 21.2 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)232 - - 1050 - HCM Lane V/C Ratio 0.044 ---- HCM Control Delay (s) 21.2 - - 0 - HCM Lane LOS C - - A - HCM 95th %tile Q(veh) 0.1 - - 0 - C - 2 H:\2019\19-058\Synchro\Existing 2019 AM Peak-hour Aux Lane.syn 1: North Access & Maple Valley Hwy Transwest Renton (19-058) GTC (MJP)Existing 2019 AM Peak-hour Aux Lane Intersection Int Delay, s/veh 0.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 521 23 0 2212 9 1 Future Vol, veh/h 521 23 0 2212 9 1 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 50 - 0 - Veh in Median Storage, # 0 - - 0 2 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 5 55555 Mvmt Flow 548 24 0 2328 9 1 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 572 0 1724 286 Stage 1 - - - - 560 - Stage 2 - - - - 1164 - Critical Hdwy - - 4.2 - 6.9 7 Critical Hdwy Stg 1 - - - - 5.9 - Critical Hdwy Stg 2 - - - - 5.9 - Follow-up Hdwy - - 2.25 - 3.55 3.35 Pot Cap-1 Maneuver - - 976 - 77 702 Stage 1 - - - - 527 - Stage 2 - - - - 253 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 976 - 77 702 Mov Cap-2 Maneuver - - - - 224 - Stage 1 - - - - 527 - Stage 2 - - - - 253 - Approach EB WB NB HCM Control Delay, s 0 0 20.7 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)240 - - 976 - HCM Lane V/C Ratio 0.044 ---- HCM Control Delay (s) 20.7 - - 0 - HCM Lane LOS C - - A - HCM 95th %tile Q(veh) 0.1 - - 0 - C - 3 H:\2019\19-058\Synchro\Existing 2019 AM Peak-hour Aux Lane.syn 2: South Access & Maple Valley Hwy Transwest Renton (19-058) GTC (MJP)Existing 2019 AM Peak-hour Aux Lane Intersection Int Delay, s/veh 0.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 472 2 0 2222 10 0 Future Vol, veh/h 472 2 0 2222 10 0 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 0 50 - 0 - Veh in Median Storage, # 0 - - 0 2 - Grade, % 0 - - 0 0 - Peak Hour Factor 97 97 97 97 97 97 Heavy Vehicles, % 5 55555 Mvmt Flow 487 2 0 2291 10 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 489 0 1633 244 Stage 1 - - - - 487 - Stage 2 - - - - 1146 - Critical Hdwy - - 4.2 - 6.9 7 Critical Hdwy Stg 1 - - - - 5.9 - Critical Hdwy Stg 2 - - - - 5.9 - Follow-up Hdwy - - 2.25 - 3.55 3.35 Pot Cap-1 Maneuver - - 1050 - 89 747 Stage 1 - - - - 575 - Stage 2 - - - - 259 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1050 - 89 747 Mov Cap-2 Maneuver - - - - 232 - Stage 1 - - - - 575 - Stage 2 - - - - 259 - Approach EB WB NB HCM Control Delay, s 0 0 21.2 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)232 - - 1050 - HCM Lane V/C Ratio 0.044 ---- HCM Control Delay (s) 21.2 - - 0 - HCM Lane LOS C - - A - HCM 95th %tile Q(veh) 0.1 - - 0 - C - 4 H:\2019\19-058\Synchro\Existing 2019 PM Peak-hour.syn 1: North Access & Maple Valley Hwy Transwest Renton (19-058) GTC (MJP)Existing 2019 PM Peak-hour Intersection Int Delay, s/veh 0.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 2410 22 3 988 11 4 Future Vol, veh/h 2410 22 3 988 11 4 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 50 - 0 - Veh in Median Storage, # 0 - - 0 2 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 22222 Mvmt Flow 2537 23 3 1040 12 4 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 2560 0 3075 1280 Stage 1 - - - - 2549 - Stage 2 - - - - 526 - Critical Hdwy - - 4.14 - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22 - 3.52 3.32 Pot Cap-1 Maneuver - - 170 - ~ 9 157 Stage 1 - - - - 44 - Stage 2 - - - - 557 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 170 - ~ 9 157 Mov Cap-2 Maneuver - - - - 40 - Stage 1 - - - - 43 - Stage 2 - - - - 557 - Approach EB WB NB HCM Control Delay, s 0 0.1 107.3 HCM LOS F Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)50 - - 170 - HCM Lane V/C Ratio 0.316 - - 0.019 - HCM Control Delay (s) 107.3 - - 26.6 - HCM Lane LOS F - - D - HCM 95th %tile Q(veh) 1.1 - - 0.1 - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon C - 5 H:\2019\19-058\Synchro\Existing 2019 PM Peak-hour.syn 2: South Access & Maple Valley Hwy Transwest Renton (19-058) GTC (MJP)Existing 2019 PM Peak-hour Intersection Int Delay, s/veh 1.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 2457 7 2 969 16 17 Future Vol, veh/h 2457 7 2 969 16 17 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 50 - 0 - Veh in Median Storage, # 0 - - 0 2 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 22222 Mvmt Flow 2586 7 2 1020 17 18 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 2593 0 3104 1297 Stage 1 - - - - 2590 - Stage 2 - - - - 514 - Critical Hdwy - - 4.14 - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22 - 3.52 3.32 Pot Cap-1 Maneuver - - 165 - ~ 9 153 Stage 1 - - - - 42 - Stage 2 - - - - 565 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 165 - ~ 9 153 Mov Cap-2 Maneuver - - - - 39 - Stage 1 - - - - 41 - Stage 2 - - - - 565 - Approach EB WB NB HCM Control Delay, s 0 0.1 117.3 HCM LOS F Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)63 - - 165 - HCM Lane V/C Ratio 0.551 - - 0.013 - HCM Control Delay (s) 117.3 - - 27.1 - HCM Lane LOS F - - D - HCM 95th %tile Q(veh) 2.3 - - 0 - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon C - 6 H:\2019\19-058\Synchro\Existing 2019 PM Peak-hour Aux Lane.syn 1: North Access & Maple Valley Hwy Transwest Renton (19-058) GTC (MJP)Existing 2019 PM Peak-hour Aux Lane Intersection Int Delay, s/veh 0.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 2410 22 3 988 11 4 Future Vol, veh/h 2410 22 3 988 11 4 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 50 - 0 - Veh in Median Storage, # 0 - - 0 2 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 22222 Mvmt Flow 2537 23 3 1040 12 4 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 2560 0 3075 1280 Stage 1 - - - - 2549 - Stage 2 - - - - 526 - Critical Hdwy - - 4.14 - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22 - 3.52 3.32 Pot Cap-1 Maneuver - - 170 - ~ 9 157 Stage 1 - - - - 44 - Stage 2 - - - - 557 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 170 - ~ 9 157 Mov Cap-2 Maneuver - - - - 40 - Stage 1 - - - - 43 - Stage 2 - - - - 557 - Approach EB WB NB HCM Control Delay, s 0 0.1 107.3 HCM LOS F Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)50 - - 170 - HCM Lane V/C Ratio 0.316 - - 0.019 - HCM Control Delay (s) 107.3 - - 26.6 - HCM Lane LOS F - - D - HCM 95th %tile Q(veh) 1.1 - - 0.1 - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon C - 7 H:\2019\19-058\Synchro\Existing 2019 PM Peak-hour Aux Lane.syn 2: South Access & Maple Valley Hwy Transwest Renton (19-058) GTC (MJP)Existing 2019 PM Peak-hour Aux Lane Intersection Int Delay, s/veh 1.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 2457 7 2 969 16 17 Future Vol, veh/h 2457 7 2 969 16 17 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 0 50 - 0 - Veh in Median Storage, # 0 - - 0 2 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 22222 Mvmt Flow 2586 7 2 1020 17 18 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 2593 0 3100 1293 Stage 1 - - - - 2586 - Stage 2 - - - - 514 - Critical Hdwy - - 4.14 - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy - - 2.22 - 3.52 3.32 Pot Cap-1 Maneuver - - 165 - ~ 9 154 Stage 1 - - - - 42 - Stage 2 - - - - 565 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 165 - ~ 9 154 Mov Cap-2 Maneuver - - - - 39 - Stage 1 - - - - 41 - Stage 2 - - - - 565 - Approach EB WB NB HCM Control Delay, s 0 0.1 117.3 HCM LOS F Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)63 - - 165 - HCM Lane V/C Ratio 0.551 - - 0.013 - HCM Control Delay (s) 117.3 - - 27.1 - HCM Lane LOS F - - D - HCM 95th %tile Q(veh) 2.3 - - 0 - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon C - 8