bear creek area transportation study. v....
TRANSCRIPT
6OUIHERN 0:ZFGON STATE COLLEGE LIBRARYASHLAND, OREGON 97520
BEAR CREEK AREA
TRANSPORTATION STUDY
Volume 1
FACTUAL DATA REPORT
Prepared by
TECHNICAL ADVISORY COMMITTEE
-APublished by
Oregon State Highway Commission
s ,.
Survey Conducted in Cooperation with
U. S. Department of Transportation-Bureau of Public Roads
and
Department of Housing and Urban Development
December, 1967
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PARTICIPATING AGENCIES l7
Oregon State Highway Department
Bureau of Public Roads LBureau of Governmental Research and Service
Jackson County --
City of Ashland
City of Central Point
City of Eagle Point
City of Jacksonville
City of Medford
City of Phoenix
City of Talent
iv
| ADMINISTRATIVE POLICY COMMITTEE
r Earl L. Miller, ChairmanJudgeJackson County
F Rodney KeatingCommissionerJackson County
F Henry Padgham
CommissionerJackson County
George L. JonesCouncilman
~~~ ~Ctty fAstnr of Ashland Richard C. CottleCouncilmanr City of Ashland
Dale BartleyMayorCity of Central Point
^ Dr. Albert EatonCouncilmanF~ City of Eagle Point
William G. JonesCouncilmanr City of Jacksonville
s James J. DunlevyMayorr City of Medford
Gilbert J. Gutjahr, Vice ChairmanCity Managerr C ]Ctqi of Medford
Lyndel D. JenningsCouncilmanr- City of Plioeniic
t oJohn TompkinsCouncilmanr- City of Talent
Don JohnsonAssociate DirectorBureau of Goverinmental
Research anid Service
F. B. CrandallTraffic EngineerOregon State Highway Department
William L. CranfordSecretaryOregon State Highway Dept.
(non-voting)
rv
TECHNICAL ADVISORY COMMITTEE
Robert J. CarstensenCounty EngineerJackson County
Allen AlsingCity EngineerCity of Ashland
Freeman MasonAdministratorCity of Central Point
Oran C. ChastainAdministratorCity of Eagle Point
Malcolm McDowallCouncilmanCity of Jacksonville
Vernon Thorpe, Vice ChairmanDirector of Publzc Works
Medford
James WasdenPlanning DirectorMedford
Donald G. AveryCity of Phoenix
Loren E. WaldenBuilding InspectorCity of Talent
George BrennerPlanning Consultant
Bureau of GovernmentalResearch and Service
Richard ArenzProg, and Plan. EngineerBureau of Public Roads -
(non -voting)
Robert E. Royer, ChairmanAsst. Planning Survey EngineerOregon State Highway Dept.
William L. CranfordProject Engineer (Study Director)Oregon State Highway Department
(non-voting)
vir
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PREFACE
I t
This report presents a factual picture of the traffic and the use of
streets and highways as existed in 1965 within the Bear Creek Area.
The purpose of this report is to provide a reliable base upon which
future traffic projections can be made. These projections can be used to
show need for improvements to the existing street system and point the
way in locating new roads to best serve the public needs.
Volume 2 will cover projections of these data to 1985. Based on these
projections, Volume 3 will present one or more comprehensive trans-
portation plans.
--- a
vii
TABLE OF CONTENTSF
PagePREFACE-------------------------------------------------------------------------------- --VII
ACKNOWLEDGMENTS .xii t
ORGANIZATION -- I-I
SUMMARY OF FINDINGS AND CONCLUSIONS--------------------------xiv L
NOMENCLATURE xv
CHAPTER 1-INTRODUCTION -------- --------------------------------------------------------- 1General Description and History of the Study Area-------------------------------- . . - - .. - - .1Objectives of the Study ... ------------------------------------------------------------ --------- 3Study Organization and Methods---------------------------------------------------- ------- 4iThe Study Area ---------------------------------------------------------------------------------------- 4
CHAPTER 2-CITIES IN THE STUDY AREA . . .9Introduction ....-.....The Seven Cities ------ - -------------------------------------------------------------- --------------------------------------------------- -
CHAPTER 3-EXISTING TRAVEL FACILITIES ---------------------------------------------------- 15The Major Street Network ----------------------------------------------------------------- 15I nventor ies and Special Surveys- ---- ------------------------------------ 15Physical Street nventories ----------------------------------------------------------- 15Travel Times ---------------------------------------------------------- ---------------- 18Control Devices Inventory and Service Volume Survey 8------------------------------ ----------- 1Street Capacities --------------------------------------------------- -------------------- 22Traffic Volumes --------------------------------- ------------- ----------- --------------- 24Parking Inventoryy ---------------------------------- - ---------------------------------24Accidents -- -- --------------------------------------------------------------------------- 29Public Transit ------------------------------------------------------------------------ 36Financial Records ---------- -------------------------------------------------------------- 36
CHAPTER 4-ORIGIN-DESTINATION SURVEY----------------------------------------------------- -37 ,Introduction ------------------ ----------------------------------------------------------- 37The Survey Techniques --- - ---------------------------------------------------------------------------------------.37Expansion of Data-----------------------------------------------------------------------39
CHAPTER 5-TESTING OF TRIP AND NETWORK DATA -------- --------------------------------- 42Introduction ----------------------------------------------------------------------------- 42 rScreen Line and Cordon Line Checks ---------------------------------------------------------......... 42Reliability of Travel Facilities Data ---- 43------------------------------------------- ----- 43Summary of Reliability of Data ... 48------------------------------------ ------------ 48
CHAPTER 6-CHARACTERISTICS OF TRAVEL ---------- 49QattofTae------ --------------------------------------------------------------------------- 4Q uantity of T ravel - ------... ........................................................ .----- -------------- ------------------------------------ 49
Time of Travel---_----------------------------------------------------------------------------------------------------------- 54Travel Patterns and Land Use----------------------------------- -------------------------- 58Location of Travel ..... -----------------------------------------------------------------... ....... 58
CHAPTER 7-EXISTING LAND USE------------------------------------------------------------ 62Introduction ---------------------------------------------------------------------- 62The Survey ---------------------------------------------------------------------- 62Patterns of Land Use -------------------------------------------------------------- 62Agricultural Land Use ---------- ------------------------------------------------------------------------------ --------- - 63Residential Land Use --------------------------------------------------------------------- 63Commercial and Service Land Use --------------------------------- - ------------ ----- 63Industrial Land Use ------------------------------------------ ---------------------------- 64Public Facilities ------------------------------------------ -------------------------------- 64Summary . . .. . . --.....----------------------------------- --------------------------- 64
APPENDIX ---------- --------------------------------- ----------------------------------------------- 67
viii
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LIST OF FIGURES
Figure PageChapter 1
1 Population Growth-1860-1965 ------------------.............................-........................ . . ..............................................-................... 3
2 Organization of the Study-----------------------------------------------------------------------------5
Chapter 3
3 Vehicle Accumulation in the Central Business District Areas ............................................................................................. 27
4 Parking Facilities Used --. .... .................... .... 2.................................................................................................................. 28
Chapter 4
5 Flow Chart for Origin-Destination Survey .................................-.......................................... 38
Chapter 5
6 Example of Node Link System ----------------------------------------------------------------------- 46
7 Example of Minimum Time Path Tree ----------------------------------------------------------------- 46
Chapter 6
8 Trips by Purpose and Mode-Internal Residents---------------------------------0--------------------------------------50
9 Trips by Internally Based Trucks by Business or Industry of Owner ..........----................................................................. 50
10 Average Passenger Car Occupancy ...--------------------------------------------------------------------- 51
11 Person Trips by Purpose and Hour-Internal Residents ............... 5................................. ................ ...... 54
12 Trips by Purpose and Hour-Through Cordon Line ---------------------------------------------------------------------- 55
13 Trips by Mode and Hour-Ashland CBD-Internal Residents ............................................................... ..................... 55
14 Trips by Mode and Hour-Ashland CBD-Through Cordon Line .........---------................ ............................................. 56
15 Trips by Mode and Hour-Medford CBD-Internal Residents ------------------------------------------------------------------------------------ 56
16 Trips by Mode and Hour-Medford CBD-Through Cordon Line ...........--- ..................... ..--............-------------------------- 57
17 Accumulation by Mode and Hour-Ashland CBD-Internal Residents ..............---- -------------------------------------------- 57...... . . 57
18 Accumulation by Mode and Hour-Medford CBD-Internal Residents ----------------................................ ......................... 58
19 Person Trips by Land Use at Destination-Internal Residents -................................................... ..................................... 59
20 Person Trips Between and W ithin M ajor Centers ............................-........... 6...................................................................... 61
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-7
ACKNOWLEDGMENTS
The Bear Creek Area Transportation Study isa cooperative venture supported by the governmentalagencies represented on the Technical AdvisoryCommittee. To each agency and the civic groupsactive in the area, the study staff expresses theirgrateful appreciation.
Special appreciation is given to the citizens whograciously gave their time to be interviewed. It isonly with such cooperation that accurate and mean-ingful transportation studies can be made.
The Oregon State Employment Service greatlyassisted in the application, interviewing and hiringof the large numbers of temporary employees neededfor gathering and processing interview data. Thedevotion to duty and high quality of work producedby these temporary employees, all local residents, was
outstanding. The study staff is most grateful tothe temporary personnel.
The Road Department of Jackson County andthe Public Works Departments of Ashland andMedford, were instrumental in developing traveltimes, street inventories and other physical inven-tory records for their respective areas of responsi-bility in the study.
Acknowledgment is also given to the assistance,cooperation and contribution of the Bureau of Pub-lic Roads and the Department of Housing and Ur-ban Development Agency.
To all these persons and organizations, as wellas to the many individuals who gave their support,cooperation and encouragement, we wish to expressour most grateful "thank you".
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xii rRI "
ORGANIZATION
At the request of the City of Medford and Jack-Kson County, preliminary discussions and plans forL - a comprehensive transportation study in the Bear
Creek Basin began in January, 1961, between repre-Ksentatives of the Oregon State Highway Depart-ment, the Bureau of Public Roads, the Bureau of
Governmental Research and Service, the City ofT Medford and Jackson County.
The above agencies were joined in early 1964 bythe cities of Ashland, Central Point, Eagle Point,
__ Jacksonville, Phoenix and Talent in forming theAdministrative Policy Committee for the Bear CreekArea Transportation Study. Each political juris-diction is represented on this committee by onemember, with Ashland, Medford, and JacksonCounty each having a second member. The Ad-ministrative Policy Committee defined the scopeand extent of responsibility of each participatingagency and assured adequate financing. This gov-
*- erning body created a Technical Advisory Com-mittee to work on the tabulation and analysis ofdata and the formulation of transportation plans.
The Technical Advisory Committee is composedof planners, engineers, and officials from the par-ticipating agencies, each agency having equal repre-
sentation. During the data gathering phase, thiscommittee scheduled and coordinated related studiesthrough an appointed Study Director, a non-votingmember of the Committee. As future data projec-tions and transportation plans are developed, theTechnical Advisory Committee will make recom-mendations to the Administrative Policy Committeeon matters of policy and evaluated technical datain respect to over-all study objectives.
The Administrative Policy Committee will de-cide matters of policy and work towards the adop-tion of a comprehensive transportation plan whichbest fits the needs of the entire area. The Com-mittee will press to execution the selected plan.
The study has been financed by agreement be-tween the Bureau of Public Roads and the OregonState Highway Department for the utilization ofHighway Planning and Research funds, by agree-ment between the Bureau of Governmental Researchand Service and the Department of Housing andUrban Development Agency for the utilization of701 Planning Assistance Funds and by agreementwith the cities and county within the Study Areato undertake specific tasks within their normalbudgets.
xiiia-
SUMMARY OF FINDINGS AND CONCLUSIONS
The Bear Creek Transportation Study Area is near the Oregon-California border and covers an areaof 216 square miles, all in Jackson County.
There are seven incorporated cities within the Study Area.
The 1965 population of the Study Area was about 72,500 people.
The major street network contains 303 miles of roads of which 242 miles are arterials and collectors, andthe remaining 61 are freeways and ramps.
The traffic during an average weekday in and through the Study Area includes 178,038 passenger carand light vehicle trips. In addition, there are 26,100 truck trips. When passengers are included, there area total of 292,262 person trips.
Average passenger car occupancy was 1.4 persons for intra-area trips and 1.8 persons for automobilescrossing the cordon line. Work trips experienced the lower car occupancy for both internal and external trips.
Trips "to home" are the most common and constitute 33.1 % of all person trips.
Principal peaks of travel to the Ashland and Medford CBD's occur at 8 AM and 4-5 PM. The AMAshland peak is less pronounced than is the Medford AM peak.
The peak hour of vehicle accumulation in the Ashland CBD is 3-4 PM when 27 % of the available park-ing space is in use. The peak for the Medford CBD is 2-3 PM when 58% of the available parking spaceis used.
For the Ashland CBD, 59% of the parking space available is legal curb parking. For the MedfordCBD, 37% of the available parking space is legal curb parking.
Ashland's CBD has more parking spaces per 1,000 population than does Medford, Salem, Eugene, orSpringfield. Medford has more parking spaces per 1,000 available than does Salem, Eugene or Springfield.
In the Study Area in 1965 the motor vehicle accidents on the arterial and collector highways were from131% to 148% higher than statewide rates for comparable roads. Freeway accidents were about the sameas the statewide rates for freeways.
xiv
-- ,_ In 1965 the economic loss due to motor vehicle accidents in Jackson County and the cities of Ashlandand Medford was $6,709,480.
Of the total samples selected for interview during the Origin-Destination Survey, approximately 3,138were for home interviews and 1977 were for truck-taxi interviews. In addition, 18,600 interviews ofmotorists were obtained at cordon stations.
Survey data indicated that other than in group quarters there were 71,045 people living in 22,176dwelling units at the time of the survey, an average of 3.2 persons per dwelling unit. In addition, therewere 1,568 persons living in dormitories and other group quarters.
On an average day, during the survey period, residents of the Study Area made 158,000 auto trips or233,000 person trips inside the Study Area. This travel averages to 7.2 auto driver trips or 10.6 person trips
- per dwelling unit.
- Trip making by families (households) and the number of autos available per household are related tocertain social and economic characteristics of the population, the most important being the number of per-sons per family, residential density and family income.
xv
NOMENCLATURE
Arterial Street: A street primarily for thru trafficusually on a continuous route, and having in-tersections at grade and direct access to abut-ting property.
Auto Driver Trip: One-way travel of an autodriver between two points, and is used toidentify single vehicle trips.
Average Daily Traffic (ADT): The number of ve-hicles passing a designated point during 24hours of an average of the seven days of theweek for the 52 weeks of the year.
Average Weekday Traffic (AWD): The numberof vehicles passing a designated point during24 hours of an average of the five weekdaysof a week for the 52 weeks of the year.
Capacity: The maximum number of vehicles perunit of time that can be handled by a particularroadway component under the prevailing con-ditions.
Capacity Restraint: A computer technique whichadjusts the network traffic assignment utilizingthe ratio between the assigned volume and thegiven capacity of the particular network linkbeing loaded.
Central Business District (CBD): That portion ofa city containing the major functional officesof the city and including main business andcommercial centers.
Coding: The means of translating data to a nu-
merical counterpart so that it may be trans-ferred to tabulating cards or tapes for analytical
purposes.
Collector Street: A facility that connects internaltraffic movements within an area to the ar-terial system.
Cordon Line: An imaginary boundary completelyenclosing the area of the study within which
the internal interviews are conducted.
Core Area: That part of the CBD which containsthe most concentration of attractions andeconomic activities.
Corridor of Traffic: Traffic operating on parallelfacilities which can be analyzed as a singlevolume of traffic.
District: The largest subdivision of a sector.
Dwelling Unit: A single room or group of rooms,occupied or intended for occupancy as separateliving quarters.
External Interview Station: A point on the cordonline where motor vehicles are stopped anddrivers interviewed regarding their trip.
External Survey: That part of the O-D surveyconducted at interview stations, on significantroads or highways crossing the cordon line.
Freeway: A facility devoted entirely to the taskof traffic movement. It is characterized by fullcontrol of access and is a multi-lane dividedroad with no intersections at grade.
Gravity Model: A mathematical trip distributiontool, adapted from Newton's Law of Gravita-tion dealing with quantities of masses (zonecentroids in this instance) and a variable func-tion of the distance between each pair ofmasses.
Growth Factor: A ratio indicating future growthof trip ends for zones determined by analyzingsuch items as land use, population, floor space,and other trip generating characteristics.
Internal Survey: That portion of the Transporta-tion Study conducted within the cordon line.
Light Vehicles: Classification used to representpassenger cars, pickups and panels (Excludestaxicabs).
Link: A portion of the major street system be-tween two nodes.
Major Street Network: Pattern of freeways, ex-pressways, arterial and collector streets towhich traffic is assigned.
Minimum Time Path: Shortest route by time onthe major street network from a point of originto a point of destination.
xvi
Mode of Travel: The means by which a trip from
one place to another is accomplished such asauto driver, passenger, public transit rider, etc.
Node: A specific point on a study system or net-
work. It may be a point where two or morelinks intersect and at which a choice in travel
routing is possible, or a zone centroid.
Off Peak Hour Travel Time: The average travel
time required to pass over a section of streetat times other than during the AM or PM
peak hour of travel.
Origin-Destination Survey (O-D Survey): A sur-vey devoted to obtaining data regarding the
beginning and ending points of trips made bypersons and vehicles, as well as pertinent in-
formation concerning the trip and/or tripmaker.
Person Trip: One-way travel of a single personbetween two points as an auto driver, vehicle
passenger or transit passenger.
-- Screen Line: An arbitrary line through the studyarea which intercepts major traffic movements
and is used to test the reliability of interviewtrip data.
Sector: Largest subdivision of the Study Area.
Selected Sample: A representative group of dwel-ling units, taxis, or trucks selected within the
internal area for investigation and study.
- Station: Point of interview on the external cordon
line of the study.
Study Area: The area for which land use andtransportation planning is being undertaken.This includes the area lying wholly within thecordon line.
Subzone: A subdivision of a zone. This is the
smallest subdivision of the study area.
Thru Trip: A trip passing through the study area
having both origin and destination outside the
area.
Traffic Assignment: The process which estimatesvehicular volumes that will use each individualportion of the major street network.
Traffic Volume: The number of vehicles passing
a given point during a specified period of time,usually expressed as vehicles per hour (vph)
or vehicles per day (vpd).
Travel Time: The average over-all time requiredto traverse a link or series of links.
Tree: All minimum time paths on the major street
network from one particular zone centroid
to all other zone centroids.
Trip Attraction: A particular land use which fora particular purpose attracts trips to the land
use.
Trip End: Either the origin or the destination of
the trip.
Trip Production: A particular land use where trips
are produced to be attracted to other land uses.
Trips are usually considered to be produced at
residences.
Zone: Largest subdivision of a district. The zoneis the "working unit" of the study and is a
geographic area designed primarily for theanalysis and forecasting of travel data.
Zone Centroid: The point which is designated to
represent the center of trip ends in a zone.
Xvii
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MAP 1
LOCATION OF
BEAR CREEK AREA TRANSPORTATION STUDYIN OREGON
Portan The Dalles
Haka
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CHAPTER 1 --- INTRODUCTION
GENERAL DESCRIPTION AND HISTORYOF THE STUDY AREA
OBJECTIVES OF THE STUDYSTUDY ORGANIZATION AND METHODS
THE STUDY AREA
General Description and History of the StudyArea
The Bear Creek Area Transportation Studyencompasses 216 square miles located in south-western Oregon. The Pacific Ocean is 80 milesto the west. The south boundary of the StudyArea is within 12 miles of the Oregon-California
W-M border at the foot of the Siskiyou MountainRange. Map 1 shows the location of the StudyArea in Oregon. Map 2 shows the Study Arealocated in the south central portion of JacksonCounty. It contains 83 percent of Jackson
County's population and the cities of Ashland,Central Point, Eagle Point, Jacksonville, Med-ford, Phoenix and Talent. Of the seven cities,Medford is the largest and is located in the ap-proximate center of the Study Area. The south-ern end of the valley near Ashland has the higherelevation (2,000 feet) and Bear Creek, whichdrains the valley, flows northwest to a conflu-ence with the Rogue River at the northwest cornerof the Study Area. The cover of this volume is aphotograph of a three-dimensional relief mapshowing the Study Area and the immediately sur-rounding mountains.
LOCATION OF BEAR CREEK AREATRANSPORTATION STUDY IN JACKSON COUNTY
1
Cdc
A few immigrants came to the Valley in 1850,but the first great influx of settlers was a yearlater after the discovery of gold deposits in Jack-sonville. Early pioneering life was rugged andhazardous because of wars and conflicts with theIndians. Many places and physical features ofthe area bear Indian names or names associatedwith battles with various tribes. Bear Creek wasoriginally named Stuart Creek after a U. S. ArmyCaptain Stuart, killed by Indians at a site nearthe creek. Within a year local notoriety overthree grizzly bears which were killed after attack-ing an ox-drawn wagon caused the creek to beknown as Bear Creek. The Rogue River was sonamed by early trappers in reference to partic-ularly troublesome Indians who inhabited thearea. In 1853 the Oregon Legislature attemptedto change the name to Gold River, but the newname didn't "stick" and the river is still calledThe Rogue. The heritage of a comparatively re-cent pioneering past is quite evident throughoutthe entire Study Area.
Mining activity and the accompanying settlersresulted in the incorporation of Jacksonville in1860. The area's principal economic activity wasmining until about 1900; up until this time it issaid that $35,000,000 in gold had been washed fromthe gravel of stream beds. The 1880's witnessedthe incorporation of Ashland, Medford and Cen-tral Point. The first decade after the turn of the
century saw mining replaced in economic impor-tance by the rapidly growing fruit and lumberindustries. In 1911 the remaining three citieswithin the Study Area, Eagle Point, Phoenix andTalent, were incorporated.
Since 1850 the valley has experienced a steadyincrease in population. The one exception wasthe 1910 to 1920 decade that saw a 20 percentdecline in population. Population growth in theStudy Area has never been spectacular, but pro-jections predict at least a continuation, if not anincrease, in the pace of the more recent growthpattern. See Table 1 and Figure 1. The popula-tion of the Study Area in 1965 was about 72,500people.
As a result of the geographical situation, inter-regional rail and highway facilities have beenconstructed through the valley. These transporta-tion systems, together with the mountainous ter-rain which separates the area from other centers,has stimulated the development of the valley asa trading center for the outlying population, asa manufacturing and processing center for woodand agricultural products and as a recreationcenter.
From the Study Area the distance is consid-erable to other urban areas which have shoppingcenters of competing or larger size. To the northand west smaller shopping centers are found inGrants Pass (30 miles) and Roseburg (96 miles).
-w
TABLE 1
POPULATION GROWTH1860-1965
Year1860 ----------------------------------1870 --------------------------------------18801890 --------------------------------------19001910 -------------------------- ------------1920 ---------------------- - ---------------1930......................................1940----------------------- ----------1950 . .1960 . ---- - - ------------------------------------------19 6 5 .. ----- -- - - - - - - - - - - - - - -- - - - - -- - - - - - - -
City of % GrowthAshland in Decade
8421,7842,6345,0204,2834,5444,7447,7399,119
11,800
111.947.690.6
- 14.76.14.4
63.117.829.4
City of % Growth JacksonMedford in Decade County®
3,7364,7788,154
967 11,4551,791 85.2 13,6988,840 393.6 25,7565,756 -34.9 20,405
11,007 91.2 32,91811,281 2.5 36,21317,305 53.4 58,51024,425 41.1 73,96228,000 14.6 92,100
% Growthin Decade
27.970.740.519.688.0
- 20.861.310.061.626.424.5
K-
Q Jackson County total includes Ashland and Medford totals.(D Half-Decade totals estimated by Oregon State Board of Census.
2
- - It is 167 miles to Eugene before more extensiveshopping facilities are found. To the south itis 156 miles to a shopping center in Redding, Cali-fornia and 318 miles to the center of the denseurban area of Sacramento, California. The near-est shopping center to the east is 76 miles inKlamath Falls.
FIGURE 1
POPULATION GROWTH1860 -1965
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20
population and economic growth? Will the exist-ing and presently planned transportation systembe adequate to meet the needs of the future? Ifnew road facilities will be needed, what is the bestcombination of facilities that will meet the publicneeds? Will such a transportation system serveand encourage the most desirable use of land andpromote better area development?
Extensive use is being made of modern elec-tronic computers and the newest techniques fordeveloping models of present and future traffic.The use of such equipment and methods permitsa thoroughness of analysis and flexibility for fu-ture planning not possible any other way, but isnot without limitation. The primary effects ofsuch limitations are concerned with the amountof detail required from computer analysis andthe accompanying costs involved. In planning atransportation study the desire for the study toreveal all transportation facts, down to the small-est detail, must be balanced against the excessivecost of obtaining and properly evaluating suchfine detail. The Bear Creek Area TransportationStudy has been planned to give complete and de-tailed trip information concerning areas of vary-ing size down to small neighborhoods. BCATSwas not planned to give information on a block-to-block basis. As a practical matter, this meansthat both present and future traffic loadings onindividual streets must be viewed as part of trafficmovements within corridors. A corridor may con-tain two or more existing facilities, as well asalternate locations for new construction. The de-gree of fineness of detail going into BCATS issuch that loadings and analysis related to cor-ridors will be of a high degree of accuracy. Load-ings and analysis related to short lengths of spe-cific streets will be less reliable.
The initial phase of the transportation studywill be presented in three volumes. Volume I,which is contained in this volume, will present thefactual data describing traffic conditions and pat-terns as inventoried on an average weekday in1965 and identify the current trends and the fac-tors which best indicate those trends. Volume IIwill cover the development of future demands forwhich the transportation system will be designedin accordance with the projected future social and
0 0 0 0 0 0 08D 0 0 N r (D 8
co co 0) 0) 0) 0) a)
YEAR
Objectives of the Study
The primary objectives of the Bear CreekArea Transportation Study (BCATS) are:
(1) To obtain data and analyze present trafficpatterns.
(2) To forecast future traffic and the require-ments of an adequate future transporta-tion system for the target year (1985).
(3) To conduct tests and evaluations of vari-ous future systems.
(4) To devise and implement a long-range planof improvements within the Study Area tosatisfy these requirements.
The study will answer such questions as: Whattransportation problems will be created by future
3
--
economic development of the area. Volume IIIwill contain the recommended plan(s) for the fu-ture transportation system and suggestions for itsimplementation. Thereafter, subsequent updatingwill be accomplished to maintain the accuracy andtimeliness of the initial study.
It must be understood that this volume, theFactual Data Report, will contain data pertainingto current (1965) conditions affecting travel. Theprimary purposes of the Factual Data Report are:
(1) To develop and identify existing travelcharacteristics which can he projected toa future year.
(2) To determine existing network impedanceecharacteristics which will effect patternsand identif'v those which will also effecttravel in the target year, (1985).
(3) To identify the existing social and eco-nomnic indicators which can he related tothe development of travel.
Std'q Or(qanization and Methods
The Bear Creek Area Transportation Studywas activated in 1964 by the participating agen-cies through the formation of the AdministrativelPolicy Committee and the Technical AdvisoryCommittee. (See Organization of the Study,Figure 2).
The members of the Technical Advisory Com-nittee operate in an advisory capacity to theAdministrative Policy Committee, and reportmonthly to the supervisory body. Figure 2 alsoshows the various activities and projects neces-sarv to the gathering and assembly of factualdata. Such projects as the origin-destinationstudy, street and highway inventory, land use,traffic volume and travel time studies are co-ordinatedl, supervised, and reviewe(l by the Tech-nic al Advisorv Committee. Individual agenciesare assigned specific tasks of data collection ac-cording to allocation of funds and/or manpowerlreviouslv ecommitted for these purposes.
A goal of a transportation study is to be ableto plredict future transportation needs so thatadequate an(l ln)bliclv acceptable plans can beibade to meet suchl needs as they occur. One of thefirst steps is to define an(l evaluate the present(lay transportation system and travel habits of
the people in the study area. Such a "picture"of today's traffic must be accurate and completeas it is upon this base that future predictions willbe made.
A comprehensive Origin-Destination Surveywas made in 1965, the study base year. The char-acteristics of the transportation system were de-fined through such studies as physical streetinventories, traffic volume data, travel times andstreet capacities. The travel patterns of motoristsmoving within or through the Study Area wereascertained by conducting interviews of peoplewithin their homes, motorists on highways enter-ing and leaving the study area and the owners oftrucks based within the study area. In addition,studies were made of social factors, land use,population and income by the Bureau of Govern-mental Research and Service, University of Ore-gon and the planning departments of the partici-pating agencies.
This volume is a report of facts related to anaverage weekday in 1965, and will be used as abasis of predictions for the transportation needsof the future.
The Study Area
This section is primarily a description of theBCATS Area, what it is composed of, howit is served and the division and subdivisionswhich were made in the Study Area, so that re-cording and analysis of the data might be accom-plished.
The cordon line established around the StudyArea conforms with one exception to the limitsof the Bear Creek Urban Region as defined instudies conducted by the Bureau of GovernmentalResearch and Service. The one exception being anarea of 8.9 square miles, surrounding and includ-ing Immigrant Lake, which was part of the BearCreek Urban Region Studies, but was excludedfor technical reasons in the Bear Creek AreaTransportation Study. The area in questionabuts to the southeastern limits of the BCATSArea.
The populous portions of the Study Area arelocated along Bear Creek, which drains a long al-luvial valley extending about 25 miles in a soutli-east-northwesterly direction. It is bounded on
4
FIGURE 2
ORGANIZATION OF THE STUDY
ADMINISTRATIVE POLICY COMMITTEE
Policy-Making Body
Overall Study Responsibility
TECHNICAL ADVISORY COMMITTEE
Advises Administrative Policy Committee on Technical Matters.
Makes Recommendations to the Administrative Policy Committee.
Conducts, Coordinates and/or Reviews the
Technical Functions of the Study.
ICOORDINATES
Capacity Studies
Travel Time Studies
Physical Street Inventory
Other Studies Involving Participating Agencies
Traffic Volume Studies
Control Devices Inventory
REVIEWS
Origin-Destination Survey
Land Use and Economic Forecasts
Population Forecasts
Parking Inventory and Survey
Related Studies
Overall Transportation Report
5
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MAP 3
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Zone Number
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the north by the Rogue River, on the east, southand west by ranges of mountains of rolling torelatively steep character. The easterly moun-tains are covered with oak and madrone, whilethe southern and western ranges have heavilywooded conifer forests. Elevations of these moun-tains range from 4,000 to 6,000 feet, with peaksabove 7,500.
Valley population has concentrated in theseven cities and their surrounding areas. Popu-lation densities in the cities range from 8 to 12persons per net acre in the single family areasto 45 persons per net acre in multi-family develop-ments. Unincorporated areas have densities ofone to three persons per net acre, except for anurban fringe around Medford, where the densityis near six persons per net acre.
Among the reasons that cause the entire StudyArea to operate as a single urban complex are thegeographical isolation from other urban areas,the topographical limitations to future develop-ment within the area and the economic interde-pendence of the several communities. An attitudeprevails throughout the area that considers thevalley as a single community with similar needsand problems. This environment makes possiblethe extensive coordination among the seven cities,Jackson County and other public agencies.
The Bear Creek Area is well served by publictransportation facilities. The result is that theStudy Area serves as a trading center for a muchlarger geographical area, even reaching into theneighboring State of California. The new Inter-state Route I-5 is the main route for north-southtraffic and is a part of the National System ofInterstate and Defense Highways. A parallelingroute, US99, lies just west of the I-5 Freeway,connecting the valley towns and merging into I-5at the north and south ends of the Study Area.ORE 238 travels west through Jacksonville toGrants Pass and has a connection to US199, whichleads to US101 at Crescent City on the northernCalifornia Coast. ORE 66 and ORE 140 bothgo east to Klamath Falls. ORE 66 is the south-ernmost route from Ashland, while ORE 140,the Lake of the Woods Highway, connects to ORE62 in the north of the Study Area near the
City of Eagle Point. ORE 62 leads directlynorth to Crater Lake and is an important, heavilytraveled, part of the transportation system withinthe Study Area. Interstate bus services are pro-vided by Greyhound and Continental Trailways.Greyhound provides pickup points in Ashland,Central Point and Medford. Continental Trail-ways provide similar service at Medford. Rail-road freight service is provided by the SouthernPacific Railroad trunk line; no passenger serviceis offered. There are two public airports. TheMedford-Jackson County Airport, a non-hub com-mercial airport, serves as a major commercialcarrier facility. This airport is served by UnitedAirlines, West Coast Airlines and Pacific Air-lines. The Ashland Airport, a visual flight rulesairport, provides the area with a modern, light air-craft landing strip.
For analysis purposes, the Study Area wasdivided into areas of decreasing size called sec-tors, districts, study zones and sub-zones. Theinternal boundaries of the sectors were arrangedin a convenient way so they could be used asscreenlines to check the validity of the study data.There are eight sectors which are divided into48 districts. The districts are further divided into164 study zones and 528 sub-zones. The finaland smallest area division, the sub-zone, assistsin making a finer detailed study of land use. Manysub-zones consist entirely of one trip attractor,such as a shopping center, or a manufacturingbusiness establishment.
It is the next larger sized area, the studyzone, which is, in fact, the heart of the trans-portation study. All traffic analyses are accom-plished with trip data identified as to zones oforigin or zones of destination. Only study zoneshave centroids and it is from these centers thatall traffic is considered to be produced or at-tracted.
For the purpose of economic and social studies,another area division is used called the analyticalzone. The BCATS analytical zones were com-binations of two or more study zones. Map 3shows the sectors, districts, study zones andanalytical zones for the Bear Creek Area Trans-portation Study.
rHH_
H
H8
CHAPTER 2 - - - CITIES IN THE STUDY AREA
INTRODUCTION
THE SEVEN CITIES
- Introduction
Chapter 1 related the Study Area to the Stateof Oregon and to Jackson County. Additionalinformation is required so that the inter-relation-ship of the various cities to each other will be'more easily understood by persons not familiarwith the area.
Maps of the cities in the Study Area, as they-- existed in 1965, are shown on Map 4. The
streets indicated as double lines are part ofthe Major Street Network and it is only uponthese streets that loadings of present traffic willbe analyzed. The single line streets indicate allof the remaining streets within each city and uponthese streets no traffic analysis will be made inthe initial phase of the study. The maps shownames only for the streets of the Major StreetNetwork. For the purpose of clarity the namesof the remaining city streets are not indicated,but their location and relationship to the MajorStreet Network can readily be seen. This relation-ship is not as easily discernible on the larger scalemaps shown in other chapters and it is suggestedthat the reader refer to these city maps when addi-tional street detail is desired.
The Seamen Cities
The City of Medford had a 1965 population of28,000 people, which ranked it the fifth mostpopulous in the state. It was incorporated in1885 and has been the county seat since 1927when the county government was moved fromJacksonville. Since the base year of the study,a new City Hall has been built near the CountyCourthouse, as well as a Federal Office Buildingon a nearby site, leaving no doubt that Medfordis the center of government for the valley. Large,new hospitals make it a medical center, not onlyfor the valley, but also for a much larger area.TIle retail shopping facilities are extensive and
the local merchants evidence considerable inter-est in keeping abreast of modernization and inmaintaining economic prominence in the area.
Ashland was incorporated a year before Med-ford and has a base year population of 11,800.It is an educational, cultural and winter sportscenter. Southern Oregon College, a state institu-tion, is the only college in the Study Area and islocated in the center of Ashland. The nationallyknown Shakespearean Festival takes place inAshland each year, with a large number of theresidents being directly involved. The nearbyMt. Ashland ski area with extensive facilitiesand easy access is attracting increased numbersof visitors each year. Of recent years, the cityhas developed as a residential community withmany residents working in other areas of thevalley.
The cities of Talent and Phoenix are locatedbetween Ashland and Medford and serve mainlyas residential areas for people working in otherareas. Both Talent and Phoenix were incorpo-rated in 1911. The 1965 population of Talent was1,310 and Phoenix had 1,086 people in the sameyear. The commercial areas of both cities areof local service type and take the form of stripdevelopment along US99, which was formerly themain north-south Interstate traffic route prior toconstruction of the I-5 Freeway. Small acreagesemi-rural homesites surround both incorporatedareas.
The City of Jacksonville is about five milesdirectly west of Medford. It is the oldest city inthe area, born during the gold rush era of 1850and incorporated in 1860. The 1965 populationwas 1,290. A number of well preserved historicbuildings, as well as a pioneer museum in the oldCounty Courthouse attract many tourists eachvear. The Peter Britt Music Festival is com-patibly scheduled each year with the AshlandShakespearean Festival and is attracting wide
9
MAP 4
CITIES IN STUDY AREA
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Major Street Network
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attention. Commercial development is limitedand the majority of the residents work and shopin Medford. Efforts are being made by the resi-dents to enhance the historical aspects of the cityto make it more attractive to tourists.
The southern city limits of Central Pointnearly touch the northern city limits of Medfordat one point. Central Point was incorporated in1889 and has experienced more than a 50 percentgrowth within the last five years. The 1965 popu-lation was 3,400. It is located near the northernindustrial part of Medford and the unincorpo-rated industrial community of White City. ManyCentral Point residents are employed in the close-at-hand industrial and lumber mills, two mills be-ing located within Central Point. Shopping facili-ties are local in nature with a co-op and grainelevator catering especially to agricultural needs.
White City is an unincorporated industrialpark development which originally was based onthe facilities installed for Camp White, a WorldWar II military installation. Of the original mili-tary construction only a few buildings remain,most being a part of the still active VeteransDomicilliary. New industry has located in thisarea and a shopping center and housing develop-ment is under construction.' Formerly, there hasbeen almost no shopping facilities and few resi-dents in the area. White City has ample room for
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12
MAP 4 (CONTINUED)
TALENT
Major Street Network
_ _ Local Streets
City Limits
13
growth.
Eagle Point was incorporated in 1911 and hada 1965 population of 910. Many residents are em-ployed in the industrial areas of Medford orWhite City and in the woods in the lumber in-dustry. Since the base year of the study, 1965,Eagle Point has more than doubled in area, withlarge annexations to the south and east of the
town. Commercial and shopping facilities arelimited. Eagle Point has a large physical schoolplant. The high school, grade school and primaryschools are located on adjacent campuses anddraw students from a 640 square mile rural andmountainous area outside the city limits. The day-time 1965 school population of 1,200 exceeded thatof the city.
14
CHAPTER 3 --- EXISTING TRAVEL FACILITIES
THE MAJOR STREET NETWORKINVENTORIES AND SPECIAL SURVEYS
PHYSICAL STREET INVENTORIES
TRAVEL TTIMES
CONTROL DEVICCES INVENTORY ANDSlRVICE VOLTjUME SURVEY
STRFTT CAPACITIES
TRAFFIC VOLU-MES
PARKING INVENTORYC (1(111) ANTS
P'lBLIC TRANSIT
FINANCITAL RECORDS
The Major Street Network
In defining existing travel conditions, it isnecessary to identify the streets and highwayswithin the Study Area which carry the bulk ofthe traffic load, as it is impractical to include allstreets for analysis. The Technical AdvisoryCommittee established a Major Street Networkcontaining freeways, arterials and collectorswhlich serve every part of the Study Area. It ison this Major Street Network system, as it existedin the base year, 1965, that all analysis of eur-rent conditions is made. The Major Street Net-\-Xorl contains a total of 303 miles of roads, ofwhich 53 miles are freeways, eight miles areraniips and 242 miles are arterial or collectorstreets. Map 5 shows the Major Street Network.
The mneefhanics involved in the assignment ofveh-liclular traffic by computer dictated to someextent tile nature of the major street system.Since traffic will be assigned in all cases to the- linilma time 1)ath between any pair of zones,it was obvious that the inclusion of a vast numberof local streets would be meaningless; most ofthem would never have a trip assigned. For thisreason, no local streets were included on thesvsteini other than those represented by the linksconnecting the zone centroids to the major streets\stenm. Collector streets are less limited, butwjTere only included on the system when there wasa possibility that traffic between zones would be
assigned to them. All arterials and freewayswere included in the major street system.
In? entorries and Special Surveys
Primary responsibility for the conduct of thevarious inventories and special surveys was as-sunned by Jackson County and the cities ofAshland and Medford. These were conducted inthe spring of 1965 at the same time that the O-DSurvey was being made by the State HighwayI)epartment. In all, eight special inventories orsurveys were made. Theey were: (1) the StreetInventory, (2) the Structure Inventory, (3) theRailroad Crossing-at-Grade Inventory, (4) theTravel Time Survey, (5) the Control DevicesInventory, (6) the Traffic Volume Survey, (7)the TParking Inventory and (8) Financial Rec-ords. These participating agencies also assistedin making classified vehicle counts at screen linelocations for the O-D Survey. A special PeakHour Capacity Survey was made by the StateHTigh way I)epartment of all intersections havingfixed time traffic signal control.
Piyslieal Street Inr entories
This group of special surveys was composedof the Street, Structure and Railroad Crossings-at-Grade Inventories. All sections of the MajorStreet Network were comp rehensively inven-toried for length of section, right-of-way width,I)ave\lment width, curb and sidewalk information,
15
MAP 5
A-', c --l�9
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IS'< - ,1
i. MIDWAY
- FOUR CORNERS
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MILES
MAJOR STREET NETWORK \ T A' 2 v
Freeway
Arterials and Collectors
Collectors
Local Streets
IHnumber of traffic lanes, turn restrictions, trafficcontrol devices, street lighting, pavement type,pavement condition and other physical streetdata. The length of each section under studv wasdetermined by the point at which the characterof the street was markedl changed, such aswhere two-lane streets widened to four lanes, orfor significant width changes or parking restric-tions. All structures such as bridges, tunnelsand culverts more than 25) ft. in length wereinventoried. Detailed data were recorded as tothe physical dimensions and clearances of allstructures, their approaches and any physicalfact related to the abilitv or limitation of thestructure to carry traffic. All railroad crossings-at-grade were inventoried. Not only was thephysical information recorded that pertained tothe roadway, but also data concerning the num-ber of tracks crossed, type of crossing, protectionor warning, the number of trains passing duringdaylight and at night (with their speeds) andother pertinent information. Data concerningaccidents were compiled for each crossing for 10years preceding the base year. All this informna-tion was used by the BCATS staff as essentialdata in computing capacities of each section ofthe Major Street Network. Elach political juris-diction concerned received copies of these phys-ical inventories for their areas of responsibility.The forms used for recording the Pfhvsical StreetInventories are reproduced in Appendices 109,
111 and 112.
Travel Times
Travel time runs were nadle on all sectionsof the Alajor Street Network. The "floatingear" method was used on all sections where therewas sufficient traffic to affect the speed of theobserver car. This method is based on the ob-server car maintaining a relative position in thetraffic flow by passing a car each time anothervehicle passes the observer car. Fromn 2 to 6recolding runs were made in each direction andtimes were recorded to the nearest second. Theform used to record the data is shown in A\p)pen-dix 108. Runs were made at off-peak hours onall sections where the timne of a p)eak-lhour loadcould be identified. Many rural iloa(ls had no
discernible peak-hour traffic, nor enough trafficto use the floating car technique. In such cases areasonable speed was used similar to speedstraveled by local cars. Where excessive variationin travel times appeared, additional runs weremade until more stable times were developed.
These travel times were applied to all linksin the Major Street Network and, by using a comi-puter, the shortest time path from every zonecentroid to all parts of the study area were cal-culated. Mlap 6 shows graphically the results ofsuch computations as applied to centers wnithinthe Central Business Districts of both Ashlandand Medford. For a motorist leaving from theCBD of Medford, the red contour lines show howfar he would be at anv time in intervals of twominutes. The blue contour lines show similartravel times as related to the Ashland CB1).
Travel times are used as impedance valueswhen traffic assignments are made by computersutilizing minimum time paths between zones andin adjustments made for use in future updatingof the street network system.
Control Devices Inventory andService Volume Survey
An inventory of traffic control devices wasmade for all signals, flashers and stop signs. In-formation such as location and type of controlwas recorded and all fixed time traffic signalswere selected for a further special survey todetermine the service volume (traffic capacity)at each fixed time signal location. Data weretaken bv a trained observer at each locationduring morning and afternoon pealk hours. Signaleveles were timed with a stop watch and themovement of all vehicles from all directions re-corded for a 15-minute period. Vehicles wereclassified into two groups, (1) light vehicles,wNlhieh included passengrer cars, pickups and paneldelivery trucks and (2) trucks, which includedall other vehicles except two wheeled vehicles\vlhichl were eonsidered not significant.
In the 13BCkTS Studv Area, most fixed-tinmetraffic signals are located in the Central BusinessD)istriets or on the fringe of such areas. As aresult, the service volumes of these central areasare controlled by signalized intersections rather
r
-7
18
MAP 6
- 20 2
))36
l'SI$,
o , , a
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Ad2*12I0
TRAVEL TIME CONTOURS
From Medford CBD
From Ashland CBD
2 Minute Intervals
19
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MAP 7
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TRAFFIC VOLUME
AND CAPACITY
1965 Traffic Volumes
Arterial and Collector Volume Capacity
1-5 Freeway Capacity
10.000
20.000
30.00040.000
50.000
KASH'
ASHLAND
I
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than the mid-block sections of streets. Thus, theJrimary purpose for this inventory and specialsurvey was to obtain data to lbe used in computingthe traffic capacities for those sections of theAlajor Street Network which are controlled byfixed-time traffic signals. The forms used forrecording this information are reproduced inAppendix 113.
Street Capacities
Among the factors considered in computingtraffie capacities for the BCATS Major StreetNetwork were the philosophy and attitude of theresidents of the Study Area, concerning accept-able traffic ('ongestion, the practicability of com-puting with exactness a capacity for everylifferent street section and the effect of capacitvdata when used by the comnputer in producingfuture traffic volunme loadings.
It was the opinion of the Technical Advisory('oininittee that thle resi(lents of less denselypopiflated uirblan areas, such as the 1Bear C reekArea, would demand a higher level of servicethan woul(d residents of highly conijilex urbanareas; the idea being that the big city dwellertends to accept lheavy traffic congestion more asan unavoidable and perhal)s unsolvable problem.Local committee members pointed to recent fav-oral)le votes on bond issues for street expansionas an indication of the responsible desire on thepart of the peohile living in the XStudy Area forhigh standards of roa(l service. For sections oftle Major Street Network where tlhe traffic iscontrolled bh fixed tine signals, computations ofservice volumes were made on several differentlevels of service. Comlputations Nvere mnade ac-eording to p)roeedures outlined in the TlighlwayResearch Board Capacity Manual SR-87 and theLevel of Service "C" was selected as being closestto the concept of the term "Practical Capacity"as applied to the particular character of theStudy Area.
A quotation from the aforementioned HRBAManual of time definition of Level of Service "C",is reprinted here as an aid to the reader in under-standing the several driving factors involved.
"Level of Service 'C' is still in time zone ofstable flow, but speeds and nianeuverabil-
itv are more closely controlled by the highervolumes. Most of the drivers are restrictedin their freedom to select their own speed,change lanes, or pass. A relatively satisfac-tory operating speed is still obtained, withservice volumes perhaps suitable for urbandesign practice".
Some of the factors which most affect thecapacity of a street to move traffic are thetraveled width of the street, the effect of ve-hicles parked or other obstructions adjacent tothe traveled lanes and the speed of traffic. Thesefactors vary manv times over a section of streetof apr)reciable lenthi, sonmetimes varying even ona block-to-block basis. For the purpose of assign-ing capacities as inplut data to the coumputer, it isimpractical to recognize every variation of capa-city that computations mnar show to occur. Forthis reason, the table of Practical Capacitiesshown in Appendix 105 was assembled and usedfor all sections of the Major Street Network otherthan thiose having capacities controlled by fixed-timre traffic signals. The figures shown were ob-tained by a composite of information from theHighliway Research Board's publication SR-87, theBureau of Public Roads' Highway CapacityManual, 1950 and experience gained by staffengineers from working on transportation studiesin other Oregon cities. )epartures from thesecapacity figures were made hr the Technical Ad-visorv Committee in recognition of special trafficsituations. One such special situation involvesthe effect of comnputer capacity restraining pro-grains, a part of coniputer analvsis which is morethoroughly explained in Chapter 5. The effect ofassigned capacities on these restraining programsis a necessarv consideration in the assignment ofstreet volume capacities.
Alap 7 shows both the 1965 Average WeekdayTraffi( Volumes an(d the 1965 Street (Capacities.The difficulty in illustrating such fine detail ona map of this scale should be recognized. Largescale mal)s containing an exh)anded detail of datahave been l)repare(l and will be used hr tlme Tech-nical Advisory (Communittee and thle Adiministrativel'oliy( Conlillittee in formulating any Transporta-tion l'lan. Coml)parisons will he made of futurevolumie loadinglzs wvitlh tihe 1965 Capacities and -U
22
wwfi"�
MAP 8
MEDFORD CBD PARKING FACILITIES
LEGEND
Number of spaces
Lot free
Lot pay
Garage free -
Garage pay
Up to 30 m In. meter parkingOver 30 min. meter parkingUpto30 min. parking
Over 30 min parking
Unrestricted parkingSpecial reserve parkingNo parking
23
- ! . --- .. -1 . � I
Traffic Volumes to determine future needs andassist in assigning priorities to needed improve-ments.
Traffic Volumes
The Traffic Volume Survey was made byusing mechanical hose counters placed on allstreets at every intersection on the Major StreetNetwork. The selection of the first group of in-tersections to be counted was made on an "every-other" intersection basis. This produced avolume count on every section of the Major StreetNetwork. Approximately two months after thefirst counts were taken, a second group of countswere made of all intersections that had beenskipped on the first round. This produced asecond set of volume counts on every section ofthe Major Street Network which were comparedwith the first counts. Significant differenceswere resolved as to cause, or recounted. The vol-umes were then converted to Average WeekdayTraffic. Map 7 shows the resulting AWD vol-umes as plotted on a traffic flow map. Trafficvolumes are used during the analysis phase ofthe study to compare the volumes of trafficactually using the Major Street Network withthose assigned by the computer from Origin-Destination data. Existing traffic volumes arealso major factors used in restraint programs.
Parking Inventory
Automobile parking or truck loading and un-loading facilities are as much a part of the over-all transportation system as the streets andhighways that carry the traffic. A complete andcomprehensive transportation system and plannot only must get the motorist from the originof his trip to his destination, but also must pro-vide a l)lace to park his vehicle while conductinghis business or shopping. When there is no placeto park, the motorist has little choice but to goelsewhliere.
One aspect of a parking study is to examinethe supply of parking facilities and comparethese to the demand for parking at any givenhour of the day. As a rule, the shortages or de-ficiencies of parking are most critical in theCentral Business I)istrict. The cities of Ashland
and Medford, as participating agencies, under-took the special parking inventory surveyswhich were completed in the fall of 1965. Allareas having metered parking were inventoried,as well as unmetered parking areas where theusage was related to the CBD. Each curb wasconsidered a parking facility and each lot orgarage, whether for private or public use, wasalso considered a separate facility. Curb inven-tories were checked for compatible footage totalsagainst aerial photographs. Signing, parking re-strictions and other factors related to parkingwere also noted during the inventory.
Maps 8 and 9 show the existing parking facili-ties for the Medford and Ashland Central Busi-ness Districts. Tables 2 and 3 list the parking sup-ply as to the type of parking facility, the spacesavailable and percent of each type to the totalsupply for the CBD's of both cities.
TABLE 2
PARKING SUPPLY-ASHLAND CBDAreas where usage is related to CBD
Types of Parking Supply
Legal Curb
Spaces Percent
Up to 30 minute meter parking------- 1Over 30 minute meter parking 171Up to 30 minute unmetered parking 4Over 30 minute unmetered parking 24Unrestricted parking ---------------- 904
Total Legal Curb .-------------- 1,104
Special reserved parking -------------- 43No parking ------------------------ 203
Total Special Parking ------------ 246
Total Curb Spaces ------------- 1,350
.059.060.211.27
47.91
58.50
2.2810.76
13.04
71.54
LotsPay lots -------- ----------------------- 0Free lots ------------------------ 537
Total Lots ----------------------------- 537
0.0028.46
28.46
GaragesPay garages -- ----------------------- 0 0.00Free garages ------------------------ 0 0.00
Total garages --------------------- 0 0.00
Total Off-Street Supply ........ 537
Grand Total Supply ........ 1,887
28.46
100.00
24
------ �m
MAP 9
ASHLAND CBD PARKING FACILITIES
, - - -- a t o
Ny
N
LEGEND BEACH AVE
Number
Lot free
Up to 30 min. meter parkingOver 30 min. meter parkingUp to 30 min. parking
Over 30 m In. parking
Unrestricted parking
Special reserve parkingNo parking
25
---- =
TABLE 3
PARKING SUPPLY-MEDFORD CBDAreas where usage is related to CBD
Types of Parking Supply
Legal CurhUp to 30 minute meter parkingOver 30 minute meter parkingUp to 30 minute unmetered parkingOver 30 minute unmetered parkingUnrestricted parking
Total Legal Curl
Special reserved parkingNo parking
Total Special Parking
Total Curb Spaces
LotsPay lots - ------------------------Free lots -- --------
Total Lots
GaragesPay garages --------- ---Free garages
Total Garages -----------------
Total Off-Street Supply
Grand Total Supply
Spaces
12796
16268488
Percent
.2818.55
.376.25
11.37
It is interesting to compare the distributionof city regulated parking spaces, both on and offstreet, in the CBD's of Ashland and Medfordwith distributions derived from past parkingstudies taken in Oregon. Table 4 compares theratio of parking spaces available per 1,000 popu-lation for five Oregon cities and shows the per-centage of parkers whose trip purpose was work,business, shopping or other purposes.
In addition to the parking supply available tothe motorists, a certain amount of potential curbparking spaces are regulated out of use. This isalso shown in Tables 2 and 3. It can be shownfrom these tables that approximatelv 82% of thecurb parking spaces in downtown Ashland andS5 7%, of the curb )parking spaces in Medford CB1)were available for public iuse during thie studybase year, 1965.
-
1,580 36.82
73213
286
1.704.96
6.66
1,866 43.48
884 20.591,506 35.09 After the parking inventory was completed,
_ _ an analysis was made from the Origin-Destination2,390 55.68 Survey data to determine the use of the available
parking in the (i'13)'s of bothi cities. Figure 320 0.47 shows the total accumulation of vehicles by hour16 0.37 of the day in each C13i1). These graphs also indi-
36 0.84 cate the number of legal curb parking spaces aswell as the total number of spaces available by
2,426 56.52 adding the number of off-street parking spaces.The greatest demand for parking spaces can be
4,292 100.00 seen to occur around 10 A.M.
TABLE 4
COMPARISON OF PARKING SPACES IN ASHLAND AND MEDFORDWITH OTHER CITIES OF SIMILAR SIZE
Item
Number of Curb Parking Spaces per 1,()0() IPopulation
Ashland Medford Salem Eugene Springfield114 67 43 39 32
Number of Off-Street Parking Spaces per 1.000 Population ....... 46
Total Parking Spaces per 1,000 Population ........... 1 60
87
154
76
119
80
119
46
78
Percent of Parkers Whose Trip Purpose Was:
26 32'Vork
Business -
Slioppirng
Other-
28
24
22
30
20
17
34
2 1
29
17
35
21
19
25
20
26
25
28
r-
26
FIGURE 3
VEHICLE ACCUMULATION INTHE CENTRAL BUSINESS DISTRICT AREAS
4
MEDFORD TOTAL SPACES 2
4,000
8
6
4
2
3,000
(I
(D)
z
ac
8
MEDFORD 2
-i
0
2,000AL SPACES
8
MEDFI'ORD LEGAL CURB SPACES
4
I IASHLAND LEGAL U 4 B SPACES------- I- -- -- -- -- -- - ---- - - -u1,000
a
6
a 7PM6 AM
27
� � �,� ��, I
FIGURE 4
PARKING FACILITIES USED
uj-j0
r0 a - N ' r- cI a a I? IT0 r- ,- 04 1- in int
AM
2500 r
HOUR
MEDFORD CBD
PM
2000
1500
uj
D-I0
1000
500
1 ~I? c 0 0c ' N ?1 ID t' I?I & I min I t-
oD n - CI , IAM HOUR PM
28
Figure 4 shows the type of parking facility
used by drivers in the Ashland and Medford Cen-
tral Business Districts for each hour of the day.
Note that in both cities metered curb parking and
free lot parking handle the bulk of the parking
demand. Appendices 147 and 148 indicate the
type of parking used at the end of trips for vari-
ous purposes. From these tables and Figure 4,
we can see that over half of the Medford CBD
bound trips for a shopping purpose, used meteredstreet parking. After personal business trips
(banking, post-office, etc.) are added to the shop-ping trips, we discover that these two trip pur-
poses account for 77%J0 of all of Medford's usage
of metered street parking. In Ashland trips for
the same two purposes used 72% of the metered
street parking. For persons going to work in the
CBD's, the tables show that 21% paid for parkingin Medford and that 12% paid for parking in
Ashland; the majority of the remainder used lot
free parking.
The parking data presented would tend to
indicate that there is sufficient parking space
available in the Central Business Districts ofboth Ashland and Medford, a view which may not
be shared by some motorists. A parking analysismade by inventory alone, such as was done in
this study and which is not supplemented by a
block-by-block parking demand and turn-over
study, does not reveal the high and low parkingdemand areas and their distance from sufficient
quantities of parking space. In both cities there
undoubtedly are blocks where certain businessesattract so many trips that sufficient parking
space is not available within a few blocks. Pre-
vious parking studies in other cities reveal thatwhen parking is not readily available within a
-' short distance of the destination, motorists will
_j cirele the blocks in the immediate area searching
for parking .space instead of parking a block or
~ two farther on from their destination and walkingJ the extra distance. The distance most motorists
are willing to walk is a variable that is directly
related to the size of the urban area. In otherJ wvords, in a large city of several hundred thousand
population, drivers may be willing to park and
walk six or eight blocks to their destination, whileJ niotorists in smaller cities may consider parking
facilities inadequate if they have to walk more
than one or two blocks. Therefore, while our
study shows that the amount of parking is ade-
quate in both Ashland and Medford, the space
may not be located sufficiently close to certain
trip attractors to be considered adequate by some
of the local residents.
Accidents
The principal service expected from a street
system is the safe, convenient and efficient move-
ment of people- and goods. For a complete ap-
praisal of the system's performance, information
on the degree of safety afforded to the user is
necessary. This information is supplied by a
study of all reported accidents occurring in theStudy Area. During later phases of the study,
accident rates as well as other pertinent accidentdata, will be used as one of the factors in estab-lishing a priority of construction for individual
facilities of the recommended transp)ortaton plan.
During the year 1965, there were 41 inter-
sections in the Study Area that experienced 6 or
more accidents. Three of these were in Ashland,
one in Central Point and the remaining 37 werein Medford. Table 5 is a listing of these inter-
sections arranged in order of the decreasingnumber of accidents and Map 10 shows the loea-
tion of each intersection. It is interesting to notethat 29 of these intersections are signalized. Thismay be explained by the fact that problem inter-sections are the first to receive traffic control
devices as one means of either reducing the nuni-ber of accidents or at least reducing the severity
of the accidents that do occur. M\a1) 10 shows thelocations of the listed intersections that have ahigh incidence of accidents. These intersectionsgenerally are located in or near the CentralBusiness District or are on the State HighwaySystem. The high vehicular volume moving withinthe Central Business I)istrict and on the State
Highways account in part for the higher number
of accidents. The 40 intersections studied in Ash-
land and Vledford comibine to give a total of 366
accidents, which is 20% of all the accidents in both
cities for 1965. Further comparison on a county-wide basis shows that these high-accident loca-
29
TABLE 5
INTERSECTIONS WITH 6 OR MORE ACCIDENTS1965
Acc. RatePer Million
Rank by Vehs.Acc. Volume EnteringAshland Intersection
Ashland St.-Siskiyou Blvd..................Mountain Ave.-Siskiyou Blvd...............Siskiyou 131vd.-Wightman St................
Central Point Intersection
Killed
000
Injured
112
Accidents
966
123
2.201.201.10
Rank byAcc. Rate
123
0 4 21
Acc. RatePer Million
Rank by Vehs.Killed Injured Accidents Acc. Volume Entering
Front St.-Pine St. -0. 2 6 1 2.74
Acc. RatePer Million
Rank by Vehs.Accidents Acc. Volume EnteringMedford Intersection
Barnett Rd.-Riverside Ave.Riverside Ave.-8th St. E-..........Central Ave.-AMain St.............Central Ave.-4th St. 1.............Court St.-McAndrews Rd.........
McAndrews Rd.-Riverside Ave.Central Ave.-8th St....... .......Edwards St.-Riverside Ave.........Riverside Ave-6th St. E ..........--------.Biddle Rd -Jackson St............
Columbus Ave-NMain St...........Riverside Ave.-Stewart Ave.Ceentral St.-Jackson St............Riverside Ave.-4th St. E...........Crater Lake Ave.-Mlain St.........
Barnett Rd.-Stewart Ave...........Jackson St.-Riverside Ave.........Alain St.-Riverside AveGrape St.-4th St. AX'Cottage St -Main St...............
Bartlett St.-6th St. I ............... ---------Holly St.- lth St. \--............Crater L.ake Ave.-Jackson St....Front St.-Sth St. X\-..............Grape St.-Main St................
Biddle Rd.-Crater Ik. Hwy........Crater Ik. Hwvy.-Riverside Ave.Hawthorne St.-Jackson St.........Riverside Ave.-I 2th St E..........Bartlett St.-8th St. E.............
Oakdale Ave.-Stewart Ave.........Pacific Hwv.-iTable Rock Rd.......Central Ave.-Sth St. E.Central Ave-i0th St. E...........Bartlett St.-Nlain St..............
Genessee St -Jackson St...........Main St.-()akdale St..............
Killed Injured
0, - - - -0 .-- -0
. ., . O0
0
0
0
= O0- -0
--- --- --- --- - 0
------ ---- 0
------ ----- 0----- ---- 0
--- --- --- --- - 0----- --- 0-- -- ------- --0
---- --- --- -- 0--- --- --- -- - - 0--- -- --- - -- - - 0
------------ - ---- --- 0---------- ----1--- -- -- ---- -- 0-- --- ---- --- )
--- --- --- -- 0- --- ---- --- 0-- - --- -- - --- - 0
---- --- - --- -- 0-- - ------ --- -0--- - -- --- --- - 0- -- -- ---- -- - - 0
-- -- -- -- -- -- 0
7106
1s4
23539
82143
1002I
110433
1I132
21151
00
19181 81615
131 1111 110
101010
99
12345
6789
10
1112131415
1617181920
2122232425
2627282930
3132333435
363 7
2.422.762.852.212.23
2.291.592.511.952.57
2.771.511.561.192.13
1.881.221.292.661.77
2.714.411.501.081 79
1 351.201.981.572.69
1.826.811.321.461.60
2.001.51
Rank byAcc. Rate
1
Rank byAcc. Rate
1153
1413
122410189
427263615
193433
822
62
293721
31351725
7
201
323023
1628
1 125
30
345
MAP 10
0
0'
W&�
wwiiw�
wwwwo-
-will
i Cl
00 *
I. I* 0
1000O I* , '
I 111o
MEDFORD
:r
. � I1965
ACCIDENT LOCATIONS
o Railroad Crossing Accident
(Number indicates accidents
at this location)
* 6 or more Motor Vehicle Accidents
at this location
09'
ASHLAND
31
...
-I,,--, � I - .
tions account for 13% of all accidents, 2% ofthe deaths, and 11% of the injuries.
Collection of accident data makes possible thedetailed comparison of specific locations as totheir total accident experience as seen in the pre-ceding paragraphs and tables. This procedure,however, is too cumbersome to be adapted to thesystematic review of safety on the entire streetsystem for planning purposes. To make such areview practical, the accident data must be con-verted to a common denominator and this isaccomplished by the computation of accidentrates. Accident rates are generally expressed inaccidents per million vehicle miles or, when speak-ing of intersections, in accidents per million ve-hicles entering. In analyzing rates, a word ofcaution should be interjected and the point under-stood that on high volume roads and locations therates in terms of vehicle-miles or vehicles enter-ing may tend to obscure a situation responsiblefor numerous accidents. Conversely, in low vol-unie areas they mnav over-emphasize the import-ance and significance of a few accidents.
Accident rates were computed for the 41 inter-sections listed in Table 5 and are listed in Column5. These same intersections are ranked accordingto accident rate in Column 6. It is interesting tonote that the intersection with the most accidents(Barnett Road and Riverside Avenue) is onlyranked 11th by the computed accident rate.Similarlv, the intersection (1'acific Highway and
Table Rock Road) that ranked with the least asfar as the nuniber of accidents was concerned hasthe highest accident rate of all intersections.
A historical record of accidents occurring inAshland, Medford and Jackson County is shownby Table 6. It was not possible to reconstruct theexact BCATS Study Area relative to accidentexperience for the years prior to 1962, so thetable lists data for all of Jackson County, ratherthan just for the Study Area. In Ashland after9 years accidents, deaths and injuries have in-creased 14%. After 10 years accidents in AMedfordhave increased 13%, while deaths and injurieshave increased 28C%. Comparisons between thesame years (1956 and 1965) show that accidentsin Jackson County increased 13clr, while deathsand injuries increased 316,<. Thus, it may beseen that not only are total accidents up, but in-juries and deaths (or in other words severe aeci-dents) have taken a more sizeable jump.
Table 7 summarizes another analvsis whiichwas made by comparing accident rates for free-way, primary and secondary highways in theStudy Area, with statewide rates for the sametype of facilities. It can be seen that accidentrates for freeways in the Studv Area are closelycomparable with statewide figures, but theBCATS primary and secondary highwaV ratesexceed those for similar facilities thrlouhoutOregon. The Study Area primary liighwa s ex-perience accident rates 145a%, of the statewide
ABLE 6
ACCIDENTS FOR ASHLAND, MEDFORD AND JACKSON COUNTY
1956-1965
AccidentsCITY OF DeathsASHLAND Injuries
1956 1957 1958 1959 1960n.a. 260 250 270 264
1 2 060 50 60 53
1961
2383
82
1962282
298
1963339
084
1,2582
399
1964365
0100
1 ,3733
452
1965353
081
1,4487
459
CITY OFMEDFORD
AccidentsDeaths-
Injuries --
1,0751
164
1,007 1,041 1,125 1,045 1,072 1,276
4 1 2 2 2 2189 252 271 280 230 355
AccidentsJACKSON JDeathsCOUNTY Injuries
2,344 1,940 2,060 2,301 2,132 2,088 2,448
22 26 23 22 25 24 21569 516 756 804 709 691 868
32
2,47421
888
2,815
221,056
2,953
501,171
-0
TABLE 7
COMPARISON OF ACCIDENT RATES
1965
BCATS & OREGON STATEWIDE ON VARIOUS TYPE FACILITIES
Type of Facility
FREEWAY-(Incorporated Area)
FREEW,'AY-(Unincorporated Area) . . .....
BCATSRate
1.31
1.16
1.18Total
--
IPR I MARY HIGHWAY (Excluding Freeways)
Incorl)orated Area (Urban) ................................
UTnincorporated Area (Suhurban & Rural)......................
Total..........................................
SECONDARY HIGHWAY (Excluding Freeways)
Incorp)orated Area (Urban).................................
-Ilincorporated Area (Suburban & Rural)
- Total .
20.89
4.36
BCATSMiles
Studied
3.83
28.96
32.79
11.56
28.88
40.44
5.34
6.07
11.41
10.84
OregonStatewide
Rate
1.96
1.15
14.03
2.98
12.97
3.76
StatewideMiles
Studied
38.72
348.07
.......
321.52
4082.90
173.75
2587.25
16.94
5.59
11.38
- Total of ABOVE FREEWAY, PRIMARY & SECONDARYHIGHWAY SYSTEMIS
Incorporated Area (Urban).................................
Unincorporated Area (Suburban & Rural) ........... . .......
Total .........................................
15.77
2.83
6.84
20.73
63.91
84.64
11.42
2.64
5.02
533.99
7018.22
7552.21
systeni, the secondary highways in incorporatedareas have 131%/f, and the unincorporated areas1t8% of the comparable Oregon rates. Consider-
ing all tvpes of State owned road facilities, thosein thle BCATS area have an accident rate whichis 137<,- of the statewide rate. T'his table clearlvshoxws that higfh grade freewav- facilities with con-
- trolled access are touch safer titan other types of
toads. ll'o exaitiple, within the incorl)orated area
of Aledford, a inotorist traveling on the freewav
is 1iC timees less likelv to have an accident than
whlen using the competing primary highway.
Accidents not only cause grief and sadnessto those involved, but have a tremendous impactupon the economy of an area. The economnic
- ~problemti caused bv traffic accidents in the StudvA-rea is emphasized 1v the estimated cost of acci-dents. TIhe National Safetv Council estimates the-(ost or accidents as being $33,900 for each death
sustained in a traffic accident, $1,900 for eachperson in jured, and $320 for each property dami-age. ITsing these figures in 196), Ashland suf-fered an economic loss of $266,860, Medford$1,577,760, and Jackson County $4,864,860 due tovehicle accidents.
Considerable local interest is evidenced in thesignificance of railroad crossing accidents thatoccur within the Studv Area. Therefore, a de-
tailed analysis was nade. D)uring 196) a total of15 crossing accidents occurred as shown by Table8. There wvas a single accident at each locationexcept for Barnett Road, Tackson Street, and Ale-Andrews Road, where each site had two accidentsand Table Rock Road in White Citv \which hadthree accidents. lost of the accidents occurred inthe afternoon or early evening and when thepavement was dr v. \lap 10 shows the railroadaccident sites in blue with thle number of accidentsin 196) indicated at eaclh location.
- - 33
'I '
TABLE 8
RAILROAD CROSSING ACCIDENTS-1965
[ILocation of Crossing MonthTable Rock Rd.-White City ....... FebruaryBeall Lane-Central Point ---------- FebruaryBarnett Rd.-Medford ------------- FebruaryJackson St.-Medford ...... ..... FebruaryStewart Ave.-Medford ------------ MarchHelman St.-Ashland -------------- AprilTable Rock Rd.-White City -------- AprilJackson St.-Medford ----- ---------JuneMcAndrews Rd.-Medford ---------- JuneBarnett Rd.-Medford ------------- OctoberMcAndrews Rd.-Medford - ------- NovemberSage Rd.-Central Point ----------- NovemberTable Rock Rd.-White City -------- NovemberJacksonville-Phoenix Rd.-Phoenix DecemberMain St.-Medford --------------- ecember
DayMonday-1Monday-8Thursday-i 1Sunday-21Thursday-18Saturday-3Thursday-8Tuesday-1Monday-21Friday-8Wednesday-3Wednesday-3Wednesday-24Saturday-i 8Wednesday-22
Time Surface Weather Injured
084011252135184814002240211508452035214017350205225710101505
DryDryDryDryDryDryDryDryDryDryWetDryDryDrySnow
Day-CloudyDark-CloudyDark-ClearDark-CloudyDay-ClearDark-ClearDark-CloudyDay-ClearDark-ClearDark-ClearDark-CloudyDark-CloudyDark-CloudyDay-ClearDark-Cloudy
1000002
00001-300
Killed
000000000000000
rSUMMARY OF 1965 RAILROAD ACCIDENTS
Total .......... .............Killed -. .-- ------ -- ---------- -................Injured -------- .-. .- ----.------
Month Injuries OccurredJanuary...................February..................March....................April.....................M ay --------------------------------------June......................July......................A ugust -.--------------------------------------September..................October....................November .......... .......December..................
Day Accidents OccurredSunday....................Monday .- -----Tuesday ... ..............Wednesday.................Thursday ------ --- -------Friday .........-.---------------Saturday .-.. .............
Pavement SurfaceDry . .WetSnow ..-..................Unknown .......................
1314312
Weather
Clear .-- - -Cloudy . .
78
r
K-13110
Light ConditionDay ------------------------- 4Darkness -------------------- 11
TABLE 9
FINANCES RELATING TO STREETS & HIGHWAYS
Income ExpendituresJacksonJacksonCounty
1956 ---------$1,523,6421957 ---------- 1,250,7681958 ---------- 1,379,9571959 ---------- 1,556,253
1960 ---------- 1,513,9721961 --------- 1,281,432
1962 ---------- ,408,1281963 ---------- 1,451,0971964 ---------- 1,527,5061965 ---------- 1,984,894
Ashland
$ 188,664 $102,073169,197203,159
190,942178,865194,672196,452237,618244,184
Medford
484,790753,051654,223552,566459,316814,955
610,999697,323657,461603,349
JacksonCounty
$1,247,6231,258,5221,376,3551,494,2091,321,8801,486,4301,512,8441,526,1401,484,2441,807,732
34
Ashland
$ 123,053172,547152,917166,616194,546197,065173,730211,996211,712220,792
Medford
$ 361,906646,504615,573534,359517,908784,102594,432711,754
677,611553,232
$s
Obligations OutstandingJacksonCounty Ashland
$ 70,51968,00076,830
103,83098,208
103,654102,200100,942114,769108,077
Medford
510,372843,260771,701736,583609,374662,427650,649564,292477,111367,821
K-
r
rI
rr
MAP 11
WA-mA
- PUBLIC TRANSIT
Mt.Ashland Stage Lines 1965 Routes
Use age
Passengers - 8000 Per Month
Miles Traveled 12 000 Per Month
a, 6X
,ASHLAND
______35
MEDFORD
19A,
O , I
. .. � �� � ,-, �- - -.- 7 1-. -.- 0
Public Transit Financial Records
Mt. Ashland Stage Lines began operations in1965 as a successor to Evergreen Bus Lines.Scheduled service has been principally around theMedford suburbs, with some service to other com-munities. Map 11 shows the routes served withinthe Study Area. Charter bus service is the prin-cipal company activity, with new scheduled serv-ice being added as public demand makes newroutes profitable. Regular service to the Mt.Ashland Ski Area, which was provided in 1965,has been discontinued. The volume of service in1965 was approximately 270 passengers and 400miles driven per day.
Any future improvement or expansion of thetransportation system within the valley will haveto be financed by some means. Considerationmust be made of the probable amounts of moneyavailable from local sources, as well as othersources. Table 9 shows the road related income,expenditures, and obligations for the two majorcities within the Study Area and for JacksonCounty for nine years preceding the base year.This information will be used and projected inconsidering any transportation plan involved forthe target year, 1985. Such a plan will be a partof Volume III.
"Wi
0T17iTiTiTi
36VW.
CHAPTER 4 --- ORIGIN-DESTINATION SURVEY
INTRODUCTION
THE SURVEY TECHNIQUES
EXPANSION OF DATA
l - Introduction
In order to make travel and traffic predictions
for the future, it is first necessary to develop an
accurate and complete "picture" of existing
travel. For the Bear Creek Area TransportationStudy, 1965 was selected as the base year. The
origin-destination (O-D) survey was made in theVd spring of the base year and is the detailed processof gathering information about people and their
travel movements.
Considerably more is involved than simply
learning where people begin their trips and where
trips are ended. Many significant variables suchas the purpose of the trip, the land use at each
end of the trip, auto ownership, population, even
family income, all have a definite effect on thenumber and length of trips made by residents of
the Study Area. The travel patterns which are
discovered from the collected data are used as abase for making predictions of future traffic,
which in turn are used to determine road needsK- and develop plans for necessary improvements.The origin-destination survey is ultra-important
since it serves as the prime source of data and the
--- base upon which the whole study is built.
The formation of an organization to conduct
the origin-destination survey was undertaken by
the Oregon State Highway Department and a
field office was established in the Study Area in
January, 1965. The organizational staff was com-
posed of a Project Engineer, an Internal Super-
visor and an External Supervisor. The Coding
Supervisor, Secretary, Crew Leaders, Party
Chiefs, Interviewers and Coders were all local
residents hired on a temporary basis for the
study.
The Project Engineer sup)ervised the entire
0-I) Survey. The Internal and External Super-
visors each directed a number of Crew Leaders
and Party Chiefs who, in turn, were responsible
for the work of the Interviewers. The Coding
Supervisor coordinated the coding procedureswith her staff of leaders and coding clerks. The
Secretary was responsible for all records and
procedures. A total of 62 persons, including both
temporary and permanent personnel, were em-
ployed during the field operation.
The field portion of the survey was conductedfrom March to June with the field office being
closed the first part of June after all field work
and coding was done.
Figure 5 shows the flow of data from the
gathering of information bv interview to the
ultimate step of forwarding the coded material
to the key punch section where data were placedon punch cards and verified for accuracy by anerror program. From that point, by mathematical
means, expansion factors were developed so that
a representative weekday traffic would result.
Results were *then checked against screen line
volumes to discover if adjustments were neces-
sary to bring the field data within the prescribedlimits of accuracy. Processing of the field data,
plus subsequent preparation of tables and analy-
sis, was accomplished by electronic data process-ing.
The Survey Techniqves
Trip information for the entire study areawas gathered by three different types of inter-
views: (1) The D)welling Unit (or Internal)
Interview, (2) the Truck-Taxi Interview and (3)
the Cordon Station (or External) Interview. All
three sources of information were necessary to
establish travel characteristics in the Studv Area
on a typical weekday in 1965.
The I)welling ITnit Interviews were conducted
bv trained interviewers during visits to one out
of eight homes in the Study Area. Sample selee-
tion was made from electric meter records of the
37
l-: I
FIGURE 5
FLOW CHART FOR ORIGIN - DESTINATION SURVEY
,Wi
7
7,7
WI
r I- !
71
W-Ir
-WI
r
7I
:
Pacific Power and Light Company and the City ofr Ashland Electric Department, the only two sup-
pliers of electric service in the area. Both dwell-ing unit and commercial meter records were ex-amined to obtain, as near as possible, the total
- ~number of dwelling units. Consultation with localofficials led to the conclusion that the number ofdwelling units not served with electric power was
* ~so small as to be negligible. Sample selectionwas random and in accordance with sample ratiosrecommended by the Federal Highway Adminis-tration. Accidental omission of samples in anyarea was prevented by plotting the location ofeach sample address on a zone map. This plottingalso permitted sample density checks to be madein the field by comparison of aerial photographsand the plotted sample locations. All interviewforms used are reproduced in the Appendix.
A public information campaign concerning- the Transportation Study was underway
throughout the 0-D Survey. Excellent coveragewas obtained, without cost, through newspapers,television and radio. Noticeable and favorableeffect was noticed by interviewers as to publiccooperation immediately after each news release.
An interview was made to determine all the'--~ trips made on one weekday for all taxis and one
- out of four trucks based within the study area.Truck samples were selected at random from 1964vehicle registrations for Jackson County, and a
- field investigation was made to locate trucks reg-istered outside the Study Area that were workingand in use inside the Study Area. Owners oflight trucks, (pickups and panels) were queriedas to whether the principal vehicle use was as atruck or as a passenger vehicle. Those prin-cipally used as passenger vehicles were removedfrom the truck universe, the assumption beingthat the trips from these vehicles would be ob-tained in the dwelling unit interview.1-- School buses were included in the truck-taxi
J survev by interviewing dispatchers or fleet man-L agers. Trips were simulated to approximate thearea and route covered by each sample bus.
J. The external interview was made at cordon-stations around the Study Area. The purpose ofthis interview was to obtain data concerning tripsinto or through the area by motorists living out-
side the Study Area and to serve as a check ontrips reported by internal residents to points with-out the Study Area. Interviews were conducted onall roads having a daily volume of 200 or morevehicles. Tlis resulted in 98%Zc of all of the motorvehicles entering or leaving the Study Area beingsubject to interview. The sample size was notpredetermined as in the dwelling unit or truck-taxi interviews. Interviews were conducted withthe drivers of as many vehicles as practical with-out undue disruption to the normal flow of traffic.
Upon completion of the field data gatheringphase of the 0-l) Survey, all interviews were ex-amined by electronic processing e(quipmnent forpossible error and corrections made as required.In order that the reported trips be representativeof an average weekday's travel, it was necessaryto expand that data from each type of interviewseparately. Trhe home interview data were ex-panded on the basis of the ratio of dwelling unitsinterviewed to the total nunmher of dwelling unitslocated in each study zone. Truck and school busvehicle data were expanded in relation to thenumber of vehicles represented by satisfactoryinterviews as related to the total truck registra-tion within the area plus additional trucks foundto be operating in the area, hut licensed elsewhere.As all operating taxis were interviewed no dataexpansion was necessary. Cordon station inter-view data were expanded to reflect the totalnumber of vehilces passing thfroughl each stationeach hour.
Of the total interviews conducted during theO-D) Survey, ajmproximnately 3,13S were made inhomes, 1,90S obtained Iro'm truek-taxi owners, 69from school bus operators and 18,600 obtained byinterviewing motorists at cordon stations. It wasfromiu this basic trip in formation that expansionwas na(le to represent a normal weekday's travelin the Study Area during 1965.
Four basic sets of tabulating cards were usedin the Origin-Destination Survey. Facsimiles ofthese car(ls are shown in the Appendix.
Expansion of Data
It will he reeal led that interviews were madeof only a sampule portion of the residents andmotorists in the Stu(dy Area. In order to convert
39
the interview information into data that wouldrepresent all persons in the area, it is necessaryto multiply the interview information by a number
(an expansion factor) correctly calculated to rep-
resent all residents and motorists. Expansion
factors were computed separately from data from
the Internal Interview, the Truck-Taxi Interview
and the External Interview.
For the home interview data, expansion fac-
tors were computed on either a Study Zone basis
or an Analytical Zone basis depending on the
form of other data to be used to check the results.For example, all home interview trip data were
expanded on a Study Zone basis while reported
family income was expanded on an Analytical
Zone basis.
The formula used in determining the expan-
sion factor for each Studv Zone or AnalyticalZone was:
A-C( )
Expansion Factor -
B-(C + D)
Wherein: A=Habitable dwelling unit countin the zone.
B=Total samples selected in thezone
C=Total samples not interviewedand which could not producetrips (e. g. vacancies).
D=Total samples not interviewedbut from which trips could beproduced (e. g. refusals, illness).
For Analytical Zones, the calculated expansion
factors ranged from 6.0 to 9.1. For Study Zones,
the expansion factors were from 6.0 to 9.5.
For the Truck-Taxi Interview, an expansionfactor was calculated for the Study Area as a
whole. Since truck samples were primarily se-lected from a list of truck registrations and a 25
percent sample was taken, the initial expansion
factor was 4. However, not all selected samples
were interviewed so an adjustment was made to
correct the factor. The formula used in deter-mining the expansion factor for trucks was:
4(K-L)Expansion Factor =
(K-L)-M
Wherein: K=Total samples selected.
L=Total samples not interviewedand which could not producetrips (e.g. junked, not licensed,etc.)
M=Total samples not interviewedand which could produce trips(e.g. refusal).
Using this formula, an expansion factor of5.04 was computed for trucks.
Prior studies have indicated a general weak-ness in respect to reproducing, with a high degreeof accuracy, the volume of trucks on an averageweekday. This has been shown by the poor cor-relation between interview trips and ground counttrips at control points and screen-line crossings.
The Bear Creek Area Transportation Studysought to find a solution to this problem and as aresult decided to initiate a pickup truck inter-view program to supplement the truck interviews.All pickups, however, were not interviewed. Onlythose used primarily for hauling or transportinggoods were considered to be in the category wherethey could be tabulated with the truck data. Se-lection of samples was made from a registrationlist of all pickups in the Study Area on the basisof a one in four sample. Determination as towhether or not a pickup should be interviewed asa truck was made at the time of initial interviewercontact. If the pickup was primarily used fortrucking purposes the interview was conducted.If, however, the pickup was found to be usedprimarily as a passenger vehicle, such informa-tion was noted on the interview form and thevehicle was eliminated from the truck-taxi phaseof the study. This presupposed that such pas-senger car type i)ickups would be included in thedwelling unit interview as an additional pas-senger vehicle. The formula for computing the
pickup expansion factor was the same as thatused for trucks. An expansion factor of 5.24 wascomputed for pickups.
40
-U-.
'U--.
The expansion factor for taxis was 1.00 sinceall taxis were included in the sample and all weresuccessfully interviewed.
For the External Interview, two separatefactors were computed for each cordon station.These were the hourly factor and the daily factor.The hourly factor is the product of two ratios:(1) the counted number of vehicles passingthrough the station during the hour of interview(by vehicle type and direction of movement) tothe number of interviews obtained for each groupduring the hour, and (2) the established averagedaily traffic for all vehicles passing through thestation during the applicable hour to the actualnumber that passed through during the inter-view hour. The daily factor is the product of thehourly factor and the ratio of the average dailycount of all vehicles passing the station during a24-hour period to the average count of all vehiclespassing through the station during the group ofhours interviews were being conducted.
T)uring the survey, external stations were op-erated for either a 14 or 24-hour period. There-fore, for stations operating on the 24-hour sched-ule, the daily factor xill be identical to the hourlyfactor.
The formulas used in determining hourly anddaily factors were:
0 VHourly expansion factor F.e, - X -
P W
Wherein: Feb= External hourly factor.
0 =Number of vehicles by typeand direction counted duringthe hour of interview.
P = Number of interviews ob-tained by type and directionduring the hour of interview.
V = Average traffic volume of allvehicles passing through thestation during the interviewhour.
W = Actual volume of vehiclespassing through the stationduring the interview hour.
Daily expansion factor
Fed = Feh ()
Wherein: Fed= External daily factor.
Feb = External hourly factor.
S =Average volume of trafficpassing through the stationduring a 24-hour period.
T = Average volume of trafficpassing through the stationduring the number of hoursthat interviews were con-dueted.
The daily factor is the end result that is usedto expand trip data obtained by interviewingmotorists. For BCATS, the daily factors for allcordon stations ranged from 1.13 to 1.49.
41
- -
r--
CHAPTER 5 --- TESTING OF TRIP AND NETWORK DATA r
INTRODUCTIONSCREEN LINE AND CORDON LINE
CHE CKSRELIABILITY OF TRAVEL FACILITIES
DATASUMMARY OF RELIABILITY OF DATA
Introduction
Before discussing the tests made of trip datafor the Bear Creek Area Transportation Study,some general information may be helpful inunderstanding the checks and adjustments whichwere required. In all transportation studies, whichhave been conducted, most of the trips reportedcome from the Home Interview. For BCATS,this amounted to 84Cc of the total trips. TheTruck-Taxi Interview produced 9% of the tripswhile the External Interview accounted for theremaining 7%. When the probability of accuracyis considered, the External Interview is assumedto be superior to the other two because of thecontrol the interviewer has over the driver, bysigns and flagmen, plus the limited trip data tobe obtained and the accurate means available infactoring these data. Second in accuracy is theTruck-Taxi Interview. The trip data are oftentaken directly from written company recordswhich provide a better trip record than does a per-son's memory. However, it is known that manyemployees do not record personal trips made incompany trucks. Furthermore, some truckers donot keep trip records and consequently, when alarge volume of short trips are made during aday, it is understandable that some trips may beforgotten, especially when more than one driveruses the truck. While the Home Interview pro-duces the most trips it probably is also mostsubject to error. Often it is possible to interviewonly one person in a family and that person maynot be aware of all the trips the others have made.People usually remember their longer trips andthe ones made to and from work, but those madeto other places are not as well remembered orreported. This is especially true of short tripsnot connected to the honme, such as trips between
two stores or a spur-of-the-moment "side" tripwhich is an alteration of the motorists originalplan.
In summary, the largest producer of trips isalso the most subject to error and is likely toproduce the greatest discrepancy when comparedwith control data. Similarly, the smaller tripproducers are less subject to error and shouldshow a closer correlation to control data.
Screen Line and Cordon Line Checks
Major tests of the accuracy of trip reporting,factoring and processing are made by ControlPoint, Cordon Line and Screen Line Checks. Forthe Bear Creek Area Transportation Study a Con-trol Point Check could not be made because noprominent place existed that would have a highdegree of recognition by both internal and externalresidents and by which a large percentage of StudyArea traffic would pass. Therefore, it was de-cided to proceed with a computer loading of thenetwork and make Cordon Line and Screen Linecomparisons with ground counts. The groundcounts were taken during the time the O-D inter-views were being made and were converted toAverage Weekday Volumes (AWD).
The physical features of the valley and thewide separation of urban areas made a singlescreen line impractical. Three screen lines wereselected as shown on Map 12. Screen Line No. 1was located through the northern part of Med-ford, approximately dividing the northern one-third of the valley from the southern two-thirds.This screen line intercepted urban traffic withinMedford, trip interchanges to Central Point,White City and Eagle Point as well as throughtraffic on Interstate 5 and 17S99. Screen LineNo. 2 coincided with Screen Line No. 1 from the
42-.
west cordon line to Bear Creek, whereupon ScreenLine No. 2 followed the creek southeasterly until
- south of Medf ord and then directly to the eastcordon line. This screen line intercepted east-west traffic within Medford as well as the highvolume of north-south traffic on the major arter-ies and freeways. Screen Line No. 3 was a com-pletely rural count and was located to interceptall traffic between the southern part of the StudyArea, in or near Ashland, and all points north.No east-west traffic was intercepted at ScreenLine No. 3.
The study staff felt that Screen Line No. 2was not entirely satisfactory in that double cross-ings were possible. Examinations of other pos-sible locations, such as the railroad track, showedsimilar weaknesses judged to be greater in ex-tent than those of the line selected.
After the initial network loading was made,comparisons with ground count data showed aslight deficiency along Screen Line No. 1 and No.3 with a more serious deficiency along ScreenLine No. 2. Furthermore, vehicle-hour and vehicle-mile figures were low. It was believed that themajor deficiency was caused by two factors: (1)double crossings of Screen Line No. 2 which iscoimuon in CBI) areas, and (2) by persons inter-viewed failing to report all the short trips espe-ciallv non-home connected trips as discussedearlier in this chapter.
Considering the amount of trip deficiencies atthe screen lines and in accordance with the rela-tive probability of the various kinds of tripsbeing responsible for the deficiencies, adjust-nments were made to the 0-1) trip data. Experi-
ence gained in other transportation studies inOregon resulted in multiplying home-to-work
- trips by a factor of 1.05, other hoome-connectedtril)s by 1.15, non-home connected trips by 1.40and internally based truck trips by a factor of
-a 1.25. After these adjustments were accomplished] a second network loading was made. UTsing the
third restrained loading, comparisons showed-~ Screen Line No. 1 to be 105% of Average Week-
J day Traffic, Screen Line No. 2 to be 90% andScreen Line No. 3 to he 108%z, of the Average
- Weekdav Traffic. Table 10 shows the location of
each screen line station and a tabulated coIm-
parison of ground counts and computer assignedvolume loadings.
A comparison of Average Weekday Volumeswith computer loadings was made for each cor-don station. Table 11 shows the range of com-parisons for all stations to be between 98% and100%. Mlap 13 shows volumes and locations ofall vehicular trips passing through externalcordon stations.
Reliability of Travel Facilities Data
The reliability of travel facilities data istested by (1) link data analysis and (2) vehicle-hour and vehicle-mile comparisons. Before it ispossible for a computer to make traffic assign-ments, the Major Street Network must be de-scribed to the computer in a special way. Eachsection of the network, such as a ramp connectingan arterial street and a freeway, is known as a"link" and each end of a link is a "node". Nodesare placed at all points of intersection on theMajor Street Network. In addition, a node islocated at the centroid of each study zone and ateach cordon station. For BCATS, the MajorStreet Network consists of 737 nodes and 1,041links. See Figure 6 for a reproduction of thenode link system that is related to the BarnettRoad Interchange at the 1-5 Freeway in Medford.On each link, the length of the link (the distancebetween intersections of the Maajor Street Net-work) is entered above the link line. Below theline the travel time is shown.
Traffic is assigned to the network, by the com-puter, along a minimum time path route on an"all or nothing" basis. This means that all tripsfrom one zone to another will be assigned overthe shortest time l)athI route between the twozones and that no trilps will he assigned over acompeting route that has a travel time path thatis even so much as a fraction of a second longer.For this reason, an exhaustive link data analysismust be made of the reasonability of competingroutes between zones. Adjustmients are made byincreasing the travel time on links that are a partof illogical routings, or by decreasing the traveltimes on links which are part of the 1most reason-able route between the two zones.
To check on the reasonableness of minimum
43
time path routes, the computer is required toprint out minimum time path routes to all zonesfrom selected significant zones. This detailedrouting is called a Minimum Time Path Treeand an abbreviated example is shown in Figure 7.This particular tree was begun from zone centroid22 which is located in the Central Business Dis-trict of Ashland. The arrows indicate the shortesttime path route from zone 22 to other zones. Itshould be noted that the figure shows just asmall portion of the tree which actually extendsboth north and south to connect to every studyzone and external station in the Study Area.
After the screen line and cordon line checks
were accomplished and final factor adjustmentshad been made, a comparison was made betweenthe assigned loading and the ground count foreach link of the Major Street Network. Adjust-ments necessary to increase or decrease computerloadings on a link, or series of links, were made byadjusting the assigned travel time so as to causea change in the minimum time paths. The adjust-ments were followed by a reassignment of trafficusing the same procedures above. Additional ad-justments were made until the best possible re-lationship between computer assigned loadingsand ground count volumes was reaehed. Adjust-ments of traffic assigned to the Major Street
Ir-
r--7
7
I
TABLE 10
SCREEN LINE STATIONS
GROUND COUNTS & VOLUME LOADINGS AT STATIONS
StationNumber Location
1. Old Stage Rd......................2. Hanley Rd...........................3. Ross Lane --- -----------------------------------------4. Sage Rd.............................5. Rogue Valley Hwy....................6. Table Rock Road ------------------..7. I-5 South Bound. -----...............8. 1-5 North Bound......................9. Biddle Rd. -.- . ..---.------------------------
10. West Vilas Rd........................11. Crater Lake Hwy.....................12. Foothill Rd..........................13. Crater Lake Hwy.....................14. McAndrews Rd. .......- -- .------ .--15 Jackson St - ----- -----.----------- .16. 4th St... --- - --- ---------------------------------------- -17. Main St.............................18. 8th St - -...........................19. Siskiyou Blvd .................. .- --20. 1-5 South Bound......................21. I-5 North Bound......................22. Barnett Rd... - -............---------.--.--.-----------.-.-.-.---23. North Phoenix Rd....................24. Pacific Ave....... -.................25. Rogue Valley Hwy....................26. 1-5 South Bound -- ------ -----------------------27. I-5 North Bound......................28. W. Valley View Rd....................
Totals --------------------------------------------
Screen 1 Line
GroundCount Volume
(AWT) Loading
700 400900 1,000
1,400 1,1002,400 2,1009,400 7,8005,300 7,0004,200 4,7004,200 4,6002,200 2,6001,700 1,5006,800 8,400
140 300
- - - - - -- - - -- --
- -- - - - -- -
- - - - - -- - - -- --
Screen 2 Line
GroundCount Volume
(AWT) Loading
700 400900 1,000
1,400 1,1002,400 2,1009,400 7,8005,300 7,000
...-- ....
.--- - ... . .
-- -- - ..... ..
10,000 8,8005,000 3,7007,000 3,8008,000 7,4006,600 5,5005,400 5,5002,100 2,6004,700 5,4004,700 4,9006,600 5,400
700 600- - -- --- - - -- --
Screen 3 Line
GroundCount Volume(AWT) Loading
........ .........
........ ............
450 26......
4,800 6,485...
- w-- - - - -- ---- --
- -- - -------- e
3,900 3,6903,900 3,500
240 400
13,290 14,38039,340 41,500
44
80,900 73,000
/I MAP 12
-' 0 -. 0., .
ell 7
i 1'''
'' /I / ",..
/
A/
SCREEN LINE 1
105%OF GROUND COUNT
I.. L. .
CRI FN LINI1
108%
SCREEN LINE LOCATIONSAND COMPARISON BETWEEN MAJOR STREET
VOLUME LOADINGS AND GROUND COUNTS
J,. .
/ /t6--m
45
11 � k� � � - , � �� , ��x � �� � X� - 1- 1. . I I
Network were accomplished by use of capacityrestraint procedures based on the formula: -
T=T.~ F+ 0.15(VL c
Wherein: T Time at assigned volume.
M,= Time in minutes at minimum(0) volume. is>-
V Assigned volume. 301
c Practical capaeity (groundcount volume). 30 32
Y 5 Bis.;EARNETt RD. 1 DISTANCE ^'In testing the existing network, it was found T RD. TNEr<.. ,. . -2 97 139S 14 C 173 174 a.S
desirable to use the ground count volumes as .10 _____
practical capacity, thus the best relationship \IE
would be when = 1. 264
Four different network loadings were made,the first three being adjusted by the computerusing the restraint process. Link data correlationwas determined to be satisfactory so the finaltest involving vehicle-hours and vehicle-miles wasmade.
From the 0-D survey data, it was found that ___
F0U~I7 i.all vehicles making trips within the Study Area,on an average weekday, would travel 765,762
1W; WP4E ( WV. S . ?';Ygrmiles, taking a total of 22,5a53 hours to travel that
distance. The final computer loading showed the13 /trips assigned to the network to cover 751,780 -
miles during 23,379 hours.
It can be seen that the difference of 13,982
ASHLAND sis onl .8 of the -)-D data, and that the.~ .difference of 826 hours is a variance of only 3.5%
: from0l interview data. -
At this point, it was decided that little ad-
vantage would be gained in proceeding with
further adjustments since the network had beengV~ adjusted for travel times so that traffic could be
assigned to the existing system with an acceptable
degree of accuracy. It is from this basic modelthat future updating will take place using the
adjusted travel times on the existing street net-work, plus estimated tr-avel tinies on the prolposed
facilities.
46
.Wiiiiiii.
WWWWWWW_
WWW6,W-
.WWNhmm-
-WNANW-
MAP 1 3
I,I*4111*1
L I L
a... Wm
1111L�
111111,�
VEHICLE TRIPSTHROUGH CORDON LINE
Freeway Trips .
Other Highway Trips A-
00 I �11 �'
47
I I �� . I � ].'. "]� 7 � -- -... ...- a
,j r
- - -
TABLE 11
VEHICLE TRIPS THROUGH CORDON LINE
ComputerLoading
Sta. # (AWD)
21 ------------------------- ----------------------------------- 482
22 ------------ --------------------------------------- -------- 8,034
23. .. ---------------------------------------------------------- 703
31 - ------------------.................. . ....................... 1,604
32 -------------- ---------------------------------- ......................................... 3,386
33 . ....-..-..-.-..-..-..-....... ........ -..-.........-.... 1,197
35 -------------------------------- ........................ 367
41 . ....... ----------------------------------------------------- .... 1,464
71 ------------------------------------------------------ 339
72 ----------------------- -- ----------------------------------- 992
73 ----------------------------------------------------------- 3,594
74 -----------------....-......................... ........ . 1,003
Totals -- ---------------------------------------------------------------------- 23,165
---
GroundCount
(AWD)
480
8,200
700
1,600
3,400
1,200
370
1,500
340
1,000
3,600
1,000
23,390
Loading% of Ground
Count
100
98
100
100
100
100
99
98
100
99
100
100
........
--
w
Summary of Reliability of Data
Trip data for this study are considered re-liable, and adequate after adjustment, since thescreen line and cordon stations volumes are within10% of ground volumes. Because interviews wereconducted over a long period of time and groundcounts over a relatively short period, any minoradjustment of data correlating as well as thiscould be adjusting away from accurate traffic
volumes rather than being an improvement. Theground counts only reflect what occurred at thespecific time the count was taken and when con-sidered to be an average, probably contains aninherent error within itself.
The very close correlations of vehicle-hourand vehicle-mile totals invite confidence that theover-all usage of the transportation system isbeing accurately simulated by the computer.
48
CHAPTER 6 --- CHARACTERISTICS OF TRAVEL
QUANTITY OF TRAVEL
TIME OF TRAVEL
TRAVEL PATTERNS AND LAND USE
LOCATION OF TRAVEL
Quantity of Travel
The volume of travel in the Studv Area iscontrolled by trip production and attraction and
- the number of trips produced must be equal tothe number of trips attracted. The largest numberof auto trips and person trips are produced at
- home and are attracted to places of emlploymnent,shopping centers, scliools and other residences.
M1ore trips are produced when there is anincrease in the numbner of llousehol(is, personsper household, or the nulnl)er of automobiles p)erhousehold. A rise in a familv's real income willalso produce more trips. The number of trips perhousehold will be less in areas where there is ahigh number of residences per acre than in sub-urban or rural areas with fewer dwelling unitsper acre. Shopping centers, industrial plants,schools and many other places of activity produce,as well as attract, trips. An understanding of thefactors related to trip production and attractionduring the base year makes it possible to predicttrip production and attraction for a future year.The controlling balance that must exist betweentrip production and attraction minihizes thechance of radical predictions.
On a typical weekday in 1965, residents of theBear (reek Valley produce approximately158,000 auto trips and 233,000 person trips insidethe Studv Area. Figure 8 shows the number oftrips by purpose and by imnode of travel for in-ternal residents. The most common trip purposewas "to home", which constituted 33.1%'f (or77,087) of all person trips made within theStudv Area. Table 12 compares the percentageof internal trips by trip purpose, with percentagesfound in other Oregon cities where similar trans-portation studies have been made.
The quantities of trips produced at home are
tabulated in Appendix 145, "Dwelling I'nit In-formation by Zones". Among other data shownfor each zone are the number of inhabited dwell-ing units, population, autos available and autosavailable per dwelling unit. i)uring the analysisof the 0-I) data, correlations were made betweentrip making factors such as persons per dwellingunit and the quantity of trips produced. Map 14illustrates the number of persons per dwellingunit with contours developed froim the plottedvalues at the centroid of each zone. As trip mak-ing is directly related to faniily size, it is evidentthat l)roduction is greatest per dwelling unit insuburban or outlying zones, where inany familieshave nmore members and usually more cars. Amore detailed explanation of the relationship be-tween trip production and family size will be givenin Volume 2.
Commercial trips are produced by businessand industrial establishments, but the difficultyin selecting a random sample re(1uire(I that thetrucks inaking the trips be sampled instead of theestablishment. Therefore, it is not possible toindicate truck trips produced by particular estab-lishments other than bv analysis of sub-zone data.Appendix 114, "Trips of Internally Based Trucksby Business or Industry of Owner", shows totaltruck trips to be about 25,000 on a typical week-day. Figure 9 shows graphically the percentageof trips produced by several industries an(1 therelationship of trips that were entirely within theStuds Area to those trips whieh had an origin ordestination outside the Study Area. Truck tripsinclude those by pickups or panel trucks whiclh areused prinmarily as cominercial vehicles, rather thanfor earrving passengers. Truck trips account forapproxilatelv 9(7/ of' the total velhiele trips inthe Studv Area.
An analysis of trip attraction offers a means
49
FIGURE 8
TRIPS BY PURPOSE AND MODEINTERNAL RESIDENTS
TRIPS BY THOUSANDS
30 40 50 Imp"mr,10 20 60 70 so
HOME
WORK
50,082 120,518
34,828 136701 54
ujSHOP
a,O SOCIAL-
a.RECREATION
IrPERSONALBUSINESS
0.
ILSERVE- PASSENGER
~- SCHOOL
EAT
DOCTOR-DENTIST
CHANGE MODE
20,888 8,929 1
10,901 1 11,848 1289
22,390 F7,714
53
121 lmrmmw-
-mmmp-
i~FEIII245-0,3871~
Fi 2.002-0
]I 1723-881-0
IZIZIAUTO DRIVERS
Zllj AUTO PASSENGERS
- BUS PASSENGERS
JI324-354-290
FIGURE 9
TRIPS BY INTERNALLY BASED TRUCKSBY BUSINESS OR INDUSTRY OF OWNER
TRIPS BY THOUSANDS1 2 3 4 5 6
M"w"mmm-
WHOLESALRETAIL
E AND C
TRANSPORTATION~
IrCONSTRUCTIONI-Ii)j0 GOVERNMENTALz
it0(0 AGRICULTURE(0)ulziMANUFACTURINC-
j) OR PROCESSINGIn
I
m I
'I
MENEENEEL-1PERSONAL-SERVICES - MINTERNAL-INTERNAL TRIPS
LulTRIPS THROUGH=CORDON LINEOTHER -~
r'
i
50
TABLE 12
COMPARISON OF TRIP PURPOSE PERCENTAGES WITH OTHER STUDIES
Trip Purpose %
Transportation StudyBear Creek Area . ... .......................Eugene-Springfield .......................Portland-Vancouver ....... ...... .. .Salem Area .......................... .........
Weighted Average .- - - ..............
ToHome
33.136.935.335.6
35.4
ToWork
16.614.919.016.5
18.0
ToSocial
Recreation9.89.4
13.39.8
12.2
ToShop12.812.512.313.1
12.4
ToPersonalBusiness
13.09.16.77.8
7.6
Homeor
WorkConn.
79.083.483.483.1
83.0
Est.Population
inThousands
73127710
90
of studying the characteristics of travel by thenumber of trips made, the purpose of the trip andthe particular mode of travel used. Since a tripto home is actually a return from a trip for someother purpose, it is necessary to exclude all "tohome" trips to get a clear picture of the relativeattractiveness of places visited for other purposes.After trips "to home" are excluded, work tripsconstitute 25% of the remaining trips followed by19% for personal business trips and 19% forshopping trips.
With the exception of "to school" trips, Figure10 shows the average passenger car occupancyby trip purpose for trips made by internal resi-dents. Figure 10 gives the same information fortrips that passed through the cordon line whichare trips made by both internal and externalresidents. The O-D data indicated that theaverage car occupancy for "to sehool" trips was5.11 persons for internal residents, and 1.81 per-sons for trips through the cordon line. Anaverage car occupancy of 5.11 is simply too highto be realistic and the study staff believes thatsome "to school" bus trips have been erroneouslyreported. After the exclusion of "to school" trips,the average car occupancy for internal trips is1.41 persons per vehicle and the lowest car oc-cupancy is for trips going to and from work whenthe number of persons per vehicle is 1.11. UTn-fortunately, most of these low occupancy tripsare made during peak hours. The average caroccupancy for trips that cross the cordon line is1.81 persons per vehicle. Even though occupancyis higher for external trips than for internaltrips, each trip category shows a marked similarity
FIGURE 10
AVERVAGE PASSENGERCAR OCCUPANCY
at0
a.a.
I'-
INTERNAL RESIDENTS
WT -pRK "T4Tv~
<R<e >E U * '-.:
0.0 0.5 1.0 1.5 2.0 2.5PERSONS PER VEHICLE PURPOSE
3.0
51
I . �0 �� -'. �- k I
I
5 ~;0 IIIIMAP 14
/f -0 fA: I~ 0L~ Jty-1;A ,
E AGLE POINII
tn,I. A
/ i
INv'
I'
/t 54~.. 1
d/
I-I
«1/<I-
I I'/
d/i,$/,
VOORm,IIs,.
WmI I I I I I I I I I I I I I I I I
t i I , I L t I t Il I
0 2 1 2
MiLES
A.
CU"CAw
PERSONS PER DWELLING UNIT
-M Less than 2.0
1 2.0 to 2.5
:0 - 2.5 to 3.0
3.0 to 3.5
More than 3.5
ILAND
i
1*11, -0�,"'000, �� O lv�� Mg �k' ��
1� ,
in the relationship between trip purposes for bothinternal and external trips.
Time of Travel
Figures It through 18 are similar in thatthey all relate various kinds of trips to timeand the same graphic method has been used foreach chart. In each case, the upper curve denotesthe total number of trips for all categories and thevertical ordinate between curves gives the num-ber of trips of any given category. For example,in Figure 11 the total number of trips from 4 to5 P1M is 23,092, while the number of trips "tohome" is 1 0,975.
These charts show onlv a few examj)les of themany subjects of analysis which are available toplanners and engineers through the use of themodern electronic comIpJnter. Careful study ofthese illustrations will reveal mans interestingfacts. Figure 11 shows peak traffic inoveinentswithin the Study Area at 8 AM, and again between4 and 6 1'PM. At the imorning peak "to work" and"to school" account flor the large Ina ojrity of trips.
The afternoon peak is dominated by "to home"trips with small increases in shopping and per-sonal business trips as homeward bound motor-ists make necessary stops on the way home.Figure 12, which shows trips with an origin ordestination outside the Study Area, has curvesmarkedly similar to those produced by internalresidents. As might be expected from these motor-ists traveling greater distances to and fromn localdestinations, the peaks occur slightly earlier andlater than those of internal residents. This groupof curves is quite similar to those resulting fromother Oregon transportation studies.
Figures 13 and 15 can be used to compare thequantity of trips by mode to the Central BusinessDistrict of both Ashland and Medford by internalresidents. Notice that the peak volume of tripsoccurs between 1 and 2 PM for the Medford CBD,and between 3 and 5 PM for the Ashland CBD.The 8 AM peak for Ashland is about 4.6%0 of thePM peak, while for Medford the 8 AM peak is79^S; of the afternoon peak.
Trips to the two Central Business Districts
FIGURE 11
PERSON TRIPS BY PURPOSE AND HOURINTERNAL RESIDENTS
25 000
20 000
15000
10 000
5000
400"Mr-
I X - -' (' C4 ID3 (0 ;' U)0 / D FD OD aD 0 V A 0) !) t 0 Il t, WAM H RI I I I PM06C; 1 VI &I Q) ItCt 40 t
AM HOUR PM
54
FIGURE 12
PERSON TRIPS BY PURPOSE AND HOURTHROUGH CORDON LINE
4000
3000
2000
1000
0O ' 0 N vd 0 I X0 t- CD400 (o' I2 I
AM HOUR PM I[
FIGURE 13
TRIPS BY MODE AND HOUR TO ASHLAND CBDINTERNAL RESIDENTS
1200
1000
800
600
400
200
I-
AM
0 0 ' N ' CIO e It D0 0S I ' 5 A ' z ee
H PMHOURP M
55
. .......-I I �. -1-- .. I
56
FIGURE 16
TRIPS BYMODE AND HOUR TO MEDFORD CBDTHROUGH CORDON LINE
300
250
200
150
100
50
A0
AM
O 0 0 ' C4 co It 0o e0 I Q0* a D r I I X I Dt
f~ 0~ 01 - 4C ~ 6 r
HOUR PM
FIGURE 17
ACCUMULATION BY MODE AND HOUR IN ASHLAND CBDINTERNAL RESIDENTS
600
500
400
300
200
100
AM
AM
X 01 0 N 4 1- 10 (0 (XI � I T i I? I?
co4 a) O. I teo e r0
HOUR PM
57
� � ; , � � k , � 1� � k- w=-� . N
Ir
FIGURE 18
ACCUMULATION BY MODE AND HOUR IN MEDFORD CBDINTERNAL RESIDENTS
3500
3000
2500
2000
1500
1000
500
rs0
AM
X 0 O C0d1 0 rm Zc 0 I a) c-H IUR I I I Ir ~0 6 Cd M It 10 0 r
HOUR PM
which passed through the cordon line are shownby Figures 14 and 16. The peak volume of tripsto the Medford CBD occurs at 10 to 11 AM. Forthe Ashland CBD, no significant morning peakoccurs and the daily peak occurs at 4-5 PM asdoes the afternoon peak for the Medford CBD.
Of particular importance in the planningprocess is providing sufficient parking for motor-ists that are attracted to Central Business Dis-tricts. Figures 17 and 18 show the total accumu-lations of persons and vehicles within the CBD'sof both Ashland and Medford at any hour. Acomparison of the Parking Inventories shown inChapter 3 with the accumulation of vehicles ineach CBD is interesting. For Ashland the peakhour of vehicle accumulation is between 3 and 4PM when the 501 vehicles would presumably beusing 27% of the available parking spaces. InMedford the peak accumulation occurs an hourearlier when 2,462 vehicles are using 58%, of theavailable parking supply.
Travel Patterns and Land Use
The major controlling factor of trip patterns
is land use. For example, a manufacturing areawill draw a high volume of employment trips atcertain hours of the day, yet trips for other pur-poses throughout the day may be relativelyinsignificant. A further example is revealed byFigures 11 and 12, where it can be seen that thebulk of the shopping trips occur between mid-morning and mid-afternoon. Trip patterns maybe discernible as to time, purpose, or for someother reason, but it is the land use that is thecause and control. It is necessary to examine tripsby land use at the destination to provide a basisfor the future assignment of productions andattractions to developing areas or areas whereland use is changing.
Summaries of trips by land use at the destina-tion are shown by Figure 19 for the entire StudyAreas as well as the Central Business Districtsof Ashland and Medford.
Location of Travel
Many earlier transportation studies have useddesire lines or desire contours to indicate thelocation of travel. One weakness of desire lines
58
FIGURE 19
PERSON TRIPS BY LAND USE AT DESTINATIONINTERNAL RESIDENTS
STUDY AREANUMBER OFTRIPS
20,000 40,000 60,000 80,000 100,000
RESIDENTIAL
INDUSTRIAL
COMMERCIALAND SERVICE
EDUCATIONALINSTITUTIONS
PUBLIC BLDGSOPEN SPACE
I I I I I I I I I
MEDFORD CBDNUMBER OF TRIPS
3000 6000 9000 12,000 15,000
-I
RESIDENTIAL
IN DUSTRIAL
COMMERCIALAND SERVICE
EDUCATIONALINSTITUTIONS
PUBLIC BLDG$.OPEN SPACE
I
ASHLAND CBDNUMBER OF TRIPS
-
RESIDENTIAL
INDUSTRIAL
COMMERCIALAND SERVICE
EDUCATIONALINSTITUTIONS
PL;r -t -na --
500 1000 1500 2000 2500 3000 3500 4000 4500 5000
IIl
L
OPEN SPACE
59
I . !` , � -�� 4k,��k.-I.r.-.k...'� �.�� �-�-� � -�,, -- , - I
. I �� � �i .......... .... i-
BLACKWELL ROAD S
-5 (NORTH) O)
MAP 15 CRATER LAKEHIGHWAY
TABLE ROCK ROAD ;
0 AGLE POIN Q, ; LAKE OF
- I THE WOODSOLD STAGE ROADQ
I)
0 11MEDFORD
PROVOLT
HIGHWAY
VAIV
.49. i 7- I
I
PERSON TRIPS BETWEENAND
WITHIN MAJOR CENTERS iniii-
I-- 7
500 OR LESS
5,000
10S000
TR IPS ODEAD INDIAN0ROAD
60
O- 1 5 FWY (SOUTH)
FIGURE 20
PERSON TRIPS BETWEEN AND ;S ; MAJOR CENTERS
- i
OLD STAGE RD.
1[5 FWY.(NORTH)
BLACKWELL RD-_
TABLE ROCK RDI
CRATER LAKE HWY.
ULAKEOFTHE WOODS
ANTELOPE RD.
MEDFORD-PROVOLT HWY-
DEAD INDIAN RD
1-5 FWY (SOUTH)
ASHLAND
CENIRAL PT.
EAGLE PT.
iJACKSONVILLE
MEDFORD
i PHOENIX
TALENT
WHITE CITY
° 0
I 0
X~ - i
11 0
2 3
35 3
41 3
1 0
! 5 036 0
952 1
290 5
211 35
19 3
20 6
2171 128
36 4
19 0
109 71
13
4
00
9
I a
I
89
3 0
i- 0
i fi 13
, 2
-L 0'
989306
414143
0:
28
3
31
0
22
5
3
I
13........
3
152
7
763
24
12
247
20
iTo
0
0
46
2
i3
120
0
20
17
10
48
0 0
I106 12
3 0
92
0 0
1 9 69
2 7 5
4
82 1
421 58
1 3 4
10
19 0
I . i
0
iz
i 2
Cr
0
-70
20
32
32
0
10
14
128
10-i --
1 4
i 56
767
34
5
4
0
0
i460 i0
13
6
.9
639
31
28
25
z CI
Mr z
3 40
266 212
1 41
8 85
36 52
21 18
6 30
54 4
234 0
494 20
36W 157C ,- -
185 595!70
9 16
108 91
3491 4096
404 204
621 39
103 305
I
0
0
28
1
1 8207
97
6
S
310
17
22
0
660
25
0
698
z40
840
8
13
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57
4
58
I
366131
.
1 2467341 8
0
108
2247
98
396
919
294
463
56
111
598
3742
4030
711
1222
2130 a
963
1997
3
10
39
10
67
61221238
315
142
25
24
2190
2161
700
91
zI
0
24
0
2
8
I
2
24
23
602
45
0
9
1105
720
2376
0
3
3
66
83
314
39
12
22
87
438
639
40
2079
8140
153.
tr: D~m,
0
nS s
207
3817
216
630
1709
558
615
126
433
2185
42786
11428
3278
2845
132648
5889
4621
5352
219343A-- ~ OTTALOERIPSTOZONES 186 3949 262 666 1364 501 623 157
-; is that the analyst using the graphic data is
unable to accurately estimate the accumulations
of volumes at specific points where divergent
desire lines meet. A weakness of desire contours
is that the origins and destinations of trips are
not revealed.
A method of analysis that precludes both
weaknesses mentioned above is by analysis of
selected link loadings, and this process will be
used for the Bear Creek Area Transportation
Study. While excellent for corridor analysis, this
method does not lend itself well to indicate area
wide location of travel in a form that can be
readily shown graphically. Therefore, a supple-
mentary Tributary Analysis program has been
used to provide graphic information on area wide
traffic movements which are shown in Map 15
and Figure 20. The map shows the total volumes
of travel between major centers within the Study
Area and the location of the major highway ac-
cesses (cordon line stations) to the Study Area.
What the map does not show is the volume of
427 2006 42691 11367 3350 2816 132802 5855 4742 5533
traffic between the several Cordon Line Stations
or the movements between the Cordon Line
Stations and the cities within the Study Area. In
other words, Map 15 depicts trips in which both
ends of the trip are located within the Study Area.
The volumes shown are for both directions of
traffic.
Figure 20, in the manner of a road map mile-age chart, lists directional (one way) volumesbetween all of the major centers and all of theCordon Stations. All trips within, through, orwith one end inside the Study Area are tabulatedon this chart. The area of the chart shadedyellow lists only those trips between cordon sta-tions; in other words, "through trips". Theblocks on the chart shaded blue give the numberof trips that are wholly within a center, whilethe remaining uncolored blocks show directionalvolumes of trips between the major centers withinthe Study Area. it is interesting to note that thetrip volumes between and within these centersconstitute over 75% of all the trips made within
the Studv Area.
61
S..,> a
CHAPTER 7 --- EXISTING LAND USE
INTRODUCTIONTHE SURVEYPATTERNS OF LAND USEAGRICULTURAL LAND USERESIDENTIAL LAND USECOMMERCIAL AND) SERVICE' LAND IUSEINI)USTRIAL LAND USEPUBLIC FACILITIESSUMMARY
- - -
-- -- -
Introduction
This chapter describes the present land usepattern for the Study Area. The term "land use"means the kind of activity being conducted on aparcel of land. These activities are measured orotherwise described in several ways; for example,by acreage, floor area, population or employment.Through an analysis of existing land uses, abase for future forecasts is established and theStudy Area becomes more understandable.
The land use pattern shows the living, work,shopping and recreational areas; their placementand relation to one another. From the standpointof a transportation study, the land use inventoryhas been found to be an invaluable index to thetrip making characteristics of the residents livingin the Study Area.
The land use segments of the transportationstudy have individual problems and requirementswhich must be considered. Land required forroads or streets, for example, often runs as high as25 percent of the gross acreage. Some land useactivities have specific site requirements. Vary-ing site requirements may create physical sepa-ration resulting in trips from one land use to theother. With these examples, it can be seen thatthe travel requisites of a study area are generatedby the multiplicity of land use activities. Thecomprehensive evaluation of these provides a keyto an understanding of the transportation needsand is basic to any future projections.
The Surrey
The inventory of existing land use activityfor the Bear Creek Study Area was completed
in 1965. These activities were classified in accord-ance with the three digit code established in thePortland Metropolitan Planning Commission'spublication entitled ".Methods and Classificationsfor a Land Use Inventory". The determinantfactor in the classification of a parcel of landunder this system is the primary activity occur-ring on the property.
The land use information taken in the fieldwas recorded on assessor's maps ranging inscale from one inch equals 400 feet to one inchequals 100 feet. After completion of the fieldwork and mapping, the Study Area was brokendown into small, coded, statistical areas. The landuse data were then measured for each area andrecorded on data processing cards which madepossible rapid tabulations and summaries of theentire Study Area or any portion thereof. In allcases, the objective was to examine in detail theland use composition of the Study Area. TheStudy Zones and the planning Analytical Zonesfor this study were arrived at through eombina-tions of these statistical areas.
Patterns of Land Use
Land use development in the Bear CreekStudy Area is influenced by three primary ele-ments. These elements are the mountainous ter-rain that establishes the valley, the seven citiesand the major highways and railroads runningthrough the valley. Each of these in its own wayhas exerted influence on the form of valley landuse.
In order to avoid topographic problems,growth has been generally concentrated on the
-
62
valley floor where agricultural uses compete forland. Present urban development is scattered overthe flat areas of the valley with concentrationsoccurring within the cities and is dominated bythe Medford urban concentration in the centralportion of the Study Area. -Moving into the valley
-- from the forested areas on the west and oakknolls on the east, the pattern of use becomes thatof mixed orchards and grazing land, scatteredurban develol)nient and finally an almost con-tinuous urbanized area along the highway andrailroa(l rights-of-wav following the center of thevalley.
Iach of the valley cities form centers of de-J velopinent, each exerting its own sphere of in-
fluence with the various densities of land useL radiating outward. In turn, the highways andL- rail lines have attracted all forms of development
with commercial and industrial land uses mostoften developed on abutting properties and resi-dential uses grouping themselves within an easily
ce e'i'ble distance.
These are the primary land pattern forces forthis valley. Besides the obvious interaction ofj - these elements there are manv individual de-eisions, based on aesthetic, geographic or eco-noinic determinants that add to the patternL achieved in an area.
tI!ricldhf ral, Land Use
Agricultural pursuits of the Study Arearepresent the single largest land use classification,(with the exception of the vacant land eategory).L - {A wide varietv of agricultural pro(lucts are pro-duced in the valley with pears the most significantexplort item.
The largest part of the land used in the agri-culture classification is the open farm landcategorv which covers field crops, pasture landand allied uses. One of the more important field
- rops is grass seed wCith, for the nost part, is|i g gown around the Citm of Central Point. Amajor agriculture pursuit of the valley is in theorchard categorv where the pear (cIo'p is the
lj leader. Most of these orchar(d lands now existaround the cities of IPhoenix and Talent and aportion just north and east of Mledford.
Residential Land Use
The residential classification contains thesingle family dwellings, duplexes, apartments,single trailers and trailer parks and is the secondlargest user of land in the Study Area (behindagriculture and excluding vacant lands). Fifty-seven percent of these land use acreages contain-ing 35 percent of the dwelling units are outsidethe city limits, with the remaining 42 percent ofthe land and 65 percent of the dwellings within thecities.
Generally speaking, the residential pattern isa scattered one. Excepting a growing urbanfringe around the City of Medford, the unincor-porated residential pattern is found strippedalong the rural roads or in scattered subdivisionsand metes and bounds parcels. This unincor-porated portion breaks down into 97 percentsingle family dwellings, two and one-half percentin trailer parks, and the remaining one-half per-cent in the other residential types.
it is within the cities that significant groupingsof residential uses occur and again the singlefamily dwelling is predominate. Another resi-dential use beginning to establish defined areas,is the multi-family dwelling which is locatingaround the various central business districts. Theincorporated residential acreage total shows 92percent in the single family dwellings and theremaining eight percent in the multi-family uses.
Conmnercial and Service Land, Use
The commnercial classification consists of theretail and service establishments serving thevalley. This classification comprises the smallestamount of land use acreage in the Study Areawith over half of the commercial developmentoceurring within the incorporated areas.
Commercial uses are predominantly found inthe individual central business districts, in stripcommeercial developments radiating out from thecore along major arterials and in outlying inter-section shopping areas serving primarily unin-corporated areas. riThere are also other scatteredcomnnercial establishments situated throughoutthe Study Area that do not seem to conform toany normal development patterln, but do serve theneeds of rural neighhorhoods.
63
rt
Medford and vicinity provides a shopping area
of regional significance offering the widest
variety of goods and services and has no compe-
tition for large distances that can compete with
it as to scale or offerings. Of the other cities, each
has its own central business district, but these are
primarily convenience and service commercial
developments for residents of the immediate area.
The only city that does not quite fit this descrip-
tion is Ashland. This city offers a range of retail
goods as well as the convenience and serviceoutlets, but again the commercial establishment
draws most of its business from the city and its
general vicinity.
Industrial Land Use
A large proportion of industrial developmentin the Bear Creek urban region has been orientedtowards the availability of rail and highwaytransportation facilities. The existing pattern isprimarily one of scattered sites along the centraltransportation arteries, although several dom-inant areas may be noted. These include theWhite City (Camp White) wood-oriented indus-trial complex in the northeast portion of thevalley; a complex of lumber-oriented industriesnorth and west of Central Point; an area ofwarehousing, trucking, and lumber industries be-tween Central Point and central Medford; asmaller concentration of service industries on thesouthern fringe of Medford; an area of mixed in-dustrial uses just north of Phoenix; a small areaof mixed industrial uses in central Ashland; andan industrial operation just southeast of Ashland.Some scattered industrial sites are oriented to theavailability of their resource, such as gravel andsand excavation operations, while others are re-lated to accessibility of roads or a major watersupply.
Public Facilities
Public land uses cover government and coin-
munity service, parks and recreation, cemeteriesand the range of educational facilities. This useclassification does not represent a large user ofland, but it does contain important and heavilyused areas.
The largest area use of public land is the parkand recreation segment representing over 50 per-cent of the public category. These facilities arescattered throughout the entire Study Area. Someexamples include Lithia Park and Oak Knoll GolfCourse in Ashland; Hawthorne Park, CountyFairgrounds and the Rogue River Country ClubGolf Course in Medford; the Britt Music FestivalGrounds in Jacksonville; Prescott Park east andnorth of Medford; Touvelle Park along the RogueRiver and the Denman Gamne Reserve in the WhiteCity area.
Educational facilities and other public usessuch as fire stations, community centers andchurches are sprinkled throughout the Study Areain different locations. These activities have beenestablished in conformance with the standardlocational principles for each type in order thatthey purposefully serve particular service areas.The educational center is in the City of Ashlandwhere Southern Oregon College is located. Inaddition, each city has its own set of administra-tive buildings for city government and alliedoperating departments. Medford is the countyseat, containing the necessary county govern-ment buildings and also is the home for the stateand federal agencies that maintain offices in thisarea. For these reasons, Medford is consideredthe governmental center of the valley.
Summary
The intent of this chapter has been to outlinehow land in the Study Area was used during 1965,the base year of this study. With an understand-ing of the existing situation, we combine futuregrowth possibilities and the desires of valleyresidents into a future land use pattern.
In summary, the most important points ex-pressed by the survey are listed as follows:
Development in the unincorporated areasis scattered, expressing no real discerniblepattern.
Groupings of land uses are developing.Examples are the industrial areas of WhiteCity and Medford, the strong commercialdistrict, governmental center and medicalfacilities in Medford.
IU--
-ws2I
64
The influence of Interstate Highway 5 thatmakes possible valley ties and the over-allcohesiveness of the Study Area.
In conclusion, it should be emphasized thatthe growth pattern is influenced by transporta-tion, just as transportation is influenced by land
-- A use activities. The result is that an inter-relation-
ship is found between land use activities andtravel. The key is understanding the present re-lationship between land use and travel, so thattransportation planning can be accomplished as anintegral part of the total valley development.
A 1965 Land Use Map is located in a pocketat the end of this report.
-a-
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65_J
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APPENDIX FIGURES AND TABLES-Continued
Appendix Page
129 Internal Resident Trips by Hour and Purpose-Bus Passengers-Medford CBD --------------------- ................................................................................ 84
130 Internal Resident Trips by Hour and Purpose-Bus Passengers-Ashland CBD .................................................................................... 84
131 Internal Resident Trips by Hour and Purpose-Total Person Trips-Medford CBD ---------------- -------------------------------------------------- ------------------------- ------------------- 85
132 Internal Resident Trips by Hour and Purpose-Total Person Trips-Ashland CBD --------------------------------------------------------------------------------------------------------------- 85
133 Person Trips Through Cordon Line by Hour and Purpose ------------------------------------------------------------------------------------ 86
134 Auto Driver Trips Through Cordon Line by Hour and Purpose ------------------------------------------ 86
135 Inbound Auto Driver Trips at Station by Purpose ---------------------------------------------------------------------------------------- 87
136 Inbound Person Trips at Stations by Purpose . ------------------------------------------------------------------------------------- 87
137 Outbound Auto Driver Trips at Stations by Purpose ------------------------------ ----------- 87
138 Outbound Person Trips at Stations by Purpose ------ - .. .8------------------------------------------- ------------- 88
139 Accumulations of Internal Vehicles and Persons in Medford CBD ---------------------------------- ------------------ ------------------ 88
140 Accumulations of Internal Vehicles and Persons in Ashland CBD ------------------------------------------- ---------------------- ..... 88
141 Trips Thru the Cordon Line that Accumulate in Medford CBD ---------------------------------------------------------------------------- 89
142 Trips Thru the Cordon Line that Accumulate in Ashland CBD ---------------------------------------------------------------------------- 89
143 Accumulated Trips to Medford CBD by Internal and External Residents .....................................................- ---- 89
144 Accumulated Trips to Ashland CBD by Internal and External Residents -------- ----------------------------------- --------------- 90
145 Dwelling Unit Information by Zones _. ...... ---- --------------------------------- - - ----- 90-94
146 Parking by "To" Purpose-Total Study Area ......----------------------------------------------- -------------------- 94
147 Parking by "To" Purpose-Medford CBD ---------------------------------- -------------------------------------------- 95
148 Parking by "To" Purpose-Ashland CBD ------------------------------------- ................ ------------------------------------------- 95
149 Parking by Hour of Arrival in Medford CBD ----------------------. . ...... - -------------------- 95
150 Parking by Hour of Arrival in Ashland CBD ------------------------------------------------------- 96
151 Parking by Hour of Departure in Medford CBD ............................................... ------------------- ------------- -------- 96
152 Parking by Hour of Departure in Ashland CBD .........................................................---------- -.. ----------------------- 96
153 Person Trips by 2-Digit Land Use at Destination-All Study Area -------------------- ---------------------------------- ------- 97-98
154 Person Trips by 2-Digit Land Use at Destination-Medford CBD ---------------------------- .. ------------------------------- 98-100
155 Person Trips by 2-Digit Land Use at Destination-Ashland CBD ---------- - - -------------------------- 100-101
70
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APPENDIX 105
BOATS PRACTICAL CAPACITIES1� I
CLEARANCE FROM
PAVEMENT EDGE
TO OBSTRUCTION (FT)
OBSTRUCTION ONE SIDE OBSTRUCTION TWO SIDES
12' LANE 11' LANE 10' L-ANE 9' LANE ~ 12' LANE ll' LANE 10' LANE 9' LANE
CBD AND MAJORSPEED: UNDER 30 VPH PER LANE
6'750 845 575 525 750 45575 525
4' 720 615 550 1505 6g0 595 530 490
2' 655 j 565 505 460 -~610 55475 430
0' 560 485 430 395 525 450 400 3~70
1 SUBURBANSPEED: 30 TO 40 VPH PER LANE ____ ____ ___
6', 600 515 400 4 20 1 60 1 460 420
4' 575 495 45 45 1 507025390
2' 545 465 420 390 485 420 375 340
0'50 L~395 360 j 42 360 320 295
SPEED. OVER 40a' 450
RURALVPH PER LANE
390 350 315 450 300 350 ] 315
370 330 300 415 355 320 j 290
340 300 275 35315 280 255_
290 260 240 315 270 240 3 220
4'
2'
0'
430
390
340
APPENDIX 106
BOATS
PRACTICAL CAPACITY AT FOUR WAY FIXED TIME
SIGNALIZED INTERSECTION
STREET INTERSECTION ON _ ______ AT _______
AREA TYPE:
D- DOWNTOWN
D- FRINGE AREA
E] OUTLYING BUSINES8S
D~ RESIDENTIAL
PARKING
F~PROHIBITEDPERMITTED
D1 ONE SIDE
D- TWO SIDES
PRACTICAL CAPACITYIAT
STREET CHARACTERISTIC
D1 ONE/WAY
D TWO/WAY
- WIDTHcuRBTOCURD
- WIDTH CURE TO DIV. LINE
TURNS PK TURNS ADJ. LT THRU[ LOCAL VEHICLELOAD TRUCK APPR HOUR AREA MT-2W, 2 WAYTRC BUS % GREEN PER FINAL
FACT on FACTOR VOLUME PACTOR FACTOR 1W STREET FBUS I ACO CYCLE HOUR COMPUT ATIONSLT-lFACTOO
74U-
*-f APPENDIX 107BEAR CREEK AREA TRANrPORTATiON STIDT
EXTERNAL INTERVIEW
-Di-cctio I Inbound 2 033boind
Serial N.
MIvv beein
av-f
A Vehilrr Tree (Circle one)
I Passenetr I I., Truk- ai
B Netthe ef P iesrtecs. eiedditt Driver -
C Where Did This Teir Blr"i-
o Where Will This Trir End-
E 11 p(I 3ef 3,ar) Ir WheIt Cit, D. Yee Liver
I Y ithin Ar I 1-i Ou1deA-
F (If commercial vehicle) In Wher Cite is This Vehicle Reisirerde
I -1-h -- e I Usd r
G Whet is the Perer ef This Tri'? (Circie ove)
I esetvSSocsi R3tct ctvevcvetso
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111
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J THRU TRIPS ONLY
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a PIacc
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TRAMEL TIME Si RXEY-a
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THAX`EL TIMAE
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APPENDIX 109
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APPENDIX 110
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- I 11APPENDIX 111
RAILRFOAD CAAASINGSŽ AT GBAIIN
,Ali I L IAPPENDIX 112
STRUCTURE INAENTORY
1111 AR DISTARICTA
STREET CROSSED BA RB
ED `.'.F.N'N.;''F FNNr`,F.ua.EA DAi11.1.F., A -'E, E'F,'.FDE
CLAD OR DISARICT
STRACTURE AN - ...
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REM ARKS -rqmp
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APPENDIX 114
TRIPS OF INTERNALLY BASED TRUCKS BY BUSINESS OR INDUSTRY OF OWNER
Business or IndustryAgriculture
Mining
Internal-Internal Trips
1,53 1
. - -.52
Construction -----------------------.. 3,576Manufacturing or Processing ----------------- 1326
Transportation ---------------- --------------- 5,136
Wholesale and Retail -- --------------------- 5813
Trips ThruCordon Line
941
19
478
376
477
636
13
0
39
506
13
0
3,498
Totals
2,472
71
4 054
1,702
5,613
6,449
1,370
72
704
3,558
318
0
26,383
--
Personal Services
Amusement, Recreation
Professional
Governmental
Not Classified
Not Reported
Totals
1,357
72
665
3,052
305
0
22,885
APPENDIX 115
INTERNAL TRIPS BY "TO" AND "FROM" PURPOSEAUTO DRIVER
"From" Purpose
"To" Personal Doctor Social Change ServePurpose Home Work Business Dentist School Rec. Mode Eat Shop Pass. Total
Home - -- --- 26 15,676 8,748 841 1,662 6,153 182 906 11,135 4,733 50,062
Work --------------------- 17,654 10,058 2,369 136 216 194 43 2,385 919 649 34,623
Personal Business ----------- 10,092 2,811 4,885 176 173 666 23 411 2,061 1,092 22,389
Doctor Dentist ------------- 1,004 245 136 22 0 48 0 12 176 81 1,722
School ------------------ 1,992 118 93 0 182 46 0 70 46 93 2,640
Social Rec ----------------- 5,745 394 1,099 114 141 1,063 23 333 1 303 688 10,902
Change Mode ------------ 199 34 36 0 0 20 12 10 12 0 323
Eat ------------------------ 742 2,500 417 11 127 344 0 0 299 251 4,692
Shop ---------------------- 8,250 2,275 3,869 436 131 1,128 12 291 3,923 570 20,884
Serve Pass ----------------- 4,972 436 1,028 34 35 890 22 220 282 2,228 10,147
Total--------------- 50,676 34,547 22,680 1,769 2,667 10.552 316 4,638 20,155 10,383 158,383
APPENDIX I 16
INTERNAL TRIPS BY "TO" AND "FROM" PURPOSEPASSENGERS
"From" Purpose
FF
2WI
J
WI
WIWIWIWIWI
"To"Purpose
Home----------
Work
Personal Business
Doctor Dentist -
School-
Social Rec-
Change Mode
Eat
Shop
Serve Pass.-
Total
PersonalHome Work Business
119 2,377 3,126
2,365 800 219
4,044 253 1,824
641 44 28
9,760 0 203
6,382 142 606284 0 13
602 382 278
3,503 325 1,578
185 24 13
27,885 4,345 7,893
Doctor Social Change ServeDentist School Rec. Mode Eat Shop Pass. Total
416 8,243 6,920 190 780 4,719 135 27,024
21 83 142 10 326 120 0 4,085
46 283 508 0 150 731 54 7,894
21 77 25 0 0 57 0 900
0 333 180 310 59 11 13 10868
44 501 2,851 46 382 963 10 11,925
0 270 21 33 10 13 0 642
12 72 412 11 35 220 11 2,033
331 305 778 0 219 1,939 44 9,023
0 0 0 0 10 12 0 244
892 10,165 11,836 600 1,970 8.784 268 74,638
78
Am APPENDIX 117
INTERNAL TRIPS BY "TO" AND "FROM" PURPOSETOTAL PERSON TRIPS
"From" Purpose"To"
PurHomeWork
la PersorDoctoSchooSocialChanc
f Eat -ShopServe
-pose Home. ,- 145------------- ------------------- 20,019
nal Business ---------- 14,136r Dentist ------------- 1,645I------------------ 11,752
Rec -------------- 12,127le Mode ------------- 483
1,344---------- ----------- ----------- 11.753Pass -------------- 5,157
Total ------------ 78,561
Work18,05310,8583,064
289118
53634
2,8822,600
460
38,892
PersonalBusiness11,8742,5886,709
169296
1,70549
6955,4471,041
30,573
DoctorDe ntist1,257
157222430
1580
2376734
2,661
School9,905
29945677
515642270199
43635
12,832
SocialRec.
I 3,073336
1,17473
2263,914
41756
1,906890
22,388
ChangeMode37253230
3106945l l1222
916
Eat1,6862,711
56112
1297152035
510230
6,608
Shop15,854
1,0392,792
23357
2,26625
5195,862
294
28,939
ServePass.
4,868649
1,14681
106698
0262614
2,228
10,652
Total77,08638,70830,283
2,62213,50822,827
9656,725
29,90710,391
233,021
APPENDIX 118
TO WORK TRIPS THRU CORDON LINE
Station21.........22 - -23313233--------35---------41717273---------74---------
Totals
LightVehicle
117,, 1,424
217424
,,, - 66521611239172
211.- -, 323
,, 271
4,443
Trucks14
62641
23184411821
1441567
25339
2.413
Persons152
1,843283561918300164544140
311468379
6,063
Persons PerLight Vehicle
1.31.31.31.31.4I .41.51.41.91.51.41.4
1.4
APPENDIX 119TRIPS BY PURPOSE AND MODE FOR RESIDENTS OF THE STUDY AREA
"To" PurposeWork-
- A Personal Business
Doctor Dentist
School
Social Rec.
Change Mode
Eat - ----------
Shop.. -------.
Serve Pass-
Home
Total-
Home Trips.Work TripsSchool TripsShop TripsQ Other Trips
Total
AutoDriver
34,62621.9°%22,39014.1%
1,7231.1%2,6411.6%
10,9016 9%
3242%
4,6933.0%
20,88613.2%10,1466.4°%
50,0623 1.4%
158,392100.0%
65.290.319.669.968.1
68.2
Auto Total Persons BusPassenger in Autos Passenger
3,670 38,296 546.1 % 17.6% .4%7,714 30,104 121
12.9% 13.8% .9%861 2,584 0
1.4% 1.2%3,871 6,512 6.9906.5% 3.0% 49.8%
11,648 22,549 26919.5% 103% 1.9%
354 o78 290.6% .3% 2.1 %
2,002 6,695 03.3% 3.1 %8,929 29,815 63
14.9% 13.7% .4%245 10,391 0.4% 4.8%
20,518 70,580 6,25734.3% 32.3% 44.6%
59,812 218,204 14,0441 00.0% 1 00.0% 100.0%
TotalPersons
38,35016.5%
30,22513.0%2,5841.1%
13 5025.8%
22,8189.8%
968.4%
6,6952.9%
29,87812.9%10,3914.5%
76,83733.1%
232,248100.0%
% Exclusive°/0 Exclusive of Home and
of Home Serve Pass.
24.7
19.4
1.7
8.7
14.7
.6
4.3
19.2
6.7
155,411100.0
26.4
20.8
1.8
9.3
15.7
.7
4.6
20.6
145,020100.0
26.79.6
28.729.931.0
25.8
Percent by Mode91.999.948.299.899.1
8.1 100.0.I I00.0
51.8 100.0.2 100.0.9 100.0
6.0 100.094.0
79
APPENDIX 120
-
71
AVERAGE PASSENGER CAR OCCUPANCY FOR EXTERNAL TRIPS
Purpose of Trip at Destination
Home to Other to Personal Doctor Social Change Serve Work to Other to
Work Work Business Dentist School Rec. Mode Eat Shop Pass. Home Home Total
Auto Driver -....... 2,360 2,083 3,102 328 254 3,139 I1I 192 997 177 2,300 2,747 17,790
Persons .------....... 3,126 2,935 5,684 719 462 7,530 243 448 2,045 413 3,123 5,520 32,248
AverageOccupancy 1.3 1.4 1.8 2.2 1.8 2.4 2.2 2.3 2.1 2.3 1.4 2.0
APPENDIX 121
INTERNAL RESIDENT TRIPS BY HOUR AND PURPOSE
AUTO DRIVER TRIPS-TOTAL AREA
Purpose of Trip at Destination
1.8
W---]
Time
6A7
9 ------------
I10------- --- -----
12N-------- -----
I P23
56 .7
Subtotal
8P-5A-
Totals -
-- - -------------------------------------- -------
------------------------- ------ -- ------
-------- -------------- ---------
- --- - -- --- - -------- -- -- - ----- --- ---- --
--- ------ ------- -
Personal Doctor Social Change ServeWork Business Dentist School Rec. Mode Eat Shop Pass. Home Totals
1,644 91 0 19 0 21 36 9 37 160 2,017
5,315 401 0 531 71 37 71 27 792 626 7,871
5,655 1,062 39 900 229 19 58 268 1,243 1,414 10,887
2,481 1,846 139 121 630 21 45 1,122 395 994 7,794
1,985 2,501 246 90 540 22 76 1,932 254 1,623 9,269
1,720 2 156 243 117 594 12 425 1,811 559 2,482 10,119
2,018 1,560 72 158 676 28 2,238 1,486 448 3,299 1 1,983
3,482 2,125 161 90 779 30 445 1,884 533 2,042 11,571
2,065 1,877 224 86 564 12 135 1,947 627 2,622 10,159
2,296 1,854 238 169 692 0 61 2,222 1,071 3,694 12,297
1,946 2,453 232 81 679 12 64 2,565 842 5,869 14,743
1,225 1,675 111 42 662 23 168 2,711 916 9,648 17,181
494 879 0 40 1,166 0 296 1,112 337 4,708 9,032
502 1,052 0 1 59 1,953 8 165 1,087 713 2,369 8,008
32,828 21,532 1,705 2,603 9,235 245 4,283 20,183 8,767 41,550 142,931
1,798 858 18 38 1,666 79 410 703 1,379 8,512 15,461
34,626 22,390 1,723 2,641 10,901 324 4,693 20,886 10,146 50,062 158,392
I
W--I
Time
6A789
I .
12N
23 .4 .567
Subtotal
8P-SA
Totals
APPENDIX 122
INTERNAL RESIDENT TRIPS BY HOUR AND PURPOSE
AUTO PASSENGER-TOTAL AREA
Purpose of Trip at Destination
Personal Doctor Social Change ServeWork Business Dentist School Rec. Mode Eat Shop Pass. Home Totals
112 30 0 31 0 7 11 10 35 0 236
597 186 11 1,020 162 163 9 0 47 88 2,283
776 293 19 1,948 226 35 10 72 40 66 3,485
249 447 61 196 337 13 0 357 21 188 1 869
176 589 44 34 354 9 12 700 0 385 2,303
149 550 104 40 420 0 138 814 0 756 2,971
252 571 0 103 503 0 445 589 0 901 3,364
290 658 157 42 693 12 211 801 12 758 3,634
147 692 89 143 759 12 106 771 9 1,188 3,916
241 630 155 64 1,077 12 34 1,008 13 2 122 5,356
224 930 151 20 911 28 49 1,049 0 2,498 S,860
102 576 29 0 731 10 141 1,057 9 3,103 5,758
85 485 10 77 1,165 0 302 608 0 1,525 4,257
55 719 0 133 2,459 30 199 663 31 1,309 5,598
3,455 7,356 830 3,851 9,797 331 1,667 8,499 217 14,887 50,890
215 358 31 20 1,851 23 335 430 28 5,631 8,922
3,670 7,714 861 3,871 11,648 354 2,002 8,929 245 20,518 59,812
80
-
a-APPENDIX 123
INTERNAL RESIDENT TRIPS BY HOUR AND PURPOSE
Time6A
7-.
879--------
-9 -- - - - - - -
12N
IP
2
se -- -- 3 - --- --
4 . -
S
6 .
7--------
Subtoi
BUS PASSENGER-TOTAL AREA
Purpose of Trip at Destination
Personal Doctor Social Change ServeWork Business Dentist School Rec. Mode Eat Shop Pass. Home Totals
------------- 0 0 0 0 0 0 0 0 0 0 0
44 0 0 1,120 0 8 0 0 0 0 1,172
0 0 0 5,292 9 36 0 0 0 0 5,337
0 0 0 312 0 0 0 0 0 0 312
0 0 0 37 24 0 0 0 0 0 61
0 9 0 11 11 0 0 12 0 9 52
0 0 0 11 13 12 0 10 0 28 74
0 0 0 10 54 0 0 29 0 57 ISO
0 10 0 24 46 46 0 0 0 1,040 1,166
0 81 0 34 44 99 0 0 0 2,417 2,675
10 II 0 67 56 79 0 12 0 2,560 2,795
0 0 0 12 0 0 0 0 0 64 76
0 10 0 0 0 10 0 0 0 55 75
0 0 0 11 12 0 0 0 0 9 32
ral . . 54 121 0 6,941 269 290 0 63 0 6,239 13,977
8P-5A
Totals ----
0 0 0 49 0 0 0 0 0 18 67
54 121 0 6,990 269 290 0 63 0 6,257 14,044
APPENDIX 124
INTERNAL RESIDENT TRIPS BY HOUR AND PURPOSE
TOTAL PERSONS-TOTAL AREA
Purpose of Trip at Destination
Time
6A
7
8
9
1 0
I I
12N
IP
2.
3 .
4-
5-
Personal DoctorWork Business Dentist1,766 120 0
5,988 587 11
6,485 1 355 57
2,785 2 293 200
2,171 3,090 321
1,898 2,727 348
2,290 2,131 72
3,818 2,784 318
2 212 2,579 313
2,545 2,564 402
2,238 3,413 382
1,347 2,260 140
589 1,384 10
557 1,779 0
36,689 29,066 2,574
Social ChangeSchool Rec. Mode Eat Shop
50 0 28 47 19
2,682 233 209 80 27
8,140 464 90 68 340
629 968 34 45 1,479
160 918 31 88 2,632
168 1,025 12 586 2,647
272 1,191 40 2,683 2,095
142 1,525 41 655 2,714
253 1,370 70 241 2,718
266 1,813 111 95 3,231
167 1,655 118 112 3,625
54 1,393 33 308 3,768
117 2331 10 598 1,720
302 4,424 38 375 1,761
13,402 19,310 865 5,981 28,776
ServePass. Home Totals
72 168 2,270
839 722 11,378
1,283 1 480 19,762
416 1 182 10,031
254 2,008 11,673
559 3,257 13,227
448 4,238 15,460
545 2,885 15,427
636 4,860 15,252
1,084 8,260 20,371
842 10,975 23,527
925 12,864 23,092
337 6,297 13,393
744 3,695 13,675
8,984 62,891 208,538
1,407 14,196 24,493
10,391 77,087 233,031
Subtotal
8 P-5A-
Tota Is
2,021 1,216 48 107 3 518 102 745 1,133
38,710 30,282 2,622 13,509 22,828 967 6,726 29,909
81-
APPENDIX 125
INTERNAL RESIDENT TRIPS BY HOUR AND PURPOSE
AUTO DRIVERS-MEDFORD CBD
Purpose of Trip at Destination
Time
6A
7 ---
8 -_
9--_
10
12N
IP
3 _
4 --
5--_
6
7
PersonalWork Business
------- -- 169 0
-------- 886 76
-------- - ----- 1,228 3 33
----------- ----- 552 429
----- ------------ 470 763
-- ----- - __ 293 567
------- ------- - 462 5 14
--- ----- - - -- 630 677
----- --- -------- 347 580
---- - --------- 32 1 369
--- ---------- 303 668
----------- -- ---- 134 447
-- -- -- -- -- - -- -- - 8 2 1 II
I101 197
alI -- - ---- 5,978 5,73
DoctorDentist School
0 0
0 8
0 1 8
0 0
1 1 0
22 0
0 0
1 9 0
0 9
1 9 0
Social ChangeRec. Mode Eat Shop
0 0 19 0
0 0 22 0
0 9 29 28
32 0 1 2 3 25
64 0 12 595
44 0 67 3 35
4 1 0 243 274
2 1 0 5 I 505
32 0 23 493
1 9 0 0 422
0 0 9 439
76 0 II1 300
66 0 3 2 74
267 0 32 72
662 9 562 3,862
ServePass. Home
0 0
52 0
97 1 0
81 I0
2 1 3 1
86 3 1
8 1 40
161 2 1
76 20
30 s0
65 50
1 89 15 1
29 8 1
95 4 1
1,063 536
Totals
188
1,054
1,752
1,441
1,967
1,445
1,655
2,085
1,580
1,230
1,552
1,308
475
8 15
18,547
666
19,2 13
1 8
0
0
0
89
0
0
I 0
55Subtot
8 P-5A --
Totals
- 152 1 22 0 0
6,130 5,853 89 55
78 9 52 3 1 89 13 3
740 1 8 614 3,893 1,152 669
Time
6A
7 -
9 -
90 -
I I
12N
I'p
2.-
3.-
4 -
5-
6.-
7.-
APPENDIX 126
INTERNAL RESIDENT TRIPS BY HOUR AND PURPOSE
AUTO DRIVERS-ASHLAND CBD
Purpose of Trip at Destination
Personal Doctor Social Change ServeWork Business Dentist School Rec. Mode Eat Shop Pass. Home Totals
0 0 0 0 0 0 0 0 0 0 0
149 20 0 0 0 0 2 1 0 9 9 208
284 55 1 0 0 1 2 10 0 1 0 22 0 403
1 27 63 0 0 1 2 0 1 1 20 1 1 9 253
99 257 0 0 0 0 0 165 1 I 9 541
67 342 4 1 0 2 1 0 1 9 130 43 1 8 681
62 118 0 0 0 0 57 76 45 9 367
305 136 10 0 21 0 57 134 19 0 682
139 164 12 0 20 0 0 95 56 0 486
20 1 196 0 0 0 0 1 3 21 2 3 1 36 689
57 144 9 0 22 0 0 27 1 61 36 600
87 75 0 0 1 2 0 0 ISO 42 35 401
35 41 0 0 0 0 0 96 1 2 27 21 1
0 52 0 0 136 0 1 1 73 42 1 8 33 2
1,612 1,663 82 0 256 10 189 1,432 404 206 5,854
r
Subtotal
8P-5A ---
Totals
4 1 9 1 0 0 60
1,653 1,754 82 0 3 16
82
0 1 0 45 4 1 99 3 87
I 0 199 1,477 445 305 6,241
UwT
APPENDIX 127
INTERNAL RESIDENT TRIPS BY HOUR AND PURPOSE
AUTO PASSENGERS-MEDFORD CBD
Purpose of Trip at Destination
Personal Doctor Social Change ServeTime Work Business Dentist School Rec. Mode Eat Shop Pass. Home
6A . -..............-......... 0 0 0 0 0 0 0 0 9 0
7 ......................... 123 58 0 31 0 9 0 0 9 0
8 ..-....... ...-..... . 264 106 0 0 0 0 10 0 0 0
9 ...............---------........ 53 49 0 0 19 13 0 III 0 0
10 -------------- .................. 17 176 0 0 22 0 0 168 0 30
1.1 -------............... 22 196 0 0 67 0 11 171 0 10
12N ---------------------- 51 202 0 0 102 0 78 142 0 19
IP .... . .............. 94 226 20 0 20 0 33 184 0 0
2 . . ................... 34 205 0 0 74 0 0 199 9 0
3 ------------------------............ 0 III 9 0 102 0 9 190 0 10
4 ------------------------ I 1 169 11 0 117 0 0 148 0 10
5-------- -- ------------- 12 136 0 0 13 0 11 166 0 39
6 ----------------------- 56 41 0 0 81 0 11 21 9 29
7 ----------------------- 10 96 0 0 239 10 19 21 0 10
Subtotal ------------- 747 1,771 40 31 856 32 182 1,521 36 157
8P-5A - ------------------- 0 82 0 0 127 0 35 22 9 124
Totals --------------- 747 1,853 40 31 983 32 217 1,543 45 281
Totals
9
230
380
245
413
477
594
577
521
431
466
377
239
414
5,373
399
5,772
APPENDIX 128
INTERNAL RESIDENT TRIPS BY HOUR AND PURPOSE
AUTO PASSENGERS-ASHLAND CBD
Purpose of Trip at Destination
Personal Doctor Social Change ServeTime Work Business Dentist School Rec. Mode Eat Shop Pass. Home
6A ---------------------- 0 0 0 0 0 0 0 0 0 0
7 ------------------------ 17 0 0 0 12 19 9 0 0 0
8 I------------------- 39 0 0 9 0 9 0 10 0 0
9 0 33 0 10 20 0 0 8 0 0
10 ------ -------- --------- 1 66 0 0 35 0 0 86 0 0
------------------------- 0 62 0 0 32 0 0 107 0 9
12N ---------------------- 12 38 0 0 31 0 12 53 0 9
IP ---------------------- 20 31 0 1 1 93 0 12 20 0 0
2 ------------------------ I 19 0 0 80 0 13 30 0 0
3 ----------------------- 22 93 0 0 58 0 0 69 0 9
-4 ------------ ---------- 9 95 21 0 13 0 0 205 0 0
S - --------------------- 0 12 0 0 33 0 0 22 0 0
6 0 21 0 0 48 0 0 101 0 0
7 ------------------------ 9 30 0 0 313 0 32 39 0 28
Subtotal ------------- 150 500 21 30 768 28 78 750 0 64
8P-5A ------------------- 0 0 0 0 38 0 0 37 0 92
Totals ---------------- 500 21 30 806 28 78 787 0 156
-i-- 83
Totals
0
57
67
71
198
210
155
187
153
251
343
67
179
451
2,389
167
2,556
APPENDIX 129
INTERNAL RESIDENT TRIPS BY HOUR AND PURPOSE
BUS PASSENGERS-MEDFORD CBD
Purpose of Trip at Destination
KTime
6A
7
8
910
12N
IP
2
3
456
7
Subtotal
8P-5A - . .
Totals
PersonalWork Business
O O
O O
O O
O O
O 0
0 9
O O
O O
0 10
0 24
O O
O O
O O
O a
o 43
DoctorDentist
a
a
a
a
a
a
a
a
0
0
a
a
a
a
0
School
aaaaaaaaa0
aaaa
0
0
SocialRec.
a
0
aa
9
20
20
20
ChangeMode
0
a
10
a
a
a
a
a
a
12a
a
a
a
22
a
22
Eat
aaaaaa0
aaaa
0
a
0
Shop
aaa
0
a
29
aa
a
39
a
39
ServePass.
0
aaaaaa
0
aa
0
aaa
0
0
Home
0
a
a
a
0
a
a
a
a
a
a
a
a
a
0
a
0
Totals
aa
I0a
9
3821
36
124
a
124
1-
r-
a
0
0 0
43 0
r
APPENDIX 130
INTERNAL RESIDENT TRIPS BY HOUR AND PURPOSE
BUS PASSENGERS-ASHLAND CBD
Purpose of Trip at Destination
Time
6A
7
8
9
10
I I - - .
12N - .
2 -
3
4 - ..
5 . . .
6
7
Subtotal
8P-5A
Totals -
Work
a
9
a
a
a
a
a
a
a
a
0
a
a
a
9
0
9
PersonalBusiness
a
a
a
a
a
a
a
0
a
34
a
a
a
a
34
a
34
DoctorDentist School
o a
o 0
o a
o a
o a
o a
o a
o a
o a
o a
o a
o o
o o
o o
0 0
SocialRec.
a
a
a
a
a
a
a
26
a
a
0
a
0
a
26
a
26
84
ChangeMode Eat
o a
o a
o a
a
a
aa
32aa
aaaaaaaa
Shop
aa0aa0aaa
aaaaa
0
ServePa ss.
0
aaaaaaaa
0a
0
a
0
Hom e Totals
o a
o 9
o a
o 0
o a
o a
o a
8 34
o a
0 66
9 9
9 9
8 8
o a
34 135
d-
I-
r
L
L-
f
(-a
32
a
32
a
0 3
a
0
a
0
o a
0 0
a
34
a
135
APPENDIX 131
INTERNAL RESIDENT TRIPS BY HOUR AND PURPOSE
TOTAL PERSON TRIPS-MEDFORD CBD
Purpose of Trip at Destination
Time
6A.
7 .
8
- 9.
I O
-12N
IP.
2
- 3
4
5
- 6 -------
2 7
Subi
8P-5A
Tota
Personal Doctor Social Change ServeWork Business Dentist School Rec. Mode Eat Shop Pass. Home Totals
178 0 0 0 0 0 19 0 9 0 206
1,009 134 0 49 0 9 22 0 61 0 1,284
1,501 439 0 18 0 19 39 28 97 10 2,151
624 478 0 0 51 13 12 436 81 10 1,705
486 940 11 0 86 0 12 763 21 62 2,381
324 784 22 0 111 0 90 517 86 42 1,976
513 716 0 0 143 0 321 426 81 59 2,259
746 903 39 0 49 0 84 718 161 21 2,721
381 795 0 9 117 0 23 692 85 20 2,122
329 505 28 0 121 12 9 612 30 60 1,706
337 837 29 0 117 0 9 587 65 61 2,042
166 583 0 0 88 0 22 465 189 190 1,703
138 151 0 0 146 0 42 95 29 110 711
110 293 0 10 506 10 61 93 105 51 1,239
TotaI 6,842 7,558 129 86 1,535 63 765 5,432 I,100 696 24,206
Is .----
Time
8
a9
I0
I I
12N
IP
2
M 3
4
5
d* 6
7
152 204 0 0 205 9 86 53 98 256 1,063
6,994 7,762 129 86 1,740 72 851 5,485 1,198 952 25,269
APPENDIX 132
INTERNAL RESIDENT TRIPS BY HOUR AND PURPOSE
TOTAL PERSON TRIPS-ASHLAND CBD
Purpose of Trip at Destination
Personal Doctor Social Change ServeWork Business Dentist School Rec. Mode Eat Shop Pass. Home Totals
0 0 0 0 0 0 0 0 0 0 0
175 20 0 0 12 19 30 0 9 9 274
323 55 10 9 12 19 0 19 22 0 469
127 96 0 10 33 0 11 28 11 9 325
110 323 0 0 35 0 0 250 11 9 738
67 403 41 0 53 0 19 237 43 28 891
74 156 0 0 31 0 69 139 45 18 532
325 166 10 11 140 0 68 154 19 8 901
150 184 12 0 100 0 13 125 56 0 640
223 323 0 0 58 32 13 281 31 45 1,006
66 249 30 0 34 0 0 476 61 64 980
87 97 0 0 45 0 0 172 42 44 487
35 62 0 0 48 0 0 198 12 44 399
9 82 0 0 450 0 43 112 42 45 783
1,771 2,216 103 30 1,051 70 266 2,191 404 323 8,425Subtotal
8P-SA
Totals
41 91 0 0 98
1,812 2,307 103 30 1,149
85
0 10 83 41 191 555
70 276 2,274 445 514 8,980
1-
APPENDIX 133
PERSON TRIPS THROUGH CORDON LINE BY HOUR AND PURPOSE
Hour
6A
7 - -
8 ---
9
I 0
12N
IP
2 --
3 - -
4 ---
S
6 - -
7P-
Purpose of Trip at DestinationHome to Other to Personal Doctor Social Change Serve Work to Other to
Work Work Business Dentist School Rec. Mode Eat Shop Pass. Home Home Totals603 106 85 0 1 2 72 5 I 0 4 5 IS8 9 11
------- - --- 1,198 207 182 1 5 132 146 3 1 0 8 20 54 38 2,0 13
----------- 345 303 351 30 86 286 7 33 1III 32 28 84 1,696
---------- 1 59 227 464 88 32 523 1 3 24 232 20 2 1 1 03 1,906
102 2 12 580 98 IS5 525 14 2 1 287 3 33 2 15 2,1 05
98 190 482 71 9 609 20 39 303 18 34 286 2,159
---- 82 167 429 67 12 569 16 73 234 25 58 3 20 2,052
- ---- ---- 83 201 3 83 109 1 5 696 1 3 39 160 10 59 4-09 2,1 77
101 239 457 63 2 1 607 20 27 147 28 80 507 2,297
1 21 31 7 542 90 21 6 13 14 9 1 72 56 270 630 2,855
---------- 85 357 479 45 13 605 23 7 130 54 723 775 3,296
------- 26 208 3 55 31 12 63 3 24 48 97 92 1,055 757 3,3 38
------------ 26 90 30 1 8 33 647 9 36 77 25 392 508 2,152
----------- 13 43 21 1 4 35 486 is 19 78 4 130 286 1,3 24
Subtotal - 3,042 2,867 5,301 719 448 7,017 196 386 2,036 391 2,942 4,936 30,28 1
Vr-
8P-5A -- --
Totals
84 68 383 0 1 4 5 13 47 62 9 22 181 584 1,967
3,126 2,935 5,684 719 462 7,530 243 448 2,045 413 3,123 5,520 32,248
APPENDIX 134
AUTO DRIVER TRIPS THROUGH CORDON LINE BY HOUR AND PURPOSE
Purpose of Trip at DestinationHome to Other to Personal Doctor Social Change
Hour Work Work Business Dentist School Rec. Mode
6A -------------- 431 59 52 0 7 30 2
7 -- ------- ----- ------ 907 1 18 121 8 66 64 3
8- -------------26 1 19 7 202 16 53 1 23 4
9-----------13 3 1 79 262 40 1 6 225 4
10-----------85 163 31 1 37 8 235 6
1 ---------- 7 1 154 275 30 7 257 9
12N----------58 126 250 34 10 245 6
P 59 159 2 16 48 10 294 8
2-----------71 1 83 23 6 26 9 252 1 1
3-----------96 229 278 4 1 1 2 263 8
4-----------74 23 3 253 23 6 255 9
5-----------23 141 1 80 1 8 6 249 10
6-----------1 7 68 1 53 5 2 1 251 4
7P-----------I 3 1 100 2 1 6 181 6
Subtotal 2,297 2,040 2,889 328 247 2,924 90
Serve Workfto OtherftoEat Shop Pass. Home Home Totals
I 0 2 5 13 602
3 6 10 32 27 1,3 65
13 64 13 23 44 1,013
10 1 23 8 17 58 1,075
II 1 35 3 29 118 1,141
18 152 6 27 173 1,179
34 109 9 42 181 1,104
IS 75 5 37 208 1,134
II 74 II 5I 244 1,~179
5 77 2 1 2 12 3 34 1,576
5 6 1 25 555 34 1 1,840
1 9 46 39 758 364 1,853
1 6 35 9 281 250 1,1 10
6 36 2 84 1 15 590
167 993 163 2,153 2,470 1 6,761
25 4 1 4 147 277 102
192 997 177 2,300 2,747 17,790
8 P-5A ---
Totals
63 43 2 13 0
2,360 2,083 3,102 328
7 2 1S 2 1
254 3,139 III
86
J
APPENDIX 135
INBOUND AUTO DRIVER TRIPS AT STATIONS BY PURPOSE
"To" Purpose "From" PurposePersonal Doctor Social Change Serve
Station Home Work Business Dentist School Rec. Mode Eat Shop Pass. Totals Home Work Other Totals21 ----------- 40 83 54 8 3 30 0 0 22 7 247 151 50 44 24522 ---------- 609 820 722 125 85 668 112 172 276 34 3,623 1,459 668 1,496 3,62323 ----------- 18 165 54 10 4 22 0 7 35 7 322 235 38 48 32131 ----------- 114 261 92 15 17 42 1 1 102 8 653 404 149 100 65332 ---------- 267 359 258 36 65 106 4 14 219 8 1,336 681 347 308 1,33633 ----------- 78 121 128 20 16 122 1 7 47 7 547 229 99 219 54735 - ---------- 40 63 27 3 0 22 0 0 22 6 183 62 75 44 18141 ----------- 67 252 149 25 5 56 5 6 69 6 640 389 117 133 63971 ----------- 71 27 18 0 7 10 0 0 7 0 140 20 37 83 14072 ---------- 148 96 71 10 21 58 2 7 13 5 431 107 87 236 43073 --------- 391 94 507 26 3 502 74 88 62 4 1,751 164 319 1,268 1,75174 ..--- -.. 206 50 78 5 10 32 2 20 18 0 421 54 220 145 419
Totals - 2,049 2,391 2,158 283 236 1,670 201 322 892 92 10,294 3,955 2,206 4,124 10,285
J
APPENDIX 136
INBOUND PERSON TRIPS AT STATIONS BY PURPOSE
"To" Purpose "From" Purpose
Station
212223313233-35-41717273-74-
Totals
Personal Doctor Social Change ServeWork Business Dentist School Rec. Mode Eat Shop Pass. Home Totals Home Work Other Totals
108 103 14 3 72 0 0 33 13 63 409 256 58 94 4081,056 1,324 271 158 1490 249 383 572 65 962 6,530 2,554 856 3,119 6,529
222 88 23 6 59 0 16 72 17 39 542 389 46 108 543337 144 31 25 92 1 2 187 19 197 1,035 635 211 188 1,034477 446 86 120 236 4 37 422 IS 484 2,327 1,171 521 635 2,327165 278 39 28 366 7 21 109 17 132 1,162 474 142 546 1,16295 43 6 0 53 0 0 46 IS 83 341 123 125 93 341
327 283 47 12 142 12 IS 158 17 119 1,132 701 179 252 1,13256 40 0 22 22 0 0 20 0 129 289 44 81 165 290
143 135 20 39 121 6 11 23 8 264 770 195 127 448 770131 951 62 6 1,172 161 227 149 13 671 3,543 354 456 2,735 3,54574 146 13 13 61 2 48 33 0 353 743 99 315 327 741
3,191 3,981 612 432 3,886 442 760 1,824 199 3,496 18.823 6,995 3,117 8,710 18,822
APPENDIX 137
OUTBOUND AUTO DRIVER TRIPS AT STATIONS BY PURPOSE
I
I
"To" Purpose "From" PurposePersonal Doctor Social Change Serve
Station Work Business Dentist School Rec. Mode Eat Shop Pass. Home Totals Home Work Other Totals212223313233 .3541 .71 .72 . .7374 .
Totals -
34 47 0 0 33605 819 41 17 1,033
52 59 1 0 40163 52 0 0 111306 149 2 0 189
95 121 0 0 9449 SO 0 0 13
138 98 0 0 9045 7 0 0 122
1 I5 71 0 1 220230 487 0 0 583221 58 1 0 178
2,053 2,018 45 18 2,706
0 0 4 4 93 215 50 6 103 2142 1 71 31 1,158 3,778 729 721 2,329 3,7790 0 9 5 169 335 61 165 III 3370 0 6 6 358 696 157 281 258 6961 0 10 3 506 1,166 322 326 520 1,1680 0 0 6 183 499 128 99 271 4980 0 1 10 37 160 SI 50 59 1600 1 1 7 322 657 177 230 249 6560 0 0 1 7 182 108 31 43 1820 0 0 9 S9 475 208 91 176 4750 0 1 1 104 1,406 315 80 1,011 1,4060 0 0 3 67 528 261 44 224 529
3 2 103 86 3,063 10,097 2,567 2.179 5,354 10,100
87
APPENDIX 138
OUTBOUND PERSON TRIPS AT STATIONS BY PURPOSE
"To" Purpose "From" Purpose
Personal Doctor Social Chanqe ServeStation Home Work Business Dentist School Rec. Mode Eat Shop Pass. Totals Home Work Other Totals
21 ------------- 143 45 85 0 0 72 0 0 7 8 360 89 79 192 36022------------- 1964 777 1,516 87 29 2,467 2 5 132 66 7,045 1.242 951 4,851 7,04423 ------------- 246 61 121 4 0 85 0 0 19 20 556 124 220 2 13 55731 ------------- 592 224 82 0 0 241 0 0 12 15 1,166 294 376 496 1,166-32--------------819 431 258 5 0 450 6 0 21 IS 2,005 624 431 949 2,00433 ------------- 355 13 5 251 0 0 253 0 0 0 16 1,010 280 119 612 1,01135 ----------- 65 69 88 0 0 30 0 0 4 18 274 91 74 108 27341-------- -- -- 477 217 173 0 0 208 0 I 2 22 1,100 357 295 448 1,10071 1 2 84 1 2 0 0 279 0 0 0 2 389 247 63 78 3 8872-------85 168 127 0 I 450 0 0 0 19 850 378 127 346 85173-------221 33 7 869 0 0 1,541 0 0 5 3 2,976 562 1 35 2,277 2,974 lw74-------154 306 93 1 0 414 0 0 0 8 976 464 58 454 976
Totals - 5,133 2,854 3,675 97 30 6,490 8 6 202 212 18,707 4,752 2,928 11,024 18,704-
APPENDIX 139
ACCUMULATIONS OF INTERNAL VEHICLES AND PERSONS IN MEDFORD CBD
TotalAuto Drivers Auto Passengers Bus Passengers Persons
Hour Arrive Depart Accum. Arrive Depart Accum. Arrive Depart Accum. Accum.*6A--- -- ------------ 188 69 119 9 0 9 0 0 0 1287------ - ----------- ------- 1,054 307 866 230 30 209 0 0 0 1,0758 -- ------------ ---- 1,752 630 1,988 382 129 462 1 0 1 2 - 2 2,4489- ------- -- ------------- -1,441 1,041 2,388 248 lOS 605 0 0 - 2 2,99 11 0 -------- ------------ ------- -1,967 1,664 2,69 1 415 3 39 681 0 1 3 - IS5 3,3 57-I I------ --- --- ----- ---- 1,445 1,871 2,265 479 504 656 9 0 - 6 2,9 1512N----- -- --- - - ------ --- -- -- I 655 1,829 2,09 1 598 526 728 10 8 - 4 2,8 15IP -P----- ---- --- --- --- --- --2,085 1,772 2,404 575 499 804 38 0 34 3,2422------------ -------- --- --- --- 1,580 1,527 2,457 528 604 728 2 1 0 55 3,2403- ----------- - ------- - --- 1,230 1,508 2,1 79 432 464 696 36 59 32 2,9074 --- ------ ----- ---- --------- -1,552 1,789 1,942 466 610 552 0 12 20 2,5 145------- ---------1308 2,963 287 3 78 957 - 27 0 1 8 2 2626-------------475 603 159 240 1 63 50 0 0 2 2117P-------------815 481 493 413 229 234 0 1 2 I 10 717
Subtotal------18,547 18,054 5,393 5,159 124 134
8P-SA------ ---- ------ --- 666 1,293 -134 397 702 - 71 0 0 - 10 -215
Totals- -- -------- -19,2 13 19,347 5,790 5,861 124 134
*Totals include taxi and truck passengers
APPENDIX 140
ACCUMULATIONS OF INTERNAL VEHICLES AND PERSONS IN ASHLAND CBD
Auto Drivers Auto Passengers Bus Passengers Perotal
Hour Arrive Depart Accum. Arrive Depart Accum. Arrive Depart Accum. Accum.*6A------------0 17 - 17 0 8 - 8 0 0 0 -257-- -------- ---------- ----210 101 92 58 1 8 32 9 33 - 24 1008 405 163 334 67 24 75 0 60 - 84 3 259--------------254 260 328 7 1 56 90 0 0 - 84 33410------------543 457 414 200 166 124 0 0 - 84 4541 l 685 653 446 210 200 134 0 0 - 84 49612N------------ ---370 58! 235 156 230 60 0 0 - 84 211IP-- ---- ---------- 687 512 410 187 205 42 35 9 - 58 394-2-- -------- ---------- -- 492 496 406 156 127 71 0 0 - 58 4193--------------696 601 501 252 272 SI 66 18 - 10 5424-------------602 629 474 345 3 35 61 9 0 - I 534 -wpw
5 404 809 69 67 243 - 115 9 0 - 8 -386-------------211 344 -64 180 163 - 98 8 9 - 7 -1557P-------------3 33 190 79 453 198 157 0 0 - 7 243
Subtotals 5,892 5,8 13 2,402 2,245 136 129
8P-5A - - - 384 522 5 9 166 396 - 73 0 0 - 7 -125
Totals 6,276 6,335 2,568 2,641 136 129
*Totals include taxi and truck passengers
88
APPENDIX 141
TRIPS THRU THE CORDON LINE THAT ACCUMULATE IN MEDFORD CBD
Auto Drivers Persons Commercial Vehicles
Hour6A789
I I12N .- - ----------
-I p29- 345
-2 - -- -- ---- - - -
7 P
Su btotlI
-8 P-5A
Totals----U
Arrive Depart19 1396 1779 3789 4896 5386 5072 6864 5847 9066 5984 7550 15432 9431 23
911 839
Accum.6
851271682112472512572142212301266472
55
Arrive25
12412416620114312410885
109133876873
1,570
23
1,593
Depart252460758476
10594
16692
12824518941
1,404
65
1,469
Accum.0
100164
255372439458472391408413255134166
124
Arrive243568545
1 110
22
68
8
76
Depart03298932
3
3
3
52
10
62
Accum.2340
- 2- 3- I
51322201716
141 9
930
36
875
APPENDIX 142
TRIPS THRU THE CORDON LINE THAT ACCUMULATE IN ASHLAND CBD
Hour
78
.N.-. I O
12N
23
63 7P
Subt8P-5A
Tota I
-- ---a - --
-- - - - -
Auto Drivers
Arrive Depart1 89 10
10 65 6
12 717 118 7
21 138 12
25 945 1732 156 54 3
Accu m.- 7- 8- 4- 5
067
151 I2755727374
ArriveI
I15128
2230123516547666139
369
4
373
Depart8
251 178
211420241332386
10
237
16
253
Persons
Accum.- 7- 17- 16- 15- I
86
21135498
126133132
120
Commercial Vehicles
Arrive Depart Accum.I 0 I0 I 03 0 30 1 22 2 20 0 24 2 40 0 40 1 30 1 25 0 70 0 70 0 70 6 1
15 14203
3
206
129
6
135
7 1
16
0
1 4
2
APPENDIX 143-J
ACCUMULATED TRIPS TO MEDFORD CBD BY INTERNAL AND EXTERNAL RESIDENTS
Auto Drivers Persons* Commercial Vehicles
Hour6A7
- 89 --
10 --I I .12N
d IP2
-j 345
-~ 67P
Arrive207
I, 1 50I, 83 11,5302 063-, 53 11 ,7272,149
- --- - ,6271 ,2961 6361 ,358
507846
Subtotal 19,458
Depart82
324667
1,0891,7171,92 11,8971,8301,6171,5671,864
3,1 17697504
18,893
Accum.125
9512,1 152,5562,9022,5122,3422,6612,6712,4002,172
413223565
- 79
Arrive222
1 4082 2681,8552,5832,0762,3872,8062,2141,807
2,1511,773
7831,30 1
Depart94
3611,8311 ,2212,1002 4512,4682 3652,2972,1232 5394,183
955763
Accum.128
1,1752 6123,2463,7293 ,3543,2733,7143,6313,3152,927
517345883
- 91
Arrive37
107185287321234200219362272218
96309
Depart4285
221274349253139236363269210931917
Accum.- 5
17- 19- 6- 34- 53
8- 9- I0- 7
I4
7
- 4325,634 24,75 1 2,577 2,570
8P-5A-
Totals
685 1,329
20,143 20,222
1,086
26,720
2,060
26,81 1
57
2,634
107
2,677
* Total persons
89
5
APPENDIX 144
ACCUMULATED TRIPS TO ASHLAND CBD BY INTERNAL AND EXTERNAL RESIDENTS
Hour6A -7 ....
9 --10 --
12N-IP
34S67P
Arrive
------- 2 19-- -- -- -- - -- -- 4 15
-- -- -- -- -- -- -- -- -- 2 5 9-- -- -- -- - -- -- -- -- - 5 5 5--- -- -- --- -- - -- 7 0 2
--- -- --- - --- -- 3 7 8--- --- --- --- - - 7 0 8
500-- -- -- --- -- -- -- 7 2 1
- ---- --- -- 647436
- - -- --- -- -- 2 1733 7
Subtotal ---- 6,095
Auto DriversDepart
251 11169
2664646645885255086106468243491 93
5,942
Accum.- 24
84330323414452242425417528529141
91 53
Arrive
29248433 3765925538944664
1,0681.032
546412795
8,799
Persons*Depart
331 7725832363 1874825746647904996
1,090522398
8,424
Commercial Vehicles
Accu m.- 3 2
833093 194535042 1741543259663 2
88- 22
3 75
- 5
Arrive
41
8577
139155995575
11 411 720
00
978
Depart0
Is57584
140' 33987570
1 231 147
66
977
Accu m.
27I3 73029
5 523 2372834
70
28 P-5A-- ------------ 387
Totals- ------ 6,482
* Total persons
528
6,470
1 2 554 934
9,353 9,358
I 0
979 977
APPENDIX 145
DWELLING UNIT INFORMATION BY ZONESO3
StudyZoneoil1012 -
0 13 -
01401501 60170 18
Total District 01
No. ofDwelling
Units45
90
1 827
1 1717 163
450
889696
280
2957
86
283 57
IIII1121 13
2 112 12
22 I222
23 123 223 3234
Total District I I
Total District 21
Total District 22
Total District 23
Autos PerDwelling
UnitI .00
0.000.00I 00
0.670.851.05
0.86
0.92
0.730.921.08
0.91
2.31I1 51
1.78
2.201.93
2.00
I 50I .551 601.64
1.56
1.521.63
1.56
1.59I 46I 74I 50I 00
1.60
PersonsTotal
I11790
363 6
2523 601 17
927
160144288
592
76124
200
5611,292
1,853
82585517 1567
2,418
5023 83
885
675425
1,224I 279
28
3,63 1
PersonsI 5 to 65 Yrs.and Older
7290
3627
1802 16
63
603
1 121 121 52
3 76
57los
162
366952
1,3 18
5 18525135
432
1,610
33 222 1
553
4052478 19727
1 9
2,2 17
AutosAvailable
4500
1 81 899
18054
414
6488
104
256
6786
153
281689
970
3 60338
723 24
1,094
22 11 53
374
3151 62672524
9
1,682
AutoDriverTrips
15300
13554
6 12666
8 1
1,701
2 16240432
888
67
276
343
93 52,057
2,992
I 6881,470
1081,3 50
4,616
774672
1,446
972468
2,4932,070
1 13
6,116
TotalPersonTrips2 16
00
1358 1
873981162
2,448
296368856
1,520
105390
495
1,7003 383
5,083
2,1 532,273
2521,746
6,424
1,1 051,284
2,389
1,52 1884
3,5 143,275
1 13
9,307
2 4 1 - - - - - - - - - - - -242
Total District 24 -
25 1...... .252253.............. --254 -
255...... .
Total District 25
(D Household quarters only
485
2402 18
45198
701
14594
239
1 98Ill3 863 50
9
1,054
90
APPENDIX 145-Continued
DWELLING UNIT INFORMATION BY ZONES-Continued
StudyZone
261262
271272 .
No. of Autos PerDwelling Dwelling
Units Unit
PersonsPersons 1 5 to 65 Yrs.Total and Older
189- 54
Total District 26 --------------- 243
. - . . 200.- 155
Total District 27 --------------- 355
. . - . - 171255
Total District 28 --------------- 426
281 __
282
311312
321322
323- 324
325 -
- - 326 -
Total District 31
4661
107
6115
46144
6146
373Total District 32
331332333
341342
352
. - - - - 15171
. -0 --
Total District 33 --------------- 186
. -- - 105. . -.- .95
Total District 34 200
1.811.67
1.78
1961.86
1.92
1.61
1.91
1.79
1.652.00
1.85
1.621.53
1.481.581.492.15
1.63
0.002.060.00
1.89
1.81I .91
1.86
1 90
I .90
1.90
2.001.931.81
1.87
1.66I .40I .491.360.35
1.40
1.861.62
1.76
1.560.00I 00
1.101.081.22
1.22
688555
1,243
494
878
1,372
198258
456
19846
137578198
106
1,263
1,200
6750
1,875
361276
637
19
19
38
377316916
1,609
326
282308546
53
1,515
1,032
801
1,833
8190
94714667601
2,895
91
603135
738
44190
531
525363
888
333705
1,038
91
144
235
13723
106312137
91
806
0
4280
428
238219
457
19
19
38
200169570
939
24618522939626
1,082
670525
1,195
4630
47470
414398
1,792
AutosAvailable
34290
432
392289
681
276488
764
76122
198
99
2368
22891
99
608
0352
0
352
190
181
371
19
'9
38
154193501
848
AutoDriverTrips
1,089297
1,386
1,717
1,317
3,034
8171,560
2,377
182289
471
25846
198859296198
1,855
01,416
0
1,416
456561
1,017
105
48
153
670562
1 525
2,757
TotalPersonTrips
1,701396
2,097
2,3751,672
4,047
1,1782 670
3,848
540578
1,118
38846
2741,406
365243
2,722
02,090
0
2,090
817684
1,501
105
76
181
1,040870
2,349
4,259
625616651
1 3200
3,212
Total District 35
- 401402
- 403
- - I 0.. I0
20
77100
277
- .-- - 454
106...- 88
106220
26
546
Total District 40
411412413414
415
421
422
Total District 41
Total District 42
331258
589
176123158
2999
765
616418
1,034
3200
28301254257
1,160
370
396572959
0
2,297
2 179 2,988
1,762 2,332
3,941 5,320
431432433434
~m 435436
2050
28273235211
952
1,4240
2441,015
959
1,248
4,890
2 3940
3102,0591,4661,747
7,976Total District 43
- IAPPENDIX 145-Continued
DWELLING UNIT INFORMATION BY ZONES-Continued
StudyZone441 _
442443 --
444-445-446447448
Total District 44
45 1452453454455
45645745 8459
461462
463464
471472
481
49 1492493
511I5 12
52 I
522
53153253 3
541542
55 1552553
554555556
Total District 45
Total District 46
Tota District- 47
Total IDistrict 48
No. ofDwelling
Units
3 29296
904 13
5804842793 13
2,784
1 669095
18232
ISO134
320
881
00
-- 65
32
97
5732
89
114
114
23 5194203
632
--- 88
88
176
44
22
66
473 188
166
1 743
60
8098
43 7
3 56421I507
1,899
,Autos PerDwelling
Unit1.621.530.901 .46I 17I 411 441.44
1.39
I 190.500 831.35I 471.321.361.000.00
1.16
0 000.001.881 53
1.76
1 .701 00
1.45
I 68
1.68
2.001.751.52
1.77
2 082.32
2.20
2 00
1.68
1.89
I 492 001.86
1.78
3 06
1 21
1.73
1 56I 451.48
1 46I 481.21I
1.41
PersonsTotal1,086
8891 62
1,1 701,444
1,33 7877938
7,903
4501 98
198498
5556 13 87
7 1
0
2,418
00
170
1 13
283
227105
332
462
462
842680697
2,219
3 143 14
628
1 53
58
2 11
1401 40
63 1
91 1
69146
2 15
2 14240
I 40 1
1,1 83I 373I 202
5,6 13
92
PersonsIS to 65 Yrs.and Older
6505851 1784293 8869566653
5,220
29299
ISO032440
3 71245
320
1,553
00
13 865
203
1 384 1
179
258
258
486454437
1,377
2 12263
475
1 17
58
1 75
8670
1 87
343
6986
1 55
151196
948729796
828
3,648
AutosAvailable
534452
8 I601681681402451
3,883
1984579
24547
198182
320
1,026
00
1 2249
171
9732
129
192
192
470340308
1.1 18
1 83204
387
88
3 7
125
7062
164
296
5252
104
1 251 42
648
5 18624614
2,67 1
AutoDriverTrips
2,1 181,794
2703,2992,309
3,0671,8702,098
16,825
67213 522 I8451 26940924
1260
3,989
00
30897
405
52797
624
798
798
1,766
1,3 531,409
4,528
555672
1,227
365
102
467
3 121 56
I 01 4
1,482
2 15
18 1
396
240507
2,8 19
2,0902,9642,6 17
TotalIPersonTrips
3,3552 590
35 14 2593,4964,2483,0092 953
24,261
1, 1853 15277
1,272174
1,4061,098
174
0
5,901
00
397130
527
8752 19
1,094
1,3 56
1,356
2,7542,130I 887
6,771
934964
1,898
548
1 61
709
46833 5
1,59 1
2,394
275447
722
48 I685
3 848
2,7954 0013,462
11PTPT
--V
Total District 49
Total District SI
Total District 52
-'r--
Total District 53
Total District 54
7-
Total District SS 1 1,237 15,272
APPENDIX 145-Continued
DWELLING UNIT INFORMATION BY ZONES-Continued
StudyZone561562 --563564..565566
---------- ------ -------------- ------------------------------------------------------------------- ---------------------------------------------
-------------------- I ---
No. of Autos PerDwelling Dwelling
Units Unit63 1.51
18l 1 99284 1.94
95 1.81203 1.88206 1.67
1,032 1.84Total District 56
571 ..-.-..... . . . . . . .-.-.572 . . .........-.....
573 -..-............574.................575 .-..-............
Total District 57
581 ............ . ..582 ..... .... ....583 ........... .....
Total District 58
611 ..............612 .-..............
Total District 61
621 ........ .... ...622...............623...............
Total District 62
631 .- .632...............633 - .
Total District 63
--
641642
651652653
661662663
.... , ., , 103-------..- , . 95
......... . ,,,,,, , , 134, -------- 277
55
- -664
.. ,,,,, , ,,,, - 1 2 6,,, --------- 34
....... .,,,- - 9
169
8.----- ,- 38
46
43- - - -. 34
72
149
68.------ 145
. - -.,179
392
-- -- -- - -15 1... - 162
313
..- - . . 42- - - 101
. - 65
208
. -- -. 274- -- -106.. -- -266
646
. .-- 102- -92
76
270
34. -- 97
123424
678
02740
67
1.691.921.711.771.87
1.77
1.941.761.89
1.91
1.881.61
1.65
1.581.50I.50
1.52
1.501.52I .43
1.47
1.811.99
1.91
I .432.142.22
2.02
1.531 931.66
1.65
1.921.372.11
1.79
1.971.721.501.30
1.43
0.00
1.742.00
1.90
PersonsTotal
205688955335725593
3,501
411395498924142
2,370
42713817
582
30106
136
145102266
513
230519604
1,353
590
536
1,126
138454230
822
828365996
2,189
451319378
1,148
141273343
1,176
1,933
060
154
214
93
Persons15 to 65 Yrs.and Older
158464697215507413
2,454
205245356593103
1,502
27710317
397
2376
99
8568
151
304
145272340
757
324391
715
120252144
516
593228608
1,429
264218202
684
94185229776
1,284
04794
141
AutosAvailable
95361550
172382344
1,904
174182
229490103
1,178
2456017
322
1561
76
6851
108
227
102221255
578
274323
597
60216144
420
418205441
1,064
196126160
482
67167185552
971
04780
127
AutoDriverTrips498
1,7802,821
5681,6771,617
8,961
814695916
2,094332
4,851
909
19886
1,193
30213
243
204238562
1,004
459859
1,131
2,449
1,1 23867
1,990
234562468
1,264
1,467654
1 695
3,816
740521630
1,891
288510510
2,536
3,844
0147168
315
TotalPersonTrips822
2,7263,526
8172,0832,081
12,055
1,3271,1691,3043,200
427
7,427
1,193413103
1,709
30274
304
306366914
1,586
6291,5301,726
3,885
2,0741,505
3,579
4321,080
994
2,506
1,9611,0562,417
5,434
1,3011,0841,067
3,452
462695880
3,872
5,909
0194261
455
Total District 64
Total District 65
--
Total District 66
711712713
Total District 71
721722723724
Total District 72
731732733
Total District 73
-I-
-1
APPENDIX 145-Confinued
DWELLING UNIT INFORMATION BY ZONES-Continued
StudyZone741-
742--
Total District 74
No. ofDwelling
Units74
57
131
1 13
92
66
8
279
Autos PerDwelling
Unit1.77
2.44
2.06
2 08
1.74
1 12
1.00
1.71
75 1
752
753
754
76 1
762
77 1
772
773
774
781I
782
783
784
785
79 1
792
Total District 75
Total District 76
209
70
279
49
3 77
87
23 5
748Total District 77
Total District 78
1 85
270
1 23
168
223
969
1 78
258
436
22,186
1.79
0.87
1.56
2.35
1.44
1.30
1.3 3
1.45
I 63
1 31
1.76
1.65
I 42
1.5 1
I 1 0
1.34
1.25
1.56
PersonsTotal
2 13
1 89
402
43 5
244
139
1 6
834
653
165
818
197
1,082
226
592
2,097
479
63 1
424
622
631
2,787
454
596
1,050
71,050
Persons15 to 65 Yrs.and Older
180
131
31 1
261
160
90
0
5 11
AutosAvailable
131
139
270
235
160
74
8
477
3 57
139
496
148
705
1 57
418
1,428
294
477
223
302
400
1,696
267
3 29
596
45,174
3 74
6 1
435
1 15
541
1 13
3 13
1,082
302
3 54
2 16
277
31 6
1,465
1 96
347
543
34,514
AutoDriverTrips582
525
1,107
1,427
53 8
148
49
2,162
1,453
3 13
1,766
549
2,27 1
992
1,296
5,108
1,1 17
1,740
824
j,193
1,602
6,476
1,202
I 620
2,822
136,936
TotalIPersonTrips
886
722
1,608
1,871
840
2 13
90
3,014
2,105
383
2,488
877
3,23 1
1,1 83
1,775
7,066
I 688
2 526
1,53 2
I 772
2,3 02
9,820
1,673
2,1 27
3,800
203,039
7~1
71
-7
Total District 79
GRAND TOTAL
APPENDIX 146
PARKING BY "TO" PURPOSE-TOTAL STUDY AREA
Kind ofParking
Not Parked
Street Free.
Street Metered
Lot Free - -- - -- ---
Lot Paid
Garage Free
Garage Paid
Service or Repa r -
Residential Property
Cruised -----
Total
Home
66
2 3 78
47
763
l 0
479
45
9
46,266
0
50,063
PersonalWNork Business
1,3 87 905
6,895 6,502
93 5 2,397
DoctorDentist
9
"To" Purpose
SocialSchool Rec.
413 119
ChM
405 815s 2,320
89
angeode Eat1 2 0
69 53 6
0 334
6 1 2,495
9 1 I
0 0
2 1,792 8 407 1,205 1,3
9 86
1 7 3,1 42 I
9 1 I
0 9
745
53
6 1
Ill
1 3
0
ServeShop Pass. Totals
53 4,945 7 909
2,34 1 .930 24,19 1
2.529 268 6 694
14,683 1.32 1 55,286
405 0 1,274
3 3 0 685
I10 0 9 1
768 1 2 18 16
63 1,526 59 802
0 144 63 5
20,885 10,146 I158,383
24 1 2 0 0 0 0 0
27 1 756 0 0 0 0 0
2.3 53 3,1 94 0 II 5 002 72 1,3 15
1 68 43 0 66 2 14 0 0
34,623 22,388 1,72 1 2,640 10,903 3 23 4,691
94
APPENDIX 147
PARKING BY "TO" PURPOSE-MEDFORD CBD
"To" Purpose
Kind of Personal Doctor Social Change ServeParking Home Work Business Dentist School Rec. Mode Eat Shop Pass. Totals
Not Parked ----------------- 0 135 215 0 0 43 0 0 11 611 1,015
Street Free ---------------- 151 1,875 1,741 11 28 407 0 98 278 307 4,896
Street Metered ------------- 0 628 1,745 47 9 43 0 277 1,939 114 4,802
Lot Free ------------------- 30 2,714 1,771 19 9 207 9 213 1,186 79 6,237
Lot Paid ------ . ------------- 0 627 51 13 9 11 9 11 392 0 1,133
Garage Free --------------- 0 16 0 0 0 9 0 0 9 0 34
Garaqe Paid --------------_ 0 0 12 0 0 0 0 0 10 0 22
Service or Repair ----------- 0 79 277 0 0 0 0 0 68 0 424
Residential Property 477 30 40 0 0 10 0 13 0 10 580
Cruised ------------------- 0 23 0 0 0 9 0 0 0 31 63
Total --------------- 668 6,127 5,852 90 55 739 18 612 3,893 1,152 19,206
APPENDIX 148
PARKING BY "TO" PURPOSE-ASHLAND CBD
"To" PurposeKind ofParking
Not Parked
Street FreeStreet Metered -- -
Lot Free
Lot Paid
Garaqe Free
Garage Paid
Service or RepairResidential Property
Cruised
Total
Personal Doctor Social Change ServeHome Work Business Dentist School Rec. Mode Eat Shop Pass. Totals
0 41 116 0 0 0 0 0 0 170 327
90 575 706 10 0 150 10 53 278 110 1 982
0 161 444 31 0 44 0 34 539 111 1,364
36 844 454 40 0 80 0 111 569 44 2,178
0 8 0 0 0 0 0 0 0 0 8
9 0 12 0 0 0 0 0 13 0 34
0 24 0 0 0 0 0 0 0 0 24
0 0 0 0 0 0 0 0 77 0 77
170 0 22 0 0 43 0 0 0 12 247
0 0 0 0 0 0 0 0 0 0 0
305 1,653 1,754 81 0 317 10 198 1,476 447 6,241
APPENDIX 149
PARKING BY HOUR OF ARRIVAL IN MEDFORD CBD
- Time6A78
m 910 -
11 1
12N- IP
2 _34
- 567---
Not Street Street Lot LotParked Free Meter Free Paid
10 87 36 46 977 453 60 379 6588 411 190 809 19641 364 379 419 14538 322 670 739 12479 331 496 367 10S68 354 473 600 74
132 400 547 715 18063 312 566 510 9922 287 452 348 4263 315 549 484 52
175 293 328 325 2260 186 34 145 1046 525 22 173 0
962 4,640 4,802 6,059 1,123
GarageFree
0080000
17000009
34
Garage Service Resdntl.Paid Repair Property Cruised Totals
0 0 0 0 1880 10 10 0 1,0540 31 10 9 1,7520 69 11 13 1,441
10 22 31 11 1,9670 26 41 0 1,4450 33 53 0 1 6550 73 21 0 2,0850 9 21 0 1,5800 49 30 0 1,230
12 34 31 12 1 5520 45 111 9 13080 0 40 0 4750 0 40 0 815
22 401 450 54 18,547Subtotal
8P-5A
Totals
67 249 0 183 0 0 0 24 134 9 666
1,029 4,889 4,802 6,242 1,123 34 22 425 584 63 19,213
95
APPENDIX 150 7PARKING BY HOUR OF ARRIVAL IN ASHLAND CBD
Not Street Street Lot Lot Garage Garage Service Resdntl.Time Parked Free Meter Free Paid Free Paid Repair Property Cruised Totals 77A------- ---- ---- - ---- ------- -9 30 8 43 8 0 0 0 9 0 2078------------------------ ------- 3..... 1 137 0 20 80 0 0 92 0 220 029 --------------------------------- - 0 108 53 82 0 0 0 10 0 0 25310------------- ---- ---- -------- 22 172 200 128 0 0 0 9 9 0 540 7I -------------- 47 135 1 97 252 0 12 0 1 I 28 0 682
12N ------------------------ -------- 20 53 69 208 0 0 0 0 19 0 369P- ------ -------------------- --- 12 263 119 25 1 0 13 12 12 0 0 682
2---------------19 139 188 140 0 0 0 0 0 0 4863 ---- ---- ------------- 12 148 200 300 0 0 0 1 1 18 0 689 74-----------------32 1 10 228 2 12 0 0 0 0 18 0 6005------------- ------ 22 105 1 02 135 0 0 0 12 27 0 4036 1 2 1 14 0 67 0 0 0 0 1 8 0 2 117---- --------------- ------ 30 1 98 0 70 0 0 0 13 2 1 0 3 32
Subtotal--------268 1,822 1,364 2,088 8 25 24 78 179 0 5,856
8P-5A 59 1 60 0 90 0 9 0 0 68 0 3 86
Totals---------327 1,982 1,364 2,178 8 34 24 78 247 0 6,2427
APPENDIX IS!
PARKING BY HOUR OF DEPARTURE IN MEDFORD CBD
Not Street Street Lot Lot Garage Garage Service Resdntl.Time Parked Free Meter Free Paid Free Paid Repair Property Cruised Totals6A 0 0 0 30 0 0 0 12 27 0 697 0 73 23 145 0 0 0 0 66 0 3078------------ ------- 13 1 22 35 28 1 44 0 0 13 1 22 0 6309---------------0 255 126 422 13 0 0 35 1 79 II1 1,041
10------------ 34 279 292 677 47 0 0 24 31 1 0 1,664II---------------36 191 131 770 3 1 0 0 34 678 0 1,87112N--------------23 166 157 838 1 1 0 0 1 1 623 0 1,829
P--------------45 3 22 243 563 77 23 0 43 444 12 1,7722--------------71 2 10 138 647 37 0 0 0 424 0 1,5273 - - - - 12 274 203 419 0 0 0 49 551 0 1,5084--------------59 2 15 198 577 22 1 0 0 48 660 0 1,7895--------------71 268 67 654 0 0 0 1 1 1,892 0 2,9636-------------- ----- ---- 44 SI 0 67 10 0 0 0 431 0 6037---------------0 1 10 0 68 0 0 0 0 303 0 481
Subtotal ----- 408 2,536 1,613 6,158 292 33 0 280 6,711 23 18,054
8 P-SA------------1 3 174 0 1 93 0 9 0 0 904 0 1,293
Totals 421 2,710 1,613 6,351 292 42 0 280 7,615 23 19,347
APPENDIX 152
PARKING BY HOUR OF DEPARTURE IN ASHLAND CBD
Not Str eet Street Lot Lot Garage Garage Service Resdlntl.Time Parked Free Meter Free Paid Free Paid Repair Property Cruised TotalIs6 A 0 0 0 1 8 0 0 0 0 0 0 1 8
7 0 49 0 2 8 8 0 0 0 18 0 1038 1 2 4 5 0 68 0 0 0 0 3 8 0 169---------------0 1 26 1 2 7 5 0 0 0 1 2 3 3 0 258
1 0 II 116 9 1 lOS 1 3 0 0 2 3 91 0 4501 1- 3 5 13 1 26 188 0 0 0 1 2 197 6 0 65012N--------------2 88 46 190 8 0 0 0 23 6 0 580
IP----- -------- ------- 2 144 55 165 0 1 3 0 II 1 08 0 5082---------------0 1 15 92 147 0 0 0 0 1 38 0 4923 23 13 58 23 3 1 3 10 0 0 146 0 5964---------------12 137 46 175 0 19 0 1I 226 0 626
522 118 48 25 0 0 0 12 455 0 8086 21 80 0 67 0 18 0 0 157 0 3437 22 43 0 42 0 0 0 13 70 0 190
Subtotal 182 1,287 574 1,654 42 60 0 94 1,892 0 5,785
8P-5A 33 54 0 64 0 10 0 0 352 0 513
Totals --- - 215 1,341 574 1,7 18 42 70 0 94 2,244 0 6,298
96
-
z'zEL9 I s 0,001 - L-6- ------ --- ---- sie~ol dnojD
L'I 6988E SL 69 snoulOju 11Gs IA0'6 89608Z 908t 89 puijQ'~np]
8 8 9 8 8 9 9 0 1 L 9 U 0 L J G O E 90O 6081I E 8 99 U O 1Dfljfsu098.0 6L8 I 98E 819 Fid 8 0 8709 81I 89 sa~ 81 I8088 9 9 89 -- ----I~us98 ELL'S 811I 9 ---G494sG I~J G:9ugjfsu!1I )u~l L0L9II09 ------uO!4PJ4s~uiwPV 4ueWUJA~
8'zIVES 0,001 -slejo± dnojE)
L Z 968'9 6 11 69 ----- ------ -- -------a p l IP pj 1 1118E S08'L L8C 1 89 ------ -- ---- -- -- -- ---- -builupJp pug bu~e
9 0 I81I LS uwlb F~~hLn6 0 181 8 li.7 99 ------------ --- ---- saposs~e:a: pug IE jp adL Z 988 9 6 11 Ss -------------------------- 9-- -- 4PJL':J!V- Gu!PI I- GA +owuo~nV
810 8 98 --- -- ------------- ------- ----------------- ------- ----SIG LJb pil
60 LOZZ Z7 19 -- ----------------------- ------------------------------------ GPPJ4 0IPsGIOHM\0' 888 9,0 0s ------------------- --------- --------- jo uG buiddoiS pjojpa9~
0*1 11769 s 0,00 1 -I----- --- ------------- ------ -- le+ojL dnoig - 00O SL 91I 687 ---------------------------------- --- uo!4g1jodsugPJ i~9 0 098 , I 88 8 881 --f-- -- -- --l----- ----- --- ---- --- ----- --S~~
0 880, I 088 Li, ---- 8----- -- ---- ----- -- ---- -- uoi4p~uDuw o1 0 8 11 98Z 98,10O 068 8'9 9I8 ----- ----- ----- --- --Aem-jo-1861J 4eeis pug AemHCIH-00 0 00 ----- ---- --uoi40+jodsuj+ 41uja: Gujjc~8 0 LOS 80O1 88 uo!4p4joclsuGJ4 49PJDJiV8,0 186 9 61 Z7u!pjduj I)L~ 00 10 ISE SL I18-- ---- -- --- -- uo!~+g jodsugj+ opoiligd
sa!+!i!4fl pue uo!+o!unlwwoZ 'uo!+e+iodsupiiL
6Z998,9 0,001 l--oI~ dfloig
00o 09 6 0 68 --- ---- -sInpoid snouella1ssi100O 89 60 SE --------------------- ---- --------- ----- sjuewnijsu! Z)!1!4uG!i)s Pug l~uo!ss010d80 Z8-1 C'L 88E -------- ------------------------------- ----- -------- -- s4:npoid PQ4GW pa~:IjLgj00 8 I 0 88 --------------------- ---- --------- --- ----- ------- --sGIsflu! Ipjaw- /Ajcwijd
0990I8 ----- ----------- ---------- ---------- --- --- s4npfloid:ijds5 pup 'Aaqn0 0 0 00O sppE isdpe~~~0 0 II 8 0 68 ------5-j- --- ----- ----b iu pjai un U Jfl G0 0 8 IC0 88 ----- ------ ----- -- --- --- ------ SlP:)iW GHD8 0 8709 8'8 LZ ------------- ----- --- ------- ---- ui4silqnd Lpu builu!Jd0 0 0 0 0 98 ----------------------------------------------------------------------- sIfpn oid~d -alu
18Z0 l6'i 9'I L-- ---------------------------- ------- --------------------------- s4zflpoid poo/A pup jaquunj00 0 00' CZ8 ----- ------------ -------------- ---- ------------ ----------------- -- s4DfpoJO IaJeddV
------------------------------- ------ -- ------------ ------------------ -------------- ---- s+npoid l!uu 4e 00 0C 006 88 ... ---------- ----- -------- ---------- ------ sc~npoid pood
0091 98I to 000 1 6 ------ ---------------------- --- -- ----------- ------ ------- ---ePo.F nj q~S J 1H Y
0 969 90 9!61-------I------------ -------------------- ------ --------------- -- ---S6!uiaPso] J 4 U9S 0~
8 0 0876 6 0 81I ------------------------------------- ------------------- ------ -------- spnooDjae~iPi
9 0 9901 CI 81 -- ---------- -------------- ------------------------------ ------- sje4jpn6dnoie888-1 I I VW80 I 'L 6 1 -- ------------- -- ---- ----------------- -------------- ---- ----- S4!ufl pIoHPsfOH
JP8oI sdi~jL dnoie opoo asnl sdnojeD apoo esn puei
Y3,jy kanis 11V-NoLvNIIS30 iv 3sfl ONVl 11910-Z AS Sdflhl NOS'dd
[SI XIION ddV
APPENDIX 153-Continued
Land Use Code Groups
Social-RecreationCultural Centers---------Public Assembly -----------
Amusements--- - -------Recreational activities ----
Resort and group camps ----
Parks - _ - - - ----
Other cultural entertainment
Group Totals----
Natural Resources Activities
Ag riculture - -
Agr culture activitiesForestryFishingMininqOther
Group Total
Undeveloped Areas
LandForest -----
WaterFloor area vacantUnder construction
Group Total
GRAND TOTAL
LandUse Code
- --- ---- --- - - 7 1
--- -- -- --- -- 7 2--- -- --- - --- __ 7 3--- -- -- -- -- -- -- 7 4--- -- -- -- -- -I .. 7 5--- --- -- -- -- 7 6
- _ _ - - _ __ 7 9
8 18283
848589
0/ 0 ofGroup
19.416.6
1.652 6
0.79.00.1
100.0
60.934.2
0.3
0.02.91 .7
100.0
6.70.52.40.8
89.6
100.0
PersonTrips
1,049899
862,839
3 7477
1 2
5,399
1,505846
9
07 142
2,473
1 12IC0
4013
1,502
1,677
233,02 1
% ofTotal1
0.50.40.0
1.20.00.20.0
2.3
0.70.4
0.00.00.0
0.0
1.1
0.10.0
0.00.0
0.6
0.7
100.0
9 192939495
APPENDIX 154
PERSON TRIPS BY 2-DIGIT LAND USE AT DESTINATION-MEDFORD CBD
LandUse CodeLand Use Code Groups
ResidentialHousehold units- -
Group quarters-Residential hotelsTra~ler courtsTransient lodgingsOfner res dlential
I I1 21 3
1 41 5
1 9
Group Total
Manufacturing
Food productsTextile mill productsApparel productsLumber and mood productsFurniturePaper products -
Printing and publishing
ChemicalsPenroleum refining-
Rubber and plastic products
Stone clay and glans productsPr mary metal industries
Fabricated metal productsProfessional and scientific instruments
Miscellaneous products
Group Total - --
2 1222324252627
28293 13 23 3343 539
% ofGroup
77.8
5.20 6
0.51 590 0
100.0
18 30.0
0.05.40 00.0
76.3
0 00 0
0.00.00.0
0 00.00.0
100.0
PersonTrips
1,396941 19
2850
1,795
9 10
027
00
3 79
00000
00
0
497
% o fTotal1
5.50.40 00.01.10.0
7.1
0.40.0
0.00.10.0
0.01.5
0.00 00.00 00.0
0 00.0
0.0
1.9
98
66Z ir0,001 -I--- lp+i.L dnoijq
0'0 0 0,0 68 ------------JG4p0
0 ,0 0 0 0 98 -- --------- ---- --- -- --- -- -- -------E U IV
0 0 0 0,0 k ,+.G
0 0 0 0,0 £8 ----- G+A~Van1:ib
1.0 1I IL 1 8 ----- ------- --------------jnjjnfl~-V
SO!4!A!40V s8Dofnose- ljn+P
0,0 0 0 0 6L --- ------ --- ----------------- 4uauwu!Q4ja.ue ~Jlp4n+ ln jGa tO
0 ,0 0 0 ,0 9 L -- ------- ------- ------------------ ---------------sl d
0- c o 0 0 0 S t- ------------ ---------- ----------------------------------S e n oibi 9 Pu gi 4 P j o sG
0' LI L I EL ---------- ------------- ----------------------------------- ------------ ~sluawasnwV
81L''U------- -- ---- ----- ------- ---- ---------- --- ------------ALwdssjiq
'L E S9S'6 0,00 I--I4O ni
09S L9Z'I z E I 69 -_------_---sn___ P )D !k
01l LSZ LZ 89 -- -- ------- ---------------P------- ------ -j uo!+eDnpa
8 L 'L6 I 9,0Z L9 -------- ------------ --------------- --- ---4UZW UJGAOIE
T ZLOL V L 99 ---I ---- ---------------------- ------ UOI~ss JOJd
f I I IE 9'E1---- --- --- --- --- -- ------- -- ---- ----- ---------- ----in
9 ,0 69 1 L 'I E9 .. ....------ -----------------------------------s o ~ n
9£ 806 S9 6 £9 ---- -I- ----- -- --- ------- ----------- ----- puOsJed
101 I 99'Z L'9 1 9 ------------G----------- ------ 4v4sa 2eai 9:wUP nlS~ aouPui~
£8' 960 I 8'I 09 ------ -------- ---- --------- ----- ---UO!4PJ+SIU!W pV +UGWUJUJAO
S93!AJGS
EVI ' SEVO I 0,001 ------------- -- --- -P401 dnoie
1,9 099,1 6l'I 69 ------- ----- ---- --- ----------------------- OPQJ I!LrnaJ9e440
8' I 60£'l 9,11 89 ------------------- ------- ------- ----------- bulluiJP Pug bui4e3
17 S£9 0'S LS9 --- --- --------------- ------------- 4uewdinhe UPu Pa fl4!ujfl
£8'i SL0' I, £01 99 S ------ -- --------- -- -------- a o s D PuP laieddy
6'9 £8'L I L'9 I 99 -- -- --- --------------- ----- TJQJDJ!V -U!JCN -CA!Iowo~nV
£8'1 LS0'l 1,01 V's ------------- -------------------------------------------------------- ------ Pood
18 I 90£Z L'6 I 9 -- -- ------------------- ------------------ -------------------- GS!PuP4:)JOW iPJGUae
Z'E66L 9L Zs ------------------------------------------------------- ---------- -- sIPIjaP+w buippinq
91I t18' 07' 19 S ------------------------------------------------------ -------------- eppj+PIP~SaoILIM
0 0 0 0,0-------------------- --- ----------- ------------- ----------- ------- jaluU9 buiddotjS pjojpeGAN
Z1L 6Z8'I ------------------ ----- ----------------------------- ----- -------- ----- -- p4o01 dnoie
I 0 8£z £1 6t8 ------------------------------------------ ----------------- ---- uoi+p+jodsupil Jp4p0
I £ 06L CD- 8-1fr -- -------------------- -------------------------------------- ------ ------------- sPI+imf
91 ZLE E0OZ LI' ---------------------------------------------------------------------- uoI4p:)!unwwoo
£ 0 Vz8' 98' ---- -------------------------------------------------- ---------- buivpd ali~OoionV
0-0 0 0-0 98' ----------------------- --------------------------APm-jo-+q1ij 4eeNs pup Apmbll-lH
0 0 0 00 t,. ------------------------------I------------- ----------- UO!+4pJcdSUQJ4 IJPJZ) 9u!JgVN
0,0 0 Q'o £8' -------I-------------------------- ------------- ---- --------- uollepiodsuPJ+ 41L'zj!\v
81I 898'7 99Z £---------....------------------------------------ .... -------------odu el J:)!4GA JO4O~AJ
S-a I 1 Z£L I-------------------------- ------- ----------------------------- o4~odu~+ppojlie~s01
4I!8f pup uo!4o!uflwwoo 'UO!+LP4JodsuR~j.
IP0 sdwuj dnoiE) GPOO asn sdnojEs ePoo esfl Puei10UOSJ~d 10puei
pafnuquos-js I XIGN3ddV
APPENDIX 154-Continued
Land Use Code Groups
Undeveloped Areas
Land - -
Forest - - -----
Water
Floor area vacant -
Under construction -- -
LandUse Code
9 1
92
93
94
95
0/ of
Group
0.0
0.0
00
14.0
86.0
100.0
PersonTrips
0
0
0
1 3
80
93
25,265
% ofTotalI
0.0
0.0
0.0
0.l
0.3
0.4
100.0
Group Total
GRAND TOTAL
APPENDIX I55
PERSON TRIPS BY 2-DIGIT LAND USE AT DESTINATION-ASHLAND CBD
Land %/ o fUse Code GroupLand Use Code Groups
Residential
Household units --
Group quarters -
Resident dl hotels
Tmd [or courts
Transien r lodgings
0sher roiclent a!
I I
12
1 3
1 4
1 5
9
Group Total
Manufacturing
Food products --
Textile mn II products -
Apparel products
Lumber dno wood products --
FLurn iture
Pa oar products
Fr nting and publishing-
Chem cals
Penroleum refening
Rubber and p astic products
Stone, clay and glass productn
Pr mary mete industries
Fabricated menal producns
Professional and so ent fic nsnrumenns
Miscellaneous products-
Group Total
Transportation, Communication and Utilities
Railroad nransportation
Motor vehicle transpornation
Aircraft transportation
Marine craft transportation
Highway and street right-of-way
Au. omob le park nq
Commun cat on
Ut linies
Other transportat on
Group Total
2 1
22
23
24
25
26
27
28
29
3'1
3 2
3 3
34
3 5
39
87.9
0.0
0 0
0 0
12 1
0.0
100.0
0.0
0.0
0 0
0 0
0.0
0.0
8 1.2
0 0
0.0
0.0
0.0
0.0
0.0
18.8
0.0
100.0
0 0
17.8
0.0
0 0
0.0
7.5
66 9
7 8
0 0
100.0
PersonTrips
780
0
0
0
107
0
887
0
0
0
0
0
0
95
0
0
0
0
0
0
22
0
1 17
% ofTotal
8.7
0.0
0.0
0.0
1.2
0 0
9.9
0 0
0.0
0.0
0.0
0.0
0.0
I I
0 0
0 0
0 0
0 0
0 0
0 0
0.2
0.0
1.3
0 0
0 6
0 0
0.0
0 0
0.2
2 1
0.2
0.0
3.1
4 1
42
43
44
45
46
47
48
49
0
so
0
0
0
2 1
88
22
0
28 1
100
r
10o 01 0,001 ----- I--- -jejol dnojE)
z 0 0z 0 001 96 ----- ------J ---------- ooinfj~suo: japJfnr
0,0 0 0 0 Vf6 -- ----- -- -------- UQ0 A PG P J0 1
0,0 0 0,0 E6 -------- ---------- -- -J s /'
0,0 0 0 0 Z~~6 ----------- ------ ---------------p--]qj j7
0 ,0 0 0 ,0 16 -- ----- ---- -- ---- --- --- --- --- -p e
segiv padolOAGpun
I 60,001 -------- ------ -- --l ±_ dnoicj
0 '0 0 0 ,0 6 8 ---J-- -----9 ----- ------ ---------- ----
0 0 0--- --- ---- ------- 0 0- -- -------- 9---8 ---- -- -- uiu4'j
0,0 0 0,0 146US8
0 0 ~- -- --- ---------- ------- --- -- -- -------------- --------- -------AJulseij
0,0 0 0 0 Z8 ---------------------------I------- -------------- -- ----- -Se!4!A!+ZDP ajn~jnD~jby
0,0 0 0 0 18 -------------------------------- ---------- a n l~ j y7
SGi4!A!+OV sojnlosa~j j~nP
E'L I8S9 0,001 -I -- ------ ----------- ----- ie~oa dnoae
0'0 0 0,0 6L-------- -------- -------------- ----- ---------- --- 4uaUwuie4ie~uEleinin jayo
0 0 0 0,0 9L --------- ------------------------------ ------------------ ------- --- -- ------ -- SIJ~d
0,0 0 0 0 SL --- ---------- ------------------------- sduu~oanoJ6 pup 4osa~
I ~£1£ £tL- ---- -- ------ ----- --------------- --- ---------- -------- SGIj!A!+:) QUO! 4PGJDG~
9£lZ6 0'61 V L wss I9d-
9 tE O U 9 814' IL -- -- ----- ------ -- --- ----- ---- s a u z o n i D" -
0' EZ Z' 0 0 1 --- ----- --- --- --- ----- ---- 9 ojL dnoiE -
09S 818'1 6'EI 69 ----- --- --- --------- ----------- ------- -sfouP11PJs!'j
Vi 1 '17 1,9£ L9 ---- --- ----------- --I -- ------------- ----- ---4UGUUUJ9A O 9
8'0 it Z£ Z 99 ---- -------- ---- ------ ------ --uoI]Dfj1suoo
-- --------------------------------- ----- -------I----------------------- ------ -- ---------- ----------s ipdu~sqou-
-U, 01'E
I.E SLZ 9'8 £ 9 I CPUO0s iad
1r8 LSL -17 E£ 1 9 ---------- ---- --------- -- ----- 9 v s aj ou n u! a u u!6£Z LSZ 0 8 09 ------ ---- --------------------U0!4QJ~siU!UPP +JPJJU.JGAOe
SGD!AJaS
08Zr 9LE 0601 9 ------------ --------------------- --------- -- ---- --e4oJ+ dnig- ~4L U 8 98 9 ' 1 S ---- ---------------------------- -------------------------------a .i +JI P~ G P Ua u i
81 £9 I El' L9-- ----- ------------- - ------------ --------- -------- -5Ua inb !P PUP e D~jn8! 3
SII 9 -- -------------- -- ------------------ ---------------- SPIJOSSPDD P [UP eInjPddn
i',S L8fr 6£Z I Ss9---------------..---------------------- ---------- jJJV G!QNG!Q0n
8'L L69 S981 ES --------------------- ------------ ---------------- --- -------- qsipuePpjqw Pjejua91£916'£- ------------------------------ -------------- -----------------------sepaijapw buip~in5
E.G8' 90 I, s
001O09 --------------------------------------------------- ---- je~ueZ) buiddo4S piojpavl
JvOLsciji dnoiS) epoo as~l sdnoice opoo asfl puei800/a U0sjad f 0% u
panwuiuoD-SqI XICNIddV
wAPPENDIX 156
INTERNAL TRUCK TRIPS BY DISTRICT OF ORIGIN-BY HOUR OF BEGINNING
Dkstrict
21
22
23-
24
25
26
27
28
3 1
32
33
34
35
40 --
41
42
43
44 ----
45
46
47
48
49
5 - --I
52
53
54
55 -
56
57
58
61
62
63
64
65
66
7 1
72 ----
73
74
75
76
77
78
79
6A
39
0
0
0
0
0
0
0
6
0
0
0
6
0
0
0
7
32
9
7
7
0
0
0
0
0
7
1 3
0
26
6
0
0
0
0
0
0
0
6
0
0
0
0
0
0
1 3
1 3
0
7 B 9 1 0 II1 12N
78 209 263 3 30 239 130
1 4 72 78 131 1 29 9 1
3 9 6 1 3 6 6
1 3 22 1 3 25 1 9 0
5 I 11 7 97 83 52 3 2
46 84 3 8 64 3 8 3 2
65 73 120 7 1 7 1 3 9
1 8 1 7 6 6 1 3 1 9
6 29 7 6 6 6
8 3 1 45 3 3 1 3 6
1 9 25 32 1 9 25 25
8 8 39 3 8 3 2 1 9
9 2 1 84 39 39 1 3
1 8 8 29 7 1 3 7
3 3 8 5 3 8 71 1 3
IS 1I5 22 3 3 38 58
1 4 1 3 3 6 3 8 7
1 8 25 34 3 2 1 3 26
88 260 208 304 224 ISO
23 1 53 154 1 69 1 29 7 1
34 1 48 13 2 93 1 18 1 9
79 88 77 89 SI1 39
1 4 I 27 1 3 26 1 3
8 8 0 0 1 3 7
I 3 7 3 8 1 9 84 6
30 1 9 27 3 2 1 9 25
3 8 0 6 0 6
9 1 4 1 9 3 3 0 7
1 5 20 7 6 7 6
49 145 11 8 1 75 8 3 96
3 1 29 29 3 8 I 1 9
54 47 74 70 5 I 45
9 1 4 22 9 6 6
5 7 0 7 0 1 9
8 1 4 26 1 9 0 7
IS 1I0 7 45 20 6
1 0 7 0 26 26 0
43 1 9 7 1 3 1 3 1 3
40 68 1 16 65 52 3 3
1 9 27 1 3 1 3 26 1 3
47 7 1 52 109 90 102
I 0 1 9 0 1 9 1 3
1 2 1 3 26 1 9 7 0
1 9 1 4 6 1 3 25 7
6 39 52 65 39 7
25 66 7 1 52 65 3 8
39 5 3 20 39 8 5 3 3
28 54 58 52 13 1 26
I P 2 3 4
227 350 259 201
72 65 1 19 109
1 3 IS 1 5 2 1
25 1 8 25 5
57 11 4 98 66
83 6 1 42 4 1
45 93 7 1 77
6 25 28 23
1 3 29 28 22
0 4 0 1 9
25 32 1 3 0
3 3 1 3 23 6
3 2 39 1 5 3 3
1 9 6 23 I
3 2 70 3 3 25
98 102 57 2 1
32 22 1 0 42
3 2 1 7 63 78
179 174 203 110
136 87 91 91
34 97 116 65
82 54 75 73
7 26 18 48
13 3 I 7
19 58 22 20
26 30 38 24
0 I 14 9
7 7 13 19
0 19 24 16
77 85 54 67
7 36 36 22
65 95 50 96
0 5 4 42
7 I 8 26
13 21 10 17
7 29 29 22
7 16 13 16
13 23 13 23
13 68 73 72
13 26 23 39
129 77 92 82
0 0 I 14
13 20 40 7
6 6 20 39
33 32 19 19
65 84 170 74
85 71 SI 45
45 65 43 53
5
85
45
0
1 9
3 2
25
45
6
1 3
6
0
0
3 2
7
32
3 3
0
7
1 03
58
52
39
1 3
20
1 3
25
0
0
6
1 9
45
1 3
7
20
0
0
7
6
3 3
1 3
3 2
0
1 3
1 3
1 3
52
20
1 3
6
1 3
0
0
0
6
7
1 9
1 3
7
0
0
0
26
0
26
1 3
6
7
52
26
1 3
0
0
0
1 0
6
7
0
0
1 3
0
1 3
0
0
0
0
7
7
6
0
20
0
0
0
7
0
0
0
7P 6A-7P 8P-5A Total
1 3 2,436
0 925
6 1 13
0 1 84
1 3 81 8
0 56 1
0 789
0 180
0 1 78
0 1 75
0 21 5
0 2 19
0 3 88
0 13 8
20 452
7 5 12
7 207
0 384
7 2,071
0 1,195
o 928
0 746
0 206
7 87
0 3 17
0 30 1
0 6 1
0 14 1
0 126
0 1,007
0 349
0 673
7 14 1
0 100
6 1 41
0 190
0 13 5
0 193
0 645
0 225
7 910
0 67
0 170
7 175
1 3 344
7 782
7 561
9 1 2,527
0 925
0 1 13
0 184
20 838
7 568
20 809
7 1 87
6 184
0 1 75
0 2 15
0 2 19
104 492
26 164
1 3 465
7 5 19
7 2 14
7 39 1
39 2,11 0
0 I 195
1 9 947
0 746
0 206
0 87
7 3 24
7 308
0 6 1
0 141
7 1 33
3 3 1,040
7 3 56
0 673
0 141
0 100
0 1 41
7 1 97
0 13 5
26 2 19
0 645
0 225
7 9 17
0 67
0 170
0 1 75
0 344
0 782
1 3 574
0 568 7 575
Total Ttl197 1,170 2,269 2,372 2,577 2,315 1,361 1,945 2,391 2,296 2,047
1021,035 320 134 22,429 494 22,923
APPENDIX 157
INTERNAL TRUCK TRIPS BY DISTRICT OF DESTINATION-BY HOUR OF TERMINATIONDistrict 6A 7 8 9 10 II 12N IP 2 3 4 5 6 7P 6A-7P 8P-5A Total
- ~ lI
21
22
23
24
25
26
27
28
31
32
33
34
- 3540
41
42
43
44
45
46
47
48
49
51
52
53
54
55
56
57
58
61
62
63
64
65
66
71
72
73
74
75
76
77
78
79
Total
39 98 176 277 304 225 188 207 344 252 201
0 40 78 72 130 149 91 52 72 112 110
0 3 8 6 13 13 6 13 22 10 15
6 9 17 13 38 13 6 19 24 13 24
0 24 154 64 83 51 32 70 75 109 77
0 14 71 51 70 57 39 70 67 42 66
0 27 60 107 71 64 58 45 67 105 43
0 18 17 6 19 13 0 13 32 21 23
0 6 42 7 6 6 13 0 42 21 28
0 14 26 57 26 0 7 6 17 4 16
0 19 19 32 19 44 6 25 25 13 0
0 3 27 39 51 32 19 33 26 10 5
0 9 27 103 32 26 13 32 52 22 26
7 11 14 9 7 20 13 6 19 17 8
0 8 45 51 38 58 26 38 s0 28 25
13 9 10 28 33 38 58 91 95 70 40
0 1 13 3 19 19 13 32 17 17 42
6 11 32 41 19 26 19 26 55 57 65
0 76 175 228 257 289 154 136 146 212 182
0 18 111 140 175 117 103 123 75 93 116
0 60 136 106 91 118 38 54 78 82 100
0 40 107 57 70 52 39 64 99 56 73
0 14 21 21 13 26 7 33 7 12 48
0 8 1 0 0 13 7 13 3 1 13
0 14 37 25 32 72 19 19 45 21 13
0 18 13 33 25 45 25 6 37 44 24
7 9 8 6 0 0 6 0 8 8 3
6 9 14 19 33 0 7 0 13 13 13
0 15 14 7 19 6 13 0 19 18 15
19 35 112 92 194 96 77 59 77 61 105
6 18 42 36 32 45 19 32 36 23 28
0 28 66 74 83 51 32 77 76 55 84
0 3 20 22 7 19 6 0 12 29 3
0 12 0 0 7 0 13 13 1 21 26
0 1 8 13 32 13 7 13 8 17 23
0 15 17 7 51 7 13 13 16 29 22
0 3 14 7 20 20 13 0 9 20 17
0 43 6 13 13 0 26 7 23 25 10
0 14 94 109 65 39 26 39 41 56 90
0 19 27 6 20 13 13 32 19 29 21
0 29 54 52 109 71 109 135 52 95 112
0 1 13 6 13 13 7 0 0 1 8
0 3 26 19 7 7 6 13 20 34 13
0 13 33 0 19 25 0 7 6 20 26
0 13 58 26 78 26 7 39 58 7 7
0 19 63 84 39 78 71 65 104 147 41
0 7 46 33 46 72 33 72 77 58 58
0 9 62 65 45 124 39 45 52 62 40
109 890 2,234 2,272 2,573 2,311 1,542 1,887 2,318 2,272 2,148
103
91
19
0
13
32
38
77
19
6
0
0
0
25
0
26
26
19
26
104
84
58
25
7
26
19
19
13
7
0
97
39
39
7
13
0
0
7
26
33
13
90
6
19
7
6
71
33
7 2,435
0 925
0 109
0 195
7 791
0 598
7 750
6 193
7 197
0 173
0 202
0 251
7 400
0 138
20 433
0 524
7 209
0 396
7 1,998
7 1,188
20 960
6 688
0 216
0 85
7 323
0 302
0 68
0 141
0 126
13 1,056
0 356
6 678
0 128
0 106
0 135
0 190
7 137
0 192
0 613
13 232
0 915
0 68
0 167
13 176
7 339
0 789
7 561
92 2,527
0 925
0 109
7 202
26 817
0 598
26 776
7 200
0 197
0 173
0 202
0 251
98 498
26 164
13 446
0 524
7 216
7 403
52 2,050
7 1 195
6 966
0 688
0 216
0 85
0 323
7 309
0 68
0 141
7 133
39 1,095
7 363
0 678
0 128
0 106
6 141
7 197
0 137
26 218
0 613
0 232
0 915
0 68
0 167
0 176
7 346
0 789
13 574
20 7 570 7 577
1,305 380 181 22,422 500 22,922
APPFNDIX 158
DISTRICT TO DISTRICT-AUTO DRIVER TRIPS
District 01 I 1 21 22 23 24 25 26 27 28 31 32 33 34
01 --------- 4185 124 22 115 3 57 70 693 147 100 88 0 88 113 70
1 --- -- -- 1 60 1 527 0 0 1 1 0 3 1 0 0 0 0 0 9 0
21 ----- --- 22 0 40 10 55 30 19 0 9 28 0 0 0 10
22 149 0 22 32 1 277 134 150 0 0 19 26 0 108 29
23 ----- 343 0 52 306 18 10 126 546 253 181 474 9 16 100 58
24 107 0 30 1 33 105 1 29 145 20 16 47 0 10 5? 1 1
25 73 5 55 19 1 10 500 1 37 13 71 90 89 149 42 81 120 53
26 156 0 22 0 256 30 100 21 83 37 0 0 0 0
27 164 8 9 0 170 16 51 95 144 0 0 0 18 9
28 129 9 28 0 502 38 103 40 0 90 0 0 50 9
31 35 0 0 17 9 0 40 0 0 0 16 68 17 17
32 --- 94 0 0 13 16 10 62 0 8 0 68 733 217 73
33 102 9 0 122 127 39 79 0 8 38 17 212 125 294
34 104 0 10 50 21 0 10 0 9 9 26 79 308 234
35 21 8 0 28 93 13 49 0 16 24 0 20 63 71
40 257 9 0 9 8 8 61 0 8 0 0 0 16 9
41 172 24 11 0 52 0 101 10 43 0 0 0 18 22
42 509 20 0 0 89 22 179 50 83 9 9 0 16 11
43------------ 1318 42 37 101 185 104 808 70 124 63 8 8 120 22
44 2266 30 37 30 23 8 41 433 30 69 34 0 0 III 30
45 1471 20 0 18 68 55 374 0 69 19 0 8 24 1 3
46--------267 12 0 22 85 34 102 10 54 27 16 27 0 0
47---------21 12 0 0 0 0 0 0 0 0 0 0 0 0
48 52 0 0 0 7 0 6 0 0 0 0 0 6 0
49 - 613 21 0 0 60 9 174 12 9 0 0 1I 28 12
SI---------96 0 0 38 34 20 91 10 16 0 0 25 60 91
52 75 0 II 0 8 0 8 0 0 0 0 it 0 0
53---------127 0 0 0 33 9 82 0 33 0 0 0 0 25
54---------87 0 0 0 19 9 10 0 8 0 0 0 12 0
55--------2514 60 9 120 237 122 699 97 149 46 9 64 178 68
56
57
58
6 1
62
63
64
65
66
7 1
72
73
74
75
76
I1I1I1 28
503 1 2
65 0
49 0
68 39
118s 59
4 1 20
78 1 7
264 1 08
48 1 96
1 7 1 0 lOS 1 9 204 22
11 30 84 0 23 8 1 8
8 0 1 7 0 46 0
0 0 8 0 1 2 0
0 0 1 8 0 8 0
0 0 0 9 5 I 1 0
0 0 8 1 7 1 7 0
0 0 0 8 6 0
1 8 1 0 92 25 40 2 1
0 9 9 9 1 0 20
0
8
1 2
0
0
0
9
8
0
0
0
1 8
0
0
1 8
0
0
9
20
l 0
0 0 55 0
8 1 7 80 29
0 0 1 7 0
0 0 0 0
0 0 9 0
0 0 0 0
0 0 0 0
0 0 1 3 0
0 1 7 29 1 3
0 0 1 8 0
34 81 4 0 0 0 20 33 0 II1 0 0 0 21i 8
II1 40 0 0 0 IS5 0 0 0 0 0 0 0 0
0 1 95 0 0 0 0 1 3 0 0 0 0 0 0 1 0
40 1 47 0 9 9 0 0 0 0 0 0 0 0 0
94 494 0 0 1 7 0 52 0 1 7 0 0 0 0 0
7 7
78
79
Total
130 885
1 67 69 1
40 506
19212 6241
0
0
0
0 30 9 26
9 0 1 2 1 7
0 0 9 0
0
0
0
1 2
0
0
0
0
0
0
0
0
0 8
0 9
0 0
0
0
0
413 1640 5829 1357 7350 1046
104
1405 1276 254 1495 2157 1301
APPENDIX 158
DISTRICT TO DISTRICT-AUTO DRIVER TRIPS
35 40 41 42 43 44 45 46 47 48 49 51 52 53
22 211 162 537 1451 2264 1456 260 42 28 614 76 79 1948 9 0 9 89 49 8 8 0 0 9 0 0 00 0 21 0 47 26 8 0 0 0 0 0 0 0
58 9 0 0 106 42 40 20 10 0 9 20 0 089 8 70 103 224 201 102 72 0 0 46 39 0 25
13 8 0 12 80 53 19 22 0 0 9 43 0 043 82 79 139 737 397 411 95 0 13 133 58 27 7013 0 10 32 49 42 0 42 0 0 0 10 0 016 8 57 43 104 51 78 50 0 0 11 16 0 3424 0 0 29 86 43 8 36 0 0 0 0 0 0
0 0 0 0 0 0 0 16 0 0 0 0 0 018 0 0 0 39 0 16 28 0 0 0 16 11 073 16 9 19 62 137 56 0 0 6 57 42 0 072 20 9 0 43 30 23 0 0 0 11 92 0 1835 0 0 0 28 74 8 0 0 0 26 35 8 9
0 158 45 75 74 232 129 43 9 13 149 10 0 90 38 948 77 96 80 59 40 0 0 21 17 0 00 117 87 707 272 505 192 101 9 66 136 8 18 0
28 45 75 276 1374 1236 507 171 36 13 291 59 0 4081 242 109 655 1147 2224 973 354 18 33 393 61 56 53
17 106 69 231 460 986 646 310 72 29 464 57 33 1639 53 19 69 163 349 308 73 0 7 154 0 0 350 9 0 9 38 9 45 0 0 0 27 26 0 00 0 0 75 13 25 21 7 0 25 9 0 0 0
26 164 27 134 249 480 471 97 18 23 694 13 9 45
23 0 8 8 70 53 68 11 26 0 16 172 0 188 0 0 18 0 47 41 23 0 0 9 0 17 09 9 0 0 57 45 178 47 0 0 36 20 8 580 10 0 10 13 71 65 0 9 0 31 0 0 18
56 62 69 406 1035 967 872 265 26 28 323 126 34 179
28 0 37 152 296 334 449 182 0 7 101 0 25 5636 25 9 0 297 158 175 49 0 0 30 109 8 540 17 10 29 77 20 26 0 0 0 9 34 8 00 0 0 13 0 11 29 0 0 40 0 0 0 09 8 8 0 20 20 34 27 0 0 0 8 0 28
0 12 9 65 19 66 SI 82 9 7 9 0 0 188 0 0 0 9 IS 50 26 8 0 0 0 0 00 19 0 0 64 8 41 24 18 0 0 11 0 17
16 60 0 21 169 153 72 101 17 0 113 8 17 669 0 0 9 21 19 9 22 0 0 9 0 0 8
0 0 0 0 20 9 26 13 0 0 9 8 0 80 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 9 11 0 12 0 0 0 0 0 00 0 0 0 9 0 10 0 0 0 0 10 0 110 0 9 8 22 III 29 34 10 0 9 8 0 0
.Lm-A
.Lm-
0
B.d8
0
855
0
9
0
0
10
0
19
8
0
3 1
34
20
9
59
12
1 1733
39 43
20 16
19 9
7887 2831
105
9
8
9
0
0
0
I 0
0
0
0
0
0
0
0
0
0
9
9
1534 1965 3997 9323 363 338 3977 1212 358 1252
APPENDIX 158-Continued
DISTRICT TO DISTRICT-AUTO DRIVER TRIPS
District 54 55 56 57 58 61 62 63 64 65
01 ------------------------------- 65 2874 1024 53 1 44 28 37 f83 45 104
11 ------------------ ... -------------- 0 49 26 0 0 0 29 102 20 17
21 -------- ----------------------- - 0 30 17 11 8 0 0 0 0 0
22 ------------------------------- 0 76 0 41 0 0 0 0 0 0
23 --- ---------------------------- 0 198 132 106 9 0 8 0 0 0
24
25
26
27
28
9 9
10 655
10 44
8 159
0 11
99
186
10
16
0
1 31 86
1 8
8
1 8
046
0
0
0
0
0
0
0
0
09
0
0
1 0
19
62
10
0
0
17
17
0
9
0
8
15 -
0
9
31
32
33
34
35
0
0
0
0
0
047
190
32
96
0
0
38
9
8
81 7
83
29
35
0
0
26
0
0
0
0
1 21 1
0
0
0
0
0
9
0
0
0
0
0
0
0
0
0
0
40
41
42
43
44
29 59
0 63
0 362
18 1071
0 960
8
37
146
273
371
339
48
267
154
17
0
1 9
68
60
0
0
0
23
0
19
0
0
20
1 9
09
37
34
77
0
0
0
9
29
0
0
7 -
0
0 M--,
8 -
0
8
74
1 7
39 -
1 68
0
0
0
0
9
0
60 _______
45
46
47
48
49
56 923
0 307
9 64
0 28
9 272
405
195
0
0
77
174
53
0
6
27
1 7
0
0
0
0
1 8
0
0
34
0
57
8
0
0
9
52
39
9
1 7
0
34
19
0
0
18
51
52
53
54
55
0 120
. . 0 43
.. .- 28 167
0 125
187 3793
0
19
64
138
1303
75
8
61
45
786
1 7
8
0
20
156
0
0
0
0
1 7
8
0
18
0
29
0
0
18
062
0
0
0
0
1 7
56
57-
58
61
62.
146 1253
45 653
29 128
0 19
0 21
807
175
9
0
0
83
994
81
8
18
9
104
0
0
0
0
8
0
1 28
0
8
l0
01 1
55
830
0
6 9
69
0
0
0
0
0
16
9
0
8 -
74 -- q
21
53
158
19
63 .
64 . .
65 .- -- -
66
71
. -. 0 81
- 0 10
- 20 71
--- 0-- -- 176
. 0 38
63
0
22
25
0
0
0
17
60
9
0
0
12
9
0
220
81 23
1 0
106
08
55
8
829
374
93
232
49
402
327
0
82
l l
72
73-
74-
75-
76 .
- ---- - 9
. -- - - - 0
9
, , . , , , , 0
, ,,,,- I 0
49
0
9
19
101
9
0
10
0
58
18
0
0
0
55
0
0
17
0
0
0
0
0
0
0
1 7
08
8
1 3
3 1
0
24
0
1 2
38
0
8
12
28
18
0 __PI __"
0
0 -
0
77
78
79
Total
0 89 1112 97 26
0 50 0
718 15781 5726
29
8
0
4230
106
0C
0
09
0
21
0
I0
627
87 0
17 8
0 22
2641 1 172
21
0 -
8
804666 451
LOTLOVES I -
85 8 , 1 ----- --- --
909' E .--- -
119's --- --- -- ----
-- ---- -L 8 I
8E1
--------- -- ZEI
*L --I
909E
9*1
9E*
LZS
099S
091
8*9
SEI
E61 E *II z01I 09E088 5 ES I MS9E
VEI
9L-f
I G
6Z
001
191
6E
LL
111
6Z
91
i*8
S91
9cE
S66
901
L9
Zs
6
Si
61
691'E -------- -------------------------------- SZI 6SE 009 99E -68 11 IEE 99 6EZ ' -- --- ------------------------ 09 O 1l 6* 1 ECI 06 68 91 E61 Os 8 1
[El I ----- ------------------------------------- 61 1 01 8 1 L6 001 601 v~i IEl 6 0ICEE- ---------- I- ------------------------------ 91 S9* LS 0 9 1 EZ SI 99 6 8169L/9k---------------------------------- --------68Z 99*, 9901 691 " I1 III I* i*16 79 1 9*7
EES'l----------------------------------1--------- 6 Si, 1 9 98 ES 11 6 6S I ELE E960L'E ---------- ---------------------------- -- 6 SC 01 LE S I 0 9E 8E SL I0MIN ---------------------- ---- ------------ I ....8 0 II1 0 0 0 0 8 6 1 NJI19' ------------------ ---------------------- --91z 8 0 81 61 0 0 9E 0 SL
9E9'Z ------------------------------------------ 11 91 86 0 0 11 0 6E E9 901
1S99 ---------------------------------------- II 0 01 8 1 8 0 0 8Z I I E9E9-----------------0 6 0 0 0 0 0 0 0 1 S01099- ------------- --------------------- ------- 0 0 0 0 0 6 0 0 0 6811------------------0 8 EE 69 6 0 0 LZ 6 69L9L9S------------------------------------------- 0 LI1 6 Zs 0 0 0 6Z 0 L I
b-frL'SI-------------------------------------- --- Os L9 I19 88 61 IlZ 0 EE CE 0s91I *L .------------------------------------------ 0 0 CI0 0 1 01 0 6 0 0S991- ------------ ----- ----- ------- ---- ----- 6 0 0 1 0 0 0 0 El1 8 *1LILE---- .. ------------- ------- I--------------- 0 0 0 0 0 0 0 0 0 L I9Z' I------------------------------------------- 0 0 0 8 0 1 0 0 8 0 S1
ft6'E -------------------------------------------6 8 1 0 6 0 0 0 0 6 16lEE ------------------------- .......----------- 0 0 0 0 0 0 0 0 0 0
LSE ------------------ ----------------------- 6 8 6 01 0 0 0 0 0 SE8081Z ---------- -------------------------------Clz 91 CE *17 0 11I 0 11 EE O1IlZ88'L ------------------------------------------- ZE 0s LZ OE 01 0 0 6E 01 LZI
98L' ---- 1------------------------------------- II i7L 0 III1 0 1I 0 6 11 li IESZ'6 ----- -------------------------------- 0 *E C E*, 6 6 0 II1 Il 801Si*6'E ------------------------------------------ 0 0 81 8 0 0 0 El 61 ZsL961 ------------------------------------------ -0 0 0 6 0 0 0 0 0 II1199- 1------------------------------------------- 0 6 0 0 0 0 0 0 0 I S
E 18 -- ---------------------------------------- 0 0 0 0 0 0 0 II1 6 910E' I------------------------------------------- 0 0 0 0 0 0 1 0 8 1 0 ElII1601Z-------------------------------------------0 6 8 1 1I 0 0 0 0 1 6 61
119- I------------------------------------------- 0 0 6 0 0 0 0 0 0 L IEil- --------- -- -----------------------.....- 0 0 0 0 0 0 0 0 0 0
08z1- ------------------------------------------- 0 0 0 0 0 0 0 0 0 88LE'l-------------------------------------------0 0 0 L I 0 0 0 6 0 0
-" ,I ----------- ------ --------- 0 0 0 CI1 6 0 0 0 01 0 1C-I,'L -----------------------------C-------- l-----O LI 99 01 0 0 0 6 CE LS*VEE' I---------------- ------------------------- 6 0 6 1 0 0 0 91 I 01 6 91
9889s------------------------------------------- 11 0 61 L I 0 0 0 0 CE 1 6EIL'i-------------------------------------------0 6 0 0 6 0 0 0 6 1 Cl160- -------------------------------- ---------- 0 0 0 0 0 0 0 0 0 81I90E.9------------------------------------------009 L98 89L HE* Z61 911Z IE 11I6 991 LS9SE'61------------------------------------------ 99 16 111 *18 ZE 6 11 Zs 9E 6*7E
I4OJ.L 61 8L LL 91 SL *1L EL U IL 99
-
penui+uoD-8S I X1GN3ddV
I -I
2rAPPENDIX 159
DISTRICT TO DISTRICT-TOTAL PERSON TRIPS
01 I 1 21 22 23 24 25 26 27District 28
2 1
22-
23 .
5417 187
2 13 2 167
22 0
209 0
498 0
44 173 427 98 999 188 120
0 0 ri 12 42 0 0
40 20 98 30 19 11 16
32 370 925 134 232 2C 0
96 946 2677 294 719 421 303
107
0
28
3 8
739
3 1 32 33 34 W
0 100 1 73 114
0 0 9 0
o o 0 1 0
34 9 143 48 WI9 1 6 117 1 25
24
25
26
27
28
1 69 0
1 103 78
2 19 0
194 1 7
2 12 9
30 153 249 149 205 30 16
19 162 719 206 2078 132 107
33 20 403 51 130 125 165
16 0 3 34 16 61 150 195
28 9 771 38 131 141 0
47
2 12
147
0
1 12
0 1 0 S 1 1
62 11 8 1 61 lOS 2r0 0 0 0
0 0 1 8 9 W0 0 8 1 9 W
3 1
3 2
3 3
34
3 5
521 05
1 26
1 71
57
0
0
9
0
8
0 1 7 9 0 97
0 22 1 6 1 0 99
0 1 75 156 39 88
1 0 70 43 0 43
0 37 132 1 3 68
0 0
0 8
0 8
0 9
0 1 6
0
0
56
9
3 2
32 242 1 7 6 1
234 1165 474 134
25 456 1 72 34 1 7 1I96 142 339 289
0 20 63 83 I -
l nl [A40
4 1
42
43
44
45
46
47
48
49
Sr1
52
53
54
55
56
57
58
6 1
62
63
64
65
66
7'1
72
73
74
75
76
3 63 1 8
23 3 84
698 29
1 766 42
3057 30
1 885 20
3 52 1 2
4 1 1 2
86 0
81 0 2 1
130 0
109 0
1 62 0
87 0
31 73 93
0 9 20 8 72 0 8
II1 0 7 1 0 1 56 20 80
0 0 1 43 22 285 50 102
47 130 250 113 1172 91 141
37 69 343 41 610 40 97
0
0
52
7 1
42
0
1 7
8
0
0 1 8 22
0 1 6 II1
8 164 22 _
0 148 30
0 63 120 74 585 SI1 146
0 3 6 95 44 1 52 1 0 63
0 0 0 0 0 0 0
0 0 7 0 6 0 0
0 0 99 9 23 8 1 2 1 9
1 9
27
0
0
0
0 8 24 1 40
1 6 27 0 0 W0 0 0 0
0 0 6 0
0 1 1 28 1 2
0 57 67 50 10 I I0 25
1 I 0 8 0 8 0 0
0 0 3 3 9 1 18 0 67
0 0 1 9 9 1 0 0 8
9 139 332 232 968 ISO 203
0
0
0
0
72
0 58 60 1 II
0 II1 0 0 ----
0 0 0 25
0 0 1 2 0
9 1 19 244 90
1442 28
62 1 1 2
78 0
59 0
131 39
1 67 7 1
73 3 7
13 5 1 7
3 66 17 1
87 2 73
3 4 1096
II1 52
0 23 5
49 246
144 694
1 7 1 0 1 52 38 3 24 3 3 0
1I 39 95 98 392 2 7 8
8 0 26 0 46 0 1 2
0 0 8 0 24 0 0
0 0 26 0 8 0 8
0 0 0 9 SI1 29 0
0 0 8 1 7 26 0 1 7
0 0 0 8 6 0 1 7
26 1 0 1 27 3 3 50 3 1 0
0 1 9 9 29 1 9 30 0
0
1 8
0
0
1 8
0
0
1 7
20
1 9
0 0 55 0
8 1 7 96 95
0 0 27 0
0 0 0 0
0 0 9 0
0 0 0 0
0 0 0 0
0 0 1 3 0
0 25 29 1 3
0 0 1 8 0
0
0
0
0
0
0 0 20 33
0 0 IS5 0
0 0 0 1 3
9 9 0 0
0 1 7 0 85
0 II1
0 0
0 0
0 0
0 1 7
0
0
0
0
9
0
0
0
0
0
0 2 1 8
0 0 0 r
0 0 1 0
0 0 0 -
0 0 0
177
78
79
Total
1 60 13 20
2 13 1 122
62 808
0
0
0
0 56 9 36
9 0 24 25
0 0 28 0
0 1 2
0 0
0 0
0
0
0
0 0 1 8
0 1 7 9
0 0 0
0
0
0
----25551 9057 525 2773 91 10 2029 10630 1802 2024 191 1 550 2579 2849 193 7
108
- -~
-.j
APPENDIX 159
DISTRICT TO DISTRICT-TOTAL PERSON TRIPS
35 40 41 42 43 44 45 46 47 48 49 51 52 53
34 263 213 728 1918 3103 2019 383 53 55 811 104 116 253
8 9 0 18 144 49 8 8 0 0 21 0 0 0
0 0 21 0 47 26 8 0 0 0 0 0 0 0
68 9 0 If 135 61 86 29 10 0 9 28 0 0
133 8 99 153 276 316 132 72 0 0 72 74 8 25
13 8 0 12 90 53 49 22 0 0 9 76 0 0
62 94 III 173 1053 515 622 170 0 13 174 79 27 106
13 0 21 44 80 51 SI 42 0 0 0 10 0 0
16 8 83 54 140 78 192 59 0 0 11 25 0 77
32 0 0 84 112 70 8 36 0 0 0 0 0 0
0 0 0 0 0 0 0 16 0 0 0 0 0 0
18 0 0 0 39 0 16 68 0 0 0 50 11 0
85 16 9 19 84 165 56 0 0 6 79 42 0 0
107 20 9 0 54 30 129 0 0 0 11 103 0 18
46 0 0 0 28 74 8 0 0 0 37 35 8 9
0 507 80 102 103 449 250 70 74 41 260 10 0 i8
0 74 1173 149 116 232 129 52 0 0 53 42 0 0
0 188 156 1169 490 884 342 141 19 80 167 17 49 0
28 96 85 527 1918 1693 888 293 45 20 349 100 0 50
93 496 301 1045 1582 3463 1488 481 27 74 692 82 64 74
17 247 129 356 786 1561 961 487 81 56 694 98 41 290
9 80 43 97 229 479 463 96 0 7 244 0 0 44
0 74 0 9 38 18 45 0 0 0 36 54 0 0
0 28 0 89 20 66 55 7 0 25 9 0 0 0
26 245 58 180 288 803 732 153 27 30 1082 13 18 64
23 0 25 17 94 71 101 11 54 0 16 172 0 35
8 0 0 49 0 55 58 35 0 0 18 0 17 0
9 9 0 0 78 56 346 56 0 0 54 37 8 116
0 40 0 10 23 91 122 0 9 0 42 0 8 18
56 90 90 595 1389 1274 1450 393 47 62 443 177 77 273
38 13 67 187 409 440 722 277 0 14 141 0 34 104
36 34 29 0 415 242 347 88 0 0 39 230 25 54
0 17 10 29 95 20 83 9 0 0 9 34 16 0
0 0 0 13 22 22 29 10 0 54 0 0 0 0
9 8 28 0 57 20 34 44 0 0 0 8 0 28
0 24 34 144 29 I1S 81 104 18 7 9 0 0 45
8 0 0 0 20 IS 66 36 8 0 13 0 0 0
0 19 0 0 72 IS 47 24 18 0 8 11 0 17
32 60 0 53 263 208 89 156 79 41 135 17 25 184
9 0 0 9 21 30 21 22 0 0 9 0 0 8
0 0 0 0 49 9 46 22 0 0 9 8 0 8
0 0 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 0 9 11 0 23 0 0 0 0 0 0
0 0 0 0 9 0 30 0 0 0 0 20 0 22
0 0 9 8 31 122 49 34 20 0 9 8 0 0
0
8
0
I0
9
0
0
57
0
19
8
0
50
44
29
9
92
1 2
58 86
65 26
30 9
9
8
9
0
0
0
19
0
9
0
0
0
0 0
0 28
0 9
1044 2803 2940 6160 12978 17164 12611 4150
109615 585 5802 1764 552 1977
APPENDIX 159-Continued
DISTRICT TO DISTRICT-TOTAL PERSON TRIPS
District 54 55 56 57 58 61 62 63 64 65
Of--- ..... ------ ----------------- ------ ---- 75 3625 1249 634 4-4 39 86 257 77 153
1 -------------------------------------------- -- 0 90 34 0 0 0 29 143 37 42
21 ------- -------------------------- ---------- -- 0 41 17 1 1 8 0 0 0 0 0
22 ------- ---- ----------- - ---- - 0 105 0 50 I' 0 0 0 0 0
23 ------- ------------------------ 0 273 145 116 l1 0 17 10 0 0
24 -------------------------------------------- 9 198 28 120 0 0 0 29 17 8
25 ---- 10 950 3 12 3 28 46 0 9 62 27 23
26---------------------------1I0 54 10 27 0 0 0 29 0 0
27 -- -- --------------------- -- ------------ 8 184 1 6 8 0 0 8 0 1 7 0
28 ---------------------- ------- ------ 0 II1 0 1 8 0 0 10 0 0 1 7
3 1-------------------------- --- 0 0 0 8 0 0 0 0 0 0
32 - - -- --- 40 17 0 0 0 0 0
33 ---------------------- 0 257 60 100 36 12 0 0 0 13
34 ---- - -- - - --- - - -------- 0 43 9 84 0 1 1 0 0 0 0
35 ----- -- ------ ------- -- -- ---- 0 1 26 8 35 0 0 9 0 0 0
40 ------------------------------------- - ----- 40 97 8 42 17 0 19 0 0 8
41 --------- ---------------------------------------0 83 76 20 0 0 0 9 0 0
42 --- - ------ ---- -- --- ------- - ----- ----- 0 490 190 79 19 0 0 96 0 8
43-- ------------------- -- --- ------- --- --- 28 1 404 3 71 3 35 78 44 49 43 9 82
44--- ----- -------- ------ -- ----------- 20 1338 496 2 11 79 0 30 97 54 40
45 - -- --- - ----------- 66 1554 742 405 54 1 8 57 62 45 46
46 ------------- ----- -- ---- ---- - 0 485 269 1 12 9 0 1 7 79 37 1 6
47 ----- -- --- --- --- ---------- --- - 9 82 0 0 0 0 0 1 8 0 8
48 - ------------------------- -- -- - 0 69 0 6 0 48 0 1 7 0 0
49 -- --- -- --------------------- - 9 3 87 1 17 36 0 0 9 0 67 0
5 I- --------- - ------------- ------ -- ------------0 1 86 0 175 38 0 8 0 0 0
52--------- ------------------------ -------------- I 76 1 9 1 7 25 0 0 0 0 0
53------------------------------------------------- 49 256 102 70 0 0 1 8 45 0 9
54 ------------------------------------------------0 194 1 68 74 30 0 0 0 0 0
55 --------------- ------------ ---------------- -- 307 5261 1 765 1363 260 1 7 64 121 46 77
56------------------- -------- ----------------- 196 1 687 1 125 1 73 93 1 0 8 83 0 1 6
57 ----------- ----- -- ----- -- --- --- --- -- 63 11 26 295 1744 205 8 20 0 8 1 8
58 - -------- ----- -- -- - ---- ----- 39 244 86 1 93 9 1 0 0 0 0 0
6 1----------- ------- ------- --- - ---- -----0 29 0 8 0 146 20 1I 0 17
62 - -- --- ----- - ----- -- --- 0 31 0 18 0 0 63 148 0 17
63--------- ---------------- --------- ----------- 0 140 63 10 0 42 25 1 233 720 240
64 ----- ------------ ------- ----------- ---- ---- 0 39 0 0 0 0 0 698 429 21
65 -- ----------- -- ----- - -------- --------- --- 20 71 22 35 12 25 17 256 0 94
66 ------- ------ -------- -------------- ----------0 254 65 80 9 1 76 1 27 576 196 37 3
71 ----------------------------------------- -- --- 0 38 0 9 0 19 8 49 21 36
W---7
W7- I
7
Mr----p
72 - - -
73 -----
74 -----
75-----
76 -- --
------ 74
-- -- - 0
- -- - -9
- -- - -0
-- -- -- I0
87
0
9
29
144
9
0
1 0
0
68
27
0
0
0
55
0
0
1 7
0
0
0
0
0
0
0
1 7
0
8
8
1 3
62
0
24
0
22
47
0
8
2 1
28
44
0
0
0
0
77
78
79
0
1 2
0
1 56
I 52
60
54
43
0
29 0 0 6 1
8 0 9 0
0 0 0 2 1
1 85
25
0
0
8
3 1
2 1
0
1 7
Total 1074 22289 8051 6890 1200 624
1 10
937 4489 1950 1464
APPENDIX 159-Continued
DISTRICT TO DISTRICT-TOTAL PERSON TRIPS
66 71 72 73 74 75 76 77 78 79 Total
481 55 81 22 19 41 124 183 121 110 -------------------------------------------- 25,658100 322 1346 43 263 286 566 1117 1284 749 --------------------------------- ----------- 9,17029 0 0 0 0 0 0 0 0 0 -------------------------------------------- 50220 19 0 0 0 9 0 0 9 0 ------- - ---------------------------------- 2,865
119 30 0 0 0 0 17 46 0 12 ------ ---- ----- --------- 9,130
33 29 20 15 0 0 0 28 0 19 -------------------------------------- ---- 2,00578 49 9 0 0 0 53 77 17 31 ------------- ----- --------- 10 542
10 30 0 0 0 9 10 0 0 0 ----------------------- ------------------ 1,7940 0 9 0 0 0 17 0 0 0 ------------------------------------- ------- 2,0208 0 0 0 0 0 0 0 0 0-------....---------------- --------------- 1947
0 0 0 0 0 0 0 0 0 0---------------------- ---- --- -- --------- 55 125 0 0 0 0 0 0 9 0 0 --------------------------------------------- 2,59429 9 10 0 0 0 1 1 18 9 0 ---------------------- ----------------- ---- 277625 0 27 0 10 0 0 0 0 0 -------------------------------- ------------ 1,91 132 9 1 1 0 0 0 0 0 0 0 --------------- ------------ ------ 1,004
62 0 0 0 0 0 0 10 9 0------------------ -------------- --- 2,7991 1 0 0 0 0 0 9 0 9 0-------------------------- --------- 293 252 19 26 0 0 0 8 1 8 0 0------------------------6,132
181 21 II1 0 9 9 43 19 44 0 -------- 12,897167 22 9 0 1I 0 120 9 93 1 ----- ------- --- ----- 17,313
222 3 1 57 0 0 38 59 55 102 32 - ----------------------- 12,584171 33 22 0 12 0 24 73 83 4 1 ---------------------- --------------- --- 4,1041 16 0 0 0 0 0 20 9 8 9 ----- - --- ---- ----- 60641 0 0 0 0 0 0 0 0 0-...--------------------------- ------------- 585
1 12 9 10 0 0 0 9 9 37 9 ------------ -------- ------- -- ---- --- -5,798
42 0 8 0 0 20 8 0 0 0 ----- ----- - - - -------- 1,77325 0 0 0 0 0 0 0 0 0 ------- ---- ----- 560
205 8 1 3 0 0 0 0 1 0 1 0 9 --------- -------- ---- -- 1,9870 0 74 0 1 2 0 1 0 0 1 0 0 -------- ------- ---- 1 080
209 39 5 1 0 2 1 68 11 7 73 86 7 1 ----------------- - - - 22,265
45 0 29 0 0 0 62 9 26 0--------------------- ------- ------------ -8,1 0787 9 36 0 0 1 8 59 56 8 0 - --- ----------- ------------ 6,83 6
9 0 0 0 1 7 0 0 0 0 0 ----- --- --- --- 1,198ISO 10 0 0 0 0 0 0 9 0 641147 1 1 28 0 0 8 1 8 49 0 II --- 1 024
5 12 73 80 0 22 0 1 0 196 34 1 2 ---- 4 449208 0 56 0 0 28 28 0 1 8 35 --- ------- 19043 34 36 24 0 0 0 0 36 0 1 7 ------ 1,4431465 1 23 38 36 0 1 8 37 50 46 9 - --------- ------ 5 921
1 08 425 229 9 22 53 1 25 392 1 03 187 - --------- -- - ---- -- 2 465
46"I 28
0
1 8
39
9
56
9
5885
282
9
9
58
1 05
13 66
96
200
285
43 8
72
3 3
29
3 5
1 2
186
3 8
147
166
ISO
299
26
13 8
1 10
98
39 1
0
1 58
1 23
549
1 473
1 07
3 19
250
89 1
799
56
1 51
1 10
580
420
1 6
30
70
181
7,075
487
1,567
I 677
4 634
3 16
1 14
20 1
25 15
1454
781
3 52
7286
142 3 14
50 lOS
29 62
527 1586
223
1 10
39
1643
8 10
73 2
186
45 13
11 1
1 976
89 1
32 1
8779
896 249--
776 1 84 ---
242 2 10 - ....
5785 2734 --
8 776
5,820
2,785
234,693
7
APPENDIX 160
DISTRICT TO DISTRICT-BUS PASSENGER TRIPS
District 01 I1 21 22 23 24 25 26 27 28 31 32 33 34
01 0 18 0 0 9 0 0 0 0 0 0 12 25 0
11 9 0 0 0 0 0 0 0 0 0 0 0 0 0
21 0 0 0 0 22 0 0 11 0 0 0 0 0 0
22 0 0 0 0 529 0 0 20 0 0 0 0 0 0
23 9 0 33 451 64 108 94 74 68 123 0 0 0 0
24 0 0 0 0 108 0 0 0 0 0 0 0 0 0
25 0 0 0 0 73 0 116 0 0 0 0 0 0 0
26 0 0 11 20 85 0 21 104 55 76 0 0 0 0
27 0 0 0 0 77 0 0 55 17 0 0 0 0 0
28 0 0 0 0 106 0 0 71 0 0 0 0 0 0
31 0 0 0 0 0 0 0 0 0 0 0 148 0 0
32 12 0 0 0 0 0 0 0 0 0 139 148 207 44
33 0 0 0 0 0 0 0 0 0 0 0 196 0 0
34 0 0 0 0 0 0 0 0 0 0 0 54 0 0
40 24 0 0 0 12 0 0 0 0 0 0 0 0 0
41 0 0 0 0 0 0 12 0 9 0 0 0 0 0
42 0 0 0 0 0 0 0 0 0 0 0 0 0 0
43 0 0 0 0 0 0 11 0 0 0 0 0 0 0
44 11 0 0 0 0 0 11 0 9 0 0 0 0 0
45 0 0 0 0 0 20 83 10 51 0 0 0 0 64
46 0 0 0 0 0 0 0 0 0 0 0 0 0 0
47 0 0 0 0 0 0 0 0 0 0 0 0 0 0
48 0 0 0 0 0 0 0 0 0 0 0 0 0 0
49 0 0 0 0 0 0 13 0 0 0 0 0 0 0
51 0 0 0 0 17 0 0 0 0 0 0 0 0 0
- I
-
52
53
54
55
56
57
58
62
63
64
65
66
71
72
73
74
75
76
77
78
0
0
0
0
0
0
0
0
0
20
0
9
0
0
0
0
0
0
20
l 0
0
0
0
0
0
0
0
0
0
9
0
0
0
0
0
0
0
0
0
0
0
0
0
00
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0 0
0 0
0 0
0 49
0 0
0
0
0
82
1 0
0
0
0
0
0
0
17
0
17
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0 98
0 0
0 0
0 0
0 0
88
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0 55
10 0
0 0
0 0
0 0
0
35
0
0
0
0
0
64
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
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0
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0 0
0 0
0 0
0 0
0 0
0 0 0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0 0 0
79
TofaI
0 0 0 0 0 0 0 0 0 0
124 137 44 471 1102 275 541 345 243 199 139 558 242 163
112
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IIvIv-vv-ir-rvrr
APPENDIX l 60-Continued
DISTRICT TO DISTRICT-BUS PASSENGER TRIPS
District 54 55 56 57 58 61 62 63 64 65
01 0 12 0 0 0 0 0 0 20 0
l 0 0 0 0 0 0 0 0 9 0
21 ---- 0 0 0 0 0 0 0 0 0 0
22 0 0 0 0 0 0 0 0 0 0
23 0 0 0 0 0 0 0 0 0 0
24 0 59 0 108 0 0 0 0 0 0
25 0 93 10 88 0 0 0 0 0 0
26 --- 0 0 0 0 0 0 0 0 0
27 0 26 0 0 0 0 0 0 0 0
28 0 0 0 0 0 0 0 0 0 0
31 0 10 0 0 0 0 0 0 0 0
3 0 01 0 0 0 0 0 0 0 0
33 0 0 0 0 10 0 0 0 0 0
34 0 0- 0 55 0 0 0 0 0 0
40 0 0 0 0 0 0 0 0 0 0
41 -- 0 0 0 01 0 0 0 0 0 0
4 10 0 0 0 0 0 0 0 0 0
43 0 0 9 0 0 0 0 0 0 0
44 10 41 0 9 0 0 0 0 0 0
45 0 58 109 73 28 0 0 0 0 0
46 --------- ------------------------- 0 10 0 0 0 0 0 0 0 0
47 ------------- ---------------------- 0 0 0 0 0 0 0 9 0 0
48 -------------------- ---------------- 0 0 0 0 0 0 0 0 0 0
49 ------ ------------------------------ 0 10 0 0 0 0 0 0 0 0
5 ---------- -------------------------- 0 25 0 92 0 0 0 0 0 0
52 ---------------------------------- ------- ----- -- 0 0 0 0 17 0 0 0 0 0
53 ------------------------------------ ------- --- 0 0 19 0 0 0 0 27 0 0
54 ------------------------------------------------- 0 0 0 0 0 0 0 0 0 0
55 -------------------- ---------------- 0 0 49 140 47 0 0 0 0 0
56 0 59 0 0 48 0 0 0 0 0
57 0 195 0 146 73 0 0 0 0 0
58 . 0 66 68 73 73 0 0 0 0 0
62 0 0 0 0 0 0 0 18 0 0
63 0 0 0 0 0 0 0 78 1 52 114
64 0 0 0 0 0 0 0 162 0 0
65 0 0 0 0 0 0 0 92 0 0
66 0 0 22 0 0 0 51 182 71 158
71 0 0 0 0 0 0 0 0 0 0
72 0 0 0 0 0 0 0 0 0 8
73 0 0 0 0 0 0 0 0 0 0
74-
75 --
76 -- -
77
78
------ ----- -- - -- - --
- --------- - ---- - -
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
I 0 677 286 795 296
114
00
0
0
0
0
0
0
0
0
0o
0
0
20
20
0
0
0
0
0
0
0
0
79
Total
0
51
0
588
0 0
252 280
-
9TTt90tIf
HI,
99 1 6 609
0 0 01
61 6E 18 6E 9LZ iSz 698
0 0 ElI 00 61 0
I101 --- ---- ------ -- 0 0 EL 0 0 0 0 6 1 0 0iLS - ------ ---- ----- ------ SEZL 99 0 1 0 1 6 EE 99 9L I 06E ----- --- ----- ---- -0 0 0E 0 0 0 0 0 1 0 06E --- ----- --- ---- -0 0 01 0 0 6 0 OE 0 0L8 -E- ---- --------------- --- z0 61 0 6 6 8 61 0 0
Ss --------- --- -- ------ 00 EZ 0 0 S I 0 L I 0 0OEE --- -- -- -- ---------- --- 06 19 0 OE 61 8 91,6r 0EOE ------------------- -I------- 61 0SEE 0 0 0 0 65 0 0088 ----- ---- -------- -- 0 0 0 0 0 0 0 0 0 i'l~0~ ------------- --- ----------- 0 00 0 0 0 0 8 0 011I
OLZE --- -- --- ---------- -00 0 0 0 0 0 0 0 6LEE9 -- --- --------0 0 OE 0 0 0 0 0 0 1 EZ6L 0 0 0 0 0 0 0 0 0 199EE ------------- --- ---0 0 0 0 0 0 0 0 0 0I" -------- ------ ----0 0 0 0 0 0 0 0 0 0
ELE ---------------------------------------------0 00 0 0 0 0 0 0 0SES- .------------- ------------- ------- --0 0 0 0 0 0 0 0 0 00*'- ---------------------------- --------------0 00 0 0 0 0 0 0 0E91 ---- ---- ---- --------------------------0 00 0 0 0 0 0 0 1 8L I------ -------------- ---------0 0 0 0 0 0 0 0 0 0
89 1- -- --- --------------------------- -------0 00 0 0 0 0 0 0 08EE ------------------------ -------------------0 00 0 0 0 0 0 0 0III ------------------------- I ------ ........ 00 0 0 0 0 0 0 0 059 -----I-------------------------------------0 00 0 0 0 0 0 0 61LS ------------ ------------ ----------- -----0 00 0 0 0 0 0 0 8
688 ------- .. ..--- -- --------- -0 00 6 0 0 0 0 0 0L89 ----------- 0 0 0 0 0 0 0 0 0 0E61 ---- --------- 0 0 0 0 0 0 0 0 0 0L9E ---- --- ------- ----- -0 0 0 0 0 0 0 0 0 06-V --- ---------- E--- --- -0 0 0 0 0 0 0 0 0 0
S I L -------------------------------------------0 00 0 0 0 0 0 0 0i,81 ----- ---------------------- 0 00 0 0 0 0 0 0 090E --- ----------------------------------------0 00 0 0 0 0 0 0 0i 9S -------------------------------------------0 00 0 0 0 0 0 0 0
81 ---- ------- .....--------- ------ ---0 00 0 0 0 0 0 0 0
LLI ........------------- ---- ----------------..-0 0 0 0 0 0 0 0 0 0LEE -------------- --------------- ------------0 00 0 0 0 0 0 0 0NSE -- ----------- --- -- ------ -0 00 0 0 0 0 0 0 08OS ------ --- ---- --- --- 0 0 0 0 0 0 0 0 0 0S6E ---------- -- ----- -------- 00 0 0 0 0 0 0 0 0
6VfOlI-- --------------- --------------------------0 00 0 0 0 0 0 0 061'S ----- --------------- ---------------------0 00 0 0 0 0 0 0 0EE- --- ------------- ----------- ------ -------0 00 0 0 0 0 0 0 0oilI-----------......----------- ---------------0 0 9 0 0 II1 0 ElI 0 1 9EzS I 0------------- 0---------------1 OE 0 0 0 0 0 0 6
JR1?O0 6L 8L LL 9L SL l~L EL U I L 99
SdRldl 'dTN3SS~d snl8-±ioiisia oi .Lioidisia
rIIpm -
w
panu,+uoD-091 XlGN3ddV
APPENDIX 161
STATION TO DISTRICT-AUTO DRIVER TRIPS
Station/District 01 I1 21 22 23 24 25 26 27 28 31 32 33 34 35 40 41 42 43 44 45 46 47 48
521 32 0 1 1 29 0 12 3 9 28 0 0 3 1 0 3 38 7 24 11 4 3 0 1S22 525 37 14 8 154 21 274 23 7 24 3 16 17 9 25 25 6 48 217 121 197 77 S 5
523 27 0 68 9 35 7 20 1 2 0 0 1 52 4 19 0 1 3 12 3 6 4 1 2531 66 2 8 12 67 47 57 7 2 6 2 17 38 16 16 5 3 5 46 27 20 20 0 0
S32 146 7 7 5 28 10 92 10 3 1 26 186 82 39 28 8 7 19 73 51 50 34 1 0533 53 4 0 1 6 3 24 1 3 4 10 90 17 10 0 1 4 4 24 22 20 18 1 0S35 I5 0 3 3 3 4 8 1 1 1 1 7 18 31 8 0 0 4 13 5 8 4 1 0S41 127 2 5 1 21 23 38 1 6 6 2 6 4 2 2 10 53 28 47 48 46 38 0 2
571 2 10 0 1 4 0 4 0 2 0 0 0 0 0 1 2 1 1 2 4 5 8 0 0572 20 33 0 1 0 4 9 0 1 0 0 3 1 0 1 0 2 1 8 9 IS 12 0 0S73 77 25 1 10 8 4 50 0 1 2 4 8 5 4 2 3 3 12 47 41 66 29 0 0S74 16 88 0 0 4 0 3 0 0 0 0 0 0 0 0 2 0 3 5 2 6 1 0 0
Total 1106 208 107 52 359 123 591 47 37 72 48 334 237 16 102 59 118 135 518 344 443 248 9 10
APPENDIX 161-Continued
STATION TO DISTRICT-AUTO DRIVER TRIPS
49 51 52 53 54 55 56 57 58 61 62 63 64 65 66 71 72 73 74 75 76 77 78 79 Total
3 0 0 0 0 11 8 3 0 0 0 0 0 0 1 0 1 0 0 0 1 0 0 0 23819 20 1 17 17 332 71 89 6 4 4 9 13 11 26 5 18 2 17 6 81 41 24 21 2,7121 2 0 0 1 16 4 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 ------------ 305
6 9 1 3 5 50 14 20 0 0 3 2 1 2 9 1 1 0 0 0 3 0 0 0 ------------ 619
6 23 0 5 0 139 22 36 3 0 3 7 1 3 18 3 7 0 0 0 8 5 1 7 -1----------1,210I I 1 4 0 45 16 26 1 0 0 1 0 3 4 6 3 0 6 1 6 1 0 1 ----- -------- 4472 1 2 0 0 8 6 4 1 0 0 0 0 0 4 0 0 0 0 0 0 1 1 1 ------------- 170
5 I 0 0 0 50 10 9 0 1 1 1 1 2 11 0 0 0 0 0 2 0 1 0 ------------ 613
6 0 0 0 0 8 6 4 0 0 2 2 0 0 2 0 8 4 2 1 8 14 7 4 -------------- 125I 1 0 1 0 11 5 0 0 1 0 20 2 3 8 9 49 11 11 14 41 42 26 12 ----------- ---388
3 1 1 3 0 76 9 14 0 1 4 10 12 4 31 30 26 3 23 0 14 66 14 11 --------------758
0 3 0 2 0 4 0 0 1 0 0 2 2 0 2 8 37 7 9 34 33 62 26 14 --------------376
53 62 6 35 23 750 171 208 12 7 17 54 32 28 116 62 150 27 68 56 197 232 101 71 7,961
I -1- --IL i -IAPPENDIX 162
STATION TO DISTRICT-COMMERCIAL TRIPS
I I I I I V--
Station/District 01 11 21
521 0 0 0
S22 38 7 3
S23 0 0 1
531 2 1 5
22 23 24 25
0 4 0 0
0 14 15 110
0 4 0 0
1 2 10 2
26 27 28 31
0 0 I 0
0 0 0 2
0 0 0 0
0 2 0 1
32 33 34 35 40 41 42 43 44 45 46 47 48
0 0 0 0 0 3 0 0 1 0 0 0 0
10 25 5 20 0 2 8 50 12 39 10 0 0
0 2 0 9 0 0 0 0 0 2 0 0 0
0 3 5 15 I 1 2 52 1 4 10 0 0
532
533
535
541
5 0 19
0 0 0
3 0 0
6 0 15
0 6 6 108
0 6 0 12
0 0 0 I
0 3 7 18
I 0 0 0
0 2 0 2
0 0 0 0
0 0 0 0
4 140 0 37 0 0 0 135 2 8 13 0 0
7 5 1 6 0 0 0 17 5 3 4 0 0
0 1 0 0 0 0 0 0 3 1 3 0 0
0 0 0 3 0 5 0 7 1 4 11 0 0
S71
572
573
574
Tota I
0 I 0
7 1 1
16 1 1
4 5 0
81 16 45
0 0 0 0
0 0 2 8
0 3 5 51
0 2 0 0
1 44 45 310
0 0 0 0 0 0 0 0 0 0 0 0 0 1 7 0 0
0 0 0 0 0 0 0 0 0 2 1 2 1 0 0 0 0
1 0 0 1 0 7 0 9 1 0 0 16 4 18 3 0 0
0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0
2 4 1 6 21 183 11 99 2 13 11 279 30 82 61 0 0
-I.
APPENDIX 162-Continued
STATION TO DISTRICT-COMMERCIAL TRIPS
49 51 52 53 54 55 56 57 58 61 62 63 64 65 66 71 72 73 74 75 76 77 78 79 Total
I 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0. .. ....... 10
I 0 0 0 0 17 1 13 0 0 0 3 0 0 10 0 2 0 3 1 1 8 0 2 ------------ 432
0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ------------- 21
0 1 0 0 0 0 0 1 0 0 0 0 0 0 1 3 0 0 0 0 0 0 0 0 ------------- 126
0 1 0 0 0 0 0 0 0 0 0 0 0 0 49 0 0 0 0 1 0 1 0 0.
0 I 0 0 0 I 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0O
I 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
536
73
1283
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0- ,,,-------, 9
0 0 0 1 0 0 0 3 0 0 0 2 0 0 3 0 4 0 3 0 0 6 0 3 ------------- 50
0 1 0 0 0 10 1 20 0 0 0 0 0 1 4 0 0 0 2 1 0 3 3 0 ------------- 183
0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 4 3 1 0 0 2 2 0 ------ ------ 26
3 4 0 1 0 28 4 40 0 0 0 5 1 1 68 3 10 3 9 1 20 5 5 ----------- 1,561
APPENDIX 163
DISTRICT TO STATION-AUTO DRIVER TRIPS
District/Station S21 S22 S23 S31 S32 S33 S35 S41 S71 S72 S73 S74 Total
25 475
0 33
30 61 124 48 15 116 2 19 56 20 ..... .... 991
I I
21
22
23
24
25
26
27
28
31
32
33
34
35
40
41
42
43
44
45
46
47
48
49
51
52
53
54
55
56
57
58
61
62
63
64
65
66
71
72
73
74
75
76
77
78
79
Total
2 0 13 26 12 SI
0 15 65
0 20 7
9 2 0
25 10 4 I
8
6 2 I 3
29 160 25 68 28 10 16 4 2
4
2
.. 145
103
77
355
98
591
46
0 24
17 258
4 21
12 8
7 40 12
18 73 85
3 5 3
0 7 7
13
3
3
8 32
4
6
2 6
21 56
0 0
0 7
21
0
18
0
5 5 0
7 15 7
3
0 0
2 0 3 0 ------------- 47
1 3 6 3 - ------------ 67
0 0 1 0 ------------- 31U-
0 12 3
5 36 47
I 11 3
20 130 94 9 4
39 79 28
21 42 5
1 7
24
S
0
1 24
1 23
32 20
7 49
17 229
5 113
20
0
24 24
3 13
6 6
6
0
4
30
1 7
3
1 7
1 2
6 IS
52 70
30 53
3
6
9
191 12 25 42 22
3 84
1 2
0 4
6 25
0 15
0 4
0 13
0 9
7 358
3 71
3 89
0 5
0 S
0 3
0 18
0 4
0 9
0 28
0 18
0 23
.... 0 2
1 24
0 a
0 105
0 36
0 33
0 8
202 2744
3
0
0
4
0
0
3
0
1I
3
9
0
0
0
0
0
0
0
0
0
3
0
324
I1 34
0 I
0 2
6 14
11 12
0 0
1 8
I 0
50 101
10 10
19 29
0 6
0 I
I 5
2 9
2 2
I I
12 21
0 1
0 5
0 0
1 3
0 0
5 10
1 2
1 3
0 3
662 1054
4
0
0
3
0
I
0
38
16
22
I
0
0
0
3
4
0
0
0
0
0
0
2
0
393
1 18
6
0
0
4
0
0
0
6
4
0
0
0
0
0
0
0
0
0
0
IS
8
6
4
1 5
8 1
3 5
60
48
35
26
4
8
4
4
45
45
7
0
6
4
2
9
0
8
4
0
633
2
6
4
1 8
11 48
8 35
1 3
0 3
0 2
2 1
2 1
1 4
18 72 6
0
8
9 0
4 0
0 ------------ 280
0
7
9
6
271
1 19
l I l
68
165
140
555
340
437
6
0
0
4
0
0
0
0
11
7
5
0
0
2
0
4
2
7
4
4
2
6
1 4
1 3
9
157
I0 25
l l
0 l
4 4
3 3
0 I
2 8
1 3
12 52
9 19
4 16
0 0
0 0
2 5
11 16
5 9
8 0
9 23
8 28
54 12
12 1
12 22
12 2
53 4
47 51
30 9
16 8
450 667
0 ------------ 212
2 -------------- 13
0 ---- ---------- 8
2 ------------- 78
2 ------------- 57
0 ------------- 6
0 ------------- 40
0 -------------- I5
21 ------------- 712
I ------------- 157
0 - ---------- 204
0 1--------------
I ------- ------- 7
0 ----- -------- 20
3 ------------- 67
2 ------------- 31
0 ----------- 24
6 - --------- 121
17 -------- 80
50 ------------- 152
3 - ------------ 22
16 - ----------- 84
40 ------------ 65
48 - ------ 239
68 --- --- 227
46 ------- ------ 137
28 ------------- 75
469 --------- 7,905
APPENDIX 164
DISTRICT TO STATION-COMMERCIAL TRIPS
-a--
District/Station S21 S22
01 .............. 0 26
11 ............. 0 6
21 . ........... 0 9
22 ......-..... 0 1
23 ... ......... 0 10
24 -------------- 1 5
25 .............. 1 106
27 ...-.-.... .. 0 0
28 -------------- 0 1
31 .............. 0 0
32 -------- ------ 0 6
33 ......- .... . 0 24
34 ...-.----- -. 0 2
35 -----------........ 0 21
40 -------.... -- 0 1
41 --------------- 0
42-- ..... ---------- 0 7
43 -------------- 3 46
44 -------------- 10
45 --------------- 1 31
46 -------------- 0 5
48 -------------- 0 1
49 -------------- 0 0
5 I.......... ... 0 0
53 -------------- 0 2
55 ----- --------- 0 30
56 -------------- 0 0
57 -------------- 0 6
62 --------- ----- 0 0
63 -------------- 0 1
64 -------------- 0 0
65 -------------- 0 0
66 -------------- 0 3
71 -------------- 0 0
72 -------- ------ 0 1
73 -------------- 0 0
74 ---------------- 0 0
75 -------------- 0 3
76 -------------- 0 4
77 -------------- 0 2
78 -------------- 0 2
79 ---------- ---- 0 2
S23
0
0
4
0
6
0
0
0
0
0
0
4
0
4
C
0
0
0
0
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
S31 S32
6 6
0 0
0 5
4 3
7 1
9 5
8 37
2 0
0 0
2 5
0 7
0 66
0 5
8 42
0 I
0 0
2 0
49 93
1 5
2 6
11 13
0 0
0 0
0 6
0 0
2 22
1 2
0 3
0 0
0 1
0 0
1 2
1 2
0 2
0 I
0 0
0 0
0 0
0 0
S33
2
2
2
3
0
8
0
0
7
6
4
0
0
0
1 7
4
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
S35
2
0
0
0
0
0
2
0
0
0
3
0
0
0
0
0
0
0
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
S41
4
0
18
0
6
5
8
0
0
0
0
I
0
2
3
III 1
5
3
3
0
0
0
0
0
0
2
3
0
3
0
0
0
0
0
0
0
0
0
S71 S72 S73 S74
3 21
0 I
0 0
0 0
I 0
0 I
3 61
0 0
0 0
0 I
0 1
0 8
0 0
0 5
0 0
0 0
0 0
0 24
2 o
0 19
0 7
o I
0 1
0 4
0 0
0 24
0 0
0 1 2
2 0
0
0 0
0 0
I I
I 7
6 0
0 I
2 6
2
0 0
2 ............ 72
.-......... 12
0 ............ 38
0 ............ 9
0 ........... 34
0 ........... 26
3 ........... 237
0 -. ......... 2
0 ................. . I
0 ............. 9
0 .......... 24
0 .......... 109
0 .-......... 8
0 ............ 88
0 ... ..... .... 5
0 ............ 2
0 ........ ... I 0
0 ........... 245
. ......... .30
0 ........... 68
I .-.. ....... 49
0 ............ 3
0 ............. I
0 ............ I
0 ........... 2
0 .78
0 .... ........ 3
0 ........... 22
0 ............ 2
0 ............
I ............. 4
0 ........... 3
0 ........ .... II
0 I --------- I0
7 ............ 17
0 ............. I
0 ............ 8
0 ............ 6
0 ............ 4
3 ----------- II
0 ............ 4
0 ........... 3
Total
4
20 0 0
0 0 0
0
0
Total 8 374 23 116 342 62 12 81 8 33 209 19 ...... .1,287
119
APPENDIX 165
STATION TO STATION-AUTO DRIVER TRIPS
S21 S22 S23 S31 S32 S33 S35 S41 S71 S72 S73 S74 TotalSfation/Sfafion
S21----------------- 0 I
S22 ----------------- I 0
S23.............---- 0 I
S3 ------------------ 0 I
S32 - --------------- I1 3 1
S33 --------------- 0 35
S35 ----------------- 0 3
S41 -------------- -1I0 2
S71 ----------------- 0 6
S72 ----------------- 0 32
S73 --------------- I1 822
S74 -------------.... 0 1 6
TotalI - --------- -------- 13 950
0 0 I 0
0 6 25 43
0 0 3 I
2 0 II1 3
3 1 2 0 20
2 4 20 0
0 1 5 I
0 2 5 1
0 I I 0
0 0 3 0
I 1 3 4
0 0 0 0
8 27 87 73
0
5
3
2
3
0
0
0
0
0
0
0
1 3
7 0 0 I 0----------------1I0
5 1 2 24 606 20--------------- 747
0 0 1 1 0 --------------- I
I 0 I 2 0----..------- 23
8 2 I 1 3 2....----------- 96
3 0 0 3 0--------------- 67
0 0 0 0 0 --------------- 1I0
0 I 4 0 ------.... 26
0 0 I 0 0 --------------- 9
I 2 0 I I --------------- 40
0 1 2 0 0--------------- 846
0 I 2 0 0 ---------- 9
25 1 9 33 631 23 -------------- 1,903
APPENDIX 166
STATION TO STATION-COMMERCIAL TRIPS
S21 S22 S23 S31 S32 S33 S35 S41 S71Station/Station S72 S73 S74 TotalI
S21 ----------------- 0 0
S22----------------- 0 0
S23 ---------- ------ 0 0
S31 ----------------- 0 I
S32 ------------ ----I 0 3
S33 ----------------- 0 7
S35 ------------- --- 0 0
S41 ----------------- 2 I
S71 ----------------- 0 0
S72--------- ------- 0 5
S73 ----------------- II 115
S74----------------- 0 2
Total --------------------- 3 134
0
0
0
0
0
0
0
0
0
0
2
0
0
2
0
0
0
0
0
0
5
0
2
0
0
0
2
0
0
0
0
0
0
4
0
0
0
0
0
4
0 0
8 140
0 0
0 0
I 0
0 2
0 0
I I
0 0
0 0
0 0
0 0
I10 143
0 ---------------- I
3----------- - 159
0 --------------- 2
0--------------- 3
0 ---- --------- 9
0 --------------- 13
0 ------- - ----- 0
0 -------- --- 5
0 ---- -- ---- 0
0 --- ---------- 6
0 --------------- I116
0 - - - - - -- - 2
3--------------- 316
120
liJ j ii K _L _ l -. L t L -I L .-rAPPENDIX 167
RESIDENTIAL LAND USEBy Units and Acreage
AnalyticalZone
01
02
03
04
05
06
07
08
09
I0
I I
12
13
14
i' 16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34 --
35
36
37
38
Totals
Single Family D
Units Acres Units
438 176 0 24
223 164 1 2
200 160.8
751 449.7
200 148 8
325 339 2 4
644 178 1 18
494 179.7 20
621 175.4 20
390 51.4 68
703 196.9 30
476 223.9 36
717 359.0 2
793 112.0 152718 114.0 138773 144.0 56287 29.6 154588 96.0 98757 326.4 6783 187.5 34352 56.5 80734 141.8 30766 278.2 2822 319.7438 188.1 16142 117.9375 267.2
65 51.2429 168.1 18
97 93.8510 218.9 14380 120.8 14545 147 8 42139 35 5 10475 140.5 42568 194.0 14437 196.4 14
84 60.9
18,239 6,609.8 1,158
uplex
Acres
2.3
.8
U
8.9
I .8
0.8
2.4
4 5
2.5
19.0
0.8
9.1
10 6
5 5
8 7
7.7
0.8
3.5
6.0
Multi-Family Mobile Homes
nits Acres Units Acres
I --- 26 11.4
28 187
16 10.7
5 5.0 71 32.1
10 3 2
2 0.3
14 04 27 5.1
55 2.9 33 5.9
83 6.4
99 4.2 53 3 816 0.7 62 7.1
36 5.2 36 4.4
7 0.5 15 3.2
37 1.7 2 0.290 4.0 5 1.721 1.1 12 1.6
368 8.9 1152 6.1 42 1.834 4.6 18 4.99 0.4 ...
296 11.919 1.5 3 0.2
Room & Board Motels-Hotels Other Totals
Units Acres Units Acres Units Acres Units Acres489 189.7
,, 253 183.6
12 2.8 228 174.3827 486.8
10 2 1 220 154.1
. .-331 348.4
703 185.4
9 0.4 03 611 190.0
38 2.0 .--- 762 186.2
236 10 6 846 74.5
,, ,, 811 207.2
584 252.5
741 363.5
984 123.0
11 0.2 ---- ---- .... .--- 962 130.5862 152.2
0.2 293 2,6 . 1,103 50.0265 5.9 1,145 117.5
21 2.8 . 836 339.5,, 826 191.4
728 74.4786 146.7
- -- .829 286.1837 324.3
54 4.2 . 786 263.9,, 145 119.7
389 269.7
,, , - 68 52.1
35 5.7 21 4.8 593 193.3... .. -99 93.8
,, , ,0.9 616 253.024 0.9 472 127.9
680 155.0
93 1.3 ---- . 329 40.621 1.5 .... .... 628 155.198 6.3 , 776 207.9, --- -595 217.2
, ,, - 99 65.9
I 1 0.4 1,209 49.1 21 6.0 23,579 7,146.9
3.2
0.3 ---- -- 6 1
I 1 2.8 4
1.9 28 7.3 250
3--- 14
2.3 39 2.9 51
-- ... ... 2
2.4 55 5.7 37
2 6 53 3.5 1
3.5 90 3.6 3
7.6
1.8
62.4
1.8
2 5
0.9
9.5
0.5
5.6
1.4
I1.6
121.0
87 3.3
81 6.9 9
66 4.3 3022 1.5 122
1 5
1,791 100.9 1,150
25.1
0.1
0 1
0 6
1.9
17.7
5.0
259.7
I
APPENDIX 168
GENERALIZED LAND USE ACREAGES
AnalyticalZone
01
02030405
06070809I0I I
1213141516
k-. 17181920212223242526 -272829303132333435363738
Totals
Industrial
Resi- Manu- Non-Manu- Whole-dential facturing facturing sale
Commercial
Edu- Public Other Agri-Retail Service cation Service Public culture
Open UnusedSpace Land Totals
189 7183.51 74.3
486.81 54 1
348.4185.3189.9186 274.5
207.2252.5363.5123.01305152.149.9
117.6339.4191.474 4
146.6286.1324.2263.8
119.7269.7
52.1193 293 8
252.9127.81 55 0
40.6155 0207.9217.2
65 9
7,145.7
5 9364.6
I .5
38 7103 4
0 71.1
55.27.4
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0.1
1.03.10.50.22.9
20.163.912.60.40.30.0
0.059.7
00000.07.90.0
0.60.64.31.00.0
6539.99.8
1,147.8
41.2
56.113.6
615.5107.5117.22 1.2
9.714.8
42.15.85.0
5.82.7I .0
0.616.8
21.132.74.45.2I .3
27.04.5
26.20.0
288.80.0
24.10.0
81.75.8
60.72.00.1
2.13 1.687.3
1,783.2
0.0
0.0
6.50.70.0
0.0
I .31.4
16.725.4
I .9
0.21.1
6.80.7
0.1
9.5
21.141.4
0.00.90.63.9I .3
8.60.0
6.60.05.70.0
0.03.04.40.20.0
0.9
2.20.0
173.1
4.48.66.2
8.610.30.0
1.67.1
10.0
2 1.9
10.47.41.62.43.03.7
34.816.524.7
1.833.8
4.215.5
0.731.7
0.02.10.0
5.20.0
3.22.73.98.70.24.08.91.8
3 11.6
1 .2
5.80.7
23.60.0
0.1
1.23 86.8
11.62.309
I .5
1.52.70.4
21.0
8.013.10.78.73.82.41 78.40.0
0.1
0.0
1.60.0
2.52.10.94.80.13.34.71.2
153.2
28.1
0.0
0.0
0.0
0.06.9
47.5
11.37.22 33 0
15.427.622 1
0.0
4.22.7
17.2
14.24.80.2
13.98.5
15.322.8
0.0
0.0
0.0
8.60.0
0.0
3.513.400
5.655.242.4
0 0
403.9
2.01450
1.04.50.0
0.00.2
5.0
9.32.63.1
1 1.00.76.31.10.5
9.9
4.127.225.9
5.41.4
13.328.8
6.11.000
0.0
5.7
0.0
2.77.4I .76.60.0
5.63.3
0.5
348.9
12.5 4,132.824.0 4,484.6
2.3 5,452.86.9 2,689.75.0 3,805.20.0 1,617.81.4 743.5
0.0 2,216.6
00 157.20 1 51.0
0.0 663.121.5 1,135.511.6 2,001.00.0 0.0
1.0 0.6
0.0 0.33.0 0.00.0 36.2
13.0 1,873.857.4 0.014.4 128.80.0 49.60 0 1,567.5
161.7 281.479.2 3,182.9
0.0 1,664.53.1 3,959.60.0 2,256.70.0 1,416.20.1 2,080.9
94.1 786.30.1 64.84.2 404.62.1 0.20.3 6.21.7 73.8
101.4 585.635.9 6,118.1
658.0 55,689.4
263.11,048.9
232.4297.0280.5104.8212.4
141 375.8
143.976.4
215.5189.065.452.464.485.681.0
196.7156.239.1
80.4196.4145.0314.3139.6195.385.8
165.8105.8227.2
53.5302.6
28.964.893.4
180.9195.0
6,596.5
3,272.5 7,953.45,474.5 11,795.67,932.8 13,824.12,905.1 7,077.13,860.3 8,326.33,424.4 5,620.3
303.7 1,520.4421.0 3,062.3212.7 704.1231.9 940.2423.2 1,397.4
2,903.6 4,568.61,834.4 4,438.8
15.8 249.143.5 237.075.9 302.4127 248858.0 400.9
1,716.7 4,356.8620.9 1,076.1
12.7 324.063.9 366.0
724.4 2,845.0862.1 1,826.7197.8 4 201.5
3,550.4 5,475.24,348.5 9,073.83,853.2 6,247.8
762 8 2,596.8860.7 3,141.3
5,965.0 7,416.2126.5 397.8
236.7 1,192.42.6 97.7
139.8 372.1385.0 839.4349.9 1,568.0
4,710.4 11,225.9
62,896.0 * 137,307.3
* Less all water area
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