APPENDIX B. Origin Destination Study Data

Transcription

1 APPENDIX B Origin Destination Study Data

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3 - TABLE OF CONTENTS - Page No. EXECUTIVE SUMMARY... 1 Map of the Study area with Site Locations... 2 Summary Table of Results for the TH 14 Corridor Study... 3 INTRODUCTION... 4 FIELD PROCEDURES... 5 DATA PROCESSING... 6 DATA ANALYSIS Traffic Passing New Ulm Traffic Along TH 14 Between Mankato and New Ulm Reverse Commute Traffic from New Ulm to Mankato FINDINGS... 52

4 TH 14 CORRIDOR (MANKATO-TO-NEW ULM, MINNESOTA) ORIGIN-DESTINATION STUDY FINAL REPORT EXECUTIVE SUMMARY A video license plate study of vehicles moving between seven survey stations on TH 14 and associated highways in the vicinity of New Ulm, Nicollet and Courtland, Minnesota was conducted on August 14, The three-fold purpose of the study was to determine point-to-point origin-destination movements among the seven locations in order to distinguish the following: 1. traffic passing through New Ulm. 2. traffic along TH 14 between Mankato and New Ulm. 3. Reverse Commute traffic from New Ulm to Mankato. The license plates of vehicles passing each survey station were recorded on videotape. The plate records of vehicles passing a given station were matched against the plate records obtained at the other stations in order to determine the volume of movement from one station to another. The survey covered a twelve-hour period from 7:00 a.m. to 7:00 p.m. A total of 24,735 license plate records were collected, representing 88.6 percent of the 27,919 vehicle movements passing the three survey sites. (Please refer to a map of the study area with the location of these survey stations on the following page.) About 20 percent of the passenger vehicle trips entering New Ulm pass directly through the town and about 80 percent of entering passenger vehicle trips stop in town for one or more purposes. The percentage of commercial vehicle trips is somewhat greater, about 31 percent. The distribution of and trips varies from station to station. The highest percentage of passenger vehicle trips is found entering at Station 3 and the lowest entering at Station 2. (Please refer to the table summarizing these results on the next following page.) The number of trips along TH 14 from the farthest western point (Station 3) and the farthest eastern point (Station 7) was evenly balanced in both directions with approximately 215 passenger vehicles and 36 commercial vehicles making this trip. The mid-point location, Station 6 had many more intermediate-through trips for both passenger and commercial vehicles through to either Station 3 or to Station 7. The Reverse Commute traffic, or percentage of passenger vehicles found to leave New Ulm towards Mankato in the morning and returning to re-enter the New Ulm area from the direction of Mankato in the afternoon was found to be approximately 28 percent of the leaving traffic during the 2-hour morning survey period from 7:00 a.m. to 9:00 p.m. 1

5 s 14 Juni Lake Clear Lake Washington Park West Park North Park SA; SA; GDT, GDT, Inc., Inc., Rel. Rel. 04/ /2000 USA; SA; GDT, GDT, Inc., Inc., Rel. Rel. 04/ / / Johnson Field New New New New New Ulm Ulm Ulm Ulm Ulm South German Park Lincoln Park Flandrau State Park Site No. 2 - CSAH Searles Searles 13 Searles Searles Courtland Courtland Courtland Courtland Courtland Gieseke Bay 68 Big Big Island Island Little Rock Creek Site No. 6 - TH 14 Between CSAH 37 & Courtland 6,600 ADT - 2 Lanes Linden Linden Round Round Island Island Solberg Solberg Lakebed Lakebed Cambria Cambria Cambria Heyer Heyer Island Island Nelson Bay Crone Crone Island Island Gimmer Bay Harris Lake Clay Clay Bank Bank Nelson Narrows 14 Poor Farm Bay Loon Bay Lone Lone Tree Tree Point Point Brooks Brooks Island Island Walters Walters Point Point South Bay 68 Saul Saul Paugh Paugh Point Point Blocks Blocks Point Point Peterson Bay Currier Bay Swan Lake Breezy Breezy Point Point Nicollet Bay Dalhman Dalhman Island Island 14 Horseshoe Lake Johnson Bay Mcgibneys Lake 111 Judson Judson Judson Judson Judson Nicollet Nicollet Nicollet Nicollet Nicollet 68 Middle Lake Big Cottonwood River Lake Horseshoe Lake Site No. 2 - CSAH 13 West of New Ulm 3,100 ADT - 2 Lanes Essig Essig Essig Essig Essig Site No. 3 - TH 14 West of New Ulm 4,000 ADT - 2 Lanes Site No. 1 - TH 15/TH 68 South of New Ulm 5,100 ADT - 3 Lanes School Lake Juni Lake St St St St George George George George George Site No. 4 - CSAH 29 North of New Ulm 5,000 ADT - 2 Lanes West of New Ulm 3,100 ADT - 2 Lanes Clear Lake North Park Washington Park West Park DeLorme. DeLorme. DeLorme. DeLorme. Street Street Street Street Atlas Atlas Atlas Atlas USA; USA; USA; USA; GDT, GDT, GDT, GDT, Inc., Inc., Inc., Inc., Rel. Rel. Rel. Rel. 04/ / / / DeLorme. Street Atlas USA; 2000 GDT, Inc., Rel. 04/ Johnson Field New New New New New Ulm Ulm Ulm Ulm Ulm Lincoln Park 15 Flandrau State Park Site No. 1 - TH 15/TH 68 South of New Ulm 5,100 ADT - 3 Lanes 15 South German Park Site No. 7 - TH 14 East of Nicollet 7,100 ADT - 2 Lanes Little Cottonwood River 15 Klossner Klossner Klossner Klossner Klossner Site No. 5 - TH 15 North of New Ulm 3,900 ADT - 2 Lanes Site No. 6 - TH 14 Between CSAH 37 & Courtland 6,600 ADT - 2 Lanes Searles Searles Searles Searles Minnesota River Linden Linden Courtland Courtland Courtland Courtland Courtland Round Round Island Island Solberg Solberg Lakebed Lakebed Gieseke Bay Cambria Cambria Monson Monson Island Island Big Big Island Island Heyer Heyer Island Island Nelson Bay Crone Crone Island Island Gimmer Bay Harris Lake Peterson Lake Clay Clay Bank Bank Nelson Narrows Poor Farm Bay Loon Bay Lone Lone Tree Tree Point Point Brooks Brooks Island Island Walters Walters Point Point South Bay 68 Nicollet Nicollet Poor Poor Farm Farm Point Point Saul Saul Paugh Paugh Point Point Blocks Blocks Point Point Peterson Bay Currier Bay Swan Lake Breezy Breezy Point Point Nicollet Bay Dalhman Dalhman Island Island Horseshoe Lake Johnson Bay Site No. 7 - TH 14 East of Nicollet 7,100 ADT - 2 Lanes Mcgibneys Lake Judson Judson Judson Judson Judson Nicollet Nicollet Nicollet Nicollet Nicollet 68 Duck Lake Middle Lake 6 Co Ditch No 4 Co Ditch No 11 Nicollet Creek Minnesota River Nicollet Creek Co Ditch No 4 Minnesota River Co Ditch No 11 Nicollet Creek Nicollet Creek Minnesota River Minnesota River Little Cottonwood River Minnesota River Little Cottonwood River Minnesota River Little Cottonwood River 20TH ST S Cottonwood River Little Cottonwood River Minnesota River 12TH ST N 6TH ST S 12TH ST S Little Cottonwood River Cottonwood River 20TH ST S Minnesota River Cottonwood River Big Cottonwood River Little Cottonwood River 12TH ST S 6TH ST S Little Cottonwood River 12TH ST N Cottonwood River Cottonwood River wood River r

6 Summary Table for TH 14 Mankato-to-New Ulm Corridor Study From Vehicles Vehicles Station No. No. % No. % No. No. % No. % New Ulm Cordon Study 1-IN 2, % 1, % % % 2-IN % % % % 3-IN 1, % 1, % % % 4-IN % % % % 5-IN 1, % 1, % % % 6-IN 2, % 2, % % % Total 10,010 1, % 8, % % % TH 14 Corridor Study (East-West Corridor) 3-EB to 7-EB 1, % 1, % % % 7-WB to 3-WB 2, % 2, % % % 3-EB to 6-EB 1, % 1, % % % 6-WB to 3-WB 2, % 2, % % % 6-EB to 7-EB 3,180 1, % 1, % % % 7-WB to 6-WB 2,437 1, % 1, % % % Total 14,027 3, % 10, % 1, % 1, % Reverse Commute Study (New Ulm-to-Mankato) 1-OUT % % 6-OUT % % 7-OUT % % Total 1, % % Not Applicable for Vehicles 3

7 INTRODUCTION A video license plate study of vehicles moving between seven survey stations on TH 14 and associated highways in the vicinity of New Ulm, Nicollet and Courtland, Minnesota was conducted on August 14, The study was conducted by Transfo for the Minnesota Department of Transportation (Mn/DOT) in cooperation with The Howard R. Green Company (HR Green). The three-fold purpose of the study was to determine point-to-point origin-destination movements among the seven locations in order to distinguish the following: 1. traffic passing through New Ulm. 2. traffic along TH 14 between Mankato and New Ulm. 3. Reverse Commute traffic from New Ulm to Mankato. The license plates of vehicles passing each survey station were recorded on videotape. The plate records of vehicles passing a given station were matched against the plate records obtained at the other stations in order to determine the volume of movement from one station to another. The survey covered a twelve-hour period from 7:00 a.m. to 7:00 p.m. A total of 24,735 license plate records were collected, representing 88.6 percent of the 27,919 vehicle movements passing the three survey sites. (Please refer to a map of the study area with the location of these survey stations shown previously on page number 2.) The following sections of this report provide information regarding the data collection and analysis procedures, and data summaries. 4

8 FIELD PROCEDURES High-specification video camcorders mounted on tripods were positioned to record the rear license plates of vehicles passing within the camcorder s field of view. Each inbound and each outbound traffic lane was monitored by a single camcorder located on the highway shoulder. Each of the seven survey stations included 2 (or 3) video camcorders operated by an experienced Transfo Camera Operator, and these Operators were supervised by Team Leaders and a Field Supervisor to ensure each camcorder was operating properly and that the Operator consistently was capturing clear and concise images of vehicle license plates during the proper time periods and direction of travel. In all, a total of 180 lane-hours of traffic were recorded over the twelve-hour survey period. (Please refer to the photos below for examples of these procedures used in another Mn/DOT video survey conducted earlier by Transfo.) 5

9 DATA PROCESSING The license plate images recorded on the videotapes were transcribed into computer files using Transfo s image analysis system. Separate files were created for passenger vehicles and for commercial vehicles. In those instances where the license plate image could not be read due primarily to a license plate being obscured by an object such as a trailer hitch or bicycle rack, or because the vehicle changed lanes at the point of observation the presence of the vehicle was recorded so that an accurate count of the number of vehicles passing the camcorder location could be obtained. (Photographs illustrating the image analysis system are shown below.) The number of passenger vehicle license plates read, number of commercial vehicle license plates read, total vehicle counts (based on video and tube counts video counts were used for determining the OD movement counts and percentages because they are based on the actual number of vehicles passing each station) and license plate read rate for each survey station by direction and time of day are presented in Table 1. (Please refer to the next seven pages, page numbers 7 through 13 for Table 1.) As shown in Table 1, the tube counts of vehicles are consistently higher than the video counts of vehicles (overall the tube counts are 19% higher than the video counts). This can be explained by the difference in how the two sets of count data were collected. The counts collected from the video counted each individual vehicle. In contrast, the counts collected using the tubes counted the total number of axles and was divided by two to obtain the number of vehicles. Because some vehicles have more than two axles, tube counts overstate the number of actual vehicles on the roadway. The more multi-axle vehicles there are, the greater the overstatement of vehicles. In the case of station 4, the differences between the tube counts and the video counts are partially due to a tube counter malfunction at that station. Because of the malfunction, the tube count data shown in Table 1 for Station 4 was collected again on the same weekday during the following week. 6

10 Table 1: Site 1 Locations, Direction, Traffic Counts, Plates Read and Percentage of Plates Read. Site No. Site Location 1-IN TH 15/TH 68 - South of New Ulm Direction of Travel No. of Lanes Date of Shoot NB 2 14-Aug-02 Start Time Plates Plates Total Vehicles Total Vehicles (Tube Counts) % Difference: Tube vs. Video Total Plates Plates % of Vehicles 7:00-8:00AM % % 8:00-9:00AM % % 9:00-10:00AM % % 10:00-11:00AM % % 11:00AM-12:00PM % % 12:00-1:00PM % % 1:00-2:00PM % % 2:00-3:00PM % % 3:00-4:00PM % % 4:00-5:00PM % % 5:00-6:00PM % % 6:00-7:00PM % % Total for Site 1-IN (Northbound) 1, ,333 2,716 14% 2, % 7:00-8:00AM % % 8:00-9:00AM % % 9:00-10:00AM % % 10:00-11:00AM % % 1-OUT TH 15/TH 68 - South of New Ulm SB 1 14-Aug-02 11:00AM-12:00PM % % 12:00-1:00PM % % 1:00-2:00PM % % 2:00-3:00PM % % 3:00-4:00PM % % 4:00-5:00PM % % 5:00-6:00PM % % 6:00-7:00PM % % Total for Site 1-OUT (Southbound) 1, ,391 2,748 13% 2, %

11 Table 1 (con'td.): Site 2 Locations, Direction, Traffic Counts, Plates Read and Percentage of Plates Read. Site No. Site Location 2-IN CSAH 13 - West of New Ulm Direction of Travel NB No. of Lanes Date of Shoot 1 14-Aug-02 Start Time Plates Plates Total Vehicles Total Vehicles (Tube Counts) % Difference: Tube vs. Video Total Plates Plates % of Vehicles 7:00-8:00AM % % 8:00-9:00AM % % 9:00-10:00AM % % 10:00-11:00AM % % 11:00AM-12:00PM % % 12:00-1:00PM % % 1:00-2:00PM % % 2:00-3:00PM % % 3:00-4:00PM % % 4:00-5:00PM % % 5:00-6:00PM % % 6:00-7:00PM % % Total for Site 2-IN (Northbound) % % 7:00-8:00AM % % 8:00-9:00AM % % 9:00-10:00AM % % 10:00-11:00AM % % 2-OUT CSAH 13 - West of New Ulm SB 1 14-Aug-02 11:00AM-12:00PM % % 12:00-1:00PM % % 1:00-2:00PM % % 2:00-3:00PM % % 3:00-4:00PM % % 4:00-5:00PM % % 5:00-6:00PM % % 6:00-7:00PM % % Total for Site 2-OUT (Southbound) % %

12 Table 1 (con'td.): Site 3 Locations, Direction, Traffic Counts, Plates Read and Percentage of Plates Read. Site No. Site Location 3-IN TH 14 - West of New Ulm Direction of Travel EB No. of Lanes Date of Shoot 1 14-Aug-02 Start Time Plates Plates Total Vehicles Total Vehicles (Tube Counts) % Difference: Tube vs. Video Total Plates Plates % of Vehicles 7:00-8:00AM % % 8:00-9:00AM % % 9:00-10:00AM % % 10:00-11:00AM % % 11:00AM-12:00PM % % 12:00-1:00PM % % 1:00-2:00PM % % 2:00-3:00PM % % 3:00-4:00PM % % 4:00-5:00PM % % 5:00-6:00PM % % 6:00-7:00PM % % Total for Site 3-IN (Eastbound) 1, ,754 2,212 21% 1, % 7:00-8:00AM % % 8:00-9:00AM % % 9:00-10:00AM % % 10:00-11:00AM % % 11:00AM-12:00PM % % 3-OUT TH 14 - West of New Ulm WB 1 14-Aug-02 12:00-1:00PM % % 1:00-2:00PM % % 2:00-3:00PM % % 3:00-4:00PM % % 4:00-5:00PM % % 5:00-6:00PM % % 6:00-7:00PM % % Total for Site 3-OUT (Westbound) 1, ,811 2,321 22% 1, %

13 Table 1 (con'td.): Site 4 Locations, Direction, Traffic Counts, Plates Read and Percentage of Plates Read. Site No. Site Location 4-IN CSAH 29 - North of New Ulm Direction of Travel SB 1 No. of Lanes Date of Shoot 14-Aug-02 Start Time Plates Plates Total Vehicles Total Vehicles (Tube Counts) % Difference: Tube vs. Video Total Plates Plates % of Vehicles 7:00-8:00AM % % 8:00-9:00AM % % 9:00-10:00AM % % 10:00-11:00AM % % 11:00AM-12:00PM % % 12:00-1:00PM % % 1:00-2:00PM % % 2:00-3:00PM % % 3:00-4:00PM % % 4:00-5:00PM % % 5:00-6:00PM % % 6:00-7:00PM % % Total for Site 4-IN (Southbound) ,005 17% % 7:00-8:00AM % % 8:00-9:00AM % % 9:00-10:00AM % % 10:00-11:00AM % % 4-OUT CSAH 29 - North of New Ulm NB 1 14-Aug-02 11:00AM-12:00PM % % 12:00-1:00PM % % 1:00-2:00PM % % 2:00-3:00PM % % 3:00-4:00PM % % 4:00-5:00PM % % 5:00-6:00PM % % 6:00-7:00PM % % Total for Site 4-OUT (Northbound) ,088 17% % NOTE: The tube counts for Site 4 were obtained on Wednesday, August 21, 2002 which is exactly one week after the video survey was conducted.

14 Table 1 (con'td.): Site 5 Locations, Direction, Traffic Counts, Plates Read and Percentage of Plates Read. Site No. Site Location 5-IN TH 15 - North of New Ulm Direction of Travel No. of Lanes Date of Shoot SB 1 14-Aug-02 Start Time Plates Plates Total Vehicles Total Vehicles (Tube Counts) % Difference: Tube vs. Video Total Plates Plates % of Vehicles 7:00-8:00AM % % 8:00-9:00AM % % 9:00-10:00AM % % 10:00-11:00AM % % 11:00AM-12:00PM % % 12:00-1:00PM % % 1:00-2:00PM % % 2:00-3:00PM % % 3:00-4:00PM % % 4:00-5:00PM % % 5:00-6:00PM % % 6:00-7:00PM % % Total for Site 5-IN (Southbound) 1, ,005 2,382 16% 1, % 7:00-8:00AM % % 8:00-9:00AM % % 9:00-10:00AM % % 10:00-11:00AM % % 11:00AM-12:00PM % % 5-OUT TH 15 - North of New Ulm NB 1 14-Aug-02 12:00-1:00PM % % 1:00-2:00PM % % 2:00-3:00PM % % 3:00-4:00PM % % 4:00-5:00PM % % 5:00-6:00PM % % 6:00-7:00PM % % Total for Site 5-OUT (Northbound) 1, ,025 2,705 25% 1, %

15 Table 1 (con'td.): Site 6 Locations, Direction, Traffic Counts, Plates Read and Percentage of Plates Read. Site No. Site Location 6-IN TH 14 - Between CSAH 37 and Courtland Direction of Travel WB 1 No. of Lanes Date of Shoot 14-Aug-02 Start Time Plates Plates Total Vehicles Total Vehicles (Tube Counts) % Difference: Tube vs. Video Total Plates Plates % of Vehicles 7:00-8:00AM % % 8:00-9:00AM % % 9:00-10:00AM % % 10:00-11:00AM % % 11:00AM-12:00PM % % 12:00-1:00PM % % 1:00-2:00PM % % 2:00-3:00PM % % 3:00-4:00PM % % 4:00-5:00PM % % 5:00-6:00PM % % 6:00-7:00PM % % Total for Site 6-IN (Westbound) 2, ,228 4,170 23% 2, % 7:00-8:00AM % % 8:00-9:00AM % % 9:00-10:00AM % % 10:00-11:00AM % % 6-OUT TH 14 - Between CSAH 37 and Courtland EB 1 14-Aug-02 11:00AM-12:00PM % % 12:00-1:00PM % % 1:00-2:00PM % % 2:00-3:00PM % % 3:00-4:00PM % % 4:00-5:00PM % % 5:00-6:00PM % % 6:00-7:00PM % % Total for Site 6-OUT (Eastbound) 2, ,360 4,192 20% 2, %

16 Table 1 (con'td.): Site 7 Locations, Direction, Traffic Counts, Plates Read and Percentage of Plates Read. Site No. Site Location 7-IN TH 14 - East of Nicollet Direction of Travel No. of Lanes Date of Shoot WB 1 14-Aug-02 Start Time Plates Plates Total Vehicles Total Vehicles (Tube Counts) % Difference: Tube vs. Video Total Plates Plates % of Vehicles 7:00-8:00AM % % 8:00-9:00AM % % 9:00-10:00AM % % 10:00-11:00AM % % 11:00AM-12:00PM % % 12:00-1:00PM % % 1:00-2:00PM % % 2:00-3:00PM % % 3:00-4:00PM % % 4:00-5:00PM % % 5:00-6:00PM % % 6:00-7:00PM % % Total for Site 7-IN (Westbound) 2, ,752 3,583 23% 2, % 7:00-8:00AM % % 8:00-9:00AM % % 9:00-10:00AM % % 10:00-11:00AM % % 11:00AM-12:00PM % % 7-OUT TH 14 - East of Nicollet EB 1 14-Aug-02 12:00-1:00PM % % 1:00-2:00PM % % 2:00-3:00PM % % 3:00-4:00PM % % 4:00-5:00PM % % 5:00-6:00PM % % 6:00-7:00PM % % Total for Site 7-OUT (Eastbound) 2, ,972 3,718 20% 2, % Total for All 7 Sites (Both Directions) 22,652 2,085 27,919 34,518 19% 24, %

17 DATA ANALYSIS The license plate records associated with a given survey station was matched against the records associated with logically related stations to determine the pattern of movement among the several stations. Traffic Passing New Ulm The resulting origin-destination pairings for determining the vehicles passing through New Ulm are presented in Tables 2A-1 through 2A-7. Note that trips entering at each station are matched against trips exiting the area at all stations, excluding the one at which they entered. Thus, for example, of the 165 passenger vehicles observed entering northbound at Station 1 between 12:00 noon and 1:00 p.m. (Table 2A-1), 19 passenger vehicles were observed exiting Stations Numbers 2, 3, 4, 5 and 6 within a specified maximum travel time for that inbound time period. (Please refer to the next six following pages, page numbers 17 through 22 for Tables 2A-1 through 2A-6.) The origin-destination pairings presented in Tables 2A-1 through 2A-6 provide an initial estimate of the actual number of vehicle movements between survey stations. These initial estimates need to be adjusted to take into account the fact that less than 100 percent of the license plates of vehicles passing a given survey station were read. The adjustment procedure is based on the license plate read rate at the two survey stations being paired. Consider the 13 passenger vehicle movements observed from Station 1 (TH 15/TH 68) to Station 5 (TH 15) for the 1:00 p.m. to 2:00 p.m. period, as presented in Table 2A-1. As shown in Table 1, 90.1 percent of the license plates of vehicles passing Station 1 inbound were read and 88.8 percent of the license plates of vehicles passing Station 2 outbound were read. The adjusted flow between these two stations during the time period in question is then calculated as: 13 x [1/(0.901 x 0.888)] = 16 Each observed origin-destination pairing is adjusted in this manner. The adjusted O-D pairings for the New Ulm traffic are presented as movement volumes in Tables 2B-1 though 2B-6 and as percentages of inbound volumes in Tables 2C-1 through 2C-6. (Please refer to page numbers 23 through 28 for Tables 2B-7 through 2B-6, and page numbers 29 through 34 for Tables 2C-1 through 2C-6.) 14

18 The breakdown between and trips from each inbound station to each outbound station was based on the nominal time it would take for a vehicle to travel from one station to another without stopping for any purpose other than for typical traffic conditions. The actual travel time measurements and the nominal non-stop times are presented in Table 1-B on the next following page, page number 16. For example, each of the 13 passenger vehicles that passed both Station 1 inbound and Station 5 outbound during the 1:00 p.m. to 2:00 p.m. period (as shown in Table 2A-1) completed that journey in less than 21 minutes and were considered to be trips. All other observed trips were considered to be trips; that is: vehicles that were observed passing from Station 1 to Station 5 in more than 21 minutes and vehicles that were observed at one station but not at the other were considered to be trips. 15

19 Table 1-B: Travel Time Criteria for Determining Trips TO/FROM STATION FROM/TO STATION Actual Travel Time Recorded in Minutes * Maximum Travel Time Criteria in Minutes for Determing Trips less than less than less than less than less than less than less than less than less than less than less than less than less than less than less than less than less than less than less than less than less than 21 * NOTE: Data collected by the Howard R. Green Company on 8/14/02 16

20 Table 2A-1: "Observed" O-D Matches from Site 1 - Northbound Direction Vehicle O-D Matches to Output Stations - From Site 1 - NB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total 2, Vehicle O-D Matches to Output Stations - From Site 1 - NB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total

21 Table 2A-2: "Observed" O-D Matches from Site 2 - Northbound Direction Vehicle O-D Matches to Output Stations - From Site 2 - NB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total Vehicle O-D Matches to Output Stations - From Site 2 - NB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total

22 Table 2A-3: "Observed" O-D Matches from Site 3 - Eastbound Direction Vehicle O-D Matches to Output Stations - From Site 3 - EB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total 1, Vehicle O-D Matches to Output Stations - From Site 3 - EB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total

23 Table 2A-4: "Observed" O-D Matches from Site 4 - Southbound Direction Vehicle O-D Matches to Output Stations - From Site 4 - SB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total Vehicle O-D Matches to Output Stations - From Site 4 - SB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total

24 Table 2A-5: "Observed" O-D Matches from Site 5 - Southbound Direction Vehicle O-D Matches to Output Stations - From Site 5 - SB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total 1, Vehicle O-D Matches to Output Stations - From Site 5 - SB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total

25 Table 2A-6: "Observed" O-D Matches from Site 6 - Westbound Direction Vehicle O-D Matches to Output Stations - From Site 6 - WB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total 2, Vehicle O-D Matches to Output Stations - From Site 6 - WB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total

26 Table 2B-1: "Adjusted" O-D Movement Counts from Site 1 - Northbound Direction Vehicle O-D Matches to Output Stations - From Site 1 - NB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total 2, ,881 Vehicle O-D Matches to Output Stations - From Site 1 - NB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total

27 Table 2B-2: "Adjusted" O-D Movement Counts from Site 2 - Northbound Direction Vehicle O-D Matches to Output Stations - From Site 2 - NB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total Vehicle O-D Matches to Output Stations - From Site 2 - NB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total

28 Table 2B-3: "Adjusted" O-D Movement Counts from Site 3 - Eastbound Direction Vehicle O-D Matches to Output Stations - From Site 3 - EB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total 1, ,094 Vehicle O-D Matches to Output Stations - From Site 3 - EB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total

29 Table 2B-4: "Adjusted" O-D Movement Counts from Site 4 - Southbound Direction Vehicle O-D Matches to Output Stations - From Site 4 - SB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total Vehicle O-D Matches to Output Stations - From Site 4 - SB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total

30 Table 2B-5: "Adjusted" O-D Movement Counts from Site 5 - Southbound Direction Vehicle O-D Matches to Output Stations - From Site 5 - SB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total 1, ,441 Vehicle O-D Matches to Output Stations - From Site 5 - SB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total

31 Table 2B-6: "Adjusted" O-D Movement Counts from Site 6 - Westbound Direction Vehicle O-D Matches to Output Stations - From Site 6 - WB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total 2, ,308 Vehicle O-D Matches to Output Stations - From Site 6 - WB 7:00-8:00 am :00-9:00 am :00-10:00 am :00-11:00 am :00-12:00 pm :00-1:00 pm :00-2:00 pm :00-3:00 pm :00-4:00 pm :00-5:00 pm :00-6:00 pm :00-7:00 pm Total

32 Table 2C-1: "Adjusted" O-D Percentages from Site 1 - Northbound Direction (based on inbound traffic) Vehicle O-D Matches to Output Stations - From Site 1 - NB 7:00-8:00 am % 0.0% 0.0% 4.1% 0.0% 4.1% 95.9% 8:00-9:00 am % 1.4% 0.0% 5.8% 0.7% 8.6% 91.4% 9:00-10:00 am % 4.0% 1.7% 17.6% 0.0% 23.4% 76.6% 10:00-11:00 am % 1.7% 0.7% 13.0% 1.8% 17.2% 82.8% 11:00-12:00 pm % 0.0% 1.7% 12.0% 0.9% 14.6% 85.4% 12:00-1:00 pm % 2.3% 0.8% 9.6% 1.8% 15.2% 84.8% 1:00-2:00 pm % 0.0% 1.5% 9.3% 2.3% 13.2% 86.8% 2:00-3:00 pm % 0.7% 3.9% 11.0% 0.8% 16.3% 83.7% 3:00-4:00 pm % 2.5% 1.9% 11.0% 0.0% 15.5% 84.5% 4:00-5:00 pm % 0.7% 3.4% 10.2% 2.3% 16.5% 83.5% 5:00-6:00 pm % 2.7% 1.3% 4.6% 1.4% 10.0% 90.0% 6:00-7:00 pm % 0.6% 1.2% 7.5% 0.0% 9.4% 90.6% Total 2, % 1.3% 1.5% 9.4% 1.0% 13.3% 86.7% Vehicle O-D Matches to Output Stations - From Site 1 - NB 7:00-8:00 am % 7.5% 0.0% 14.8% 0.0% 22.3% 77.7% 8:00-9:00 am % 11.4% 0.0% 21.7% 0.0% 33.1% 66.9% 9:00-10:00 am % 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 10:00-11:00 am % 6.3% 0.0% 5.4% 0.0% 11.7% 88.3% 11:00-12:00 pm % 5.4% 5.7% 16.4% 0.0% 27.5% 72.5% 12:00-1:00 pm % 11.4% 0.0% 0.0% 0.0% 11.4% 88.6% 1:00-2:00 pm 8 0.0% 0.0% 33.3% 16.1% 0.0% 49.4% 50.6% 2:00-3:00 pm 8 0.0% 16.3% 15.3% 34.9% 0.0% 66.5% 33.5% 3:00-4:00 pm % 5.6% 7.6% 0.0% 0.0% 13.3% 86.7% 4:00-5:00 pm % 0.0% 0.0% 25.4% 0.0% 25.4% 74.6% 5:00-6:00 pm 9 0.0% 0.0% 0.0% 13.3% 0.0% 13.3% 86.7% 6:00-7:00 pm 2 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% Total % 6.1% 4.0% 10.9% 0.0% 21.1% 78.9%

33 Table 2C-2: "Adjusted" O-D Percentages from Site 2 - Northbound Direction (based on inbound traffic) Vehicle O-D Matches to Output Stations - From Site 2 - NB 7:00-8:00 am % 1.0% 0.0% 1.0% 2.1% 4.1% 95.9% 8:00-9:00 am % 0.0% 0.0% 8.0% 1.7% 9.8% 90.2% 9:00-10:00 am % 0.0% 0.0% 0.0% 2.5% 2.5% 97.5% 10:00-11:00 am % 2.3% 0.0% 2.0% 9.5% 15.8% 84.2% 11:00-12:00 pm % 0.0% 0.0% 2.3% 2.9% 5.3% 94.7% 12:00-1:00 pm % 2.6% 0.0% 0.0% 0.0% 5.2% 94.8% 1:00-2:00 pm % 0.0% 0.0% 3.7% 1.9% 9.1% 90.9% 2:00-3:00 pm % 2.1% 0.0% 4.2% 0.0% 8.4% 91.6% 3:00-4:00 pm % 2.3% 0.0% 0.0% 2.6% 4.9% 95.1% 4:00-5:00 pm % 2.2% 0.0% 0.0% 0.0% 2.2% 97.8% 5:00-6:00 pm % 0.0% 0.0% 3.3% 1.6% 6.6% 93.4% 6:00-7:00 pm % 1.4% 0.0% 2.8% 0.0% 5.8% 94.2% Total % 1.1% 0.0% 2.3% 2.1% 6.5% 93.5% Vehicle O-D Matches to Output Stations - From Site 2 - NB 7:00-8:00 am 0 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 8:00-9:00 am 3 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 9:00-10:00 am 1 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 10:00-11:00 am 2 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 11:00-12:00 pm 1 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 12:00-1:00 pm 0 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 1:00-2:00 pm 6 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 2:00-3:00 pm 4 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 3:00-4:00 pm 0 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 4:00-5:00 pm 1 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 5:00-6:00 pm 1 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 6:00-7:00 pm 2 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% Total % 0.0% 0.0% 0.0% 0.0% 0.0% 100.0%

34 Table 2C-3: "Adjusted" O-D Percentages from Site 3 - Eastbound Direction (based on inbound traffic) Vehicle O-D Matches to Output Stations - From Site 3 - EB 7:00-8:00 am % 0.0% 0.0% 4.7% 6.4% 12.2% 87.8% 8:00-9:00 am % 0.0% 0.0% 10.9% 26.5% 38.4% 61.6% 9:00-10:00 am % 1.9% 0.0% 4.3% 25.9% 32.8% 67.2% 10:00-11:00 am % 0.0% 0.0% 4.4% 24.3% 33.4% 66.6% 11:00-12:00 pm % 0.0% 0.0% 3.3% 16.1% 22.6% 77.4% 12:00-1:00 pm % 0.0% 0.0% 7.4% 18.0% 29.5% 70.5% 1:00-2:00 pm % 0.0% 0.0% 5.1% 17.6% 23.6% 76.4% 2:00-3:00 pm % 0.0% 0.0% 6.2% 19.9% 27.6% 72.4% 3:00-4:00 pm % 0.0% 0.7% 7.4% 24.9% 36.2% 63.8% 4:00-5:00 pm % 0.7% 0.0% 7.8% 21.7% 30.9% 69.1% 5:00-6:00 pm % 0.9% 0.0% 3.9% 25.8% 31.6% 68.4% 6:00-7:00 pm % 0.0% 0.0% 8.4% 18.6% 30.4% 69.6% Total 1, % 0.3% 0.1% 6.2% 20.6% 29.3% 70.7% Vehicle O-D Matches to Output Stations - From Site 3 - EB 7:00-8:00 am % 0.0% 0.0% 3.8% 8.3% 20.0% 80.0% 8:00-9:00 am % 0.0% 0.0% 0.0% 31.6% 67.5% 32.5% 9:00-10:00 am % 0.0% 0.0% 0.0% 4.9% 29.3% 70.7% 10:00-11:00 am % 0.0% 0.0% 9.4% 0.0% 29.1% 70.9% 11:00-12:00 pm % 0.0% 0.0% 0.0% 13.3% 46.7% 53.3% 12:00-1:00 pm % 0.0% 0.0% 0.0% 0.0% 45.5% 54.5% 1:00-2:00 pm % 0.0% 0.0% 9.9% 14.4% 34.4% 65.6% 2:00-3:00 pm % 0.0% 0.0% 0.0% 15.5% 28.8% 71.2% 3:00-4:00 pm % 0.0% 0.0% 0.0% 20.0% 40.0% 60.0% 4:00-5:00 pm % 0.0% 0.0% 0.0% 0.0% 31.0% 69.0% 5:00-6:00 pm 4 0.0% 0.0% 0.0% 0.0% 50.0% 50.0% 50.0% 6:00-7:00 pm 2 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% Total % 0.0% 0.0% 3.4% 11.5% 34.6% 65.4%

35 Table 2C-4: "Adjusted" O-D Percentages from Site 4 - Southbound Direction (based on inbound traffic) Vehicle O-D Matches to Output Stations - From Site 4 - SB 7:00-8:00 am % 0.0% 0.0% 0.0% 13.4% 17.7% 82.3% 8:00-9:00 am % 0.0% 1.7% 0.0% 31.0% 36.1% 63.9% 9:00-10:00 am % 0.0% 0.0% 2.1% 35.7% 39.9% 60.1% 10:00-11:00 am % 0.0% 1.7% 1.4% 21.2% 30.4% 69.6% 11:00-12:00 pm % 0.0% 0.0% 5.9% 32.7% 41.3% 58.7% 12:00-1:00 pm % 0.0% 0.0% 0.0% 19.5% 22.3% 77.7% 1:00-2:00 pm % 0.0% 0.0% 1.9% 22.9% 26.7% 73.3% 2:00-3:00 pm % 1.6% 0.0% 3.9% 12.7% 22.0% 78.0% 3:00-4:00 pm % 0.0% 0.0% 4.6% 13.6% 26.9% 73.1% 4:00-5:00 pm % 0.0% 0.0% 2.0% 26.7% 34.7% 65.3% 5:00-6:00 pm % 0.0% 0.0% 0.0% 16.2% 20.8% 79.2% 6:00-7:00 pm % 1.7% 0.0% 1.6% 22.3% 27.4% 72.6% Total % 0.3% 0.3% 1.8% 22.1% 28.6% 71.4% Vehicle O-D Matches to Output Stations - From Site 4 - SB 7:00-8:00 am 2 0.0% 0.0% 0.0% 0.0% 65.6% 65.6% 34.4% 8:00-9:00 am 6 0.0% 0.0% 0.0% 21.7% 24.0% 45.8% 54.2% 9:00-10:00 am 2 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 10:00-11:00 am 8 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 11:00-12:00 pm 6 0.0% 0.0% 0.0% 0.0% 26.8% 26.8% 73.2% 12:00-1:00 pm 5 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 1:00-2:00 pm 0 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 2:00-3:00 pm 3 0.0% 0.0% 0.0% 33.3% 50.5% 83.9% 16.1% 3:00-4:00 pm 1 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 4:00-5:00 pm 3 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 5:00-6:00 pm 5 0.0% 0.0% 0.0% 0.0% 28.3% 28.3% 71.7% 6:00-7:00 pm 1 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% Total % 0.0% 0.0% 5.5% 17.1% 22.6% 77.4%

36 Table 2C-5: "Adjusted" O-D Percentages from Site 5 - Southbound Direction (based on inbound traffic) Vehicle O-D Matches to Output Stations - From Site 5 - SB 7:00-8:00 am % 0.9% 4.6% 0.0% 4.9% 13.5% 86.5% 8:00-9:00 am % 0.0% 3.9% 0.0% 11.3% 24.9% 75.1% 9:00-10:00 am % 1.0% 5.9% 0.8% 10.4% 31.5% 68.5% 10:00-11:00 am % 0.9% 3.3% 1.9% 8.1% 29.3% 70.7% 11:00-12:00 pm % 0.0% 1.0% 0.0% 12.1% 19.6% 80.4% 12:00-1:00 pm % 0.0% 3.5% 0.0% 17.4% 31.4% 68.6% 1:00-2:00 pm % 0.8% 3.4% 0.0% 12.1% 24.9% 75.1% 2:00-3:00 pm % 0.6% 2.7% 0.0% 10.0% 23.9% 76.1% 3:00-4:00 pm % 0.6% 7.8% 0.6% 9.3% 22.8% 77.2% 4:00-5:00 pm % 1.5% 9.2% 1.6% 8.6% 26.6% 73.4% 5:00-6:00 pm % 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 6:00-7:00 pm % 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% Total 1, % 0.5% 3.9% 0.4% 8.8% 20.9% 79.1% Vehicle O-D Matches to Output Stations - From Site 5 - SB 7:00-8:00 am % 0.0% 10.2% 0.0% 11.0% 41.9% 58.1% 8:00-9:00 am % 0.0% 8.1% 0.0% 8.6% 49.2% 50.8% 9:00-10:00 am % 0.0% 6.8% 0.0% 0.0% 53.6% 46.4% 10:00-11:00 am % 0.0% 0.0% 0.0% 0.0% 26.2% 73.8% 11:00-12:00 pm % 0.0% 6.3% 0.0% 7.1% 37.2% 62.8% 12:00-1:00 pm % 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 1:00-2:00 pm % 0.0% 0.0% 0.0% 17.5% 50.0% 50.0% 2:00-3:00 pm % 0.0% 4.4% 4.1% 15.2% 36.8% 63.2% 3:00-4:00 pm % 0.0% 0.0% 0.0% 18.1% 44.3% 55.7% 4:00-5:00 pm % 0.0% 0.0% 0.0% 0.0% 25.3% 74.7% 5:00-6:00 pm % 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 6:00-7:00 pm 9 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% Total % 0.0% 3.5% 0.7% 6.9% 32.0% 68.0%

37 Table 2C-6: "Adjusted" O-D Percentages from Site 6 - Westbound Direction (based on inbound traffic) Vehicle O-D Matches to Output Stations - From Site 6 - WB 7:00-8:00 am % 0.7% 10.5% 0.0% 2.9% 14.7% 85.3% 8:00-9:00 am % 0.8% 17.8% 0.0% 6.5% 25.8% 74.2% 9:00-10:00 am % 0.0% 15.0% 6.5% 4.4% 25.9% 74.1% 10:00-11:00 am % 0.0% 12.2% 6.6% 5.8% 25.3% 74.7% 11:00-12:00 pm % 0.0% 11.5% 5.0% 6.8% 23.3% 76.7% 12:00-1:00 pm % 0.0% 12.8% 3.2% 5.5% 22.6% 77.4% 1:00-2:00 pm % 0.0% 11.7% 5.8% 7.4% 26.2% 73.8% 2:00-3:00 pm % 0.5% 12.2% 4.5% 5.7% 22.8% 77.2% 3:00-4:00 pm % 0.4% 13.0% 7.1% 3.0% 24.0% 76.0% 4:00-5:00 pm % 1.3% 5.1% 9.5% 7.2% 23.6% 76.4% 5:00-6:00 pm % 0.7% 2.7% 1.1% 1.1% 6.0% 94.0% 6:00-7:00 pm % 0.0% 1.5% 2.4% 0.0% 3.9% 96.1% Total 2, % 0.4% 10.1% 4.3% 4.5% 19.8% 80.2% Vehicle O-D Matches to Output Stations - From Site 6 - WB 7:00-8:00 am % 0.0% 34.7% 0.0% 8.5% 43.2% 56.8% 8:00-9:00 am % 0.0% 32.9% 0.0% 14.3% 47.2% 52.8% 9:00-10:00 am % 0.0% 24.7% 0.0% 6.9% 31.6% 68.4% 10:00-11:00 am % 0.0% 55.2% 3.4% 3.4% 62.0% 38.0% 11:00-12:00 pm % 0.0% 24.8% 0.0% 5.0% 29.8% 70.2% 12:00-1:00 pm % 0.0% 19.9% 5.0% 20.4% 50.2% 49.8% 1:00-2:00 pm % 0.0% 11.2% 0.0% 5.6% 16.9% 83.1% 2:00-3:00 pm % 0.0% 14.8% 9.3% 10.6% 34.8% 65.2% 3:00-4:00 pm % 0.0% 7.8% 15.9% 17.9% 41.5% 58.5% 4:00-5:00 pm % 0.0% 21.6% 8.8% 0.0% 30.5% 69.5% 5:00-6:00 pm % 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 6:00-7:00 pm % 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% Total % 0.0% 24.3% 3.7% 8.6% 37.0% 63.0%

38 Traffic Along TH 14 Between Mankato and New Ulm The resulting origin-destination pairings for determining the vehicles passing along TH 14 from west of Mankato (Station 7) to west of New Ulm (Station 3) are presented in Tables 3A-3, 3A-6, 3D-6 and 3A-7. Station 7 located just east of Nicollet was the farthest eastern station, Station 3 located just west of New Ulm was the farthest western station, and Station 6 located between New Ulm and Courtland was picked as a mid-point station along the east-west TH 14 Corridor. (Please refer to the map previously shown on page number 2 for the location of these survey stations.) Note that trips passing at each station are matched against trips passing another station in the same direction of travel. Thus, for example, of the 140 passenger vehicles observed passing eastbound at Station 3 between 9:00 a.m. and 10:00 a.m. (Table 3A-3), 25 passenger vehicles were observed passing eastbound at Station 6 and 16 passenger vehicles were observed passing eastbound at Station 7 within a specified maximum travel time for that inbound time period. (Please refer to the next four following pages, page numbers 36 through 39 for Tables 3A-3, 3A-6, 3D-6 and 3A-7.) The origin-destination pairings presented in Tables 3A-3 through 3A-6 provide an initial estimate of the actual number of vehicle movements between survey stations. These initial estimates need to be adjusted to take into account the fact that less than 100 percent of the license plates of vehicles passing a given survey station were read. The adjustment procedure is identical to the adjustment procedure presented in the previous section on page number 14 and is based on the license plate read rate at the two survey stations being paired. Each observed origin-destination pairing is adjusted in this manner. The adjusted O-D pairings for the east-west TH 14 Corridor traffic study are presented as movement volumes in Tables 3B-3, 3B-6, 3E-6 and 3B-7 and as percentages of inbound volumes in Tables 3C-3, 3C-6, 3F-6 and 3C-7. (Please refer to the next following eight pages, page numbers 40 through 47 for these tables.) The breakdown between and trips from each inbound station to each outbound station was based on the nominal time it would take for a vehicle to travel from one station to another without stopping for any purpose other than for typical traffic conditions. The actual travel time measurements and the nominal non-stop times are presented in Table 1-B previously shown on page number 16. For example, each of the 140 passenger vehicles that passed both Station 3 eastbound and Station 7 eastbound during the 9:00 a.m. to 10:00 a.m. period (as shown in Table 3B-3) completed that journey in less than 36 minutes and were considered to be trips. All other observed trips were considered to be trips; that is: vehicles that were observed passing from Station 3 to Station 7 in more than 36 minutes and vehicles that were observed at one station but not at the other were considered to be trips. 35