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T RAF F | C S U R V E Y REPORT
OF
METROPOLITAN MANSF ELD, OH ! O
| 952
conDUCTED BY
THE OH ! O DEPARTMENT OF H | GHWAYS
BUREAU OF PLANNING AND PROGRAMMING
() puto. HIGHWAY PLANN NG SURVEY
.* sº-
*"
i N COOPERAT | ON W | TH
THE C | TY OF MANSF | ELD, OH ! O R CHLAND COUNTY , OH ! O
AND
U. S. DE PARTMENT OF COMMERCE
BUREAU OF PUBL I C ROADS
Transportation
v Library
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ETATE D F D HID
DEPARTNMENT D F H | [3HVVAYS
CD LLIMBL's 15
FRANK J. LALJ 5 D. H. E. S. D. Ll NZ ELL-
tº DVER N DR D. R. ECTD R
January 15, 1953
The Board of County Commissioners,
Richland County,
Mansfield, Ohio
Gentlemen:
We are pleased to submit he rewith the Traffic Survey Report
of Metropolitan Mansfield, Ohio, 1952, this in accordance with
an existing contract agreement made by and between the County of
Rich land and the Ohio Department of Highways.
This study and the resulting report were made possible by
the cooperative financial and technical contributions of Richland
County, the City of Mansfield, the U.S. Bureau of Public Roads
and the Ohio Department of Highways.
The summarized factual data presented he rein should prove
of consequential value to public and private engineering agencies
charged with the responsibility of bettering greater Mansfield’s
highway and traffic conditions.
Yours ve ruly,
S. O. Linzell, Director,
SOL: ee Ohio Department of Highways

MANSF ELD METROPOLITAN AREA
TRAF F | C SURVEY
ACKNOWLEDGMENTS
Appreciation is hereby expressed to all those individuals and organizations who
cooperated in making the Mansfield Metropolitan Area Traffic Survey an outstand in g
SU CCG SS o
Through the medium of both press and radio, and supported wholeheartedly by local
enterprises and groups, interest in the Survey was enthusiastical ly and spirited ly
promoted.
That such cooperation resulted in a highly successful traffic survey was evidenced
by the nearly sixty percent return of all post card questionnaires mailed to passenger
car and truck registrants living in Mansfield and Madison Township. The gratifying re-
sponse of these thousands of motorists is acknowledged with deep appreciation,
It, is difficult to single out any individual or organ ization for assistance rendered
to the Survey's success. Certa in ly, though, mention should be made of the unt i r ing
efforts made by Mr. Waiter E, Rusk, Rich land County Engineer, who served as local Director
of the Survey, and the help so adequately given to the Survey by the Mansfield Chamber
of Commerce, the Rich land County Automobile Club staff and the Mansfield Post Office
employees, Further acknowledgment is expressed to the public and parochial school systems
of Mansfield and Madison township for their cooperation in helping to publicize the Survey
through the medium of informational messages directed through students to parents.
-- -P.-*l‘.$; :2.
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M A N S F | E L D M ET R O P0 L | T A N
T. R A F F | C S U R V E Y
TABLE OF CONTENTS
LETTER OF TRANSM TTAL
AcKNOWLEDGMENTS
DEF IN | T | ONS
H | GHL 1 GHTS
PURPOSE
THE AREA
List of LLustRATIONS
THE TRAF F | C SUR WEY
A PPEND I X
Wolume Counts
The 0 rig in -Dest in a ti on Survey
Screen – Line Check
Desire Line Maps
0 rig in -Dest in at i on Tables
A R E A
Page
2 |
27
27
3 ||
37
38
55
56



|
----*- Ra
M A P 1
MAP 2
MAP 3
MAP 3A
MAP \|
MAP 5
MAP 6
MAP 7
CHART ||
CHART 2.
CHART 3
M A N S F / E L D M ET R O P 0 L | T A N A R EA
T R A F F | C S U R W E Y
LIST OF ILLUSTRATIONs
Map S
R e g i on a l M a p S h ow in g Tr a f f ic Survey Area and
Rel a ted Road Net
Traffic Survey Area of Mans field and Mad is on Town-
ship Show in g survey Z on e s and External Stations
Traffic Volumes on Ex is t in g Street and Highway
Systems of Mansfield and Mad is on Town s h i p
Traffic Flow Map En largement of Downtown Mansfield
Desire Lines of Through Travel Between All Exter-
m al Stations
Desire L in e s of Internal Travel Between All Zones
Except Bus in ess Zone 0 |
Desire Lines of Local Travel Between All External
Stat i on s and I n tern a i Z on e s (Ex c e pt Bus in ess
Zone 0 . )
Desire L in e s of Travel Between All Extern al Sta-
tions, I n tern a l Zones and Bus n e s s Zone 0 |
Charts
Popul at H on Trend of C it y of Mans f i el d, Mad is on
Town ship, and Rich land County, Ohio (19 || 0-1950)
Population | n crease of City of Mans field, Mad is on
Town s h i p, R ic h l and County and State of 0 h i o
(1910-1950)
Relative Change in Motor Weh ic le Ll cense Reg is tra-
tion in Ohio by Months and in Rich land County and
the City of Mans field as of Each March 31, During
the Period of March 3 , || 9 || 6 to May 3 , 1952
{
– 9: -
Page
| 7
29
3 |
l! |
l!.5
19
53
22
22
25
C H A R T ly
CHART 5
TABLE I
TABLE 2
TA BLE 2A
TABLE 2 B
TABLE 3
TABLE ||
CONTRACT
Charts
Approximate Mo to r We h ic le Travel Per M on th on
Rural State Highway System (Ye a r s 19 || 1 , || 9 || 7,
| 949, 1951 and I 952 )
N et Motor Fuel Gall on age Taxed in Ohio (Years
| 9 || 1 , || 9 || 7, 1949, 1951 and 1952)
Tables
Passenger Car Trips Between Zones for Both Direc-
tions of Travel t
Truck Trips Between Zones for Both Direction s of
Travel
Light We i g h t Truck Trips Between zones for Both
D i rect ion s of Trave l
Heavy Weight Truck Trips Between Zones for Both
D i rect i on s of Trave l -
Total Passenger Car and Truck Trips Between Zones
for Both Directions of Travel -
I n ter v i e w C on tro 1 Summ a ry
(Pass enger C a r s an d Trucks)
Ex h. i b it
- || 0 -
Page
35
35
A p pen d i x 57
Appendix
Appendix
A ppend ix
A p pend ix
A p pend ix
Append ix
59
6 |
63
65
67
69
|
|
L.
|

|
w-
MANS F | E L D METROPOL | TAN AREA
T R A F F | C S U R V E Y
DEF | N | T | ONS
CORDON LINE:
An imaginary line encircling the Survey Area, and for the most part coinciding
with the Madison Township Line, with in which the Traffic Survey was conducted,
DES : RE LI NE:
A theoretical straight line between two zones, or two external survey stations,
or a zone and an external station, representing one vehicle trip between an
origin and a destination without regards to routes of travel .
DES i RE LIN E BAND :
A grouping of desire lines del ineated on an area zone map in such manner that
the collective width indicates, according to a predetermined scale, the number
of trips between two zones, or a zone and an external station.
DESTINATION:
The location of the end of a trip.
EXTERNAL SURWEY:
That phase of the Survey in which origin – destination traffic data were
obtained by in terview in g drivers of outbound motor vehicles on principal
streets and highways at the cordon line and in which vehicle volume counts
were made for a 24 hour period.
EXTERNAL SURVEY STATION:
A location on a principal highway or street intersecting the cord on line
where traffic was counted and drivers interviewed. In this Survey there were
| 3 external stationsg
|NTERNAL SURWEY:
That phase of the Survey in which the origins and destinations of vehicles
registered in the Survey Area were determined by means of a control led post
card survey method supplemented by vehicle counts made both manually and
automatical ly in the Survey Area.
OR |G|N.
The location of the beginning of a trip.
SCREEN LINE :
SURWEY AREA :
TR | P:
TRUCK :
ZONE:
An imaginary line preferably located a long a traffic barrier so as to approx-
imately bisect the Survey Area in such a manner that vehicles will not normal -
ly cross it more than once while travel ing from origin to destination. In the
Mansfield Traffic Survey a combination of sections of the Erie Railroad and
the Pennsylvania Railroad lines was established as the Screen Line.
The area contained with in the boundaries of Mad is on Township including the
City of Mansfield.
The one-way travel between origin and destination.
(1) EXTERNAL TRIP
(a) LOCAL TR1 P - An external trip cross ing the cordon line and having
either its origin or destination with in the Survey Area.
(b) THROUGH TRIP - An external trip which passes through the Survey Area
without stopping and which crosses the cord on line twice. Such a
trip has both origin and destination outside the Survey Area.
(2) INTERNAL TRIP
(a) INTERZONE - A trip with in the Survey Area with origin in one zone
and destination in another zone.
(b) INTRAZONE – A trip with both origin and destination with in the same
Z On 6 ,
(I) LIGHT TRUCK - A single-chass is commercial vehicle with panel or pick-up
body and with empty we ight of less than 4,050 pounds.
(2) HEAVY TRUCK - A single-chass is commercial vehicle with empty we ight of
4,050 or more pounds, or a tractor-truck, semi-trailer combination
or a truck-trailer combination.
A subdivision of the Survey Area de limited according to business, industrial
or residential characteristics. In the Mansfield survey there were q2 internal
zones plus 13 external survey stations, all of which are commonly identified
as "Zones" in the Appendix tabulations.
- || 2 –
----*:|w--
|
-
(2)
(3)
(!!)
(5)
(6)
(7)
(8)
(9)
M A N S F | E L D M ET R 0 P 0 L | T A N A R EA
T R A F F | C S U R V E Y
H I G H L I GHTS
The heaviest traveled street section was found to be Park Avenue East (State-
Routes US 30 - US 42 - 39) between Hedges Street and Ash land Road -- 19, 600
vehicles daily, *
Traffic on the one-way streets bounding the Public Square ranged by blocks be-
tween 9,500 and 18,030 vehicles daily.
The Bowman Street grade cross in gs of the B & 0 and Erie Rai I roads involved the
heaviest daily vehicle volume of all grade crossings in the Area -- 9,620. Second
heaviest was the Orange Street cross in g of the Pennsylvania Rail road -- 8, 670
vehicles daily,
Passenger cars registered in the Area averaged 5.0 trips per car daily; trucks,
6,4 trips per vehicle,
A total of 127, 536 vehicle trips per day was made with in or through the Area.
Passenger cars accounted for 86 percent of the trips; trucks, I'll percent. Approx-
imately half of the truck trips were made by "heavy" trucks,
Five vehicle trips of every 100 were through the Area, i, e, from township line
to township line without making planned stops in Greater Mansfield. Seventy-three
of every 100 trips were entirely with in Mansfield or Madison Township. Twenty-two
of every 100 trips had either origins or destinations outside the Area with the
opposite trip terminals inside the Area.
Nearly two-fifths of the total daily vehicle movement through the Area traveled
between the two external stations on US 12 northeast and southwest, respectively .
Trucks accounted for one-third of this movement, with almost 9 of every | 0 , trucks
being in the "heavy" classification
Second largest "through" movement was between the stations located on US 30 at
the east and US 30 N at the west, Th is line of travel amounted to l; percent of
the total "through" trips per day. One-fourth of the vehicles was trucks with
approximately 8 of every 10 trucks being classed "heavy."
Nearly one of every 10 internal trips in the Area was intrazone, i. e. both origin
and destination were with in the same zone.
- || 3 –
(10)
(1 l)
(12)
(13)
(14)
The strongest traffic generator, other than Mansfield's downtown business section,
proved to be Zone 25 where Westinghouse is located. A total of 10,708 vehicle:
trips per day had either origin or destination in this zone. This represents 8
percent of all internal trips in Greater Mansfield and 10 percent of all internal-
external (local) trips. - |
More than one-fifth of all “trip movements in Metropolitan Mansfield made planned
stops in the principal downtown business section. Almost 9 of every 10 such trips
either originated in or were destined to zones with in Mansfield or Madison Town-
ship, in addition, there were 1,247 intrazone trips in the business area.
Approximately one of every 10 vehicle trips involving stops in the business sec-
tion was truck traffic of which one-third was classed as "heavy".
Heaviest travel to and from the downtown section of Mansfield was contributed by
the two residential zones immediately west of the business area, Zones 14 and 16.
These two zones accounted for 9 percent of the vehicle movements into and out of
the downtown area with, stops there. -
More than 7 of every 10 vehicles travel ing on streets with in Mansfield's main
business section did not make planned stops there. .
- || || -
:

MANS F | E L D M ET R O P 0 L | T A N A R EA
T R A F F | C S U R W E Y n
PURPOSE
Mansfield Vs traffic problems are not general ly' unique or uncommon.
With but few exceptions, most cities of consequential size in Ohio are facing
the difficult task of trying to corre late their respective high-geared transportation
requirements with physical layouts of streets and highways that in most cases were
patterned years ago, and revised from time to time without consideration of a long-
range program of improvement. The phenomenal growth of vehicle usage has far out-
striped the ability of a community to keep abreast the increasing demands for better-
ing traffic conditions,
Mansfield for some years has been cognizant of its street and highway problems.
Certain remedial measures were effected to afford at least partial relief. Among
these were the one-way street plans, more modern signal installations, more effective
parking regulations, et cetera. These measures, though steps in the right direction,
certainly cannot be considered as the final solution to the problem,
A complete engineering appraisal of Mansfield's present street and highway net
and of present and future traffic usage should provide the necessary statistical basis
upon which to establish a long-range program of improved street and traffic conditions.
To set the machinery in motion which eventually would produce the desired results
and which would pave the way toward State and Federal financial participation in such
a program, the City of Mansfield, on February 5, 1952, passed Ordinance No. 52–23
proposing City cooperation with , the Richland County Commissioners in an Origin and
Destination Traffic Survey under the supervision of the Director of Highways of the
State of Ohio,
On February 9, 1952, the Board of County Commissioners of Richland County adopted
a resolution proposing to cooperate with the Director of Highways in such a Survey in
the Mansfield area,
Accordingly, on April 12, 1952, a contract agreement was made between the State
and Richland County for the study. A copy of this contract appears in the Appendix
of this report,
On April 2 | , 1952, the County entered into agreement with the J. E. Gre iner
Company, engineering consultant of Baltimore, Maryland, whose responsibility will be
to prepare an engineering report determining an integrated system of arterial streets.
The basic purpose of this Traffic Survey Report is to, provide traffic information
necessary for a successful prosecution of the consultant's study.
- || 5 -
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CL Y DE 99 MILAN OBE R LIN
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182 16 NEW |62 |62 º,
24 99 N. FAIRFIELD LONDON 3 \s
67 AT TICA l 76
W! LL ARD i5 5 6O
JBLOOMVILLE 6 | 5| |
. 24 G R EE NWI CH LE ROY §
224 224 24 LOOl 224 –
19 4. 98 6 5 58 42 76
SE VILLE
67 PLYMOUTH
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NEW 178 C REST ON
WASHINGTON SHILO SAVAN NAH 89 WEST SALEM
YCAMORE 9 8
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5 5O 5 CONGRESS 3
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4. | 9 | 89 95
93 3O | 179 25O
| MANSFIELD! | 6 3 º
Golion | 5. i *
2 97 L- — — — — 22
3OS-64 !79
97 LUCAS 95 9 4
SHREVE
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4. Ǻ PERRYSVILLE
S 9 7 3
6 | 2 Loudonville 179
CALEDONIA BELLVILLE 95 5| HOLMESVILLE
Morion & | 9 39
NASHVILLE
8 UT LER 7 4|
95 95 4.
3 39
2 §
& 13 MIL LERSBURG 9- [.
M?. Gileod 95 - *.
96 6 | 95
RDINGTO MANSFIELD METROPOLITAN AREA
2 CHESTERVILLE FREDER!CK TOWN TRAFFIC SURVEY
95
WALDO FUL TON 76
7 ULTO N MAP |
3|4 | 3
A REGIONAL MAP SHOWING
ASHLEY
Mt. Ver
* 2 © TRAFFIC SURVEY AREA
MARENG > SPARTA
6t Gombier AND
4 5 |4} 3 RELATED ROAD NET
Modison Township Line (Survey
| Area Cordon) Shown by Doshed Line---
CENT ERBUR 661 | 3 621
SCALE IN MILES 6
©e 6 : O 2 3 4 5 |O
'os,
ore 36-37 S-3 - cº
2
62 I §
SUNSURY &
UTICA G



STATE OF OHIO
DEPARTMENT OF HIGHWAYS
6
MANSFIELD METROPOLITAN AREA BUREAU OF PLANNING 3 PROGRAMMING
TRAFFIC SURVEY
HIGHWAY PLANNING SURVEY
scal_E in FEET
--- 2200 sooo.
------
LEGEND
STATE ROUTES
OTHER ROADS AND STREETS
MANSFIELD CORPORATION LINE
TRAFFIC ZONE BOUNDRY
ZONE OR STATION NUMBER
MAP 2
TRAFFIC SURVEY AREA
of
MANSFIELD cºnd MAD SON
TOWNSHIP SHOWING
SURVEY ZONES AND
EXTERNAL STATIONS

|S52
*-
| -
THE AREA
Located approximately mid-way between Clevel and and Columbus, Mansfield, Ohio, seat
of Rich land County, blends into its economic complex i on a rich history of industrial ac-
complishment and rural agricultural pride. (See Map I)
Settled in 1808, the site was named for Jared Mansfield, who, as Surveyor General
of the United States, directed the lay in g out of the area.
Its growth over the span of Ill; years, while not phenomen al has never the less been
constant, Probably its most rapid growth during its earlier history occurred in the
1840's. This marked the date - 1846 to be exact - when Mansfield experienced its in itial
transportation transition in that the construction of the Mansfield and Sandusky Railroad
made possible a faster schedule of overland time to a lake port outlet. By 1850 tracks
were laid for the Pittsburgh, Fort Wayne and Chicago Railroad.
By 1880, the population was approximately 10,000 and at the turn of the century
nearly 18,000 residents lived in the city.
Industrial expansion added impetus to Mansfield's growth. Among its divers ified
manufacturing plants are some of the leaders in their respective industrial fields - to
name a few, the Ohio Brass Company, the Empire Steel Corporation, Westinghouse Electric
Corporation, the Mansfield Tire and Rubber Company, the Tappan Stove Company, and the
Humphreyes Manufacturing Company.
Mansfield today is a growing city with metropol itan urban developments extending be-
yond its corporate limits into Madison Township, a 36 square-mile area. (See Map 2)
Its 1952 population is estimated at 45,000. The present population of Madison Town-
ship, including Mansfield, is placed at approximately 63,000. The latest official 1950
Census recorded the population of Madison Township at 59,685 of which Mansfield accounted
for tº:3, 564 inhabitants,
Charts I and 2 graphically indicate the population trend of this area since 1910, as
compared with Rich land County and the State of Ohio.
As Mansfield grew in population and in a rea, so also grew its street and highway
network until , as of January 1, 1952, Mansfield had a total of 137, 98 miles of city
streets and alleys with in its corporate limits. Beyond Mansfield's l im its but still
with in Madison Township there were 127.80 miles of State, County and Township roads. Thus
for the entire Metropolitan Mansfield Area, public street, highway, road and alley mile-
age totaled 265, 78 miles. The following table summarizes this mileage by road system and
pavement type:
– 2 | -
|
MANSFIELD METROPOLITAN AREA
g TRAFFIC SURVEY -
CHART |
POPULATION TREND
OF CITY OF MANSFIELD, MADISON TOWNSHIP
AND RICHLAND COUNTY, OHIO
POPULATION |9|O- 1950
IOOOOO
.*
75,000 Richland County—S ------~~ - ===
_--" -----
. _-----T _-T
5O,OOO ====------ e ºf * Modison *== =~~
erº Jº —
~~~~ City of Mansfield-i-
25,OOO F-
O
19|O 1920 193C) 1940 1950
CHART 2
POPULATION INCREASE
OF CITY OF MANSFIELD, MADISON TOWNSHIP
ſº RICHLAND COUNTY, B, STATE OF OHIO
OVER 19|O FOR PERIOD 191O TO 1950
BASE YEAR |9|O
2OO
|50
...”
.2
...”
_^
Modi T hi * |
|OO odison Iownship l—-2: _^
..~"
__.--'T ~~~
_r _---" ... • ‘º
5O 22- City of won tº ‘’’.…”
~1. Stotel of >
-- T. Richland Co nty
193O |94O 1950


ROAD
SYSTEM
State Route
Extensions
in Mansfield
city streets
and alleys
with in Mansfield
{
State Routes
outside Mansfield
but with in
Madison Township
All other local
roads outside
Mansfield but
with in Madison
Township
TOTAL MI LES
MADison Township - Richland county
SURFACE TYPE summary
CONCRETE
(Miles)
0, 39
6,32
| s 35
3.60
| | | 66
BR 10K
(MILES)
5.07
25, 8 |
0.95
0.04
3 | . 87
SURFACE TYPE
B|TUM | NOUS
SURFACE
(MILES)
8. | ||
25; 113
| 6,85
28.26
78, 68
— 23 –
GRAVEL
0R
§T{}ME
(MILES)
16, 87
72.426
| 19. 13
EARTH
(MILES)
19.95
|| 3 ||9
21}. [H]
TOTAL
(MILES)
13. 60
|21. 38
| 9a || 5
108.65
265.78
Th is network of streets and highways undoubtedly would have proved adequate for
Greater Mansfield's traffic requirements if vehicle registration and usage had not grown
so far out of proportion to other economic developments.
In the 15-year period, 1935 to 1950, for example, total vehicle registration in
Mansfield almost doubled. The 1950 automobile registration was 90 percent larger than the
| 935 registration. Even Rich land County as a whole had an 80 percent higher registration
in 1950 than in 1935. Increased vehicle registrations have been especially pronounced in
the past five years, Chart 3 is presented in this report to graph ical ly illustrate the
trend in recent years.
In Ohio the "anniversary" date of vehicle registration is April first of each year.
Consequently registration is at an annual minimum on that date due to cancellation and
non-renewal of registration of all vehicles junked during the previous twelve months or
otherwise removed from service. As the registration year progresses, replacement vehicles
bradually build up the registration totals until March first of each year, at which time
new license plates may be used at the option of the registrant.
As of May 15, 1952, "T-Day" for the Mansfield Metropolitan Area Traffic Survey, the
registration of passenger cars and trucks with in Mansfield and Madison Township totaled
| 9,763 vehicles. This figure was the control total used in developing the Survey analysis,
it does not include publicly owned vehicles, trailers minus motive power, dealer's regis-
trations, motorcycles and busses,
– 21 -

tº Îl [ _ _ _ _ _ ! – E – E tº
RELATIVE CHANGE IN MOTOR VEHICLE LICENSE REGISTRATION IN OHIO BY MONTHS
AND IN RICHLAND COUNTY AND THE CITY OF MANSFIELD AS OF EACH MARCH 31,
PERCENT INCREASE DURING THE PERIOD OF MARCH 31, 1946 TO MAY 31, 1952
OR DECREASE FROM
*g: 1946 LICENSE REGISTRATIONS OF MARCH 31, 1946 = IOO %
- |+
[7O +H
|6O #H#H# :
..]-1" .." ; , :
|5O - { --. ,” :TF - - -] ..] : #
º & 6. f .* ºr • ſº
|40 -- || |. Lil: Jºr Tºft 2
H;| || | | | ||2-2Tº ||22 º: g
0 22*. Q? Ž WA sº->
|3O Vº z \ Ž rn
§ 21 W — T-
"A 2U U
O |2O % P
II. º + #:
P |||O +H: # T
2U .." L22. >U
– IOOH Hºt (ſ) O
.*.*** 5 3
Ol 90 ñſ.
& ºl
P
8O 2
7 O P
#
6O P
5O
OHIO PASSENGER CAR REGISTRATION G-ºº-e
4O OHIO TRUCK REGISTRATION.— ...-------..
TOTAL OHIO PASSENGER CAR AND
3O TRUCK REGISTRATION dº º G- º ºx-º
RICHLAND COUNTY PASSENGER CAR
REGISTRATION - A.
2O RICHLAND COUNTY TRUCK REGISTRATION_ O
RICHLAND COUNTY TOTAL MOTOR
|O VEHICLE REGISTRATION ©
MANSFIELD TOTAL VEHICLE REGISTRATION
Ość; MARCH MARCH MARCH MARCH NARC; MARCH MAY
3,1946 31, 1947 31, 1948 31, 1949 3,1950 31, 1951 3,1952 3,952
ENDS OF YEARLY MOTOR VEHICLE LIGENSE PERIODS
NOTE: MOTOR VEHICLE REGISTRATIONS
EXCLUDE FARM TRUCKS AND BUSSES.


--r.. *w-w
THE TRAFF | C SUR WEY
Immediately follow in g execution of the contract agreement between the State and
Richl and County for a comprehensive traffic survey in the Mansfield Area, the Director of
Highways designated the Ohio Highway Planning Survey, a section of the Bureau of Planning
and Programming, to obtain a complete coverage of traffic volumes and origin - destination
patterns in Greater Mansfield.
Because Mansfield's traffic problems are not confined with in its corporate limits
but extend to built-up fringe areas outside the city boundaries, it was decided to include
all of Madison Township in the scope of the Survey.
in establish ing its procedure to obtain traffic data in the Mansfield and Mad is on
Township Area, the Planning Survey effected a two-phase coverage.
Phase I involved the counting, by manual and mechanical means, of all passenger cars
and commercial vehicles on principal streets and highways with in the Survey Area. This
type of coverage discloses the present day usage made of existing thoroughfares.
Phase 2 was the origin - destination study. This study was divided into two parts -
the internal survey and the external survey,
The internal survey employed the "Control led Post Card" method of obtain in g origin to
destination vehicle trip information as reported by vehicle registrants with in the Survey
Area,
The external survey obtained or ig in to dest in at ion trip information by means of
interviewing vehicle operators at roads ide stations located on principal highways at the
Madison Township Line,
The internal survey provided data for desired lines of internal trips. The external
survey furnished the desired line data for local (internal to external or external to
internal) and through (external to external) trips.
Whereas Phase I evaluates the usage of the existing street and highway nets as cur-
rently established, Phase 2 indicates the desired zone to zone or straight line movements
of travel as evidenced by the vehicle operators themselves.
Map 2 describes the specific Mad is on Township and Mansfield area de lineated in de-
tail . Super imposed on this map are the 112 internal traffic survey zones and the 13 ex-
ternal traffic survey stations that were established for the purpose of the internal and
external parts of Phase 2, the origin - destination study.
WOLUME COUNTS
Traffic on Mansfield and Mad is on Township streets and highways was counted at u 58
different locations All data were recorded in the spring of 1952, and were adjusted to
an average 24-hour day in May, 1952,
– 27 -
Map 3 illustrates the 24-hour vehicle volumes on principal streets in
the Area. An en largement of the downtown business section, Map 3A, with
traffic flow bands de lineated the reon, supplements Map 3.
The three railroads which traverse the Survey Area, name ly, the Pennsylvania,
the Erie and the B & 0, exert a tremen dous in fluence upon the street use
and traffic pattern of the community. Obvious ly, local interest is directed
toward the grade cross ing problems which these railroad lines impose.
The following table lists all railroad grade cross in gs where the average
24-hour week-day traffic volumes in May, 1952, exceeded 1,000 vehicles:
NUMBER NUMBER 2%is
STREET RA iLROAD PASSENGER COMMERC I AL TRAFFIC
CARS WEH | CLES WOLUME
Bowman Street B & O 8,630 990 9,620
Bowman Street Erie 8,630 990 9,620
0range Street Penna, 7,230 | , !!!!0 8,670
Spring Mill Street (SR 39) B & O 7,310 1,280 8,590
Spring Mill Street (SR 39) . Erie 7,310 1,280 8,590
N. Main Street (SR 13) B & O 7, 30 | | ||20 8,550
N., Ma in Street (SR 13) Erie 7, 130 | , !!20 8,550
N, Ma in Street (SR 13) Penna, 7, 130 | , 120 8,550
E. Fourth Street (SR 545) Penna. 6,500 910 7,440
E. Fifth Street (SR 545) Penna, 5,820 1,050 6,870
Bowman Street
(North of Mansfield) Penna, I,970 600 2,570
N Diamond Street Erie I,330 270 | ,600
Trimble Avenue Erie l, 370 220 I,590,
Longview Avenue Erie | ,260 2 || 0 | , iſ 70
Several of the above cross ings involve parallel trackage of more than one
railroad with no consequential traffic generators existing between the respec =
tive railroad rights-of-way.
No attempt is made to item ize in this report a detailed account in g of
traffic volumes applicable to each street or highway section,
at ive to a l l volumes counts that were made are available at the Ohio Highway
Planning Survey offices,
| 0 | North High Street, Columbus,
Records rel-
Refer ral of such
data, of course, will be made to the City, County and consulting engineers
upon request.
It is interesting to note, however, that the heaviest 24-hour week-day
traffic volume was the 19,600 total vehicle flow recorded on Park Avenue
The second highest volume total ed
| 8,030 vehicles on North Ma in Street on the Northwest section of the Square
East between Hedges Street and Ash land Road.
– 28 -
“r
m

scal_E in FEET
--- --~~~ ---
LEGEND
- STATE ROUTES
OTHER ROADS AND STREETS
º MANSFIELD CORPORATION LINE
TRAFFIC ZONE BOUNDRY
TRAFFIC VOLUME SCALE
-ºooo
-oooo.
-->
--~~~~
Total vehicles. During
average 24 Hour weekday
In May, 1952
TRAFFIC volu-Es LEss T-an
lood vehicles not sºw
MAP 3
TRAFFIC VOLUMES
ON EXISTING STREET
AND HIGHWAY SYSTEMS
STATE OF OHIO MANSFIELD METROPOLITAN AREA BUREAU OF PLANNING 3 PROGRAMMING ...
DEPARTMENT OF HIGHWAYS HIGHWAY PLANNING SURVEY
TRAFFIC SURVEY

|S52
∞， -∞， √（−==~ ~==+==~:：~~=ſ ***********）
-
w-sixth st.
N --->
TRAFFIC VOLUME scal_E
---
-----
--~~~~
-º-º-º:
-o-º-
TOTAL werſcLEs during
AVERAGE 24 HOUR WEEKDAY
IN MAY, 1952
E Fifth sº.
-Fi-th > -
--> -on -us ºn-sº----
--ARRows Indº-are
DRECTIONAL FLow or
TRAFFIC on ONE-war
streets
|
|
W. Fourth st E Fourth-sº
US 30 --- –-
w. Third st E. Third st
* Park st
Park --- H =
Park Ave. E.
-
i
W second st E second st
MAP 3A
TRAFFIC FLOW MAP ENLARGEMENT
OF DOWNTOWN MANSFIELD























º:--| -
w
between North Park Street and Park Avenue West. As a compact unit, the Square
figures predominantly in Mansfield's traffic picture with volumes on its flank-
ing streets ranging from this maximum total to an appreciable m in imum of 9,500
vehicles per day.
Although no attempt is made in this factual report to project traffic
beyond 1952, it is obvious that in order to properly predict future traffic
cond it ions appra is a l must be made not only of present-day data but a ls o of
comparative past records. It is unusual for most cities to have available
sufficient traffic volume statistics to provide trend curves.
Through its Plan n in g Survey section the Ohio De partment of H ighways
has made numerous traffic surveys in rural and municipal a reas throughout
the past | 7 years. In addition to these special surveys a number of per-
manently in stal led a utomatic traffic counters provide a source of hour ly
records of vehicular volumes on representative highways throughout the State.
By analyzing and we ight in g a l l available information the Planning Survey
is able to estimate annual ly the vehicle miles performed on rural road s and
municipal streets.
It must be obvious to a l l motor is ts that traffic volumes are increas ing
at an a larming rate a A study of past trends fully justifies this observance.
! t is estimated that the total vehicle miles trave led in 0h i o this year of
| 952 will reach an all-time high of 28,836,951 000. This is 31 percent greater
than travel in 1948 and 74 percent higher than 1940,
It is significant that this increase is reflected on rural highways and
city streets in nearly like amount. The 952 traffic on a l l r ural highways
and roads, for example, is 32 percent greater than in 1948 or 78 percent greater
than in 1940. Similar ly, city street travel in 1952 is 29 percent higher than
in 1918 and 70 percent higher than in 1940,
A decided increase over the years in truck travel, types and we ights
a lso should be taken into conside ration. In 1948, trucks accounted for 8
percent of Ohio's total trave l; by 95 | , they had in creased to 20 per cent.
Twenty-five years ago the ir travc l amounted to only 10 percent of the total .
Truck types for years have been gradual ly changing from light single-chass is
types to heavier two-un it combinations such as tractor-truck, semi-trailers
in 1951 , || 2 percent of the trucks travel in g on 0h io's rural State highways
were two-un it vehicles; in 1948, 38 percent; in 1936, 28 percent, and 25
years ago the tractor-truck, semi-trailer combination was a very rare vehicle
indeed,
The average loaded we ight of trucks on Ohio's rural State highways also
has surged upwards during the past quarter-century. For example, two-un it
combination vehicles, practical ly insign ificant in numbers 25 years ago by
| 936 were averaging 25, 100 pounds. In 1948, the average loaded we ight for
this class of vehicle had increased to 37.795 pounds and by 1951, to l; , 0.39
pounds,
– 33 –
|
An accurate appraisal of today's transportation picture would be inconclu-
sive if all factors of commercial traffic increase were omitted from conside ra-
tion. -
Charts l; and 5 are presented in this report to graphically portray certa in
established pattern trends as related to the marked upsurge in travel. Chart ||
shows the approximate total travel per month on rural State highways for the years
| 9 || , 1947, 1919, 1951 and through July, 1952. Chart 5 s hows the net motor
fuel gall onage taxed in Ohio for the same period. Both charts are supplemental
proofs that traffic is increas in g to start l in g proportions. Estimates of future
traffic I 0 or 20 years hence certa in ly should take into account these factual
trends thus far established.
THE OR |G|N-DEST |NAT| ON survey -
As previously explained, the Origin-Destination Survey embraced an internal
control led post card survey and an external cordon line interview survey.
The entire area of Mad is on Township and Mansfield was divided in to 112
internal survey zones. (See Map 2) Zone boundaries were determ ined on the
following bases:
a. To segregate industrial, bus iness and residential areas,
b. To define the principal and secondary downtown business
districts.
c. To keep residential zones on reasonably comparable pop-
ulation size,
d. To bisect zones by primary or arter i al streets when
possible.
e. To de limit areas defined by natural or artificial trafe.
fic barriers.
f. To adjust boundaries so as to con form with the selected
screen line,
In add it ion to the 112 internal zones, I 3 external interview stations were
located on roads and highways at the Mad is on Township line where traffic vol-
umes exceeded 500 vehicles per day,
The internal survey involved the mail ing of questionnaire post cards
to a l l l 6,674 passenger car registrants and 1,805 truck registrants in Mansfield
and Mad is on Township. Cards were mailed so that they were received on May ||th,
the day preceding the Traffic Survey date of Thursday, May 15, 1952. This
special survey date was publicized as "T-Day". Passenger car and truck regis-
trants were requested to itemize the detailed addresses of origin and destination
of all trips made by the ir respective vehicles from 12 midnight to 12 midnight on
"T-Day".
Vehicle pattern records show that May closely approximates the average
– 3!! -

CHART 4
APPROXIMATE MOTOR VEHICLE TRAVEL PER MONTH
ON RURAL STATE HIGHWAY SYSTEM FOR THE YEARS
MILLIONS
OF MILES 1941, 1947, 1949, 1951, and 1952
95O G
1952 * * e sº e me *
85C) P---- N. 95|
/.. Nº
8OO / Z 1949 N
750 // 2- - - - - - --> N
7OO __T,” - "T 28° N, '•
,” gº e e o "" •º * S ©
/ Z O Z º ... • ** **.. * *N
65C) Zy a *
O & O o o o 9 ſo. 494 lºe O
/ Z & ... • *** see?” •4. **.. ^ S \, N
6OO O Z ... • *T oo” °o! * * * s "
/ ... 1 e?" Joooºº ) **oe. ** .. • SN
-Q- wº ſº —O. *o *—s
55O / 2 * e° oo° °?oo *e. N
500 &P *** o° °ooo... . . * *.
º' O _-
º ...“ se” **oeſ
* O
450 |...” goo?
oo
4OO ..o.o."
35O
3OO ſº-
JAN. FEB. MAR. APR. MAY JUN. JUL. AUG. SEP OCT. NOV. DEC.
CHART 5
NET MOTOR FUEL GALLONAGE
MILLIONS TAXED IN OHIO FOR THE YEARS
OF GALLONS 1941, 1947, 1949, 1951, and 1952
2|
O © Vº2.
2OO S. 2.
19C) A / YS 4 * * * • – º /*.
© N Ass 2" | \
/ • Jº"/ | \.
|8O º o Wy
S. s/ * •y \.
17O e 2” *—s º gº tº
16O >Jº/ 4° º * * ~ * 949 ~ * N.---
- / * &y - - - - E - ~ *
- © 2. * ape e o o e e Ne º sº
15O N AºA º O *a. ^: º
‘. . / / .** *e, A947
—a º ^k. A
|4O N. Z e° ...--- *eio e o see 5 {
13O ,” ... ******oe, -> so o 0° **oe. /194 *ee ... • *
- s º ," .*** goº" °oo loooo *%----. **...**
|2O * - .* Ao °oo a ob
- .” go' °o 4 co"
fe. 29. O
|||O "... º o° Q
ſº • * o°
|OO **oe co”
90 o 49
8O
JAN, FEB. MAR. APR, MAY JUN. JUL. AUG. SEP OCT. NOV DEC.


month of the year and Thursday travel is nearly average for the five week
days, Monday through Friday. Consequently, the choice of Thursday, May 15th
as "T-Day" was pre-calculated to obta in 24-hour travel that would reflect
average and normal working day cond it ions.
The results of the "T-Day" post card traffic survey proved quite S at-
is factory. A total of 9,749 passenger car trip cards were returned, or 5895
percent of those cards ma i led out, and a total of 1,020 truck registrants
responded, or 56.5 percent of the total , 805 truck cards mailed out. Of
the grand total of 18, 479 post cards mailed, I 0,769 or 58.2 percent, were
returned .
Before being mailed out to all registrants, the reply port ion of the
cards, on which trips were item ized, was imprinted with a residence Z on e
number (01 to 1,2) in order to provide means of expand in g returned cards to
| 00 percent values, -
Table I, (Append ix) summarizes the zone by zone returns. The expansion
factors, based on the number of cards mailed in each zone divided by the number
of cards returned, are calculated in Column !! of this table.
Thirty-three of the 12 zones had passenge r car returns in the 50 and
60 percent range. An exceptional return of 72 percent was made by passenger
car registrants in Zone | 0, Least percentage of returns was made by Zones
04 and 36 with 110 percent each, Response by truck registrants was equal ly
representative, but the percentage of returns by zones does not necessarily
reflect the effectiveness of the post card method inasmuch as personal con-
tact with "fleet" operators was employed to expedite the survey procedure.
The names and addresses of a l i passenge r car and truck registrants in
Mansfield and Mad is on Township were recorded from l ice nse applications on
f : le at the Ohio Bureau of Motor Vehicles, l nas much as these registrations
were consulted six weeks prior to "T-Day" it was necessary to in troduce a
factor of expansion (Column 5 of Table II - Appendix) where by the in itial reg-
istration total as of April 1 st would be expanded to the estimated total as
of May 15th For this in termed iate expansion factor, data as shown by the
curves and symbols in Chart 3 were used to advantage. Monthly registration
statistics are on f : le for the State total only. A review of the chart proves
that Mansfield and Richland County annual registrations closely conform to the
State indices as of each March 31 st. Thus, in computing the intermed iate
factors to expand the Survey Area's vehicle registration from April 1 st to
"T-Day", the State curves for passenge r cars and trucks, respective ly, were
followed, These factors reflect a 6, 1 percent increase in passenger car regis-
tration and a | 1 , 8 percent increase in truck registration, The in it ial factors
in Table I, were multiplied by the intermed iate factor to produce the final
factors as shown in Column 6, Table 4. These final factors were then used to
expand, by residence zones, a l l trips to a 100 percent value,
Passenger cars averaged 5,0 trips per car while trucks averaged 6, 1 trips
per vehicle, These averages take into account the 13 percent passenger car
– 36 -

owners who reported "No Trips" on "T-Day" and the 22 percent truck owners who
reported "No Trips".
Although all types of trips were reported on the questionnaire post
cards, only the internal to internal trips were used. The internal to external
(local) trips, as reported by vehicle operators, were d is carded in favor of
similar data available from the external survey interview stations as a pproxi-
mately 90 percent of outbound traffic was stopped at these stations. Percentage-
wise, this was a more complete representation than would have been obtained from
the post card phase of the Survey.
External to external (through ) trips were necessar i ly recorded at the
external stations.
For the purpose of better class ifying the type of truck traffic using
streets and highways in the Greater Mansfield area, both the internal and
the external phases of the or ig in-destination survey segregated "light" trucks
from "heavy" trucks (See "Definitions" in fore part of this report).
From the mass of expanded origin-destination vehicle trip data, collected
by means of both the internal and the external phases of the Traffic Survey,
Tables I, 2, 2A, 2B and 3 (Appendix) were compiled. These tables show the
number of vehicle trips - passenger cars, light trucks, heavy trucks, total
trucks and total vehicles - between internal zones and/or external stations.
The data, as summarized, represent the average 24-hour weekday travel in
May, 1952.
Analys is of the internal and external phases of the or ig in-destination
survey shows a total of P.27, 536 vehicle trips with in or through Metropolitan
Mansfield on an average 2"; -hour weekday in May, 1952. Eighty-six percent of
these trips were made by passenger cars and l l percent by trucks. I n trip
numbers this represents 09, 830 passenger car trips and 17, 706 truck trips, Of
the total number of truck trips, 7,706, 19 percent were made by light weight
vehicles and 51 percent by heavy vehicles.
In order to better illustrate the vehicle trip movements in the Mans field
Metropolitan Area, four Desire Line Maps are presented in this report. Maps ly,
5, 6 and 7 show by scaled bands the principal total vehicular movements with in
and through the Area. A brief, explanatory description accompanies each map.
All of these factual traffic data - the present volumes us in g Greater
Mansfield's street and highway networks and the desire lines of vehicle trips
representing the shortest, straight-line distances between or igins and dest ina-
tions - may well be regarded as statistical tools to use in review ing, apprais-
ing, predicting and evaluating the traffic problems of this Area,
$CREEN-Li NE CHECK
In a type of traffic survey such as conducted in Metropolitan Mansfield,
it is considered good engineering practice to check the results of the internal
- 37 –

and external phases of the origin-destination survey by means of a manual
screen-line volume count. The screen-line should preferably be a physical
barrier approximately bisecting the Survey Area in such a lignment that a ve-
h icle will not cross it more than once between point of origin and point of
destination. It was difficult to establish such a line in Greater Mans field;
however, the final screen-line chosen was a combination of the Erie Railroad
line between the north Mad is on Township boundary and the Pennsylvania Railroad
track cross ing, thence the Pennsylvania Railroad line between the Erie track
cross in g and the southeast Mad is on Township boundary.
It was real ized that such a screen-line would not prove |00 percent
effective in as much as the logical line of travel for some trips is to re-
cross the line between origins and destinations. This would be especially
true in the case of rail road term inal trucks and other commercial vehicles
haul in g between the rail road freight yards and various industries located
a long the rail road rights-of-way. However, the total of the screen line volume
counts is on ly 12 percent greater than the total volume of cross ings obtained
from the origin-destination data. This deviation is acceptable when multiple
cross ings, as explained above, are considered.
DES I RE L | NE MAPS
Based upon total vehicular trip summary data shown in Table 3 (Appendix)
of this report, the follow ing Desire Line Maps II, 5, 6 and 7 are presented.
The scaled bands represent total passenger car and truck trips with in and
through the Mansfield Metropolitan Area, Bands representing collective trips
number in g less than 100 are not shown a -
Unlike the Traffic Volume Maps 3 and 3A, the desire line trip bands del in-
eated on the following maps are not to be interpreted as following any particular
street or highway routing. Instead, the bands should be regarded as significant
in that they represent the straight-line desired trip movements of passenger
car and truck operators between points of trip or ig ins and points of trip des-
tinations,
Intrazone trips are not shown on the maps. These total 8,755 or 7 percent
of the total 27, 536 vehicle trip movements with in or through the Area. Express-
ed as a percentage of a l l internal trips with both or ig ins and dest inations
with in the Area — a total of 93, 158 — intrazone trips amounted to 9 percent.
- 38 -

MAP l;
DES I RE L | NES OF THROUGH TRAVEL
BETWEEN A L L EXTERNAL STAT | 0N S
This map shows the "through" traffic in Metropolitan Mansfield.
It represents 5,906 total vehicle trips, or about 5 percent of the total
vehicular trip movements with in or through the entire Area - 127,536.
The heaviest band of "through" travel connects the two external stations,
Numbers 52 and 57, located on US 12 at the northeast cord on line and on US 1/2
at the southwest cordon line, respectively. This band is indicative of 2,249
vehicle trips, or 38 percent of the total movements. Thirty-three percent of
these 2, 249 vehicle trips are truck trips. Of these 744 truck trips, 648, or
87 percent of the truck movements, are in the "heavy" truck class if ication.
The second largest "through" vehicle movement is between US 30 at the east
cord on line and US 30 N at the west cordon
1 ine - 8 || 8 trips, or l iſ percent of
the total such movements. Here, too, trucks play an important role in that
they comprise 213, or 26 percent, of the total. "Heavy" trucks amount to 178
of the 213 total trucks, or 84 percent.
Sign ificant also is the transfer between US 12 at the northeast cord on
line and US 30 S at the west cord on line, Th is total trip movement amounts to
528 trips, or 9 percent of the total "through" trips. "Through" trucks involved
in this transfer total I H.8, or 28 percent, of the 528 trips. Of the l l;8 truck
trips, 20, or 81 percent, were "heavy" trucks.
- || 0 -
-aw------------
----------------------------------------
---------------------------------------------------------------------------
-------------------------------------------------------------------------
scal E in FEET
- lood zood wood
LEGEND
- STATE ROUTES
OTHER ROADS AND STREETS
ºzº MANSFIELD CORPORATION LINE
------------------------------------------> -.…..." TRAFFIC ZONE BOUNDRY
50 ExTERNAL STATION NUMBER
DESIRE LINES OF TRAVEL SCALE
TOTAL vehicul-AR TRIPS PER AMERAGE
24-Hour weekday-May, 1952
desºt Lines not s-own. For
LESS THAN too. TRIPS
MAP 4
DESIRE LINES OF
THROUGH TRAVEL
STATE OF OHIO - MANSFIELD ME POLITAN AREA BUREAU OF PLANNING 3 PROGRAMMING BETWEEN ALL
DEPARTMENT OF HIGHWAYS HIGHWAY PLANNING SURVEY EXTERNAL STATIONS
TRAFFIC SURVEY



|S52
MAP 5
DES I RE L | NES OF NTERN A L TRAW E L BETWEEN
ALL ZONES EXCEPT BUS IN ESS ZONE 0 |
Total internal passenger car and truck trips are shown on this map.
Represented by scaled desire line bands are 63, 333 vehicular movements minus
those collective movements amounting to less than 100 vehicle trips. Omitted
from this map are the 21, 070 internal trips either originating in or destined
to Mansfield's downtown business Zone 0 | . These trips are shown on Map 7.
Also omitted are 8, 755 intrazone trips or vehicle movements with both or ig ins
and destinations with in the same respective zones.
These 63,333 trips represent approximately 50 percent of the total 127,536
|
trips with in or through Metropolitan Mansfield.
The map clearly indicates that, excluding the downtown business a rea,
the desire line travel pattern is fairly uniform with few exceptions.
The dominance of Zone 25 as a traffic generator and attractor is apparent.
The West inghouse Electric Corporation is located in this zone.
:§
i
mI
|
r:º1 --**
||I|:-Iºl:
§
|


STATE OF OHIO MANSFIELD METROPOLITAN AREA
DEPARTMENT OF HIGHWAYS
TRAFFIC SURVEY
BUREAU OF PLANNING 8, PROGRAMMING
HIGHWAY PLANNING SURVEY
LEGEND
- STATE ROUTES
– OTHER ROADS AND STREETS
ºzº MANSFIELD CORPORATION LINE
--- TRAFFIC ZONE BOUNDRY
O) ZONE NUMBER
DESIRE LINEs of TRAVEL SCALE
---
–-
---
--~~~~
Total vehicular TRIPS PER Average
24-Hour weekDar-Man, 1952
oesse LINEs nºt sºown Foº
LESS THAN too trips
MAP 5
DESIRE LINES OF
INTERNAL TRAVEL
BETWEEN ALL ZONES
EXCEPT BUSINESS
ZONE Ol


|S52

MAP 6
DES I RE LINES OF LOCAL TRAVEL BETWEEN ALL
EXTERNAL STAT I ONS AND INTERNAL ZONES
(EXCEPT BUS I N ESS ZONE O )
This map shows " local" travel of trips having either origins or dest in-
at ions outs ide the Survey Area of Greater Mansfield with the opposite trip
term in a lis inside the Area.
Represented are 22, 106 total vehicle trips, or 17 percent of the total
! 27, 536 trip movements with in or through the Area. Not included on the map are
the 6,366 local trips originating in or dest ined to Mansfield's business Zone 01.
These trips are shown on Map 7.
The importance of Zone 25, where Westinghouse is located, is significant.
Four desire line bands of trave l between Zone 25 and external stations are
especially noteworthy, These depict the total trip movements between SR 13
at the south cord on line and Zone 25 - 488 trips; between US 42 at the northeast
cord on line and Zone 25 - 186 trips; between US 112 at the southwest cordon line
and Zone 25 – 350 trips, and between US 30 S at the west cordon line and Zone
25 - 348 trips, The amount of truck trips involved in the foregoing four inter-
change volumes is not outstand in gly large. For example, of the 1186 total trips
between US $2 at the northeast cord on and Zone 25, 76 are truck trips, or | 6
percent. Of the 76 truck trips, 62, or 82 percerit, are "heavy" trucks.
- || 8 -
|
|
|
|
|
|

-*.*.*.*.*.*.*.*.*.*.*.*.*.*.*.*_-_-_-_-------------------
-º-º-º-º-º-º-º-º----------------------------------------
* --------------------------------
--------,-,-,-,-,-,-,-,-,-,-,-,-,-,-----------------------'-'-'."---
scALE IN FEET
- to- 2200 wood
LEGEND
- STATE ROUTES
– OTHER ROADS AND STREETS
º, MANSFIELD corporation LINE
-- " ----------------ºr----------------> -...… TRAFFIC ZONE BOUNDRY
ZONE OR STATION NUMBER
DESIRE LINES OF TRAVEL SCALE
- --- r - :
_I" - --- -- - -
--------------------------------- - 3. : |
zºº : ---
- : --~~~
--
Total vehicular TRIPS PER Awenace
24-Hour weekday-May, 1952
o-sur-E LINEs not shown For
Less than too trips
MAP 6
SRE LINES OF LOCAL
TRAVEL BETWEEN ALL
EXTERNAL STATIONS
5 - AND INTERNAL ZONES
STATE OF OHIO MANSFIELD ME POLITAN AREA BUREAU OF PLANNING 3 PROGRAMMING EXCEPT BUSINESS
DEPARTMENT OF HIGHWAYS HIGHWAY PLANNING SURVEY ZONE Ol
TRAFFIC SURVEY
|S52
|
|
|
-A









MAP 7
DES I RE L | NES OF TRAW E L BETWEEN A LL EXTERNAL
STAT I ONS, INTERNAL ZONES AND BUS IN ESS ZONE 0 |
Shown on this map is the travel be tween Mansfield's downtown business
area, Zone 0 , and all other internal zones and external stations.
A total of 27, 1936 vehicle trips are represented, 22 percent of the total
| 27, 536 trips with in or through Metropolitan Mansfield. Not shown on the map
are the 1, 247 intrazone trips having both or ig in and destination in Zone 01.
Seventy-seven percent, 21,070 trips, bound to and from the business section
have e i ther or ig in or destination inside the Survey Area of Mad is on Township
and Mansfield. The remaining 23 percent, 6,366 trips, either originate outs ide
the Survey Area or are destined to places outs ide of that Area.
Nine percent of this traffic with stops in Zone 01 is truck traffic of
which 32 percent is classed as "heavy" trucks.
On the basis of traffic counts made around the business section, zone 0 l ;
the total number of vehicles entering and leaving the downtown area during a
24-hour weekday was 103, I 60. As 27, 136 or igins or dest in at ions reflected
planned stops made in that zone, it is ind icated that of the total traffic
travers ing a l l or part of the Mansfield bus iness area, 27 percent stopped
the re.
The trip movement between Zone 01 and Zone | | – | , 282 trips, is the
heaviest collective desire line band. The band indicating 1,221 trips between
Zone 01 and Zone 6 is next heaviest,
- 52 -
t
-
sº-
STATE OF OHIO
DEPARTMENT OF HIGHWAYS
(57
MANSFELD METROPOLITAN AREA
TRAFFIC SURVEY
BUREAU OF 8, PROGRAMMING
HIGHWAY PLANNING SURVEY
scALE in FEET
lood adº sºoo-
LEGEND
STATE ROUTES
other ROADS AND STREETS
MANSFIELD CORPORATION LINE
TRAFFIC ZONE BOUNDRY
zone of STATION NUMBER
DESIRE LINES OF TRAVEL SCALE
--~~
---
**
-zºo
TOTAL vehicul-AR TRIPS PER average
24-Hour weekday-May, 352
ots RE LINEs not shown Fon
Less THAN roo TRIPS
MAP 7
DESIRE LINES OF
TRAVEL BETWEEN ALL
EXTERNAL STATIONS,
INTERNAL ZONES AND
BUSINESS ZONE Ol

|S52
- -· *C) |-
-·2|- |
- -->-->Li_I{{
→ ---- -CA- -
|-<ſ►ș
*- -· ·{}}·|{|-• {
|-J3�~* r^3*- ł~-

MANSFIELD METROPOLITAN AREA TRAFFIC SURVEY
ORIGIN-DEST INATION TABLES
The following five tables summarize by vehicle types the trip move -
ments between internal zones and/or external zones or stations for both
directions of travel during an average 24-hour weekday in May, 1952.
Table I shows passenger car trips.
Table 2 shows truck trips a
Tables 2A and 2B represent trip data for "light" trucks and "heavy"
trucks, respective ly. The combination of these two tables equals the number
of trips shown in Table 2.
Table 3 summarizes trip movements for total passenger cars and trucks.
it represents the combination of Tables I and 2.
Zone boundaries and external station locations are shown on Map 2 in
the fore part of this report.
To find the number of vehicle trips between any pair of zones, or between
any internal zone and external station, or between any pair of external stations,
the smaller zone number should be selected a long the bottom zone line and the
larger zone number a long the vertical zone line.
The trip totals shown in the larger triangular summary above the heavy
horizontal line represent internal to internal trips,
The trip totals shown in the small triangular summary to the right of
the heavy vertical line represent external to external (through) trips,
The trip tota is shown in the rectangle bounded... on the top and the right
by heavy lines represent internal to external (local ) trips or external to
internal (local) trips.
- 56 -

0 2 || 336 || 75 TA B L E
o 3 || 396 || 45ſ 27 -
O 4 || 224 || 23 || 43 17 MAN S F | E L D M ET ROPO L | T AN AREA
: º º * "T"- T RAF F | C SU R V E Y
O 9 || 705 || 53 || 46 || 52 | 1651 3O | 169| 221 Tººl PASSENGER CAR TRIPS BETWEEN ZONES
! 0 || 905 || 92 || 26 || 25 || 178. 29 174| 281 301 || 284 FOR BOTH D | RECTIONS OF TRAVEL
11 lioz2| 114! 62| 104! 157l 12! 84! 179| 20s! 456 ſass Data Represent Average 24-Hour Weekday in
12 978] 123 22 71 || 130, 29. 68] 172; 94; 358; 294; 153 May, 1952
21 88 to ſol 20 ſal – 24, 30, 18' 24 58' 25, 22| 32 of 43| 27] 2s 36! 53ſ-T
22 221 || 34|| 32| 20, 99| | | | | 19| 75|| 87] 106 | 87| 92] 42 losſ 12al 119| 102 23, 124! 132 2ſ 3
23 364 97 50 || 9 || 69 - || 47| 29 48 || 4 || 7 || 56 45 64 78 || 79 || 177; 38 82| 78 45| 88; 103
24 383|_55; 68; 85]_155|_10 || 35| 39| 40}__75; 69| 55}_46 82}_73}_99]. 1451. 67] 1 12| 136 |_63|_57 296ſ23.
25 | 602 || 44 42 29 131 || 2 || 416 260| 278] 288 || 334| 271 || 135 | 302| 340; 215| 271; 336|| 295| 203 || 5 || 53| 38| 222 17
26 224 || 23 || 2 || 28 86 || 6 || 54|| 67 || 52 53 39 24; 36 37 61 55] 58 || 43| 66 || 46 || 4 || 9 || 38|| 38 ..[T.
27 | 312 27| 8 || 33| 104| 22 || 74 39| 26|| 32| 32| 19| 17 | 53| 78! 47| 62| 42| 57| 54 4ſ. 52' 34|| 47| 87 2Tsil
28 || 192 || 36|| 9 || 7 || 52 || 4 || 46 || 38 || 26 || 18 || || 3 || |O || 9 || 18 || 43 47 53| 1.4 52 | 84 || 4 || 40|| 25|| 4 || 200 22. 34 *—
29 14 || - I - I - 8 || – 7| 2 | 12 || 3 || – 2 || 3 || 2 || 2 || 5 || 2 - || – 4 || - 3| – 4|| 2 || 2 |OI 11 º!—
3 O || 237 || 44; 14 || 32 82| 2 || 107| 71 || 63| 47 || 25 23| 12 || 35| 57| 64| 89 26 46|| 50 || 8 || 32| 27| 18| 132| 45] 21| 9 4 || 41
3 1 || 374 || 33| 19| 25 91 10| 67| 99| 106| 127| 164 62| 48 || 56] 108; 9.4|| 72 56|| 4 || 77|| 8 || 4 || 26| 26|| 179| 16. 19. 15 - || 27 | 86
3 2 | 83 || 2 || 2 || 6 || 10 2 16H 6| 21 || 23 21 || 2 || 2 || 50|| 32 25 27: 21 || 5 || 24| - 2 2ſ. 8] 31 || - 4|| 9 - || 2 *Tº
33 315|| 77|| 30| 42|| 81 | | 1 || 48 93| 81| 73 83| 76 61 90|| 61 | 123| 86| 99; 89| 93 || 8 || 68| 29 4, 169|| 14 20, 2 - || 13 | 12 26 Tss]
34 570) 124| 72| 68| 211| 10| 36|| 97 54 94| 138|| 84 98| 83| 17 | 147| 292 134 302. 334|| 39| 253| 80 9'ſ 571 40 55' 19| 2 | 22 52 20 118 |445
35 55 40 || 2 || 2 || 6 || – || 10|| 6 || 8 || 4 || 4 || – 2 : 14 || || 3 || 7 || 19| 7 || 24|| 23 || 5 || 2 || 4 || 7 || 19| 4 6 - || -- || 2 | 18 || 2 || 6 || 58 || 8 TOTAL TR PS = 109,830
36 || 374. Sal gaſ 4ol 1651 loſ 78! 32! 32! 27| 34 g5! Go! 57| 491 as 22al 3al 238 300! is 36! All 59 gal 28! 35' 37| 2 | 20 ! 37 | 2 | 66 |223 35 ſiz7
37 83 i. 6 || || 7 || – 7 || – || 14|| 16 || 20; 12 || 1 || 1 O] 2 || 1 || 6 || 14|| 4 || 4 || 8 || 3O || 2 || 4 || 5 || 8 24 - 9| 2] 2 || - 2 I - I - 4 - | || 6
38 74 || 4 || 4 || - 16| – || 1 || 28|| 34|| 1 || || 3 || 18 || 33| 17 || 33| 28|| 1 || 39| 22| || 3 || 2 || 2 | 1 || 1 || |3| 7 || 4 - || – || 2 || 26 || - 6 : 2O || - 6| – || 2
39 2 5 | – || – || – || 3 || – || – || – || – || – || – || – || – || – || 2 || |OI – 4 - || | | | | | – || || |-|-|-|- |-|3|-|--|--|- ſº]_
4 O || ||25 | 12 || 34 || 38 || 30 || 2 | 20 6 || || 2 || || 2 || || 4 || 2 || || 5 || 8 || 4OH 32 || 52| | Of 46 57 || 8 || 53| 39| 75|| 89] 15 - 2| – || 8 || 32 - || 19 || || 7 || 2 || 20I 20; 14 | 5 || 27
4 || || 77 ; ; ; 45 62 74 225 28 102 62 7ſ, 103 || 3O 64 46 95; 55] 2CO. 208; 6.4 O3| || 39 22 254; 129| 42 || 408] 1 Q3; 143: 108|| 4 || 58 I 40 || 4 || 45 87 | 1Q 7O 5. 34 12 24 º
4.2 L 143|_19_2_22|_39]_9|_10__24] [3]. 20) 16| 8 |_2}_9| 23| 49) 33| 15, 18] 33| 15| 29| 14, 25; 114, 21 22, 19| 4 || 4 || 9 || 2 || 7 || 27 || 8 || ||7| T | 14 || 2 || 2 | 137 22 | ...
50" 24Tag T2Tieſ 45ſ aſ aſ 12ſ 36ſ of 28ſ ºf 26i ſãi 4ſ 34 20, 61 58| 42] AAI 20 – 12, 170 aſ - ſº-T – I ºf a - || 6 || AT is T24ſ 10ſ ioT-T4 ſo | – || – º-
5 1 86 || 28 22 || || 2 || 28 || – || 20 ! 4 || 12| 8 || - 8 || – 2| 8 || |O 14|| 6 || 6 || |O || 4 - || 98 |6|| 88 6. 2. - I - I - I - I - I - || || 4 || - 2| - 6 || - || 26 || || 6 || 2 || 1 || -
52 868| 72 64 44; 138] 18; 90) 74 42 60 | 102| 84 52| 36|| 100 128 132 76|| 44; 46 6] 22, 226 64 410) 42| 32| 26| – | 12 || 36|| – || 22 || 38 26 || 36|| – || – 2 || 6 || 1 || O 34 ° 20 || 1 || -
53 || 506 24 || 54 || 3O | 124 || – || 44; 74 34 38 || 36|| 16 || 3OH 40 || 6O || 64; 9.4|| 46 || 54 52 || 6 || 6 || 130| 56] 154; 26|| 60 8 - || 20 || 2 || – || 26 26 || 42 || 38|| 4 || – || – || – || 42 || 4 || 26 || 7 || 87 || -
54 || 250 30 50 22 || 76 8 || 40; 12 || 6 || 26 12 24 || 16 || 14 40 44| 62 38|| 38 24 || 8 || 6O 5O 42ſ 17O 16 46] 16 - || 20 | 12 || 2 || 14 || 16 || 34 2| – || – || – 4 28 || 2 || 9 || || 5 || 4 | ... H
55 98 || 1 O || 12 | 8 || 42 || – || 38|| || 4 || 22 || 4O || || 4 || 34 || || 8 || 22 || 8 || 26 || 14|| 6 || 6 || - 6|| 2 || 6 || 1 2 46; 6| 8] 2 - # 1 O - 6 || 4 || 2 || 8 || - I - || – || – || - 2 || – | || – 5 || – , H
56 602 || 78 || 120 30, 132| 22 62. 128 92| 96 96 || 54| 26|| 36|| 134 126|| 124 56| 84 60|| 36|| 64| 108' 34 468 42| 16 10 - || 26 || 72 || 4 || 12 38 122 || 20 6| – || – || – | 40 | 6 || 79| 9 || 181 56 || 7 || 13 || –
57 598 || 56 90|| 32| 48 || 4 || 32 58|| 48| 88 106| 76|| 16| 54| 90| 94| 64; 38|| 58| 44|| 8 32| 114 16. 298] 38|| 6 || 8 || – 8 || 24 || – || |O 24 34 || 18; 8 || - 4 || || 6 || 24 || 4 || 33 || || 4 || 505 || 176 || 8 || 1 || 5 || -
58 76 || 24 || || 8 || 4 || 8 || – || 28 || || OH 4 || 36|| 64 48 || 4 || 64 || 36|| 28 || 36|| 24|| |2|| || 8 || - 8|| 4 || 8 || 4O 1 O - I - I - 4 | – || 16 || – || – | 18 - I - I - || – || – 4 || - 2 || – 4 || – || – || – || – -H
59 |1024| 64; 78 || 48l. 108ſ to 84. 98| 62| 84 || 96] 100| 84! 188! 128, 256] 152| 64 64| 74! 18l. 14. 110' 30 314. 72' 12| 14| – || 28 18 || 4 || 12 || 30 54 || 14 - || – || – 2 42 || 6 || || 7 || 9 || 380 239 || 57 | 1 || 46 27 || 2 || -
6 O || 390. 52 38 32 50 || 2 || 20 18 24 || 24 12 5O 34|| 641 38|| 84| 92; 74; 6O 48 - || – || 44, 18] 148 8; 8 || 2 || - 8 || || 4 || – || 20 || 38 || 52 22 - || – 2| – || 3O || 4 || 6 || 3 || 87 || 605 || 8 || – || 1 || || || 2 || – TH
6 658 54 40 || 26 78 || – || 38|| 36|| 10 5O || 48 38 || 8 || 36|| 66 68| 8OI 20; 90|| 56 || 2 |OI 46| 24, 158; 42; 8 || 4 || - 8 || 16 || – || 38 || ||22 || 28 || || 4 || 2 || - || – || – || 20 || 6 || 1 || || 5 || 36 || 32 || || 1 || 8 || 59 || 2 || || 2 || 8 || || 1 || –
62 238 || 34 || 66 42 || 44 || 8 || 18; 30 - || 26 22; 20 | 16 || 42| 26|| 26|| 74|| 16H 62) 90 || 8 |2| 46|| 16 88|| 14|| 8 || 4 || - 4 || 4 || – 4 || 44 || 164 || 1 |4| - I - I - I - || 24 || 4 || 2 || – 4 || 4 || 8 || – | 18 || 4 || – | – || – || 4 T-
ZO N E O 1 || O 2 || 0 3 || 04 || 05 || 06 || 0 7 || 0 8 || 09 || 1 O || | | | || 2 || || 3 || || 4 || || 5 || || 6 || || 7 || 1 8 || || 9 || 2 0 || 2 || || 22 || 23 || 2 4 || 25 26 27 28 || 2 9 || 30 || 3 || || 3 2 || 33 || 3 4 || 3 5 || 36 37 || 38 || 3 9 || 4 O || 4 || || 42 50 || 5 || || 52 || 53 54 || 55 || 56 || 57 58 || 59 6 O || 6 || || 6 2
ZON E
O | *—
O7 724 || 1 || 9 || 641 86 || 263| 31|| 241
08 477 || 9 || 74 67 || 150 16 || 157 77
1 3 || 629 || 39 || 30 || 21 || 101 9 || 48| 64] 29, 147 || 109 || 188 || 84
1 4 1221 || 104 || 71 || 42 || 2:10: 21 || 65|| 169|| 72: 275; 269 || 479 || 328 || 323
1 5 975 54 || 51 77 | 181 i 12 || || 51 | 199 || 1751 295 || 284 || 274| 204 34oſys
16 lºſsel isol agſ all 21sl ol isol 17 | asl gas! assl ass! 27 | Agol Alaſgº
1 7 || 946 || 209 || 1 || 0 || 101 || 256|| 23 || 127H 208 || 167| 191 || 195 || 183 208 || 36O || 292 *[º]—
18 946 || || 14|| 57 57 || 1 || 7 || 2 || 70 108 || 77|| 106 || 120 137 203 ſ 293 || 2 || 6 || 200 356; 212
1 9 || 540 || 109; 79 95 || 1 13| 4 || 9 || 128 77 88 77 53 124 || 88 || 127 131 338 124, 263
2 O 791 || 132 || 143 152 | 193; 26 184|| || 51 136 187 || || 57 | 1851 110 1974 201 || 2 || 6 || 382. 253 *E


I
Tzomºl
O 1 || 424
02 || 84 |H TAB L E 2
os I sol sol st
. . . .] 4.Tº MANS F | ELD METROPOL | TAN AREA
O 5 || 120 19 4, 27 71
o6 || 4 || 4 || 1 || 6 || – TRAF F | C. SURVEY
O7 || 41 - || – 2 48 b. 226
ob | Bo 12| 2 25 14 - || 25 61–
09 || 27 2 - || 19 || 8 || – || 28, 15, 15– TRUCK TRIPS BETWEEN ZONES
10 || 44; 13 2. 23| 13| 11 || 16 25, 43. 39– FOR BOTH D | RECTIONS OF TRAVEL
1 1 78 || 4 || 9 || 20 || 4 - || 19 || 4 |3| 38 30 Data Represent Average 24-Hour
1 2 53 || – || – || 16 || – || – || – || 2 || 9 || 23 19 20 Weekday in May, 1952
1 3 || 28 15| – || 1 || || 20 - || 20 || 14|| 8 || 8 || 9, 26
1 4 || 61 || 26 || 4 || 29 || 21 || – | 16 || 8 || 15 15ſ 30 35' 41 Tsal
| 5 || 62 || 7 || 7 || 10 || 15 - || – || 19, 19 5 16 || 3 || 12 37 || 157
16 || 83 21 18i 26 23| 4 || 2 | 18. 8] 2 2ſ. 10 5 33 27 | 102
! 7 iOO 85i 26 || 31|| 37| 9 || 2: 22, 16. 7ſ 25: 11 || 9 || 24, 28 50 →
1 8 || 41 || 2 || 9 || 17 || 23| 6 || 4 || 2 – 7| 12| – Al 17| s! 29| 27ſo
1 9 || 63; 18 – 30 || 12|| - 4| 22, 4, 41 5. 3| – || || 9 || 6 || 6 || 41 || || 1 || 29 |
20 || 1 18 || 33| 24; 42 || 39 - || || 7 || 7 || 2 | 18|| 1 || 4 || – 9 || 25 || || 5 || 50 || 13 37ſºl
2 1 6 || 15 - || 12 || 1 || 3 || 7 || – || – || – || – || – 2|| 2 || 2 || – 4 || - 4l 29, 21–
22 || 27| 11 || 56|| 8 || 19| – || 10| – || – 9|| 1 O. 1 || 13| – 3| 7 || 90 - || – || 37| 13, 26L
23 74|| || 3 || 39|| 1 || 19| - 7| 5, 21 19| 8 || 2 || 2 || 6 || || 1 || 15, 15 - || 15. 32 47| 104
24 || 46 || 23, 27| 28 23| 7 || 2 || 2 - || 13 - 4| 4 - || 4 g| 19| 4, 21 g| 7 || 25ſ sa
25 || 32 26 || || 5 || 6O || 25: 8 || 2 || 3 - || - 2| - 1 || 2 || - 1 || 10 || – 7| 10| 10| 12| 72 14| 74—
26 46 || || 7 || 6 || 10 || 28 || 9 || 3 || 3 || – | 20 | 16 || 4 || 2 || 4 || 4 || 3 || 8 || 3 || 6 || 9 || 2 || 1 || 19| 6 || 35|| 41
27 | 15 || || 1 || 2 || || 2 || 9 || – 2|| 2 || 2 || - 3| – || – 4 i5 || || 5 || 5 || – || 14|| || 2 || 2 || - 4|| 6 || 6 T
28 21 || 4 || – 4 || 4 || - 3| 6 || - 2|| 2 || – 2| – 1 || – 2, 3, 10 21 - || – 2. – 8| 2 aſ 7al
29 2 || – || – || – 4 || - 6 || – 4 - || – || – 2| – | – || – || – || – || – 4| – || – || - || – || – || – 5|| 1 || 26
30 || 39 || 1 || 9 || 47 | 40 || 5 || 23 || 15| 13 || 6 || 1 || 5 || 9 || 7 || 9 || 10 || 7 || 4 || – || 23| – || 23| 2 | – || 96] 18| 19| 8 || 2ſ 63.
3 1 || 14 || – 1 || 8 || 5 || – || 13 || 9 || 18 || 6 || 6 || 6 || – || 12 || 8 || 12 || 9 || – || 2 || 8 || - 8 I - I - 4 || – 5|| – * 19L
32 10 || 2 || – || 2 || – || – || – 1 || 3 || 3 || 8 || 1 || 4 || 1 || 3 || 3 || 1 || - || - 2| – || – || – || 6 || 2 || – 3| 2 || – || - * T L-
33 || 48 18 - || 7 || 10 || – || 7 || 5 || 10 || 8 || 10 || 4 || 41 || 3 || 6 || | | | || 3 || 2 || || 2 || 31|| – || 12 || 2 || 4 || - 1| 3| 3 || – || 2 || 20 31|| 87
34 || 78 || 15 || – | 15 19 || 3 || 7 || 3 || 6 || 1 || 4 || – || 34|| 4 || – | 16 || 27| 4 || 39|| 30 || 2 || 48 || 5 || 17| 13| 24| 7| 24| – | 18| 17| 4| 29| 336|_
35 6 || 3 || – || – || – || – || – || 1 || - || – || – || 2 || 4 || – || – || – || 3 || – || 8 || – || – || – || – 2 || 4 || - 21 - || – || – || – || – 4, 17| 25 TOTAL TR 1PS = 17, 706
36 25 || 21 28 || 15 18 || – || 4 || 2 || – || 14 || 4 || 4 || 2 || 2 || 4 || 20 || 31 || 8 || 33 || 33 || 31|| 2 || 26 || 8 || 25, 17 | 19| - 4|| || 1 || 4 - || 94 || 29 || 2 || 46
37 * - 2 5 || – - - -- - - - - -- - - - - - - - 2 : – - - 4|| – - - - - - - - 2 : — 3 || –
38 || – || || 3 | – | – | – || – || 2 | – | – | – | – | – | – | sl – || 3 | – | – | – | – | – || 3 || 7| – | – | – | – | – | – | – | – | – | – | – | – | – T2
*-
39 || – || 2 || – || – || 3 || – || 2 || 3 || – || – || – || – || – || – || – || – || – || – || – || – || – || 4 || – || – || – || – || – || – || – || 3 || – || – || – || 2 || – || – || – || – || –
4 O 19| – || – || 4 || 3 | – || – || – || – || – || – || – || – || 3 || – || – || 2 s] iſ 2| – || – || 9 || 1s|| 4 || 3| – || – || 3| – || – || – || 4 - || 13| – || – || 5 || – ||
41 51 | 16 || 1 || 22 28 20 | 2 || 14 || 6 || 2 || 5 || – || |O 25 11 || 5 || 20 || 7 || 22 || |O || 6 || 3 || 17 || 47 26 18 15 9 || 5 || 34|| 2 || 2 || 4 || 1 OH - 8 || - || – || 3 || 1 || 224
42 | 18 || – || – || 2 || 4 || – || – || 1 || 3 || – || 5 || – || – || – || 4 || – || 2 | 12| – || – || 4 || – || 4 || 3 || 4| 1 || 2 - || – || – || – || – || – || 5 || – 2 || – || - I - I - || || 49
50 56 | 6 || 2 || 2 || 28 || 4 || – || – || – || 6 || - 1 - || 2 || – || 6 || 6 || 6 6|| 14|| 6 || 2 || 6 || 2 | 14| 8 || – || – || – || – || – || – || 4 - || – || 4 || 2 || 4 - || – || – || 4 - ||
5 1 22 || 8 || 2 || 8 || 12 || – || – || 2 || 2 || – || – || – || – || 2 || 4 || 4 || 2 || 2 || 2 || 2 || 2 || 2 || – || 2 || 8 || 4 - || – || - I - I - I - I - I - || 2 || – 2| – || – || 10 || 2 || – || 1 || –
52 || 128 46 26 loſ 34|| 4 || 14 || 4 || 4 || 8 || 6 || 4 || 8 || – || 12 || 22 || 32 || 4 || 16 40 || 4 || 12 || 88 12| 76|| 10 - 6|| – 6 - || - || || 4 || – || 201 - I - I - || – | 18; 74] 16 5 —
53 || 46 24 || 12 || 6 || 28 || – || 6 || 4 || – || – || – || 4 || 4 || – || 10 || 6 || || 8 || - || 6 || 6 || - 6 || 20 || 10 || 22 || 10 || 12| 12 || - I - I - I - 6 - || 1 OI 2 || – || – || – 4 || || O - | asſ-
54 || 36|| 14 22 || 10 || 14 || 4 || – || 4 || – || 6 || – || – || – || 4 || 2 || 4 || 8 || 4 || 14|| 4 || 2 || 8 || 4 || – || 10| 6 || 10| 6 || – 6|| – || - || 2 || – || 2 || 2 || – || – || 2 || 2 || 2 || – || 3 a sſ. T
55 | 12 || – | – || 6 || – || – | sl al – || 2 || 4 || 2 | – | – | – | – || – | – | – | – | – || – | – | – | – | – | – | – | – || 2 - || – | – | – || 2 | – | – | – || – || 2 || 4 - || – | – || 6 - || ||T
56 78 24 || 4 || 16 || 22 || 6 || 2 || 2 || 6 || 8 || – || 4 || – | to 10 || 2 || 8 || – || 8 || 22 || 4 || – || 78] – | 20, 38| – || – || – || 4| 8| – || Iol 2 22| 6 || 4| – || – || 8 || 2 | – || 22 69] 18| || 7 || – ||
57 | 1.44 || 48 24 || 6 || 50 | – || 12 26 || 4 || 6 || 22 || 6 || 4 || 1 O. 1 O | 12 || 34 || 2 || 8 || 14 || 6 || 4 || 8 || 6 || 52. 20 - 2 - || 2 || 8 || 8 || 6 || – || 26, 16 || - I - I - I - || 8 || – || 9 744. 97 || 2 || || – || –
ge | | | | – | 12|-|-|-|-|-| | | | | – || || | | | | – |-| | | | | | – || – |-| – || || || – || 4 - |-|-|-|-|-| | | – || |-|-|-| 2 || - TFT
59 || 82 || 46 || 12 || 20 i 34 || – || 2 || 1 O || 4 || || 6 || 4 || 2 || 8 || 24 8 || 32 16 || 4 || 16 || 16 || – || 4 || 10 22 34; 18 - 6|| - 4] 2 - || 16. 2. 3OH 14 || – || – || - || 1 O|| 32] 2 – 148, 132 22 || || 1 O || 6 , H
6 O || 72 || 20 || 2 | 18 || 10 || – || – || – || 8 || 6 || – || – || 8 || 14 || 2 || 2 | 18 || 14 - || 14 || 8 || – || 22: 14|| 16, 18 - 2 - || 2 | – || – || 32, 201 28 2I - I - I - || 26 || - 2 - . 155] 213 | | | | | | ||
6 1 42 12 || 14 || 6 || 16 || – || 2 || – || 2 || – || 2 || – || – || – || – || 10 | 18 || 2 | 12| 20 || 6 || – || 12| 8 || 2 | 16 - || – || – || – || – || – || 14|| 4 || 2 | – || – || – || – || 8 || 20 - || – || – || 9 || – 7| – || 23 10 || – || 3 || 1 || –
**—Lél–Al–al—41–41–41–1–1–1–4–1–1–4–1–1–1–ºl−1–11–4–1–1–1–4–4–4–1–1–1–1–1–1–11–1–ºl—#1–1–1–1–1–1–1–1–1–1–1–1–1–4 lili lél– l l =
zone Toº Tozoa o4|o 5 || 06 of ſoa log | 10 || 1 | | | 2 || 13 | 1.4 || 15 || 16 || 17 | | 8 |19| 20 || 2 || 22 || 23 || 24 ||25 || 26 || 27 | 28 || 29 || 30 31 || 32 |33 ||34 || 35 || 36||37 ||38|| 39 || 4 ol 41 || 42|| 5oE. 51 || 52|53 || 54 || 55 || 56 || 57 || 58 Tss Tsolºs Tszl



- - - --- - - -- I - r ------------ - - - -
o 4 || 50 || 4 || 11 ITFT MANS F | E L D M ET ROPOL | TAN AREA
09 || 24 || 2 | – || 17 | 3 || – || 28 || 10 || 15. L|GHT WE | GHT TRUCK TR PS BETWEEN ZONES
! O || 39 || 6 || 2 || 21 || 6 || || 1 || 13 | 16 || 41 ſºl— FOR BOTH D | RECT | ONS OF TRAVEL
3 } 12 || – || - 5 || – || – || || 1 || 7 || 6 || 6 || 5 || 2 || – || 12 || 8 || 7 || 5 || – || – || – || – || 6 || – || – || – || – 5 || – || – *| 7 |_
32 9 || 2 | – || 2 || – || – || - 1 || 3 || 3 || 8 || 1 || 2 || 1 || 3 || 3 || 1 || – || – || 2 | – || – || – || 2 || 2 || – 3 || - || – || – 4 || -
33 25 || - || – 7 || 10 || – || 7 || 2 || 6 || 8 || 7 || 2 || 9 || – || - 5 || 7 8 || 8 || – || 12 || – - 1 || 3 || 3 || – 2 || || 3 || 7 || |O
34 63 || 9 || – || 15 || 19 || - 2 || 6 || 3 || 4 || - || 30 || 4 || - || 13 || 21 || 4 || 26 || 25 | – || 48 || 4 || || 5 || 13 || 22 || 2 || 24 || – || 15 14 - || 22 || 4 |
35 4 || 3 || – || – || – || – || – || – || – || – || – || 2 || 4 || – || – || – 2 I - 8 || – || – || – || – - 2 || – || – || – || – || – |H| TOTAL TR 1PS = 8 , 643
36 || 25 || 5 || 6 || 10 || 12 || - || 4 || 1 || - 12 || 1 || 4 || 2 || 2 || 2 || 17 || 14 || 2 || 27 || 10 || 6 || 2 || 2 || 4 || – || 4 || 10 || - 4 || | | | – || – || 8 || 18 || 2 || 6
... || || ||, | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | H.
38 || - } | 3 || – || – || – | – || 2 || – | – || – || – || – || – 5 | – || – || – || – || – || – || – || – 5 || – || – || – || – || – || – || – || – || – || – || – || – || – 2
39 || - 2 | – || – || 2 || – 2 || 2 | – || – || – || – || – || – || - I - I - I - I - || – || – 2 || – || – || – || – || – || – || – 3 || – || - || – 2 || – || – || – || – || –
4 O | | 9 || – || - 2 || – || – || – || – || – || – || – || – || – 3 | – || – 2 || 5 || 9 || – || – || - 2 || 10 || – || – 3 || – || – 3 || – || - || – 4 || – || || 3 || – || – Fl_
41 45 || 5 || 1 || 12 || 26 || 1 || 2 || || 3 || 3 || 2 | – || - 1 || || 1 || 8 || 5 || 17 || 3 || 22 || 8 || 4 || 2 || 9 || 23 || || 3 || || 4 || 9 || 5 || - || 29 || 2 || - 4 || 2 || – 8 || - || – 3 || 6 *H
42 || || 6 || – || – || 2 || 4 || – || – || – || – || – || 3 || – || – || – || 4 || – || 2 || 9 || – || – || 4 || – || – || – || 1 || 1 || || – || – || – || – || – || – || – || 2 || – || 2 || – || – || – || – || – || 9
so 23 || 3 | | | – || 6 || – | – | – || – || 6 || – | – || 2 | – || 3 || 4 || 3 - || 6 || 4 || – || 2 || 3 | – || 4 || 2 | – | – || – | – | – || – || 4 || – | – || 4 - || 4 - || – | – || 4 || – | .
5 1 || 22 || – || 2 || 6 || 9 || – || – || 2 || 2 | – || – || – || – || 2 || 2 || 4 || – || 2 || 2 || 2 || – || – || – || 2 || 8 || – || – || – || – || – || – || – || – || – || 2 | – || – || – || – || 8 || 2 || – || – || –
52 || 88 || 6 || 5 || 7 || 13 | – || 10 4 || 8 || -- : | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | . T
53 |40 10 || 4 || 6 || 25 | – || 3 || – | – || – | – || 4 || 4 || – || 6 || 3 || 7 || – || 3 || 4 || – || 3 || 6 || 6 || 4 || – || 4 || 4 || – || – || – || – | – || – || – || – || – || – || – || – || 8 || – || | | – | aſl
54 || 23 || 7 || 4 || 5 || 7 || – | – || 4 || – || 6 || – || – || – || 4 || 2 || 4 || 4 || 4 || 1 || – || – || 3 || 2 | – || 8 || 2 || 4 || 4 || – || 4 || – || – | – | – || – | – | – || – || 2 | – || 2 | – || 2 || || 5 || 3 || – |_
55 || 4 || – || – || 2 | – || – || 6 || 4 || – || 2 || 2 || 2 | – || – || – || – || – || – || – || – || – || – || – || – || – || – || – || – || – || 2 || – || – || – || – || 2 | – || – || – || – || – || 2 | – || – || – || 2 || – || 1 || –
56 50 | 3 || 6 || 6 || 15 || 3 || 2 || 10 || 3 || 6 || – || – || – || 7 || 7 || 2 || 2 | – || 4 || 12 | – || – || 10 | – || 10 || 10 || – || – || – || 4 || 8 || – || 6 || 2 || 8 || 4 || – || – || – || – | – || – || 4 || 2 || 10 - - - - -
57 || 101 || 2 | | 18 || 6 || 31 || – || 10 | 16 || 4 || 6 || 22 || 6 || – || 3 || 7 || 3 || 4 || 2 || 6 3 || – || 6 || – || 28 || 6 || – || 2 || – || – || 8 || 8 || – || – || 4 || 4 || – || – || – || – || 4 || – || – || – || 96 || || 5 || – || – || –
58 || – || – — 12 || – || – || – || – || – || 4 || 4 || 6 || – || – 6 || 4 - || – || – || – || – || 4 || 4 || – || – || – || – || 8 || – || – || – || – || – || – || – || – || – || 4 || – || – || – || – || – || – || 2
59 || 60 21 || 8 || 14 || 34 || – || – || 8 || 4 || 16 || – || 2 || 8 || 8 || 6 || 24 12| – || 13 || 10 | – || – || 10 || 7 || 22 || 6 || – || – || – || – || – || – || 4 || – || 10 || 3 || – || – || – || 4 || 8 || – || – || – || 28 24 || 6 || 1 || 5
6 0 || 48 || 9 || – || 7 || 5 || – || – || – || 8 || 6 || – || – || 6 || 1 || || 2 || 2 | 12 || 6 || - 6 || – || – || 8 || 10 || 2 | – || – || – || 2 || – || – || 22 || 12 | 6 || 3 || 2 | – || – || – || 6 || – || 2 || – || 20 | 35 | 5 || 1 || 5
6 1 29 || 5 || 8 || 3 || 8 || – || 2 | – || 2 | – || – || – || – || – || – || 8 || 18 || 2 || 10 || 2 || 2 | – || 8 || 4 || – || 4 || – || – || – || – || – || – || 6 || 2 | – | – || – || – || – || – || 10 || – || – || – || 3 || – || 3 || – || 6
62 22 || 8 || – || 4 || 4 || – || – || – || – || 3 || – || – || 4 || – || – || – | 18 || – || 12 || – || – || – || – || – || 8 || 6 || – || – || – || – || – || – || 10 || – 24 || – || – || – || – || – || – || – || – || – || – || – || – || 2
ZONE | 0 || || 02 || 03 |04 || 05 || 06 |07 |08 || 09 || 10 || 1 || || 12 || 13 || || 4 || 15 || 16 || 17 | 18 || 19 || 20 || 2 || || 22 || 23 || 24 || 25 || 26 || 27 | 28_| 29 || 30 || 3 || || 32 || 33 ||34 || 35 || 36 || 37 || 38 || 39 || 40 || 41 || 42 50 51 || 52 53 54 55 || 56
ZONE
O 1 || 324
oz 19 TST_ TA B L E 2 A
03 || 41 || 14 || –
os 92 || 7 || 4 || 7 ſºl - T RAF F | C SU R V E Y
O 6 4 || 2 || 1 || 1 || - I -
O 7 || 35 | – || – 2 || 48 || 2 || 24
98 || 4 || 6 || 2 || 23 s|- is ſºl
1 | 64 || – 9 || 6 || 2 || – || 17 || – 7 || 26 || 30 |- Data Represent Average 24-Hour
1 2 || 47 || – || – || 9 || – || – || – || 2 || 9 || 23 || 19 || 15 Weekday in May, 1952
1 3 4 || 12 || - 13 || – || 20 | 1 || 11 || 8 || 4 || 6 || 10 ||—
14 53 19 || 4 || 17 | 20 | – | 16 || 6 || 10 || 15 26 30 || 13 || 32 L_
1 5 || 44 || 5 || 5 9 || – || – || 13 || 19 || 3 || 16 || 2 || 10 || 28 22 L_
1 6 59 || 12 || 7 || 22 || 20 || 2 || – || 1 O || 8 || - 2 || |O || 5 || 32 || 20 || 29 H
1 7 52 22 || 10 || 24 || 24 || 4 || – || 14 || 8 || 5 || 17 | 8 || 9 || 18 || 24 46 10
18 || 24 || 2 || 6 || 2 || 23 || 3 || 2 || 2 || – || 7 || 12 || – || 2 || 10 || 2 || 27 | 20 9
19 || 42 | 1 || – || 26 || 6 || – || 2 || 22 || 4 || 4 || 5 || 3 || – | 18 || 6 || 6 || 39 || 1 || 39
20 || 93 13 | 12 || 20 29 || – | 16 || 5 || 2 || 8 || 3 - || – | 15 15| 45|| 7 || 3 || 9 |_
2 1 2 || 13 || - 4 || 1 || 1 || 7 || – || – || – || – || – 2 || 2 | – || - I - I - || 2 || 1 || –
22 12 || 7 || 3 || 4 || 19 || – || 8 || – || – || 7 || 3 || 3 || 13 | – || 3 || 6 || 8 || – || – || 10 *|†—
23 27 || 6 || 7 || – || ||6 || - 7 || – 2 || 19 || 4 || 2 || - 6 || 9 || 5 || – || – || |O || 5 || – || 27 || 6
24 28 20 22 || 5 || 12 - || – || – || - - A | – || – 4 9 || 19 || 4 || || 9 || 7 || - 7 || 15 # 14
25 18 || | 3 || - 5 || 23 || 5 || 2 || 2 || – || – - | | 2 || - | | 7 || 7 || 7 || 5 || 2 || 9 || 36|| 6 || 20 |_
26 36 || 9 || 2 || 4 || 8 || 3 || 3 || 2 | – | 20 | 16 || 2 || 2 || 4 || 4 || 3 || 4 || 3 || 6 || 2 || 2 || 2 || 9 || 4 || 4 || 1 |_
27 9 || 5 || – 4 || 4 || - || 2 || 2 || 2 || - - || – || – || 10 || 11 - 9 || – || - 4 || 2 || 6 || 6 || 6
28 17 | – || – 2 || 4 || - || 3 || – || – || 2 || 2 || – || – || – || – || – 2 || 3 || 10 || 2 | – || – || – || – 8 || 2 || 5 || 6 |_
29 2 I - I - I - || – || – || 6 || – || 4 || – || – || – | – || – || – || – || – || – || – || – || – || – || – || – || – || – || – || – || –
3 O || 29 || - 7 || 7 | 40 | 5 || 10 | 10 | 13 | 6 || 6 || 5 || 9 || 7 || 9 || 7 || 7 || 4 || – | 22 | – || 6 || – | – || 38 | 15 | 9 || 2 || 2 ſs.


U №.----__.',*|·

*
-- ** *
Z O N E
O 1 || 1 OO
o 2 || 65|TF TA B L E 2 B
O-3 19| 26|| 9 |_
O 4 49 || 12 || 3 || || 80 MANS F | E L D METROPOL | TAN A REA
o 5 28 2| – || 20ſzz -
O 6 - 21 — I – 6|| - T RAF F || C SU R V E Y
O 7 6 || – || – || – || – || 3 || 202
o 8 || 31|| 6 | – || 2 | 9| – | loſ as
O 9 3 || – || – || 2 || 5 - || - †H HEAVY WE GHT TRUCK TRIPS BETWEEN ZONES
1 O 5|| 7 || - 2 || 7 || – 3| 9| 2 |4|_ FOR BOTH D | RECT | ONS OF TRAVEL
| 1 14|| 4 - || 4 || 2 | – || 2 || 6 | 12| – | Data Represent Average 24-Hour
1 2 6 || – || – || 7 || - I - || – || – || – || – || – || 5 Weekday in May, 1952
| 3 || 24 || 3 || - || 9 || 7 || - I - I - || 3 || – || 4 || 3 || 16
1 4 8| 7 | – | 12| || – || – || 2 sl - || 4 || 5 || 28 ſº?
| 5 || 18 || 2 || 2 || 7 || 6 || - - || 6 || – || 2 || – || 1 || 2 *Tººl—
1 6 24 || 9 || || 1 || 4 || 3 || 2 || 2 || 8 || – || 2 || – || – || - | || 7 || 73
17 || 48 || 63| 16 || 7 || 13| 5 || 2 | 8 || 8 || 2 || 8 || 3 || – || 6 || 4 || 4ſ
1 8 17 | – || 3 || 15 - || 3 || 2 || – || – || – || – || – || 2 || 7 || 3 || 2 || 7 || -
19 || 2 || 7 || – || 4 || 6 || – || 2 | – | – | – | – | – || – || || – | – || 2 | – || 252
2 O || 25 20 || || 2 || 22 || || O – || 1 || 2 || – || |O || 8 || - || – || 9 || |O – || 5 || 6 || 6 || 5
2 1 4 || 2 || – || 8 || – || 2 || – || - || – || – || – || – || – || – 2 - || 4 || – || 2 *T.
22 15|| 4 || 53| 4 || – || – || 2 | – || – || 2 || 7 || 8 || – || – || – || || 82| – || – || 27| 8 |Tºg
23 47| 7| 32| 1 || 3 | – | – | sl – | – || 4 || – || 2 - || 2 ſol 15| – | sl 27| – | 20ſ 98.
2 4 18 || 3 || 5 || 23 || 1 || || 7 || 2 || 2 || - || 7 || – || – || 4 || – || – || - - || 2 || 2 || 7 || 4 || 1 || 84
25 || 14 || || 3 || || 5 || 55 || 2 || 3 || – || 1 || - ? - I - I - || – || – || – || – || 1 O| – || – || 5 || 8 || 3 || 36|| 8 || 54
26 1O || 8 || 4 || 6 || 10 || 6 || - | | – || – || – || 2 || – || – || – || – || 4 || – || – || 7 || – to 2 || 31 fºot
27 6 || 6 || 2 || 8 || 5 || – | – || – | – || – || – | – | – || 4 || 5 || 4 || – || – || 1 || 3 || 2 | – || – || 4 || – | | T35
28 4 || 4 || – || 2 || – || – || – || 6 || - I - I - I - || 2 || - || 1 || – || – || – || – || – - || 2 | – || – || – || 3 |TSg
29 - - - - - 4 || – || – || – || – || – || – || – 2 | – | – || – || – || – || – 4 I - I - I - I - || – || – 9 || 1 |T26
3 O | 10 || | 1 || 2 || 30 || – || – || 13| 5 || – || – || 5 || – || – || – || – || 3 || – || – || – || 1 || – || 17| 2 - || 58 || 3 || 10 || 6 || – || 58
3 2 || – || 1 || 3 || 5 || - || 2 || 2 || || 2 || – || 1 || 4 || – || – || – || 5 || 4 || – || 2 || 8 || – || 2 || – || – || 4 || – || – || – || 5 || - || 2
3.2 1 | – | – | – || – || – | – | – | – || – | – | – || 2 | – | – | – | – | – | – | – | – | – | – || 4 || – | – | – || 2 | – | – | – T-T
3 3 || 23 18 || – || – || – || – || – || 3 || 4 || – || 3 || 2 || 32 || 3 || 6 || 6 || 6 || – || 4 || 23 || – || – || 2 || 2 || – || – || – || – || – || 19 7 *H
3 4 || || 5 || 6 || – || – || – || 3 || 2 || 1 || – || 8 || – || - || 4 || – || – || 3 || 6 || – || || 3 || 5 || 2 || – || 1 || 2 | – || 2 || 5 || – || – || 3 || 3 || 4 || 7 || 295
3 5 2| – || – | – || – | – | – || 1 || – | – | – || – || – | – || – | – || || – | – | – | – || – | – || 2 | – | – || – || – | – || – | – | – || 4 || 9 ſº TOTAL TR |PS = 9, 0.63
36 || – | 16 || 22 || 5 || 6 || – | – || 1 || – || 2 || 3 || – || – || – || 2 || 3 || 17| 6 || 6 || 23| 25| – || 24| 4 || 25 | 13 || 9 || – || – | – || 4 || – || 36 | | | | – Tao
3 7 || – || – || 2 || 5 || – || – || – || – || – || – || – || – || – || – || – || – || – || – || – || – || 2 || – || – || – || – || – || – || – || – || – || – || – || – || – || – || 3 || –
as | – || – || – || – || – || – || – || – || – || – || – || – || – || – || – | – || 3| – |-| – || – || – || 3| 2 | – || – || – || – || – | – || – || – | – || – |-| – || - FT
* |-|-|-|-| |-|-| |-|-|-|--|-|-|-|-|-|-|-|-|-| | | | |-|-|-|-|-|-|-|-|-|-|-|-|- T
* | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | ||=
4 | 6 || 1 || || – || 10 || 2 || || 9 || – || || || 3 || – || 5 || – || 9 || 14 || 3 || – || 3 || 4 || – || 2 || 2 || 1 || 8 || 24 || || 3 || 4 || 6 || 4 || 5 || 5 || – || 2 | – || 8 || – || – || – || – || – || 5 || 192
42 || 2 | – | – | – | – | – | – || || 3 | – || 2 | – | – | – | – | – | – || 3 | – || – || – || – || 4 || 3 || 3 | – || 2 | – | – | – | – | – || – || 3 || – || – | – || – | – | – || 1 ſo
5 O || 33 || 3 || 1 || 2 || 22 || 4 || – || – || – || – || – || – || – || – || 3 || 2 || 3 || – || – || 10 || 6 || – || 3 || 2 || 10 || 6 || – || – || – || – || – || – || – || – || – || – || 2 || – || – || – || – || – || –
5 1 || – || 8 || – || 2 || 3 || – || – || – || – || - || – || – || – || – || 2 || – || 2 | – || – || – || 2 || 2 - || – || – || 4 || – || – || – || – || – || – || – || – || – || – || 2 || – || – || 2 || – || – || 1 || –
52 | 40 | 40 || 2 || || 3 || 21 || 4 || 4 || – || – || – || 6 || – || – || - 8 || 4 || || 8 || – 4| 36|| 4 12| 84|| 4 || 62| 10 | – || 3 || – || 6 || – || – | | | | – | 20 | – || – || – | – | 18 60 | – || 3 || 3 |TFT
53 • 14 || |-| 3 |-| | |-|- || | | | – || | | | | | | | | | | | | | | | |-|--|-|- || || – || 0 || 2 |-|- |-| | | – |-| | *T
5 4 || 13 || 7 | 18 || 5 || 7 || 4 || – || – || – || – || – || – || – || – || – || – || 4 || – || 3 || 4 || 2 || 5 || 2 | – || 2 || 4 || 6 || 2 || – || 2 || – || – || 2 || – || 2 || 2 || – || – || – || 2 || – || – || 1 || 1 || 3 || – || –
:: | | | "| | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | |T|-
56 || 28 || 2 || || 8 || 10 || 7 || 3 || – || 2 || 3 || 2 || – || 4 || – || 3 || 3 || – || 6 || – || 4 || 10 || 4 || – | 68 - || 10 || 28 || – || – || – || – || – || – || 4 || – || || 4 || 2 || 4 || – || – || 8 || 2 || – | 18 || 1 || 59 || 14 - - -
57 || 43 27 | 6 || – | 19 || – || 2 | 10 | – || – | – || – || 4 || 7 || 3 || 9 || 30 | – || 2 || 8 || 3 || 4 || 2 || 6 || 24; 14 || – || – || – || 2 | – || – || 6 || – || 22 | 12 || – || – | – || – || 4 || – || 9 || 6 || 648 || 82 || 2 || || – |TFT
* | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | . . . . . .T.
59 || 22 || 25 || 4 || 6 || – || – || 2 || 2 || – || – || 4 || – || – || 16 || 2 || 8 || 4 || 4 || 3 || 6 || – || 4 || – || 15| 12 || 12 || – || 6 || – || 4 || 2 || – || 12 || 2 || 20 | 11 || – || – || – || 6 || 24 || 2 || – || 4 || 120 108 || 16 | – || 5 || 4 || 2 |TFT
6 o 24 || 1 || || 2 || || 1 || 5 || – || – || – || – || – || – || – || 2 || 3 || – || – || 6 || 8 || – || 8 || 2 || – || 22 || 6 || 6 || 16 || – || 2 || – || – || – || – || 10 || 8 || 22 || 3 || – || – || – || – || 20 | – || – || – || 135 || 178 || – || – || | | | | – || – T.
6 1 || 13 || 7 || 6 || 3 || 8 || – || – || – || – || – || 2 || – || – || – || – || 2 || – || – || 2 | 18 || 4 || – || 4 || 4 || 2 | 12 | – || – || – || – || – || – || 8 || 2 || 2 || – || – || – || – || 8 || 10 || – || – || – || 6 || – || 4 || – || 17 || 8 || – || – || – T-
ti-lilal-el-l-al—il–H–H–H–H–H–H–H–1–H–H–1–H–Lil–H–1–1–1–1–1 || | | | | | | | | | | T
zon E | 0 || 02 || 03] 24 95 || 06 971 98 || 9%l 10 | | | | | 2 | | 3 || || 4 || || 3 | 181 Zl 181 Lºl 491 & 11 ** | ** ** | * B L ** | *Z | ** | ** | 39 L3 l l 33 L33 ||34 || 35 | 35 | 37 | 38 I 39 L40 || 4 || || 4.2 L 50 | 5 || 52 53 is 4 || 55 56 || 57l 58 59T Sol Sºl 62]




---- y º , , Y • sº. - 2. * . T I *
----- º t - º: ‘. . ~. 3. - : - -
2000ſ.
Q | 247 *
O2 420 :H TAB L E .3
O3) 456 || 05 || 36
O4 || 323 39 || 85 || 104 MANS F | E.L.D METRO PO L | TAN AREA
05 || 749 || 77 | 89 || 97 ºl—
os 62 || 8 || 1 || 3 || 41 ſº- .
O7 || 765 119 64 || 88 |31 || || 36 437
09 || 557 | 103 || 76 92 || 164 16 || 182 E.
T RAF F | C SU R V E Y
og | 732 55 || 46 | 7 ||73 || 30 | 197 |236 ſº TOTAL PASSENGER CAR AND TRUCK TRIPS BETWEEN
1 O 949 : 105 || 28 || 48 || 191 || 40 190 i 306 || 344 || 323 ZONES FOR BOTH D | RECTIONS OF TRAVEL
1 | 11 OO || 1 || 8 || 71 || 124 || 161 || 12 || 103 || |83 ſ 219 *[. Data Represent Average 24-Hour
12 host 123 22 | 87 | 130 | 29 | 68 || 174 || 103 ||381 313 ſº Weekday in May, 1952
13 657 || 54 30 || 32 | 121 || 9 || 68 || 65|| 43 155 || 117 | 197 || 110
14 ſize2 | 130 | 75 || 7 |231 || 2 || 8 || 177 | 87 | 290 299 || 514 || 369 ſa/7
15 lio37 || 6 || 58 87 196 | 12 151 218 194 | 300 |300 |277 |216 | 377 ſº?"
1 6 1221 | 190 | 107 || 107 |242 | 14 | 161 | 189 | 191 || 347 || 337 ||368 1276 || 523 441 ſz86
17 |1046 |294 |136||132 |293 || 32 |129 |230|| 183 |198|220 |194 |217|384 |320|359 [247|
1 8 || 987 || || 16 || 66 74 || 140 || 8 || 74 || 1 |O || 77 || 1 || 3 || 132 || 137 || 207 || 31|O || 221 || 229 || 383 || 221
1 9 || 603 || 127 79 | 125 | 125 || 4 || 95 | 150 81 | 92 || 82 56 | 124 || 107 || 133 || 137 ||379 135 | 554
2 O | 909 || 165 | 167 194 || 232 || 26 || 201 || 158 || 138 || 205 || 168 || 189 || 1 |O | 206 226 || 231 || 432 || 271 441 269
21 | 94 || 25 | 10 || 32 | 19 || 3 || 31|| 30 | 18 || 24 || 58 25 24 || 34 || 1 || 43 || 31|| 25 | 40 82 T2.
22 || 248 || 45 88 28 118 11 |129 || 75 | 87 115 97 || 103 || 55 108 |131 | 126 192 || 93 124 169 15 [29]_
23 || 438 || 110 || 189 || 20 | 88 - || 54 || 34 50 | 60 || 79 || 58 || 47 70 89 || 94 || 192 || 38 97 || 1 |O || 45 || 135 207
24 || 429 || 78 95 | 113 || 178 || 7 | 87 | 91 | 40 | 88 || 69 || 59 || 50 | 82 | 77 | 108 | 164 || 7 || 133 || 145 || 70 | 68 |322 ſ;29"
25 || 634 || 70 || 57 | 89 || 156 10 || 418 || 263 278 || 288 || 336 271 || 136 || 304 || 340 216 || 281 336 || 302 || 2 || 3 || || 5 || 65 | 16O || 236 || 9 |
26 270 | 40 18 38 |114 | 15 57 | 70 | 52 | 73 || 55 28 38 || 4 || 65|| 58 | 66 46 | 72 | 55 | 6 | 20 | 57 || 44 | 67 ſºl
27 || 327 | 38 iO 45 || || 13 || 22 || 76 || 41 || 28 || 32 36 || 19 || 17 | 57 || 93 || 62 || 67 || 42 || 7 || | 66 || 6 || 52 38 || 53 93 || 34 ſº
28 213 | 40 || 9 || 1 || 56 || 4 || 49 || 44 || 26 | 20 | 15 10 || 1 | 18 44 || 47 | 55 | 17 | 62 | 86 || 4 || 40 27 || 4 | 208 24 || 42 ſtºol
29 || 16 - || – || – || 12 || – || 13 || 2 | 16 || 3 || – 2 || 5 || 2 || 2 || 5 || 2 || - || - 8 || - 3 || – 4 || 2 || 2 | 15 | 12 ſ 26
3 O || 276 || 55 || 23 || 79 122 || 7 || 130 || 86 || 76 || 53 || 36 28 || 2 || || 42 | 66 || 74 || 96 || 3O || 46 73 || 8 || 55 29 || || 8 || 228 || 63 || 4O || 17 || 6 || 1 O4
3TT355 T-35T-25T-33 T.GETTOT55 TTCSTT2ATT33TTWOTāā’īTag TāāTTTETTCETETTEET43T35TBT45TzāTzāTT53 TT3T3ATT5TET20ITOE
32 || 93 || 4 || 2 || 8 || 10 || 2 | 16 || 7 || 24 || 26 29 22 || 25 || 51 35 | 28 28 || 21 || 5 || 26 || - 2 || 2 || || 4 || 33 - 7 || || 1 || - 2| 25 ſta
33 || 363 || 95 || 30 49 91 || 1 || || 55 98 || 91 || 81 || 93 || 80 | 102 || 93 || 67 || 134 || 99 || 101 || 101 || 124 || 8 || 80 || 31 || 8 || 169 || 15 || 23 || 5 || – || 34 || 32 s' ſº
3.4 648 139 72 83 || 23O || 13 || 95 1 OO | 60 || 105 || 142 | 84 132 || 87 || 171 163 319 || 138 || 341 || 364 || 41 || 301 || 85 108 || 584 || 64 62 || 43 || 2 || 4O 69 24 ſº
35 | 61 43 || 2 || 2 || 6 || – || 10 || 7 || 8 || 4 || 4 || 2 || 6 || 14 || 13 || 7 || 22 || 7 || 32 || 23 || 5 || 2 || 4 || 9 || 23 || 4 || 8 || – || - 2| is || 2 | 10|75|| 33 TOTAL TR PS = 1 27, 536
36 | 399 || 7 | 122 || 55 | 183 | 10 | 82 | 64 || 32 || 4 || 38 69 | 62 59 53 106 |255 | 92 |269 |333 46 58 || 67 | #7 | 119 45 || 5al 37 || 6 || 31|| 4 || 2 | 160 |252| 37ſis"
37 || 83 || 6 || 19 || 5 || 7 || – || 14 | 16 || 20 | 12 || 1 || || 10 || 2 || 11 || 6 || 14 || 41 || 4 || 8 || 30 || 4 || 4 8 || 28 || - 9 || 2 || 2 || - 2 || – || – 6 || – || || 4 || 6
38 || 74 || 5 || 7 || – || 16 || – || 11 30 34 || || 1 || 31 | 18 33 17 | 38 28 14 || 39 22 || 13 || 2 || 2 || 4 || 18 || 13 || 7 || 4 || – || - 2 || 26 || – || 6 || 20 | - - TT
39 2 | 7 || – || – || 3 || 3 || 2 || 3 || – || – || – || – || – || – || – || 2 || 1 O || – 4 || – || 2 || || 1 || 2 || 8 || 2 || || - || || 6 || 2 || – 3| – | – | – || 5 | – | – || – | – T3
4 O 145 || 12 || 34 || 42 || 33 || 2 | 20 || 6 || 12 12 || 14 21 | 15 || 1 || || 40 || 32 || 54 || || 5 || 57 59 || 8 || 53 48 90 || 93 || || 8 || 3 || 2 || - || 1 || || 32 - || 19 21 || 2 || 33 20 | 1.4 loſº
41 822 | 161 63 96 || 253 || 48 || 104 || 176 82 105 || 55 64 56 120 | 166 205 228 || 71 | 125 | 199 || 28 257 146 |468 434 126 | 158 117 | 9 || 92 || 42 || 6 || 49 || 97 | 10 || 78 || 5 || 34 || 15 35 550 L
** | * | * | * | * | * | *l 19 || 4 || 1 | *l ºil ºl āl *l ºf Lºlºláſ Lélé-Lélél–lel tille-Lél–ºil—il–41–141–11–4–1–11–4–4–3–1–1–141–411–4–1–1344–4
5 O || 280 52 24 18 74 || 8 || 4 || || 2 || 36 || 16 || 28 || | 4 || 28 14 || 10 || 40 26 || 6 || 64 || 56 50 22 || 6 || 14 | 184 || ||6 || - || – || - 4 || 4 || - || |O || 4 || || 6 || 28 || || 2 || || 4 || -- 4 || |O || 4 || -
5 1 || 108 || 36 24 20 | 40 | – || 20 | 16 || || 4 || 8 || - 8 || - 4 | 12 14 | 16 || 8 || 8 || 12 || 6 || 2 | 98 || 18 96 || 10 || 2 | – || – || – | – | – | – || 14 || 2 || 2 6 || – || 36 || || 8 || 2 *F
52 996 || 118 90 54 172 22 || 104 || 78 52 88 |108 || 88 60 | 86 || 112 || 150 | 164 80 60 | 86 || 10 || 34 314|| 76 || 486 || 52| 32 32 || – | 18| 36|| – || 36|| 36|| 46 || 36|| – || – 2 || 24 || 184 5O 25 ;I.
53 || 552 48 || 66 || 36 | 152 | – || 50 78 34 38 || 36 20 || 34 40 70 || 70 || 112 || 46 | 60 58 || 6 || 12 150 | 66 || 176 || 36 | 72 || 30 | – || 20 || 2 || – || 32 || 26 || 52 | 40 || 4 || - || – 52 || 4 || 27 || || 0 || 125 || –
54 || 286 44 || 72 || 32 || 90 12 40 || ||6 || 6 || 32 || || 2 || 24 || 16 || 18 42 || 48 || 70 42 || 52 28 || 10 | 68 || 54 || 42 180 22 56 22 || – || 26 12 || 2 | 16 || 16 || 36|| 4 || – || - 2 || 6 || 3O || 2 || || 2 || || 7 || 49 "[F]
55 | 110 || |O | 12 || || 4 || 42 | – || 46 | 18 22 || 42 18 || 36 | 18 22 || 8 || 26 || 14 || 6 || 6 || - 6 || 2 || 6 || || 2 || 46 || 6 || 8 || 2 || - || || 2 || – || 6 || 4 || 2 || |O || - - - - 2 || 6 || - 1 || – || 1 || || – 3| –
56 680 || 102 || 134 || 46 154 || 28 64 || 14o 98 || 104 || 96 58 26 || 48 144 128 || 132 56 92 || 82 42 | 64 | 186 34 || 488 80 | 16 || 10 || – || 30 | 80 || 4 || 22 || 40 || 144 26 || 10 | – || – 8 || 42 || 6 || 101 || || 2 || 250 || 74 || 8 || || 3 || -
57 || 742 | 104 || 114 || 38 98 || 4 || 64 | 84 || 52 94 | 128 82 20 | 64 100 || 106 || 98 || 40 | 66 || 58 14 || 36 | 122 22 350 | 58 || 6 || 10 || – || 10 || 32 || 8 || 16 24 60 34 || 8 || – 4 || ||6 || 32 || 4 || 42 | 20 |2249 || 273 || 10 || 2 || 5 || -
58 || 80 || 32 22 || 4 || 20 | – || 28 || 10 || 4 || 36 | 68 || 52 | 10 | 68 || 36 32 || 42 28 20 | 24 || – 8 || 4 || 8 || 44 || || 4 || 4 || – || – 4 || – || 24 | – || – || 22 || – || – || – || – || – 4 || 4 || 5 || - 6 || – || – || - *| T | T |
59 || 106 || 110 || 90 | 68 || 142 10 || 86 || 108 | 66 | 100 100 || 102 || 92 || 212 || 136 288 || 168 68 80 || 90 | 18 18 || 120 52 || 348 || 90 12| 20 | – || 32| 20 | 4 || 28 || 32 | 84| 28 || – || – || – | 12 || 74 || 8 || 17 | 13 528 371 || 79| 2 || 56|| 33| 4 || T
6 o 462 | 72 | 40 50 || 60 || 2 | 20 | 18 || 32 30 | 12 50 42 78 40 86 || 110 || 88 60 62 | 8 || – | 66 || 32 | 164 26 || 8 || 4 || – || 10 || 14 || – || 52 || 58 80 28 || 2 || – 2 || - || 56 || 4 || 8 || 3 || 242 || 8 || 8 || 13 | | | || 7 || ||6 || –
6 1 || 700 | 66 54 || 32 || 94 || – | 40 36 || 12 50 50 | 38 || 8 || 36 | 66 || 78 98 || 22 102 || 76 || 8 || 10 || 58 || 32 | 160 58 || 8 || 4 || – 8 || ||6 || – || 52 | 126 || 30 || || 4 || 2 || – || -- 8 || 40 || 6 || 1 || 5 || 45 32 18 || 8 || 82 || 3 || 2
62 264 || 52 || 74 || 46 56 || 12 | 18 || 30 || – || 30 22 || 20 | 20 || 42 || 26 || 26 || 96 || 16 || 78 || 98 || 8 || 12 || 46 || 20 || 96 || 20 || 8 || 4 || – 4 || 4 || – || || 4 || 44 186 142 - || – || – || – || 24 || 4 || 2 || – 4 || 4 || 8 || - || 22 || 4 || –
Zone To TToz Toa Toa Tos Tog Toy Toe Tog to 11 |12 || 3 || 4 || 15 16 || 17 | 18 || 1 9 || 20 || 2 ||22 |23 |24 ||25 |26 |27 |28 |29 |30 || 3 || || 32 || 33 ||34 |35 |36 ||37 ||33 ||39 Ao Aº 42 [50 |5||52 || 53 || 54 || 55 || 56 || 57 || 5a 59 || so || 6 || 6.2 )




TABLE 4
MANSF | ELD METROPOL | TAN AREA TRAFF | C SURVEY
| NTERV EW CONTROL SUMMARY
PASSENGER CARS
| N | T | A L
º: ºvºº º Factor x 1.06 = ...".
- VA U E
O l 3.54 192 1 84 1 95
()2 1 34 57 2 35 2 49
C! 3 1 22 57 2 . . 4 2 . 27
O 4 58 . 23 2 . 52 2, 67
O 5 57.7 3 O Í 1 92 2 O 4
O6 1 O - 5 2 OO 2 12
O7 8 OO 450 1 , 78 1 89
O8 585 297 1 97 2 O 9
O 9 7 O 9 37 O 1 92 2 O 4
| O - 843 6 O 1 38 } . 46
4 988 623 1 59 1 69
$ 2 8-94 563 1 59 | 69
* {} 463 3 S 1 .. 4 ' ‘. . $36
* Z; - 9 38 s 599 i ST." * 6 º'
* {} 7 O 4.08 1 72 | , 32
§ 6, 697 4 2 1 6 Q 4 Q
7 7 397 1 8 } 9 º'
i8 8 O 4.86 1 65 | 7 3
* Q 7O6 4OO 1 77 1 38
2C) 574 2.78 2 . ()6 2 9
2 : 6 3 2 OO 2 * 2
22 ! 3 9 1 , 44 | 53
2 3 408 2O6 1 98 2 : 1 O
24 4 j 3 - 2 iO 1 - 89 2 ... O }
25 47' 28 1 68 73
26, 59 33 1 79 | 9 (D
2." 177 i O 9 1 62 j , ; 2
283 3.24 | 76 1 84 1 95
2C) 34 | 5 2 . 27 2 . 4 3
3() 228 i 9 # , 9.2 2 . O A
3 : 32O 2O 5 i 56 i 66
...}.2 74 48 1 : 54 # , 6.3
3.3 3.42 - | 9 ) 4 74 $ 85
3.4 - 8 j 8 429 i 9 2 O3
35 85 45 i 89 2 ... O ş
3 (5 365 | 46 2 50 2 . 65
3-1 6 O 27 2 22 3 35
383 . 3 3 | OO # , Où
3') - A 8 2 / j 78 # , 89
.4() § 93 96 2. O 2 # 3
, 3 } 77 4.48 1 .. 72 # , 8.2
.# 2 2 : 5 1 2 3 1 75 1 86
TOTAL - 16 , 6.74 9, 749
– 67 -

ZON E
|N O s
O 1
O2
O3
O4
O5
O6
O7
O8
O9
1 O
| |
12
1 3
14
15
16
1 7
| 8
1 9
2O
2 1
22
23
24
25
26
27
28
29
3O
3
32
33
34
35
36
37
38
39
4O
4 1
42
TOTAL
N UM BER C A R D S
M A L E D
2O 5
1 4
29
63
1 OO
3
39
40
37
4 1
29
22
2O
3 |
33
36
74
37
58
73
8
33
57
5 |
3
5
17
3
7
3 O
1 7
| 8
35
72
13
53
7
|
7
19
1 4 |
22
1, 8 O5
TABLE 4'
(Continued)
T R U C K S
N U M B E R C A R D S
R E T U R N E D
13
54
15
4 1
46
3
20
39
17
2O
1 3
13 .
8
1 9
2O
13
52
| 4
28
35
8
28
36
29
24
38
| 5
14
4
1 5
5
18
16
26
6
24
1
O
4
7
9 O
1 1
1, O2O
- 68 -
| N | T | A L
FA C T OR
V. A. L. U E
:
ſ
7
7
:
i
:
s
t
, 75
. 71
. 57
, OO
:
t34.
F | N A L
FA C T O R
1 .. 8 O
2 . 42
2 . 22
1 .. 77
2 . 50
1 , || 5
2 . 24
1 .. 18
2 . 50
2 35
2 , 56
1 - 9.4
2 . 87
1 .. 87
1 .. 89
3, 18
1 , 6.3
3. O4
2 . 38
-
gºº
--wº-
*w---sº:

|
ſ
C O N T R A C T
This Contract and Agreement made in duplicafe this 12th day of April 1, 1952,
by and between the County of Rich land, party of the first part and fhe Sfafe of
Ohio, party of the second parf, a cfing through the Ohio Director of Highways,
W i fries Seffi :
WHEREAS, On the 9th day of February, 1952, the Board of Commissioners of Rich land
County, adopted a Resolution propos ing fo cooperafe w if h fºe Stafe of Ohio in an
origin and des finaf ion survey in the area of the City of Mansfield, by assuming and
confributing twenty-five (25%) percent of the for a | cost of Such Survey, which foſa /
cost is now estimated to be Sixteen Thousand - - - 00/100 Dollars ($16,000.00).
Said fiven fy-five (25%) percer, f of the fora | cost fo be paid on requ is if f on by the
Director of Highways, and - -
WHEREAS, The Stafe of Ohio, acfing through its Director of Highways, approved
said Resolution, on fre 26th day of February, 1952 and recorded same in the Official
Journal af Page 99, Volume 37,
NOW THEREFORE, in conside raf ion of these premises and the making of this
Origin and Desfinafi on Survey, the County of Rich land, as party of the firs f parf
here in, hereby confracts and agrees with the Stafe of Ohio, party of the second part
fo pay as ifs agreed proportion of the cost and expense of Said Origin and Desfinafi on
Survey twenty-five (25%) percent of the fora | cost, which for a cost is now estimated
fo be Six feen Thousand - - - - - - 00/100 Do lars ($ 16, 000. 00). Said twenty-
five (25%) percent of the for a l cost is fo be paid on requ is if i on by the Director of
HighWays.
Witness: /s/ Walter E. Rusk /S/_Guy F. Stewart
/S/ Fred W. Dill
/S/ C. L. Shoup
Board of County Commissioners of
Rich land County, Ohio
Wi fress: /s/ Don L. Borchardt /s/ T. J. Kauer
- Ohio Director of Highways
/S/ Charles P. Smith
Charles P. Sm; #h
Executive Secretary
– 69 –

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| | 3 9015 O6833 9558
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