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<br />As a part of the analys1a of the TH 169 bridge. trip patterns were exatined <br />w1th and w1thout a cOlllpleted TH 610 bridge. This used a oOlllputer asa1gnment <br />called "seleoted link". In a seleoted link run. only trips us1Dg a specified <br />link 1n the network (1D this 1nstance the TH 169 bridge) are selected for <br />tabulation. The tr1ps were tabulated as trip-end sUllllll&riea 1n which the TAZ <br />2000 trip totals were SUlllllMld. In the f1rst selected link run. the TH 610 <br />bridge was deleted frolll the highway network. The reason for evaluat1ng TH 610 <br />was to determ1ne the travelshed of both bridges. Since earlier analys1a <br />indicated that TH 610 would not alleviate traffic congestion on the TH 169 <br />crossing. then a determ1nat1on was needed as to which TAZs are effected by TH <br />610. Those TAZs which send traffic to TH 169 under both conditions define the <br />TH 169 travelabed. Table 9 shows the change 1D trafnc assigned to TH 169. <br /> <br />Table 9: <br /> <br />Traffic Us1Dg TH 169 - Year 2000 <br />TOtal Da11Y Trips <br /> <br />Without TH 610 With TH 610 <br />Total Trips 75.000 60,000 <br />Trips Frolll Study Area 42,600 39,300 <br />Trips From 5-H11e Travelshed 32,200 29,900 <br />of TH 169 <br />Trips From Outside Study Area 32,400 20,700 <br /> <br />Map No. 7 shows or1gins of year 2000 trips that would use the TH 169 bridge <br />without a completed TH 610. Approx1mately 39 percent of all trips would cOllie <br />. frolll TAZs that generated 2500 or IIIOre trips, and nearly 43 percent of all <br />travel on TH 169 would be frolll an area with1D five miles of the bridge. Two <br />TAZs contiguous to the bridge fell in the first ranked category (5000 + trips) <br />and generated the 1II0St travel per TAZ (10 percent). In terms of distribution, <br />TAZs in the second ranked category (4000 - 4999 trips) extended outward frolll <br />the f1rst ranked TAZs primarily to the north, east and south, reflecting the <br />population distribution. The third ranked TAZs (2500 - 3999 tr:Lps) generallY <br />extended outwards 1D a s1lllilar pattern. As a consequence, bridge useage was <br />determ1ned to follow a north. south and east emphasis. <br /> <br /> <br />In the second selected link run, the TH 610 bridge was included in the network <br />assignment. The principal effects compared to the f1rst run were twofold. <br />F1rst. trips using the TH 169 bridge were reduced approximately 20 percent. <br />The second effect was on the distribution of TAZs that were affected by the 20 <br />percent reduction. Map No. 8 shows the same categories of trips us1Dg the TH <br />169 bridge, this t1llll w1th the TH 610 bridge coded 1Dto the network. <br />Specifically. IIIOst of the trips trOIll the four TAZs south of the TH 169 bridge <br />(No.s 656, 663, 670 and 671) were diverted to TH 610. TAZ 656 lost nearly 1400 <br />trips to TH 610. Trips trOIll the three other TAZs decl1Ded by nearlY 3300. <br />This is not to imply that no other TAZ was affected, but these four were the <br />IIICSt obvious. As an effect, the southerly emphaSis identified in the first <br />selected link run was altered somewhat 1D this run. The trip emphasis now is <br />more northward and eastward from the TH 169 bridge. The two TAZs oonnected to <br /> <br />23 <br /> <br />10 <br />~ <br />