TRANSPORTATION

Introduction

The Transportation Chapter guides the creation of a safe, equitable and well-maintained multi-modal transportation system in Saint Paul that supports the needs of all users, enhances vitality, and sets the stage for infill development to accommodate the city’s projected growth. The transportation system relies primarily on streets, which connect people to jobs, homes, shopping, education and recreation, but also includes water (the Mississippi River), trail and rail. It is important to have a consistent long-term vision that will gradually, strategically and consistently remake the city’s transportation system so that it works better for all users.

Since opportunities to remake streets are infrequent due to limited funds and a high volume of needs (the life expectancy of Saint Paul streets is approximately 40 years, and many go 90 years or more before being reconstructed), the chapter establishes clear priorities for project selection. Projects will prioritize the safety of people walking and biking, equity, and improved access to economic opportunity. Maintenance is also established as a “first cut” for project selection, because regular maintenance is much more cost-effective in the long run and allows for a greater number of projects to be accomplished over time. Further, the ability to obtain outside funding will be considered.

Priorities are also established for the design of our rights-of-way, with the needs of pedestrians and bicyclists placed at the top. This includes aggressively evaluating and pursuing “road diets” that improve pedestrian safety while having a minimal impact on traffic flow. Considering pedestrians first will ensure a safe transportation system that works well for everyone. Additional supporting materials for Transportation Chapter policies can be found in the appendices beginning of page 79.

The following goals guide the Transportation chapter:

1. Investment that reflects the City’s priorities.
2. Safety and accessibility for all users.
3. A transportation system that supports access to employment and economic opportunity.
4. True transportation choice throughout the city, with a shift from single-occupant vehicles toward other modes.
5. Sustainable and equitable maintenance models.
6. Environmentally-sustainable design.
7. Functional and attractive Parkways.
8. A system that responds to technology and shapes its implementation.

Goal 1: Investment that reflects the City’s priorities.

Policy T-1. Prioritize safety and racial and social equity benefits in project selection, followed by support of quality full-time, living wage jobs – both through business support and connection of residents to job centers. Priorities will also be informed by specific modal plans, such as the Bicycle Plan or the forthcoming Pedestrian Plan (See Sidebar and Maps T-1, T-3, T-5, and T-6).

Policy T-2. Use surface condition and mulitmodal usage rates to prioritize transportation projects and ensure well-maintained infrastructure that benefits the most people (See Maps T-10 and T-12).

Policy T-3. Design rights-of-way per the following modal hierarchy:

1. Pedestrians, with a focus on safety
2. Bicyclists, with a focus on safety
3. Transit
4. Other vehicles

Policy T-4. Significantly reduce carbon emissions from motor vehicles by developing infrastructure that supports vehicle electrification.

Goal 2: Safety and accessibility for all users.

Policy T-5. Adopt and implement a “Vision Zero” program with the long-term goal of achieving zero traffic fatalities and severe injuries. Components of the program should include street design improvements and behavioral safety improvements, such as reducing driver impairment, inattentiveness and speed through education and enforcement.

Policy T-6. Implement “road diets” for undivided four-lane roads to convert them to two or three lanes, where feasible, in order to prioritize pedestrian safety (See Map T-2).

Policy T-7. Implement intersection safety improvements such as traffic signal confirmation lights, pedestrian countdown timers, and leading pedestrian signal intervals. Reduce pedestrian roadway exposure via median refuge islands, curb extensions, narrowed travel lanes and other elements designed to lower motor vehicle speeds.

Policy T-8. Reduce speed limits where it will improve safety, and work with State and Ramsey County governments to overcome obstacles to implementing this policy.

Policy T-9. Design the rights-of-way for all users, including older people, children and those with mobility constraints, as guided by the Street Design Manual and Safe Routes to School Plans, and by thoughtfully addressing streetscape issues such as curb cut design, level sidewalks, lighting, accessibility to/from bus stops, and the presence of benches and buffers between sidewalks and streets.

Policy T-10. Design sidewalks, trails and transit stops for personal safety (real and perceived), including by providing lighting and boulevards.

Policy T-11. Support driver, bicyclist and pedestrian education to improve mutual awareness and safety.

Policy T-12. Minimize and consolidate driveway curb cuts as redevelopment opportunities arise for redevelopment sites that have sufficient existing access or can reasonably be accessed via side streets, alleys or shared driveways, especially in areas with anticipated high pedestrian activity or with adjacent planned bikeways.

Policy T-13. When street design changes involve the potential loss of on-street parking spaces, prioritize safety for all transportation modes. Explore mitigation of lost spaces where feasible and practical.

Economic and Social Impacts of Motor Vehicle Crashes

Transportation safety is worth the investment. According to a National Highway Traffic Safety Administration (NHTSA) study, in 2010 there were 32,999 people killed, 3.9 million people injured, and 24 million vehicles damaged in motor vehicle crashes in the United States. The economic costs of these crashes totaled $242 billion, which represents the equivalent of nearly $784 for each person living in the United States, and 1.6 percent of the $14.96 trillion real U.S. Gross Domestic Product for 2010. These costs represent the tangible losses that result from motor vehicle crashes. However, in cases of serious injury or death, such costs fail to capture the rather intangible value of lost quality-of-life that results from these injuries. When quality of life valuations are considered, the total value of societal harm from motor vehicle crashes in 2010 was $836 billion. In 2015, the number of traffic fatalities was 35,091, a 6% increase over 2010. In Saint Paul in 2018, there were 265 vehicular crashes involving pedestrians and bicyclists alone, including 4 fatalities and 208 injuries (140 requiring hospital attention).

Roadway Safety Plan

In January 2016, MnDOT released its Roadway Safety Plan for Saint Paul, a consultant-produced document with City of Saint Paul staff participation that identified the greatest opportunities to reduce the number of severe crashes based on the City’s crash data, street contexts and strategies with demonstrated effectiveness in mitigating the types of severe crashes experienced here. The study recommended focusing on certain arterial streets, employing the following types of safety projects:

• improving pedestrian safety (primarily at intersections);
• reducing the frequency of red light violations at traffic signals; and
• improving the safety characteristics of undivided streets.

The specific safety improvement strategies could include:

• road diet (convert to three lanes);
• access management;
• traffic signal confirmation lights;
• pedestrian/bicycle countdown timers;
• pedestrian/bicycle leading pedestrian intervals
• pedestrian/bicycle curb extensions; and
• pedestrian/bicycle median refuge islands.

Goal 3: A transportation system that supports access to employment and to economic opportunity.

Policy T-14. Work with agency partners and the Saint Paul Port Authority to implement and support freight transportation improvements in and near industrial areas of regional economic importance, particularly West Midway, the Great Northern corridor, river industrial areas, and the portion of West Side Flats east of Robert Street, to improve safety and connections to the regional transportation network (See Map T-15).

Policy T-15. Explore freight delivery solutions that resolve loading/unloading conflicts in congested areas to support businesses and provide safety to pedestrians, bicyclists and other road users. Solutions could include delivery coordination and timing, and use of smaller freight delivery vehicles.

Policy T-16. Support financing for above-standard streetscapes in business areas.

Policy T-17. Use pricing to manage parking demand and improve parking efficiency in areas with high demand and short supply.

Policy T-18. Work with agency partners, including the Minnesota Department of Transportation and the Metropolitan Airports Commission to maintain a regional aviation system that balances commercial demand and capacity while being compatible with the community, particularly in terms of safety and noise. See also Policy LU-12. (Figure T-17).

Policy T-19. Work with the Saint Paul Port Authority to maintain the Mississippi River as a working river through land use policy and support for jobs in river-related industries.

Policy T-20. Prioritize investments in infrastructure that improve river commerce and conditions necessary to maintain and grow regional logistics and commodities hubs connecting, river, rail, truck modes.

Goal 4: True transportation choice throughout the city.

Policy T-21. Reduce vehicle miles traveled (VMT) by 40% by 2040 by improving transportation options beyond single-occupant vehicles.

Policy T-22. Shift mode share towards walking, biking, public transit, carpooling, ridesharing and carsharing in order to reduce the need for car ownership.

Policy T-23. Formulate responses to traffic issues identified through traffic studies based on desired, rather than current, mode share.

Policy T-24. Implement the Bicycle Plan to make bicycling safe and comfortable throughout the city, and to increase bicycling mode share.

Policy T-25. Implement the Pedestrian Plan to make walking safe and comfortable throughout the city, increase pedestrian mode sharefor short trips, and increase physical activity in people’s daily routines. Until the Pedestrian Plan is adopted, focus pedestrian infrastructure improvements in areas with acute pedestrian safety hazards, with existing or anticipated high pedestrian activity, and/or in racially concentrated areas of poverty.

Policy T-26. Provide sidewalks throughout the city, generally on both sides of the street, except potentially in portions of Highwood as directed via other officially-adopted City plans (See Map T-1).

Policy T-27. Improve public transit mode share and support quality public transit in all parts of the city through strategic establishment of transit-supportive land use intensity and design, increased traffic signal optimization for transit, working with transit providers to improve their service offerings and supporting transit facilities (See Maps T-5, T-6 and T-8).

Policy T-28. Facilitate intermodal trips at mobility hubs (where walking, biking, public transit, ridesharing and carsharing are intentionally designed to connect) by providing enhanced security, lighting, information, shelter, placemaking, comfort and convenience.

Policy T-29. Expand commuter options with Travel Demand Management (TDM) and support of carpooling facilities.

1. Require a TDM Plan for all large developments and large employers.
2. Create incentives, employer programs and parking policies, especially in downtown but throughout the city, that encourage and accelerate use of walking, biking, transit and carshare.
3. Support the work of other agencies, organizations and the private sector to market and support transit, carshare, rideshare, carpooling, biking, walking, flexible work hours and telecommuting.
4. Consider options to enforce and improve implementation of TDM Plans.

Policy T-30. Design holistically for all modes, especially pedestrians and bicycles, in any bridge reconstruction or maintenance project such as for bridges (or lids) over interstate highways or the Mississippi River. Ensure that the project scope incorporates adjacent intersections as necessary.

Policy T-31. Outside of areas being developed for industrial uses, establish (or re-establish) the right-of-way grid with block lengths of 300 to 600 feet as redevelopment occurs on large sites in order to increase neighborhood connectivity and accommodate pedestrian-oriented, higher-density development.

Policy T-32. Accommodate access to community events and around construction projects by all mode users, including by working with Metro Transit to provide additional transit service, providing sufficient bicycle parking, generally avoiding the closure of bicycle lanes and sidewalks and providing detours for all modes.

Policy T-33. Improve pedestrian and recreational connections to the Mississippi River.

Policy T-34. Promote safe walking and bicycling to school by supporting Safe Routes to School efforts and investing in sidewalk connectivity and crossing enhancements near schools.

Working River

Barges move millions of tons of raw materials on the Mississippi River every year in one of the most efficient and environmentally responsible ways possible. Saint Paul’s four river terminals are important economic generators, hosting 34 companies that employ over 1,000 people. (St. Paul Port Authority 2017)

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Goal 5: Sustainable and equitable maintenance models.

Policy T-35. Pursue fiscally- and environmentally-sustainable models for equitably maintaining transportation infrastructure in Saint Paul, including for right-of-way maintenance, bridges, sidewalks, trails and alley snowplowing.

Policy T-36. Consider the full long-term infrastructure costs when allocating maintenance funding compared to reconstruction funding.

Policy T-37. Maintain roadway pavements in pursuit of achieving a Pavment Condition Index (PCI) of 70 on all City-owned streets. (See Map T-10).

Policy T-38. Reduce the number of heavy vehicle trips on local streets through measures such as consolidation, coordination and route designation/planning, in order to reduce maintenance costs.

Goal 6: Environmentally-sustainable design.

Policy T-39. Seek opportunities to improve the environmental sustainability of rights-of-way in the city, such as through shared, stacked-function green infrastructure (SSGI) planting trees to reduce the urban heat island effect and reducing the amount of land devoted to parking.

Policy T-40. Lessen the negative impacts of interstate highways by supporting design interventions, such as “land bridges” and landscaping and liner buildings on new bridges, that improve connectivity, hide the road and/or reduce pollution.

Goal 7: Functional and attractive Parkways.

Policy T-41. Maximize space for recreation and landscaping uses within Parkway rights-of-way, and prioritize recreation and landscaping in Parkway design in order to maintain a park-like feel, particularly on the Grand Round.

Goal 8: A system that responds to technology and shapes its implementation.

Policy T-42. Ensure that new technologies, such as automated vehicles, further the City’s transportation and land use priorities.

Policy T-43. Ensure that right-of-way design and management accounts for changing vehicle technologies and forms of use, such as automated vehicles, car-sharing, curbside pickup and delivery, ride-hailing and ride-sharing.

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Appendix A

Map T-1: Missing Sidewalks ..................................................................... 80 Map T-2: Number of Lanes on Arterials ................................................. 81 Map T-3: Bikeways..................................................................................... 82 Map T-4: Regional Bicycle Transportation Network ............................... 83 Map T-5: Job Concentrations and Transit ............................................... 84 Map T-6: Households without Vehicles and Transit................................ 85 Map T-7: Existing Transitways .................................................................. 86 Map T-8: Planned/Potential Transitways .................................................. 87 Map T-9: Boardings and Alightings on Transit System............................ 88 Map T-10: Pavement Condition Index ..................................................... 89 Map T-11: Functional Road Classification ............................................... 90 Map T-12: Annual Average Daily Traffic ................................................. 91 Map T-13: Forcasted 2040 Average Daily Traffic.................................... 92 Map T-14: Future Right of Way Needs ................................................... 93 Map T-15: Freight Corridors and Facilities.............................................. 94 Map T-16: Planned Improvements to Metro Highways........................... 95 Map T-17: Airport Safety Zones and Noise Contours ............................. 96 Map T-18: Transit Market Areas............................................................... 97

Notes: These appendices provide supporting content for transportation-related policies and satisfy associated Metropolitan Council requirements.. ACP50 data for all from Metropolitan Council via MN Geospatial Commons, from annual release (2/5/2018). Other data as noted.

Appendix B

List of Potential Projects.........................................................................98

Appendix C

Other Required Transportation Information ...........................................100

Appendix D

Figure T-1: Transportation Analysis Zone (TAZ) Estimates............................102

Map T-1: Missing Sidewalks

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Missing Sidewalks

Sources: City of Saint Paul (2017); Minnesota Department of Education (2017); Metropolitan Council (2018)

Map T-2: Number of Traffic Lanes on Arterials

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Total Number of Traffic Lanes

No additional lanes are planned for these arterials, except MnPASS lanes as shown on Map T-16. Lanes may be reduced from existing, as warranted on a project-by-project basis, especially on undivided roads with 4 or more lanes.

Sources: City of Saint Paul (2018); Metropolitan Council (2018)

Map T-3: Bikeways

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Existing and Future Bikeways

— Existing On-Road Bikeways as of August 31st, 2017 — Existing Off-Road Bikeways as of August 31st, 2017 — Future Bikeways [---] Mississippi River Corridor Critical Area Boundary [ ] Areas of Concentrated Poverty with over 50% people of color (ACP50)

Map T-4: Regional Bicycle Transportation Network

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Regional Bicycle Transportation Network (RBTN) Elements

• RBTN Tier 1 Alignments
• RBTN Tier 2 Alignments
• RBTN Tier 1 Corridors
• RBTN Tier 2 Corridors
• Proposed RBTN Search Corridor
• Areas of Concentrated Poverty with over 50% people of color (ACP50)

Source: City of Saint Paul (2018); Metropolitan Council (2016)

Map T-5: Job Concentrations and Transit

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Job Concentration (Jobs per square mile) 0 jobs 1,000 jobs 5,000 jobs 10,000 jobs 20,000 jobs 36,800 jobs

• Transit Stops ○ METRO Green Line Stations —— METRO Green Line —— High Frequency Service Network —— Areas of Concentrated Poverty with over 50% people of color (ACP50)

Sources: State of Minnesota (2015), Metropolitan Council (2018)

Map T-6: Households without Vehicles and Transit Network

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Households Without Vehicles

Sources: U.S. Census Bureau (ACS 2012-2016), Metropolitan Council (2017-2018)

Map T-7: Existing Transit and Transitways

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Existing Transit and Transitways

Source: City of Saint Paul (2016); Metropolitan Council (2017-2018)

Map T-8: Planned/Potential Transitways and High-Frequency Transit

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Planned/Potential Transitways

● ● ● Gold Line / Rush Line Stations ● Gold Line Park & Ride ······ Planned Transitways (2040 TPP Current Revenue Scenario) —— Potential High-Frequency Transit (2040 TPP Current Revenue Scenario) —— City-Proposed Transitways (not in 2040 TPP Current Revenue Scenario) —— Areas of Concentrated Poverty with over 50% people of color (ACP50) -- Mississippi River Corridor Critical Area Boundary

• Lake St - Marshall Ave Corridor is a Potential Current Revenue Project

Adopted - November 18, 2020; Amended - June 3, 2022

Source: City of Saint Paul (2018); Metropolitan Council (2017-2018)

Appendix A | TRANSPORTATION 87

Map T-9: Boardings and Alightings on Transit System

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Boardings and Alightings (average people per weekday) • • less than 100 • • 101 - 149 • • 150 - 249 • • 250 - 499 • • more than 500 — METRO Green Line — High Frequency Service Network Areas of Concentrated Poverty with over 50% people of color (ACP50)

Source: City of Saint Paul (2016); Metropolitan Council (2017-2018)

Map T-10: Pavement Condition Index

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Pavement Condition Index — 0 - 20 — 21 - 40 — 41 - 60 — 61 - 80 — 81 - 100

Areas of Concentrated Poverty with over 50% people of color (ACP50)

Source: Saint Paul Public Works (2012)

Map T-11: Functional Road Classification*

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Functional Road Classification See Appendix C for descriptions.

• Principal Arterial
• A Minor Augmentor
• A Minor Reliever
• Other Arterial
• Major Collector

Areas of Concentrated Poverty with over 50% people of color (ACP50)

Source: Metropolitan Council (2019)

Map T-12: Annual Average Daily Traffic (ADT)

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Annual Average Daily Traffic (number of cars)

• Less than 10,000
• 10,000 - 20,000
• 20,000 - 50,000
• 50,000 - 100,000
• More than 100,000
• 6300 Heavy Commercial Annual Average Daily Traffic

Source: Minnesota Department of Transportation (2017)

Map T-13: Forecasted 2040 Average Daily Traffic (ADT)

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Forecasted Annual Average Daily Traffic (number of cars)

Source: Minnesota Deparment of Transportation (2017); City of Saint Paul (2019)

Map T-14: Potential Major Future Right-of-Way Connections

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Future Right of Way Needs

• Ayd Mill Corridor
• Kittson Corridor
• Pierce Butler Corridor
• Prior/Transfer Connection
• Ford Spur
• Mississippi River Corridor Critical Area Boundary
• Areas of Concentrated Poverty with over 50% people of color (ACP50)

Source: City of Saint Paul (2018)

Adopted - November 18, 2020; Amended - June 3, 2022 Appendix A | TRANSPORTATION 93

Map T-15: Commercial Truck Routes

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Key Freight Facilities

• Intermodal Facilities
• Barge Terminals ↓ Low Clearance Bridges ⊗ Weight Restrictions ↱ Potentially Inadequate Turning Radii [ ] Areas of Concentrated Poverty with over 50% people of color (ACP50)

Commercial Truck Routes — Designated 9-Ton Truck Routes ······ Designated 10-Ton Truck Routes --- Designated Double Bottom Truck Routes (Twin Trailers) ······ Designated Double Bottom and 10-Ton Truck Routes ■ Industrial Zoning (All vehicles [9 tons] permitted) ■ Railway

Source: City of Saint Paul (2015-2018); Metropolitan Council (2016)

Map T-16: Planned Improvements to Metro Highways

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Metro Highway Improvement Locations

• • • • Tier 1 MnPASS Expansion
• • • • Tier 3 MnPASS Expansion
• • • • Strategic Capacity

2019 - 2024 Pavement

Mississippi River Corridor Critical Area Boundary

Areas of Concentrated Poverty with over 50% people of color (ACP50)

0 0.5 1 2 Miles Source: City of Saint Paul (2017-2018); Metropolitan Council (2018)

Map T-17: Airport Safety Zones and Noise Contours

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Note: Airport Safety Zones are subject to land use regulations defined in Minnesota Rules Chapter 8800.2400.

Map T-18: Transit Market Areas*

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Market Areas

• Market Area I
• Market Area II
• Market Area III
• Market Area IV
• Areas of Concentrated Poverty with over 50% people of color (ACP50)

*See Appendix C for Transit Market Areas

Source: Metropolitan Council (2015)

Appendix B

List of Potential Projects

The following projects are representative of those that could be considered for implementation of this chapter:

List of Potential Projects - Continued

The following projects are representative of those that could be considered for implementation of this chapter:

Appendix C

Other Required Transportation Information

1. Roles and responsibilities in transitway development Transitway planning and development is generally led by county governments or Metro Transit. The City of Saint Paul participates in both the policy and technical aspects of that planning and development. It is possible that in the future the City of Saint Paul might choose to lead development of a transitway, such as a streetcar. The City of Saint Paul is currently participating in the planning for the Riverview/Ford, Rush Line and Gold Line transitway corridors.

2. Seaplanes Seaplanes may be used on the Mississippi River as regulated by the Minnesota Department of Transportation.

3. Existing and future functional and operational characteristics of the St. Paul Downtown Airport The St. Paul Downtown Airport (STP) is designated by the FAA as a Reliever Airport for the metropolitan area. It serves an important role to reduce congestion at Minneapolis/Saint Paul International Airport (MSP) by accommodating general aviation traffic that might otherwise use MSP. STP is classified as a Primary Reliever Airport by MAC; a Key Airport by the Minnesota Department of Transportation State Aviation System Plan; and an Intermediate Airport by the Metropolitan Council Regional Aviation System Plan. Further, the FAA has classified STP as a National category general aviation airport. It accommodated approximately 40,500 aircraft takeoffs and landings in 2017. By 2040, approximately 50,000 to 70,000 annual flight operations are predicted.

4. Protecting Regional Airspace The City protects regional airspace by prioritizing compatible land uses and using FAA 7640 review to ensure that building heights do not unreasonably interfere with airspace operations close to Saint Paul Downtown Airport and Minneapolis-Saint Paul International Airport. It will participate in the Joint Airport Zoning Board (JAZB) to pursue compatible land uses near the aiports, as guided by the Metropolitan Council’s Land Use Compatibility Guidelines for Aircraft Noise, which could restrict develoment/redevelopment and construction within the noise contours of 60 or greater. See map T-17 for airport safety zones and noise contours.

5. Transit Services Most transit service in Saint Paul is provided by Metro Transit, including Green Line Light Rail Transit, Arterial Bus Rapid Transit, regular route buses and express transit service to/from downtown. Express transit service to downtown is also provided by the Minnesota Valley Transit Authority. Transit Link, provided by the Metropolitan Council, is shared-ride public transportation where regular route transit service is infrequent or unavailable. Transit Link is only available where regular fixed-route transit service is more than 1/2 mile away (1/4 mile in winter). Metro Mobility, also provided by the Metropolitan Council, provides shared rides for people who are unable to use regular fixed-route buses due to a disability or health condition. Private/nonprofit transit services also operate in Saint Paul.

Other Required Transportation Information - Continued

6. Functional Class Descriptions

Roads in our region are categorized into functional classes, including Principal Arterials, Minor Arterials, Collectors and Local Streets. Principal Arterials provide the highest vehicle speeds and least access, and are designed for longer trips. Minor Arterials in Saint Paul can either augment (add to) Principal Arterials' function or relieve traffic from them, and are intended for multimodal medium-length trips and to support our businesses. A-Minor Arterials, in particular, support principal arterials and access to regional job concentrations, community amenities, manufacturing and distribution areas, and freight terminals. Other Arterials serve a similar role to A-Minor Arterials, but do not carry the same designation. Collectors provide finer-grained multimodal linkages to larger developments and community amenities, and generally do not link communities to one another. Local Streets provide direct multimodal access to other individual parcels throughout the city.

7. Transit Market Areas

Transit Market Areas are Metropolitan Council designations that indicate the likely cost effectiveness of transit service investments. Transit Market Area I has the potential transit ridership necessary to support the most intensive fixed-route transit service, typically providing higher frequencies, longer hours, and more options available outside of peak periods. Market Area II can support many of the same types of fixed-route transit as Market Area I, although usually at lower frequencies or shorter service spans. Market Area III primarily supports commuter express bus service with some fixed-route local service providing basic coverage. Market Area IV can support peak-period express bus services if a sufficient concentration of commuters likely to use transit service is located along a corridor.

8. Access Management

Access management guidelines are provided by the City’s Street Design Manual.

Appendix D

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Transportation Analysis Zones (TAZ)

Areas of Concentrated Poverty with over 50% people of color (ACP50)

0 0.5 1 2 Miles Source: Metropolitan Council (2016, 2018)

Figure T-1: Transportation Analysis Zone (TAZ) Estimates

Figure T-1: Transportation Analysis Zone (TAZ) Estimates - Continued

Figure T-1: Transportation Analysis Zone (TAZ) Estimates - Continued

Figure T-1: Transportation Analysis Zone (TAZ) Estimates - Continued

Figure T-1: Transportation Analysis Zone (TAZ) Estimates - Continued

Figure T-1: Transportation Analysis Zone (TAZ) Estimates - Continued

Figure T-1: Transportation Analysis Zone (TAZ) Estimates - Continued

Figure T-1: Transportation Analysis Zone (TAZ) Estimates - Continued