HIGHWAY PLANNING METHODS OF THE MICHIGAN STATE HIGHWAY DEPARTMENT Thesis for the Degree of B. S. MICHIGAN STATE COLLEGE Earl C. Bengry I94I high‘nzi y; 1“"17'11‘: fic'ythods of tLLe wrtfizent L-iici‘i Lgfgzin LN ‘1 igh my Deg): “‘1'! fiwa ‘5 'v f |.'C.-’\.J\‘.l\-’J¢ (3 1 ‘u 41" ‘ v " (7-H P ."V '.‘ ' :I‘rr‘rw I In: .4; L.‘ -..i-.' :..I 00.141.) “.21: .0 01. Ah ‘ nyvfrrrr'~;‘ RTfiN {T}V)' ‘1',_ .‘V W‘Tfi:fl‘\1;| .‘LI IJJJA .uwa JLL.;.J J-JJ JJ.‘ I») L44..n ../ :a b7 J .r "1" J ILL-11‘]. O. -' ?,*ne of —.'J CnndiM.te for t*e De _ *1 .6 n‘ .‘ 1“.LC? 0‘. :JCLCRCQ June 1941 Tu)...“ W '7 or? 003F131? .' 4.‘ "' L an ex»: ennui I. D'E'I'ROEUCTGZ?! ifi'li Results of Previous Hood for Improvad fiethofia .fi??§-"’M r"! 3?“! II. 933 yhyaical Inventory of LOCfltifin o o a o n IA’:D31331 Q ,-. . 31111.8 3 3 a; g ‘- Alinement . . Structures . Railroad Crossings ’ 9 ll Economic ana 800151 a» ,3 V 53‘) 4.. IKVJ‘MQL ID i‘! . . . -' L. . IL... finfk . O C 20863 9 ' Q. 9 fit 3 it 1. II" I» .C.‘ Factors Egyping of the Present System Traffic Survey Key'Stations Continuous Saint Stu Blanket Count fitations Capacities o Duta Conversion . . . . ture Traffic Truffic fifijs $0.... flat-Ir"... i COWpilation of Data . O l OPS If ' {murays 0 Posting Tubula ins Shoots «J! CodLng ‘Q....... 0 o o 9 .u o . o o {ttl‘fiats ? ‘F 7. o a; o o c Q t i .- 1 b C «I or a * “f O I! ~c o * 1' a t a; c i o '- .- t O o c I Preparation of Tabulatinngards 135179 PA«E ‘0 w: CD -a <: «a v: tn a: 5» up w- as lb -61 ca ca 6: r» h‘ L4 .4 O Tflbfllfi {31531.33 I)? 3733 Off 0 0- 9 t 1. a 1: 9 I o 15 III. RESfiLTS . a t I o t a I 1 v t u o 0.0 n o a 0 18 I‘“G m1 te :ml 3 £23 Trojrsm . . c . a . . . 18 fi?flil§b13 F3333 G a a t o t o v u § ! a Q 18 Tr1fx 10 to be Cnns11erad # a -w* . . . . 13 Sigfivay Improvefler t? 333 ifi Gttions . . . 19 “1‘1 Lui-iirowrfkeflt 37I’ifirit103 _ ' 1* 4' T ' 21 t H D'\ ‘p > b ". ‘ "‘. 5 4’ "‘ £§§o1 19minu Tunas by Iagrave an” 11a33~ 2M, 13 ifigl‘itigng nggugauottlfltt Selection of‘vnorlj'”r0‘vfin.. . . . . . a 24 Lon3F $358 Pro2r 1 . . . . . . . s . 1.. . 25 Lah“n1sur”t cConsior -, mticnn . . . . , . 25 Future Tr?ff10 . g a a a t o n a u o c c 25 yuture c.013trtotirn fiTd‘hnintanance . . . 25 Ablas cf‘Covfity'fiars, . . . . . 9 . ... . . E7 iiigf’flz’fliy C216. TI’"I:S:‘01‘t 503‘183 . g g Q Q g 2 rostal LCTiCS t o v a u 0 o a t o a c a c 38 “(311001 3118 SCI‘iCS . g.» . or o. a 0 Q r t O Q 2‘3 FHtUTG L0? 133 I . ¢ n u a s a o a I a o 9 38 IV c CO: :CLUCIOI:S t I 3 c I- ; u I 0 o o c u 1- c. s t 30 1:117:12... kits}: :3 Cffilf) Q Q . Q '. Q» '. .- .: . . ‘ ‘ ‘_ . . . 5:5 luff”? r-wr ."H-rh v-p‘r'v-‘j f? LIST OF FIGURES H" " W "i‘ $13 (1779 1‘ 1144.192: J. .‘Lu'xdc 1. Key Station Location.hnp .. . . . 9 . . . , . 3 6 2. fiverage Daily Traffic Flow mwp . . o . a . a . 11 f5... 3115;123:9sz Daily Trzii‘i’ic Flow 2.175.}; x. u 1. e , o . a. 12 4. fiveragr Daily’Trnffic‘Yoluge.?er L§ne , . . . . 13 5f ‘abulating Sheet . . . . . . . . . . . . . g . 14 6.. fabulatiflg Parfi - Road Inventory Ganernl , . . 16 “4-,. ?. Tabulatinw Cvrd - Road Ianntory nnfl Trarzla 0}”4 $511); I -INTRODUCTOHY I, £35301 '1’: OF 13221-310113 ox Hirtwcy construction and pla.nin3 first began to be a problem about the year 1915. From that time forward the gene tier :1 31023 of motor tr‘nfiiortetifir nude necess¢ry he cons Faction of the vast hi"h"*3 systems in exi stence teéafi. Our present h133' W3 y,tc is the res ult of pre- vioue'work in highway planning, altheugh, as conpared with present problehxs, t? -ere v:es not a great 6 931 involved in the -M1 nnin3. iTeede were everywhere and obvious. The fire step was naturally the construction of all-weather roads between major cities, and the next need 333 for a secondary or local system for xrovidin3 39338 of trims; rtntion cu mcng various sections of e3aller areas. Finally, it was necessary to knit tEe svctem to3cther in such a manner 3 as to facilitate transgortation between various sections of he state and natien as a whole. This work was of course all done after the volume of traffic and the number of ve- hicles in Operation mpée it necessary. II. REED DFOR IfiPROVRD hTTHODS Inasmuch as highway construction came after ae- . nds, our hi3339v syste3.hae Aever been c03plctely edu equete or up to date. In order to achieve an adequate systo3, it is nccossrry to plan a good many 3eor3 into the future so tF ct now'conctruction will not be obsolete an inadequate before the e13irction of its economic life. Locoo,lis.mont of this dcinoncs some Ln owlofijc of tLe tm of perfornrnco to be erocctcd of the highway 5 that will be in use, soy, tworlty years hence, and 3190 a knowledge of the txcffic v013;:no anxc di.ctribution union must be accommo- dated. It is the purpose of this pcoer to present in a gonorcl way the nothofie bein 3” exocriuontod with at pro.% ent by'the fiicnigan State Highway‘nepcrtment in conjunction with a notionawice highwoy'planning survey by tlze Public Roads Adminicfirntion. ".w V, CHAPTER THE IXVESTIGATIOH I; LuLSICAL IEVEE'ORY OF ROfiDS AED STREETS In order to aetermine-whet adcitione and improve- ments inst be made on the precoht system to make it ade- quate for known present traffic or anticipated future traffic, it is necessary to know exactly whet is on hand in the line of highways ané streets. Since there were so many inccpenécnt e383 ice on A.» cageé 1n the construction of whet constitutes our prcocdt systefi, there was little or no accurate record kept of the total work-cone, Therefore, the first stop in tfie propocod gleaming program was to take a complete pnyeLcal inventory of every.mile of road surface in the state. The following pertinent information was collected. Location. All highways of the stcte trunk line system.werc divided into small unite known as sub-ecc- tions and the location of each cub-section cetermincd. That is, with reference to its position in the system, the points which are considered its tcr3inele, and the county in.which it is founa. Lcnfth. The length of each sub-section, to the nearest cne~hundrodth of a mile, was deter3incd by scaling from maps in the records of the State, County, and Local “i"hcoJ‘Deocrtmente or else by speedometer measurements where no recorfic were available. Surfcce. The highway surface of each sub-section wee carefully appraised, noting the type of surface, its present condition, its width, and also its present age and def cote. é}inement.'florizontol und‘Verticel elinoment were appraised on the basis of the numocr and longthe of all curves 3 ith a cegroe of curvature sweeter than 6 15 , and the nu miter'end lenu Fe of €11 grades etoeecr tn€m 5ft. _§§pucturee. Bridges and railroad or Ficer; are ac separations were counted cnc their respective opens mecc- wed on each sub-ecction of higLch. Other infornstion obtained for each structure inclu " D 7’ z g V g I: ’\ Q 1 a I 12 m 2 C - I #9 2 III " . I _ ) ‘ I "\,. z 7’ U D 27‘, — I x, wane-u: W men mounn 7' Q I ’ 21 _ z * WI cm { '1- 1 \ ,. x 2 M i\y / C u 27 y ' fi‘ 7' - le / 9 .CH A vmxf“ ”“0“” 515‘“ R 6, ~. 9 wmum: \ L4L\.J L. ‘M/LI 5 VIII, 43> 2 f; 44/ , 91v § fix % N 9 x\<\¥\\ I I I 2: II - V I I V“ 1» c'" .A ' 0 (f: m“ k "l 1 <9 4 1° ‘ ‘1 .u \L ~ I V ~ I a“ ‘7 J v s I V “9‘ ' ' " 1'” H 7’7“ ‘- Mi '5. \/ u .z I I? 21 Q» ‘ {:3 1 us (55:31.5? ’ I ’e 340 “I Q “ h \ 39.“ A N De :2: I mm 5 ‘ of Q . i IRWOI‘I $1, I I “How‘s I u \f" I §I a (Q I (I I I I r I‘- c“. y 3}? : m , , 4 fl ‘ l m 3 a I” ‘ 33: MICHIGAN ‘ q 64 ,I a a I %\9 ‘ «83“ ’I :31 I ‘7 1 I 3 YA r STATE HIGHWAY DEPARTMENT w w % Is I MU A . woma- - ,fifl,,__;,,°;°‘:‘f A W: ”1‘4 7,, ,A 4 STATE HIGHWAY cummssmnn , ' é If Y ‘ I5 } 2 “I was? mm 2' Q r v I \, I mmsqu HIGHWAY PLANNING SURVEY a I» r m <> I rum .0. LUDINCY ‘ L." (4“ §> b I Jo I (DNDUCTED IN LCIEIPERATIUN WITH ' v swam." ‘ \« ”a 1/ , 4. H II“: II N ”no. BUREAU up PUBLIC Imus , j“ 7. I _7 7..” I w __ b \ . ~ W m “’9 am" I ‘ 25 1 INM” ¢.I I zfimgw“ mm" 3. ISABE LA‘ 7‘ ’1‘”, I n .‘I P [a IMlD ’II I c e “ I A; u E: ’3 I 3 ‘f' U I “ w ‘Cd I IJI I VMNI angry I “7 ‘ [— Y TATI ON OCATION AD ' ‘* “W 3" “° < I ._ n m p. -.__“wiIW [\ 30 “538 ll 7 w 2 , ’ 4 3‘ ’ . M“ “ T L M‘ 4 I __ n ’ 1: ‘GJVAT "I”EI‘T } I 9 3 6 uusxzoon u M” I El I I A," 4 4 I;N '30: I . , I wsxzwn Kr: a. F“ Ill 1 237 7X E‘ “J- ; K E- N T .’ ‘ _I a e I . 3. ‘ I "5 7c I N TUN not“: flit?) ‘ u I V 32912? ‘ 4 gay n 42,; =69“ 42 1 a V I ea ; IL IE-G IE- IN ID I 4 I I 7 9 I ‘ 4! 220 3 5, TYPE- DF STATIDN SYMBUL sung" NUMBERS , . L" .Jnn‘fl I; i--,I 7 I n ‘x “T m ‘ 3 “° 51 L >4ch h. r “0 1 \T U N I Aim '°° ‘ WEIGHT 0 |T[] |26 W b "no: “8" ‘v s w 'c 4‘4 INGHAMI 3mm mm: P” SCALE III 220 TI] 224 V Aura» 5 ‘ R 2 9 ‘°’ “‘3‘” ‘ 4.. - DENSITY , 25' m 520 :1 “I ‘ I .4. ‘ “ L'V‘”GS) 4.15% , CUNTINUUUS (mum Q 650 m 653 7H_W ' “3 U ‘ E‘IP ‘ 4n n j 7 I,” I m” I I BENTON HARBOR 414 l a U R N i 31mm 2 I nu I u: 9 i I. C “5’7. L: 7’t‘ $2 H 1 - ""17 n4 . I ‘ —' as I DECEMBER 22 l936 7 fourth 26-day period. The fifth 26-6ay period went bsck to tfm 6:00 A.fi. to 12: 00 noon interval and the c; cle xx 3 re- pcuted t? rou"hout the year. There were two diffcrcnt types of these key «ts: - tions. class cd according to the dz ta collected. There were 131 weia ht stzzticns which collected data on aeights of vehicles as well as numbers and Cams: 3 of vehicles passing. 0f the 131 weight stations, 126 were of the load- omctcr t3 To and 5 x.'cre of tue pit -sc cale type. The rcw:ln- lug 250 Key stations vzcre what a; e céllcd tensity st tions ané merely counted tn fflc. Continuous count ctyticqg, There were 14 of thoset stations operated 24 hours per day , every ck 3 of the year. They were placed on routes kn wn to we more heavily tzcv- eled than others. Blvnkct Gouggctrtiorc. During the three summer months; June, July, cna August, traffic was countcc dur- ing the 8-hour pcriofl from 8: 00 A; _1. to 4:00 P; i. on one or tt’o different days at 12.2% different stations. rM 39 stations save sample data on traffic for each two-mile section of road. CR“M. ics of hi"hwnvs. In most of its work h Hichigan State Highway Degartmcnt uses traffic capacitifs of various tg, Tcs of highways in terms of tb e nzc;uber of vehicles the highwm is capable of ccrrying per h cur. 8 This has been found to be a more dependable criterion of highway adequacy than capacity given in terms of the num- ber of vehicles the highway is capable of carrying per day because many highways carry a very large portion of their traffic during one or two rclctively short peak periods of the day, with corrosoondingly higher traffic volumes for the peak hours during the heavier traffic seasons of the year. Thus, the traffic at peak periods is more the conaition to be unsigned for than the unmber of vehicles curried per flay. From past experience and from comparison with similar results obtained in other states, the following highway capacities have been used by the Elohigcn State Hifihway Department: Ce.ficit 1n Humber‘g£_lcncs V91 c as Ear hour Two ' 400 Three '800 Four 15200 Four {Divided} 2,000 Drtg conversion. Since highway capacities will to used in terms of the number of vehicles they are capable of carrying per hour, the traffic survey figures had to be reduced to similar terms. The figure decided upon was the average hourly traffic for the 103 highest hours our. ing the year. This figure then is the chief criterion of adequacy and the basis of design since it relates to traffic at peak periods. It was found for each .ub-sec- tion of highway by totaling the hourly traffic for the 100 hi3hest hours and dividing by 100. This figure is very important as it is the becis of nearly-e11 the plan— .ning procedure. Future traffic. It is expected that the autono- bile will continue to grew, both in numbers and intensity of use. The heels of this assumption lies in the belief thaat the following factors tend to pronote the growth of traffic: (a) improved design, bringing about lower cost of orera tion, (b) continued growth of the drivin3 h zbit. (c) generally rising social and economic standards of livin3, and (d) general increase in available liceurc time among the population as « whole. fl . Estimates errivcd at independently by highway en3inee ere, economists, and research engineers of the ento- motive industry agree in placing he number of vehicles that ill be in Op crrtion in 1960 at one-third more then the number in o: er12tion in 193 6. It is also e etimrted that the number of vehicle-miles traveled in Nichi3nn in 1960 will be twice the l956 total of 10} billion vehicle— 3211 19 S . Traffic‘gggg, F13 ares obtained in the traffic sur- vey were coegiled and plotted on a series of traffic ways in order to ShOW'morB clearly end comprehensively the flow of traffic on highee s throu3hout th state. There were six different maps produced frow the date, one to Humveech of tne following traffic figures: (a) average 10 mily traffic flOVI, (b) maximum daily tre Mfic f 0,, (o) co: rzercicl traffic flow, (a) bus tr effic flo (e) forei~n tref fic flovz, rné (e) ave}: 39 daily treffic volume per lane. Figures” ., 3, {m ti on IHHec ll, 1:, and 13 are copies of the maps showing evere3e daily traffic TIOW, moximxm daily traffic flow, ens average daily traffic volume per lane, reSpectively. IV. 00521911.! T10?! 0? DATA To fecilitete tre grouping and drawing off of late collected by the field inventory one the traffic survey, a method was worked out whereby machine tabulat- in3 equipment could be used. Posting t: Wbulctin ~ s.tcets. Tobulstin3 sheets were designed for posting fists from the road inventory and the traffic survey. Figure 5 on page 14 is a sample of the form used. is will be seen, columns ore proviéeo for the various items of information obtained. Each sub-section of hi3nwey occupies one line of the sheet, and the facts gathered for that particular sub-section are entered into proner columns. The firstg roup of columns is ntifies the sub-section, giving its location, the number of the high— way of which it is e pert, and also its length. Next is e grout of columns for information about the surfcce, inolua- in; width, tyge, condition, and defects. The next "roup of 'coluwns is used to record the numger of ffirClS, residences, schools, churches, industries, etc., which border on the 0NDUCYLD IN COOPLRATION WI I D VAN WAGONER US DEPARTMENT OF AGRICULTURE H '6 HWAY TRAFFIC BULR‘EAU OF PUBLIC ROADS \ MICHIGAN HIGHWAY PLANNING SURVEY STATEN1 HRIGHWAY DEPARTMENT RAY STAT: HIGHWAY COMMISSIONEF’ .. v. ”:52 ”77233” 3, “@1935 g) ‘3 w. I a.“ _ LEGENp (I SEALES VEHICLES PER DAY was mun nun [II AVERAGE 24 HOUR DAILY TRAFFIC FLOW STATE TRUNK LINE SYSTEM I936 LEGENDS SCALES ROUTE SYMBOLS AND NUMBERS usaour: (9 WWW pom. VEHICLES PER DAY , TOYA L TRAFFIC I » muucncw. { Numazns INDICATE Tom. TRAFFIC. FOR DETROIT (I; VICINITY SEE INSERT #- Ln: now no «mm..— 9 L ,n H m ”"3 mm” 1 MILES HIGHWAY PLANNING SURVEY CONDU ED IN woPERATIoN WITH US. DEPARTMENT OF AGRICULTURE BUREAU OF PUBLIC ROADS MICHIGAN STATE HIGHWAY DEPARTMENT MURRAY D. VAN WAGONER STATE HIGHWAY COMMISSIONER H l G H WAY TRAFF I C um um ("mm :4“ m7 , I?“ EH.— _ m, < LEGEND t SCALES 2% I‘ W WW {5245/1 3mm gszw VEHICLES PER DAY some I ,1 mam: or 20 MAXIMUM ms, AVERAGE my or I935 MILES guusnam MAXIMUM 24 HOUR DAILY TRAFFIC FLOW STATE TRUNK LINE SYSTEM BASED ON THE AVERAGE OF 20 PEAK DAYS “cw. mluxvluz ., ’\ MFEN>J DU DEFECTS CONDITION SURFACE TYPE I IFn=>> Dmfl<fl0 (MILEs)~ (MILESJI I(FT-) (FL) con 25:. mm”... m F (MILES) (MILES) (MILES) (MILES) 38 I I I I 37 36 26 27 .28I29 so 31 32 33 34I35 II LENGTH (MILES) I I I I I I SECTION KNMEDZ TEM ROAD SYS NUM BER IDENTIFI- CATION NUMBER Mum—232 mZ_J ,1I~% . IO 15 sub-section. Informetion On vertical and horizont:1 eline- went, the nun er Of rOOtTtntov Si“-tS, and the number of miles of vflfiewelks was posted to the next 3reup of col- umns. The last coluRn records t e eve“'-e @3113 traffic on the sub-section. Ceding. Next a code system was deeigmed to permit conveving the inf orim tion on the tabuiuting sheets to tab- uls ting Or rde by punching out the ”Re“03 OOm binatiOn of numbere in the resgective columns. T‘1s Redo it possible to use machines for sorting Ona arranging Reta. Preyfifigtien‘gz'tgyulrting eerfie. Figures 6 and 7, on page 16 are samples of the te. bulam fing curds uteé. Foll- owing the coding OysteR .rOviously 6e513ned, one OGTC‘WFS punched for each line of the tabuletien sfzeet, thereby transferring the flute in code for O single sub-section Of big way to the tabulating card. Tabulations drfi*vm off. The purpose of us 1mg mach» ine tabulating ec uipment'was to speed up the work of sorting t! e pertinent items of the unMIiel 1y mess Of date ob+ aimed in the rOId inventory and trtTfio survey. By rurr :1n3 all the OE Os throu3h the machine it LT . p0 oss 1ble to sort out a? 3 GO sired group of da a. The follov1n3 are E few of tIe trbulations thrt were necess- ary: (a) a list of all s b-eections carryin3 tra fie 1n excese of their rated cegscity, (b) separntien of the — l «31011018111? .55 6156 51} 8811 12 13 14 MICHIGAN- HIGHWAY PLANNING SURVEY- 1935-110“ INVENTORY GENERAL :3 AVERAGE | ODMLY ‘ aTRAFFII‘) 1 STATE HIGHWAY DEPARTMENT Mumuv D, VAN WAGONEI Sm: H: mm COMMISSIONER HIGHWAY PLANNING SURVEY Comment: In Cnovcmmu WITH 1m u.s. AGRRCULTURE ' Roms Ilsle 919 75 76 77 78173 111111111 221222221 5555 55555555 ' MICHIGAN 6 6 6 sun HIGHWAY .DEPARTMENT - 4 - Munm D. VAN WAeom 7 1 7 ‘ Sm: Hmuwnv BnMMIssmm HIGHWAY PLANNING SURVEY 3 8 8 m Coopmnon mm 05 Puma Runs 99'!) above tabuleti on 1? to tr; W eotive (c) a list of all nerrov ((1) '1 I" list of all sections surfaces. xero .. s v to, ‘ ~ ‘ theIr use by 1“Isabelle; engineers unee q I ‘9' - . ‘3‘ ‘ f‘ a . a co LO L: { g3reveéent :zzoritIOO on paveRents less 17 ourfzce 3ro"' , then 20 feet wide, with btdly w rn or defective will be said of these tvbuletiona and the pere3reph lrbel- 1939 21¢ 18 CIL’J’I‘ER III I o Iii" i131) IATE PLAIII'III‘IG PROGR’dii Available funds. Besides having collected date tnrough reed inventories and traffic surveys, sno‘her fund- amental frct must be known or eyproximeted in order to pro- ducc a sound and efficient planning program. This other item consists of the funds which will be available. Since all highway revenues ore derived from automobile taxes and Federal Aid gronts, it is possible'to estimate the amount of money‘which may be Spent in a given one-, two-, five-, or ten-year rrozrum. Funds Spent in fiichigen are first divided ouon3 three regions of the state. These regions were created and defined by the Horton Act, which decrees that 50% of the total funds must be Spent in the Lower Peninsula south of Town Line 12, 25; in the Lower Peninsula north of Town Line 12, and the remaining 2’» in the Upper Peninsula. This basic distribution must be strictly adhered to in the formulation of the planning program. Traffic‘tgwgg considered. It has been found that the improvements required to bring the state ti ck line system up to a condition which would make it adequate to serve traffic which existed in 1956 would be so extensive and would require the crocoditure of such arse sums of money thst it is ingrecticnl at the present time to plan 19 and flea 3n an extensive ETD 3-2m to nest es+ii-tnd traffic for any length of time into the future. Conse"uently, the immoéiate planning yrogrnm,is designed to do the most poss- ible with tlxn av ilsrle funds toweAa bringging the system up to ac e'u;"J for 1916, airs; s of cours1e.1rg on the s- lert to accommoéate increased future traffic where it can p0 sibly be included. vement lssriricvtinns, iiighcvy im~ M rou:ed into four main classes :' provemsnts are _ Class I includes introvencnts which involve in- creasing the Cs:acity of existing pavements by adding traffic lsnes.‘ his is consi. (191: 2d th s mtic .211y to be (a- mandos when the nurabsr of vehicles inconveniencsfi annually equals or excoefis 100,000. Incidentally, with Ln eye to future 1'rd '10 and safety, the planning depart. gent d oes not récosmsnd afiding a single lane where incrnascd traffic casacity is 'cssndsfi on existing two-lane pavements. They feel thst it is better to 9&1 two lanes yarallsliug the existing h1"h1zy so as to groducs wn:t axon? ts to a four- lano divided highwa. 1.180, they do not recap; :cnd widenitj existing th“c *Li _:‘,‘~-t‘~" - w.v. ‘ ' -.‘ ‘ ‘ 1‘ ._u‘ V ., " .‘"" ‘ V - " L h. ichi.nn tu*e “w.”““"y W W:rufient t?@ r. 80‘ L‘ .W )..P .5 ‘a un-I. ‘rfi . ~I’ U1. 3 “1" «ta 1 . F .132: .._._f‘~.n 1.5} (if!) 1‘5“? pywlfiqtap ‘3‘Yzi.71.r ~~_},.f:_,\:r. ér PfiWfiva, fhfiva 5rd d few itsfiv fnvmfivri fin . ,_ . ... , ,v .1 . ._.. .. .3 ‘ J. . _. .‘ 4. ‘ .., . -. ..- t3"? 1’“"|'" ’F’.‘ “'3 ”‘3‘ f ..-.‘ "2.3“? 7'1 L- ‘3’". .7 ””30 b7 $03.? Ex??- I 3". _ 1 Ct. g ' r‘.‘ .‘5 | + u‘ . ‘ c 0 L ‘A "" 30.0529. .1030 rWoW C"WirrW ar9 nah tno frnln a: t;e wathofv Fat Watts? r revult a? thn vocwlfirr firinva a? the BiffiwsW WIWWFirW TYOEIQW itWOlf. 11 i? fii?*inw7+ 1n- .7: 3m? t-J 3’7"" *Vt 13 1‘3”?" T's-TWU1,1‘r."‘"‘r‘~!';‘(-f: (1‘1" ’51:? h“- 233's ' iul 1x~:?3 WW?I':'T?WW T"“’,‘"“°" ffwz‘JVCEL i ifilfl. xf‘Fifb- ”'W ““‘ifirmrflf is 90' 3‘]; 33 ””‘T9 916 itrfilf. Cinrc in .wflfifr? 1:; “i h”ry Lia anWcu i? To 'flfrw it sdfifiufite to csrry $30 trrrfic “Fish 2111 jg yi‘ffit'iifij »“,:1"7’_>‘{‘ 3’.) f‘fiftl“ if...“ mid (if 14'? ~"’""‘Y‘(“"ji.“ 111‘“ {3'6 énuFiful queritie" fr? ivvmlvrf 33 t*6 anblfiw; nrflwly: Lav fi-nf Y“ W“ W” W*rvfeo 1 e W'y ” “Vtflcta' nf the 34‘HHWW (we ~n.t “111 ma Fkn +wr~w§n an 4*? h4-‘ “v “t ' ._ ’ ‘1 L. ‘l '.-.' . \.t L - l ‘ * ’ I... $ 45- . . .n a ~ '2-.- v ,3 - ---.. , .. f 1 ' ° . J.‘ ”a uhn *2“ W. t 't t1.w. Juror h”fl'?1t arvuatgérn . »-e “F ’ l a] '7 ' J j 3 :3 ' ) «J I. 'J J u 7’? 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