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Full text of "1969 O'Hare passenger survey"

1969 O'HARE PASSENGER SURVEY 



CITY OF CHICAGO 
DEPARTMENT OF PUBLIC WORKS 
BUREAU OF ENGINEERING 

SEPTEMBER/ 1970 



97? 7, ICV 
6 '5-31* 

C, / 



PREFACE 



This report documents the findings of a survey conducted at 
O'Hare Airport on April 16 (Wednesday) and April 19 (Saturday), 
1969. The survey data were, gathered from questionnaires dis- 
tributed to all passengers 'aboard scheduled aircrafts departing 
O'Hare on the survey dates, 

The purpose of the survey was to update and expand the data 
obtained in the 1964 O'Hare Passenger Survey so as to provide a 
sound data base for planning studies concerned with ground trans- 
portation requirements of O'Hare Airport, as well as providing 
information useful for future airport system development in the 
Chicago region. 

Based on the findings of the 1964 Survey which showed that 
trip-end distribution patterns were almost identical for arriving 
and departing passengers, the 1969 Survey was restricted only to 
departures for convenience in handling the distribution and col- 
lection of questionnaire cards. Since the survey was essentially 
concerned with ground travel to the airport, "originating" 
passengers were the target of the questionnaire while "connecting" 
and "through" passengers were only recorded for purposes of 
determining the split and statistical factoring. Wednesday was 
chosen as a typical day of the week in terms of passenger volumes 
and trip purpose, and Saturday was selected in order to obtain the 
characteristics of more pleasure-oriented weekend travel. 

Presented in this report is the direct survey output con- 
sisting of statistical figures representing the characteristics of 
ground travel to the airport, including interrelationships among 
several trip attributes, on the survey dates. It is not within the 
scope of this report to present an analysis of trends in the usage 
of the airport or an "interpretation" of the findings of the 
survey. This aspect is planned to be covered in a subsequent 
publication. 

The results of a vehicular traffic survey which was conducted 
on the same dates are presented as an appendix to this report. 

Processing of survey returns and preparation of this report 
were handled by the Department of Public Works-Bureau of Engineering 
in cooperation with Chicago Area Transportation Study. However, 



ii 



the survey would not have been possible without the cooperation 
of all public and private agencies listed in the following page 
which participated in the planning, design, and conduct of the 
s urvey . 



City of Chicago 
Department of Public Works 
Bureau of Engineering 



September, 19 70 



iii 



11969 Q' H ARE P ASSENGER SURVEY 



COOPERATING AGENCIES . 

CITY OF CHICAGO 

Department of Public Works 
Department of Aviation 
Department of Development and Planning 
Department of Streets and Sanitation 

CHICAGO AREA TRANSPORTATION STUDY 

CHICAGO TRANSIT AUTHORITY 

CONTINENTAL AIR TRANSPORT CO. 

SUBURBAN RAILROADS (Represented) 

AIRLINES (Represented) 



O'HARE PASSENGER SURVEY REPORT 
TA B LE Q F CO NTENTS 

PAGE 

PREFACE , i 

COOPERATING AGENCIES iii 

TABLE OF CONTENTS iv 

LIST OF TABLES:: v 

LIST OF FIGURES vii 

I- PLANNING OF THE SURVEY 1 

II- CONDUCTING OF THE SURVEY 6 

III- PROCESSING 7 

IV- SURVEY OUTPUT ._ 11 

LIST OF TABLES AND FIGURES BY TRIP ATTRIBUTES 12 

TABLES, 14-67 

FIGURES 6 8-91 

APPENDIX" VEHICULAR TRAFFIC COUNTS ON SURVEY DAYS 92 



0' HARE 'PASSENGER SURVEY 
LI ST Q F T ABLES 



PAGE 

Aircraft Capacity and Passenger Volumes 

by Hour 14-15 

Survey Response and Number of Passengers by 

Hour. . . 16-17 

Passengers by General Area of Origin ig 

Passengers by Area of Origin and by Hour of 

the Day 19-20 

Passengers by General Area of Origin and 

Ground Travel Mode 21/ 

Passengers by Trip Purpose and Area of Origin . 22 

Passengers by Destination 23-26^ 

Passengers by Trip Purpose by Range of 

Destination 27 

Passengers by Trip Purpose for Selected 

Destination 28-29 

Passengers by Mode of Ground Travel 30 v 1 - 

Passengers by Mode and by Hour of the Day. „ . 31- 32-- 

Passengers by Trip Purpose and Mode of 

Ground Travel 33-34 

Passengers by Lead Time by Travel Mode .... 35-36 

Passengers by Lead Time by Travel Mode for 

Trips Originating in the C.B.D. 37-38 

Passengers by Terminal Waiting Time by Travel 

Mode 39-40 

Passengers and Visitors by Mode 41 

Passengers by Trip Purpose 42 

Passengers by Trip Purpose by Hour of the Day. 43-44- 

Passengers by Lead Time by Purpose 45-46 

Passengers by Waiting Time by Purpose 47-48 



O'HARE PASSENGER SURVEY 
LI ST O F T ABLES 

TABLE PAGE 

21-a,b Passengers and Visitors by Trip Purpose m . . 49 

22-a,b Visitors by Passenger's Trip Purpose by Hour 

of the Day # 50-51 

23-a,b Passengers by Lead Time by Hour # 52-53 

24-a,b Distribution of Lead Time as Percent of 

Passengers in the Hour ... 54-55 

25-a,b Passengers by Terminal Waiting Time by Hour < t 56-57 

26-a,b Distribution of Terminal Waiting Time as Percent 

of Passengers in the Hour t 5 8-59 

27-a,b Passengers and Visitors by Hour of the Day # m > 60-61 

2 8-a,b Passengers by Flight Time Preference^ t # 62-6 3 

29-a,b Passengers Using Airport Bus by Boarding Point 

and by Hour of Flight ... 64-65 

30-a,b Passengers Using Airport Bus by Mode of Travel 

to Boarding Point ^ 66-67 



O'HARE PASSENGER SURVEY 
LIST OF FIGURES 

page 

Study Area 6 8 

Passenger Ground Trip Origins by Municipalities 

or Counties 69-70 

Passenger Ground Trip Origins by Zones within 

City of Chicago 71-72 

Passenger Ground Trip Origins by Zones within 

City of Chicago - Mode: Airport Bus 73-74 

Passenger Ground Trip Origins by Zones within 

City of Chicago - Mode: Taxicab 75-76 

Passenger Ground Trip Origins by Zones within 

City of Chicago - Mode: Private Auto 77-78 

Passenger Ground Trip Origins by Zones within 

City of Chicago - Mode: Rented Car 79-80 

Passenger Ground Trip Origins by Zones within 

City of Chicago - Mode: Other 81-82 

Passenger Ground Trip Origins by Municipalities 

or Counties for Destinations Less than 750 Miles. . 83-84 

Passenger Ground Trip Origins by Zones within 

City of Chicago for Destinations Less than 750 

Miles 85-86 

Passengers by Mode by Hour of the Day 87-88 

Passengers by Hour of the Day 89 

Passengers by Hour on Actual vs Preferred 

Schedules 90-91 



I- PLANNING OF THE SURVEY 



A. BACKGROUND . 

The first comprehensive passenger survey at O'Hare Air- 
port was conducted on a typical weekday in October, 196 4. The 
Survey was concerned with both arriving and departing passengers 
and focused on the origin, destination and mode of the ground 
trips. The results were published by the City's Department of 
Development and Planning in November, 1965. 

In 196 8, in response to an apparent need for improving the 
existing ground transportation services to the airport, an ad hoc 
committee was formed to study the problem. The committee 
consisted of the representatives of agencies listed as participants 
in this report, and their efforts were concentrated on invest- 
igating the possibilities for direct rail transit service between 
the C. B. D, and the airport. Consideration was also given to 
improving highway access to the airport through additional links 
to the system or expansion of existing facilities. In these 
preliminary investigations, the demand estimates were based on the 
results of the 196 4 Passenger Survey. On the other hand, the 
airport operations reports indicated a very substantial growth of 
passenger activity since 1964. Futhermore, the land-use in the 
vicinity of the airport had experienced important changes. With 
these considerations, the Committee felt that an updated and 
expanded data base would be prerequisite to any planning study 
aimed at determining the access needs of the airport. As a 
result, a sub-committee was formed and was asked to design and 
conduct a new passenger survey. 

B. SURVEY DESIGN CONSIDERATIONS 

The most important considerations in the design of the 
survey were: method of survey, coverage, target population, and 
survey date. 

1. Method . A post-card type questionnaire distributed to 
passengers aboard scheduled aircrafts was successfully 
used in the 1964 Survey, with a return representing 60% 
of the daily passenger volume. It was decided that, 
with the cooperation of the airlines, this would still 
be the most satisfactory and inexpensive method. 

2. Coverage . Included in the 196 4 Survey were items per- 
taining to the following elements of the trip: origin, 
destination, purpose, ground travel mode, and flight 
time. It was decided that the new survey should be 
expanded to include other factors which are relevant 



to the evaluation of existing ground transportation 
services and to the determination of future service 
demands. The following items were added to the con- 
tents of the previous survey: ground travel time 
(allocated lead time), waiting time at airport, 
number of visitors, and satisfaction with present 
flight schedules. The last item was added with the 
purpose of determing whether peaking was, in effect, 
in response to the passengers' preferences. 

Target Population. The 1964 Survey had interviewed 
both arriving and departing passengers, and the results 
had indicated almost identical trip-end distribution 
patterns for the two groups. Therefore, it was decided 
tnat a one-way" survey would be adequate, and for 
reasons of convenience in the distribution of survey 
materials the departing passengers were chosen as the • 
target population. The merits of sampling on the basis 
of either flight numbers or seats within flights were 
weighed against attempting to interview the total de- 
parting passenger population. Sampling was rejected 
on the grounds that it would be difficult to test the 
representativeness of a sample, and that it would not 
offer any significant reduction in project costs.. 

Survey Date. From the standpoint of providing data 
base for planning studies, information on peak-day 
travel is more desirable. The airport operations 
reports showed that the weekly peak is produced on 
Fridays. However, the airlines indicated that it 
would be difficult for their ground and air personnel 
to undertake special assignments related to the survey, 
in addition to their routine duties, on a busy day It 
was suggested that the survey could be conducted on a 
typical day, and for purposes of planning studies the 
results could be converted into peak-day figures through 
^oL U o G ° f a PP r °P ri *te factors. Futhermore, since the 
1964 Survey was conducted on a typical weekday, it would 
be more desirable to run this survey under similar 
conditions so as to permit valid comparisons and 
analyses of trends. Wednesday was chosen as the typical 
day, and in order to get additional information on 
weekend travel behavior it was decided to repeat the 
survey on the Saturday of the same week. 

The actual survey days, April 16th and April 19th, 
were chosen such that it would be possible to pre- 
pare the survey materials using the flight schedules 
tnen in effect and to conduct the survey before the 
seasonal schedule changes. 



C. DESIGN OF THE QUESTIONNAIRE. 

The contents of the questionnaire, as a function of the 
purpose and scope of the survey, were discussed in the pre- 
vious section. (B-2). The main factors considered in the 
format of the card and in the exact wording of the questions 
were: conciseness, clarity to the reader, and comprehensiveness 
in terms of information to be obtained. The questions were 
then arranged into a logical order. 

A sample questionnaire form is shown in the next page. 
Space was provided on ,top part of the card for information 
which did not require ±he passenger's response and which could' 
be precoded. Since the contents of the card were about the 
ground travel which concerned only "originating" passengers, it 
lias decided to eliminate the "through" and "connecting" pass- 
engers before they attempted to answer the questions. However, 
it was essential to know the number of through or connecting 
passengers on every flight so as to permit statistical factor- 
ing of the returns and to determine the split in airport usage. 
The ftnote" was inserted for this purpose. It was decided that 
the origin address of the passenger was a necessary and sufficient 
condition for an acceptable response. Therefore, this question' 
was placed first, and the order of the other questions was 
primarily chosen for their successive interrelationship. 

Although the survey dates were to be precoded, as a double 
safety to prevent mixing of the returns, it was decided to print 
the questionnaire cards for the two days, on different color 
background. 

D. PREPARATION OF SURVEY MATERIALS . 

Survey materials and instructions for the conduct of the 
survey were prepared by Chicago Area Transportation Study. In 
summary, these activities included the following: 

1. The Official Airline Guide was used to prepare a list 
of all scheduled flights on the survey days. The 
following information was included: Name of airline, 
flight number, flight time, first destination, and 
type of aircraft. (The last item was converted into 
seating capacity). 

2. An envelope was prepared for each scheduled flight. 
The name of the airline, flight number and date were 
marked on the face of each envelope. 

3. Questionnaire cards, in numbers sufficient for aircraft 
capacity, were prec6ded"ae;:to airline and flight number 
and were pieced in appropriate envelopes. 



FORMIV-62 2/89 



SIIRVFV QIIFSTin NNAlRF FORM 



n~n 



JZL 



DESTINATION 

fTTTI 



DEPARTURE TIME 

I I I I I 



DATE , 

fn 



NOTE: IF YOUR AIRLINE TRIP DID NOT START FROM THE CHICAGO AREA AND YOU DID NOJ LEAVE O'HARE AIRPORT BETWEEN 
FLIGHTS, PLEASE CHECK HERE AND RETURN THIS FORM WITHOUT COMPLETING ANY OTHER QUESTIONS. 

IF YOUR AIRLINE TRIP STARTED FROM THE CHICAGO AREA OJJ YOU LEFT O'HARE AIRPORT BETWEEN FLIGHTS, 

PLEASE ANSWER THE FOLLOWING QUESTIONS. 



GIVE EXACT STARTING ADDRESS OR NAME OF HOTEL, MOTEL, ETC. 



MINIMI 



CITY OR TOWN 



HOW MANY MINUTES BEFORE THE SCHEDULED DEPARTURE TIME OF YOUR FLIGHT DID YOU LEAVE FOR 
O'HARE HELD FROM ABOVE ADDRESS? NO. OF MINUTES 



HOW MUCH OF THIS TIME WAS SPENT WAITING AT 0"HARE BEFORE BOARDING YOUR FLIGHTS? 

NO. OF M1NUTES_ 



QUESTION 4 

BY WHAT MEANS DID YOU TRAVEL 
TO O'HARE FIELD? (CHECK ONE) 



AIRLINE BUS 
TAXICAB 
PRIVATE AUTO 
RENTED CAR 
OTHER (SPECIFY) 



JZ. 



IF AIRLINE BUS WAS 
QUESTION 6A 

WHERE DID YOU BOARD IT? 
(CHECK ONE) 

1. PALMER HOUSE D 

2. CONRAD HILTON □ 

3. SHERATON CHICAGO □ 

4. DRAKE D 

5. SHERMAN D 

6. AMBASSADOR □ 

7. EVANSTON 

8. OTHER (SPECIFY) Q 



USED TO O'HARE FIELD: 
QUESTION 5B 

BY WHAT MEANS DID YOU TKAVEL TO THE POINT 

WHERE YOU BOARDED IT? (CHECK ONE) , 

1. TAXICAB □ 5. TRAIN D 

2. PRIVATE AUTO D 6. WALKED □ 

3. PUBLIC BUS □ 7. OTHER □ 

4. SUBWAY OR □ 
ELEVATED 

SPECIFY 



JZ. 



JZ 



HOW MANY PEOPLE (RELATIVES, 
FRIENDS, ASSOCIATES) CAME TO 
O'HARE TO SEE YOU OFF? 



NO. OF PEOPLE 



WHAT IS THE PURPOSE OF THIS 
AIRLINE TRIP? (CHECK ONE) 

1. BUSINESS (WORK) □ 

2. PERSONAL □ 
(FAMILY AFFAIRS) 

3. PLEASURE □ 

4. OTHER (SPECIFY) [~* 



IF YES: AT WHAT TIME? 



4. Envelopes were assembled and packed in order of 
flight number for each airline. 

5. Schedule of operations and procedures for the 
conduct of survey were prepared and distributed 
to the survey personnel and airlines staff. 



II-CONDUCTING OF THE SURVEY 



A. DISTRIBUTION OF QUESTIONNAIRES . 

Boxes containing questionnaire cards which were inserted 
in manila envelopes for each flight were delivered to the City's 
administrative offices at O'Hare, two days before the scheduled 
survey dates. In accordance with previously established pro- 
cedures, the survey materials were then distributed to the 
station managers of individual airlines who were instructed to 
distribute the envelopes to the stewardesses of flights as marked 
on the envelopes. A survey committee representative was station- 
ed at City's airport office, which served as the survey control 
station, to insure that all airlines had received the survey 
materials before the survey date. Airlines' station managers 
handled the distribution of questionnaires to the stewardesses 
in accordance with their own standard procedures for the dis- 
tribution of routine flight materials. 

The survey was conducted beginning with the first flight 
departing O'Hare and ending at midnight on both survey days. 
The questionnaires were distributed to all passengers aboard 
planes following a brief announcement by the stewardesses, and 
were collected before landing at first destination. 

B. COLLECTION OF RESPONSES . 

Collection of survey returns followed a process which was, 
in reverse, identical to the distribution procedures, TTife-— - 
stewardesses collected the completed questionnaires before land- 
ing and placed them together with unused or blank cards in the 
original envelope containg the questionnaires. The envelopes 
were closed and signed by the stewardesses and were given to air- 
line station managers at the first destination of the flight. The 
station managers at the destination end, following printed 
instructions on envelopes, returned the packages to the O'Hare 
station managers of their respective airlines. The returns were 
assembled by airline station managers and were delivered to the 
City's O'Hare office where they were recorded into the survey 
control book before being delivered to the office for coding and 
further processing. 



III-PROCESSING 



A. CONTROL RECORDS 

Before coding the completed questionnaires, control records 
of all survey returns were made in the following manner. Envelopes 
containing the responses were opened and the completed questionnaires 
by originating and thru passengers were sorted. The number of 
each group, as well as the blank cards, were recorded for each 
flight. The responses by originating passengers were assembled 
by airline and in order of flight number for coding. The "thru" 
cards which did not require any coding were saved for possible 
future reference. 

B. CODING 

Responses by originating passengers were coded in spaces 
provided on the questionnaire, form, using the coding manual prepared 
by C.A.T.S. All items excepting the origin address (Question 1) 
were directly codable from tables included in the manual. 

Trip origins were coded from reference maps of the new C.A.T.S. 
coding system, and consisted of two parts: The street .'address code 
in eight digits and the political unit (city or county) code in three 
digits. The eight-digit address code represented % square-mile 
zones based on range and township coordinates and the half-mile 
street grid. All origins from areas within the cordon line (see 
Figure 1-Study Area) were coded for the exact street address, and 
for the city code. Trip origins outside the cordon line were given 
the coordinates of the applicable "port-of-entry" based on sector 
focusing on O'Hare, and the appropriate county code was used as 
the political unit. 

Responses without any legible address of origin were discard- 
ed, and thee previously tabulated card counts were accordingly 
adjusted. All coded cards were checked and grouped by flight 
numbers, and each card within a flight was given a serial number 
so as to identify each usable return by an originating passenger. 

Following a contingency checking of coded questionnaire cards, 
the data was key punched on IBM cards for computer processing, 

C. STATISTICAL FACTORING 

Although the total departing passenger population was the 
target of the survey without any pre-sampling, the responses re- 
presented a sample. Therefore, appropriate "expansion factors" 
had to be developed in order to convert the sample returns into the 
actual passenger volumes. 



Information on the "sample population" was already tabulated 
in the survey control records (Section III-A) showing the number 
of "originating" and "thru or connecting" respondents from each 
flight. The actual passenger volumes, which constituted the 
"universal population", was obtained from the individual airlines. 
This information was also by each flight, but it did not show 
separate counts of originating or thru passengers. Therefore, 
it was not possible to develop separate expansion factors for the 
originating and thru responses. This was not a serious problem, 
however, since both groups were large populations which had had the 
same opportunity to respond, It was reasonable to assume that they 
would yield the same rate of response and, therefore, they could 
be expanded by the same factor(s). Survey control figures, showing 
combined responses by originating and thru passengers, are summarized 
below. 





WEDNESDAY 


SATURDAY 




FLIGHTS 


PASSENGERS 


FLIGHTS 


PASSENGERS 


RESPONSES 


623 


28,541 


499 


19,627 


TOTAL DEPARTING 


821 


46,307 


726 


35,519 


PERCENT SAMPLE 


75.9 


61.6 


68.7 


55. 3 



The next step was to choose the method of expansion in terms 
of the base population (s) . Four possible approaches were considered 
based on the following: 

1. Daily Total . This method would require one expansion 
factor for each survey day to be uniformly applied to 
all responses. Its main advantage would be in the 
convenience of the application to cards tori computer 
processing since every card would carry the same weight. 
Its major drawback would be the inclusion of biases in 
the rate of return of sub-populations differing in 
certain attributes (such as flight time, airline, flight 
duration, etc.). Since control information was available 
for sub-populations, it was felt that expansion by smaller 
units would produce more accurate results. 



Airline . Separate expansion factors for each airline could 
be developed as the ratio of total passengers to total 
responses on each line. This method would eliminate the 
bias in the rate of return due to differences in the average 
trip length and survey handling procedures used by 
individual airlines. 



3. Flight . This method would require separate expansion 
factor for each flight departing O'Hare on survey days. 
Fight populations were the smallest units for which 
control information was available. Therefore, it could 
produce the most accurate results since most of the 
previously mentioned biases would be eliminated. Its 
major drawback was the absence of any returns from some 
flights. (Some questionnaire packages did not reach the 
stewardesses, and in some other cases the stewardesses 
did not have any time to be spared for the survey). 
However, this problem could be solved by .developing the 
factors for these flights by combining each ond of them 
with another flight with, similar attributes. 

4. Hour of Flight . This method would treat all flights 

in the same hour of the day as one unit thereby requiring 
24 expansion factors. Its main advantage would be in 
the accuracy of the results in terms of hourly volumes. 

After an evaluation of these four alternatives, it was decided 
that the third method, involving the use of flights as units for 
expansion, would be the most desirable. However, for those flights 
without any response it was not always possible to find another 
flight with similar attributes for joint treatment. This was 
especially true in terms of hour of flight, and it was found out 
that this method would produce distorted hourly volumes. Nevertheless, 
it was decided to have a preliminary test run by this method for 
purposes of chedking the accuracy of the figures (other than hourly 
volumes) produced by any other method. Originally, the fourth method 
which would use hourly factors was rated as the second most desirable 
method, but it was favored lat«r due to the failure of the third 
method to produce, accurate hourly figures. It was essential for the 
survey to give an accurate picture of the hourly trip patterns 
since most planning studies would employ design volumes based on 
hourly peaks. In order to satisfy this objective, a test run was 
made using hourly factors. The results were almost identical with 
those produced by the "flight factors" in every aspect other than the 
hourly volumes. Therefore, it was concluded that the hourly factors 
could be used with reliability, and the survey was processed by this 
method. 

Hourly factors were manually computed from control records 
and were inserted on the IBM data cards. Table 2 (a&b) shows the 
process of computation and the expanded passenger Volumes by hour 
of the day. 

D. COMPUTER PROCESSING 

Processing of the data was handled by the computer units at 
C.A.T.S. and at the Bureau of Engineering. Separate printouts 
of listing of survey records by trip origin and by destinationwVFilfch 
sub-totals were obtained. 



10 



Other programs were developed and run to get relationships among 
various trip characteristics. Computer programming and processing 
by the C.A.T.S. and Bureau of Engineering groups were done independently, 
but with central coordination so as to avoid duplication of efforts. 
However, the outputs by the two units included a minimum overlap 
in order to permit checking the accuracy of the results which weijje 
found to be identical. The data was processed to the extent of 
developing all conceivably significant relationships among trip 
attributes, and was stored for possible future use and reference. 



11 



IV- SURVEY OUTPUT 



Presented as the main body of this report is the survey 
output which has been summarized in several tables and figures 
(maps and diagrams). The format and contents of presentations 
are briefly noted below. 

1. Tables and figures are grouped and numbered separately. 

2. All tables and figures representing Wednesday's data 
have Been marked as "a" while those pertaining to 
Saturday's data have been marked "b". Tables summarizing 
information related to both survey days do not have 
letter-markings . 

3. Tables are generally in a matrix form showing inter- 
relationships between any two trip attributes. In 
addition to volumes, percentages in the significant 
direction are also indicated. 

4. Figures consist of maps and line diagrams. Maps are 
used to summarize trip origins by zones. 

The base map for the study area is used to depict 
trip origins by political units (within the cordon line 
by municipalities , and outside the cordon line by 
counties). Trip origins within the City of Chicago are 
plotted in 1 square-mile zones on a City map. (Note: 
The computer output shows trip origins by k* square-mile 
zones, but it was felt that plotting by 1 square-mile 
zones would be adequate for purposes of this report. The 
more detailed information can always be made available 
to future studies if it is warranted.) 

5. In addition to the lists of tables and figures shown 
in the Table of Contents, a separate list by trip 
attributes is provided in the following pages. This 
includes cross-references among all attributes » 



12 



LI ST Q F T ABLES A N D F IGURES 
(ARRANGED BY T R IP ATT R I BUTES) 



SURVEY CONTROL 



Aircraft Capacity and Passenger Volumes 
Survey Response 



Table 1 
Table 2 



Map of Study Area 

Summary 

By Hour 

vs . Mode 

vs . Purpose 

Maps 



Figure 1 
Table 3 
Table 4 
Table 5 
Table 6 
Figures 2-10 



DESTINATION 



Summary 

Range of Destination vs. Purpose 
Selected Destinations vs. Purpose 
Range of Destination vs. Origin 



Table 7 

Table 8 

Table 9 

Figures 9-10 



Summary 

By Hour 

vs. Purpose 

vs. Lead Time 

vs. Lead Time for C.B.D. 

vs. Waiting Time 

vs. Visitors 

vs. Origin 



only 



Table 5 



Table 10 

Table 11 

Table 12 

Table 13 

Table 14 

Table 15 

Tlable 16 
Figures 4-8,11 



PURPOSE 



13 



Summary 

By Hour 

vs. Lead Time 

vs. Waiting Time 

vs. Visitors 

vs. Visitors By Hour 

vs . Origin 

vs. Range of Destination 

vs. Selected. Destinations 

vs. Mode ^ 



Table 17 
Table 18 
Table 19 
Table 20 
Table 21 
Table 22 
Table 6 
Table 8 
Table 9 ' 
Table 12 



LEAD TIME 



By Hour (Volumes) 

By Hour (Per Cent Distr. ) 

vs . Mode 

vs. Purpose 



Table 23 

Table 24 

Tables 13 - 14 

Table 19 



TERMINAL WAITING TIME 



By Hour (Volumes) 

By Hour (Per Cent Distr,) 

vs . Mode 

vs. Purpose 



Table 25 
Table 26 
Table 15 
Table 20 



VISITORS 



By Hour 
vs . Mode 
vs. Purpose 



Table 27 
Table 16 
Table 21 



FLIGHT TIME 



Wednesday vs. Saturday 
Preferred vs. Actual 



Figure 12 
Table 28 , Figure 13 



AIRPORT BUS USERS 



By Boarding Point By Hour 

By Travel Mode to Boarding Points 



Table 29 
Table 30 



TABLE 1-a 
AIRCRAFT CAPACITY AND PASSENGER VOLUMES BY HOUR 



14 





WEDNESDAY 






HOUR 
BEGINNING- 


TOTAL 
SEATING 
CAPACITY 


PASSENGER 
VOLUME 


LOAD 

FACTOR 

(%) 




.0:00 AM 


843 


104 


12.3 




1:00 


646 


389 


60.2 


* 


2:00 


1,062 


247 


23.3 




3:00 


- 




- 




4:00 


301 


141 


46.8 




5:00 


246 


38 


15.4 




6:00 


487 


281 


57.6 




7:00 


4,773 


2,411 


50.5 " 




8:00 


4,854 


2,520 


51.9 




9:00 


4,220 


2,052 


48.6 




10:00 


4,293 


2,579 


60.0 


* 


11:00 


5,249 


2,857 


54.4 




12:00 PM 


3,837 


2,380 


62.0 


4 


13:00 
14:00 


4,829 


2,450 


50.7 




5,269 


3,211 


60.9 


*■ 


15:00 


5,099 


3,479 


68.2 


* 


16:00 


4,696 


3,864 


82.3 


* 


17:00 


5,420 


3,734 


68.9 


i 


18:00 


5,390 


4,338 


80.4 


- 


19:00 


6,114 


3,386 


55.4 




20:00 


3,561 


2,781 


78.1 


* 


21:00 


3,946 


1,924 


48.7 




22:00 


2,163 


852 


39.3 




23:00 


889 


289 


32.5 




TOTAL: 


78,187 


46,307 


59.3 

L 





15 



TABLE 1-b 
AIRCRAFT CAPACITY AND PASSENGER VOLUMES BY HOUR 





SATIIRM 


Y 




HOUR . 
BEGINNING 


TOTAL 
SEATING 
CAPACITY 


PASSENGER 
VOLUME 


LOAD 

FACTOR 

(%) 


. 0:00 AM 


837 


294 


35.1 


1:00 


446 


395 


88.5 


2:00 


943 


532 • 


56.4 


3:00 


- 




- 


4:00 


240 


74 


30.8 


5:00 


226 


76 


33.6 


6:00 


368 


166 


45.1 


7:00 


4,918 


2,269 


46.1 


8:00 


4,694 


2,504 


53.3 


9:00 


3,749 


2,432 


64.8 


10:00 


4,299 


3,283 


76.3 


11:00 


5,308 


3,081 


58.0 


12:00 PM 


3,989 


2,108 


52.8 


13:00 


4,409 


1,878 


42.6 


14:00 


4,874 


2,829 


58.0 


15:00 


4,298 


2,245 


52.2 


16:00 


4,569 


2,357 


51.5 


17:00 


4,329 


.1,768 


40.8 


18:00 


5,312 


2,341 


44.0 


19:00 


4,341 


1,524 


35.1 


20:00 


4,042 


1,386 


34.2 


21:00 


3,117 


1,263 


40.5 


22:00 


1,371 


418 


30.4 


23:00 


577 


296 


51.3 


TOTAL: 


71,256 


35,519 


49.8 



TABLE 2-a ■ 
SURVEY RESPONSE AND NUMBER OF PASSENGERS BY HOUR 
WEDNESDAY 



16 





Number of Responses 


Total 
Passngrs 
on Board 


Expan- 
sion 
Factor 


Number of Passngrs!. 


HOUR 
BEGINNING 


Thru 

or 

Connect. 


Origin- 
ating 


Total 


Thru 

or 

Connect. 


Origin- 
ating 


.0:00 AM 


42 


33 


75 


104 


1.387 


59 


45 


1:00 


214 


10 


224 


389 


1.737 


372 


17 


2:00 . 


103 


46 


149 


• 247 


1.658 


171 


76 


3:00 


- 


- 


- 


- 


- 


- 


- 


4:00 


84 


3 


87 


141 


1.621 


136 


5 


5:00 


7 


10 


17 


38 


2.235 


16 


22 


6:00 


45 


145 


190 


281 


1.477 


66 


215 


7:00 • 


450 


•1,120 


1,570 


2,411 


1.536 


690 


1,721 


8:00 


488 


1,472 


1,960 


2,520 


1,286 


626 


1,894 


9:00 


547 


. 808 


1,355 


2,052 


1.514 


829 


1,223 


10:00 


899 


896 


1,795 


. 2,579 


1.437 


1,302 


1,277 


11:00 • 


930 


9.31 


1,861 


2,857 


1.535 


1,428 


1,429 


12:00 PM 


778 


735 ' 


1,513 


2,380 


1.573 


1,225 


1,155 


13:00 


686 


683 


1,369 


2,450 


1.790 


1,227 


1,223 


14:00 


988 


1,252 


2,240 


3,211 


1.433 


1,413 


1,798 


15:00 


899 


1,262 


2,161 


3,479 


1.610 


1,446 


2,033 


16:00 


906 


1,345 


2,251 


3,864 


1.717 


1,556 


2,308 


17:00 


969 


1,261 


2,230 


3,734 


1.674 


1,616 


2,118 


18:00 


1,018 


1,269 


2,287 


4,338 


1.897 


1,936 


2,402 


19:00 


977 


745 


1,722 


3,386 


1.966 


1,920 


1,466 


20:00 


1,111 


582 


1,693 


2,781 


1.643 


1,828 


953 


21:00 


807 


346 


1,153 


1,924 


1.669 


1,348 


576 


22:00 


372 


108 


480 


852 


1.775 


660 


192 


23:00 


132 ' 


27 


159 


289 


1.818 


240 


49 


-TOTAL: 


13,452 


15,089 


28,541 


46,307 


1.623 


22,108 


24,199 



TABLE 2-b 
SURVEY RESPONSE AND NUMBER OF PASSENGERS BY HOUR 
SATURDAY 



17 



HOUR 
BEGIhiIIiIG 


Number of Responses 


Total 
Passngrs 
on Board 


Expan- 
sion 
Factor 


Number of Passngrs. 


Thru 

or 

Connect. 


Origin- 
ating 


Total 


Thru 

or 

Connect. 


Origin- 
ating 


0:00 AM 


31 


34 


65 


294 


4.523 


138 


156 


1:00 


122 


20 


142 


395 


2.781 


339 


56 


2:00 . 


219 


24 


243 


• 532 


2.189 


479 


53 


3:00 


- 


- 


- 


- 


- 


- 


- 


4:00 


5 


- 


5 


74 


14.800 


74 


- 


5:00 


15 


1 


16 


76 


4.750 


71 


5 


6:00 


50 


44 


94 


166 


1.766 


88 


78 


7:00 


535 


785 


1,320 


2,269 


1.719 


918 


1,351 


8:00 


536 


870 


• 1,406 


2,504 


1.781 


955 


1,549 


9:00 


554 


. 696 


1,2 50 


2,432 


1.946 


1,078 


1,354 


i 10:00 


1,240 


768 


2,008 


. 3,283 


1.635 


2,025 


1,258 


11:00 • 


738 


72 5 


1,463 


.3,081 


2.106 


1,554 


1,527 


12:00 PM 


66 8. 


426 ' 


1,094 


2,108 


1.927 


1,288 


820 


13:00 


596 


341 


937 


1,878 


2.004 


1,195 


683 


14:00 


1,076 


501 


1,577 


2,829 


1.794 


1,930 


899 


15:00 


752 


506 


1,258 


2,245 


1.785 


1,340 


905 


16:00 


988 


451 


1,439 


2,357 


1.638 


1,618 


739 


17:00 


681 


387 


1,068 


1,768 


1.655 


1,128 


640 


18:00 


895 


458 


1,353 


2,341 


1.730 


1,549 


792 


19:00 


684 


330 


1,014 


1,524 


1.503 


1,027 


497 


20:00 


513 


182 


695 


1,386 


1.994 


1,023 


363 


21:00 


584 . 


310 


894 


1,263 


1.413 


824 


439 


22:00 


137 


94 


231 


418 


1.810 


2481 


170 


23:00 


39' 


16 


55 


296 


5.382 


210 


86 


TOTAL: 


'11,658 


7,969 


19,627 


35,519 


1.810 


21,096 


14,423 



18 



TABLE 3 
PASSENGERS BY GENERAL AREA OF ORIGIN 



GENERAL AREA 
OF ORIGIN 


WEDNESDAY 


SATURDAY 


Number 


% 


Number 


% 


CITY C.B.D.* 


6,669 


27.6 


2,284 


15.8 


CITY OUTISDE C.B.D 


6,408 


26.5 


3,864 


26.8 


CHICAGO AREA 
OUTSIDE CITY ** 


7,838 


32.4 


5,609 


38.9 


BEYOND CHICAGO AREJ 


3,284 


13.5 


2,666 


18.5 


TOTAL: f 


24,199 


100.0 


14,423 


100.0 



* Halsted Street (W) to Lake Michigan (EJ , 
Chicago Avenue (N) to Roosevelt Road (S). 

** Inside the "cordon line" CSee Figure 1 - Study Area) 



TABLE l \- a 
PASSENGERS BY AREA OF ORIGIN AND BY HOUR OF THE DAY 
WEDNESDAY 



19 



HOUR 


City 


C.B.D. 


City 

Outside 


C.B.D 


Chicago Area 
Beyond City 


Beyond 
Chicago Area 


TOTAL: 


BEGINNING 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


0:00 AM 


10 


.1 


12 


.2 


16 


.2 


6 


.2 


45 


.2 


1:00 


2 


7 


.1 


5 


.1 


3 


.1 


17 


.1 


2:00 


7 


.1 


33 


.5 


30 


.4 


7 


.2 


76 


.3 


3:00 


- 


m 


- 


- 


- 


- 


- 


- 


- 


- 


4:00 


2 
2 

63 


.9 


- 


- 


2 


- 


2 


.1 


5 


- 


5:00 


7 


.1 


11 
67 


.1 


2 


.1 


22 


.1 


6:00 


63 


1.0 


.9 


23 


.7 


215 


.9 


7:00 


173 


2.6 


294 


4.6 


1053 


13.4 


202 


6.1 


1721 


7.1 


8:00 


276 


4.1 


334 


5.2 


1055 


13.5 


229 


7.0 


1894 


7.8 


9:00 


172 


2.6 


306 


4.8 


556 


7.1 


190 


5.8 


1223 


5.1 
5.3 


10:00 


286 


4.3 


273 


4.3 


489 


6.2 


229 


7.0 


1277 


11:00 


442 


6.6 


359 


5.6 


447 


5.7 


181 


5.5 


1429 


5.9 


12:00 PM 


323 


4.8 


273 


4.3 


379 


4.8 


180 


5.4 , 


1155 


4.8 


13:00 


421 


6.3 


299 


4.7 


290 


3.7 


213 


6.5 


1223 


5.1 


14:00 


608 , 


9.1 


510 


8.0 


415 


5.3 


266 


8.1 


1798 


7.4 


15:00 


765 


11.5 


579 


9.0 


450 


5.7 


238 


7.2 


2033 


8.4 


16:00 


777 


11.7 


703 


.11.0 


576 


7.3 


253 


7.7 


2308 


9.5 


17:00 


686 


10.3 


711 


11.1 


491 


6.3 


229 


7.0 


2118 • 


8.7 


18:00 


846 


12.7 


763 


11.9 


529 


6.8 


264 


8.0 


- 2402 


9.S 


19:00 


373 
233 


5.6 

3.5 


407 
269 


6.3 
4.2 


428 
292 


5.5 


258 


7.9 


1466 


6.1 

3.9 


20:00 


3.7 


158 


. 4.8 


953 


21:00 


157 
37 


2.4 
.5 


132 
62 


2.1 


190 


2.4 


97 


3.0 


576 


2.4 


22:00 


1.0 


46 


.6 


46 


1.4 
.2 


192 
49 


.8 
.2 


23:00 


9 


.2 


11 


.2 


22 


.3 


7 


TOTAL: 


6,669 


100.0 


6,408 


IOO.9 


7,838 


100.0 


3,284 


100.0 


24,199 


100.0 



TABLE 4-b 
PASSENGERS BY AREA OF ORIGIN AND BY HOUR OF THE DAY 
SATURDAY 



HOUR 
BEGINNING 


City C.B.D. 


City 
Outside C.B.D 


Chicago Area 
Beyond City 


Beyond 
Chicago Area 


TOTAL: 




Number 


% 


Number 


% 


Number 


% 


Number 


% 


Number 


% 




0:00 AM 


8 


.4 


52 


1.3 


52 


1.0 


44 


1.6 


156 


1.] 




1:00 


6 


.3 


14 


.4 


8 


.1 


28 


1.0 


56 


.< 




2:00 


13 


.6 


11 


.3 


9 


.1 


20 


.8 


53 


.A 




3:00 


- 


- 


j» 


• - 


- 


- 


- 




- 


- 




4:00 


- 


- 


- 


- 


- 


- 


_ 


- 


. 


_ 




5:00 
6:00 
7:00 
8:00 


11 


.5 


- 


_ 


5 


.1 


_ 


_ 


5 


_ 




25 


.6 


39 


.7 


4 


.2 


78 


.5 




119 


5.1 


385 


10.0 


681 


12.1 


167 


6.3 


1351 


9.4 




175 


7.7 


442 


11-4 


• 636 


11.3 


297 


11.1 


1549 


11.0 




9:00 


123 


5.3 


387 


10.0 


646 


12.0 


198 


7.4 


1354 


9.4 
8.7 




10:00 


154 


6.8 


312. 


8.1 


465 


8.3 


327 


12.3 


1258 


i 


11:00 


217 


9.5 


413 


10.7 


611 


11.0 


286 


10.7 


1527 


10.6! 


12:00 PM 


141 


6.2 


186 


4.8 


312 


5.9 


182 


6.8 


820 


5.^ 


i 


13:00 
14:00 


184 


8;1 


160 


4.1 


248 


4.4 


90 


3.4 


683 


4.8 


1 


172 , 


7.5 


244 


6.3 


327 


6.0 


156 


6.0 


899 


6.2 




15:00 


178 


7.8 


252 


6.5 


287 


5.1 


188 


7.1 


905 


6.2 


i 


16:00 


198 


8.7 


179 


4.6 


249 


4.4 


113 


4.2 


739 


5.1 




17:00 


139 


6.1 


137 


3.6 


250 


4.5 


114 


4.3 


640 


4.4 




18:00 


215 


9.4 


176 


4.5 


242 


4.3 


159 


6.0 


792 


5.5 




19:00 
20:00 


96 
44 


4.2 
1;9 


132 


3.4 


173 


3.1 


96 


3.6 
~~273 


497 


3.4 




114 


3.0 


144 


2.6 


62 


363 




21:00 
22:00 


54 
29 


2.4 
1.3 


161 
43 


4.2 


138 


2.5 


86 


3.2 


439 


3.C 




1.1 


62 


1.1 


36 


1. 3 


170 


1.5 




23:00 


11 


.5 


38 


1.0 


27 


.4 


11 


.4 


86 




TOTAL: 


2,284 


100.0 


3,864 


100.0 


5,609 


100. C 


2,666 


100.0 


14,423 


100. ( 





21 



TABLE 5-a 

PASSENGERS BY GENERAL AREA OF ORIGIN AND GROUND TRAVEL MODE 

WEDNESDAY 



\mea 

MODE N^ 


CITY C.B.D 


CITY 
OUTSIDE C.B.D 


CHICAGO AREA 
.BEYOND CITY 


BEYOND 
CHICAGO AREA 


TOTAL: 


NUMBER 


I 


NUMBER 


% 


NUMBER 


I 


NUMBER 


I 


NUMBER 


I 


AIRPORT 
BUS 


2,959 


44.4 


1,203 


18.8 


327 


4.2 


344 


10.5 


4,833 


20.0 


TAXI CAB 


2,342 


35.1 


2,017 


31.5 


815 


10.4 


133 


4.0 


5,307 


21.9 


PRIVATE 
AIJTD 


859 


12.9 


2,022 


31.6 


5,227 


66.7 


1,787 


54.4 


9,895 


40.9 


RENTED 
CAR 


361 


5.4 


576 


9.0 


691 


8.8 


595 


18.1 


2,222 


9.2 


OTHER 


123 


1.8 


561 


8.7 


736 


9.4 


380 


11.6 


1,800 


7.4 


NOT 
INDICATED 


25 


.4 


30 


.4 


42 


.5 


45 


1.4 


142 


.6 


TOTAL: 


6,669 


100.0 


6,408 


100.0 


7,838 


100.0 


3,284 


100.0 


24,199 


100.0 



TABLE 5-b 
PASSENGERS BY GENERAL AREA OF ORIGIN AND GROUND TRAVEL MODE 
SATURDAY 



Xmea 

MODE X 


CITY C.B.D. 


CITY 
OUTSIDE C.B.D 


CHICAGO. AREA 
. BEYOND CITY 


BEYOND 
CHICAGO AREA 


TOTAL: 


NUMBER 


% 


NUMBER 


% 


NUMBER 


% 


NUMBER 


I 


NUMBER 


% 


AIRPORT 
BUS 


1,008 


44.1 


483 


12.5 


220 


3.9 


282 


10.6 


1,993 


13.8 


TAXI CAB 


70 3 


30.8 


749 


19.4 


501 


9.0 


77 


2.9 


2,0 30 


14.1 


PRIVATE 
AUTO 
RENTED 
CAR 


350 


15.3 


2,031 


52.6 


4,000 
297 


71.3 
5.3 


1,784 
268 


66.9 
10.0 


8,165 
868 


56.6 

«.7i 


99 


4.3 


204 


5.3 


OTHER 

NOT 
INDICATED 


113 
11 


5.0 

.5 


380 

17 


9.8 

.4 


557 
34 


9.9 


207 


7.8 


1,258 


8.7 


.6 


47 


1.8 


109 


TOTAL: 


2,284 


100.0 3,864 


100.0 


5,609 


100.0 


2,666 


100.0 


14,423 100.0 

1 



TABLE 6-* 

PASSENGERS BY TRIP PURPOSE AND AREA OF ORIGIN 
WEDNESDAY 



\area 


CITY 


C.B.D. 


CITY 
UTS IDE 


C.B.D. 


CHICAGO AREA 
OUTSIDE CITY 


BEYOND 
CHICAGO AREA 


TOTAL: 


PURPOSEx 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


BUSINESS 


6,174 


92.6 


5,392 


84.1 


6,222 


79.4 


2,008 


61.1 


19,796 


81.8 


PERSONAL 


186 


2.8 


401 


6.3 


676 


8.6 


514 


15.7 


1,777 


7.3 


PLEASURE 


223 


3.3 


448 


7.0 


727 


9.3 


515 


15.7 


1,914 


7.9 


OTHER 


56 


.8 


135 


2.1 


144 


1.8 


188 


5.7 


523 


2.2 


NOT 
INDICATED 


31 


.5 


32 


.5 


68 


.9 


59 


1.8 


189 


.8 
























TOTAL: 


6,669 


100.0 


6,408 


100.0 


7,838 


100.0 


3,284 


100.0 


24,199 


100.0 



TABLE 6-b 
PASSENGERS BY TRIP PURPOSE AND AREA OF ORIGIN 
SATURDAY 



\aREA 
PURPOSE^ 


CITY C.B.D. 


CITY 
OUTSIDE C.B.D 


CHICAGO AREA 
. OUTSIDE CITY 


BEYOND 
CHICAGO AREA 


TOTAL: 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


BUSINESS 


1,688 


74.0 


1,710 


44.2 


2,846 


50.7 


1,022 


38.4 


7,266 


50.4 


PERSONAL 


178 


7. 8 


802 


20.8 


1,128 


20.1 


686 


25.7 


2,795 


19.4 


PLEASURE 


• 315 


13.8 


1,164 


30.1 


1,426 


25.4 


755 


28.3 


3,661 


25.4 


OTHER 


83 


3.6 


138 


3.6 


139 


2.5 


144 


5.4 


504 


3.5 


INDICATED 


19 


.8 


49 


1.3 


70 


1.3 


58 


2.2 


196 


1.3 


TOTAL: 




















2,284 


100.0 


3,864 


100.0 


5,609 


100.0 


2,666 


100.0 


14,422 


100.0 



TABLE 7-a 
PASSENGERS BY f)ESTINAT10N 
WEDNESDAY 



23 



DESTINATION 



NUMBER OF 

PASSENGERS 



PERCENT 
OF TOTAL 



Alabama 

Alaska 

Arizona 

Arkansas 

California - Los Angeles 

" - San Francisco 

" - All Other 
Colorado 
Connecticut 
Delaware 
Florida - Miami 
" - Tampa 

- All Other 
Georgia 
Hawaii 
Idaho 
Illinois 
Indiana 
Iowa 
Kansas - Wichita 

" - All Other 
Kentucky 
Louisiana 
Maine 

Maryland - Except Baltimore 
Massachusetts 
Michigan - Detroit 

" - All Other 
Minnesota 
Mississippi 
Missouri - Kansas City 

" - St. Louis ' 

M - All Other 
Montana 
Nebraska 
Nevada 

New Hampshire 
New Jersey 
New Mexico 
New York - Rochester 

" - Buffalo 

" - New York City 
- All Other 



107 
386 



.4 

1.6 



766 


3.2 


471 


1.9 


103 


.4 


502 


2.1 


323 


1.3 


— 


i- 


86 


.4 


149 


.6 


181 


.8 


453 


1.9 


- 


- 


- 


- 


638 


2.6 


906 


3.8 


619 


2.6 


83 


.3 


— 


— 


364 


1.5 


168 


.7 


- 


^ 


- 


— 


634 


2.6 


787 


3.2 


304 


3.3 


916 


3.8 


— 


— 


544 


2.2 


966 


4.0 


— 


— 


23 


.1 


373 


1.5 


141 


.6 


53 


.2 


192 


.8 


262 


1.1 


3,724 


15.4 


103 


.4 



24 



TABLE 7- a 



DESTINATION 



North Carolina 

North Dakota 

Ohio - Cleveland 
" - Cincinnati 
" - All Other 

Oklahoma 

Oregon 

Pennsylvania 



Pittsburgh 

- Philadelphia 

- All Other 
Rhode Island 

South Carolina 
South Dakota 
Tennessee 
Texas - Dallas 
" - Houston 
- All Other 
Utah 
Vermont 
Virginia 
Washington 

Washington, D.C. and Baltimore 
West Virginia 
Wisconsin - Milwaukee 
- All Other 
Wyoming 
Canada 
Mexico 
Other Foreign 

TOTAL: 



(continued) 






NUMBER OF 


PERCENT 


PASSENGERS 


OF 


TOTAL 


94 




.4 


12 




- 


692 




2.9 


655 




2.7 


778 




3.2 


197 




.8 


54 




.2 


643 




2.7 


1,210 




5.0 



51 



325 


1.3 


449 


1.9 


205 


.9 


50 


.2 


108 


.4 


— 


- 


23 


.1 


209 


.9 


1,115 


4.6 


— 


— 


133 


.6 


384 


1.6 


45 


.2 


765 


3.2 


86 


.4 


89 


.4 



24,199 



100.0 



TABLE 7-b 
PASSENGERS BY DESTINATION 
SATURDAY 



25 



DESTI NATION 



A lab ana 

Alaska 

Arizona 

Arkansas 

California - Los Angeles 



San 'Francisco 
All Other 



Colorado 
Connecticut 
De lav/are 
Florida - Miami 
" - Tampa 

- All Other 
Georgia 
Hawaii 
Idaho 
Illinois 
Indiana 
Iowa 
Kansas - Wichita 

- All Other 
Kentucky 
Louisiana 
Maine 

Maryland - Except Baltimore 
Massachusetts 
Michigan - Detroit 

- All Other 
Minnesota 
Mississippi 
Missouri - Kansas City 

" - St. Louis 

- All Other 
Montana 

Nebraska 

Nevada 

New Hampshire 

New Jersey 

New Mexico 

New York - Rochester 
" - Buffalo 
" - New York City 

- All Other 



NUMBER OF 


PERCENT 


PASSENGERS 


OF TOTAL 


37 


.3 


59 


.4 


219 


1.5 


— 


— 


995 


6.9 


481 


3.3 


121 


.8 


317 


2.2 


119 


.8 


— 


— 


597 


4.1 


202 


1.4 


238 


1.6 


292 


2.0 


- 


- 


- 


- 


339 


2.4 


614 


4.3 


335 


2,3 


40 


.3 


— 


— 


263 


1.8 


159 


1.1 


42 


.3 


— 


• 


305 


2.1 


360 


2.5 


565 


3.9 


377 


2.6 


— 


— 


293 


2.0 


455 


3.2 


- 


- 


- 


- 


196 


1.3 


120 


.8 


- 


- 


- 


- 


- 


- 


88 


.6 


120 


.8 


1615 


11.2 


29 


.2 



26 



DESTINATION 



North Carolina 

North Dakota 

Ohio - Cleveland 
" - Cincinnati 
" - All Other 

Oklahoma 

Oregon 

Pennsylvania 



Pittsburgh 
Philadelphia 
- All Other 
Rhode Island 
South Carolina 
South Dakota 
Tennessee 
Texas - Dallas 

" - Houston 

" - All Other 
Utah 
Vermont 
Virginia 
Washington 

Washington, D.C. and Baltimore 
West Virginia 
Wisconsin - Milwaukee 
- All Other 
Wyoming 
Canada 
Mexico 
Other Foreign 



TABLE 7-b 


(continued) 








NUMBER OF 


PERCENT 




PASSENGERS 


OF 


TOTAL 




87 




.6 




9 




.1 




370 




2.6 




328 




2.3 




392 




2.7 




143 




1.0 




145 




1.0 




235 
209 




1.6 
1.4 



240 


1.7 


427 


3.0 


190 


1.3 


59 


.4 


102 


.7 


47 


.3 


172 


1.2 


443 


3.1 


153 


1.0 


119 


.8 


314 


2.2 


43 


.3 


204 


1.4 



TOTAL: 



14,423 



100.0 



TABLE 8-a 

PASSENGERS BY TRIP PURPOSE 
BY RANGE OF DESTINATION. 
WEDNESDAY 



PURPOSE 


RANGE OF DESTINATION IN MILES 


0-400 


400-750 


750-UP 


TOTAL : 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


BUSINESS 


8223 


88. 1 


7638 


85.5 


3935 


66.3 


19,796 


81.8 


PERSONAL 
PLEASURE 


479 


5. 1 


597 


6.7 


701 


11.8 


1, 777 


7.3 


421 


.4.5 


501 


5.6 


992 


16.7 


1,914 


7.9 


OTHER 
NOT INDICATED 


155 


1.7 


135 


1.5 


233 


3.9 


523 


2.2 


57 


.6 


52 


.6 


80 


1. 3 


189 


.8 




















TOTAL 


9335 
(38.5) 


100.0 


8923 
(36.9) 


100.0 


5941 
(24.6) 


100.0 


(ido. o) 


100. C 



PURPOSE 



BUSINESS 



PERSONAL 
PLEASURE 
OTHER 
NOT INDICATED 



TOTAL 
(%) 



TABLE ,8-b 

PASSENGERS BY TRIP PURPOSE 
BY RANGE OF DESTINATION. 
SATURDAY 



RANGE OF DESTINATION IN MILES 



0-400 



Number 



2949 



1032 
730 



..L7.SL. 
50 



4940 
(34.3) 



59. 7 



20.9 



14.8 



1.0 



100. 



400-750 



Number 



2016 



768 



_li>8_ 
45 



3822 100.0 
(26.5) 



52.7 



20. 1 



21. 6 



1. 2 



750-UP 



Number 



2301 



995 



2106 



157 



101 



TOTAL: 



Number 



40. 6 7, 266 



17.6 



37. 2 



2.8 



1.8 



5660 
(39.2) 



2,795 



3, 661 



5Q4 



196 



100.0 14,422 100.0 
(100.0) -l 



50.4 



19.4 



25.4 



3.5 



1. 3 



TABLE 9-a 

PASSENGERS BY TRIP PURPOSE 
FOR SELECTED DESTINATIONS 



28 







WEDNESDAY 








^v. PURPOSE 
DES TIN ATION^^^ 


BUSINESS 


PERSONAL 


PLEASURE 


OTHER 


NOT 

INDICATE! 


TOTAL 


NEW YORK CITY 


3247 

487.2 


192 

5.2 


222 

6.0 


39 

1.0 


23 

0.6 


3723 

700.0 


PHILADELPHIA 


1060 

4S7.6 


75 

6.2 


52 

4.3 


22 

7. 8 


2 

0. 7 


1211 

700.0 


WASHINGTON, D.C. 
AND BALTIMORE 


89 4 

1 8 U 5 


104 

9.5 


64 

5.8 


'22 

2.0 


13 

7. 7 


1097 

700.0 


DETROIT 


710 

190. 3 


23 

2.9 


47 

6.0 


2 

0.2 


5 

0.6 


787 

700.0 


ST. LOUIS 


845 

M7.5 


54 

5.6 


47 

4.9 


17 

J. 7 


3 

0.4 


966 

700.0 


LOS ANGELES 


400 

452.2 


150 

79.6 


159 

20.7 


39 

5. 7 


18 

2. 3 


766 

700.0 


SAN FRANCISCO 


285 

460.5 


83 

17.5 


71 
' 15. 7 


31 

6.6 


2 

0. 3 


472 

700.0 


CLEVELAND 


614 

%88. 7 


35 

5.0 


22 

3.2 


17 

2.5 


5 

0. 7 


693 

700.0 


CINCINNATI 


601 

497.7 


26 

3.9 


13 

2. J 


14 

2. 1 


2 

0.1 


656 
700.0 


DALLAS 


380 

4*4. 7 


23 

5.1 


35 

7. 7 


10 

2. 7 


2 

0.4 


450 
700.0 


ALL FLORIDA 


162 

442. 8 


69 

18. 3 


141 

37. 3 


5 

7.3 


1 

. 3 


378 

7 0.0.0 

















29 



TABLE 9-b 

PASSENGERS BY TRIP PURPOSE 
FOR SELECTED DESTINATIONS 

SATURDAY - ' 



^v PURPOSE 
DESTINATION^. 


BUSINESS 


PERSONAL 


PLEASURE 


OTHER 


NOT 

INDICATE! 


TOTAL 


NEW YORK CITY 


856 

153.0 


313 

79.4 


39 8 

24.6 


33 


2.0 


15 


0.9 


1615 

700.0 


PHILADELPHIA 


115 

155.0 


35 
' 76.6 


29 

14. 1 


27 


72. 7 


3 


7.6 


209 

700.0 


WASHINGTON, D.C. 
AND BALTIMORE 


179 

142.0 


104 

24.4 


114 

26. 7 


'26 


6. 7 


3 


0.8 


426 

700.0 


DETROIT 


19 8 

155.0 


81 

22.4 


'68 

79.0 


6 


7.6 


7 


2.0 


360 

700.0 


ST. LOUIS 


221 

%48.6 


129 

28. 3 


85 

18. 7 


18 


4.0 


2 


0. 3 


455 

700.0 


LOS ANGELES 


388 

139.0 


190 

19. 1 


361 

36. 3 


26 


2.6 


30 


3.0 


995 

700.0 


SAN FRANC ±S<JU 


177 

336. 7 


77 

16.0 


212 

44. 1 


8 


1.6 


7 


7.5 


481 
700.0 


CLEVELAND 


208 

156.4 


80 

27.6 


67 

18.2 


13 


3.4 


2 


0.5 


. 370 

700.0 


CINCINNATI 


186 

156. 7 


73 

22. 1 


54 

.7 6.3 


14 


4.3 


2 


0.5 


329 
7 0.0 


DALLAS 


177 

147. 3 


73 

16.9 


153 

35.6 


18 


4. 1 


9 


2.0 


4 30 
700.0 


ALL FLORIDA 


247 

123. 8 


135 

13.0 


633 

61.0 


14 


1.4 


8 


. 8 


1037 

700.0 



30 



. TABLE 10 
PASSENGERS BY MODE OF GROUND TRAVEL 



MODE 


WEDNESDAY 


SATURDAY 


Number 


% 


Number 


% 


AIRPORT BUS 


4,833 


20.0 


1,993 


13.8 


TAX I CAB 


5,307 


21.9 


2,030 


14.1 


PRIVATE AUTO 


9,895 


40.9 


8,165 


56.6 


RENTED CAR 


2,222 


9.2 


868 


6.0 


OTHER * 


1,800 


7.4 


1,258 


8.7 


NOT INDICATED 


142 


.6 


109 


.8 


TOTAL- 


24,199 


100.0 


14,423 


100.0 



* Vehicle classification counts (See Appendix) have 
indicated that the "other" category consists of 
primarily hotel courtesy cars and chartered buses. 
This is confirmed in Figures 8a and 8b which show 
trip origins by the "other" mode to be predominantly 
in zones where such hotel services are available. 



TABLE 11- a 
PASSENGERS BY MODE AND BY HOUR OF THE DAY 



31 



HOUR 


AIRPORT BUS 


TAX I CAD 


PRIVATE AUTO 


RENTED CAR 


OTHER 


NOT INDICATED 


TOTAL: 


BEGINNING 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


Number 


* 


0:00 AM 


8 


.2 
.1 
.4 


14 


.3 


17 


.2 


4 


.2 


2 


.1 


- 


- 


45 


.2 


1:00 


3 


5 

10 


.1 
.2 


5 
45 


.1 

.5 


2 


.1 


2 
3 


.1 


- 


- 


17 


.1 


2:00 


17 


2 


.1 


.2 


- 


- 


76 


.3 


3:00 


























4:00 


30 
110 
170 
151 
217 
322 


" 


- 


1 


3 


" 


" 


" 


2 


.1 


- 


" 


5 


- 


5:00 


.6 
2.3 
3.5 
3.1 

4.5 


4 

76 
283 


.1 
1.4 


18 
65 


.2 


- 


- 


- 


- 


- 


- 


22 


.1 


6:00 


.7 


24 
64 


1.1 
2.9 


20 
135 


1.1 
7.5 


9 


- 


215 


7:00 


5.3 


1119 


11.3 


6.2 


1721 
1894 


7.1 


8:0.0 


359 


6.8 


1091 


11.0 


94 


4.2 


165 


9.2 


17 


11.9 


7.£ 


9:00 


206 


3.9 


661 


6.7 
6.6 


91 
56 


4.1 


109 


6.1 


5 


3.5 


1223 


5.1 
5. 1 


10:00 


241 


4.5 


649 


2.5 


108 


6.0 


6 


4.2 


1277 


11:00 


6.7 


359 


6.8 


559 


5.6 


101 


4.5 


71 


3.9 


17 


11.9 


1429 


6.C 


12:00 PM 


229 


4.7 


296 


5.5 


461 


4.7 


83 


3.7 


86 


4.8 


1 


.7 


1156 


4.S 


13:00 


310 
384 


6.4 
7.8 


306 
501 


5.7 
9.5 


383 


3.8 


122 
202 


5.5 


89 
117 


4.9 


13 


9.1 


1223 


5.1 


14:00 


586 


5.8 


9.0 


6.5 


7 


4.8 


1798 


7.4 


15:00 


484 


10.0 


581 


10.8 


649 


6.6 


175 


7.8 


127 


7.1 


16 


11.2 


2033 


6.4 


16:00 


496 


10.3 






















17:00 


517 


10.7 


512 


9.5 


654 


6.6 


249 


11.1 


177 


9.8 


8 


5.6 


2118 


8.6 


18:00 


719 
342 
173 


14.9 

7.1 

3.6 

2.4 

.7 


499 
249 
158 
89 
27 
11 


9.3 
4.7 
3.0 
1.7 
1.0 
.2 


719 
539 
463 
282 
96 
33 


7.3 
5.4 
4.7 
2.8 
1.0 
.3 


275 
200 
90 
48 
14 
2 


12.3 

8.9 

4.1 

2. 7 

.6 

.1 


182 
122 
59 
40 
23 
3 


10.1 
6.8 
3.3 
2.2 
1.3 
.2 


8 


5.6 


2402 


9.r 


19:00 
20:00 


14 
10 


9.8 
7.0 


1466 
953 
576 
192 
49 


6.1 
3.? 

2.4 


21:00 
22:00 


117 
32 


23:00 


- 


TOTAL: 


4,832 


100.0 


5,307 


100.0 


9,895 


LOO.O 


2,222 


100.0 


1,800 


100.0 


142 


100.0 


24.199 


.co. : 



32 



TABLE 11-b 
PASSENGERS BY MODE AND BY HOUR OF DAY 
SATURDAY 



HOUR 
)|G I Nil INC 


AIRPORT BUS 


TAX I CAB 


PRIVATE AUTO 


RENTED CAR 


.i OTHER 


NOT INDICATED 


TOTAL: 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


Number 


I 


Number 


% 


0:00 Af» 


10 


.5 


22 


1.1 


102 


1.2 


13 


1.5 


10 


.8 

.5 


:.. 


- — 


156 
56 


i.: 


1:00 


3 


.2 


- 




44 


.5 


3 


.3 


6 


2:00 


11 


.6 


2 


.1 


31 


.4 


9 


1.0 


- 


- 


- 


- 


53 


.-; 


3:00 
4:00 


_"_ 


1 


























- 


" 


" 


" 


- 


" 


- 


" 


" 


- 


5:00 
6:00 
7:00 
8:00 » 


4 

88 


.2 
4.4 


18 
201 


- 


5 


.1 


- 


' 


- 


1.3 


- 


" 


5 


- 


.9 


39 


.5 


64 


" 


16 


2 


1.8 


78 






10.0 


791 


9.7 


7.5 


198 


15.6 


10 


9.2 


1351 


9 


. 


' 230 


11.4 


212 


10.4 


780 


9.6 


62 


7.2 


232 


18.3 


14 


12.8 


1549 


1C 


9:00 
10:00 

Iiloo" 


117 


5.9 


150 


7.4 


883 


10.8 


68 


7.9 
6.0 


128 
123 


10.2 
9.8 


8 
7 


7.3 
6.4 


1354 
1258 


9 


157 


7.9 


210 


10.3 


710 


8.7 


52 


234 


11.6 


183 


9.0 


914 


11.2 


86 


9.3 


95 


7.6 


15 


13. 8 


1527 


10 


6 


12:00 PM 


111 


5.6 


137 


6.7 


470 


5.8 


44 


5.1 


46 


3.7 


12 


11.0 


820 


5 


- 


13:00 
14:00 


134 
154, 


6.7 
7.7 


126 
138 


6.2 

6.8 


325 
466 


4.0 
5.7 


56 


6.5 


40 


3.2 


2 


1.8 


683 


A 




38 


4.4 


97 


7.7 


5 


4.6 


899 


6 


15:00 


160 


8.0 


133 


6.6 


495 


6.1 


82 


9.4 


29 


2.3 


7 


6.4 


905 


6 




16:00 


139 


7.0 


126 


6.2 


355 


4.3 


61 


7.1 


44 


3.5 


13 


11.9 


739 


5 


17:00 


114 


5.7 




















2.8 


792 


— 


- 


18:00 


151 
83 
36 
31 
13 


7.5 
4.2 
1.8 
1.6 
.7 


118 
63 
44 
45 
13 


5.9 
3.1 
2.2 
2.2 


407 
251 
237 
321 


5.0 


62 


7.2 


52 


4.1 


3 


19:00 
20:00 
21:00 


3.1 
3.0 
3.9 
1.7 


50 
24 
24 
4 


5.8 

2.8 

2.8 

.5 

.6 


50 
18 

19 . 
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5 


4.0 

1.4 

.1.5 

.3 

.4 


2 
4 


1.8 

3.7 


497 
36 3 
4 39 
170 
86 


2 
1 


22:00 


.6 


138 
54 


23:00 


16 


. 8 


5 


.2 


.7 


5 


TOTAL: 


1,993 


100.0 


2,030 


100. c 


8,165 


100.0 


868 


100.0 


1,258 


100.0 


109 


100.0 


14,423 


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^r 


i c* 


r- 


VO 


rH 


'S' 


rH 


<ft 




<u 


VO 


*r 


vo 


00 


1 r- 


CM 


CO 


in 


co 


Cft 


VO 




-9 




H 


a\ 


. I s * 


1 " 


r* 


CM 


CO 


in 


rH 


VO 






3 


S 








1 H 


rH 










VO 






2 










i 
















Q 
W 




o 


1 


o 


o 


o 


O 


o 


1 


o 


O 


O 






<*> 


** 




*3- 


CM 


00 


O 


*3* 




00 


O 












CM 


rH 




CM 








CM 


O 
rH 




Q • 




























SSS 


M 


























H 


0) 


























O 




rH 


1 


vo 


co 


CM 


in 


rH 


1 


CM 


in 


in 

CM 




2 


2 






























r^ 


r» 


r-i 


vo 


r^ 


in 


^ 


T 


VO 


^ 


o 






«*> 


co 


in 


CM 

co 


o 

rH 


rH 


00 
•H 


rH 


rH 


o 

•H 


rH 


o 
o 




PS 

W 

a: 

H 
























«H 






in 


r- 


CT\ 


co 


00 


CO 


CM 


CM 


co 


CM 


CO 




O 


2 






CO 


.•H 


rH 


CM 






•H 




CM 
fH 








co 


00 


rH 


vo 


r* 


VO 


in 


r- 


r-» 


O 


© 




^ 


<N» 


CM 


<N 


rH 


CM 
rH 


rH 


CM 


CO 


vo 


rH 
H 


VO 


" o 

o 




Q 
























rH 


>- 




00 


o 


rH 


VO 


T 


CM 


CO 


*d« 


CM 


CM 


rH 


<r 


2 




H 


in 


*tf 


vo 


00 


rH 


CM 


^« 


CM 




n 


CO 






















CO 


oo 


04 


5 

2 
























UJ 


























Q 


O 




o 


00 


co 


r* 


CM 


o\ 


CM 


m 


• <* 


o 


o 


UJ 


H 


<*> 






• 


• 


















p 


CM 


in 


CM 


en 


VO 


VO 


rH 


CM 


^" 


m 


o 




<* 








" 


H 


CM 


rH 










o 

rH 
































H 


V4 


























g 


<D 


00 


o 


CM 


<o 


in 


in 


rH 


rH 


00 


CO 


o\ 




M 




rH 


in 


a\ 


rH 


CM 


rr 


rH 


CM 


co 




in 




« 


5 






rH 


H 


CM 


rH 










00 




Pi 


2 






























m 


co 


o 


*r 


in • 


co 


CO 


CM 


rH 


<r» 


o 




a. 

M 

1 


<*> 




CM 


o 


vo 


vo 


rH 


CM 


CO 


in 


rH 


o 
o 










CM 


rH 


CM 


CM 










rH 




M 


r-l 


in 


CO 


CO 


CM 


00 


m 


vo 


Cft 


in 


CM 




O 


rH 


m 


VO 


CO 


CM 


cr> 


VO 


r^- 


rH 


*j* 


««* 




*§ 






^r 


co 


VO 


^ 






H 




CO 






2 






















CM 




53 




VO 


h* 


o | 


"5 


CO 


°. I 


o> 


r** 


00 . 


in 


CJ 




to 


op 






» 


r- 


in 

CM 


CO ! 
CO j 


«sj" 


r» 


o 

rH 


CM 


O 
O 

rH 




O 


H 


cr» 


o 


CO 


rH 


o> 


in 1 


■*r 


00 


<=> 


in 






o 


r-i 


(M 


o 


CM 


^r 


i** l 


^r 


CM 


CM 


r* 


in 




•9 






CM 


CM 


r- 


o> j 


rH 


CM 


CO J 




Cft 




M 














| 






1 








< 


2 






1 












! 




CM 




n 5 


W 


O 


O 


• 1 
O ! 


o' 


1 

o 


o ' 


O 


! 
o 


1 

1 








< 


cm 


** 


vo 


CO 


o 


CM 


*r 


vo . 


cu 


H 






m ru 










rH 


rH 


rH 


H j 


D 


HO 


^ 




•-J *2 


2 


1 


1 1 


1 1 


1 


1 


1 


1 




1 


DM 


< 






o 


■H ! 




rH 


rH 


rH 


rH 


rH 


rH 


2 


H 




H 






<M | 


<3" 


VO 


00 ' 


O 


CM 


*r 


vo 




O 










1 








rH 


rH . 


-1 


rH 


H 


H 



— ' ^ <C 



__J CD CO 









o 


ro 


vr 


ro 


1 ^ 


CO 


i " 


i ^ 


CTl 


, f- 


O 








t*° 


<N 


** 


rH 

CN 


rH 

rH 


1 m 

1 N 


en 
•H 


1 CM 


! ro 

| 


m 


i <n 


O 
O 
rH 






3 


"""m 

0) 




































I 




1 














M 


in 


CA 


00 


00 


VO 


CN 


"* 


ro 


m 


"* 


^ 






O 


•sf 


<J\ 


CO 


in 


r- 


in 


! vo 


CO 


ro 


CO 


CO 






Eh 


2 






"<* 


CN 


in 


■^ 






rH 


1 

I 


CN 
CN 






6 






























w 




I 


1 


ro 


1 


1 


CN 


1 


1 


I 


m 


O 






Eh 
< 


<*> 






r» 






CO 








«a* 


O 






U 








CN 






rH 








in 


O 






H 
























rH 






Q ■ 






























2 


M 




























H 


<U 


1 


1 


ro 


1 


, 


CN 


, 


, 


l 


VD 


rH 






Eh 


*9 






















rH 






O 






























2 


2 




















































O 










VO 


r-i 


m 


CM 


rH 


rH 


1 


1 


r^ 


a\ 


O 










vo 


r^ 


in 


CO 


CN 


m 






CN 


CN 


O 

rH 






W 
K 
Eh 
O 






























(!) 


r^ 


00 


rH 


cr> 


r- 


T 


1 


i 


CO 


ro 


CO 






1j 






m 




CM 












rH 








2 
































"T5 


vo 


m 


ro 


<7\ 


ro 


1 


ro 


ro 


r-i 








§ 




r-\ 


in 


rH 


ro 


r^ 


en 




CO 


ro 


O 


O 






<*> 






in 




r-i 










rH 


o 
o 






























rH 






2 

CO 




<N 


VO 


rH 


CO 


CO 


m 


1 


CO 


ro 


o 


<T\ 






-9 






m 




rH 










rH 


a\ 




3 


04 


5 

2 





























o 

Eh 


dP 


(N 


** 
r^ 


CO 

ro 


ro 
CN 


VO 


in 

o 


o 

CN 


VO 
rH 


in 




o 
o 












ro 


rH 


. r-t 


H 










o 






























r-i 






1 

H 


0) 


<T> 


vo 


CO 


CO 


CM 


r* 


r^ 


in 


vo 


r^ 


O 










CN 


r-i 


^J" 


VO 


en 






r-\ 


CN 


in 












H 
















CO 






O4 


2 
































^ 


in 


VO 


CN 


^r 


00 


o 


r-^ 


*T 


vo 


o 






s 


c*> 


rH 


vo 


ro 


CN 


^ 


CO 


CN 


*r 


■*r 


CN 


o 












CN 


<-^ 


CN 


H 










o 






u 


























































H 

ft 


U 


o 


in 


vo 


in 


CN 


CN 




<r» 


r-i 


en 


CO 








rH 


«* 


vo 


CO 


r^ 


CO 


■H 


CN 


ro 


rH 


o 








3 






rH 




<-^ 


rH 










r^ 








2 
































r^ 


■^r 


r» 


VO 


in 


" 


ro 


m 


rH 


CT> 


o 






«*» 


r-{ 


rH 


<T> 


<-{ 


o> 


r^ 


•<* 


**• 


CO 


rH 


o 






m 










rH 


CN 


CN 










o 

rH 






o 


0) 




-* 


CO 


r^ 


CO 


„ 


ro 


in 


CN 


<T\ 


' 00 






a 


rH 


<r» 


r^ 


a\ 


r- 


•^ 


** 


00 


H 


O 














rH 


CN 


CN | 










O 






H 














i 
















< 


2 






















rH 






n H 


CO 
W 
Eh 
D 
2 


o 


o 


o 


•1 


o 


o ' 


o 


1 


| 












CM 


*3« 


vo 


CO 


o 


CN 


%r 


vo ! 


en 


EH 








1 
O 


rH 


1 

rH 1 


! ! 

rH 


I 

rH 


rH 

1 


rH ' 
1 ' 
rH 


r-i : 

A 1 


1 

rH 


EhU 
On 
2Q 


a 






Eh 


a. 




<Sl 


<* | 


VO 


CO 


o 


CN 


•«* 


VO 


2 


o 










1 


1 


1 




rH 


•H , 


- 1 


rH 


M 


Eh 





38 



39 











CO ', 


t»' 


CO 


T , 


^i 


CO: 


CM* 


coj 


o 


i 1 2 










«W> 


r-H | 


co| 


cn i 


'A 


coi 


CM| 


coj 


CO 1 


§ 








_J - 




•- 1 : 




CM) 


1 


] 


f-H: 


1 


I 


r-H 


! ! r-H 














I 












. ! 










*<£ 


G) 


cnj : 


l _ i 


rJ 


f-H 1 






, |t 


CO 


CM 


'lo! 


CD 








h- 




H 




r>- 




^r! 


CD 




CD 












CD 








H 




CO 




LO' 


r- 


CO 1 


^r 












h— 


g 


N| 


CO 


i 


^ 1 


CM 


CO 


1 




















2 






1 


1 






! 




1 




CM 








P 
W 




cd 


CD 


LO 


^r 


LD 


coj 




CO 


r-> 


~l 


O 








a 


r*> 


t*» 


r» 


-H 


LO 


CO 




i 


■^r 


CD 


cd! 


O 
O 








u 

H 
P 








CM 






1 








1 


-' 






































2 

M 


<1) 
































< _ ( 


,_, 


^ 




CM 


co 


i 


CO 


CO 


r-. 




CM 








H 


g 


.-i 


i-t 


CO 








l 




CM 


CM 












O 
52 


S 




























LU 








<sr 


_< 


LO 


to 


CD 


CM 


LO 


o 


CO 


LO 




O 




U 






<K> 


CD 


o 


r«- 


r-. 


o 


CO 


CM 


"*r 


CO 


CM 




o 

o 




. 




PS 






























i > i 






























> 




W 

K 

O 


Q) 




CM 




CO 


CD 


t^- 


CD 


CM 


o 


T 




o 




«=r 










o 


CD 


CO 


"sT 


r-» 


CO 


T 








cxL 




"§ 






CO 


CM 


^ 


CM 






CO 






"I 






































>- 






2 




























PQ 






CO 


CM 


rH 


r>- 


LO 


O 


CO 


CM 


oo 


a^ 




o 




LU 




« 




O 


CO 


o 


co 


CD 


CO 


r-l 


CO 


"vT 


-H 




o 
o 




*—j 




< 


dP 


r— 1 


f-H 


CM 






•"" ' 






•"* 










>- 
1=3 


p 

w 
































Q) 


CD 


"nT 


LO 


CO 


"_ 


co 


o 


o 


CM 


CM 




CM 
CM 

CM 




Eh 
2 

9 


"i 


CO 
CM 


cd 

CM 


•nT 


CD 


CM 


LO 
CO 


•^r 


r«- 


CO 


•vf 








CO 


























CM 




c^; 


i_i_J 




"H 




























3: 
1 


1 1 1 


O 




LO 


o 


CD 


CD 


CO 


CO 


CO 


CD 


CD 


00 




O 




<r 


3: 


E-t 

§ 

W 
Eh 

H 
K 


<#> 




CO 


<3< 


CD 


O 


© 


f— I 


r— i 


CO 


r- 1 




O 
O 




^ 








CM 




rH 


<— < 














































LU 

I— 


5h 

QJ 


CO 
CO 


CM 
CO 


CO 

LP 

■ ^r 


LO 
CD 


CO 
O 


o 


CO 


00 
CO 


CO 


CD 




LO 
CD 
CO 




>- 
CQ 




2 


" 




CM 


















CD 




CO 






CN1 


CM 


c 


CO 


o~ 


CO 


LO 


CD 








°, 




LU 
CI3 






f 


O 


CM 


oc 


CD 


CN 


■nt 


N 


o~ 


•vf 


r " 1 




O 
O 




LU 
CO 




9 

H 
X 


1 




























0) 


O 
LO 


C 
LT 

cc 


LT 


CO 
LO 


St 

LT 


CC 
OC 




(T 


CO 
CD 


co 
cr 




c 








< 


5 
























LT 








H 


2 






























10 




r^ 




C£ 


CO 


c 


5 ^3 


CT 


CN 


iH 


Cs 




c 








D 

m 

B 

O 


dP 


CO 


CC 


"3 


r» 


o 


3 CC 


C 


LT 


o 

CM 


CN 




c 
c 


) 




| 






> r- 


CD 




-1 Cn 


3 CC 


) c 
















< 


CN 


a 
c 


) C 


3 t^ 
CO 


a 
u 


3 a 
■> r- 


1 CC 


) if 


c: 






a 

«5 


5 

r 


















1 








ft 
















o 


o 


1 o 


O 


o 


o 


o 




h 




J 






S3 


J2 10 
M W 


rH 


CN 


CO 


1 vr 


in 


VD 


r** 


00 




H. rt 




Jl 






H 


H 








1 , 








l 


1 




«c 






CH 


M L"» 




JLi 


rH 


• rH 


rH 


i H 


rH 


rH 


rH 


-r 










M 






rH 


CM 


co 


vr 


|m 


CO 


r- 


CO 


V- 





O 


<*> 


CM 

o 


*3 


4 CM 

* CM 


CD 
CD 


CO rH 

CM CO 


CO 


CO 


o 






o 
o 


,' 


u 

Q) 
2 


to 


a 

c 




t r-l 
3 LO 
3 O 
3 CO 


<T 


cc 

cc 


CO 
CD 
CO 


LO 
CM 


^r 


CO 

CD 


CO 




CM 

CM 




w 
u 

H 
Q 
2 

M 

H 
O 

2 


dO 


-«r 


a 


r-i 

cd 


CO 


in 


LO 


CD 


LO 


LO 
LO 


CD 
LO 




O 

o 
o 

■— 1 




2 


CM 


a 


3 


CD 


\n 


r-. 


CM 


CO 


CO 


r>. 




CD 
O 




« 
W 
33 
E-i 
O 


dP 


LO 


cc 
cs 


CD 


to 

CO 


o 


CO 


CO 


CO 
CM 


LO 

o 


CO 




o 

o 
o 




0) 

| 

2 


cd 


ir 


CO 
CM 


CM 


CD 

CO 


CO 


CO 


co 


CO 

r-i 


^r 




CO 
LO 




< 
u 

Q 
W 

H 

i 


(MB 


CD 


c 

IT 


CD 
CO 


CD 


Cv 


LO 
LO 


CO 


co 


CM 
CM 


CO 




o 

o 
o 




M 
A 

2 


en 


C 

cr 


LO 
i— 1 


CD 


CO 

cs 


' CO 


s 


1— i 


LO 
O 


CM 

co 




CO 
LO 
CO 




o 

E-< 
D 
< 

W 

EH 

M 
« 


op 


<x> 


c 
<x 


O 
CM 


CD 
CD 


CD 
CM 


CM 


CM 


<* 

CM 


CO 
LO 


CO 
CO 




o 

o 
o 
1— 1 




•i 

2 




(X 

c 
cr 


CO 

m 

CD 

1— I 


CO 
O 
CO 


o 

■LO 

o 


O 
CD 
CD 


CD 


CD 


LO 
LO 


LO 
CM 




LO 
CO 




m 
u 

M 

X 


c*> 


a 

CT 


LT 


CD 


O 
O 


LO CO 
CM| ^ 


CO 
CO 


CD 
CO 


CO 
CO 


CO 

CO 




o 

o 
o 




U 
2 


c 

CN 


re 


to 

CO 


CO 
O 
CM 


LO 


CD 
CM 


LO 
LO 


O 
CO 


o 


LO 
LO 




o 

CO 

o 

CM 




en 
D 
m 

E-» 


C*P 




lc 

en 


CD 


CM 
CO 


T 


(X> 


LO 


<x> 


o 

CM 


O 
CO 




o 

o 
o 




o 

a 

M 
< 


0) 

1 

2 


IX 


en 

CO 

rH 


CD 
CM 


CO 


CO 
CM 


hs ! 
CM 
CO 


CM 
LO 


CM 


^r 


O 
LD 




CO 

CD 
CD 




2 

2 W 

H M [--. 

e-< a ;o 
h h 2 

rf. It H 


o 

rH 
1 

o 


O 
CM 

1 

rH 
rH 


o 1 o 
ro 1 ^r 

. 1 . 

rH | rH 
CM I CO 


o 

LO 

1 

^ 1 


o 

VX> 

1 

rH 

in 


O 
I s - 

1 

r-\ 
LO 


o 

CO 

1 


CLj 

D 

1 

rH 

CO 


< 
H u 

O HI 


... 


-a; 





41 



TABLE 16-a 
PASSENGERS AND VISITORS BY MODE 





NLUitLOUH 






MODE 


PASSENGERS 


VISITORS 


VISITORS 
PER 

PASSENGERS 


AIRPORT BUS 


4,832 


30 7 


.064 


TAXICAB 


5,307 


406 


.077 


PRIVATE AUTO 


9,89 5 


. 7,032 


.711 


RENTED CAR 


2,222 


375 


.169 


OTHER 


1,800 


396 


.220* 


NOT INDICATED 


142 


10 


.070 


TOTAL: 


24,199 


8,526 


.353 


L_ 









TABLE 16-b 

PASSENGERS AND VISITORS BY MODE 
SATURDAY 



MODE 


PASSENGERS 


VISITORS 


VISITORS 

PER 

PASSENGERS 


AIRPORT BUS 


1,993 


238 


.119 


TAXICAB 


2,030 


241 


.119 


PRIVATE AUTO 


8,164 


10,758 


1.318 


RENTED CAR 


868 


269 


.311 


OTHER 


1,258 


374 


.298 


NOT INDICATED 


109 


93 


.854 


TOTAL: 


14,422 


11,973 


.829 



TABLE 17 
PASSENGERS BY TRIP PURPOSE 



PURPOSE 


WEDNESDAY 


SATURDAY 


Number 


% 


Number 


% 


BUSINESS 


19,796 


81.8 


7,266 


50.4 


PERSONAL 


1,777 


7.3 


2,795 


19.4 


PLEASURE 


1,914 


7.9 


3,661 


25.4 


OTHER 


523 


2.2 


504 


3.5 


NOT INDICATED 


189 


.8 


196 


1.3 


TOTAL: 


24,199 


100.0 


14,423 


100.0 



4 3 



TABLE 18- 
PASSEH6ERS BY TRIP PURPOSE BY 
WEDNESDAY 



iOUR OF THE DAY 



HOUR 
BEGINNING 


BUSINESS 


PERSONAL 


PLEASURE 


OTHEF 


NOT INDICATED 


TOTAL: 


Nuir.be r 


% 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


Number 


I 


0:00 AM 


32 


.2 

.1 


6 


.3 


6 


.3 


- 


- 




• " 


44 
17 


.2 
.1 


1:00 


14 


- 


- 


2 


.1 


- 


- 


■ 


1.0 


2:00 


35 


.2 


20 


1.1 


10 


.5 


10 ! 2.0 


2 

_ 


1.0 


76 


.3 


3:00 


5 

22 

194 
1,601 
1,668 


~ 








- 1 ■ | - 








4:00 
5:00 
6:00 
7:00 
8:00 








-1 - 




5 


.1 


.1 
1.0 
8.1 
8.4 
5.1 


9 
46 


.5 


13 








_ 




22 


.1 
.8 


.7 
2.5 


19 


3.7 


8 


" 


215 


2.6 


47 


4.2 


1,721 


7.1 


91 


S.2 


.102 


5.3 


28 


5.4 


5 


2.6 


1,894 


7.8 


9:00 


1,002 


93 

108 


5.2 
6.1 


114 
241 


6.0 


15 


3.0 


8 


4.2 
5.2 


1,232 
1,277 


5.1 
5.3 


10:00 


878 


4.4 
5.3 


12.6 


39 


7.5 


10 


11:00 


1,044 


141 


7.9 


183 


9.5 


37 


7.1 


25 


13.1 


1,429 


5.9 
4.7 
5.1 
7.4 

8.4 


12:00 PM 


795 


4.0 


139 


7.8 


161 


8.4 


33 ' 


6.3 


20 


10.4 


1,148 
1,223 

1,790 


13:00 
14:00 


958 

1,409 


4.8 
7.1 


107 
152 


6.0 

8.6 


98 
159 


5,1 

8.3 


52 


10.0 


7 


3.6 


58 


11.0 


20 


10.4 


15:00 
16:00 


1,706 
1,984 


8.7 

10.0 


123 


6.9 


146 


7.6 


40 


7.6 


18 


9.5 


2,033 


137 


7.7 


136 


7.1 


31 


6.0 


20 


10.4 


2,309 
2,118 


9.5 
8.8 


17:00 


1,844 


9.3 

10.7 

6.0 

3.7 

2.1 

.6 

.1 


135 

116 

153 

76 

77 

37 


7.6 
6.5 
8.6 
4.3 
4.3 
2.1 
.7 


74 
123 


3.9 


50. 


9.6 


15 


7.8 


18:00 
19:00 
20:00 


2,121 

1,196 

723 


6.4 


34 


C.5 


8 




2,402 


9.9 
6.1 
3.9 
2.4 
78 
.2 
100.0 


88 
104 
73 
21 
13 


4.6 

5.4 

3.9 

1.1 

.7 


19 

41 

8 


3.6 

1.6 

1.5 


10 

2 
2 


5.2 

1.0 

1.0 




1,466 
953 
576 
192 
49 
24,399 


21:00 
22:00 
23:00 


416 
125 
25 


7 


11 


TOTAL: 


19,796 


100.0 


1,777 


loo. q 


1,914 


100.0 


523 


1C0.0 


_ .J 


100.0 



44 



TABLE 18-b 
PASSENGERS BY TRIP PURPOSE BY HOUR OF THE DAY 
SATURDAY 



HOUR 
BEGIN.™ 


BUSINESS 


PERSONAL 


PLEASURE 


OTHER 


NOT INDICATED 


TOTAL: 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


Number 


I 


Number 


% 


0:00 AM 


58 


.8 


. 15 


.5 


67 


1.8 


2 


.4 


- 


• - 


143 


1.0 
.4 


1:00 


19 


.2 


11 


.4 


17 


.4 


6 


1.2* 


3 


1.5 


56 


2:00 
3:00 


24_ 


.3 


7 


.3 


11 


.3 


11 


2.2 


- 


- 


53 


.4 


- 


- 


- 


- 


- 


- 


- 


- 


- 


- 


4:00 
5:00 






















5 




49 
792 
712 


.7 

11.0 

10.0 

8.6 

7.0 

9.3 


25 
263 


.9 


5 
2 

220 


.1 


- 


- 


- 


- 


.1 
.5 


6*00 
7:00 
8:00 


.1 
6.0 


2 

52 


.4 
10.3 


24 


12.2 


78 
1,351 


9.4 


9.4 


322 
243 
257 


11.5 
8.7 


.407 


11.1 


85 


16.8 


20 


10.1 


1,549 


10.7 
9.4 
8.7 


9:00 
10:00 


625 
511 


450 


12.3 


19 


3.7 
6.2 


18 
10 


9.2 
5.1 


1,354 
1,258 


9.2 


450 


12.3 


31 


11:00 


680 


286 


10.2 


495 


13.6 


51 


10.1 


15 


7.6 


1,527 


10.6 
5.7 


12:00 PM 


380 


5.2 


153 


5.5 


251 


6.9 


21 


4.1 


15 


7.6 


820 


13:00 
14:00 


361 

400. 


5.0 
5.5 


142 
199 


5.1 
7.1 


130 


3.6 


34 


6.7 


.16 


8.2 


683 


4.7 


244 


6.6 


.47 


9.3 


9 


4.6 


899 


6.2 


15:00 


485 


6.6 


193 


6.9 


193 


5.3 


29 


5.7 


5 


2.5 


905 


6.3 


16:00 


486 


6.7 


93 


3.3 


128 


3.5 


18 


3.5 


13 


6.6 


7 39 


5.1 


17:00 
18:00 
19:00 
20:00 


405 


5.6 


106 


3.8 


103 


2.8 


7 


1. i 


20 


10.1 


640 


4.4 


534 
283 
181 


7.3 
3.9 
2.5 


135 
102 
100 


3.7 
3.6 


101 
58 

205 
27 
11 


2.8 
1.6 
5.6 


8 
16 
8 










3.4 
2.5 
3.0 
1.2 
.6 
100.0 




1.6 
3.1 
1.6 


5 
8 
4 


2.5 
4.1 
2.0 
1.0 


497 
363 
4 39 
170 
86 


21:00 
22:00 
23:00 


154 
65 


2.1 
.9 


68 
69 


2.4 

2.4 

.2 


.7 

,3 


7 

5 


1.4 


2 


59 


.8 


5 


1.0 


5 


2.5 


TOTAL: 


7,266 


100.0 


2,795 


100.0 


3,661 


100. c 


504 


100.0 


5.95 


100.0 


14,42 3 



45 







CO 'vT 


O 


CD 


i ° 


CM 


r*. 


CO 


CM 


tl 


O 




dP 




< ^ 


m 


CM 


i m 


CO 


CM 


•vT 


CO 


CM 1 


o 
o 
■— 1 


►H- 
< 








CM 


*"• 


| CM 


r_ * 












c 


> CD 


en 


r>- 


CO 


CO 


co 


,_, 


O 


o I 




Eh 


M 


cr 


> r«. 


sr 


"<y 


00 




^r 


CO 


CO 


CO 


en 


O 


<D 


c\ 


o 


o 


o 


o 


^r 


co 


o 


en 


m 




Eh 








CO 


CO 


m 


^r 




r-A 


































^r 




























CM 




3 


























P 
W 




W 




r^ 


^ 


00 


CD 


r^ 


O 








O 


u 

H 

Q 


<*0 


CM 


00 


r^ 


CsJ 


o 


<x> 


r-4 


^r 


CM 


CO 




O 






1-1 


1—1 


1-1 


1-1 






"* 






O 




























H 


M 


























0) 


ID 


m 


co 


sr 


o 


1— 1 


co 


CO 


-T 


CO 




en 


H 


"g 




•—* 


CO 


CM 


CM 


CO 






CM 


CM 




00 


O 


3 
























r— 1 


25 


25 






























ID 


CO 


r^ 


CO 


00 


CO 


in» 


co 


CO 


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o 




OP 


CO 


to 


•^ 


<tf 


co 


CM 


•^ 


r^ 


m 


CD 




o 
o 


04 


























' H 


W 

a 

E-i 
O 


H 


























<D 


00 


r^ 


tv 


CO 


CM 


rx 


■st 


CO 


CO 


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| 


" H 


CM 


r«» 


CM 


r^ 


CM 


CM 


co 


CO 


co 




CM 

m 




25 






























Cn 


m 


CD 


in 


CO 


CM 


CO 


r-v 


in 


o 




O 


g 


*<> 


r-t 


CO 


!H 


o 


pH 


CO 


CM 


■vT 


CM 


<tf 




o 








CM 




CM 














o 




























rH 




























< 


H 


























1-3 


<D 


CO 


en 


CO 


i— i 


00 


CO 


CO 


O 


o 










CO 


m 


r-4 


o 


o 


^r 


<vT 


en 


T 


t>. 






Cu 


25 






*? 


CM 


"* 


CO 






CM 






en 




ClP 


M 


en 


o 


CO 


CD 


CO 


m 


en 


CM 


CM 




o 


O 


cm 


^ 


CM 

CM 


CM 


o 

CM 


r-» 


CO 


CO 


CM 


■* 




o 
o 

r-H 


N 


























S 





t^ 


vo 


pH 


en 


CD 


CO 


CM 


O 


K 


m 




r*. 


w 




CO 


CO 


en 




CD 


in 


CO 


c^ 


r- 1 


rv 




t>. 


CM 


25 






CO 


CM 


CO 


CM 






CM 






r*» 




o\o 


o 


m 


en 


o 


CO 


in 


CD 


CM 


CM 


o 




o 


10 

to 
w 




fH 


^r 


in 


co 


rH 


CO 


CM 


^ 


r* 


J, 




o 








CM 


fH 


CM 


i—i 












r-< 


S3 




























H 


M 






CO 




CD 


CO 


CD 


^ 


r*. 


en 




CD 


10 







00 


00 




m 




CM 




CO 




en 


D 






CO 


m 


CM 


CD 


m 


00 


t 


co 




t>» 


m 


g 


*""' 


00 


CM 


•vT 


co 






i— i 


































en 




25 






1 














n 




!-« 


2 


CO 


o 


o 


o 


o 


o 


o 


o 


O 




w 

Eh 






Q H 


w 


CM 


^r 


CD 


00 


o 


CM 




CO 


a, 


< 






<C 


H 










H 


rH 


rH 


rH 


D 


HU 




_l 


W W 


D 


1 


1 




i 


1 


! 


1 


1 


1 


:>h 




<C 


•-5 s 


2: 








rH 


rH 


rH 


rH 


rH 


rH 


^,a 






H 


H 




CM 


■"* 


\o 


U> 


o 


CM 




CO 


2: 




C3 


Eh 


£ 












rH 


H 


rH 


H 


M 


t~ 



46 











! °) 


1 ^ 


cn 


. ,n 


CN 


1 ° 


i ^ 


*7 


i ° 


i ° 






t\" 


rH 


u-) 


i G ^ 

I..: 1 


rH 


1 ; ' 


'H 


L. 


ro 


VO 


r 

i 


' o 
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1 I rH 


































'^ 


h 


(- 


a) 


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1 " 


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1 CM 


CO 


1 ' n 


m 


ro 


j 


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o 


0> 


in 




VO 












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r>j 


CO 


1 ' 


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1 rj 


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i 

i 


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r- 




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i 


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ro 


ro 


00 


CN 


rl 




CO 


r ^ 




o 

O 




u 
P 








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fH 


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H 








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a 






























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m 


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3 
























rH 




2 


S 
































r- 


ro 


in 


en 


r\i 


VO 


m 


in 


VO 


r\i 




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OP 




VO 


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en 


CO 


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rH 


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m 

rH 


ro 




o 
o 




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W 
EC 


u 

i 




























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r* 


ro 


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vo 




T 




O 




ro 


o 


in 


a\ 


en 




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P-o 


rH 




O 






3 






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in 






2 
































in 


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o 


o 


ro 


CTi 


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W 


c\« 


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LD 


VO 


CN 


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ro 


CO 


ro 




o 




« 








CN 


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H 












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D 
















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rH 






























W 


vD 


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O 


cn 


0\ 


in 


ro 


CO 


CO 


en 


ro 




r-i 




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in 


<n 


r- 


ro 


r^ 


cm 


VO 


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ro 




VO 




Cn 


S 




rH 


en 




CO 


in 




rH 


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rH- 




VO 
CO 








CN 


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o 


o 


vo 


VO 


CO 


m 


rH 


ro 




O 




% 


00 


rH 


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CT> 


ro 


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m 


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ro 


VO 


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o 










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O 
co 

w 




co 


LO 


(N 


m 


CO 


in 


o 


r* 


O 


en 




in 




CO 


vo 


rH 


VO 


<tf 


ro 


m 


en 


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rH 




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CO 


5? 


m 


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CM 








r- 


ro 


o 


rH 


ro 


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CO 




o 




CO 

to 


0\3 


rH 


vo 


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ro 


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rH 


rH 

cn 


ro 

rH 


CN 


ro 


in 


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o 
o 




w 


























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2 






























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to 

D 

CO 


u 

Q) 

■9 


co 


r* 


in 


ro 


CO 


in 


r^ 


vo 


rH 


o 




vo 




CM 


in 


in 


(N 




r^ 


in 


cm 


r^ 


ro 






>-i 


<* 


CM 


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in 


en 


rH 


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ro 


rH 




<N 










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Q 






P^ CO 


o 


o 


O 


o 


O 


o 


o 


o 




[•H 








a h w 


cm 


*cr 


VO 


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o 


cn 


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VO 


a* 


r^ 




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rH 


rH 


rH 


D 


£^ U 








M f:l D 


1 


I 


1 


1 


1 


1 


1 


1 


i 


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o 


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<H 


rH 


rH 




rH 




rH 






K- 




M H 




CM 




M 3 


CO 1 


o 


CM 


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VO 


IB 




CD 


_ 












■-< 


r-i 


rH 


•H ! 




1 — 



4 7 





] 


1 




—. 




























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* co cm j ' v 


o 


o ■ o" 








H CO 


















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rH ^ 


C\ 


rH rH "^ VJ ^ 


CM 


o 
o 




Eh 
O 





• 




i 












—i 






00 


CO 


o 


co r^ 

CM CO 
CM CM 


T r-( 

cm ^r 
cm m 

CO 


CO 
CD 


CM 


LO 
CD 


CD 




E-< 


f. 


CM 


CO 


^ 




CO 


^r 








3 
























^f 






X 


1 
















CM 




W 
Eh 

<: 

O 
M 

a 






^r 


■"* 


« CO 


^r 1 co 


<^ 


LO 










* 


- 1 


^ 


2 


10 CO 


1 


CM 


CO 


5 


O 
O 




^ 

























H 


CD 


























Eh 
O 






CM 


LO 
CM 


m 


r^ 


CM 

CM 


CO 


■^ 


CO 


CM 




CD 
CO 




3 | 3 




























r^ 


CD 


CD 


CM 


CO 


tv. 




C«s CM 


o 




O 






oV> 


eg 


CM 


co 
i— i 


to 


LO 


CO 


- 


CO 


CM 


to 




o 
o • 




W 






























M 


!; 
























Eh 
O 


CJ 


tO rv 
to j CO 


CO 


CM 
CO 


CO 
CM 


00 


CO 


CD 


- 


CO 




CO 
































s 


1 






1 


: 










>- 






CSJ 


o 


^ 


•"* 


LO 1 CD 


LO j to 


CM 


to 




o 


CO 


ll 


0\P 


CO 


1— 1 


00 


CO 


TJ< J to 
1 


CM J CM* 


LO 


CM 




o 

o 

r-1 


UJ 


< 
W 












1 
















s 


00 

LO 


o 

CM 


CO 


1— 1 
to 


CM 


"St 

CM 

co 




O 
LO 


O 
CT) 


O 
LO 




Si 




























^ 








CM 


r^ 


LO 


-H 


•H 


CD 


to 


i-H 


to 


CM 









1^ 
2 . 


<*> 


^ 


o 
i— i 


o 

CM 


CO 


CM 


CO 


M 


CM 


LO 


^J 4 




o 
o 




O 

CO 
« 

w 
to 




cd 

CD 


o 

CD 


to 
co 


CO 


to 

i— 1 
CM 


CM 


CD 
CM 


CO 
CO 


CM 












z 








1 I 




















o 


CO 


rs. 


CO J CO 


CD 


CO 


to 


CO 


LO 








CO 

CO 


eW> 


CM 


T 


O CD 
CM 


o 


CM 


CM 


CO 


CM 


^ 




o 




w 








1 










i - 






si 




H 
CO 
D 




to 

CO 
CSJ 


CO 
CM 

CO 
CM 


4098 
1934 


CM 




LO 


LO 

CO 

to 


CM 


c^ 
o 

CO 




J 




1 25 












1 






i s i 






















n> 


— b^rA 




O 2 CO 


















<tt 






2 M W 
H C-h 
Eh W D 


o 

H 

1 


O 
CM 
1 


o 
ro 


o 

■M* 


o 


■O 


o 1 o : 

r- co : 


3 | 


■P 

*, C3 


!di 


1 


h s; g 

<< H M 
S Eh £ 


O .-H 


H rH rH 

CM j CO ,* t 






y$ 


! 





48 







<N 


rH 


CM 


<J\ 


, 00 

1 


r-\ 


00 


rH 


<* 


^r 




o 






ex> 


O 


<* 


r-\ 


CT\ 


CN* 


CO 


rH 


CO 


o 


ro 




o 






t-i 


rH 


CM 




H 


rH 






rH 






. o 




EH 

O 












J 














rH 




U 



VD 


cr« 


rH 


rH 


00 


CO 


r~* 


r- 


CO 


r» 




CM 




r» 


(N 


m 


CO 


** 


<T> 


KO 


■^r 


CTl 


00 




CN 




«^ 


o 


o 


«T 


00 


00 


CM 


^r 


^ 


*r 




*? 






1 


i-l 


CM 


ro 


rH 


rH 


r-\ 






rH 






^T 




— n- 
w 


p?; 
























rH 






T 


LO 


rH 


CM 


O 


CO 


0> 


o 


00 


00 




O 




u 

H 


O'P 


r» 


ro 


a\ 


in 


o 


<J\ 


CM 


in 


CM 


^ 




O 








rH 


rH 




rH 








rH 


rH 




rH 




|2j 






























>H 




























H 


O 




























Eh 
O 


£ 


m 


r» 


I s - 


o 


O 


00 


<o 


o 


in 


<J\ 




VO 




2 


■H 


CM 


CO 


rH 


CM 


r-{ 




rH 


CM 


CM 




rH 




rH 


r> 


CO 


O 


m 


LO 


a> 


U> 


00 


CO 




o 






e«> 


00 




rH 


I s - 


o 

rH 


rH 


rH 


« 


rH 


•*r 




o 
o 




W 


























rH 
































S 


U 




























Eh 


0) 


rH 


"*)• 


O 


m 


CO 


CO 


CTl 


co 


in 


CM 




^«. 




O 


3 


^ 


t*> 


CTl 


co 


in 


r- 




CM 


00 


CM 




o 
in 








O 


"1 


°: 


° 


rH 


>x» 


C\ 






CT> 




o 




^ 


o\° 


CO 


CM 


o 


o 


«* 


•^r 


rH 


CO 


rH 


CO 




o 










H 


CM 


rH 


rH 


rH 






rH 






o 




3 

co 


























rH 
































<: 


u 




























w 


O 


H 


VO 


^> 


CM 


r- 


m 


<T\ 


co 


00 


^r 




rH 




h-i 




O 


LD 


v^> 


»X> 


rH 


CO 


KD 


rH 


O 






vo 




e* 


1 


CM 




r» 


ro 


in 


in 




rH 


^ 


rH 




ro 








CT> 


00 


r- 


o\ 


r- 


m 


in 


00 


[-N 


^r 




o 








rH 


co 


CM 


en 


rH 


CM 


rH 


CM 


00 


^ 




o 




►-1 




H 


rH 


CM 




rH 


rH 












o 




§ 


























rH 




o 

CO 






























*H 


co 


VD 


»x> 


r> 


f^ 


(T* 


CO 


cn 


CO 


CO 




m 




PI 





ro 


CO 


CO 


r» 


CM 


^ 




r» 


■5t< 


CM 








W 


•8 


ro 


ro 


<£> 


CM 




CO 






CM 


rH 




f- 




ft* 
























K 






P 
























CM 






53 
































o 


en 


o 


CO 


00 


^> 


CTl 


rH 


rH 


ro 




O 




CO 


c'.o 


rH 


^r 


rH 


o 


CM 


CM 


rH 


CO 


O 


CM 




O 




CO 




rH 


rH 


CM 


rH 


rH 


rH 






rH 






O 




H 

M 

CO 


























rH 




a 


r- 


in 


CM 


KO 


CM 


00 


o 


CO 


CO 


o 




UO 




D 


•n 


cr> 


CO 






CO 


rH 




CM 




r^ 




VO 




m 


r- 


o 


m 


r^ 


<J\ 


o\ 


rH 


CM 


r-> 


rH 










£ 


































rH 


r-i 


















r* 




15 ^ 


CO 




















(5 










M 


o 


o 


o 


o 


O 


O 


O 


O 


Cw 










f 1 


r-H 


rH 


IN 


ro 


-r 


lO 


^O 


r^ 


CO 


^> 


r i O 




j 




[« M 


\j 


l 


1 


l 


1 


1 


1 


I 


1 


i 


O H 




c=r; 








o 


r-l 






t~\ 


rH 








.: '0 




H— 




'■•■; m 


r-t 




rH 


CM 


ro 


v ~ 1 


m 


*..o 


r- 


CO 


i\ 




CD 




^__E^ 


:_i_ 












■' 











in 




1 — 





49 



TABLE 21-a 

PASSENBERS AND VISITORS BY TRIP PURPOSE 
WEDNESDAY 



PURPOSE 


PASSENGERS 


VISITORS 


VISITORS 

PER 
PASSENGER 


BUSINESS 


19,796 


4,215 


.213 


PERSONAL 


1,777 


1,977 


1.112 


PLEASURE 


1,914 


1,692 


.884 


OTHER 


523 


564 


1.075 


NOT INDICATEI 


189 


77 


.408 


TOTAL: 


24,199 


8,526 


.353 



TABLE 2tb 

PASSENGERS AND VISITORS BY TRIP PURPOSE 
SATURDAY 



PURPOSE 


PASSENGERS 


VISITORS 


VISITORS 

PER 
PASSENGER 


BUSINESS 


7,266 


3,539 


.4 86 


PERSONAL 


2,795 


3,332 


1.192 


PLEASURE 


3,661 


4,365 


l f 224 


OTHER 


504 


580 


1.151 


NOT INDICATE! 


196 


157 


.801 


TOTAL : 


14,422 


11,973 


.829 



50 



TABLE 2 2- a 
VISITORS BY PASSENGER'S TRIP PURPOSE BY HOUR OF THE DAY 
WEDNESDAY 



HOUR 
BEGINNING 


BUSINESS 


PERSON \L 


PLEASURE 


OTIICR 


NOT INDICATEI 


TOTAL: 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


0:00 AM 


5 


.1 
.1 
.3 

.1 

.1 

.9 

7.9 

6.0 

4.5 


6 


.3 


5 


.3 


1 


.2 


- 


• - 


17 


.2 


1:00 


3 


- 


- 


- 


- 


- 


2 


2.6 


5 


2:00 
3:00 
4:00 
5:00 
6:00 
7:00 
8:00 
9:00 
10:00 


12 

3 

2 

38 

334 

251 

190 


8 


.4 


8 

4 
22 


.5 


38 


6.7 


2 


2.6 


68 

3 
2 
43 

405 
454 


.8 

.1 

.1 

.5 

4.8 

5.3 


1 


.5 
.9 


1 
18 


.2 

1.3 


- 


- 


30 


5.3 


2 


2.6 


113 
73 


5.7 
3.7 


.67 


4.0 


23 


4.1 


" 


70 


4.1 


18 


3.2 


3 


3.9 
1.3 


353 
644 


4.1 
7.6 
6.1 
6.6 
4.3 ! 

'111 
J.: 1 \ 

8.0 
7.7 
7.5 ' 
7.5~ 


283 


6.7 


126 


6.3 


168 


10.0 


66 


11.7 


1 


11:00 


217 


5.1 


121 


6.1 


141 


8.3 


37 


6.5 


3 


3.9 


519 


12:00 PM 

13:00 

14:00 


193 


4.6 


159 


8.0 


144 
82 
154 


8.5 
4.8 
9.1 


42 
21 
34 


7.4 
3.6 
6.0 


23 
2 
14 


30.0 • 

2.6 
18.1 


561 
363 
578 


156 
259, 


3.7 
6.1 


102 
117 


5.2 
5.9 


15:00 
16:00 


282 


6.7 


129 


6. 1 


114 


6.7 


60 


10.6 


" 


~ 


584 

686 
660 
637 
637 
397 
165 
31 

8,520 


418 


9.9 


191 


9.5 


99 


5.9 


' 35 






13.0 

5.2 
10.3 


17:00 


318 


7.5 


. 191 


9.6 


132 
123 

81 
146 
112 

16 
4 


7.8 


6.2 


10 


18:00 
19:00 
20:00 
21:00 
22:00 
23:00 


366 
358 
274 
144 
96 


8.7 
8.5 
6:5 


• 144 

159 

136 

120 

50 


7. 3 

8. J 
6.3 
6.1 
2.13 


7.3 
4.8 
8.6 
6.6 
1.0 


27 
35 
72 
22 
4 


4.7 

6.2 

12.7 

3.8 

.7 


4 
8 


3.3 
2.3 


4.7 
1.9 


15 


.4 


13 


.7 


.2 


- 


.4 


TOTAL: 


4,215 


100.0 


1,977 


100.0 


1,692 


100.0 


564 


100.0 


77 


100.0 


100. c 



51 



TABLE 22-b 
VISITORS BY PASSEilGER'S TRIP PURPOSE BY. HOUR OF THE DAY 
SATURDAY 



HOUR 
BEGINNING 


BUSINESS 


PERSONAL 


PLEASURE 


OTHER 


MOT INDICATED 


TOTAL: 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


Number 


% 


0:00 All 


19 


.5 
.4 


33 
36 
11 


1.0 
1.0 


110 


2.5 


4 


.7 


- 


- 


166 


1.4 


1:00 


14 


31 


.8 


3 


.5 


3 


1.9 


86 


.7 


2:00 


35 


1.0 


.3 


2 


.1 


28 


4.8 


- 


- 


77 


.6 


3:00 


1 


" ~ 




















4:00 
5:00 
6:00 
7:00 
6:00 




















11 


.3 




.6 
















.3 

4.4 
7.2 

9.5 
8.8 


20 


3.7 


2 


.3 


- 


3.2 


32 
523 
862 


158 
237 


4.5 

6.7 


143 


4.3 


160 


57 


9.8 


5 


255 
321 
262 


7.7 
9.6 
7.9 


296 


6.8 


75 


12.9 


- 


- 


9:00 
10:00 


282 

314 


8.0 
9.0 


494 
432 


11.3 
9.9 


14 
44 


2.4 
7.6 


21 
3 


13.3 
1.9 


1,133 
1,055 


11:00 


366 


10.3 


284 


8.5 


687 


15.7 


42 


7.2 


25 


16.0 


1,405 


11.7 
6.5 
3.8 
7.1 


12:00 PM 


203 


5.7 


202 


6.1 


308 


7.1 


52 


9.0 


15 


9.6 


781 
455 
849 


13:00 
14:00 


168 
181 


4.7 
5.1 


130 
244 


3.9 
7.3 


120 
386 


2.7 
8.8 


30 


5.2 
5.8 


6 
4 


3.9 
2.5 


34 


15:00 
16:00 


286 


8.1 


305 


9.2 
5.6 


277 


6.3 


43 


7.4 


11 


7.0 


921 


7.7 
5.9 

::; 

t.«~! 


219 


6.2 


187 
















17:00 
18:00 
19:00 
20:00 
21:00 
22:00 
23:00 


260 


7.3 


235 
215 

81 
130 
136 

98 


7.1 
6.5 
2.4 
3.9 
4.1 
2.9 


170 
138 

342 
58 
32 


3.9 


8 


1.4 


30 


19.1 


703 

39 4 

648 
22< 
65 


299 
167 
108 
150 
51 


8.5 
4.7 
3.1 
4.2 
1.4 








3.2 

7.8 

1.3 

.8 


6 

13 

14 


1.1 
2.2 


2 

7 
4 
5 


1.2 

4.5 
2.5 
3.2 


2.4 
2.0 


2.0 


11 


.3 


5 


.1 


11 


.5 


TOTAL: 


3,539 


100.0 


3,332 


100.0 


4, 3C5 


100.0 


580 


100.0 


157 


100.0 


11,973 





TABLE 23" a 
PASSENGERS BY LEAD TIME BY HOUR 
WEDNESDAY 



52 



HOUR 
BEGINNING 


LEAD 


TIME IN MINUTES 
















0-20 


21-40 


41-60 


61-80 


81 

100 


101 
120 


121 
140 


141 
160 


161 
UP 


MOT 
INDI- 
CATED 


1 

TOTAL: ; 


0:00 AM 


- 


3 


11 


6 


11 


7 


1 


2 


4 


- 


45 | 


1:00 


- 


- 


7 


- 


5 


2 


- 


- 


2 


2 


17 ; 


2:00 


3 


5 


20 


5 


17 


13 


- 


2 


8 


3 


76 j 


3:00 


— — 


- 


- 


- 


- 


- 


- 


- 


- 


- 


-1 


4:00 


- 


- 


- 


2 


2 


- 


- 


- 


2 


5 I 


5:00 


- 


7 


16 


- 


- 


- 


- 


- 


- 


- 


22 I 


6:00 


3 


11 


49 


20 


40 


37 


17 


11 


26 


- 


215 | 


7:00 


23 


125 


89 7 


282 


213 


106 


5 


9 


23 


37 


1,721 1 


8:00 


•18 


78 


728 


365 


448 


171 


27 


.18 


12 


30 


1,89 4 


9:00 


8 


53 


370 


213 


330 


178 


18 


14 


21 


18 


1,223 


10: 00 


15 


40 


375 


200 


295 


169 


35 


52 


6 4 


32 


1,277 
1,4 29 


11:00 


21 


54 


348 


204 


355 


263 


31 


41 


66 


46 


12:00 PM 


18 


49 


273 


149 


254 


228 


34 


46 


84 


21 


1,155 


13:00 


13 

'IT 


55 


281 


165 


251 


254 


29 


63 


89 


23 


1,222 

1,793 


14:00 


76 


3'6 5 


215 


353 


428 


63 


83 


119 


61 


15:00 


18 


85 
112 


449 
517 


252 


490 


414 


39 


82 


153 


52 


2,032 


16:00 


278 


525 


482 


52 


106 


149 


60 


2,303 j 


17:00 

• 


■ 15 


80 | 339 
i 


_ »5| 
176 ! 

..._._„! 
.. ii8 i 

47! 

1 "j 


450 


501 


92 
120 

49 
21 

5 


132 
182 
114 

r»~ 
i i7 
i * 


258 
347 
271 
173 

« 

' 2 


57 
47 
27 
30 
28 
5 


2,11? ! 


18:00 


1, 


68 


296 

271 


49 3 
256 
153 
100 

33 
9 


_ 653 

._i 7 _° 

125 
_._ 

27 


2,4C2 


19:00 


16 
20 

~7o~" 

4 
4 


59 


1,46-1 


20:00 


54 | 209 
42 j 154 
14 ; 59 

; 5 ; 18 


952 | 


21:00 
22:00 
23: 00 


5 76 

192 

49 


TOTAL: 


290 


'1,076 


G , A 9 


1 
1 . 1 
3 , 4 (i 


[i , o fi ? 


1 , •] 1 3 


6 4 7 


1. , 30 


1 ,9 80 


SCO 


""1 
24, 198 



TABLE 23-" 
PASSENGERS BY LEAD TIME BY HOUR 
SATURDAY 



53 



HOUR 
BEGINNING 


LEAD 


TIME 


IN MINUTES 














TOTAL: 


0-20 


21-40 


41-60 


61-8C 


81 

100 


101 
120 


121 
140 


141 
160 


161 

UP 


NOT 
INDI- 
CATED 


0:00 AM 




8 


27 


-11. 


40 


19 


4 


13 


15 


2 


156 

57 


1:00 


3 


8 


17 


6 




6 




3 


14 


- 


2:00 






11 


7 


13 


9 


4 




7 


2 


53 


3:00 
























4:00 
















— 




.. 




5:00 




5 


















5_. 

78 


6:00 


.4 


4 


41 


12 


5 


7 








5 


7:00 


?.fi 


122 


578 


196 


230 


96 


17 


22 


24 


40 


1351 


8:00 


14 


107 


561 


205 


319 


150 


23 


43 


71 


56 


1549 


9:00. 


19 


- 53 


444 


232 


313 


177 


14 


21 


-4.5. . 


-3.2 - 


1355... 

._..J252 

. .L52J3 


10:00 


_18 


54 


293 


178 


264 


222 


38 
27 


59 ; 
-40 


98... 

_8£L 


34_. 

..42 


11:00 


7* 


97 


406 


_230. 


329 


242 


12:00 PM 


4 


23 


208 


100 


225 ■ 


125 


15 


32 


51 


. 39 


822 


13:00 
14:00 


2Dl__ 
14 


„28-._ 
68 


.19.5—. 

210 


7.6. 

100 


— xsa. 

217 


~ 96_ 
145 ' 


.JL8— . 

18 


. .18— 
22 


...40. 
83 


_32_ 
22 


I 

1 
899; 


15:00 


14 
15 


39 


238 
208 


82 


181 


162 
103 


27 


37 


72 


23 


903 : 


16:00 


105 


154 


11 

23_. 

_ 24. 

._._12 .. 
4... 

: 


33 

25 

._40 ._ 
23 

In 

I - -• - 

! 5 

i ■'•'. 


52 
_._61.. 
.81 
4>l 

:«! 

41 
5 . 


18 
__26___ 
... 10. 

14 

_ 16 

8 

5 


73S 1 


17:00 




43 


_L42 

-2.2.1. .. 


zo! 

_.92.i 

so! 

"J 


L3Z-. 

...15.1 
__104 . 
7.4_ 

38 


. L2.2._ 

.121.. 

IQ4. ... 

_ 38... 

57 

29 

16 


i 
633.; 


18:00 


. . 792 ' 


19:00 
20:00 


2 
.5 


30 

;.j3 

1 


119 
. 9_0_ 


.. _500 
. . 364 


21:00 
22:00 
23:00 


1 i 

117 ! 60 ' 

; 'T ! 

45 ! 9: 

22 1 n! 


m39: 

169 

87 


TOTAL: 


; 2 in 


1 048 


4192 '1903 ' 


3097 


2(JM 


288 


464 


9,5 


432 


144 



TABLE 24-a 
DISTRIBUTION OF LEAD TIME AS PERCENT OF PASSENGERS IN THE HOUR 

WEDNESDAY 



54 



HOUR 
BEGINNING 


LEAD 


TIME IN MINUTES 












0-20 


21-4C 


41-60 


61-8C 


81 
100 


101 
120 


121 
140 


141 
160 


161 

UP 


NOT 
INDI- 
CATED 




0:00 AM 


- 


6.7 


24.5 


13.3 


24.4 


15.5 


2.2 


4.4 


8.9 


- 




1:00 


• - ' 


- 


40.0 


- 


30.0 


10.0 


- 


- 


10.0 


10.0 




2:00 


4.3 


6.5 


26.0 


6.6 


21.8 


17.4 


- 


2.1 


10.8 


4.4 




3:00 


- 


- 


- 


- 


- 


- 


- 


- 


- 


- 




4:00 


- 


- 


- 


- 


33.3 


33.3 


- 


- 


j 


33.3 




5:00 


- 


30.0 


70.0 


- 


- 


- 


- 


- 


- 


- 




6:00 
7:00 


1.6 


5.2 


22.6 


9.3 


18.8 


17.2 


7.9 


5.3 


12.1 


- 




1.3 


7.3 


52.1 


16.4 


12.3 


6.1 


.2 


.5 


1.3 


2.2 




8:00 


1.0 


4.1 


38.4 


19.3 


23.6 


9.0 


1.4 


1.0 


.6 


1.6 




9:00. 


.6 


4.3 


30.2 


17.4 


27.0 


14.6 


1.5 


1.1 


1.7 


1.5 




10:00 


1.2 


3.2 | 29.4 


15.6 


23.1 


13.2 


2.7 


4.1 


5.0 


2.5 




11:00 


1.5 


3.8 


24.3 


14.3 


24.8 


18.3 


2.1 


2.9 


4.6 


3.2 




12:00 PM 


1.5 


4.2 


23.6 


12.9 


22.0 


19.7 


2.9 


4.0 


7.3j 1.8 




.13:00 


1.0 


4.5 I 23.0 


13.4 


20.5 


20. 8 


2.3 


5.1 


7 i 


1.9 




14:00 


2.0 


4.2 | 20. 3 


12.0 


19.6 


23.8 


3.5 


4.6 


6.6 


3.4 




15:00 


.8 


4.2 


22.0 


12.4 


24.1 


20.4 


1.9 


4.0 


7.5 


2.5 




16:00 


1.2 


4.9 


22.4 


12.0 


22. 7 


20.8 


2.2 


4.5 


6.5 


2.6 




17:00 


.7 


3. 8 1 16.0 


9.1 


21.2 


23.6 


4.3 


6.2 


12.1 


2.7 


18:00 


.8 


1 
2.8 | 12.3 


7. 3 


20.5 


27.1 


5.0 


7.6 
7. 7 


14.5 


2.0 




19:00 
20: 00 
21:00 
22:00 
23:00 

TOTAL: 


1.0 
2.0 
1.7 
1.8 
7.4 

1.1 


1 

4.0 j 18.5 

5.7 I 21.9 
7.2 j 26.6- 

7.4 j 30.6 
11.1 1 37.0 

4.4 '25.0 


9.1 

7 ZJ t 

7.4: 

i 

18. 5i 

1 

12.5 


17.4 
16.0 
17.4 
17.6 
18.5 

21.0 


18.4 

JL 3 ;A 

14.5 
13.9 

18.2 


3.3 
2.2 
2.0 
2. 8 

2.6 


18.5 


1.9 
3.1 
4.9 
2. 8 

2. 3 




5.3 

2.9 

i 

! 1-9 

' 4.2| 


18.1 

14.5 

13.9 

3. 7 

8.1 





TABLE 2r b 
DISTRIBUTION OF LEAD TIME AS PERCENT OF PASSENGERS IN THE HOUR 

SATURDAY 



55 



HOUR 
BEGINNING 


LEAD TIME IN MINUTES 


0-20 


21-40 


41-60 


61-80 


81 

- 

100 


101 
120 


121 
140 


141 
160 


161 
UP 


NOT 
INDI- 
CATED 


0:00 AM 




5.2 


17.4 


17.4 


25.7 


12.2 


2.6 


8.4 


9.7 


1.3 


1:00 


5 


15.0 


30.0 


10.0 




10.0 




5.0 


25.0 




2:00 






20.8 


12.5 


25.0 


16.7 


8.3 




12.5 


4.2 


3:00 






















4:00 






















5:00 




100.0 


















6:00 


4.5 


4.5 


52.2 


15.9 


6.8 


9.C 








6.8 


7:00 


1.9 


9.0 


42.7 


14.5 


17.0 


7.1 


1.3 


1.7 


1.8 


2.9 


8:00 


1.0 


6.9 


36.2 


13.2 


20.6 


9.7 


1.5 


2.8 


4.6 


3.7 


9:00 


1.4 


3.9 


32.8 


17.0 


2,3.1 


13. C 


1.0 


1.6 


3.3 


. 2.x 7 


10:00 


.1,4..; 


4.3 


23.3 


14.2 


21.0 


17.7 


3.0 


4.7 


7.8 


2.7 


11:00 


1.7 


6.3 


26.6 


15.0 


21.5 


15. £ 


1.8 


2.6 


5.8 


2.7 


12:00 PM 


.5 


2.8 


25.3 


12.1 


27.4 


15'. c 


1.9 


3.8 


6.2 


4.7 


13:00 


2.9_. 


. 4U 


28,7 


11 .1 


23.1 


14.1 


2.6 


.JL.^ 


5.9 


4.7 


14:00 


1.6 


7.6 


23.4 


11.2 


24.2 


16.2 


2.0 


2.4 


9.2 


2.4 


15:00 


1.6 


7.7 


26.3 


9.1 


20.0 


17. c 


3.0 


4.0 


7.9 


2.6. 


16:00 


2.0 


5.3 


28.2 


14.2 


. 20.8 


14. C 


1.6 


4.4 


7.1 


2.4 


17:00 


- .5 


3.9 


22.2 


10.9 


21.4 


19. £ 


3.6 


3.9 


9.6 


4.1 


18:00 


1 
1.1 5.5 


27.9 


1JLJ 


_ _13^Q. 


... ULi 


...3.1. 


- 5_J) 


ODL3 


1-3 


19:00 


3_._. 

— 4.4 , 


___6^.0_ 
4*9 


—J2L3...9 
24.7 


15. S 


20.8 


...-2Q^± 


2,4 


4-5 


8.> c 


2.7 


20:00 


2a.3 


10.^ 


1.1 


4,4 


.... 9_.3 

.3.2 

| 

6.4 


4_. 3. 

1.9 
__.3,1. 

3.0 


21:00 


1.3 
3.2 

1.5 


7.5 

._8.5 .... 

5.8 


26.7 
__26.6 
__25.0 

29.0 


13.7 

._ 

..... 5 J 

j 

12.3 

j 

13.2 


22.4 

27.7 

...43.8 

21.4 


12. S 

_._ia.a 


1_.0 
2.JL. 


3.2 
7.2 



3.2 


22:00 
23:00 


TOTAL: 


14.2 


1.9 



(HDLt 25 -a 

PASSENGERS BY TERMINAL WAITING TINE BY HOUR 
WEDNESDAY 



56 



HOUR 
BEGINNING 


TERMINAL WAITING TIME IN MINUTES 


: 


0-10 


11-20 


21-30 


31-40 


41-50 


51-6C 


61-7C 


71-80 


81-90 


NOT 

INDI- 
CATED 


TOTAL: 


0:00 AM 


8 


6 


10 


3 


5 


6 


2 


1 


4 


- 


45 


1:00 


3 


2 


2 


2 


7 


— 


— 


— 


2 


— 


18 


2:00 


13 


8 


17 


5 


10 


7 


- 


2 


11 


3 


76 


3:00 


""-- 


















4:00 










2 


- 


2 


2 


— 


6 

22 

215 


5:00 


4 


9 


7 


2 














6:00 


29 


30 


33 


18 


21 


31 


6 


13 


32 


2 


7:00 


340 


399 


500 


177 


137 


91 


5 


11 


27 


34 


1720 


8:00 


301 


351 


512 


213 


237 


162 


26 


27 


46 


21 


1894 


9:00 • 


130 


208 


290 


175 


160 


152 


18 


26 
30 


44 
98 


21 
29 


1223 
1277 

.... 1429. 
1155 
1223 
17SS 

2032 

23C8 
211? 

2402 

1466 

9b 2 
576 
192 

49 


10:00 


117 


186 


332 


119 


185 


157 


25 


11:00 


204 


233 


295 


107 


144 


170 


23 


43 


175 

134 


_J4_ 

13 
49 


12:00 PM 


17! 


177 














13:00 


147 

21? ' 


165 
~2~51~ 


286 
29~8 


106 


136 


166 


25 


45 


14:00 


164 


212 


247 


46 


69 


250 


15:00 


239 j 278 


425 


222 


234 


263 


54 


64 


206 
252 


47 

52 
48 

36 

31 


16:00 


242 J298 


461 


273 j 


238 


365 


46 


81 


17:00 


167 j 190 


359 


189 j 253 


366 

446 

201 _ 

128 

62 

39 
....... 


87 
76 

_4_6_ 
15 
12 
2 
2 


85 

157 

57 _ 
26 

| 20 

1 7 

! - 


373 
582 

440 


18:00 


i 
137 ; 173 


341 
192 


188 J 266 
106 j 126 


19:00 


124 j 144 
105 j 104 
82 j 72 
21 ' 23 
15 4 


20:00 


173 j 72 J 94 

103 1 25 ! 50 

25 j 11 J 18 

1 7 i 4 ; n 


202 | 35 

134 ' 17 

44 . 2 

2 i — 


21:00 
22:00 

2 3:00 


TOTAL: 


2812 


3311 


4900 


2281 


2C77 


3224 


541 


790 


3153 


495 


24199 



1ACLL £>-b 

PASSENGERS BY TERMINAL WAITING TIME BY HOUR 
SATURDAY 



57 



HOUR 
BEGINNING 


TERMINAL WAITING 


TIME IN MINUTES 










TOTAL 


0-10 


11-20 


21-30 


31-4C 


41-50 


51-60 


61-70 


71-80 


81-90 


NOT 
INDI- 
CATED 


0:00 AM 


15 


13 


37 


19 


17 


35 


— ' 


2 


13 


4 


_156_ 
56 


1:00 


6 


11 


8 


— 


3 


8 


— 


— 


17 


3 


2*00 


9 


11 


9 


~ 


9 


7 


— 


— 


9 





53_ 


3:00 






















4:00 






















5 


5:00 


- 


— 


5 




4 












6:00 


14 


8 


35 


5 


2 


— 


— 


5 


4 


77 


7:00 


138 


229 


351 


138 


225 


155 


15 


17 


43 


41 


1351 


8:00 


174 


244, 


402 


150 


196 


128 


34 


41 


119 


61 


1549 
1354 
1256 
1527 

683 

905 
73S 


9:00 


148 


210 


325 
237 


162 
122 


191 
190 


163 
164 


31 
18 


19 
60 


62 
128 


43 
44 


iO:UU 


lib 


178 


11:00 


124 


215 


293 


152 


204 


221 


29 


63 


192 


34 


12:00 PM 


50 


103 
















28 
21 


13:00 
14:00 


80 
79 


98 
118 


132 
131 


42 
124 


88 


88 


10 


28 


88 j 


88 


129 


14 






15:00 


104 
102 


111 
95 


168 


97 


100 


135 


20 


37 


112] 


16:00 


134 


77J 

l 


80 


123 


15 


18 


82 [ 




17:00 


58 


7*8 


124 


46 | 


81 


108 


10 


18 
_33_ 

18 I 

..7.| 
9 ! 

-_ 


94 I 

118 1 

104 i 

1 

50 j 

42 ' 

11 


_ 23 
__21_ 
23 
16 
20 
11 
5 


__ 640 

. _792 

__ 497 

362 

439 

170 

86 


18:00 


* 
83 


109 


166 

65 


_76J 
44; 


78 


90 


_J9_ 

11 

2 

3 

13 


19:00 


50 

48 " 
61 

i 3 . 

5 


63 


1 
42 | 80 

38 j 48 


20:00 


50 | 80 
37 j 112 

24 j_«3_ 

22 ; 27 


24 | 
... . 


2.1:00 
22:00 
23:00 


49: 61 ; 47 
2o! 14 \ 13 

•5 ; 22 ! 


TOTAL: 


1476 


2028 '3051 


1431J 1847 


1892 


266 


477 j 


1493 


487 


14422 



DISTRIBUTION OF TERMIilAL WAlnilS llii AS" PERCENT Or PASSERS 3 

Iii THE HOUR 



HOUR' 
BEGINNING 1 


' TERMINAL WAITING TIME 


.IN MINUTES 








0-10 


11-20 


21-30 


31-40 


41-50 


51-60 


61-70 


71-80 


NOT 
INDI- 

81 " UP gated 


.0:00 AM 


JULSL 

20.0 


JJLJL 

10.0 


10.0 


10.0 


..JU 
40.0 


4^.z. 


..jL.iL 


JUL- 


10.0 


_=r_ 


1:00 


2:00 


17.4 


10.9 


21.7 


6.5 


13.1 


8.7 




2.2 


15.2 


4.4'. 


3:00 


■--=—■ 




















4:00 






_-_ 




33.3 


• 


33.3 


33.3 




5:00 


_ZQ..0__ 


4n. n 


30. n 


10.0, 


10.0 


m 

4 


*> 








6:00 


13.fi 


i3.q 


1 S . 4 


8.4 : 


1A.A. 


.3 


.6.2__ 
.6 


.15..0_ 


,9 


7:00 
8:00 


1Q ,R 


71 7 1 9Q 1 


10,3 


8.0 


5.3 


1.6 


2.0 


.15.9 


JLLJLIJILlJL 

17.0 : 23.7 


11.3 


12.5 


8.5 


1.4 


1.4 


'2.4 


1.1 


9:00 


10.7 


Jti*3. 

3 . 3 


13 ;o 


12.4 


. l-'S 


2.'1 


3.6 


1.7 


i li : in'} 


! i 
9.2 14. 6 j 26.0 


i 

1 A C' 10 "J 


2.0 '2.4 


7.6 


'/ . 3 ! 


11:00 


14.3 


16.3 


20.6 


_ 7.5 


10.1 


_ 1L9 


JJ.„ 


3..0 


JJJL. 


2.4 


12:00 .PM 


1/1 R 


IS. 3 


20.8 


8.8 


11.0 13.8 


2.3 


2.7 


8.1 


1.9 


13:00' 


JJLJL- 


.Jl_5_ 
14.0 


23.4 
16.6 


—8,6. 

Q 1 


I 
11. 1 

11 P 


13.6 


2.0 


3.7 


11.0 


i.O 


14:00 


__LU£_ 


1? R 


9 q 


_3_^8 


13.9 


2.7 


15:00 


ii...a 


1.3*. 7 


?0.9 


.10.9. 


Jl.? 


13 n 


2 . 7 


3,2 


in.i 


? 1 


16:00 


m.s 


12.9 


?n,n 


11 T R 


io. a 


1S.R 


7.0 


3,5 ' 


11 .0 


2.3 


17:00 


7 Q 


Q n 


ik q 


ft.q 


il .o 


17,3 


4.1 


4 


-1J-J5 


7 3 


18:00 


5.7 


7^2 


_liL.2 


L.A 


11. C 


JL&.£ 


__JL.2_ 




JLLJL 

30.0 


2. 1 


19:00 


B.A 


9.8 


UJ 


7.2 


8.6 


UJ 


20:00 


11.0 


10.9 


18.1 


7.6 


10.0 


13.4 


1.6 


2.8 


21.2 


3.6 
2.9 


21:00 


14.2 


12.5 


18.0 


4.3 


8.7 


11.0 


2.0 


3.5 


23.2 


22:00 
23:00 


__11._1_ 
29.6 


12.0 

7.4 


_.1JLJL 

._i.4...r_; 

20.3 


5.6 
1 
-Z.A| 

9.4 


9,3 

22.2 

11.1 


_2£L_4 
13.3 


_.a_z.. 


- 3 : 7 -- 


-2X.L 
_3_.z. 
13.0 


2.0 


TOTAL: 


11.6 


13.7 


-2.2 1 3.3 



DISTRIBUTION OF TERMINAL 



NAITINGTI'ME AS PERCENT OF PASSENGERS 

IN TiiE hOUR 
SATURDAY 



59 



HOUR 
BEGINNING 


TERMINAL WAITING TIME IN MINUTES 


0-10 


11-20 


21-30 


31-4C 


41-50 


51-60 


61-70 


71-80 


81- U? 


NOT 

CATZL' 


0:00 AM 


9.7 
10.0 * 


8.3 
20.0 


23.8 
15.0 


12.2 


11.0 
5.0 


22.4 
15.0 


I — 


1.3 


8.3 
30.0 


2.6 
5.0 

1 


1:00 


2:00 


16.6 


20.8 


16.6 


" 


16.6 


12.5 


" 


-- 


16.6 


3:00 




















1 


4:00 




















5:00 


— 


— 


100. 
















•6:00 


18.1 


11.3 


45.4 


6.8 


4.5 


2.2 


-- 


-- 


6.8 


4.5 


7:00 
8:00 


10.1 


16.9 . 


25.9 


10.1 


16.6 


11.4 


1.1 


1.2 


3.1 


3.0 


11.2 


15.7 


25.9 


9.7 


12.6 


8.2 


2.1 


2.6 


. 7.7 


3.9 


9:00 10.9 


15.5 


23.9 


11.9 


14.0 


12.0 


2.2 


1.4 


4.6 ! 3.2 

i 


10. CO ! 3.2 
i 


14.1 


18.8 


9.7 


15.1 


13.0 


1.4 


4.8 


10.1 


3.5 


11:00 


8.1 


14.0 


19.1 


9.9 


13.3 


14.4 


1.9 


4.1 


12.5 


2.2 


12:00 PM 


6.1 


12.6 


20.2 


10.2 


16.2 


15.7 


2.8 


3.2 


9.1 


3.5 


13:00 


11.7 


14.3 


19.3 


6.1 


12.9 


"1*2.9 


1.4 


"aa 


12.9' 


4.1 


14:00 


8.8 


13.1 


14.6 


13.8 


9.8 


14.3 


1.6 


4.6 


14.3 


5.0 


15:00 


11.4 


12.2 


18.6 


10.7 


11.0 


14.8 


2.1 


4.0 


12.3 


2.3 


16:00 


13.7 


12.8 


18.1 


10.4 


10.8 


16.6 


2.0 


2.4 


11.0 


1.8 


17:00 


9.0 


12.1 


19.3 


7.2 


12.6 


16.7 


1.6 


2.8 


14.8 


3.6 


18:00 


10.4 


13.8 


20.9 


9.6 


9.8 


11.3 


2.4 


4.1 


14.9 


2.6 


19:00 


10.0 


12.6 


12.9 


8.8 


8.4 


16.0 


2.1 


3.6 


20.8 


4.5 


20:00 


13.1 


13.7 


22.0 


6.6 


10.4 


13.1 


.5 


2.1 


13.7 
9.6 


4.3 
4 . 5 


21:00 


13.9 8.5 


25.4 
25.5 
31.2 

14.0 


11.2 
11.7 

21.1 


13.8 
8.5 


10.6 


.6 


1.6 
5.3 


22:00 j 7 .4 j 13.8 


7.4 


7.4 


6.3 | 6.3 


23:00 

TOTAL: 


6.3 


3.3 


2 5.0 



10.2 


6.2 

9.9 


2 5.0 
12.8 


13.1 


1.8 


3.1 ! 
1 


6.3 

10.3 



TABLE 27-* 
PASSENGERS AND VISITORS BY HOUR OF THE DAY 
WEDNESDAY 



60 



HOUR 






VISITORS 




BEGINNING 


PASSENGERS 


VISITORS 


PER 
PASSENGER 


I 


0:00 AM 


44 


18 


.41 


1 


1:00 


17 


5 


.29 


! 


2:00 


76 


68 


«90 


1 


3:00 


_ 






1 


4:00 








I 




■s 


3 


*_60 




5:00 


22 


2 


.09 


] 


6:00 












215 


__3_ . 


. 20 




7:00 


1721 


4ns 


.24 




8:00 


1894 


454 


.24 


; 


9:00 











1232 


_3_53. _______ 


____ 


• 


iu: ou 








i 




12ZZ 


644 


.50 




11:00 










1429 


. _ .519 . . 


„ -36 




12:00 PM 








i 





1148 


561 


..___49 




13:00 








1 




122JL 


3 163.. _.._ 


2.9. 




14:00 


1798 


578 


.32 




15:00 








. 




2033 


584 


.29 




16:00 








! 




23Q8, ... 


7.12 


..,31 




17:00 










— 


__.21.18 


686 


.32 


1 


10:00 


2402 


660 


,28 




19:00 


1466 


: 637 


.43 




20:00 












_953 


637. 


.67. 




21:00 












576 


397 


.69 




22:00 












192 


165 


86 


. 


2.1:00 










— — 


49 


31 


... ...63„ .._ 




TOTAL! 


24,199 


8,526 


.35 





TABLE 27- b 
PASSENGERS AND VISITORS BY HOUR OF THE DAY 
SATURDAY 



61 



hour 






VISITORS 


BEGIi!i!Ii!G 


PASSENGERS 


VISITORS 


PER 






PASSENGER 


0:00 All 










_L43_ 


166 


l , if; 


1:00 










5_6_ 


8.6 


I.54 


2:00 - 


53 


77 


1 4*> 


3:00 






i 


4:00 








5:00 








5 






6:00 










78 


32 


.41 

.J39 


7:00 
8:00 


... .1,351 .. . . 
„U5.!9 


523 


862 


^56 


9:00 




\ • 






1 354 


1 133 


pz 


1 : «') 








"~il":00 ~ 


..._.U&5l8__ _ 


1,055 


.84 








. — 


__JL52£ 


1,405 


.9.2. 


12:00 PM 






| 




a2.Q 


ZSJL 


.95 J 


13:00 






i 




683 


455 


..__..67 1 


14; 00 


_89? 


_849 


...94.. 


15:00 










_905 


921 


_ 1.02 


16:00 








17:00 


739 


58.0 


.78..._.; 







6JLQ 


.._..*__703.. _____ 


l,iP 1 


.18:00 






i 




806_ 


_,. 69V 


-.87 ! 


19:00 


497 ___ 


394 


' ! 

.79 j 


20:00 






[ 




_.._ 363 


3.17 _ 


.87. ... ! 


21:00 






I 




„__43? 


648 


1...48 


22:00 










.. 17.Q 


2.24 


1,32 1 


23: 










8G_ _ 


65 


.76 ■ 


TOY/:!.: 


14,423 


11,973 


~7.~] 



TABLE 28-a 

PASSENGERS BY FLIGHT TIHE PREFERENCE 

WEDNESDAY 



62 



hour 


SATISFIED 

WITH HIS 

FLIGHT 

TIME 


NOT 

SATISFIED 

WITH HIS 

FLIGHT 

TIME 


NOT 
INDICATED 


WOULD 
PREFER 
THIS HOUR 


TOTAL ON 

ACTUAL 
SCHEDULE 


TOTAL 

PREFER 

SCHEDU 


d:, 1 

P.ED 
LE 




EGIWNING 


NUMBER 


% 


NUMBER 


<* 


OtOO AM 


38 


6 


1 


6 


45 


.2 


45 


.2 


1:00 


7 


10 


- • 


32 


17 


. 1 


39 


T 


2:00 


45 


26 


5 


17 


76 


. 3 


67 


.3 




3:00 


- 


- 


- 


16 


-' 


- 


16 


. ] 




4:00 


• - 


5 


- 


25 


5 


- 


30 


. ] 


5:00 


22 


... - 


- 


34 


22 


. 1 


56 


..; 


6:00 


16*2 


47 . 


6 


112 


215 


.9 


280 


i. j 


7:00 


1352 


337 


32 


252 


1721 


7. 1 


1636 


6. 5 


8:00 


1534 


324 


36 


386 


1894 


7.8 


1956 


8. 




9:00 


995 . 


205 


23 


338 


1223 


5. 1 


1356 


5. j 




10:00 


1040 


215 


22 


267 


1277 


5.3 


1329 


5. i 




11:00 


1119 


264 


46 


171 


1429 


'5.9 


1336 


5. ! 




12:00 PM 


948 


180 


27 


188 


1155 


4.8 


1163 


4. 1 




13:00 


1004 


190 


29 


176 


1223 


5. 1 


1209 


5. 1 




14:00 


1408. 


344 


46 


246 


1798 


.7.4 


1700 


7. 




15:00 


1641 


346 


46 


416 


2033 


8.4 


2103 


8. 




16:00 


1896 


376 


36 


498 


2308 


9. 5 


2430 


10. i 


17:00 


1665 


415 


38 


586 


2118 


8.7 


2289 


Q . ■ 


18:00 


1834 


532 


36 


554 


2402 


9.9 


2424 


10. 


19:00 


976 


'461 


29 


262 


1466 


6. 1 


1267 


5. 


20:00 


606 


326 


21 


134 


953 


3.9 


761 


3. 


21:00 


317 


229 


30 


71 


■" 576 


2. 4 


418 


1. 


22:00 


158 


30 


4 


53 


192 


.8 


215 




23:00 


40 


7 ' 


2 


33 


49 


. 2 


75 




TOTAL: 


18, 808 


4, 876 


515 


4, 87 6 


24, 199 


100. o 


2 1, 199 


H> . 



TABLE 29-a V 64 

PASSENGERS USING AIRPORT BUS BY BOARDING POINT AND BY HOUR OF FLIGHT 

WEDNESDAY" 



HOUR 
EG INNING 


Palmer 
House 


T3 C 
03 O 
U -P 
C -H 
OH 
U 33 


i 

03 

n c: o 

<D O 

jz -u .c 
to u 


M 

u 

Q 


I 

u c 
a) fl 
X! E 
in 


i 

w u 

03 
H 03 


i 

w 

c c 
a o 

> -M 

W 


u 

<D 
X! 

4J 

o 


i 

■P U H3 

OHO 

2 T3 4J 

C n3 


TOTAL: 




0:00 AM 


1 


2 


1 


1 


- 


" 


" 


3 


- 


8 




.1:00 


3 


- 


- 


- 


- 


- 


" 


- 


- 


3 




2:00 


13 


2 


- 


- 


- 


2 


" 


'- 


- 


17 




3:00 


- 


- 


- 


- 


- 


- 


- 




" 


- 




4:00 


- 


- 


- 


- 


- 


- 


- 


- 


- 


- 




5:00 


- 


- 


- 


- 


- 


- 


- 


- 


' - 


- 




6:00 


. 10 


4 


5 


;. - 


2 


- 


-' 


9 


- 


30 




7:00 


50 


24 


9 


3 


2 


2 


- 


18 


• 2 


110 


! 


8:00 


48 


23 


9 


3 


9 


4 


9 


64 


1 


170 




9:00 


27 


20 


18 


.8 


15 


12 


2 


48 


1 


151 




.1.0:00 


5 _ 8 


32 


10 


. 11 


6 


6 


11 


77 


6 . 


217 




11:00 


127 


58 


11 


9 


14 


8 


5 


89 


2 


322 




12:00 PM 


71 


47 


19 


13 


6 


3 


8 


60 


2 • 


229 




13:00 


104 


61 


11 


7 


9 


7 


4 


104 


4 


310 




14:00 


139 


82 


29 


6 


9 


i 

6 


• 7 


107 


- 


384 




15:00 


162 


88 


19 


18 


19 


12 


8 


156 


2 


484 




16:00 


165 


69 


39 


10 


33 


9 


5 


163 


3 


496 




17:00 


172 


90 


22 


18 


37 


3 


•12 


161 


2 


517 




18:00 


231 


112 


42 


13 


34 


15 


9 


256 


6 


719 




19:00 


108 


51 


• 24 


2 


8 


12 


10 


126 


2 


342 




20:00 


64 


2 3 


5 


5 


10 


3 


5 


56 
47 
14 


2 
2 


172 
1] 7 

4,892 




21:00 


45 


3. 


8 


3 


7 


- 


2 




22:00 


9 

1,600 


4 
79 5 


3 


2 


- 


- 




2 3:00 

TOTAL: 


285 


13 3 


2.18 


104 


9 6 


1, 5 59 


3 4 





TABLE 29 -b 
PASSENGERS USING AIRPORT BUS BY BOARDING POI 

SATURDAY 



65 

'IT AND BY HOUR OF FLIGHT 



HOUR 
BEGINNING 


Palmer 
House 

Conrad 
Hilton 


i 

^ c 
0) c 

x: 4-> .c 

CO u 


u 

Q 


i 
u c 

CO 


if) u 
rti O 


10 

c c 
fd o 
> -p 

w 


u 

V 

o 


•4-J U TS 

o -h a 

'S, '0 4-> 


TOTAL: 




0:00 AM 


2 1 2 


_ 


_ 


4 


_ 


_ 


2 


_ 


10 




.1:00 


3 


_ 


_ 


_ 


_ 


_ 


_ 


_ 


_ 


3 




2:00 


11 


- 


- 


- 


- 


- 


- 


- 


- 


11 




3:00 


- 


- 


- 


" 


- 


" 


- 


- 


- 


- 




4:00 


- 


- 


- 


- 


- 


- 


- 


- 


- 


- 




5:00 


- 


- 


- 


- 


- 


- 


- 


- 


- 


_ 




6:00 


- 


- 


- 


; - 


- 


2 


- 


2 


- 


4 




7:00 


19 


7 


15 


3 


- 


2 


2 


34 


5 


88 




8:00 


48 


9 


21 


5 


5 


9 


6 


127 


- 


230 




9:00 


39 


2 


8 


4 


4 


4 


4. 


46 


6 


117 




10:00 


43 


15 


15 


7 


8 


6 


8 


47 


8 


157 




11:00 


42 


27 


21 


6 


32 


6 


8 


86 


4 


234 




12:00 PM 


23 


6 


8 


6 


14 


6 


4 


44 


- 


111 




13:00 


24 


6 


22 


6 


32 


8 


- 


36 


- 


134 




14:00 


36 


9 


16 


9 


27 


2 


5 


45 


5 


154 




15:00 


52 


9 


9 


11 


22 


9 


8 


40 


- 


160 




16:00 


31 


15 


16 


12 


14 


3 


5 


43 


- 


139 




17:00 


48 


10 


5 


3 


2 


1 


3 


40 


2 


114 




18:00 


64 


19 


5 


4 


10 


4 


3 


42 


- 


151 




.19:00 


36 
10 


5 


2 


1 


1 


6 


5 


27. 


- 


83 
36 




20:00 


- 


4 


- 


2 


8 


- 


12 


- 




21:00 
22:00 


17 
7 


3 
4 


1 


- 


2 
2 


1 


1 


6 


_JL. 


31 
13 




23:00 


- 


- 


- 


- 


181 


- 


- 


16 
695 


30 


16 

1,^93 




TOTAL: 


555 


147 


169 


77 


70 


62 





66 





CD 


ct\ 


m 


LD 


ro 


CO 




V£> 


cr> 




CN 






o 


CTi 


CO 


ro 


rH 


o 


CTi 


in 


ro 


ro 






VO 


r- 


fM 


rH 


CN 


rH 




in 




CO 






h— 


r-l 














H 




** 






'U 


























<D 


























-P 


V^> 


KO 




«X> 


ro 




CM 




CN 


in 






4-> ftJ 


r- 


r- 


CM 


(N 


rH 






r-> 


CN 


rH 






u 




















ro 






Z "H 


























'O 


























C 


























H 


























G) 
-P 

o 


CN 


o 


V£> 


r- 


kO 


rH 




r^ 


1 








O 


r* 


(N 




r\i 






vr> 




o 






rH 














rH 




^ 






























•H 


r-l 


*x> 


CT» 


«* 


ro 


r» 


CN 


■^ 


CN 


<x> 






CT\ 


rH 


LO 


r- 


<# 


CO 




CO 




CO 






00 


LO 


rH 




rH 






r^ 




\o 






rH 




















CN 




H 


5 
























M 


















































O 


























CU 


c 


<r» 


CO 


1 


i 


1 


1 


1 


m 


1 


CN 




fj 


•H 
rd 


ro 


















in 




S 


H 
























H 


Eh 
























Q 












































































O 


-P 
























tt 


•H 


U3 
ro 


1 


1 


i 


CM 


rH 


rH 


CN 


1 


CN 




CO 


•H C 
























D 


a, (i 
























CQ 


(3 U 
OS Eh 
























S 


















































o 


•H 0) 


m 


CO 


ro 


ro 


vr> 


CN 


00 


CN 


rH 


00 




r- 


ro 


rH 




rH 






<Ti 




CN 






H 3 






















<: 


3 
























o 


&< 
























Eh 
►h" 

1 


























0) 
P 

fd o 
> P 


rs) 


CN 


in 


rH 


r~- 


h- 


rH 


■«* 


r- 


U3 




rH 


"* 


• CN 


rH 






-* 


CN 




in 




K 


■H 3 
























Eh 


U < 
























O 


















































CO 

5 


d 
u 

•H 


r- 


<* 


r- 


CN 


f\J 


ro 


CT\ 


CN 


CN 


00 




IT) 


•^ 


ro 


rH 


rH 






V£> 




ro 




cm 














rH 




m 




g 


X 

Eh 


























u 


















CO 


(.0 


















| 




D O 


o 










U 








i 




tt P^ H 




















"U 






H ^', 






c: 






'0 


n 




QJ 






Eh Q H 






c 




c 


rj 







^j 






Pi Pi o 


H 


'O <.: 








in 


4-> 




ti 






O -C tu 





n o 


rj r 


O 




in 


to 


u 


•P u 


I t£ 




Cn O 


i: 


U |J 


U L 




U 


rj 




c> 


-H 






« ro 




f.: rH 


o -r 


Vj 


a 


.q 


1 rJ 


.c 


, : 'J 


i- 


M 


rj 


I O ■■-( 


.C / 


u 




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[ICAGO 

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BUREAU OF ENG.1NEEPJN5 



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FIGURE 2 -a 

SENGGR GROUND TRIP ORIGINS 
MUNICIPALITIES OR COUNTIES 

WEDNESDAY 



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5ENGGR GROUND TRIP ORIGINS 
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PASSENGER GROUND TRIP ORIGINS 
BY ZONES WITHIN CITY OF CHICAGO 



ALL MODES" 
WEDNESDAY' 



DEPARTMENT OF PUBLIC WOP* e 
BUREAU OF ENGINEERING. 




FIGURE .3 -b 

PASSENGER GROUND TRIP- ORIGINS 
BY ZONES WITHIN CITY OF CHICAGO 

_ALL MODFS 



SAtURDAX 



DEPARTMENT OF PUBLIC WORfci. 
flUJtfAUL OF_ ENGINEERING. 




73 



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PASSENGER : ..GRpUNDJRJP c ORIGIN^ I lL^J 



BY ZONES WITHIN CUY OF CHICAG 



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WIDNESDAY 



^DEPARTMENT OF PUBLIC WORKS 
•BUREAU .QF ENGINEERING 



74 




FIGURE 4-b 

PASSENGER GROUND TRIP ORIGINS 
BY ZONES' WITHIN CITY OF CHICAGO 

/.AODE - AIRPORT BUS 
SATURDAY 



DEPARTMENT OF PUBLIC WORKS 
BUREAU OF ENGINEERING. 




FIGURE *-a 

PASSENGER GROUND TRIP ORIGINS 
BY ZONES WITHIN CITY OF CHICAGO 

MODE - TAXICAB 
.V/ ED tiLS DAT 



^DEPARTMENT OF PUBLIC WOR!:S 
.BUREAU. OF ENGINEERING 



76 




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PASSENGER GROUND TRIP ORIGINS 
IY ZONES WITHIN CITY OF CHICAGO 

MODE - TAXICAB 
SATURDAY 



DEPARTMENT OF PUBLIC WORKS 
BUREAU OF ENGINEERING 




77 



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PASSENGER GROUND TRIP ORIGINS 
_BY ZONES WITHIN CITY OF CHICAGO 

. MODE - PRIVATE AUTO 
lMED.NEi.DAY_ 



^DEPARTMENT OF PUBLIC WORKS, 
^BUREAU OF. ENGINEERING. 




FIGURE 6-b 

PASSENGER GROUND TRIP ORIGINS 
BY ZONf:S WITHIN CITY Of- CHICAGO 

MODE - PRIVATE AUTO 
SATURDAY 



DEPARTMENT OF PUBLIC WC/ 
BUREAU OF ENGINEERING 




FIGURE 7-a 



PASSENGER GROUND TRIP ORIGINS 
BY ZONES WITHIN CITY OF CHICAGO 

MODE - RENTED CAR 
Y/EDNESDAr 



DEPARTMENT OF PUBLIC WORKS 
BUREAU OF ENGINEERING 




FIGURE 7-b 

PASSENGER GROUND TRIP ORIGINS 

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MODE - RENTED CAR 



DEPARTMENT OF PUCLIC WORKS. 

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WEDNESDAY 



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BY ZONES WITHIN CITY OF CHICAGO 

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BUREAU OF ENGINEERING 



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PASSENGER GROUND TRIP ORIGINS 

BY ZONES WITHIN CITY OF CHICAGO 

FOR DESTINATIONS LESS THAN 750 MILES. 

IWXONESDAT 



DEPARTMENT OF PUBLIC WORKS 

Bureau of engineering 




86 



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A PP ENDIX 
VEHICULAR TRAFFIC COUNTS ON SURVEY DAYS 



In order to relate passenger volumes to vehicular movement, 
the following traffic counts were taken at Q'Hare on the survey days 

1. Manual Vehicle Classification Counts: This was performed 
by the City of Chicago, Bureau of Street Traffic, for 
the hours between 6 A.M. and 12 P.M. on the survey days 
on the main entrance road. Although it was attempted 

to follow the same classification as the modal choice in 
the passenger survey, the following changes had to be made: 

a.» 6ince it was not possible to identify "private autos" 
and "rented cars" separately, they were combined into 
the same class as "passenger cars." 

b. Since it was possible to distinguish the hotel 

limousine, they were counted as a separate class. 

2. Automatic Machine Counts : This was performed by the 
Chicago Area Transportation Study for a 24 hour period 
on each survey day, at the following two locations: 

a* #tain trunk of the entry road, at the location of 
the manual classification counts. 

b, ppper £avel (departures) ramp. 

The results of these traffic counts are summarized in 
Tables A-l and A- 2 respectively. 



TABLE A-l-a 

MANUAL CLASSIFICATION COUNT OF VEHICLES AT MAIN ENTRANCE 

WEDNESDAY, APRIL 16, 1969 



93 



HOUR 
BEGINNING 


PASSENGEE 
CAR 


TAX I CAB 


AIRPORT 
BUS 


'HOTEL 
LIMOUSINE 


OTHER 


TOTAL 
VEHICLES 


0:00 AM 












^^" 


1:00. 














2:00. 














3:00 














4:00 














5:00 


^^ 










^^^ 


6:00 


1,371 


212 


7 


46 


45 


1,681 


7:00 


1,709 


295 


10 


56 


35 


2,105 


8:00 


1,589 


287 


16 


50 


62 


2,004 


9:00 


1,135 


. 30 3 


20 


37 


55 


1,550 


10:00 


9 75 


325 


24 


47 


56 


1,427 


11:00 • 


1,071 


329 


32 


40 


46 


1,518 


12:00 PM 


1,059 


331 


36 


20 


35 


1,481 


13:00 


1,313 


303 


21 


36 


44 


1,717 


14:00 


1,490 


475 


26 


31 


56 


2,078 


15:00 


1,469 


462 


24 


45 


40 


2,040 


16:00 


1,515 


402 


23 


38 


37 


2,015 


17:00 


1,407 


289 


19 


43 


31 


1,789 


18:00 


1,326 


221 


19 


' 35 


32 


1,633 


19:00 


1,311 


212 


21 


44 


28 


1,616 


20:00 


914 " 


223 


15 


43 


31 


1,226 


21:00 


668 


184 


11 


41 


21 


925 


22:00 


507 


155 


7 


23 


18 


- 710 


23:00 


310 • 


88 


4 


16 


13 


431 


TOTAL: 


21,139 


5,096 


335 


691 


685 


27,946 







' 






































TABLE A-l-b 

manual classification count of vehicles at win entrance 
Saturday; april 19, 1969 



94 



HOUR 
BEGINNING 


PASSENGER 
GAR 


TAXI CAB 


AIRPORT 
BUS 


"HOTEL 
LIMOUSINE 


OTHER 


TOTAL 
VEHICLES 


0:00 AM 












^^ 


1:00. 














2:00. 














3:00 














4:00 














5:00 


^^ 










^\^ 


6:00 


724 


169 


14 


44 


27 


978 


7:00 


943 


130 


8 


56 


22 


1,159 


8:00 


1,131 


163 


16 


44 


28 


1,382 . 


9:00 


1,179 


. 152 


17 


43 


29 


1,420 


10:00 


1,265 


140 


14 


41 


27 


1,487 


11:00 • 


1,159 


105 


13 


38 


34 


1,349 


12:00 PM 


1,200 


134 


10 


33 


22 


1,399 


13:00 


1,422 


120 


2 


30 


26 


1,600 


14:00 


1,376 


118 


18 


35 


25 


1,572 


15:00 


1,298 


141 


14 


30 


27 


1,510 


16:00 


1,237 


153 


14 


30 


26 


1,460 


17:00 


1,051 


158 


12 


28 


26 


1,275 


18:00 


886 


143 


4 


13 


14 


1,060 


19:00 


944 


128 


11 


21 


23 


1,127 


20:00 


847 


102 


15 


21 


23 


1,008 


21:00 


655 


82 


6 


25 


13 


781 


22:00 


568 


63 


6 


25 


16 


- 678 


23:00 


469 ' 


35 


4 


17 


14 


5 39 


TOTAL: 


18,354 


2,236 


198 


574 


422 


21,784 



TABLE A-2 

MACHINE COUNT OF ARRIVING VEHICLES 

AT MAIN ENTRANCE AND AT DEPARTURE RAMP 



HOUR 
BEGINNING 


MAIN ENTRANCE 


DEPARTURE RAMP ' 


WEDNESDAY 


SATURDAY 


WEDNESDAY 


SATURDAY 


.0:00 AM 


296 


294 


137 


315 


1:00. 


136 


278 


69 


186 


2:00. 


78 


99 


38 


• 86 


3:00 


65 


86 


35 


77 


4:00 


100 


94 


55 


68 


5:00 


59 7 


429 


181 


203 


6:00 


1,681 


978 


809 


474 


7:00 • 


2,105 


1,159 


1,030' 


590 


8:00 


2,004 


1,382 


. 1,131 


873 


9:00 


1,550 


1,420 


957 


803 


10:00 


1,427 


1,487 


913 


875 


11:00 • 


1,518 


1,349 


901 


756 


12:00 PM 


1,481 


1,399 ■ 


966 


772 


13:00 


1,717 


1,600 


992 


775 


14:00 


2,078 


1,572 


1,305 


799 


15:00 


2,040 


1,510 


1,142 


715 


16:00 


2,015 


1,460 


1,189 


707 


17:00 


1,789 


1,275 


1,026 


707 


18:00 


1,633 


1,060 


891 


• 486 


19:00 


1,616 


1,127 


883 


494 


20:00 


1,226 


1,008 


607 


454 


21:00 


925 


781 


502 


427 


22:00 


710 


678 


430 


400 


23:00 


431 ' 


5 39 


244 


245 


TOTAL: 


29,218 


23,064 


16,433 


12,287 



?5556 038 777389 



5/17/2010 
WT 198296 1 58 00