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ITraffic Volume Counts - Average Daily Traffic(ADT) counts that were done by <br /> Maier Stewart on County and Municipal State Aid Streets in 1991 and 1992 were <br /> Igathered. Added to these were MnDOT 1990 ADTs on T.H. 10, 169 and 101. ADT <br /> counts were conducted on other important roadway segments for which no recent <br /> information was available. <br /> I <br /> Roadway System Inventory-The entire system of arterials and collectors in the City <br /> I of Elk River was inventoried. Speed limits, number of lanes, intersection <br /> channelization, traffic control devices and parking restrictions were noted. <br /> I Population Statistics -Breakdowns of population and households by block from the <br /> 1990 Decennial Census were gathered. Annual listings of new dwelling units and <br /> their locations for the years 1991 and 1992 were supplied by the City. County <br /> I population forecasts from the most recent available edition of Minnesota Population <br /> Projections, put out by the State Demography Unit, were obtained. <br /> ILand Use-The current City zoning Map was reviewed with City staff. Areas zoned <br /> for commercial or industrial use, as well as areas whose zoning was expected to <br /> I change, were identified. An estimate of current percent occupied was attached to <br /> each commercial or industrial zone. <br /> IB. Socioeconomic Forecasts <br /> Transportation planning can be accomplished on various scales, from short range to <br /> I very long range planning. The desire of the City of Elk River was to identify <br /> corridors that should be preserved for future roadways needed to accommodate <br /> ultimate,or saturation,development within the City. Identifying these corridors now, <br /> I before extensive development occurs in these areas,will not only help the City save <br /> money in later right-of-way acquisitions, but will provide the City with more <br /> direction in ensuring compatibility between land use and transportation system. <br /> 1 Socioeconomic forecasts, therefore, had to roject the amount and distribution of <br /> P J <br /> I households, commercial and industrial enterprises, and recreational facilities in an <br /> environment of ultimate development within the City,where the last house had been <br /> constructed and the last new business was operating. In this type of analysis <br /> Isocioeconomic forecasts were independent of time. <br /> As will be seen in the next section,existing socioeconomic data was also needed in <br /> I order to attempt to replicate the use of the existing transportation system. The <br /> parameters used to measure socioeconomic conditions for both replication and <br /> ultimate forecasts were number of households and acres of commercial, industrial, <br /> Iand recreational land. <br /> The first step was to divide the City into a series of Traffic Analysis Zones (TAZs), <br /> Izones that were and would remain relatively homogeneous in terms of geography, <br /> population density and mobility. An attempt was made to use physical boundaries <br /> I such as major roads,rivers and railroads as TAZ boundaries, since these are the types <br /> of features that limit homogeneity between areas. Figure 2 is a map of the City of <br /> Elk River with TAZ boundaries as designated for the transportation planning process. <br /> 1 CTP-230.156 -3- 230-156-80 <br />