The URL can be used to link to this page

2 • COMPREHENSIVE TRANSPORTATION PLAN TABLE 2 TRIP GENERATION RATES Land Use Unit Daily Trip Generation Rate Residential household 9.0 if ave. HH size in TAZ > 3.0 8.5 if ave. HH size in TAZ <=3.0 Light Industrial acre 52 Industrial PUD acre 52 Medium Industrial acre 30 Industrial Park acre 63 Central Commercial acre 500 • Highway Commercial acre 500 Low Density Highway Commercial acre 100 Commercial PUD acre 300 Elementary School students 1.1 High School students 1.4 Golf Course acre 8.33 City Park acre 2.23 • DRAFT November 21, 1995 The result of trip generation analysis was a listing of existing and ultimate • trips generated by type (residential, commercial/industrial) for the 14 TAZs, and existing and ultimate trips generated by the 13 external zones. From this point on in the process, trips generated by recreational facilities were included in commercial/industrial totals. 2. Trip Distribution After trips are generated for each TAZ and external zone they must be distributed. Trips are divided into three categories: external-external (E- E), external-internal (E-I), and internal-internal (I-I). External-external trips are those trips where a vehicle passes through the City from one external zone to another without making a single stop. In order to determine how many trips fall into each category an origin-destination (O- D) survey must be done. 0-D surveys can be done in a variety of ways, including roadside interviews, handing out post cards to drivers, moving vehicle license plate surveys, dwelling unit interviews, vehicle owner mail questionnaires, and others. In Elk River we decided to conduct a moving vehicle license plate survey on Trunk Highways 10, 169, and 101. This was the most reasonable method from a cost perspective when one considered the time in the field collecting data and the office data reduction time. It was also the safest and least disruptive to traffic, since vehicles . were not required to slow down or stop at a survey station. This was a particularly important consideration when conducting a survey on busy multi-lane highways. Four survey stations were set up: on T.H. 10 west of Waco Street, on T.H. 10 east of Cleveland and Jarvis Streets, on T.H. 169 north of 225th Avenue and on T.H. 101 south of the Mississippi River bridge. Two people were placed at each station, one to record license plates of inbound vehicles and one to record outbound license plates. The time that each vehicle passed the station was also recorded. Inbound vehicles were traced through the system. If the same license plate showed up at an outbound station, the inbound and outbound times were checked to determine whether or not it appeared that the vehicle had made a stop in Elk River. In bound vehicles whose license plates were not traced to an outbound station either exited the City via another route or were destined for a location in Elk River. Ideally, people would have been stationed on every road crossing the Elk River City limits. However, the cost of collecting and reducing data would have been prohibitive. Therefore, assumptions were made about the percentage of E-E trips entering or departing the City on these other roads. From the data collected and the assumptions made, the number of vehicles • passing by at each external zone was divided into E-E and E-I trips. E-E trips between the external zones that served as survey stations were allocated based on the actual survey data. Remaining E-E trips and E-I CTP-230.156 -6- 230-156-80 DRAFT November 21, 1995 trips were distributed to other external zones and TAZs, respectively, by • percentages according to the "draw", or total trip generation within each zone. The remaining TAZ trip ends after distribution of E-I trips were categorized and I-I. I-I trips were classified as either productions or attractions such that the total of productions from all TAZs was equal to the total of attractions. All residential trips generated were called productions, and each was assumed to be attracted to a commercial/industrial/ recreational generator. Remaining commercial/industrial/recreational trips were divided evenly between productions and attractions. Trip distribution takes the form of a matrix, or a trip table. For Elk River, a trip table was created for each category of trip: E-E, E-I, and I-I. Tables 3A, 3B, and 3C are the trip tables for replication of the existing transportation system; Tables 3D, 3E, and 3F are for the ultimate forecast. 3. Network Assignments After trips are distributed they must be assigned travel paths on a network. A network is a series of links and modes, where links represent roadway segments and nodes represent either intersections or network loading • points. Each link has a travel time, a function of its length and travel speed. Loading links are links used to place trips generated in TAZs onto the network. Each TAZ may have one or several loading links. Trips are assigned to the network generally following the path of least travel time between the origin and destination zones. Several methods for assigning trips onto a network are available. Capacity restraint analysis is an iterative process whereby trips are assigned, the network is check for links whose assigned volumes exceed link capacity, travel times are adjusted upward onover-capacitylinks, and trips are re-assigned. The steps are reiterated until the network is balanced. This method shows how the network will be loaded after drivers adjust their travel behavior to compensate for congested areas, but it does not show how the network is loaded if every driver can take the most desired route. All-or-nothing analysis, on the other hand, assigns every trip to its most desired path without considering segment capacities. Since the purpose of the Elk River Transportation Plan was to identify areas where congestion could be anticipated in the future and provide solutions for these problem areas so that the number of drivers forced by congestion onto alternate routes could be minimized, we decided that an all-or-nothing analysis would be the most useful. It permits the planner to see where drivers want • to travel, and to make changes to the system that encourage the driver to use that route. If more drivers can use their first choice routes through the CTP-230.156 -7- 230-156-80 • • COMPREHENSIVE TRANSPORTATION PLAN TABLE 3A EXISTING EXTERNAL-EXTERNAL TRIP TABLE Zone 1 Zone 2 . :........ <; Zone 3 12 Zone 4 2 ... .. 4..... 15 Zone 5 1 ...... :: �.... 5';' f 1 Zone 6 Zone 7 23 55..... 1,676 28 - 9 Zone 8 1 4 14 2 1 : 3>...: ..:.. ...26...:.> ......:.. Zone 9 9 '' 21 94 11 3 .20' 171 10 Zone 10 22 ' 54 6,777 Zone 11 7 16 74 Zone 12 15 ......... 36 2.06 19 f 3,5 ; ....:::37s . .......17 ........ ::113...:..... - 90 Zone 13 29 69 3;959 35 11 65 3`416 32' 214 3,641 169 ` 471 -- Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 Zone 6 Zone 7 Zone 8 Zone 9 Zone 10 Zone 11 Zone 12 Zone 13 • i • COMPREHENSIVE TRANSPORTATION PLAN TABLE 36 EXISTING EXTERNAL-INTERNAL TRIP TABLE TAZ 51 8 17 93 10 3 « 18 169 9 53 175 42 95 212 TAZ 52 4 8 43 4 1 8 78 4 24 80 19 44 97 TAZ 53 7 ' ;15 80 8 3 15 146 8 46 150 36 82 183 TAZ 54 22 46 255 27 9 49 461 25 145 476 115 260 579 TAZ 55 26;' 57 311 33 10 60 564 30 177 582 140 318 707. TAZ 56 10 21 116 12 4 22 ; 209 11 66 216 52 118 263 TAZ 57 31 ' 67 368 39 1;2 71 667 35 209 688 166 376 836 TAZ 58 5 11 61 63 139 35 >L... .115 ..... TAZ 59 2 ......... 49 :: 267 . 28 9 52 485 26 152 500 120 273 608 TAZ 60 5;' 1 1 63 7 2 12 114 6 36 118 28 64 143 TAZ 61 15 33 181 19 6 35 327 17 103 338 81 '' 184 411 TAZ 62 66' >142 777 82 ' 26 150 1,408 75 441 1,453 350 793 1,765 . TAZ 63 94i 203 1,111 117 37 214 2,013 107 631 2,078 500 1,134 2,524 TAZ 64 61 130 714 75 24 137 1,294 69 406 1,335 321 728 1,622 Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 Zone 6 Zone 7 Zone 8 Zone 9 Zone 10 Zone 11 Zone 12 Zone 13 • • COMPREHENSIVE TRANSPORTATION PLAN TABLE 3C EXISTING INTERNAL-INTERNAL TRIP TABLE TAZ 51 12/2 9/0 16/0 7/13 25/11 23/0 30/13 12/0 24/9 13/0 8/8 22/40 37156 17/38 TAZ 52 _-- TAZ 53 - - - - - --- --- - --- TAZ 54 77/13 55/0 104/0 43/86 -164/71 149/0 196/84 79/0 '152/58 • "82/0 50/55 140/259 239/359 '''109/244 TAZ 55 64/11 4.6/0 86/0 36/71:,: 13.7/59 124/0 163/70 66/0 127/48 6810 42/46 11.7/215 199/298 91/203 TAZ 56 --- :<;;;>;:.;;:;;:.: - - - - TAZ 57 74/13 :54/0 101/0 42/83' 160/70 1.46/0 : ;_:192/81 :: ',77/0 148/57 ' . >80/0 49/54 >137/252` 233/350 106/238 Attractions TAZ 58 - - - -- - - TAZ 59 52/9 ;3870 70/0 29158:: 111/48 101/0...:: :133/57 54/0.. >:103/39 f 55/0 34/37 95/175 162/243.; ;:74/165 ' TAZ 60 TAZ 61 49/$ 35/0 66/0 27/55 105/46 ....;:9514...: 126/53 5110 97/37 52/0 32/35 90/165 153/229.]:-..=70/156 TAZ 62 ;230/40'` 167/0 314/0 129/259 495/216-., :.:-'461/0' ''':59,4/252K:':.'239/0 '458/176' 246/0 . 153/165 423/782 721/1083 329/737 TAZ 63 ;;819/56;: 232/0 435/0 .179/359 686/299 624/0 :823/$50::; 331/0. 635/243..: 341/0 212/229 586/1084 999/15.01 456/1021 TAZ 64 217/38 157/0 296/0 122/244-H466/203 424/0 559/238 22510 432/:165: ;:232/0 : 1441156 '''399/736 679/1020 310/694 TAZ 51 TAZ 52 TAZ 53 TAZ 54 TAZ 55 TAZ 56 TAZ 57 TAZ 58 TAZ 59 TAZ 60 TAZ 61 TAZ 62 TAZ 63 TAZ 64 Productions x/y - x = household productions y = commercial/industrial productions • • • COMPREHENSIVE TRANSPORTATION PLAN TABLE 3D ULTIMATE EXTERNAL-EXTERNAL TRIP TABLE Zone 2 1 --- Zone 3 59 • Zone 4 < 1 2 5 Zone 5 i 0.... ; 1 >� l 8 0 Zone 6 5 133 :'' 1 Zone 7 36 105 2,884 33 Zone '8 Zone10 302 • 3 . .......... Zone 10 S1 7 7; 8,246 47 15 114 2,569 S7 258 Zone 11 3 8 239 3 1 146 3 :! --- 204 Zone 12 8 22 890 7 2 17 543 9 '€ >€:::39 31 Zone 13 46 134 . 4,780 43 l 4 104 4,154 S2 ' 236 3,385 187 697 Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 Zone 6 Zone 7 Zone 8 Zone 9 Zone 10 Zone 11 Zone 12 Zone 13 • • • COMPREHENSIVE TRANSPORTATION PLAN TABLE 3E ULTIMATE EXTERNAL-INTERNAL TRIP TABLE TAZ51 47 101 520 44 14 106 878 53 236 688 187 556 824 TAZ 52 8 17 88 7 3 18 150 9 40 117 " >32 95 141 TAZ 53 31 68 350 30 9 ;:;71 591 36 159 463 126 374 555 TAZ54 49 105 541 46 14 110 . 914 55 246 715 195 578 858 TAZ 55 132 284 ;1,464 123 39 299 2.472 150 666 1,935 527 1,565 2,320 TAZ 56 31... 6.7 ;, 342;; ; 29 9 70 ...578 35 ` 156 '453 123 TAZ 57 133 288 1,483 125 39 304.....'. 2,505 152.. 674 1,961 534 1,587:; 2,352 TAZ 58 26:.: 55 285 24 8 58 482 29 136 377 103 305 452 TAZ 59 $6 ..... 1;85 956 80 26; 195 1,614 98 435 1,264 344 1,022; 1,515 TAZ 60 7 16 83 7 2 17 140 9 3$' .... 1 10 30 88 131 ............................ . TAZ61 `l'6 34 175 15 ::;::: :::::::;;;:.;:»:>;::<; ;::: :::;:::.: 5 ;' 36... 29:6...;. 1$ 6C1 >� ��...... ... 63 187 278 .................... .. . TAZ 62 h 73 156 809 68 22 166 ;' 1,366 83 36$ 1`,069 291 865 1',282 ........ ............. ........ TAZ 63 92 197 1,020. 86 27. . ....20$......' ,722 104 463 1348 367 1,090 1,617 TAZ 64 209 449 2,319 195 61 474 3,917 238 1,055 3,066 835 2,480 3,676I' Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 Zone 6 Zone 7 Zone 8 Zone 9 Zone 10 Zone 11 Zone 12 Zone 13 • • • COMPREHENSIVE TRANSPORTATION PLAN TABLE 3F ULTIMATE INTERNAL-INTERNAL TRIP TABLE TAZ 51 203/148 129/0 509/0 389/106. 281/493 498/0 733./380 415/0. 839/147 111/0 73/48 76/293 146/357 ' 419/788 TAZ 52 ..- TAZ 53 :7.777 TAZ 54 .447/106; 93/0 367/0 279/77: 202/355 359/0'>: 528/274 299/0: 604/1.06 ...87/0 52/35 1< 55/211 105/257 302/567 TAZ 55 6791493 431/0 1700/0 .1298/355i. 938/1646 1064/0H2449/120941105/0 1385/0 2803/491 403/0 243!162' 253/981 488/1191'; 1399/2632 ................. ... . . .. .. .... TAZ 56 .. TAZ 57 524/379 ''' 332/0 1310/0 '1000/274 723/1269 HH 1283/0 /887/978 :1067/0 2160/378 310/0 ..187/125' 1951756 376/918 1078/2028 Attractions TAZ 58 -- -- --- -- TAZ 59 '2.0.2t1.47-...g-g.:42$/0.', 507/0 387/106 280/490 496/0 .; 730/378 .4'13/0 836/1.46 1 20/0 73/48; 76/2.92 146/355 4171784 ........................ . .... .. TAZ 60 -- TAZ 61 671.48 : .42/0 168/0 128/35' 93/162 164/0 241/125 '136/0' 277/48 . 40/0 24/16 25/97 :- :48/117:i.':;!3:01381259-'::: TAZ 62 405/293 257/0 1013/0 773/212 " 559/981 992/0. 1459/756 .82 /0.:M1:670/29Z!!:-.1::240./0 144/97 151/584 291/710 833/1568 TAZ 63 492/356 312/0 1231/0 939/257 679/1/92 . 1205/0 ;1773/918 ,;1002/012029/355. 291/0 176/117? 1831710353/863 .1013/19p4 TAZ 64 1086/788 ' '''688/0 2718/0"..2074/56 :A500/2631'' '266010 39/5/2028 ;`2214/4 ::44811784....644/0 '388/259'405/1568 780/1904 2237/4206 TAZ 51 TAZ 52 TAZ 53 TAZ 54 TAZ 55 TAZ 56 TAZ 57 TAZ 58 TAZ 59 TAZ 60 TAZ 61 TAZ 62 TAZ 63 TAZ 64 Productions x/y - x = household productions y= commercial/industrial productions DRAFT November 21, 1995 network, fuel and travel time are saved. There is also a potential safety • benefit in reduced congestion. A. Replication The first series of network assignments was a replication of the existing transportation system usage. The purpose behind the existing system was to arrive at a combination of trip generation rates, trip distribution process and network link attributes that would accurately portray City travel patterns in an assignment. This combination would then be retained for travel demand forecasts. An initial all-or-nothing assignment was made under the assumption that there is currently no location on the street network that drivers intentionally avoid because of a capacity deficiency. The assigned traffic volumes for each roadway segment were compared against actual field counted volume data. Segments whose assigned volumes differed to an unacceptable degree from actual volumes were noted. A series of screen lines was used to check that there was an accurate representation of total volume traveling between one part of the City and another. (A screen line is a line drawn east-west or north-south across the entire City. Traffic volumes on all roadway segments crossing the screenline are totaled and compared to the sum of existing volumes on the same segments.) Adjustments were made to trip generation rates, trip distribution and/or network link attributes, and a new assignment was made. This process was continued until the existing system usage . was satisfactorily replicated. B. Ultimate Forecast The trip generation rates and trip distribution process that were used in the final replication assignment were also used in the ultimate development assignment. Most network link attributes were also retained. However, there were a few notable exceptions. All county roads that had a 55 miles per hour speed in the replication assignment were reduced to 45 miles per hour, because they would now be in fully developed areas. County Road 40 and 221st Avenue, both existing gravel roads, were assumed to be paved and straightened with speeds increased to 45 miles per hour. These improvements seem reasonable to expect as the land adjacent to the two roads is developed. The first ultimate assignment was made on the existing street network with the modifications noted above. The forecast ADT volumes are shown in Figure 3. The results identified system deficiencies, locations where demand exceeded capacity. Two remedies were possible: increase capacity on existing roads or add roads to the system. It was not expected that either could solve all the deficiencies alone, but rather that a combination of the two would be necessary. With this in mind, an attempt was made to identify roadway segments to be added to the • network that would have the greatest impact on the deficient areas, whose addition would have enough effect to at least make it practical to solve the remaining deficiencies with capacity improvements. The options for roadway improvements CTP-230.156 -8- 230-156-80 s , 51 51 51 51 51 51 51 i 51 51 51 51 51 J 11 51 51 51 51 51 51 51 i 51 51 51 5 51 51 51 51 51 II. ......._ . •_. . .......... ... .. .._... , ocr , r ., . . ( i------No __ .......; ‘./..-.'- .1.....115 I 1 \: ' 13 I\ ,.... 40•0 1 1!! , 12 f 1 .!i , •l_,._ .....I . 1 . 4' ( ) .....-i I ......,....,..k - - ---• '--'L Ct. -.'"' - —.— '""'1 - \ ;•j . mar .( ..., —1 - -_---- -,1,---4i , ,.. . i r--1 bc•,14 0 ,II I 1-----; LI l, ,t... i -s'i o (.. i .: 1 -_...../ c> • tf • • - I" I — 1/4\t,. • '‘'''' ..a.N.1 - ,. 1 i .,. ._.........1 ass \, N Ira 1 I MOO. I 1! 41 ....,, • ..,_-------'2'.'-''''''7 ‘ 40,700 41-11-1'-'li I-- ------Lii 1--- -0 ,-11 ! ''•-......... _ I 28.100 310° 1 8 I ,........ , ...-{1) - . 1.. H •,, . _______ __ ?,.;, r , op, 41 . SAY , , 14 , le.i"1.1,81K-1,-- eon I 11 .-,,' (441\ .i' .kla.41 t ' 4 . . ,--,.--....:__ v 1 I . / .02"---- --- *.„ %, ..•• . .....„.„...:,,, 0 :1-- - — tame. I 4\t\ ifi 4// 'Vv. •-s„I 1 -N.iI' , ..,.. , I ..., i , 1 ./N., ..., ..... , .. 1 ... _• ... .. ,. ....-->. 01.0 1 L i Oft IL , II 2900 .----..- '900 2500 ' I i '.."";••• IF _1-4Di h i L i, . ,... . ..,,.... , 1 I . 2- i -- • Lai I 1 if II 1L ,, ''''e -1-. 4..-..,-- 'I . . __. _____- .-'\, - _ __, SiI . ..-- \ ' I 5/ • I . .......4„,„ 1I ...a-7r_,11 I /7- 1 ....., , ' 1 I (Ly .._ I– --ti I ..,' i II 47 i I ,r— ii, ..„,.. i, i 720 ....— . -- ,:. _-f - -s- . ' „,.„. -"'". ''.'" IC Irj i I. ..,... I 1 ._- ...... , ,, p r _._ ....._ -1 ,,. ,0...____,\__1... ,. ...... , L 1 It .,......._........---,-- 11 fil 1 1 I 1 111 "1 i 1 1 1 1 1 1 1 I 'i 1 li II 11 " i H 1 1 11 118123r 1 1 li Ill ER1 56UDV 3 ,2 4-/'----- 6 //e) 7 I al 11 1 i II oI II 11 1J i 11 1I 11 11 11 19 II l! il iI II II 11 1 1 Il 1 i il #1 1l 1 1 II 1 — - — , Imo— ... i / (i 1-- ,-- l / 1/ 'ft \' L .?l 1 �.., - .. ., .. i,1 r 1) Rim— OIC- ..., Jewel t 1 p MEM loud _. ..y a4r� - ANN- II P;, _ ` $L�In iF�i30 !I 'I J`' / `~y 0 2000 rrTi i r�E_lE�!--_!E->t._It_i :, ..- .sop -, Nay ri1-oo 7sooh ��. _ii, - _ •d, t ` cl\ -------'..----:-/, T 1326 ENERGY PARK DRIVE csih • �•• --...—��\ �r tomo ST.PAUL. MINNESOTA 55106 ,/...,(� ��25 1!r �\ w, (612)OH-NS69 -� air .1�. do�-1 IL 1 (/s 1----- \\, 5075 WAYZATA BLVD. SUITE //2225 1'2- �, Ii-"• i1F1 1 -� m MWNEAPOUS MINNESOTA 55416 D j�J ter- (612) 546-0432 )Iji air- ....4 `"i ;':` ...1. (/' / JI '"� Tsoo AVERAGE DAILY , � ': ,_S �- TRAFFIC VOLUMES (i �, !1 " --- I- ours— if /1l1 6 I ,,''' \� 1 Lfd, Neu i y 't-31.',.-.,' ' //� ...- way I�,- 1_>Ir 11 HI1 FIGURE 3 v,1\-J_ 4)1 -- 1 -° ULTIMATE DEVELOPMENT VOLUMES -, 14,i <),, - � ��" i am �I - / - �y NO NETWORK IMPROVEMENTS - -/ I)I li! II itiaa- �y ,() I 11 .1 MN— / ‘4':1() `° � ,,,.t soar MN— WIC p ... �U ---"\eci f ' C is �' ' �. ►:' _ ('1 \ ;� (r I* \ i * 221st AVE. FROM CO. RD. 1 TO City of , ; ( $\ Q 9 "ny T.H. 169 AND CO. RD. 40 FROM ' -----, _ .. �- .•.r CO. RD. 12 TO CO, RD. 13 AREElk ver 1 1 1+ 1 1 1 r1 1 1 I sI 11 ASSUMED TO BE PAVED , TWO LANE ROADS Y 1 DRAFT November 21, 1995 were often limited by geographical features and existing development patterns, • particularly residential development. Additional ultimate assignments were made with various roadway additions to determine the impact of their presence on the functioning of the remainder of the roadway system. Further discussion of system deficiencies and roadway additions can be found in the next sections of this report. D. Development of Transportation Plan The objective of a transportation plan is no different from that of other long-range plans: to anticipate problems, find solutions, and develop an implementation process. Anticipation of problems comes in the form of identifying system deficiencies on the planning horizon. Solutions are the actions taken to remedy the deficiencies, whether in the context of the existing roadway system or by adding new segments to the network. Implementation answers the question of how to go about taking these actions; when they should be taken, in what order, and how to fund them. It is important to recognize that travel demadn forecasting is not an exact science. Every attempt is made to follow standard practices and incorporate information unique to the study area into the forecasting process. However, many factors out • of the planner's control can affect automobile travel. Some of these are cost and availability of fuel, transit use, average household size and perceived desirability of making a trip of a certain length. Awareness of these factors is particularly necessary when the forecasting horizon is distant, as is generally the case with a forecast of ultimate development. The number of years it takes the City to reach the point of ultimate development has a significant bearing on what the external traffic volumes entering and departing the network will be. 1. Functional Classification Before specific deficiencies and remedies are examined, it is appropriate to define the term "functional classification" and describe how the ultimate transportation system in the City of Elk River must take the shape of a working functional classification system. A functional classification system is a hierarchy of streets serving various movement and access functions. The National committee on Urban Transportation has designated four basic classes of streets: freeways, arterials, collectors and local streets. Freeways serve to expedite the movement of traffic over relatively long distances within or through a metropolitan area. Since their main function is to move traffic, they are limited controlled access facilities. Currently • there are no freeways within the elk River city limits. CTP-230.156 -9- 230-156-80 DRAFT November 21, 1995 Arterials form the principal network for high volume traffic flow. They • currently make up 16 percent of urban mileage nationwide, but carry over 50 percent of vehicle miles of travel. Their primary function is that of traffic service and they should connect principal areas of traffic generation and important rural roads entering the City. Arterials should form a reasonably continuous and integrated system. In Elk River, arterials are further defined as either major or minor. Basically, major arterials are multi-lane expressways such as Trunk Highways 10 and 169. A majority of the arterial mileage is made up of minor arterials. As carriers of a large percentage of total traffic, minor arterials will be the primary focus of the proposed transportation plan. The primary function of collector streets is to collect the distribute traffic between arterials and local streets. They provide both traffic service and land access, but should not carry long distance thru traffic. In fact, efforts are often made to break up the continuity of a collector to discourage its use over longer distances. The sole function of local streets is to provide access to immediately adjacent land. They make up a large percentage of total urban mileage but carry a small percentage of vehicular traffic. It is wise to discourage the use of local streets by thru traffic. • Figure 4 is a graphical representation of the relationship between mobility and accessibility for the various functional classifications. Table 4 provides a comprehensive overview of guidelines for functional classification of roadways. With the growth that is anticipated in the City of Elk River, it will be very important to adopt a transportation plan outlining a functional classification system that will optimize the efficiency of traffic flow within and through the City and maintain a higher standard of safety of operation, while at the same time not exceeding the economic limitations of the community. The most difficult part of implementing a plan is to balance efficiency, safety and economy. But the plan is an essential step in locating where the balance is. 2. System Deficiencies Figure 5 shows system deficiencies based on the all-or-nothing ultimate development assignment. Ultimate traffic has been placed on the existing roadway network, with existing roadway capacities. As the figure shows, the area where demand exceeds capacity is in the commercial and industrial 411 core of the City. T.H. 10 is deficient through the entire length of the downtown district. Another significant problem area is Proctor Avenue north from T.H. 10, through the intersection with School Street and CTP-230.156 -10- 230-156-80 -ri LJ' LPA' X04 V �, O �G N / N N \�/ a u c v L u u l'St- u .. V 0\ N N �\c� Z v �._ 0 > 1 a 4 V c N o U' v un —` .° � 1O`1P uu b .D% U u — �1 Q CI o u -- -o c u • N o U E EES p,,(. v o V ,_ 0 0 Complete } access t fii L control ~ No through Increasing proportion of through Little local traffic traffic, increasing speed traffic MOVEMENT FUNCTION COMPREHENSIVE TRANSPOFTTATION PLAN j f 1/1 S FIGURE 4 City of ROADWAY CLASSIFICATIONS - Elk 'ver CONSULTING ENGINEERS MOVEMENT VS. ACCESS FUNCTION ERi§6-i Inarsuw freeway Myer Arsenal Mew Arsenal Collector Local Acceuability lean Connects ad urban Cantwell two or mere Connects adlaeens Connecta rw.ghborhoods Connects blocks within subregions with one subregions;provides subregions and within and between neighborhoods and another.connects secondary connectibrw activity centers Suer egaona. specific activities within urban and rural service au mate:complement* within subregions. homogeneous land-use Leas with metro primary arterials.n areae, centers:connection high-volume corrdons, to OY4tate cities. Level of mobility Provides high level of Provides high level OI Provides mobility Provides mobility Provides mobility within mobility within urban mobility within and wi min and between between neighborhood* nephborhOods and ottwr- and rural service areas between subregions- two suoregiont, and other land uses. homogeneous lard-use and tO malar ouutate areal. GUMS. System access To other interstate To interstate freeways. To interstate freeways. To minor arterials.other To collectors.other local freeways.mato/arterials, other mato,arterials, malar anter rale.Omer collectors,local streets, streets.land access. and selected miner minor arterials arid hpnl• minor arterials,and land access. arterials:no direct land volume collectors:no coilectOrs,restricted access- direct land access except direct land access. major traffic generators. Trip-making service Long trips at high speed Medium-distance to long Medium to short trips at Primarily serves collector Almost reclusively performed within and through the trips at high to moderate moderate to low speeds: and distribution function collection and dist/ibu- Metro Area.Express speed within the urban local transit trips. for the arterial system at trop;short trips at low transit tripe. area.Express transit trips- low speed*;local transit speeds. trips. Spacing 38 miles depending on 1-3 miles depending on 05.2.0 miles, 0.25.1.0 miles. 1 block. trip density,transit, spacing of principal minor arterial spacing, arterial*and minor arterials. and location of existing transit,trip density,and facilities. location of existing facilities. Location In natural community In natural community On edges of development On separations definingedges or within Within othernerromnogen.a separations defining and neighborhoods. twightorhoodi and namogeneoua development and not development and not land taw areas. separating it. Separating it. Land access—urban None. Major traffic generators. Limited direct land access. Some limitation on direct Direct access. land access. Land access—rural Nona. Freestanding Growth Commercial,industrial. Access to agricultural uses Direct land access. Centers and Rural Town and hignalenisty retidential with limits on low-density Centers. uses.No access to tingle• residential. family use. Intersection Grads saturated. Grade separated or high- Traffic signals and cross 4-way stops and some As required. characteristics capacity controlled at-grade street stops. traffic signals.Local intersections. street stops. Parking None. None. Restricted as necessary. Restricted as necessary. Unrestricted. Large trucks No restriction. No restriction. Restricted as necessary. Restricted as necessary. Permitted as necessary. Management tools Ramp metering,traffic Ramp metering,traffic Traffic signal timing,land Continuity,number of Stoo signs.cul-de-sacs. signal timing,no land signal timing,staging of access spacing,prelrrential lanes,traffic signal timing, diverters. access,preferential reconstruction,land access treatment for transit. lard access. treatment for transit, spacing. interchange spacing. System mileage Suggested federal upper limits for interstate freeways Suggested federal Suggested federal Suggested feueral and mato'arterials combined: limitations for interstate limitations:Urban 5.10%, limitations:Urban 55- Urban 10 percent freeways,malar arsenals Rural 20.35X 60%.Rural 63.75%. Rural 4 percent and minor Al teriaas combined:Urban 1525 Rural 6-12% Percent of travel IVMTI Suggested federal limitation*for interstate freeways and Suggested federal Suggested limitations: Suggested federal major arterials combined:40-65 percent. limitations for interstate 5-10%. limitations: 10-30%. freeways,!Talon arterials and minor arterials com• bined:55.80%. Vehicles Carried Urban 220,000.100.000 10.000.50.000 5.000.30.000 1.000.15.000 1,000 Rural 5.00030.000 2.500-25.000 1.000-10.000 250.2.500 1.000 Posted speed limit Urban 45.55 40.60 35.45 30-40 Maximum 30 Rural Legal limit Legal limit Legal limit 35.45 Maximum 30 Right-of-way 300' 100'.300' 66'-150' 66'•100' 50..$0• Transit Priority to hignoccupancy Preferential treatment Preferential treatment Pavement,intersections, Normally used as regional accommodations vehicles and transit in where needed:bus stops where needed in activity and bus stops designed for bus routes only in non- peat periods. Separated from through centers:bus pullouts where lilt by regular transit buses. residential areas:used as traffic lanes. required based on percent- required for Specialtied age and traffic volumes. Partial service with Smaller vehicles in residential areas. COMPREHENSIVE TRANSPORTATION PLAN TABLE 4 City of V 1 FUNCTIONAL CLASSIFICATION Elk Iver CONSULTING ENGINEERS CHARACTERISTICS FOR ROADWAYS ER156-1 it il 9 N I 9 tl CI tl 1 #1 it it i it J ii ii i i i i i tl N II it II 11 it it II 1 1 II kl i .._ .. + 1 it !� II_ `h ' , J\ • i -- �i11 , 1 II /e I m.. i y i + I 1 �/ ' -� 11 �. c,--)„,it, OJ L • ttC II i J .q I 1', I .- -----...,----1-''-,`A': ---y2Y+tEY 4_ice— -waw y�iik: cr--:-.::-.-7-1 waver l ;4; �t / ! � 6 1 ........ , ""):,...-,...---mm I Imo -- / 1 ."/-'V-'4%.6:--,-. c4. '-'- -.---- 11 --....v I �I •. �. /,' R��}Its L. .. ! , ,. if <��_ -_y ' ,...:7________,". �i • - ,_, ....., . ....„,,,,,i : y i , , --...---- i // • L11f L10 6 i . i — -� I .:E;L,: I ;i ; S 1 `11 _ '" ', i ill 4,, i ':I / �- `_!�} =-Z It, • II L,--) )1----- lit IIy1I i tl I; i riIIE 111111 ' iI1119 II 11111 tit 1�6DEF N II J11 I() i l III i fd II 11 gi 11 Il 11 1 (l gl 11 11 11 11 it i i 1 d III II Y 61 11111 # 1 _ iX ./.1\ . , a i ,:/...7/ .. / '-.-'.---;;;"- / I ` � r..1 I r I[I. /---- -. ‘�' __. �- '.��.�. .. ' t _ --,.> _.. - PPP yy \ f (i -�I 4' I. r` iii \ ) / 1: x11/1. Oil— / i ---- PP .. /\ , A.----iii--- - .. - - - - — _- �____� ''/ Y '� f/ .i ." '-'7- l l �w 7" 4) ,P ' _ ' 3 I 1 1 9 �— L)till �I�� / «, 0 2000 .t% o\\ ,_ , ""J 1326 ENERGY PARK OWE 'is �: J '..r-- �o ST.PAUI.,MINNESOTA 55/06 I° 4 +� (f p- �j}� �\\ \ (612)644-4369 4 ,1 Ir."!!X f \.\'' a....) '•• I�i(4t ,----- - 'V A� �— 5075 WAYZATA BLVD. SUITE p/2225 ' ✓ \\\ '�- �..4 MINNEAPOLIS, MINNESOTA 56416 V -,,,�. .11.7.11.' C1 i I n.r MOUE dam! (612) 544—a32 11„...:.1-'.4 ,—,,' �` .. /�I POU ' II �w { r 41 - �1,, ; ,-• �( /ole / ! 1'lti, ICU � 6i E 'i - " 1.1i , ''� ,;„,,,\ I)\ „� ,! I t �- -4 (' '.--A•;S /. C \.---,— JOU T �. — tccoco k1..- �, ,., \- : I-Ci l_,�' 1 , Com ,- �u 1 k -. .�'I il'(1-4‘ �_ �ikti_. w_.. .� A. axJ FIGURE 5 tY \Ib t"r� ll�I. !� yt __ V m.J _ �f ,iL, , _ � SYSTEM DEFICIENCIES mom RIM 11\,,,V I(, / �� / ---\KWoo Ll ..i. City of %'% I I' A � ..„ N.N. Elk 4I II ; 4 4 ; ! ! I 1 I FI lve r y DRAFT November 21, 1995 northwest along County Road 1 to the Elk River Industrial Park, and • School Street east from the Proctor Avenue intersection to Jackson Avenue. T.H. 169 is deficient from the T.H. 10 interchange north to Main Street, as in County Road 13 from Tyler Street to the T.H. 169/Main Street intersection. Upland Avenue is deficient from T.H. 10 north to Meadowvale Road, and although it doesn't appear on the map, Meadowvale Road has the potential for congestion from Upland Avenue west to 192nd Avenue. Other isolated problem areas are on Jackson Avenue and School Street, both to the west from T.H. 169, and Main Street west from T.H. 10 to downtown Elk River. These areas identified as deficient are roadway segments where forecasted travel demand exceeds existing roadway capacity in an all-or-nothing ultimate assignment. They are not guaranteed to be the only problem areas as the City grows, but they are the most likely areas for congestion to develop. 3. Remedial Actions In this section, each roadway segment that is deficient in the ultimate development travel demand forecast is examined individually to identify improvements within the right-of-way that will likely be necessary. This • is followed by descriptions of proposed additions to the roadway network and their impact on the remainder of the network. As a general introductory note, when the issue of congestion on a roadway comes up, the first place to look is its intersections. Traffic will generally flow smoothly on any roadway segment if there are not interruptions. The addition of access points, on-street parking, lane drops, etc. can have serious adverse effects on traffic flow. But intersections are the most critical features affecting traffic movement on a roadway. Improving traffic control and channelization at intersections will often do more to increase roadway capacity than any other measure. This is particularly true when two congested roadways intersect. a. Improvements to Existing Roadways Trunk Highway 10 Ultimate travel demand forecasts suggest that T.H. 10 will become an extremely high volume arterial, with ADT's well over 50,000 through the central business district. Aside from increases in thru traffic, there are two primary internal causes for the heavy volumes: the filling in of areas zoned commercial in the CBD, and a large • increase in commercial/industrial trip generation in the southeast corner of the City. T.H. 10 is currently accessed nearly every block between Upland Avenue and Main Street. Many of these CTP-230.156 -1 1- 230-156-80 DRAFT November 21, 1995 intersections will need to be removed. A frontage road along the • south side of the highway is recommended, with highway access limited to Upland Avenue, Proctor Avenue, Jackson Avenue and Main Street. Traffic signals should be coordinated to provide the best possible arterial level of service without doing too much harm to cross street movements. T.H. 10 is likely to need a third thru lane in each direction between Upland Avenue and the T.H. 169 interchange. The T.H. 10/T.H. 169 interchange will most likely need to be reconstructed as a free-flow interchange with diverging and merging ramps for every movement. T.H. 10 will be one of the greatest beneficiaries from some of the roadway additions proposed later in this section. Proctor Avenue Proctor Avenue between T.H. 10 and School Street will ultimately carry the highest traffic volumes of any minor arterial on the system. School Street, Proctor Avenue itself and County Road 1 all dump traffic into this stretch of road. The latter two will carry a considerable amount of traffic generated by the fully developed residential areas to the north. Proctor Avenue will need channelization improvements, with left and right turn lanes at its • intersections with T.H. 10 and School Street. The traffic signal at T.H. 10 will need to be revised to provide eight-phase operation. A new traffic signal is proposed at the School Street intersection. It will be coordinated with the T.H. 10 signal. Access points along Proctor Avenue between T.H. 10 and County Road 1 should be consolidated or eliminated wherever possible. Proctor Avenue stands to benefit more than any other street by some of the roadway additions proposed later in this section. School Street School Street will need turn lanes on its approach to the Proctor Avenue intersection. Recently, it was improved to provide two thru lanes in each direction from T.H. 169 to just west of Jackson Avenue. In the future, it will most likely need two thru lanes in each direction between Proctor Avenue and Jackson Avenue. The recent improvements also signalized the intersection of Jackson Avenue and School Street, eliminating a four-way stop condition. This street will also benefit considerably from proposed roadway additions. • CTP-230.156 -12- 230-156-80 DRAFT November 21, 1995 T.H. 169 • T.H. 169 will not be quite as congested as T.H. 10, but it will still carry heavy traffic volumes. Additional access points directly to the highway should not be permitted. Some existing access points may need to be closed. This should be examined on a case-by-case basis, and will depend on where the displaced traffic will access the highway and to what degree it will promote congestion at those locations. The T.H. 169/Main Street intersection has potential for considerable congestion levels, and further improvements will likely be necessary. Recent improvements at School Street and Jackson Avenue will alleviate problems at these intersections for the foreseeable future. As suggested in the T.H. 10 discussion, the T.H. 10/T.H. 169 interchange will probably need upgrading. County Road 13 County Road 13 is listed as deficient from Main Street to Tyler Street. Since there are no commercial or industrial zones along this road, and therefore its internally generated traffic is residentially produced, traffic volumes are expected to dissipate consistently as the road travels away from the CBD. A capacity deficiency is most • likely to occur near the intersection with Main Street. Channelization improvements and a traffic signal, coordinated with the T.H. 169/Main Street signal, will probably be needed here. Upland Avenue and Meadowvale Road Upland Avenue and Meadowvale Road will provide a legitimate alternative access to T.H. 10 for traffic that would otherwise desire to use a very crowded Proctor Avenue. The ultimate travel demand forecast shows these roads also having plenty of their own traffic. Capacity improvements that might be necessary include roadway widening and channelization, particularly on the approach to T.H. 10, and reduction of access points. Currently, the east-west portion of Meadowvale Road has an intersection with a residential street every block. This proliferation could be reduced with the introduction of cul-de-sacs. Like Proctor Avenue, Upland Avenue and Meadowvale Road would receive significant benefit from some of the proposed roadway additions. Main Street • Main Street is a very important road, connecting the core of the downtown area with T.H. 10 and T.H. 169. The portion of Main Street that lies west of T.H. 10 and traverses the central commercial CTP-230.156 -13- 230-156-80 DRAFT November 21, 1995 district definitely has a potential for congestion, even though the • ultimate travel demand forecast only identifies the small segment between T.H. 10 and the river bridge as being deficient. This type of area is very difficult to model accurately because streets in the network come close together and the assignment cannot possibly take into account all the factors that influence a driver's route selection when several of equal attractiveness are available. It is reasonable to assume that the segment between T.H. 10 and the river bridge could become a significant problem area, with the forecasted traffic volumes on T.H. 10 and the rapid growth of Otsego. The river bridge intersection is too close to the T.H. 10 intersection to install a separate traffic signal. The best solution might be to introduce turn prohibitions, particularly for the westbound to southbound left turn. At some point, it might be necessary to replace existing on-street diagonal parking with parallel parking and additional off-street parking. b. Roadway Additions Additions to the roadway network had to satisfy several criteria: 1. They could not damage the urban fabric. Elk River has • many well established neighborhoods and parklands, and a commitment was made to find solutions to transportation system inadequacies without showing roads cutting new swaths through existing neighborhoods. However, existing local street rights-of-way were considered eligible for incorporation into the system of arterials or collectors, as necessary. 2. They had to take traffic off those roadway segments that had been identified as deficient in the ultimate travel demand forecast. In areas where no deficiency was identified, roadway additions were not shown unless they provided a significant positive impact on deficient areas elsewhere in the system. As development occurs in these areas, it will be necessary to add collectors to the system. This is especially true of the northern part of the City, where arterials are spaced further apart. However, it is beyond the scope of this study to recommend locations for new residential collectors in areas not yet developing. As development plans are submitted to the City, the review process should include referring to a functional classification characteristics • chart such as Table 4 to ensure that collectors are added to the system at property spacing, in such a way as to promote their intended use. CTP-230.156 -14- 230-156-80 DRAFT November 21, 1995 3. Roadway additions had to fit the overall functional classification scheme. Arterial additions had to fill in holes in the system, their addition being means to the end of an integrated network of arterials. Figure 6 is a map of the City of Elk River with proposed minor arterial additions described herein highlighted. The letter attached to roadway additions in the text correspond to the letters on Figure 6. Roadway A Roadway A is a north-south link along the west edge of Elk River that provides the connection from T.H. 10 across the Elk River to County Road 72 and subsequently County Road 32. This roadway provides a second access across the Elk River for the west central portion of the City. In conjunction with Roadway B, this roadway provides an alternative route for traffic around the central core of the City and will help to divert some traffic from T.H. 10, Proctor Avenue, and T.H. 169. Roadway B Roadway B is an east-west connection from County Road 1 and 32 in the west to T.H. 169 at 205th Avenue in the east along with a realignment of County Road 33 and 77. This road is a reflection of the existing lack of east-west corridors in Elk River. In conjunction with Roadway A provides for a bypass of the central cove of the City. Roadway B provides an alternative access to T.H. 169 for traffic into and out of the northwest area of Elk River and helps to divert some traffic from the very high traffic areas on County Road 1, Proctor Avenue, and School Street. Roadway C Roadway C consists of two segments that provide an additional link in an east-west corridor north of the core city. This roadway connects County Road 33 east of T.H. 169 with County Road 13 and County Road 31 to provide a more direct connection to T.H. 169. This also provides for a connection from County Road 22 in Anoka County which is the primary east-west route in northern Anoka County. CTP-230.156 -15- 230-156-80 il i 1J il h 1 kl i il il h kl II JJ il il II 1 il i i 11 il 11 il h 11 i i kl ... - H I (li i 4.1104.1 1!, ,''..........il arnisTIS 0 1.......- I / 1*--s" 'S C ,I \'• a \ •, .-__.';-- -- 0 -..,,,,,,.....k I 741 1 ) \, I WNW 1 i 4 ;1;1 144011, I 1. 1 it I' , i------ — 1 7 1 1 t ,..',) i ,1 ____:.%•-- c) 1 A•411011.I k / 1011•11111 I .., , i (t,, ') . c ______ _,,,,,, . . _ '1 \ * urti I ^ I 'i 1 -- 1 ' -•:•4 ) )'"9,1 • \, WM 1 / It ) 1 I • 0(1 -..-..-...... ,_..1-.....` .. .4-1 '....4,..,.. _IF_ ]_ _ 1[7_.,=---,74 _._), -f • D •11111,111! 1 .44 S ,, 1 L ,- „__.7 0 _., , 1 -- t----,.: I MO. I ''' 5 t I ,...-..,91 , ... i 1' 1/4s, ...I "...:7-1 r -. I I- ,:, • , ...1111 I 1 • i i - At.....i --. / .4. ..._I ..,.. c 41,„,,.., .....t.,.,....„„, Ammo I ( ii ,--- ------A -. "" l'...7"..--...t.... • ----/L--- ---..,..,..,_-_,0+.,_.. la...„.......„0...,,,er.,&-• --- 3 j . 1 r. ...., 1 i . 1 , , • IIMIll 1 2 1 1 ••.....ou ...-....-.-..-.... -...: s., 1 i # • .:........i ,...., I. .?„ , 1 ,11 . ' ,- -- ..,./.--- -'-i'''\.-.. , fit -..,,,,, e S b s' r— t.... / .... ,. •,, ‘ -- 0 p /,'. .. II ) 0' t / V "Q-14.--_, .... I 1 -. 1 , ' •' % -,‘ i - Ma1 I 's. '''''''%1 ' Ai. .:L-- .') ‘8 :-'-• , ."; I , I, I examil I 14 III ,.. \ I 'N '1 I .,_ 11 I/ N. / ‘ I 1 -r '..I 1 ,i adame 1 -0 „..-:;., ./ , . 0. ,.....",..> ir kies.,—J 1 t i I 0 .5,,'„ „ oaf I / 1 . . - , I r''' _ r. .,•-•'-- -- ...) 1 ---,,- f, I • 7 —.......), , ._. ...., . 1.. __-_,------ - --- - -------- ig 1-73 6 i -- 19 ....„, ,, .1 . . „,/ - 1 1 li , / / , .260 1 ' I lat. i , , t , ' .....--.1/-.. -...“.. / .•44. l ) f i •'1 - ii : i i ' 1 • I ti 4' it „ II vi I' - -- ,,,--`•._ ic-"1..// •-•-, ,..p.w. .., ) I li i -,•••.% •iy.../ \l/ ff .....ii i 41) 1 •'*-;... ' 1 I •.. \ 1. — - --- --- ,.-.; ) i, --•_=-: ,..... .. ,_ ii- AI._ ..... , . „ ,,, , .......L, MANI all i -MI I I I I I I I 1 1.11 I I I I I I I ” .1 I I " I I I I I I I I I I I I I 11 11 I c kM ArMAA | | | | | | | | | ii | | | | | | ] | | | | | | >,1 if. (:‘,. -, ., _0,...,7, 4. --, _ i , ((...._ difiiiir 1 i () ,) •, i i ''--' 1\11 iA.0*n F . F mum SAW ,i„i.„),L it' ',...... _../..._:. _ .__.....>_ ._ _. ..__1-1„,..,„1.4 I I..,___ _... . __. -: mar / I ' \'''k'\4k1/4\ 1 I 1 3.'rl 1 i. INNLI iiiiiii- Lome ..,,,...._ .. 1111 MIN 1.111 Mil in :IMI- ME MIN 7, , ,...., I .. ___/ .... , ....... . ....._._ ,„?.___ I did - ...".--,-..------__--------- iii 1 .....---- ft.., 411) Li 11''''''''''T.--1 ,,i. f.-.k ... ..-- ., „,,,,, , _-c--,, — _ii .,), , ..,,*., ss._ _, AM— Iso.) 1326 ENERGY PARK DR1A 461111- Ansa \\, alENIT \IISII ST PAUL. MINIESOTA 53108 (612) 644-4389 50/5 WAYZA1A BLVD SUITE /22.5 --,:r.'-- , ,i,:: / j /„.) ..... 111 AAA •,-- - fl '-4‘ ---1 'A 3 ...,) D._ --e, i.-_-.7,\ ".1 ,. .L ,-,- ,e) AWN \--V ‘:•r '‘Ik‘/(,‘ l I-IC.:•-• "II IC ), .10, 1 '\ 1'11:::...-) '.".,'-' AIWA- ...,) . :i;_()i it..'”''''-'"'-'' /7 1/ liti64— ,.., 41 MIMI () 2--\\ec AL - ,,,...„,--,0---;/ k e, '.. 0 /) . ‘ , ...— .....) Elk ' iver 9 1 '199919 '111 '1 � ~-- DRAFT November 21, 1995 Roadway D • Roadway D is another east-west link that serves basically the same function as Roadway C, to divert traffic away from the Main Street/T.H. 169 intersection. It begins at the 193rd Avenue intersection with T.H. 169 and proceeds east to County Road 13. This road provides direct access from the east to areas along T.H. 169 that are zoned for commercial development. Roadway E Roadway E is a north-south connection from T.H. 10 east of T.H. 169 in the commercial/industrial area in the SE area of the City. It is an extension of 171st Avenue across the railroad then parallels the railroad to the NW before turning north to intersect County Road 12 and 13. This roadway provides an alternative to traffic using the T.H. 10/169 interchange when traveling to or from the SE area of Elk River from the north east and north central areas of the City. It will also help to direct traffic away from the Main Street/T.H. 169 intersection. • Roadway F Roadway F provides a continuous north-south corridor along the eastern border of Elk River in order to pull some traffic away from T.H. 10, T.H. 169 and the T.H. 169/Main Street intersection. It uses the Jarvis Street right-of-way to the north from T.H. 10, then a new roadway segment connecting Jarvis Street to Fillmore Street. Fillmore Street right-of-way is used from that point north to County Road 12. County Road 40 is shown relocated further west, aligned with Fillmore Street, but intersecting County Road 13 in approximately the same location that is presently does. This realignment removes three 90 degree curves, making County Road 40 a more desirable route. Figure 7 is a map of forecasted ultimate ADT volumes with all the above mentioned roadway network additions in place. III. PROPOSED TRANSPORTATION PLAN The transportation plan proposed herein is based on travel demand forecasts with a horizon • of ultimate or saturation, development in the City of Elk River. This horizon is many years in the future; how many depends upon a wide range of factors. CTP-230.156 -16- 230-156-80 li II i 1J II 11 i kl II ii J J il 11 II II II J J il II II El, II i 11 il II II II 21, il ii kl 1666" [ n 300' It� ' 'til c moo 0 t =11 , �_ 0' zw2200_ iw I = _l . __- _ —_2 — .4 , • 1;1 -...I I ', I, 1/ $ 8 11 C Jj� ��1 % - - _ . .. ,..'.:7;,7 i( Itti\?`�' i( J "" ) 9L_ ] .._ IF-4- 11 � -lir` •-- ,�,� -.. �� 1--\ j --- -� s I �.li, 1 ti'-ii r' ...I -•'. _ . 1 -I$ 18 ::)) '�` 1 - Ii / ----..-..... tr.... - J33pp 7L. - 1 a. 33 („..r.— esti _ 200 ,,`_ 2�6(Sb 8 -...\---,....... 33200 1\4 T0�� .....0 R.,1 % ( ,--,12 ,.., [,,,, ,so . , • \:11. r ..i 1 'I `�t , , ( "�D --v_i_____ 12800 ▪ I • 11 s....." ..,... ...r.........,:/ iji - 1 ice.- �; , ��r ..,, ,.:1 f WOW* � � III �, ..�, :;a._,.:s...>._, , '1 .i% 6900 _ Pi r, ..;. 1 "> 2200 ti f •- _.— I 1. 2200 — _ . r� C ll �`_ �' � � . ➢ . : ..} 8 HI I. I I 1 -ars 1 ! i.: 4 h 16,111% ii I' I 8� " Iii � s. °" '. JIIIIiII ill IJ ii tl 11 ti iIIiiilIItl11Ji i d11idtlIJil 1111y., jil IIIIT- 1/ ,..-__....1 ' 1 11 jr\.o)-0 I. 2300 I f( . •, , lil r., �.., - i i/././ i ,/, , ,<' __ 1 / Mir" J. `' 1ti , ,1 r� .w — ' J Q ... ,'lc . 1 '°b `' 12400 29500 �' I i i �r .r r �, r ,/ -, ,),,,. S� 1 -G-J'a^"'.�11 � (.. .^'. —. ..._ y �- / ate— r.w EL I -� l (. .-"`- .y' 4100 4 - - 111 ' ' f�( if 11 � r�r ' ' ' . _ gl f¶ .a 0 2000 s _ f �E�E1�_- _1L%•. ,. t —.35°° ...tea I 1 R ( 11 , -,.,.4-,,.\ — 1326 ENERGY PARK DI6W yyQQjj _M jJi, }8..'-x.[.1... -`-1,..\--,..:;,,,„..- \�1- .. ate- ma ST PAUL. MINNESOTA 53108 SS /. ,gyp+.. r( ,y� 9 \\ (612) 6N-4369 --.�3 l ) '7 m.a ___ „ -'� �j.��Ll_1 ~ 5075 WAYZATA BLV. SUITE /225 ''j 500 �"' i(] J !'y�t8�, �r °�° NWNEAPOUS. MINNESOTA 2)546-0436 1.. ..'11:- $g U}71' ,' -- lama is 1000,:4'-'-,� , r� �— f °""' *3.4 1300 AVERAGE DAILY 4 ✓ ; l� /OA �- �-a TRAFFIC VOLUMES i.�I— • ) t % }l.f ./ C/� — too.. 7 ? (II r E i - •� Mror Arterials -rte.za A. c. i.i____//,.. I t �a �, Y �I� Ali.�r il Vt )> 1 ,, -,1 � �— ill 1 FIGURE 7 f.� 1' \ IN {, 1 �5 a..) _,' , .' __ ._� �__- pi_ -,,:`- ABM--- :aMIMI ULTIMATE VOLUMES (mss l ' +�"` ( j— d,/ Iowa WITH NETWORK ADDITIONS ! 1 7/7/ .-- 1nerr 1. J�aran N -'-.,� took/ ) / i ) ..., oar.) ''.1\ r 116.• )r 12 /(I (t,i V111121.. 1 ei- - ''( - \ ° t) d „,nom City of ),. Elk 111 'x ' 1 "11 ' ¶ Iver N DRAFT November 21, 1995 Assumptions were used through the process that led to development of the plan. Because • of the distant horizon and the assumptions made in virtually every step of the process, it is imperative that the assumptions be reviewed periodically for their continued validity as the City grows. When necessary, adjustments should be made to the plan recommendations. It is important to recognize that the form and condition of a transportation system can drive land development, but also that land development can cause changes in a transportation system. Therefore, development proposals should be checked for consistency with the transportation plan, and likewise the plan should be adjusted as necessary to remain representative of land use conditions in the City. The proposed ultimate functional classification system for the City of Elk River, minus future residential collectors in areas still to develop, is shown in Figure 8. Included are the proposed roadway additions described in the previous section. The main focus of this system is to develop a City-wide minor arterial network that provides adequate area coverage and enough traffic moving capacity to handle vehicular traffic in an ultimate development scenario. As mentioned earlier in the report, roadway additions alone will not solve the anticipated capacity problems. In the previous section, many roadway and intersection improvements were identified. The recommended improvements all progress toward the creation of a functional classification system whose roadway designs and traffic control are consistent with the characteristics in Table 4 of this report. Following is a summary of the most critical existing roadway segments and intersections, • and recommended improvements: Roadway Recommended Improvement T.H. 10 from Upland Avenue - Remove intersections to T.H. 169 - Frontage road on south side - Coordinate traffic signals - Additional thru lane each direction - Upgrade T.H. 10/T.H. 169 interchange - Roadway additions, especially bypass to T.H. 169 Proctor Avenue from County Road 1 - Channelization improvements to T.H. 10 - New and revised traffic signals, coordinated - Consolidate or eliminate access points - Roadway additions, especially westerly extension of Highland Avenue and T.H. 10/T.H. 169 bypass School Street from Proctor Avenue - Add thru lanes, turn lanes • to Jackson Avenue - New traffic signals at Proctor - Roadway additions which remove traffic from this route CTP-230.156 -17- 230-156-80 _ gisi am alum no no muslin.7 mi_so miL,we- -114,„%.:7---' j aors Rem -Nit .0..-....: um=LA- Kiln–Int, , i, a L'z It ,_.._S) < -) c . . . ‘,.. / ----....1 I • joit; iI , I "� /' D liP •I � r---)c---if 5. Imo. _�, o L 71 �,__ c}�)\I �0 • .sail i _ - LIES . - ,, I ii ILL A rs:iiiii.144_ _ i. ..„..., . alit—rootr 10016. vt- 0.,..1c.,....-44„.7,_ ...'1-.-i t ° . 1 . - 7.11:._ j# tt 4. 11 y4' } a r r 4 -- J 1 C -7144111 1111•611 1.414/440 i 7 _,, . 1 :sw �t, li IN III If I -on no_in 1R s on inn / tl r.. moi.' - li 1 l �■ r .J • t_f c' 141111111-1.11411.11.11411111.- . . 11111111 '11111 '11 'Il 'I111 'I1 ' ' ' 111 ' 1 'I9 'I111 'I 'I ,RIAAPIflC 1111J11 ;lilliillitlihilliiililii11111h1JJ1111111111111111JJi 7. , , i „.v. , .... . 4, --- _ \ , ••0-- 4":". .. ...., .....I , '; ' a.-.._ I ' ---' ,4 1 7:- ' /7 NWT 11 \ ., 12 t,-./' .--a. -.. - .' '%-/ I C I (4,,,// ./ 9 :Ira,- Imod .- - :/ - -- - -- -c. --I 11 ,,../.:'' ,..f.' ... .;/,,// i 1.',:'/ 4. N. i ,. i '/lf" I -I ..... __Ill ......7.-..... 1 7 0 1 f ill 111111ta, 11111— ,' .., ,,, --: Oil'- - r. ; i "71: 1 amr-ffa— Iroal/..., , ;d57- I 1...-- ...., --..-....,_______L- • ....a.-----":-,- / ' _ .N„..... 1F, lot- _____ r...1... ....-o_____ ________ _ Am-- .....-- ..., ct-- i ,---:--.." ---- ----- ------7,, ' --,4,1 7 ---_---____--.-.--------______------------- 1 ...- ..., 91111911 • ii_4. _,-,_______:.---- _ , . ....-- ....- ------- I-Ir ,,_ ,..- _:„--_-, 1 -.* I''' Illii,P::/''' ;. : ,--7.1:-.1::: li 9,...._ — — t.i) , 1 ,, I..:;.,A - --v( ' \ ----- f, "If i''' -o,,\,'• 1---\- \ - I - ./.,,r.., N_-- ----- W.) E (....) 0 2000 1326 ENERGY PARK NOW I - --; 2, ..1•AIT - S--,-. . ST.PAUL. IANNESOTA 55106 / , , IN.r --1,)1 '-;;\.\\ (612) 644-4369 ...) \1 A- 5075 WAYZATA ER.VD. SLOE 1225 mu at-- ,,, „.,,,, Ing..) 1A1NNEAPOLIS. MINNESOTA 55416 1 r'- mire— MIN DMUS (612) 546-0432 . N. ,7 i ..- (' d ' 'I ' tam) l . - g. • 0177 . 1 / ( agar' -ti -4 -'-''-b amar- 1 1 1 EN i 1 i m Major Arterials ' lg. (i .... s..-.)r ''' mu— Minor Arterials <1 NO MI ME MU IM .11 t, .: to.o MOM= 11.1.11010 C°lectors ---- (-- I '-.-.- -,--t' 11 S , NMI- pazo T,.al. I ‘,/. ••••• I MAYA 1 1 i 1 ri '-''''.. -- -' i) ill . .4.1, k ( _L— 1,-- -.77:-,...r - . .--- ,, \ . (-,.--\- -Li tir- ' ,.-. t 1 , - - \ \‘,‘,.., .it--- )* 7-?'-' i ...-- *ma FIGURE 8 (v._1. 0! 1.,:i;I )111.: :h II b.-. ...- b.* ,... 6...0 ULTIMATE FUNCTIONAL , 1!„. !.. -4.--,_ 4 i ill ,, TMUM i,,,,, - II ..,.....—_ i , .-- ..0 CLASSIFICATION SYSTEM --,- ii -7 fl SUM- isteca 1.. ' Yam) .71 am— Wm) / ' -\ i .,, 14 '---- 0611 ( 's\, I ,..- -iii , \‘.. 1.4 ...., 1.....) I..\..._ ) I ' _ ...., 4 City of `-•.-iitt.. ‘..---- — „ , , \ r) ..-- )`' \ ' I .... .- — E 1 k liver 19 . . . . , . 999 4 --.2q- --v DRAFT November 21, 1995 T.H. 169 from T.H. 10 to Main Street - Limit access points; reduce access points • along the length of T.H. 169 through the City - Channelization improvements at intersections - Upgrade T.H. 169/T.H. 10 interchange - Roadway additions, especially T.H. 169/ T.H. 10 bypass and segments D, E, and F in Figure 6 County Road 13 from Main Street - Channelization improvements to Tyler Street - Possibly new coordinated traffic signal - Roadway additions, especially segments D and E in Figure 6 Upland Avenue, Meadowvale Road - Roadway widening - Channelization improvements - Reduce access points - Roadway additions, especially bridge across the Elk River at Waco Street • Main Street - Turn prohibitions - Replace on-street diagonal parking Recommended roadway additions are as shown in Figure 6 and are described in the previous section of this report. Design Standards Street improvement design standards were adopted by the Elk River City Council on March 6, 1989. These standards should remain valid, with correlations to the functional classification system proposed in this report as follows: Major arterials and a majority of minor arterials fall under the category of Federal, State, and County Highways in the Street Improvements section of City of Elk River Design Standards. It is unlikely that many of the county roads that currently have a rural section will eventually be redesigned with an urban section. In its review process, the City should make certain that redesign is consistent with its transportation plan. Collectors in the transportation plan fall under one of three categories: Municipal State Aid (MSA) Streets, Collector Streets, or Commercial/Industrial Streets. Which category a particular street • belongs in depends on its designation for funding purposes (i.e. Municipal State Aid) and the zoning of the land adjacent to its right-of-way. Local streets in the transportation plan are categorized as Residential Streets in the City of Elk River Design Standards. CTP-230.156 -18- 230-156-80 DRAFT November 21, 1995 In its designs the City should be conscious of transit and other modes of transportation. • As the City grows, transit in some form will become more appealing. Potential transit, truck and school bus routes should be considered when designing curb radii at intersections and other channelization features. When acquiring right-of-way, the City should examine its policy regarding sidewalks and bike paths, and provide adequate room for these facilities. IV. IMPLEMENTATION The City of Elk River, by commissioning this transportation plan, has made a commitment to the establishment and maintenance of a working transportation system well into the future. In doing so, it promotes an environment for organized growth. In many ways, putting this plan into effect is not a unilateral process, but rather a cooperative effort with other jurisdictions, particularly Sherburne County and MnDOT. This section outlines a recommended series of steps to implement the transportation plan. 1. Review and adopt the transportation plan. Adoption will establish guidelines for improving existing transportation facilities and adding new ones. It will provide City staff with an official reference to be used in review of development plans, to ensure that they are consistent with long-range City planning. Contingency should be made for changes to the plan resulting from a periodic review of assumptions, including estimates of future development locations and densities, modal split, • external growth factors, trip generation rates, etc. 2. Protect right-of-way. From the transportation plan, the City should identify those areas where right-of-way will need to be acquired. These corridors should be protected until acquisition takes place. 3. Initiate jurisdictional realignment process. The City should review jurisdictional responsibility of roads on the existing street network and identify those roads where responsibility should change hands. Very generally, we recommend that the State assume responsibility for major arterials, the County for minor arterials, and the City for collectors and local roads. Not all roads currently operate with the characteristics attributed to their functional classifications shown in Figure 8. For this reason, jurisdictional realignment should happen over time, as the functional balance of certain roads shifts between access and mobility. 4. Create a transportation improvement program. Begin by evaluating the existing system and determining structural and/or capacity deficiencies. Set up a five-year improvements program, to be updated each year, with an annual budget of City money and prioritization of improvements within budget constraints. Review funding sources for roadways with different jurisdictional responsibilities. Coordinate with the County and the State well in advance of anticipated • improvements on their roads. When improvements are made, they should generally be consistent with the transportation plan. However, one must remember that the forecasting horizon that led to the recommendations in the transportation CTP-230.156 -19- 230-156-80 DRAFT November 21, 1995 plan is a distant one, that of ultimate development within City borders. The lives of some improvement projects that are undertaken in future years will be shorter than the forecasting horizon. Therefore, an effort must be made to estimate conditions within the anticipated lifetime of each project, and to let those conditions drive the design. Traffic conditions on existing roadways should be monitored to help schedule roadway additions proposed in the transportation plan. In summary, a transportation plan is the important beginning step in the dynamic planning process. This plan is intended to serve as a guideline for future decisions on transportation related issues, but must be reviewed periodically to ensure that it continues to give proper direction based on developments within and outside the City of Elk River. • • CTP-230.156 -20- 230-156-80 COMPREHENSIVE TRANSPORTATIOC PLAN COFISSION PUBLIC HEARING FEBRUARY 15, 1996 ■ LONG RANGE PLAN ■ CORRIDOR PRESERVATION • INTER-JURISDICTIONAL COORDINATION • MnDOT • • SHERBURNE COUNTY • SURROUNDING COUNTY, CITIES, AND TOWNSHIPS BALANCED IMPACT • DESIGN OF PROPOSED ROADWAY ADDITIONS ® FUNCTIONAL CONSOLIDATION • r=6-15-96 09:59 FROM:MN SPORTS FEDERPTION 6152411736 TO:94411E9G PGE: �1 • February 15, 1996 TO: Tom Dillon, Chair Elk River Planning Commission Fax: 441-1596 FR: Barb Northway 592 Dodge Ave Elk River, MN 55330 612/241-1789 • RE: WOODLAND TRAILS PARK Dear Mr Dillon: I was recently made aware that the Planning Commission would be reviewing plans for a possible roadway through the Woodland Trails Park. It would have been my hope to address the Planning Commission at tonight's meeting, but work has called me out of the state. Please allow me to share my concerns for those plans with you and the other Planning Commission members in this letter. Elk River should be very proud of it's development of the Woodland Trails Park. Each and every year I have used the park, I have noticed tremendous improvements. From 110 the beautiful rolling hills to the expertly planned trails, from the woods that abound with wildlife to the newly paved parking lot, this park has no equal. I am a frequent visitor of parks throughout the state of Minnesota, including the Hennepin Country Park system. Woodland Trails has such character and drawing power, I know many people who choose it over most other parks in the area. The placement of a roadway in the park would be devastating to the park and it's users. It would disrupt the flow of the trails, provide a substantial safety issue (how do people safely cross a road while using a trail) and would destroy a beautiful wooded green space. 1 urge you to be protective of our limited green areas. My education in recreation reminds me that parks provide humankind with immeasurable benefits, certainly not the least of which includes the opportunity to renew and escape from our stress-filled lives, Thank you for this opportunity to address you. Sincerely, • Barb N hwa r—` 717 it Sherdurne Coun ci. NZhway e artment c ,a... .an. samminnura P.O. BOX 338 • ELK RIVER,MN 55330 • PHONE(612)441-1722 • FAX(612)441-2264 February 15, 1996 Pat Klaers, City Administrator City Of Elk River 13065 Orono Parkway POBox 490 Elk River, MN 55330 RE: Transportation Plan -East/West Corridor Pat: On behalf of the Sherburne County Board of Commissioners, I am writing to clarifyourposition concerning the above. I explained to the County Board at our meeting on February 3th, 996 my recommendation for addressing concerns about the above corridor. In my opinion, there is extensive justification to preserve existing Right-of-Way to allow for the III safest possible roadway configuration to move people and services in and out of the west central area of the City of Elk River. This is mainly due to the potential for development and the limited number of accesses to major roads such as T.H. 10 and T.H. 169. Alternate collector roads must be provided to service this developing area. Unless additional local and collector corridors are provided major traffic problems will develop on existing roadways that will demand even more serious impacts on residents adjacent to these corridors. Connecting County Road 32 with a 2-lane road to T.H. 169 is being considered in our Transportation Plan. Additional connections must be developed to T.H. 10 due to the traffic already on County Road 44. The data we have gathered to date does not support the justification for designation of a direct route from T.H. 10 (Big Lake Township) to T.H. 169. We will continue to include the study of the feasibility of this type of connection as more data is analyzed during the course of the Sherburne County Transportation Plan. The data collection phase of the Sherburne County Transportation Plan should be completed b March of this year. There have been set backs due to key personnel leaving the consulting firm facilitating the Sherburne County Transportation Plan, OSM, Inc. We appreciate your cooperation in this effort and look forward to developing the tools we need through this Plan to make the best possible decisions with the Citizens of Sherburne County. It is essential that the Cit & Coun work closely together in this planning effort. Y ty Sincerely, 009-0 /-t / - IP,/ Dave Schwarting 0 County Engineer • ELK RIVER TRANSPORTATION PLAN In the process of looking at the transportation plan for the City of Elk River, I would like the planning commission to pay special attention to the non-developed areas of Elk River. We presently are developing one of the finest natural city park systems in the state of Minnesota!! Thank you for the hard work in accomplishing this goat. I feel, along with many other residents, that any transportation plan which would impact this park system would be very disappointing. In addition to the city park system, many other non-developed pieces of property in Elk River should be looked at with preservation in mind. It would be sad if these potential open spaces in the forms of natural areas and farms were bisected by roads. I would like to end with this thought: We only know the world we experience. The youth only know the world they experience. • Human experiences are molded by the environment in which they live. To conclude I would like to leave you with the words of Henry David Thoreau, "In wilderness is the preservation of the world." Sincerely yours, Pa- Ron Niziolek Mike Niziolek • / 4; 1i 1i Ir ,....7..i ,, i i 1 \ ,-\t Si...7.. ,s a (.; \i,. ,... v ?•, co. ..- ..,-,f;- ? 6.g....-1.=-0 \ 1 : r.l ii v J \111/i i .-- ._. ._..._.. dr'• i jt.. 1` ] il � w / \ iii ~ �r�---'�a- • q.3 Itd• "%- `%.;,,, 1 ir 4 :_,,,oz., 4,4:...1!,'..1t. . flo 150° , _..___ _ tf ors �Lli.wt-_.- fir, '1{r ♦ .4r11:- r` r + / i, i Ai �` ,; 1 — .,_.:- ,--_ rt Al / ../.,�� -., „�1- l - - : _ )t �i- -- ---- !.111 /-,J• . -" '- .11y .2001127.11:. '�' i�'' i i 1��`�r Y _....-' ' ice- i s....... ��-. iil .a..r �:1 i 14 P r li l'j ': ' �� Mr.J asIslir r, it ` w '" 1 _ S I )J it irvil.p.,1 ` Iri ` ; ------,C-- - r awe- - 1 4--t---yik".- f .go I ikuk 111 ‘,.,I°1.4.,Il i4; -1g/I.1 a •-t:'''''' • k.. 1\ \ " nal— "" r-n- p1.? Al . ;:. . - ::f?. d "lt-IT•-..-kr... --lc"---..\\\---\\ war 6.1.4 i.i._ ,..-:/4 • ;r1r.)-'j \:,,.• I ililliinis b., (........ il ' _IC i! il / :-.) 'i.1 -- ', ,,e/ 'it ti el, . ,-:., ,ti .1 ii le- ii Eolit— vow !r'- 1r 1 IF " �j i ;'1c ,.((\.:.:: (t 1 iii- 1t ,. .. i- ,......t. ., 14 'k° N- 1 .r L.. ... , ...., k am-- ......, — —-- 't, .• It N''' -- �l. - — f(i,z i t I._I ��r - — --- •y a ter- .M 0 IIP tia4 if -., ., it -- . ! •.! \ ,+ 1 �1 i (NO 31. =,� -�•�.1' ! ill/qtr ii �• ' it--7-C21 I., .... i .i.- ' j .--.. ." '•:. 'Fir.,‘.. ---- ----. ki----.,i, ii:ii v --,,f — ._._....... iiii ' l• I liz E t , aii II dor-- -*t �' ��JI�P I 1 AIM— Y> I•-_- .. - 4p +, \( @:' iv.' ] . i�'1k :�� 11. liii. ,! — G 0 �� W �jrL.. t,--4_• i il ,a.— I. v ; • }..--•------ t- : .1.,4.i . -- i . ---- • Citizens Review of the Nov. 21, 1995 MSA Transportation study The Transportation study projected: 1. Average Daily Traffic Volumes (ADT) on roads when the city is fully developed. 2. Where road "deficiencies" might occur in the future as a fully developed city. 3. Provided ways to eliminate the "deficiencies": A. Improvements to roadways with "deficiencies". • B. Adding new roadways. Critical figures in study are: • Fig. #3 "Ultimate Development Volumes-No Network improvements". • Fig. #5 "System Deficiencies". • Fig. #6 "Road Additions". • Fig. #7 "Ultimate Volumes With Network Additions". See Map with Fig. #3, #5, and #7 all together. • Pg. 1 • School Street • Deficiency Location: From Proctor Avenue-East to Jackson Ave. • Traffic Projections: (Based on ADT or Average Daily Traffic) School Street from Proctor and Jackson Ave.: Ultimate volumes with no road improvements: 22,600 Ultimate volumes with road additions: 22,300 O Net traffic reduction of 1.3%!!! School Street from Jackson Ave. and T.H 169: Ultimate volumes with no road improvements: 15,200 Ultimate volumes with road additions: 17,600 Net traffic increase of 16%m t' Pg.2 0 • Proctor Avenue: • Deficiency Location: North from T.H. 10, through the intersection of School Street and northwest along County Road 1. • Traffic Projections: Proctor Ave. North of T.H. 10 Ultimate volumes with no road improvements: 38,700 Ultimate volumes with road additions: 35,500 Net traffic reduction of 9% O Proctor Ave. North of School Street Ultimate volumes with no road improvements: 28,300 Ultimate volumes with road additions: 29,500 Net traffic increase of 4%!!!! CR 1 North of Proctor to Industrial Park Ultimate volumes with no road improvements: 19,000 Ultimate volumes with road improvements: 17,400 Net traffic reduction of 9%. Pg.3 • Upland Avenue and Meadowvale Road • Deficiency Location: From Upland Avenue north from T.H. 10 to Meadowvale road to Rail Road Tracks. • Traffic Projections: Ultimate volumes with no road improvements: 16,400 Ultimate volumes with road additions: 11,000 • Net Traffic reduction of 49% • What improvements can be made to Upland Ave. to improve traffic flow??: Ref March 1993 study pg. 30 for suggested improvements to Upland Ave. and Meadowvale road to rail road tracks which include: -Roadway widening and channelization, particularly on the approach to T.H. 10, and reduction of access points. -Introduction of cul-de-sacs along the east-west portion of Meadowvale Road. Pg. 4 • Co. RD. 13 from Main Street to Tyler Street: • Deficiency Location: From Main Street and 169 up CR 13 to Tyler Street. • Traffic Projections: Main Street East of 169: Ultimate volumes with no road improvements: 26,500 Ultimate volumes with road additions: 33,400 Net traffic increase of 26%11m1 ID CR13 North from Main Street Ultimate volumes with no road improvements: 17,700 Ultimate volumes with road additions: 9,000 Net traffic reduction of 97% Pg.5 III 0 C.R. 12 East of Main Street • Traffic Projections: Ultimate volumes with no road improvements: 10,100 Ultimate volumes with road additions: 28,000 Net traffic increase of 177%mum t IS THIS NOW A DEFICIENT ROAD999999999 1111 Pg. 6 III • CR 33 East of 169 to Anoka CR22 • Deficiency Location: NONE • Traffic Projections: Ultimate volume with road additions: 1,300 0 • Are we going to spend millions of dollars for road improvements on CR 33 when future traffic volumes don't support it?? • Are we going to destroy the "quality of life" for people along CR 33 just to make it easier to get from Anoka County 22 to 169???? Pg. 7 i • SUMMARY: 1. The Nov. 21, 1995 MSA transportation study does not support the need for the "East-West Corridor" by-pass (Proposed road additions "A","B",and "C".) Deficiencies Summary By adding the proposed routes in fig. #6 in Nov. 21, 1995 study: * School Street (from Jackson to 169) traffic increased 16%. * Proctor Ave. North of School Street traffic increased 4%. * Main Street East of 169 traffic increased 26%. 2. Traffic volumes increased by 177% on CR 12 by adding proposed roads. Is this road now deficient for future traffic volumes???? 3. How reliable is the data to support roads "D", "E", and "F"?????? 4. Highways 10 and 169 are State roads.... This is Mn. D.O.T's responsibility. 5. Mn. D.O.T wants external-external traffic to stay on major arterials, not be routed into the country Pg. 8 • • 11063 205th Avenue,N.W. Elk River, MN 55330 February 12, 1996 Planning and Zoning Committee City of Elk River Elk River, Minnesota 55330 Ladies and Gentlemen: After attending Steering Committee, Planning and Zoning, and City Council meetings on • many different issues, the one that had the most citizen input is coming down to the wire --the East-West Road. During these meetings, I did not hear one citizen of this city say we need or want this East-West Road. After listening to many different citizens give their reasons why they do not feel we need or want this East-West Road, I hope you as decision makers who represent these citizens have listened to what they have said and will make the right choice. Sincerely, (Y\c LK-D . \INNO Mark W. Martin A Citizen of Elk River j lm GP:261239 v 1 • We are the citizens who are directly impacted by the "East-West • corFidor" rourte. We don't need it, we don't want it. A Name Address Phone# 1`,- -73 °t , Liu) '✓ rift l\k C.% 1(130)S 1°11 �,sl t� Uy 1 q o37 / 44-32L) l61I J' 4\ -e ).)u,/ (0 ) - X 73 1 `/) 1q. ui Lv - Liu/ - )75' \k9..N I IO . t '44I - 2 >-/. `i 11 - a 7 S • 3G I 101€ _,--ki,201( 3 3,7e 211 � // /96, 7d.Y/ 3 (6411/7 -JI/e ,' ,t(2,� We are the citizens who are against the "East-West corridor" route. We • don't need it, we don't want it. Name Address Phone# I--' ,,-C.ti...e/.- I 5114//''-'-a-tAas,,,, /246a. 64,“:14 a 441 5:36 (,/. (Xi) --() ( 6" ., /q Hca/ -.=-G3'? ; ./0.(,() , 4/(//- ,--;-&(..:,,.. ,__ ,j ' C /-_ 4-/k 3 t , . , ;.4 k .1q i. 0 , to- . 9_4 otau ( rifac . (: uat.. 4 a91 - 1539 ,��,, 4 to m MeUaDw,,,,k,, (PO 2Cf ( `\5-31 fc,,,,,, //461 ',4v �i 5-/I If /6//-• 5/71 a0 ' ,.„..,,.,,_ 0.,Lie t61,4 „ 4/q-1 / . 0(730 0 • We are the citizens who are directly impacted by the"East-West corridor" route. We don't need it, we don't want it. ill Name Address Phone#; .. ��_' _ �_. . t 3 ., • ..it �.1 1 i d& `�� . 1/1/-,--, 1 'w%%% 13,39D It-JCS EU// 4, qY 1-Sf(39' er-- / /_ 13 K ((� G �- a 1/ ( /o • - • , .,„.., „..St.teC.9 - .,y,„:".qy „ .„,„,....,-44,t -•a:-=--,,, ---:-.;•?,«. -,,,t”?:.: irns:t.: 7-'1, "'m"s�.^ +, .... "%": We are the citizens who are against the "East-West corridor" route. We 1111 don't need it,-we don't want it. Name Address Phone CaVhm//A/o otn dc// /35-6 /!/1 key, y % — / g7 / 4, 01'4 Az I R d. t !11 `14- -/ 97/ Died / 3 902.3 /f a-h c /Fd 2 y/-/s-Y-2 • - • We are the citizens who are directly impacted by the "East-West • corridor" route. We don't need it, we don't want it. Name. .: Address -Phone v, i 1 - 1/101 a 054' rilk OW 44//7 PO 6. 1 c's �ir, -- I i 3 c, ` <,, 5 %_-,g,,, rv,w `-i`//- Sc.' i /'✓,f ^ C 11 /7362-3 - ,)o;77f4vT it/AJ /—6314, 1 / 21 21 sr r2 ii i. - icy 17'1 y 7 c ,moi; %41/ A'/.-j y y -011:-----r-- , ^ 16,k‘ 1/' (t ;`i? ?(' S /LH Ad"/ /W/-Lv///C. - -,A, ,..,A.. . -, l l 1 ,--- =-, 0- 1, c.t,. 4`-7// - k '1,7 c. ( — , 1V 1 1 i 4? 7 )c,.5-7 1-'/--,7,)LA.. ----1 v.) 0.? )ti— -1 ? • i ,, A ,, , 21332- ,2c5"4'/Ati fad 'it8-1/3/d LI)2,. � ( // 7- r ' -X( 3 ) 4iiii- /(14� • . . 1:.+"0.*4...�.Yi+w.'- +'anrorY'...... t..,,:.v i.�.:.+fi+i`.�...»^ irPi',AWdI:+MeY•�•'.';.... _.. � ,. • ..W6�^�'e, '�'2 �';.y:Piu9i?i�c+1"'.M+nN'..+v..'•:� F'v.:3. rs--..`R 33( We are the citizens who are directly impacted by the "East-West • corridor" route. We don't need it, we don't want it. Address ;Phone#x r/ ,6/tiOir M / ,a61 zsz/9/k.? /z 78/ Lo67' /yvr 4(' yy/- 7/y/.5 i QoZ� /a 75r aGG 1-6.6 /1-vc__ Nw may, • • 33e • We are the citizens who are against the "East-West corridor" route. We don't need it, we don't want it. Name Address Phone# / 'qq i �:� �� Af 4111 s 7 S� rn ill -- 'v 6ll to i -S 'a (24+, x/090 - /9/s /it.) a v/=q/�-a= qqi - 5130 • 1111 73c We are the citizens who are directly impacted by the "East-West corridor" route. We don't need it, we don't want it. Name • eXt •o.- ioi(7 20s 4 ./w. Alf-47270 2.o3L8 litil1714 �i "; �1lit) 44/ 593I 112,A1- e r6 (1 _/./ 335 /gam 0. Ggo / _io2 /- o /vv,022t ( "a:22/ =3'�-%2 �/w' 2/z// pL& I 4 (707 700141/E NW ,-fI-9`13 • -..-. ++.nuv"^ ^ F,}71M•. , ...�'.. -.ti-.�-ew.'w!'+�.by`2+r....-:',.....+.-n...-.'+:. ..4F'.:r^_.ue.•.a+',^"..+„'..-...1u iellF'4',p�"'`M"'"^,?.tyY�:; 33� .. • We are the citizens who are against the "East-West corridor" route. We don't need it, we don't want it. ?Name Address Phone# ,,,,'v-‘t\‘_i ti _,O�-\ ac-3�; (vol kkc Y .s; 4ti L 43l`1 //, .,. .,4_; ;� s PXi/r-,/?.. 775r (154?l Mme, 44-a/- W 74- I 4- /f< 1 ;‘,....4;,--ze,-- . .e, -yr/ (4, ,, - GI A-dc, �iiLL. 9.)AA- ,: ( 8 10 0/U.,06-4 c'- q-41 - JC0S % /r �J9 Au c. N u. y/I -aa!° er.A. rY' 4.,//,/ ,,‘ 4. 3 / 4� � - 11 / ail-1 vy .‘,.. &,,,,7/0 z,..,,,,„,,y --,f_c7r (‘..',./-:,,f. _4;,,,,, , 4,J/6/ _ _.•-i&v-f--r..el.-- F ct.--Vj 7 ✓ • ., , 'L I( i ')1,7 /o -[if%1(,a,,(' 1411)Kc„ b - O o A.--// U:c n 371e A 9 75 ,j'e 1.5,- 7 7? -Do 9 . ilili( '7 (Sc A , s 1}C J 1 } ' I'� ;a k(4: `*\\ . 3i. 77C0 t , k6101 if / E2-7 /73rdA144- 662"2-0 l6 iftzil bat lP %[ /-,cc.,�So/L A✓e /k Qi✓ec M -069 n, -, . . I Is 2; y.,, k .„,„„.,,,,,..) �-�= ,AP, 4 l ,,, z)/- I7ot- 411 , ., . _ . , , , . : 7,. . .. 334 We are the citizens who are against the "East-West corridor" route. We • don't need it, we don't want it. Name Address Phone# ii/70-�- ildfCti /Yl Vd f 82/-Z 44e 4A-1 xl a 14/ 6/ r9a a ni w' y/ - /% 7 7-1� (`f � I > `1 c, L _ i W4A;(10 c ()/a'a Pet 44/i- nil° A, Pit"-E3 i coo n c,-, LAI NO Iyo7/ l/,chis 4 .s'4. a77/1-5// • h-fl We are the citizens who are directly impacted by the "East-West • corridor" route. We don't need it, we don't want it. J,30-7-1-e r9trL- 4/4 itm lilosr) 70c4 doe tAi I- 0 5:ir,(14 ADO ix/ 5t- Kiv-) 4P-11 1 1_ lay /.94'7 r7 sfaizAi , Tow\ t3-25)1 i991-14 2.q) - 138 CC:\ 144 bS7( 7\- t \uqcf. S\ 1 ck( aooLn (941-R Cat \rti.A.„ c; _ • ) y2Y ://..7.6. Li 7(..>;t1 911 233z-- Grivrvie-- 1-eshc, (o n 13D,97 Puo Aue. Nt-o — is--)> 3 `100 ;(z)---• ?'"(r!6L;Z4-2,c4-74e/ 6-z2 iY 5 7411 /i!', /78,QC 66(1 5i- 1 -7 kT gA.c.11,11zi ooq Jilt...Hti,-toi We are the citizens who are directly impacted by the "East-West • corridor" route. We don't need it, we don't want it. Name Address Phone# %.(:- ag pi.4t-d- -2,0/S f le(ra/SI NV 4 -171cf ' Poi -, 0 3 3 41-evJU 4/4//-,?(62•( (;4171.1&4_1_ , ,e,007l o r(j 57- 1, 1// !-! ,/ / i;(.. c'y )d / `(y 7, 5 S- /4c � ! (-4.en v5v�-Sofs-v— 0 III 4 We are the citizens who are against the "East-West corridor" route. We 0 don't need it, we don't want it. Name Address .Phone# 0i7f-L, -e-C4 , ,7 ��p - / L ri 7.6 z e 9'.44,- .1P(/ -SQ Ye/ a.0...ilri, SIA om/542 3/ y a ,0 io Si( ----•- •-57,7--- o-o.---/- (Zth,t1 _:: , . ,13,..? ..1.4„s-t-; 44.7z/- .2.65-e, 'fi��-fir, : '..04,,• .5/e/ ~-1 4 Y- r -.26,Vel ��^/tA-414 j-e / f ®< 2 q i/ 91/9�' f 1yx, iia c%i.;.?ieCf,,{,t�.1 t,1 242_72_r 1 k[(xi./ 12_4 ilLj/ _ G,,�t`17 t1 J Ian 212-11 \j 10-6 - 4u i-221.61 • / r eA./ 57`54 . //67- 7 Elk L l6_ . i 1-56y7 u -1-)- 11 33E)k//'r- /f,( :`.;?('-//-/ 7 (-7. _/„„- � �., ;n / c`�' ;� r� 4i/. 6057 7 7 p i.) � L� ,,, . 77/e-;,/,74;-\ /c/ csL,it' vim- ,AJ ;%/// -.x75.3 , �- /A—s—e,= 2-,7,- ,.�— - r /'-'7f/-5- i '-''f/-5-r /�ir•. 1 (?.6 020 1, �'j2 0 /4 f7/ -2.2 ,9 ka-ee- e-i-ii-k9 ,-1,1 W. A-0A (3 r4,1.,- .4_,. ./,,t . yq/— 3_5-3-c, 4:f/L 7;-,,,,,,:/a-,-- (3s--c;c) e_---_--./t 41.4. id. . ,/z.//t--. o:•*- -)/ ,fro)i- c9' ,►I),Ai )a 4 SS ( Jo-kc Al • 91-0 I3c :.3 i r_rA---A-A-ed •4 / ___v <3- `za d`ak Z L/677- /3 03 411K L-ilie,-41---- ,7023/ ielt/e--44/ 9cV--c3.1. 41 • f,. •.. -... , _f s— We are the citizens who are directly impacted by the "East-West • corridor" route. We don't need it, we don't want it. Name Address Phone# LA-gial ct-&k,,/ "910/ -" lac)/c)-7‘ Si A}14-) , , ,, , , ,,, ,..._., PL-i kd'ein ri -1:::-CK kia42,_ ryi„, £ 3__ __) Y //-'V& ) s I) 0 e4-- Lo g P.4 i NIC'_.- tqbQ'ci 7s2joti Gt.) V-- 1,J,w Aso K) IF I 14 leuleki r1,./ S53-) Palyl tae-71, e3_1(-- /0 IQ) Ativ c5-, -33() tizi/—/q1),J la 3t / , ir4 (l- /1 ,4‘) ,) 4 t/pt{z/ /) 1- II ,71 /.12( -.5-?3 6 . V(-77LS- 6,1 /?-4. (4/3e - /c7oz.4._ fit)e ifi c_.I /k" X I ti I I— PI A) / - clb / *. -14(-- n bee Az) V 1/I -37 71 , (gofi i-R, f,,,,tt --k K 1 alb(A, t \ t-I I( li,vt-i I^^r, + I— 15 e-, 1 1 ,1 .)...51 oor. iJc._ wNI ' 1;.11( Kof ti IIZ40 IV 11-4-t't A-14-,'• gq,I ..1-7--• 43---_z4 k-ce- -1 0 AmNiNc `t.4-`k G m-Gc- A .. 4L11-77A. -26in 4.< r 1 cit-)q 036-c 0-- ) . Ai IL) I qt/ (- b / e gi /j I 7, at5/ //dlth ST 4-11,d‘ ? -//-/, /_ Alie4/6(.D,4 4,iep I 9:9&kb 3_6-11-1177G6 i qf/S- 6- /-el4v717 FC ti 91---S- j3 I i ( oic. 11 ei I ci -,rri Iiir i, (s--7- -_-_k /cis 5') )ri,..ini Si ZIA- f / ri ht hoc NQ LILi 1 -I r) ti iz; 0 m _ . ,..._ • ---'" • We are the citizens who are against the "East-West corridor" route. We 110 don't need it, we don't want it. Name Address Phone# EN 4e),17-(=-A,,PLp„./,-, &e__ 1342> 2_11.13 /4 Nw' Pi✓r✓ \;zy1,4- -Poci ci --qc((-/_3( R--(‘) w .al �. er1 Qd �sV ( 61 PF/v V( ��i- Si/S/7 • o 3 C. / -06Lq 6cuaj -1D oq 1,Z S 'DNi,,, i\J u‘; H4 ( 6, ? / -2_ 1- • ,9 n r I 3 V„ -144/ 1-gio7 AllAtiAtm)dx.elq/LL 0 rs- J(71-4 1/9/ • 77/1/,±dai /C1s‘? sc-t. OS 5 /)"c /--r+ ,or KY / `n1\ \;cTb--NT\ Or t-( i" q 5i 0,M$ �T ,e/la,— ( ,?06.31 t ic,t-p 'i - peg✓6 tiki/pi. ss, • zs-n, We are the citizens who are directly impacted by the "East-West • corridor" route. We don't need it, we don't want it. Name Address Phone# 4.- 14-1. IJC:tt. ,C-Lhd. 6,i;et-{77.77,7<fr:711( ''_ /fo.9fA/at,./,.: „' A4, A _,4244,1(7M' f / � f s�r� \Gck {LG� � 134f1 Al f�j,� i aG 27/4.-// - ,s/ 17'1'4_c, , fi,114.4...‹ ,- ./z) / 42/ ?/.,',':7c-e-A.-e1/;7-I-A/i b...a.67 /5(,47.7 sv Lki. ' uL:do . ► fii,ii _1)15 ( Kaoc,,k it cio_)4.171 Di() ALI I-17;739 9 - (..,;.,,,,_,,,(,;ii,,,,7„.., ,, �r ,t-'[f/Lc., .:,=(::..,sii.),:b: iiii.....; ,_,?6\1_1) piL.)4.ct,.,1. 1.,k'k,/( i iX . 1 Ill _ e.— vl. 4 Iggf-Al 0-4444A'"--- /41%15-7 vicToe/ 1 , �✓ , Lf `7I rc 572 }1,---si tt, -:_., : U3P`i 13'1Y1i(Ioc;c ' 1- C6 7, Kof zit' ' `/ i, • ---i:n)_(,),. x,„\vn._:.•-, zoiq_b on ( tn, r, L.-V.\ q 1 - (OL4- c 4t"......______ ,, .vq it l,J /G,—LSA 11 ( q 3 // ,, • ,e--4). :zD04 y . I-buot .5 Li'' 4I- Uc.,, f 1�, u...t7:.' /)/.._ a _,_ /`/..z )/V r .1 iL/ �!c L N `fig/ ._,a c ' 1 1Q,e 7 2.g i Jrr�r/� _y�l - zZz_o ____ -�' ( ."7 3-CL4^"*i_-i Jam--;5 L. 1'1'�Q�.�c . . s•; 147 ';1..{' . - I k 1 i.\iG7 Lc `: 4 )L� t4�,..{�'4:,.,.LAi ( - cf(( t-35U7 We are the citizens who are against the "East-West corridor" route. We 1111 don't need it, we don't want it. Name Address Phone# ��``' ,�,�/4 Z 71: /r;�4S 7 Iij/_ /( 9 PI 1lf "- -t"/2 2)7 ? 1 AiC., 57 4 i /2 71/0 _ 4 "i- 1/97:1/( y-- --- - - 1\1(il o- , i3C 1L-t 011 CA--- VAL() _ `-ice i - lki y --1! ,e_i.,_,_. c.-%)3,,,,, ___.!_2A').<)0-\ -, /0 c- , ,.-.) e--/<, / _ -D)c) :::-1 ,, i _ - , _, , v\ ---in 1' 0{,'„.. ,-.Ai} 1 --)‘K �(' vim- .:._± 4'-? , .) `? '1 C. 1 PE4lio"7-ii .Yii 1 z S() ire?Ai(t E' y W- 3(66 , (La li. ...0 �-N k, -,-, /. 8 ,q ; a 1 i ,i r� -4/ /I-47 ) ,„/-:".6(,/yvt.--„-i- 1 i 5 7S-- ic,-,.‘..,4 KV) --/y7- /f .S/ .. • r' fi / ,- 9' /.”/S _C.4-r Li y5'/-/3o8; . . AVL 1 .T7 Z clue.NU) 4/i-s-S 3. \ i /1 , -.ct,,,,/1 /// 12-6>C, Z 4'€,i4„/veh_AL 9 17-4 '?--? %2 x%170-J..�e-.� 2 )J '7 Pir fa,/v./f• /Q T W/ , i � 230vc /5/Z 51-67/74v{7e zY/- CYZ / OriaW • r ie,-- , 4 .,9-, (.0 i'V 44,}-&- /-iz-//- -CC - ( &r\3pvvvvA,-- \-7- 1--to Itirs, "(-. 0 JJ i'':/q 11/-0-3.3s-- 56. (-., -1,,(Ai-e CiAeditFI AO sY -') v e AUL 4q 1 -(7 7 ) - ..j/4/0-5-6' &J 7 41 -e / J 4'q/ D.S/3 ?....-e, - &Iv/ft 1985 227 5 friv Nw '-NI- 051S /At •-. .4 .. ' . ,• X..- P7i 7 V_z9___g_______WZkV_Z_O____ • .._,,., ,,,,/, /,(j /390Q as 7 ,, /t/4( 2Y , 2 ..s.3 0 We are the citizens who are directly impacted by the proposed "East- West corridor" route. We don't need it, we don't want it. Name Address Phone# . ' -� - iso. a.a 't~ ✓e ,,,-/(.. - y4//- �a-co 7rdvidb- _JiRa,,ieha. 4 447//_//7/7 y ____ . i•0., / /e 7/-7_ 4,4.7,17;k, sr _ 1-ee/---4,2 2-,c Qc.: \ (1, �AiiN '.( ./-�' / 1 3.3/° ;Cct7 'f / - $%/ J ./-jtct_,,,e /33/o A7 ,u, i /-6 11 .- . . i 4,,,i,„,,,/ ,z1 .3_51 clic,e .,( -2-/Lirl-t6/ (J , \3S' ( EIL Jy/ --€3-5� • 1 kii litrtM, ac),(-I C5,J,QLI, Ga LH I - , 1-,/-ii-- . . , 10 220)7 Jed Y i -2,a (7,-----.0,, .__,--,4 /3/75- �.__/ 4267/U L--c-' �/el /—),S7 )s� ! _11?- v,,�-'j i 2-q'� 221 Ave NW 44 I - 5'-.i 2 Irl1a.-7ic ( ?doe At Gv, 'i4./ 1 - 69.3 -'1\A--z___ --\IC\--- . �• ._ '.. --k -3 aa\ ek. - 7e . Lt41 - 17 o Co 4 / F P-6 8S - ? 2/S''4,A0- NAS. y/ - © y ti'y 41"0 d# / 3`//a zzJ Si- 2/y -6 s,5 -7 O4 ! ,_ / 3Woc2/ s121 ge-/7--: • Igfi..0 24740--- 7 1/g FA LAS A c 9,-P-,?6j We are the citizens who are against the "East-West corridor" route. We • don't need it, we don't want it. _________ Name Address Phone# '---/L-- iz]d _i_e-zj7---- 02 a23/ 4,- 1.4-/ c -,,,-<-; 2/w-..21,V / e al-(,, _ 2020/ :=7-A-Z..,1k-,PD g51/-3--00 - - fv24012.0 a4 Sco/ em- -- -- - 1 j3:2U o Rf)^1 '. f ROA/it ..4) CEA-qj.----. 2 " - y LB -RSO 1 4,..e ., ---7.....,,,,,,,---- .� j 75 �,� X17 ,K7- c- .,-'i 7 ,K k1-- I , C� �?-h % \--(-: ,1-1/ '2/Y/3. - -- -,i4,j/ 2 7-7 (-‘,/<,- -7e_,;,-(,) 2 -lV l' 7le-i ,y, ,Io‘9,o . , yi/i -;5-3, 4 • 67() C_7Z- --9 �� 5 ,- ‹(7,--- /y / /2�� ,-�/t) V/ O 3 V Z CP�t.n.�----- / 19 9 0 /'/,.; // i D �i// / ? 76 4,4,atg d/l,.;., , 16:1176/ of t/ ,z),9/- A- / ( � iip-e4 ,� l y2 '/ 1E Mda) y5/-d4)-12 Ua Ytga, /31.70-7Cdy.AIE elzie W-/8s e'Ck C-1\k,cit.)-7 oci l o ci 4(41 - 5614(4; 7i C-.?- .(1,., d01� _�fl- //6g r2 c. .g-ls y0 c k s 4 qut -(ft J-c)- %I'm(' ,-- ;9 =g)'`?L X,.--t 57( -2e--//- )? K . 3 �,- c YO ' `,-7VV/- v79& 0 , = .. . a im l r , - 3 ".- . , .1 / . We are the citizens who are against the "East-West corridor" route. We don't need it, we don't want it. Name Address Phone# ----—)A i—A---, 1"‹.S 1,---a._ 1 c c -, :,) Z. 1 i:c_;e L.),- ,.) ,..) P 3 i ,....., ,s, ..., _ ..\\ v+Z 19 -148 (c '? tik) 4 UI 5L)/L/ , 44 I i----) Co,i - (>1(t,,t,A a //q E k i,(i ki: 1,-)Lf ( iii �(C.,l,.k.'" ( U`. U 7 2 ./;:! -s_'./ /✓'/..) ..-- "Y,, f`V ,_ ,, "/•/r /a ,, ,22,/2 /rJ4 ,,./.4.,_, ,e,0 vv/ o ? k, ;..:,.. \\,,,,,,,....,...,r , ,7 8 9 11, A2. .t }0-0-,.r-v+�4 f .a. Li 1 - '1 I '3 , • 4 , 6,., ff _ ,, f„ ,)/�✓.,//' l.. ,/,'.J / , ,.,; 1 , // / -.„,.--3-(:/-,r 0 l 2. 7 ,qDveN cd 1�/ --3 5 7 �-.,, -17 :,<=j--. ---- /,?.. --;-"/ ,---/„.., !/ -?,11,/ 02/ 1, /CA 'qZ�0U CY/Oa) c,7 yrci7% kc.i\nokAr- <.---- i i (, ( i ) '( : (//-< C''t (t. ,,(7_.6 s'24 ,/r% 4( ,-e ';,, , ) 411(7/- ,f7/i /1/41//// 0'071-1/1.-- 110i eOf -I' . ,447/... 0,./30 • We are the citizens who are directly impacted by the "East-West IIIcorridor" route. We don't need it, we don't want it. Name Address Phone# 9.02. 0"0104.A.---/ I 333 NI-eadtria-ajLez—ettl.c( 0/-6395 ( 2 Nc--). \-t--?a,„,-(-›,--/- I-- Li 3 I -1, 6Lck-t \()Lf 44„ Yit- as 3.7 kk no Oft tirti / 35.5i---/Accedtzt,ce_z_6 A-0/ 4/5/1- /2c/ /Ai7 c /3 531 41Zet 1.--t-<-4-j / -/i1,,,,--t ,g / , i.--1-7--f i ,/,- LI 2,2;9,J ra -i thkiiiit6 / 4.- --/4/4& ig /( /ili.,/,_. ,,;_c_,.. 7 - 14/c-,,c-te-,,-,7, i Alf• //—4/ r.2_ ‘ .. • Off, ..)_okiqc-i !u 2 60 _." 4,,. (5, iv gaei 4 /_ _ ccg) OO 11_4„3,1),,,,ual,Q,V!I Licit -D-q -j1)Rjo, iSC63/ coLt()Q 0\Q0kc VA L(kit -Q4 0 0/1// /yr/77172 201/3/ 0- ---7-z-- -‘ Ati /7'e Z(JV3/ /77/( d./x1vQk ,e/ W/ - 2 3r7 1,„P4(l1k, /31,-/(f2 )).,0,J,,,..-=, 1 Ke qv/' ,2-7-"S L ) 9i /--g (gc. rneer,e,ezeiorieJ &( //- 723f 7AA4, -_2. ,-(:3- Lf._;.,__ /366,y/12AnowvAc (-Hi - q q3 2- itil-0' -, ( 66 -1/1051,et,i(A.dlea4 W/1 Vr?Z- 0 • We are the citizens who are against the "East-West corridor" route. We don't need it, we don't want it. Name Address Phone# Ladcf-17,"2-Li-,lit /ci L' VI L (x-ro--64_,, .4.--::k v/:) c‘) .7 s,zi.2,f, L frooyIz --- , -.< -< /---<3fS_ c:, v,,,,,b,ri'a nr-. . 04747 j-c) s"--6( /At.7-4-,a frei CZ7 ie Wt. g-P'-1 1 ,‘ to • - 3-- ) YO iii Cviorto a0r- 4:7', 4'_ Lirdxb Ckailiu c)-0 -90 \if kJatt-ticL. 0\ V— Lik11-6,7a-)— ., '- it e._ --: (.., (( , -, "-- ') i.,I, , 130;c:' i 1'144,„"e.„,,,,:.. Li. i:,1 , . `.,- )-( x.. ,), A.1( 1----, , - /5 / :7 7- A ?---(- y r--t ...L.:rd. 411, 13c--1-1 I 2(- )/ q, /(- 7 / ‘/ r x 2ors2 41,,Lt.../ih 5t-, i / / — //( e..:VL:..., ':-1 N 7 3 4.,e,,,„ ..,4- 4_1L.2 g4-/30_J ....,...., v _ /D -2 i , / ,I OY2 e02.iti 7-A.t i r---kt'-' 41-1// 24 -,i ..;•?. ..i /', 1 1-f',"e tgh,(i.,ii)1 ' kii.4) 4W— AZ-3 1(fo z/2- Z.JDZ-A-1 Ak , ! / O )( V;c4-0 ; ivi.)...1 4 ,1,,„_. L ,i Vr -0-) ..ry Plo13 . tir \b'fli 140cCik 14 '21(Al 19001 0)(2 At) c-/t(/ -090 --ffair,ftlitza21,:,„ /9114 oza, Ai/ If td 9t.(/- 71 II , , , 2,7v, e We are the citizens who are directly impacted by the "East-West corridor" route. We don't need it, we don't want it. am Address' Phone# ml..21-3,c) /)fz59- 7C- gq(---Ci/c/7 m(. 4i42& /5 R/ 2 %Ii 11-0E Pk) qe / //G 7 .44ip,(/ /5 Cf 8r1Ytve 33/ice V7iAJ ( . I‘7, ./:72e-14(' /sYPP- 20971-64X- , 3-E6/ `/ I2Af '1 / -/,0 �`-`%v 1:4, 9133iie/ i /it n,o )L 1 SC 6/ - o ` 2-3 _; l _ 1c -.),6,6> j C > 5r. " 7r ., 7 i) ita . 1 , l`711C`i- .:-,- -)`-7,/ii i &-(. ` .;`. :,-)(i, 3 - (-_-f%(` _ g 15-2 5 ,20 `1-1a1�-e//G✓i 2 /,,3 - 0 5 c / C 71 1i ,,,X l 5, t> 0 y/-4/t-u'- ✓/ . d�3--v 5 O i O ://41.4 .----- 4.sr_as Ae y 1,,, ele9 WI /65 PdArwier ( _ Ic-is --o1o9^-ay.iv.cv., R+ 4_ ��/— C�I.,.S6 ?e___ LA//V 1.�.-e),/-4 l)q3 --)o )/--v,t. E. f2 . 4 l - d i/ FL/ --4,-,,,-t-(94- Scwti--- ' ` . (7,ii-da *te/z i,_ //7/52 -,-,7eglii. Avp, Nu! c,4"7 zki/- 71-75- 90,h is.. 1,A4,1,-- _. (L(52.3 -2..c ii:‘ flile.._ k. 0- 7c/s-6 c!ti) 1)(m-c c (ty4.,. n• ,M .e3- 9, //4' . 4',it! , ,/e__,165 .2 /3 LI.,_ 1,k-2,-1 2-u ci ,t - --t_ '1 ,4 ! -- - -;? - i (177 - 714i4-41-ir Cm.r:ipw-, ,2 Wee 7-hui-e-wv-z-4 k--/ Liq/- 306'; O X14/1. , t I , We are the citizens who are directly impacted by the "East-West 0 corridor" route. We don't need it, we don't want it. .... Nam .. /1: Address Phone ii• /V0)(7 -s-7r)--f--4-e, itAu Vv/-- N us (I 1 - 5307 iel&r- G,2(1/— '369 r3o4ta( 3,Ai I.6r)-) -)r A 1-1/194 .f, r7yoy 2 57. `7c-//- c/( b(4 /), 2i0-dzci -, / . l ( 1 f 1 ( 0 3 i Li (-1 I - ( -7`-/ • , , 1 37 Z- C1---. /2 - Cr7L./' -4 1 / / - I / / 1 41 3 `% ,,,?),2 41 4 f/ — -.) f_5- ,,,,3. ,-- 1,„,. V/"- 20 zzh- 4/‘A' '4?75' )' . V) Lk.. ) • L_,L,, ,_,,c,.,c, 1,i_-36 7 Lc) 7 '4(Jo AJ 'WI- //iR ee,61 cds_e /y. crr - ci,7 0 n c il/' q /• 1 ' A, 6 u rJeru 1 , 1 / (-1.,97cliei,//e7 7 r ( itkp_44),- &:eivzt_o_ 152SR 2.0qe-A /Q/e N ti) c„2 L 3 -.30(2 ) g1 - • r' -s,4-'/Vil '7 /----.5-02 LS • gm, We are the citizens who are directly impacted by the "East-West • corridor" route. We don't need it, we don't want it. _ Nan e 45 Address Phone# .1W ,,/— d.'. i/ L /54A/ 0.2b94 1/ide- --6 -c-3-(6-3----- �drazeg) ..,e /.5‘fr4 02ogN aut.?, .263-<2,0b5-- , N11c\`'1/41. aoq{" .P1\Jc `t`k\- (A3/ .Vim44-4-terij94/, aO9/' 2E- /1y/- 4, 93 /4/37 -2_01 Al) V(k/-S1Sl) /J7a ; : , . / 0q35--- 202- E qt//-7/1 7 --------/:;,i, _ji;_e--r-Iii 1`05c-i . 10Z./2 AveD0 J-14/I- 717 9 I CZ_-- L-- -;;LD()'-'±'-' i-l' i, 1;k:'", .;:- z7y-, il / iN, ' i',A PLy 3(\i, / /1/ 2c-'// 26-5e-/e.-2- _57, ifYi- G • _ ..' 4C.A71-0PA /q330 C9015- A1.1 e.Ali-) Fe , (1(1/-3a92J 10 k;..Jc te.� /y /3 .)3c 1 _Di k 4-//- S' -(c.S.- :,2-7.-/:271c. -et-',' 74, /2-A//= ?7 c l `) 0 cam/ F S^ (; , W-4,1:41((=j ,--/ ore /17/0.10 46/ Sr� hui,u Ll y/ -36 / ,�j 6?4-i,,, ,taii--6 ' l4/4' !tel DCJs, 441 -349/ Lei L i ? L)LA (c r igc),7\ G? 2(/ 7 - L f y/3/7 e Inviri? 0( ;, ,� -I� X11 -1 ��i�; (,��-1 5� _ e_4_,, ,..1 r i_ 4 1 t(i I S-3 2,_4_,,__t u, S I qt-a- t.f ? � L c �✓ ! 74z- 7 s/3f- /97-�.y%73— id& ''-I/. 1 4 II, 191,3S- _P-/41,4.7444 \S-4, LH/-3 ,s-- • - - _m..�+..:;a.,.,.„,.. .tom r t!4 ,„. ..,,, » ^z, ,....,.::::. +a« a.iv.:. : ^ ..y,440.0044444.-'-