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metropolitan area. Several municipalities within the County have had the foresight to develop comprehensive plans and because of this foresightedness these municipalities should not be penalized by imposing a County Thoroughfare Plan upon their plans. A second premise, therefore, was that the final County Thoroughfare Plan should reinforce these municipal plans. Inventory of Fxisting Conditions. In addition to past planning activities and meetings with local officials, a complete inventory of available data was conducted to provide a broad data base for analyzing present conditions, development trends, and plans of the civil subdivisions within the County. A review of the plans of those agencies having metropolitan jurisdiction was also made to determine which proposed metropolitan facilities must be incorporated into the plan and which proposed metropolitan facilities could be modified to fit the County's plans. A considerable amount of travel data, both existing and projected, was available from the Minnesota Highway Department, the Metropolitan Council, and the Anoka County Highway Department. These data were especially useful in determining spacing requirements of the grid system introduced in the plan as well as for determining the adequacy of existing facilities. Figures 1 and 2 illustrate the 1970 and 1985 average daily traffic volumes (ADT) in Anoka County. Consideration of Future La~d-Use. Although the goal was not to develop a land use plan for the County, a thoroughfare plan must not only have the capability of serving existing land uses as illustrated in Figure 3, but must also provide the framework for structuring land use development as desired by the policy-making officials of the County. Figure 4 depicts a composite of civil subdivision plans. Utilizing this premise, current development trends were analyzed based on existing land use and existing accessibility. In turn, those elements presently planned which influence development (highways, sewers, transit, soils) were analyzed to develop a projection of anti- cipated additional growth without regard to the shaping influence of modifications to the present County highway system. The extent of anticipated urbanization by 1985 as forecasted by the Joint Program, as well as the projected "urban-in-fact boundary" (1,000 persons/square mile) forecasted by the Minnesota Highway De- partment for 1990, were utilized. These forecasts were tempered by Metropolitan Council's seven county population forecast and by the Metropolitan Sewer Board's plans. The area was evaluated in terms of ultimate development potential and density, and a grid arterial road system was developed to serve and shape this potential. ! ! ! ! I I I I I I I