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<br />A broa4er view of trip making witbin tbe ,tu4y area reveal' where foreoa,te4 <br />travel 11 anticipate4 to ocour. As ,bown on map 110. 6, tbe major1ty of travel <br />i' foun4 in tbe vicin1ty of %-911/6911. Thi' is where a a1zeable portion of <br />bousebo14s an4 emplO)'lllent are expecte4 to locate. Consequently tbe %-6911 <br />bri4ge is 4irectly impacte4. A ,econ4 oore of vebicle trips 11 oentere4 on tbe <br />4evelope4 area aroun4 Anoka. Muob of tbis travel 11 expecte4 to use tbe TH169 <br />bri4ge. <br /> <br />Historioal 4aily trips are sbown in Table 3. Forecasts for tbe entire oorri40r <br />an4 for the existing bri4ges are IIU1D111arize4 in Table II. Table II alllo presents <br />1I0me key information about assumptions use4 to evaluate highway oapacity at tbe <br />four locations. Before procee4ing to analya1s of the alternatives a look ill <br />taken at tbe results of traffic deman4 forecallts for the four ex1ating <br />crossings. <br /> <br />Table 3 <br /> <br />Mississippi River crossings Historical Volumes <br /> <br /> ADT COUNT <br />River Bridge 1972 19711 1976 1978 1980 1982 19811 <br />01 TH 101 11550 5575 66110 9075 11600 10200 111700 <br />011 TH 169IFerry St 19795 21900 22050 25500 26200 26500 31500 <br />12 1-6911 65775 66965 69975 81000 82000 88000 1011500 <br /> - - <br />TOTAL 90120 911liliO 98665 115575 119800 122700 150700 <br /> <br />Ratio of ADT/19811 ADT 0.598 0.627 0.655 0.767 0.795 0.8111 1.000 <br /> <br />Traffic projectioos (Table II) indicate significant growth in travel demand <br />across the Mississippi River. From the base year (1984) to the forecast year <br />(2000), river crossing demand increases from 151,000 daily trips to just under <br />300,000. Under the no-build assumption, nearly half of that demand is on 1- <br />6911. The data point out two 1mpOrtant results of the demand analysis. The <br />first is a total unmet peak: demand of 11090 trips in year 2000, the equivalent <br />of me additional II-lane bridge. The second is that present bottlenecks are <br />not on the bridges but upon the approach roads. This is demonstrated by the <br />Ust of critical locations MOwn on the table. These locations were identified <br />by HnIDOT as the points that effectively limit capacity at each crossing. <br /> <br /> <br />15 <br /> <br />32 <br /> <br />