Introduction. Assumptions. Jeff Holstein, P.E., City of Brooklyn Park Steve Wilson, Principal Tim Babich, Associate Krista Anderson, Engineer

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1 SRF No To: From: Jeff Holstein, P.E., City of Brooklyn Park Steve Wilson, Principal Tim Babich, Associate Krista Anderson, Engineer Date: May 16, 2018 Subject: City of Brooklyn Park Year 2040 Forecasts Introduction This memorandum describes the modeling process used to develop the City of Brooklyn Park 2040 traffic forecasts. In addition, this memorandum summarizes the existing and future forecast volumes and roadway capacity deficiencies for the City in the context of system functional classification, connectivity, and other issues. Travel demand forecasts developed for Brooklyn Park were based on the Metropolitan Council s Activity Based Model (ABM) and Thrive MSP 2040 demographic forecasts. The ABM is a model developed by the Metropolitan Council to forecast travel changes based on demographic, transportation system, and travel behavior. It includes the following features: It encompasses the 19-county area considered the Twin Cities region to reflect the full set of travel markets using Brooklyn Park roadways. It includes both highway and transit system elements (including the METRO Blue Line Extension). It models the estimated effects of future conditions on travel, travel patterns and transportation facilities. Assumptions Year 2014 and year 2040 socioeconomic and roadway system assumptions consistent with the regional development assumptions (Thrive MSP 2040) and regional transportation policy plan are incorporated into the travel model, as described below. Zonal Data and Socioeconomic Update The Transportation Analysis Zone (TAZ) structure of the ABM was expanded from a total of 45 regional model zones in Brooklyn Park to 179 zones. The updated Brooklyn Park TAZ structure and the forecast development totals for both are included in Appendix A.

2 Metropolitan Council year 2014 and forecast year 2040, consistent with the Thrive MSP 2040 plan, socioeconomic data was allocated to the Brooklyn Park TAZ; socioeconomic data was systematically allocated using aerial imagery, land use assumptions, and feedback provided by the City of Brooklyn Park. Existing and future year municipal socioeconomic totals are depicted in Table 1. The Brooklyn Park forecasts (2040) were used in our analysis and are consistent with the Metropolitan Council s regional control totals, within a matter of minor rounding. Table 1: Existing and Year 2040 Municipal Totals Population Households Employment Brooklyn Park Expected 78,591 97,901 26,843 34,300 26,747 40,197 Metropolitan Council Thrive MSP 78,362 97,900 26,877 34,300 26,747 40,197 Roadway Network Update Baseline roadway system forecasts assume both the existing as well as the planned and programmed roadway system. For modeling at this level, the improvements would assume changes that affect the capacity and performance, such as new roadways, changes in the number of lanes or speed, or the addition/removal of channelization on a segment. The following projects were identified as meeting the above conditions, based on the Brooklyn Park 2030 Comprehensive Plan, Metropolitan Council 2040 Transportation Policy Plan Current Revenue Scenario (dated January 2015), MnDOT wide Transportation Improvement Plan (STIP), and were included in the travel demand model 2040 roadway network: 109th Avenue reconstruction to four-lane lanes (Jefferson Highway to CSAH 103) Candlewood Drive connection (West Broadway Avenue to 79th Avenue) 101st Avenue - interchange and reconstruction Xylon Avenue construction (Oxbow Creek Drive to 109th Avenue and north of Rush Creek Trail to CSAH 103/TH 610 Westbound Ramps) CSAH 103 expansion to four lanes (75th Avenue to 101st Avenue) Bottineau Boulevard expansion to six lanes (71st Avenue to 83rd Avenue) CSAH 30 expansion to four lanes ( to Zane Avenue) TH 252 Freeway conversion* * The TH 252 freeway conversion is currently under study. The final option to be implemented has not been finalized and may affect forecast volumes near the project area The model also includes the Blue Line METRO Extension to Brooklyn Park.

3 Model Validation and 2040 Application These forecasts use the Metropolitan Council s Activity-based travel demand model (ABM). The model, released in late 2016, simulates individual and household transportation decisions that compose their daily travel itinerary. Future year development and behavioral conditions are modeled as trips and routed between model zones on the above-described roadway system used in the model. Validation of Existing Model The model roadway network was updated with current MnDOT Average Annual Daily Traffic (AADT) data to facilitate the model validation process. Daily traffic volumes were validated based on the degree to which the model replicates known ground counts. The validation checks are based on the Federal Highway Administration s Model Validation and Reasonableness Checking Manual. The validation was compared to additional 2017 counts collected by the City of Brooklyn Park to ensure more recent growth is be reflected in the projected 2040 values. The final step in model development was to establish a process for adjusting the future modeled volumes to account for the error in the base model. The National Cooperative Highway Research Program Special Report 255 suggests methods (Table 2) of adjusting models based on: a) the difference between model and count; b) the ratio of the model to count; and c) the magnitude of growth between existing and future. Table 2: Model Adjustment Process Condition Implications of Condition Method Used All Other Cases High model growth may cause the ratio method to result in unreasonably high adjusted volumes. A large underestimation by the model in the base year may cause the ratio method to result in unreasonably high adjusted volumes. A large overestimation by the model in the base year may cause the ratio method to result in unreasonably low adjusted volumes. Difference Method (adjustment based on numeric count-model difference) Difference Method Difference Method Average Method (adjustment using average of difference and percent difference)

4 Year 2040 Daily Forecasts Year 2040 forecasts are included in Appendix B. They reflect the anticipated travel behavior, development and roadway network effects on traffic in the City of Brooklyn Park and are the basis of the deficiency analysis presented below. These forecasts do not assume the completion of the CSAH 610 extension of Highway 610 west of I-94, nor do they include connecting TH 610 to/from the east approach of I-94. Those movements are all available indirectly by the current roadway system, and a sensitivity test of those connections did not indicate a major difference in volumes on Brooklyn Park roadway system. Roadway Capacity Deficiencies This section summarizes both the existing and 2040 roadway capacity deficiencies for the City of Brooklyn Park. The method used to determine road capacity deficiency divides the existing or forecast 2040 average annual daily traffic (AADT) by the acceptable daily capacity for the specific roadway type, a measure known as the volume to capacity ratio (v/c ratio). The acceptable design capacity is estimated based on number of lanes, roadway type, functional classification and traffic peaking characteristics (Table 3). Table 3: Brooklyn Park Typical Daily Roadway Capacities by Facility Type Daily Capacity (vehicles per day) Facility Type (Level of Service E) Two-lane gravel road 1,000 Two-lane collector/local 10,000 Two-lane arterial 12,000 Three-lane (two-way left-turn lane) collector/arterial 18,000 Four-lane collector 20,000 Four-lane undivided arterial 27,000 Five-lane collector 28,000 Five-lane arterial 34,000 Four-lane divided (expressway) 36,000 Six-lane divided (expressway) 54,000 Four-lane unmetered freeway 74,000 Four-lane metered freeway 85,000 Six-lane unmetered freeway 111,000 Six-lane metered freeway 127,000 Eight-lane unmetered freeway 150,000 Eight-lane metered freeway 184,000 The existing AADT data for, City and County roads are from 2014 to depending on the location of the count. A complete mapping of traffic volumes is shown in Appendix B for collectors and higher level roadways.

5 The deficiency analysis defines capacity deficiency roadway segments as those with a v/c ratio above 1.0, which signifies that a segment of road has observed volumes or forecasts which exceed its design capacity. These segments are shown in Figure 1 (existing) and Figure 2 (2040) as bold, red lines and listed in Table 4 (existing) and Table 5 (2040). Roadway segments with a v/c ratio between 0.9 and 1.0 are designated near capacity and are shown as bold, yellow lines. A roadway with a v/c ratio of 0.90 means that on an average day, 90 percent of the road s design capacity is utilized during peak conditions. It is noteworthy that all of the existing and a majority of the forecast 2040 capacity-deficient and near capacity-deficient road segments are on Hennepin County and the state trunk highway systems. The City should review the adequacy of these road segments in partnership with the County and to provide the necessary capacity to meet current and future demand, which is further discussed in subsequent sections of this document. Assuming the 2040 base roadway network is implemented, the future Brooklyn Park roadway network will experience congestion. Additional roadway improvements will be needed to address capacity deficiencies. It is important to note the forecast model and volume-to-capacity analysis conducted to determine volumes and assess congestion use average daily traffic volumes consistent with the requirements of the Metropolitan Council s Local Planning Handbook. Delays or perceived congestion may occur for short periods during the a.m. and p.m. peak hours in certain areas, particularly at signalized intersections, which may not be identified through this analysis. More detailed traffic study and operational analysis would be necessary to further analyze congestion issues in more depth.

6 4,150 8,800 5,400 1,700 W Broadway Ave 11,500 17,100 8,700 8,400 1,650 4,100 Noble Ave 12,200 8,700 7, st Ave 32,500 TH 610 6,900 6,000 77th Ave 74,000 8,900 5,500 Jefferson Hwy 5,100 93rd Ave 1,600 18,600 14,100 68,000 15,900 Northland Dr 6 8,000 10,300 18,500 Boone Ave 42,500 62,000 22,900 42,500 59, ,000 1,500 79th Ave 3,200 1,450 Xylon Ave 15,700 6,700 3,800 2,000 73rdAve 109th Ave N 7,700 Winnetka Ave N 4,100 23,900 6,900 6,900 18,900 11, ,000 1,350 12,500 89thAve 18,900 3,650 Jolly Lane 1,250 Oxbow Creek Dr 8,900 12,500 4,700 2,100 2,650 1,850 12,100 43,500 4,700 Setzler Pkwy 1,750 1,550 Candlewood Dr 8,100 Douglas Dr Oak Grove Pkwy HampshireAve 4,600 4,700 1,900 18,900 3,300 13,900 2,350 14,100 5,900 4,800 Brooklyn Blvd 19,900 17,700 22,100 Zane Ave 3,200 3,050 2,050 15,100 2,100 5,200 2,650 R e gent Pkwy 2,300 2,200 6,200 3,700 2, st Ave 56,000 Prestwick Pkw 2,25 8,400 3,700 2,500 12,900 4,350 11,300 y 0 24,000 17,000 5,900 2,150 7,600 10,200 30,000 6,800 Noble Pkwy 17,500 WRiverRd 2,750 Fallgold Pkwy 83rdAve TH 610 5,900 4,950 97thAve 1,650 79,000 3,400 8,100 5,400 4,150 Edinbrook Pkwy Xerxes Ave 74th Ave 6,700 West River Rd TH ,000 17,500 7,600 Brookdale Dr Humboldt Ave 102,000 2,600 2,700 6,200 1,950 56,000 7,100 3,750 81st Ave 4,550 60,000 3,500 88, ,000 Modern Rd 10,200 8,000 6,100 30,000 CSAH81 28,000 5,600 68th Ave N 118,000 10,800 69th Ave I 94 5,300 6,400 8,200 Winnetka Ave 1,450 6,900 7,600 62nd Ave 11,100 7,200 Q:\Projects\10482\GIS\MXD\Brooklyn Park New Map 105.mxd Miles XXX AverageDailyTraficVolu me NearCapacity(Volu me 0.9ofCapacity) CapacityDeficiency(Volu me Capacity) Existing Roadway Capacity Deficiencies Brooklyn Park Comp Plan Forecasts City of Brooklyn Park Figure 1

7 W Broadway Ave Noble Ave 109th Ave N WRiver Rd 101st Ave Winnetka Ave N Oxbow Creek Dr Douglas Dr 101st Ave FallgoldPkwy TH 610 Jefferson Hwy 93rd Ave Xylon Ave 89thAve Setzler Pkwy Oak Grove Pkwy HampshireAve Zane Ave R e gent Pkwy Prestwick Pkw y Noble Pkwy TH thAve Edinbrook Pkwy West River Rd TH th Ave Candlewood Dr 83rdAve Xerxes Ave 81st Ave 77th Ave Jolly Lane Brooklyn Blvd Brookdale Dr Northland Dr Boone Ave 73rdAve 74th Ave Humboldt Ave Modern Rd CSAH81 68th Ave N 69th Ave I 94 Q:\Projects\10482\GIS\MXD\Brooklyn Park New Map 105.mxd Winnetka Ave 62nd Ave Miles XXX AverageDailyTraficVolu me NearCapacity(Volu me 0.9ofCapacity) CapacityDeficiency(Volu me Capacity) Year 2040 Roadway Capacity Deficiencies Brooklyn Park Comp Plan Forecasts City of Brooklyn Park Figure 2

8 Table 4: Existing Capacity Deficiencies LOS Route Segment Approaching Capacity (Volumes Meet or Exceed 90% of Design Capacity) I-694 CSAH 81 to Brooklyn Blvd CSAH 81 to East City Limit Functional Class Principal Arterial Principal Arterial Jurisdiction Facility Type 4-lane unmetered freeway 6-lane metered freeway Volume (Vehicles per Day [V]) Roadway Design Capacity (Vehicles per Day [C]) V/C Ratio 68,000 74, , , Over Capacity (Volumes Meet or Exceed Design Capacity) TH 252 I-694 to 62nd Ave 101st Ave to 109th Ave 73rd Ave to Principal Arterial Principal Arterial Principal Arterial 4-lane unmetered freeway 4-lane divided expressway 4-6 lane divided expressway 88,000 85, ,500 36, ,000 to 60,000 36,000 to 54, to 1.67

9 Table 5: 2040 Capacity Deficiencies LOS Route Segment Functional Class Jurisdiction Facility Type Approaching Capacity (Volumes Meet or Exceed 90% of Design Capacity) Over Capacity (Volumes Meet or Exceed Design Capacity) TH 610 CSAH 8 CSAH 152 Noble Ave Noble Ave I-694 TH 610 Xerxes Ave Noble Pkwy CSAH 81 to TH 610 Winnetka Ave to CSAH th Ave to 71st Ave Regent Ave to Noble Ave TH 252 to West River Rd 76th Ave to Brookdale Dr 83rd Ave to CSAH 81 to Brooklyn Blvd 62nd Ave to I st Ave to 109th Ave to East City Limits CSAH 103 to Noble Pkwy 81st Ave to 101st Ave to Oxbow Creek Dr Principal Arterial Principal Arterial 4-lane unmetered freeway 4-lane metered freeway Volume (Vehicles per Day [V]) Roadway Design Capacity (Vehicles per Day [C]) V/C Ratio 69,000 74, , , A-Minor Arterial Hennepin County 2-lane collector 9,200 10, A-Minor Arterial Major (Class-I) Collector Hennepin County 4-lane divided arterial 34,000 36, Brooklyn Park 2-lane arterial 11,100 12, A-Minor Arterial Brooklyn Park 2-lane arterial 10,800 12, A-Minor Arterial Brooklyn Park 2-lane arterial 11,600 12, Principal Arterial 4-lane unmetered freeway 78,000 74, Principal Arterial 4-lane freeway 96,000 85, Principal Arterial Principal Arterial Principal Arterial Major (Class-I) Collector 4-lane divided expressway 6-lane metered freeway 4-lane metered freeway 52,000 36, ,000 to 137,000 86,000 to 100, , to , to 1.18 Brooklyn Park 2-lane collector 10,800 10, A-Minor Arterial Brooklyn Park 2-lane arterial 12,100 12,

10 Functional Classification As the City is becoming fully urbanized and experiencing higher density development, the spacing of arterials and collectors should be reviewed. For example, it would be appropriate for minor arterials to be spaced one-fourth to three-fourths mile apart and collectors at one-eighth to one-half mile spacing near the Target corporate campus, as this area becomes a regional business center. The Principal Arterials within the City of Brooklyn Park (I-94, TH 610, TH 252, and ) are owned, operated and maintained by MnDOT and spaced near the suggested Metropolitan Council Transportation Policy Plan guidelines. The vast majority of minor arterials are operated by Hennepin County and spaced at one mile also consistent with Metropolitan Council guidelines. The vast majority of collector roadways and all local roadways are City owned. Access, Alignment and Connectivity As forecasted volumes are expected to intensify with the level of development in the northwest sector of the city, it is essential to ensure that the future roadway network provides adequate access and connectivity from local streets to collectors to arterials. A majority of the capacity- and near capacity-deficient road segments in the various scenarios are on the County and trunk highway system. The City should review the adequacy of these road segments in partnership with the County and to determine how best to preserve future right of way and provide the necessary capacity, access and connectivity to meet future demands. The connection and expansion of 101st Avenue and Oak Grove Parkway makes this east-west route function as a reliever, delivering traffic to and from TH 610 and. This east-west route would serve as the parallel minor arterial on the north of TH 610, with CSAH 30 (93rd Avenue) serving as the parallel minor arterial to the south of TH 610. With 93rd Avenue and 101st Avenue connected with the north-south minor arterial routes of Jefferson Highway to the west and West Broadway Avenue to the east, they would function as a circular system of A minor arterials in the northwest sector of the City. Right of Way Preservation When future expansion or realignment of a roadway is proposed, but not immediately programmed, public agencies should consider right-of-way preservation strategies to reduce costs and maintain the feasibility of the proposed improvement. Several different strategies can be used to preserve right-ofway for future construction, including advanced purchase, zoning and subdivision techniques, official mapping and corridor signing. Before implementing any right-of-way preservation programs, the City of Brooklyn Park should weigh the risks of proceeding without environmental documentation. (Note: Mn/DOT policy requires environmental documentation prior to purchase.) If environmental documentation has not been completed, agencies risk preserving a corridor or parcel that has associated environmental issues.

11 Table 6 shows Hennepin County s recommended planning right-of-way widths for roadways based on functional classification. These guidelines should be used as the City plans to build new roadways or upgrade existing transportation facilities, such as Xylon Avenue and 101st Avenue. Table 6: Hennepin County Recommended Planning Right-of-Way Widths Functional Classification A-Minor Arterial (reliever, expander and augmenter types) Description Section: 4-lane divided or undivided Future Volume: > 15,000 ADT Speed: 40 plus mph design Access: Limited direct access General Right-of-Way Width feet A-Minor Arterial (collector type) Section: 2-lane rural Future Volume: > 10,000 ADT Speed: 45 plus mph design Access: Limited direct access feet B-Minor Arterial Section: 2-lane rural, suburban, or urban or 4-lane undivided Future Volume: < 15,000 ADT Speed: mph design Access: Limited direct access feet Major/Minor Collector Streets Section: 2-lane rural or suburban Future Volume: < 10,000 ADT Speed: 35 mph design Access: Balance access and mobility feet Notes: Actual roadway typical section will be determined during design element review. For purposes of right-of-way dedication, the right-of-way can be a combination of actual land dedication and/or roadway easement. Direct Purchase One of the best ways to preserve right-of-way is to purchase it. Unfortunately, agencies rarely have the necessary funds to purchase right-of-way in advance, and the public benefit of purchasing rightof-way is not realized until a roadway or transportation facility is built. Most typically, local jurisdictions use various corridor preservation methods prior to roadway construction and then purchase the right-of-way, if it is not dedicated, at the time of design and construction.

12 Planning and Zoning Authority Local agencies have the authority to regulate existing and future land use. Under this authority, the City has a number of tools for preserving right-of-way for transportation projects. These tools include: Zoning. If the property is in a very low-density area (e.g., agricultural district), local agencies should try to maintain the existing zoning classification. Lower zoning classification limits the risk for significant development until funding becomes available for roadway construction. Platting and Subdivision Regulations. Local platting and subdivision regulations give agencies authority to consider future roadway alignments during the platting process, because most land must be platted before it is developed. Cities and counties can use their authority to regulate land development to influence plat configuration and the location of proposed roadways. In most instances, planning and engineering staffs work with developers to develop a plat that accommodates the landowners/developers and conforms to a long-term community vision and/or plans. Local agencies can require right-of-way dedication as part of the platting and subdivision process. Transfer of Development Rights. In addition to the above strategies, some agencies negotiate with property owners by allowing increased development densities on portions of the parcel if the developer will transfer right-of-way to the jurisdiction for the future roadways needed by the development. This enables the developer to get the same number of lots or units and also enables the agency to obtain the needed right-of-way. Official Mapping. A final strategy to preserve right-of-way is to adopt an official map. An official map is developed by the City and identifies the centerline and right-of-way needed for a future roadway. The City then holds a public hearing showing the location of the future roadway and incorporates the official map into its thoroughfare or community facilities plan. The official mapping process allows agencies to control proposed development within an identified area and to influence development on adjacent parcels. However, if a directly affected property owner requests to develop their property, agencies have six months to initiate acquisition of the property to prevent its development. If the property is not purchased, the owner is allowed to develop it in conformance with current zoning and subdivision regulations. As a result, the official mapping process should only be used for preserving key corridors in areas with significant growth pressures, such as the northwest sector of Brooklyn Park. In some cases, official mapping key parcels or corridors may increase the agency s ability to find sources of funds to purchase at-risk parcels. H:\Projects\10000\10482\TS\Brooklyn_Park_Forecast_Documentation_ mkc.docx

13 Appendix A Transportation Analysis Zones Socioeconomic Assumptions

14

15 Existing (Brooklyn Park - Expected) Year 2040 (Brooklyn Park - Expected) Brooklyn Park Met Council TAZ Retail Non-Retail Total Non-Retail TAZ Population Households Population Households Retail Employment Total Employment Employment Employment Employment Employment , , , , , , , , , ,395 1, , ,663 1, ,648 4, , ,397 1, ,397 1,

16 Brooklyn Park TAZ Met Council TAZ Population Existing (Brooklyn Park - Expected) Retail Non-Retail Households Employment Employment Total Employment Year 2040 (Brooklyn Park - Expected) Non-Retail Population Households Retail Employment Employment Total Employment ,003 1, ,051 1, , , , , , ,543 1, ,335 1, , , , , , , , , , , ,467 1, , , , , , , , , , , , , , , , , , , ,942 1, , , Total (Brooklyn Park - Expected) 78,591 26,843 3,769 22,978 26,747 97,900 34,300 4,778 35,419 40,197

17 Detailed 2040 Roadway Forecasts

18 Winnetka Ave N W Broadway Ave X,XXX - Existing Volume* (X,XXX) - Year 2040 Forecast [+/- X,XXX] - Existing to 2040 Growth *Year 2014 MnDOT and Year Hennepin County Counts 8,900 (9,400) [500] 8,900 (10,400) [1,500] 10,300 (16,200) [5,900] 109th Ave N 7,700 (10,800) [3,100] 8,100 (10,000) [1,900] 3,700 (4,500) [800] W River Rd (4,100) 6,900 (8,100) [1,200] 1,550 (3,800) [3,250] 3,300 (5,000) [1,700] 6,800 (8,900) [2,100] 42,500 (52,000) [9,500] 3,800 Oxbow Creek Dr 1,250 (3,500) [2,250] Douglas Dr 2,450 (3,100) [650] 2,500 (3,100) [600] 5,500 (10,000) [4,500] (16,000) 10,200 (12,100) [1,900] Fallgold Pkwy 101st Ave 1,600 (10,700) [9,100] 570 (15,000) [14,430] (7,000) 6,900 (8,600) [1,700] 3,200 (4,000) [800] 2,200 (3,100) [900] 101st Ave 2,750 (4,100) [1,350] 1,650 (2,000) [350] 6,900 (11,000) [4,100] (1,200) 42,500 (58,000) [15,500] (10,000) 4,700 (11,800) [7,100] (2,100) TH 610 Jefferson Hwy 6,000 (10,900) [4,900] 32,500 (50,000) [17,500] 93rd Ave (4,000) 5,100 (9,000) [3,900] 62,000 (69,000) [7,000] 6,700 (10,100) [3,400] 4,100 (4,700) [600] (6,100) 61,000 (82,000) [21,000] 11,600 (18,500) [6,900] 12,500 (20,400) [7,900] 4,700 (8,900) [4,200] Oak Grove Pkwy Hampshire Ave 1,650 (4,900) [3,250] 43,500 (86,000) [42,500] 4,600 (11,700) [7,100] 4,700 (8,700) [4,000] 22,100 (31,000) [8,900] 14,100 (22,000) [7,900] 4,800 (7,000) [2,200] 3,050 (8,400) [5,350] 56,000 (100,000) [44,000] 2,650 (6,300) [3,650] 2,100 (3,400) [1,300] 4,350 (6,900) [2,550] 12,900 (14,700) [1,800] 24,000 (28,000) [4,000] Noble Pkwy 17,000 (19,500) [2,500] 11,300 (14,700) [3,400] TH th Ave 79,000 (111,000) [32,000] 4,150 (4,900) [750] West River Rd 102,000 (132,000) [30,000] 2,600 (2,700) [100] 2,100 (2,300) [200] Setzler Pkwy 1,900 (2,400) [500] Regent Pkwy 2,250 (3,400) [1,150] Edinbrook 3,400 (3,900) [500] Pkwy 2,700 (3,900) [1,200] 1,350 (1,800) [450] 89th Ave Zane Ave 2,050 (2,200) [150] 5,900 (7,200) [1,300] 14,100 (19,400) [5,300] 18,600 (25,000) [6,400] 18,500 (19,600) [1,100] 59,000 (68,000) [9,000] 3,000 (3,500) [500] Xylon Ave 3,800 (4,700) [900] (5,100) 18,900 (19,500) [600] 8,900 (12,600) [3,700] 12,500 (16,700) [4,200] (2,400) 18,900 (23,000) [4,100] 13,900 (18,900) [5,000] 12,200 (13,900) [1,700] 15,100 (19,800) [4,700] 2,300 (2,600) [300] 4,100 (6,400) [2,300] Prestwick 2,150 (3,000) [850] Pk w y 8,700 (11,600) [2,900] 17,500 (22,000) [4,500] 8,100 (10,800) [2,700] 6,700 (8,500) [1,800] TH ,500 (19,000) [1,500] 56,000 (69,000) [13,000] 6,200 (11,100) [4,900] 3,750 (6,100) [2,350] 68,000 (78,000) [10,000] 1,500 (2,000) [500] 22,900 (32,000) [9,100] 1,750 (2,400) [650] Candlewood Dr 2,350 (3,000) [650] 83rd Ave Xerxes Ave 56,000 (68,000) [12,000] 1,950 (1,000) [-950] 81st Ave 15,900 (17,000) [1,100] 77th Ave 4,150 (2,200) [-1,950] (4,300) 15,700 (16,900) [1,200] 2,000 (2,500) [500] 3,200 (5,100) [1,900] 5,400 (7,700) [2,300] 3,650 (5,000) [1,350] 3,200 (3,600) [400] 79th Ave 18,900 (21,000) [2,100] Jolly Lane 11,500 (14,500) [3,000] 2,650 (3,300) [650] Brooklyn Blvd 19,900 (23,000) [3,100] 17,100 (19,400) [2,300] 8,400 (27,000) [3,900] 5,900 (7,300) [1,400] 17,700 (21,000) [3,300] 3,700 (5,700) [2,000] 6,200 (8,200) [2,000] 7,600 (9,400) [1,800] 8,400 (10,800) [2,400] Noble Ave 5,900 (7,100) [1,200] 5,400 (7,500) [2,100] Brookdale Dr 7,600 (9,400) [1,800] 7,800 (2,500) [-5,300] 7,800 (5,700) [-2,100] 7,100 (9,600) [2,500] 60,000 (74,000) [14,000] 4,550 (8,600) [4,050] 3,500 (7,000) [3,500] 23,900 (30,000) [6,100] 74th Ave Northland Dr 1,450 (1,800) [350] 73rd Ave 1,850 (3,600) [1,750] 5,200 (7,300) [2,100] 30,000 (34,000) [4,000] 4,950 (6,800) [1,850] Humboldt Ave 8,800 (12,200) [3,400] 12,100 (14,900) [2,800] Q:\Projects\10482\GIS\MXD\Brooklyn Park New Map _ all posted105.mxd 88,000 (96,000) [8,000] 5,300 (6,000) [700] 110,000 (127,000) [17,000] Boone Ave 10,200 (14,500) [4,300] 8,200 (8,600) [400] Modern Rd 2,550 (3,300) [750] 6,400 (8,800) [2,400] Winnetka Ave 1,700 (1,900) [200] 1,450 (1,700) [250] 6,900 (8,300) [1,400] 2,600 (4,600) [2,000] 8,000 (9,200) [1,200] 6,100 (8,000) [1,900] 30,000 (38,000) [8,000] 1,450 (2,800) [1,350] 7,600 (8,900) [1,300] 62nd Ave 28,000 (33,000) [5,000] 68th Ave N 770 (1,100) [330] 11,100 (16,300) [5,200] CSAH 81 5,600 (8,200) [2,600] 118,000 (137,000) [19,000] 8,700 (12,700) [4,000] 10,800 (14,300) [3,500] (14,200) 7,200 (8,200) [1,000] 69th Ave I 94 Year 2040 Daily Traffic Forecasts Brooklyn Park Comp Plan Forecasts City of Brooklyn Park

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