FINAL Albertville Business Park AUAR Update Traffic Study

FINAL Albertville Business Park AUAR Update Traffic Study Prepared for City of Albertville, MN July 20, 2017 SRF No. 10060.00

Table of Contents Introduction... 1 Existing Conditions... 1 Data Collection... 1 Roadway Characteristics... 3 Intersection Operations Analysis... 3 Planned Transportation Improvements... 6 Proposed Development... 7 Traffic Forecasts... 10 General Background Growth... 10 Development Traffic... 12 Year 2019 Conditions... 14 Year 2019 No Build Conditions... 14 Year 2019 No Build Recommended Improvements... 19 Year 2019 Build Conditions... 20 Year 2019 Sensitivity Analysis... 22 Summary... 23 Year 2040 Conditions... 23 Year 2040 No Build Conditions... 25 Year 2040 No Build Recommended Improvements... 27 Year 2040 Build Conditions... 28 Year 2040 Build Recommended Improvements... 32 70th Street... 34 Kadler Interchange... 34 Site Plan Review... 34 Internal Roadway Capacity Needs... 34 Mall of Entertainment (Year of Opening)... 35 Full-Build Out of Development Plan... 35 FINAL i SRF Consulting Group, Inc.

Street B... 35 Parking Layout... 37 Pedestrian/Bicyclist Facilities... 37 Other Transportation Considerations... 37 Conclusions and Recommendations... 38 FINAL ii SRF Consulting Group, Inc.

List of Figures Figure 1. Project Location... 2 Figure 2. Existing Conditions... 4 Figure 3. Development Plan 1.0A... 8 Figure 4. Development Plan 1.0B... 9 Figure 5. Linear Annual Background Growth Rates... 11 Figure 6. Directional Distribution... 15 Figure 7. Year 2019 No Build Forecasts... 16 Figure 8. Year 2019 Build Forecasts... 21 Figure 9. Year 2040 No Build Forecasts... 24 Figure 10. Year 2040 No Build Conditions With Recommended Improvements... 29 Figure 11. Year 2040 Build Forecasts... 30 Figure 12. Site Plan Review... 36 FINAL iii SRF Consulting Group, Inc.

List of Tables Table 1. Level of Service Criteria for Signalized and Unsignalized Intersections... 3 Table 2. Existing Peak Hour Capacity Analysis... 5 Table 3. Year 2019 Trip Generation Estimates (MOE)... 12 Table 4. Year 2040 Trip Generation Estimates (Development Plan 1.0A and 1.0B)... 13 Table 5. Year 2019 No Build Peak Hour Capacity Analysis... 17 Table 6. Year 2019 No Build Peak Hour Capacity Analysis (with Improvements)... 20 Table 7. Year 2019 Build Peak Hour Capacity Analysis... 22 Table 8. Year 2040 No Build Peak Hour Capacity Analysis... 25 Table 9. Year 2040 No Build Peak Hour Capacity Analysis (with Improvements)... 28 Table 10. Year 2040 Build Peak Hour Capacity Analysis... 31 Table 11. Year 2040 Build Peak Hour Capacity Analysis (with Improvements)... 33 H:\Projects\10000\10060\TS\Report\FINAL_Albertville AUAR Traffic Memo_170720.docxt FINAL iv SRF Consulting Group, Inc.

Introduction As part of the Albertville Business Park Alternative Urban Areawide Review (AUAR) being completed by Landform, SRF has completed an update to the traffic evaluation component of the document. The original AUAR was completed in 2003 for the 111-acre site located in the City of Albertville, Minnesota. The traffic evaluation component of this AUAR is meant to be used as a planning tool to identify short- and long-term transportation needs of the study area. The traffic assumptions, including baseline volumes, traffic forecasts, land uses, traffic operation analysis, and driver behavior due to technology changes (e.g. impacts of connected and/or autonomous vehicles) should be reevaluated when the AUAR is updated approximately every five (5) years until the site is fully developed. The Albertville Business Park is a mixed-use development and consists of up to 875,000 square feet of building area including the Mall of Entertainment (hotel, waterpark, conference and indoor theme park), commercial (retail, office, medical office, restaurants) and/or multi-family residential uses. The initial phase of development will consist of the Mall of Entertainment (MOE) and is expected to open in year 2019. No future phases of development have been identified at this time. However, this study assumes two development scenarios for the remainder of the site which are expected to be fully developed by year 2040. The Albertville Business Park area is located in the southeast quadrant of 70th Street and Kadler Avenue (see Figure 1: Project Area). This report provides details regarding traffic operations, forecasts, and the recommended improvements to support the AUAR submittal. The main study goals are to collect updated traffic counts and land use projections throughout the Albertville Business Park area, identify transportation issues, and recommend improvements to provide safe and efficient traffic operations. Existing Conditions The existing conditions were evaluated to identify current transportation issues and to establish a baseline for comparison to determine impacts associated with future development within Albertville Business Park AUAR. The evaluation of existing conditions includes peak hour intersection turning movement counts, field observations, and an intersection capacity analysis Data Collection Weekday p.m. (4:45 to 5:45 p.m.) and Saturday afternoon (1:30 to 2:30 p.m.) peak hour turning movement counts were collected at the following study intersections. A /70th Street NE B /67th Street NE C /Premium Outlets Access D /Westbound I-94 Ramps E /Eastbound I-94 Ramp F / G /Barthel Industrial Drive NE H /Eastbound I-94 Ramps I /CR 137/Westbound I-94 Ramps J CR 137/62nd Street NE FINAL 1 SRF Consulting Group, Inc.

AUAR Update, Albertville Business Park NORTH North 70th St NE Kadler Ave Project Location 67th St NE H:\Projects\10000\10060\TS\Figures\Fig01_Project Location.cdr 94 CR 137 001610060 May 2017 Project Location City of Albertville Figure 1

Roadway Characteristics Field observations were conducted to identify roadway characteristics within the study area (i.e. roadway geometry, posted speed limits, and traffic controls). County State Aid Highway 19 () is a four-lane divided roadway with turn lanes and transitions to a two-lane undivided roadway with turn lanes north of the Premium Outlets Access., which has a posted speed limit of 45 mph, is classified as a minor arterial roadway south of 70th Street and a major collector north of 70th Street. is a two-lane undivided roadway with turn lanes. is classified as a minor arterial between and the I-94 Westbound Ramp intersections with a 30 mph speed limit. East of the I-94 Westbound Ramp intersection, CR 137 is a major collector with a 55 mph posted speed limit. The remaining study roadways are classified as local roads with 30 mph speed limits. Existing signal timing was collected in the field. Existing geometrics, traffic control, and weekday p.m. and Saturday peak hour volumes are shown in Figure 2. Intersection Operations Analysis An operations analysis was conducted to quantify how traffic operates at the study intersections under existing conditions using Synchro/SimTraffic. Intersection operations analysis results identify a Level of Service (LOS) which indicates how well an intersection is operating. Intersections are ranked from LOS A through LOS F. The LOS results are based on average delay per vehicle, which correspond to the delay threshold values shown in Table 1. LOS A indicates the best traffic operation and LOS F indicates an intersection where demand exceeds capacity. Overall intersection LOS A through LOS D is considered acceptable by the City of Albertville. Table 1. Level of Service Criteria for Signalized and Unsignalized Intersections LOS Designation Signalized Intersection Average Delay/Vehicle (seconds) Unsignalized Intersection Average Delay/Vehicle (seconds) A 10 10 B > 10 20 > 10-15 C > 20 35 > 15-25 D > 35 55 > 25-35 E > 55 80 > 35-50 F > 80 > 50 For side-street stop controlled intersections, special emphasis is given to providing an estimate for the level of service of the side-street approach. Traffic operations at an unsignalized intersection with sidestreet stop control can be described in two ways. First, consideration is given to the overall intersection level of service. This considers the total number of vehicles entering the intersection and the capability of the intersection to support these volumes. Second, it is important to consider the delay on the minor approach. Since the mainline is not stop controlled, the majority of delay is attributed to the minor approaches. It is typical of unsignalized intersections with higher mainline traffic volumes to experience high levels of delay, i.e. poor levels of service, on the side-street approaches, but an acceptable overall intersection level of service during peak hour conditions. FINAL 3 SRF Consulting Group, Inc.

NORTH North AUAR Update, Albertville Business Park North NORTH 70th St NE 16 (12) 259 (250) 10 (8) 20 (9) 22 (8) 72 (63) XX (XX) Legend - P.M. Peak Hour Volume - Saturday Midday Peak Hour Volume - Side-Street Stop Control - Signalized Control Kadler Ave 94 Project Location 57 (149) 391 (280) 7 (27) Premium Outlets Access (135) 73 (94) 23 (500) 246 113 (137) 567 (759) I-94 Westbound Ramps 70th St NE 12 (26) 26 (96) 43 (116) (565) 248 (357) 641 (136) 44 243 (384) 50 (38) 254 (112) 67th St NE A B (5) 23 (6) 20 (41) 66 67th St NE 3 (5) 364 (341) 30 (8) (3) 8 (1) 0 (16) 4 (45) 107 (269) 366 (70) 78 (14) 3 (364) 525 (45) 58 18 (17) 0 (1) 77 (74) (135) 229 (674) 690 C 42 (41) 324 (295) 22 (31) 4 (5) 62nd St NE 2 (5) 344 (305) /CR 137 CR 137 H:\Projects\10000\10060\TS\Figures\Fig02_Existing Conditions.cdr 821 (871) D E (15) 27 (192) 345 I-94 Westbound Ramps (156) 255 (11) 1 (123) 256 (24) 51 (291) 550 I-94 Eastbound Ramp (185) 114 (167) 221 (624) 805 F G H I J CR 137 (163) 145 (143) 162 (76) 96 277 (165) 513 (403) 232 (420) 62 (95) 146 (105) 88 (73) (136) 201 (366) 578 (108) 146 (711) 561 (43) 32 Barthel Industrial Drive NE (20) 45 (70) 147 416 (293) 90 (56) 25 (19) 18 (22) (185) 354 (596) 354 I-94 Eastbound Ramps 481 (330) 98 (121) 001610060 May 2017 Existing Conditions City of Albertville Figure 2

Results of the existing capacity analysis shown in Table 2 indicate that all study intersections currently operate at an acceptable overall LOS C or better during the weekday p.m. and Saturday peak hours, with the existing traffic control, geometric layout, and signal timing, except the /Premium Outlets Access which currently operates at LOS E during the Saturday midday peak hour. Table 2. Existing Peak Hour Capacity Analysis Intersection Weekday P.M. Peak Hour Level of Service (Delay) Saturday Midday Peak Hour A /70th Street NE (2) B (11 sec.) A (10 sec.) B /67th Street NE (1) A/B (13 sec.) A/A (10 sec.) C /Premium Outlets Access B (13 sec.) E (63 sec.) D /Westbound I-94 Ramps B (13 sec.) C (28 sec.) E /Eastbound I-94 Ramp (1) A/C (17 sec.) B/E (43 sec.) F / C (24 sec.) C (22 sec.) G /Barthel Industrial Drive NE (1) A/B (14 sec.) A/B (13 sec.) H /Eastbound I-94 Ramps (1) A/B (13 sec.) A/C (19 sec.) I /CR 137/Westbound I-94 Ramps B (15 sec.) A (9 sec.) J CR 137/62nd Street NE (1) A/A (8 sec.) A/A (5 sec.) (1) Indicates an unsignalized intersection with side-street stop control where the overall LOS is shown followed by the worst approach LOS. (2) Indicates an unsignalized intersection with all-way stop control. The following operational issues were observed during field observations and/or in the traffic simulation model: C - /Premium Outlets Access Operates at an unacceptable overall LOS E during the Saturday peak hour. Northbound left-turn queues frequently extend through the /Westbound I-94 Ramps intersection (approximately 20 percent of the peak hour) and occasionally extend to the /Eastbound I-94 Ramp intersection (approximately five percent of the peak hour) during the Saturday peak hour. o When northbound queues from the Premium Outlets Access extend to the Westbound I-94 Ramps intersection, northbound through and westbound right-turn vehicles from the Westbound I-94 Ramps intersection were observed to block the intersection, particularly vehicles making a westbound right turn at the Westbound I-94 Ramps intersection that are destined to make a northbound left-turn at the Premium Outlets Access intersection. Eastbound queues from vehicles exiting the Premium Outlets extend approximately 850 feet or near the Burger King access during the Saturday peak hour. Due to the current eastbound approach configuration of a left- and shared through/right-turn lane, if an eastbound through vehicle is present, vehicles are not able to make a right-turn on red. Further, since there is not an exclusive eastbound right-turn lane, the eastbound right overlap signal phase is not compliant with MUTCD. FINAL 5 SRF Consulting Group, Inc.

D /I-94 Westbound Ramps Northbound left-turn queues occasionally queue beyond the available left-turn lane storage and into the I-94 Eastbound Ramp intersection during the weekday p.m. peak hour. Westbound right queues extend approximately 425 feet, which is beyond the right-turn storage approximately 10 percent of the Saturday peak hour. E /I-94 Eastbound Ramp The eastbound approach operates at a LOS E during the Saturday peak hour. Eastbound left-turn queues extend approximately 250 feet and beyond the left-turn storage bay approximately 10 percent of the Saturday peak hour. Due to the high volume of northbound and southbound traffic on as well as northbound queuing from the Premium Outlets Access, there are few available gaps for vehicles to safely make an eastbound left-turn. While not accounted for in the traffic simulation model, there is an existing sight-distance issue at this location for the eastbound approach. This is discussed later in the study. F / Westbound queues extend approximately 175 feet during the weekday p.m. peak hour, which is beyond the available left- and right-turn lane storage. Southbound left queues extend approximately 310 feet and occasionally extend to the I-94 Eastbound Ramp intersection during the Saturday peak hour. H /I-94 Eastbound Ramps A few southbound left-turning vehicles were observed to make aggressive movements during the weekday p.m. and Saturday peak hours (e.g. turning onto eastbound while westbound left-turn queues were yielding to eastbound right-turning vehicles). When a westbound left-turning vehicle is queued at the intersection, westbound through vehicles were observed to use the shoulder to bypass the left-turning vehicle. I /CR 137/I-94 Westbound Ramps Westbound through queues occasionally extend past the 62nd Street intersection during the weekday p.m. peak hour. These westbound queues block vehicles making an eastbound leftturn onto 62nd Street, which can result in eastbound through queues extending to the I-94 Eastbound Ramp intersection. Planned Transportation Improvements Wright County has two programed projects within the study area. In year 2017, will be restriped between the Eastbound I-94 Ramp and Westbound I-94 Ramps intersection to provide leftturn lanes on the bridge. This will not require widening of the existing bridge, but will remove the existing shoulders to make room for the left-turn lanes. As part of this project the traffic signal at the /CSAH 137/Westbound I-94 Ramps intersection will be modified to provide protected/ permitted signal phasing to the eastbound left-turn movement. FINAL 6 SRF Consulting Group, Inc.

In year 2019, the County will expand to a four-lane section between the Premium Outlets Access and 70th Street. The County project will also modify the /70th Street intersection, but the traffic control (e.g. signal or a roundabout) has yet to be determined. For purposes of the MOE study, it was assumed that a single-lane hybrid roundabout would be constructed at and 70th Street and the northbound and southbound left- and right-turn lanes on would be maintained at 67th Street. This County project is assumed as a base improvement in the year 2040 analysis, but is not assumed to be completed for the 2019 analysis. If the County project is completed prior to the opening of the MOE, it will only improve operations as stated in this document. Previous projects have identified the need for new access from to eastbound I-94. This proposed access was included in a collector-distributor (CD) design with the interchange ramps. This design has been reviewed and approved by FHWA through an interstate access request in 2007. Since this project is not funded, this analysis will not assume it as a base improvement under year 2040 conditions. However, it will be considered a potential mitigation option if the analysis identifies an operational need that cannot be mitigated through reasonable local roadway improvements. Proposed Development The land within the Albertville Business Park AUAR is mostly vacant. An electrical substation is located in the northeast corner of the site, a retail building is located in the southwest corner and a few old farm buildings remain near the current terminus of 67th Street. Two development plans were reviewed for the Albertville Business Park AUAR. While the two land use scenarios are relatively similar, Development Plan 1.0A (see Figure 3) includes a residential component on the north side of the development whereas Development Plan 1.0B (see Figure 4) assumes retail/office type uses in that same area. Development Plan 1.0A consists of 20,000 square feet of general office, 150,000 square feet of medical office, 210,000 square feet of retail space, 24,000 square feet of restaurant space, a 275-room water park hotel/100,000 square foot indoor theme park referred to as the Mall of Entertainment, and 260-residential units. Development Plan 1.0B includes no residential and an additional 28,000 square feet of office space and 27,000 square feet of retail space compared to Development Plan 1.0A. The first phase of the development will be the Mall of Entertainment (MOE), which is expected to be constructed by year 2019 and is the same for both Development Plan 1.0A and Development Plan 1.0B. The remaining development within the Albertville Business Park AUAR land use plans are expected to be fully constructed by year 2040. Due to the unique land uses proposed within the MOE, it is expected to draw regional traffic. The MOE includes a 275-room hotel with a 50,000-square foot waterpark, 8,840 square feet of administrative/common space, and 12,000 square feet of conference space. Attached to the hotel is a proposed indoor theme park. Based on parking estimates provided by Landform, the hotel and conference facility requires 298 spaces, the waterpark requires 51 spaces, and the amusement park requires 443 spaces, for a total parking requirement of 892 spaces. FINAL 7 SRF Consulting Group, Inc.

H:\Projects\10000\10060\TS\Figures\Fig03_Site Plan 1.0A.cdr AUAR Update, Albertville Business Park NORTH North Kittredge Pkwy 70th Street NE Kadler Ave 94 67th Street 001610060 May 2017 Development Plan 1.0A City of Albertville Figure 3

H:\Projects\10000\10060\TS\Figures\Fig04_Site Plan 1.0B.cdr AUAR Update, Albertville Business Park NORTH North Kittredge Pkwy 70th Street NE Kadler Ave 94 67th Street 001610060 May 2017 Development Plan 1.0B City of Albertville Figure 4

The site plan indicates that 67th Street will be extended to provide a connection from to the east and Kadler Avenue to the west; this will serve as the primary east/west internal roadway through the AUAR site. A new roadway referred to as Street A is proposed as the primary north/south route and provides a connection between 67th Street and 70th Street. Other internal roadway and accesses are indicated on the site plan to provide internal circulation through the AUAR. Traffic Forecasts To help determine impacts associated with the proposed land uses within the AUAR, traffic forecasts were developed for year 2019 conditions (i.e. year of opening for the MOE) and year 2040 for both no build and build conditions. No build condition forecasts take into consideration background growth to the study intersections assuming no development within the AUAR boundaries. Build condition traffic forecasts are the resultant of no build traffic forecasts and traffic generated by the proposed development. General Background Growth Background traffic forecasts were developed for two horizon years: year 2019 (opening year) and year 2040. To estimate background traffic growth to the study intersections the Collar County Travel Demand Model (TDM) was utilized. Localized transportation analysis zone (TAZ) and roadway network detail was modified in the TDM to estimate traffic growth. Results of this evaluation yielded linear growth rates for the study roadways as shown in Figure 5. Year 2040 no build weekday p.m. and Saturday peak hour turning movements were derived using the NCHRP 255 iterative adjustment process. This process includes the following steps: 1) Year 2040 daily forecast estimates were developed from the linear growth rates identified in Figure 5 and converted to directional approach volumes based on existing peak hour percentages and directional distribution. 2) Intersection inflows and outflows were balanced and existing turning movements were adjusted to match the approach forecasts alternating iteratively between the inflow and outflow, to converge at a potential solution of forecast turning movements. 3) A statistical review process was implemented as a quality control check to the forecast turning movements. This included an analysis of peak hour percentages, directional distribution by movement, and magnitude of growth. 4) Intersection turning movements were balanced with adjacent intersections for input into operations analysis. Additional quality control checks were applied to review intersections with large volume imbalances. Special consideration was given to the land to the east of the Albertville Business Park AUAR (west of between 67th Street and 70th Street), also known as the Greeninger and Fay properties. While there are no current development plans, for purposes of this study future access to this land was assumed on 67th Street, 70th Street, as well as a right-in/right-out access on. This land is not expected to be developed prior to year 2019, but based on the City s land use guidance the area is expected to develop with commercial development. The available developable acreage was estimated based on known wetland areas and assumed right-of-way needs. Based on this review, approximately 200,000 to 250,000 square feet of commercial space is expected to be developed, which is approximately half of the Albertville Premium Outlets Mall to the south. Therefore, for study purposes the area was assumed to generate approximately half of the trips that the existing Albertville Premium Outlets Mall generates during the weekday p.m. and Saturday peak hours. FINAL 10 SRF Consulting Group, Inc.

H:\Projects\10000\10060\TS\Figures\Fig05_Linear Annual Background Growth Rate.cdr AUAR Update, Albertville Business Park NORTH North 70th St NE 6.0% Project Location 67th St NE 94 4.0% 0.9% 2.5% 4.5% CR 137 2.5% 001610060 May 2017 Linear Annual Background Growth Rate City of Albertville Figure 5

Development Traffic Trip generation estimates were developed for the weekday p.m. and Saturday peak hours and on a daily basis. The estimates were developed using the ITE Trip Generation Manual, Ninth Edition. Trip generation estimates were identified for year of opening conditions (MOE) and under full-build out scenarios for both Development Plan 1.0A and Development Plan 1.0B. As shown in Table 3, results of the year of opening trip generation estimates indicate the MOE is expected to generate approximately 308 weekday p.m. peak hour, 3,343 weekday daily, 401 Saturday peak hour, and 4,040 Saturday daily trips. The following should be noted about the assumptions used to estimate the peak hour and daily trips generated by the MOE: Based on the estimated daily attendance numbers provided by the developer and comparing to the ITE land use code trip rates, the multi-use reductions were accounted for within the trip rates and therefore no additional multi-use reduction was applied to the year of opening trip generation estimates. The ITE hotel land use trip rate accounts for recreational uses such as a waterpark and the trip generation results are consistent with previous waterpark hotel traffic counts in the region. ITE Code 414, Waterslide Park, provided the best representative for the proposed theme park and the trips were consistent with the expected attendance numbers provided by the developer. Table 3. Year 2019 Trip Generation Estimates (MOE) P.M. Peak Weekday Saturday Peak Sat. Section - Land Use Type Size Hour Trips Daily Hour Trips Daily (ITE Code) (1) In Out Trips In Out Trips L Waterpark Hotel (310) (2)(3) 262 occ. rooms 90 94 2,337 128 100 2,751 L Indoor Theme Park (414) (4) 443 spaces 62 62 1,006 119 54 1,289 Subtotal 152 156 3,343 247 154 4,040 (1) No multi-use reduction was applied to the estimates. Based on the expected daily attendance numbers for the MOE, the ITE trip rates were assumed to account for customers utilizing one or more land use. (2) The hotel land use, ITE Code 310, accounts for recreational uses such as a waterpark. (3) Occupied rooms rate used to account for highest expected occupancy rate (95.2% in July) (4) ITE Code 414, Waterslide Park, is consistent with estimated daily attendance numbers for the proposed theme park. Weekday p.m. peak hour distribution percentages assumed to be 50% entering and 50% exiting based on expected use of the proposed development. Trip generation estimates under year 2040 conditions were developed for the weekday p.m. and Saturday peak hours and a daily basis for both Development Plan 1.0A and Development Plan 1.0B. Once again, the estimates were developed using the ITE Trip Generation Manual, Ninth Edition. As shown in Table 4, results of the year of year 2040 trip generation estimates indicate the Development Plan 1.0A is expected to generate approximately 1,366 weekday p.m. peak hour, 15,110 weekday daily, 1,410 Saturday peak hour, and 15,911 Saturday daily trips. Whereas Development Plan 1.0B is expected to generate approximately 1,343 weekday p.m. peak hour, 14,733 weekday daily, 1,425 Saturday peak hour, and 15,905 Saturday daily trips. Overall, the two land use scenarios generate a similar number of trips under full-build out conditions, but Development Plan 1.0A generates slightly more trips overall. Therefore, Development Plan 1.0A was used to generate year 2040 build peak hour forecasts to be used in the operations analysis. FINAL 12 SRF Consulting Group, Inc.

Table 4. Year 2040 Trip Generation Estimates (Development Plan 1.0A and 1.0B) P.M. Peak Weekday Saturday Peak Section - Land Use Type Size Hour Trips Daily Trips Hour Trips Sat. Daily (ITE Code) Trips In Out In Out Developments in Both 1.0A and 1.0B A - Office (710) 20,000 SF 5 25 221 5 4 49 B - Medical - Office (720) (1) 150,000 SF 150 386 5,420 0 0 672 C - Retail (820) (2) 26,000 SF 28 30 666 62 57 1,234 D - Retail (820) (2) 60,000 SF 64 69 1,537 143 132 2,848 E - Retail (820) (2) 60,000 SF 64 69 1,537 143 132 2,848 F - Restaurant (932) (3) 16,000 SF 95 63 2,034 95 85 2,534 G - Retail (820) (2) 45,000 SF 48 52 1,153 107 99 2,136 H - Restaurant (932) (3) 8,000 SF 47 32 1,017 48 42 1,267 K - Retail (820) (2) 19,000 SF 20 22 487 46 42 902 L - Waterpark Hotel (310) (4)(5) 262 occ. rooms 90 94 2,337 128 100 2,751 L - MOE (414) (6) 443 spaces 62 62 1,006 119 54 1,289 Sections (A H, K, L) Subtotal 673 904 17,415 896 747 18,530 Multi-Use Reduction (20%) (7) (-135) (-181) (-3,483) (-179) (-149) (-3,706) Sections (A H, K, L) Total 538 723 13,932 717 598 14,824 Development Plan 1.0A I - Apartment (220) 180 DU 73 39 1,197 47 47 1,150 J - Senior Housing (252) 80 DU 11 9 275 14 11 209 Sections (I J) 1.0A Subtotal 84 48 1,472 61 58 1,359 Multi-Use Reduction (20%) (7) (-17) (-10) (-294) (-12) (-12) (-272) Sections (I J) 1.0A Total 67 38 1,178 49 46 1,087 Development Plan 1.0B I - Office (710) 28,000 SF 7 35 309 7 6 69 J - Retail (820) (2) 27,000 SF 29 31 692 65 59 1,282 Sections (I J) 1.0B Subtotal 36 66 1,001 72 65 1,351 Multi-Use Reduction (20%) (7) (-7) (-13) (-200) (-14) (-13) (-270) Sections (I J) 1.0B Total 29 53 801 58 52 1,081 1.0A Total Trips 605 761 15,110 766 644 15,911 1.0B Total Trips 567 776 14,733 775 650 15,905 (1) Medical Office assumed to be closed during the Saturday peak hour, based on other local clinic hours. (2) Based on a comparison of the existing Albertville Outlet Mall driveway counts and the ITE trip generation estimates for Shopping Center (820), a 40-percent trip reduction was applied to weekday p.m. peak hour trips, and a 5-percent trip reduction was applied to Saturday peak hour trips. (3) A 20-percent restaurant reduction was applied to the ITE Trip Generation estimates for the Saturday peak hour trips to account for differences in the peak hour of the generator versus the peak hour of the adjacent network. This reduction is based on ITE s hourly variation in high-turnover restaurants and Spack Consulting s Open Source Trip Generation Data. (4) The hotel land use, ITE Code 310, accounts for recreational uses such as a waterpark. (5) Occupied rooms rate used to account for highest expected occupancy rate (95.2% in July) (6) ITE Code 414, Waterslide Park, is consistent with estimated daily attendance numbers for the proposed theme park. Weekday p.m. peak hour distribution percentages assumed to be 50% entering and 50% exiting based on expected use of the proposed development. (7) A 20-percent multi-use trip reduction was applied to all proposed land use trip generation estimates based on the internal capture rate methodology in the ITE Trip Generation Handbook. FINAL 13 SRF Consulting Group, Inc.

The following should be noted about the assumptions used to estimate the peak hour and daily trips generated within the AUAR under year 2040 conditions: Medical Office was assumed to be closed during the Saturday peak hour based on other local clinic hours. Based on a comparison of trips generated by the existing Albertville Outlet Mall and the ITE land use code for Shopping Center (820), retail type trips were reduced by 40-percent during the weekday p.m. peak hour and five-percent during the Saturday peak hour to better represent the number of trips expected to be generated by retail type uses for the community. The restaurant type land uses are not expected to peak during the Saturday peak hour. Therefore, a 20-percent reduction was applied to the restaurant type trips during the Saturday peak hour to account for differences in the peak hour of the generator versus the peak hour of the adjacent network. A 20 percent multi-use reduction was applied to the multi-use development based on the methodology described in the ITE Trip Generation Handbook. This approach was applied to account for vehicles utilizing more than one land use. To determine how vehicles are expected to travel throughout the study network, three directional distributions were develop based on existing traffic volumes, travel patterns, and engineering judgment. The proposed land uses are expected to have unique directional distributions based on the type of patrons expected; the retail/restaurant type uses are expected to attract more local type trips compared to the other land uses, the residential/office which are expected to attract both local and regional type tips, and the proposed MOE which is expected to attract mostly regional type trips. The trips generated were distributed throughout the area based on the directional distributions shown in Figure 6. Year 2019 Conditions To help determine impacts associated with the proposed MOE development, year 2019 no build and build conditions were reviewed. Year 2019 No Build Conditions To determine how the study intersections will accommodate the year 2019 no build traffic forecasts, an intersection capacity analysis was completed using Synchro/SimTraffic software. Year 2019 no build traffic forecasts are shown in Figure 7. Year 2019 no build conditions assume the planned restriping and signal timing improvements on at the I-94 Eastbound Ramp and I-94 Westbound Ramp intersections. The expansion project is not assumed to be completed. Results of the intersection capacity analysis shown in Table 5 indicate that all study intersections are expected to operate at an overall LOS C or better during the weekday p.m. and Saturday peak hours, except the /Premium Outlet Access which is expected to continue to operate at LOS E during the Saturday peak hour. Overall, comparing the existing and year 2019 no build conditions indicates that there is minimal change in average delay experienced by drivers during the peak hours. FINAL 14 SRF Consulting Group, Inc.

NORTH North AUAR Update, Albertville Business Park 10% (10%) [2.5%] 15% (10%) [2.5%] 70th St NE xx% (xx%) [xx%] LEGEND - Retail/Restaurant Distribution - Residential/Office Distribution - Hotel/MOE Distribution Project Location To/From Outlet Mall 67th St NE 94 15% (5%) [15%] H:\Projects\10000\10060\TS\Figures\Fig06_Directional DIstribution.cdr 10% (20%) [25%] 5% (2.5%) [2.5%] 5% (2.5%) [2.5%] CR 137 20% (15%) [5%] 20% (35%) [45%] 001610060 May 2017 Directional Distribution City of Albertville Figure 6

NORTH North AUAR Update, Albertville Business Park North NORTH Kadler Ave 94 Project Location 60 (150) 420 (310) 10 (30) Premium Outlets Access (135) 75 (95) 25 (500) 250 120 (145) 590 (780) I-94 Westbound Ramps 70th St NE 15 (30) 30 (100) 45 (120) (565) 250 (390) 685 (140) 45 255 (395) 55 (40) 270 (120) 67th St NE A B 70th St NE (10) 25 (10) 25 (45) 70 67th St NE (5) 10 (5) 0 (20) 5 20 (15) 275 (270) 15 (10) 5 (5) 390 (365) 30 (10) (50) 115 (290) 390 (75) 85 25 (10) 25 (10) 75 (70) (20) 5 (395) 565 (50) 65 20 (20) 0 (5) 85 (80) XX (XX) Legend - Year 2019 P.M. Peak Hour Volume - Year 2019 Saturday Midday Peak Hour Volume - Side-Street Stop Control - Signalized Control (145) 245 (695) 725 C 45 (45) 350 (315) 25 (35) 5 (5) 62nd St NE 5 (5) 370 (330) /CR 137 CR 137 H:\Projects\10000\10060\TS\Figures\Fig07_Year 2019 No Build Conditions.cdr 855 (900) D E (15) 30 (205) 365 I-94 Westbound Ramps (165) 265 (15) 5 (135) 275 (25) 55 (310) 585 I-94 Eastbound Ramp (195) 125 (180) 235 (650) 845 F G H I J CR 137 (170) 155 (150) 170 (80) 105 290 (170) 540 (420) 245 (435) 65 (100) 155 (115) 95 (80) (145) 210 (380) 605 (115) 155 (745) 590 (45) 35 Barthel Industrial Drive NE (20) 45 (75) 150 440 (315) 95 (60) 30 (20) 20 (25) (195) 375 (625) 370 I-94 Eastbound Ramps 505 (350) 110 (130) 001610060 May 2017 Year 2019 No Build Conditions City of Albertville Figure 7

Table 5. Year 2019 No Build Peak Hour Capacity Analysis Intersection Weekday P.M. Peak Hour Level of Service (Delay) Saturday Peak Hour A /70th Street NE (2) B (12 sec.) A (10 sec.) B /67th Street NE (1) A/C (15 sec.) A/B (11 sec.) C /Premium Outlets Access B (13 sec.) E (70 sec.) D /Westbound I-94 Ramps B (14 sec.) C (30 sec.) E /Eastbound I-94 Ramp (1) A/C (20 sec.) B/F (52 sec.) F / C (24 sec.) C (24 sec.) G /Barthel Industrial Drive NE (1) A/B (14 sec.) A/C (16 sec.) H /Eastbound I-94 Ramps (1) A/A (8 sec.) A/A (10 sec.) I /CR 137/Westbound I-94 Ramps B (11 sec.) A (9 sec.) J CR 137/62nd Street NE (1) A/A (6 sec.) A/A (5 sec.) (1) Indicates an unsignalized intersection with side-street stop control where the overall LOS is shown followed by the worst approach LOS. (2) Indicates an unsignalized intersection with all-way stop control While the study intersections under year 2019 no build conditions are expected to operate similarly to existing conditions, the queueing, delay, and safety issues identified under existing conditions are expected to continue to degrade as traffic volumes increase (except on near the I-94 interchange where the restriping and signal timing improvements are expected to improve traffic operations under no build conditions). The following operational issues are expected under year 2019 no build conditions. C /Premium Outlets Access Operates at an unacceptable overall LOS E during the Saturday peak hour (average delay increases seven seconds from existing conditions). Northbound left-turn queues will continue to frequently extend through the / Westbound I-94 Ramps intersection and were observed to occasionally extend to the CSAH 19/Eastbound I-94 Ramp intersection during the Saturday peak hour. In general, queues are expected to be slightly worse than existing conditions. o When northbound queues from the Premium Outlets Access extend to the Westbound I-94 Ramps intersection, northbound through and westbound right-turn vehicles from the Westbound I-94 Ramps intersection were observed to block the intersection, particularly vehicles making a westbound right turn at the Westbound I-94 Ramps intersection that are destined to make a northbound left-turn at the Premium Outlets Access intersection. Eastbound queues from vehicles exiting the Premium Outlets extend approximately 920 feet (an increase of approximately three vehicle queues or 70 feet compared to existing conditions) during the Saturday peak hour. D /I-94 Westbound Ramps Northbound left-turns are expected to continue to occasionally queue beyond the available left-turn lane storage and into the I-94 Eastbound Ramp intersection during the weekday p.m. peak hour. FINAL 17 SRF Consulting Group, Inc.

Westbound right queues are expected to extend beyond the right-turn storage approximately 10 to 15 percent of the Saturday peak hour. Westbound right queues extend approximately 640 feet or more. E /I-94 Eastbound Ramp Eastbound approach is expected to continue to operate at a LOS E during the Saturday peak hour. Eastbound left queues are expected to extend approximately 290 feet and beyond the left-turn storage approximately 20 percent of the Saturday peak hour (increase from existing conditions). Due to the high volume of northbound and southbound traffic on and resultant limited gaps, vehicles making an eastbound left-turn are expected to make aggressive movements. As mentioned under existing conditions, there is an existing sight distance issue for the eastbound approach. F / Westbound through queues are expected to extend approximately 190 feet during the weekday p.m. peak hour, which is beyond the available left- and right-turn lane storage (this is an increase of approximately one vehicle from existing conditions). Eastbound through queues are expected to extend approximately 180 feet during the weekday p.m. peak hour, which is beyond the available left- and right-turn lane storage (these queues are consistent with existing conditions). Southbound left queues are expected to extend approximately 340 feet with the potential to extend to the I-94 Eastbound Ramp intersection during the Saturday peak hour (this is an increase of approximately one vehicle from existing conditions). H /I-94 Eastbound Ramps The addition of a westbound left-turn lane (2017 project), reduces the average delay for southbound left turning vehicles and is also expected to reduce the likelihood of westbound queues extending to the I-94 Westbound intersection. However, due to the high volume of eastbound right- and westbound left-turning vehicles at this intersection, southbound leftturning vehicles may continue to make aggressive movements during peak hour conditions. I /CR 137/I-94 Westbound Ramps The addition of an eastbound left-turn lane and signal revisions (2017 project) is expected to reduce the likelihood of eastbound queues extending to the I-94 Eastbound Ramp intersection. Westbound through queues are expected to occasionally extend past 62nd Street intersection during the weekday p.m. peak hour. These westbound queues block vehicles making an eastbound left-turn onto 62nd Street, which can result in eastbound through queues extending into the I-94 Eastbound Ramp intersection. FINAL 18 SRF Consulting Group, Inc.

Year 2019 No Build Recommended Improvements To address the traffic operational issues identified above, the following additional improvements are recommended to accommodate the proposed development under year 2019 no build conditions: C /Premium Outlets Access Construct an eastbound right-turn lane to allow the eastbound right overlap to be utilized and so that the intersection is compliant with MUTCD. This improvement would also allow vehicles to make a right-turn on red when gaps are available. Coordinate the signal system on (between Premium Outlets Access and 57th Street). D /I-94 Westbound Ramps Coordinate the signal system on (between Premium Outlets Access and 57th Street). It should be noted that with the Premium Outlet Access eastbound right-turn lane improvement identified above, it is less likely for northbound queues to extend into the I-94 Westbound Ramps intersection. E /I-94 Eastbound Ramp Coordinate the signal system on (between Premium Outlets Access and 57th Street). This intersection was assumed to remain unsignalized with side-street stop control under year 2019 no build conditions, but traffic operations are impacted by coordinating the signal to the north and south. Monitor this intersection, and signalize when traffic operations warrant installation. Based on year 2019 peak hour volumes, the peak hour volume warrant is met, but traffic operations do not necessarily warrant installation of a signal under no build conditions. For analysis purposes, a signal was not assumed under the year 2019 no build improvement scenario. MnDOT is currently evaluating the I-94 bridges over. If/when these bridges are reconstructed in the future, the design of the bridge should address the sight distance issue. F / Coordinate the signal system on (between Premium Outlets Access and 57th Street). H /I-94 Eastbound Ramps Monitor this intersection, it is recommended to signalize once traffic operations warrant installation. For analysis purposes, a signal was not assumed under the year 2019 improvement scenario. I /CR 137/I-94 Westbound Ramps Consider installing do not block intersection signs at the CR 137/62nd Street intersection to reduce the likelihood of a queued eastbound left-turn vehicle blocking eastbound through traffic. FINAL 19 SRF Consulting Group, Inc.

An intersection capacity analysis was completed using Synchro/SimTraffic software to evaluate year 2019 no build traffic forecasts with the improvements identified above for consideration. Results of the intersection capacity analysis shown in Table 6 indicate that all study intersections are expected to operate at an overall LOS C or better during the weekday p.m. and Saturday peak hours. With the identified improvements, traffic operations are expected to significantly improve from existing and year 2019 no build conditions without improvements. Table 6. Year 2019 No Build Peak Hour Capacity Analysis (with Improvements) Intersection Weekday P.M. Peak Hour Level of Service (Delay) Saturday Peak Hour A /70th Street NE (2) B (12 sec.) A (10 sec.) B /67th Street NE (1) A/C (16 sec.) A/B (11 sec.) C /Premium Outlets Access A (10 sec.) B (20 sec.) D /Westbound I-94 Ramps B (13 sec.) B (13 sec.) E /Eastbound I-94 Ramp (1) A/C (22 sec.) A/D (27 sec.) F / C (22 sec.) B (20 sec.) G /Barthel Industrial Drive NE (1) A/C (18 sec.) A/B (14 sec.) H /Eastbound I-94 Ramps (1) A/A (8 sec.) A/B (11 sec.) I /CR 137/Westbound I-94 Ramps A (10 sec.) A (9 sec.) J CR 137/62nd Street NE (1) A/A (7 sec.) A/A (5 sec.) (1) Indicates an unsignalized intersection with side-street stop control where the overall LOS is shown followed by the worst approach LOS. (2) Indicates an unsignalized intersection with all-way stop control Year 2019 Build Conditions To determine how the study intersections will accommodate the year 2019 build traffic forecasts, an intersection capacity analysis was completed using Synchro/SimTraffic software. Year 2019 build traffic forecasts are shown in Figure 8. The improvements identified under year 2019 no build conditions including restriping and signal timing on at the I-94 Eastbound Ramp and I-94 Westbound Ramp intersections, constructing an eastbound right-turn lane at the /Premium Outlets Access, and a coordinated signal system on were assumed under year 2019 build conditions. Results of the intersection capacity analysis shown in Table 7 indicate that all study intersections are expected to operate at an overall LOS C or better during the weekday p.m. and Saturday peak hours. However, it should be noted that at the /Eastbound I-94 Ramp intersection, the eastbound approach (stop controlled) is expected to operate at LOS E and LOS F during the weekday p.m. and Saturday peak hours, respectively. For comparison purposes, results of the traffic operations analysis for the 2019 no build conditions with improvements are also shown. FINAL 20 SRF Consulting Group, Inc.

NORTH North AUAR Update, Albertville Business Park North NORTH Kadler Ave 94 Project Location 80 (175) 545 (430) 10 (30) Premium Outlets Access (175) 100 (95) 25 (500) 250 160 (185) 675 (865) I-94 Westbound Ramps 70th St NE 15 (30) 30 (100) 45 (120) (565) 250 (590) 805 (140) 45 325 (510) 55 (40) 270 (120) 67th St NE A B 70th St NE (10) 30 (10) 25 (85) 110 67th St NE (10) 15 (5) 0 (125) 115 20 (20) 280 (270) 15 (10) 10 (15) 425 (405) 30 (10) (60) 125 (295) 395 (80) 85 25 (10) 30 (15) 80 (70) (240) 140 (405) 570 (50) 65 20 (20) 0 (5) 85 (80) XX (XX) Legend - Year 2019 P.M. Peak Hour Volume - Year 2019 Saturday Midday Peak Hour Volume - Side-Street Stop Control - Signalized Control (145) 245 (780) 775 C 50 (50) 350 (320) 25 (35) 5 (5) 62nd St NE 5 (5) 375 (335) /CR 137 CR 137 H:\Projects\10000\10060\TS\Figures\Fig08_Year 2019 Build Conditions.cdr 940 (985) D E (15) 30 (210) 370 I-94 Westbound Ramps (165) 265 (15) 5 (135) 275 (25) 55 (315) 590 I-94 Eastbound Ramp (255) 160 (180) 235 (900) 855 F G H I J CR 137 (175) 160 (150) 170 (80) 105 295 (175) 545 (430) 315 (510) 70 (105) 155 (115) 95 (80) (145) 210 (395) 615 (115) 155 (820) 665 (45) 35 Barthel Industrial Drive NE (20) 45 (75) 150 445 (320) 95 (60) 30 (20) 20 (25) (200) 375 (695) 440 I-94 Eastbound Ramps 510 (355) 110 (130) 001610060 May 2017 Year 2019 Build Conditions City of Albertville Figure 8

Table 7. Year 2019 Build Peak Hour Capacity Analysis Intersection Weekday P.M. Peak Hour No Build Level of Service (Delay) Saturday Peak Hour Weekday P.M. Peak Hour Build Saturday Peak Hour A /70th Street NE (2) B (12 sec.) A (10 sec.) B (12 sec.) A (10 sec.) B /67th Street NE (1) A/C (16 sec.) A/B (11 sec.) A/D (27 sec.) A/D (31 sec.) C /Premium Outlets Access A (10 sec.) B (20 sec.) B (11 sec.) C (24 sec.) D /Westbound I-94 Ramps B (13 sec.) B (13 sec.) B (14 sec.) B (15 sec.) E /Eastbound I-94 Ramp (1) A/C (22 sec.) A/D (27 sec.) A/E (38 sec.) B/F (53 sec.) F / C (22 sec.) B (20 sec.) C (23 sec.) C (22 sec.) G /Barthel Industrial Drive NE (1) A/C (18 sec.) A/B (14 sec.) A/C (16 sec.) A/B (14 sec.) H /Eastbound I-94 Ramps (1) A/A (8 sec.) A/B (11 sec.) A/A (10 sec.) A/B (13 sec.) I /CR 137/Westbound I-94 Ramps A (10 sec.) A (9 sec.) A (10 sec.) A (9 sec.) J CR 137/62nd Street NE (1) A/A (7 sec.) A/A (5 sec.) A/A (7 sec.) A/A (6 sec.) (1) Indicates an unsignalized intersection with side-street stop control where the overall LOS is shown followed by the worst approach LOS. (2) Indicates an unsignalized intersection with all-way stop control Year 2019 Sensitivity Analysis Given the unique nature of the proposed MOE development, a sensitivity analysis was conducted to determine if any additional mitigation is needed assuming site traffic generates at higher rates than expected. The sensitivity analysis was conducted to test traffic operations if the proposed MOE development generated 20 percent more trips than what was estimated under year 2019 build conditions (20 percent increase to the trip generation assumptions shown in Table 3). The additional trips were routed to the study intersections based on the directional distribution shown in Figure 5 to develop revised year 2019 traffic forecasts for the sensitivity analysis. To determine how the study intersections will accommodate the year 2019 sensitivity test build traffic forecasts, an intersection capacity analysis was completed using Synchro/SimTraffic software. A comparison of the year 2019 build conditions with the results of the sensitivity test indicates the following: B - /67th Street: the side-street delay is expected to increase approximately two (2) seconds during the weekday p.m. peak and six (6) seconds during the Saturday peak. E - /I-94 Eastbound Ramp: the side-street delay is expected to increase of eight (8) seconds and the approach queues are expected to increase approximately 125 feet during the weekday p.m. peak hour. The Saturday peak hour was not impacted by the sensitivity test. The results of the 2019 build conditions and 2019 sensitivity analysis indicate traffic operations at the /I-94 Eastbound Ramp should be mitigated to address delay and safety concerns. Therefore, a traffic signal is recommended at this location under year 2019 build conditions. With the implementation of the traffic signal, the subject intersection is expected to operate at LOS B (11 seconds) during both the weekday p.m. peak hour and the Saturday peak hour. FINAL 22 SRF Consulting Group, Inc.

Summary The following summarizes the transportation improvements that are planned prior to year 2019 conditions or were identified for year 2019 no build or build conditions: Planned Transportation Improvements: Restriping and signal timing improvements on at the I-94 Eastbound Ramp and I-94 Westbound Ramp intersections. Year 2019 No Build Conditions Coordinate the signal system on (between Premium Outlets Access and 57th Street). C /Premium Outlets Access: Construct an eastbound right-turn lane to allow the eastbound right overlap to be utilized and so that it is compliant with MUTCD. This improvement would also allow vehicles to make a right-turn on red when gaps are available. H /I-94 Eastbound Ramps: Monitor this intersection, it is recommended to signalize once traffic operations warrant installation. For analysis purposes, a signal was not assumed under the year 2019 improvement scenario. J CR 137/62nd Street: Consider installing do not block intersection signs to reduce the likelihood of a queued eastbound left-turn vehicle blocking eastbound through traffic. Year 2019 Build Conditions E /I-94 Eastbound Ramps: Install a traffic signal. Year 2040 Conditions To help determine impacts associated with the proposed full-build out AUAR Development Plan scenario, year 2040 no build and build conditions were reviewed. The year 2040 no build and build conditions assume the to the east of the Albertville Business Park AUAR (west of between 67th Street and 70th Street), also known as the Greeninger and Fay properties is fully developed. It should be noted that the year 2040 traffic evaluation is meant to be used as a planning tool to identify reasonable long-term transportation needs of the study area based on current development projections for the area beyond the initial phase of development. It is important to note that these projections will likely change over time given market conditions. The improvements identified in this section are to be considered potential improvements to be considered if current development plans and traffic volumes materialize. The mitigation measures offered for consideration in this section should be reevaluated when the AUAR is updated approximately every five (5) years to determine if the improvements identified in this study and if any new improvements are needed. FINAL 23 SRF Consulting Group, Inc.

NORTH North AUAR Update, Albertville Business Park North NORTH Kadler Ave 94 Project Location 60 (150) 825 (850) 10 (30) Premium Outlets Access (135) 75 (95) 25 (500) 250 220 (260) 900 (1210) I-94 Westbound Ramps 70th St NE 15 (30) 30 (95) 45 (120) (565) 250 (960) 1185 (140) 45 380 (580) 90 (65) 375 (165) 67th St NE A B 70th St NE (50) 100 (70) 90 (135) 135 67th St NE (60) 35 (5) 5 (205) 105 80 (75) 480 (440) 45 (45) 25 (65) 670 (680) 30 (10) (135) 200 (480) 615 (120) 130 70 (50) 100 (70) 110 (105) (225) 120 (670) 890 (60) 100 20 (20) 5 (5) 120 (120) XX (XX) Legend - Year 2040 P.M. Peak Hour Volume - Year 2040 Saturday Midday Peak Hour Volume - Side-Street Stop Control - Signalized Control - Roundabout Control (250) 395 (1085) 1100 C 90 (80) 740 (620) 5 (5) 25 (35) 62nd St NE 5 (5) 805 (665) /CR 137 CR 137 H:\Projects\10000\10060\TS\Figures\Fig09_Year 2040 No Build Conditions.cdr 1275 (1375) D E (20) 30 (315) 590 I-94 Westbound Ramps (280) 355 (20) 5 (335) 580 (30) 55 (620) 1115 I-94 Eastbound Ramp (320) 215 (285) 380 (1015) 1280 F G H I J CR 137 (270) 250 (220) 260 (120) 165 430 (260) 840 (675) 365 (675) 110 (170) 245 (185) 155 (130) (205) 300 (595) 940 (160) 215 (1115) 940 (45) 35 Barthel Industrial Drive NE (20) 45 (75) 175 730 (550) 110 (70) 40 (30) 45 (50) (285) 575 (905) 540 I-94 Eastbound Ramps 800 (590) 295 (310) 001610060 May 2017 Year 2040 No Build Conditions City of Albertville Figure 9

Year 2040 No Build Conditions To determine how the study intersections will accommodate the year 2040 no build traffic forecasts, an intersection capacity analysis was completed using Synchro/SimTraffic software. Year 2040 no build traffic forecasts are shown in Figure 9. Programmed projects ( in 2017, in 2019) and recommended improvements identified under year 2019 conditions were assumed under year 2040 no build conditions. Results of the intersection capacity analysis shown in Table 8 indicate that several locations where the side-street approach and/or overall intersection is expected to operate at LOS F during the weekday p.m. and Saturday peak hours. Table 8. Year 2040 No Build Peak Hour Capacity Analysis Intersection Weekday P.M. Peak Hour Level of Service (Delay) Saturday Peak Hour A /70th Street NE (2) C (22 sec.) B (11 sec.) B /67th Street NE (1) C/F (> 3 min.) E/F (> 3 min.) C /Premium Outlets Access B (12 sec.) D (44 sec.) D /Westbound I-94 Ramps C (22 sec.) C (23 sec.) E /Eastbound I-94 Ramp B (15 sec.) B (17 sec.) F / D (53 sec.) D (45 sec.) G /Barthel Industrial Drive NE (1) D/F (> 3 min.) A/E (45 sec.) H /Eastbound I-94 Ramps (1) C/F (> 3 min.) F/F (> 3 min.) I /CR 137/Westbound I-94 Ramps D (39 sec.) F (> 3 min.) J CR 137/62nd Street NE (1) A/F (64 sec.) F/F (> 3 min.) (1) Indicates an unsignalized intersection with side-street stop control where the overall LOS is shown followed by the worst approach LOS. (2) Indicates a location with a single-lane hybrid roundabout The following operational issues are expected under year 2040 no build conditions. B /67th Street NE Operates as an overall LOS E during the Saturday peak hour. Westbound approach is expected to operate at LOS F during the weekday p.m. and Saturday peak hour. C /Premium Outlets Access Southbound-through queues are expected to extend approximately 825 feet during the Saturday peak hour, blocking the left-turn lane approximately 60 percent of the peak hour and blocking the right-turn lane approximately 35 percent of the peak hour. Northbound left-turn queues are expected to extend approximately 450 feet and beyond the available storage approximately 15 percent of the Saturday peak hour. FINAL 25 SRF Consulting Group, Inc.

D /Westbound I-94 Ramp Westbound right-turn queues are expected to extend approximately 500 feet and beyond the right-turn storage approximately 10 percent of the Saturday peak hour. Northbound left-turn queues are expected to extend beyond the left-turn storage approximately five percent of the weekday p.m. peak hour. F / Overall operations are near the LOS D/E border during the weekday p.m. peak hour. Eastbound queues are expected to extend approximately 980 feet during the weekday p.m. peak hour, blocking the commercial access along. Northbound through queues are expected to extend approximately 680 feet, blocking access to the left-turn lane approximately 15 percent of the p.m. peak hour. The northbound leftturn queues extend approximately 370 feet, blocking through movement approximately 25 percent of the p.m. peak hour. Westbound through queues are expected to block access to the turn lanes approximately 25 percent of the p.m. peak hour. Southbound left-turn queues are expected to extend beyond the left-turn storage approximately 10 percent of the pm. peak hour. G /Barthel Industrial Drive NE Northbound approach is expected to operate at LOS F during the weekday p.m. peak hour. H /Eastbound I-94 Ramps Operates as an overall LOS F during the Saturday midday peak hour. Queues from the /Eastbound I-94 Ramps intersection impact operations at the adjacent intersections resulting in LOS F conditions at both the /CR 137/Westbound I-94 Ramps and CR 137/62nd Street intersection. Westbound left-turn queues are expected to frequently queue through the Westbound I-94 Ramps intersection, extending approximately 875 feet east of 62nd Street during the Saturday midday peak hour. The queues from the /Eastbound I-94 Ramps intersection reduce the available gaps for northbound left-turn vehicles at the /CR 137/Westbound I-94 Ramps intersection resulting in significant delay (more than three minutes per vehicle). J CR 137/62nd Street Operates as an overall LOS F during the Saturday peak hour. Currently there is no eastbound left-turn at the intersection. Eastbound left-turn queues during the p.m. peak hour queue through the /CR 137/Westbound I-94 Ramps intersection. The eastbound through queues extend approximately 400 feet and the northbound approach queues extend approximately 1,550 feet. FINAL 26 SRF Consulting Group, Inc.

Year 2040 No Build Recommended Improvements As previously mentioned, access from to eastbound I-94 has been identified and approved by MnDOT and FHWA to address traffic operational issues generated by traffic destined to eastbound I-94. Without access from to eastbound I-94, vehicles destined towards eastbound I-94 will continue to make a southbound left-turn at the / intersection, head eastbound on and access eastbound I-94 via an eastbound right-turn at the / Eastbound I-94 Ramps intersection. To accommodate year 2040 no build traffic forecasts dual northbound and southbound left-turn lanes would be needed at the / intersection, which would cause significant right-of-way impacts. If a new access from to eastbound I-94 is provided, dual northbound and southbound leftturn lanes would not be needed at the / intersection. Therefore, this new access to eastbound I-94 from is included as one of the recommended improvements under year 2040 no build conditions. This improvement has a significant impact on how existing and future vehicle trips are routed to/from the study area and influences what type of improvements are needed at the study intersections. Year 2040 no build traffic forecasts were modified to show how existing and future vehicles trips are expected to reroute (see Figure 10). In addition to the new eastbound I-94 access at, the following intersection improvements are also recommended. B /67th Street NE Install a traffic signal. C /Premium Outlets Access Construct dual northbound left-turn lanes and two receiving lanes D /Westbound I-94 Ramp Modify the signal timing/design to provide a northbound left-/westbound right-turn overlap phase. Extend the northbound left-turn lane to provide as much storage as feasibly possible (350 feet of storage was assumed in the analysis). E /Eastbound I-94 Ramp Extend the eastbound left-turn lane to provide approximately 300 feet of storage. Construct the east leg of the intersection to provide access to eastbound I-94. Construct a southbound left-turn lane and northbound right-turn lane. Modify traffic signal. F / Construct dual eastbound left-turn lanes and extend the northbound and southbound leftturn storages to accommodate queues. G /Barthel Industrial Drive NE Restripe the northbound approach to provide a left- and right-turn lane. FINAL 27 SRF Consulting Group, Inc.

H /Eastbound I-94 Ramps Install a traffic signal or construct the intersection/on-ramp to provide an eastbound free right-turn lane that merges with the westbound left-turn vehicles. It should be noted that the traffic volumes are not expected to meet a signal warrant under year 2040 conditions, but based on traffic operations capacity is needed. For analysis purposes, a traffic signal was assumed. J CR 137/62nd Street Construct an eastbound left-turn lane. An intersection capacity analysis was completed using Synchro/SimTraffic software to evaluate year 2040 no build traffic forecasts with recommended improvements. Results of the intersection capacity analysis shown in Table 9 indicate that all study intersections are expected to operate at an overall LOS D or better during the weekday p.m. and Saturday peak hours. Table 9. Year 2040 No Build Peak Hour Capacity Analysis (with Improvements) Level of Service (Delay) Intersection Weekday P.M. Peak Hour Saturday Peak Hour A /70th Street NE (2) C (22 sec.) B (11 sec.) B /67th Street NE A (9 sec.) B (11 sec.) C /Premium Outlets Access B (20 sec.) C (24 sec.) D /Westbound I-94 Ramps C (22 sec.) B (19 sec.) E /Eastbound I-94 Ramp B (13 sec.) C (26 sec.) F / D (38 sec.) C (30 sec.) G /Barthel Industrial Drive NE (1) A/B (17 sec.) A/A (7 sec.) H /Eastbound I-94 Ramps A (8 sec.) A (7 sec.) I /CR 137/Westbound I-94 Ramps C (23 sec.) B (11 sec.) J CR 137/62nd Street NE (1) A/E (46 sec.) A/B (11 sec.) (1) Indicates an unsignalized intersection with side-street stop control where the overall LOS is shown followed by the worst approach LOS. (2) Indicates a location with a single-lane hybrid roundabout Year 2040 Build Conditions To determine how the study intersections will accommodate the year 2040 build traffic forecasts, an intersection capacity analysis was completed using Synchro/SimTraffic software. Year 2040 build traffic forecasts are shown in Figure 11. The analysis assumes both the planned transportation assumptions as well as the improvements identified under year 2040 no build conditions. Results of the intersection capacity analysis shown in Table 10 indicate that there are several locations where the side-street approach and/or overall intersection is expected to operate at LOS F during the weekday p.m. and Saturday peak hours. FINAL 28 SRF Consulting Group, Inc.

H:\Projects\10000\10060\TS\Figures\Fig10_Year 2040 No Build Conditions - With Recommended Improvements.cdr NORTH North AUAR Update, Albertville Business Park North NORTH Kadler Ave 94 Project Location 60 (150) 825 (850) 10 (30) Premium Outlets Access (135) 75 (95) 25 (500) 250 220 (260) 900 (1210) I-94 Westbound Ramps 70th St NE 15 (30) 30 (95) 45 (120) (565) 250 (960) 1185 (140) 45 380 (580) 90 (65) 375 (165) 67th St NE A B 70th St NE (50) 100 (70) 90 (135) 135 67th St NE (60) 35 (5) 5 (205) 105 80 (75) 480 (440) 45 (45) 25 (65) 670 (680) 30 (10) (135) 200 (480) 615 (120) 130 70 (50) 100 (70) 110 (105) (225) 120 (670) 890 (60) 100 20 (20) 5 (5) 120 (120) XX (XX) Legend - Year 2040 P.M. Peak Hour Volume - Year 2040 Saturday Midday Peak Hour Volume - Side-Street Stop Control - Signalized Control - Roundabout Control (250) 395 (1085) 1100 C 90 (80) 740 (620) 5 (5) 25 (35) 62nd St NE 5 (5) 805 (665) /CR 137 CR 137 1120 (920) 155 (455) D E (20) 30 (315) 590 I-94 Westbound Ramps (280) 355 (20) 5 (335) 580 (30) 55 (620) 1115 I-94 Eastbound Ramp (320) 215 (285) 380 (1015) 1280 (260) 205 F G H I J CR 137 430 (260) 840 (675) 210 (220) 110 (170) 245 (185) 155 (130) 730 (550) 110 (70) 40 (30) 45 (50) I-94 Eastbound Ramps 800 (590) 295 (310) (420) 365 (75) 150 (120) 165 (205) 300 (705) 1035 (55) 125 (405) 585 (45) 35 Barthel Industrial Drive NE (20) 45 (75) 175 (285) 575 (195) 185 001610060 May 2017 Year 2040 No Build Conditions - With Recommended Improvements City of Albertville Figure 10

NORTH North AUAR Update, Albertville Business Park North NORTH Kadler Ave 94 Project Location 140 (245) 1365 (1270) 10 (30) Premium Outlets Access (245) 150 (95) 25 (500) 250 355 (350) 1310 (1545) I-94 Westbound Ramps 70th St NE 15 (30) 30 (95) 45 (120) (565) 250 (1470) 1610 (140) 45 575 (810) 90 (65) 375 (165) 67th St NE A B 70th St NE (85) 150 (120) 150 (215) 200 67th St NE (115) 80 (5) 5 (640) 660 120 (120) 495 (460) 45 (45) 55 (115) 735 (760) 30 (10) (190) 250 (505) 635 (155) 155 70 (50) 155 (130) 125 (135) (790) 560 (725) 940 (65) 100 20 (20) 5 (5) 120 (120) XX (XX) Legend - Year 2040 P.M. Peak Hour Volume - Year 2040 Saturday Midday Peak Hour Volume - Side-Street Stop Control - Signalized Control - Roundabout Control (250) 395 (1365) 1325 C /CR 137 105 (100) 755 (635) CR 137 5 (5) 25 (35) 62nd St NE 5 (5) 830 (700) H:\Projects\10000\10060\TS\Figures\Fig11_Year 2040 Build Conditions.cdr 1290 (1085) 395 (625) D E (20) 30 (345) 620 I-94 Westbound Ramps (280) 355 (20) 5 (335) 580 (30) 55 (650) 1145 I-94 Eastbound Ramp (435) 315 (285) 380 (1185) 1410 (260) 205 F G H I J CR 137 460 (290) 955 (790) 240 (275) 125 (185) 245 (185) 155 (130) 745 (565) 110 (70) 40 (30) 45 (50) I-94 Eastbound Ramps 815 (605) 295 (310) (460) 385 (75) 150 (120) 165 (205) 300 (820) 1125 (55) 125 (690) 610 (45) 35 Barthel Industrial Drive NE (20) 45 (75) 175 (315) 605 (450) 185 001610060 May 2017 Year 2040 Build Conditions City of Albertville Figure 11

Table 10. Year 2040 Build Peak Hour Capacity Analysis Intersections Weekday P.M. Peak Hour Level of Service (Delay) Saturday Peak Hour A /70th Street NE (2) D (33 sec.) C (18 sec.) B /67th Street NE D (48 sec.) F (93 sec.) C /Premium Outlets Access C (27 sec.) E (77 sec.) D /Westbound I-94 Ramps C (27 sec.) D (53 sec.) E /Eastbound I-94 Ramp C (27 sec.) E (60 sec.) F / D (55 sec.) F (108 sec.) G /Barthel Industrial Drive NE (1) A/C (24 sec.) A/B (13 sec.) H /Eastbound I-94 Ramps A (8 sec.) A (8 sec.) I /CR 137/Westbound I-94 Ramps C (24 sec.) B (11 sec.) J CR 137/62nd Street NE (1) A/F (59 sec.) A/C (16 sec.) (1) Indicates an unsignalized intersection with side-street stop control where the overall LOS is shown followed by the worst approach LOS. (2) Indicates a location with a single-lane hybrid roundabout The following operational issues are anticipated under year 2040 build conditions. Potential mitigation options offered for consideration are provided below. B /67th Street Overall intersection is expected to operate at LOS F during the Saturday peak hour. Eastbound approach is expected to have significant queues during both the weekday p.m. and Saturday peak hours (queues are expected to exceed 1,000 feet). Northbound left queues are expected to extend to the Premium Outlets access during the Saturday peak hour. Southbound approach is expected to have significant queues during the Saturday peak hour (queues are expected to exceed 1,000 feet). C /Premium Outlets Access Overall intersection is expected to operate at LOS E during the Saturday peak hour. Southbound-through queues are expected to extend to/near the /67th Street intersection during the Saturday peak hour. D /Westbound I-94 Ramp Southbound queues are expected to extend into the /Premium Outlets Access intersection during the Saturday peak hour. Westbound approach is expected to have significant queues during the Saturday peak hours (queues are expected to exceed 1,000 feet). Northbound left-turn queues are expected to extend into the /Eastbound I-94 Ramp intersection approximately five percent of the weekday p.m. peak hour. E /Eastbound I-94 Ramp Overall intersection is expected to operate at LOS E during the Saturday peak hour. FINAL 31 SRF Consulting Group, Inc.

Eastbound approach is expected to have significant queues during the Saturday peak hour (queues are expected to exceed 1,000 feet). Southbound left turn queues are expected to extend into the /Westbound I-94 Ramp intersection approximately 10 percent of the weekday p.m. peak hour and 20 percent of the Saturday peak hour. Northbound queues are expected to extend into the / intersection during the Saturday peak hour. F / Overall operations are expected to operate at LOS E during the weekday p.m. peak hour. Northbound queues are expected to extend to the /57th Street intersection to the south. This is partly due to the northbound queuing at the /Eastbound I-94 Ramp intersection. Westbound approach queues are expected to continue to extend beyond the turn lanes during the weekday p.m. peak hour. I /CR 137/Westbound I-94 Ramps Westbound approaches queues are expected to extend beyond the 62nd Street intersection approximately 15 percent of the weekday p.m. peak hour and five percent of the Saturday peak hour. Northbound right turn queues are expected to queue beyond the right-turn storage approximately 20 percent of the weekday p.m. peak hour. J CR 137/62nd Street Overall operations are expected to operate at an overall LOS F during the weekday p.m. peak hour, due to the westbound queueing from the /I-94 Interchange. Year 2040 Build Recommended Improvements In addition to the year 2040 no build improvements, the following improvements are recommended to accommodate the proposed development under year 2040 build conditions: B /67th Street Construct dual northbound left-turn lanes and an eastbound right-turn/northbound left-turn overlap signal phase. D /Westbound I-94 Ramp Construct dual northbound left-turn lanes and westbound right-turn lanes. E /Eastbound I-94 Ramp Construct dual southbound left-turn lanes. Extend the eastbound left-turn lane storage. F / Extend the westbound right-turn lane to the commercial access along. FINAL 32 SRF Consulting Group, Inc.

An intersection capacity analysis was completed using Synchro/SimTraffic software to evaluate year 2040 build traffic forecasts with the recommended improvements. Results of the intersection capacity analysis shown in Table 11 indicate that all study intersections are expected to operate at an overall LOS D or better during the weekday p.m. and Saturday peak hours. Table 11. Year 2040 Build Peak Hour Capacity Analysis (with Improvements) Intersection Weekday P.M. Peak Hour Level of Service (Delay) Saturday Peak Hour A /70th Street NE (2) D (33 sec.) C (18 sec.) B /67th Street NE B (20 sec.) C (23 sec.) C /Premium Outlets Access C (28 sec.) D (37 sec.) D /Westbound I-94 Ramps B (18 sec.) C (22 sec.) E /Eastbound I-94 Ramp B (20 sec.) C (27 sec.) F / D (46 sec.) D (40 sec.) G /Barthel Industrial Drive NE (1) A/C (23 sec.) A/B (12 sec.) H /Eastbound I-94 Ramps A (8 sec.) A (7 sec.) I /CR 137/Westbound I-94 Ramps C (24 sec.) B (11 sec.) J CR 137/62nd Street NE (1) A/F (59 sec.) A/B (11 sec.) (1) Indicates an unsignalized intersection with side-street stop control where the overall LOS is shown followed by the worst approach LOS. (2) Indicates a location with a single-lane hybrid roundabout While overall the study intersections are expected to operate at acceptable levels of service under year 2040 build conditions with the recommended improvements, the following queuing issues are expected to occur: C /Premium Outlets Access With the improvements, southbound queues are expected to improve, however queues are expected to extend approximately 600 feet during the Saturday peak hour, blocking access to turn lanes 30 to 50 percent of the Saturday peak hour. F / Westbound approach queues are expected to extend approximately 550 feet, blocking access to the left-turn lane approximately 40 percent of the weekday p.m. peak hour. I /CR 137/Westbound I-94 Ramps Westbound queues are expected to extend beyond the 62nd street intersection. Northbound right-turn queues are expected to extend beyond the available storage. J CR 137/62nd Street 62nd Street approach is expected to continue to operate as a LOS F during the p.m. peak hour. FINAL 33 SRF Consulting Group, Inc.

70th Street As previously mentioned, 70th Street west of is currently a rural section and is classified as a local roadway with a posted speed limit of 55 mph. The Northeast Wright County Sub-Area Study indicates that in the future the functional classification of 70th Street will be a minor arterial roadway. Access spacing guidelines provided in the Northeast Wright County Sub-Area Study for an urbanizing minor arterial roadway recommends approximately one-quarter mile spacing for full movement intersections and signalized intersections. The access spacing guidelines also indicate that private access is permitted by exception or deviation only (there are existing private driveways on 70th Street to single family homes). As this corridor continues to redevelop and as opportunity arises, access should be consolidated and follow the access spacing guidelines. It should be noted that the Street A access onto 70th Street is located approximately 500 feet west of Kittredge Parkway. While this does not meet access spacing guidelines, both are T-intersections which have fewer conflicts than fourlegged intersections and the proposed intersection spacing is not expected to cause operational issues. It is estimated that average daily traffic volumes on 70th Street will be approximately 10,000 vehicles per day under year 2040 build conditions. Planning level capacity thresholds suggest a two-lane roadway with turn lanes will be able to accommodate the expected traffic forecasts. Motorists will be able to access the proposed developments within the AUAR via 70th Street. Approximately 300 weekday p.m. peak hour and Saturday peak hour trips are expected to enter/exit the AUAR via 70th Street. While not needed from a traffic operations perspective, due to the relatively high-speed limit (55 mph) and to improve safety on the corridor by reducing the likelihood of rear-end crashes, left- and right-turn lanes should be constructed as the remainder of the AUAR site is developed at the proposed key access points on 70th Street. Kadler Interchange The Northeast Wright County Sub-Area Study identified the potential for a future overpass and/or full-interchange access onto I-94 at Kadler Avenue. Based on the traffic operations analysis under year 2040 build conditions, neither the Kadler Avenue overpass nor the interchange are needed from a traffic operations perspective to accommodate year 2040 traffic forecasts. However, this improvement may be needed beyond year 2040 or if development patterns/intensity changes occur in the future. Site Plan Review A planning-level review of the current preliminary site plan was completed to identify any issues and recommend potential improvements regarding internal roadway capacity, the parking layout, and pedestrian/bicyclist facilities. A summary of the site plan review is illustrated in Figure 12. Based on this review, the following comments are offered for consideration as future plans are developed: Internal Roadway Capacity Needs A cursory review was performed on all internal site intersections, as well as intersections along 67th Street to identify the capacity needs under year of opening and full-build out conditions. All intersections were evaluated as a stop controlled intersection (either side-street stop or all-way stop). FINAL 34 SRF Consulting Group, Inc.

Mall of Entertainment (Year of Opening) All intersections are expected to operate at an acceptable overall level of service. Two-lane roadways are acceptable to accommodate 2019 build traffic volumes. While not needed from a traffic operations perspective, to reduce the likelihood of rear-ends and improve safety turn lanes should be constructed at the proposed key access points on 67th Street, 70th Street, and Street A. This is particularly relevant on 70th Street where the existing speed limit is 55 mph. Full-Build Out of Development Plan It is estimated that average daily traffic volumes on 67th Street will exceed 15,000 vehicles per day under year 2040 build conditions. Planning level capacity thresholds for 15,000 vehicles per day suggest a three-lane roadway with a two-way left-turn lane or a four-lane undivided roadway. However, under year 2040 conditions dual northbound left-turn lanes were recommended at the /67th Street intersection. To avoid poor lane utilization, consider striping 67th Street as a four-lane roadway with turn lanes at key access locations between and Keystone Avenue. A cursory review of the 67th Street/Keystone Avenue, 67th Street/Street B and at the Street A/ Street B intersections indicates that these intersections are expected to operate at acceptable levels of service as all-way stop controlled intersection. Side-street stop control or single-lane roundabouts could also be considered at these intersections. Street B The City of Albertville plans to extend Street B to the east where it intersects with via a right-in/right-out access. The current site plan shows the west termini of Street B will develop within the AUAR site. Traffic volumes on Street B directly east of the MOE are expected to be low (less than 1,000 vehicles per day). Vehicles entering/exiting the AUAR or the Greeninger & Fay properties are primarily expected to use the proposed access points via 70th Street or 67th Street, which are more attractive routes and have full access at. Traffic Generated in the Greeninger & Fay properties are unlikely to use this segment of Street B since most of the traffic generated within that development are destined for areas east and are unlikely to travel west to go east. Since there are no development plans for the Greeninger & Fay properties, it is unknown where the internal roadway connections will be located and if vehicles would use Street B. However, Street B could be developed within the Greeninger & Fay properties and extend east to if desired to serve that development area. Given the area consists of several wetlands, Street B east of the MOE may be needed to serve individual parcels within the Greeninger & Fay properties area. With or without the Street B connection, the proposed access points on 67th Street and 70th Street are expected to be able to accommodate traffic generated by the AUAR. In addition, if the Street B connection is not constructed, additional parking supply could be constructed for the MOE which will reduce the need for required parking to be constructed on the west side of Street A. FINAL 35 SRF Consulting Group, Inc.

1) Relocate parking lot access to provide separation from 70th street. 2) Relocate proposed access locations to directly align across from each other H:\Projects\10000\10060\TS\Figures\Fig12_Site Plan Review.cdr 3) Redesign internal intersections. Proposed roundabouts may cause unsafe condition, particularly for inbound left turn movements. 5) Remove 90-degree parking to eliminate potential internal queues extending into 67th St. 4) Modify layout to improve circulation through the parking lot. 001610060 May 2017 Site Plan Review City of Albertville Figure 12