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the intersection. At Lydia Avenue/College entrance overall operations would fall to LOS F with the southbound (College outbound) approach operations falling to LOS F with nearly eight minutes of delay per vehicle. The Snelling Avenue intersections would fie expected to operate ahout the same in Year 2018, with or without the college expansion. To improve operating conditions under Year 2018 Cumulative Conditions (i.e., Campus Master Plan _full buildout case) the following mitigation measures are suggested: 1. Implementing a traff c signal nt Fairview Avenue/Lydia Avenue with an exclusive southbound left turn lane of 250 feet; 2. Directing outbound right turns and inbound left turns to and_from the wesl via the Northx�estern College west gate during the p.n:. peak hour,- 3. tldding an exclusive I50 foot right turn lane at Lydiu/College entrcance to facilitate safe maneuvers for college-bound vehicles; 4. One additional exclusive eastbound left turn /ane at Snelling Avenzre/Lydra Avenue with /eft turn lanes extended to 200 feet. S. One additional eacclusive eastbound left tzrrn lane at Snellin�� Avenue/County Roud C-2 with left turn lanes extended to 200 feet. 6. Developing a Travel Demand Managemerzt Plarz (TD� for campus students, staff, and employees. With the mitigation measures suggested in 1 through S above, traffrc operations would improve signiftcantly at the Lydia Avenue/Fairview Avenue and Lydia Avenue/College entrance intersections. At Lydia/Fairview overall operating conditions would improve from LOS D to LOS B in the p.m. peak hour and at Lydia/College entrance the overall intersect[on improves from LOS F to LOS B; the southbound approach for vehicles exitirrg campus would continue to operate at LOS F, but at a mzich reduced average delay of only S1 seconds, just beyond the LOS E threshold of 50 seconds. Further reductions in delay and queuing at the Lydia Avenue/College entrance and other study intersections could be achieved by developing a Travel Demand Management (TDM) Plan. This would include various College institutional measures such as implementing staggered class hours during the p.m. peak period (4: 00 to 6: 00 p.m.) and delaying the start times for the adult evening classes. The ju11 benefit of these mitigation measures would require further analysis beyond the scope of the Traffic Impact Study, but it is plausible that the resulting beneftts could offset the need to direct traffrc via the west gate during the p.m. peak hour. The TDMPIan will establish goals for maintaining specific p.m. peak hour trip levels. Progress toward meeting these TDMgoals wil! be monitored on a biennial basis and adjustments to the mitigation measures will be made based on that progress. Please see the Traffic Impact Study attached to Attachment 7, the PUD Report completed by the College in 2007, for more detail. 22. Vehicle-related air emissions. Estimate the effect of the project's traffic generation on air quality, including carbon monoxide levels. Discuss the effect of traffic improvements or other mitigation measures on air quality impacts. Note: If the project involves 500 or more parking spaces, consult EAW Guidelines about whether a detailed air quality analysis is needed. As noted in the Minnesota Environmental Quality Board's EAW Guidelines, the 500 parking space threshold referenced in the EAW form relates to the Minnesota Pollution Contro! Agency's (MPCA) now repealed Indirect Source Permit (ISP) program. Under now repealed MPCA rules, projects with more than S00 spaces may have required an ISP, which would r•equi�-e air modeling. The EAW Guidelines rncorporated the ISP modelirzg requirements and related S00 space threshold by reference. The ISP Rules were repealed circa 2001 when Minnesota reached attainment with applicable federal PaKe �z