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� Mr. Jeffrey Agnes � November 2, 2007 Since the purpose of this traffic study is to assess traffic implications of the proposed PUD uses, as compared to prior uses in the shopping center, we needed to adjust the existing volumes to account for full occupancy of the above three prior uses in the shopping center. This step was accomplished by applying typical trip generation rates to these uses and then assigning the resultant trips through the three subject intersections according to expected routes of travel. To establish 2009 no-build volumes, we needed to determine whether any increase in traffic volumes along Snelling Avenue and County Road B would be expected by 2009 due to natural growth. For this purpose, we reviewed published average daily trafiic volumes on Snelling Avenue and County Road B over the last several years. From this review, we noted that daily volumes on these two roadways actually have declined in recent years. However, based on discussions with City staff and to be conservative in our forecasts, we applied a 0.5 percent per year growth rate to through volumes on County Road B and Snelling Avenue for the existing with full occupancy condition to establish 2009 no-build volumes. In progressing from the 2009 no-build condition to the 2009 build condition, we accounted for the following two factors: a) Replacement of all former uses with the new proposed uses. This involved accounting for the incremental increase in trip generation as will be quantiiied later. b) Closure of the existing right turn in and out only access on County Road B. Though this action is not part of the cunent plan, a need exists to account for this change, because it may occur in the future. For the weekday p.m. peak hour, the gross trip generation for the former and proposed uses is shown in Table 1. For the Saturday mid-day peak hour, the corresponding gross trip generation for the former and proposed uses is shown in Table 2. As mentioned above, the 2009 build volumes account for the incremental increase in trip generation for the proposed uses. The incremental increase in gross trips is shown in Tables 1 and 2. This change also is shown in Table 3, together with differences in net total trips, net new trips, and net pass-by trips. Beyond the incremental changes in gross trips, the changes in the other trip categories shown in Table 3 are described as follows: a) Net totnl trips. The difference in net total trips is iive percent lower than the difference in gross trips to account for multi-purpose trips that wi116e within the Har Mar Shopping Center development. The five percent reduction was applied to all uses, except for the general retail uses. b) Allocation of net trips between new trips and pass-by trips. Based on data published by the Institute of Transportation Engineers, trips generated by the subject uses can be categorized into two types, new trips and passby trips. New trips are trips that are to/from the subject development. Passby trips are existing trips on Snelling Avenue that will include a stop at the subject uses in the future. The net total trips were divided into new and passby trips using data presented in the ITE Trip Generation Handbook, Second Edition.