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businesses ~long the highway. North of the business areas is designated Industrial as far as the landfill are~[ Much of the landfill area is designated Open Space. The northern part of the landfill are,~is designated Park. Like the Nc~ Bridge scenario, land along the river is designated Single Family Kesidential. Areas alon~ the south side of Hwy. 10 are proposed for more intense uses. The area fi.om ~rnsey Blgd. to Sunfish Lake Blvd. provides for High or Medium Density Kesidential. Likewise, tl~e area on the highway west of Armstrong Blvd. is designated I~gh Density R.esidential.I Between Ramsey and Armstrong is the Commercial area that provides the new residential ahd commercial areas with retail services. A frontage/access road runs along the south side c}fHwy. 10, providing access to these areas. This elim/nates the need for direct access on Md off the highway and reduces highway congestion. Figure 7: ~vVestern Bridge Alignment, Alternative #2 Like Alterni. tive #1, the Mississippi River bridge would be constructed directly south of Puma St. Howevt[r, the bridge road would terminate at CR 116, the east-west collector. Traffic from the bri~tge would be directed onto Hwy. 10, via a diamond interchange, or pass over the highway fo~[access to the resident/al, commercial, and industrial uses along CR 116, which acrs as the divid~l_r between residential and non-residential land uses. The north side is designated Medium and High Density Residential. Single Family Residential stretches north of these Land uses ast of Arrnstrong Blvd. and north of Hwy. 10 differ somewhat from Alternative itl. The business park area at Ramsey Blvd/' becomes a Community Commercia area. West of Armstrong, the extension ofCR 116 to Puma St. necessitates different la~'d uses near the connection with the bridge road. It is not an appropriate area for single family residential uses. Office uses are proposed to take advantage of the high visibility of he area from the bridge road. Armstrong Blvd. is shown connecting with Hwy. 10, aslit does presently. South of H,Jf~y. 10, land uses that differ from Alternative #1 are shown. Community Commerci~(retail) is shown along the highway as well as residential areas. Office Showroom tlses are shown west of the bridge road, again to take advantage of the high visibility of lhe location and location at the interchange of tWo major traffic routes. The access road ~here is moved away from the highway. This allows for a larger area for larger commercial ~evelopments. This road and the residential collector are shown passing under the b0dge road. Single Family Residential is shown for the remainder of the area south of Hvh~y. 10. ,' The tWo wel~tern bridge alternatives pose difficulties along Hwy. 10. Alternative #1 shows the b~dge road becoming CK 116. Because of the close proximity of Hwy. 10 and CR 116, Arrhstrong Blvd. ends at CK 116 and does not meet HWY. 10. This would