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businesses along the highway. North of the business areas is designated Industrial as far as the landfill area. Much of the landfill area is designated Open Space. The northern part of the landfill area is designated Park. Like the No Bridge scenario, land along the river is designated Single Family Residential. Areas along the south side ofHwy. 10 are proposed for more intense uses. The area from Ramsey Blvd. to Sunfish Lake Blvd. provides for High or Medium Density Residential. Likewise, the area on the highway west of Armstrong Blvd. is designated High Density Residential. Between Ramsey and Armstrong is the Commercial area that provides the new residential and commercial areas with retail services. A frontage/access road runs along the south side ofHwy. 10, providing access to these areas. This eliminates the need for direct access on and off the highway and reduces highway congestion. Figure 7: Western Bridge Alignment, Alternative #2 Like Alternative # 1, the Mississippi River bridge would be constructed directly south of Puma St. However, the bridge road would terminate at CR 116, the east-west collector. Tra:ffic from the bridge would be directed onto Hwy. 10, via a diamond interchange, or pass over the highway for access to the residential, commercial, and industrial uses along CR 116, which acts as the divider between residential and non-residential land uses. The north side is designated Medium and High Density Residential. Single Family Residential stretches north of these areas. Land uses east of Armstrong Blvd. and north ofHwy. 10 differ somewhat from Alternative # 1. The business park area at Ramsey Blvd.. becomes a Community Commercial area. West of Armstrong, the extension ofCR 116 to Puma St. necessitates different land 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 the area from the bridge road. Armstrong Blvd. is shown connecting with Hwy. 10, as it does presently. South ofHwy. 10, land uses that differ from Alternative # 1 are shown. Community Commercial (retail) is shown along the highway as well as residential areas. Office Showroom uses are shown west of the bridge road, again to take advantage of the high visibility of the 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 developments. This road and the residential collector are shown passing under the bridge road. Single Family Residential is shown for the remainder of the area south ofHwy. 10. The two western bridge alternatives pose difficulties along Hwy. 10. Alternative #1 shows the bridge road becoming CR 116. Because of the close proximity ofHwy. 10 and CR 116, Armstrong Blvd. ends at CR 116 and does not meet Hwy. 10. This would 5 L3