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a lesser volu.me user than their typical category retailer. They have been using the home appliance store criteria for their gauge of evaluating traffic for the category retailer. He clarified that the Finast Store was 43,000 square feet and was approximately the same size as store "C". In response to Mrs. O'Rourke's questions, he advised that Koenig's and MC Sporting Goods were about half the size of the proposed sporting goods store. Mr. Orlowski believed that the 15 year lease was the standard. Mr. Papandreas responded that 15 years leases for category type stores was usual, but 5 to 10 year leases were normal for other types of retailers. In reference to the traffic study, Mr. Miller noted that the studies were based on general retail store, and that there was no basis for a category type store in the I.T.E. standards. Mr. Papandreas agreed but noted that they evaluated under general merchandise stores which they believed was more appropriate than using a general shopping center designation. However, in the addendum it is noted that there was a traffic study of a home appliance stores in California which clid come up with traffic counts and those results were less than what they came up with. In studying the traffic study, Mr. Miller concluded that it referred to a general merchandise store, they could be referring to a Drug Mart. Mr. Papandreas stated that the general merchandise category was established by the I.T.E. to describe a specialty retailer who would have general merchandise in his special category. Mr. Miller is concerned about this reference to a general merchandiser something else could go into the center down the road. The members studied the study done in California for Circuit City and comparing the trip ends, Mr. Papandreas concluded that they would have 326 as opposed to the 416 trip ends that they used for this study, and compared to the previous Wal-Mart study which showed 561. Regarding the traffic concerns, they had the first report done in April for a much larger proposal which has since been down sized. After that they studied six different alternatives in an effort- to scrutinize all the different traffic scenarios and the impact on the sunounding infrastructure. He presented the peak hour comparisons for a 24 hour counts, also for Saturday which he mentioned above, the 24 hour comparisons showed 10 to 11,000 cars for Wal-Mart, 7,700 cars for Water Tower, and 3,021 cars based on the Circuit City survey. He stated that they took the more appropriate counts for this study. Mr. Griffith does have the Circuit City su.rvey done in California which is attached to the addendum and has submitted a report for the members to study. Each of the four scenarios identified that no widening of Mill Road would be required; that a signal was presently warranted at Dover Center and Mill Roads and that many of the infrastructure improvements that have been addressed liere are presently necessary. In reference to the infrastructure costs to the city, City Engineer Deichmauu advised that they had received the traffic reports too late to evaluate whether they would be comfortable with carryuig over the infrastructure improvements that were saggested for Wa1-Mart since with the decrease in vehicles per hour it does, to some extent, lessen the impact. Mr. Thomas had doubts about this. Mr. Deichmann continued that, for instance, a turning lane on Dover Center might not have to extend from Sparky Lane, a shorter lane might be adequate for this proposal. This will have to be studied in more detail. Mr. Gorris noted that during the Wal-Mart discussion, he had estimated that it would cost 4 to 6 million, and he would like this information at the ne}ct meeting. Regard.ing Wa1- Mart, Mr. Deichmann stated that option one was close to 4 million, option two was about 2.5 million and option three was about 1 million. He believed that option three would be close to what the developer is proposing originally for Water Tower Square. Mr. Thomas questioned why it would cost the city less for infrastructure improvements if there were 3 accesses. Mr. Deichmann responded that they had never addressed infrastructure unprovements if they had been forced to have only the Lorain Road access, and that one access would seem to be an unsolvable 5