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Debra Bloom,, P.E. July 13, 2011 City of Roseville Page 22 The proposed profile in the vicinity of the existing retaining wall may drop by approximately 1.6 feet. The slope between the curb and retaining wall will need to be steepened to keep proper cover over the bottom of the retaining wall. The wall should be studied further to determine if the wall bottom would be disturbed during construction, which may require complete wall replacement. • The correction of the vertical curvature to meet 30 mph design speed causes as much as 3.2 feet of additional fill to be placed in the low area near Fernwood Street. This causes the need to reconstruct approximately 175' of Fernwood Street to accommodate the additional fill and create an acceptable profile on the cross street. • Driveways in the area should be carefully studied to ensure that acceptable grades and drainage patterns can be met. • Existing storm sewer systems will require reconstruction to accommodate the revised drainage patterns. • The existing sanitary sewer manholes will require reconstruction to meet the proposed grade of the new roadway. • The existing watermain will need to be evaluated as well to determine potential impacts due to change in roadway profile. Based on the analysis, the following conclusions and recommendations are offered for your consideration.- To determine the current travel patterns,, an origin - destination (O-D), study was conducted. The license plate O-D surveys were conducted during the p.m. peak hour (430 p.m. to 530 p.m.), on Tuesday May 24, 2011. Based on the O-D survey data the most affected routes from a volume perspective will be Josephine Road and Woodhill Drive between Hamline Avenue and Lexington Avenue. Josephine Road and Woodhill Drive are expected to see a reduction of approximately 650 and 450 vehicles per day, respectively. This summarizes the potential County Road C2 I connection local changes (approximately 1,100 vehicles per day). In order to understand the expanded attraction this connection may have on the transportation system, if any, the Metropolitan Council Regional Travel Demand Model was used to identify potential pattern shifts from outside of the immediate study area. Based on the Regional Travel Demand Model, approximately 450 vehicles per day will divert from County Road C to use County Road C2. Other regional system travel pattern shifts include a reduction of approximately 350 vehicles per day from other regional routes in the area (i.e., Snelling Avenue, County Road B2, TH 36, County Road E, etc.). Therefore,, the potential County Road C2 connection regional travel pattern shift would be approximately 800 vehicles per day under year 2011 conditions.