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Appendix B, continued feet. According to the city, recent office/showroom developments have generally fallen into this range. The subarea equaling Parcels 18-19 was assumed as office only rather than a mix of office and showroom because the building footprint would be less than 40,000 square feet. Site generated trips were distributed to/from the project site based on a directional distribution from the City of Roseville Traffic Model. The distribution is illustrated in Figure B7. The model-based distribution is similar to the distribution found in the Centre Pointe Traffic Impact Study in tenns of the percent of trips traveling North, South, East and West. However, because of the proximity of the Twin Lakes Project Area to Snelling Avenue and the different land use mixes of the sites, a larger number of trips traveling North- South were drawn to Snelling Avenue instead of I-35W and Cleveland Ave. In order to assign generated traffic to the roadway network, each (re)development subarea was assumed to have one access point to/from the adjacent roadway with the lowest functional class. For example, the subarea comprised of Parcels 1 - 3 is adjacent to Cleveland A venue and Mount Ridge Road. The subarea was assumed to have access to Mount Ridge Road instead of Cleveland Avenue because Mount Ridge Road is a collector while Cleveland Avenue is an A minor arterial. Except for the subareas consisting of Parcels 18- 19 and 22-24 which require access to Fairview Avenue, all of the parcels have access to either Mount Ridge Road, Twin Lakes Parkway, or Herschel Street. This access pattern is consistent with that found in the Twin Lakes Business Park Comprehensive Plan Amendment. It should be noted that the redevelopment and access pattern described is only a hypothetical scenario based on the best infonnation currently available. The actual redevelopment and access pattern will be detennined by future market forces. Figure B8 displays the site generated PM peak hour turning movements at each of the study area intersections. The site generated turning movements were added to the 2011 background PM peak hour movements in order to come up with the Design Year 2011 post-development forecast found on Figure B9. Site generated ADT was added to 2011 background ADT in order to come up with a Design Year 2011 post- development ADT forecast. The post development ADT forecast and the daily site generated component can be found on Figure B 1 O. In some cases, the Design Year 2011 post-development turning movement forecasts for the Twin Lakes Project Area are less than the Centre Pointe post-development forecasts for Year 2001. This is indicative of the discrepancy between the model's forecasted annual growth in trips of 1 % and the historical growth in trips in the area of 2%. For the Centre Pointe Traffic Impact Study, the 2% growth rate was used to forecast turning movements out to Year 2001. For the Twin Lakes Traffic Impact Study, a 1 % growth rate was indirectly utilized via the City's traffic model to forecast turning movements out to Year 2011 from a Base Year of 1990. This is because the Year 2011 daily model forecasts were used to develop Year 2011 turning movement forecasts. However, this discrepancy in growth rates does not invalidate either of the forecasts. Instead, what it implies is that in the near future, growth in traffic in and around Centre Pointe and Twin Lakes will proceed at a rate of approximately 2% per year. Then the annual rate is expected to decrease over time as the project areas and Roseville as a whole becomes fully developed. By Year 2011, the growth rate could fall to 0.5% or less. The fact that some of the Twin Lakes PM peak hour movements are forecasted to be slightly less than those for Centre Pointe in Year 2001 (versus slightly higher) most likely occurs as the result of the variability of the actual PM peak percentage of daily traffic and what was assumed in Year 2011. CAPACITY ANALYSIS A capacity analysis is an established method for detennining the quality of traffic flow through an intersection or along a roadway segment. Basic outputs from a capacity analysis are letter grades "A" through "F" (similar *24397 59