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Marc Culver, PE February 12, 2015 City of Roseville Page 13 A summary of the existing and year 2030 trip generation estimates for each subarea is provided in Table 6. Assuming that the existing land uses generate at the average ITE trip rate, an additional 2,965 p.m. peak hour and 31,707 daily trips will be generated in the Twin Lakes Study Area under year 2030 full build conditions. Again, this takes into account the larger study area than what was previously reviewed in the 2007 AUAR. Table 6.Trip Generation Estimate Summary Existing Year 2030 Delta Subarea P.M. P.M. P.M. P.M. P.M. P.M. Daily Daily Daily In Out In Out In Out I 535 1,054 15,580 1,053 1,926 28,921 518 872 13,341 II 959 1,459 25,190 1575 2,006 40,159 616 547 14,969 III 318 994 11,297 442 1,282 14,694 124 288 3,397 Total 1,812 3,507 52,067 3,070 5,214 83,774 1,258 1,707 31,707 Regional Model The Metropolitan Council regional travel demand model was refined to include the updated year 2030 land use information. The model was used to develop average daily traffic (ADT) volumes for the greater adjacent roadway network, directional distribution for the p.m. peak hour trip generation estimates, and to estimate the potential for a subregional travel pattern shift with the extension of Twin Lakes Parkway to Fairview Avenue (i.e. non-Twin Lakes area development trips diverting to Twin Lakes Parkway). The following assumption changes are reflected in the travel demand model since the analysis completed in year 2007: I-35W Managed Lanes (dynamic toll lanes) Improvements to I-694/Snelling Avenue interchange area Recent background traffic volume changes Updated land use in Twin Lakes Study Area Refined development access assumptions in the Twin Lakes Study Area The travel demand model was used to determine the origin/destination (i.e. directional distribution) of the trips entering/exiting the study area. Directional distribution percentages shown in Figure 4 were developed separately for Subarea I/Subarea III (west of Fairview Avenue) and Subarea II (east of Fairview Avenue). This is different from the 2007 AUAR, which applied the same directional distribution to the entire study area. The two directional distributions help to identify route patterns for the development trips. For example, vehicles traveling to/from the north are more likely to use I-35W for Subarea I/III and Snelling Avenue for Subarea II. This review also helped to estimate the percentage of vehicles that are expected to utilize more than one land use within the study area. To account for this a 15 percent multi-use reduction was applied to the trip generation estimates.