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In addition, comparable trip generation rates were studied for <br /> high density commercial retail/office developments. It was noted during <br /> the Phase Two TSIP study effort that the MMTS/SATC Model tended to <br /> forecast less traffic, particularly for large scale connercial <br /> developments, than some trip generation studies would otherwise <br /> indicate. Such a relationship seemed reasonable since it was recognized <br />L that large coninercial developments offered better opportunities for ride <br /> sharing, transit and staggering of work hours. However, rather than to <br /> simply rely on this intuitive assumption, comparisons were conducted on <br />U commercial developments similar to that proposed in Fashion Square to <br /> ensure the trip generation model was realistic. <br />I-; <br /> To the extent possible, an intersection level capacity <br /> analysis was conducted as part of the FIR traffic study. The Phase Two <br /> TSIP Study conducted a capacity analysis at the arterial scale in <br />L sufficient depth to size the main arteries but had not extended th~ <br /> study to the detail of intersection level capacity analysis. Such was <br /> attempted in the FIR traffic study, primarily for the purpose of <br />LI comparison with the classical Intersect~on Capacity Analysis (ICU) <br /> approach, but the effort was abandoned. Highway assignments are <br />U, forecast on an individual link by link basis, but intersection turning <br /> movements are not readily obtainable. Assumptions would have to be made <br />b as to the percentage of thru and turning traffic at each intersection <br /> and these assumptions significantly influence the resulting capacity <br />L evaluations. Existing traffic data is available but does not <br /> necessarily provide an indication of future turning patterns because the <br /> proposed roadway network is substantially different than present. As a <br />U result, the comparison of ICU's was abandoned and a more generalistic <br /> approach taken whereby individual intersection approach volumes were <br />ii <br /> compared against capacity to ensure a minimum level of Service D was <br /> provided. The typical cross section of Main Street is presumed to <br /> provide a median wide enough for dual left turn lanes. <br /> The proposed expansion of Fashion Square is one of the first <br /> projects to proceed after completion of the Phase Two TSIP Study. The <br /> 86