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4 <br /> speed generally associated with the maximum flow rates on the freeway. <br /> The analysis was conducted for the critical PM peak period (3:30-6:30 <br /> PM) Table 12 shows the results. Analysis shows that as a result of <br /> increasing freeway congestion, approximately 20% of would-be freeway <br /> traffic may be diverted from the freeways to arterial streets during the <br /> peak periods unless the freeways themselves are improved. <br />~2 <br /> The SATC model was also examined to determine how extensive <br /> the trip diversion from freeways to arterials was at some distance from <br />Li <br /> the study area. The analysis revealed that motorists whose trips <br /> originate in the study area continued to avoid the freeway at locations <br /> L <br /> away from the study area. Typical examples are indicated in Table 13. <br /> Analysis of Table 13 shows motorists will continue to utilize arterial <br /> streets in lieu of the freeways at distances considerably remote from <br /> Fashion Square unless the freeways themselves are improved. <br />t. <br /> TABLE 12 <br /> V PORTION OF TOTAL TRAVEL ASSIGNED TO FREEWAYS (PM PEAK PERIOD) <br /> Freeway Flow Condition Direction Percentage <br />it Congested To study area 11.8% <br /> Congested Out of study area 56.1% <br /> Maximum Capacity (40 MPH) To study area 57.8% <br /> £ Maximum Capacity (40 MPH) Out of study area 70.6% <br /> * TABLE 13 <br />I> COMPARISON OF FREEWAY ASSIGNMENT VS <br /> TRAVEL DEMAND AT VARIOUS LOCATIONS <br /> 1 PM Peak Period Volume (xlOO) <br />U, <br /> Location Direction FWY Demand FWY Assignment <br /> 1-seRtegi N/B 3 1 <br /> I-5CRte9l S/B 2 1 <br /> PteS7@Rtegl N/B 7 8 <br /> Rte57@ Rte9I S/B 3 4 <br /> Rte 22 @ Beach W/B 11 5 <br /> Rte 22@Beach E/B 4 1 <br /> I-S e Rte 55 5/8 31 38 <br /> I-5@RteSS N/B 7 5 <br /> RteSl@RteS5 E/B 9 3 <br /> Rte9l@RteSS N/B 3 1 <br /> Rte 55 @ 1-5 S/B 21 0 <br /> Rte 55 @ 1-5 N/B S C <br /> 93 V