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-i <br /> expected that high volume turning movements into the adjacent commercial <br /> developments will be needed. Consequently, an eight lane section with <br /> the curb lanes functioning more as right turn lanes and bus stops is <br /> required. <br /> TABLE 15 <br /> L ARTERIAL DIRECTIONAL DESIGN HOURLY VOLUMES <br /> Arterial <br /> Li Current Peak Future Lanes <br /> Street Direction Pk. Hr. Vol. DDHV Required <br /> [ Main Street N/B 1,450 2,450 3 <br /> S/B 1,100 2,950 4 <br /> La Veta Ave. E/B 2,140* 2,000 3 <br /> 14/8 1,100 1,500 2 <br /> Town & Country Rd. F/B 850 1,600 - 2 <br /> W/B 425 1,600 2 <br /> Owens Drive E/B Negl. 1,300 2 <br /> W/B Negl. 1,450 2 <br /> Broadway N/B N.A. 1,600 2 <br /> S/B NA. 1,700 2 <br /> Lawson Way N/B 100 2,150 3 <br /> S/B 125 2,150 3 <br /> * East of Main Street; 1,100 vph west of Main Street. <br /> I- <br /> Fashion Square Impact on Main Street <br /> L An analysis was conducted of the volume of the Fashion Square <br /> traffic that would use or cross Main Street and its impact on the <br /> existing levels of service. The SATC/TSIP Model was used for trip <br /> generation distribution and assignment and a selected link analysis was <br /> performed on the highway assignment for Fashion Square traffic. It was <br /> noted that the computerized assignment model allocates all freeway trips <br /> to the shortest time path to the freeway. In some cases, the computer <br /> It <br /> assignment had to be adjusted to reflect that a proportionate share of <br /> freeway trips exiting from Fashion Square would use alternative routings <br /> 98