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Study shows the DDHV for Main Street, given full development of the <br /> Fashion Square!Town and Country Area, is 2,950 vph southbound and 2,450 <br /> vph northbound. These DDHV/s translate into a 4 lane requirement for <br /> southbound and a 3 lane requirement for northbound traffic. This <br /> suggests the question, "Would a 33 percent reduction in Fashion Square <br /> reduce these lane requirements?" The analysis sunnarized in Table 53 <br /> shows it would not, although the level of service to be provided would <br /> be improved. <br /> - TABLE 53 <br /> COMPARISON OF DDHV FOR MAIN STREET <br /> OF 33 PERCENT REDUCTION IN FASHION SQUARE <br /> DHV Lane Reauiy~ents* <br /> North South South <br /> Condition Bound Bound Bound Bound <br /> Full development of Main Street <br /> area 2,950 2,450 4 3 <br /> 33% reduction of Fashion Square 2,725 2,364 4 3 <br /> -` Percent reduction 7.6% 3.6% - <br /> * Based on capacity of 750-800 vplph. <br /> -I <br /> This `What if" analysis indicates that the volume of traffic <br /> on Main Street is relatively insensitive to the changes in the size of <br /> Ii Fashion Square. A 33 percent reduction in the size of Fashion Square <br /> only equates to a 7.6 percent reduction in the critical DDHV of Main <br /> .1: Street. Intuitively, one may question this conclusion. Upon closer <br /> Li <br /> examination of the travel patterns to and from Fashion Square, the <br /> effectiveness of the Phase Two TSIP concept of providing alternative <br /> access to Fashion Square is evident. Previous analysis of Fashion <br /> Square's trip distribution and assignment indicates 69.6 percent of the <br /> trips desire access to/from freeways. An even higher portion (72.3 <br /> percent) of the outbound PM peak flow uses the freeways. Freeway access <br /> to/from Fashion Square is desiqned to minimize direct use of Main <br /> Street. The only freeway access serving Fashion Square traffic which <br /> ~1 <br /> 203