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loads traffic directly onto Main Street is the new northbound I-S <br /> on-ramp. All other ramps have alternative circulation available which <br /> provides quicker (time wise) access to the freeways than Main Street. <br /> The net result is a relative insensitivity of Main Street to peak period <br /> trip reductions by Fashion Square. Trips generated by Fashion Square <br /> will effect Main Street as much from crossing movements at several <br /> intersections as adding to the north-south travel. Previous analysis <br /> established that 24.2 percent of Fashion Square trips cross tlain Street <br /> I. whereas another 28.9 percent use Main Street for access. These factors <br /> C' <br /> are largely responsible for Main Street's reduced sensitivity to trip <br /> generation by Fashion Square. <br /> -I- <br /> L~. <br /> The same sensitivity relationship between trips generated by <br /> it Fashion Square and Main Street does not apply to the surrounding <br /> freeways. Fashion Square trips will use the freeways in a much higher <br /> proportion than they use Main Street. As a result, while a reductThn of <br /> 10 trips from Fashion Square only reduced traffic on Main Street by 2.89 <br /> trips, it will have a correspondingly greater impact on the freeways by <br /> reducing peak period trips by 6.9 trips. A reduction of Fashion Square <br /> by 33 percent will reduce PM peak hour freeway usage by 1,237 trips on <br /> I..- the Rte 22 and I-S freeways. <br /> (b) Effect of Selectively Reduced Land Uses <br /> I: The previous analysis has shown the sensitivity of the <br /> transportation system to uniform reductions in land use in Fashion <br /> [ Square. This analysis will examine the impact of selectivity in <br /> reductions of one land use compared to another. Three primary types of <br /> land use are planned in Fashion Square - retail, office and hotel. <br /> These three land uses have the following trip generation <br /> characteristics. <br /> 204