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hour trip reductions the longer average length and high directionality <br /> of the office trip are important considerations. Retail is a more <br /> efficient use of available transportation capacity in both directions <br /> and produces short trips compared to office use. Therefore, even though <br /> retail and office generate about the same number of trips in the peak <br /> - periods, reductions in office usage will be more effective in mitigating <br /> peak hour congestion. <br /> ic) Conclusion <br /> * The conclusion of the alternatives which examined the traffic <br /> mitigation effects of reducing the size of Fashion Square while <br /> retaining the number of proposed and approved development in the area <br /> -- shows that: <br /> 1. The traffic volume on Main Street is relatively <br /> insensitive to reductions in Fashion Square since only <br /> 28.9 percent of these trips are expected to use Main <br /> Street. A 33 percent across the board reduction in <br /> Fashion Square produces a 7.6 percent reduction in the <br /> critical design hourly volume on Main Street. Despite a <br /> reduction in the DDHV, the same number of lanes would be <br /> LI required on Main Street. <br /> -I- <br /> L 2. Trip reductions achieved by Fashion Square produce <br /> correspondingly higher reductions in usage of the <br /> 4- <br /> Li freeways than Main Street. A 33 percent reduction in <br /> Fashion Square trip generation produces a net reduction <br /> of 1,237 freeway trips in the PM peak hour. <br /> 3. Selective reductions in office and retail space is about <br /> - .3 <br /> twice as efficient as hotels in reducing travel for the <br /> critical PM peak period. <br /> on,: