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J.. <br />} <br />i� <br />i <br />L <br />L <br />i <br />In addition, comparable trip generation rates were studied for <br />high density commercial retail/office developments. It was noted during <br />the Phase Two'TSIP study effort that the MMTS/SATC Model tended to <br />forecast less traffic, particularly for large scale commercial <br />developments, than some trip generation studies would otherwise <br />indicate. Such a relationship seemed reasonable since it was recognized <br />that large commercial developments offered better opportunities for ride <br />sharing, transit and staggering of work hours. However, rather than to <br />simply rely on this intuitive assumption, comparisons were conducted on <br />commercial developments similar to that proposed in Fashion Square to <br />ensure the trip generation model was realistic. <br />To the extent possible, an intersection level capacity <br />analysis was conducted as part of the EIR traffic study. The Phase Two <br />TSIP Study conducted a capacity analysis at the arterial scale in <br />sufficient depth to size the main arteries but had not extended the <br />study to the detail of intersection level capacity analysis. Such was <br />attempted in the EIR traffic study, primarily for the purpose of <br />comparison with the classical Intersection Capacity Analysis (ICU) <br />approach, but the effort was abandoned. Highway assignments are <br />forecast on an individual link by link basis, but intersection turning <br />movements are not readily obtainable. Assumptions would have to be made <br />as to the percentage of thru and turning traffic at each intersection <br />and these assumptions significantly influence the resulting capacity <br />evaluations. Existing traffic data is available but does not <br />necessarily provide an indication of future turning patterns because the <br />proposed roadway network is substantially different than present. As a <br />result, the comparison of ICU's was abandoned and a more generalistic <br />approach taken whereby individual intersection approach volumes were <br />compared against capacity to ensure a minimum level of Service D was <br />provided. The typical cross section of Main Street is presumed to <br />provide a median wide enough for dual left turn lanes. <br />The proposed expansion of Fashion Square is one of the first <br />projects to proceed after completion of the Phase Two TSIP Study. The <br />75D-2;30 <br />