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TABLE 11 <br />FASHION SQUARE FREEWAY TRAVEL DEMAND <br />t. (PM PEAK PERIOD) <br />Freeway Direction Outbound Trips <br />i <br />I-5 S/B 25.0% <br />I-5 N/B 12.7% <br />r <br />Rte 57 N/B 3.9% <br />Rte 22 W/B 16.7% <br />Rte 22 E/B 14.0% <br />Inbound Trips <br />I-5 N/B 19.0% <br />I-5 S/B 15.5% <br />Rte 57 5/8 6.0% i <br />Rte 22 W/B 16.7% <br />Rte 22 E/B 6.0% <br />63.2% <br />I <br />Examination of peak -period highway assignments for the overall <br />Fashion Square/Town and Country area revealed a significant portion of <br />the would-be freeway trips generated may, in fact, travel by the <br />arterials rather than the freeways. The MMTS/SATC Model's capacity <br />i restraint program continually adjusts the freeway speeds (downward) as <br />additional traffic is assigned. Freeway speeds slow to the point where <br />travel by the arterials is faster. The model assigns trips to the <br />' fastest routing timewise, which results in freeway trips being assigned <br />to arterial streets. <br />i To determine the effect of the diversion of freeway oriented <br />f traffic to the arterials, a "selected link analysis" was run on the SATC <br />model. An optimum capacity condition was assumed for the freeways. <br />Such a condition might be achieved by an effective ramp metering <br />is <br />program. The freeways were assigned a speed of 40 miles per hour, a <br />i, <br />92 <br />75D-236 <br />