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i <br />expected that high volume turning movements into the adjacent commercial <br />developments will be needed. Consequently, an eight lane section with <br />the curb lanes functioning more as right turn lanes and bus stops is <br />required. <br />I TABLE 15 <br />1 <br />ARTERIAL QIRECTIONAL DESIGN HOURLY VOLUMES <br />Arterial <br />Current Peak Future Lanes <br />Street Direction Pk. Hr. Vol. DDHV Required <br />i. <br />C Main Street N/B 1,450 2,450 3 <br />�` S/B 1,100 2,950 4 <br />La Veta Ave. E/B 2,140* 2,000 3 <br />t. W/B 1,100 1,500 2 <br />r <br />Town & Country Rd. E/B 850 1,600 2 <br />W/B 425 1,600 2 <br />Owens Drive E/B Negl. 1,300 2 <br />W/B Negl. 1,450 2 <br />f Broadway N/B N.A. 1,600 2 <br />l S/B N.A. 1,700 2 <br />Lawson Way N/B 100 2,150 3 <br />S/B 125 2,150 3 <br />* East t off" Main Street; 1,100 vph west of Main Street. <br />L Fashion Square Impact on Main Street <br />An analysis was conducted of the volume of the Fashion Square <br />traffic that would use or cross Main Street and its impact on the <br />l existing levels of service. The SATC/TSIP Model was used for trip <br />€ generation distribution and assignment and a selected link analysis was <br />performed on the highway assignment for Fashion Square traffic. It was <br />r <br />noted that the computerized assignment model allocates all freeway trips <br />i <br />to the shortest time path to the freeway. In some cases, the computer <br />assignment had to be adjusted to reflect that a proportionate share of <br />freeway trips exiting from Fashion Square would use alternative routings <br />4 <br />75D-242 <br />