75D - PH- MAIN PLACE TRANSFORMATION

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This analysis does provide at least a frame of reference by which a decision maker can comprehend the order of magnitude represented by the Fashion Square project by itself without including other approved or proposed projects and the effect it would have on these two key intersections. For this analysis, existing conditions were taken as those counted in 1981 and the future peak hourly volume is assumed to be iIL equivalent to 35 percent of the PM peak period travel forecast. I� The results of the "comparative" critical intersection capacity analysis is presented in the following table. TABLE 16 I COMPARATIVE IMPACT OF FASHION SQUARE ON CRITICAL MAIN STREET INTERSECTIONS �.�. Intersection Existing vol/cap Future vol/cap* Main St./La Veta Ave. 0.93 1.10 Main St./Town & Country Rd. 0.47 0.97 * Not - e: U�or comparison, purposes only. This is a theoretical calcu- lation based on Fashion Square trip distribution superimposed on existing (1981) traffic volumes. Is. This theoretical capacity analysis indicates that Fashion Square considered by itself and in conjunction with the freeway/ramp _t4 improvements proposed in the Phase Two TSIP Master Plan would increase traffic at the two critical Main Street intersections by 18 percent at La Veta Avenue and 106 percent at Town and Country Road. This would cause the volume/capacity (vol/cap) ratio to exceed capacity (capacity = 0.90 to 1.00) but remain within limits manageable by reasonable C mitigation measures. r It is evident from this analysis that a capacity restraint encountered at the Main and La Veta intersection in combination with the principal design feature of the Phase Two TSIP master plan, (i.e., diversion of traffic away from Main Street by providing parallel arterials and freeway access) does create a substantial dispersion of traffic around the Fashion Square site. 75D-245