Laserfiche WebLink
i� <br />8.A. Design buildings to accommodate second level access from <br />a future transit station on Main Street in the vicinity <br />of Town and Country Road and/or a possible future grade <br />separated pedestrian bridge connecting developments on <br />both sides of Main Street. The buildings and internal <br />pedestrian circulation should be designed to allow for <br />1 such future improvements, which would serve to minimize <br />at -grade pedestrian crossing of Main Street at street <br />level. (Main Street will be a 124 foot wide with high <br />volumes of turning traffic and transit operations). <br />L: <br />B. On -site pedestrian circulation must be maximized to <br />facilitate easy movement of people between buildings. <br />Vehicular traffic must be intercepted at major entrances <br />along the public service road and channelized quickly to <br />is parking areas. Convenient pedestrian facilities must be <br />provided from the parking areas to the buildings and to <br />i the transit station/bus stops. <br />L <br />i Priority of Mitigation Measures <br />1. -- <br />I <br />j The project does not have a defined phasing plan. The <br />L developers acknowledge that the maximum development would only be <br />realized in 5-10 years if the market has sufficient demand to support <br />l.; such intense development. The traffic study is based on the maximum <br />f allowable development with a recognition that a lesser density may <br />hultimately result. This means that if the maximum development in the <br />Main Street/Town and Country area materializes, then all the <br />i improvements identified in the Phase Two TSIP Plan will be needed. To <br />determine at what stage these improvements will be needed, the phasing <br />of transportation improvements was compared with project implementation. <br />Linscott Law and Greenspan prepared an estimate of the magni- <br />tude of Fashion Square development that could proceed with only rela- <br />tively minor additions of turning capacity at critical intersections. <br />75D-269 <br />