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Study shows the DDHV for Main Street, given full development of the <br />Fashion Square/Town and Country Area, is 2,950 vph southbound and 2,450 <br />vph northbound. These DDHV/s translate into a 4 lane requirement for <br />southbound and a 3 lane requirement for northbound traffic. This <br />suggests the question, "Would a 33 percent reduction in Fashion Square <br />reduce these lane requirements?" The analysis summarized in Table 53 <br />1 shows it would not, although the level of service to be provided would <br />be improved. <br />" TABLE 53 <br />COMPARISON OF DDHV FOR MAIN STREET <br />OF 33 PERCENT REDUCTION IN FASHION SQUARE <br />DHV Lane Requirements* <br />North South Nor %OU i <br />Condition Bound Bound Bound Bound <br />i <br />Full development of Main Street <br />area 2,950 2,450 4 3 <br />33% reduction of Fashion Square 2,725 2,364 4 3 <br />Percent reduction 7.6% 3.6% - - <br />I <br />I <br />* Based on capacity of 750-800 vplph. <br />This "What if" analysis indicates that the volume of traffic <br />i <br />on Main Street is relatively insensitive to the changes in the size of <br />Fashion Square. A 33 percent reduction in the size of Fashion Square <br />only equates to a 7.6 percent reduction in the critical DDHV of Main <br />Street. Intuitively, one may question this conclusion. Upon closer <br />1 examination of the travel patterns to and from Fashion Square, the <br />effectiveness of the Phase Two TSIP concept of providing alternative <br />access to Fashion Square is evident. Previous analysis of Fashion <br />Square's trip distribution and assignment indicates 69.6 percent of the <br />trips desire access to/from freeways. An even higher portion (72.3 <br />j percent) of the outbound PM peak flow uses the freeways. Freeway access <br />to/from Fashion Square is designed to minimize direct use of Main <br />i Street. The only freeway access serving Fashion Square traffic which <br />It <br />75D-7 <br />