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k <br />loads traffic directly onto Main Street is the new northbound I-5 <br />on -ramp. All other ramps have alternative circulation available which <br />provides quicker (time wise) access to the freeways than Main Street. <br />( The net result is a relative insensitivity of Main Street to peak period <br />trip reductions by Fashion Square. Trips generated by Fashion Square <br />will effect Main Street as much from crossing movements at several <br />intersections as adding to the north -south travel. Previous analysis <br />established that 24.2 percent of Fashion Square trips cross Plain Street <br />L whereas another 28.9 percent use Main Street for access. These factors <br />are largely responsible for Main Street°s reduced sensitivity to trip <br />j: generation by Fashion Square. <br />l The same sensitivity relationship between trips generated by <br />i Fashion Square and Main Street does not apply to the surrounding <br />freeways. Fashion Square trips will use the freeways in a much higher <br />proportion than they use Main Street. As a result, while a reduction of <br />1 10 trips from Fashion Square only reduced traffic on Main Street by 2.89 <br />trips, it will have a correspondingly greater impact on the freeways by <br />reducing peak period trips by 6.9 trips. A reduction of Fashion Square <br />I <br />by 33 percent will reduce PM peak hour freeway usage by 1,237 trips on <br />`I4_ the Rte 22 and I-5 freeways. <br />t.. (b) Effect of Selectively Reduced Land Uses <br />The previous analysis has shown the sensitivity of the <br />j transportation system to uniform reductions in land use in Fashion <br />E Square. This analysis will examine the impact of selectivity in <br />L reductions of one land use compared to another. Three primary types of <br />land use are planned in Fashion Square - retail, office and hotel. <br />These three land uses have the following trip generation <br />J characteristics. <br />75D-348 <br />