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hour trip reductions the longer average length and high directionality <br />of the office trip are important considerations. Retail is a more <br />efficient use of available transportation capacity in both directions <br />and produces short trips compared to office use. Therefore, even though <br />retail and office generate about the same number of trips in the peak <br />periods, reductions in office usage will be more effective in mitigating <br />peak hour congestion. <br />(c) Conclusion <br />The conclusion of the alternatives which examined the traffic <br />mitigation effects of reducing the size of Fashion Square while <br />retaining the number of proposed and approved development in the area <br />shows that: <br />1. The traffic volume on Main Street is relatively <br />insensitive to reductions in Fashion Square since only <br />26.9 percent of these trips are expected to use Main <br />Street. A 33 percent across the board reduction in <br />Fashion Square produces a 7.6 percent reduction in the <br />critical design hourly volume on Main Street. Despite a <br />reduction in the DDHV, the same number of lanes would be <br />required on Main Street. <br />2. Trip reductions achieved by Fashion Square produce <br />correspondingly higher reductions in usage of the <br />freeways than Main Street. A 33 percent reduction in <br />Fashion Square trip generation produces a net reduction <br />of 1,237 freeway trips in the PM peak hour. <br />3. Selective reductions in office and retail space is about <br />twice as efficient as hotels in reducing travel for the <br />critical PM peak period. <br />75D-3-50 <br />