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The direction of approach percentages (trip distribution) used for the proposed Marketplace shopping center was based on existing traffic patterns of the Rosedale Regional Shopping Center area and the traffic patterns projected for the planned Rosedale expansion. The basic direction of approach numbers used were calculated for the Rosedale Regional shopping center by Barton-Aschman Associates, and their calculations appear to be reasonable. The resultant expected trip distribution to the Marketplace site during the p.m. peak hour is shown in Figure 3. The analysis was for 1992 and used existing traffic counts together with the estimated number of new trips generated by the Marketplace shopping center and the expanded Rosedale Regional shopping center. The year 1992 was chosen because it will be the first year of full operation for the expanded Rosedale Regional shopping center. It should be noted that the traffic counts used in this analysis were taken after the new County Road B2 bridge over I-35W was completed, and thus reflect new traffic to the area resulting from this i::tprovement. In addition, new trips (on Fairview Avenue) generated by the recent rezoning of land in the Twin Lakes area, about one mile to the north of this site, has also been taken into accrunt. Figure 4 depicts the number of p.m. peak hour trips generated by the site and 1992 p.m. peak hour volumes for the nearby signalized intersections on Fairview. INTERSECTION CAPACITY ANALYSES Using the 1992 forecast traffic volumes, intersection capacity analyses were performed for the three signalized intersections along Fairview in the study area using the methodologies contained in the 1985 Highway Capacity Manual. A similar analysis was performed for the unsignalized north site entrance to County Road B2. As stated earlier, these forecast volumes include the effects of the Rosedale Regional Shopping Center expansion as well as the new trips generated by the Marketplace shopping center and the rezoned Twin Lakes area to the north on Fairview. The results of the analyses are tabulated in Table 1 (see page 8) and detailed results for each intersection are in the Appendix. Level of Service A means .no congestion are delays and Level of Service E is capacity. Intersections in urban areas are usually designed to operate at Level of Service D or better in the peak hours. As a result, if the recommended roadway anti site layouts are in place, the traffic impacts of constructing tl,.e Marketplace shopping ::enter can be satisfactorily accommoCated. 9