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other, through the downtown. However, travel times for short trips within the downtown, will be lower <br />due to direct routing. In other words, from a travel time perspective, the existing situation rewards long <br />trips through downtown and the proposed situation rewards trips within, to, and from the downtown. <br />However, for both through trips and for downtown trips, the changes in travel time will be small. <br />To analyze street network and traffic control modifications, daily traff=ic counts received from TOOT <br />(2017-2018 data) were compiled. A peak hour of traffic was found to be at 3:45 to 4:45 p.m. These <br />hourly volumes were used to assess a theoretical "worst case" scenario, which is shown in Figure 8. <br />A theoretical "worst case" scenario was created by assuming that all the traffic from all four <br />intersections converged at one intersection, with two-way streets and no turn lanes. Using Synchro 9 <br />Software and the Highway Capacity Manual methodology, 18 seconds of delay per vehicle was <br />calculated, which indicates the intersection would operate acceptably. This compares to 11 seconds of <br />average delay per vehicle for the existing intersection. This relatively small change in travel time <br />indicates that there is sufficient flexibility to modify the street network to achieve a vision for Paris' <br />downtown. <br />The "worst case" scenario does not depict actual conditions of restoring the one-way to two-way streets <br />because, motorists will use more than one street to travel to their destinations. Drawing from previous <br />experience, national best practices, and discussions with TxDOT, the future traffic on the formerly one- <br />way pair will likely split in a ratio of 60/40 between the two two-way streets. The reassigned traffic <br />11 <br />