MARKET FEASIBILITY MEMORANDUM

1 MARKET MEMORANDUM831 EMERSON STREET | EVANSTON, ILLINOIS

© 2015 bKL Architecture LLC831 EMERSON ST

2015.07.29 Pg 22 of 32Project No: 2015-12

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January 2016 | ca-studentliving.com

MARKETFEASIBILITY MEMORANDUM

NORTHWESTERN UNIVERSITY

831 EMERSON STREET

EVANSTON, ILLINOIS


ENROLLMENT & UNIVERSITY STATISTICSNorthwestern University (NU) is a private, four-year research university based in Evanston, Illinois. It is composed of twelve schools and colleges with over 120 undergraduate and 140 graduate/professional degree programs. Its main campus in Evanston is located along Lake Michigan 12-miles north of downtown Chicago. NU is known as one of the most selective universities in the nation, with 91% of incoming freshmen ranking in the top 10% of their high school class. NU is known for its rankings as a university as a whole and as well as its individual programs. It is ranked 13th in National Universities, its graduate business school is ranked 6th and its graduate education school is ranked 7th, by US News and World Report. NU is a leading research university that is home to over 90 research centers. In 2014, it received over $550 million in research funding, this is largely supported by research breakthroughs in medical and biological sciences.

In addition to NU’s academic excellence, it also was a charter member of the Big Ten Conference. It was, and continutes to be, the only private institution in the conference. NU has 19 collegiate athletic teams, consisting of eight men’s and eleven women’s Division I sports teams. Ryan Field, NU’s football stadium, seats 49,000 fans.

** Per NU’s Master Plan, there will be a 2-year housing requirement The exact date of this implementation is TBA

** NU denied the request for student zip code demographics.

Enrollment from Northwestern University’s Office of Institutional Research

13,488

13,757

14,005

14,400

14,644

14,889

14,988

15,330

15,296

15,713

15,624

0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000

2004

2006

2008

2010

2012

2014

NORTHWESTERN UNIVERSITY ENROLLMENT - EVANSTON CAMPUS

ENROLLMENT - EVANSTON CAMPUS

Actual % of Total

Total 15,624 100%

Undergraduate 8,385 54%

Graduate 7,239 46%

In-State (UGrad) 2,555 16%

Out-of-State (UGrad)* 5,187 33%

HOUSING

Housing Requirement** None

Freshman Enrollment 2,233

On-Campus Beds 3,678

Beds-To-Enrollment 24%

Greek Enrollment 2,527

* This is estimated as 67% of the Evanston Campus undergraduate students per the most recent Common Data Set (excluding intl’s)


COMPARABLE PROPERTIES

Property Units Beds SFPublished

Rate / Bed (2015-2016)Current

Occupancy

1717 175 245 821 $1,690 93%

E2 356 580 943 $1,492 83%

Evanston Place Apartments 189 238 854 $1,460 98%

The Park Evanston 285 423 922 $1,623 96%

The following comparable properties were selected due to their proximity to NU / Downtown Evanston, unit mix and rental rates. Each of these properties is marketed as multi-family residences and are not specifically geared towards students. Evanston does not have any student comparables. CA/Focus have tailored their unit mix to appeal to upperclassmen and graduates at NU. These multi-family properties in Evanston are not inclusive of utilities.

According to its master plan, NU currently has 3,678 on-campus beds, leaving approximately 10,000 students in need of alternative housing options. As there are no properties marketed specifically for student housing, the most popular off-cam-pus housing options are Evanston Place Apartments, built in 1988, the Park Evanston, built in 1997, and 1717, which Fo-cus developed in 2013. Moreover, the students who are not living in these developments are living in student sublets which can be found through NU’s website. These sublets mainly consist of older, shared townhomes spread throughout Evanston but are primarily located East of NU’s campus and North of CA/Focus’s development. Similarly to CA/Focus’s comparable properties, these sublets are generally not inclusive of utilities.

1

1

2 4

4

3

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2

1717

CA Development

Purple Line

Campus Border

Downtown Evanston

E2

Evanston Place Apartments

The Park

EVANSTON, IL



Floor Plan Units Beds AverageBath

Bed-to-Bath Parity SF Published

Rate / BedCurrent

Occupancy

Studio 28 28 1.0 1.0 545 $1,9031 Bed 91 91 1.0 1.0 798 $2,0792 Bed 42 84 2.0 1.0 1172 $1,3903 Bed 14 42 2.0 1.5 1347 $1,3044 Bed 0 0 0.0 0.0 0 $05 Bed 0 0 0.0 0.0 0 $06 Bed 0 0 0.0 0.0 0 $0

Total / Avg 175 245 1.3 1.1 891 $1,690 93%Managed by Atlantic Realty PartnersNotes - Building Occupied in 2013; Walkscore of 92Rent includes: In-Unit Washer & DryerAmenities include: Pool, Fitness Center, Business Center, Club Room, BalconyParking Rate: $210 Per Month



Rate / BedCurrent

Occupancy


Total / Avg 356 580 1.4 1.1 943 $1,492 83%Managed by GreystarNotes - Building Occupied in 2015; Walkscore of 92Rent includes: In-Unit Washer & DryerAmenities include: Pool, Fitness Center, Business Center, Club Room, Theater, BalconyParking Rate: $85 Per Month



Rate / BedCurrent

Occupancy


Total / Avg 189 238 1.3 1.0 854 $1,460 98%Managed by Apartment Investment & ManagementNotes - Building Occupied in 1988; Walkscore of 93Rent includes: NoneAmenities include: Pool, Fitness Center, Business Center, Club Room, BalconyParking Rate: $70 Per Month

1717

Evanston Place Apartments

E2





Rate / BedCurrent

Occupancy


Total / Avg 285 423 1.4 1.0 922 $1,623 96%Managed by Lincoln Property CompanyNotes - Building Occupied in 1997; Walkscore of 94Rent includes: In-Unit Washer & DryerAmenities include: Pool, Fitness CenterParking Rate: $135 Per Month



Rate / BedCurrent

Occupancy


Total / Avg 214 310 1.3 1.1 988 $1,589 93%Managed by AMLI Residential Properties TrustNotes - Building Occupied in 2013; Walkscore of 85Rent includes: In-Unit Washer & DryerAmenities include: Fitness Center, Business Center, Club RoomParking Rate: $135 Per Month



Rate / BedCurrent

Occupancy


Total / Avg 80 112 1.4 1.0 965 $1,629 98%Managed by RMK Management CorporationNotes - Building Occupied in 2013; Walkscore of 82Rent includes: In-Unit Washer & DryerAmenities include: Fitness Center, Business Center, Club Room, BalconyParking Rate: $150 Per Month

AMLI Evanston

Central Station

The Park Evanston


COMPARABLE PROPERTIESFloor Plan Units Beds Average

BathBed-to-

Bath Parity SF PublishedRate / Bed

Current Occupancy


Total / Avg 193 286 1.4 1.1 845 $1,350 90%Managed by Lincoln Property CompanyNotes - Building Occupied in 2004; Walkscore of 76Rent includes: In-Unit Washer & DryerAmenities include: Pool, Fitness Center, Business Center, BalconyParking Rate: $N/A Per Month

Reserve at Evanston

OFF-CAMPUS HOUSING DEMAND

Year 2014 2015F 2016F 2017F 2018FEnrollment - Evanston Campus1 15,624 15,850 16,080 16,313 16,549 University Owned Beds2 4,042 3,678 4,683 4,047 4,169 Off-Campus Housing within 1 Mile of Campus 1,290 1,870 1,982 1,982 1,982 Pipeline Deliveries3

- 580 112 - - Net Demand 10,292 10,302 9,415 10,284 10,398

CA Development 462 462

Estimated Capture Rate 4.49% 4.44%

1Future enrollment numbers are estimated based on previous enrollment growth2These numbers are retrieved from Northwestern University's Master Housing Plan3Pipeline deliveries are based on Axiometrics's pipeline delivery schedule; these are included in the net demandcalculations of their respective years

Thousands of NU students are in need of off-campus housing every year. As previously mentioned, many of these students seek off-campus housing projects or sublets located throughout Evanston, east of NU’s campus. However, an average occupancy of 93.0% at current off-campus housing projects indicates that students prefer to live in properties with ameni-ties, inclusive rents, and well-designed service models and are shifting away from sublets as most of these are simply small family homes used by students and have no amenities or management. Moreover, E2, which delivered in February 2015, is already 83% occupied after delivering only 11 months ago, further displaying the strong demand for off-campus housing projects.

In addition to the lack of off-campus beds in the Evanston market, NU is currently in the midst of a student housing master plan directed to renovate its current on-campus housing facilities and to add more residence halls to increase its capacity. However, this plan is not expected to reach completion until Fall 2025. Subsequently, many of its current on-campus hous-ing facilities will be taken offline throughout the duration of the project, resulting in an even higher demand for off-campus housing projects.

As seen in the chart below, net demand for off-campus housing projects is estimated to reach over 10,000 students by the time CA/Focus’s development delivers. Resultingly, this property would only need to retrieve a capture rate of 4.49% of these students in its first year of leasing in order to reach full occupancy.


ECONOMIC INDICATORS OF EVANSTON*

EstimateMargin of

Error Percent

Percent Margin of

Error EstimateMargin of

Error Percent

Percent Margin of

Error

EMPLOYMENT STATUS

Population 16 years and over 10,124,119 +/-1,897 10,124,119 (X) 61,565 +/-736 61,565 (X)

In labor force 6,718,236 +/-10,073 66.40% +/-0.1 39,783 +/-997 64.60% +/-1.5

Civilian labor force 6,698,936 +/-9,977 66.20% +/-0.1 39,766 +/-997 64.60% +/-1.5

Employed 5,998,320 +/-10,897 59.20% +/-0.1 36,379 +/-924 59.10% +/-1.5

Unemployed 700,616 +/-5,728 6.90% +/-0.1 3,387 +/-334 5.50% +/-0.5

Armed Forces 19,300 +/-923 0.20% +/-0.1 17 +/-23 0.00% +/-0.1

Not in labor force 3,405,883 +/-9,786 33.60% +/-0.1 21,782 +/-999 35.40% +/-1.5

Civilian labor force 6,698,936 +/-9,977 6,698,936 (X) 39,766 +/-997 39,766 (X)

Percent Unemployed (X) (X) 10.50% +/-0.1 (X) (X) 8.50% +/-0.8

INCOME AND BENEFITS (IN 2013 INFLATION-ADJUSTED DOLLARS)

Total households 4,772,723 +/-11,056 4,772,723 (X) 29,016 +/-664 29,016 (X)

Less than $10,000 337,875 +/-3,507 7.10% +/-0.1 2,606 +/-346 9.00% +/-1.1

$10,000 to $14,999 219,468 +/-2,941 4.60% +/-0.1 1,119 +/-234 3.90% +/-0.8

$15,000 to $24,999 484,449 +/-4,281 10.20% +/-0.1 2,110 +/-316 7.30% +/-1.1

$25,000 to $34,999 462,771 +/-3,861 9.70% +/-0.1 2,242 +/-323 7.70% +/-1.1

$35,000 to $49,999 618,005 +/-5,010 12.90% +/-0.1 3,509 +/-396 12.10% +/-1.3

$50,000 to $74,999 856,630 +/-5,160 17.90% +/-0.1 4,123 +/-384 14.20% +/-1.3

$75,000 to $99,999 615,943 +/-4,843 12.90% +/-0.1 2,966 +/-282 10.20% +/-1.0

$100,000 to $149,999 667,146 +/-5,945 14.00% +/-0.1 4,372 +/-330 15.10% +/-1.1

$150,000 to $199,999 255,728 +/-3,081 5.40% +/-0.1 2,134 +/-263 7.40% +/-0.9

$200,000 or more 254,708 +/-3,300 5.30% +/-0.1 3,835 +/-306 13.20% +/-1.0

Median household income (dollars) 56,797 +/-190 (X) (X) 67,038 +/-3,387 (X) (X)

Mean household income (dollars) 77,660 +/-269 (X) (X) 103,415 +/-3,748 (X) (X)

Per capita income (dollars) 29,666 +/-120 (X) (X) 41,284 +/-1,685 (X) (X)

GROSS RENT

Occupied units paying rent 1,483,797 +/-6,673 1,483,797 (X) 12,462 +/-548 12,462 (X)

Less than $200 28,568 +/-1,210 1.90% +/-0.1 136 +/-96 1.10% +/-0.8

$200 to $299 48,259 +/-1,249 3.30% +/-0.1 310 +/-115 2.50% +/-0.9

$300 to $499 111,099 +/-2,296 7.50% +/-0.2 168 +/-83 1.30% +/-0.7

$500 to $749 310,637 +/-3,670 20.90% +/-0.2 603 +/-155 4.80% +/-1.2

$750 to $999 422,228 +/-4,949 28.50% +/-0.3 3,068 +/-360 24.60% +/-2.6

$1,000 to $1,499 376,381 +/-4,010 25.40% +/-0.2 4,835 +/-445 38.80% +/-2.9

$1,500 or more 186,625 +/-3,119 12.60% +/-0.2 3,342 +/-324 26.80% +/-2.5

Median (dollars) 890 +/-2 (X) (X) 1,162 +/-27 (X) (X)

Subject

Illinois Evanston city, Illinois

*The above data is retrieved from the most recent United States Census

The City of Evanston has a particularly strong economic demographic compared to the State of Illinois. This is shown throughout varies economic indicators regarding the city’s population with particular reference to employment levels, in-come levels, and gross rent levels.

According to the most recent US census data, the unemployment rate in the State of Illinois is about 6.90% while the un-employment rate in the City of Evanston is only about 5.50%. In addition, only 24.7% of households throughout the State of Illinois make over $100K per year, while about 35.7% of households in the City of Evanston make over $100K per year. Finally, median gross rent throughout the State of Illinois is only $890 compared to the City of Evanston’s median gross rent of $1,162.


CA/Focus have strongly considered the amount of parking spaces the project requires based on the location of the project and CA’s experience with its current operating properties.

CA has conducted a parking analysis of some of its current operating properties which are similarly sized and placed in their respective cities. As shown below, CA’s similar projects maintain an average parking space/bed ratio of 0.1 while the proposed project in Evanston is expected to maintain a parking space/bed ratio of 0.3 with 134 residential parking spac-es. Furthermore, with an average amount of 74 parking spaces at similar projects, CA/Focus’s proposed develeopment will nearly double the amount of parking in a similarly constructed project.

As the development site is situated just a block from NU’s campus, within walking distance to nightlife and two blocks from the Fostor Purple Line Station, CA/Focus believe that this amount of spaces will sufficiently meet the parking demand required by its tenants.

PROJECT Year Units Beds Residential ParkingParking Ratio (/

unit)Parking Ratio (/

bed)

Ann Arbor, MI 2012 173 606 142 0.82 0.2

Tucson, AZ 2013 176 588 90 0.51 0.2

Seattle, WA 2014 199 206 0 0.00 0.0

Infinite - Chicago 2014 143 526 0 0.00 0.0

Tuscon, AZ 2014 163 381 88 0.54 0.2

College Park, MD 2015 276 829 225 0.82 0.3

Old Colony, Chicago 2015 137 312 0 0.00 0.0

Gainesville, FL 2015 169 592 110 0.65 0.2

Seattle, WA 2015 56 199 0 0.00 0.0

University of Wisconsin 2016 179 372 85 0.47 0.2

Average 167 461 74 0.38 0.1

Proposed Evanston Project 267 462 134 0.50 0.3

PARKING ANALYSIS


CA Student Living | 161 N Clark | Suite 4900 | Chicago, IL 60601

MARKETFEASIBILITY MEMORANDUM

NORTHWESTERN UNIVERSITY

831 EMERSON STREET

EVANSTON, ILLINOIS

Traffic Impact Study

831 Emerson Street Evanston, Illinois

Prepared by

December 1, 2015

831 Emerson Street Evanston, Illinois 1

1. Introduction This report summarizes the methodologies, results and findings of a traffic impact study conducted by Kenig, Lindgren, O’Hara, Aboona, Inc. (KLOA, Inc.) for the proposed residential and retail development to be located at 831 Emerson Street in Evanston, Illinois. The site is currently an existing retail development with approximately 57 off-street parking spaces and has three access driveways on Emerson Street and an access driveway on the north-south public alley that serves as the eastern border of the site. This existing uses on the site will be removed in its entirety to accommodate this proposed development. The plans call for approximately 287 apartment units and a 3,000 square-foot convenience store, and will provide approximately 127 residential parking spaces and 9 retail parking spaces. The residential parking will be located on the ground floor at the rear of the building and in a lower level parking garage. The retail parking spaces will be located on the west end of the building. Further, storage for approximately 285 bicycles will be provided. Access to the development is proposed from a full access drive that is offset with Benson Avenue, and a full access drive off the public alley. The main pedestrian entrance/lobby to the apartments will be from Emerson Street. The convenience store will be located in the southwest corner of the building, fronting Emerson Street. The apartment units are target-marketed for Northwestern University students who primarily do not own or have a vehicle to use. In addition, the development is located in close proximity of the Northwestern University campus, promoting pedestrian and bicycle activity. Further, the development is located within the “walking zone” as established by Northwestern University, where campus parking permits will not be issued to student residents within this zone. Similarly, residents of the development will not be allowed to purchase an on-street residential parking permit. Goods and services and public transportation are also conveniently located nearby, thereby further reducing the need for a vehicle. However, any additional parking needed beyond the provided 127 residential parking spaces can be leased in the public parking garage at 1800 Maple Avenue.


The following sections of this report present the following. Existing street conditions including vehicle, pedestrian, and bicycle traffic

volumes for the weekday morning and weekday evening peak hours A detailed description of the proposed development Vehicle trip generation for the proposed development Directional distribution of development-generated traffic Future transportation conditions including access to and from the development Traffic capacity analyses were conducted for the weekday morning and weekday evening peak hours for the following two conditions. 1. Existing Condition - Analyzes the capacity of the existing street system using

existing peak hour traffic volumes in the surrounding area. 2. Future Condition – The future projected traffic volumes include the existing

traffic volumes, traffic to be generated by nearby approved developments, and the traffic estimated to be generated by the proposed subject development.

The purpose of this study is as follows:

1. To examine existing vehicle, pedestrian, and bicycle traffic conditions to establish a base condition

2. Determine the vehicle trips to be generated by the proposed development

and then determine its impact on the surrounding neighborhood street network

3. Recommend improvements to effectively mitigate and accommodate the

projected traffic conditions resulting from the proposed development.


2. Existing Conditions Transportation conditions in the vicinity of the site were inventoried to obtain a basis for projecting future conditions. Four components of existing conditions were considered:

1. The geographic location of the site 2. The locations and availability of alternative modes of transportation, including

public transportation, bicycle lanes, and pedestrian amenities 3. The characteristics of the adjacent street system, including lane geometry, traffic

orientation (e.g. one-way street pairings) and intersection traffic controls 4. The weekday peak-hour vehicle, bicycle, and pedestrian traffic volumes at the

study intersections Site Location The development site is located at 831 Emerson Street, which is in the northwest quadrant of the public alley and Emerson Street. The site is bounded by a secured parking area/residential to the north, Emerson Street to the south, elevated CTA rail lines to the west, and a public alley/residential to the east. The site is currently a retail development, providing approximately 57 parking space and has three access driveways on Emerson Street and an access off the public alley. The westerly access drive on Benson Avenue is currently an outbound only-oriented access. As noted, this entire development will be razed to accommodate the proposed development. Figure 1 shows the site location with respect to the surrounding street system and its close proximity to the main Northwestern University campus. Figure 2 shows an aerial view of the site area.


SITE LOCATION Figure 1

SITE


AERIAL VIEW OF SITE AREA Figure 2


Existing Street System Characteristics The characteristics of the existing streets in the study area, are illustrated in Figure 3 and described below. All of the streets are under the jurisdiction of the City of Evanston. Emerson Street is a two lane, east-west arterial adjacent to the site with a parking lane on both sides of the street. Two-hour parking is permitted on the north and south sides of the street between 9:00 A.M. and 6:00 P.M., although District G parking permit holders are not regulated by this time restriction. Parking is prohibited at its intersections with Ridge Avenue, Green Bay Road, Maple Avenue and Elgin Road, allowing Emerson Street to function with four travel lanes. There are no exclusive left-turn lanes on Emerson between Maple Avenue and Sherman Avenue. The posted speed limit on Emerson Street is 30 miles per hour. A mid-block pedestrian crossing signed as a “Senior Crossing” is located just west of the north-south public alley. Maple Avenue is a two- to four-lane north-south distributor street. At its signalized intersection with Emerson Street, left-turn lanes are provided on the north and south approaches of this intersection. Parking is permitted on both sides of the road north of Emerson, but prohibited on weekdays between 8:00 A.M. and 6:00 P.M. south of Emerson. Elgin Road is four-lane northwest-southeast arterial in the vicinity of the site and is signalized at its intersections with Emerson Street and Benson Avenue. Left turns are prohibited from westbound Emerson to southeast-bound Elgin and right-turns are prohibited from northeast-bound Elgin to eastbound Emerson. Parking is prohibited on both sides of Elgin between Emerson and Benson. Benson Avenue is a two lane north-south distributor street. Its intersection with Elgin Road is signalized. Parallel parking is permitted on the east side of Benson to the north of Elgin and metered angled parking is provided on both sides of Benson to the south of Elgin. Sherman Avenue is a two lane, north-south distributor street and is signalized at its intersection with Emerson Street. Two-hour parking is permitted on the west and east sides of the street between 9:00 A.M. and 6:00 P.M. Public Alley runs north-south from its southern T-intersection terminus with Emerson Street north to Foster Street. Residential garages, secured residential parking lots, and access to the existing subject development retail center are accessed from this public alley. The public alley is under stop sign control at its intersection with Emerson Street.

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Alternative Modes of Transportation Accessibility to and from the area is enhanced by the various alternative modes of transportation serving the area as summarized below. Public Transportation. The site is located approximately one-half mile from the Davis Street Metra and less than one-fourth mile to the Foster Purple Line CTA station and less than one-half mile to the Davis Street Purple Line CTA Station. The site is also proximate to six CTA and Pace bus routes. The Metra station is served by the Union Pacific North line, which offers daily service between Kenosha and Chicago. The CTA station is served by the Purple Line (Evanston Shuttle and Express), which offers service between the Linden Station in Wilmette and the Howard Station in Chicago. From the Howard Station, passengers can transfer to the Yellow Line (Skokie Swift) to Skokie, transfer to the Red Line to Downtown Chicago, or during weekday rush hours, continue to downtown Chicago via the Purple Line Express. Public Bus System CTA Bus service proximate to the site includes: Route 93 (California/Dodge) – Davis Street Metra/CTA stations to Kimball Brown

Line terminal station via Emerson Street adjacent to the site.

Route 201 (Central/Ridge) – Howard terminal station (Red, Yellow, Purple Line trains) to Old Orchard Mall via Church Street.

Route 205 (Chicago/Golf) - Howard terminal station (Red, Yellow, Purple Line trains) to Cook County Courthouse/Old Orchard Mall via Church Street.

Pace Bus service proximate to the site includes:

Route 208 (Golf Road) - Davis Street Metra/CTA stations to Northwest Transportation Center (Schaumburg) via Church Street.

Route 213 (Green Bay Road) - Davis Street Metra/CTA stations to Northbrook Court and Highland Park Metra Station via Ridge Avenue and Green Bay Road.

Route 250 (Dempster Street) - Davis Street Metra/CTA stations to O’Hare Kiss-n-Fly ATS Station via Church Street.


Pedestrian Facilities Sidewalks are provided on the entire surrounding street network. Traditional/standard crosswalks are provided at all of the study intersections except the Emerson/Elgin intersection, where no pedestrian accommodations are provided. The existing crosswalks are all weathered and should be restriped as high-visibility crosswalks. None of the signalized intersections within the study area provide pedestrian countdown timers. Bicycle Facilities There is signage posted along Emerson Street denoting Emerson as a bicycle route. No established bicycle lanes are provided on the surrounding streets within proximity to the subject development. However, the surrounding streets are within a residential area, which naturally promotes and encourages pedestrian and bicycle activity. Mode-Sharing Transportation Availability The proposed development will provide two car-sharing spaces on the east side of the building, off the Public Alley. Based on the ZipCar website, each shared car removes approximately 15 personal vehicles from the road. Car-sharing vehicle sites are also available within walking distance of the site, including the location at the E2 residential development at 1890 Maple Avenue, and at the 621 Clark Street development. There are no bicycle sharing (e.g. Divvy) bicycle stations in the City of Evanston; however, bicycle racks are located at major retail and residential developments, in addition to several stations located throughout the Northwestern University campus. Census data shows that 30 percent of the residents in the area drive a car to work. Therefore, the alternative modes of transportation serving the area has resulted in a significant reduction in the traffic generated by area residential developments, particularly during the critical weekday morning and evening commuter peak periods.


Existing Traffic Volumes At the request of the City of Evanston, manual turning movement vehicle, pedestrian, and bicycle traffic counts were conducted on Wednesday, October 7, 2015 during the weekday morning (7:00 to 9:00 A.M.) and the weekday evening (4:00 to 6:00 P.M.) peak periods of traffic at the following four intersections.

1. Sherman Avenue and Emerson Street (signalized) 2. Elgin Road and Emerson Street (signalized) 3. Maple Avenue and Emerson Street (signalized) 4. Benson Avenue and Elgin Road (signalized) 5. Benson Avenue and Emerson Street (stop sign) 6. Public Alley and Emerson Street (stop sign)

From the manual turning movement count data, it was determined that the weekday morning peak hour generally occurs between 8:00 and 9:00 A.M. and the weekday evening peak hour generally occurs between 5:00 and 6:00 P.M. These two respective peak hours will be used for the traffic capacity analyses and are presented later in this report. It is important to note that the existing peak hour traffic volumes include the traffic generated by the existing retail development that includes the convenience store located on-site. The convenience store will remain as part of the redevelopment, but will be relocated to the west end of the site, fronting Emerson Street. The existing peak hour vehicle traffic volumes are shown in Figure 4. The existing peak hour pedestrian and bicycle traffic volumes are shown in Figure 5.

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65 (163)

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67 (84)

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3. Traffic Characteristics of 831 Emerson Street To evaluate the impact of the subject development on the area street system, it was necessary to quantify the number of vehicle trips the overall site will generate during the weekday morning and the weekday evening peak hours and then determine the directions from which this traffic will approach and depart the site. Proposed Site and Development Plan The site is currently an existing retail development, which will be removed in its entirety to accommodate this proposed development. The plans call for approximately 287 apartment units and a 3,000 square-foot convenience store. As noted, the existing convenience store will remain as part of the redevelopment, but will be moved to the west end of the development, fronting Emerson Street. Parking The development will provide approximately 127 residential parking spaces and 9 retail parking spaces. The residential parking will be located on the ground floor at the rear of the building and in the lower level of the building. The nine retail parking spaces will be perpendicular to the west face of the building. The apartment units will be fully furnished and will be target-marketed for Northwestern University students who primarily do not own or have a vehicle to use and will therefore not need a parking space. Residents of the development will not be allowed to purchase an on-street residential parking permit. In addition, since the development is located within the “walking zone” as defined by Northwestern University, future residents who are students will not be permitted to park on campus,


further promoting pedestrian and bicycle activity. Goods and services and public transportation are also conveniently located nearby, thereby further reducing the need for a vehicle. However, any additional parking needed beyond the provided 127 residential parking spaces can be leased in the public parking garage at 1800 Maple Avenue. Vehicle Access to the Development The existing retail development has four access driveways: three on Emerson Street and one on the Public Alley. The subject development proposes two access driveways, which are described below. Access and Emerson Street This access drive is currently at the west end of the development and is an exit only access onto Emerson Street. In conjunction with the proposed development, this access will be converted to allow both inbound and outbound movements and will be widened to provide one lane inbound and one lane outbound. The outbound lane will be under stop sign control. The access is in a slight-offset alignment with Benson Avenue, being the north/fourth leg of the existing Benson/Emerson intersection. Vehicles desiring to enter the access driveway from northbound Benson Avenue will have to make a slight adjustment to the left to access the driveway. The slight offset alignment with Benson Avenue will not dampen turning movements at this intersection given the low volume of turning movement traffic during peak hour periods. A crosswalk should be striped across the access drive. Access and Public Alley The existing full access on the Public Alley will be relocated to the north end of the site, providing one lane inbound and one lane outbound. The outbound lane should be under stop sign control. On-Site Circulation The access driveway off the public alley will continue to the west end of the site and then south, becoming the access driveway on Emerson Street. As noted, the east-west drive aisle at the north/rear end of the development will provide access to residential parking spaces located on both sides of the drive aisle, in addition to the ramp system that will provide access to the lower level parking area. The retail traffic currently using the alley will be eliminated with the north-south drive aisle on the west side of the building primarily providing access to the nine parking spaces that will serve the convenience store.


Pedestrian Access to the Development The main pedestrian entrance/lobby to the apartments and to the retail space will be from Emerson Street. Loading/Refuse Access Two loading docks for both residential and the convenience store use will be provided off the westerly north-south drive aisle. The refuse will be located on the north face of the building, at the west end. It is expected that all trucks will enter/exit the development via the west access on Emerson Street. Delivery and refuse times should be scheduled outside peak hours of traffic activity. Truck turning diagrams showing the ingress and egress movements for a typical delivery truck are included in the Appendix of this report. Bicycle Storage An approximate 285-space bicycle storage room will be provided on the ground level. The proposed 285 bicycle spaces are more than the City of Evanston’s required ratio, which requires one bicycle space per 1.5 dwelling units (or 192 bicycle spaces). This additional capacity will further increase the incentive to commute via bicycling rather than driving. Directional Distribution of Development Traffic The directional distribution of how development traffic will approach and depart the site was estimated based on a combination of existing travel patterns and the orientation and physical restrictions of the surrounding street system. The estimated directional distribution for the proposed development was established and is illustrated in Figure 6.

SIT

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Development Traffic Generation The estimates of vehicle traffic to be generated by the development are based upon the proposed land use types and sizes. The volume of traffic generated was estimated using data published in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 9th Edition. However, the ITE trip rates are based on suburban rates where the primary mode of transportation is the automobile. As noted, the development will be occupied primarily by students who will not drive to the campus due to the location of the site within the “walking zone” established by Northwestern University which makes them ineligible for on-campus parking permits. Based on data obtained from the E2 residential development, approximately 50 percent of their current residents are Northwestern University students. While this development will be targeted for students, it was conservatively assumed that only 50 percent of the units will be occupied by students and will therefore not own a vehicle and/or drive. Further, given the Census data noted earlier, the location of the development within a dense, urban area and its proximity to alternative modes of transportation, the trip rates provided in the Trip Generation Manual were reduced by 70 percent. No additional traffic was estimated to be generated for the proposed convenience store since the traffic this land use generates is included in the existing peak hour traffic volumes. This provides for a conservative estimate since some of the existing traffic includes vehicles patroning the other retail uses within the existing development. Table 1 tabulates the total trips anticipated from this proposed development for the weekday morning and weekday evening peak hours. Development Traffic Assignment The peak hour traffic volumes projected to be generated by the proposed development (refer to Table 1) were assigned to the area streets based on the directional distribution analysis (Figure 6). Figure 7 shows the assignment of the development-generated traffic volumes.


Table 1 ESTIMATED DEVELOPMENT-GENERATED TRAFFIC VOLUMES

ITE Land-

Use Code

Weekday A.M.Peak Hour

Weekday P.M.Peak Hour

Weekday

Type/Size In Out In Out

Two-Way Traffic

220 Apartments with Vehicles – 144 units1

14 62 66 34 1,026

Less 70% Reduction: -10 -43 -46 -24 -718

Total Development Trips: 4 19 20 10 308

Convenience Store (included in Existing Volumes):

19 13 9 21 300

1The development proposes 287 units. However, 50 percent of the units were assumed to be occupied by Northwestern University students who will not drive to campus.

SIT

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4. Total Projected Traffic Conditions The total projected traffic volumes include the existing traffic volumes, traffic estimated to be generated by regional growth in the area, and the traffic estimated to be generated by the proposed subject development. Regional Growth in Traffic To account for the increase in existing traffic related to regional growth in the area (i.e. not attributable to any particular planned development) for Year 2017 conditions, the existing traffic volumes were increased by a total of one percent. This percentage increase is based on population forecasts provided by the Chicago Metropolitan Agency for Planning (CMAP) in the Goto 2040 projection spreadsheet dated October 11, 2014 that is located on the CMAP website. Total Projected Traffic Volumes Total projected traffic volumes include the existing traffic volumes increased by a regional growth factor of one percent, and the traffic estimated to be generated by the proposed subject development (refer to Figure 7). Figure 8 shows the total projected traffic volumes, which includes the reassignment of the convenience store traffic from the east end of the development to the westerly access drive. As noted, these total traffic volumes are conservative since the traffic generated by the existing retail development were not removed from the surrounding street system and the subject intersections.

SIT

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43 (

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59 (123)

17 (25)

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23 (

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45 (14)

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66 (165)

21 (46)

61 (64)

43 (58)

23 (44)

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60 (36)

37 (97)

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5. Traffic Analysis and Recommendations Capacity analyses were performed for the key intersections included in the study area to determine the ability of the existing street system to accommodate existing and future traffic demands. Traffic capacity analyses were performed for the existing and total projected peak hour traffic conditions.

The traffic analyses were performed using the methodologies outlined in the Transportation Research Board’s Highway Capacity Manual (HCM), 2010 and using Synchro/SimTraffic software. The analysis for the traffic-signal controlled intersections were accomplished using existing signal timing data to determine the average overall vehicle delay, volume-to-capacity ratios, and levels of service. The analysis for the unsignalized intersection garage access intersection determines the average control delay to vehicles stopped at an intersection. Control delay is the elapsed time from a vehicle joining the queue at a stop sign (includes the time required to decelerate to a stop) until its departure from the stop sign and resumption of free flow speed. The methodology analyzes each intersection approach controlled by a stop sign and considers traffic volumes on all approaches and lane characteristics. The ability of an intersection to accommodate traffic flow is expressed in terms of level of service, which is assigned a letter grade from A to F based on the average control delay experienced by vehicles passing through the intersection. Control delay is that portion of the total delay attributed to the traffic signal or stop sign control operation, and includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. Level of Service A is the highest grade (best traffic flow and least delay), Level of Service E represents saturated or at-capacity conditions, and Level of Service F is the lowest grade (oversaturated conditions, extensive delays).


The Highway Capacity Manual definitions for levels of service and the corresponding control delay for both signalized and unsignalized intersections are shown in Table 2. A summary of the level of service/delay results for both existing and future conditions are presented in Table 3 and Table 4, respectively. A discussion of the intersections and recommendations follows.


Table 2 LEVEL OF SERVICE CRITERIA

Unsignalized Intersections

Level of Service Average Control Delay (seconds per vehicle)

A 0 - 10

B > 10 - 15

C > 15 – 25

D > 25 – 35

E > 35 – 50

F > 50

Signalized Intersections

Level of Service

Interpretation

Average Control Delay

(seconds per vehicle)

A Favorable progression. Most vehicles arrive during the green indication and travel through the intersection without stopping.

10

B Good progression, with more vehicles stopping than for Level of Service A.

> 10 - 20

C Individual cycle failures (i.e. one or more queued vehicles are not able to depart as a result of insufficient capacity during the cycle) may begin to appear. Number of vehicles stopping is significant, although many vehicles still pass through the intersection without stopping.

> 20 - 35

D The volume-to-capacity ratio is high and either progression is ineffective or the cycle length is too long. Many vehicles stop and individual cycle failures are noticeable.

> 35 – 55

E Progression is unfavorable. The volume-to-capacity ratio is high and the cycle length is long. Individual cycle failures are frequent.

> 55 – 80

F The volume-to-capacity ratio is very high, progression is very poor, and the cycle length is long. Most cycles fail to clear the queue.

> 80

Source: Highway Capacity Manual, 2010.


Table 3 CAPACITY ANALYSES RESULTS—EXISTING CONDITIONS

Weekday A.M. Peak Hour

Weekday P.M. Peak Hour

Intersection LOS – Delay LOS – Delay

Sherman Avenue and Emerson Street (signal)

B – 14.3 B – 15.0

Elgin Road and Emerson Street (signal) C – 28.3 C – 27.5

Maple Avenue and Emerson Street (signal)

A – 7.0 B – 14.9

Benson Avenue and Elgin Road (signal)

B – 10.4 B – 11.4

Public Alley and Emerson Street (stop sign)

SBA: A – 9.2 SBA: A – 9.8

Benson Avenue and Emerson Street (stop sign)

NBA: A – 9.7 SBA: B – 10.3

NBA: A – 9.7 SBA: B – 10.0

LOS = Level of Service Delay is measured in seconds. SBA = Southbound approach.


Table 4 CAPACITY ANALYSES RESULTS—FUTURE CONDITIONS

Weekday A.M. Peak Hour

Weekday P.M. Peak Hour

Intersection LOS – Delay LOS – Delay

Sherman Avenue and Emerson Street (signal)

B – 14.5 B – 15.1

Elgin Road and Emerson Street (signal) C – 28.4 C – 27.9

Maple Avenue and Emerson Street (signal)

A – 7.1 B – 15.2

Benson Avenue and Elgin Road (signal)

B – 10.6 B – 11.5

Public Alley and Emerson Street (stop sign)

SBA: A – 9.8 SBA: A – 10.0

Benson Ave/Access and Emerson St (stop sign)

NBA: A – 9.8 SBA: B – 10.2

NBA: A – 9.9 SBA: B – 10.3

LOS = Level of Service Delay is measured in seconds. SBA = Southbound approach.


Discussion and Recommendations The results of the capacity analyses show that with the addition of the development traffic and the increase in existing traffic due to regional growth, all of the intersections are projected to continue to operate at generally the same good levels of service (LOS). The following is a discussion of each analyzed intersection. Sherman Avenue and Emerson Street The traffic capacity analyses show that this intersection is currently operating at an acceptable Level of Service (LOS) and will maintain this acceptable LOS under future conditions. Consideration should be given to restriping the existing crosswalks as high-visibility crosswalks, as they are weathered and faded. No further street or traffic control improvements are recommended at this intersection in conjunction with the proposed development. Elgin Road and Emerson Street The traffic capacity analyses show that this intersection is currently operating at an acceptable Level of Service (LOS) and will maintain this acceptable LOS under future conditions. As noted, there are no pedestrian accommodations at this intersection even though pedestrian activity was observed as part of the traffic counts. No street or traffic control improvements are recommended at this intersection in conjunction with the proposed development. Maple Avenue and Emerson Street The traffic capacity analyses show that this intersection is currently operating at an acceptable Level of Service (LOS) and will maintain this acceptable LOS under future conditions. Consideration should be given to restriping the existing crosswalks as high-visibility crosswalks, as they are weathered and faded. No further street or traffic control improvements are recommended at this intersection in conjunction with the proposed development. Benson Avenue and Elgin Road The traffic capacity analyses show that this intersection is currently operating at an acceptable Level of Service (LOS) and will maintain this acceptable LOS under future conditions. Consideration should be given to restriping the existing crosswalks as high-visibility crosswalks, as they are weathered and faded. No further street or traffic control improvements are recommended at this intersection in conjunction with the proposed development.


Benson Avenue/Access and Emerson Street The access drive is currently at the west end of the development and is an exit only access onto Emerson Street. In conjunction with the proposed development, this access will be converted to allow both inbound and outbound movements and will be widened to provide one lane inbound and one lane outbound. The outbound lane will be under stop sign control. The access will be in a slight-offset alignment with Benson Avenue, being the north/fourth leg of the existing Benson/Emerson intersection. Given the low volume of traffic turning from either Benson Avenue or the proposed access drive, this slight offset will not dampen turning operations at this intersection. No street or traffic control improvements are recommended on Emerson Street or Benson Avenue at this intersection. The capacity analyses show that this intersection will operate at a good LOS and that through traffic on Emerson Street will not be impeded due to the turning movements anticipated at the proposed access drive. Public Alley and Emerson Street The traffic capacity analyses show that this intersection is currently operating at an acceptable LOS and will maintain this acceptable LOS under future conditions. A high visibility crosswalk should be provided on the north approach. The alley is wide enough to allow side-by-side inbound and outbound movements. The alley should be under stop sign control. No further street or traffic control improvements are recommended at this intersection in conjunction with the proposed development. Pedestrian Access to the Development The main pedestrian entrance/lobby to the apartments and access to the convenience store will be from Emerson Street. Loading/Refuse Access Two loading docks for both residential and the convenience store use will be provided off the westerly north-south drive aisle. The refuse will be located on the north face of the building, at the west end. It is expected that all trucks will enter/exit the development via the west access on Emerson Street. Delivery and refuse times should be scheduled outside peak hours of traffic activity. As noted, truck turning diagrams showing the ingress and egress movements for a typical delivery truck are included in the Appendix of this report.


Bicycle Storage An approximate 285-space bicycle storage room will be provided on the ground level. The proposed 285 bicycle spaces are more than the City of Evanston’s required ratio, which requires one bicycle space per 1.5 dwelling units (or 192 bicycle spaces). This provided additional capacity will further increase the incentive to commute via bicycling rather than driving. Parking The development will provide approximately 127 residential parking spaces and 9 retail parking spaces. The residential parking will be located on the ground floor at the rear of the building and in the lower level of the building. The nine retail parking spaces will be perpendicular to the west face of the building. The proposed residential parking supply of 127 parking spaces will be adequate to meet the parking demand of the proposed 187-unit development given the following. The development is a transit-oriented development (TOD) that is located in an urban

environment which promotes pedestrian mobility and interactivity with convenient and nearby goods and services without requiring the use of an automobile.

The apartment units will be fully furnished and will be target-marketed for Northwestern University students who primarily do not own or have a vehicle to use and will therefore not need a parking space.

Residents of the development will not be allowed to purchase an on-street

residential parking permit.

Since the development is located within the “walking zone” as defined by Northwestern University, future residents who are students will not be permitted to park on campus, further promoting pedestrian and bicycle activity.

Assuming one-half of the apartment units will be occupied by students that will not

have a car and the other one-half will be occupied by non-students, the remaining units will have a parking ratio of 0.89 spaces per unit. This parking ratio is consistent to TOD developments that typically have a parking ratio range of 0.91 to 1.0 spaces per unit.

Two car sharing stations are proposed on-site. This will further encourage residents

to not own a vehicle. Information provided by ZipCar states that one shared car removes approximately 15 private vehicles from the street system.


A 285-space bicycle storage room will be provided on the ground floor, thereby further increasing the incentive to commute via bicycling rather than driving.

The approximate 356-unit E2 residential development provides approximately 364

parking spaces at a parking ratio of 1.0. The development is approximately 83 percent leased and approximately one-half of the residents in this development are students. A sample parking occupancy count conducted on a weeknight at 9:30 P.M. observed a total of 131 occupied spaces. This implies a parking ratio of 0.44 for the overall development.

Any additional parking needed beyond the provided 127 residential parking spaces

can be leased in the public parking garage at 1800 Maple Avenue.


6. Conclusion The proposed apartment development plan at 831 Emerson Street calls for approximately 287 apartment units and a 3,000 square-foot convenience store. The development will provide 127 off-street residential parking spaces and 9 off-street retail parking spaces. Further, storage for approximately 285 bicycles will be provided. Based on the preceding analyses and recommendations, the following conclusions have been made. The proposed development is target-marketed for students with a majority not

owning or needing a car. Residents of the development will not be allowed to purchase an on-street residential parking permit. Further, the development is located in Northwestern University’s designated “walking zone” where university parking permits will not be issued for students residing within this zone.

The proposed development is located in an urban environment which promotes pedestrian mobility and interactivity with convenient and nearby goods and services without requiring the use of an automobile.

Accessibility to and from the development and surrounding area is enhanced by the various alternative modes of transportation serving the area, including Metra, the CTA Purple Line, bus transit, and pedestrian and bicycle amenities.

The amount of traffic generated by the proposed development will be reduced due to students that will not drive and by up to 70 percent for non-student residents due to the alternative modes of transportation serving the area and the convenience and accessibility of nearby goods and services.


The development-generated traffic can be accommodated without significant impact to the external street system. All of the intersections within the study limits are generally projected to operate at current levels of service with the addition of the subject development generated traffic and the existing traffic increased by a regional growth factor to establish future conditions.

Crosswalks at the study area should be restriped as high-visibility crosswalks since

the existing ones are weathered and faded.

The existing access on Emerson Street at Benson Avenue will be widened and improved to provide one lane inbound and one lane outbound. The outbound lane will be under stop sign control. The slight offset alignment with Benson Avenue will not dampen turning movements at this intersection given the low volume of turning movement traffic during peak hour periods. A crosswalk should be striped across the access drive.

The proposed development will reduce the access points on Emerson Street from

three access driveways to one access driveway.

The access on the Public Alley will be relocated further north, thereby further reducing its low impact on the traffic operations at the Public Alley/Emerson Street intersection.

The proposed residential parking supply of 127 parking spaces will be adequate to

meet the parking demand of the proposed 187-unit development.


Appendix


Turning Movement Diagrams

PARKING SPACES

33 RESIDENTIAL

285 SPACES

SPACES

9 RETAIL PARKING

LOADING

01

01 02 03 04 05 06

07

08

2829

30

02

04

05

06

03

07

08

LINE OF ROOF ABOVE

PU

RPLE LIN

E

31

RETAIL

BE

NS

ON A

VE.

CORE

TRASH

33

PACKAGE

MAIL/

BLDG STR

3209

BIKE STORAGE

CIRCULATION

PARKING SPACES

33 RESIDENTIAL

285 SPACES

SPACES

9 RETAIL PARKING

LOADING

01

01 02 03 04 05 06

07

08

2829

30

02

04

05

06

03

07

08

LINE OF ROOF ABOVE

PU

RPLE LIN

E

31

RETAIL

BE

NS

ON A

VE.

CORE

TRASH

33

PACKAGE

MAIL/

BLDG STR

3209

BIKE STORAGE

CIRCULATION

-

-

-

-

SCALE:

PROJECT # 15-237

9575 West Higgins Road, Suite 400Rosemont, Illinois 60018P: (847) 518-9990 F: (847) 518-9987

Kenig,Lindgren,O'Hara,Aboona,Inc.

EXHIBIT NO.

A

1" = 30'

DRAWN

CHECKED

DATE

LRA

MD

EVANSTON, ILLINOIS

STUDENT HOUSING DEVELOPMENT

831 EMERSON ST

SINGLE UNIT TRUCK MANEUVER INTO LOADING DOCKS

01-06-2016

DR

AW

N

CH

EC

KE

D

DA

TE

---M

D

LR

A

DA

TE

MO

DIFIE

D -

10-02-15

MD

NE

W

BA

SE 10-15-15

MD

NE

W

BA

SE 12-30-15

MD

NE

W

BA

SE 01-05-16

(c) 2015 Transoft Solutions, Inc. All rights reserved.

(c) 2015 Transoft Solutions, Inc.

All rights reserved.



PARKING SPACES

33 RESIDENTIAL

285 SPACES

SPACES

9 RETAIL PARKING

LOADING

01

01 02 03 04 05 06

07

08

2829

30

02

04

05

06

03

07

08

LINE OF ROOF ABOVE

PU

RPLE LIN

E

31

RETAIL

BE

NS

ON A

VE.

CORE

TRASH

33

PACKAGE

MAIL/

BLDG STR

3209

BIKE STORAGE

CIRCULATION

PARKING SPACES

33 RESIDENTIAL

285 SPACES

SPACES

9 RETAIL PARKING

LOADING

01

01 02 03 04 05 06

07

08

2829

30

02

04

05

06

03

07

08

LINE OF ROOF ABOVE

PU

RPLE LIN

E

31

RETAIL

BE

NS

ON A

VE.

CORE

TRASH

33

PACKAGE

MAIL/

BLDG STR

3209

BIKE STORAGE

CIRCULATION

-

-

-

-

SCALE:

PROJECT # 15-237

9575 West Higgins Road, Suite 400Rosemont, Illinois 60018P: (847) 518-9990 F: (847) 518-9987

Kenig,Lindgren,O'Hara,Aboona,Inc.

EXHIBIT NO.1" = 30'

DRAWN

CHECKED

DATE

LRA

MD

EVANSTON, ILLINOIS

STUDENT HOUSING DEVELOPMENT

831 EMERSON ST

SINGLE UNIT TRUCK MANEUVER EXITING LOADING DOCKS

01-06-2016B

DR

AW

N

CH

EC

KE

D

DA

TE

---M

D

LR

A

DA

TE

MO

DIFIE

D -

10-02-15

MD

NE

W

BA

SE 10-15-15

MD

NE

W

BA

SE 12-30-15

MD

NE

W

BA

SE 01-05-16





(c) 2015 Transoft Solution

s, Inc. All rights reserved.


Traffic Counts

Kenig Lindgren O'Hara Aboona, Inc.9575 W. Higgins Rd., Suite 400

Rosemont, Illinois, United States 60018(847)518-9990

Count Name: Emerson Street with ShermanAvenueSite Code:Start Date: 10/07/2015Page No: 4

Turning Movement Peak Hour Data (8:00 AM)

Start Time

Emerson Street Emerson Street Sherman Avenue Sherman Avenue

Eastbound Westbound Northbound Southbound

U-Turn Left Thru Right Peds App.Total U-Turn Left Thru Right Peds App.

Total U-Turn Left Thru Right Peds App.Total U-Turn Left Thru Right Peds App.

Total Int. Total

8:00 AM 0 6 28 16 8 50 0 6 8 0 7 14 0 3 9 5 5 17 0 2 35 10 7 47 128

8:15 AM 0 8 34 11 9 53 0 2 3 3 8 8 0 4 17 13 8 34 0 1 52 7 19 60 155

8:30 AM 0 11 31 5 15 47 0 9 6 0 18 15 0 4 14 7 15 25 0 3 44 7 37 54 141

8:45 AM 0 22 29 9 10 60 0 4 8 1 15 13 0 5 18 8 8 31 0 4 38 9 47 51 155

Total 0 47 122 41 42 210 0 21 25 4 48 50 0 16 58 33 36 107 0 10 169 33 110 212 579

Approach % 0.0 22.4 58.1 19.5 - - 0.0 42.0 50.0 8.0 - - 0.0 15.0 54.2 30.8 - - 0.0 4.7 79.7 15.6 - - -

Total % 0.0 8.1 21.1 7.1 - 36.3 0.0 3.6 4.3 0.7 - 8.6 0.0 2.8 10.0 5.7 - 18.5 0.0 1.7 29.2 5.7 - 36.6 -

PHF 0.000 0.534 0.897 0.641 - 0.875 0.000 0.583 0.781 0.333 - 0.833 0.000 0.800 0.806 0.635 - 0.787 0.000 0.625 0.813 0.825 - 0.883 0.934

Lights 0 39 102 39 - 180 0 17 20 4 - 41 0 14 48 28 - 90 0 9 141 27 - 177 488

% Lights - 83.0 83.6 95.1 - 85.7 - 81.0 80.0 100.0 - 82.0 - 87.5 82.8 84.8 - 84.1 - 90.0 83.4 81.8 - 83.5 84.3

Buses 0 1 1 1 - 3 0 1 1 0 - 2 0 1 1 0 - 2 0 0 6 0 - 6 13

% Buses - 2.1 0.8 2.4 - 1.4 - 4.8 4.0 0.0 - 4.0 - 6.3 1.7 0.0 - 1.9 - 0.0 3.6 0.0 - 2.8 2.2

Single-Unit Trucks 0 4 6 1 - 11 0 0 4 0 - 4 0 1 3 2 - 6 0 0 3 5 - 8 29

% Single-UnitTrucks - 8.5 4.9 2.4 - 5.2 - 0.0 16.0 0.0 - 8.0 - 6.3 5.2 6.1 - 5.6 - 0.0 1.8 15.2 - 3.8 5.0

Articulated Trucks 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 1 - 1 1

% ArticulatedTrucks - 0.0 0.0 0.0 - 0.0 - 0.0 0.0 0.0 - 0.0 - 0.0 0.0 0.0 - 0.0 - 0.0 0.0 3.0 - 0.5 0.2

Bicycles on Road 0 3 13 0 - 16 0 3 0 0 - 3 0 0 6 3 - 9 0 1 19 0 - 20 48

% Bicycles onRoad - 6.4 10.7 0.0 - 7.6 - 14.3 0.0 0.0 - 6.0 - 0.0 10.3 9.1 - 8.4 - 10.0 11.2 0.0 - 9.4 8.3

Pedestrians - - - - 42 - - - - - 48 - - - - - 36 - - - - - 110 - -

% Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - -




Peak Hour Data

10/07/2015 8:00 AMEnding At10/07/2015 9:00 AM

LightsBusesSingle-Unit TrucksArticulated TrucksOther

Sherman Avenue [N]

Out In Total

91 177 268

2 6 8

7 8 15

0 1 1

9 20 29

109 212 321

27 141 9 0 0

0 6 0 0 0

5 3 0 0 0

1 0 0 0 0

0 19 1 0 110

33 169 10 0 110R T L U P

16517 0 8 1 139

Out

50 3 0 4 2 41 In

21520 0 12 3 180

Total

Em

erson Street [E

]

R 4 0 0 0 0 4

T 25 0 0 4 1 20

L 21 3 0 0 1 17

U 0 0 0 0 0 0

P 48 48 0 0 0 0

197 90 287

8 2 10

4 6 10

0 0 0

22 9 31

231 107 338Out In Total

Sherman Avenue [S]

U L T R P

0 14 48 28 0

0 1 1 0 0

0 1 3 2 0

0 0 0 0 0

0 0 6 3 36

0 16 58 33 36

Em

erso

n S

treet

[W]

Tota

l

241 5 21 1 16 284

In 180 3 11 0 16 210

Out 61 2 10 1 0 74

0 0 0 0 0 0 U

39 1 4 0 3 47 L

102 1 6 0 13 122 T

39 1 1 0 0 41 R

0 0 0 0 42 42 P

Turning Movement Peak Hour Data Plot (8:00 AM)




Turning Movement Peak Hour Data (5:00 PM)

Start Time

Emerson Street Emerson Street Sherman Avenue Sherman Avenue




Total Int. Total

5:00 PM 0 10 15 12 19 37 0 18 21 1 14 40 0 9 27 0 15 36 0 2 54 7 49 63 176

5:15 PM 0 12 16 11 24 39 0 10 19 2 14 31 0 5 29 7 9 41 0 2 56 10 21 68 179

5:30 PM 0 6 9 13 26 28 0 13 9 0 13 22 0 3 37 4 9 44 0 2 65 9 16 76 170

5:45 PM 0 11 24 8 18 43 0 10 8 2 29 20 0 6 29 6 10 41 0 2 64 7 15 73 177

Total 0 39 64 44 87 147 0 51 57 5 70 113 0 23 122 17 43 162 0 8 239 33 101 280 702

Approach % 0.0 26.5 43.5 29.9 - - 0.0 45.1 50.4 4.4 - - 0.0 14.2 75.3 10.5 - - 0.0 2.9 85.4 11.8 - - -

Total % 0.0 5.6 9.1 6.3 - 20.9 0.0 7.3 8.1 0.7 - 16.1 0.0 3.3 17.4 2.4 - 23.1 0.0 1.1 34.0 4.7 - 39.9 -

PHF 0.000 0.813 0.667 0.846 - 0.855 0.000 0.708 0.679 0.625 - 0.706 0.000 0.639 0.824 0.607 - 0.920 0.000 1.000 0.919 0.825 - 0.921 0.980

Lights 0 37 60 44 - 141 0 37 46 2 - 85 0 21 93 15 - 129 0 6 214 30 - 250 605

% Lights - 94.9 93.8 100.0 - 95.9 - 72.5 80.7 40.0 - 75.2 - 91.3 76.2 88.2 - 79.6 - 75.0 89.5 90.9 - 89.3 86.2

Buses 0 1 2 0 - 3 0 1 1 0 - 2 0 0 4 0 - 4 0 0 3 0 - 3 12

% Buses - 2.6 3.1 0.0 - 2.0 - 2.0 1.8 0.0 - 1.8 - 0.0 3.3 0.0 - 2.5 - 0.0 1.3 0.0 - 1.1 1.7





Bicycles on Road 0 1 1 0 - 2 0 13 10 3 - 26 0 2 24 2 - 28 0 2 21 1 - 24 80

% Bicycles onRoad - 2.6 1.6 0.0 - 1.4 - 25.5 17.5 60.0 - 23.0 - 8.7 19.7 11.8 - 17.3 - 25.0 8.8 3.0 - 8.6 11.4

Pedestrians - - - - 87 - - - - - 70 - - - - - 43 - - - - - 101 - -

% Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - -




Peak Hour Data

10/07/2015 5:00 PMEnding At10/07/2015 6:00 PM


Sherman Avenue [N]

Out In Total

132 250 382

5 3 8

1 3 4

0 0 0

28 24 52

166 280 446

30 214 6 0 0

0 3 0 0 0

2 1 0 0 0

0 0 0 0 0

1 21 2 0 101

33 239 8 0 101R T L U P

89 5 0 1 2 81

Out

11326 0 0 2 85 In

20231 0 1 4 166

Total

Em

erson Street [E

]

R 5 3 0 0 0 2

T 57 10 0 0 1 46

L 51 13 0 0 1 37

U 0 0 0 0 0 0

P 70 70 0 0 0 0

295 129 424

4 4 8

1 1 2

0 0 0

34 28 62


Sherman Avenue [S]

U L T R P

0 21 93 15 0

0 0 4 0 0

0 0 1 0 0

0 0 0 0 0

0 2 24 2 43

0 23 122 17 43

Em

erso

n S

treet

[W]

Tota

l

238 4 3 0 15 260

In 141 3 1 0 2 147

Out 97 1 2 0 13 113

0 0 0 0 0 0 U

37 1 0 0 1 39 L

60 2 1 0 1 64 T

44 0 0 0 0 44 R

0 0 0 0 87 87 P

Turning Movement Peak Hour Data Plot (5:00 PM)



Count Name: Emerson Street with Elgin RoadSite Code:Start Date: 10/07/2015Page No: 3


Start Time

Emerson Street Emerson Street Elgin Road

Eastbound Westbound Northbound

U-Turn Thru Right Peds App. Total U-Turn Left Thru Peds App. Total U-Turn Left Right Peds App. Total Int. Total

8:00 AM 0 39 65 7 104 0 0 29 3 29 0 45 0 0 45 178

8:15 AM 0 44 79 12 123 0 0 15 6 15 0 63 0 0 63 201

8:30 AM 0 34 76 20 110 0 0 20 4 20 0 42 0 4 42 172

8:45 AM 0 43 75 18 118 0 0 25 3 25 0 48 0 3 48 191

Total 0 160 295 57 455 0 0 89 16 89 0 198 0 7 198 742

Approach % 0.0 35.2 64.8 - - 0.0 0.0 100.0 - - 0.0 100.0 0.0 - - -

Total % 0.0 21.6 39.8 - 61.3 0.0 0.0 12.0 - 12.0 0.0 26.7 0.0 - 26.7 -

PHF 0.000 0.909 0.934 - 0.925 0.000 0.000 0.767 - 0.767 0.000 0.786 0.000 - 0.786 0.923

Lights 0 145 271 - 416 0 0 79 - 79 0 174 0 - 174 669

% Lights - 90.6 91.9 - 91.4 - - 88.8 - 88.8 - 87.9 - - 87.9 90.2

Buses 0 2 3 - 5 0 0 1 - 1 0 1 0 - 1 7

% Buses - 1.3 1.0 - 1.1 - - 1.1 - 1.1 - 0.5 - - 0.5 0.9

Single-Unit Trucks 0 9 11 - 20 0 0 8 - 8 0 18 0 - 18 46

% Single-Unit Trucks - 5.6 3.7 - 4.4 - - 9.0 - 9.0 - 9.1 - - 9.1 6.2

Articulated Trucks 0 0 5 - 5 0 0 1 - 1 0 4 0 - 4 10

% Articulated Trucks - 0.0 1.7 - 1.1 - - 1.1 - 1.1 - 2.0 - - 2.0 1.3

Bicycles on Road 0 4 5 - 9 0 0 0 - 0 0 1 0 - 1 10

% Bicycles on Road - 2.5 1.7 - 2.0 - - 0.0 - 0.0 - 0.5 - - 0.5 1.3

Pedestrians - - - 57 - - - - 16 - - - - 7 - -

% Pedestrians - - - 100.0 - - - - 100.0 - - - - 100.0 - -




Peak Hour Data

10/07/2015 8:00 AMEnding At10/07/2015 9:00 AM


160 4 0 9 2 145

Out

89 0 1 8 1 79 In

249 4 1 17 3 224

Total

Em

erson Street [E

]

T 89 0 1 8 1 79

L 0 0 0 0 0 0

U 0 0 0 0 0 0

P 16 16 0 0 0 0

271 174 445

3 1 4

11 18 29

5 4 9

5 1 6


Elgin Road [S]

U L R P

0 174 0 0

0 1 0 0

0 18 0 0

0 4 0 0

0 1 0 7

0 198 0 7

Em

erso

n S

treet

[W]

Tota

l

669 7 46 10 10 742

In 416 5 20 5 9 455

Out

253 2 26 5 1 287

0 0 0 0 0 0 U

145 2 9 0 4 160 T

271 3 11 5 5 295 R

0 0 0 0 57 57 P






Start Time

Emerson Street Emerson Street Elgin Road

Eastbound Westbound Northbound

U-Turn Thru Right Peds App. Total U-Turn Left Thru Peds App. Total U-Turn Left Right Peds App. Total Int. Total

5:00 PM 0 24 49 32 73 0 0 46 11 46 0 110 0 11 110 229

5:15 PM 0 26 51 18 77 0 0 31 6 31 0 114 0 2 114 222

5:30 PM 0 22 61 24 83 0 0 31 4 31 0 103 0 0 103 217

5:45 PM 0 30 56 18 86 0 0 25 5 25 0 86 0 2 86 197

Total 0 102 217 92 319 0 0 133 26 133 0 413 0 15 413 865

Approach % 0.0 32.0 68.0 - - 0.0 0.0 100.0 - - 0.0 100.0 0.0 - - -

Total % 0.0 11.8 25.1 - 36.9 0.0 0.0 15.4 - 15.4 0.0 47.7 0.0 - 47.7 -

PHF 0.000 0.850 0.889 - 0.927 0.000 0.000 0.723 - 0.723 0.000 0.906 0.000 - 0.906 0.944

Lights 0 98 212 - 310 0 0 121 - 121 0 399 0 - 399 830

% Lights - 96.1 97.7 - 97.2 - - 91.0 - 91.0 - 96.6 - - 96.6 96.0

Buses 0 3 4 - 7 0 0 1 - 1 0 1 0 - 1 9

% Buses - 2.9 1.8 - 2.2 - - 0.8 - 0.8 - 0.2 - - 0.2 1.0

Single-Unit Trucks 0 1 0 - 1 0 0 2 - 2 0 5 0 - 5 8

% Single-Unit Trucks - 1.0 0.0 - 0.3 - - 1.5 - 1.5 - 1.2 - - 1.2 0.9

Articulated Trucks 0 0 1 - 1 0 0 0 - 0 0 1 0 - 1 2

% Articulated Trucks - 0.0 0.5 - 0.3 - - 0.0 - 0.0 - 0.2 - - 0.2 0.2

Bicycles on Road 0 0 0 - 0 0 0 9 - 9 0 7 0 - 7 16

% Bicycles on Road - 0.0 0.0 - 0.0 - - 6.8 - 6.8 - 1.7 - - 1.7 1.8

Pedestrians - - - 92 - - - - 26 - - - - 15 - -

% Pedestrians - - - 100.0 - - - - 100.0 - - - - 100.0 - -




Peak Hour Data

10/07/2015 5:00 PMEnding At10/07/2015 6:00 PM


102 0 0 1 3 98

Out

133 9 0 2 1 121

In

235 9 0 3 4 219

Total

Em

erson Street [E

]

T 133 9 0 2 1 121

L 0 0 0 0 0 0

U 0 0 0 0 0 0

P 26 26 0 0 0 0

212 399 611

4 1 5

0 5 5

1 1 2

0 7 7


Elgin Road [S]

U L R P

0 399 0 0

0 1 0 0

0 5 0 0

0 1 0 0

0 7 0 15

0 413 0 15

Em

erso

n S

treet

[W]

Tota

l

830 9 8 2 16 865

In 310 7 1 1 0 319

Out

520 2 7 1 16 546

0 0 0 0 0 0 U

98 3 1 0 0 102 T

212 4 0 1 0 217 R

0 0 0 0 92 92 P




Count Name: Emerson Street with MapleAvenueSite Code:Start Date: 10/07/2015Page No: 4


Start Time

Emerson Street Emerson Street Maple Avenue Maple Avenue




Total Int. Total

8:00 AM 0 10 98 22 12 130 0 1 74 0 6 75 0 12 14 2 5 28 0 4 14 11 6 29 262

8:15 AM 0 10 117 22 19 149 0 3 67 9 10 79 0 16 13 3 3 32 0 4 21 8 11 33 293

8:30 AM 0 19 106 17 14 142 0 2 56 5 15 63 0 22 18 2 17 42 0 3 17 10 8 30 277

8:45 AM 0 11 95 18 22 124 0 3 60 7 18 70 0 10 20 4 19 34 0 9 8 13 20 30 258

Total 0 50 416 79 67 545 0 9 257 21 49 287 0 60 65 11 44 136 0 20 60 42 45 122 1090

Approach % 0.0 9.2 76.3 14.5 - - 0.0 3.1 89.5 7.3 - - 0.0 44.1 47.8 8.1 - - 0.0 16.4 49.2 34.4 - - -

Total % 0.0 4.6 38.2 7.2 - 50.0 0.0 0.8 23.6 1.9 - 26.3 0.0 5.5 6.0 1.0 - 12.5 0.0 1.8 5.5 3.9 - 11.2 -

PHF 0.000 0.658 0.889 0.898 - 0.914 0.000 0.750 0.868 0.583 - 0.908 0.000 0.682 0.813 0.688 - 0.810 0.000 0.556 0.714 0.808 - 0.924 0.930

Lights 0 46 386 73 - 505 0 9 226 20 - 255 0 51 39 11 - 101 0 16 49 37 - 102 963

% Lights - 92.0 92.8 92.4 - 92.7 - 100.0 87.9 95.2 - 88.9 - 85.0 60.0 100.0 - 74.3 - 80.0 81.7 88.1 - 83.6 88.3

Buses 0 3 5 4 - 12 0 0 3 0 - 3 0 5 2 0 - 7 0 1 1 1 - 3 25

% Buses - 6.0 1.2 5.1 - 2.2 - 0.0 1.2 0.0 - 1.0 - 8.3 3.1 0.0 - 5.1 - 5.0 1.7 2.4 - 2.5 2.3





Bicycles on Road 0 0 2 1 - 3 0 0 1 0 - 1 0 0 21 0 - 21 0 1 8 1 - 10 35

% Bicycles onRoad - 0.0 0.5 1.3 - 0.6 - 0.0 0.4 0.0 - 0.3 - 0.0 32.3 0.0 - 15.4 - 5.0 13.3 2.4 - 8.2 3.2

Pedestrians - - - - 67 - - - - - 49 - - - - - 44 - - - - - 45 - -

% Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - -




Peak Hour Data

10/07/2015 8:00 AMEnding At10/07/2015 9:00 AM


Maple Avenue [N]

Out In Total

105 102 207

5 3 8

4 7 11

1 0 1

21 10 31

136 122 258

37 49 16 0 0

1 1 1 0 0

3 2 2 0 0

0 0 0 0 0

1 8 1 0 45

42 60 20 0 45R T L U P

447 3 7 18 6 413

Out

287 1 5 23 3 255

In

734 4 12 41 9 668

Total

Em

erson Street [E

]

R 21 0 0 1 0 20

T 257 1 5 22 3 226

L 9 0 0 0 0 9

U 0 0 0 0 0 0

P 49 49 0 0 0 0

131 101 232

5 7 12

3 7 10

0 0 0

9 21 30


Maple Avenue [S]

U L T R P

0 51 39 11 0

0 5 2 0 0

0 4 3 0 0

0 0 0 0 0

0 0 21 0 44

0 60 65 11 44

Em

erso

n S

treet

[W]

Tota

l

819

21 46 13 5 904

In 505

12 17 8 3 545

Out

314 9 29 5 2 359

0 0 0 0 0 0 U

46 3 0 1 0 50 L

386 5 16 7 2 416 T

73 4 1 0 1 79 R

0 0 0 0 67 67 P






Start Time

Emerson Street Emerson Street Maple Avenue Maple Avenue




Total Int. Total

5:00 PM 0 8 66 11 17 85 0 0 144 11 38 155 0 49 22 4 20 75 0 7 12 17 36 36 351

5:15 PM 0 4 66 14 21 84 0 3 130 12 22 145 0 44 18 5 9 67 0 11 13 16 20 40 336

5:30 PM 0 14 74 12 25 100 0 3 125 2 24 130 0 39 18 1 10 58 0 11 16 13 20 40 328

5:45 PM 0 13 76 10 21 99 0 3 103 7 19 113 0 31 12 2 10 45 0 15 22 11 20 48 305

Total 0 39 282 47 84 368 0 9 502 32 103 543 0 163 70 12 49 245 0 44 63 57 96 164 1320

Approach % 0.0 10.6 76.6 12.8 - - 0.0 1.7 92.4 5.9 - - 0.0 66.5 28.6 4.9 - - 0.0 26.8 38.4 34.8 - - -

Total % 0.0 3.0 21.4 3.6 - 27.9 0.0 0.7 38.0 2.4 - 41.1 0.0 12.3 5.3 0.9 - 18.6 0.0 3.3 4.8 4.3 - 12.4 -

PHF 0.000 0.696 0.928 0.839 - 0.920 0.000 0.750 0.872 0.667 - 0.876 0.000 0.832 0.795 0.600 - 0.817 0.000 0.733 0.716 0.838 - 0.854 0.940

Lights 0 39 268 44 - 351 0 9 479 30 - 518 0 159 47 12 - 218 0 44 45 55 - 144 1231

% Lights - 100.0 95.0 93.6 - 95.4 - 100.0 95.4 93.8 - 95.4 - 97.5 67.1 100.0 - 89.0 - 100.0 71.4 96.5 - 87.8 93.3

Buses 0 0 7 2 - 9 0 0 2 0 - 2 0 3 1 0 - 4 0 0 1 1 - 2 17

% Buses - 0.0 2.5 4.3 - 2.4 - 0.0 0.4 0.0 - 0.4 - 1.8 1.4 0.0 - 1.6 - 0.0 1.6 1.8 - 1.2 1.3





Bicycles on Road 0 0 5 0 - 5 0 0 13 2 - 15 0 0 21 0 - 21 0 0 16 0 - 16 57

% Bicycles onRoad - 0.0 1.8 0.0 - 1.4 - 0.0 2.6 6.3 - 2.8 - 0.0 30.0 0.0 - 8.6 - 0.0 25.4 0.0 - 9.8 4.3

Pedestrians - - - - 84 - - - - - 103 - - - - - 49 - - - - - 96 - -

% Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - -




Peak Hour Data

10/07/2015 5:00 PMEnding At10/07/2015 6:00 PM


Maple Avenue [N]

Out In Total

116 144 260

1 2 3

1 2 3

0 0 0

23 16 39

141 164 305

55 45 44 0 0

1 1 0 0 0

1 1 0 0 0

0 0 0 0 0

0 16 0 0 96

57 63 44 0 96R T L U P

338 5 1 1 7 324

Out

54315 2 6 2 518

In

88120 3 7 9 842

Total

Em

erson Street [E

]

R 32 2 0 0 0 30

T 50213 2 6 2 479

L 9 0 0 0 0 9

U 0 0 0 0 0 0

P 103103 0 0 0 0

98 218 316

3 4 7

2 2 4

0 0 0

16 21 37


Maple Avenue [S]

U L T R P

0 159 47 12 0

0 3 1 0 0

0 1 1 0 0

0 0 0 0 0

0 0 21 0 49

0 163 70 12 49

Em

erso

n S

treet

[W]

Tota

l

1044 15 10 3 18 1090

In 351 9 2 1 5 368

Out

693 6 8 2 13 722

0 0 0 0 0 0 U

39 0 0 0 0 39 L

268 7 1 1 5 282 T

44 2 1 0 0 47 R

0 0 0 0 84 84 P




Count Name: Benson Avenue with Elgin RoadSite Code:Start Date: 10/07/2015Page No: 4


Start Time

Elgin Road Elgin Road Benson Avenue Benson Avenue




Total Int. Total

8:00 AM 0 0 51 14 0 65 0 4 36 4 7 44 0 11 11 2 5 24 0 0 3 0 2 3 136

8:15 AM 0 2 65 16 2 83 0 6 56 3 9 65 0 10 14 1 9 25 0 0 4 0 5 4 177

8:30 AM 0 2 45 24 0 71 0 7 28 7 16 42 0 11 15 5 9 31 0 2 2 0 6 4 148

8:45 AM 0 0 49 25 0 74 0 6 45 7 16 58 0 4 19 2 9 25 0 0 5 0 7 5 162

Total 0 4 210 79 2 293 0 23 165 21 48 209 0 36 59 10 32 105 0 2 14 0 20 16 623

Approach % 0.0 1.4 71.7 27.0 - - 0.0 11.0 78.9 10.0 - - 0.0 34.3 56.2 9.5 - - 0.0 12.5 87.5 0.0 - - -

Total % 0.0 0.6 33.7 12.7 - 47.0 0.0 3.7 26.5 3.4 - 33.5 0.0 5.8 9.5 1.6 - 16.9 0.0 0.3 2.2 0.0 - 2.6 -

PHF 0.000 0.500 0.808 0.790 - 0.883 0.000 0.821 0.737 0.750 - 0.804 0.000 0.818 0.776 0.500 - 0.847 0.000 0.250 0.700 0.000 - 0.800 0.880

Lights 0 4 189 76 - 269 0 19 144 21 - 184 0 35 47 10 - 92 0 2 13 0 - 15 560

% Lights - 100.0 90.0 96.2 - 91.8 - 82.6 87.3 100.0 - 88.0 - 97.2 79.7 100.0 - 87.6 - 100.0 92.9 - - 93.8 89.9

Buses 0 0 2 1 - 3 0 0 0 0 - 0 0 0 1 0 - 1 0 0 0 0 - 0 4

% Buses - 0.0 1.0 1.3 - 1.0 - 0.0 0.0 0.0 - 0.0 - 0.0 1.7 0.0 - 1.0 - 0.0 0.0 - - 0.0 0.6


% Single-UnitTrucks - 0.0 4.8 0.0 - 3.4 - 13.0 9.1 0.0 - 8.6 - 2.8 0.0 0.0 - 1.0 - 0.0 7.1 - - 6.3 4.8


% ArticulatedTrucks - 0.0 2.9 1.3 - 2.4 - 0.0 3.0 0.0 - 2.4 - 0.0 0.0 0.0 - 0.0 - 0.0 0.0 - - 0.0 1.9

Bicycles on Road 0 0 3 1 - 4 0 1 1 0 - 2 0 0 11 0 - 11 0 0 0 0 - 0 17

% Bicycles onRoad - 0.0 1.4 1.3 - 1.4 - 4.3 0.6 0.0 - 1.0 - 0.0 18.6 0.0 - 10.5 - 0.0 0.0 - - 0.0 2.7

Pedestrians - - - - 2 - - - - - 48 - - - - - 32 - - - - - 20 - -

% Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - -




Peak Hour Data

10/07/2015 8:00 AMEnding At10/07/2015 9:00 AM


Benson Avenue [N]

Out In Total

72 15 87

1 0 1

0 1 1

0 0 0

11 0 11

84 16 100

0 13 2 0 0

0 0 0 0 0

0 1 0 0 0

0 0 0 0 0

0 0 0 0 20

0 14 2 0 20R T L U P

222 3 6 10 2 201

Out

209 2 5 18 0 184

In

431 5 11 28 2 385

Total

Elgin R

oad [E]

R 21 0 0 0 0 21

T 165 1 5 15 0 144

L 23 1 0 3 0 19

U 0 0 0 0 0 0

P 48 48 0 0 0 0

108 92 200

1 1 2

4 1 5

1 0 1

2 11 13


Benson Avenue [S]

U L T R P

0 35 47 10 0

0 0 1 0 0

0 1 0 0 0

0 0 0 0 0

0 0 11 0 32

0 36 59 10 32

Elg

in R

oad

[W] To

tal

448 3 26 12 5 494

In 269 3 10 7 4 293

Out

179 0 16 5 1 201

0 0 0 0 0 0 U

4 0 0 0 0 4 L

189 2 10 6 3 210 T

76 1 0 1 1 79 R

0 0 0 0 2 2 P






Start Time

Elgin Road Elgin Road Benson Avenue Benson Avenue




Total Int. Total

5:00 PM 0 0 39 12 4 51 3 10 95 17 11 125 0 12 7 3 10 22 0 0 2 0 19 2 200

5:15 PM 0 0 43 11 1 54 1 5 83 4 11 93 0 31 10 8 14 49 0 1 9 0 6 10 206

5:30 PM 0 1 46 17 2 64 1 8 76 9 4 94 0 29 6 6 17 41 0 0 8 0 6 8 207

5:45 PM 0 0 42 18 0 60 1 3 58 11 13 73 0 24 11 3 9 38 0 0 1 0 4 1 172

Total 0 1 170 58 7 229 6 26 312 41 39 385 0 96 34 20 50 150 0 1 20 0 35 21 785

Approach % 0.0 0.4 74.2 25.3 - - 1.6 6.8 81.0 10.6 - - 0.0 64.0 22.7 13.3 - - 0.0 4.8 95.2 0.0 - - -

Total % 0.0 0.1 21.7 7.4 - 29.2 0.8 3.3 39.7 5.2 - 49.0 0.0 12.2 4.3 2.5 - 19.1 0.0 0.1 2.5 0.0 - 2.7 -

PHF 0.000 0.250 0.924 0.806 - 0.895 0.500 0.650 0.821 0.603 - 0.770 0.000 0.774 0.773 0.625 - 0.765 0.000 0.250 0.556 0.000 - 0.525 0.948

Lights 0 1 163 58 - 222 6 24 302 39 - 371 0 94 33 20 - 147 0 1 17 0 - 18 758

% Lights - 100.0 95.9 100.0 - 96.9 100.0 92.3 96.8 95.1 - 96.4 - 97.9 97.1 100.0 - 98.0 - 100.0 85.0 - - 85.7 96.6

Buses 0 0 4 0 - 4 0 0 1 0 - 1 0 0 0 0 - 0 0 0 0 0 - 0 5

% Buses - 0.0 2.4 0.0 - 1.7 0.0 0.0 0.3 0.0 - 0.3 - 0.0 0.0 0.0 - 0.0 - 0.0 0.0 - - 0.0 0.6


% Single-UnitTrucks - 0.0 0.0 0.0 - 0.0 0.0 3.8 1.0 0.0 - 1.0 - 0.0 0.0 0.0 - 0.0 - 0.0 0.0 - - 0.0 0.5


% ArticulatedTrucks - 0.0 0.6 0.0 - 0.4 0.0 0.0 0.6 0.0 - 0.5 - 0.0 0.0 0.0 - 0.0 - 0.0 0.0 - - 0.0 0.4

Bicycles on Road 0 0 2 0 - 2 0 1 4 2 - 7 0 2 1 0 - 3 0 0 3 0 - 3 15

% Bicycles onRoad - 0.0 1.2 0.0 - 0.9 0.0 3.8 1.3 4.9 - 1.8 - 2.1 2.9 0.0 - 2.0 - 0.0 15.0 - - 14.3 1.9

Pedestrians - - - - 7 - - - - - 39 - - - - - 50 - - - - - 35 - -

% Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - -




Peak Hour Data

10/07/2015 5:00 PMEnding At10/07/2015 6:00 PM


Benson Avenue [N]

Out In Total

73 18 91

0 0 0

0 0 0

0 0 0

3 3 6

76 21 97

0 17 1 0 0

0 0 0 0 0

0 0 0 0 0

0 0 0 0 0

0 3 0 0 35

0 20 1 0 35R T L U P

197 2 1 0 4 190

Out

385 7 2 4 1 371

In

582 9 3 4 5 561

Total

Elgin R

oad [E]

R 41 2 0 0 0 39

T 312 4 2 3 1 302

L 26 1 0 1 0 24

U 6 0 0 0 0 6

P 39 39 0 0 0 0

99 147 246

0 0 0

1 0 1

0 0 0

4 3 7


Benson Avenue [S]

U L T R P

0 94 33 20 0

0 0 0 0 0

0 0 0 0 0

0 0 0 0 0

0 2 1 0 50

0 96 34 20 50

Elg

in R

oad

[W] To

tal

618 5 3 3 8 637

In 222 4 0 1 2 229

Out

396 1 3 2 6 408

0 0 0 0 0 0 U

1 0 0 0 0 1 L

163 4 0 1 2 170 T

58 0 0 0 0 58 R

0 0 0 0 7 7 P



Capacity Analyses

Lanes, Volumes, Timings1: Sherman Ave & Emerson Street 10/27/2015

Weekday AM Peak Hour - Existing Synchro 8 Report15-237; Evanston, IL

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 47 122 41 21 25 4 16 58 33 10 169 33Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12Grade (%) 0% 0% 0% 0%Storage Length (ft) 0 0 0 0 0 0 0 0Storage Lanes 0 0 0 0 0 0 0 0Taper Length (ft) 25 25 25 25Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Ped Bike Factor 0.91 0.95 0.94 0.97Frt 0.974 0.990 0.959 0.979Flt Protected 0.989 0.979 0.993 0.998Satd. Flow (prot) 0 1749 0 0 1762 0 0 1688 0 0 1778 0Flt Permitted 0.931 0.866 0.951 0.989Satd. Flow (perm) 0 1539 0 0 1519 0 0 1599 0 0 1753 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 17 4 33 14Link Speed (mph) 30 30 30 30Link Distance (ft) 189 328 405 442Travel Time (s) 4.3 7.5 9.2 10.0Confl. Peds. (#/hr) 110 36 36 110 42 48 48 42Confl. Bikes (#/hr) 16 3 9 20Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0Parking (#/hr)Mid-Block Traffic (%) 0% 0% 0% 0%Shared Lane Traffic (%)Lane Group Flow (vph) 0 226 0 0 54 0 0 114 0 0 228 0Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Detector Phase 4 4 8 8 2 2 6 6Switch PhaseMinimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0Total Split (s) 44.0 44.0 44.0 44.0 46.0 46.0 46.0 46.0Total Split (%) 48.9% 48.9% 48.9% 48.9% 51.1% 51.1% 51.1% 51.1%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0Total Lost Time (s) 4.0 4.0 4.0 4.0Lead/LagLead-Lag Optimize?Recall Mode Max Max Max Max Max Max Max MaxAct Effct Green (s) 40.0 40.0 42.0 42.0Actuated g/C Ratio 0.44 0.44 0.47 0.47v/c Ratio 0.33 0.08 0.15 0.28



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRControl Delay 15.8 14.0 10.4 14.8Queue Delay 0.0 0.0 0.0 0.0Total Delay 15.8 14.0 10.4 14.8LOS B B B BApproach Delay 15.8 14.0 10.4 14.8Approach LOS B B B BQueue Length 50th (ft) 117 16 25 71Queue Length 95th (ft) 189 37 56 120Internal Link Dist (ft) 109 248 325 362Turn Bay Length (ft)Base Capacity (vph) 693 677 763 825Starvation Cap Reductn 0 0 0 0Spillback Cap Reductn 0 0 0 0Storage Cap Reductn 0 0 0 0Reduced v/c Ratio 0.33 0.08 0.15 0.28

Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 90Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 40Control Type: PretimedMaximum v/c Ratio: 0.33Intersection Signal Delay: 14.3 Intersection LOS: BIntersection Capacity Utilization 33.3% ICU Level of Service AAnalysis Period (min) 15

Splits and Phases: 1: Sherman Ave & Emerson Street

Lanes, Volumes, Timings2: Elgin Avenue & Emerson Street 10/27/2015


Lane Group EBT EBR WBL WBT NWL NWR ø3 ø4 ø5 ø6Lane ConfigurationsVolume (vph) 185 295 0 89 198 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Lane Width (ft) 12 12 12 12 12 12Grade (%) 0% 0% 0%Storage Length (ft) 0 0 0 0Storage Lanes 1 0 2 0Taper Length (ft) 25 25Lane Util. Factor 1.00 1.00 1.00 0.95 0.97 1.00Ped Bike Factor 0.97Frt 0.850Flt Protected 0.950Satd. Flow (prot) 1863 1583 0 3539 3433 0Flt Permitted 0.950Satd. Flow (perm) 1863 1541 0 3539 3433 0Right Turn on Red Yes YesSatd. Flow (RTOR) 317Link Speed (mph) 30 30 30Link Distance (ft) 252 190 290Travel Time (s) 5.7 4.3 6.6Confl. Peds. (#/hr) 7Confl. Bikes (#/hr) 9 1Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93Growth Factor 100% 100% 100% 100% 100% 100%Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%Bus Blockages (#/hr) 0 0 0 0 0 0Parking (#/hr)Mid-Block Traffic (%) 0% 0% 0%Shared Lane Traffic (%)Lane Group Flow (vph) 199 317 0 96 213 0Turn Type NA Perm NA ProtProtected Phases 1 6 1 2 3 4 5 6Permitted Phases 1 6Detector Phase 1 6 1 6 1 2Switch PhaseMinimum Initial (s) 4.0 1.0 1.0 4.0 1.0 1.0Minimum Split (s) 28.0 5.0 5.0 16.0 8.0 4.0Total Split (s) 28.0 29.0 5.0 8.0 16.0 4.0Total Split (%) 31.1% 32.2% 6% 9% 18% 4%Yellow Time (s) 2.0 3.0 3.0 2.0 3.5 2.0All-Red Time (s) 1.0 1.0 1.0 1.0 0.5 0.5Lost Time Adjust (s) 1.0 0.0Total Lost Time (s) 4.0 4.0Lead/Lag Lead Lag Lead Lag Lead LagLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode Max Max Max Max Max MaxAct Effct Green (s) 24.0 24.0 24.0 25.0Actuated g/C Ratio 0.27 0.27 0.27 0.28v/c Ratio 0.40 0.49 0.10 0.22



Lane Group EBT EBR WBL WBT NWL NWR ø3 ø4 ø5 ø6Control Delay 44.9 19.2 24.2 25.1Queue Delay 2.0 0.6 0.0 0.0Total Delay 46.9 19.9 24.2 25.1LOS D B C CApproach Delay 30.3 24.2 25.1Approach LOS C C CQueue Length 50th (ft) 105 88 21 48Queue Length 95th (ft) 148 107 38 80Internal Link Dist (ft) 172 110 210Turn Bay Length (ft)Base Capacity (vph) 496 643 943 953Starvation Cap Reductn 177 107 0 0Spillback Cap Reductn 0 0 0 0Storage Cap Reductn 0 0 0 0Reduced v/c Ratio 0.62 0.59 0.10 0.22

Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 90Offset: 47 (52%), Referenced to phase 2:NWL, Start of GreenNatural Cycle: 70Control Type: PretimedMaximum v/c Ratio: 0.49Intersection Signal Delay: 28.3 Intersection LOS: CIntersection Capacity Utilization 22.3% ICU Level of Service AAnalysis Period (min) 15

Splits and Phases: 2: Elgin Avenue & Emerson Street

Lanes, Volumes, Timings3: Maple Avenue & Emerson Street 10/27/2015


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 50 416 79 9 257 21 65 11 44 20 60 42Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12Grade (%) 0% 0% 0% 0%Storage Length (ft) 0 0 0 0 100 100 65 0Storage Lanes 0 0 0 0 1 1 1 0Taper Length (ft) 25 25 25 25Lane Util. Factor 0.95 0.95 0.95 0.95 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00Ped Bike Factor 0.99 1.00 0.90 0.90 0.93 0.95Frt 0.978 0.989 0.850 0.939Flt Protected 0.995 0.998 0.950 0.950Satd. Flow (prot) 0 3426 0 0 3478 0 1770 1863 1583 1770 1661 0Flt Permitted 0.896 0.942 0.643 0.750Satd. Flow (perm) 0 3078 0 0 3282 0 1081 1863 1429 1293 1661 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 43 18 127 32Link Speed (mph) 30 30 30 30Link Distance (ft) 164 252 670 574Travel Time (s) 3.7 5.7 15.2 13.0Confl. Peds. (#/hr) 45 44 44 45 67 49 49 67Confl. Bikes (#/hr) 3 1 21 10Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0Parking (#/hr)Mid-Block Traffic (%) 0% 0% 0% 0%Shared Lane Traffic (%)Lane Group Flow (vph) 0 586 0 0 309 0 70 12 47 22 110 0Turn Type Perm NA Perm NA D.P+P NA Perm Perm NAProtected Phases 1 2 3 1 2 3 4 4 5 6 5 6Permitted Phases 1 2 3 1 2 3 5 6 4 5 6 5 6Detector Phase 1 2 3 1 2 3 1 2 3 1 2 3 4 4 5 6 4 5 6 5 6 5 6Switch PhaseMinimum Initial (s) 4.0Minimum Split (s) 16.0Total Split (s) 8.0Total Split (%) 8.9%Yellow Time (s) 2.0All-Red Time (s) 1.0Lost Time Adjust (s) 1.0Total Lost Time (s) 4.0Lead/Lag LagLead-Lag Optimize? YesRecall Mode MaxAct Effct Green (s) 58.0 58.0 16.0 20.0 20.0 12.0 12.0Actuated g/C Ratio 0.64 0.64 0.18 0.22 0.22 0.13 0.13v/c Ratio 0.29 0.15 0.32 0.03 0.11 0.13 0.44



Lane Group ø1 ø2 ø3 ø5 ø6Lane ConfigurationsVolume (vph)Ideal Flow (vphpl)Lane Width (ft)Grade (%)Storage Length (ft)Storage LanesTaper Length (ft)Lane Util. FactorPed Bike FactorFrtFlt ProtectedSatd. Flow (prot)Flt PermittedSatd. Flow (perm)Right Turn on RedSatd. Flow (RTOR)Link Speed (mph)Link Distance (ft)Travel Time (s)Confl. Peds. (#/hr)Confl. Bikes (#/hr)Peak Hour FactorGrowth FactorHeavy Vehicles (%)Bus Blockages (#/hr)Parking (#/hr)Mid-Block Traffic (%)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases 1 2 3 5 6Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 4.0 1.0 1.0 1.0 1.0Minimum Split (s) 28.0 5.0 5.0 8.0 4.0Total Split (s) 28.0 29.0 5.0 16.0 4.0Total Split (%) 31% 32% 6% 18% 4%Yellow Time (s) 2.0 3.0 3.0 3.5 2.0All-Red Time (s) 1.0 1.0 1.0 0.5 0.5Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lead Lag Lead Lead LagLead-Lag Optimize? Yes Yes Yes Yes YesRecall Mode Max Max Max Max MaxAct Effct Green (s)Actuated g/C Ratiov/c Ratio



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRControl Delay 1.7 0.3 33.2 27.8 0.5 36.5 31.9Queue Delay 0.0 0.2 0.0 0.0 0.0 0.0 0.0Total Delay 1.7 0.4 33.2 27.8 0.5 36.5 31.9LOS A A C C A D CApproach Delay 1.7 0.4 20.8 32.7Approach LOS A A C CQueue Length 50th (ft) 14 0 32 5 0 11 41Queue Length 95th (ft) 18 1 68 20 0 34 92Internal Link Dist (ft) 84 172 590 494Turn Bay Length (ft) 100 100 65Base Capacity (vph) 1998 2121 222 414 416 172 249Starvation Cap Reductn 0 1110 0 0 0 0 0Spillback Cap Reductn 33 0 0 0 1 0 0Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 0.30 0.31 0.32 0.03 0.11 0.13 0.44

Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 90Offset: 47 (52%), Referenced to phase 2:NWL, Start of GreenNatural Cycle: 70Control Type: PretimedMaximum v/c Ratio: 0.49Intersection Signal Delay: 7.0 Intersection LOS: AIntersection Capacity Utilization 44.6% ICU Level of Service AAnalysis Period (min) 15

Splits and Phases: 3: Maple Avenue & Emerson Street



Lane Group ø1 ø2 ø3 ø5 ø6Control DelayQueue DelayTotal DelayLOSApproach DelayApproach LOSQueue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c Ratio

Intersection Summary

Lanes, Volumes, Timings4: Benson Avenue & Elgin Avenue 10/27/2015


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 4 212 79 23 165 21 36 59 10 2 14 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12Grade (%) 0% 0% 0% 0%Storage Length (ft) 0 0 0 0 0 0 0 0Storage Lanes 0 1 0 0 0 0 0 0Taper Length (ft) 25 25 25 25Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00Ped Bike Factor 1.00 0.89 0.99 0.98 0.99Frt 0.850 0.985 0.988Flt Protected 0.999 0.995 0.983 0.994Satd. Flow (prot) 0 1861 1583 0 3442 0 0 1782 0 0 1852 0Flt Permitted 0.996 0.912 0.908 0.983Satd. Flow (perm) 0 1854 1404 0 3134 0 0 1644 0 0 1810 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 90 24 6Link Speed (mph) 30 30 30 30Link Distance (ft) 290 233 371 216Travel Time (s) 6.6 5.3 8.4 4.9Confl. Peds. (#/hr) 20 32 32 20 2 48 48 2Confl. Bikes (#/hr) 4 2 11Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0Parking (#/hr)Mid-Block Traffic (%) 0% 0% 0% 0%Shared Lane Traffic (%)Lane Group Flow (vph) 0 246 90 0 238 0 0 119 0 0 18 0Turn Type Perm NA custom custom NA Perm NA Perm NAProtected Phases 2 4 2 4 1 1Permitted Phases 2 4 4 4 1 1Detector Phase 2 4 2 4 4 4 2 4 1 1 1 1Switch PhaseMinimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 20.5 20.5 20.5 20.5 20.5 20.5Total Split (s) 28.0 28.0 31.0 31.0 31.0 31.0Total Split (%) 31.1% 31.1% 34.4% 34.4% 34.4% 34.4%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5Lead/Lag Lead Lead Lead LeadLead-Lag Optimize? Yes Yes Yes YesRecall Mode Max Max Max Max Max MaxAct Effct Green (s) 55.0 23.5 55.0 26.5 26.5Actuated g/C Ratio 0.61 0.26 0.61 0.29 0.29v/c Ratio 0.22 0.21 0.12 0.24 0.03



Lane Group ø2Lane ConfigurationsVolume (vph)Ideal Flow (vphpl)Lane Width (ft)Grade (%)Storage Length (ft)Storage LanesTaper Length (ft)Lane Util. FactorPed Bike FactorFrtFlt ProtectedSatd. Flow (prot)Flt PermittedSatd. Flow (perm)Right Turn on RedSatd. Flow (RTOR)Link Speed (mph)Link Distance (ft)Travel Time (s)Confl. Peds. (#/hr)Confl. Bikes (#/hr)Peak Hour FactorGrowth FactorHeavy Vehicles (%)Bus Blockages (#/hr)Parking (#/hr)Mid-Block Traffic (%)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases 2Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 4.0Minimum Split (s) 20.0Total Split (s) 31.0Total Split (%) 34%Yellow Time (s) 3.5All-Red Time (s) 0.5Lost Time Adjust (s)Total Lost Time (s)Lead/Lag LagLead-Lag Optimize? YesRecall Mode MaxAct Effct Green (s)Actuated g/C Ratiov/c Ratio



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRControl Delay 8.1 4.0 6.8 24.5 24.6Queue Delay 0.3 0.0 0.0 0.0 0.0Total Delay 8.4 4.0 6.8 24.5 24.6LOS A A A C CApproach Delay 7.2 6.8 24.5 24.6Approach LOS A A C CQueue Length 50th (ft) 57 0 24 48 7Queue Length 95th (ft) 59 14 38 90 23Internal Link Dist (ft) 210 153 291 136Turn Bay Length (ft)Base Capacity (vph) 1133 433 1924 488 532Starvation Cap Reductn 465 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.37 0.21 0.12 0.24 0.03

Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 90Offset: 0 (0%), Referenced to phase 2:EBWB, Start of GreenNatural Cycle: 65Control Type: PretimedMaximum v/c Ratio: 0.24Intersection Signal Delay: 10.4 Intersection LOS: BIntersection Capacity Utilization 50.8% ICU Level of Service AAnalysis Period (min) 15

Splits and Phases: 4: Benson Avenue & Elgin Avenue



Lane Group ø2Control DelayQueue DelayTotal DelayLOSApproach DelayApproach LOSQueue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c Ratio


HCM Unsignalized Intersection Capacity Analysis5: Emerson Street & Public Alley 10/27/2015


Movement EBL EBT WBT WBR SBL SBRLane ConfigurationsVolume (veh/h) 15 205 47 4 5 8Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 16 216 49 4 5 8PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 367 189pX, platoon unblocked 0.93vC, conflicting volume 54 299 52vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 54 209 52tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 99 99 99cM capacity (veh/h) 1552 718 1016

Direction, Lane # EB 1 WB 1 SB 1Volume Total 232 54 14Volume Left 16 0 5Volume Right 0 4 8cSH 1552 1700 876Volume to Capacity 0.01 0.03 0.02Queue Length 95th (ft) 1 0 1Control Delay (s) 0.6 0.0 9.2Lane LOS A AApproach Delay (s) 0.6 0.0 9.2Approach LOS A

Intersection SummaryAverage Delay 0.9Intersection Capacity Utilization 28.3% ICU Level of Service AAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis6: Benson Avenue & Emerson Street 10/27/2015


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (veh/h) 0 185 0 16 74 0 15 0 69 1 1 1Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 0 195 0 17 78 0 16 0 73 1 1 1PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 190 366pX, platoon unblocked 0.91 0.91 0.91 0.91 0.91 0.91vC, conflicting volume 78 195 308 306 195 379 306 78vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 78 73 197 195 73 275 195 78tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2tC, 2 stage (s)tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3p0 queue free % 100 99 98 100 92 100 100 100cM capacity (veh/h) 1521 1397 689 633 905 565 633 983

Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 195 95 88 3Volume Left 0 17 16 1Volume Right 0 0 73 1cSH 1700 1397 857 687Volume to Capacity 0.11 0.01 0.10 0.00Queue Length 95th (ft) 0 1 9 0Control Delay (s) 0.0 1.4 9.7 10.3Lane LOS A A BApproach Delay (s) 0.0 1.4 9.7 10.3Approach LOS A B



Weekday AM Peak Hour - Future Synchro 8 Report15-237; Evanston, IL









Lane Group EBT EBR WBL WBT NWL NWR ø3 ø4 ø5 ø6Lane ConfigurationsVolume (vph) 188 298 0 99 200 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Lane Width (ft) 12 12 12 12 12 12Grade (%) 0% 0% 0%Storage Length (ft) 0 0 0 0Storage Lanes 1 0 2 0Taper Length (ft) 25 25Lane Util. Factor 1.00 1.00 1.00 0.95 0.97 1.00Ped Bike Factor 0.97Frt 0.850Flt Protected 0.950Satd. Flow (prot) 1863 1583 0 3539 3433 0Flt Permitted 0.950Satd. Flow (perm) 1863 1541 0 3539 3433 0Right Turn on Red Yes YesSatd. Flow (RTOR) 320Link Speed (mph) 30 30 30Link Distance (ft) 252 190 290Travel Time (s) 5.7 4.3 6.6Confl. Peds. (#/hr) 7Confl. Bikes (#/hr) 9 1Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93Growth Factor 100% 100% 100% 100% 100% 100%Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%Bus Blockages (#/hr) 0 0 0 0 0 0Parking (#/hr)Mid-Block Traffic (%) 0% 0% 0%Shared Lane Traffic (%)Lane Group Flow (vph) 202 320 0 106 215 0Turn Type NA Perm NA ProtProtected Phases 1 6 1 2 3 4 5 6Permitted Phases 1 6Detector Phase 1 6 1 6 1 2Switch PhaseMinimum Initial (s) 4.0 1.0 1.0 4.0 1.0 1.0Minimum Split (s) 28.0 5.0 5.0 16.0 8.0 4.0Total Split (s) 28.0 29.0 5.0 8.0 16.0 4.0Total Split (%) 31.1% 32.2% 6% 9% 18% 4%Yellow Time (s) 2.0 3.0 3.0 2.0 3.5 2.0All-Red Time (s) 1.0 1.0 1.0 1.0 0.5 0.5Lost Time Adjust (s) 1.0 0.0Total Lost Time (s) 4.0 4.0Lead/Lag Lead Lag Lead Lag Lead LagLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode Max Max Max Max Max MaxAct Effct Green (s) 24.0 24.0 24.0 25.0Actuated g/C Ratio 0.27 0.27 0.27 0.28v/c Ratio 0.41 0.50 0.11 0.23














Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRControl Delay 1.7 0.3 33.4 27.8 0.6 36.6 32.3Queue Delay 0.0 0.2 0.0 0.0 0.0 0.0 0.0Total Delay 1.7 0.5 33.4 27.8 0.6 36.6 32.3LOS A A C C A D CApproach Delay 1.7 0.5 20.9 33.1Approach LOS A A C CQueue Length 50th (ft) 15 0 33 6 0 12 42Queue Length 95th (ft) 18 1 69 21 0 35 94Internal Link Dist (ft) 84 172 590 494Turn Bay Length (ft) 100 100 65Base Capacity (vph) 1994 2110 221 414 416 172 248Starvation Cap Reductn 0 1084 0 0 0 0 0Spillback Cap Reductn 33 0 0 0 2 0 0Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 0.30 0.31 0.32 0.03 0.12 0.13 0.45

Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 90Offset: 47 (52%), Referenced to phase 2:NWL, Start of GreenNatural Cycle: 70Control Type: PretimedMaximum v/c Ratio: 0.50Intersection Signal Delay: 7.1 Intersection LOS: AIntersection Capacity Utilization 45.2% ICU Level of Service AAnalysis Period (min) 15








Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 5 214 80 24 166 23 37 60 11 5 16 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12Grade (%) 0% 0% 0% 0%Storage Length (ft) 0 0 0 0 0 0 0 0Storage Lanes 0 1 0 0 0 0 0 0Taper Length (ft) 25 25 25 25Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00Ped Bike Factor 1.00 0.89 0.99 0.98 0.97Frt 0.850 0.984 0.987Flt Protected 0.999 0.994 0.983 0.988Satd. Flow (prot) 0 1861 1583 0 3433 0 0 1778 0 0 1840 0Flt Permitted 0.994 0.910 0.906 0.951Satd. Flow (perm) 0 1850 1404 0 3122 0 0 1637 0 0 1726 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 91 26 6Link Speed (mph) 30 30 30 30Link Distance (ft) 290 233 371 216Travel Time (s) 6.6 5.3 8.4 4.9Confl. Peds. (#/hr) 20 32 32 20 2 48 48 2Confl. Bikes (#/hr) 4 2 11Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0Parking (#/hr)Mid-Block Traffic (%) 0% 0% 0% 0%Shared Lane Traffic (%)Lane Group Flow (vph) 0 249 91 0 242 0 0 122 0 0 24 0Turn Type Perm NA custom custom NA Perm NA Perm NAProtected Phases 2 4 2 4 1 1Permitted Phases 2 4 4 4 1 1Detector Phase 2 4 2 4 4 4 2 4 1 1 1 1Switch PhaseMinimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 20.5 20.5 20.5 20.5 20.5 20.5Total Split (s) 28.0 28.0 31.0 31.0 31.0 31.0Total Split (%) 31.1% 31.1% 34.4% 34.4% 34.4% 34.4%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5Lead/Lag Lead Lead Lead LeadLead-Lag Optimize? Yes Yes Yes YesRecall Mode Max Max Max Max Max MaxAct Effct Green (s) 55.0 23.5 55.0 26.5 26.5Actuated g/C Ratio 0.61 0.26 0.61 0.29 0.29v/c Ratio 0.22 0.21 0.13 0.25 0.05















Movement EBL EBT WBT WBR SBL SBRLane ConfigurationsVolume (veh/h) 15 213 87 6 11 8Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 16 224 92 6 12 8PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 367 189pX, platoon unblocked 0.93vC, conflicting volume 98 351 95vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 98 263 95tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 99 98 99cM capacity (veh/h) 1495 667 962






Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 198 100 92 18Volume Left 4 17 17 6Volume Right 0 4 74 8cSH 1514 1398 845 713Volume to Capacity 0.00 0.01 0.11 0.03Queue Length 95th (ft) 0 1 9 2Control Delay (s) 0.2 1.4 9.8 10.2Lane LOS A A A BApproach Delay (s) 0.2 1.4 9.8 10.2Approach LOS A B



Weekday PM Peak Hour - Existing Synchro 8 Report15-237; Evanston, IL









Lane Group EBT EBR WBL WBT NWL NWR ø3 ø4 ø5 ø6Lane ConfigurationsVolume (vph) 102 236 0 133 413 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Lane Width (ft) 12 12 12 12 12 12Grade (%) 0% 0% 0%Storage Length (ft) 0 0 0 0Storage Lanes 1 0 2 0Taper Length (ft) 25 25Lane Util. Factor 1.00 1.00 1.00 0.95 0.97 1.00Ped Bike Factor 0.97Frt 0.850Flt Protected 0.950Satd. Flow (prot) 1863 1583 0 3539 3433 0Flt Permitted 0.950Satd. Flow (perm) 1863 1539 0 3539 3433 0Right Turn on Red Yes YesSatd. Flow (RTOR) 251Link Speed (mph) 30 30 30Link Distance (ft) 252 190 290Travel Time (s) 5.7 4.3 6.6Confl. Peds. (#/hr) 15Confl. Bikes (#/hr) 7Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94Growth Factor 100% 100% 100% 100% 100% 100%Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%Bus Blockages (#/hr) 0 0 0 0 0 0Parking (#/hr)Mid-Block Traffic (%) 0% 0% 0%Shared Lane Traffic (%)Lane Group Flow (vph) 109 251 0 141 439 0Turn Type NA Perm NA ProtProtected Phases 1 6 1 2 3 4 5 6Permitted Phases 1 6Detector Phase 1 6 1 6 1 2Switch PhaseMinimum Initial (s) 4.0 1.0 1.0 4.0 1.0 1.0Minimum Split (s) 28.0 5.0 5.0 16.0 8.0 4.0Total Split (s) 28.0 29.0 5.0 8.0 16.0 4.0Total Split (%) 31.1% 32.2% 6% 9% 18% 4%Yellow Time (s) 2.0 3.0 3.0 2.0 3.5 2.0All-Red Time (s) 1.0 1.0 1.0 1.0 0.5 0.5Lost Time Adjust (s) 1.0 0.0Total Lost Time (s) 4.0 4.0Lead/Lag Lead Lag Lead Lag Lead LagLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode Max Max Max Max Max MaxAct Effct Green (s) 24.0 24.0 24.0 25.0Actuated g/C Ratio 0.27 0.27 0.27 0.28v/c Ratio 0.22 0.42 0.15 0.46














Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRControl Delay 1.4 0.6 67.3 29.8 0.2 41.6 32.4Queue Delay 0.0 0.1 0.0 0.0 0.0 0.0 0.0Total Delay 1.4 0.7 67.3 29.8 0.2 41.6 32.4LOS A A E C A D CApproach Delay 1.4 0.7 53.3 34.9Approach LOS A A D CQueue Length 50th (ft) 8 1 85 34 0 25 45Queue Length 95th (ft) 12 0 #196 71 0 59 102Internal Link Dist (ft) 84 172 590 494Turn Bay Length (ft) 100 100 65Base Capacity (vph) 1933 2138 206 414 391 150 250Starvation Cap Reductn 0 630 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 0.20 0.39 0.84 0.18 0.03 0.31 0.51

Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 90Offset: 47 (52%), Referenced to phase 2:NWL, Start of GreenNatural Cycle: 75Control Type: PretimedMaximum v/c Ratio: 0.84Intersection Signal Delay: 14.9 Intersection LOS: BIntersection Capacity Utilization 52.2% ICU Level of Service AAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.








Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 1 170 58 26 312 41 96 34 20 1 20 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12Grade (%) 0% 0% 0% 0%Storage Length (ft) 0 0 0 0 0 0 0 0Storage Lanes 0 1 0 0 0 0 0 0Taper Length (ft) 25 25 25 25Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00Ped Bike Factor 1.00 0.84 0.98 0.98 1.00Frt 0.850 0.984 0.982Flt Protected 0.997 0.969 0.998Satd. Flow (prot) 0 1863 1583 0 3427 0 0 1742 0 0 1859 0Flt Permitted 0.999 0.930 0.802 0.993Satd. Flow (perm) 0 1860 1330 0 3173 0 0 1431 0 0 1844 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 67 27 9Link Speed (mph) 30 30 30 30Link Distance (ft) 290 233 371 216Travel Time (s) 6.6 5.3 8.4 4.9Confl. Peds. (#/hr) 35 50 50 35 7 39 39 7Confl. Bikes (#/hr) 2 7 3 3Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0Parking (#/hr)Mid-Block Traffic (%) 0% 0% 0% 0%Shared Lane Traffic (%)Lane Group Flow (vph) 0 180 61 0 398 0 0 158 0 0 22 0Turn Type Perm NA custom custom NA Perm NA Perm NAProtected Phases 2 4 2 4 1 1Permitted Phases 2 4 4 4 1 1Detector Phase 2 4 2 4 4 4 2 4 1 1 1 1Switch PhaseMinimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 20.5 20.5 20.5 20.5 20.5 20.5Total Split (s) 28.0 28.0 31.0 31.0 31.0 31.0Total Split (%) 31.1% 31.1% 34.4% 34.4% 34.4% 34.4%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5Lead/Lag Lead Lead Lead LeadLead-Lag Optimize? Yes Yes Yes YesRecall Mode Max Max Max Max Max MaxAct Effct Green (s) 55.0 23.5 55.0 26.5 26.5Actuated g/C Ratio 0.61 0.26 0.61 0.29 0.29v/c Ratio 0.16 0.15 0.20 0.37 0.04






Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRControl Delay 7.5 3.2 7.5 26.7 22.0Queue Delay 0.3 0.0 0.0 0.0 0.0Total Delay 7.8 3.2 7.5 26.7 22.0LOS A A A C CApproach Delay 6.7 7.5 26.7 22.0Approach LOS A A C CQueue Length 50th (ft) 41 0 44 67 8Queue Length 95th (ft) 43 9 65 122 m24Internal Link Dist (ft) 210 153 291 136Turn Bay Length (ft)Base Capacity (vph) 1136 396 1949 427 542Starvation Cap Reductn 536 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.30 0.15 0.20 0.37 0.04

Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 90Offset: 0 (0%), Referenced to phase 2:EBWB, Start of GreenNatural Cycle: 65Control Type: PretimedMaximum v/c Ratio: 0.37Intersection Signal Delay: 11.4 Intersection LOS: BIntersection Capacity Utilization 52.5% ICU Level of Service AAnalysis Period (min) 15m Volume for 95th percentile queue is metered by upstream signal.








Movement EBL EBT WBT WBR SBL SBRLane ConfigurationsVolume (veh/h) 6 136 110 3 11 10Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 6 143 116 3 12 11Pedestrians 15 15Lane Width (ft) 12.0 12.0Walking Speed (ft/s) 4.0 4.0Percent Blockage 1 1Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 367 189pX, platoon unblocked 0.97vC, conflicting volume 134 288 147vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 134 252 147tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 100 98 99cM capacity (veh/h) 1433 703 877






Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 107 129 80 3Volume Left 0 22 33 1Volume Right 0 0 47 1cSH 1700 1495 848 718Volume to Capacity 0.06 0.01 0.09 0.00Queue Length 95th (ft) 0 1 8 0Control Delay (s) 0.0 1.4 9.7 10.0Lane LOS A A BApproach Delay (s) 0.0 1.4 9.7 10.0Approach LOS A B



Weekday PM Peak Hour - Future Synchro 8 Report15-237; Evanston, IL









Lane Group EBT EBR WBL WBT NWL NWR ø3 ø4 ø5 ø6Lane ConfigurationsVolume (vph) 115 240 0 141 417 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Lane Width (ft) 12 12 12 12 12 12Grade (%) 0% 0% 0%Storage Length (ft) 0 0 0 0Storage Lanes 1 0 2 0Taper Length (ft) 25 25Lane Util. Factor 1.00 1.00 1.00 0.95 0.97 1.00Ped Bike Factor 0.97Frt 0.850Flt Protected 0.950Satd. Flow (prot) 1863 1583 0 3539 3433 0Flt Permitted 0.950Satd. Flow (perm) 1863 1539 0 3539 3433 0Right Turn on Red Yes YesSatd. Flow (RTOR) 255Link Speed (mph) 30 30 30Link Distance (ft) 252 190 290Travel Time (s) 5.7 4.3 6.6Confl. Peds. (#/hr) 15Confl. Bikes (#/hr) 7Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94Growth Factor 100% 100% 100% 100% 100% 100%Heavy Vehicles (%) 2% 2% 2% 2% 2% 2%Bus Blockages (#/hr) 0 0 0 0 0 0Parking (#/hr)Mid-Block Traffic (%) 0% 0% 0%Shared Lane Traffic (%)Lane Group Flow (vph) 122 255 0 150 444 0Turn Type NA Perm NA ProtProtected Phases 1 6 1 2 3 4 5 6Permitted Phases 1 6Detector Phase 1 6 1 6 1 2Switch PhaseMinimum Initial (s) 4.0 1.0 1.0 4.0 1.0 1.0Minimum Split (s) 28.0 5.0 5.0 16.0 8.0 4.0Total Split (s) 28.0 29.0 5.0 8.0 16.0 4.0Total Split (%) 31.1% 32.2% 6% 9% 18% 4%Yellow Time (s) 2.0 3.0 3.0 2.0 3.5 2.0All-Red Time (s) 1.0 1.0 1.0 1.0 0.5 0.5Lost Time Adjust (s) 1.0 0.0Total Lost Time (s) 4.0 4.0Lead/Lag Lead Lag Lead Lag Lead LagLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode Max Max Max Max Max MaxAct Effct Green (s) 24.0 24.0 24.0 25.0Actuated g/C Ratio 0.27 0.27 0.27 0.28v/c Ratio 0.25 0.43 0.16 0.47














Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRControl Delay 1.5 0.6 70.4 29.8 0.2 42.0 32.8Queue Delay 0.0 0.1 0.0 0.0 0.0 0.0 0.0Total Delay 1.5 0.7 70.4 29.8 0.2 42.0 32.8LOS A A E C A D CApproach Delay 1.5 0.7 54.9 35.3Approach LOS A A D DQueue Length 50th (ft) 9 1 87 35 0 26 47Queue Length 95th (ft) 13 0 #203 73 0 61 104Internal Link Dist (ft) 84 172 590 494Turn Bay Length (ft) 100 100 65Base Capacity (vph) 1924 2132 205 414 391 150 250Starvation Cap Reductn 0 605 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 0.21 0.39 0.86 0.18 0.04 0.33 0.52

Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 90Offset: 47 (52%), Referenced to phase 2:NWL, Start of GreenNatural Cycle: 80Control Type: PretimedMaximum v/c Ratio: 0.86Intersection Signal Delay: 15.2 Intersection LOS: BIntersection Capacity Utilization 59.3% ICU Level of Service BAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.








Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 2 172 59 27 315 44 97 36 21 3 22 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width (ft) 12 12 12 12 12 12 12 12 12 12 12 12Grade (%) 0% 0% 0% 0%Storage Length (ft) 0 0 0 0 0 0 0 0Storage Lanes 0 1 0 0 0 0 0 0Taper Length (ft) 25 25 25 25Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00Ped Bike Factor 1.00 0.84 0.98 0.98 0.99Frt 0.850 0.983 0.982Flt Protected 0.999 0.997 0.969 0.994Satd. Flow (prot) 0 1861 1583 0 3421 0 0 1741 0 0 1852 0Flt Permitted 0.998 0.929 0.802 0.978Satd. Flow (perm) 0 1858 1330 0 3164 0 0 1431 0 0 1806 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 67 28 9Link Speed (mph) 30 30 30 30Link Distance (ft) 290 233 371 216Travel Time (s) 6.6 5.3 8.4 4.9Confl. Peds. (#/hr) 35 50 50 35 7 39 39 7Confl. Bikes (#/hr) 2 7 3 3Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0Parking (#/hr)Mid-Block Traffic (%) 0% 0% 0% 0%Shared Lane Traffic (%)Lane Group Flow (vph) 0 183 62 0 406 0 0 162 0 0 26 0Turn Type Perm NA custom custom NA Perm NA Perm NAProtected Phases 2 4 2 4 1 1Permitted Phases 2 4 4 4 1 1Detector Phase 2 4 2 4 4 4 2 4 1 1 1 1Switch PhaseMinimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 20.5 20.5 20.5 20.5 20.5 20.5Total Split (s) 28.0 28.0 31.0 31.0 31.0 31.0Total Split (%) 31.1% 31.1% 34.4% 34.4% 34.4% 34.4%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5Lead/Lag Lead Lead Lead LeadLead-Lag Optimize? Yes Yes Yes YesRecall Mode Max Max Max Max Max MaxAct Effct Green (s) 55.0 23.5 55.0 26.5 26.5Actuated g/C Ratio 0.61 0.26 0.61 0.29 0.29v/c Ratio 0.16 0.16 0.21 0.38 0.05















Movement EBL EBT WBT WBR SBL SBRLane ConfigurationsVolume (veh/h) 6 150 115 11 13 10Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 6 158 121 12 14 11Pedestrians 15 15Lane Width (ft) 12.0 12.0Walking Speed (ft/s) 4.0 4.0Percent Blockage 1 1Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 367 189pX, platoon unblocked 0.97vC, conflicting volume 148 312 157vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 148 274 157tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 100 98 99cM capacity (veh/h) 1416 681 867






Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 121 135 85 12Volume Left 13 22 34 4Volume Right 0 3 48 5cSH 1477 1496 814 722Volume to Capacity 0.01 0.01 0.10 0.02Queue Length 95th (ft) 1 1 9 1Control Delay (s) 0.8 1.3 9.9 10.1Lane LOS A A A BApproach Delay (s) 0.8 1.3 9.9 10.1Approach LOS A B


Dry Utility Investigation

831 Emerson Street Evanston, IL

Prepared for:

Focus Development

October 7, 2015

DaveyUtilityServices,Inc.15EastWilsonSt.,Batavia,IL60510630.879.8148(office)630.879.8149(fax)www.daveyutility.com

1

831 Emerson Street

Evanston, IL

Utility Investigation

Prepared by: Davey Utility Services, Inc. 10/07/15 Davey Utility Services, Inc. has assessed the existing and future on-site and off site dry utility environment at 831 Emerson Street, Evanston IL. Davey Utility Services, Inc. has visited the site, consulted with the utilities and assessed the following existing and proposed utilities: electric, telephone, CATV and natural gas. Included in the investigation we have addressed impacts, potential conflicts, solutions and order of cost magnitude. Note: Exelon Energy provides the electric service through electric utility ComEd, Nicor provides the natural gas service, AT&T, and Comcast provides the analog and fiber communications services. EXISTING FACILITIES (Exhibit A) Perimeter facilities exist and are located overhead along the east alley and the north property line and underground within Emerson Street. These existing overhead facilities jointly serve 831 and the adjacent buildings to the east and north. These buildings to the east are not part of this project and will remain. Only the existing overhead main line facilities (ComEd, AT&T and Comcast) could be extended and/or upgraded to serve the site as addressed in this report. The only existing underground main line facility is Nicor gas, which could also be extended and/or upgraded to serve the gas, needs for the site as addressed in this report. Electric There is a single existing overhead 12kV primary feeder located along the east alley north of Emerson Street. The capability to serve this project may not exist from this existing overhead 12 kV primary feeder. It will need to be verified once loads are formally submitted to determine if an additional source will be required. There is an existing overhead electric primary line and transformer pole (along E/W alley north of the site) that may require removal. This line only serves the existing building. The order of magnitude cost estimate to remove the existing overhead electric facilities along the north alley will be approximately $27,500.


2

Natural Gas Nicor has existing gas mains within Emerson Street, the N/S alley east of the site and E/W alley north of the site, The gas service pipe to the existing building is fed from the main located within E/W alley north of the site. There is enough capacity in these existing mains to serve the projected load of this project at .25 or 2 psi. Any design for higher-pressure gas will need to be verified once loads are formally submitted to determine which source will be used. Telephone AT&T has existing overhead fiber and copper facilities along the N/S alley east of the site. These existing overhead facilities are serving the existing building and the adjacent buildings to the east. The capability to serve this project may not exist from these existing overhead facilities. It will need to be verified once telecomm requirements are formally submitted to determine if an additional source will be required. There is no existing overhead or underground telephone on-site that will require relocation. CATV Comcast has no existing cable plant on site but there exists an overhead cable plant to the north within the N/S alley east of the site. They, like AT&T, also have existing, but limited, overhead facilities serving the adjacent buildings to the north along Maple. Comcast will need to complete an engineering analysis to determine if the capacity is adequate to serve this project from their existing sources. There is no existing overhead or underground CATV on-site that will require relocation.


3

PROPOSED FACILITIES Electric ComEd has stated that they may not have the capacity from their existing 12 kV overhead to serve the project. Therefore they may need to extend their 12 kV overhead distribution facilities, adjacent to the site, via an addition to this existing overhead. The assumed project design would include an overhead (off site) to underground installation (on site). ComEd would require one of the following on-site installations:

1. Customer provided vault within the building (ballpark dimension would be 50' x 40'). This would include the installation of fuse bays, switchgear and 120/208-volt and 277/480-volt transformers. These will be configured once engineering, architectural and electrical designs are completed.

2. Outdoors - pad mounted facilities (ballpark area required 20’ x 40’). This would include the installation of switchgear and 120/208-volt and 277/480-volt transformers. These will be configured once engineering, architectural and electrical designs are completed.

The order of magnitude cost estimate to extend their primary and install their facilities will be approximately $40,000. This does not include the associated costs of the Customer owned and installed secondary cable, conduits, service risers and meter fittings. Natural Gas A gas riser fuel line system (house piping and building service pipe) will need to be installed by the Customer’s mechanical contractor per Nicor installation specifications (copy available on line). Meters could be wall mounted and would require a minimum 5’ H x 10’ W area with 5’ of clearance on each side again from windows, vents, doors, other utilities. Nicor will extend a service into the building, at no charge, from one of the existing sources identified in this report (refer to Exhibit A). This does not include the associated costs of the Customer owned and installed gas riser fuel line (house and building service) piping and the meter/header installation. These will be configured once engineering, architectural and civil designs are completed.


4

Telephone AT&T needs to evaluate the copper and fiber capacity source north (Multiple T3 or OC3) and their logistics to serve this project. AT&T must install, at the Customer expense, the necessary 4-inch steel conduit from the respective building’s entrance to the AT&T source pole (TBD). This pole will be located within the N/S alley east of the site. This can only be determined upon completion of their final engineering. The order of magnitude cost estimate to install their service facilities will be approximately $2,250. This does not include the associated costs of the Customer owned and installed conduit both external and internal to the designated floors. CATV Comcast It is assumed that Comcast will need to extend their facilities and install a new cable plant to the site to serve this project. The Customer must install, at their expense, a 4-inch Schedule 40 PVC from the respective building’s Telecommunications rooms to the designated Comcast source pole, location to be determined upon completion of their final engineering. The order of magnitude cost estimate for the installation of a new cable plant, conduit and service specific to this site will be approximately $3,500. This does not include the associated costs of the Customer owned and installed conduit both external and internal to the designated floors.


5

PROPOSED FACILITIES ISSUES/IMPACTS For the purpose of identifying installation issues and proposed impacts of underground dry utility facilities, locations and routes, the following should be considered: Electric

• All ComEd charges included in this report are estimates only. Actual charges are pending final engineering design.

• Any required on-site easements will be configured upon final engineering requirements.

• Switchgear (if required) must be placed within a minimum area of 8’x8’. This will be confirmed and location verified upon completion of final engineering.

• Transformers that are placed to serve the building require a minimum distance of 5 feet from the building wall.

• This UI Report does not include the associated costs of the Customer owned and installed secondary cable, conduits, pads and vehicle barriers (if required). These costs could be significant.

• Conduit Specifications: 5 inch Schedule 40 PVC (non-driveway areas); 5 Inch Schedule 80 (under all driveway or vehicle traffic areas, i.e. parking lots)

Telephone

• AT&T or their preferred sub-contractor must perform all installations for their mainline facilities and services.

• The Customer’s sub-contractor can perform the installation of conduit for services only. Starting from the respective building’s Communications rooms/demark to the AT&T designated source to be determined upon completion of their final engineering.

• Conduit mainline installations must be installed within a recorded utility easement. A minimum 10-foot easement will be required (20 feet if Phone, Gas and CATV are included jointly) on site for the entire mainline service route. These will be configured once engineering, architectural and civil designs are completed.

• This UI Report does not include the associated costs of the Customer owned and installed conduits. These costs could be significant.

• Conduit Specifications: 4 inch Schedule 40 PVC (non-driveway areas); 4 Inch Schedule 80 (under all driveway or vehicle traffic areas, i.e. parking lots)


6

Natural Gas

• Nicor or their preferred sub-contractor must perform all installations for their mainline and service installations.

• The Customer’s sub-contractor can perform the installation of conduit for services only. Nicor does not allow sleeving of their mainline facilities.

• The mainline installations must be installed within a recorded utility easement. A minimum 10-foot easement will be required (20 feet if Phone, Gas and CATV are included jointly) on site for the entire mainline service route. These will be configured once engineering, architectural and civil designs are completed.

• This UI Report does not include the associated costs of the Customer owned and installed conduits. These costs could be significant.

ADDITIONAL ASSUMPTIONS A J.U.L.I.E. locate was not requested for the purposes of this UI report. The underground locations, routes and related dimensions presented on Exhibit A were entirely based upon assumptions gathered during the site assessment and the drawings presented by Focus Development. Exact locations, routes and dimensions will need to be confirmed prior to any site work. This report is to be considered as a “high level” estimate of the overall facility cost impacts to be expected for budget and project planning purposes only. In addition, all proposed service locations are approximate and can only be confirmed upon completion of the respective utility’s final engineering design. The utilities will provide "Will Serve Letters" as confirmation to the capacity available for new development at this site. Also please note that all the utilities are obligated to provide service to your project. Mark J. Morris Project Manager Davey Utility Services, Inc.

EXHIB

IT AExisting D

ry Utilities

Nicor M

ain

Nicor M

ain

Nicor M

ain

OVERHEAD FACILITIES

- ComEd

- AT&T- Com

cast

OVERHEAD FACILITIES

- ComEd only

OVERHEAD FACILITIES

- ComEd only

Dow

nfeed Poles- C

omEd only

Dow

nfeed Pole- C

omEd

- AT&T- C

omcast

Dow

nfeed Pole- C

omEd only

Alley Arm Pole

- Com

Ed primary

- AT&T service drop- C

omcast service drop

LEGENDCom

EdAT&TCom

castNicor

831 Emerson – Zoning Map Amendment Application 1

Application and Mailing Fee October 16, 2015

Application & Mailing Fee

14. Application and Mailing Fee.

Answer: A check, No. 100073, is enclosed in the amount of $5,600.00 for the Planned

Development Application, Zoning Map Amendment Application, and Special

Use Application.

Documents

MARKET FEASIBILITY MEMORANDUM