Traffic Impact Study Culver’s and Chipotle

Traffic Impact Study Culver’s and Chipotle

Glenview, Illinois

Prepared By

April 21, 2016

Culver’s and Chipotle Restaurants Glenview, 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 a commercial development to be located in Glenview, Illinois. The site is located on the east side of Waukegan Road bounded by a Napa Auto Parts store to the south and a Taco Bell to the north. As proposed, the site will be developed with an approximate 3,500 square-foot Culver’s restaurant with drive-through facility and an approximate 4,400 square-foot Chipotle restaurant and will provide a total of 83 parking spaces to be shared by the two restaurants. Access to the site is proposed as follows: • Cross-access with the Taco Bell restaurant that will provide access to (1) the signalized

intersection of Waukegan Road with Chestnut Avenue and the shared access drive serving the Taco Bell and Chestnut Plaza shopping center and (2) the Taco Bell Waukegan Road access drive which will be converted to a restricted right-turn in/right-turn out access drive as part of the development.

• Cross-access with the Napa Auto Parts store.

• A proposed right-turn in/right-turn out access drive on Waukegan Road on the south end of the site.

Figure 1 shows the location of the site in relation to the area roadway system. Figure 2 shows an aerial view of the site area. The purpose of this study was to examine background traffic conditions, assess the impact that the proposed development will have on traffic conditions in the area, and determine if any roadway or access improvements are necessary to accommodate traffic generated by the proposed development. The sections of this report present the following: • Existing roadway conditions • A description of the proposed development • Directional distribution of the development traffic • Vehicle trip generation for the development • Future traffic conditions including access to the development • Traffic analyses for the weekday morning, midday, and evening peak hours • Recommendations with respect to adequacy of the site access system and adjacent

roadway system


Site Location Figure 1

SITE


Aerial View of Site Location Figure 2

SITE


2. Existing Conditions Existing transportation conditions in the vicinity of the site were documented based on field visits conducted by KLOA, Inc. in order to obtain a database for projecting future conditions. The following provides a description of the geographical location of the site, physical characteristics of the area roadway system including lane usage and traffic control devices, and existing peak hour traffic volumes. Site Location The site, which is currently vacant, is bounded a Taco Bell restaurant to the north, by residential homes on the east, a Napa Auto Parts store to the south, and Waukegan Road to the west. Land uses in the vicinity of the site include commercial, office, and restaurants to the north and south along Waukegan Road and residential to the east. The Chestnut Plaza shopping center is located directly north of the Taco Bell restaurant and the two uses have a shared access drive on Waukegan Road aligned opposite Chestnut Avenue. Existing Roadway System Characteristics The characteristics of the existing roadways near the development are described below and illustrated in Figure 3. Waukegan Road (IL 43) is a north-south roadway that generally has two lanes in each direction. At its signalized intersection with Chestnut Avenue and the Chestnut Plaza/Taco Bell shared access drive, Waukegan Road has an exclusive left-turn lane, a through lane, and a combined through/right-turn lane on the northbound approach and an exclusive right-turn lane, two through lanes, and an exclusive left-turn lane on the southbound approach. At its intersection with Glenwood Avenue, Waukegan Road has a shared through/right-turn lane and a through lane on the northbound approach and two through lanes and an exclusive left-turn lane on the southbound approach. Waukegan Road is under the jurisdiction of the Illinois Department of Transportation (IDOT), is classified as a Strategic Regional Arterial (SRA) route, has an average daily traffic (ADT) volume of 23,900 vehicles, and has a posted speed limit of 35 miles per hour. Chestnut Avenue is an east-west roadway that generally has one lane in each direction and is aligned opposite the Chestnut Plaza/Taco Bell shared access drive at its intersection with Waukegan Road. At its signalized intersection with Waukegan Road, Chestnut Avenue (eastbound approach) has an exclusive left-turn lane and a combined through/right-turn lane and the access drive (westbound approach) has an exclusive left-turn lane and a combined through/right-turn lane. Chestnut Avenue is under the jurisdiction of the Village of Glenview, is classified as a major collector, carries an average daily traffic (ADT) volume of 13,600 vehicles, and has a posted speed limit of 35 miles per hour.

BELL

TACO

SITE

AVENUE

GLENWOOD

PARTS

AUTO

NAPA

SELF STORAGE

CUBESMART

N

NOT TO SCALE

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43

- TRAVEL LANE

- TRAFFIC SIGNAL

- STOP SIGN

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- CROSSWALK

Existing Street Characteristics

PROJECT: TITLE:

Job No: 16-039

Figure: 3

Glenview, Illinois

Culver's

5


Glenwood Avenue is an east-west roadway that generally has one lane in each direction. At its unsignalized intersection with Waukegan Road, Glenwood Avenue has a shared left-turn/right-turn lane that is under stop sign control. Glenwood Avenue is under the jurisdiction of the Village of Glenview and is classified as a local road. Existing Traffic Volumes In order to determine current traffic conditions, KLOA, Inc. conducted peak period vehicle traffic counts on Tuesday, February 2, 2016 and March 8, 2016 at the following intersections: • Waukegan Road with Chestnut Avenue and the Chestnut Plaza/Taco Bell access drive • Waukegan Road with the Taco Bell access drive • Waukegan Road with the Napa Auto Parts store north access drive • Waukegan Road with the CubeSmart self-storage access drive • Waukegan Road with Glenwood Avenue The traffic counts were conducted during the weekday morning (7:00 A.M. to 9:00 A.M.), midday (11:30 A.M. to 1:30 P.M.), and evening (4:00 P.M. to 6:00 P.M.) peak periods. The results of the traffic counts showed that the weekday morning peak hour of traffic occurs from 7:30 A.M. to 8:30 A.M., the midday peak hour of traffic occurs from 11:45 A.M. to 12:45 P.M., and the evening peak hour of traffic occurs from 4:45 P.M. to 5:45 P.M. Figure 4 illustrates the existing peak hour traffic volumes. Copies of the traffic count summary sheets are included in the Appendix.

AVENUE

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SELF STORAGE

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NOT TO SCALE

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43

LEGEND

00

(00)

[00]

- AM PEAK HOUR (7:30-8:30 AM)

- PM PEAK HOUR (4:45-5:45 PM)

- MIDDAY PEAK HOUR (11:45 AM-12:45 PM)

Figure: 4

PROJECT: TITLE:

Existing Traffic Volumes Job No: 16-039

23 (44) [20]

4 (39) [10]255 (213) [225]

5 (21) [7]

224 (240) [303]

3 (9) [3]

16 (21) 23]

15 (28) [21]

198 (2

16) [2

08]

562 (6

52) [9

46]

8 (4

4) [1

4]

14 (18) [9]

6 (3

4) [20]

1 (6) [4]

28 (2

4) [27]

0 (4) [0]

0 (2) [1]

5 (25) [8]0 (0) [0]

Glenview, Illinois

Culver's

2 (0) [1]

2 (3) [4]

1 (5) [1]

0 (0) [0]

0 (0) [2]

4 (13) [3]

0 (0) [0]

1 (1) [1]

25 (2

1) [1

5]

29 (36) [48]

11 (12) [9]

25 (3

0) [1

02]

1281 (9

06) [8

03]

776 (8

91) [1

174]

6 (3

4) [1

6]

883 (6

84) [5

91]

412 (2

41) [2

45]

7


3. Traffic Characteristics of the Proposed Development In order to properly evaluate future traffic conditions in the surrounding area, it was necessary to determine the traffic characteristics of the proposed development, including the directional distribution and volumes of traffic that it will generate. Proposed Development Plan As proposed, the plans call for developing the site with Culver’s and Chipotle restaurants that will be located in separate buildings. The approximate 3,500 square-foot Culver’s restaurant will be located in the northwest portion of the site and will provide a drive-through facility that will extend along the north and east sides of the building. The approximate 4,400 square-foot Chipotle restaurant will be located in the southeast portion of the site. A total of 83 parking spaces will be provided for use by all the customers and employees of both restaurants. Site Access Access to the development is to be provided via cross-access to the Taco Bell restaurant that will provide access to (1) the existing Chestnut Plaza/Taco Bell full access drive located opposite Chestnut Avenue at its signalized intersection with Waukegan Road and (2) the Taco Bell access drive on Waukegan Road which will be modified to a restricted right-turn in/right-turn out access drive. In addition, cross-access will be provided to the Napa Auto Parts store. Lastly, a restricted right-turn in/right-turn out access drive is proposed on Waukegan Road at the south end of the site. The following describes the design and location of the access drives: • The Chestnut Plaza/Taco Bell shared access drive is located on the east side of Waukegan

Road aligned opposite Chestnut Avenue and provides access to Chestnut Plaza and the Taco Bell restaurant. As proposed, cross-access will be provided between the development and Taco Bell. As part of the development, the access drive will be extended approximately 100 feet to the east end of Chestnut Plaza. In addition, the Taco Bell access drive will be relocated to the end of the access drive. The shared access drive will continue to provide one inbound lane and two outbound lanes striped for an exclusive left-turn lane and a shared through/right-turn lane at its intersection with Waukegan Road.

• The existing Taco Bell full access drive located on Waukegan Road approximately 75 feet south of Chestnut Avenue will be modified to a restricted right-turn in/right-turn out access drive only. This access drive will provide one inbound lane and one outbound lane channelized to prohibit left-turn movements. The outbound lane will be under stop sign control. Appropriate signage and striping should be provide indicating that only right-turn movements are permitted.


• The proposed right-turn in/right-turn out access drive is to be located on the east side of Waukegan Road at the south end of the site. This access drive will provide one inbound lane and one outbound lane that will be channelized to prohibit left-turn movements. The outbound lane will be under stop sign control. Appropriate signage and striping should be provided indicating that only right-turn movements are permitted.

In addition, cross-access is proposed to be provided between the proposed development and the Napa Auto Parts store located directly south of the subject site. As proposed, the cross-access is to be located at the southwest corner of the proposed development and will provide additional access from southbound Waukegan Road to the proposed development via the Napa Auto Parts south access drive. The proposed access system will enhance the flow of traffic along Waukegan Road as it will result in the elimination of one full access drive on Waukegan Road and the conversion of two full access drives to restricted right-turn in/right-turn out access drives. Culver’s Drive-Through Facility The Culver’s restaurant is proposed to have a one-way counterclockwise drive-through facility that will extend along the east and north sides of the building pad. As proposed, vehicles will enter the drive-through facility via the southeast portion of the building pad with access provided via the main north-south circulation road and the east-west parking aisle. All vehicles will exit the drive-through facility via the northwest portion of the building pad with all vehicles required to travel south to the parking lot via the one-way, southbound circulation road that will extend between the Taco Bell restaurant and the parking lot. Taco Bell Access and Circulation Modifications As part of the proposed development, the following access and circulation modifications are proposed to the Taco Bell site: • The access drive between Taco Bell and the Chestnut Plaza/Taco Bell shared access drive

to Waukegan Road will be relocated to the east end of the Chestnut Plaza site.

• A two-way circulation road will be provided along the east side of the Taco Bell site that will provide cross-access between the proposed development and the Chestnut Plaza/Taco Bell shared access drive to Waukegan Road as well as the Taco Bell site. To accommodate the two-way circulation road, the Taco Bell drive-through lane along the east side of the site will be relocated slightly west.

• One-way counterclockwise circulation will be provided along the north and west sides of

the Taco Bell site and two-way circulation will be provided along the south and east sides of the Taco Bell site.

• A cross-access connection is also proposed to be provided between the Taco Bell site and

the proposed development at the southwest corner of the Taco Bell site. As proposed, the cross-access will provide one-way southbound flow from the Taco Bell site to the proposed development.


Directional Distribution The directions from which employees and customers of the restaurants will approach and depart the site were estimated based on existing travel patterns, as determined from the traffic counts. Figure 5 illustrates the directional distribution of traffic. Estimated Site Traffic Generation The number of peak hour vehicle trips estimated to be generated by the proposed development was based on vehicle trip generation rates contained in Trip Generation Manual, 9th Edition, published by the Institute of Transportation Engineers (ITE). Table 1 shows the traffic volumes estimated to be generated by the two restaurants. It should be noted that the Fast Food Restaurant with Drive-Through trips were reduced to reflect the fact that the Culver’s restaurant is closed during the morning peak hour and would, therefore, generate a minimal amount of traffic during that time. Table 1 PROJECTED DEVELOPMENT-GENERATED TRAFFIC VOLUMES

Land-Use

Weekday Morning

Peak Hour

Weekday Midday

Peak Hour

Weekday Evening

Peak Hour In Out In Out In Out

Culver’s restaurant 5 5 129 129 59 55

Chipotle restaurant 10 10 109 121 70 60

Total 15 15 238 250 129 115

It should be noted that many trips made to restaurants, particularly those with a drive-through facility, are diverted from the existing traffic on the roadway system. This is particularly true during the morning and evening peak hours. Such diverted trips are referred to as pass-by trips. However, in order to provide a more conservative, worst-case analysis, it was assumed that all trips to the proposed development would be new trips.

AVENUE

GLENWOOD

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SELF STORAGE

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LEGEND

- PERCENT DISTRIBUTION00%

Estimated Directional Distribution

Figure: 5

PROJECT: TITLE:

19%

Glenview, Illinois

Culver's

1%

40

%

40

%

Job No: 16-039

11


4. Projected Traffic Conditions The total projected traffic volumes include the existing traffic volumes, increase in background traffic due to ambient growth, and the traffic estimated to be generated by the proposed subject development. Development Traffic Assignment The estimated weekday morning, midday, and evening peak hour traffic volumes that will be generated by the proposed development were assigned to the roadway system in accordance with the previously described directional distribution (Figure 5). Figure 6 illustrates the proposed development traffic assignments. Background Traffic Conditions The existing traffic volumes were increased by a regional growth factor to account for the increase in existing traffic related to regional growth in the area (i.e., not attributable to any particular planned development). Based on the Chicago Metropolitan Agency for Planning (CMAP) 2040 Forecast of Population, Households and Employment, a total increase of four and a half percent over six years (buildout year plus five) was applied to project Year 2022 traffic volumes. Total Projected Traffic Volumes The projected Year 2022 traffic volumes consist of the existing traffic volumes plus the background growth plus the development-generated traffic, which are illustrated in Figure 7.

Traffic Volumes

Estimated Site-Generated

AVENUE

GLENWOOD

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LEGEND

00

(00)

[00]




Figure: 6

PROJECT: TITLE:

0 (3) [1]

9 (157) [85]

3 (47) [22]

4 (66) [30]

3 (45) [24]

Glenview, Illinois

Culver's

0 (3) [1]

6 (9

7) [4

2]

6 (9

5) [5

2]

2 (17) [8]

9 (1

67) [73]

0 (8

3) [3

8]

0 (17) [9]

6 (9

5) [5

2]

0 (20) [8]

6 (100) [43]

Job No: 16-039

2 (3

4) [1

8]

4 (6

4) [3

5]

4 (8

3) [3

9]

2 (17) [9]

6 (100) [4

3]

6 (100) [4

3]

13

AVENUE

GLENWOOD

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AUTO

NAPASELF STORAGE

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43

LEGEND

00

(00)

[00]




Total Projected Traffic Volumes

Figure: 7

PROJECT: TITLE:

24 (46) [21]

267 (223) [235]

234 (251) [317]

20 (70) [46]

34 (2

5) [32]

2 (0) [1]2 (3) [4]

1 (5) [1]

0 (0) [0]

Glenview, Illinois

Culver's

4 (66) [30]

8 (67) [31]

3 (29) [11]

22 (129) [69]

12 (2

09) [94]

15 (3

6) [1

8]

207 (2

26) [2

17]

587 (6

81) [9

89]

14 (141) [6

7]

Job No: 16-039

26 (2

2) [1

6]

1344 (1040) [8

92]

26 (3

4) [1

08]

817 (1024) [1

271]

0 (0) [2]

4 (14) [3]1 (1) [1]

30 (41) [51]

12 (13) [9]

431 (2

52) [2

56]

929 (7

97) [6

56]

7 (43) [16]

13 (202) [99]

0 (4) [0]

1 (6) [4]

11 (203) [94]

13 (179) [95]

1374 (1081) [9

43]

0 (0) [0]

843 (1058) [1

377]

4 (6

4) [3

5]

1372 (1029) [9

10]

842 (1056) [1

374]8 (5

3) [2

6]

1368 (1042) [9

14]

843 (1061) [1

375]

14


5. Traffic Analysis and Recommendations The following provides an evaluation conducted for the weekday morning and weekday evening peak hours. The evaluation includes conducting capacity analyses to determine how well the roadway system and access drives are projected to operate and whether any roadway improvements or modifications are required. Traffic Analyses Roadway and adjacent or nearby intersection analyses were performed for the weekday morning and weekday evening peak periods for the existing (Year 2016) and future projected (Year 2022) traffic volumes. The traffic analyses were performed using the methodologies outlined in the Transportation Research Board’s Highway Capacity Manual (HCM), 2010 and analyzed using the HCS 2010 computer software. The analyses for the traffic-signal controlled intersections were accomplished using actual cycle lengths and phasings to determine the average overall vehicle delay and levels of service. The analyses for the unsignalized intersections determine the average control delay to vehicles 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 from A to F based on the average control delay experienced by vehicles passing through the intersection. The Highway Capacity Manual definitions for levels of service and the corresponding control delay for signalized and unsignalized intersections are included in the Appendix of this report. Summaries of the traffic analysis results showing the level of service and overall intersection delay (measured in seconds) for the existing and projected Year 2022 conditions are presented in Tables 2 and 3, respectively. A discussion of the intersections follows. Summary sheets for the capacity analyses are included in the Appendix.


Table 2 CAPACITY ANALYSIS RESULTS EXISTING TRAFFIC VOLUMES Weekday

Morning Peak Hour

Weekday Midday

Peak Hour

Weekday Evening

Peak Hour Intersection LOS Delay LOS Delay LOS Delay Waukegan Road with Chestnut Avenue2

• Overall B 19.7 B 19.2 C 22.4

• Eastbound Left Turn D 44.1 C 34.1 D 39.4

• Eastbound Through/Right D 51.9 E 60.2 E 78.7

• Westbound Left Turn D 50.3 D 39.6 D 46.7

• Westbound Through/Right D 53.8 D 42.6 D 48.5

• Northbound Left Turn B 14.3 B 11.2 B 13.3

• Northbound Through A 8.0 A 8.4 A 7.1

• Northbound Right Turn A 8.2 A 8.7 A 7.3

• Southbound Left Turn B 16.2 B 12.2 B 12.6

• Southbound Through B 15.4 B 11.6 B 12.0

• Southbound Right Turn C 21.6 B 16.8 B 16.8

Waukegan Road with Taco Bell Access1

• Westbound Approach C 15.9 B 14.6 B 14.3

• Southbound Left Turn C 18.8 B 14.1 B 13.1

Waukegan Road with Napa Access1

• Westbound Approach C 15.8 B 13.3 C 22.0

• Southbound Left Turn C 18.8 B 14.0 B 13.1

Waukegan Road with Glenwood Avenue1

• Westbound Approach C 22.6 C 16.3 B 15.0

• Southbound Left Turn B 12.5 B 10.3 B 10.3 LOS = Level of Service Delay is measured in seconds. 1-Unsignalized Intersection 2-Signalized Intersection


Table 3 CAPACITY ANALYSIS RESULTS PROJECTED YEAR 2022 TRAFFIC VOLUMES Weekday Morning

Peak Hour Weekday Midday

Peak Hour Weekday Evening

Peak Hour Intersection LOS Delay LOS Delay LOS Delay

Waukegan Road with Chestnut Avenue2

• Overall C 21.1 C 33.4 C 32.5

• Eastbound Left Turn D 44.4 C 32.7 D 40.5

• Eastbound Through/Right D 54.1 F 151.8 F 150.6

• Westbound Left Turn D 50.3 D 38.7 D 47.0

• Westbound Through/Right D 54.1 D 43.1 D 50.4

• Northbound Left Turn B 16.5 B 13.9 B 14.3

• Northbound Through A 8.6 B 14.1 A 8.1

• Northbound Right Turn A 8.9 B 14.7 A 8.5

• Southbound Left Turn B 17.3 B 14.8 B 12.9

• Southbound Through B 17.0 B 14.8 B 12.8

• Southbound Right Turn C 23.2 B 19.9 B 17.3

Waukegan Road with Taco Bell Access1


Waukegan Road with Proposed Access1


Waukegan Road with Napa Access1

• Westbound Approach C 16.4 B 14.3 D 25.4

• Southbound Left Turn C 20.0 C 15.6 B 14.0

Waukegan Road with Glenwood Avenue1

• Westbound Approach C 24.8 C 18.7 C 16.2

• Southbound Left Turn B 13.0 B 11.0 B 10.9 LOS = Level of Service Delay is measured in seconds. 1-Unsignalized Intersection 2-Signalized Intersection


Discussion and Recommendations The following summarizes how the intersections are projected to operate and identifies any roadway and traffic control improvements necessary to accommodate the development traffic. Waukegan Road with Chestnut Road and Chestnut Plaza/Taco Bell Shared Access Drive. The results of the capacity analysis indicate that the intersection currently operates at an acceptable Level of Service (LOS) C or better during the peak hours. Assuming the projected Year 2022 traffic volumes, the intersection will continue to operate at an acceptable LOS C during the peak hours. However, during the midday and evening peak hours the eastbound through/right-turn movement is projected to operate at a LOS F. This is primarily due to the increase in westbound left-turn movements and the additional green time that is required for the westbound left-turn phase which results in the reduction of the green time for the eastbound through/right-turn movement. As Table 4 shows, the operation of the eastbound through/right-turn movement and the rest of the eastbound and westbound movements can be significantly enhanced by reallocating approximately six to nine seconds of green time from the Waukegan Road through phase to the Chestnut Avenue/shared access drive through phase. Further, the Waukegan Road movements are projected to operate at a LOS C or better with the signal timing modifications. Waukegan Road with Glenwood Avenue The results of the capacity analyses indicate that the critical movements at this intersection are operating at a LOS C or better during the peak hours. Assuming the projected Year 2022 traffic volumes, the critical movements are projected to continue to operate at a LOS C or better. As such, the intersection has sufficient reserve capacity to accommodate the additional traffic to be generated by the development. Waukegan Road with Proposed Access Drive The results of the capacity analysis indicate that the westbound approach of the proposed access drive is projected to operate at a LOS C during the weekday morning and midday peak hours and at a LOS B during the weekday evening peak hour. Given the low volume of traffic projected to use the access drive and the fact that it will be restricted to right-turn movements only, the proximity of the access drive to the existing Taco Bell and Napa Auto Parts store access drives should not pose any operational issues. Appropriate signage and striping should be provided along the access drive indicating that only right-turn movements are permitted. Waukegan Road with Taco Bell Access Drive The results of the capacity analysis indicate that the westbound approach of the access drive currently operates at an acceptable level of service. With the modifications to the access drive, the westbound approach is projected to operate at a LOS C during the weekday morning and midday peak hours and a LOS B during the weekday evening peak hour. Appropriate signage and striping should be provided along the access drive indicating that only right-turn movements are permitted.


Table 4 CAPACITY ANALYSIS RESULTS PROJECTED YEAR 2022 TRAFFIC VOLUMES PROPOSED SIGNAL TIMING MODIFICATIONS Weekday Midday

Peak Hour Weekday Evening

Peak Hour Intersection LOS Delay LOS Delay

Waukegan Road with Chestnut Avenue1

• Overall C 25.9 C 25.2

• Eastbound Left Turn C 26.8 C 34.4

• Eastbound Through/Right E 56.1 E 66.9

• Westbound Left Turn C 33.1 D 42.1

• Westbound Through/Right D 36.2 D 43.7

• Northbound Left Turn B 17.8 B 18.9

• Northbound Through B 19.8 B 11.6

• Northbound Right Turn C 20.3 B 12.0

• Southbound Left Turn B 18.7 B 16.3

• Southbound Through C 20.4 B 18.3

• Southbound Right Turn C 25.1 C 21.8 LOS = Level of Service Delay is measured in seconds. 1-Signalized Intersection


Culver’s Restaurant Drive-Through Operation The Culver’s restaurant is proposed to have a one-way counterclockwise drive-through facility that will extend along the east and north sides of the building pad. As proposed, vehicles will enter the drive-through facility via the southeast portion of the building pad with access provided via the main north-south circulation road and the east-west parking aisle. All vehicles will exit the drive-through facility via the northwest portion of the building pad with all vehicles required to travel south to the parking lot via the one-way, southbound circulation road that will extend between the Taco Bell restaurant and the parking lot. It should be noted that parallel parking for four to five vehicles will be provided along the west side of the building pad and the north side of the building pad west of the drive-through window that will be reserved for drive-through customers waiting for their orders to be completed. The one-way, north south circulation road and the drive through lane are wide enough to accommodate the parallel parking and one lane of traffic. At its intersection with the one-way, north-south circulation road, the drive-through lane should be under stop sign control. In addition, the appropriate signs and striping should be provided along the drive-through facility and the one-way, north-south circulation road clearly indicating the one-way flow of traffic along these circulation roads. The drive-through facility will provide stacking for approximately seven vehicles between the drive-through window and the east-west parking aisle and five vehicles between the order board and the east-west parking aisle. It is important to note that Culver’s requires their drive-through customers to pull up to reserve parking spaces to wait for their orders to be completed which greatly reduces the stacking within the drive-through facility. As indicated previously, parallel parking for four to five vehicles will be provided along the north and west sides of the building pad that will be reserved for drive-through customers.


6. Conclusion Based on the preceding analyses and recommendations, the following conclusions have been made: • The volume of new traffic to be generated by the restaurants will be reduced given the

fact that many trips will be diverted from the existing traffic on the roadway system. • Access to the site is proposed to be provided as follows:

Cross-access with the Taco Bell restaurant that will provide access to (1) the signalized intersection of Waukegan Road with Chestnut Avenue and the shared access drive serving the Taco Bell restaurant and Chestnut Plaza shopping center and (2) the Taco Bell Waukegan Road access drive, which will be converted to a restricted right-turn in/right-turn out access drive as part of the development.

Cross-access with the Napa Auto Parts store.

A proposed right-turn in/right-turn out access drive on Waukegan Road on the

south end of the site. • The proposed access system will enhance the flow of traffic along Waukegan Road as it

will result in the elimination of one full access drive on Waukegan Road and the conversion of two full access drives to restricted right-turn in/right-turn out access drives.

• As part of the development, a number of modifications are proposed to the access and

circulation system serving the Taco Bell site which will only improve the flow of traffic to, from, and through the site.

• The results of the capacity analyses have shown that the existing roadway system has

sufficient capacity to accommodate the additional traffic to be generated by the development. If the projected traffic volumes are realized, slight traffic signal timing modifications may be required at the intersection of Waukegan Road with Chestnut Avenue and the Chestnut Plaza/Taco Bell shared access drive.

Culver’s and Chipotle Restaurants Glenview, Illinois

Appendix


Traffic Count Summary Sheets

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

Rosemont, Illinois, United States 60018(847)518-9990 [email protected]

Count Name: IL 43 and ChestnutSite Code:Start Date: 02/02/2016Page No: 1

Turning Movement Data

Start Time

Chestnut Avenue Chestnut Avenue IL 43 IL 43

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

7:00 AM 0 36 1 23 1 60 0 0 3 1 1 4 0 61 132 0 0 193 0 1 92 35 0 128 385

7:15 AM 0 49 0 46 1 95 0 2 1 1 0 4 0 79 160 5 0 244 1 2 125 67 1 195 538

7:30 AM 0 53 1 58 0 112 0 6 6 1 0 13 0 89 213 5 0 307 0 2 127 47 0 176 608

7:45 AM 0 75 2 58 0 135 0 0 7 0 0 7 0 119 253 2 0 374 0 0 139 50 0 189 705

Hourly Total 0 213 4 185 2 402 0 8 17 3 1 28 0 348 758 12 0 1118 1 5 483 199 1 688 2236

8:00 AM 0 61 0 54 0 115 0 3 2 2 1 7 0 115 222 3 0 340 0 4 159 53 0 216 678

8:15 AM 0 66 2 54 1 122 0 6 1 0 1 7 0 89 195 4 0 288 1 2 137 48 0 188 605

8:30 AM 0 64 4 51 0 119 0 3 3 1 0 7 0 87 177 3 0 267 0 0 154 58 0 212 605

8:45 AM 0 51 2 56 0 109 0 5 8 1 0 14 0 84 182 1 0 267 0 4 143 63 1 210 600

Hourly Total 0 242 8 215 1 465 0 17 14 4 2 35 0 375 776 11 0 1162 1 10 593 222 1 826 2488

*** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - - -

4:00 PM 0 39 1 80 0 120 0 6 1 0 0 7 0 54 145 5 0 204 0 3 231 62 0 296 627

4:15 PM 0 42 1 75 0 118 0 5 1 3 0 9 0 45 139 1 0 185 0 6 212 58 0 276 588

4:30 PM 0 63 3 69 0 135 0 9 5 1 0 15 0 52 117 3 0 172 0 5 214 32 0 251 573

4:45 PM 0 47 3 70 0 120 0 5 4 0 0 9 0 73 134 0 0 207 0 3 219 60 0 282 618

Hourly Total 0 191 8 294 0 493 0 25 11 4 0 40 0 224 535 9 0 768 0 17 876 212 0 1105 2406

5:00 PM 0 70 2 83 0 155 0 8 5 1 0 14 0 48 156 2 1 206 0 4 246 44 0 294 669

5:15 PM 0 55 1 79 0 135 0 3 8 0 0 11 0 57 155 4 0 216 0 2 242 49 0 293 655

5:30 PM 0 53 1 71 1 125 0 5 6 2 0 13 0 67 146 3 0 216 0 5 239 55 0 299 653

5:45 PM 0 58 4 87 0 149 0 4 5 0 0 9 0 59 121 1 0 181 0 4 175 47 0 226 565

Hourly Total 0 236 8 320 1 564 0 20 24 3 0 47 0 231 578 10 1 819 0 15 902 195 0 1112 2542

Grand Total 0 882 28 1014 4 1924 0 70 66 14 3 150 0 1178 2647 42 1 3867 2 47 2854 828 2 3731 9672

Approach % 0.0 45.8 1.5 52.7 - - 0.0 46.7 44.0 9.3 - - 0.0 30.5 68.5 1.1 - - 0.1 1.3 76.5 22.2 - - -

Total % 0.0 9.1 0.3 10.5 - 19.9 0.0 0.7 0.7 0.1 - 1.6 0.0 12.2 27.4 0.4 - 40.0 0.0 0.5 29.5 8.6 - 38.6 -

Lights 0 864 28 976 - 1868 0 69 66 14 - 149 0 1152 2580 42 - 3774 2 47 2758 811 - 3618 9409

% Lights - 98.0 100.0 96.3 - 97.1 - 98.6 100.0 100.0 - 99.3 - 97.8 97.5 100.0 - 97.6 100.0 100.0 96.6 97.9 - 97.0 97.3

Buses 0 8 0 9 - 17 0 0 0 0 - 0 0 8 22 0 - 30 0 0 22 9 - 31 78

% Buses - 0.9 0.0 0.9 - 0.9 - 0.0 0.0 0.0 - 0.0 - 0.7 0.8 0.0 - 0.8 0.0 0.0 0.8 1.1 - 0.8 0.8

Single-Unit Trucks 0 10 0 29 - 39 0 1 0 0 - 1 0 15 41 0 - 56 0 0 63 8 - 71 167

% Single-UnitTrucks - 1.1 0.0 2.9 - 2.0 - 1.4 0.0 0.0 - 0.7 - 1.3 1.5 0.0 - 1.4 0.0 0.0 2.2 1.0 - 1.9 1.7

Articulated Trucks 0 0 0 0 - 0 0 0 0 0 - 0 0 3 4 0 - 7 0 0 11 0 - 11 18

% ArticulatedTrucks - 0.0 0.0 0.0 - 0.0 - 0.0 0.0 0.0 - 0.0 - 0.3 0.2 0.0 - 0.2 0.0 0.0 0.4 0.0 - 0.3 0.2

Bicycles on Road 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0

% Bicycles onRoad - 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 0.0 0.0 - 0.0 0.0

Pedestrians - - - - 4 - - - - - 3 - - - - - 1 - - - - - 2 - -

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




02/02/2016 7:00 AMEnding At02/02/2016 6:00 PM

LightsBusesSingle-Unit TrucksArticulated TrucksOther

IL 43 [N]

Out In Total

3460 3618 7078

30 31 61

51 71 122

4 11 15

0 0 0

3545 3731 7276

811 2758 47 2 0

9 22 0 0 0

8 63 0 0 0

0 11 0 0 0

0 0 0 0 2

828 2854 47 2 2R T L U P

117 0 0 0 0 117

Out

150 0 0 1 0 149

In

267 0 0 1 0 266

Total

Chestnut A

venue [E]

R 14 0 0 0 0 14

T 66 0 0 0 0 66

L 70 0 0 1 0 69

U 0 0 0 0 0 0

P 3 3 0 0 0 0

3803 3774 7577

31 30 61

93 56 149

11 7 18

0 0 0

3938 3867 7805Out In Total

IL 43 [S]

U L T R P

0 1152 2580 42 0

0 8 22 0 0

0 15 41 0 0

0 3 4 0 0

0 0 0 0 1

0 1178 2647 42 1

Che

stnu

t Ave

nue

[W]

Tota

l

3897 34 62 3 0

3996

In

1868 17 39 0 0

1924

Out

2029 17 23 3 0

2072

0 0 0 0 0 0 U

864 8 10 0 0 882 L

28 0 0 0 0 28 T

976 9 29 0 0

1014 R

0 0 0 0 4 4 P

Turning Movement Data Plot




Turning Movement Peak Hour Data (7:30 AM)

Start Time





Total Int. Total

7:30 AM 0 53 1 58 0 112 0 6 6 1 0 13 0 89 213 5 0 307 0 2 127 47 0 176 608

7:45 AM 0 75 2 58 0 135 0 0 7 0 0 7 0 119 253 2 0 374 0 0 139 50 0 189 705

8:00 AM 0 61 0 54 0 115 0 3 2 2 1 7 0 115 222 3 0 340 0 4 159 53 0 216 678

8:15 AM 0 66 2 54 1 122 0 6 1 0 1 7 0 89 195 4 0 288 1 2 137 48 0 188 605

Total 0 255 5 224 1 484 0 15 16 3 2 34 0 412 883 14 0 1309 1 8 562 198 0 769 2596

Approach % 0.0 52.7 1.0 46.3 - - 0.0 44.1 47.1 8.8 - - 0.0 31.5 67.5 1.1 - - 0.1 1.0 73.1 25.7 - - -

Total % 0.0 9.8 0.2 8.6 - 18.6 0.0 0.6 0.6 0.1 - 1.3 0.0 15.9 34.0 0.5 - 50.4 0.0 0.3 21.6 7.6 - 29.6 -

PHF 0.000 0.850 0.625 0.966 - 0.896 0.000 0.625 0.571 0.375 - 0.654 0.000 0.866 0.873 0.700 - 0.875 0.250 0.500 0.884 0.934 - 0.890 0.921

Lights 0 243 5 206 - 454 0 15 16 3 - 34 0 403 852 14 - 1269 1 8 524 192 - 725 2482

% Lights - 95.3 100.0 92.0 - 93.8 - 100.0 100.0 100.0 - 100.0 - 97.8 96.5 100.0 - 96.9 100.0 100.0 93.2 97.0 - 94.3 95.6

Buses 0 5 0 3 - 8 0 0 0 0 - 0 0 4 10 0 - 14 0 0 6 3 - 9 31

% Buses - 2.0 0.0 1.3 - 1.7 - 0.0 0.0 0.0 - 0.0 - 1.0 1.1 0.0 - 1.1 0.0 0.0 1.1 1.5 - 1.2 1.2





Bicycles on Road 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0

% Bicycles onRoad - 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 0.0 0.0 - 0.0 0.0

Pedestrians - - - - 1 - - - - - 2 - - - - - 0 - - - - - 0 - -

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




Peak Hour Data

02/02/2016 7:30 AMEnding At02/02/2016 8:30 AM


IL 43 [N]

Out In Total

1099 725 1824

15 9 24

24 32 56

4 3 7

0 0 0

1142 769 1911

192 524 8 1 0

3 6 0 0 0

3 29 0 0 0

0 3 0 0 0

0 0 0 0 0

198 562 8 1 0R T L U P

27 0 0 0 0 27

Out

34 0 0 0 0 34 In

61 0 0 0 0 61

Total

Chestnut A

venue [E]

R 3 0 0 0 0 3

T 16 0 0 0 0 16

L 15 0 0 0 0 15

U 0 0 0 0 0 0

P 2 2 0 0 0 0

745 1269 2014

9 14 23

44 21 65

3 5 8

0 0 0

801 1309 2110Out In Total

IL 43 [S]

U L T R P

0 403 852 14 0

0 4 10 0 0

0 4 17 0 0

0 1 4 0 0

0 0 0 0 0

0 412 883 14 0

Che

stnu

t Ave

nue

[W]

Tota

l

1065 15 29 1 0

1110

In 454 8 22 0 0 484

Out

611 7 7 1 0 626

0 0 0 0 0 0 U

243 5 7 0 0 255 L

5 0 0 0 0 5 T

206 3 15 0 0 224 R

0 0 0 0 1 1 P

Turning Movement Peak Hour Data Plot (7:30 AM)




Turning Movement Peak Hour Data (4:45 PM)

Start Time





Total Int. Total

4:45 PM 0 47 3 70 0 120 0 5 4 0 0 9 0 73 134 0 0 207 0 3 219 60 0 282 618

5:00 PM 0 70 2 83 0 155 0 8 5 1 0 14 0 48 156 2 1 206 0 4 246 44 0 294 669

5:15 PM 0 55 1 79 0 135 0 3 8 0 0 11 0 57 155 4 0 216 0 2 242 49 0 293 655

5:30 PM 0 53 1 71 1 125 0 5 6 2 0 13 0 67 146 3 0 216 0 5 239 55 0 299 653

Total 0 225 7 303 1 535 0 21 23 3 0 47 0 245 591 9 1 845 0 14 946 208 0 1168 2595

Approach % 0.0 42.1 1.3 56.6 - - 0.0 44.7 48.9 6.4 - - 0.0 29.0 69.9 1.1 - - 0.0 1.2 81.0 17.8 - - -

Total % 0.0 8.7 0.3 11.7 - 20.6 0.0 0.8 0.9 0.1 - 1.8 0.0 9.4 22.8 0.3 - 32.6 0.0 0.5 36.5 8.0 - 45.0 -

PHF 0.000 0.804 0.583 0.913 - 0.863 0.000 0.656 0.719 0.375 - 0.839 0.000 0.839 0.947 0.563 - 0.978 0.000 0.700 0.961 0.867 - 0.977 0.970

Lights 0 225 7 299 - 531 0 21 23 3 - 47 0 242 583 9 - 834 0 14 937 207 - 1158 2570

% Lights - 100.0 100.0 98.7 - 99.3 - 100.0 100.0 100.0 - 100.0 - 98.8 98.6 100.0 - 98.7 - 100.0 99.0 99.5 - 99.1 99.0

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

% Buses - 0.0 0.0 0.7 - 0.4 - 0.0 0.0 0.0 - 0.0 - 0.0 0.3 0.0 - 0.2 - 0.0 0.2 0.5 - 0.3 0.3


% Single-UnitTrucks - 0.0 0.0 0.7 - 0.4 - 0.0 0.0 0.0 - 0.0 - 1.2 1.0 0.0 - 1.1 - 0.0 0.4 0.0 - 0.3 0.6


% 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 0.3 0.0 - 0.3 0.1

Bicycles on Road 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0

% Bicycles onRoad - 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 0.0 - 0.0 0.0

Pedestrians - - - - 1 - - - - - 0 - - - - - 1 - - - - - 0 - -

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




Peak Hour Data

02/02/2016 4:45 PMEnding At02/02/2016 5:45 PM


IL 43 [N]

Out In Total

811 1158 1969

2 3 5

6 4 10

0 3 3

0 0 0

819 1168 1987

207 937 14 0 0

1 2 0 0 0

0 4 0 0 0

0 3 0 0 0

0 0 0 0 0

208 946 14 0 0R T L U P

30 0 0 0 0 30

Out

47 0 0 0 0 47 In

77 0 0 0 0 77

Total

Chestnut A

venue [E]

R 3 0 0 0 0 3

T 23 0 0 0 0 23

L 21 0 0 0 0 21

U 0 0 0 0 0 0

P 0 0 0 0 0 0

1257 834 2091

4 2 6

6 9 15

3 0 3

0 0 0


IL 43 [S]

U L T R P

0 242 583 9 0

0 0 2 0 0

0 3 6 0 0

0 0 0 0 0

0 0 0 0 1

0 245 591 9 1

Che

stnu

t Ave

nue

[W]

Tota

l

1003 3 5 0 0

1011

In 531 2 2 0 0 535

Out

472 1 3 0 0 476

0 0 0 0 0 0 U

225 0 0 0 0 225 L

7 0 0 0 0 7 T

299 2 2 0 0 303 R

0 0 0 0 1 1 P

Turning Movement Peak Hour Data Plot (4:45 PM)



Count Name: IL 43 and Chestnut Mid-DaySite Code:Start Date: 02/02/2016Page No: 1


Start Time





Total Int. Total

11:30 AM 0 39 2 67 0 108 0 6 6 1 0 13 0 57 178 4 0 239 1 9 152 33 0 195 555

11:45 AM 0 56 3 68 0 127 0 5 4 1 0 10 0 72 194 2 0 268 1 11 171 61 0 244 649

Hourly Total 0 95 5 135 0 235 0 11 10 2 0 23 0 129 372 6 0 507 2 20 323 94 0 439 1204

12:00 PM 0 50 9 56 0 115 0 5 3 2 0 10 0 48 154 9 0 211 1 7 159 50 0 217 553

12:15 PM 0 49 6 63 0 118 0 9 8 2 0 19 0 61 177 3 0 241 0 13 159 46 1 218 596

12:30 PM 0 58 3 53 0 114 0 9 6 4 0 19 0 60 159 4 0 223 0 13 163 59 0 235 591

12:45 PM 0 39 5 66 0 110 0 11 9 1 0 21 0 78 171 1 0 250 0 7 159 58 0 224 605

Hourly Total 0 196 23 238 0 457 0 34 26 9 0 69 0 247 661 17 0 925 1 40 640 213 1 894 2345

1:00 PM 0 31 3 51 0 85 0 6 8 5 0 19 0 57 130 2 0 189 0 7 125 46 0 178 471

1:15 PM 0 43 7 53 0 103 0 6 6 5 0 17 0 45 142 3 0 190 1 10 152 38 0 201 511

Grand Total 0 365 38 477 0 880 0 57 50 21 0 128 0 478 1305 28 0 1811 4 77 1240 391 1 1712 4531

Approach % 0.0 41.5 4.3 54.2 - - 0.0 44.5 39.1 16.4 - - 0.0 26.4 72.1 1.5 - - 0.2 4.5 72.4 22.8 - - -

Total % 0.0 8.1 0.8 10.5 - 19.4 0.0 1.3 1.1 0.5 - 2.8 0.0 10.5 28.8 0.6 - 40.0 0.1 1.7 27.4 8.6 - 37.8 -

Lights 0 355 38 461 - 854 0 56 47 21 - 124 0 461 1259 27 - 1747 4 75 1186 380 - 1645 4370

% Lights - 97.3 100.0 96.6 - 97.0 - 98.2 94.0 100.0 - 96.9 - 96.4 96.5 96.4 - 96.5 100.0 97.4 95.6 97.2 - 96.1 96.4

Buses 0 0 0 2 - 2 0 0 0 0 - 0 0 3 9 0 - 12 0 0 6 1 - 7 21

% Buses - 0.0 0.0 0.4 - 0.2 - 0.0 0.0 0.0 - 0.0 - 0.6 0.7 0.0 - 0.7 0.0 0.0 0.5 0.3 - 0.4 0.5





Bicycles on Road 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0

% Bicycles onRoad - 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 0.0 0.0 - 0.0 0.0

Pedestrians - - - - 0 - - - - - 0 - - - - - 0 - - - - - 1 - -

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




02/02/2016 11:30 AMEnding At02/02/2016 1:30 PM


IL 43 [N]

Out In Total

1639 1645 3284

9 7 16

44 51 95

3 9 12

0 0 0

1695 1712 3407

380 1186 75 4 0

1 6 0 0 0

10 39 2 0 0

0 9 0 0 0

0 0 0 0 1

391 1240 77 4 1R T L U P

143 0 0 3 0 140

Out

128 0 0 4 0 124

In

271 0 0 7 0 264

Total

Chestnut A

venue [E]

R 21 0 0 0 0 21

T 50 0 0 3 0 47

L 57 0 0 1 0 56

U 0 0 0 0 0 0

P 0 0 0 0 0 0

1703 1747 3450

8 12 20

54 49 103

9 3 12

0 0 0

1774 1811 3585Out In Total

IL 43 [S]

U L T R P

0 461 1259 27 0

0 3 9 0 0

0 14 34 1 0

0 0 3 0 0

0 0 0 0 0

0 478 1305 28 0

Che

stnu

t Ave

nue

[W]

Tota

l

1742 6 51 0 0

1799

In 854 2 24 0 0 880

Out

888 4 27 0 0 919

0 0 0 0 0 0 U

355 0 10 0 0 365 L

38 0 0 0 0 38 T

461 2 14 0 0 477 R

0 0 0 0 0 0 P






Start Time





Total Int. Total

11:45 AM 0 56 3 68 0 127 0 5 4 1 0 10 0 72 194 2 0 268 1 11 171 61 0 244 649

12:00 PM 0 50 9 56 0 115 0 5 3 2 0 10 0 48 154 9 0 211 1 7 159 50 0 217 553

12:15 PM 0 49 6 63 0 118 0 9 8 2 0 19 0 61 177 3 0 241 0 13 159 46 1 218 596

12:30 PM 0 58 3 53 0 114 0 9 6 4 0 19 0 60 159 4 0 223 0 13 163 59 0 235 591

Total 0 213 21 240 0 474 0 28 21 9 0 58 0 241 684 18 0 943 2 44 652 216 1 914 2389

Approach % 0.0 44.9 4.4 50.6 - - 0.0 48.3 36.2 15.5 - - 0.0 25.6 72.5 1.9 - - 0.2 4.8 71.3 23.6 - - -

Total % 0.0 8.9 0.9 10.0 - 19.8 0.0 1.2 0.9 0.4 - 2.4 0.0 10.1 28.6 0.8 - 39.5 0.1 1.8 27.3 9.0 - 38.3 -

PHF 0.000 0.918 0.583 0.882 - 0.933 0.000 0.778 0.656 0.563 - 0.763 0.000 0.837 0.881 0.500 - 0.880 0.500 0.846 0.953 0.885 - 0.936 0.920

Lights 0 203 21 230 - 454 0 27 20 9 - 56 0 233 665 17 - 915 2 43 620 209 - 874 2299

% Lights - 95.3 100.0 95.8 - 95.8 - 96.4 95.2 100.0 - 96.6 - 96.7 97.2 94.4 - 97.0 100.0 97.7 95.1 96.8 - 95.6 96.2

Buses 0 0 0 2 - 2 0 0 0 0 - 0 0 2 5 0 - 7 0 0 5 1 - 6 15

% Buses - 0.0 0.0 0.8 - 0.4 - 0.0 0.0 0.0 - 0.0 - 0.8 0.7 0.0 - 0.7 0.0 0.0 0.8 0.5 - 0.7 0.6





Bicycles on Road 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0

% Bicycles onRoad - 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 0.0 0.0 - 0.0 0.0

Pedestrians - - - - 0 - - - - - 0 - - - - - 0 - - - - - 1 - -

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




Peak Hour Data

02/02/2016 11:45 AMEnding At02/02/2016 12:45 PM


IL 43 [N]

Out In Total

879 874 1753

5 6 11

23 29 52

1 5 6

0 0 0

908 914 1822

209 620 43 2 0

1 5 0 0 0

6 22 1 0 0

0 5 0 0 0

0 0 0 0 1

216 652 44 2 1R T L U P

83 0 0 2 0 81

Out

58 0 0 2 0 56 In

141 0 0 4 0 137

Total

Chestnut A

venue [E]

R 9 0 0 0 0 9

T 21 0 0 1 0 20

L 28 0 0 1 0 27

U 0 0 0 0 0 0

P 0 0 0 0 0 0

877 915 1792

7 7 14

31 20 51

5 1 6

0 0 0


IL 43 [S]

U L T R P

0 233 665 17 0

0 2 5 0 0

0 6 13 1 0

0 0 1 0 0

0 0 0 0 0

0 241 684 18 0

Che

stnu

t Ave

nue

[W]

Tota

l

916 5 31 0 0 952

In 454 2 18 0 0 474

Out

462 3 13 0 0 478

0 0 0 0 0 0 U

203 0 10 0 0 213 L

21 0 0 0 0 21 T

230 2 8 0 0 240 R

0 0 0 0 0 0 P




Count Name: IL 43 and GlenwoodSite Code:Start Date: 03/10/2016Page No: 1


Start Time

Glenwood Avenue IL 43 IL 43

Westbound Northbound Southbound

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

7:00 AM 0 3 6 1 9 0 196 6 0 202 0 3 129 0 132 343

7:15 AM 0 0 7 0 7 0 252 4 0 256 0 5 157 0 162 425

7:30 AM 0 2 9 0 11 0 305 12 0 317 0 7 176 0 183 511

7:45 AM 0 5 5 2 10 0 353 3 0 356 0 10 195 0 205 571

Hourly Total 0 10 27 3 37 0 1106 25 0 1131 0 25 657 0 682 1850

8:00 AM 0 1 8 0 9 0 309 6 0 315 0 5 182 0 187 511

8:15 AM 0 3 7 0 10 1 318 4 0 323 0 3 210 0 213 546

8:30 AM 0 3 5 0 8 0 261 0 0 261 0 4 238 0 242 511

8:45 AM 0 1 8 0 9 0 297 2 0 299 0 3 209 0 212 520

Hourly Total 0 8 28 0 36 1 1185 12 0 1198 0 15 839 0 854 2088

*** BREAK *** - - - - - - - - - - - - - - - -

11:30 AM 0 4 5 0 9 0 257 4 0 261 0 6 232 0 238 508

11:45 AM 0 5 10 0 15 0 246 7 0 253 0 6 281 0 287 555

Hourly Total 0 9 15 0 24 0 503 11 0 514 0 12 513 0 525 1063

12:00 PM 0 1 9 0 10 0 245 6 0 251 0 8 221 0 229 490

12:15 PM 0 1 11 0 12 0 235 4 0 239 1 10 269 0 280 531

12:30 PM 0 5 6 3 11 0 230 4 0 234 0 6 272 0 278 523

12:45 PM 0 3 10 1 13 0 239 2 0 241 0 10 272 0 282 536

Hourly Total 0 10 36 4 46 0 949 16 0 965 1 34 1034 0 1069 2080

1:00 PM 0 5 8 0 13 0 229 3 0 232 1 3 221 0 225 470

1:15 PM 0 1 7 0 8 0 202 1 0 203 0 4 223 0 227 438

*** BREAK *** - - - - - - - - - - - - - - - -

Hourly Total 0 6 15 0 21 0 431 4 0 435 1 7 444 0 452 908

4:00 PM 0 1 13 0 14 0 206 2 0 208 0 7 319 0 326 548

4:15 PM 0 2 7 0 9 0 267 2 0 269 1 15 317 0 333 611

4:30 PM 0 2 11 0 13 0 209 3 0 212 0 16 314 1 330 555

4:45 PM 0 1 5 1 6 0 239 3 0 242 0 16 332 0 348 596

Hourly Total 0 6 36 1 42 0 921 10 0 931 1 54 1282 1 1337 2310

5:00 PM 0 3 15 2 18 0 269 1 0 270 0 23 324 0 347 635

5:15 PM 0 1 13 0 14 0 238 4 0 242 0 32 351 0 383 639

5:30 PM 0 4 15 0 19 0 230 7 0 237 0 31 312 0 343 599

5:45 PM 0 2 7 1 9 0 209 4 0 213 0 28 321 0 349 571

Hourly Total 0 10 50 3 60 0 946 16 0 962 0 114 1308 0 1422 2444

Grand Total 0 59 207 11 266 1 6041 94 0 6136 3 261 6077 1 6341 12743

Approach % 0.0 22.2 77.8 - - 0.0 98.5 1.5 - - 0.0 4.1 95.8 - - -

Total % 0.0 0.5 1.6 - 2.1 0.0 47.4 0.7 - 48.2 0.0 2.0 47.7 - 49.8 -

Lights 0 58 204 - 262 0 5892 89 - 5981 2 254 5910 - 6166 12409

% Lights - 98.3 98.6 - 98.5 0.0 97.5 94.7 - 97.5 66.7 97.3 97.3 - 97.2 97.4

Buses 0 0 1 - 1 0 36 5 - 41 0 3 38 - 41 83

% Buses - 0.0 0.5 - 0.4 0.0 0.6 5.3 - 0.7 0.0 1.1 0.6 - 0.6 0.7

Single-Unit Trucks 0 1 2 - 3 1 88 0 - 89 0 2 98 - 100 192

% Single-Unit Trucks - 1.7 1.0 - 1.1 100.0 1.5 0.0 - 1.5 0.0 0.8 1.6 - 1.6 1.5

Articulated Trucks 0 0 0 - 0 0 25 0 - 25 1 0 31 - 32 57

% Articulated Trucks - 0.0 0.0 - 0.0 0.0 0.4 0.0 - 0.4 33.3 0.0 0.5 - 0.5 0.4

Bicycles on Road 0 0 0 - 0 0 0 0 - 0 0 2 0 - 2 2

% Bicycles on Road - 0.0 0.0 - 0.0 0.0 0.0 0.0 - 0.0 0.0 0.8 0.0 - 0.0 0.0

Pedestrians - - - 11 - - - - 0 - - - - 1 - -

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




03/10/2016 7:00 AMEnding At03/10/2016 6:00 PM


IL 43 [N]

Out In Total

6098 6166 12264

37 41 78

90 100 190

26 32 58

0 2 2

6251 6341 12592

5910 254 2 0

38 3 0 0

98 2 0 0

31 0 1 0

0 2 0 1

6077 261 3 1T L U P

355 2 0 2 8 343

Out

266 0 0 3 1 262

In

621 2 0 5 9 605

Total

Glenw

ood Avenue [E

]

R 207 0 0 2 1 204

L 59 0 0 1 0 58

U 0 0 0 0 0 0

P 11 11 0 0 0 0

5968 5981 11949

38 41 79

100 89 189

31 25 56

0 0 0

6137 6136 12273Out In Total

IL 43 [S]

U T R P

0 5892 89 0

0 36 5 0

1 88 0 0

0 25 0 0

0 0 0 0

1 6041 94 0






Start Time




7:30 AM 0 2 9 0 11 0 305 12 0 317 0 7 176 0 183 511

7:45 AM 0 5 5 2 10 0 353 3 0 356 0 10 195 0 205 571

8:00 AM 0 1 8 0 9 0 309 6 0 315 0 5 182 0 187 511

8:15 AM 0 3 7 0 10 1 318 4 0 323 0 3 210 0 213 546

Total 0 11 29 2 40 1 1285 25 0 1311 0 25 763 0 788 2139

Approach % 0.0 27.5 72.5 - - 0.1 98.0 1.9 - - 0.0 3.2 96.8 - - -

Total % 0.0 0.5 1.4 - 1.9 0.0 60.1 1.2 - 61.3 0.0 1.2 35.7 - 36.8 -

PHF 0.000 0.550 0.806 - 0.909 0.250 0.910 0.521 - 0.921 0.000 0.625 0.908 - 0.925 0.937

Lights 0 11 29 - 40 0 1250 23 - 1273 0 23 728 - 751 2064

% Lights - 100.0 100.0 - 100.0 0.0 97.3 92.0 - 97.1 - 92.0 95.4 - 95.3 96.5

Buses 0 0 0 - 0 0 12 2 - 14 0 2 9 - 11 25

% Buses - 0.0 0.0 - 0.0 0.0 0.9 8.0 - 1.1 - 8.0 1.2 - 1.4 1.2


% Single-Unit Trucks - 0.0 0.0 - 0.0 100.0 1.6 0.0 - 1.6 - 0.0 2.9 - 2.8 2.0


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

Bicycles on Road 0 0 0 - 0 0 0 0 - 0 0 0 0 - 0 0

% Bicycles on Road - 0.0 0.0 - 0.0 0.0 0.0 0.0 - 0.0 - 0.0 0.0 - 0.0 0.0

Pedestrians - - - 2 - - - - 0 - - - - 0 - -

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




Peak Hour Data

03/10/2016 7:30 AMEnding At03/10/2016 8:30 AM


IL 43 [N]

Out In Total

1279 751 2030

12 11 23

20 22 42

3 4 7

0 0 0

1314 788 2102

728 23 0 0

9 2 0 0

22 0 0 0

4 0 0 0

0 0 0 0

763 25 0 0T L U P

50 0 0 0 4 46

Out

40 0 0 0 0 40 In

90 0 0 0 4 86

Total

Glenw

ood Avenue [E

]

R 29 0 0 0 0 29

L 11 0 0 0 0 11

U 0 0 0 0 0 0

P 2 2 0 0 0 0

739 1273 2012

9 14 23

23 21 44

4 3 7

0 0 0


IL 43 [S]

U T R P

0 1250 23 0

0 12 2 0

1 20 0 0

0 3 0 0

0 0 0 0

1 1285 25 0






Start Time




11:45 AM 0 5 10 0 15 0 246 7 0 253 0 6 281 0 287 555

12:00 PM 0 1 9 0 10 0 245 6 0 251 0 8 221 0 229 490

12:15 PM 0 1 11 0 12 0 235 4 0 239 1 10 269 0 280 531

12:30 PM 0 5 6 3 11 0 230 4 0 234 0 6 272 0 278 523

Total 0 12 36 3 48 0 956 21 0 977 1 30 1043 0 1074 2099

Approach % 0.0 25.0 75.0 - - 0.0 97.9 2.1 - - 0.1 2.8 97.1 - - -

Total % 0.0 0.6 1.7 - 2.3 0.0 45.5 1.0 - 46.5 0.0 1.4 49.7 - 51.2 -

PHF 0.000 0.600 0.818 - 0.800 0.000 0.972 0.750 - 0.965 0.250 0.750 0.928 - 0.936 0.945

Lights 0 12 36 - 48 0 926 20 - 946 1 28 1003 - 1032 2026

% Lights - 100.0 100.0 - 100.0 - 96.9 95.2 - 96.8 100.0 93.3 96.2 - 96.1 96.5

Buses 0 0 0 - 0 0 4 1 - 5 0 0 7 - 7 12

% Buses - 0.0 0.0 - 0.0 - 0.4 4.8 - 0.5 0.0 0.0 0.7 - 0.7 0.6


% Single-Unit Trucks - 0.0 0.0 - 0.0 - 2.0 0.0 - 1.9 0.0 3.3 2.2 - 2.2 2.0


% Articulated Trucks - 0.0 0.0 - 0.0 - 0.7 0.0 - 0.7 0.0 0.0 1.0 - 0.9 0.8

Bicycles on Road 0 0 0 - 0 0 0 0 - 0 0 1 0 - 1 1

% Bicycles on Road - 0.0 0.0 - 0.0 - 0.0 0.0 - 0.0 0.0 3.3 0.0 - 0.1 0.0

Pedestrians - - - 3 - - - - 0 - - - - 0 - -

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




Peak Hour Data

03/10/2016 11:45 AMEnding At03/10/2016 12:45 PM


IL 43 [N]

Out In Total

963 1032 1995

4 7 11

19 24 43

7 10 17

0 1 1

993 1074 2067

1003 28 1 0

7 0 0 0

23 1 0 0

10 0 0 0

0 1 0 0

1043 30 1 0T L U P

51 1 0 1 1 48

Out

48 0 0 0 0 48 In

99 1 0 1 1 96

Total

Glenw

ood Avenue [E

]

R 36 0 0 0 0 36

L 12 0 0 0 0 12

U 0 0 0 0 0 0

P 3 3 0 0 0 0

1015 946 1961

7 5 12

23 19 42

10 7 17

0 0 0


IL 43 [S]

U T R P

0 926 20 0

0 4 1 0

0 19 0 0

0 7 0 0

0 0 0 0

0 956 21 0





Turning Movement Peak Hour Data (4:45 PM)

Start Time




4:45 PM 0 1 5 1 6 0 239 3 0 242 0 16 332 0 348 596

5:00 PM 0 3 15 2 18 0 269 1 0 270 0 23 324 0 347 635

5:15 PM 0 1 13 0 14 0 238 4 0 242 0 32 351 0 383 639

5:30 PM 0 4 15 0 19 0 230 7 0 237 0 31 312 0 343 599

Total 0 9 48 3 57 0 976 15 0 991 0 102 1319 0 1421 2469

Approach % 0.0 15.8 84.2 - - 0.0 98.5 1.5 - - 0.0 7.2 92.8 - - -

Total % 0.0 0.4 1.9 - 2.3 0.0 39.5 0.6 - 40.1 0.0 4.1 53.4 - 57.6 -

PHF 0.000 0.563 0.800 - 0.750 0.000 0.907 0.536 - 0.918 0.000 0.797 0.939 - 0.928 0.966

Lights 0 9 47 - 56 0 969 15 - 984 0 102 1310 - 1412 2452

% Lights - 100.0 97.9 - 98.2 - 99.3 100.0 - 99.3 - 100.0 99.3 - 99.4 99.3

Buses 0 0 0 - 0 0 2 0 - 2 0 0 5 - 5 7

% Buses - 0.0 0.0 - 0.0 - 0.2 0.0 - 0.2 - 0.0 0.4 - 0.4 0.3


% Single-Unit Trucks - 0.0 2.1 - 1.8 - 0.3 0.0 - 0.3 - 0.0 0.1 - 0.1 0.2


% Articulated Trucks - 0.0 0.0 - 0.0 - 0.2 0.0 - 0.2 - 0.0 0.2 - 0.2 0.2

Bicycles on Road 0 0 0 - 0 0 0 0 - 0 0 0 0 - 0 0

% Bicycles on Road - 0.0 0.0 - 0.0 - 0.0 0.0 - 0.0 - 0.0 0.0 - 0.0 0.0

Pedestrians - - - 3 - - - - 0 - - - - 0 - -

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




Peak Hour Data

03/10/2016 4:45 PMEnding At03/10/2016 5:45 PM


IL 43 [N]

Out In Total

1016 1412 2428

2 5 7

4 1 5

2 3 5

0 0 0

1024 1421 2445

1310 102 0 0

5 0 0 0

1 0 0 0

3 0 0 0

0 0 0 0

1319 102 0 0T L U P

117 0 0 0 0 117

Out

57 0 0 1 0 56 In

174 0 0 1 0 173

Total

Glenw

ood Avenue [E

]

R 48 0 0 1 0 47

L 9 0 0 0 0 9

U 0 0 0 0 0 0

P 3 3 0 0 0 0

1319 984 2303

5 2 7

1 3 4

3 2 5

0 0 0


IL 43 [S]

U T R P

0 969 15 0

0 2 0 0

0 3 0 0

0 2 0 0

0 0 0 0

0 976 15 0

Turning Movement Peak Hour Data Plot (4:45 PM)


Level of Service Criteria


LEVEL OF SERVICE CRITERIA 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.

>80.0

Unsignalized Intersections Level of Service Average Total Delay (SEC/VEH)

A 0 - 10

B > 10 - 15

C > 15 - 25

D > 25 - 35

E > 35 - 50

F > 50 Source: Highway Capacity Manual, 2010.


Capacity Analysis Summary Sheets

HCS 2010 Signalized Intersection Input Data

General Information Intersection Information

Agency KLOA, Inc. Duration, h 0.25Analyst NJB Analysis Date 2/9/2016 Area Type OtherJurisdiction IDOT Time Period AM Peak PHF 0.92Urban Street IL 43 Analysis Year 2016 Analysis Period 1> 7:00Intersection IL 43 and Chestnut Ave File Name IL 43 and Chestnut Exisitng AM Peak.xusProject Description Existing AM Peak Hour

Demand Information EB WB NB SBApproach Movement L T R L T R L T R L T RDemand ( v ), veh/h 255 5 224 15 16 3 412 883 14 8 562 198

Signal Information

GreenYellowRed

3.0 12.0 54.9 3.0 13.1 8.03.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8

Cycle, s 120.0 Reference Phase 2Offset, s 0 Reference Point BeginUncoordinated No Simult. Gap E/W OnForce Mode Fixed Simult. Gap N/S On

Traffic Information EB WB NB SBApproach Movement L T R L T R L T R L T RDemand (v), veh/h 255 5 224 15 16 3 412 883 14 8 562 198Initial Queue (Qb), veh/h 0 0 0 0 0 0 0 0 0 0 0 0Base Saturation Flow Rate (so), veh/h 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 2000 1900Parking (Nm), man/h None None None NoneHeavy Vehicles (PHV), % 5 0 0 0 2 4 0 7 3Ped / Bike / RTOR, /h 0 0 0 0 0 0 0 0 0 0 0 0Buses (Nb), buses/h 0 0 0 0 0 0 0 0 0 0 0 0Arrival Type (AT) 3 3 3 3 3 3 3 4 3 3 4 3Upstream Filtering (I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Lane Width (W), ft 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0Turn Bay Length, ft 345 0 0 0 320 0 115 0 180Grade (Pg), % 0 0 0 0Speed Limit, mi/h 35 35 35 35 35 35 35 35 35 35 35 35

Phase Information EBL EBT WBL WBT NBL NBT SBL SBTMaximum Green (Gmax) or Phase Split, s 25.2 30.0 13.2 18.0 30.0 63.6 13.2 46.8Yellow Change Interval (Y), s 3.5 4.5 3.5 4.5 3.5 4.5 3.5 4.5Red Clearance Interval ( Rc), s 0.0 1.5 0.0 1.5 0.0 1.5 0.0 1.5Minimum Green ( Gmin), s 3 8 3 8 3 15 3 15Start-Up Lost Time ( lt), s 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Extension of Effective Green (e), s 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Passage (PT), s 3.0 4.0 3.0 4.0 3.0 7.0 3.0 7.0Recall Mode Off Off Off Off Off Min Off MinDual Entry Yes Yes Yes Yes Yes Yes Yes YesWalk (Walk), s 0.0 7.0 0.0 9.0 0.0 7.0 0.0 7.0Pedestrian Clearance Time (PC), s 0.0 22.0 0.0 23.0 0.0 16.0 0.0 24.0

Multimodal Information EB WB NB SB85th % Speed / Rest in Walk / Corner Radius 0 No 25 0 No 25 0 No 25 0 No 25Walkway / Crosswalk Width / Length, ft 9.0 12 0 9.0 12 0 9.0 12 0 9.0 12 0Street Width / Island / Curb 0 0 No 0 0 No 0 0 No 0 0 NoWidth Outside / Bike Lane / Shoulder, ft 12 5.0 2.0 12 5.0 2.0 12 5.0 2.0 12 5.0 2.0Pedestrian Signal / Occupied Parking No 0.50 No 0.50 No 0.50 No 0.50

Copyright © 2016 University of Florida, All Rights Reserved. HCS 2010™ Streets Version 6.80 Generated: 4/21/2016 3:53:08 PM

HCS 2010 Signalized Intersection Results Summary




Signal Information

GreenYellowRed

3.0 12.0 54.9 3.0 13.1 8.03.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8


Timer Results EBL EBT WBL WBT NBL NBT SBL SBTAssigned Phase 7 4 3 8 5 2 1 6Case Number 1.1 4.0 1.1 4.0 1.1 4.0 1.1 3.0Phase Duration, s 23.1 30.6 6.5 14.0 22.0 76.4 6.5 60.9Change Period, ( Y+R c ), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0Max Allow Headway ( MAH ), s 4.0 5.3 4.0 5.3 4.0 0.0 4.0 0.0Queue Clearance Time ( g s ), s 19.3 19.4 3.0 3.3 17.0 2.3Green Extension Time ( g e ), s 0.2 1.1 0.0 1.1 1.5 0.0 0.0 0.0Phase Call Probability 1.00 1.00 1.00 1.00 1.00 1.00Max Out Probability 1.00 0.08 0.01 0.10 0.01 0.00

Movement Group Results EB WB NB SBApproach Movement L T R L T R L T R L T RAssigned Movement 7 4 14 3 8 18 5 2 12 1 6 16Adjusted Flow Rate ( v ), veh/h 277 249 16 21 448 489 486 9 611 215Adjusted Saturation Flow Rate ( s ), veh/h/ln 1723 1616 1810 1847 1774 1827 1817 1810 1779 1563Queue Service Time ( g s ), s 17.3 17.4 1.0 1.3 15.0 10.9 11.1 0.3 10.4 10.4Cycle Queue Clearance Time ( g c ), s 17.3 17.4 1.0 1.3 15.0 10.9 11.1 0.3 10.4 10.4Green Ratio ( g/C ) 0.25 0.20 0.09 0.07 0.63 0.59 0.59 0.48 0.46 0.46Capacity ( c ), veh/h 416 331 155 123 633 1072 1066 373 1628 715Volume-to-Capacity Ratio ( X ) 0.666 0.753 0.105 0.168 0.707 0.456 0.456 0.023 0.375 0.301Back of Queue ( Q ), ft/ln ( 95 th percentile) 317 300.8 21.5 27.7 254.9 162.2 166.4 5.9 175.2 177.8Back of Queue ( Q ), veh/ln ( 95 th percentile) 12.2 12.0 0.8 1.1 9.8 6.5 6.7 0.2 7.0 7.1Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.92 0.00 0.00 0.00 0.78 0.00 0.00 0.05 0.00 1.01Uniform Delay ( d 1 ), s/veh 40.7 44.9 50.0 52.9 12.5 6.6 6.8 16.1 14.7 20.5Incremental Delay ( d 2 ), s/veh 3.4 7.0 0.3 0.9 1.8 1.4 1.4 0.0 0.7 1.1Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Control Delay ( d ), s/veh 44.1 51.9 50.3 53.8 14.3 8.0 8.2 16.2 15.4 21.6Level of Service (LOS) D D D D B A A B B CApproach Delay, s/veh / LOS 47.8 D 52.2 D 10.0 B 17.0 BIntersection Delay, s/veh / LOS 19.7 B

Multimodal Results EB WB NB SBPedestrian LOS Score / LOS 2.9 C 3.0 C 2.3 B 2.3 BBicycle LOS Score / LOS 1.4 A 0.5 A 1.7 A 1.2 A


HCS 2010 Signalized Intersection Intermediate Values




Signal Information

GreenYellowRed

3.0 12.0 54.9 3.0 13.1 8.03.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8


EB WB NB SBSaturation Flow / Delay L T R L T R L T R L T RLane Width Adjustment Factor (fw) 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000Heavy Vehicle Adjustment Factor (fHV) 0.952 1.000 1.000 1.000 1.000 1.000 0.980 0.962 1.000 1.000 0.935 0.971Approach Grade Adjustment Factor (fg) 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000Parking Activity Adjustment Factor (fp) 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000Bus Blockage Adjustment Factor (fbb) 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000Area Type Adjustment Factor (fa) 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000Lane Utilization Adjustment Factor (fLU) 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 0.952 1.000Left-Turn Adjustment Factor (fLT) 0.952 0.000 0.952 0.000 0.952 0.000 0.952 0.000Right-Turn Adjustment Factor (fRT) 0.850 0.972 0.994 0.000Left-Turn Pedestrian Adjustment Factor (fLpb) 1.000 1.000 1.000 1.000Right-Turn Ped-Bike Adjustment Factor (fRpb) 1.000 1.000 1.000 1.000Movement Saturation Flow Rate (s), veh/h 1723 35 1810 1556 1774 3587 1810 3559Proportion of Vehicles Arriving on Green (P) 0.16 0.20 0.20 0.03 0.07 0.07 0.15 0.78 0.59 0.03 0.61 0.46Incremental Delay Factor (k) 0.20 0.22 0.11 0.15 0.13 0.50 0.50 0.11 0.50 0.50

Signal Timing / Movement Groups EBL EBT/R WBL WBT/R NBL NBT/R SBL SBT/RLost Time (tL) 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0Green Ratio (g/C) 0.25 0.20 0.09 0.07 0.63 0.59 0.48 0.46Permitted Saturation Flow Rate (sp), veh/h/ln 1346 0 1149 0 807 0 586 0Shared Saturation Flow Rate (ssh), veh/h/lnPermitted Effective Green Time (gp), s 10.0 0.0 8.0 0.0 56.9 0.0 54.9 0.0Permitted Service Time (gu), s 6.7 0.0 5.2 0.0 44.5 0.0 54.9 0.0Permitted Queue Service Time (gps), s 0.8 0.0 15.5 0.0Time to First Blockage (gf), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Queue Service Time Before Blockage (gfs), sProtected Right Saturation Flow (sR), veh/h/ln 0Protected Right Effective Green Time (gR), s 0.0Multimodal EB WB NB SBPedestrian Fw / Fv 2.107 0.00 2.224 0.00 1.557 0.00 1.557 0.00Pedestrian Fs / Fdelay 0.000 0.146 0.000 0.159 0.000 0.093 0.000 0.115Pedestrian Mcorner / Mcw

Bicycle cb / db 409.34 37.95 133.33 52.27 1173.99 10.23 915.12 17.65Bicycle Fw / Fv -3.64 0.87 -3.64 0.06 -3.64 1.17 -3.64 0.69


--- Messages ---

WARNING: Since queue spillover from turn lanes and spillback into upstream intersections is notaccounted for in the HCM procedures, use of a simulation tool may be advised in situations where theQueue Storage Ratio exceeds 1.0.

--- Comments ---




Agency KLOA, Inc. Duration, h 0.25Analyst NJB Analysis Date 2/9/2016 Area Type OtherJurisdiction IDOT Time Period Midday Peak PHF 0.92Urban Street IL 43 Analysis Year 2016 Analysis Period 1> 7:00Intersection IL 43 and Chestnut Ave File Name IL 43 and Chestnut Exisitng Midday Peak.xusProject Description Existing Midday Peak Hour


Signal Information

GreenYellowRed

3.4 2.6 48.3 3.6 6.6 9.53.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8










Signal Information

GreenYellowRed

3.4 2.6 48.3 3.6 6.6 9.53.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8



Movement Group Results EB WB NB SBApproach Movement L T R L T R L T R L T RAssigned Movement 7 4 14 3 8 18 5 2 12 1 6 16Adjusted Flow Rate ( v ), veh/h 232 284 30 33 262 383 380 48 709 235Adjusted Saturation Flow Rate ( s ), veh/h/ln 1723 1630 1740 1717 1757 1845 1828 1774 1813 1563Queue Service Time ( g s ), s 11.6 16.9 1.5 1.8 7.0 7.9 8.1 1.3 9.4 9.1Cycle Queue Clearance Time ( g c ), s 11.6 16.9 1.5 1.8 7.0 7.9 8.1 1.3 9.4 9.1Green Ratio ( g/C ) 0.25 0.20 0.13 0.09 0.60 0.54 0.54 0.52 0.48 0.48Capacity ( c ), veh/h 411 319 141 163 523 1005 995 443 1752 755Volume-to-Capacity Ratio ( X ) 0.564 0.888 0.216 0.201 0.501 0.381 0.382 0.108 0.404 0.311Back of Queue ( Q ), ft/ln ( 95 th percentile) 221.9 331.3 31.9 34.7 120.2 127 130.5 24.2 150 149.7Back of Queue ( Q ), veh/ln ( 95 th percentile) 8.5 13.3 1.2 1.4 4.6 5.1 5.2 0.9 6.0 6.0Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.64 0.00 0.00 0.00 0.37 0.00 0.00 0.21 0.00 0.00Uniform Delay ( d 1 ), s/veh 32.4 39.1 38.9 41.8 10.5 7.3 7.6 12.1 10.9 15.7Incremental Delay ( d 2 ), s/veh 1.6 21.0 0.8 0.9 0.7 1.1 1.1 0.1 0.7 1.1Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Control Delay ( d ), s/veh 34.1 60.2 39.6 42.6 11.2 8.4 8.7 12.2 11.6 16.8Level of Service (LOS) C E D D B A A B B BApproach Delay, s/veh / LOS 48.4 D 41.2 D 9.2 A 12.8 BIntersection Delay, s/veh / LOS 19.2 B







Signal Information

GreenYellowRed

3.4 2.6 48.3 3.6 6.6 9.53.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8






--- Messages ---

No errors or warnings exist.

--- Comments ---




Agency KLOA, Inc. Duration, h 0.25Analyst NJB Analysis Date 2/9/2016 Area Type OtherJurisdiction IDOT Time Period PM Peak PHF 0.97Urban Street IL 43 Analysis Year 2016 Analysis Period 1> 7:00Intersection IL 43 and Chestnut Ave File Name IL 43 and Chestnut Exisitng PM Peak.xusProject Description Existing PM Peak Hour


Signal Information

GreenYellowRed

3.0 3.5 62.3 3.3 8.5 13.43.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8










Signal Information

GreenYellowRed

3.0 3.5 62.3 3.3 8.5 13.43.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8



Movement Group Results EB WB NB SBApproach Movement L T R L T R L T R L T RAssigned Movement 7 4 14 3 8 18 5 2 12 1 6 16Adjusted Flow Rate ( v ), veh/h 232 320 22 27 253 310 309 14 975 214Adjusted Saturation Flow Rate ( s ), veh/h/ln 1810 1616 1810 1861 1792 1881 1871 1810 1885 1594Queue Service Time ( g s ), s 13.1 23.3 1.3 1.6 7.5 5.8 6.0 0.4 14.6 9.0Cycle Queue Clearance Time ( g c ), s 13.1 23.3 1.3 1.6 7.5 5.8 6.0 0.4 14.6 9.0Green Ratio ( g/C ) 0.26 0.21 0.14 0.11 0.62 0.58 0.58 0.54 0.52 0.52Capacity ( c ), veh/h 429 342 110 208 441 1087 1081 524 1958 828Volume-to-Capacity Ratio ( X ) 0.541 0.935 0.197 0.129 0.573 0.285 0.285 0.028 0.498 0.259Back of Queue ( Q ), ft/ln ( 95 th percentile) 247.2 451.1 26.4 33.5 132.5 100.2 102.3 8 219.3 151.8Back of Queue ( Q ), veh/ln ( 95 th percentile) 9.9 18.0 1.1 1.3 5.3 4.0 4.1 0.3 8.8 6.1Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.72 0.00 0.00 0.00 0.42 0.00 0.00 0.07 0.00 0.00Uniform Delay ( d 1 ), s/veh 38.2 46.5 45.8 48.1 12.1 6.5 6.7 12.6 11.1 16.0Incremental Delay ( d 2 ), s/veh 1.2 32.2 0.9 0.4 1.2 0.7 0.7 0.0 0.9 0.8Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Control Delay ( d ), s/veh 39.4 78.7 46.7 48.5 13.3 7.1 7.3 12.6 12.0 16.8Level of Service (LOS) D E D D B A A B B BApproach Delay, s/veh / LOS 62.2 E 47.7 D 9.0 A 12.9 BIntersection Delay, s/veh / LOS 22.4 C







Signal Information

GreenYellowRed

3.0 3.5 62.3 3.3 8.5 13.43.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8






--- Messages ---


--- Comments ---


HCS 2010 Two-Way Stop Control Summary Report

General Information Site Information

Analyst NJB Intersection Waukegan and Glenwood

Agency/Co. KLOA, Inc. Jurisdiction IDOT

Date Performed 3/14/2016 East/West Street Glenwood Avenue

Analysis Year 2016 North/South Street Waukegan Road

Time Analyzed AM Peak Peak Hour Factor 0.95

Intersection Orientation North-South Analysis Time Period (hrs) 0.25

Project Description Existing AM Peak

Lanes

Major Street: North-South

Vehicle Volumes and Adjustments

Approach Eastbound Westbound Northbound Southbound

Movement U L T R U L T R U L T R U L T R

Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 2 0 0 1 2 0

Configuration LR T TR L T

Volume (veh/h) 11 29 1281 25 25 776

Percent Heavy Vehicles 0 0 0

Proportion Time Blocked

Right Turn Channelized No No No No

Median Type Left Only

Median Storage 1

Delay, Queue Length, and Level of Service

Flow Rate (veh/h) 43 26

Capacity 247 506

v/c Ratio 0.17 0.05

95% Queue Length 0.6 0.2

Control Delay (s/veh) 22.6 12.5

Level of Service (LOS) C B

Approach Delay (s/veh) 22.6 0.4

Approach LOS C A

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.70 Generated: 3/14/2016 10:59:33 AMWaukegan and Glenwood Existing AM.xtw







Time Analyzed Midday Peak Peak Hour Factor 0.95


Project Description Existing Midday Peak

Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 2 0 0 1 2 0


Volume (veh/h) 12 36 906 21 30 891





Median Storage 1



Capacity 369 715

v/c Ratio 0.14 0.04





Approach LOS C A

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.70 Generated: 3/14/2016 11:02:12 AMWaukegan and Glenwood Existing Midday.xtw







Time Analyzed PM Peak Peak Hour Factor 0.95


Project Description Existing PM Peak

Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 2 0 0 1 2 0


Volume (veh/h) 9 48 803 15 102 1174





Median Storage 1



Capacity 421 790

v/c Ratio 0.14 0.14



Level of Service (LOS) B B


Approach LOS B A

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.70 Generated: 3/14/2016 11:03:37 AMWaukegan and Glenwood Existing PM.xtw



Analyst NJB Intersection Waukegan and Napa


Date Performed 3/14/2016 East/West Street Napa Access Drive





Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 3 0 0 0 2 0

Configuration LR T TR LT T

Volume (veh/h) 0 4 1308 0 1 799




Median Type Undivided

Median Storage



Capacity 337 261

v/c Ratio 0.01 1.61



Level of Service (LOS) C C


Approach LOS C A

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.70 Generated: 3/14/2016 10:48:40 AMWaukegan and Napa Existing AM.xtw










Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 3 0 0 0 2 0


Volume (veh/h) 0 13 940 0 1 918





Median Storage



Capacity 450 402

v/c Ratio 0.03 1.20





Approach LOS B A

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.70 Generated: 3/14/2016 10:50:45 AMWaukegan and Napa Existing Midday.xtw










Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 3 0 0 0 2 0


Volume (veh/h) 2 3 850 0 1 1270





Median Storage



Capacity 217 446

v/c Ratio 0.02 1.50





Approach LOS C A

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.70 Generated: 3/14/2016 10:51:59 AMWaukegan and Napa Existing PM.xtw



Analyst NJB Intersection Waukegan and Taco Bell


Date Performed 3/14/2016 East/West Street Taco Bell Access Drive





Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 3 0 0 0 2 0


Volume (veh/h) 0 5 1304 6 0 801





Median Storage



Capacity 336 261

v/c Ratio 0.01 1.62

95% Queue Length 0.0



Approach Delay (s/veh) 15.9

Approach LOS C

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.70 Generated: 3/14/2016 10:36:23 AMWaukegan and Taco Bell Existing AM.xtw










Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 3 0 0 0 2 0


Volume (veh/h) 2 25 918 34 0 920





Median Storage



Capacity 404 397

v/c Ratio 0.07 1.22





Approach LOS B

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.70 Generated: 3/14/2016 10:35:57 AMWaukegan and Taco Bell Existing Midday.xtw










Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 3 0 0 0 2 0


Volume (veh/h) 1 8 837 16 0 1270





Median Storage



Capacity 396 445

v/c Ratio 0.02 1.50





Approach LOS B

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.70 Generated: 3/14/2016 10:38:40 AMWaukegan and Taco Bell Existing PM.xtw



Agency KLOA, Inc. Duration, h 0.25Analyst NJB Analysis Date 2/9/2016 Area Type OtherJurisdiction IDOT Time Period AM Peak PHF 0.92Urban Street IL 43 Analysis Year 2022 Analysis Period 1> 7:00Intersection IL 43 and Chestnut Ave File Name IL 43 and Chestnut Future AM Peak.xusProject Description Future AM Peak Hour


Signal Information

GreenYellowRed

3.0 13.3 52.9 3.5 13.4 8.03.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8










Signal Information

GreenYellowRed

3.0 13.3 52.9 3.5 13.4 8.03.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8



Movement Group Results EB WB NB SBApproach Movement L T R L T R L T R L T RAssigned Movement 7 4 14 3 8 18 5 2 12 1 6 16Adjusted Flow Rate ( v ), veh/h 290 263 24 25 468 515 512 15 638 225Adjusted Saturation Flow Rate ( s ), veh/h/ln 1723 1618 1810 1856 1774 1827 1817 1810 1779 1563Queue Service Time ( g s ), s 18.2 18.5 1.5 1.5 16.3 12.2 12.5 0.5 11.7 11.3Cycle Queue Clearance Time ( g c ), s 18.2 18.5 1.5 1.5 16.3 12.2 12.5 0.5 11.7 11.3Green Ratio ( g/C ) 0.25 0.21 0.10 0.07 0.62 0.58 0.58 0.47 0.44 0.44Capacity ( c ), veh/h 424 335 154 124 623 1061 1055 351 1569 689Volume-to-Capacity Ratio ( X ) 0.684 0.785 0.156 0.202 0.752 0.485 0.485 0.043 0.407 0.326Back of Queue ( Q ), ft/ln ( 95 th percentile) 331.1 321.6 31.6 33.7 278.6 181.1 185.2 10.7 195.2 193.1Back of Queue ( Q ), veh/ln ( 95 th percentile) 12.7 12.9 1.2 1.3 10.7 7.2 7.4 0.4 7.8 7.7Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.96 0.00 0.00 0.00 0.85 0.00 0.00 0.09 0.00 1.10Uniform Delay ( d 1 ), s/veh 40.4 45.0 49.8 53.0 13.6 7.1 7.3 17.3 16.2 21.9Incremental Delay ( d 2 ), s/veh 4.1 9.1 0.5 1.1 3.0 1.6 1.6 0.1 0.8 1.3Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Control Delay ( d ), s/veh 44.4 54.1 50.3 54.1 16.5 8.7 8.9 17.3 17.0 23.2Level of Service (LOS) D D D D B A A B B CApproach Delay, s/veh / LOS 49.0 D 52.2 D 11.2 B 18.6 BIntersection Delay, s/veh / LOS 21.1 C







Signal Information

GreenYellowRed

3.0 13.3 52.9 3.5 13.4 8.03.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8






--- Messages ---

WARNING: Since queue spillover from turn lanes and spillback into upstream intersections is notaccounted for in the HCM procedures, use of a simulation tool may be advised in situations where theQueue Storage Ratio exceeds 1.0.

--- Comments ---




Agency KLOA, Inc. Duration, h 0.25Analyst NJB Analysis Date 2/9/2016 Area Type OtherJurisdiction IDOT Time Period Midday Peak PHF 0.92Urban Street IL 43 Analysis Year 2022 Analysis Period 1> 7:00Intersection IL 43 and Chestnut Ave File Name IL 43 and Chestnut Future Midday Peak (old time…Project Description Future Midday Peak Hour old times


Signal Information

GreenYellowRed

6.7 0.0 44.2 8.9 1.4 12.73.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8










Signal Information

GreenYellowRed

6.7 0.0 44.2 8.9 1.4 12.73.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8



Movement Group Results EB WB NB SBApproach Movement L T R L T R L T R L T RAssigned Movement 7 4 14 3 8 18 5 2 12 1 6 16Adjusted Flow Rate ( v ), veh/h 242 346 140 108 274 456 449 153 740 246Adjusted Saturation Flow Rate ( s ), veh/h/ln 1723 1664 1740 1719 1757 1845 1816 1774 1813 1563Queue Service Time ( g s ), s 11.7 17.6 6.9 5.8 8.0 13.4 13.8 4.6 11.5 10.4Cycle Queue Clearance Time ( g c ), s 11.7 17.6 6.9 5.8 8.0 13.4 13.8 4.6 11.5 10.4Green Ratio ( g/C ) 0.28 0.18 0.22 0.13 0.57 0.48 0.48 0.51 0.44 0.44Capacity ( c ), veh/h 395 293 227 219 484 881 867 388 1604 692Volume-to-Capacity Ratio ( X ) 0.613 1.180 0.618 0.492 0.565 0.518 0.518 0.395 0.461 0.355Back of Queue ( Q ), ft/ln ( 95 th percentile) 225.3 611 146.1 115.7 143.3 213.3 217.9 85.4 187.9 174.7Back of Queue ( Q ), veh/ln ( 95 th percentile) 8.7 24.4 5.6 4.6 5.5 8.5 8.7 3.3 7.5 7.0Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.65 0.00 0.00 0.00 0.44 0.00 0.00 0.73 0.00 0.00Uniform Delay ( d 1 ), s/veh 30.1 41.2 34.2 40.6 12.7 11.9 12.4 14.1 13.8 18.4Incremental Delay ( d 2 ), s/veh 2.6 110.6 4.5 2.4 1.2 2.2 2.2 0.7 1.0 1.4Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Control Delay ( d ), s/veh 32.7 151.8 38.7 43.1 13.9 14.1 14.7 14.8 14.8 19.9Level of Service (LOS) C F D D B B B B B BApproach Delay, s/veh / LOS 102.7 F 40.6 D 14.3 B 15.9 BIntersection Delay, s/veh / LOS 33.4 C







Signal Information

GreenYellowRed

6.7 0.0 44.2 8.9 1.4 12.73.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8






--- Messages ---

WARNING: If demand exceeds capacity, a multiple-period analysis should be conducted.

--- Comments ---




Agency KLOA, Inc. Duration, h 0.25Analyst NJB Analysis Date 2/9/2016 Area Type OtherJurisdiction IDOT Time Period Midday Peak PHF 0.92Urban Street IL 43 Analysis Year 2022 Analysis Period 1> 7:00Intersection IL 43 and Chestnut Ave File Name IL 43 and Chestnut Future Midday Peak.xusProject Description Future Midday Peak Hour


Signal Information

GreenYellowRed

7.4 0.5 37.8 8.5 1.1 18.73.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8










Signal Information

GreenYellowRed

7.4 0.5 37.8 8.5 1.1 18.73.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8



Movement Group Results EB WB NB SBApproach Movement L T R L T R L T R L T RAssigned Movement 7 4 14 3 8 18 5 2 12 1 6 16Adjusted Flow Rate ( v ), veh/h 242 346 140 108 274 456 449 153 740 246Adjusted Saturation Flow Rate ( s ), veh/h/ln 1723 1664 1740 1719 1757 1845 1816 1774 1813 1563Queue Service Time ( g s ), s 10.8 20.1 6.4 5.4 9.0 16.3 16.6 5.2 13.9 11.6Cycle Queue Clearance Time ( g c ), s 10.8 20.1 6.4 5.4 9.0 16.3 16.6 5.2 13.9 11.6Green Ratio ( g/C ) 0.34 0.23 0.27 0.19 0.51 0.42 0.42 0.45 0.38 0.38Capacity ( c ), veh/h 462 387 231 321 442 772 760 346 1371 591Volume-to-Capacity Ratio ( X ) 0.524 0.893 0.606 0.336 0.619 0.591 0.591 0.443 0.540 0.416Back of Queue ( Q ), ft/ln ( 95 th percentile) 204.4 379.2 129.6 104.1 167.5 259.7 263.1 99 226.6 198.8Back of Queue ( Q ), veh/ln ( 95 th percentile) 7.9 15.2 5.0 4.2 6.4 10.4 10.5 3.8 9.1 8.0Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.59 0.00 0.00 0.00 0.52 0.00 0.00 0.84 0.00 0.00Uniform Delay ( d 1 ), s/veh 25.9 37.2 30.6 35.3 16.2 16.5 17.0 17.9 18.9 23.0Incremental Delay ( d 2 ), s/veh 0.9 18.9 2.5 0.9 1.6 3.3 3.4 0.9 1.5 2.2Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Control Delay ( d ), s/veh 26.8 56.1 33.1 36.2 17.8 19.8 20.3 18.7 20.4 25.1Level of Service (LOS) C E C D B B C B C CApproach Delay, s/veh / LOS 44.0 D 34.4 C 19.5 B 21.2 CIntersection Delay, s/veh / LOS 25.9 C







Signal Information

GreenYellowRed

7.4 0.5 37.8 8.5 1.1 18.73.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8






--- Messages ---


--- Comments ---




Agency KLOA, Inc. Duration, h 0.25Analyst NJB Analysis Date 2/9/2016 Area Type OtherJurisdiction IDOT Time Period PM Peak PHF 0.97Urban Street IL 43 Analysis Year 2022 Analysis Period 1> 7:00Intersection IL 43 and Chestnut Ave File Name IL 43 and Chestnut Future PM Peak (old times).xusProject Description Future PM Peak Hour old times


Signal Information

GreenYellowRed

4.2 2.8 61.6 6.2 6.2 13.03.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8










Signal Information

GreenYellowRed

4.2 2.8 61.6 6.2 6.2 13.03.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8



Movement Group Results EB WB NB SBApproach Movement L T R L T R L T R L T RAssigned Movement 7 4 14 3 8 18 5 2 12 1 6 16Adjusted Flow Rate ( v ), veh/h 242 359 71 59 264 349 346 69 1020 224Adjusted Saturation Flow Rate ( s ), veh/h/ln 1810 1632 1810 1836 1792 1881 1863 1810 1885 1594Queue Service Time ( g s ), s 13.8 22.7 4.1 3.5 7.9 7.3 7.5 2.1 16.0 9.5Cycle Queue Clearance Time ( g c ), s 13.8 22.7 4.1 3.5 7.9 7.3 7.5 2.1 16.0 9.5Green Ratio ( g/C ) 0.26 0.19 0.16 0.11 0.62 0.57 0.57 0.55 0.51 0.51Capacity ( c ), veh/h 407 309 153 199 428 1064 1054 494 1936 819Volume-to-Capacity Ratio ( X ) 0.595 1.160 0.465 0.295 0.617 0.328 0.328 0.140 0.527 0.273Back of Queue ( Q ), ft/ln ( 95 th percentile) 259.9 668.3 87 75.5 141.4 123.9 128.1 39.1 234.5 161.9Back of Queue ( Q ), veh/ln ( 95 th percentile) 10.4 26.7 3.5 3.0 5.7 5.0 5.1 1.6 9.4 6.5Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.75 0.00 0.00 0.00 0.45 0.00 0.00 0.34 0.00 0.00Uniform Delay ( d 1 ), s/veh 38.4 48.6 44.8 49.3 12.9 7.3 7.6 12.8 11.7 16.5Incremental Delay ( d 2 ), s/veh 2.1 102.0 2.2 1.2 1.4 0.8 0.8 0.1 1.0 0.8Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Control Delay ( d ), s/veh 40.5 150.6 47.0 50.4 14.3 8.1 8.5 12.9 12.8 17.3Level of Service (LOS) D F D D B A A B B BApproach Delay, s/veh / LOS 106.2 F 48.5 D 9.9 A 13.5 BIntersection Delay, s/veh / LOS 32.5 C







Signal Information

GreenYellowRed

4.2 2.8 61.6 6.2 6.2 13.03.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8






--- Messages ---

WARNING: If demand exceeds capacity, a multiple-period analysis should be conducted.

--- Comments ---




Agency KLOA, Inc. Duration, h 0.25Analyst NJB Analysis Date 2/9/2016 Area Type OtherJurisdiction IDOT Time Period PM Peak PHF 0.97Urban Street IL 43 Analysis Year 2022 Analysis Period 1> 7:00Intersection IL 43 and Chestnut Ave File Name IL 43 and Chestnut Future PM Peak.xusProject Description Future PM Peak Hour


Signal Information

GreenYellowRed

4.5 3.6 54.7 5.9 5.6 19.73.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8










Signal Information

GreenYellowRed

4.5 3.6 54.7 5.9 5.6 19.73.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8



Movement Group Results EB WB NB SBApproach Movement L T R L T R L T R L T RAssigned Movement 7 4 14 3 8 18 5 2 12 1 6 16Adjusted Flow Rate ( v ), veh/h 242 359 71 59 264 349 346 69 1020 224Adjusted Saturation Flow Rate ( s ), veh/h/ln 1810 1632 1810 1836 1792 1881 1863 1810 1885 1594Queue Service Time ( g s ), s 12.9 25.7 3.9 3.3 8.9 9.3 9.5 2.4 19.9 10.7Cycle Queue Clearance Time ( g c ), s 12.9 25.7 3.9 3.3 8.9 9.3 9.5 2.4 19.9 10.7Green Ratio ( g/C ) 0.31 0.24 0.21 0.16 0.57 0.51 0.51 0.49 0.46 0.46Capacity ( c ), veh/h 473 392 159 301 394 968 959 447 1717 726Volume-to-Capacity Ratio ( X ) 0.512 0.915 0.447 0.195 0.669 0.360 0.361 0.155 0.594 0.308Back of Queue ( Q ), ft/ln ( 95 th percentile) 240.6 462.4 80.8 69.3 165.8 163.5 167.2 45.3 299.6 186Back of Queue ( Q ), veh/ln ( 95 th percentile) 9.6 18.5 3.2 2.8 6.6 6.5 6.7 1.8 12.0 7.4Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.70 0.00 0.00 0.00 0.52 0.00 0.00 0.39 0.00 0.00Uniform Delay ( d 1 ), s/veh 33.5 44.4 40.2 43.3 16.9 10.6 10.9 16.1 16.7 20.7Incremental Delay ( d 2 ), s/veh 0.9 22.5 2.0 0.4 2.0 1.0 1.1 0.2 1.5 1.1Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Control Delay ( d ), s/veh 34.4 66.9 42.1 43.7 18.9 11.6 12.0 16.3 18.3 21.8Level of Service (LOS) C E D D B B B B B CApproach Delay, s/veh / LOS 53.8 D 42.9 D 13.8 B 18.8 BIntersection Delay, s/veh / LOS 25.2 C







Signal Information

GreenYellowRed

4.5 3.6 54.7 5.9 5.6 19.73.5 3.5 4.5 3.5 3.5 4.50.0 0.0 1.5 0.0 0.0 1.5

1 3 4

6 7 8






--- Messages ---


--- Comments ---










Project Description Future AM Peak

Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 2 0 0 1 2 0


Volume (veh/h) 12 30 1344 26 26 817





Median Storage 1



Capacity 226 477

v/c Ratio 0.20 0.06





Approach LOS C

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.80 Generated: 4/20/2016 5:22:40 PMWaukegan and Glenwood Future AM.xtw









Project Description Future Midday Peak

Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 2 0 0 1 2 0


Volume (veh/h) 13 41 1040 22 34 1024





Median Storage 1



Capacity 320 632

v/c Ratio 0.18 0.06





Approach LOS C

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.80 Generated: 4/20/2016 5:23:16 PMWaukegan and Glenwood Future Midday.xtw









Project Description Future PM Peak

Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 2 0 0 1 2 0


Volume (veh/h) 9 51 892 16 108 1271





Median Storage 1



Capacity 386 727

v/c Ratio 0.16 0.16





Approach LOS C

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.80 Generated: 4/20/2016 5:24:01 PMWaukegan and Glenwood Future PM.xtw










Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 3 0 0 0 2 0


Volume (veh/h) 0 4 1374 0 1 843





Median Storage



Capacity 320 242

v/c Ratio 0.01 1.84





Approach LOS C

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.80 Generated: 4/20/2016 5:21:24 PMWaukegan and Napa Future AM.xtw










Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 3 0 0 0 2 0


Volume (veh/h) 0 14 1081 0 1 1058





Median Storage



Capacity 403 341

v/c Ratio 0.04 1.64



Level of Service (LOS) B C


Approach LOS B

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.80 Generated: 4/20/2016 5:21:50 PMWaukegan and Napa Future Midday.xtw










Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 3 0 0 0 2 0


Volume (veh/h) 2 3 943 0 1 1377





Median Storage



Capacity 181 401

v/c Ratio 0.03 1.81



Level of Service (LOS) D B


Approach LOS D

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.80 Generated: 4/20/2016 5:22:13 PMWaukegan and Napa Future PM.xtw










Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 1 0 0 3 0 0 0 2 0

Configuration R T TR T

Volume (veh/h) 7 1368 8 843

Percent Heavy Vehicles 0




Median Storage


Flow Rate (veh/h) 7

Capacity 319

v/c Ratio 0.02


Control Delay (s/veh) 16.5

Level of Service (LOS) C


Approach LOS C

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.80 Generated: 4/20/2016 5:14:17 PMWaukegan and Taco Bell Future AM.xtw










Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 1 0 0 3 0 0 0 2 0


Volume (veh/h) 43 1042 53 1061





Median Storage


Flow Rate (veh/h) 45

Capacity 399

v/c Ratio 0.11



Level of Service (LOS) C


Approach LOS C

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.80 Generated: 4/20/2016 5:14:58 PMWaukegan and Taco Bell Future Midday.xtw










Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 1 0 0 3 0 0 0 2 0


Volume (veh/h) 16 914 26 1375





Median Storage


Flow Rate (veh/h) 17

Capacity 450

v/c Ratio 0.04



Level of Service (LOS) B


Approach LOS B

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.70 Generated: 3/14/2016 12:01:20 PMWaukegan and Taco Bell Future PM.xtw



Analyst NJB Intersection Waukegan and Prop Access


Date Performed 3/14/2016 East/West Street Proposed Access Drive





Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 1 0 0 3 0 0 0 2 0

Configuration LR R LT T TR T TR

Volume (veh/h) 0 2 4 2 1372 4 842 1

Percent Heavy Vehicles 0 0 0 0




Median Storage


Flow Rate (veh/h) 2 4 724

Capacity 567 319 772

v/c Ratio 0.00 0.01 0.94

95% Queue Length 0.0 0.0 0.0

Control Delay (s/veh) 11.4 16.4 9.7

Level of Service (LOS) B C A

Approach Delay (s/veh) 11.4 16.4 0.1

Approach LOS B C

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.80 Generated: 4/20/2016 5:18:43 PMWaukegan and Proposed Access Future AM.xtw










Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 1 0 0 3 0 0 0 2 0


Volume (veh/h) 0 3 66 0 1029 64 1056 5





Median Storage




v/c Ratio 0.01 0.17 0.86



Level of Service (LOS) B C B


Approach LOS B C

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.80 Generated: 4/20/2016 5:18:24 PMWaukegan and Proposed Access Future Midday.xtw










Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 1 0 0 3 0 0 0 2 0


Volume (veh/h) 0 4 30 1 910 35 1374 1





Median Storage




v/c Ratio 0.01 0.07 1.01

95% Queue Length 0.0 0.2 0.0


Level of Service (LOS) B B B

Approach Delay (s/veh) 14.8 13.7 0.0

Approach LOS B B

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Documents

Traffic Impact Study Culver’s and Chipotle