THE REHABILITATION INSTITUTE OF CHICAGO Traffic Impact Study

Transcription

1 THE REHABILITATION INSTITUTE OF CHICAGO Traffic Impact Study Chicago, Illinois March 2013 Prepared for: The Rehabilitation Institute of Chicago Prepared by: TADI 233 S. Wacker Drive - Suite 8400 Chicago, Illinois

2 WORKING DRAFT INTRODUCTION TADI was retained by The Rehabilitation Institute of Chicago (RIC) to conduct a traffic impact study for a proposed 27 to 31-story new Research Hospital, excluding the parking structure and a medical office component, of approximately 960,000 square feet located west of McClurg Court between Erie Street and Ontario Street in Chicago, Illinois. The proposed building, which includes a 150,000 square-foot medical office component (of which 50,000 square feet would be occupied by RIC), would replace RIC s existing hospital located at 345 E. Superior Street. In addition to accommodating the existing hospital and planned growth, several clinical, research, and administrative services currently functioning at other locations within the City (including the nearby Onterie Center) would be relocated to the proposed site. Exhibit 1 illustrates the proposed site location. The proposed hospital includes 799 off-street parking spaces to consolidate parking for patients, visitors, and physicians/employees. Parking access is proposed via a combined entrance and exit on Ontario Street and an exit on Erie Street. A one-way southbound drive thru to accommodate drop-off/pick-up activity and valet service is planned on the east side of the site with an entrance on Erie Street. This off-street drive thru also provides a dropoff/pick-up area in front of the medical office lobby on the south side of the building. All vehicles using this off-street drive thru may then proceed directly to a parking entrance on the Ontario side of the garage without exiting the site and without requiring additional movements on and off Ontario Street. Consistent with other recent institutional buildings constructed and/or approved in the surrounding area, this driveway allows an opportunity for all patient and visitor drop-off/pick-up activity and valet transactions to occur off-street and limit impacts to traffic flow along adjacent roadways. While the drive thru may serve both drop-off and pick-up activity, pick-ups will be encouraged within the parking structure to limit vehicle queuing in the drive thru and provide more egress flexibility. Medical Transport/Paratransit/Medivan access (referred to throughout as Medivans ) is provided in the northwest corner of the site with ingress and egress via Erie Street. The loading docks are planned in the southwest portion of the site with one-way southbound delivery/service vehicle circulation entering from Erie Street to exiting on Ontario Street. All patient transfers from Medivans as well as delivery/service vehicle activity would occur entirely on-site to minimize impact on the adjacent streets. Finally, the site plan includes a R.O.W. dedication of 8 feet along McClurg Court to allow for a future fourfoot roadway widening and a four-foot expansion of sidewalk along the east side of the site. In order to increase the pedestrian zone along the south side of the property, the plan also includes a four-foot expansion of sidewalk replacing a portion of Ontario Street s existing north curb lane where parking is currently prohibited. This report presents and documents TADI s data collection, identifies site design components intended to limit traffic impacts, summarizes the analyses of traffic conditions associated with the proposed The Rehabilitation Institute of Chicago Page 1 March 2013

3 WORKING DRAFT development and the surrounding study area, and outlines recommendations, as necessary, to manage potential traffic impacts the proposed hospital may have on the adjacent transportation system. The Rehabilitation Institute of Chicago Page 2 March 2013

4 LEGEND XX - Study Area Streets N Superior St. - Site Location Huron St. Lake Shore Dr. St. Clair St. Fairbanks Ct. Erie St. SITE McClurg Ct. Ontario St. Ohio St. SITE LOCATION MAP EXHIBIT 1

5 WORKING DRAFT EXISTING CONDITIONS TADI conducted a field visit to collect relevant information pertaining to existing land uses in the surrounding area, the adjacent street system, current traffic volumes and operating conditions, lane configurations and traffic controls at nearby intersections, on-street parking and curbside regulations, transit service, and other key roadway characteristics. This section of the report details information on these existing conditions. Existing Land Uses The proposed site is located in a dense, urban, mixed-use neighborhood of Chicago that is home to several academic and medical institutions, including the existing RIC building, Northwestern University (NU), Northwestern Memorial Hospital (NMH), and the Ann & Robert H. Lurie Children s Hospital of Chicago (Lurie Children s). Other neighborhood land uses within the study area include residential buildings, commercial office buildings, hotels, restaurants, and a mix of retail businesses. The proposed site, formerly occupied by WBBM studios, is currently vacant. The site to the immediate north, formerly occupied by Lakeside VA Hospital, is also currently vacant. The Erie-Ontario parking garage with ground-floor restaurant and bank tenants along Fairbanks Court is to the immediate west of the site. South of the site along Ontario Street is a mix of residential, retail, and hotel uses. Immediately east of the site along McClurg Court is an NMH employee parking garage, McDonalds, and a vacant parcel. Additional land uses east of the site include a mix of residential, office, hotel, and supporting retail businesses. Existing Roadway Network The area roadways serving the proposed site primarily include Erie Street, Ontario Street, Fairbanks Court, and McClurg Court. Other streets included in the study area are Huron Street, Ohio Street, and Inner Lake Shore Drive. Descriptions of each roadway are summarized below. Erie Street is a one-way eastbound street along the northern site boundary providing two lanes of travel. At the study intersections, Erie Street maintains signalized intersections at Fairbanks Court and Inner Lake Shore Drive. The Erie Street/McClurg Court intersection includes all-way stop control. From Fairbanks Court to Inner Lake Shore Drive, on-street metered parking is available on both sides of Erie Street. Erie Street throughout the study area accommodates curbside activity including pick-ups/drop-offs and loading/delivery zones. Erie Street is under the jurisdiction of the City of Chicago. Ontario Street is a one-way westbound street with two lanes of travel along the southern border of the subject site. Ontario Street extends west from Inner Lake Shore Drive with signalized intersections at McClurg Court and Fairbanks Court. Two westbound lanes are provided on Ontario Street at its intersection with McClurg Court. The westbound approach of Ontario Street at Fairbanks Court includes a separate left-turn lane, a shared thru/left-turn lane, a single thru lane, and a shared thru/right-turn lane. Metered on-street parking is provided along much of Ontario Street within the study area, but parking is prohibited on the north curb of Ontario Street adjacent to the subject site. Ontario Street is under the jurisdiction of the City of Chicago. The Rehabilitation Institute of Chicago Page 4 March 2013

6 WORKING DRAFT Fairbanks Court serves as a main north/south street through the study area, extending south from Chicago Avenue and connecting to Columbus Drive south of Grand Avenue. Fairbanks Court generally provides two lanes in each direction from Huron Street to Ohio Street. Each intersection along Fairbanks Court through the study area is controlled by a traffic signal. On-street parking is prohibited along both sides of the street throughout the study area. Fairbanks Court is under the jurisdiction of the City of Chicago. McClurg Court is a north/south street bordering the site to the immediate east. With the exception of the one-way northbound street segment from Ohio Street to Ontario Street, McClurg Court is a two-way street with one travel lane in each direction. On-street parking is prohibited along much of this roadway; however, a taxi stand is available on the east side of the street just north of Erie Street and the east curb between Erie and Ontario Streets includes a loading zone and a 15-minute standing zone. At its signalized intersection with Ontario Street, the northbound approach includes a left-turn lane and a thru lane while the southbound approach includes a right-turn lane. The Erie Street/McClurg Court intersection operates under all-way stop control with the northbound and southbound approaches providing a single-lane. McClurg Court ends at an all-way stop-controlled intersection at Huron Street, where a single lane is provided on the northbound approach. McClurg Court is under the jurisdiction of the City of Chicago. Huron Street is a two-lane east/west street within the study area. East of its all-way stop-controlled intersection with McClurg Court, Huron Street allows two-way travel and prohibits curbside parking, with the exception of a short-term parking bay adjacent to 680 N. Lake Shore Drive on the south side of the street. West of McClurg Court, Huron Street is one-way westbound with metered parking on both sides of the street. Huron Street meets Inner Lake Shore Drive at a T-intersection and provides a shared left-/rightturn lane that operates under minor-leg stop control. Huron Street is under the jurisdiction of the City of Chicago. Ohio Street is a one-way eastbound street one block south of the subject site. In the site vicinity, Ohio Street provides three travel lanes with metered on-street parking on both sides of the street. At its signalized intersection with McClurg Court, the eastbound approach of Ohio Street provides a shared left-turn/thru lane, a dedicated through lane, and a shared through/right-turn lane. Ohio Street is under the jurisdiction of the City of Chicago. Inner Lake Shore Drive is a north/south street located one block east of the subject site that generally provides two lanes in each direction, except for one-way northbound traffic flow between Ohio Street and Ontario Street. At its north/south stop-controlled intersection with Ontario Street, the northbound approach includes a left-turn lane and one thru lane while the southbound approach provides dual rightturn lanes. Inner Lake Shore Drive meets Erie Street at a signalized intersection that also allows southbound vehicles from Outer Lake Shore Drive to enter and continue south. Inner Lake Shore Drive is under the jurisdiction of the Illinois Department of Transportation. Class 2 Street Designation Adjacent to the proposed site, Ontario Street (Orleans Street to Lake Shore Drive) and McClurg Court (N. Water Street to Huron Street) are designated in the Chicago Zoning Ordinance as Class 2 Streets. Such a The Rehabilitation Institute of Chicago Page 5 March 2013

7 WORKING DRAFT designation places vehicle access standards on routes that are important connections serving high volumes of vehicles and pedestrians in downtown business, commercial, and employment areas. In general, these regulations include standards prioritizing use of alleys and adjacent non-designated streets for vehicle access. The Ordinance states the following: B Standards: Class 2 Streets Alleys are intended to serve as the primary means of vehicle access to buildings and uses located along Class 2 streets. New curb cuts and driveways access are permitted on Class 2 streets only when reviewed and approved as an administrative adjustment by the Zoning Administrator (See Sec S S Driveway and Vehicle Access Standards 1. The Zoning Administrator is authorized to approve an administrative adjustment to the Driveway and Vehicle Access standards of Sec B, Sec G and Sec Such an administrative adjustment may be approved only when the Zoning Administrator determines, in consultation with the Chicago Department of Transportation that: a. access to the subject lot cannot be safely accommodated by alley or side (non- Pedestrian) street access and b. the proposed adjustment meets the general approval criteria of Sec B B General Criteria When the approval criteria associated with authorized administrative adjustments require compliance with the General Criteria of this paragraph, the Zoning Administrator may approve such adjustment only upon determining that all of the following criteria have been met: 1. the requested administrative adjustment is consistent with the stated purpose and intent of this Zoning Ordinance (See Sec ); 2. the requested administrative adjustment eliminates an unnecessary inconvenience to the applicant and will have no appreciable adverse impact on the health, safety, or general welfare of surrounding property owners or the general public; and any adverse impacts resulting from the administrative adjustment will be mitigated to the maximum extent feasible. It should be noted that the subject site currently has public alleys and one adjacent non-designated street (Erie Street). Existing Transit Service The proposed site, along with the surrounding area, is well served by public transportation options. The Chicago Transit Authority (CTA) operates several bus routes within the study are, as outlined below: The Rehabilitation Institute of Chicago Page 6 March 2013

8 WORKING DRAFT 2 - Hyde Park Express - Service between Navy Pier and 60 th /Cottage Grove 3 - King Drive - Service between Fairbanks/Erie and 95 th /St. Lawrence 66 - Chicago - Service between Navy Pier and Chicago/Austin Streeterville/Taylor - Service between Chestnut/LSD and Ogden/California The site is located within approximately ¾-mile (10- to 15-minute walk) of two CTA Red Line rail stations at Grand/State and Chicago/State. In addition to CTA bus and rail service, RIC, in partnership with NU and NMH, maintains access to a commuter shuttle service between the institutional campus and the four downtown Metra commuter rail stations at Union Station, Ogilvie Transportation Center, LaSalle Street, and Millennium Station. Mode of travel information for hospital medical staff, employees, patients, and visitors (detailed later in this report) indicates that public transportation and commuter shuttle options are well utilized and important components of the multimodal transportation system serving the site and surrounding campus area. Existing Traffic and Pedestrian Volumes In order to update previous traffic and pedestrian count data at the adjacent study intersections, intersection traffic and pedestrian counts were performed in February and March 2012 at the following intersections: Huron Street/McClurg Court Huron Street/Inner Lake Shore Drive Erie Street/Inner Lake Shore Drive Ohio Street/McClurg Court The traffic counts were performed during the weekday morning (7:00-9:00 AM) and evening (4:00-6:00 PM) peak periods, coinciding with the peak hours of the adjacent roadway network based on past traffic count data collected in the area for previous studies at the institutional campus. Based on the traffic count data collected, the resulting peak hours are 8:00-9:00 AM in the morning and 5:00-6:00 PM in the evening. Data was combined with preexisting traffic count data for the area study intersections (collected in May 2010) to yield the existing traffic volumes illustrated on Exhibit 2, and existing pedestrian volumes shown on Exhibit 3. It should be noted that review of the recent traffic counts indicates the traffic volumes collected in 2012 are generally similar to (and in some cases lower than) the traffic counts conducted in 2010 as part of the traffic study for the NMH Outpatient Care Pavilion, despite continued growth among the institutions. Some intersection volumes show modest increases and others have decreased, but traffic volumes in the area have remained generally consistent. Furthermore, the traffic volumes indicated in the recent traffic counts are also generally similar to previous counts performed in 2006 and 2007, despite institutional and noninstitutional growth in the surrounding neighborhood since then. The Rehabilitation Institute of Chicago Page 7 March 2013

9 N not to scale LEGEND XX (XX) - AM Peak Hour (8:00-9:00 AM) - PM Peak Hour (5:00-6:00 PM) (315) 240 (30) 40 FAIRBANKS CT HURON ST (15) 50 (30) (60) 125 (145) 140 (125) 75 (45) (240) 270 (95) 220 (65) 30 (15) 10 (255) (20) 150 (400) (25) Existing Traffic Signal - Existing Stop Sign (60) 40 (125) 210 (185) 150 (465) 315 (35) (140) 345 (505) 45 (85) 295 (385) 400 (610) ERIE ST ONTARIO ST (65) 65 (175) 100 (45) 45 SITE (155) (70) 130 (140) 90 (60) 675(480) (220) 55 (125) 110 (405) (200) LAKE SHORE DRIVE 300 (165) 180 (105) 495 (560) 200 (180) 140 (200) 205 (135) OHIO ST (125) 185 (275) 230 (175) 140 McCLURG CT 150 (110) 220 (120) EXISTING TRAFFIC VOLUMES EXHIBIT 2

10 N not to scale LEGEND XX - AM Peak Hour (8:00-9:00 AM) - (-) (XX) - PM Peak Hour (5:00-6:00 PM) - Existing Traffic Signal FAIRBANKS CT 330 (360) HURON ST 263 (302) 208 (71) 130 (185) 152 (157) 46 (55) - (-) - (-) - Existing Stop Sign 355 (380) 315 (365) 170 (190) 315 (575) ERIE ST SITE 185 (280) 215 (260) 140 (200) 300 (250) 63 (60) - (-) - (-) LAKE SHORE DRIVE 215 (275) 210 (310) 250 (340) ONTARIO ST 90 (140) 135 (155) 240 (265) 35 (150) - (-) 82 (95) OHIO ST 211 (329) McCLURG CT 108 (140) 239 (255) EXISTING PEDESTRIAN COUNTS EXHIBIT 3

11 WORKING DRAFT FUTURE BACKGROUND DEVELOPMENT This section of the report summarizes information on potential development not associated with the subject site, but are located in the surrounding area and expected to generate some traffic at the study intersections. Non Institution Development Previous traffic studies on the institutional campus have included background growth derived from development information provided by the former Chicago Department of Community Development (DCD) for non-institutional development projects in the Streeterville area and the Near North Side. Consistent with other recent traffic studies in the area, projects included in background growth for this study are projects that are either under construction; approved but not yet under construction; and not yet approved, but are expected to be approved and constructed in approximately the next ten years and are listed in the latest version of the City-provided database. The list of identified projects summarized in Table 1 are, to the extent possible, estimated to be completed by Year In some cases, such as Streeter Place, the Ritz Carlton Residence, Onterie Centre, and Ronald McDonald House, developments may have already been completed and begun generating traffic. However, these projects may not have been fully generating additional traffic when the traffic counts referenced in this study were collected. Thus, as a conservative measure, all estimated traffic volumes in Table 1 were added to the counted volumes at the study intersections. The trip generation estimates for the non-institutional background development projects are based on data referenced from the River East Area Traffic and Parking Operation Review, dated November 1997 and prepared for CDOT by Barton-Aschman Associates, Inc. In addition, the Chicago Department of Transportation (CDOT) was contacted to identify non-institutional development projects beyond those incorporated in previous campus-area studies that would be expected to generate traffic through the study intersections. In particular, the primarily residential development recently approved for parcel east of McClurg Court between Grand Avenue and Ohio Street (former RIC employee surface parking lot) was identified. Thus, TADI referenced the traffic study prepared by Kenig, Lindgren, O Hara, Aboona, Inc. (KLOA), and dated October 2011 to incorporate existing and projected future traffic volumes generated by the site. Institutional Growth As part of a traffic study completed in Summer 2011 related to the NMH Outpatient Care Pavilion (currently under construction), the campus institutions collectively updated growth projections of faculty, medical staff, employees, students, and patients. In addition to this growth, TADI identified approved projects in various stages of construction and not included in the existing traffic counts that will all be occupied within the next few years. These projects include: Ann & Robert H. Lurie Children s Hospital of Chicago NMH Childcare Center and Employee Parking Garage NMH Outpatient Care Pavilion The Rehabilitation Institute of Chicago Page 10 March 2013

12 WORKING DRAFT Table 1. Trip Generation Estimate Background Non Institutional Development (Estimated Completion by Year 2025) 1 Streeter Place Development Ritz Carlton Residences Address 355 E. Ohio Street 664 N. Michigan Avenue 850 Lake Shore Drive 850 Lake Shore Drive Land Use 1 Non Institution development projects provided from DCD Year End 2008 Central Area Database. Based on current understanding of status and planning, two projects were not included in this table as construction and occupancy by Year 2014 is not anticipated and/or current development plans are unknown; the Chicago Spire at 400 N. Lake Shore Drive and the RIC Employee Parking Lot property on the east side of McClurg Court between Ohio Street and Grand Avenue. The Waldorf Astoria development at Illinois/New, while approved in 2008, was not included in the DCD Year End 2008 Central Area Database. 2 Senior Living Residential trip rate referenced the residential category used for typical residential types including condominiums and apartments. Units AM Peak Hour PM Peak Hour In Out Total In Out Total Residential 481 du Retail 10,000 sf Residential 86 units Senior Residential du Lofts at River East Art Center 435 E. Illinois Street Residential 241 du N. St. Clair Hotel 535 N. St. Clair Street Residential 261 du Retail 7,700 sf Cityfront Plaza Tower Phase III 220 E. Illinois Street Residential 200 du InterContinental Chicago 505 N. Michigan Avenue Hotel 150 Rooms Retail 11,000 sf Onterie Centre 446 E. Ontario Street Residential 77 du Ronald McDonald House 211 E. Grand Avenue Hotel 90 rooms RIC Parking Lot Redevelopment 410 E. Grand Avenue Residential 488 du Retail 9,000 sf Office 69,800 sf Total The Rehabilitation Institute of Chicago Page 11 March 2013

13 WORKING DRAFT Projected traffic volumes associated with each of these projects is included in the overall background traffic growth at study area intersections. Year 2025 Background Traffic Projections To develop a base level of traffic volumes for Year 2025 that represents future conditions without traffic associated with the proposed RIC facility, multiple components were combined. The first component is the existing traffic resulting from the recent and updated traffic counts. The second is projected traffic growth reflecting institutional building projects at the time of traffic count data collection such as Ann & Robert H. Lurie Children s Hospital of Chicago, the NMH Child Care Center and Employee Parking Facility, and the NMH Outpatient Care Pavilion. Increases in activity levels at NU, NMH, and Lurie Children s are also included according to projections identified in the NMH OCP study. Finally, non-institutional development growth, as previously outlined, is included to account for non-site traffic growth. Exhibit 4 presents the Year 2025 Background Traffic Volumes. The Rehabilitation Institute of Chicago Page 12 March 2013

14 N not to scale LEGEND XX - AM Peak Hour (8:00-9:00 AM) (XX) - PM Peak Hour (5:00-6:00 PM) (360) 315 (30) 40 FAIRBANKS CT HURON ST (15) 50 (30) (145) 130 (150) 145 (130) 75 (45) (260) 310 (100) 225 (150) 60 (15) 10 (275) (550) 45 (20) (75) Existing Traffic Signal - Existing Stop Sign - Access Driveway (75) 55 (165) 260 (205) 160 (515) 370 (50) (140) 380 (530) 45 (85) 425 (665) 420 (690) ERIE ST ONTARIO ST (85) 65 (260) 130 (45) 45 SITE (155) (135) 165 (210) 140 (185) 845 (715) (370) 105 (125) 110 (475) (200) LAKE SHORE DRIVE 305 (175) 220 (115) 535 (585) 245 (205) 140 (200) 205 (135) OHIO ST (130) 210 (340) 380 (175) 140 McCLURG CT 220 (145) 240 (135) YEAR 2025 BACKGROUND TRAFFIC VOLUMES EXHIBIT 4

15 WORKING DRAFT DEVELOPMENT TRAFFIC AND PARKING CHARACTERISTICS This section of the report outlines the site s proposed development plans, presents a summary of the sitespecific traffic characteristics, and estimates the future traffic volumes associated with RIC s relocated hospital on the surrounding street system. Development Characteristics The proposed RIC facility will provide a single building to house the institution's existing services located in the main RIC building at 345 E. Superior Street, consolidate services from other nearby locations, and accommodate future growth. Existing services that would be consolidated from off-site locations include: Spine and Sports Rehabilitation Center (currently located at 1030 N. Clark Street) Administrative and research uses in the Onterie Center (446 E. Ontario) The plan also includes a 150,000-square foot medical office component. Initially, RIC will occupy 50,000 square feet of this space with the remaining 100,000 square feet operated by potentially an independent group. Over time, this 100,000-square foot space may be reclaimed by RIC to provide for additional inpatient treatment. Although RIC s eventual use of the space would be at a lower intensity than the medical office use from a traffic generation standpoint, this study assumes utilization of the space as medical office in order to provide a conservative traffic analysis. In addition to medical uses, the site will contain seven floors of parking/lobby space, one floor to house mechanical and IT, and a floor with a SkyLobby and conference space. A small quantity of ground-floor retail (estimated at 2,000 square feet total) is also proposed to provide complementary neighborhood retail uses. Site Access and Circulation Vehicular access to/from the proposed site is planned via both Erie Street and Ontario Street with a total of five access driveways. Each proposed access location is designed for a specific purpose in order to promote efficient external and internal traffic circulation and minimize the potential for increased delay and vehicular conflicts as a part of the subject development. No vehicular access is proposed on McClurg Court. A description of each proposed driveway is provided below: Parking Garage Access The on-site parking for the proposed hospital includes inbound access via Ontario Street and outbound access to both Erie and Ontario Streets. By providing a point of egress to both adjacent streets, the proposed access configuration is expected to minimize vehicle circulation on the area roadway network during the busy evening peak period and provide flexibility to limit the burden of traffic on Ontario Street. With the Ontario Street/Fairbanks Court intersection providing the first opportunity west of Lake Shore Drive to travel south of the site, this The Rehabilitation Institute of Chicago Page 14 March 2013

16 WORKING DRAFT site design component is particularly important so vehicles can take advantage of the Erie Street exit driveway and avoid the relatively high westbound delay at the Ontario Street/Fairbanks Court intersection in the evening. Drop-off/Pick-Up Lane Along the McClurg Court frontage, the new RIC facility would provide a one-way southbound drop-off lane with ingress from Erie Street and connection to the Ontario Street parking access driveway. Located approximately 50 feet west of McClurg Court (measured centerline-to-centerline), this internal driveway would align beneath upper floors of the building (25-foot clearance) and would provide an off-street location for drop-off/pick-up activity, valet operation, and other typical curbside uses to limit negative impacts on traffic flow along adjacent streets. Although the entrance driveway for the internal drop-off lane is generally close to the Erie Street/McClurg Court intersection, it is a right-in entrance-only driveway complimentary to the one-way eastbound direction of traffic flow along Erie Street. This drive thru area is planned to include three lanes: an inner curbside lane for valet service and personal drop-off/pick-up activity adjacent to the door; an outer curbside lane for valet vehicle returns, and a middle bypass lane allowing mobility through the site to the parking garage or to depart the site. This internal driveway would turn around the southeast corner of the building allowing vehicles to drop-off at the medical office lobby, enter the parking garage, or exit to Ontario Street. The drive thru may serve both drop-off and pick-up activity; however, strategies such as controlling the price differential between self-park and valet service will encourage patient pick-ups to occur within the parking structure and assist in managing traffic conditions in the drop-off/pick-up lane. Maximizing pick-up activity within the garage also provides egress flexibility for motorists, allowing exit to either Erie Street or Ontario Street. Medivan & Loading Dock Access Patient access via Medivans is planned at the northwest corner of the proposed site. To accommodate the transfer of patients between a Medivan and the hospital off-street, Medivans would enter and exit the site via a driveway on Erie Street located approximately 315 feet west of McClurg Court. All vehicle maneuvers would occur on-site so vehicles do not back into or out of the Medivan area. Immediately south of the Medivan area are the planned loading dock and refuse dumpster locations. During off-peak periods, delivery trucks and service vehicles would use this same driveway as Medivans on Erie Street to enter the site, travel southbound passing through the gate, and access the loading dock area. Entry to the loading dock would be gated to prevent through traffic by non-service/delivery vehicles and trucks would continue one-way southbound, exiting to Ontario Street. The Rehabilitation Institute of Chicago Page 15 March 2013

17 WORKING DRAFT Pedestrian Access Ground-floor pedestrian access to the RIC lobby is planned on the north and east sides of the building. Access to the medical office lobby would be provided on the east and south sides of the building. Pedestrian sidewalk with landscape/streetscape features are planned along the site s north, east, and south boundaries. On the east side of the site, the proposed plan includes dedicating eight feet of R.O.W. along McClurg Court to accommodate: Four feet of future roadway widening along McClurg Court (Erie Street - Ontario Street) Four feet of widened pedestrian sidewalk along McClurg Court (Erie Street - Ontario Street) The current sidewalk on the west side of McClurg Court adjacent to the site would initially be widened from 9 6 to 17 6 with the eight-foot R.O.W. dedication. Ultimately, the City of Chicago plans to utilize a four-foot portion of the dedication to widen McClurg Court and limit impacts of curbside activity on neighborhood traffic circulation. The remaining 13 6 sidewalk width would be four feet wider than the current sidewalk. In addition to the east side of the site, the plan also includes widening the pedestrian sidewalk along south side of the site along Ontario Street by up to four feet, resulting in a sidewalk width of The ground-floor neighborhood retail space is proposed to include pedestrian ingress/egress internally and via Erie Street. Site Trip Generation Typically, traffic impact studies include trip generation estimates based on data published in the Institute of Transportation Engineers (ITE) manual titled Trip Generation. However, due to the unique nature of RIC s services and the influence that a shift-oriented staff has on site trip generation, an alternative approach was taken to develop traffic projections that are more representative of the proposed development characteristics. TADI estimated trip generation based on key variables and operational characteristics provided by RIC that reflect specific utilization projections for the facility, including daily inpatient and outpatient volume, visit length, physician/staffing numbers, operating hours, pick-up/drop-off behaviors, and an expected distribution of arrivals and departures during peak hours. A summary of the data provided and the resulting daily user projections is summarized in Table 2. In addition, mode split data (collected in Spring 2010 as part of the campus institutions obligation from the amended Institutional Planned Development No. 3 and ongoing monitoring of campus transportation management planning efforts) was referenced to incorporate the non-auto travel characteristics of RIC medical staff, employees, and patients. Table 3 summarizes the most recent modal characteristics for RIC. The Rehabilitation Institute of Chicago Page 16 March 2013

18 WORKING DRAFT The resulting peak hour trip generation projections, developed according to the assumptions and mode split data provided in Tables 2 and 3 and with input from RIC on the typical periods of arrival and departure for different user groups, are presented in Table 4. The Rehabilitation Institute of Chicago Page 17 March 2013

19 WORKING DRAFT Table 2. RIC User Data Existing & Projected Future 1 User Group RIC User Data Existing 1 Future Assumptions The Rehabilitation Institute of Chicago Clinical Staff Shift 577 / day 680 / day Shifts include 7am 3pm, 3pm 11pm, and 11pm 7am With peak hours of traffic occurring from 8 9am and 5 6pm, shift changes occur outside of AM & PM peak hours Non Shift 159 / day 188 / day Typical working hours begin at approximately 7am and end between 3pm and 6pm Employees 340 / day 400 / day Most staff working typical office hours Per RIC, assumed that between 10 and 20 percent arrive outside of peak periods Research 180 / day 212 / day Small number of research subjects (5% or less) included in daily user count Inpatient Outpatient 2,611 / year 83,750 / year 5,207 / year 217,204 / year Visitors N/A N/A Average number of inpatient admissions calculated at seven per day under existing conditions; 14 per day anticipated under future conditions Assume number of inpatients discharged per day is equal to number of daily admissions Outpatient service 6 days per week, 52 weeks per year, yielding the following daily estimates: 268 per day under existing conditions 696 per day under future conditions Hours of operation from 8am 6pm with an average visit length of 1 hour, yielding 10 patient sessions/day Daily patient projections divided by number of sessions per day yields: 27 patients per session under existing conditions 70 patients per session under future conditions Assume one visitor for every three beds per day Existing bed count = 165 beds; 260 beds anticipated in future Medical Office (by separate entities) Clinical Staff 200 / day Assume that typical working hours match RIC Medical Staff (Non Shift), beginning at approximately 7am and end between 3pm and 6pm Support Staff 200 / day Assume that typical working hours match RIC Employees with between 10 and 20 percent arriving off peak Patients 400 / day Hours of operation from 6:30am 8pm with an average visit length of 1 hour, yielding roughly 13 patient sessions/day Daily patient projections divided by number of sessions per day yields 31 patients per session 1 All metrics used to calculate future projections are based on full occupancy in Year 2025 plus continued occupation of two floors by separate medical office groups. 2 Per 2011 data provided by RIC for services provided at 345 E. Superior. Existing employee count also includes staff at Onterie building, because these employees vehicles are already present within the study area. The Rehabilitation Institute of Chicago Page 18 March 2013

20 WORKING DRAFT Table 3. Mode Split Survey Summary (Year 2010) Primary Model of Travel Medical Staff (12 responses) Employee (288 responses) Outpatient/Visitor (953 responses) Inpatient (34 responses) Auto (drive alone) 51% 58% Auto (carpool/drop off) 5% 62% 15% Medivan 0% 0% 0% 85% 1 CTA Train 8% 8% 4% 0% CTA Bus 8% 12% 6% 0% Metra + Shuttle 17% 7% N/A N/A Metra + CTA Bus 0% 1% 0% 0% Metra + Walk 9% 3% 0% 0% NU Intercampus Shuttle 0% 1% N/A N/A Pace Paratransit 0% 0% 13% 0% Taxi 0% 0% 4% 0% Walk 0% 6% 10% 0% Bike 0% 1% 1% 0% Work at Home 0% 0% N/A N/A Other 0% 3% 0% 0% Total 2 100% 100% 100% 100% 1 Includes responses via the NMH RIC Tunnel. The original mode of travel to NMH is unknown, but could reasonably be assumed to be consistent with RIC inpatient characteristics. 2 Sum of percentages may not equal 100% due to rounding error The Rehabilitation Institute of Chicago Page 19 March 2013

21 WORKING DRAFT Table 4. Estimated Trip Generation 1 % Expected during: AM Peak Hour PM Peak Hour User Group # per Day AM Peak PM Peak Inbound Outbound Total Inbound Outbound Total The Rehabilitation Institute of Chicago Existing 1 Clinical Staff Shift % 0% Non Shift % 70% Employees % 85% Research % 40% Subtotal The Rehabilitation Institute of Chicago Future Clinical Staff Shift % 0% Non Shift % 70% Employees % 85% Research % 40% Inpatient % 20% Outpatient 4 70/session 100% 100% Visitors 87 50% 50% Subtotal Subtotal RIC New Trips (Future minus Existing) Medical Office (by separate entities) Clinical Staff % 70% Support Staff % 85% Patients 31/session 100% 100% Subtotal Medical Office Total New Trips Because the proposed facility will accommodate both relocated staff/patients/visitors from the existing hospital and future growth, all vehicle trips to/from the site not be new trips in the study area. Existing staff/employee trips were calculated so that the resulting traffic volumes could be subtracted from the future traffic projections. 2 An assumed 10% of inbound AM trips were applied to outbound AM trips to reflect staff that is dropped off at work, and vice versa for pick ups in the PM. 3 Inpatient trips include one inbound and one outbound trip per admitted and discharged inpatient to reflect the likelihood that inpatients do not drive alone to the hospital. 4 Outbound outpatient trips in the AM and inbound outpatient trips in the PM are based on the proportion of pick up/drop off via auto, taxi, or Pace Paratransit per Table 3. The Rehabilitation Institute of Chicago Page 20 March 2013

22 WORKING DRAFT Directional Distribution The estimated distribution of site-generated traffic on the surrounding roadway network as it approaches and departs the site is a function of several variables, such as site access locations and configurations, characteristics of street system such as one-way and two-way streets, ease at which motorists can travel over various sections of the system, and prevailing traffic volumes/patterns. Generally consistent with previous traffic studies prepared for the campus institutions, the anticipated directional distribution of sitegenerated traffic for the proposed RIC facility is outlined in Table 5. Table 5. Directional Distribution Orientation To / From the Inbound Percent Distribution Outbound West on Erie Street 10% West on Ontario Street 40% West on Ohio Street 30% West on Grand Avenue 10% West on Illinois Street 10% South on Michigan Avenue 5% 5% South on Fairbanks Court 5% 5% South on Lake Shore Drive 5% 5% North on Lake Shore Drive 25% 25% West on Chicago Avenue 10% 10% Total 100% 100% Site Traffic Assignment The site traffic assignment, representing traffic volumes associated with the proposed RIC facility at the study area intersections, is a function of the estimated trip generation (Table 4) in conjunction with the directional distribution (Table 5). However, not all trips to the site will be new to the surrounding area. Many of the trips are already generated by the existing facilities in the site vicinity (345 E. Superior Street and 446 E. Ontario Street). Since the proposed site is planned to consolidate parking at the site, traffic associated with parking currently occulting at the following locations was redistributed through the study area intersections to the site parking access driveways: The Rehabilitation Institute of Chicago Page 21 March 2013

23 WORKING DRAFT Surface Lot (Southeast corner of Ohio/McClurg) Erie-Ontario Parking Garage The existing RIC employee parking lot on the southeast quadrant of Ohio Street and McClurg Court is planned for redevelopment. Based on the traffic volumes counted entering and exiting the existing RIC employee parking lot as part of KLOA s traffic study related to the redevelopment of that site, these trips were subtracted from and reassigned through the study intersections to the proposed site. The full traffic study prepared by KLOA for this redevelopment project is included in the appendix. RIC vehicles currently parking in the Erie-Ontario parking garage immediately adjacent to the proposed site were also redistributed to the proposed parking access driveways. The peak hour volumes associated with this parking demand referenced past data on peak parking demand attributable to RIC at this location and proportional trip generation assumptions consistent with employee factors outlined in Table 4. However, since the spaces currently occupied by RIC-generated parking in the Erie-Ontario garage would likely be replaced by other non-ric parking demand over time that exhibits similar traffic characteristics, redistribution of these vehicles were factored similar to new trips through the study intersections rather than just from the adjacent garage. The combined anticipated redistribution of current traffic in the area at the study intersections is shown on Exhibit 5. Trips generated by inpatients, outpatients, visitors, and new staff were assigned to the study intersections based on the assumption that these vehicles will park on site and/or will transport users to and from the proposed pick-up/drop-off lane along the east side of the site. Exhibit 6 illustrates the site traffic assignment for the proposed development. Total Traffic Assignment The total traffic assignment represents the future traffic volumes at the study intersections upon the construction and occupancy of the proposed RIC facility, which is expected to be at its full operational level by Year The Year 2025 total traffic volumes, illustrated in Exhibit 7, include the Background Traffic Volumes (Exhibit 4) and new and redistributed trips attributable to the RIC facility (Exhibits 5 and 6). The Rehabilitation Institute of Chicago Page 22 March 2013

24 McCLURG CT. ERIE ST. (+10) - ER/LOADING DOCK ACCESS (+10) - +5 (+90) ONTARIO ST. Garage Access Parking (+90) +5 - (+30) Parking Garage Access (+30) +10 SITE +55 (+110) PICK-UP/DROP-OFF LANE +55 (+110) LEGEND XX (XX) - AM Peak Hour (8:00-9:00 AM) - PM Peak Hour (5:00-6:00 PM) - Existing Traffic Signal HURON ST (+5) - - Existing Stop Sign (-) +5 (-) +5 FAIRBANKS CT +5 (+80) - (+10) ERIE ST ONTARIO ST SITE (+10) - (+20) - (-) +10 (-) (+5) - (+5) +10 (-) - (+10) - (-10) (+20) - (-) +10 (-) (-10) LAKE SHORE DRIVE NOTE: Redistributed trips include traffic to/from the site that currently parks at: - SE corner of Ohio/McClurg) - Erie-Ontario Parking Garage +35 (+10) OHIO ST (+10) +30 (-5) -15 McCLURG CT +5 (-) REDISTRIBUTED EXISTING SITE TRIPS EXHIBIT 5

25 McCLURG CT. N not to scale ERIE ST. (65) 140 (5) 5 ER/LOADING DOCK ACCESS - (-) 5 (5) (70) 145 (115) 100 (55) (255) ONTARIO ST. Garage Access Parking (180) - - (100) Parking Garage Access SITE 230 (-) 70 (75) PICK-UP/DROP-OFF LANE (55) (20) LEGEND XX (XX) - AM Peak Hour (8:00-9:00 AM) - PM Peak Hour (5:00-6:00 PM) - Existing Traffic Signal HURON ST (35) - 15 (50) - Existing Stop Sign - (35) - (30) FAIRBANKS CT (5) 30 (15) 70 (10) (55) 5 (5) 40 (35) 20 (150) 10 (70) ERIE ST ONTARIO ST SITE (65) - (50) 15 (-) 85 (-) 85 70(15) (50) 15 (15) 70 LAKE SHORE DRIVE 100 (5) 40 (25) OHIO ST (-) 55 McCLURG CT 45 (5) SITE TRIP ASSIGNMENT EXHIBIT 6

26 McCLURG CT. N not to scale (360) 315 (35) 75 FAIRBANKS CT ERIE ST. (455) 390 (5) 5 ER/LOADING DOCK ACCESS - (-) 5 (5) (460) 395 (535) 350 (55) (1330) ONTARIO ST. Garage Access Parking (270) 5 - (130) Parking Garage Access SITE HURON ST 285 (10) 1220 (1060) PICK-UP/DROP-OFF LANE (55) (1015) (15) 50 (30) (185) 130 (185) 145 (130) 75 (45) (260) 310 (100) 225 (190) 60 (15) 10 (275) (610) 45 (20) (90) 320 LEGEND XX (XX) - AM Peak Hour (8:00-9:00 AM) - PM Peak Hour (5:00-6:00 PM) - Existing Traffic Signal - Existing Stop Sign - Access Driveway (75) 55 (175) 305 (205) 160 (515) 370 (50) (195) 385 (535) 85 (120) 450 (895) 430 (770) ERIE ST ONTARIO ST (150) 65 (320) 145 (45) 130 SITE (155) (135) 165 (210) 140 (185) 925 (730) (440) 120 (125) 110 (490) (190) LAKE SHORE DRIVE 305 (175) 355 (130) 575 (610) 245 (205) 140 (190) 205 (135) OHIO ST (135) 280 (335) 365 (175) 140 McCLURG CT 220 (145) 290 (140) YEAR 2025 TOTAL TRAFFIC VOLUMES EXHIBIT 7

27 WORKING DRAFT ANALYSES AND RECOMMENDATIONS This section of the report summarizes the traffic and parking analysis of existing and future conditions to evaluate the potential impact of the new Rehabilitation Institute of Chicago hospital on the surrounding roadway system and serve as a basis of potential improvement measures to mitigate such impact. Capacity Analysis Capacity analyses were conducted to assess the existing and future operating conditions of the study intersections during the weekday morning and evening peak hours. The capacity of an intersection, or its ability to accommodate traffic volumes, is expressed in terms of Level of Service (LOS), based on the average vehicle delay per vehicle passing through an intersection. Levels of Service range from A to F, with LOS A as the highest (best traffic flow and least delay), LOS E as saturated or at-capacity conditions, and LOS F as the lowest (oversaturated conditions). Due to the traffic characteristics and physical constraints of dense urban neighborhoods (like Streeterville and other neighborhoods or business districts in Chicago), it is not uncommon for intersections to operate at LOS E or LOS F during peak periods. The LOS grades shown below, which are provided in the Transportation Research Board s Highway Capacity Manual (HCM), quantify and categorize the driver s discomfort, frustration, fuel consumption, and travel times experienced as a result of intersection control and the resulting traffic queuing. A detailed description of each LOS rating can be found in Table 6. Table 6. Level of Service Descriptions 1 Level of Service A B C D E Description Minimal control delay; traffic operates at primarily free flow conditions; unimpeded movement within traffic stream. Minor control delay at signalized intersections; traffic operation at a fairly unimpeded level with slightly restricted movement within traffic stream. Moderate control delay; movement within traffic stream more restricted than at LOS B; formation of queues contributes to lower average travel speeds. Considerable control delay that may be substantially increased by small increases in flow; average travel speeds continue to decrease. High control delay; average travel speed no more than 33 percent of free flow speed. Extremely high control delay; extensive queuing and high volumes create exceedingly restricted F traffic flow. 1 Based on Highway Capacity Manual 2000 The range of control delay for each rating (as detailed in the HCM) is shown in Table 7. Because signalized intersections are expected to carry a larger volume of vehicles and stopping is required during red time, note that higher delays are tolerated for the corresponding LOS ratings. The Rehabilitation Institute of Chicago Page 26 March 2013

28 WORKING DRAFT Table 7. Level of Service Grading Criteria 1 Level of Service Unsignalized Intersections Control Delay Per Vehicle (sec/veh) Signalized Intersections A B > > C > > D > > E > > F > 50 > 80 1 Based on Highway Capacity Manual 2000 It should be noted that some assumptions were incorporated into the capacity analyses in order to provide a realistic assessment of lane geometry and utilization at the study intersections. For example, an intersection approach with a bus stop or no parking zone that is commonly used by right-turning vehicles or to bypass left-turning vehicles is assumed to have a short right-turn or left-turn lane, respectively. Based on these assumptions and the HCM standards, the capacity analysis results by intersection and approach for the weekday morning and evening peak periods are reported in Table 8 for existing conditions, Year 2025 background traffic, and Year 2025 total traffic. Additional capacity analysis details, such as average delay and LOS by individual movement are detailed in the attached appendix. The Rehabilitation Institute of Chicago Page 27 March 2013

29 WORKING DRAFT Table 8. Intersection Capacity Analysis Existing Condition Year 2025 Background Year 2025 Total 1 Intersection AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Delay (s/veh) LOS Delay (s/veh) LOS Delay (s/veh) LOS Delay (s/veh) LOS Delay (s/veh) LOS Delay (s/veh) LOS Erie Street/Fairbanks Court Northbound Approach 26 C 6 A 28 C 7 A 30 C 7 A Southbound Approach 10+ B 9 A 12 B 10 A 13 B 10 A Eastbound Approach 11 B 9 A 13 B 10 A 15 B 10+ B Overall Intersection 17 B 8 A 19 B 8 A 21 C 9 A Ontario Street/Fairbanks Court Northbound Approach 8 A 11 B 11 B 13 B 11 B 21 C Southbound Approach 26 C 19 B 30 C 22 C 30 C 22 C Westbound Approach 16 B 36 D 2 17 B 50 D 2 19 B 43 D 2 Overall Intersection 15 B 24 C 18 B 34 C 18 B 34 C Huron Street/McClurg Court Northbound Approach 9 A 9 A 9 A 10 A 9 A 11 B Westbound Approach 9 A 9 A 10 A 9 A 10 A 10 A Overall Intersection 9 A 9 A 9 A 9 A 9 A 10+ B Erie Street/McClurg Court Northbound 9 A 9 A 10 A 12 B 11 B 14 B Southbound 9 A 8 A 9 A 9 A 9 A 10 A Eastbound 8 A 8 A 9 A 10+ B 9 A 13 B Overall Intersection 9 A 9 A 9 A 11 B 10 A 13 B Signalized Intersection Minor Leg Stop Controlled Intersection All Way Stop Controlled Intersection 1 Capacity results for Year 2025 Total include modified signal timings at Erie Street/Inner Lake Shore Drive and at Ontario Street/Fairbanks Court as detailed in Table 9. 2 The westbound left turn movement operates at LOS F (82 sec/veh) for Existing conditions, LOS F (134 sec/veh) for Year 2025 Background conditions, and LOS F (121 sec/veh) for Year 2025 Total conditions The Rehabilitation Institute of Chicago Page 28 March 2013

30 WORKING DRAFT Table 8. Intersection Capacity Analysis (continued) Existing Condition Year 2025 Background Year 2025 Total 1 Intersection AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Delay (s/veh) LOS Delay (s/veh) LOS Delay (s/veh) LOS Delay (s/veh) LOS Delay (s/veh) LOS Delay (s/veh) LOS Ontario Street/McClurg Court Northbound Approach 18 B 13 B 18 B 13 B 23 C 13 B Southbound Approach 4 A 8 A 9 A 15 B 18 B 15 B Westbound Approach 12 B 10+ B 14 B 13 B 16 B 14 B Overall Intersection 14 B 11 B 15 B 13 B 18 B 14 B Ohio Street/McClurg Court Northbound Approach 27 C 21 C 40 D 23 C 49 D 23 C Eastbound Approach 21 C 19 B 21 C 18 B 21 C 18 B Overall Intersection 23 C 19 B 28 C 20 B 32 C 20+ C Huron Street/Inner Lake Shore Drive Northbound Left 4 A 1 A 4 A 1 A 4 A 1 A Eastbound Approach 14 B 15 B 17 C 23 C 17 C 28 D Erie Street/Inner Lake Shore Drive Northbound Approach 16 B 17 B 16 B 17 B 21 C 25 C Southbound Approach 17 B 17 B 18 B 17 B 23 C 26 C Eastbound Approach 28 C 33 C 29 C 58 E 30 C 33 C Westbound Approach 31 C 25 C 36 D 30 C 33 C 28 C Overall Intersection 23 C 24 C 25 C 37 D 28 C 30 C Signalized Intersection Minor Leg Stop Controlled Intersection All Way Stop Controlled Intersection 1 Capacity results for Year 2025 Total include modified signal timings at Erie Street/Inner Lake Shore Drive and at Ontario Street/Fairbanks Court as detailed in Table 9. The Rehabilitation Institute of Chicago Page 29 March 2013

31 WORKING DRAFT Table 8. Intersection Capacity Analysis (continued) Existing Condition Year 2025 Background Year 2025 Total 1 Intersection AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Delay (s/veh) LOS Delay (s/veh) LOS Delay (s/veh) LOS Delay (s/veh) LOS Delay (s/veh) LOS Delay (s/veh) LOS Ontario Street/Inner Lake Shore Drive Northbound Approach 9 A 9 A 9 A 9 A 10 A 8 A Southbound Approach 8 A 7 A 9 A 8 A 9 A 9 A Overall Intersection 9 A 8 A 9 A 8 A 9 A 8 A Erie Street/ER & Loading Dock Access Northbound Approach N/A N/A 12 B 14 B Erie Street/Parking Garage Access Northbound Approach N/A N/A 12 B 18 C Ontario Street/Pick up/drop off Lane Southbound Approach N/A N/A 12 B 12 B Ontario Street/Parking Garage Access Southbound Approach N/A N/A 12 B 19 C Ontario Street/ER & Loading Dock Access Southbound Approach N/A N/A 15 B 15 B Signalized Intersection Minor Leg Stop Controlled Intersection All Way Stop Controlled Intersection 1 Capacity results for Year 2025 Total include modified signal timings at Erie Street/Inner Lake Shore Drive and at Ontario Street/Fairbanks Court as detailed in Table 9. Note: Levels of service are not reported for the Erie Street/Pick up/drop off Lane intersection, since the inbound only design of this access location results in no vehicles operating under stop control. The Rehabilitation Institute of Chicago Page 30 March 2013

32 WORKING DRAFT As shown in Table 8, the capacity analysis indicates intersection approach levels of service at LOS D or better throughout the study area under both existing and future conditions, with a few exceptions. Erie Street / Inner Lake Shore Drive First, the eastbound left-turning movement at the Erie Street/Inner Lake Shore Drive intersection operates at LOS E during the evening peak hour under Year 2025 background conditions, also bringing the entire eastbound approach to LOS E. With the addition of site-generated traffic, the westbound approach of the Erie Street/Inner Lake Shore Drive intersection (southbound right-turn from Outer Lake Shore Drive) is expected to operate at LOS E during the Year 2025 total condition morning peak hour if no adjustments are made. It is recommended that signal timing modifications be implemented at the intersection to address these operational issues and re-balance the allotment of green time given to each intersection approach. Table 9 below summarizes the existing and proposed signal timings at the intersection. Table 9. Recommended Signal Timing Modifications Phase AM Peak Hour PM Peak Hour Existing Timings Proposed Timings Existing Timings Proposed Timings Erie Street/Inner Lake Shore Drive Northbound Approach Southbound Approach 37 sec 31 sec ( 6 sec) 37 sec 27 sec ( 10 sec) Eastbound Approach 24 sec 24 sec 24 sec 34 sec ( 10 sec) 2 Westbound Approach 24 sec 30 sec (+6 sec) 24 sec 24 sec 1 The eastbound approach at Erie Street/Inner LSD should be allocated a minimum of 29 seconds to avoid an unacceptable LOS E rating. As an alternate strategy to the timing modifications recommended at Erie Street/Inner Lake Shore Drive, eastbound left-turning delay could be addressed by allowing this movement to occur simultaneously as an overlap phase with the westbound left turns entering from Outer Lake Shore Drive. The Year 2025 Total Condition analysis incorporates the recommended signal timing adjustments, resulting in an improvement from LOS E under Year 2025 Background conditions to LOS C under Year 2025 Total conditions. In addition to the timings proposed in Table 9, it is recommended that a one-second all-red interval be added at the end of each phase at the Erie Street/Inner Lake Shore Drive intersection throughout the day. This modification should improve vehicular safety by providing a clearance buffer between signal phases and thereby reducing the potential for vehicular conflicts. Ontario Street / Fairbanks Court The primary deficiency in capacity at the study intersections is the westbound left-turn movement from Ontario Street to Fairbanks Court. This movement experiences significant delay and operates at LOS F The Rehabilitation Institute of Chicago Page 31 March 2013

33 WORKING DRAFT during the evening peak hour for Existing, Year 2025 Background, and Year 2025 Total conditions. This is also confirmed through observing evening peak period traffic conditions along Ontario Street. As part of the study process, TADI and RIC have worked closely with CDOT to identify options to address the traffic issues along Ontario Street that impact the subject site and overall traffic conditions in the surrounding neighborhood. The westbound left-turn movement at the Ontario Street/Fairbanks Court intersection has been a consistent traffic issue during the evening peak hours. This turning movement is burdened by limited traffic circulation options in the neighborhood. Specifically, the Ontario Street/Fairbanks Court intersection represents the first opportunity for traffic west of Lake Shore Drive to turn south. Both Inner Lake Shore Drive and McClurg Court maintain one-way northbound traffic flow in the block immediately south of Ontario Street. Thus, traffic exiting Outer Lake Shore Drive at Erie Street, southbound traffic on Inner Lake Shore Drive, and any traffic exiting adjacent properties along Ontario Street must continue to the Ontario Street/Fairbanks Court intersection to travel south. Although the westbound left-turn movement at Ontario Street/Fairbanks Court does not conflict with oncoming traffic, it does conflict with a significant volume of pedestrians crossing the south leg of the intersection. One option to consider in addressing this specific issue at the Fairbanks Court/Ontario Street intersection includes eliminating the pedestrian movements from this conflict point. If pedestrian movements were prohibited at the south leg of the Fairbanks Court/Ontario Street intersection, the capacity for westbound left-turning vehicles would be expected to improve significantly. In the evening peak hour when the vehicular delay is highest, the level of service for the westbound left-turn would improve from LOS F (121.4 sec/veh) to LOS C (25.2 sec/veh). Clearly, the tradeoff is pedestrian inconvenience for those who cross the south leg of the intersection. While restricting pedestrian crossings on the south leg of the intersection has some local precedent and would help to increase capacity for the westbound left-turn and improve traffic flow, the viability of such a restriction and the negative impact on pedestrian conditions and convenience in such a highly walkable neighborhood deems such a restriction as undesirable. Thus, this pedestrian restriction is not recommended at this time. In order to relieve the burden placed on the westbound left-turn at the Ontario Street/Fairbanks Court intersection and address limitations on overall neighborhood traffic circulation, reintroducing southbound traffic to McClurg Court between Ontario Street and Ohio Street has been discussed with and recommended by CDOT. This conversion back to a two-way street would make the directional traffic flow along this block consistent with McClurg Court both north of Ontario Street and south of Ohio Street. Exhibits 8 through 11 present the Year 2025 Background Traffic, Redistributed Existing Site Trips, Site Trip Assignment, and Year 2025 Total Traffic Volumes representing McClurg Court as a two-way street. Exhibit 12 illustrates the conceptual lane configuration for two-way traffic on McClurg Court between Ontario Street and Ohio Street. The Rehabilitation Institute of Chicago Page 32 March 2013

34 N not to scale LEGEND XX - AM Peak Hour (8:00-9:00 AM) (XX) - PM Peak Hour (5:00-6:00 PM) (30) 40 (360) 315 FAIRBANKS CT HURON ST (15) 50 (30) (145) 130 (150) 145 (130) 75 (45) (260) 310 (100) 225 (150) 60 (15) 10 (275) (550) 45 (20) (75) Existing Traffic Signal - Existing Stop Sign - Access Driveway (75) 55 (165) 260 (205) 160 (515) 370 (50) (140) 380 (530) 45 (85) 400 (625) 280 (460) ERIE ST ONTARIO ST (85) 65 (260) 130 (45) 45 SITE (100) 55 (55) (135) 165 (210) 710 (500) 140 (185) 135 (215) (370) 105 (125) 110 (475) (200) LAKE SHORE DRIVE 305 (175) 220 (115) (270) (585) 245 (205) 140 (200) 205 (135) OHIO ST (130) 210 (340) 380 (175) 140 McCLURG CT 220 (145) 240 (135) YEAR 2025 BACKGROUND TRAFFIC VOLUMES (with two-way McClurg Court) EXHIBIT 8

35 McCLURG CT. ERIE ST. (-) +10 (-) +10 (+70) +10 LEGEND MEDICAL TRANSPORT / LOADING DOCK ACCESS +5 (+50) ONTARIO ST. Garage Exit (+50) +5 - (+70) Parking Garage Access SITE +55 (+10) PICK-UP/DROP-OFF LANE XX (XX) - AM Peak Hour (8:00-9:00 AM) - PM Peak Hour (5:00-6:00 PM) - Existing Traffic Signal HURON ST (+5) - - Existing Stop Sign (-) +5 (-) +5 FAIRBANKS CT +5 (+50) - (-) ERIE ST ONTARIO ST (+10) - (+20) - (+40) +10 SITE (+40) - (+40) - (-) (+5) - (+5) +10 (-) +35 (+10) - (+10) - (-10) (+20) - (-) +10 (-) (-10) LAKE SHORE DRIVE NOTE: Redistributed trips include traffic to/from the site that currently parks at: - SE corner of Ohio/McClurg) - Erie-Ontario Parking Garage OHIO ST (+10) +30 (-5) -15 McCLURG CT +5 (-) REDISTRIBUTED EXISTING SITE TRIPS (with two-way McClurg Court) EXHIBIT 9

36 McCLURG CT. N not to scale ERIE ST. (65) 140 (5) 5 MEDICAL TRANSPORT / LOADING DOCK ACCESS - (-) 5 (5) (70) 145 (235) 100 (55) (135) ONTARIO ST. - (220) Garage Exit (115) 45 Parking Garage Access SITE 230 (-) 25 (20) PICK-UP/DROP-OFF LANE LEGEND XX (XX) - AM Peak Hour (8:00-9:00 AM) - PM Peak Hour (5:00-6:00 PM) - Existing Traffic Signal (5) 30 FAIRBANKS CT HURON ST - (35) - (30) (35) - 15 (50) (15) 70 - Existing Stop Sign - Access Driveway (10) (55) 5 (5) 40 (35) 20 (85) 10 (15) ERIE ST ONTARIO ST SITE (65) - (50) 15 (120) 85 (120) - (-) 85 70(15) (50) 15 (15) 70 LAKE SHORE DRIVE 100 (5) 40 (25) (120) - OHIO ST (-) 55 McCLURG CT 45 (5) SITE TRIP ASSIGNMENT (with two-way McClurg Court) EXHIBIT 10

37 McCLURG CT. N not to scale (360) 315 (35) 75 FAIRBANKS CT ERIE ST. (455) 390 (5) 5 MEDICAL TRANSPORT / LOADING DOCK ACCESS - (-) 5 (5) (460) 395 (695) 350 (55) (900) ONTARIO ST. Garage Exit (165) 50 - (290) Parking Garage Access SITE HURON ST 285 (10) 1010 (735) PICK-UP/DROP-OFF LANE (15) 50 (30) (185) 130 (185) 145 (130) 75 (45) (260) 310 (100) 225 (190) 60 (15) 10 (275) (610) 45 (20) (90) 320 LEGEND XX (XX) - AM Peak Hour (8:00-9:00 AM) - PM Peak Hour (5:00-6:00 PM) - Existing Traffic Signal - Existing Stop Sign - Access Driveway (75) 55 (175) 305 (205) 160 (515) 370 (50) (195) 385 (535) 85 (120) 435 (760) 290 (475) 575 (610) 245 (205) ERIE ST ONTARIO ST (160) 65 (330) 145 (205) 140 SITE (100) 150 (215) 30 (430) (135) 165 (210) 140 (185) 790 (515) 135 (215) 305 (175) 355 (130) (440) 120 (125) 110 (490) (190) LAKE SHORE DRIVE 140 (190) 205 (135) OHIO ST (140) 295 (335) 365 (175) 140 McCLURG CT 220 (145) 290 (140) YEAR 2025 TOTAL TRAFFIC VOLUMES (with two-way McClurg Court) EXHIBIT 11

38 N not to scale TWO-WAY McCLURG COURT - LANE CONFIGURATION CONCEPT EXHIBIT 12