ENGINE COMPANY 42. Traffic Study. Chicago, Illinois. March 2018 FRIEDMAN PROPERTIES. Prepared for:

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1 ENGINE COMPANY 42 Traffic Study Chicago, Illinois March 2018 Prepared for: FRIEDMAN PROPERTIES

2 INTRODUCTION Kimley-Horn and Associates, Inc. (Kimley-Horn) was retained by Friedman Properties to perform a traffic impact study for a proposed mixed-use development at 55 West Illinois Street in Chicago, Illinois. The proposed site, illustrated in Exhibit 1, is located in the southwest quadrant of the Illinois Street/Dearborn Street intersection in Chicago, Illinois. The proposed development consists of constructing a new Fire Station for Engine Company 42, which currently occupies the subject site, in the western portion of the site and integrated with an office tower on the east portion of the site where the existing fire station sits today. The development plan for the tower is comprised of 800,000 square feet of office space and 9,000 square feet of groundfloor retail. Below-grade parking will be provided for the fire station (30 spaces) and the office tower (34 spaces). Off-site parking within the Greenway Garage, located approximately one block south of the site, will be available for employees and visitors of the potential uses beyond those available on site. This report presents and documents the study methodology, summarizes data collection and development traffic characteristics, highlights the evaluation of traffic conditions on the study intersections and roadways, and identifies recommendations to address operational impacts and integrate the proposed development into the surrounding transportation system. Engine Company 42 Chicago, Illinois Page 1 October 2017 / Updated March 2018

3 GRAND AVENUE ILLINOIS STREET HUBBARD STREET KINZIE STREET STATE STREET DEARBORN STREET SITE Private Alley OFF-SITE PARKING EXHIBIT 1 SITE LOCATION MAP N Public Alley CLARK STREET

4 Existing Conditions Kimley-Horn conducted field visits to the subject site and surrounding area to collect relevant information pertaining to nearby land uses, inventory key transportation system characteristics, and observe prevailing traffic conditions. This section of the report details information on these existing conditions. Area Land Uses The site is currently occupied by Engine Company 42 and a related surface parking lot. The surrounding urban neighborhood consists of a mix of uses including numerous restaurants, commercial office, hotels, and residential buildings. Immediately north of the site along Illinois Street is RPM Italian and the Underground Chicago, Fairfield Inn & Suites, and Hyatt Place. West of the site, along Clark Street, are several restaurants including XOCO, Topolobampo, Frontera Grill, Bub City, and Bottlefork among others. Immediately south of the site is Court House Place, which serves commercial office tenants, with Hub 51, a Residence Inn and SpringHill Suites south of Hubbard Street. East of the site are a variety of restaurants and a Hampton Inn & Suites. Roadway Characteristics The subject site is primarily served by the Illinois Street, Dearborn Street, Clark Street, and Hubbard Street. Other nearby roadways within the study area include Grand Avenue, Kinzie Street, and State Street. General descriptions of these roadways are summarized below. Unless otherwise noted, all study area roadways are under the jurisdiction of the City of Chicago with an assumed 30 MPH speed limit, per City Ordinance. Illinois Street is a one-way eastbound street immediately north of the proposed site. Chicago Transit Authority (CTA) bus stops are provided along Illinois Street at Clark Street (near side) and State Street (far side). Throughout the study area, a marked bike lane is maintained along Illinois Street. In addition, a variety of curbside uses, primarily including metered on-street parking and loading zones are designated along both sides of the street. On-street parking restricted for use by Fire Department personnel is maintained along the south side of Illinois Street from Dearborn Street to the north-south public alley that divides the subject block. At its signalized intersection with Clark Street, Illinois Street provides two through lanes and one dedicated right-turn lane. At its signalized intersection with Dearborn Street, Illinois Street provides two through lanes with a shared left-turn movement. At its signalized intersection with State Street, Illinois Street provides two through lanes with a shared left-turn movement and one separate right-turn lane. Dearborn Street is a one-way northbound street located immediately east of the proposed site. Similar to Illinois Street, Dearborn Street maintains a marked bike lane throughout the study area. The bike lane transitions from a two-way bike lane south of Kinzie Street to a one-way northbound lane along the west side of Illinois Street north of Kinzie Street. The CTA maintains bus stops at Hubbard Street (near side) and Grand Avenue (far side). Curbside uses along both sides of Dearborn Street within the study area include metered parking, loading zones, 15-minute standing zones, and parking restricted for Fire Department personnel (west side of Dearborn Street between Hubbard Street and Illinois Street). At its signalized intersection with Kinzie Street, Dearborn Street provides a separate left-turn lane and three through lanes with a shared right-turn movement. At each of its Engine Company 42 Chicago, Illinois Page 3 October 2017 / Updated March 2018

5 other signalized study intersections at Hubbard Street, Illinois Street, and Grand Avenue, the northbound approach of Dearborn Street maintains three through lanes with shared turn movements. Clark Street is a one-way southbound street located just west of the proposed site. Within the study area, the majority of curbside space on Clark Street is used for metered parking, loading zones used for valet operators serving the adjacent restaurants, and some 15-minute standing zones. Nearside CTA bus stops are located at Grand Avenue and Kinzie Street. At its signalized intersections with Illinois Street and Hubbard Street, Clark Street provides three through lanes with shared turn movements. Hubbard Street is a two-way east-west roadway that runs along the south side of the subject block. The north side of Hubbard Street adjacent to Court House Place (Dearborn Street to the public alley) is designated as No Parking. However, for the remainder of the study area, Hubbard Street provides a mix of metered parking, loading zones, and 15-minute standing zones along both sides of the street. The CTA does not operate bus service along Hubbard Street within the study area. At its signalized intersection with Clark Street, the eastbound approach of Hubbard Street provides one through lane and one dedicated right-turn lane while the westbound approach provides one dedicated left-turn lane and one through lane. At its signalized intersection with Dearborn Street, the eastbound approach provides one dedicated left-turn lane and one through lane with the westbound approach providing one through lane with shared right-turn movements. The eastbound and westbound approaches of the signalized Dearborn Street/State Street intersection maintain a separate left-turn lane and one through lane with shared right-turn movements. State Street is a two-way north-south street located one block east of the proposed site. Curbside uses along both sides of the street generally consist of metered parking, loading zones, and 15- minute standing zones. A CTA bus stop is maintained at Hubbard Street (north side) and Grand Avenue (south side). At its signalized intersection with Illinois Street, the northbound approach of State Street provides one through lane with shared right-turn movements while the southbound approach provides one left-turn lane and one through lane. The northbound and southbound approaches of State Street each provide one separate left-turn lane and one through lane at its signalized intersection with Hubbard Street. Grand Avenue is a one-way westbound roadway located one block north of the proposed site. Within the study area, curbside designations along both sides of Grand Avenue include a mix of metered parking, loading zones, and 15-minute standing zones. A marked bike is maintained along the north side of Grand Avenue through the study area. A near-side CTA bus stop is maintained at Dearborn Street. At its signalized intersection with Dearborn Street, westbound Grand Avenue provides three through lanes and a dedicated right-turn lane. Kinzie Street is two-way east-west street located two blocks south of the proposed site. Within the study area, Kinzie Street s curbside uses generally consist of metered parking, loading zones, and 15-minute standing zones along both sides of the street. At its signalized intersection with Dearborn Street, the eastbound approach of Kinzie Street provides one left-turn lane and one through lane while the westbound approach provides one through lane and one dedicated right-turn lane. Engine Company 42 Chicago, Illinois Page 4 October 2017 / Updated March 2018

6 Transit Service Facilities and services accommodating a range of non-auto transportation mode choices are available in the site vicinity. The following section highlights the available options. CTA Rail The CTA maintains two stations for multiple rail lines within a couple blocks and less than a ¼-mile from the proposed site as outlined below. State/Grand 2 blocks north and east (approximately 500 feet) (Red Line) Merchandise Mart 5 blocks south and west (approximately 1,225 feet) (Brown and Purple Lines) CTA Bus The surrounding area is also well-served by multiple CTA bus routes with stops located on Illinois Street, Dearborn Street, Clark Street, and Grand Avenue either adjacent to or within a one block walk from the proposed site. The routes most directly serving the site are highlighted below. Route 22: Clark Provides daily service between Howard Street and Polk Street Nearest stop located at Clark Street/Grand Avenue Route 29: State Provides daily service between Navy Pier and 94 th Street Nearest stops located at State Street/Hubbard Street or State Street/Grand Avenue Route 36: Broadway Provides daily service between Devon Avenue and Congress Parkway Nearest stop located at Street/Hubbard Street Route 65: Grand Provides daily service between Nordica Avenue and Navy Pier Nearest stops located at Grand Avenue/Dearborn Avenue and Illinois Street/Clark Street or State Street Shared Mobility Services Two DIVVY bike share stations are located within a reasonably close walking distance of the subject site as outlined below. Additional stations are located in the surrounding area to provide access for nearby local shared bike trips. Illinois Street east of LaSalle Street Kinzie Street east of State Street Engine Company 42 Chicago, Illinois Page 5 October 2017 / Updated March 2018

7 Existing Traffic Volumes In order to identify current levels of auto, pedestrian, and bicycle activity at key intersections within the study area, weekday peak period intersection traffic counts were performed in August 2017 at the following intersections: Clark Street/Illinois Street Clark Street/Hubbard Street Dearborn Avenue/Grand Avenue Dearborn Avenue/Illinois Street Dearborn Avenue/Hubbard Street Dearborn Avenue/Kinzie Street In addition, traffic counts performed in September 2016 were referenced for the following intersections along State Street. State Street/Illinois Street State Street/Hubbard Street 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 traffic activity on the adjacent roadways. The resulting traffic counts indicate that the heaviest traveled hours occur from 8:00 to 9:00 AM in the morning and from 5:00-6:00 PM in the evening. Existing peak hour vehicle traffic volumes are presented in Exhibit 2. Corresponding pedestrian and bicycle counts are illustrated in Exhibit 3. Engine Company 42 Chicago, Illinois Page 6 October 2017 / Updated March 2018

8 165 (275) 635 (995) GRAND AVENUE N NOT TO SCALE CLARK STREET 740 (705) 210 (270) 445 (445) 100 (85) (180) 110 (1140) 665 (510) 585 (65) (115) 635 (585) 65 (95) (150) 125 (40) (310) 30 (35) (140) 110 (640) 685 SITE (80) 35 (165) 155 DEARBORN STREET (145) 120 (1185) 665 (85) 50 ILLINOIS STREET (60) 60 (120) 620 (105) (95) 120 (260) HUBBARD STREET (55) 50 (1150) (65) 515 (445) 20 (40) (35) 25 (105) 100 (80) 80 STATE STREET (75) 65 (435) 340 (60) (40) 105 (230) 40 (50) (35) 35 (435) 350 xx (xx) LEGEND Weekday AM Peak Hour (8:00-9:00 AM) Weekday PM Peak Hour (5:00-6:00 PM) (105) 80 (290) 225 (70) (135) 170 (195) KINZIE STREET (115) 90 (1050) Existing Signalized Intersection Less than Five Vehicles EXHIBIT 2 EXISTING TRAFFIC VOLUMES

9 334 (543) 236 (480) 371 (625) GRAND AVENUE N NOT TO SCALE 317 (643) 123 (304) 92 (331) 208 (280) 253 (535) 378 (755) 424 (573) 423 (695) ILLINOIS STREET 333 (915) 504 (625) 190 (415) 163 (386) 157 (254) SITE CLARK STREET DEARBORN STREET STATE STREET 354 (476) 224 (389) 480 (1124) 443 (598) 172 (332) 379 (716) HUBBARD STREET 300 (818) 176 (355) 424 (824) 128 (289) 168 (439) 129 (272) 424 (488) xx LEGEND Weekday AM Peak Hour (8:00-9:00 AM) 545 (697) 355 (714) 389 (805) KINZIE STREET (xx) Weekday PM Peak Hour (5:00-6:00 PM) Existing Signalized Intersection - Less than Five Vehicles EXHIBIT 3 EXISTING PEDESTRIAN AND BICYCLE VOLUMES

10 DEVELOPMENT CHARACTERISTICS This section of the report outlines key characteristics for the proposed development, highlights mode share data exhibited the proposed uses in the River North area, and estimates the site s trip generation and traffic patterns on the surrounding street during peak hours. Development Plan Land Use The proposed office building development program is outlined below: Office 800,000 square feet Retail 9,000 square feet Site Access and Circulation Included in the proposed development are 64 below-grade parking spaces (30 for the fire station and 34 for the office building). A ramp to access the level of below-grade parking is planned via the eastwest private alley along the southern boundary of the site. To the extent additional parking is needed, off-site parking is planned at the Greenway Garage, located one block south of the site. The Greenway Garage provides 700 spaces, consistently maintains available capacity, and is accessible via Kinzie Street (entry and exit) and Hubbard Street (entry only). Curbside loading zones for drop-off/pick-up activity are proposed along both Illinois Street (east of the fire station driveway) and Dearborn Street. These zones would serve drop-off/pick-up activity for personal vehicles, taxis, TNCs (i.e., Uber, Lyft, and Via) and other short-term curbside needs. Loading/Delivery The east-west alley along the southern site boundary would also serve two loading dock spaces and enclosed dumpster storage for the office development as well as access to two ambulance bays and a command van for the fire station. All other fire trucks and emergency vehicles at the fire station would utilize a 60-foot wide driveway on Illinois Street located approximately 170 feet west of the Illinois Street eastbound stop bar at Dearborn Street (measured to the center of the driveway). The public alley along the west side of the site, extending between Illinois Street and Hubbard Street, is proposed to be vacated. As part of the development and construction of the fire station, the northsouth alley would be narrowed by approximately 7 feet in the northern half of the block, with a remaining 11-foot width of the proposed private alley adjacent to the site. A 4-foot wide x 70-foot long inset on the west side of the alley, located approximately 26 feet south of the Illinois Street R.O.W. provides additional space for delivery/service vehicles to stop, unload deliveries, and maneuver around the vehicle. The alley would continue to serve access and circulation for trucks delivering to the adjacent restaurants along the east side of Clark Street. These restaurants and the other properties along the block are under ownership of a single entity that provides centralized refuse collection. Thus, the alleys do not house several dumpsters for each individual business that, in many other locations throughout the city, sit in the alley and reduce its effective width. The north-south private alley is also planned to be improved with pavers or similar materials and closed during certain evening hours to provide a flexible space that can be activated for café tables, outdoor dining, or other plaza-like uses that are generally consistent with the City of Chicago s People Alleys as part of Engine Company 42 Chicago, Illinois Page 9 October 2017 / Updated March 2018

11 its Make Way for People initiative. The fire escape for on the west side of Court House Place in the alley will also be removed. Exhibit 4 presents the proposed ground-floor site plan. Engine Company 42 Chicago, Illinois Page 10 October 2017 / Updated March 2018

12 W. ILLINOIS ST N 122'-4" RETAIL 4,000 SF BANQUET AND HOTEL SHUTTLE 1,000 SF N. DEARBORN ST HS1 HS2 HS3 OFFICE LOBBY S1 SERVICE RAMP DOWN 15% LOADING TRASH 60' X 15% SLOPE 9'-6" RETAIL 400 SF 17'-3 3/4" 88'-8" 1'-11 1/2" 11'-1" 11'-10" 30'-0" 30'-0" 221'-8" 211'-0" LOADING / DROP OFF ZONE 14'-11" 9'-10 1/2" 25'-0" 25'-0" 25'-0" 30'-0" 7'-6" O1 O2 O3 O4 LOADING / DROP OFF ZONE UP UP O5 O6 O7 O8 DW GROUND FLOOR PLAN SCALE I DW WATCH TOWER Not Enclosed BATTALION CHIEF SUV HOSE TOWER 121 SF TRUCK SQUAD DRYER 161 SF APPARATUS BAY 5900 SF ANCILLARY BAY 1: 31' HAZMAT TURN OUT GEAR 424 SF COMMAND VAN AMBO 2 BBQ TURNING RADIUS 444 NORTH DEARBORN MIXED-USE TOWER / EC42 FIRE STATION SNORKLE DEMOLISH HAND BALL COURT ANCILLARY BAY 2: ENGINE AMBO 1 GENERATOR TURNING RADIUS ENGINE TOILET 43 SF STOR 68 SF TOOL 145 SF MEMORIAL WALL ELEV 58 SF KITCHEN/ DINING/ PANTRY 823 SF EXHIBIT 4 CONCEPTUAL SITE PLAN S J H I K

13 Trip Generation Typically, traffic impact studies include trip generation estimates based on rates published in the Institute of Transportation Engineers (ITE) manual titled Trip Generation, Tenth Edition. It is worth noting, however, that these rates generally represent, and are derived from, data collected in largely auto-oriented areas that exhibit few, if any, non-auto modes of transportation (such as transit, walking, and biking). Due to the urban context, proximity of the site to and availability of multiple convenient public transportation options, and the nature of the land uses in the area, it is reasonably assumed that those traveling to and from the site would exhibit more non-auto modal characteristics compared to typical auto-oriented suburban locations. Therefore, mode share adjustments based on census data are applied to the conventional Trip Generation data for the office component to incorporate these non-auto factors. For the proposed retail uses, local data was referenced from the River East Area Traffic and Parking Operation Review, prepared by Barton-Aschman Associates, Inc., for the City of Chicago in 1997, which uses trip rates that directly reflect the use of non-auto trips based on surveys performed at multiple locations in the River North/River East area. The trip generation equations/rates for each proposed land use are shown in Table 1. Table 1. ITE and River East Trip Generation Data by Land Use ITE Land Use AM Peak Office (LUC 710) 1 T = 0.94(X) % in/14% out Specialty Retail 2 Inbound: Outbound: T - Site-generated trips X - Dwelling units 1 - Based upon ITE Trip Generation, 10 th Edition 2 - Based upon River East Area Traffic and Parking Operation Review Weekday PM Peak Ln(T) = 0.95Ln(X) % in/84% out Inbound: Outbound: Office mode share characteristics, consistent with those referenced in the analysis of office uses in other recent traffic studies in the area are applied for this development plan, resulting in an 85 percent reduction for travel via non-auto modes of transportation applied to the ITE office trip rates. To reflect taxi trips and other pick-up/drop-off activity for the potential office use, 10 percent of the new personal auto trips would be comprised by taxi/tnc trips, also consistent with other recent office-oriented traffic studies for the area. Retail mode share characteristics were based on data published in the River East Area Traffic and Parking Operation Review. From this data, it was estimated that 33% of new retail-oriented auto trips would be comprised by taxi/tnc trips. Table 2 outlines the trip generation projections for the proposed development program. Engine Company 42 Chicago, Illinois Page 12 October 2017 / Updated March 2018

14 Table 2. Trip Generation Estimate Land Use Unit AM Peak PM Peak In Out Total In Out Total Unadjusted Trips Office 800,000 sq. ft Retail 9,000 sq. ft Subtotal Non-Auto Mode Share Office -85% Personal Auto Trips Office 90% Retail 67% Total New Personal Auto Trips Taxi/TNC Trips Office 10% Retail 33% Subtotal New Taxi/Rideshare Trips Total New Auto Trips Directional Distribution The estimated distribution of site-generated traffic for the subject site on the surrounding roadway network as it approaches and departs the site is a function of several variables, such as site access and parking locations, characteristics of the street system, the ease with which motorists can travel over various sections of the street system, and prevailing traffic volumes/patterns. The estimated trip distribution for the proposed development is heavily influenced by the directionality of one-way roadways within the study area. As such, the directional distribution shown in Table 3 presents the anticipated directional distribution from which vehicles will travel to and from the site. Engine Company 42 Chicago, Illinois Page 13 October 2017 / Updated March 2018

15 Table 3. Estimated Trip Distribution To/From Portion of Site Traffic West via Illinois/Grand 30% West via Hubbard/Kinzie 15% Southwest via Clark/Dearborn 15% East via Illinois/Grand 10% South via Dearborn/State 10% North via Clark/Dearborn 10% North via State/Dearborn 10% Total 100% Site Traffic Assignment The site traffic assignment, representing traffic volumes associated with the proposed development at the study intersections and the access driveways, is a function of the estimated trip generation (Table 2) and the directional distribution (Table 3). The peak hour site traffic assignment for the auto trips and taxi trips are presented in Exhibits 5 and 6, respectively. It should be noted that individuals traveling via taxi to/from the site are assumed to generate two separate trips for each arrival and departure. For example, arriving taxis generate one trip as the taxi pulls up to drop off and one trip as the taxi departs the site to pick up another fare. Taxi trips were assumed to originate outside of the study area, drop-off or pick-up their passenger at the appropriate curbside loading zone, and then continue to their destination. This is a conservative approach to the analysis as many times a taxi picks up a new fare while dropping another off, resulting in fewer trips. Also contributing to the conservative approach is that many taxis are already accounted for in the traffic counts as they circulate in search of a fare and they do not create new trips at the study area intersections. Engine Company 42 Chicago, Illinois Page 14 October 2017 / Updated March 2018

16 GRAND AVENUE N NOT TO SCALE ILLINOIS STREET SITE CLARK STREET (25) 5 (10) - (20) - (50) (10) 15 (-) (10) - (10) - SITE ACCESS (15) - 35 (10) 5 (-) 10 (10) DEARBORN STREET (-) 15 (55) 10 STATE STREET (5) 15 (-) 10 (15) 40 5 (-) (-) 10 5 (-) HUBBARD STREET xx (xx) LEGEND Weekday AM Peak Hour (8:00-9:00 AM) Weekday PM Peak Hour (5:00-6:00 PM) OFF-SITE GARAGE (55) 10 (10) - (55) 15 (10) 20 (-) 5 10 (-) KINZIE STREET Existing Signalized Intersection - Less than Five Vehicles EXHIBIT 5 SITE TRIP ASSIGNMENT AUTO TRIPS

17 GRAND AVENUE N NOT TO SCALE ILLINOIS STREET SITE CLARK STREET SITE ACCESS DEARBORN STREET STATE STREET HUBBARD STREET OFF-SITE GARAGE (10) 10 (5) 5 (5) 5 5 (5) 5 (5) 5 (5) (5) 5 (5) 5 LEGEND KINZIE STREET xx (xx) - Weekday AM Peak Hour (8:00-9:00 AM) Weekday PM Peak Hour (5:00-6:00 PM) Existing Signalized Intersection Less than Five Vehicles (5) 5 EXHIBIT 6 SITE TRIP ASSIGNMENT TAXI TRIPS

18 Background Traffic Growth Area background traffic was developed with consideration for two factors: background traffic growth over time unrelated to specific development projects and the addition of traffic associated with other known developments in the area. In order to estimate the growth in the ambient levels of traffic in the study area, an annual growth rate was applied to existing traffic volumes. For the purpose of this study, a 0.5 percent growth rate was applied over a period of four years (to Year 2021) to account for increased background traffic volumes unrelated to specific developments or changes in traffic patterns. With respect to other known development projects in the area that have been approved for construction, Kimley-Horn coordinated with the Chicago Department of Transportation (CDOT) to collect available traffic studies previously prepared for such developments. For this study, the referenced projects identified (and for which studies were provided) include: 330 N. Clark Street (Based on a September 2015 study prepared by Kenig, Lindgren, O Hara, Aboona, Inc.) LaSalle/Hubbard Hotel (NW Corner) (Based on a July 2016 study prepared by Kenig, Lindgren, O Hara, Aboona, Inc.) Total Traffic Assignment The total traffic assignment represents future anticipated traffic volumes at the study intersections upon construction and full occupancy of the proposed development. The total traffic assignment consists of the existing traffic (Exhibit 2), projected trips associated with the proposed development (Exhibits 5 and 6), and anticipated increases in traffic associated with area background growth and two specific developments. The total traffic assignment for the study area is illustrated in Exhibit 7. Engine Company 42 Chicago, Illinois Page 17 October 2017 / Updated March 2018

19 170 (280) 650 (1015) GRAND AVENUE N NOT TO SCALE 470 (455) 100 (85) 845 (790) 220 (280) (225) 125 (1185) 685 xx (xx) - (520) 595 (65) (115) 700 (655) 100 (105) (160) 145 (40) 65 LEGEND CLARK STREET Weekday AM Peak Hour (8:00-9:00 AM) Weekday PM Peak Hour (5:00-6:00 PM) Existing Signalized Intersection Less than Five Vehicles 150 (320) 30 (35) (250) 205 (15) 40 SITE SITE ACCESS OFF-SITE GARAGE (150) 115 (650) 700 (15) (355) 5 (-) (80) 45 (170) 160 (160) 90 (345) 255 DEARBORN STREET (170) 120 (1255) 695 (-) 15 (1410) 815 (85) 50 (80) 105 ILLINOIS STREET 55 (95) 135 (270) HUBBARD STREET (55) 50 (1235) (140) 230 (265) (115) 90 (1075) 660 KINZIE STREET (60) 60 (645) 630 (115) (65) (35) 25 (110) 105 (80) (465) 20 (40) STATE STREET (75) 65 (445) 345 (60) (40) 115 (240) 40 (50) (35) 35 (445) 355 EXHIBIT 7 TOTAL TRAFFIC ASSIGNMENT

20 ANALYSES This section of the report provides an overview of the capacity analysis conducted for key intersections in the site vicinity under existing and future traffic conditions, evaluates site access conditions, reviews transportation elements of the proposed plan, and identifies recommended improvements. Site Access/Circulation Evaluation The proposed site plan was reviewed with regards to site access and circulation for the proposed development. Key characteristics of the plan are summarized below. Parking Access Vehicular access to the below-grade parking garage is proposed via the private alley on the south side of the site. With 64 total spaces (30 dedicated for the Fire Department and 34 for the other uses), the level of traffic activity entering and exiting the on-site parking will be limited. To the extent parking demand exceeds the available spaces, employees will park at the Greenway Garage, located in the block south of the subject site with and entrance on Hubbard Street and a full access on Kinzie Street. Office employees parking at the Greenway Garage will self-park and drive directly to and from the garage using the entrance on Hubbard Street or entrance/exit driveway on Kinzie Street Curbside Access For developed properties in an urban area such as River North, understanding and accommodating potential curbside demands for taxis, TNCs, and other short-term pick-up/drop-off activity is a key element of the site s access and circulation. To accommodate the curbside passenger loading needs, two loading zones are proposed along the site s Illinois Street (north) and Dearborn Street (east) frontages. Currently, the Illinois Street frontage is comprised of on-street parking for Fire Department personnel and a No Parking zone in front of the fire station s driveway; the Dearborn Street frontage consists of on-street parking for Fire Department personnel only. Pick-up and drop-off locations for taxis, TNCs, and other short-term personal curbside needs are planned via both the Dearborn Street and Illinois Street loading zones. Office-related demand is more likely on the Dearborn Street side, but given the one-way directional traffic flows for Illinois and Dearborn Streets, the use of the two curbside zones is expected to be more dependent on the origins and destinations of the vehicles as they arrive and depart. As such, the following outlines the anticipated uses of the respective curbside zones: Dearborn Street Office taxi, TNC, and pick-up/drop-off Retail taxi, TNC, and pick-up/drop-off Illinois Street Office taxi, TNC, and pick-up/drop-off Retail taxi, TNC, and pick-up/drop-off Both curbside loading zones along Dearborn Street and Illinois Street would accommodate up to four vehicles at one time. Engine Company 42 Chicago, Illinois Page 19 October 2017 / Updated March 2018

21 An estimate of peak activity related to each component of the site development plan was projected based upon a M/M/S queuing model that factors random arrivals and service times taxi/tnc activity in a defined number of curbside spaces. It is assumed that curbside loading for the retail and office uses would primarily use the Dearborn Street curb frontage and the four available spaces since that is the proposed office lobby location. The Illinois Street frontage and its expected four available spaces will be available serve supplemental demand or traffic that may arrive from the west. The average service time for a taxi drop-off was assumed as one minute, which includes time for the taxi to enter the guest loading area, for the guest to pay the taxi fare, to unload the vehicle, and finally for the taxi to leave the guest loading area. This is considered a conservative estimate as use of TNCs has grown with payment of a fare handled through an online transaction and not in the vehicle; thus, the service time when being dropped off is less than that of a taxi. The average service time for taxi/tnc pick-ups was assumed as 30 seconds, as less time is needed since a fare does not need to be paid. In order to further complete a conservative review of curbside demand, it was assumed that projected taxi trips would either drop off or pick up a passenger; in reality, some taxis that drop off a passenger will also pick up a new passenger, resulting in the consolidation of taxi trips to/from the site. Table 4 outlines the 85 th percentile projected peak curbside activity along both the Illinois Street and Dearborn Street curbside zones adjacent to the subject site. Table th Percentile Projected Peak Curbside Activity Description Dearborn Street Loading Zone (Taxi/TNC) Illinois Street Loading Zone (Taxi/TNC) Taxi/TNC Drop-Off 2 Number of Vehicles Arriving Curbside during the Peak Hour Average Time per Service (minutes) Taxi/TNC Pick-Up 3 Number of Vehicles Arriving Curbside during the Peak Hour Average Time per Service (minutes) Total Number of Vehicles Arriving Curbside during the Peak Hour Weighted Average Time per Service (minutes) Number of Curbside Service Positions th Percentile Probability Queue (vehicles) Estimated by Kimley-Horn 2 Based on mode split rates for taxi referenced in the River East Area Traffic and Parking Operation Review, 1997 (inbound trips) 3 Based on mode split rates for taxi referenced in the River East Area Traffic and Parking Operation Review, 1997 (outbound trips) 4 Based on M/M/S queuing model Engine Company 42 Chicago, Illinois Page 20 October 2017 / Updated March 2018

22 Based on the results of the queuing model, the proposed loading zones on both the Dearborn Street and Illinois Street frontages can more than adequately handle the projected 85 th percentile queues for taxi/tnc drop-offs and pick-ups. The 85 th percentile queue probability is projected at less than one space. As summarized in Table 4, the 85 th percentile queues within both the Dearborn Street and Illinois Street curbside zones are less than one vehicle. Review of alternative potential curbside configurations indicate that provision of three spaces along each street would continue to provide adequate space for 85 th percentiles queue projections. Thus, an opportunity is available to utilize the excess space, at least on a seasonal basis, as a parklet or temporary platform within the curb lane to be used as extension of the sidewalk for outdoor dining, seating, or other public space functions. During winter months or if additional curbside space is ultimately needed, the parklet can be removed or potentially relocated. In the City s Make Way for People initiative, a parklet is also defined as a People Spot. Images 1 and 2 illustrate examples of a parklet or People Spot. Image 1. People Spot (image courtesy City of Chicago) Image 2. Parklet on Noriega Street in San Francisco, CA. (image courtesy Wells Campbell) Service/Delivery Vehicle Loading Access The proposed site plan includes two 10 x25 loading docks to serve the office tower and ground-floor retail uses. These two loading docks are proposed on the south side of the site, accessible via the private east-west alley that borders the site, and angled to the east to help facilitate access. Using AutoTURN software, truck maneuvers into and out of these loading docks were evaluated for two different design vehicles a DL-23 and SU-30 design vehicle. The DL-23 design vehicle is a truck similar to those commonly used by parcel delivery services like FedEx or UPS as well as other service vehicles. An SU-30 is a slightly larger single-unit box-type truck often used for deliveries, rentals, residential moving, and other services. For both design vehicles, the access and circulation route analyzed includes trucks entering the adjacent north-south alley from Hubbard Street, turning east on the east-west alley, and backing into the docks. When exiting, the trucks would proceed east to Dearborn Street and turn north. Based on review of the truck turning patterns (included in the Technical Appendix), the proposed loading dock configuration and width of the east-west private alley is expected to adequately accommodate loading dock access. Engine Company 42 Chicago, Illinois Page 21 October 2017 / Updated March 2018

23 North-South Alley Aside from the loading docks that will serve the proposed site, the existing north-south public alley along the west side of the site currently serves access, circulation, and loading for businesses along the west side of the alley (along the east side of Clark Street). On several occasions, trucks have been observed stopping in the alley to unload supplies for the adjacent restaurants along Clark Street. This north-south alley is currently a public alley. As part of the proposed development, the alley is proposed to be vacated. This proposed vacation, in part, helps to accommodate the proposed development footprint through a narrowing of the northern half of the alley by 7 feet (18 feet wide to 11 feet). Due to the narrowed width, two-way traffic would not be feasible along the northern half of the alley. Based on a review of alley access and circulation, entering the alley from Illinois Street would require service/delivery trucks approaching along Illinois Street to swing north into the adjacent lanes in order to avoid the adjacent buildings. Exiting onto Illinois Street from the south does not present the same issue. Thus, with the reduced width of the north-south alley after being vacated, the northern half of the alley is recommended to be designated as one-way northbound. The southern half between Hubbard Street and the private east-west alley in the block can maintain two-way circulation. Another element of the proposed alley vacation is the improvement of the surface with pavers or similar materials and closing the alley during certain evening hours to provide a flexible space that can be activated for café tables, outdoor dining, or other uses that are generally consistent with the City of Chicago s People Alleys as part of its Make Way for People initiative. With all of the properties in entire subject block under single ownership, coordination with buildings, tenants, and vendors on a schedule for delivery/service access and alley closures appears feasible. This coordination and understanding among those occupying the subject block is necessary in order to avoid deliveries and other alley-related functions from instead occurring on adjacent streets. Fire Station Alley Access The proposed fire station will include two ambulance bays and a separate bay for a command van on the south side of the station via the east-west private alley. Similar to the loading dock evaluation, the turning maneuvers for each bay were tested using AutoTURN software with the turning path illustrations provided in the Technical Appendix. For both vehicle types, the assumed access route included entering the east-west alley from Dearborn Street and backing into their respective bays. To exit, both vehicles are assumed to exit to the east and turn north on Dearborn Street. Based on review of the vehicle turning paths for the design vehicles that will access the fire station, the location and configuration of each bay combined with the available alley width allows the vehicles to access the bays without obstructions from other buildings or constraints. Capacity Analysis Capacity analyses were conducted to assess the existing and future operating conditions of the study intersections during the weekday peak hours. The capacity of an intersection quantifies its ability to accommodate traffic volumes and is expressed in terms of level of service (LOS) according to the average delay per vehicle passing through the 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 Engine Company 42 Chicago, Illinois Page 22 October 2017 / Updated March 2018

24 constraints of urban neighborhoods in Chicago, it is not uncommon for select intersections or approaches 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 5. Table 5. Level of Service Grading Descriptions 1 Level of Service A B C Description Minimal control delay; traffic operates at primarily free-flow conditions; unimpeded movement within traffic stream. Minor control delay at signalized intersections; traffic operates 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. D E F 1 - Highway Capacity Manual 2010 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 traffic flow. The range of control delay for each rating (as detailed in the HCM) is shown in Table 6. 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. Table 6. Level of Service Grading Criteria 1 Level of Service Unsignalized Intersections Average Control Delay (s/veh) at: Signalized Intersections A B > > C > > D > > E > > F 2 > 50 > Highway Capacity Manual All movements with a Volume to Capacity (v/c) ratio greater than 1 receive a rating of LOS F. Synchro software was utilized to evaluate capacity of the study intersections (reported overall and by approach) for the weekday morning and evening peak hours. Table 7 summarizes the capacity analysis results for existing and future peak hour traffic conditions. Additional capacity analysis details are included in the attached appendix. Note that for the purpose of this study, it was assumed that the alley access points would generally operate under minor-leg stop control. Engine Company 42 Chicago, Illinois Page 23 October 2017 / Updated March 2018

25 Table 7. Intersection Capacity Analysis Intersection Existing Conditions Future Conditions AM Peak PM Peak AM Peak PM Peak Delay Delay Delay Delay LOS LOS LOS LOS (s/veh) (s/veh) (s/veh) (s/veh) Clark / Illinois Eastbound 16 B 16 B 17 B 16 B Southbound 12 B 13 B 13 B 14 B Intersection 14 B 14 B 14 B 15 B Clark / Hubbard Eastbound 15 B 16 B 16 B 17 B Westbound 17 B 26 C 18 B 26 C Southbound 2 A 3 A 3 A 3 A Intersection 7 A 11 B 7 A 11 B Dearborn / Grand Westbound 12 B 20 C 12 B 20+ C Northbound 8 A 7 A 8 A 7 A Intersection 10+ B 13 B 10+ B 13 B Dearborn / Illinois Eastbound 20- B 34 C 20+ C 34 C Northbound 4 A 4 A 5 A 3 A Intersection 12 B 15 B 12 B 14 B Dearborn / Hubbard Eastbound 25 C 21 C 23 C 22 C Westbound 27 C 33 C 29 C 34 C Northbound 5 A 7 A 5 A 9 A Intersection 12 B 14 B 12 B 15 B Dearborn / Kinzie Eastbound 21 C 23 C 23 C 29 C Westbound 15 B 16 B 17 B 18 B Northbound 14 B 14 B 15 B 15 B Intersection 16 B 16 B 17 B 19 B - Signalized Intersection Engine Company 42 Chicago, Illinois Page 24 October 2017 / Updated March 2018

26 Table 7. Intersection Capacity Analysis (Continued) Intersection Existing Conditions Future Conditions AM Peak PM Peak AM Peak PM Peak Delay Delay Delay Delay LOS LOS LOS LOS (s/veh) (s/veh) (s/veh) (s/veh) State / Illinois Eastbound 9 A 7 A 10- A 8 A Northbound 11 B 12 B 11 B 12 B Southbound 19 B 20- B 20+ C 20- B Intersection 13 B 12 B 13 B 12 B State / Hubbard Eastbound 12 B 21 C 12 B 21 C Westbound 18 B 25 C 18 B 26 C Northbound 11 B 12 B 11 B 12 B Southbound 6 A 7 A 7 A 7 A Intersection 10- A 14 B 10+ B 14 B - Signalized Intersection Existing Conditions Based on review of the existing conditions capacity analysis, the study intersections all generally operate well during the weekday morning and evening peak hours. For the of the study intersections, the approaches and overall intersection capacity is at LOS C or better. Future Conditions Similar to existing conditions, the approaches and overall intersection capacities for the study intersections are expected to operate at LOS C or better during the peak hours. A comparative review for each intersection between existing and future condition indicates there is little change in the typical average delay per vehicle and level of service. Thus, the anticipated traffic associated with the proposed office development is expected to be accommodated by the surrounding intersections with limited impact on capacity during the weekday morning and evening peak hours. Engine Company 42 Chicago, Illinois Page 25 October 2017 / Updated March 2018

27 RECOMMENDATIONS Based on the observations of conditions in the site vicinity, review of the proposed site plan and proposed development program, and analysis of traffic conditions at the study intersections, study recommendations are highlighted below in Table 8. Table 8. Summary of Study Recommendations (continues next page) Recommendation Construct a curb extension on the southwest corner of the Illinois Street/Dearborn Street intersection (extending into both adjacent streets) Install emergency vehicle preemption for the traffic signal at Illinois Street/Dearborn Street controlled from the fire station Relocate striped Do Not Block hatched pavement markings and accompanying Stop Here on Red signs on Illinois Street to align with the new fire station driveway Install pedestrian countdown signals at: Illinois Street / Dearborn Street Illinois Street / Clark Street Hubbard Street / Clark Street Provide at curbside pick-up/drop-off space for at least 3 vehicles (approximately 66 feet) along both the Illinois Street and Dearborn Street site frontages Anticipated Benefit(s) and/or Considerations Increases pedestrian space and pedestrian visibility Reduces the crosswalk length on the west and south legs of the intersection, thereby reducing the time pedestrians are exposed to vehicular traffic Frames the adjacent curbside passenger loading areas Allows the fire station to preempt the traffic signal downstream from the driveway and flush traffic from Illinois Street through the signal when there is an emergency call for the fire station Helps to facilitate egress from the station in an emergency Discourage eastbound traffic stopped at the Illinois Street / Dearborn Street intersection from blocking the fire station driveway Promotes ease of egress for emergency vehicles from the fire station Improve pedestrian awareness of the time available to complete crossing the street Reduce occurrences of pedestrians remaining in the crosswalk when the traffic signal phase changes Accommodates taxi/tnc passenger loading, and other shortterm pick-up/drop-off activity without encroaching on adjacent bike or vehicular travel lanes Helps to facilitate the use of available off-site parking and limit the provision of on-site below-grade parking Requires removal of on-street Fire Department Personnel Only parking spaces along the west side of Dearborn Street (5 spaces) and south side of Illinois Street (3 spaces) Engine Company 42 Chicago, Illinois Page 26 October 2017 / Updated March 2018

28 Table 8. Summary of Study Recommendations (continued) Recommendation North-South Alley Designate the northern half of the north-south alley as one-way northbound traffic flow Install Do Not Enter signs facing north on Illinois Street at the north end of the alley Coordinate with vendors serving all properties along the east side of Clark Street adjacent to the alley to approach from the south on Hubbard Street Consider installing a seasonal Parklet/People Spot on the south side of Illinois Street at the east end of the proposed curbside loading area (approximately ft long) Anticipated Benefit(s) and/or Considerations Prevent delivery vehicles from swinging into adjacent lanes on Illinois Street in order to access the narrowed alley Avoid opposing vehicle routes with narrowed alley that will not facilitate two-way traffic at the same time Provides additional public space for outdoor café, seating, gathering, and streetscape features Can be removed in the winter and if additional curbside activity needs more space Engine Company 42 Chicago, Illinois Page 27 October 2017 / Updated March 2018

29 CONCLUSIONS The proposed mixed-use development at the southwest quadrant of the Illinois Street/Dearborn Street intersection includes construction of a new fire station for Engine Company 42 and an office tower with ground-floor retail uses. Trip generation characteristics for the proposed development were evaluated with reference to impacts on the surrounding street system and curbside activity. Key findings of the analysis are highlighted below. Based on the analysis, the study intersections are expected to maintain adequate capacity during the weekday morning and evening peak hours once the proposed development is constructed and occupied. The configuration of the loading docks for the tower and ambulance/command van bays for the fire station via the east-west private alley along the south side of the site can accommodate the associated design vehicle turning maneuvers. The north-south alley along the west side of the site is proposed to be vacated with the northern half of the alley narrowed to accommodate the building footprint. While the northsouth alley will continue to allow access for delivery vehicles serving adjacent businesses along the east side of Clark Street, the northern half of the alley should be designated as oneway northbound only. The curbside zones along the Dearborn Street and Illinois Street frontages for taxis/tncs and other short-term pick-up/drop-off needs each provide room for at least four vehicles. Based on an evaluation of anticipated queuing needs along each site frontage, the four spaces in each zone are more than adequate to serve the projected 85 th percentile curbside loading demands. Implementation of the study recommendations will assist in integrating the proposed development into the surrounding transportation system, limiting the site s impacts, and improving conditions for pedestrians in the site vicinity. Engine Company 42 Chicago, Illinois Page 28 October 2017 / Updated March 2018

30 TECHNICAL APPENDIX Existing Capacity Reports Future Capacity Reports AutoTURN Schematics Engine Company 42 Chicago, Illinois Page 29 October 2017 / Updated March 2018

31 EXISTING CAPACITY REPORTS Weekday Morning Peak Hour Weekday Evening Peak Hour Engine Company 42 Chicago, Illinois Page 30 October 2017 / Updated March 2018

32 Existing (2017) Traffic Volumes 100: N Dearborn Ave & W Grand Ave 09/11/2017 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 2% 2% 2% 2% 5% 4% 8% 3% 2% 2% 2% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type NA Perm Perm NA Protected Phases 4 2 Permitted Phases 4 2 Minimum Split (s) Total Split (s) Total Split (%) 54.7% 54.7% 45.3% 45.3% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) AM Peak Hour EJA Page 1

33 Existing (2017) Traffic Volumes 100: N Dearborn Ave & W Grand Ave 09/11/2017 Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B B A Approach Delay Approach LOS B A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 6 (8%), Referenced to phase 2:NBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.44 Intersection Signal Delay: 10.1 Intersection Capacity Utilization 62.5% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service B Splits and Phases: 100: N Dearborn Ave & W Grand Ave AM Peak Hour EJA Page 2

34 Existing (2017) Traffic Volumes 200: N Clark St & W Illinois St 09/11/2017 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 2% 5% 4% 2% 2% 2% 2% 2% 2% 5% 4% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type NA Perm Perm NA Protected Phases 8 6 Permitted Phases 8 6 Minimum Split (s) Total Split (s) Total Split (%) 45.3% 45.3% 54.7% 54.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) AM Peak Hour EJA Page 3

35 Existing (2017) Traffic Volumes 200: N Clark St & W Illinois St 09/11/2017 Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A B Approach Delay Approach LOS B B Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 20 (27%), Referenced to phase 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.44 Intersection Signal Delay: 13.8 Intersection LOS: B Intersection Capacity Utilization 62.5% ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 200: N Clark St & W Illinois St AM Peak Hour EJA Page 4

36 Existing (2017) Traffic Volumes 300: N Dearborn Ave & W Illinois St 09/11/2017 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 3% 5% 2% 2% 2% 2% 2% 4% 5% 2% 2% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type Perm NA NA Perm Protected Phases 4 2 Permitted Phases 4 2 Minimum Split (s) Total Split (s) Total Split (%) 45.3% 45.3% 54.7% 54.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) AM Peak Hour EJA Page 5

37 Existing (2017) Traffic Volumes 300: N Dearborn Ave & W Illinois St 09/11/2017 Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A A Approach Delay Approach LOS B A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 6 (8%), Referenced to phase 2:NBT, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.60 Intersection Signal Delay: 12.1 Intersection Capacity Utilization 62.5% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service B Splits and Phases: 300: N Dearborn Ave & W Illinois St AM Peak Hour EJA Page 6

38 Existing (2017) Traffic Volumes 400: N State St & W Illinois St 09/11/2017 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 7% 7% 7% 2% 2% 2% 2% 8% 17% 15% 10% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type Perm NA Perm NA Perm Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 50.7% 50.7% 50.7% 49.3% 49.3% 49.3% 49.3% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) AM Peak Hour EJA Page 7

39 Existing (2017) Traffic Volumes 400: N State St & W Illinois St 09/11/2017 Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A B A C B Approach Delay Approach LOS A B B Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 13 (17%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.57 Intersection Signal Delay: 12.9 Intersection LOS: B Intersection Capacity Utilization 71.4% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 400: N State St & W Illinois St AM Peak Hour EJA Page 8

40 Existing (2017) Traffic Volumes 500: N Clark St & W Hubbard St 09/11/2017 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 2% 3% 6% 9% 9% 2% 2% 2% 2% 5% 5% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type NA Perm Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 41.3% 41.3% 41.3% 41.3% 58.7% 58.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) AM Peak Hour EJA Page 9

41 Existing (2017) Traffic Volumes 500: N Clark St & W Hubbard St 09/11/2017 Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A B B A Approach Delay Approach LOS B B A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 28 (37%), Referenced to phase 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.33 Intersection Signal Delay: 6.7 Intersection LOS: A Intersection Capacity Utilization 70.8% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 500: N Clark St & W Hubbard St AM Peak Hour EJA Page 10

42 Existing (2017) Traffic Volumes 600: N Dearborn Ave & W Hubbard St 09/11/2017 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 9% 5% 2% 2% 10% 6% 8% 4% 10% 2% 2% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type Perm NA NA Perm NA Protected Phases Permitted Phases 4 2 Minimum Split (s) Total Split (s) Total Split (%) 41.3% 41.3% 41.3% 58.7% 58.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) AM Peak Hour EJA Page 11

43 Existing (2017) Traffic Volumes 600: N Dearborn Ave & W Hubbard St 09/11/2017 Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C C C A Approach Delay Approach LOS C C A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 73 (97%), Referenced to phase 2:NBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.34 Intersection Signal Delay: 12.0 Intersection LOS: B Intersection Capacity Utilization 70.8% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 600: N Dearborn Ave & W Hubbard St AM Peak Hour EJA Page 12

44 Existing (2017) Traffic Volumes 700: N State St & W Hubbard St 09/11/2017 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 2% 7% 9% 5% 2% 2% 18% 8% 2% 5% 9% 10% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 38.7% 38.7% 38.7% 38.7% 61.3% 61.3% 61.3% 61.3% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) AM Peak Hour EJA Page 13

45 Existing (2017) Traffic Volumes 700: N State St & W Hubbard St 09/11/2017 Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B B B B A B A A Approach Delay Approach LOS B B B A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 13 (17%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.60 Intersection Signal Delay: 9.8 Intersection LOS: A Intersection Capacity Utilization 70.0% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 700: N State St & W Hubbard St AM Peak Hour EJA Page 14

46 Existing (2017) Traffic Volumes 800: N Dearborn Ave & Kinzie St 09/11/2017 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 9% 6% 2% 2% 6% 6% 2% 4% 16% 2% 2% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Left Thru Thru Right Left Thru Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex AM Peak Hour EJA Page 15

47 Existing (2017) Traffic Volumes 800: N Dearborn Ave & Kinzie St 09/11/2017 Lane Group Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection Lane Alignment Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Ø2 AM Peak Hour EJA Page 16

48 Existing (2017) Traffic Volumes 800: N Dearborn Ave & Kinzie St 09/11/2017 Detector 2 Channel Detector 2 Extend (s) Turn Type Perm NA NA Perm Prot NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 41.3% 41.3% 41.3% 41.3% 18.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) Recall Mode Max Max Max Max None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C C B A D B Approach Delay Approach LOS C B B Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 73 (97%), Referenced to phase 2:NBT, Start of Green Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.49 Intersection Signal Delay: 15.7 Intersection Capacity Utilization 59.4% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service B Splits and Phases: 800: N Dearborn Ave & Kinzie St AM Peak Hour EJA Page 17

49 Existing (2017) Traffic Volumes 800: N Dearborn Ave & Kinzie St 09/11/2017 Lane Group Ø2 Detector 2 Channel Detector 2 Extend (s) Turn Type Protected Phases 2 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 5.0 Minimum Split (s) 30.0 Total Split (s) 30.0 Total Split (%) 40% Maximum Green (s) 25.0 Yellow Time (s) 3.0 All-Red Time (s) 2.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 Recall Mode C-Max Walk Time (s) 25.0 Flash Dont Walk (s) 0.0 Pedestrian Calls (#/hr) 0 Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary AM Peak Hour EJA Page 18

50 Existing (2017) Traffic Volumes 100: N Dearborn Ave & W Grand Ave 09/11/2017 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type NA Perm Perm NA Protected Phases 4 2 Permitted Phases 4 2 Minimum Split (s) Total Split (s) Total Split (%) 48.0% 48.0% 52.0% 52.0% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) PM Peak Hour EJA Page 1

51 Existing (2017) Traffic Volumes 100: N Dearborn Ave & W Grand Ave 09/11/2017 Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B C A Approach Delay Approach LOS B A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 39 (52%), Referenced to phase 2:NBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.70 Intersection Signal Delay: 13.1 Intersection LOS: B Intersection Capacity Utilization 63.5% ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 100: N Dearborn Ave & W Grand Ave PM Peak Hour EJA Page 2

52 Existing (2017) Traffic Volumes 200: N Clark St & W Illinois St 09/11/2017 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 2% 2% 5% 2% 2% 2% 2% 2% 2% 2% 2% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type NA Perm Perm NA Protected Phases 8 6 Permitted Phases 8 6 Minimum Split (s) Total Split (s) Total Split (%) 45.3% 45.3% 54.7% 54.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) PM Peak Hour EJA Page 3

53 Existing (2017) Traffic Volumes 200: N Clark St & W Illinois St 09/11/2017 Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B B B Approach Delay Approach LOS B B Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 60 (80%), Referenced to phase 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.47 Intersection Signal Delay: 14.2 Intersection LOS: B Intersection Capacity Utilization 62.5% ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 200: N Clark St & W Illinois St PM Peak Hour EJA Page 4

54 Existing (2017) Traffic Volumes 300: N Dearborn Ave & W Illinois St 09/11/2017 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 4% 2% 2% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type Perm NA NA Perm Protected Phases 4 2 Permitted Phases 4 2 Minimum Split (s) Total Split (s) Total Split (%) 38.7% 38.7% 61.3% 61.3% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) PM Peak Hour EJA Page 5

55 Existing (2017) Traffic Volumes 300: N Dearborn Ave & W Illinois St 09/11/2017 Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C A A Approach Delay Approach LOS C A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 29 (39%), Referenced to phase 2:NBT, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.73 Intersection Signal Delay: 14.8 Intersection Capacity Utilization 63.4% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service B Splits and Phases: 300: N Dearborn Ave & W Illinois St PM Peak Hour EJA Page 6

56 Existing (2017) Traffic Volumes 400: N State St & W Illinois St 09/11/2017 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 15% 4% 2% 2% 2% 2% 2% 2% 8% 5% 4% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type Perm NA Perm NA Perm Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 50.7% 50.7% 50.7% 49.3% 49.3% 49.3% 49.3% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) PM Peak Hour EJA Page 7

57 Existing (2017) Traffic Volumes 400: N State St & W Illinois St 09/11/2017 Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A B A C B Approach Delay Approach LOS A B B Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 49 (65%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.58 Intersection Signal Delay: 11.9 Intersection LOS: B Intersection Capacity Utilization 70.5% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 400: N State St & W Illinois St PM Peak Hour EJA Page 8

58 Existing (2017) Traffic Volumes 500: N Clark St & W Hubbard St 09/11/2017 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type NA Perm Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 41.3% 41.3% 41.3% 41.3% 58.7% 58.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) PM Peak Hour EJA Page 9

59 Existing (2017) Traffic Volumes 500: N Clark St & W Hubbard St 09/11/2017 Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B B C C A Approach Delay Approach LOS B C A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 68 (91%), Referenced to phase 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.50 Intersection Signal Delay: 11.1 Intersection LOS: B Intersection Capacity Utilization 71.3% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 500: N Clark St & W Hubbard St PM Peak Hour EJA Page 10

60 Existing (2017) Traffic Volumes 600: N Dearborn Ave & W Hubbard St 09/11/2017 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 1 14 Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type Perm NA NA Perm NA Protected Phases Permitted Phases 4 2 Minimum Split (s) Total Split (s) Total Split (%) 41.3% 41.3% 41.3% 58.7% 58.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) PM Peak Hour EJA Page 11

61 Existing (2017) Traffic Volumes 600: N Dearborn Ave & W Hubbard St 09/11/2017 Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C B C A Approach Delay Approach LOS C C A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 28 (37%), Referenced to phase 2:NBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.59 Intersection Signal Delay: 14.1 Intersection LOS: B Intersection Capacity Utilization 71.3% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 600: N Dearborn Ave & W Hubbard St PM Peak Hour EJA Page 12

62 Existing (2017) Traffic Volumes 700: N State St & W Hubbard St 09/11/2017 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 3% 3% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 38.7% 38.7% 38.7% 38.7% 61.3% 61.3% 61.3% 61.3% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) PM Peak Hour EJA Page 13

63 Existing (2017) Traffic Volumes 700: N State St & W Hubbard St 09/11/2017 Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B C C C B B A A Approach Delay Approach LOS C C B A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 49 (65%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.59 Intersection Signal Delay: 14.1 Intersection LOS: B Intersection Capacity Utilization 77.5% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 700: N State St & W Hubbard St PM Peak Hour EJA Page 14

64 Existing (2017) Traffic Volumes 800: N Dearborn Ave & Kinzie St 09/11/2017 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 6% 2% 2% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Left Thru Thru Right Left Thru Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex PM Peak Hour EJA Page 15

65 Existing (2017) Traffic Volumes 800: N Dearborn Ave & Kinzie St 09/11/2017 Lane Group Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection Lane Alignment Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Ø2 PM Peak Hour EJA Page 16

66 Existing (2017) Traffic Volumes 800: N Dearborn Ave & Kinzie St 09/11/2017 Detector 2 Channel Detector 2 Extend (s) Turn Type Perm NA NA Perm Prot NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 41.3% 41.3% 41.3% 41.3% 18.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) Recall Mode Max Max Max Max None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C C B A D B Approach Delay Approach LOS C B B Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 20 (27%), Referenced to phase 2:NBT, Start of Green Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.53 Intersection Signal Delay: 16.3 Intersection Capacity Utilization 64.0% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service B Splits and Phases: 800: N Dearborn Ave & Kinzie St PM Peak Hour EJA Page 17

67 Existing (2017) Traffic Volumes 800: N Dearborn Ave & Kinzie St 09/11/2017 Lane Group Ø2 Detector 2 Channel Detector 2 Extend (s) Turn Type Protected Phases 2 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 5.0 Minimum Split (s) 30.0 Total Split (s) 30.0 Total Split (%) 40% Maximum Green (s) 25.0 Yellow Time (s) 3.0 All-Red Time (s) 2.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 Recall Mode C-Max Walk Time (s) 25.0 Flash Dont Walk (s) 0.0 Pedestrian Calls (#/hr) 0 Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary PM Peak Hour EJA Page 18

68 FUTURE CAPACITY REPORTS Weekday Morning Peak Hour Weekday Evening Peak Hour Engine Company 42 Chicago, Illinois Page 31 October 2017 / Updated March 2018

69 100: N Dearborn Ave & W Grand Ave 03/15/2018 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 2% 2% 2% 2% 5% 4% 8% 3% 2% 2% 2% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type NA Perm Perm NA Protected Phases 4 2 Permitted Phases 4 2 Minimum Split (s) Total Split (s) Total Split (%) 54.7% 54.7% 45.3% 45.3% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 1

70 100: N Dearborn Ave & W Grand Ave 03/15/2018 Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B B A Approach Delay Approach LOS B A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 6 (8%), Referenced to phase 2:NBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.46 Intersection Signal Delay: 10.1 Intersection Capacity Utilization 62.5% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service B Splits and Phases: 100: N Dearborn Ave & W Grand Ave Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 2

71 200: N Clark St & W Illinois St 03/15/2018 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 2% 5% 4% 2% 2% 2% 2% 2% 2% 5% 4% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type NA Perm Perm NA Protected Phases 8 6 Permitted Phases 8 6 Minimum Split (s) Total Split (s) Total Split (%) 45.3% 45.3% 54.7% 54.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 3

72 200: N Clark St & W Illinois St 03/15/2018 Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B B B Approach Delay Approach LOS B B Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 20 (27%), Referenced to phase 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.49 Intersection Signal Delay: 14.3 Intersection Capacity Utilization 62.5% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service B Splits and Phases: 200: N Clark St & W Illinois St Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 4

73 300: N Dearborn Ave & W Illinois St 03/15/2018 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 3% 5% 2% 2% 2% 2% 2% 4% 5% 2% 2% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type Perm NA NA Perm Protected Phases 4 2 Permitted Phases 4 2 Minimum Split (s) Total Split (s) Total Split (%) 45.3% 45.3% 54.7% 54.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 5

74 300: N Dearborn Ave & W Illinois St 03/15/2018 Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C A A Approach Delay Approach LOS C A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 6 (8%), Referenced to phase 2:NBT, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.62 Intersection Signal Delay: 12.4 Intersection Capacity Utilization 62.5% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service B Splits and Phases: 300: N Dearborn Ave & W Illinois St Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 6

75 400: N State St & W Illinois St 03/15/2018 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 7% 7% 7% 2% 2% 2% 2% 8% 17% 15% 10% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type Perm NA Perm NA Perm Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 50.7% 50.7% 50.7% 49.3% 49.3% 49.3% 49.3% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 7

76 400: N State St & W Illinois St 03/15/2018 Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A B A C B Approach Delay Approach LOS A B C Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 13 (17%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.60 Intersection Signal Delay: 13.1 Intersection LOS: B Intersection Capacity Utilization 71.4% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 400: N State St & W Illinois St Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 8

77 500: N Clark St & W Hubbard St 03/15/2018 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 2% 3% 6% 9% 9% 2% 2% 2% 2% 5% 5% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type NA Perm Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 41.3% 41.3% 41.3% 41.3% 58.7% 58.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 9

78 500: N Clark St & W Hubbard St 03/15/2018 Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B B B B A Approach Delay Approach LOS B B A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 28 (37%), Referenced to phase 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.38 Intersection Signal Delay: 6.8 Intersection Capacity Utilization 70.0% Analysis Period (min) 15 Intersection LOS: A ICU Level of Service C Splits and Phases: 500: N Clark St & W Hubbard St Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 10

79 600: N Dearborn Ave & W Hubbard St 03/15/2018 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 9% 5% 2% 2% 10% 6% 8% 4% 10% 2% 2% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type Perm NA NA Perm NA Protected Phases Permitted Phases 4 2 Minimum Split (s) Total Split (s) Total Split (%) 41.3% 41.3% 41.3% 58.7% 58.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 11

80 600: N Dearborn Ave & W Hubbard St 03/15/2018 Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C C C A Approach Delay Approach LOS C C A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 73 (97%), Referenced to phase 2:NBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.36 Intersection Signal Delay: 12.0 Intersection LOS: B Intersection Capacity Utilization 70.8% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 600: N Dearborn Ave & W Hubbard St Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 12

81 700: N State St & W Hubbard St 03/15/2018 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 2% 7% 9% 5% 2% 2% 18% 8% 2% 5% 9% 10% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 38.7% 38.7% 38.7% 38.7% 61.3% 61.3% 61.3% 61.3% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 13

82 700: N State St & W Hubbard St 03/15/2018 Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B B B B B B A A Approach Delay Approach LOS B B B A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 13 (17%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.63 Intersection Signal Delay: 10.2 Intersection LOS: B Intersection Capacity Utilization 70.0% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 700: N State St & W Hubbard St Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 14

83 800: N Dearborn Ave & Kinzie St 03/15/2018 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 9% 6% 2% 2% 6% 6% 2% 4% 16% 2% 2% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Left Thru Thru Right Left Thru Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 15

84 800: N Dearborn Ave & Kinzie St 03/15/2018 Lane Group Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection Lane Alignment Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Ø2 Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 16

85 800: N Dearborn Ave & Kinzie St 03/15/2018 Detector 2 Channel Detector 2 Extend (s) Turn Type Perm NA NA Perm Prot NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 41.3% 41.3% 41.3% 41.3% 18.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) Recall Mode Max Max Max Max None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C C C A D B Approach Delay Approach LOS C B B Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 73 (97%), Referenced to phase 2:NBT, Start of Green Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.59 Intersection Signal Delay: 17.2 Intersection Capacity Utilization 60.0% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service B Splits and Phases: 800: N Dearborn Ave & Kinzie St Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 17

86 800: N Dearborn Ave & Kinzie St 03/15/2018 Lane Group Ø2 Detector 2 Channel Detector 2 Extend (s) Turn Type Protected Phases 2 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 5.0 Minimum Split (s) 30.0 Total Split (s) 30.0 Total Split (%) 40% Maximum Green (s) 25.0 Yellow Time (s) 3.0 All-Red Time (s) 2.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 Recall Mode C-Max Walk Time (s) 25.0 Flash Dont Walk (s) 0.0 Pedestrian Calls (#/hr) 0 Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 18

87 900: N Dearborn Ave & EC42 Garage 03/15/2018 Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Sign Control Stop Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 19.4% Analysis Period (min) 15 ICU Level of Service A Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 19

88 1000: W Hubbard St 03/15/2018 Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 16.9% Analysis Period (min) 15 ICU Level of Service A Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 20

89 HCM 2010 TWSC 900: N Dearborn Ave & EC42 Garage 03/15/2018 Intersection Int Delay, s/veh 0 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Major1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % - Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB NB HCM Control Delay, s 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - A HCM 95th %tile Q(veh) Build (2021) Traffic Volumes 8:00 am 08/21/2017 AM Peak Hour GMS Page 1

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91 100: N Dearborn Ave & W Grand Ave 03/15/2018 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type NA Perm Perm NA Protected Phases 4 2 Permitted Phases 4 2 Minimum Split (s) Total Split (s) Total Split (%) 48.0% 48.0% 52.0% 52.0% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 1

92 100: N Dearborn Ave & W Grand Ave 03/15/2018 Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B C A Approach Delay Approach LOS C A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 39 (52%), Referenced to phase 2:NBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.71 Intersection Signal Delay: 13.3 Intersection LOS: B Intersection Capacity Utilization 63.8% ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 100: N Dearborn Ave & W Grand Ave Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 2

93 200: N Clark St & W Illinois St 03/15/2018 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 2% 2% 5% 2% 2% 2% 2% 2% 2% 2% 2% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type NA Perm Perm NA Protected Phases 8 6 Permitted Phases 8 6 Minimum Split (s) Total Split (s) Total Split (%) 45.3% 45.3% 54.7% 54.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 3

94 200: N Clark St & W Illinois St 03/15/2018 Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B B B Approach Delay Approach LOS B B Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 60 (80%), Referenced to phase 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.51 Intersection Signal Delay: 14.5 Intersection Capacity Utilization 62.5% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service B Splits and Phases: 200: N Clark St & W Illinois St Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 4

95 300: N Dearborn Ave & W Illinois St 03/15/2018 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 4% 2% 2% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type Perm NA NA Perm Protected Phases 4 2 Permitted Phases 4 2 Minimum Split (s) Total Split (s) Total Split (%) 38.7% 38.7% 61.3% 61.3% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 5

96 300: N Dearborn Ave & W Illinois St 03/15/2018 Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C A A Approach Delay Approach LOS C A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 29 (39%), Referenced to phase 2:NBT, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.75 Intersection Signal Delay: 14.4 Intersection Capacity Utilization 64.0% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service B Splits and Phases: 300: N Dearborn Ave & W Illinois St Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 6

97 400: N State St & W Illinois St 03/15/2018 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 14% 4% 2% 2% 2% 2% 2% 2% 8% 5% 4% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type Perm NA Perm NA Perm Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 50.7% 50.7% 50.7% 49.3% 49.3% 49.3% 49.3% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 7

98 400: N State St & W Illinois St 03/15/2018 Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A B A C B Approach Delay Approach LOS A B B Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 49 (65%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.59 Intersection Signal Delay: 12.3 Intersection LOS: B Intersection Capacity Utilization 70.5% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 400: N State St & W Illinois St Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 8

99 500: N Clark St & W Hubbard St 03/15/2018 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type NA Perm Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 41.3% 41.3% 41.3% 41.3% 58.7% 58.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 9

100 500: N Clark St & W Hubbard St 03/15/2018 Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B B C C A Approach Delay Approach LOS B C A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 68 (91%), Referenced to phase 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.52 Intersection Signal Delay: 10.9 Intersection Capacity Utilization 70.0% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service C Splits and Phases: 500: N Clark St & W Hubbard St Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 10

101 600: N Dearborn Ave & W Hubbard St 03/15/2018 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 1 13 Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type Perm NA NA Perm NA Protected Phases Permitted Phases 4 2 Minimum Split (s) Total Split (s) Total Split (%) 41.3% 41.3% 41.3% 58.7% 58.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 11

102 600: N Dearborn Ave & W Hubbard St 03/15/2018 Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C B C A Approach Delay Approach LOS C C A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 28 (37%), Referenced to phase 2:NBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.60 Intersection Signal Delay: 14.9 Intersection LOS: B Intersection Capacity Utilization 80.6% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 600: N Dearborn Ave & W Hubbard St Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 12

103 700: N State St & W Hubbard St 03/15/2018 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 3% 3% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 38.7% 38.7% 38.7% 38.7% 61.3% 61.3% 61.3% 61.3% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 13

104 700: N State St & W Hubbard St 03/15/2018 Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B C C C B B A A Approach Delay Approach LOS C C B A Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 49 (65%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.61 Intersection Signal Delay: 14.4 Intersection LOS: B Intersection Capacity Utilization 77.5% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 700: N State St & W Hubbard St Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 14

105 800: N Dearborn Ave & Kinzie St 03/15/2018 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 6% 2% 2% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Left Thru Thru Right Left Thru Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 15

106 800: N Dearborn Ave & Kinzie St 03/15/2018 Lane Group Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Heavy Vehicles (%) Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection Lane Alignment Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Ø2 Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 16

107 800: N Dearborn Ave & Kinzie St 03/15/2018 Detector 2 Channel Detector 2 Extend (s) Turn Type Perm NA NA Perm Prot NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 41.3% 41.3% 41.3% 41.3% 18.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) Recall Mode Max Max Max Max None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS D C C A D B Approach Delay Approach LOS C B B Intersection Summary Area Type: Other Cycle Length: 75 Actuated Cycle Length: 75 Offset: 20 (27%), Referenced to phase 2:NBT, Start of Green Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.68 Intersection Signal Delay: 18.6 Intersection Capacity Utilization 67.5% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service C Splits and Phases: 800: N Dearborn Ave & Kinzie St Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 17

108 800: N Dearborn Ave & Kinzie St 03/15/2018 Lane Group Ø2 Detector 2 Channel Detector 2 Extend (s) Turn Type Protected Phases 2 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 5.0 Minimum Split (s) 30.0 Total Split (s) 30.0 Total Split (%) 40% Maximum Green (s) 25.0 Yellow Time (s) 3.0 All-Red Time (s) 2.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 Recall Mode C-Max Walk Time (s) 25.0 Flash Dont Walk (s) 0.0 Pedestrian Calls (#/hr) 0 Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 18

109 900: N Dearborn Ave & EC42 Garage 03/15/2018 Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Sign Control Stop Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 37.2% Analysis Period (min) 15 ICU Level of Service A Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 19

110 1000: W Hubbard St 03/15/2018 Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 80.6% Analysis Period (min) 15 ICU Level of Service D Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 20

111 HCM 2010 TWSC 900: N Dearborn Ave & EC42 Garage 03/15/2018 Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor2 Major1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % - Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB NB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - B HCM 95th %tile Q(veh) Build (2021) Traffic Volumes 5:00 pm 08/21/2017 PM Peak Hour GMS Page 1

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