Proposed Office Building Traffic Impact Study Chicago Avenue Evanston, Illinois

Transcription

1 Proposed Office Building Traffic Impact Study Chicago Avenue Evanston, Illinois Prepared For: HOLABIRD & ROOT, LLC Prepared by: Eriksson Engineering Associates, Ltd. 145 Commerce Drive, Ste A, Grayslake, IL

2 ERIKSSON ENGINEERING ASSOCIATES, ltd. 1 INTRODUCTION This report summarizes the results of a transportation analysis for a proposed office building in the Central Business District of the City of Evanston, Illinois. The proposed office building is located on two separate lots at 1714 and 1720 Chicago Avenue. Each lot contains part of a City of Evanston public surface parking lot with metered parking. Vehicular access to the lot is provided by a two-way alley that runs from Clark Street to Church Street between Chicago and Orrington Avenues. No vehicular access is provided on Church Street. The two lots provide a total of 73 metered parking spaces. A 12-story office building is planned on the site with 149,976 square feet of gross floor area with a 117 space parking garage. Five of the parking spaces will be accessible. The request for proposal for the redevelopment of the site stipulates that public parking be incorporated into the plan. Figure 1 illustrates the site location and the area roadways. Methodology The purpose of this study was to identify the transportation system serving the site, to determine its transportation characteristics, and to evaluate the need for improvements to support the proposed development. In the City of Evanston, an evaluation of the transportation access for a development includes the network serving pedestrians, public transportation, bicycle, vehicles, and service trucks around the site. The area studied in this report is bounded by Orrington Avenue to the west, Chicago Avenue to the east, Davis Street to the south, and Clark Street/Elgin Road to the north. Data was collected on existing pedestrian, bicycle, and vehicular traffic volumes along with an inventory of traffic control devices, sidewalks, bike lanes, parking, and traffic lanes. Projections were made of future traffic volumes by the proposed and other nearby developments and combined with the existing traffic volumes. Analyses were conducted and recommendations developed for the transportation needs to accommodate the development. Conclusions With the additional traffic generated by the office building, along with nearby developments and other area traffic growth, the following conclusions and recommendations were developed: 1. The street network can accommodate the additional traffic from the proposed project, nearby developments, and other traffic growth. 2. The location of the site and the availability of public transportation, walking and biking will minimize the volume of vehicular traffic generated by the site. 3. Indoor bike storage is proposed as part of the building plan. 4. All intersections within the study area work at acceptable levels of service and delay. There in a small increase in delays from the projected traffic growth. 5. The proposed loading dock can serve semi-trailer deliveries and refuse trucks Chicago Avenue Traffic Study May 31,

3 Clark Street Orrington Avenue Alley Evanston Library SITE Chicago Avenue Church Street ERIKSSON ENGINEERING ASSOCIATES, LTD. Site Location & Area Roadways Figure 1

4 ERIKSSON ENGINEERING ASSOCIATES, ltd. 2 EXISTING TRANSPORTATION NETWORK Site Location The proposed office building is located on two separate lots at 1714 and 1720 Chicago Avenue within Evanston s Central Business District. It is bounded by Chicago Avenue to the east, a public alley to the west, the Woman s Club of Evanston building to the south, Frances Willard House Museum to the north. Each lot contains part of a City of Evanston public surface lot with 73 metered parking spaces. Vehicular access to the lot is provided from the two-way alley that runs from Clark Street to Church Street between Chicago and Orrington Avenues. No vehicular access is provided directly onto Church Street. Existing Roadway Characteristics A description of the study area roadways providing access to the site is illustrated in Figure 2 and provided below: Clark Street (Elgin Road) is an east-west roadway with one travel lane in each direction with on-street parking. It is under stop sign control at Orrington Avenue and a traffic signal at Chicago Avenue. Church Street is an east-west one-way eastbound roadway with two travel lanes and on-street parking. It has traffic signals at Orrington and Chicago Avenues. There is an eastbound bike lane on the south side of the street. Davis Street is an east-west road traveling one-way westbound through the Central Business District with two travel lanes. It has traffic signals at Orrington and Chicago Avenues. There is a westbound bike lane on the north side of the street. Chicago Avenue is a north-south roadway traveling through the City of Evanston with one lane in each direction. It is signalized at Clark, Church, and Davis Streets. It has a two-way protected bike lane on the east side. Metered parking is provided along its length. It has a 30 mph speed limit. Orrington Avenue is a north-south roadway traveling northbound with one travel lane at Davis Street and two lanes further north. It has a mixture of angled and parallel on-street parking. It is signalized at Church, and Davis Streets. It is under stop sign control at Clark Street. There is a public alley that runs between Orrington and Chicago Avenue from Clark Street to south of Davis Street. This alley currently provides access to the site. Pedestrians The streets within the study area provide sidewalks on both sides. All intersections provide painted cross-walks with pedestrian signals except at Orrington Avenue at Clark Street which provides stop signs at the crosswalks. Existing Vehicular, Pedestrian and Bicycle Volumes Weekday morning (7:00 to 8:00 AM) and afternoon (4:00 to 6:00 PM) manual counts of pedestrians, bicyclists, and vehicles were conducted at the following study area intersections: Chicago Avenue at: Clark Street Church Street Orrington Avenue at: Clark Street Church Street Public Alley at: Clark Street Church Street Library Exit Ramp/Parking Lot Chicago Avenue Traffic Study May 31,

5 ERIKSSON ENGINEERING ASSOCIATES, ltd. Additional counts on Davis Street at Chicago and Orrington Avenues were obtained from the traffic study for the Davis Street development. These counts showed the peak-hours of traffic occurring from 8:00 AM to 9:00 AM and 5:00 to 6:00 PM on a weekday. Figures 3 and 4 illustrates the existing vehicular and pedestrian/bike volumes respectively. Copies of the counts can be found in the Appendix. Bicycle Routes City of Evanston s Area Bike Map classifies Chicago Avenue, Davis Street, Church Street, and Clark Street as designated bike routes. Chicago Avenue has a two-way protected bike lane. Church Street (south side) and Davis Street (north side) have one-way protected bike lanes. Divvy Bike racks are located at Benson/Church, at Chicago/Sheridan, and at Chicago/Dempster. Figure 5 illustrates the existing bike routes. Public Transportation Evanston s Central Business District is well served by a variety of transportation options available from Metra, Chicago Transit Authority (CTA) trains and buses and PACE buses which are shown on Figure 6. The Metra Union Pacific North Line (UP-N) has a stop just north of Davis Street with a three to four block walk to the site from this station. Daily service is provided between the Ogilvie Transportation Center and Kenosha, Wisconsin. CTA Purple Line provides rapid transit train service between Linden (in Wilmette) and Howard (in Chicago) via Evanston. Additionally, during weekday rush-periods, express service continues to downtown Loop. There are a two bus routes (201 and 205) with bus stops near the site. Additional buses are available within a short walk. Bus Route 205 Chicago/Golf runs between the Howard Street rapid transit station and the Cook County Court House in Skokie. It runs along Church Street (eastbound) and Davis Street (westbound) to Chicago Avenue (northbound and southbound) Monday thru Friday. Bus Route 201 Central/Ridge runs between the Howard Street rapid transit station and the Old Orchard Shopping Center in Skokie. It runs along Church Street (eastbound) and Davis Street (westbound) to Chicago Avenue (northbound and southbound) Monday thru Saturday. Use of Alternate Transportation Given that the site is located in located in Downtown Evanston with a number of alternative transportation modes including public transportation (heavy rail, elevated trains, and buses), bikeways, and walking routes, a reduction in the amount of vehicles usage at the office building is warranted. The US census data for the City of Evanston, including the downtown area, provided the modes of transportation by workers traveling to work within the City of Evanston. Table 1 below summarizes the travel modes by type Chicago Avenue Traffic Study May 31,

6 ERIKSSON ENGINEERING ASSOCIATES, ltd. Main Mode Auto Transit Other Table 1 City of Evanston Travel to Work in Evanston by Mode Mode Number of Workers Percentage Worked at Home 2,705 - Drive Alone 24, % Carpool-2 2, % Carpool % Bus 2, % Subway/Elevated 3, % Railroad % Other % Taxicab % Bicycle 1, % Motorcycle % Walk 4, % Other % TOTAL 43, % Total Percentage Driving to Work (1) 64.33% (1) Drive Alone+(Carpool-2)/2+(Carpool-3)/3+Motorcycle Chicago Avenue Traffic Study May 31,

7 Clark Street Elgin Road M M M M M Clark Street M M Loading Zone Loading Alley M M M No Parking Church SITE Street Davis Street Loading M M Orrington Avenue M M M No Parking No Parking M M M Chicago Avenue LEGEND Traffic Signal Stop Sign M M Travel Lane M Bike Lane Crosswalk M M M Metered Parking ERIKSSON ENGINEERING ASSOCIATES, LTD. Existing Roadway Geometrics Figure 2

8 Elgin Clark Street Road 217 (263) (54) 51 (254) (348) (5) 5 (299) 253 (13) 10 5 (5) - (-) 5 (5) 5 (5) 320 (320) 4 (9) 18 (42) 9 (42) 117 (236) 8 (20) 184 (161) (23) 14 (-) - (15) 3 (32) 26 (187) 162 (100) (46) Clark Alley (131) 127 (150) 218 (2) 15 Street 3 (5) 6 (15) SITE 4 (16) Church (5) 0 (5) 2 1 (11) Street (119) 111 (421) 341 (160) 98 (95) 44 (48) 13 (445) 333 (23) 39 - (-) 6 (20) (30) 5 (18) 6 8 (16) 193 (336) Davis Street (128) (134) 306 (374) Orrington Avenue 47 (67) (0) 1 38 (58) 364 (441) (3) 2 96 (184) (11) (388) (55) 41 (215) 200 (206) (24) Chicago Avenue 150 (170) 24 (30) (46) 46 (228) 319 LEGEND 00 (00) Traffic Signal Stop Sign AM Peak Hour 8:00AM - 9:00AM PM Peak Hour 5:00PM - 6:00PM (145) 156 (250) 469 ERIKSSON ENGINEERING ASSOCIATES, LTD. Existing Traffic Volumes Figure 3

9 Elgin Road 61 (122) Clark Street 95 (172) (11) 9 (72) (22) (13) (100) 50 (100) (14) (19) 58 (143) 2 (57) 78 (271) 11 (16) 39 Clark Alley 152 (335) (10) 94 (198) Street SITE 1 (1) Church Street (71) 13 (59) (29) 41 (329) 29 (131) 3 (2) 7 43 (52) 39 (85) (24) 4 (8) 6 (13) 97 (214) (8) 11 (27) 25 2 (4) 144 (307) 94 (89) 89 2 (5) Davis Street 4 (2) 75 (102) 82 (136) (2) 5 Orrington Avenue 1 (0) (3) 74 (121) (106) (5) (5) 54 (119) (185) (123) 80 (105) 75 Chicago Avenue 6 (0) 86 (142) (24) 4 (110) LEGEND 00 (00) Traffic Signal Stop Sign AM Peak Hour 8:00AM - 9:00AM PM Peak Hour 5:00PM - 6:00PM (2) 6 ERIKSSON ENGINEERING ASSOCIATES, LTD. Existing Pedestrian & Bike Volumes Figure 4

10 Bike Routes ERIKSSON ENGINEERING ASSOCIATES, LTD. Source: City of Evanston Bike Map Figure 5

11 SITE ERIKSSON ENGINEERING ASSOCIATES, LTD. Source: PACE Evanston Public Transportation Figure 6

12 ERIKSSON ENGINEERING ASSOCIATES, ltd. 3 - DEVELOPMENT CHARACTERISTICS Existing and Proposed Site Use The project site is currently occupied by a 73 space metered public parking lot with access on the public alley. No access is provided to Chicago Avenue. A 12-story office building is planned on the site with 149,976 square feet of gross floor area and a 117 space parking garage. Five of the parking spaces will be accessible. The request for proposal for the redevelopment of the site stipulates that public parking be incorporated into the plan. Access will remain on the public alley with no vehicular access to Chicago Avenue. Site Trip Generation Vehicular volumes generated by the proposed development were estimated from the Institute of Transportation Engineer s Trip Generation Manual, 10 th Edition for similar office buildings. These estimates are based on suburban locations without access to public transportation and walking/bike paths. With the site s close proximity to good public transportation and other alternative travel modes, the trip volumes were reduced by 35% based on the census data on work trip travel behavior. The ITE trip generation data is based on their definition of gross floor area which includes the total building area minus parking areas or 155,986 square feet for the proposed building. Table 2 summarizes the estimated office generated traffic volumes. Land Use Size Type Office 186,694 sq. ft. Table 2 Office Trip Generation Estimates AM Peak Hour PM Peak Hour In Out Total In Out Total Total % reduction Net Traffic Volumes Directional Distribution The trip distribution for the development is based on a combination of the existing traffic volumes, the existing road system, traffic congestion, and the proposed site access. The trip distribution for the site is shown on Table 3 and Figure 7. Table 3 Directional Distribution Direction Percentage North on Chicago Avenue 20% South on Chicago/Orrington Avenues 30% East on Clark/Church/Davis 20% West on Clark/Church/Davis 30% Total 100% Chicago Avenue Traffic Study May 31,

13 ERIKSSON ENGINEERING ASSOCIATES, ltd. Distribution by Parking Locations The proposed office building at Chicago Avenue will need a total of 235 parking spaces to meet the City of Evanston parking requirements. Ninety one spaces will be provided in an on-site parking garage. The additional 144 spaces will need to be provided within nearby public parking garages for the remaining employees. An agreement will be required with the City of Evanston to reserve/purchase monthly parking passes. A parking survey at the Chicago Avenue Public garage indicates it can accommodate up to additional parked vehicles from the office building. The remaining 64 to 74 parking spaces should be reserved in either the Sherman Avenue or 1800 Maple public parking garages. The recent Transit Oriented Parking Regulation Updates study (July 2017) for the City of Evanston indicated that each of those garages had more than 300 spaces available during the day on a weekday. The benefit of a dispersed parking plan is that it spread the office traffic among several locations which minimizes its traffic impact on any one location. Table 4 summarizes the trip generation at each parking location. Location Spaces % Table 4 Office Trip Generation by Parking Location AM Peak Hour PM Peak Hour In Out Total In Out Total On-Site Garage % Chicago Garage % Sherman or Maple Garages % Totals % Site Traffic Assignment Based on trip generation and directional distribution estimates, the site generated traffic was assigned to the proposed locations, access drives and area roadways. Figures 8 and 9 show the resulting traffic assignments to the site parking garage and the Chicago Avenue garage. The remaining site traffic using either the Sherman or Maple public garages will generate minimal additional traffic during the peak hours in the range of one vehicle trip every 5 to 10 minutes per driveway. Total Traffic Volumes The total traffic volumes were projected five years in the future (Year 2023) and included the existing traffic volumes, other developments, the site-generated traffic, and general growth in traffic volumes. Vehicle trips from future developments at 1571 Maple Avenue (apartment/retail), 1454 Sherman Avenue (apartment/retail), and Chicago Avenue (apartment/retail) were added to the road network. Other future traffic growth was estimated at 0.5 percent per year for the five year period. The total traffic volumes for the Year 2023 are shown in Figure Chicago Avenue Traffic Study May 31,

14 Elgin Clark Street Street 20% Alley SITE Church Street 30% 20% Davis Street Orrington Avenue Chicago Avenue LEGEND Traffic Signal Stop Sign 00 Directional Distribution 30% ERIKSSON ENGINEERING ASSOCIATES, LTD. Directional Distribution Figure 7

15 Elgin Road Clark Street (1) 7 1 (7) (1) 7 13 (3) 9 (2) (7) 1 (13) 2 (9) 1 (4) 1 4 (1) Clark Alley Street 20 (4) SITE 3 (20) Church 4 (24) Street (1) 7 20 (4) (4) 24 (3) 17 (4) 24 Davis Street 10 (2) 1 (7) Orrington Avenue (3) 1 (21) 3 Chicago Avenue LEGEND Traffic Signal (1) 7 1 (7) 2 (14) Stop Sign 3 (1) 00 (00) AM Peak Hour 8:00AM - 9:00AM PM Peak Hour 5:00PM - 6:00PM (1) 7 ERIKSSON ENGINEERING ASSOCIATES, LTD. Office Garage Traffic Assignment Figure 8

16 Elgin Clark Street Road (1) 5 1 (10) 1 (10) Clark Street (1) 5 (1) 5 7 (1) 1 (6) 1 (10) 7 (1) Alley (16) 2 (7) 2 (2) 12 SITE Chicago Church Avenue Street Public Garage (1) 5 Davis Street Orrington Avenue (1) 5 (1) 5 1 (10) 1 (10) Chicago Avenue (2) 10 (3) 15 LEGEND Traffic Signal 1 (10) Stop Sign 00 (00) AM Peak Hour 8:00AM - 9:00AM PM Peak Hour 5:00PM - 6:00PM (2) 10 ERIKSSON ENGINEERING ASSOCIATES, LTD. Chicago Ave. Garage Traffic Assignment Figure 9

17 Elgin Clark Street Road 234 (270) (55) 52 (260) (374) (5) 5 (303) 264 (14) 17 5 (5) - (-) 5 (5) 5 (5) 329 (339) 17 (12) 28 (45) 17 (44) 124 (257) 10 (27) 193 (166) (30) 15 (-) - (28) 5 (42) 28 (191) 177 (103) (49) 3 (5) Alley 26 (19) SITE (134) 130 (3) 16 (173) 243 Clark Street Church (5) 0 (5) 2 7 (36) 5 (35) Street (122) 114 (455) 367 (100) 62 (164) 100 (52) 37 (480) 353 (23) 39 - (-) 10 (44) (30) 5 (22) 30 9 (17) 202 (390) Davis Street (132) (139) 315 (390) Orrington Avenue 47 (67) (0) 1 38 (58) 384 (462) (3) 2 99 (195) (11) (459) (56) 42 (224) 211 (254) (25) Chicago Avenue 157 (175) 25 (31) (57) 49 (254) 347 LEGEND 00 (00) Traffic Signal Stop Sign AM Peak Hour 8:00AM - 9:00AM PM Peak Hour 5:00PM - 6:00PM (150) 166 (278) 511 ERIKSSON ENGINEERING ASSOCIATES, LTD. Year 2023 Total Traffic Volumes Figure 10

18 ERIKSSON ENGINEERING ASSOCIATES, ltd. 4 ANALYSES Intersection Capacity Analyses In order to determine the operation of the study area intersections and the access drives, intersection capacity analyses were conducted for the existing and projected traffic volumes. An intersection s ability to accommodate traffic flow is based on the average control delay experienced by vehicles passing through the intersection. The intersection and individual traffic movements are assigned a level of service (LOS), ranging from A to F based on the control delay created by a traffic signal or stop sign. Control delay consists of the initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. LOS A has the best traffic flow and least delay. LOS E represents saturated or at capacity conditions. LOS F experiences oversaturated conditions and extensive delays. The Highway Capacity Manual definitions for levels of service and the corresponding control delay for both signalized and unsignalized intersections are shown in Table 5. Level of Service Table 5 Level of Service Criteria for Intersections Description Control Delay (seconds/vehicle) Signals Stop Signs A Minimal delay and few stops <10 <10 B Low delay with more stops >10-20 >10-15 C Light congestion >20-35 >15-25 D Congestion is more noticeable with longer delays >35-55 >25-35 E High delays and number of stops >55-80 >35-50 F Unacceptable delays and over capacity >80 >50 Source: Highway Capacity Manual Capacity analyses were conducted for each intersection area using the SYCHRO computer program to determine the existing and future operations of the transportation system. These analyses were performed for the weekday peak-hours. Copies of the capacity analysis summaries are included in the Appendix. Please note that these capacity analyses are based on the interim traffic signal timings provided by the City of Evanston. Due to the recent upgrades in the traffic signal equipment, the current timings will be further reviewed and adjusted to maximize their performance. Table 4 shows the existing and future level of service and delay results for the study area traffic conditions. All the intersections within the study are currently operating at a good level of service. Overall, with the low volume of site generated traffic distributed among several different approach routes, the future traffic conditions are minimally impacted by the office building. The conclusion of the analyses is that the road system can accommodate the projected traffic volumes. It can be expected that the signalized intersections will work better than projected when the City of Evanston further refines the temporary signal timings Chicago Avenue Traffic Study May 31,

19 ERIKSSON ENGINEERING ASSOCIATES, ltd. Table 4 Intersection Level of Service and Total Delay (seconds) Intersection Control Morning Peak Afternoon Peak Clark/Orrington 3-Way Stop A-10.0 B-10.2 B-10.4 B-10.4 Clark/Alley/NU Lot 2-Way Stop (1) C-15.3 C-15.8 C-16.9 C-17.4 Clark/Chicago Signal B-19.8 C-20.2 C-28.3 C-30.4 Lib. Exit/Alley/Site Access 2-Way Stop A-8.4 A-8.7 A-8.8 A-9.1 Church/Orrington Signal B-16.1 B-16.1 B-16.9 B-17.2 Church/Alley 2-Way Stop B-11.4 B-11.9 C-15.9 C-16.4 Church/Chicago Signal B-10.9 B-11.2 B-11.2 B-11.8 Davis/Orrington Signal C-26.3 C-26.2 C-31.8 C-32.9 Davis/Alley 2-Way Stop B-11.8 B-12.0 B-12.8 B-13.0 Davis/Chicago Signal B-15.0 B-15.2 B-17.7 B-18.2 (1) LOS and Delay for 2-way stops based on highest delay movement. Site Access The site access to the proposed parking garage will be from the public alley at the approximate location of the southern parking aisle in the current surface lot. It will have one inbound and one outbound lane. It is opposite of the exit ramp for the Evanston Library underground garage. The traffic analysis combined the existing traffic using the surface lot with the proposed office traffic parking on-site. The additional traffic can be accommodated by the intersection. No vehicular access is proposed to Chicago Avenue. The access to the office parking garage should provide warning lights and visibility mirrors when vehicles are exiting the garage so that thru traffic along the alley will be given warning. Loading and Refuse A loading dock with interior refuse containers is proposed on the northwest corner of the building. It is capable of accommodating a semi-trailer for deliveries. However, for an office building this size, it will be rare that a delivery vehicle this size will be uses. Figure 11 shows how a truck can enter the dock. A smaller single-unit truck will be used to pick up refuse from within the dock area Chicago Avenue Traffic Study May 31,

20 : : : : Scale: 1"=30' WB-50 Tractor Width Trailer Width Tractor Track Trailer Track feet : 8.50 Lock to Lock Time Steering Angle Articulating Angle ERIKSSON ENGINEERING ASSOCIATES, LTD. : 6.0 : WB-50 Truck Turning Exhibit Figure 11

21 ERIKSSON ENGINEERING ASSOCIATES, ltd. 5 - RECOMMENDATIONS With the additional traffic generated by the proposed office building at Chicago Avenue, along with nearby developments and other area traffic growth, the following conclusions and recommendations were developed: 6. The street network can accommodate the additional traffic from the proposed project, nearby developments, and other traffic growth. 7. The location of the site and the availability of public transportation, walking and biking will minimize the volume of vehicular traffic generated by the site. 8. Indoor bike storage is proposed as part of the building plan. 9. All intersections within the study area work at acceptable levels of service and delay. There in a small increase in delays from the projected traffic growth. 10. The proposed loading dock can serve semi-trailer deliveries and refuse trucks Chicago Avenue Traffic Study May 31,

22 APPENDIX Existing Traffic Counts Intersection Capacity Analyses 135 S. Jefferson Street, Suite 135, Chicago, IL

23 Existing Traffic Counts 135 S. Jefferson Street, Suite 135, Chicago, IL

24 Thursday, May :00 PM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM Total :00-6:00 PM Chicago Avenue at Clark Street Evanston, Illinois Chicago Avenue Clark Street Chicago Avenue Clark Street Southbound Westbound Northbound Eastbound Peak Pedestrian Volumes Bike Volumes Begin Right Left Right Left Right Left Right Left Minute Minute Hour North East South West Sb Wb Nb Eb Time Turn Through Turn Turn Through Turn Turn Through Turn Turn Through Turn Totals Totals Factor Leg Leg Leg Leg Dir. Dir. Dir. Dir. Thursday, May :00 AM :15 AM :30 AM :45 AM :00 AM :15 AM :30 AM :45 AM Total :00-9:00 AM

25 Tuesday May 29, :00 PM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM Total :00-6:00 PM Chicago Avenue at Church Street Evanston, Illinois Chicago Avenue Chicago Avenue Church Street Southbound Northbound Eastbound Peak Pedestrian Volumes Bike Volumes Begin Left Right Right Left Minute Minute Hour North East South West Sb Wb Nb Eb Time Through Turn Turn Through Turn Through Turn Totals Totals Factor Leg Leg Leg Leg Dir. Dir. Dir. Dir. Tuesday May 29, :00 AM :15 AM :30 AM :45 AM :00 AM :15 AM :30 AM :45 AM Total :00-9:00 AM

26 Clark Street at Alley Evanston, Illinois Clark Street Public Alley Clark Street Westbound Northbound Eastbound Peak Begin Left Right Left Right Minute Minute Hour Time Turn Turn Turn Turn Totals Totals Factor 7:00 AM :15 AM :30 AM :45 AM :00 AM :15 AM :30 AM :45 AM Total :00-9:00 AM :00 PM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM Total :00-6:00 PM

27 Tuesday May 29, :00 PM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM Total :00-6:00 PM Orrington Avenue at Clark Street Evanston, Illinois Clark Street Orrington Aven Clark Street Westbound Northbound Eastbound Peak Pedestrian Volumes Bike Volumes Begin Right Left Minute Minute Hour NW East South West Wb Nb Eb Time Through Turn Turn Through Totals Totals Factor Leg Leg Leg Leg Dir. Dir. Dir. Tuesday May 29, :00 AM :15 AM :30 AM :45 AM :00 AM :15 AM :30 AM :45 AM Total :00-9:00 AM

28 7:00 AM :15 AM :30 AM :45 AM :00 AM :15 AM :30 AM :45 AM Total :00-9:00 AM :00 PM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM Total :00-6:00 PM Orrington Avenue Avenue at Church Street Evanston, Illinois Orrington Ave Clark Street Northbound Eastbound Peak Pedestrian Volumes Bike Volumes Begin Right Left Minute Minute Hour North East South West Sb Wb Nb Eb Time Turn Through Through Turn Totals Totals Factor Leg Leg Leg Leg Dir. Dir. Dir. Dir.

29 Thursday, May :00 PM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM Total :00-6:00 PM Library Parking and Public Alley Evanston, Illinois Alley Surface Lot Alley Lib. Garage Exit Southbound Westbound Northbound Eastbound Peak Begin Left Right Left Right Right Left Minute Minute Hour Time Through Turn Turn Turn Turn Through Turn Turn Totals Totals Factor Thursday, May :00 AM :15 AM :30 AM :45 AM :00 AM :15 AM :30 AM :45 AM Total :00-9:00 AM

30 Intersection Capacity Analyses 135 S. Jefferson Street, Suite 135, Chicago, IL

31 HCM 6th AWSC 4: Orrington Avenue & Clark Street 05/31/2018 Intersection Intersection Delay, s/veh 10 Intersection LOS A Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Peak Hour Factor Heavy Vehicles, % Mvmt Flow Number of Lanes Approach EB WB NB Opposing Approach WB EB Opposing Lanes Conflicting Approach Left NB EB Conflicting Lanes Left Conflicting Approach Right NB WB Conflicting Lanes Right HCM Control Delay HCM LOS A B A Lane NBLn1 EBLn1 WBLn1 Vol Left, % 0% 0% 0% Vol Thru, % 0% 100% 100% Vol Right, % 100% 0% 0% Sign Control Stop Stop Stop Traffic Vol by Lane LT Vol Through Vol RT Vol Lane Flow Rate Geometry Grp Degree of Util (X) Departure Headway (Hd) Convergence, Y/N Yes Yes Yes Cap Service Time HCM Lane V/C Ratio HCM Control Delay HCM Lane LOS A A B HCM 95th-tile Q Evanston Office Building 05/27/ AM Peak - Existing Conditions Eriksson Engineeering Page 1

32 1: Chicago Avenue & Clark Street 05/31/2018 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 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 Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Parking (#/hr) 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 pm+pt NA Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 45.5% 45.5% 45.5% 45.5% 13.6% 40.9% 40.9% 40.9% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lead Lead-Lag Optimize? Yes Evanston Office Building 05/27/ AM Peak - Existing Conditions Eriksson Engineeering Page 1

33 1: Chicago Avenue & Clark Street 05/31/2018 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Recall Mode Max Max Max Max None C-Max Max Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C C C A A C C Approach Delay Approach LOS C C A C Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: CBD Cycle Length: 110 Actuated Cycle Length: 110 Offset: 13 (12%), Referenced to phase 2:NBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.60 Intersection Signal Delay: 19.8 Intersection Capacity Utilization 74.6% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service D Splits and Phases: 1: Chicago Avenue & Clark Street Evanston Office Building 05/27/ AM Peak - Existing Conditions Eriksson Engineeering Page 2

34 2: Chicago Avenue & Church Street 05/31/2018 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 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 Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Bus Blockages (#/hr) Parking (#/hr) 0 0 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 custom Perm NA Protected Phases Permitted Phases 4 6 Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 36.4% 36.4% 63.6% 63.6% 63.6% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Evanston Office Building 05/27/ AM Peak - Existing Conditions Eriksson Engineeering Page 3

35 2: Chicago Avenue & Church Street 05/31/2018 Lane Group Ø5 Ø10 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 Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor Bus Blockages (#/hr) Parking (#/hr) 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) Turn Type Protected Phases 5 10 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 23% 41% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Evanston Office Building 05/27/ AM Peak - Existing Conditions Eriksson Engineeering Page 4

36 2: Chicago Avenue & Church Street 05/31/2018 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lead-Lag Optimize? Recall Mode Max Max C-Max C-Max C-Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B B A A Approach Delay Approach LOS B B A Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) 50 Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: CBD Cycle Length: 110 Actuated Cycle Length: 110 Offset: 10 (9%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.46 Intersection Signal Delay: 10.9 Intersection LOS: B Intersection Capacity Utilization 56.8% ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 2: Chicago Avenue & Church Street Evanston Office Building 05/27/ AM Peak - Existing Conditions Eriksson Engineeering Page 5

37 2: Chicago Avenue & Church Street 05/31/2018 Lane Group Ø5 Ø10 Lead-Lag Optimize? Yes Recall Mode Max Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Evanston Office Building 05/27/ AM Peak - Existing Conditions Eriksson Engineeering Page 6

38 5: Orrington Avenue & Church Street 05/31/2018 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 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) 4 Peak Hour Factor Parking (#/hr) 0 5 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 Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 50.0% 50.0% 50.0% 50.0% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Evanston Office Building 05/27/ AM Peak - Existing Conditions Eriksson Engineeering Page 7

39 5: Orrington Avenue & Church Street 05/31/2018 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Recall Mode Max Max C-Max C-Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A B B A Approach Delay Approach LOS B B Queue Length 50th (ft) Queue Length 95th (ft) m16 Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: CBD Cycle Length: 110 Actuated Cycle Length: 110 Offset: 0 (0%), Referenced to phase 2:NBT, Start of Green Natural Cycle: 40 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.26 Intersection Signal Delay: 16.1 Intersection LOS: B Intersection Capacity Utilization 35.5% ICU Level of Service A Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 5: Orrington Avenue & Church Street Evanston Office Building 05/27/ AM Peak - Existing Conditions Eriksson Engineeering Page 8

40 8: Orrington Avenue & Davis Street 05/31/2018 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Util. Factor Ped Bike Factor 0.96 Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Yes Satd. Flow (RTOR) 43 Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) 82 Confl. Bikes (#/hr) 1 Peak Hour Factor Parking (#/hr) 5 5 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 NA Protected Phases 8 2 Permitted Phases Detector Phase 8 2 Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 32.7% 67.3% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Recall Mode Max C-Max Act Effct Green (s) Actuated g/c Ratio Evanston Office Building 05/27/ AM Peak - Existing Conditions Eriksson Engineeering Page 9

41 8: Orrington Avenue & Davis Street 05/31/2018 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio Control Delay Queue Delay Total Delay LOS C A Approach Delay Approach LOS C A Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn 0 0 Spillback Cap Reductn 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio Intersection Summary Area Type: CBD Cycle Length: 110 Actuated Cycle Length: 110 Offset: 100 (91%), Referenced to phase 2:NBT, Start of Green Natural Cycle: 40 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.53 Intersection Signal Delay: 26.3 Intersection Capacity Utilization 33.3% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service A Splits and Phases: 8: Orrington Avenue & Davis Street Evanston Office Building 05/27/ AM Peak - Existing Conditions Eriksson Engineeering Page 10

42 11: Chicago Avenue & Davis Street 05/31/2018 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 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 Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Peds. (#/hr) Confl. Bikes (#/hr) 6 2 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 pm+pt NA NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 29.1% 29.1% 11.8% 48.2% 36.4% 36.4% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lead Lead-Lag Optimize? Recall Mode Max Max Max C-Max C-Max C-Max Evanston Office Building 05/27/ AM Peak - Existing Conditions Eriksson Engineeering Page 11