2017-06-13 Lakeshore East Parcel O - Brendan ReillyJun 13, 2017 · Since taxi and walking trips...

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Prepared for:

LAKESHORE EASTLAKESHORE EASTPARCEL OPARCEL OTraffic Impact Study

May 2017

Parcel O, LLC

Chicago, Illinois

Lakeshore East – Parcel O – Chicago, Illinois Page 1 June 2016 - Updated May 2017

INTRODUCTION

Kimley-Horn and Associates, Inc. (Kimley-Horn) was retained by Parcel O, LLC, to perform a traffic impact study for Parcel O at Lakeshore East in Chicago, Illinois. The proposed site is located in the western portion of the Lakeshore East development, between Columbus Drive and Park Drive, immediately south of the Aqua building and north of the Blue Cross Blue Shield (BCBS) building. An aerial view of the study location and the surrounding roadway network is presented in Exhibit 1.

The subject development plan includes apartments, a micro/pod hotel, a full-service hotel, two restaurants, an event space, and ground-floor retail. As part of the development, the existing Aqua parking garage would be expanded south into Parcel O, adding 180 parking spaces. Access would be provided to the site via existing access driveways serving the Aqua garage located on South Plaza Drive (the access road north of Aqua), Intermediate Columbus Drive, Intermediate Wacker Drive, and Lower Wacker Drive. Additionally, an entrance-only access serving the residential parking is planned on Park Drive.

This report presents and documents Kimley-Horn’s data collection, summarizes the evaluation of traffic conditions on the surrounding roadways, identifies recommendations to address operational impacts, details the potential impact of site-generated traffic on the adjacent roadway network, and offers comments regarding site access and circulation.

SITE LOCATIONEXHIBIT 1

NORTH

ONE-WAY

LEGEND

Proposed Site

EVIR

D S

UBM

ULOC

EVIR

D NO

STET

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EVIR

D ER

OHS

EKA

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SOUTH WATER STREET

RANDOLPH STREET

SOUTH PLAZA

EVIR

D KR

AP

DVLB

DLE

IF

BENTON PLACE

SOUTH WATER STREET

EVIR

D ER

OHS

TSE

W

EVIR

D RO

BRA

H

WACKER DRIVE

SITE (PARCEL O)

AQUA

PARCEL C

BLUE CROSS BLUE SHIELD


Existing Conditions

Kimley-Horn referenced recent studies for the area to collect relevant information pertaining to existing land uses in the surrounding area, the adjacent street system, current traffic volumes and multimodal conditions, lane configurations and traffic controls at nearby intersections, on-street parking and other curbside regulations, transit service, and other key roadway characteristics. This section of the report details information on these existing conditions.

Area Land Uses

As shown in Exhibit 1, Parcel O is located immediately south of the Aqua building, in the western portion of the Lakeshore East development. The site is bound by Columbus Drive on the west and Park Drive on the east. The surrounding Lakeshore East development includes a variety of land uses and densities throughout several buildings including hotel, office, commercial retail/restaurant, and high- and low-rise residential uses.

Roadway Characteristics

The following information regarding the existing roadway network is documented within the Lakeshore East study area. All study area roadways are under the jurisdiction of the City of Chicago.

Upper Wacker Drive is a divided east-west major arterial that generally provides two lanes in each direction. The roadway provides access to Intermediate Wacker Drive in the eastbound direction and from Intermediate Wacker Drive in the westbound direction prior to terminating approximately 800 feet east of Columbus Drive. Parking is prohibited along the majority of the roadway; however, approximately six metered parking spots are provided along the eastern portion of the roadway on the north and south sides of the roadway. Additionally, a taxi stand, accommodating approximately four vehicles is provided just east of Columbus Drive. At its signalized intersection with Upper Columbus Drive the east leg provides an exclusive left-turn lane, two through lanes, and two receiving lanes. The west leg provides a shared left-turn/through lane, a shared through/right-turn lane and two receiving lanes.

Upper Columbus Drive is a north-south roadway that terminates at Wacker Drive and generally provides three lanes in each direction. The east and west sides of the roadway accommodate a variety of curbside activity, including metered parking, taxi stands, fire department use, loading zones, and CTA bus stops. At its signalized intersection with Upper Wacker Drive the south leg provides dual left- and right-turn lanes with two receiving lanes. At its all-way stop-controlled intersection with Upper South Water Street, the north leg provides a shared left-turn/through lane, a shared through/right-turn lane, a raised center median, and two receiving lanes. The south leg provides an exclusive left-turn lane, a through lane, a shared through/right-turn lane, a raised center median, and two receiving lanes. At its intersection with the Aon Center Drop-off/Pick-Up Area, the north leg provides a shared left-turn/through lane, a shared through/right-turn lane, a raised center median, and two receiving lanes. The south leg provides a striped out area for a future/potential left-turn lane, a shared left-turn/through lane, a shared through/right-turn lane, a raised center median, and two receiving lanes. At its signalized T-intersection with Upper Randolph Street, the north leg provides an exclusive left- and two receiving lanes.


Upper Randolph Street is an east-west roadway that terminates at Harbor Drive and generally provides two lanes in each direction through the study area. A bike lane provided in each direction between Columbus Drive and Field Drive. Metered parking is provided along the south side of the roadway between Columbus and Field, while parking is generally prohibited along the north side of the roadway and east of Field Drive. CTA bus stops, loading zones, and a taxi stand area also provided. At its signalized T-intersection with Upper Columbus Drive, the east leg provides a through lane, a shared through/right-turn lane, and two receiving lanes, while the west leg provides an exclusive left-turn lane, two through lanes, and two receiving lanes.

Intermediate Columbus Drive is a north-south major arterial roadway generally providing three lanes in each direction through the study area and provides a connection over the Chicago River. At its signalized intersection with Intermediate South Water Street/303 East Wacker Drive parking garage/Aon parking garage, the north and south legs provide a single left-turn lane, two through lanes, a right-turn lane, and three receiving lanes. Parking is prohibited along both sides of the roadway. South of Wacker Drive the roadway reduces from three to two southbound lanes.

Upper South Water Street is an east-west local street that provides a connection between the upper and intermediate level roadways (via a bi-directional ramp) as well as between Columbus Drive and Stetson Avenue on the upper level (through one-way roadway pairs). All-way stop-control is provided at its intersection with Upper Columbus Drive. The eastbound-only roadway and ramp up from the intermediate level provides a shared left-turn/through/right-turn lane and the westbound-only roadway and ramp down to the intermediate level provide a single receiving lane. Parking is prohibited along the two-lane ramp.

Intermediate South Water Street is an east-west local street that provides a connection between the intermediate and sub level roadways (via a bi-directional ramp) as well as between Columbus Drive and Stetson Avenue on the intermediate level (through one-way roadway pairs). At its signalized intersection with Intermediate Columbus Drive, the eastbound-only roadway provides an exclusive left-turn lane, and a shared/right-turn lane, the eastbound-only ramp up from the intermediate level provides a shared left-turn/through/right-turn lane, the westbound-only roadway and ramp down to the intermediate level provide a single receiving lane. Parking is prohibited along the two-lane ramp and one-way roadways.

Park Drive is a north-south segment of a local one-way street on the west side of the Park at Lakeshore East and adjacent to the site. This 21-foot wide street circulates counterclockwise around the park with a single travel lane and room to bypass curbside activity. No Parking signas are posted along Park Drive and three marked crosswalks with continental striping are provided on this street segment.


Non-Motorized Transportation System

Facilities and services accommodating numerous transportation mode choices are available within the vicinity of the Lakeshore East development.

Rail

The following rail transportation options are located within an approximately ten- to fifteen-minute walk to/from the site:

CTA State/Lake Station: Access to the CTA Brown, Green, Orange, Pink, Red, and Purple Line

CTA Wabash/Randolph Station: Access to the CTA Brown, Green, Orange, Pink, and Purple Line

CTA Dearborn/Washington Station: Access to the CTA Blue Line

CTA State/Lake Station: Access to the CTA Red Line

Millennium Station: Access to the Metra Electric District (ME) and the Northern Indiana Commuter Transportation District (NICTD) South Shore (SS) Line

Bus

Additionally, the surrounding area is served by multiple CTA bus routes with stops located within a five- to ten-minute walk to/from the site:

Route 6: Jackson Park Express

‐ Provides service between 79th/South Shore to Wacker/Columbus ‐ Nearest stop located at Upper Wacker/Columbus Drive

Route 124: Navy Pier

‐ Provides service between Union/Ogilvie State and Navy Pier ‐ Nearest stop located at Upper Wacker/Columbus Drive

Route 20: Columbus

‐ Provides service between Madison/Austin and Randolph/Columbus Drive ‐ Nearest stop located at Columbus/Randolph

Route 4: Cottage Grove

‐ Provides service between 95th/St. Lawrence and Columbus/South Water ‐ Nearest stop located at Columbus/Randolph

Route 60: Blue Island/26th

‐ Provides service between Cicero/24th Place and Harbor/Randolph ‐ Nearest stop located at Columbus/Randolph


DIVVY Three DIVVY bike share stations are located within reasonable walking distance of the subject site such that people will likely consider making a shared bike trip. These station locations are outlined below:

Upper Randolph Street/Columbus Drive (in front of the Blue Cross Blue Shield building) Stetson Avenue/South Water Street (west side of intersection) South Water Street/Field Boulevard (Lower level, just south of South Water Street within the

Lake Shore East Park)

Since taxi and walking trips make up nearly 50 percent of the mode spilt for trips to work in this area, the bike share system offers increased travel options and convenience. The nearby stations are an enticing draw for residents within the site and hotel guests looking to explore the City. The bike share stations are reasonably expected to facilitate some degree of mode shift from walking and taxi to biking for those traveling to other destinations in the Loop, along the lakefront, or north of the Chicago River.

Pedestrian/Bike Connections Existing connections are also provided within the vicinity to the following pedestrian/bike features:

Riverwalk - Access is provided via Lower-level Wacker/Field Boulevard Lakefront Trail - Access is provided via the Riverwalk (Lower-level Wacker/Field Boulevard)

and the Harbor Service Drive under Lakeshore Drive Pedway System - Access is available north of the site at Aqua, south of the site at the Blue

Cross Blue Shield (BCBS) pedway access, and east of the site at the Village Market pedway access.

Existing Traffic Volumes

To establish existing turning movement volumes at the study intersections, volumes included in a December 2013 Kenig, Lindgren, O’Hara, Aboona, Inc. (KLOA) draft study titled, Transportation Study for Lakeshore East Planned Development – Parcel O, were supplemented with count data provided by CDOT for the Upper Columbus Drive/South Water Drive intersection (collected by Fish Transportation Group in June 2016). The KLOA data indicates that peak traffic conditions take place within the study area from 8:00-9:00AM and 4:45-5:45PM. These turning movement volumes are shown for the study intersections on the upper-, and intermediate-level roadways on Exhibits 2A and 2B, respectively. Non-vehicular volumes (pedestrians and bikes) are shown on Exhibits 3A and 3B.

UPPER WACKER DRIVE

SOUTH WATER STREETU

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UPPER RANDOLPH STREET

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LEGENDWeekday AM Peak Hour (8:00 - 9:00am)

Weekday PM Peak Hour (4:45 - 5:45pm)

Existing SignalizedIntersection

Existing Stop Sign

Less than Five Vehicles

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EXHIBIT 2AEXISTING TRAFFIC VOLUMES (UPPER)

490 (150)

30 (25)

200 (105)

(11

0) 9

5 (

-) 1

0

(16

0) 2

60

(4

5)

25

(3

5) 1

10

(-)

- (

20

0) 2

90

(5

) 5

(5

) 15

(5

) 10

(2

20)

36

5

(115) 180

(40) 40(230) 450

(125) 120

(10) 5(25) 40

(30) 20

(5) -

(200) 175

(60) 45

(30) 25

(10) 5

50

(15

)

15 (

15)

45

(5)

46

5 (4

55

)

5 (-

)

30

5 (3

10)

20

0 (1

65

)

(5) 25

(15) 35(-) -

(265) 270

(5) -(55) 160

5 (10)

230 (180)240 (290)

5 (10)

10 (30)- (-)

55

(25

)3

5 (1

5)

- (-

)2

0 (1

5)

28

0 (1

65

)5 (-)

15 (25)

- (-)10 (10)

NOT TO SCALE

N

ONE-WAY

ONE-WAY

SOUTH WATER STREET RAMPS

EB SOUTH WATER STREET RAMPS

WB SOUTH WATER STREET RAMPS

303 E. WACKER GARAGE

AQUA PARKING GARAGE

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NOTE: The intersection of Intermediate-Level Columbus Drive with South Water Street

and the parking garages for 303 E. Wacker Drive and Aqua operate with one

controller as a single traffic signal.





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EXHIBIT 2BEXISTING TRAFFIC VOLUMES (INTERMEDIATE)

55

(25

)

25 (

10)

25 (

5)

10 (

5)

755

(96

0)

- (5)

- (35)

- (10)- (-)

(-) 10(145) 60

(60) 20(15) 15

(-) -

- (-)

10 (30)

5 (35)- (5)

(5

5) 1

00

(3

5)

85

(-)

5

(5

) 9

0

(13

05

) 10

00

(5) 20(95) 50

(25) 15(10) 20

(-) 5

NOT TO SCALE

N

ONE-WAY

ONE-WAY

UPPER WACKER DRIVE

SOUTH WATER STREETU

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SITESITE

LAKE STREET




Existing Stop Sign


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(xx)

EXHIBIT 3AEXISTING NON-VEHICULAR TRAFFIC VOLUMES (UPPER)

295

(103

)

115 (210)

216

(237

)

44

9 (2

85)

UP

P

190 (266)

150 (147)

277

(29

8)

116

(13

3)

122 (281)

149

(89)

(19) 3

0 (3)

0 (1

)

(0) 0

0 (1)

2 (2

)

(7

) 4

(0) 2

0 (1)

(2)

5

33

4 (2

23)

RIV

86 (167)

157 (179)




Existing Stop Sign

Crossing PedestriansBicycle Volumes

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(xx)

NOT TO SCALE

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ONE-WAY

ONE-WAY





AQUA PARKING GARAGE

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xx

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13 (

28)

22

(37

)

0 (0)

2 (1)




Crossing PedestriansBicycle Volumes

xx

(xx)

EXHIBIT 3BEXISTING NON-VEHICULAR TRAFFIC

VOLUMES (INTERMEDIATE)

NOT TO SCALE

N

ONE-WAY

ONE-WAY


FUTURE CONDITIONS

This section of the report outlines the proposed site plan, summarizes site-specific traffic characteristics, and develops future traffic projections for analysis.

Development Characteristics & Site Access

The proposed development plan for Parcel O includes the following uses:

Apartments 643 units Micro/Pod Hotel 322 rooms Full-Service Hotel 247 rooms Restaurant 8,765 square feet Retail 14,102 square feet

As part of the development, a garage with 180 parking spaces would be provided. Access to the garage would be provided to the site via existing access driveways serving the Aqua garage located on South Plaza Drive, the access road north of Aqua, Intermediate Columbus Drive, Intermediate Wacker Drive, and Lower Wacker Drive. Additionally, an entrance-only access serving residents is planned on Park Drive. The access and circulation features of Parcel O are illustrated on Exhibit 4 and include the following key components:

Apartments The residential lobby, serving as the primary pedestrian entrance for the apartment portion of the site, would be located on the intermediate level providing access to the existing Lakeshore East Park. A publicly accessible elevator would be provided to link the residential lobby to Upper Columbus Drive and South Plaza Drive. Residential pick-up/drop-off activity (e.g., drop-off/pick-up, taxis, food delivery, etc.) is planned occur on Park Drive along the site frontage. A supplemental access driveway to the parking garage is being considered via Park Drive. This entrance-only access would serve residential traffic only. While the access is not necessary to mitigate traffic impacts elsewhere, this driveway would provide additional ease and circulation options for residents. Residential pick-up and drop-off patterns are shown on Exhibit 4.

Hotels At this time, a 322-room micro/pod hotel and a 248-room full-service hotel are planned to be included as part of Parcel O. Micro/Pod-style hotels, such as the one proposed, offer relatively small, but well-appointed rooms that are generally geared for urban travelers focusing their experiences more on exploring the city and less on their accommodations. The full-service hotel would be an upscale, four-star hotel with luxury accommodations. Hotel guest pick-up/drop-off activity would occur along the south curb of South Plaza Drive.

PARCEL O: HOTEL / RESIDENTIAL / EVENT ACCESS ROUTES EXHIBIT 4

RAD SSI ON BLURLLAB OOM

Hotel, Events, and

(up to 6 cars)

Aqua Event

(up to 4 cars)

Event Attendant

Parking for Radisson

BLU and Parcel O

Event Spaces

Pedway

Elevator

Residential

POT TNE IAL TELAV ORC BA TS AGING ERA A

LEGEND

Hotel Route

Event Route To/From

Attendant Parking

Residential

TO AQUA PEDWAY

TO VILLAGE MARKET

PEDWAY

TO BCBS

PEDWAY

ECALP NOTNEB

PARK DRIVE

KRAP EHT

AT

TSAE EROHSEKAL

AZALP HTUOS

COLUM

BUS DRIVE

Restaurant Guest


Event Space Event space is proposed to be included as part of the hotel component of the development. Typically, events in this type of space would occur during evenings and on weekends. Thus, the peak event activity is not anticipated to coincide with peak hour traffic in the area; however, event activity could coincide with hotel guest arrival and restaurant activity. During major events at the proposed event space, as well as at the Aqua Radisson Blu Hotel event space, attendant parking drop-off and retrieval activity is planned to occur within the Aqua/Parcel O parking garage. Guest vehicles would be routed to the garage from South Plaza Drive and leave their car with an attendant within the garage. Approximately 890 feet’ (+/- 36 cars) of vehicle stacking would be available for vehicles using attendant parking for events at Parcel O and approximately 490 feet (+/- 20 cars) of vehicle stacking would be provided for vehicles using attendant parking for an event at the Aqua Radisson Blu Hotel. Additional vehicle stacking capacity would also be available (approximately two cars) on South Plaza Drive prior to extending back to Upper Columbus Drive. Guests would receive their vehicles from an attendant within the garage and exit using any of the five existing Aqua garage access locations.

Pedway Connections The proposed plan for Parcel O includes connections to the existing Pedway system in order to link both Parcel O and Aqua to the south and improve overall pedestrian circulation through the Lakeshore East area. The proposed plan includes extending the Pedway via an open, but marked and dedicated route, through the Aqua/Parcel O parking garage with connections to the BCBS Pedway (located on the southwest corner of Parcel O) and to the Village Market Pedway (located on the southeast corner of the site). In addition to the connections to the existing Pedway, vertical circulation/access is planned via a new elevator near the southwest corner of the site to connect the intermediate and upper levels of Columbus Drive (the only such connection between Randolph Street and Wacker Drive).

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, Ninth 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, availability of multiple convenient public transportation options, and nature of the land uses in the site area, it is assumed that more non-auto activity would occur within Lakeshore East than in typical auto-oriented suburban locations. Therefore, for hotel, retail and restaurant uses, this study references data from the River East Area Traffic and Parking Operation Review, prepared by Barton-Aschman Associates, Inc. for the City of Chicago in 1997, which directly reflects the use of non-auto trips. For the apartment component, mode share adjustments are applied to the conventional Trip Generation data to incorporate these non-auto factors.

Specific peak hour trip generation information is not included for the proposed event space/ballroom as the peak hour trips generated by these spaces is assumed to be included in the trip generation rates for the hotel use. It should be noted that peak event activity primarily occurring on Friday evenings and weekends, is not anticipated to occur during the peak hour of the surrounding roadway network. The trip generation equations/rates for each proposed land use is shown in Table 1.


Table 1. ITE/River East Trip Generation Data by Land Use

ITE Land Use Weekday

AM Peak PM Peak

Apartments (LUC 220)1 Ln(T) = 0. 8 Ln(X) + 0. 26

17% in/83% out Ln(T) = 0. 82 Ln(X) + 0. 32

67% in/33% out

Hotel2 0. 263

58% in/42% out 0. 278

49% in/51% out

Restaurant2 N/A3 1. 716

53% in/47% out

Retail2 0. 074

62% in/38% out 0. 789

50% in/50% out T - Site-generated trips X - Dwelling units 1 - Based upon ITE trip generation data 2 - Based upon River East Area Traffic and Parking Operation Review trip generation data for auto only trips 3 - Restaurant is not anticipated to be open during the morning peak period.

The mode split characteristics for the census tract that includes Lakeshore East are presented in Table 2.

Table 2. Mode Split Characteristics1

Mode of Transportation Population Percent

Automobile

Car 1,814 30%

Subtotal 1,814 30%

Other Methods

Public Transportation (excluding taxi) 955 16%

Taxicab 339 6%

Bicycle 43 1%

Walk 2,627 43%

Other Means 67 1%

Worked at Home 195 3%

Subtotal 4,226 64%

Total 6,040 100% 1 – Includes data referenced from American Community Survey 5-Year Estimates for census tract 3201, which is bound by the Chicago

River to the north, Monroe and Madison Street to the south, Dearborn Street to the west, and Lakeshore Drive to the east.

Based upon the census data, it is apparent that walking (43 percent) is the primary mode of transportation for those traveling to work from within the Lakeshore East community and residents in the northeastern portion of the Loop. Due to the 30 percent mode share attributed to personal autos, a reduction of 70 percent was applied to ITE data for the apartment.


In the River East study, data indicates that taxis were identified to represent 81 percent of hotel auto-trips, 27 percent of the restaurant auto-trips, and 32 percent of retail auto-trips. All other hotel, retail, and restaurant trips were assumed to be personal auto trips. For the purposes of this study, all personal auto trips to the hotel and restaurant were assumed to utilize the attendant parking service located on South Plaza Drive. Per these assumptions and the calculations detailed previously, site-generated traffic projections are presented in Table 3.

Table 3. Site-Generated Traffic Projections

Land Use Unit Weekday

AM Peak PM Peak In Out Total In Out Total

Total Trips

Apartment 643 units 40 190 230 185 90 275

Hotel2 569 units 85 65 150 80 80 160

Restaurant2 8,765 sq. ft. 0 0 0 10 5 15

Retail 14,102 sq. ft. 5 0 5 5 5 10

Less 70% for Non-Auto Modes of Transportation1 -25 -135 -160 -130 -65 -195

Total New Auto Trips 105 120 225 150 115 265

Personal Auto Trips Apartment 94%3 15 55 70 55 25 80

Hotel 19% 25 5 30 15 15 30

Restaurant 73%3 0 0 0 10 5 15

Retail 68%3 5 0 5 5 5 10

Total New Personal Auto Trips 45 60 105 85 50 135

Cab Trips Apartment 6%3 0 0 0 0 0 0

Hotel 81% 60 60 120 65 65 130

Restaurant 27%3 0 0 0 0 0 0

Retail 32%3 0 0 0 0 0 0

Total New Cab Trips 60 60 120 65 65 130 1 - Applied to Apartment use only 2 - Based upon River East trip generation data for auto only trips 3 - Volumes adjusted to account for rounding and minimum volumes of cab 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 locations, characteristics of the street system, the ease with which motorists can travel over various sections of the system (to/from the Upper, Intermediate, and Lower-Level roadways), and prevailing traffic volumes/patterns. As such, the directional distribution shown in Table 4 identifies the anticipated direction from which vehicles will travel to and from the site.


Table 4. Estimated Trip Distribution

To/From Portion of Site Traffic

Hotel/Restaurant/Retail Residential Apartment

Personal Auto Cab Personal Auto

Upper-Level 100% 100% 0%

West via Upper Wacker Drive 25% 30% 0%

East via Upper Wacker Drive 5% 10% 0%

West via Upper South Water Street 10% 0% 0%

West via Lower South Water Street 10% 0% 0%

West via Upper Randolph Drive 50% 60% 0%

Intermediate -Level 0% 0% 100% West via Lower South Water Street 0% 0% 20%

North via Intermediate Columbus Drive 0% 0% 40% South via Intermediate Columbus Drive 0% 0% 40%

Total 100% 100% 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 3) and the directional distribution (Table 4). The peak hour site traffic assignment for the upper- and intermediate -level roadways is presented in Exhibits 5A and 5B, respectively. All residential trips were assumed to park within the garage and enter on the Intermediate-Level, while all restaurant, hotel, and retail trips were assumed to arrive and depart the site on the Upper-Level.

It should be noted that guests traveling via taxi to/from the restaurant, hotel, and retail portion of the development will generate two separate trips for each arrival and departure. For arriving guests, one trip as their taxi pulls up to drop them off and one trip as the taxi departs the site to pick up another fare. Similarly, when guests leave, one trip is generated as the taxi pulls up to retrieve the guest and another as the taxi departs towards the guest’s destination. Taxi trips were assumed to originate outside of the study area, drop-off or pick-up their passenger at the South Plaza Drive curbside, 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 one off and fewer trips would be realized. Also, the analysis assumes that all taxis are new to the surrounding area when practically speaking, several taxis are already driving through the study area in search of a fare, would already be included in the existing traffic counts, and would not be additional traffic.

UPPER WACKER DRIVE

SOUTH WATER STREETU

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Existing Stop Sign


xx

-

(xx)

EXHIBIT 5ASITE TRAFFIC ASSIGNMENT (UPPER)

(5

) -

(5

) -

(-)

- (

55

) 5

0 (

-) -

(9

0) 8

0 (

-) -

(50) 50

(-) -(-) -

(5) 5

(-) -(-) -

(-) -

(-) -

(5) 5

(-) -

(-) -

(-) -

- (-

)

70 (

70)

- (-

)

- (-

)75

(9

0)

(-) -

(-) -(-) -

(-) -(90) 80

- (-)

- (-)- (-)

75 (90)

50 (65)- (-)

- (-

)-

(-)

- (-

)-

(-)

60

(60)

- (-)

- (-)

- (-)- (-)

- (-)

- (-)

10 (10)

(4

5)

40

(-)

-

(10

) 10

(-)

-

- (-

)-

(-)

(-) -

NOT TO SCALE

N

ONE-WAY

ONE-WAY





AQUA PARKING GARAGE

INTE

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xx

-

(xx)

5 (

25

)

(-) -

EXHIBIT 5BSITE TRAFFIC ASSIGNMENT (INTERMEDIATE)

20 (10)

25 (10)10 (5)

(2

0) 5

- (-)

(10) 5

NOT TO SCALE

N

ONE-WAY

ONE-WAY


Background Traffic Volumes Background traffic volumes were developed in order to understand impacts related to parcels yet to be constructed, but planned within the Lakeshore East community. As such, site-generated traffic volumes were referenced from three studies previously completed for planned sites within the Lakeshore East development. For Lakeshore East parcels I, J, K, and L, site-generated volumes were referenced from a May 2014 study prepared by KLOA titled, Transportation Study for Lakeshore East Planned Development Amendment. Traffic volumes related to GEMs and Coast were referenced from a May 23, 2012 memorandum completed by KLOA with the subject: Traffic Study, Proposed GEMS School with assumptions for extending traffic projections from its study area through the study intersections of this study. To account for traffic volumes related to the Wanda Vista development, the November 2015 study completed by Kimley-Horn was referenced. The peak hour traffic volumes for each individual site were combined at each of the study intersections to develop the background traffic volumes for the upper- and intermediate-level roadways and are presented in Exhibits 6A and 6B, respectively.

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 (Exhibits 2A and 2B), background traffic (Exhibits 6A and 6B) plus the site traffic assignment (Exhibits 5A and 5B). To be conservative, trips were not assigned to the entry-only driveway from Park Drive. The total traffic volumes for the upper- and intermediate-level roadways are illustrated in Exhibits 7A and 7B, respectively.

UPPER WACKER DRIVE

SOUTH WATER STREETU

PP

ER

CO

LUM

BU

S D

RIV

E


SITESITE

LAKE STREET




Existing Stop Sign


xx

-

(xx)

EXHIBIT 6ABACKGROUND TRAFFIC VOLUMES (UPPER)

(-)

- (

-) -

(4

5)

25

(-)

- (

-) -

(-)

- (

45

) 2

5

(-) -

(-) -(45) 20

(-) -

(-) -(-) -

(-) -

(-) -

(-) -

(-) -

(-) -

(-) -

- (-

)

- (-

)3

0 (3

5)

15 (

15)

15 (

20)

(-) -

(-) -(-) -

(130) 200(35) 15

- (-)

10 (10)210 (100)

- (-)

- (-)- (-)

- (-

)-

(-)

- (-

)-

(-)

30

(35

)- (-)

25 (45)

- (-)- (-)

75 (25)

45 (50)

30 (35)

(-)

- (

-) -

(4

5)

25

(-)

-

- (-

)-

(-)

(-) -

NOT TO SCALE

N

ONE-WAY

ONE-WAY





AQUA PARKING GARAGE

INTE

RM

ED

IATE

CO

LUM

BU

S D

RIV

E








xx

-

(xx)

- (-

)-

(-)

15 (

5)

- (-)

- (-)- (-)

(-) -(30) 60

(30) 60(-) -

- (-)

- (-)- (-)

(4

0) 7

5

(-)

-

(-)

- (

10)

-(-) -

(-) -(-) -

EXHIBIT 6BBACKGROUND TRAFFIC VOLUMES (INTERMEDIATE)

(-)

-

- (-)

- (-

)

- (-

)

- (-)

(-) -(-) -

NOT TO SCALE

N

ONE-WAY

ONE-WAY

UPPER WACKER DRIVE

SOUTH WATER STREETU

PP

ER

CO

LUM

BU

S D

RIV

E


SITESITE

LAKE STREET




Existing Stop Sign


xx

-

(xx)

EXHIBIT 7ATOTAL TRAFFIC VOLUMES (UPPER)

(5

) 6

5 (

1) 1

(4

5)

25

(3

40)

410

(5

) 5

(9

5)

90

(2

65

) 3

90

(165) 230

(40) 40(275) 470

(130) 125

(10) 5(25) 40

(30) 20

(5) -

(205) 180

(60) 45

(30) 25

(10) 5

50

(15

)

115

(75

)4

95

(49

0)

32

0 (3

25)

29

0 (2

75)

(5) 25

(15) 35(-) -

(395) 470(180) 255

5 (10)

240 (190)450 (390)

80 (100)

60 (95)- (-)

55

(25

)3

5 (1

5)

- (-

)2

0 (1

5)

370

(26

0)- (-)

45 (60)

- (-)10 (10)

565 (175)

75 (75)

240 (150)

(15

5)

135

(-)

10

(21

5)

29

5

(5

) 15

15 (

15)

5 (-

)

(5) -

NOT TO SCALE

N

ONE-WAY

ONE-WAY





AQUA PARKING GARAGE

INTE

RM

ED

IATE

CO

LUM

BU

S D

RIV

E








xx

-

(xx)

55

(25

)

25 (

5)

10 (

5)

775

(9

90)

- (5)

- (35)

- (10)- (-)

(10) 15(175) 120

(105) 95(-) -

10 (5)

35 (40)

25 (45)- (5)

(9

5) 1

75

(3

5)

85

(-)

5 (

1315

) 10

00

(5) 20

(25) 15(-) 5

EXHIBIT 7BTOTAL TRAFFIC VOLUMES (INTERMEDIATE)

(95) 50

25 (

10)

(15) 15 (

25

) 9

5

(10) 20

NOT TO SCALE

N

ONE-WAY

ONE-WAY


ANALYSES

This section of the report evaluates the proposed site access/circulation and summarizes the analysis of the base and future traffic conditions at the study intersections.

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 and its transportation attributes are detailed on Exhibit 4 and are summarized below.

Pick-Up/Drop-Off Areas Hotel/Restaurant It is recommended that an attendant or other appropriate employee be placed on South Plaza Drive at the garage ramps to sort and guide guests to their appropriate location while events are taking place and event attendant parking traffic is directed into the Aqua garage. During these times, attendant parking activity for events would occur within the garage and for hotel guests along the curb on South Plaza Drive near the hotel entrances. If conditions become congested, hotel attendant parking retrieval could also occur within the garage, so that the only arrival attendant parking service is provided for hotel and restaurant guests along the South Plaza Drive curbside.

With the existing plan, the available vehicle stacking within the parking garage (approximately 890 feet or 36 cars for the proposed event space and approximately 490 feet or 20 cars for the Aqua Radisson Blu Hotel event space) is sufficient. Additionally, prior to reaching the garage ramps, at least two vehicles would be able to queue on South Plaza Drive before extending onto Upper Columbus Drive. It should be noted that, if needed, additional vehicle queueing could occur in the outside lane along Upper Columbus Drive without significantly impacting traffic during peak event arrival periods. The available stacking for Aqua Radisson Blu Hotel and Parcel O events, combined with the potential to actively manage the garage ramps with two inbound lanes (diverting any exiting traffic to four other existing exits), and an employee guiding traffic on South Plaza Drive, is expected to adequately handle hotel, restaurant, and event traffic conditions on site and limit any impacts on Upper Columbus Drive.

Residential Park Drive is currently wide enough (21 feet) to accommodate a standing zone along the site frontage to accommodate residential activities such as pick-up/drop-off (cab or otherwise), loading/unloading, and delivery services while maintaining adequate width for vehicles to comfortably bypass curbside activity. Based on observations of curbside activity around Lakeshore East Park (including in front of Parcel O), and a preference to maintain the existing landscaped parkway by avoiding a curb setback, residential-oriented curbside activity could be accommodated along Park Drive within the existing roadway width.


Pedestrian Connections The proposed improvements to the existing pedway system will help to provide additional circulation options and access for pedestrians within the Lakeshore East area. The new vertical circulation/access planned will provide the first vertical connection along Columbus Drive between Randolph Street and Wacker Drive.

Capacity Analysis Capacity analyses were conducted to assess the base 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 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 Descriptions1

Level of Service Description

A Minimal control delay; traffic operates at primarily free-flow conditions; unimpeded movement within traffic stream.

B Minor control delay at signalized intersections; traffic operates at a fairly unimpeded level with slightly restricted movement within traffic stream.

C Moderate control delay; movement within traffic stream more restricted than at LOS B; formation of queues contributes to lower average travel speeds.

D Considerable control delay that may be substantially increased by small increases in flow; average travel speeds continue to decrease.

E High control delay; average travel speed no more than 33 percent of free flow speed. F Extremely high control delay; extensive queuing and high volumes create exceedingly restricted traffic flow.

1 – Highway Capacity Manual 2010

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 Criteria1

Level of Service Average Control Delay (s/veh) at:

Unsignalized Intersections Signalized Intersections A 0 – 10 0 – 10 B > 10 – 15 > 10 – 20 C > 15 – 25 > 20 – 35 D > 25 – 35 > 35 – 55 E > 35 – 50 > 55 – 80 F2 > 50 > 80

1 – Highway Capacity Manual 2010 2 – 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 base and future peak hour traffic conditions. Additional capacity analysis details are included in the attached appendix.

Lakeshore East – Parcel O – Chicago, Illinois Page 27 April 2016 - Updated May 2017

Table 7. Intersection Capacity Analysis

Intersection

Existing Conditions Future Conditions Weekday AM Peak Hour Weekday PM Peak Hour Weekday AM Peak Hour Weekday PM Peak Hour

Delay (s/veh)

LOS Delay (s/veh)

LOS Delay (s/veh)

LOS Delay (s/veh)

LOS

Upper Columbus Drive / Randolph Drive

Eastbound Approach 15 B 13 B 26 C 17 B

Westbound Approach 14 B 16 B 18 B 18 B

Southbound Approach 12 B 13 B 15 B 14 B

Overall Intersection 14 B 14 B 20- B 16 B

Upper Columbus Drive / South Water Street / Radisson1

Eastbound Approach (South Water Street Ramps) 12 B 11 B 13 B 14 B

Eastbound Approach (EB South Water Street) 11 B 10+ B 12 B 11 B

Westbound Approach 10- A 9 A 11 B 10+ B

Northbound Approach 15 B 12 B 24 C 18 C

Southbound Approach 11 B 10- A 13 B 11 B

Upper Columbus Drive / Lake Street / South Plaza Drive 2

Eastbound Approach >120 F >120 F >120 F >120 F

Westbound Approach 61 F 40 E >120 F >120 F

Northbound (Left-Turn) / Approach2 <1 A <1 A <1 A <1 A

Southbound (Left-Turn) / Approach2 3 A <1 A 3 C 2 A - Signalized Intersection - All-Way Stop-Controlled Intersection - Minor-Leg Stop-Controlled Intersection 1 - HCM methodology does not support the analysis of intersections with more than four legs or greater than two lanes on an individual approach. As such, the intersection is modeled as

three individual intersections. Where more than three lanes are provided due to the turn lane available for north- and southbound traffic, the available two through lanes are reduced to one. The delay is compared for the north- and southbound approaches at each intersection and the worst delay is reported for the approach.

2 - If analyzed as an all-way stop-controlled intersection, all approaches operate at LOS B. However, results may be skewed in areas with high pedestrian activity, such as this intersection since the methodology for all-way stop control capacity does not consider pedestrian volumes.

Lakeshore East – Parcel O – Chicago, Illinois Page 28 April 2016 - Updated May 2017

Table 7. Intersection Capacity Analysis (continued)

Intersection

Existing Conditions Future Conditions Weekday AM Peak Hour Weekday PM Peak Hour Weekday AM Peak Hour Weekday PM Peak Hour

Delay (s/veh)

LOS Delay (s/veh)

LOS Delay (s/veh)

LOS Delay (s/veh)

LOS

Upper Columbus Drive / Wacker Drive

Eastbound Approach 6 A 4 A 9 A 4 A

Westbound Approach 10- A 7 A 20- B 9 B

Northbound Approach 12 B 15 B 14 B 19 B

Overall Intersection 9 A 8 A 15 B 10+ B

Intermediate Columbus Drive / South Water Street / 303 East Wacker 3

Eastbound Approach (EB South Water Street) 38 D 23 C 34 C 24 C

Eastbound Approach (South Water Street Ramp) 28 C 38 D 53 D 49 D

Westbound Approach (303 E Wacker) 34 C 17 B 35 D 18 B

Westbound Approach (Aqua Garage) 29 C 5 A 23 C 35 D

Northbound Approach 14 B 18 B 21 C 23 C

Southbound Approach 7 A 14 B 20 C 34 C - Signalized Intersection - All-Way Stop-Controlled Intersection - Minor-Leg Stop-Controlled Intersection 3 - For the future scenario, the analysis includes the recommended improvement of installing a northbound left-turn phase from Intermediate-Level Columbus Drive to South Water Street.

This signal modification improves the northbound left-turn capacity from LOS F to LOS D during the AM and PM peak hours.

Lakeshore East – Parcel O – Chicago, Illinois Page 29 April 2016 – Updated May 2017

Existing Conditions

Based upon the analysis results, many of the study intersections and key approaches operate well at LOS B or C with little delay during the existing analysis period. The eastbound and westbound approaches at the Upper Columbus Drive/Lake Street/South Plaza Drive intersection are shown to operate at LOS F. This poor level of service is primarily due to the conflict between vehicles and high pedestrian volumes.

For the Intermediate Columbus Drive/South Water Street intersection, the northbound left-turn movement is shown to operate with significant delay during the morning and evening peak hours. In addition, the eastbound left-turn movement from Eastbound South Water Street is shown to operate at LOS E during the morning peak hour.

Future Conditions

Review of future condition capacity analysis (including traffic associated with the proposed development as well as growth in non-site traffic related to other nearby development sites that are planned or under construction), relative to current conditions, indicates little change of intersection and approach delay and level of services for the majority of the study intersections. However, two intersections experience increased delay in future conditions.

Issues at for the northbound left-turn movement at the Intermediate Columbus Drive/South Water Street intersection are expected to worsen due to anticipated growth in non-site traffic. The identified relates to the Upper Columbus Drive/Lake Street/South Plaza Drive intersection. To mitigate changes to the intersection operations and to improve intersection capacity at both intersections, the following improvements are recommended.

Intermediate Columbus Drive/South Water Street

The volumes at the intersection satisfy CDOT warrants for installation of protected left-turn phasing. In addition, the northbound left-turn from Intermediate-Level Columbus Drive to both the South Water Street Ramps and Westbound Intermediate Level would operate at LOS F if no changes are implemented. To address this capacity issue, a northbound left-turn arrow should be installed with protected-permitted signal phasing. This improvement would improve the level of service for the northbound left-turn from LOS F to LOS D during the morning and evening peak hours.

Upper Columbus Drive/Lake Street/South Plaza Drive

Capacity analysis indicates that converting the intersection from two-way stop-control to an all-way stop improves the levels of service for the eastbound and westbound approaches of Lake Street and South Plaza Drive (Site Access) from LOS F to LOS B while maintaining acceptable levels of service for the northbound and southbound approaches of Upper-Level Columbus Drive. However, it should be noted that methodology for all-way stop control does not consider pedestrian volumes. At this location, the intersection experiences high levels of pedestrian activity and vehicles would be expected to experience higher delay than what is represented in the capacity analysis. Thus, this improvement should be considered in with


CDOT in coordination with other factors (e.g., multi-lane approach under stop control, other traffic calming features, vehicle speeds between intersections, etc.) along this upper-level corridor.

RECOMMENDATIONS & CONCLUSIONS

The proposed development for Parcel O consists of a mix of apartment units, hotel, retail, restaurant, and event space. The site will have a pick-up/drop-off area along South Plaza Drive, opposite the Aqua building, to support attendant parking, taxi, and loading/unloading activity for hotel guests, restaurant patrons, and residents. The multi-level roadway system and use of five existing Aqua parking garage access points help to distribute the auto traffic to/from the site, particularly for residents and event parking egress.

Located in the southwestern portion of the Lakeshore East development, multiple non-auto commuting options are available, including convenient access to bike-share stations, CTA Bus routes, and nearby access to CTA/Metra/NICTD Rail stations. These options are reflected in the current census mode share data for the community and immediately surrounding area and help to limit auto-generated impacts of the site and other nearby buildings on the surrounding roadways.

Observations of existing traffic conditions, review of previous studies for the Lakeshore East Development, analysis of existing and future condition intersection capacity, and an evaluation of proposed transportation elements of the plan suggest that the proposed development for Parcel O is not anticipated to create a significant negative impact to the existing operations on the surrounding roadway network, provided the following recommendations are incorporated into the plan.

Consider Converting Upper Columbus Drive/Lake Street/South Plaza Drive to All-Way Stop Control

The concept of installing stop signs at all legs of the intersection to facilitate traffic movements to/from the site and is shown to improve intersection capacity. However, the high-level of pedestrian activity along Columbus Drive and crossing at this location would likely result in less benefit than indicated in the capacity analysis. Thus, installation of an all-way stop should be coordinated with CDOT. One possible option includes monitoring how the intersection functions for both vehicle and pedestrian/bicycle traffic with the current two-way stop control after construction. If the conditions warrant after occupancy, all-way stop control could be easily installed at a low cost.

Installation of a Protected Northbound Left-Turn Phase at Intermediate Columbus Drive/South Water Street

Modify the traffic signal at Intermediate-Level Columbus Drive/South Water Street to add a northbound left-turn signal head with protected-permitted signal phasing. This improvement would address an anticipated traffic issue due to background traffic growth unrelated to the development of Parcel O.


Attendant Parking for Event Drop-off/Pick-up within the Aqua Garage

Establishing an attendant parking drop-off and pick-up operation within the garage for events provides significant queuing capacity (36 vehicles for Parcel O and 20 vehicles for the Aqua Radisson Blu Hotel) during event conditions. In addition, attendants would also be helpful to directing exiting vehicles to intermediate-level garage exits to limit traffic volumes on the upper-level roadway system.

Pedestrian Connections

Parcel O will establish a new Pedway connection (open-air and unfinished) through the garage between Aqua on the north and both BCBS and Village Market properties on the south. A publicly accessible elevator in the southwest corner of Parcel O will create an additional vertical circulation option between intermediate and upper-level Columbus Drive with a connection to the Pedway.

Event Traffic Control on South Plaza Drive

During events hosted at Parcel O or the Aqua Radisson Blu Hotel, personnel should be posted on South Plaza Drive at the garage driveway to sort/direct event and hotel traffic to the appropriate locations. The main objective of the personnel would be to maintain traffic circulation for vehicles entering and exiting South Plaza Drive, guide event guests to the attendant parking within the garage, and limit the potential for vehicle queues onto Upper Columbus Drive.

Utilize Two Garage Entry Lanes During Event Arrival

The garage ramps at South Plaza Drive will provide reversible parking access control equipment to facilitate the use of both lanes in either direction. During peak event arrival periods, both lanes of the garage ramp may be utilized to increase attendant parking stacking capacity, if needed. With the four other garage access locations currently available to all three levels of the surrounding street system, exiting traffic could easily be diverted to multiple alternative access points. This temporary condition during the event arrival period could help to manage traffic flow and queues, if needed, without significantly impacting the ability of non-event traffic to exit the garage.

Delineate South Plaza Drive Pavement

Incorporate various pavement colors, textures, and/or materials to provide better delineation zones for pedestrian and vehicular traffic along South Plaza Drive. The current configuration is somewhat uniform and tends to blend the auto and pedestrian zones, even with the use of planters. With additional traffic and curbside functions introduced with the proposed site development, visually clarifying the auto and pedestrian zones would help guide all modes through South Plaza Drive.

South Plaza Drive Median Profile

The proposed plan includes creating a median along South Plaza Drive east of the garage ramps to separate the eastbound and westbound travel lanes and Parcel O/Aqua drop-off/pick-up areas. While the median helps to delineate traffic flows (as recommended above),


a mountable median, rather than a raised planter or barrier profile, is recommended in order to accommodate emergency vehicles or potential maneuvers of other larger vehicles.

Potential Modifications to Columbus Drive Curbside Designation

Adjacent to Parcel O, the east side of Columbus Drive (from north to south) is currently designated for one (1) food truck, three (3) metered parking spaces with a CTA bus stop extending south to Randolph Street. Consider coordinating with the Alderman’s Office to reconfigure the curbside to potentially provide two to three taxi stand spaces closest to South Plaza Drive and shifting the food truck space south. This re-designation and shuffling of spaces would allow taxis to wait on-street adjacent to the site to serve hotel guests and residents at the upper level while keeping the off-street drop-off/pick area clear for guest loading.


APPENDIX

Site Plan

Existing Capacity Reports

Future Capacity Reports


SITE PLAN


EXISTING CAPACITY REPORTS

Weekday Morning Peak Hour

Weekday Evening Peak Hour

Lanes, Volumes, Timings100: Upper Columbus Drive & Upper Wacker Drive 6/15/2016

Lakeshore East - Parcel O 8:00 am 6/6/2016 Existing AM Peak Hour Synchro 9 ReportK-H Page 1

Lane Group EBU EBT EBR WBU WBL WBT NBU NBL NBRLane ConfigurationsTraffic Volume (vph) 40 450 180 30 200 490 10 95 260Future Volume (vph) 40 450 180 30 200 490 10 95 260Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 0 0 120 105 105Storage Lanes 0 0 1 1 1Taper Length (ft) 25 300 120Lane Util. Factor 0.91 0.91 0.91 0.95 1.00 0.95 0.95 0.97 0.88Ped Bike Factor 0.95 0.88 0.41 0.69Frt 0.960 0.850Flt Protected 0.997 0.950 0.950Satd. Flow (prot) 0 4643 0 0 1770 3539 0 3433 2787Flt Permitted 0.887 0.366 0.950Satd. Flow (perm) 0 4093 0 0 598 3539 0 1395 1925Right Turn on Red Yes YesSatd. Flow (RTOR) 41 274Link Speed (mph) 30 30 30Link Distance (ft) 420 522 324Travel Time (s) 9.5 11.9 7.4Confl. Peds. (#/hr) 295 115 215 115 115 295 215Confl. Bikes (#/hr) 2 5Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 42 474 189 32 211 516 11 100 274Shared Lane Traffic (%)Lane Group Flow (vph) 0 705 0 0 243 516 0 111 274Turn Type Perm NA Perm Perm NA Perm Prot PermProtected Phases 4 8 2Permitted Phases 4 8 8 2 2Minimum Split (s) 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5Total Split (s) 60.0 60.0 60.0 60.0 60.0 25.0 25.0 25.0Total Split (%) 70.6% 70.6% 70.6% 70.6% 70.6% 29.4% 29.4% 29.4%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0Lead/LagLead-Lag Optimize?Act Effct Green (s) 56.0 56.0 56.0 21.0 21.0Actuated g/C Ratio 0.66 0.66 0.66 0.25 0.25v/c Ratio 0.26 0.62 0.22 0.32 0.40Control Delay 5.9 16.9 6.1 29.4 5.5Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 5.9 16.9 6.1 29.4 5.5LOS A B A C AApproach Delay 5.9 9.5 12.3Approach LOS A A BQueue Length 50th (ft) 46 66 51 25 0Queue Length 95th (ft) 62 154 71 48 32Internal Link Dist (ft) 340 442 244



Lane Group EBU EBT EBR WBU WBL WBT NBU NBL NBRTurn Bay Length (ft) 120 105 105Base Capacity (vph) 2710 393 2331 344 681Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.26 0.62 0.22 0.32 0.40

Intersection SummaryArea Type: OtherCycle Length: 85Actuated Cycle Length: 85Offset: 0 (0%), Referenced to phase 2:NBL and 6:, Start of GreenNatural Cycle: 60Control Type: PretimedMaximum v/c Ratio: 0.62Intersection Signal Delay: 8.7 Intersection LOS: AIntersection Capacity Utilization 55.8% ICU Level of Service BAnalysis Period (min) 15

Splits and Phases: 100: Upper Columbus Drive & Upper Wacker Drive

Lanes, Volumes, Timings600: Upper Randolph & Upper Columbus Drive 6/15/2016


Lane Group EBL EBT WBU WBT WBR SBU SBL SBR ø2 ø11 ø12 ø15Lane ConfigurationsTraffic Volume (vph) 160 270 5 240 230 5 305 200Future Volume (vph) 160 270 5 240 230 5 305 200Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 90 0 0 0 0Storage Lanes 1 0 1 1 1Taper Length (ft) 40 25 25Lane Util. Factor 1.00 0.95 0.95 0.95 1.00 1.00 1.00 0.95Ped Bike Factor 0.92 1.00 0.90 0.75 0.91Frt 0.850 0.991 0.850Flt Protected 0.950 0.999 0.955Satd. Flow (prot) 1770 3539 0 3536 1583 0 1750 1504Flt Permitted 0.592 0.945 0.955Satd. Flow (perm) 1018 3539 0 3339 1421 0 1326 1373Right Turn on Red Yes YesSatd. Flow (RTOR) 242 4 190Link Speed (mph) 30 30 30Link Distance (ft) 551 606 515Travel Time (s) 12.5 13.8 11.7Confl. Peds. (#/hr) 120 150 120 120 150 115Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 168 284 5 253 242 5 321 211Shared Lane Traffic (%) 10%Lane Group Flow (vph) 168 284 0 258 242 0 347 190Turn Type custom NA Perm NA custom Perm D.P+P pm+ovProtected Phases 14 2 15 6 4 3 14 2 11 12 15Permitted Phases 2 14 6 6 3 4 4 3Detector Phase 14 2 15 6 6 4 3 3 14Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 1.0 1.0 1.0Minimum Split (s) 9.0 23.0 23.0 40.0 38.0 38.0 9.0 39.0 3.0 3.0 3.0Total Split (s) 9.0 39.0 39.0 11.0 40.0 40.0 9.0 39.0 3.0 3.0 3.0Total Split (%) 8.6% 37.1% 37.1% 10.5% 38.1% 38.1% 8.6% 37% 3% 3% 3%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 2.0 2.0 2.0All-Red Time (s) 1.0 2.0 2.0 1.0 2.0 2.0 1.0 2.0 0.0 0.0 0.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 4.0 5.0 4.0 5.0 4.0Lead/Lag Lead Lag Lead Lead Lead LagLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode Max None None None None None Max None None None NoneAct Effct Green (s) 16.0 14.0 9.9 16.9 18.5 29.6Actuated g/C Ratio 0.29 0.25 0.18 0.30 0.33 0.53v/c Ratio 0.47 0.32 0.43 0.39 0.64 0.23Control Delay 17.4 13.9 23.5 3.4 17.8 1.7Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 17.4 13.9 23.5 3.4 17.8 1.7LOS B B C A B AApproach Delay 15.2 13.8 12.1Approach LOS B B B



Lane Group EBL EBT WBU WBT WBR SBU SBL SBR ø2 ø11 ø12 ø15Queue Length 50th (ft) 33 30 39 0 76 0Queue Length 95th (ft) 81 62 78 25 149 21Internal Link Dist (ft) 471 526 435Turn Bay Length (ft) 90Base Capacity (vph) 360 2443 2062 643 1114 830Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.47 0.12 0.13 0.38 0.31 0.23

Intersection SummaryArea Type: OtherCycle Length: 105Actuated Cycle Length: 55.7Natural Cycle: 135Control Type: Semi Act-UncoordMaximum v/c Ratio: 0.64Intersection Signal Delay: 13.6 Intersection LOS: BIntersection Capacity Utilization 55.6% ICU Level of Service BAnalysis Period (min) 15

Splits and Phases: 600: Upper Randolph & Upper Columbus Drive

Lanes, Volumes, Timings1200: Water Street Ramps/300 E Wacker Garage & WB Water Street & Mid Columbus 6/15/2016


Lane Group EBL2 EBL EBT EBR WBL WBT WBR WBR2 NBL2 NBL NBT NBRLane ConfigurationsTraffic Volume (vph) 15 20 1 70 1 1 1 1 130 100 1000 10Future Volume (vph) 15 20 1 70 1 1 1 1 130 100 1000 10Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 0 0 0 0 0 0Storage Lanes 0 0 0 0 1 0Taper Length (ft) 25 25 25Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.91 0.91Ped Bike Factor 0.98 1.00 1.00 1.00Frt 0.911 0.932 0.998Flt Protected 0.984 0.988 0.950Satd. Flow (prot) 0 0 1653 0 0 1715 0 0 0 1770 5073 0Flt Permitted 0.888 0.955 0.063Satd. Flow (perm) 0 0 1470 0 0 1657 0 0 0 117 5073 0Right Turn on Red Yes Yes YesSatd. Flow (RTOR) 74 1 2Link Speed (mph) 30 30 30Link Distance (ft) 253 467 100Travel Time (s) 5.8 10.6 2.3Confl. Peds. (#/hr) 15 2 2 15 15 20Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 16 21 1 74 1 1 1 1 137 105 1053 11Shared Lane Traffic (%)Lane Group Flow (vph) 0 0 112 0 0 4 0 0 0 242 1064 0Turn Type Perm Perm NA Perm NA Perm Perm NAProtected Phases 3 7! 2 4!Permitted Phases 3 3 7! 2 4! 2 4!Detector Phase 3 3 3 7 7 2 4 2 4 2 4Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 10.0 10.0 10.0 10.0 10.0Total Split (s) 23.0 23.0 23.0 23.0 23.0Total Split (%) 21.9% 21.9% 21.9% 21.9% 21.9%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0Total Lost Time (s) 5.0 5.0Lead/Lag Lead Lead Lead Lead LeadLead-Lag Optimize? Yes Yes Yes Yes YesRecall Mode None None None None NoneAct Effct Green (s) 8.5 17.3 60.1 60.1Actuated g/C Ratio 0.09 0.18 0.63 0.63v/c Ratio 0.57 0.01 3.32 0.33Control Delay 28.4 33.8 1091.9 0.8Queue Delay 0.0 0.0 0.0 0.0Total Delay 28.4 33.8 1091.9 0.8LOS C C F AApproach Delay 28.4 33.8 203.0Approach LOS C C F



Lane Group SBL SBT SBR SBR2 ø2 ø4 ø6 ø8Lane ConfigurationsTraffic Volume (vph) 25 765 55 25Future Volume (vph) 25 765 55 25Ideal Flow (vphpl) 1900 1900 1900 1900Storage Length (ft) 50 0Storage Lanes 1 1Taper Length (ft) 100Lane Util. Factor 1.00 0.95 1.00 0.95Ped Bike Factor 1.00 0.95Frt 0.850Flt Protected 0.950Satd. Flow (prot) 1770 3539 1583 0Flt Permitted 0.232Satd. Flow (perm) 430 3539 1510 0Right Turn on Red YesSatd. Flow (RTOR) 73Link Speed (mph) 30Link Distance (ft) 465Travel Time (s) 10.6Confl. Peds. (#/hr) 20 15 15Peak Hour Factor 0.95 0.95 0.95 0.95Adj. Flow (vph) 26 805 58 26Shared Lane Traffic (%)Lane Group Flow (vph) 26 805 84 0Turn Type custom NA customProtected Phases 9 6 9 9 2 4 6 8Permitted Phases 6 6Detector Phase 9 6 9 9Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 10.0 10.0 10.0 10.0 10.0 10.0Total Split (s) 12.0 12.0 56.0 14.0 56.0 14.0Total Split (%) 11.4% 11.4% 53% 13% 53% 13%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0Total Lost Time (s) 5.0 5.0Lead/Lag Lag LagLead-Lag Optimize? Yes YesRecall Mode Max Max None None None NoneAct Effct Green (s) 58.1 63.1 58.1Actuated g/C Ratio 0.61 0.66 0.61v/c Ratio 0.07 0.34 0.09Control Delay 7.0 8.0 2.4Queue Delay 0.0 0.0 0.0Total Delay 7.0 8.0 2.4LOS A A AApproach Delay 7.4Approach LOS A



Lane Group EBL2 EBL EBT EBR WBL WBT WBR WBR2 NBL2 NBL NBT NBRQueue Length 50th (ft) 22 1 ~264 6Queue Length 95th (ft) 74 12 #438 8Internal Link Dist (ft) 173 387 20Turn Bay Length (ft)Base Capacity (vph) 337 338 73 3188Starvation Cap Reductn 0 0 0 0Spillback Cap Reductn 0 0 0 0Storage Cap Reductn 0 0 0 0Reduced v/c Ratio 0.33 0.01 3.32 0.33

Intersection SummaryArea Type: OtherCycle Length: 105Actuated Cycle Length: 95.6Natural Cycle: 50Control Type: Semi Act-UncoordMaximum v/c Ratio: 3.32Intersection Signal Delay: 117.8 Intersection LOS: FIntersection Capacity Utilization 55.9% ICU Level of Service BAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.! Phase conflict between lane groups.

Splits and Phases: 1200: Water Street Ramps/300 E Wacker Garage & WB Water Street & Mid Columbus



Lane Group SBL SBT SBR SBR2 ø2 ø4 ø6 ø8Queue Length 50th (ft) 5 98 2Queue Length 95th (ft) 16 155 19Internal Link Dist (ft) 385Turn Bay Length (ft) 50Base Capacity (vph) 359 2334 951Starvation Cap Reductn 0 0 0Spillback Cap Reductn 0 0 0Storage Cap Reductn 0 0 0Reduced v/c Ratio 0.07 0.34 0.09

Intersection Summary

Lanes, Volumes, Timings2300: EB Water Street/Aqua Parking Garage 6/15/2016


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 40 20 50 5 1 10 0 1190 90 20 815 0Future Volume (vph) 40 20 50 5 1 10 0 1190 90 20 815 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 0 0 0 0 215 0 0 0Storage Lanes 1 0 0 0 0 0 1 0Taper Length (ft) 25 25 75 25Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.86 0.86 1.00 0.95 1.00Ped Bike Factor 0.99 1.00 1.00 1.00Frt 0.893 0.913 0.989Flt Protected 0.950 0.986 0.950Satd. Flow (prot) 1770 1641 0 0 1677 0 0 6319 0 1770 3539 0Flt Permitted 0.474 0.874 0.147Satd. Flow (perm) 883 1641 0 0 1484 0 0 6319 0 273 3539 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 53 11 21Link Speed (mph) 30 30 30 30Link Distance (ft) 255 441 300 100Travel Time (s) 5.8 10.0 6.8 2.3Confl. Peds. (#/hr) 2 2 15 20 20 15Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 42 21 53 5 1 11 0 1253 95 21 858 0Shared Lane Traffic (%)Lane Group Flow (vph) 42 74 0 0 17 0 0 1348 0 21 858 0Turn Type Perm NA Perm NA NA custom NAProtected Phases 4! 8 2 9 9 6 7!Permitted Phases 4! 8 6Detector Phase 4 4 8 8 2 9 9 6 7Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 10.0 10.0 10.0 10.0 10.0 10.0Total Split (s) 14.0 14.0 14.0 14.0 56.0 12.0Total Split (%) 13.3% 13.3% 13.3% 13.3% 53.3% 11.4%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0Lead/Lag Lag Lag Lag LagLead-Lag Optimize? Yes Yes Yes YesRecall Mode None None None None None MaxAct Effct Green (s) 9.0 9.0 6.7 51.1 58.1 88.5Actuated g/C Ratio 0.09 0.09 0.07 0.53 0.61 0.93v/c Ratio 0.51 0.37 0.15 0.40 0.08 0.26Control Delay 64.8 23.2 29.4 13.7 3.5 0.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 64.8 23.2 29.4 13.7 3.5 0.2LOS E C C B A AApproach Delay 38.3 29.4 13.7 0.3Approach LOS D C B A



Lane Group ø3 ø6 ø7Lane ConfigurationsTraffic Volume (vph)Future Volume (vph)Ideal Flow (vphpl)Storage Length (ft)Storage LanesTaper Length (ft)Lane Util. FactorPed Bike FactorFrtFlt ProtectedSatd. Flow (prot)Flt PermittedSatd. Flow (perm)Right Turn on RedSatd. Flow (RTOR)Link Speed (mph)Link Distance (ft)Travel Time (s)Confl. Peds. (#/hr)Peak Hour FactorAdj. Flow (vph)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases 3 6 7Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 5.0 5.0 5.0Minimum Split (s) 10.0 10.0 10.0Total Split (s) 23.0 56.0 23.0Total Split (%) 22% 53% 22%Yellow Time (s) 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lead LeadLead-Lag Optimize? Yes YesRecall Mode None None NoneAct Effct Green (s)Actuated g/C Ratiov/c RatioControl DelayQueue DelayTotal DelayLOSApproach DelayApproach LOS



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRQueue Length 50th (ft) 24 12 4 128 1 0Queue Length 95th (ft) #74 57 25 175 3 2Internal Link Dist (ft) 175 361 220 20Turn Bay Length (ft)Base Capacity (vph) 83 202 149 3384 275 3355Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 425 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.51 0.37 0.11 0.46 0.08 0.26

Intersection SummaryArea Type: OtherCycle Length: 105Actuated Cycle Length: 95.6Natural Cycle: 50Control Type: Semi Act-UncoordMaximum v/c Ratio: 3.32Intersection Signal Delay: 10.0 Intersection LOS: BIntersection Capacity Utilization 36.7% ICU Level of Service AAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.! Phase conflict between lane groups.

Splits and Phases: 2300: EB Water Street/Aqua Parking Garage



Lane Group ø3 ø6 ø7Queue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c Ratio


HCM Unsignalized Intersection Capacity Analysis200: Upper Columbus Drive & Upper Water WB 6/15/2016


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsSign Control Stop Stop StopTraffic Volume (vph) 0 0 60 365 355 35Future Volume (vph) 0 0 60 365 355 35Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 0 0 63 384 374 37

Direction, Lane # NB 1 NB 2 SB 1 SB 2Volume Total (vph) 63 384 249 162Volume Left (vph) 63 0 0 0Volume Right (vph) 0 0 0 37Hadj (s) 0.53 0.03 0.03 -0.13Departure Headway (s) 5.4 4.9 4.9 4.7Degree Utilization, x 0.09 0.52 0.34 0.21Capacity (veh/h) 657 733 726 749Control Delay (s) 7.7 11.7 9.1 7.8Approach Delay (s) 11.2 8.6Approach LOS B A

Intersection SummaryDelay 9.9Level of Service AIntersection Capacity Utilization 22.5% ICU Level of Service AAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis300: Upper Columbus Drive & Water Street Ramp 6/15/2016


Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBTLane ConfigurationsSign Control Stop Stop Stop StopTraffic Volume (vph) 25 45 5 175 1 10 20 130 360 1 20 280Future Volume (vph) 25 45 5 175 1 10 20 130 360 1 20 280Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 0 47 5 184 1 11 21 137 379 1 21 295

Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total (vph) 236 33 137 380 169 206Volume Left (vph) 47 1 137 0 21 0Volume Right (vph) 184 21 0 1 0 58Hadj (s) -0.39 -0.34 0.53 0.03 0.10 -0.16Departure Headway (s) 5.6 6.2 6.4 5.9 6.1 5.9Degree Utilization, x 0.37 0.06 0.24 0.62 0.29 0.33Capacity (veh/h) 593 493 548 591 561 587Control Delay (s) 11.9 9.6 10.2 16.7 10.4 10.6Approach Delay (s) 11.9 9.6 15.0 10.5Approach LOS B A B B

Intersection SummaryDelay 12.7Level of Service BIntersection Capacity Utilization 68.9% ICU Level of Service CAnalysis Period (min) 15

Movement SBRLane ConfigurationsSign ControlTraffic Volume (vph) 55Future Volume (vph) 55Peak Hour Factor 0.95Hourly flow rate (vph) 58

Direction, Lane #

HCM Unsignalized Intersection Capacity Analysis400: Upper Columbus Drive & Upper Water EB 6/15/2016



Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2Volume Total (vph) 194 224 224 240 240Volume Left (vph) 68 0 0 0 0Volume Right (vph) 126 0 0 0 0Hadj (s) -0.29 0.03 0.03 0.03 0.03Departure Headway (s) 5.6 5.7 5.7 5.7 5.7Degree Utilization, x 0.30 0.35 0.35 0.38 0.38Capacity (veh/h) 597 610 610 613 615Control Delay (s) 11.0 10.6 10.6 10.9 10.9Approach Delay (s) 11.0 10.6 10.9Approach LOS B B B

Intersection SummaryDelay 10.8Level of Service BIntersection Capacity Utilization 30.2% ICU Level of Service AAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis500: Upper Columbus Drive & Lake Street 6/15/2016


Movement EBL EBT EBR WBL WBT WBR NBU NBL NBT NBR SBU SBLLane ConfigurationsTraffic Volume (veh/h) 35 1 25 5 1 10 15 5 365 10 15 45Future Volume (Veh/h) 35 1 25 5 1 10 15 5 365 10 15 45Sign Control Stop Stop FreeGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 37 1 26 5 1 11 0 5 384 11 0 47Pedestrians 450 275 150Lane Width (ft) 12.0 12.0 12.0Walking Speed (ft/s) 3.5 3.5 3.5Percent Blockage 43 26 14Right turn flare (veh)Median type NoneMedian storage veh)Upstream signal (ft) 515pX, platoon unblocked 0.00 0.00vC, conflicting volume 1463 1740 871 1190 1760 662 0 992 0 670vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 1463 1740 871 1190 1760 662 0 992 0 670tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 0.0 4.1 0.0 4.1tC, 2 stage (s)tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 0.0 2.2 0.0 2.2p0 queue free % 0 97 82 87 97 95 0 99 0 93cM capacity (veh/h) 20 33 144 37 32 244 0 396 0 676

Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total 64 17 197 203 292 298Volume Left 37 5 5 0 47 0Volume Right 26 11 0 11 0 53cSH 31 81 396 1700 676 1700Volume to Capacity 2.05 0.21 0.01 0.12 0.07 0.17Queue Length 95th (ft) 184 18 1 0 6 0Control Delay (s) 760.6 61.0 0.6 0.0 2.5 0.0Lane LOS F F A AApproach Delay (s) 760.6 61.0 0.3 1.2Approach LOS F F

Intersection SummaryAverage Delay 47.2Intersection Capacity Utilization 53.7% ICU Level of Service AAnalysis Period (min) 15



Movement SBT SBRLane ConfigurationsTraffic Volume (veh/h) 465 50Future Volume (Veh/h) 465 50Sign Control FreeGrade 0%Peak Hour Factor 0.95 0.95Hourly flow rate (vph) 489 53Pedestrians 190Lane Width (ft) 12.0Walking Speed (ft/s) 3.5Percent Blockage 18Right turn flare (veh)Median type NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volumevC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked voltC, single (s)tC, 2 stage (s)tF (s)p0 queue free %cM capacity (veh/h)

Direction, Lane #


Lakeshore East - Parcel O 8:00 am 6/6/2016 Existing PM Peak Hour Synchro 9 ReportK-H Page 1

Lane Group EBU EBT EBR WBU WBL WBT NBU NBL NBRLane ConfigurationsTraffic Volume (vph) 40 230 115 25 105 150 1 110 160Future Volume (vph) 40 230 115 25 105 150 1 110 160Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 0 0 120 105 105Storage Lanes 0 0 1 1 1Taper Length (ft) 25 300 120Lane Util. Factor 0.91 0.91 0.91 0.95 1.00 0.95 0.95 0.97 0.88Ped Bike Factor 0.90 0.79 0.45 0.69Frt 0.955 0.850Flt Protected 0.995 0.950 0.950Satd. Flow (prot) 0 4394 0 0 1770 3539 0 3433 2787Flt Permitted 0.899 0.505 0.950Satd. Flow (perm) 0 3922 0 0 744 3539 0 1549 1914Right Turn on Red Yes YesSatd. Flow (RTOR) 121 168Link Speed (mph) 30 30 30Link Distance (ft) 420 522 300Travel Time (s) 9.5 11.9 6.8Confl. Peds. (#/hr) 103 210 235 210 210 105 235Confl. Bikes (#/hr) 2Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 42 242 121 26 111 158 1 116 168Shared Lane Traffic (%)Lane Group Flow (vph) 0 405 0 0 137 158 0 117 168Turn Type Perm NA Perm Perm NA Perm Prot PermProtected Phases 4 8 2Permitted Phases 4 8 8 2 2Minimum Split (s) 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5Total Split (s) 60.0 60.0 60.0 60.0 60.0 25.0 25.0 25.0Total Split (%) 70.6% 70.6% 70.6% 70.6% 70.6% 29.4% 29.4% 29.4%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0Lead/LagLead-Lag Optimize?Act Effct Green (s) 56.0 56.0 56.0 21.0 21.0Actuated g/C Ratio 0.66 0.66 0.66 0.25 0.25v/c Ratio 0.15 0.28 0.07 0.31 0.28Control Delay 3.9 7.9 5.3 28.7 5.8Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 3.9 7.9 5.3 28.7 5.8LOS A A A C AApproach Delay 3.9 6.5 15.2Approach LOS A A BQueue Length 50th (ft) 17 27 13 26 0Queue Length 95th (ft) 28 55 24 50 26Internal Link Dist (ft) 340 442 220




Intersection SummaryArea Type: OtherCycle Length: 85Actuated Cycle Length: 85Offset: 0 (0%), Referenced to phase 2:NBL and 6:, Start of GreenNatural Cycle: 45Control Type: PretimedMaximum v/c Ratio: 0.31Intersection Signal Delay: 8.0 Intersection LOS: AIntersection Capacity Utilization 47.2% ICU Level of Service AAnalysis Period (min) 15




Lane Group EBU EBL EBT WBU WBT WBR SBL SBR ø2 ø11 ø12 ø15Lane ConfigurationsTraffic Volume (vph) 5 55 265 10 290 180 310 165Future Volume (vph) 5 55 265 10 290 180 310 165Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 90 0 0 0 0Storage Lanes 1 0 1 1 1Taper Length (ft) 40 25 25Lane Util. Factor 0.95 1.00 0.95 0.95 0.95 1.00 1.00 1.00Ped Bike Factor 0.80 1.00 0.78 0.91 0.90Frt 0.850 0.850Flt Protected 0.950 0.998 0.950Satd. Flow (prot) 0 1770 3539 0 3532 1583 1770 1583Flt Permitted 0.560 0.936 0.950Satd. Flow (perm) 0 837 3539 0 3306 1229 1618 1423Right Turn on Red Yes YesSatd. Flow (RTOR) 189 88Link Speed (mph) 30 30 30Link Distance (ft) 551 606 515Travel Time (s) 12.5 13.8 11.7Confl. Peds. (#/hr) 135 280 90 280 90 135Confl. Bikes (#/hr) 3 1Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 5 58 279 11 305 189 326 174Shared Lane Traffic (%)Lane Group Flow (vph) 0 63 279 0 316 189 326 174Turn Type custom custom NA Perm NA custom D.P+P pm+ovProtected Phases 14 2 15 6 4 3 14! 2 11 12 15Permitted Phases 14! 2 14 6 6 4 4 3Detector Phase 14 14 2 15 6 6 4 3 14Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 1.0 1.0 1.0Minimum Split (s) 9.0 9.0 23.0 23.0 40.0 38.0 9.0 39.0 3.0 3.0 3.0Total Split (s) 9.0 9.0 39.0 39.0 11.0 40.0 9.0 39.0 3.0 3.0 3.0Total Split (%) 8.6% 8.6% 37.1% 37.1% 10.5% 38.1% 8.6% 37% 3% 3% 3%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 2.0 2.0 2.0All-Red Time (s) 1.0 1.0 2.0 2.0 1.0 2.0 1.0 2.0 0.0 0.0 0.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 4.0 5.0 4.0 5.0 4.0Lead/Lag Lead Lead Lag Lead Lead LagLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode Max Max None None None None Max None None None NoneAct Effct Green (s) 16.9 14.9 10.8 17.8 18.0 29.1Actuated g/C Ratio 0.30 0.27 0.19 0.32 0.32 0.52v/c Ratio 0.19 0.30 0.50 0.34 0.59 0.22Control Delay 12.4 13.3 23.7 3.3 17.3 3.9Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 12.4 13.3 23.7 3.3 17.3 3.9LOS B B C A B AApproach Delay 13.1 16.1 12.6



Lane Group EBU EBL EBT WBU WBT WBR SBL SBR ø2 ø11 ø12 ø15Approach LOS B B BQueue Length 50th (ft) 12 28 48 0 74 10Queue Length 95th (ft) 35 60 93 21 144 35Internal Link Dist (ft) 471 526 435Turn Bay Length (ft) 90Base Capacity (vph) 336 2423 2025 584 1116 795Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.19 0.12 0.16 0.32 0.29 0.22

Intersection SummaryArea Type: OtherCycle Length: 105Actuated Cycle Length: 56.1Natural Cycle: 135Control Type: Semi Act-UncoordMaximum v/c Ratio: 0.59Intersection Signal Delay: 14.0 Intersection LOS: BIntersection Capacity Utilization 55.6% ICU Level of Service BAnalysis Period (min) 15! Phase conflict between lane groups.




Lane Group EBL2 EBL EBT EBR WBL WBT WBR WBR2 NBL2 NBL NBT NBRLane ConfigurationsTraffic Volume (vph) 15 60 1 145 10 2 5 35 45 55 1365 2Future Volume (vph) 15 60 1 145 10 2 5 35 45 55 1365 2Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 0 0 0 0 0 0Storage Lanes 0 0 0 0 1 0Taper Length (ft) 25 25 25Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.91 0.91Ped Bike Factor 0.97 1.00 0.99 1.00Frt 0.911 0.897Flt Protected 0.983 0.990 0.950Satd. Flow (prot) 0 0 1642 0 0 1654 0 0 0 1770 5085 0Flt Permitted 0.869 0.927 0.074Satd. Flow (perm) 0 0 1427 0 0 1547 0 0 0 137 5085 0Right Turn on Red Yes Yes YesSatd. Flow (RTOR) 91 37Link Speed (mph) 30 30 30Link Distance (ft) 253 467 100Travel Time (s) 5.8 10.6 2.3Confl. Peds. (#/hr) 30 11 11 30 30 35Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 16 63 1 153 11 2 5 37 47 58 1437 2Shared Lane Traffic (%)Lane Group Flow (vph) 0 0 233 0 0 55 0 0 0 105 1439 0Turn Type Perm Perm NA Perm NA Perm Perm NAProtected Phases 3 7! 2 4!Permitted Phases 3 3 7! 2 4! 2 4!Detector Phase 3 3 3 7 7 2 4 2 4 2 4Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 10.0 10.0 10.0 10.0 10.0Total Split (s) 34.0 34.0 34.0 34.0 34.0Total Split (%) 32.4% 32.4% 32.4% 32.4% 32.4%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0Total Lost Time (s) 5.0 5.0Lead/Lag Lead Lead Lead Lead LeadLead-Lag Optimize? Yes Yes Yes Yes YesRecall Mode None None None None NoneAct Effct Green (s) 14.8 18.1 53.2 53.2Actuated g/C Ratio 0.16 0.20 0.58 0.58v/c Ratio 0.76 0.16 1.31 0.48Control Delay 37.5 16.6 226.8 2.2Queue Delay 0.0 0.0 0.0 0.0Total Delay 37.5 16.6 226.8 2.2LOS D B F AApproach Delay 37.5 16.6 17.5Approach LOS D B B



Lane Group SBL SBT SBR SBR2 ø2 ø4 ø6 ø8Lane ConfigurationsTraffic Volume (vph) 5 965 25 10Future Volume (vph) 5 965 25 10Ideal Flow (vphpl) 1900 1900 1900 1900Storage Length (ft) 50 0Storage Lanes 1 1Taper Length (ft) 100Lane Util. Factor 1.00 0.95 1.00 0.95Ped Bike Factor 1.00 0.91Frt 0.850Flt Protected 0.950Satd. Flow (prot) 1770 3539 1583 0Flt Permitted 0.130Satd. Flow (perm) 241 3539 1445 0Right Turn on Red YesSatd. Flow (RTOR) 73Link Speed (mph) 30Link Distance (ft) 465Travel Time (s) 10.6Confl. Peds. (#/hr) 35 30 30Peak Hour Factor 0.95 0.95 0.95 0.95Adj. Flow (vph) 5 1016 26 11Shared Lane Traffic (%)Lane Group Flow (vph) 5 1016 37 0Turn Type custom NA customProtected Phases 9 6 9 9 2 4 6 8Permitted Phases 6 6Detector Phase 9 6 9 9Switch PhaseMinimum Initial (s) 3.0 3.0 5.0 5.0 5.0 5.0Minimum Split (s) 8.0 8.0 10.0 10.0 10.0 10.0Total Split (s) 8.0 8.0 48.0 15.0 48.0 15.0Total Split (%) 7.6% 7.6% 46% 14% 46% 14%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0Total Lost Time (s) 5.0 5.0Lead/Lag Lag LagLead-Lag Optimize? Yes YesRecall Mode Max Max None None None NoneAct Effct Green (s) 46.2 51.2 46.2Actuated g/C Ratio 0.51 0.56 0.51v/c Ratio 0.03 0.51 0.05Control Delay 11.4 14.3 0.8Queue Delay 0.0 0.0 0.0Total Delay 11.4 14.3 0.8LOS B B AApproach Delay 13.8Approach LOS B



Lane Group EBL2 EBL EBT EBR WBL WBT WBR WBR2 NBL2 NBL NBT NBRQueue Length 50th (ft) 78 9 ~70 23Queue Length 95th (ft) 159 41 #200 26Internal Link Dist (ft) 173 387 20Turn Bay Length (ft)Base Capacity (vph) 518 519 80 2970Starvation Cap Reductn 0 0 0 0Spillback Cap Reductn 0 0 0 0Storage Cap Reductn 0 0 0 0Reduced v/c Ratio 0.45 0.11 1.31 0.48

Intersection SummaryArea Type: OtherCycle Length: 105Actuated Cycle Length: 91.1Natural Cycle: 60Control Type: Semi Act-UncoordMaximum v/c Ratio: 1.31Intersection Signal Delay: 17.7 Intersection LOS: BIntersection Capacity Utilization 65.2% ICU Level of Service CAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.! Phase conflict between lane groups.




Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 35 5 95 35 0 35 0 1395 5 5 1115 0Future Volume (vph) 35 5 95 35 0 35 0 1395 5 5 1115 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 0 0 0 0 215 0 0 0Storage Lanes 1 0 0 0 0 0 1 0Taper Length (ft) 25 25 75 25Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.86 0.86 1.00 0.95 1.00Ped Bike Factor 0.96 0.99 1.00 1.00Frt 0.857 0.932 0.999Flt Protected 0.950 0.976 0.950Satd. Flow (prot) 1770 1527 0 0 1694 0 0 6400 0 1770 3539 0Flt Permitted 0.645 0.788 0.116Satd. Flow (perm) 1201 1527 0 0 1348 0 0 6400 0 215 3539 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 100 125 1Link Speed (mph) 30 30 30 30Link Distance (ft) 255 441 300 100Travel Time (s) 5.8 10.0 6.8 2.3Confl. Peds. (#/hr) 11 11 30 35 35 30Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 37 5 100 37 0 37 0 1468 5 5 1174 0Shared Lane Traffic (%)Lane Group Flow (vph) 37 105 0 0 74 0 0 1473 0 5 1174 0Turn Type Perm NA Perm NA NA custom NAProtected Phases 4! 8 2 9 9 6 7!Permitted Phases 4! 8 6Detector Phase 4 4 8 8 2 9 9 6 7Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 3.0Minimum Split (s) 10.0 10.0 10.0 10.0 10.0 8.0Total Split (s) 15.0 15.0 15.0 15.0 48.0 8.0Total Split (%) 14.3% 14.3% 14.3% 14.3% 45.7% 7.6%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0Lead/Lag Lag Lag Lag LagLead-Lag Optimize? Yes Yes Yes YesRecall Mode None None None None None MaxAct Effct Green (s) 10.0 10.0 9.0 43.2 46.2 75.4Actuated g/C Ratio 0.11 0.11 0.10 0.47 0.51 0.83v/c Ratio 0.28 0.41 0.30 0.49 0.03 0.40Control Delay 45.6 15.0 4.8 17.7 5.2 0.6Queue Delay 1.5 0.0 0.7 0.1 0.0 0.0Total Delay 47.1 15.0 5.4 17.8 5.2 0.6LOS D B A B A AApproach Delay 23.3 5.4 17.8 0.6Approach LOS C A B A



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRQueue Length 50th (ft) 20 3 0 161 1 4Queue Length 95th (ft) 55 53 10 231 m1 5Internal Link Dist (ft) 175 361 220 20Turn Bay Length (ft)Base Capacity (vph) 132 257 265 3033 160 3299Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 32 0 59 457 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.37 0.41 0.36 0.57 0.03 0.36

Intersection SummaryArea Type: OtherCycle Length: 105Actuated Cycle Length: 91.1Natural Cycle: 60Control Type: Semi Act-UncoordMaximum v/c Ratio: 1.31Intersection Signal Delay: 10.7 Intersection LOS: BIntersection Capacity Utilization 49.9% ICU Level of Service AAnalysis Period (min) 15m Volume for 95th percentile queue is metered by upstream signal.! Phase conflict between lane groups.


HCM Unsignalized Intersection Capacity Analysis200: Upper Columbus Drive & Water Street WB 6/15/2016



Direction, Lane # NB 1 NB 2 SB 1 SB 2Volume Total (vph) 89 284 144 88Volume Left (vph) 89 0 0 0Volume Right (vph) 0 0 0 16Hadj (s) 0.53 0.03 0.03 -0.09Departure Headway (s) 5.2 4.7 4.8 4.7Degree Utilization, x 0.13 0.37 0.19 0.11Capacity (veh/h) 680 756 732 753Control Delay (s) 7.8 9.2 7.8 7.1Approach Delay (s) 8.9 7.5Approach LOS A A


HCM Unsignalized Intersection Capacity Analysis300: Upper Columbus Drive & Water Street Ramp/FD/Radisson 6/15/2016


Movement EBU EBL EBT EBR WBL WBT WBR NBU NBL NBT NBR SBLLane ConfigurationsSign Control Stop Stop StopTraffic Volume (vph) 30 60 10 200 1 10 15 1 65 280 1 15Future Volume (vph) 30 60 10 200 1 10 15 1 65 280 1 15Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 0 63 11 211 1 11 16 0 68 295 1 16

Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total (vph) 285 28 68 296 103 113Volume Left (vph) 63 1 68 0 16 0Volume Right (vph) 211 16 0 1 0 26Hadj (s) -0.37 -0.30 0.53 0.03 0.11 -0.13Departure Headway (s) 5.0 5.6 6.2 5.7 6.0 5.7Degree Utilization, x 0.40 0.04 0.12 0.47 0.17 0.18Capacity (veh/h) 668 560 558 611 568 592Control Delay (s) 11.3 8.8 8.8 12.4 9.0 8.8Approach Delay (s) 11.3 8.8 11.7 8.9Approach LOS B A B A

Intersection SummaryDelay 10.8Level of Service BIntersection Capacity Utilization 67.6% ICU Level of Service CAnalysis Period (min) 15

Movement SBT SBRLane ConfigurationsSign Control StopTraffic Volume (vph) 165 25Future Volume (vph) 165 25Peak Hour Factor 0.95 0.95Hourly flow rate (vph) 174 26

Direction, Lane #

HCM Unsignalized Intersection Capacity Analysis400: Upper Columbus Drive & Water Street EB 6/15/2016



Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2Volume Total (vph) 206 148 148 192 192Volume Left (vph) 74 0 0 0 0Volume Right (vph) 132 0 0 0 0Hadj (s) -0.28 0.03 0.03 0.03 0.03Departure Headway (s) 5.1 5.5 5.5 5.4 5.4Degree Utilization, x 0.29 0.23 0.23 0.29 0.29Capacity (veh/h) 650 621 620 633 636Control Delay (s) 10.3 9.0 9.0 9.5 9.5Approach Delay (s) 10.3 9.0 9.5Approach LOS B A A




Movement EBL EBT EBR WBL WBT WBR NBU NBL NBT NBR SBU SBLLane ConfigurationsTraffic Volume (veh/h) 15 1 5 10 1 30 5 5 220 5 15 5Future Volume (Veh/h) 15 1 5 10 1 30 5 5 220 5 15 5Sign Control Stop Stop FreeGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 16 1 5 11 1 32 0 5 232 5 0 5Pedestrians 285 300 145Lane Width (ft) 12.0 12.0 12.0Walking Speed (ft/s) 3.5 3.5 3.5Percent Blockage 27 29 14Right turn flare (veh)Median type NoneMedian storage veh)Upstream signal (ft) 515pX, platoon unblocked 0.00 0.00vC, conflicting volume 1206 1329 678 944 1334 684 0 780 0 537vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 1206 1329 678 944 1334 684 0 780 0 537tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 0.0 4.1 0.0 4.1tC, 2 stage (s)tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 0.0 2.2 0.0 2.2p0 queue free % 59 99 98 86 99 85 0 99 0 99cM capacity (veh/h) 39 79 248 80 78 209 0 607 0 734

Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total 22 44 121 121 244 256Volume Left 16 11 5 0 5 0Volume Right 5 32 0 5 0 16cSH 50 145 607 1700 734 1700Volume to Capacity 0.44 0.30 0.01 0.07 0.01 0.15Queue Length 95th (ft) 40 30 1 0 1 0Control Delay (s) 124.5 40.3 0.5 0.0 0.3 0.0Lane LOS F E A AApproach Delay (s) 124.5 40.3 0.3 0.1Approach LOS F E

Intersection SummaryAverage Delay 5.8Intersection Capacity Utilization 48.1% ICU Level of Service AAnalysis Period (min) 15



Movement SBT SBRLane ConfigurationsTraffic Volume (veh/h) 455 15Future Volume (Veh/h) 455 15Sign Control FreeGrade 0%Peak Hour Factor 0.95 0.95Hourly flow rate (vph) 479 16Pedestrians 265Lane Width (ft) 12.0Walking Speed (ft/s) 3.5Percent Blockage 25Right turn flare (veh)Median type NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volumevC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked voltC, single (s)tC, 2 stage (s)tF (s)p0 queue free %cM capacity (veh/h)

Direction, Lane #


FUTURE CAPACITY REPORTS

Weekday Morning Peak Hour

Weekday Evening Peak Hour


Lakeshore East - Parcel O 8:00 am 6/6/2016 Future AM Peak Hour Synchro 9 ReportK-H Page 1

Lane Group EBU EBT EBR WBU WBL WBT NBU NBL NBRLane ConfigurationsTraffic Volume (vph) 40 470 230 75 240 565 10 135 295Future Volume (vph) 40 470 230 75 240 565 10 135 295Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 0 0 120 105 105Storage Lanes 0 0 1 1 1Taper Length (ft) 25 300 120Lane Util. Factor 0.91 0.91 0.91 0.95 1.00 0.95 0.95 0.97 0.88Ped Bike Factor 0.94 0.89 0.41 0.69Frt 0.953 0.850Flt Protected 0.997 0.950 0.950Satd. Flow (prot) 0 4573 0 0 1770 3539 0 3433 2787Flt Permitted 0.884 0.336 0.950Satd. Flow (perm) 0 4026 0 0 558 3539 0 1395 1925Right Turn on Red Yes YesSatd. Flow (RTOR) 41 311Link Speed (mph) 30 30 30Link Distance (ft) 420 522 324Travel Time (s) 9.5 11.9 7.4Confl. Peds. (#/hr) 295 115 215 115 115 295 215Confl. Bikes (#/hr) 2 5Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 42 495 242 79 253 595 11 142 311Shared Lane Traffic (%)Lane Group Flow (vph) 0 779 0 0 332 595 0 153 311Turn Type NA Perm NA Perm Prot PermProtected Phases 4 8 2Permitted Phases 8 2 2Minimum Split (s) 22.5 22.5 22.5 22.5 22.5 22.5Total Split (s) 60.0 60.0 60.0 25.0 25.0 25.0Total Split (%) 70.6% 70.6% 70.6% 29.4% 29.4% 29.4%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0Lead/LagLead-Lag Optimize?Act Effct Green (s) 56.0 56.0 56.0 21.0 21.0Actuated g/C Ratio 0.66 0.66 0.66 0.25 0.25v/c Ratio 5.90dl 0.90 0.26 0.44 0.44Control Delay 8.7 44.5 6.3 32.0 5.4Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 8.7 44.5 6.3 32.0 5.4LOS A D A C AApproach Delay 8.7 20.0 14.2Approach LOS A B BQueue Length 50th (ft) 65 131 60 35 0Queue Length 95th (ft) 95 #327 83 65 34Internal Link Dist (ft) 340 442 244




Intersection SummaryArea Type: OtherCycle Length: 85Actuated Cycle Length: 85Offset: 0 (0%), Referenced to phase 2:NBL and 6:, Start of GreenNatural Cycle: 90Control Type: PretimedMaximum v/c Ratio: 0.90Intersection Signal Delay: 14.7 Intersection LOS: BIntersection Capacity Utilization 62.7% ICU Level of Service BAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.dl Defacto Left Lane. Recode with 1 though lane as a left lane.dr Defacto Right Lane. Recode with 1 though lane as a right lane.




Lane Group EBL EBT WBU WBT WBR SBU SBL SBR ø2 ø11 ø12 ø15Lane ConfigurationsTraffic Volume (vph) 255 470 5 450 240 5 320 290Future Volume (vph) 255 470 5 450 240 5 320 290Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 90 0 0 0 0Storage Lanes 1 0 1 1 1Taper Length (ft) 40 25 25Lane Util. Factor 1.00 0.95 0.95 0.95 1.00 1.00 1.00 0.95Ped Bike Factor 0.95 1.00 0.90 0.76 0.91Frt 0.850 0.988 0.850Flt Protected 0.950 0.999 0.956Satd. Flow (prot) 1770 3539 0 3536 1583 0 1742 1504Flt Permitted 0.390 0.949 0.956Satd. Flow (perm) 689 3539 0 3356 1421 0 1330 1373Right Turn on Red Yes YesSatd. Flow (RTOR) 253 5 114Link Speed (mph) 30 30 30Link Distance (ft) 551 606 515Travel Time (s) 12.5 13.8 11.7Confl. Peds. (#/hr) 120 150 120 120 150 115Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 268 495 5 474 253 5 337 305Shared Lane Traffic (%) 10%Lane Group Flow (vph) 268 495 0 479 253 0 373 274Turn Type custom NA Perm NA custom Perm D.P+P pm+ovProtected Phases 14 2 15 6 4 3 14 2 11 12 15Permitted Phases 2 14 6 6 3 4 4 3Detector Phase 14 2 15 6 6 4 3 3 14Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 1.0 1.0 1.0Minimum Split (s) 9.0 23.0 23.0 40.0 38.0 38.0 9.0 39.0 3.0 3.0 3.0Total Split (s) 9.0 39.0 39.0 11.0 40.0 40.0 9.0 39.0 3.0 3.0 3.0Total Split (%) 8.6% 37.1% 37.1% 10.5% 38.1% 38.1% 8.6% 37% 3% 3% 3%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 2.0 2.0 2.0All-Red Time (s) 1.0 2.0 2.0 1.0 2.0 2.0 1.0 2.0 0.0 0.0 0.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 4.0 5.0 4.0 5.0 4.0Lead/Lag Lead Lag Lead Lead Lead LagLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode Max None None None None None Max None None None NoneAct Effct Green (s) 21.5 19.4 15.3 22.4 20.9 32.2Actuated g/C Ratio 0.34 0.30 0.24 0.35 0.33 0.50v/c Ratio 0.84 0.46 0.59 0.37 0.69 0.36Control Delay 42.0 16.6 25.3 3.0 22.1 6.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 42.0 16.6 25.3 3.0 22.1 6.2LOS D B C A C AApproach Delay 25.6 17.6 15.4Approach LOS C B B



Lane Group EBL EBT WBU WBT WBR SBU SBL SBR ø2 ø11 ø12 ø15Queue Length 50th (ft) 62 61 83 0 101 28Queue Length 95th (ft) #194 117 150 28 m201 m80Internal Link Dist (ft) 471 526 435Turn Bay Length (ft) 90Base Capacity (vph) 318 2153 1826 701 979 758Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.84 0.23 0.26 0.36 0.38 0.36

Intersection SummaryArea Type: OtherCycle Length: 105Actuated Cycle Length: 63.9Natural Cycle: 135Control Type: Semi Act-UncoordMaximum v/c Ratio: 0.84Intersection Signal Delay: 19.8 Intersection LOS: BIntersection Capacity Utilization 66.7% ICU Level of Service CAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.




Lane Group EBL2 EBL EBT EBR WBL WBT WBR WBR2 NBL2 NBL NBT NBRLane ConfigurationsTraffic Volume (vph) 15 170 1 225 1 1 1 1 115 290 1050 10Future Volume (vph) 15 170 1 225 1 1 1 1 115 290 1050 10Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 0 0 0 0 0 0Storage Lanes 0 0 0 0 1 0Taper Length (ft) 25 25 25Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.91 0.91Ped Bike Factor 0.97 1.00 1.00 1.00Frt 0.926 0.932 0.999Flt Protected 0.978 0.988 0.950Satd. Flow (prot) 0 0 1673 0 0 1715 0 0 0 1770 5078 0Flt Permitted 0.854 0.930 0.066Satd. Flow (perm) 0 0 1432 0 0 1614 0 0 0 122 5078 0Right Turn on Red Yes Yes YesSatd. Flow (RTOR) 50 1 2Link Speed (mph) 30 30 30Link Distance (ft) 253 467 100Travel Time (s) 5.8 10.6 2.3Confl. Peds. (#/hr) 15 2 2 15 15 20Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 16 179 1 237 1 1 1 1 121 305 1105 11Shared Lane Traffic (%)Lane Group Flow (vph) 0 0 433 0 0 4 0 0 0 426 1116 0Turn Type Perm Perm NA Perm NA Perm Perm NAProtected Phases 3 7! 2 4!Permitted Phases 3 3 7! 2 4! 2 4!Detector Phase 3 3 3 7 7 2 4 2 4 2 4Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 10.0 10.0 10.0 10.0 10.0Total Split (s) 23.0 23.0 23.0 23.0 23.0Total Split (%) 21.9% 21.9% 21.9% 21.9% 21.9%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0Total Lost Time (s) 5.0 5.0Lead/Lag Lead Lead Lead Lead LeadLead-Lag Optimize? Yes Yes Yes Yes YesRecall Mode None None None None NoneAct Effct Green (s) 18.0 17.2 60.0 60.0Actuated g/C Ratio 0.17 0.16 0.57 0.57v/c Ratio 1.51 0.02 6.17 0.38Control Delay 277.7 35.2 2363.9 1.1Queue Delay 0.6 0.0 0.0 0.0Total Delay 278.2 35.2 2363.9 1.1LOS F D F AApproach Delay 278.2 35.3 653.9Approach LOS F D F



Lane Group SBL SBT SBR SBR2 ø2 ø4 ø6 ø8Lane ConfigurationsTraffic Volume (vph) 25 785 55 25Future Volume (vph) 25 785 55 25Ideal Flow (vphpl) 1900 1900 1900 1900Storage Length (ft) 50 0Storage Lanes 1 1Taper Length (ft) 100Lane Util. Factor 1.00 0.95 1.00 0.95Ped Bike Factor 1.00 0.95Frt 0.850Flt Protected 0.950Satd. Flow (prot) 1770 3539 1583 0Flt Permitted 0.204Satd. Flow (perm) 379 3539 1510 0Right Turn on Red YesSatd. Flow (RTOR) 73Link Speed (mph) 30Link Distance (ft) 465Travel Time (s) 10.6Confl. Peds. (#/hr) 20 15 15Peak Hour Factor 0.95 0.95 0.95 0.95Adj. Flow (vph) 26 826 58 26Shared Lane Traffic (%)Lane Group Flow (vph) 26 826 84 0Turn Type custom NA customProtected Phases 9 6 9 9 2 4 6 8Permitted Phases 6 6Detector Phase 9 6 9 9Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 10.0 10.0 10.0 10.0 10.0 10.0Total Split (s) 12.0 12.0 56.0 14.0 56.0 14.0Total Split (%) 11.4% 11.4% 53% 13% 53% 13%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0Total Lost Time (s) 5.0 5.0Lead/Lag Lag LagLead-Lag Optimize? Yes YesRecall Mode Max Max None None None NoneAct Effct Green (s) 58.0 63.0 58.0Actuated g/C Ratio 0.55 0.60 0.55v/c Ratio 0.09 0.39 0.10Control Delay 9.3 11.6 3.0Queue Delay 0.0 0.0 0.0Total Delay 9.3 11.6 3.0LOS A B AApproach Delay 10.8Approach LOS B



Lane Group EBL2 EBL EBT EBR WBL WBT WBR WBR2 NBL2 NBL NBT NBRQueue Length 50th (ft) ~380 2 ~559 8Queue Length 95th (ft) #576 12 #755 8Internal Link Dist (ft) 173 387 20Turn Bay Length (ft)Base Capacity (vph) 286 320 69 2902Starvation Cap Reductn 0 0 0 0Spillback Cap Reductn 13 0 0 0Storage Cap Reductn 0 0 0 0Reduced v/c Ratio 1.59 0.01 6.17 0.38

Intersection SummaryArea Type: OtherCycle Length: 105Actuated Cycle Length: 105Natural Cycle: 50Control Type: Semi Act-UncoordMaximum v/c Ratio: 6.17Intersection Signal Delay: 390.7 Intersection LOS: FIntersection Capacity Utilization 87.5% ICU Level of Service EAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.! Phase conflict between lane groups.




Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 40 20 50 25 1 45 0 1380 95 25 985 0Future Volume (vph) 40 20 50 25 1 45 0 1380 95 25 985 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 0 0 0 0 215 0 0 0Storage Lanes 1 0 0 0 0 0 1 0Taper Length (ft) 25 25 75 25Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.86 0.86 1.00 0.95 1.00Ped Bike Factor 0.99 1.00 1.00 1.00Frt 0.893 0.914 0.990Flt Protected 0.950 0.983 0.950Satd. Flow (prot) 1770 1641 0 0 1674 0 0 6327 0 1770 3539 0Flt Permitted 0.758 0.811 0.103Satd. Flow (perm) 1412 1641 0 0 1378 0 0 6327 0 192 3539 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 53 47 19Link Speed (mph) 30 30 30 30Link Distance (ft) 255 441 300 100Travel Time (s) 5.8 10.0 6.8 2.3Confl. Peds. (#/hr) 2 2 15 20 20 15Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 42 21 53 26 1 47 0 1453 100 26 1037 0Shared Lane Traffic (%)Lane Group Flow (vph) 42 74 0 0 74 0 0 1553 0 26 1037 0Turn Type Perm NA Perm NA NA custom NAProtected Phases 4! 8 2 9 9 6 7!Permitted Phases 4! 8 6Detector Phase 4 4 8 8 2 9 9 6 7Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 10.0 10.0 10.0 10.0 10.0 10.0Total Split (s) 14.0 14.0 14.0 14.0 56.0 12.0Total Split (%) 13.3% 13.3% 13.3% 13.3% 53.3% 11.4%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0Lead/Lag Lag Lag Lag LagLead-Lag Optimize? Yes Yes Yes YesRecall Mode None None None None None MaxAct Effct Green (s) 9.0 9.0 11.9 51.0 58.0 86.2Actuated g/C Ratio 0.09 0.09 0.11 0.49 0.55 0.82v/c Ratio 0.35 0.39 0.37 0.50 0.12 0.36Control Delay 53.8 25.0 25.7 18.8 8.0 1.7Queue Delay 0.3 0.0 0.2 0.1 0.0 0.0Total Delay 54.0 25.0 25.8 18.9 8.0 1.7LOS D C C B A AApproach Delay 35.5 25.8 18.9 1.8Approach LOS D C B A



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRQueue Length 50th (ft) 27 13 16 196 4 35Queue Length 95th (ft) 63 58 62 229 m9 m20Internal Link Dist (ft) 175 361 220 20Turn Bay Length (ft)Base Capacity (vph) 121 189 207 3082 211 3026Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 5 0 9 401 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.36 0.39 0.37 0.58 0.12 0.34

Intersection SummaryArea Type: OtherCycle Length: 105Actuated Cycle Length: 105Natural Cycle: 50Control Type: Semi Act-UncoordMaximum v/c Ratio: 6.17Intersection Signal Delay: 13.3 Intersection LOS: BIntersection Capacity Utilization 46.4% ICU Level of Service AAnalysis Period (min) 15m Volume for 95th percentile queue is metered by upstream signal.! Phase conflict between lane groups.


HCM Unsignalized Intersection Capacity Analysis200: Upper Columbus Drive & Upper Water WB 6/15/2016





HCM Unsignalized Intersection Capacity Analysis300: Upper Columbus Drive & Water Street Ramp 6/15/2016


Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBTLane ConfigurationsSign Control Stop Stop Stop StopTraffic Volume (vph) 25 45 5 180 1 10 45 130 410 25 20 370Future Volume (vph) 25 45 5 180 1 10 45 130 410 25 20 370Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 0 47 5 189 1 11 47 137 432 26 21 389

Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total (vph) 241 59 137 458 216 253Volume Left (vph) 47 1 137 0 21 0Volume Right (vph) 189 47 0 26 0 58Hadj (s) -0.40 -0.44 0.53 -0.01 0.08 -0.13Departure Headway (s) 6.1 6.7 6.7 6.2 6.5 6.3Degree Utilization, x 0.41 0.11 0.26 0.79 0.39 0.44Capacity (veh/h) 544 470 520 567 534 553Control Delay (s) 13.3 10.5 10.9 27.2 12.3 12.9Approach Delay (s) 13.3 10.5 23.5 12.6Approach LOS B B C B

Intersection SummaryDelay 17.4Level of Service CIntersection Capacity Utilization 73.7% ICU Level of Service DAnalysis Period (min) 15

Movement SBRLane ConfigurationsSign ControlTraffic Volume (vph) 55Future Volume (vph) 55Peak Hour Factor 0.95Hourly flow rate (vph) 58

Direction, Lane #

HCM Unsignalized Intersection Capacity Analysis400: Upper Columbus Drive & Upper Water EB 6/15/2016







Movement EBL EBT EBR WBL WBT WBR NBU NBL NBT NBR SBU SBLLane ConfigurationsSign Control Stop Stop StopTraffic Volume (vph) 35 1 25 80 1 60 15 5 390 90 15 115Future Volume (vph) 35 1 25 80 1 60 15 5 390 90 15 115Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 37 1 26 84 1 63 0 5 411 95 0 121

Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total (vph) 64 148 211 301 382 314Volume Left (vph) 37 84 5 0 121 0Volume Right (vph) 26 63 0 95 0 53Hadj (s) -0.09 -0.11 0.05 -0.19 0.19 -0.08Departure Headway (s) 6.7 6.4 6.2 6.0 6.1 5.8Degree Utilization, x 0.12 0.26 0.36 0.50 0.65 0.51Capacity (veh/h) 475 513 561 586 577 604Control Delay (s) 10.7 11.7 11.5 13.5 18.5 13.5Approach Delay (s) 10.7 11.7 12.7 16.2Approach LOS B B B C

Intersection SummaryDelay 14.2Level of Service BIntersection Capacity Utilization 58.9% ICU Level of Service BAnalysis Period (min) 15


Direction, Lane #


Lakeshore East - Parcel O 8:00 am 6/6/2016 Future PM Peak Hour Synchro 9 ReportK-H Page 1

Lane Group EBU EBT EBR WBU WBL WBT NBU NBL NBRLane ConfigurationsTraffic Volume (vph) 40 275 165 75 150 175 1 155 215Future Volume (vph) 40 275 165 75 150 175 1 155 215Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 0 0 120 105 105Storage Lanes 0 0 1 1 1Taper Length (ft) 25 300 120Lane Util. Factor 0.91 0.91 0.91 0.95 1.00 0.95 0.95 0.97 0.88Ped Bike Factor 0.89 0.82 0.45 0.69Frt 0.948 0.850Flt Protected 0.996 0.950 0.950Satd. Flow (prot) 0 4299 0 0 1770 3539 0 3433 2787Flt Permitted 0.904 0.456 0.950Satd. Flow (perm) 0 3866 0 0 695 3539 0 1549 1914Right Turn on Red Yes YesSatd. Flow (RTOR) 174 168Link Speed (mph) 30 30 30Link Distance (ft) 420 522 300Travel Time (s) 9.5 11.9 6.8Confl. Peds. (#/hr) 103 210 235 210 210 105 235Confl. Bikes (#/hr) 2Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 42 289 174 79 158 184 1 163 226Shared Lane Traffic (%)Lane Group Flow (vph) 0 505 0 0 237 184 0 164 226Turn Type Perm NA Perm Perm NA Perm Prot PermProtected Phases 4 8 2Permitted Phases 4 8 8 2 2Minimum Split (s) 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5Total Split (s) 60.0 60.0 60.0 60.0 60.0 25.0 25.0 25.0Total Split (%) 70.6% 70.6% 70.6% 70.6% 70.6% 29.4% 29.4% 29.4%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0Lead/LagLead-Lag Optimize?Act Effct Green (s) 56.0 56.0 56.0 21.0 21.0Actuated g/C Ratio 0.66 0.66 0.66 0.25 0.25v/c Ratio 0.19 0.52 0.08 0.43 0.38Control Delay 3.8 12.5 5.3 31.1 10.1Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 3.8 12.5 5.3 31.1 10.1LOS A B A C BApproach Delay 3.8 9.4 18.9Approach LOS A A BQueue Length 50th (ft) 21 58 16 38 13Queue Length 95th (ft) 33 121 27 68 45Internal Link Dist (ft) 340 442 220




Intersection SummaryArea Type: OtherCycle Length: 85Actuated Cycle Length: 85Offset: 0 (0%), Referenced to phase 2:NBL and 6:, Start of GreenNatural Cycle: 60Control Type: PretimedMaximum v/c Ratio: 0.52Intersection Signal Delay: 10.1 Intersection LOS: BIntersection Capacity Utilization 53.1% ICU Level of Service AAnalysis Period (min) 15




Lane Group EBU EBL EBT WBU WBT WBR SBL SBR ø2 ø11 ø12 ø15Lane ConfigurationsTraffic Volume (vph) 5 180 395 10 380 190 325 275Future Volume (vph) 5 180 395 10 380 190 325 275Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 90 0 0 0 0Storage Lanes 1 0 1 1 1Taper Length (ft) 40 25 25Lane Util. Factor 0.95 1.00 0.95 0.95 0.95 1.00 1.00 1.00Ped Bike Factor 0.83 1.00 0.78 0.91 0.90Frt 0.850 0.850Flt Protected 0.950 0.999 0.950Satd. Flow (prot) 0 1770 3539 0 3536 1583 1770 1583Flt Permitted 0.460 0.937 0.950Satd. Flow (perm) 0 714 3539 0 3312 1229 1618 1423Right Turn on Red Yes YesSatd. Flow (RTOR) 200 78Link Speed (mph) 30 30 30Link Distance (ft) 551 606 515Travel Time (s) 12.5 13.8 11.7Confl. Peds. (#/hr) 135 280 90 280 90 135Confl. Bikes (#/hr) 3 1Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 5 189 416 11 400 200 342 289Shared Lane Traffic (%)Lane Group Flow (vph) 0 194 416 0 411 200 342 289Turn Type custom custom NA Perm NA custom D.P+P pm+ovProtected Phases 14 2 15 6 4 3 14! 2 11 12 15Permitted Phases 14! 2 14 6 6 4 4 3Detector Phase 14 14 2 15 6 6 4 3 14Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 1.0 1.0 1.0Minimum Split (s) 9.0 9.0 23.0 23.0 40.0 38.0 9.0 39.0 3.0 3.0 3.0Total Split (s) 9.0 9.0 39.0 39.0 11.0 40.0 9.0 39.0 3.0 3.0 3.0Total Split (%) 8.6% 8.6% 37.1% 37.1% 10.5% 38.1% 8.6% 37% 3% 3% 3%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 2.0 2.0 2.0All-Red Time (s) 1.0 1.0 2.0 2.0 1.0 2.0 1.0 2.0 0.0 0.0 0.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 4.0 5.0 4.0 5.0 4.0Lead/Lag Lead Lead Lag Lead Lead LagLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode Max Max None None None None Max None None None NoneAct Effct Green (s) 19.2 17.2 13.1 20.1 19.1 30.3Actuated g/C Ratio 0.32 0.29 0.22 0.34 0.32 0.51v/c Ratio 0.61 0.41 0.56 0.34 0.62 0.37Control Delay 22.3 15.1 24.5 3.2 19.2 6.8Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 22.3 15.1 24.5 3.2 19.2 6.8LOS C B C A B AApproach Delay 17.4 17.5 13.5



Lane Group EBU EBL EBT WBU WBT WBR SBL SBR ø2 ø11 ø12 ø15Approach LOS B B BQueue Length 50th (ft) 40 46 67 0 84 31Queue Length 95th (ft) #96 91 122 23 169 81Internal Link Dist (ft) 471 526 435Turn Bay Length (ft) 90Base Capacity (vph) 320 2289 1917 608 1054 774Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.61 0.18 0.21 0.33 0.32 0.37

Intersection SummaryArea Type: OtherCycle Length: 105Actuated Cycle Length: 59.7Natural Cycle: 135Control Type: Semi Act-UncoordMaximum v/c Ratio: 0.62Intersection Signal Delay: 16.1 Intersection LOS: BIntersection Capacity Utilization 61.7% ICU Level of Service BAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.! Phase conflict between lane groups.




Lane Group EBL2 EBL EBT EBR WBL WBT WBR WBR2 NBL2 NBL NBT NBRLane ConfigurationsTraffic Volume (vph) 15 130 1 230 10 2 5 35 45 150 1380 5Future Volume (vph) 15 130 1 230 10 2 5 35 45 150 1380 5Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 0 0 0 0 0 0Storage Lanes 0 0 0 0 1 0Taper Length (ft) 25 25 25Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.91 0.91Ped Bike Factor 0.97 1.00 0.99 1.00Frt 0.917 0.897 0.999Flt Protected 0.981 0.990 0.950Satd. Flow (prot) 0 0 1651 0 0 1654 0 0 0 1770 5079 0Flt Permitted 0.862 0.864 0.075Satd. Flow (perm) 0 0 1423 0 0 1442 0 0 0 139 5079 0Right Turn on Red Yes Yes YesSatd. Flow (RTOR) 74 37 1Link Speed (mph) 30 30 30Link Distance (ft) 253 467 100Travel Time (s) 5.8 10.6 2.3Confl. Peds. (#/hr) 30 11 11 30 30 35Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 16 137 1 242 11 2 5 37 47 158 1453 5Shared Lane Traffic (%)Lane Group Flow (vph) 0 0 396 0 0 55 0 0 0 205 1458 0Turn Type Perm Perm NA Perm NA Perm Perm NAProtected Phases 3 7! 2 4!Permitted Phases 3 3 7! 2 4! 2 4!Detector Phase 3 3 3 7 7 2 4 2 4 2 4Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 10.0 10.0 10.0 10.0 10.0Total Split (s) 34.0 34.0 34.0 34.0 34.0Total Split (%) 32.4% 32.4% 32.4% 32.4% 32.4%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0Total Lost Time (s) 5.0 5.0Lead/Lag Lead Lead Lead Lead LeadLead-Lag Optimize? Yes Yes Yes Yes YesRecall Mode None None None None NoneAct Effct Green (s) 27.2 17.9 53.1 53.1Actuated g/C Ratio 0.26 0.17 0.51 0.51v/c Ratio 0.92 0.20 2.89 0.56Control Delay 59.0 17.8 891.6 2.4Queue Delay 8.9 0.0 0.0 0.0Total Delay 67.9 17.8 891.6 2.4LOS E B F AApproach Delay 67.9 17.8 112.0Approach LOS E B F



Lane Group SBL SBT SBR SBR2 ø2 ø4 ø6 ø8Lane ConfigurationsTraffic Volume (vph) 5 995 25 10Future Volume (vph) 5 995 25 10Ideal Flow (vphpl) 1900 1900 1900 1900Storage Length (ft) 50 0Storage Lanes 1 1Taper Length (ft) 100Lane Util. Factor 1.00 0.95 1.00 0.95Ped Bike Factor 1.00 0.91Frt 0.850Flt Protected 0.950Satd. Flow (prot) 1770 3539 1583 0Flt Permitted 0.106Satd. Flow (perm) 197 3539 1445 0Right Turn on Red YesSatd. Flow (RTOR) 73Link Speed (mph) 30Link Distance (ft) 465Travel Time (s) 10.6Confl. Peds. (#/hr) 35 30 30Peak Hour Factor 0.95 0.95 0.95 0.95Adj. Flow (vph) 5 1047 26 11Shared Lane Traffic (%)Lane Group Flow (vph) 5 1047 37 0Turn Type custom NA customProtected Phases 9 6 9 9 2 4 6 8Permitted Phases 6 6Detector Phase 9 6 9 9Switch PhaseMinimum Initial (s) 3.0 3.0 5.0 5.0 5.0 5.0Minimum Split (s) 8.0 8.0 10.0 10.0 10.0 10.0Total Split (s) 8.0 8.0 48.0 15.0 48.0 15.0Total Split (%) 7.6% 7.6% 46% 14% 46% 14%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0Total Lost Time (s) 5.0 5.0Lead/Lag Lag LagLead-Lag Optimize? Yes YesRecall Mode Max Max None None None NoneAct Effct Green (s) 46.1 51.1 46.1Actuated g/C Ratio 0.45 0.49 0.45v/c Ratio 0.04 0.60 0.05Control Delay 14.6 20.9 0.9Queue Delay 0.0 0.0 0.0Total Delay 14.6 20.9 0.9LOS B C AApproach Delay 20.2Approach LOS C



Lane Group EBL2 EBL EBT EBR WBL WBT WBR WBR2 NBL2 NBL NBT NBRQueue Length 50th (ft) 213 10 ~242 18Queue Length 95th (ft) #392 41 #391 10Internal Link Dist (ft) 173 387 20Turn Bay Length (ft)Base Capacity (vph) 453 432 71 2609Starvation Cap Reductn 0 0 0 0Spillback Cap Reductn 40 0 0 0Storage Cap Reductn 0 0 0 0Reduced v/c Ratio 0.96 0.13 2.89 0.56

Intersection SummaryArea Type: OtherCycle Length: 105Actuated Cycle Length: 103.3Natural Cycle: 50Control Type: Semi Act-UncoordMaximum v/c Ratio: 2.89Intersection Signal Delay: 73.7 Intersection LOS: EIntersection Capacity Utilization 80.4% ICU Level of Service DAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.! Phase conflict between lane groups.




Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 35 5 95 45 5 45 0 1500 25 20 1215 0Future Volume (vph) 35 5 95 45 5 45 0 1500 25 20 1215 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 0 0 0 0 215 0 0 0Storage Lanes 1 0 0 0 0 0 1 0Taper Length (ft) 25 25 75 25Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.86 0.86 1.00 0.95 1.00Ped Bike Factor 0.96 0.99 1.00 1.00Frt 0.857 0.936 0.998Flt Protected 0.950 0.977 0.950Satd. Flow (prot) 1770 1527 0 0 1703 0 0 6389 0 1770 3539 0Flt Permitted 0.693 0.476 0.093Satd. Flow (perm) 1291 1527 0 0 819 0 0 6389 0 173 3539 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 100 34 3Link Speed (mph) 30 30 30 30Link Distance (ft) 255 441 300 100Travel Time (s) 5.8 10.0 6.8 2.3Confl. Peds. (#/hr) 11 11 30 35 35 30Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 37 5 100 47 5 47 0 1579 26 21 1279 0Shared Lane Traffic (%)Lane Group Flow (vph) 37 105 0 0 99 0 0 1605 0 21 1279 0Turn Type Perm NA Perm NA NA custom NAProtected Phases 4! 8 2 9 9 6 7!Permitted Phases 4! 8 6Detector Phase 4 4 8 8 2 9 9 6 7Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 3.0Minimum Split (s) 10.0 10.0 10.0 10.0 10.0 8.0Total Split (s) 15.0 15.0 15.0 15.0 48.0 8.0Total Split (%) 14.3% 14.3% 14.3% 14.3% 45.7% 7.6%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0Lead/Lag Lag Lag Lag LagLead-Lag Optimize? Yes Yes Yes YesRecall Mode None None None None None MaxAct Effct Green (s) 10.0 10.0 19.3 43.1 46.1 74.0Actuated g/C Ratio 0.10 0.10 0.19 0.42 0.45 0.72v/c Ratio 0.30 0.44 0.55 0.60 0.17 0.50Control Delay 51.1 16.5 40.5 24.9 9.8 2.2Queue Delay 1.0 0.0 3.3 0.2 0.0 0.0Total Delay 52.1 16.5 43.8 25.1 9.8 2.2LOS D B D C A AApproach Delay 25.8 43.8 25.1 2.3Approach LOS C D C A



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRQueue Length 50th (ft) 24 3 38 241 3 35Queue Length 95th (ft) 57 55 #133 281 m5 21Internal Link Dist (ft) 175 361 220 20Turn Bay Length (ft)Base Capacity (vph) 124 238 180 2664 123 2915Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 20 0 31 334 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.36 0.44 0.66 0.69 0.17 0.44

Intersection SummaryArea Type: OtherCycle Length: 105Actuated Cycle Length: 103.3Natural Cycle: 50Control Type: Semi Act-UncoordMaximum v/c Ratio: 2.89Intersection Signal Delay: 16.3 Intersection LOS: BIntersection Capacity Utilization 54.1% ICU Level of Service AAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.! Phase conflict between lane groups.


HCM Unsignalized Intersection Capacity Analysis200: Upper Columbus Drive & Water Street WB 6/17/2016





HCM Unsignalized Intersection Capacity Analysis300: Upper Columbus Drive & Water Street Ramp/FD/Radisson 6/17/2016


Movement EBU EBL EBT EBR WBL WBT WBR NBU NBL NBT NBR SBLLane ConfigurationsSign Control Stop Stop StopTraffic Volume (vph) 30 60 10 205 1 10 60 1 70 340 45 15Future Volume (vph) 30 60 10 205 1 10 60 1 70 340 45 15Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 0 63 11 216 1 11 63 0 74 358 47 16

Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total (vph) 290 75 74 405 153 163Volume Left (vph) 63 1 74 0 16 0Volume Right (vph) 216 63 0 47 0 26Hadj (s) -0.37 -0.47 0.53 -0.05 0.09 -0.08Departure Headway (s) 5.7 6.2 6.7 6.1 6.4 6.3Degree Utilization, x 0.46 0.13 0.14 0.68 0.27 0.28Capacity (veh/h) 582 482 520 569 524 538Control Delay (s) 13.5 10.1 9.5 19.9 10.7 10.6Approach Delay (s) 13.5 10.1 18.3 10.6Approach LOS B B C B

Intersection SummaryDelay 14.5Level of Service BIntersection Capacity Utilization 73.8% ICU Level of Service DAnalysis Period (min) 15


Direction, Lane #

HCM Unsignalized Intersection Capacity Analysis400: Upper Columbus Drive & Water Street EB 6/17/2016







Movement EBL EBT EBR WBL WBT WBR NBU NBL NBT NBR SBU SBLLane ConfigurationsSign Control Stop Stop StopTraffic Volume (vph) 15 1 5 100 1 95 5 5 265 95 15 75Future Volume (vph) 15 1 5 100 1 95 5 5 265 95 15 75Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 16 1 5 105 1 100 0 5 279 100 0 79

Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total (vph) 22 206 145 240 337 274Volume Left (vph) 16 105 5 0 79 0Volume Right (vph) 5 100 0 100 0 16Hadj (s) 0.04 -0.16 0.05 -0.26 0.15 -0.01Departure Headway (s) 6.6 5.9 6.1 5.8 5.9 5.7Degree Utilization, x 0.04 0.34 0.24 0.38 0.55 0.44Capacity (veh/h) 472 565 568 601 597 613Control Delay (s) 9.9 11.9 9.8 11.1 14.6 11.9Approach Delay (s) 9.9 11.9 10.6 13.4Approach LOS A B B B

Intersection SummaryDelay 12.2Level of Service BIntersection Capacity Utilization 56.2% ICU Level of Service BAnalysis Period (min) 15


Direction, Lane #

UP

BA0B0C0D C D

EXISTINGAQUA BUILDING

EXISTINGBCBS PLAZA

EXISTINGDRIVEWAY

RS

HOTEL B

EXISTING ACCESS TO PARKING

NEW PLANTER

ISTING SIDEWALK

NEW SIDEWALKEXISTING SIDEWALK

HOTEL B

0C0C0D0

EXISTINGDRIVEWAY

RS

EXISTIN TO PARK

RNEW PLANTER

KISTING SIDEWALK

KNEW SIDEWALKKEXISTING SIDEWALK

111 West Jackson Blvd. I Suite 700 I Chicago, IL I 60604 312-726-9445

2017-06-13 Lakeshore East Parcel O - Brendan ReillyJun 13, 2017 · Since taxi and walking trips...

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Transcript of 2017-06-13 Lakeshore East Parcel O - Brendan ReillyJun 13, 2017 · Since taxi and walking trips...