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2023-08-21 - Ordinance 2023-106 - AMENDING THE COMPREHENSIVE ZONING ORDINANCE AND APPROVING A SPECIAL USE FOR A RESIDENTIAL PLANNED UNIT DEVELOPMENT WITH VARIATIONS TO THE ZONING ORDINANCE (Prairie Point Townhomes, 22771 and 22825 Prairie Road) ORDINANCE NO. 2023-106 AN ORDINANCE AMENDING THE COMPREHENSIVE ZONING ORDINANCE AND APPROVING A SPECIAL USE FOR A RESIDENTIAL PLANNED UNIT DEVELOPMENT WITH VARIATIONS TO THE VILLAGE OF BUFFALO GROVE ZONING ORDINANCE Prairie Point Townhomes 22771 and 22825 Prairie Road, Buffalo Grove, IL WHEREAS,the Village of Buffalo Grove is a Home Rule Unit by virtue of the Illinois Constitution of 1970; and WHEREAS,the property legally described in Exhibit A hereto was annexed to the Village of Buffalo Grove by Ordinance No.2023-105 pursuant to a written Annexation Agreement dated ,2023 and approved by the Village by Ordinance No. 2023-104("Annexation Agreement"); and WHEREAS, Bloom Street Partners, LLC an Illinois limited liability company("Petitioner") proposes to construct a 41-unit townhome development on the Property and has applied for a Zoning Map Amendment,a Special Use for a Residential Planned Unit Development,a Plat of Subdivision,and approval of a Preliminary Plan with Variations from the Village Zoning Ordinance; and WHEREAS, notice of public hearing for a Zoning Map Amendment, a Special Use for a Planned Unit Development, a Plat of Subdivision, and Preliminary Plan with Zoning Variations has been given and a public hearing was held on July 19, 2023 before the Village of Buffalo Grove Planning & Zoning Commission; and WHEREAS,the Planning&Zoning Commission voted 6 to 1 to recommend approval of the Zoning Map Amendment to zone the property R-9 Multi-Family District,the Special Use for a Residential Planned Unit Development, the Final Plat of Subdivision and the Preliminary Plan with Zoning Variations, as set forth in the draft meeting minutes attached hereto as Exhibit C; and WHEREAS, the President and Village Board of Trustees, after due and careful consideration have concluded that the requests are reasonable and will serve the best interests of the Village. NOW, THEREFORE, BE IT ORDAINED BY THE PRESIDENT AND BOARD OF TRUSTEES OF THE VILLAGE OF BUFFALO GROVE, COOK AND LAKE COUNTIES, ILLINOIS: Section 1: Map Amendment,Special Use for a Planned Unit Development, Final Plat of Subdivision, and Preliminary Plan with Variations. A Zoning Map Amendment to the R9 Multiple-Family Residential District is granted for the property described in Exhibit A ("Property"). The Comprehensive Zoning Ordinance of the Village of Buffalo Grove, Cook and Lake Counties, Illinois as amended and the Village's Official Zoning Map is hereby further amended to reflect the zoning district for the Property. A Special Use for a Residential Planned Unit Development, Final Plat of Subdivision and Preliminary Plan approval is granted for the Property. The following variations for the Property are also hereby granted: a. Variation to Section 17.28.050 is hereby granted allowing the distance between the south property line and the townhome buildings to be less than twice the building height when abutting a single-family use; b. Variation to Section 17.28.050 is hereby granted allowing the spacing between front facing buildings to be less than 50 feet; C. Variation to Section 17.40.050 is hereby granted allowing a rear yard setback of less than 35- feet for building 4; and d. Variation to Section 17.32.020 is hereby granted allowing the gazebo and deck to be closer to the front lot line than the principal buildings and beyond the mid-point of the principal structures when located in a side yard. Section 2: General Conditions. Development and use of the Property shall be in compliance with the Annexation Agreement and in accordance with the plan set attached as Exhibit B. Unless otherwise expressly provided for in the Annexation Agreement, or otherwise expressly approved by the Village Board,the Property shall be subject to and maintained in accordance with Buffalo Grove Municipal Code. Section 3:Specific Conditions. The Special Use for a Residential Planned Unit development shall have the same conditions and obligations agreed to in the Annexation Agreement which shall survive the expiration of the Annexation Agreement and remain in effect unless modified by agreement or by law. Section 4. This Ordinance shall be in full force and effect on and after its passage and approval according to law. This Ordinance shall not be codified. AYES: 6—Johnson,Cesario,Ottenheimer,Stein, Pike, Weidenfeld NAYES: 0- None ABSENT: 0- None PASSED: August 21, 2023 APPROVED: August 21, 2023 PUBLISHED: August 22, 2023 ATTEST: APPROVED: Jan . Sirabian, Village Clerk Eric N. Smith, W ge President This document was prepared by: Nicole Woods Director of Community Development _ Village of Buffalo Grove - - 50 Raupp Boulevard - Buffalo Grove, IL 60089 Mail to: Village Clerk Village of Buffalo Grove 50 Raupp Boulevard Buffalo Grove, IL 60089 EXHIBIT Legal Description THAT PART OF THE WEST%2 OF THE NORTHEAST Y. OF SECTION 21,TOWNSHIP 43 NORTH, RANGE 11, EAST OF THE THIRD PRINCIPAL MERIDIAN, DESCRIBED AS FOLLOWS: BEGINNING AT A POINT ON THE WEST LINE OF THE NORTH % 1382.3 FEET NORTH OF THE SOUTHWEST CORNER THEREOF; THENCE NORTH OF SAID WEST LINE OF THE NORTH EAST %, 84.62 FEET; THENCE NORTHEASTERLY WITH A ANGLE OF 85 DEGREES 09 MINUTES TO THE RIGHT OF THE LAST MENTIONED LINE, AS PRODUCED NORTHERLY 413.3 FEET TO THE WESTERLY RIGHT OF WAY LINE OF THE SOO LINE RAILROAD;THENCE SOUTHEASTERLY ON THE WESTERLY LINE OF SAID RAILROAD RIGHT OF WAY, 116.2 FEET; THENCE WESTERLY 454.7 FEET TO THE POINT OF BEGINNING, IN LAKE COUNTY, ILLIOIS. A PART OF THE NORTHWEST QUARTER OF THE NORTHEAST QUARTER OF SECTION 21,TOWNSHIP 43 NORTH, RANGE 11, EAST OF THE THIRD PRINCIPAL MERIDIAN, AND DESCRIBED AS FOLLOWS: BEGINNING AT THE INTERSECTION OF THE CENTER OF THE HALF DAY AND MCHENRY ROAD AND THE QUARTER SECTION LINE RUNNING NORTH AND SOUTH THROUGH THE ABOVE MENTIONED SECTION 21; THENCE RUNNING SOUTH ALONG SAID QUARTER SECTION LINE 9.93 CHAINS; THENCE EAST 6.55 CHAINS TO THE WEST LINE OF THE RIGHT OF WAY OF THE WISCONSIN CENTRAL RAILWAY (NOW CALLED MINNEAPOLIS, ST. PAUL AND SAUK STA. MARIE RAILWAY); THENCE NORTHWESTERLY ALONG SAID WEST LINE OF SAID RIGHT OF WAY 10.05 CHAINS TO THE CENTER OF THE ABOVE MENTIONED HALF DAY AND MCHENRY ROAD; THENCE WEST 2.64 CHAINS TO THE PLACE OF BEGINNING, IN LAKE COUNTY, ILLIOIS. PARCEL I 15-21-200-014, 15-21-200-032 SUBJECT22771 & 22825 Prairie Road, Prairie View EXHIBIT B Plan Set Bloom Street PARTNERS PRAIRIE POINT PROJECT NARRATIVE Developer Bloom Street Partners, LLC is the contract purchaser of the +/-4.27 Acre site at the southeast corner of Prairie Rd and Rt. 22 for the purpose of developing a 41-unit attached single family built-for-rent townhome community. The property, 22771-22825 N. Prairie Rd., Prairie View is currently Zoned E ("Estate") in unincorporated Lake County, however we intend to annex the property into the Village of Buffalo Grove. Through a PUD process, we plan to re- zone the property with bulk and density substantially in accordance with the R9 zoning district. All units will be 3-story, three-bedroom townhomes with a rear-loaded two-car attached garage. There will be an additional 105 exterior parking spaces provided. We plan a "Modern Farmhouse" architectural style which will fit in well with the context of the immediate neighborhood and provide a stylish alternative to existing rental housing stock. As proposed, the project will consist of 41 townhomes spread across seven 2.5-3-story buildings set amongst landscaped drives and courtyards. All interior drives will be built to public road standards and each unit shall have rear balconies and room for two car "Driveway" parking behind their garage. The bulk of the site is approximately 4-5 feet below the elevation of Prairie Rd. We plan to utilize the existing conditions so that units facing Prairie Rd will have a front entrance at street level, presenting a 2.5 story fagade towards the public road. Interior drive isles will slope down towards the established grade for the rear loaded garages. Interior facing units will have a more traditional 3-story fagade. All interior drives and courtyards will be extensively landscaped and hardscaped. The existing wetland on the property will be partially remediated and the remaining portion of it will serve as part of our site detention. Additional detention as required will also be incorporated into the landscape design. A gazebo and raised overlook are planned for the northeast corner of Prairie Rd and Rt. 22 and will serve as welcoming gateway to the Prairie View Station area. Each 3-bedroom unit will range in size from 1800-2000 square feet (excluding garage) and are expected to appeal to everyone from those just starting families, young empty-nesters looking to downsize and anyone seeking a convenient, transit served location in an area with outstanding amenities and school systems. 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I�O 0 MH'I LAI DESIS NATIONI THE"OE"DED'SNATEO'N LA;T OF ION ETEIITENET�G�`ANI T,IEIN �.A'El'11HILAN A- AN' FIAT%�C-OMIDNANIIORARIPS ANITHE S N 411 T'�1`1 I-ERTYIE11HINATED IN THE ITAT FIR ITIEET.-ALLE11 IFETHER IURTI'OF 11flATE LOSE FER INT1 TIE IIGITATI INSTALL REQUIRED'EAREC _N E DN'N R A� E AND III IE 1E LU 1 7 S-A1R=E`R`I1EAS,AND THE FISIERTY DESIGNSTEI ON THE FLAT FOR ILTREETE PRO IFIEFIL,TOGETHER 1IT1 TIE 1111T TO INSTALL REQIIIED GE-LE LO I IS NN"TION'NE 0 B 'EHTTTD'TR.FTAC'FEA�HILIoETTT'�s�"'EI.HME'IA'NNT- THEREON THE III. �L RIM OR RELID REE BT R I-OT,I AD A— RIGHTS HEREIN IIIEN,IND THE V Ala I REA N RE I'E.DDI'N"'IDE�NTIT�ITHE a H LET,ENTER JISN THE I I ER,FOR III AT'H mawl IIITIUIHIN�F�'�,AELR,�T'IE ITT'Ll-El SRINTEE I HANINIES OR IN UP 2; A _�_N THE TH I N 4 1 ENLTNEF GRA IREAS FITHOUT THE IRIORIMITTEN I TND I INTEEDE N AN ENT I E I IT IN TLL ITION OF ANY'"CH FA`N`E'THE TADE'I THE'UD"DED IDIEN, 'T N4 H 1 E H I NOT BE ALTERED IN A IANNER S.AS TD.NTERFERE H.THE I--------- IIIIEI 11-11IN All 11 AINTEN ITOE THEREO1. mI PARCEL I LOT 1 �-A iz ARE A 185.831 E.F OR 4.266 ACRES HEREBY GRANTED 's BIINIET EASEMENT IL ,A o III 0 to rHEREBY GRANTED F"RE-Y EDII'LANR.T=T BLANISIT B.-INT -4411IE- A, I II tot � 71 R-4411 1 ----- ----- CL ITPJS _HA LSurj_ A', j S19 TA�11�4,��PAHBl 1 1-4 11-E II .......... PARCEL 2 HEREBY GRANTED5, LAN RE,.....NT L L A It I, yl of IAA�Eft-\ (17 4 73-7—5' E-S"31."1 LEGEND D5.SE,IDREASEMENT PER 7, PROJECT NO.: PLAT PREPARED FOR: PLAT PREPARED BY: No. REVISIONS DIE PROPOSED TOT LINE 2022-30698- CORNERSITE LLC UNITED SURVEY SERVICE, LLC LOT ED LIT N-ER 0 LIT "I ISSUE DATE: 2 E.1.'O' RER 05/01/2023 3190 DOOLITTLE DR. CONSTRUCTION AND LAND SURVEYORS LOT w SCALE:v= NORTHBROOK,IL 60062 7710 CENTRAL AVENUE,RIVER FOREST,IL 60305 3 TEL.:(847)299-1010 FAX:(847)299-5887 4 SHEET NUMBER TEL.847-230-1344 E-MAIL:USURVEY@USANDCS.COM A 2 OF 2 6 VAGTI BLOOM STRE SUBDIVISIONET PARTNERS,LLC PRAIRIE P INTE 11IULA RAUPP eOJLBELVARDLO GROVE 3190 DOOLITTLE DR BUFFALO GROVE.IL 61099 NORTHBROOK,IL 60062 BE wo PART ofNMAL M.THN E ORTH TH nIEaT II4 QF E NORTHEAST Iu of SEcnoN,l,TOWNSHIP 4a NORTH,RANGE>>,EAST DF THE Troao IS OWNER'S CERTIFICATE: KNOWN STATE OF ILLINOIS) TOTAL SueDNISICN ASIA.III III S.F.OR<.m[ACRES S.S. COUNTY OF COOK) THIS IS TO CERTIFY THAT BLOOM STREET PARTNERS,LLC IS THE OLVNER OF THE LAND DESCRIBED IN THE ANNEXED PLAT,AND THAT HEISHE HAS CAUSED THE SAME TO BE SURVEYED AND SUBDIVIDED AS INDICATED HEREON FOR THE USES AND EASEMENT _ PURPOSES HEREIN SET FORT,AND DOES HEREBY ACKNOWLEDGE AND ADOPT THE SAYS UNDER THE STYLE AND TITLE HEREON INDICATE. D IIANAGE,AND STBEET LIGHTING,In ADDITIONALLY,VIE HEREBY CERTIFY TH AT THE PROPERTY HEREON DESCRIBED IS nnnlNAGE ONBURFIALOERGMBi,IITII�n'TOP-EIMERACINIOIFs usEOFOR PURPO SE CAS ONETIFINETALL. ER.III LocaTEo wITwN THE BOUNDARIES OF: STREET srArL of aury AND STEVENSON HIGH SCHOOL DISTRICT#125 0 LINCOLMSHIRE-PR4IRIE VIEW SCHOOL DISTRICT#I D3 IFF.ANENT LE-A STNcnoN IOVENANT av IGAT DATED THIS_DAY OF A.D.2D_ II COIOr 6H�aEF N00 BF PFACE;vooRI F PROyE iv = TF PRO IS ETY BY: OWN ER SI GNATURE TITLE: DAB LALKNC ADDRESS:BLOOM STREET PARTNERS,LLL oLRurvASF INLFs Arvo.x.DlNnrv"As sPFAInFu HFxHrv. 31 ND DOOLITTLE DR NORTHBROOK,IL 6DUS2 oFre�TEcr THE�/ETL.e...1—HIDENA NnMEDIr�rHE NOTARY CERTIFICATE: .,OnOE OF ILLINOIS _ ANI11ININ-RsuwlU.-AL III IATTLANI ANI EB-11 ARGU Is ANI STATE OF ILLINOIS) COLNtt OF LAKE )S E1.111INDWONAL-111 IN THE ne-rLnrvD IND 11F111� S.S. - OF THE MT E OF IT IT.0 GAUG O IN CDUNTVOFCDOK) AT A MEETING HELD THIS KAN — EUNOI.,, NIN rvG au rvNr uMlrlFo rN,aNKOInO,µFFrvcFs,NDAL„ I, ,A NOTARY PUBLIC IN AN B F OR S4ID COUNTY IN THE STATE AFORESAID DO HEREBY CERTIFY THAT PERSONALLY KNOWN TO ME TO BE THE SAME PERSON WHOSE NANIE IS VILLAGE FRESIDENT SUBSCRIBED TO THE FOREGOING INSTRUMENT AS OWNER OF THE PROPERTY DESCRIBED HEREON,APPEARED BEFORE VIE THIS DAY IN PERSON AND ATT ACKNOWLEDGED SI GN ED TH E SAID INSTRUM ENT AS HLLAE CLERK _ OWN FREE AND VOLUNTARY ACT FOR THE USES AND PURPOSES THEREIN SETCI' EDN P11-1 d All ALL Pre..HISITEU ACN-11Iry THE FORTH. ll GIVEN UNDER MY HAND AND NOTARIAL SEAL THIS DAY OF - eLE IT F By_ ..0 NTY OF LAVE NOTARY PUBLIC GROVE'A OKAN I TAKE COUNTIES ILLINOIS AT �E NO THE DAY VALLC ANN"FT`DCY`L IC PFRATEF EN—IETLVII ANI ALKILI ADIS IN TH, COMMISSION EXPIRES _ EAND CHAIRnnnN OF OHE PLAN COrtn,115610N AN E` E IHIS RL ., INTY,ILLINOIS III SAID PRNPFNrv. C CK, N. COUNTY NESCAPER STATE OF ILLINCID 1 S S COUNTY nK TINOII LAND IU VEYOR No. STATE OF IWNOIS) TC PLATANDPaOVIOEACOPVCFSAME. of RECORD S.S. COJNTYOFLAME J DATED THIS DAY AT COUNTY OF TAKE I COLLECTOR I AND LIKE UNTIES,IWNOI.;.oO HE vCFRO1 THE1 THAT I FIN DTAIE IF FNOEDEGI QUEFNO OK EFCIAAL AcsEss'MLU CENOSQO EE AGAINST NT AiHE LAND INCLUo DINEIAMENTS OR iHIDPEANCURRENT HERFON - LINO SuavFVCR N6..z_F T��.LAWNr oRA„N. ENO 1EaLU4a7d �' "+� LICENSE E.cPIHEb:NGVEIJBEI T0..Jt4 FIRM LICENS _.. ;?r I FURTHER CERTIFY THAT I HAVE RE..EI/ED ALL STATUTORY FEES IN CONNECTION WITH PROFESSIONAL .'._f% THE_T DATED THIS DAY OF A.1 SH GIVEN UNDER MY HAND AND ZEAL OF THE COLINTY CLERK OF ou-T IED ITINOu. P,NTEO cOLFAL LINIIIIE-11 ER FICA ON: L`V� BY ATE OF ILLINOIS LAKE COUNTY CLERK ILLACE GOTECT PI COUNTY OF COOK j S THE'EN 'TER IF THE HALF DAY AND M FILED I IN THE`URTEN 1EITHIN THE ISTUNINI R. K IILL NEA OFBE HANGED KFT ByVTHEOCONeFRUUCOION OFTDI ASUBDNISION Oa ANV PAROOHEREOF vOAOE OFIWNOIS) FT GI EF cOunry OF LATE 11' SAID RIGHT OF`T'ATEOMo TIHEH INIA IHHFE+aKAYTORE MENTIONFOD WFSo,1',N4INI HAVE BEEN I ETION AND FIERAIGN F SUCH CURFAIEKIATER1 INTO A-C ENAYANTHENCE YEST 1.61 CHANS TITHE IOINT OF BEGINNING,IN TAKE COLINTY IUUFAIE 1AFE11 Ill BE IIANNED Ft1T"1LO=EIGHT TO USE,IND THAT SUCH 1,_EN GINEEI OF TH E VILL GO PC FEREVYAIII THIS PLATKILICH DEBTS THE MlMnnunn REQUIREMENT OGROVE o0 WNOI... FROPEFUYeE..AUSE OF ENGINEERING mE..cNfOREDPGE THE LIKELIHOOD OF auCTON OF THE auaoNAabN.DAMAGE TO THE aoL01NIN� OF THE .,AID..ITY. cOION_+1,OOwNeHE 4S NORTH,RANGE COOK AND LIKE GOunOIE,,,ILLINOIS,THIS FIYOF A.D.O . IF E ELTH INEE IT OF THDNwaT EAC"E,1IDIA ON CITY ENGINEER OF THE'00SAID RAILROAD RIGIHT OF IL ANE VAD:11 ti,HE FT;THEN GETHENCE'OUTHE�ESTTEETELNIII .I FEEET TO THEI POINT THE WSTEL NE OF OF BEGINNING IN LAKE COUNTY ITILINBAL OWNER T ACT CF EI LN STATE IC WNOIGH;COUNTY EN GINEER. APIIUF RM)THE VILUGEE CIF BUFFALO 1R11EAILLINCll6, OWNER IBC SEPTEMBER I&r11 A p FFWEL NUMBEI?1I.MPP 1]U9TCHED4V EFFECTNE DATE NTYOF LIFE r ..UBUSHED BY THE FEDERAL EMERGENCY MANAGEMENT AGENCY. COUNTY ENIINEEI OF SAID COUNTY DO THE FLAT HEREON I1AY,N IS A TRUE AND CORRECT REIRESENTATION OF SAD SURVEY AND DE Y n:HHITHE HIGHIN ITw QUIHE DMENT ASB EOAT LA NFOROHIIN DBF RFGuFoOIONs'RTOA"UNIT ELI DEY`T` OWNFEET ANDTHE REDTH ATTH�DFSNI;R,SIT OWN ON TIT, AT IT AEON NI., TI .1 COVERING PLATI OF SLISIDIVIOLD LANDS ADOPTED BY THE COUNTY BOARD OF LAKE MITUALLED 1ITHIN THE SCINIORATE LIMITS OF I FUNICIIALITY SHLIS IT HAS ADOITED A ENGINEER G THE GFECIAL POWERG ALITHIR12ED BY CITED THIS OF_A._T DNISION I I OF ARTICLE I I OFV THE IIWNOI SMIUNICIPU CODE. COUNTY EN GINEEI I FURTHER CERTIFY THAT NO P.iRTOF THE PROPERES TY COVEFWATERED'THIS PLAT OF SU.N.AlEDIIING NIS EETFIFAGIT N ECO STATE in0 OF ILIERTIFICITEIN0161'nw vAC..Eos AumORITv: I FURTHER CERTIFY MONUMENOv ON OHISHAT PLAO1H�vE eEENUMENTA OEOIAO ALL LOT cORDD IPES NERe.NDIOk..ONCRETE NO>,TITHORES COUNTY OF LA IIPFECIUANSERVICE CON FCRMO TO THE IUIRENT ILLINOIS MINIMUM STANDARDS FOR A QUIREMENOs SOU NDARY„UR.E/. 'w.ays r,.ILL,eE FORTHE LUNIN�NGINFER ON"LEDOFE,v:FIGOunTY SECTION O11MENAINS ARE SHOON IN FEET AND DEAMAT EnIPFRaOJRE OFItE DEGREE„FAHRFNHFIO. PaRT.,THEREOF AND ARE coRRFCOEoOo.a REQUIRED ev THE OEPARONENO. FIGHVC NO'/NSTATLITES AS AMENDED AS TO ROADWAY GIVEN UNDER MV HAND ANO SEAL THIS Idr DAY OF MAv,21-AT DIVER FOREST ILLINOIS. AN THIS PLIT�Aly SHALL BE SUAIEIT TITHE LAKE CPU NTH YALHLIOUACOTA"GET S �H BE ES IN IAIT THAT 111LICATION BE MADE AND IN ACCESS IEAMUT REGION ONEENGINEER IN„I NED M THE ..PUTTY ENGINEER OF LIFE COUNTY PRIOR TO ANY ACCE88 LAN�.,uR/EY-7 GA T.��LAW••.... SE NO.;Ie+,>J4,n �,moo.:-" ••_.S�'; LCENSE BIFRES .. = 'f PROJECT NO.: PLAT PREPARED FOR: PLAT PREPARED BY: NO. REVISIONS DATE 'n- 2022-30695-1 ISSUE DATE: CORNERSITELLC UNITED SURVEY SERVICE, LLC 05/01/2023 3190 DOOLITTLE DR. 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The Type III distribution is ideal for roadway,general IESNA LM-79&LM-80 Testing' parking and other area lighting applications where a THD: larger pool of lighting is required.It is intended to be RAB LED luminaires and LED components have been 3.26%at 120V,13.34%at 277V located near the side of the area,allowing the light tested by an independent laboratory in accordance to project outward and fill the area. with IESNA LM-79 and LM-80. Power Factor: Cold Weather Starting: IP Rating: 99.5%at 120V,91.6%at 277V The minimum starting temperature is-40°C(-40°F) Ingress protection rating of IP65 for dust and water Surge Protection: Maximum Ambient Temperature: DLC Listed: 1 OkV Suitable for use in up to 40°C(104°F) This product is listed by Design Lights Consortium Performance Lens: (DLC)as an ultra-efficient premium product that qualifies for the highest tier of rebates from DLC Lifespan: Polycarbonate lens Member Utilities.Designed to meet DLC 5.1 100,000-Hour LED Iifespan based on IES LM-80 requirements. results and TM-21 calculations DLC Product Code:PLOM2HOLUOND Electrical Driver: Constant Current,Class 2,120-277V,50/60Hz,120V: 0.70A,208V:0.40A,240V:0.35A,277V:0.30A Need help?Tech help line:(888)722-1000 Email:sales@rablighting.com Website:www.rablighting.com Copyright©2023 RAB Lighting All Rights Reserved Note:Specifications are subject to change at anytime without notice Page 1 of3 l 7-3T70N RAB Technical Specifications(continued) Construction Finish: other Housing: Formulated for high durability and long-lasting color 5 Yr Limited Warranty: Die-cast aluminum housing,lens frame and Green Technology: The RAB 5-year,limited warranty covers light output, mounting arm Mercury and UV free.Rol-IS-compliant components. driver performance and paint finish.RAB's warranty Vibration Rating: is subject to all terms and conditions found at LED Characteristics rablighting.com/warranty. 3G vibration rating per ANSI C136.31 LEDs: Buy American Act Compliance: EPA: Long-life,high-efficiency,surface-mount LEDs RAB values USA manufacturing!Upon request,RAB 1 Fixture:0.46 may be able to manufacture this product to be 2 Fixtures at 90°:0.60 Color Uniformity compliant with the Buy American Act(BAA).Please 2 Fixtures at 180°:0.93 RAB's range of Correlated Color Temperature follows contact customer service to request a quote for the 3 Fixtures at 90°:0.93 the guidelines of the American National Standard for product to be made BAA compliant. 4 Fixtures at 90°:0.93 Specifications for the Chromaticity of Solid State Lighting(SSL)Products,ANSI C78.377-2017. EPA with Slipfitter&Adjustable Arm Mounting Accessories(Sold Separately) 1 Fixture:0.66 2 Fixtures at 90°:0.80 2 Fixtures at 180°:1.32 3 Fixtures at 90°:1.32 4 Fixtures at 90°:1.32 Mounting: Universal mounting arm compatible for hole spacing patterns from 1"to 5 1/2"center to center.Round Pole Adaptor plate included as a standard.Easy slide and lock to mount fixture with ease.Round pole diameter must be>4"to mount fixtures at 90' orientation. Dimensions Features 0-10V Dimming,standard � mn3s g 100,000-hour LED lifespan . — 5-Year,limited warranty Need help?Tech help line:(888)722-1000 Email:sales@rablighting.com Website:www.rablighting.com Copyright©2023 RAB Lighting All Rights Reserved Note:Specifications are subject to change at anytime without notice Page 2 of 3 l 7-3T70N RAB Ordering Matrix Family Distribution Wattage/Lumens Mounting Color Temp Driver options A17 — 3T 70 N 3T=Type111 150=150W/22,50OLM Blank=Universal Pole Mount Blank=5000K Cool Blank=120-277V,0-10V Blank=No Option 4T=TypeIV 200=200W/30,000LM 5F=Slipfitter(Factory installed N=4000K Neutral Dimming /3PR5=3-pin Receptacle and ST=Type V 240=240W/36,000LM SF available in 150W) /480=480V,0-10V Shorting Cap 300=300W/45,000LM Dimming' /7PR5=7-pin Receptacle and 375=375W/51,800LM Shorting Cap 70=70 W/10,000LM /MVS=Microwave Motion 100=100W/15,000LM Sensor /LC=Lightcloud®Controller 4801/driver available standard on 75OW and 300W and by special order on 700,240 and 375W.Not available on 7OW or 200W models. Type ll distribution available as special order Wall mount and adjustable universal pole mount available as optional field-installed accessories Need help?Tech help line:(888)722-1000 Email:sales@rablighting.com Website:www.rablighting.com Copyright©2023 RAB Lighting All Rights Reserved Note:Specifications are subject to change at anytime without notice Page 3 of 3 PS4-11-25D2 FRAB Project: Type: 1 1 Prepared By: Date: 1 1 Square steel poles drilled for 2 Area Lights at 180°.Designed for ground mounting.Poles are stocked nationwide for quick shipment.Protective packaging ensures poles arrive at the job site good as new. Color:Bronze Weight:167.6 Ibs Technical Specifications Compliance Color: Shaft Size: CSA Listed: Bronze powder coating 4" Suitable for wet locations Height: Hand Hole Dimensions: Construction 25 ft. 3"x 5" Shaft: Weight: Bolt Circle: 46,000 p.s.i.minimum yield. 168lbs 81/2" Hand Holes: Gauge: Base Dimension: Reinforced with grounding lug and removable cover 11 8" Base Plates: Wall Thickness: 36,000 p.s.i.minimum yield. 1/8 Shipping Protection: All poles are shipped in individual corrugated cartons to prevent finish damage Need help?Tech help line:(888)722-1000 Email:sales@rablighting.com Website:www.rablighting.com Copyright©2023 RAB Lighting All Rights Reserved Note:Specifications are subject to change at anytime without notice Page 1 of2 PS4-11-25D2 FRAB Technical Specifications(continued) Construction Pre-Shipped Anchor Bolts: Other Anchor Bolt: Bolts can be pre-shipped upon request for additional Terms of freight charge . Sale• Galvanized anchor bolts and galvanized hardware Pole Terms of Sale is available online. and anchor bolt template.All bolts have a 3"hook. Max EPA's/Max Weights: Buy American Act Compliance: Anchor Bait Templates: 701VIPH 4.3 ft./275 lb. 80MPH 1.7 ft./270lb RAB values USA manufacturingi Upon request,RAB WARNING Template must be printed on 11"x 17" may be able to manufacture this product to be sheet for actual size.CHECK SCALE BEFORE USING. compliant with the Buy American Act(BAA).Please Templates shipped with anchor bolts and available contact customer service to request a quote for the online. product to be made BAA compliant. Dimensions Features Gauge=11 Designed for ground mounting Heavy duty TGIC polyester coating Reinforced hand holes with grounding lug and removable cover for easy wiring access Pole caps,base covers&bolts are sold separately ¢' Custom manufactured for each application 25 901, Need help?Tech help line:(888)722-1000 Email:sales@rablighting.com Website:www.rablighting.com Copyright©2023 RAB Lighting All Rights Reserved Note:Specifications are subject to change at anytime without notice Page 2 of 2 SLIM1 2N RAB Project: Type: 1 1 Prepared By: Date: 1 1 Driver Info LED Info Type Constant Current Watts 12W 120V 0.13A Color Temp 4000K(Neutral) 208V 0.08A Color Accuracy 75 CRI 12,18 and 26 Watt SLIM wall packs are ultra efficient and deliver impressive light 240V 0.07A L70 Lifespan 100,000 Hours distribution with a compact low-profile design that's super easy to install as a downlight or 277V 0.06A Lumens 2,039 Im uptight. Input Watts 14.9W Efficacy 136.8 Color:Bronze Weight:4.2 Ibs Technical Specifications Compliance THD: Construction UL Listed: 5.19%at 120V,8.55%at 277V Cold Weather Starting: Suitable for wet locations.Suitable for mounting Power Factor: The minimum starting temperature is-40°C(-40°F) within 1.2m(4ft)of the ground. 99.4%at 120V,94%at 277V Maximum Ambient Temperature: IP Rating: LED Characteristics Suitable for use in up to 40°C(104°F) Ingress protection rating of IP66 for dust and water LEDs: Housing: ADA Compliant: Long-life,high-efficacy,surface-mount LEDs Precision die-cast aluminum housing SLIM"is ADA Compliant Color Consistency: Mounting: IESNA LM-79&LM-80 Testing: 3-step MacAdam Ellipse binning to achieve Heavy-duty mounting bracket with hinged housing RAB LED luminaires and LED components have been consistent fixture-to-fixture color for easy installation tested by an independent laboratory in accordance Color Stability. Recommended Mounting Height with IESNA LM-79 and LM-80. DLC Listed: LED color temperature is warrantied to shift no more Up to 8 ft. than 200K in color temperature over a 5-year period Lens: This product is listed by Design Lights Consortium (DLC)as an ultra-efficient premium product that Color Uniformity Tempered glass lens qualifies for the highest tier of rebates from DLC RAB's range of Correlated Color Temperature follows Reflector- Member Utilities.Designed to meet DLC 5.1 the guidelines for the American National Standard requirements. for Specifications for the Chromaticity of Solid State Specular thermoplastic DLC Product Code:PGJBD3AQ Lighting(SSQ Products,ANSI C78.377-2017. Gaskets: Electrical Performance High-temperature silicone Driver. Lifespan: Finish: Constant Current,Class 2,120-277V,50-60Hz,120V: 100,000-Hour LED lifespan based on IES LM-80 Formulated for high durability and long-lasting color 0.13A,208V:0.08A,240V:0.07A,277V:0.06A results and TM-21 calculations Green Technology: Dimming Driver: Wattage Equivalency Mercury and UV free.RoHS-compliant components. Driver includes dimming control wiring for 0-10V Equivalent to 70W Metal Halide dimming systems.Requires separate 0-10V DC dimming circuit.Dims down to 10%. Need help?Tech help line:(888)722-1000 Email:sales@rablighting.com Website:www.rablighting.com Copyright©2023 RAB Lighting All Rights Reserved Note:Specifications are subject to change at anytime without notice Page 1 of3 SLIM1 2N RAB Technical Specifications(continued) Other Patents: The design of the SLIM"is protected by patents in U.S.Pat D681,864,and pending patents in Canada, China,Taiwan and Mexico. HID Replacement Range: Replaces 70W Metal Halide Warranty: RAB warrants that our LED products will be free from defects in materials and workmanship for a period of five(5)years from the date of delivery to the end user,including coverage of light output,color stability,driver performance and fixture finish.RAB's warranty is subject to all terms and conditions found at rablighting.com/warranty. Buy American Act Compliance: RAB values USA manufacturing!Upon request,RAB may be able to manufacture this product to be compliant with the Buy American Act(BAA).Please contact customer service to request a quote for the product to be made BAA compliant. Optical BUG Rating: B1 UO GO Dimensions Features 6.5" Full cutoff,fully shielded LED wall pack 165mm Can be used as a downlight or uplight Contractor friendly features for easy installation 100,000-hour LED Life 5-Year,No-Compromise Warranty 8.75" 222mm 3.9" 99mm`�""�-� Need help?Tech help line:(888)722-1000 Email:sales@rablighting.com Website:www.rablighting.com Copyright©2023 RAB Lighting All Rights Reserved Note:Specifications are subject to change at anytime without notice Page 2 of 3 SUM1 2N FRAB Ordering Matrix Family Wattage Color Temp Finish Driver Options SLIM 12 N 12=12W Blank=5000KCool Blank=Bronze Blank=120-277V,0-10V Dimming Blank=No Option 18=18W N=4000K Neutral W=White /D10=120-277V,0-10V Dimming /PC=120V Button 26=26W Y=3000KWarm /PC2=277VButton /LC=Lightcloud®Controller Need help?Tech help line:(888)722-1000 Email:sales@rablighting.com Website:www.rablighting.com Copyright©2023 RAB Lighting All Rights Reserved Note:Specifications are subject to change at anytime without notice Page 3 of 3 RDLFA-6Rl 2.595CCT1 20WBRAB Project: Type: 1 1. Prepared By: Date: Driver Info LED Info Type Constant Current watts 12w 120V 0.12A Color 2700K/3000K/3500K/4000K/5000K Temp 208V N/A Color 90 CRI ' r. ,. ...... « Accu racy 240V N/A L70 50,000 Hours 277V N/A Lifes pan Input Watts 12.5W Lumens 1,0001m Efficacy 80 Technical Specifications Performance Electrical LED Characteristics Description: Dimming Driver: R9 Value: Deep regress remote driver downlight looks like a TRIAC compatible dimmer with dimming as low as High color performance with R9 greater than or traditional recessed retrofit but without the need of 10%. equal to 50 a traditional downlight housing.With the flexibility THD: Other to choose from 5 field selectable color temperatures 2700K,3000K,3500K,4000K,5000K and suitable for <20% Warranty: dry,damp,and wet locations,making them perfect Power Factor RAB warrants that our LED products will be free from for both indoor and outdoor use. >_0.9 defects in materials and workmanship for a period of ProduetType: five(5)years from the date of delivery to the end Recessed Downlights Flicker: user,including coverage of light output,color <5% stability,driver performance and fixture finish.RAB's Input Wattage: warranty is subject to all terms and conditions found Input Voltage:12.5 W at rablighting.com/warranty. 120V Trade Agreements Act Compliant: Lumens(Nominal): 120V p 1,000 Lm Operating Frequency: This product is a product of Cambodia and a 60Hz "designated country"end product that complies Efficacy Construction with the Trade Agreements Act 80 Lm/W Buy American Act Compliance: Material: L70 Lifespan: RAB values USA manufacturing!Upon request,RAB 50,000-Hour LED lifespan based on IES LM-70 results Metal may be able to manufacture this product to be Trim Style: compliant with the Buy American Act(BAA).Please Compliance contact customer service to request a quote for the Baffle UL Listed: product to be made BAA compliant. Suitable for wet locations Shape: Round Energy Star Approved: ENERGY STAR®Version 2.2 Certified Mounting: Energy Star ID: Recessed ceiling 2388931 Need help?Tech help line:(888)722-1000 Email:sales@rablighting.eom Website:www.rablighting.com Copyright©2023 RAB Lighting All Rights Reserved Note:Specifications are subject to change at anytime without notice Page 1 of3 RDLFA-6R1 2.595CCT1 20WB PU B Operating Temperature. -20°C(-4°F)to 40°C(104°F) Size. 6" Need help?Tech help line:(888)722-1000 Email:sales@rablighting.com Website:www.rablighting.com Copyright©2023 RAB Lighting All Rights Reserved Note:Specifications are subject to change at anytime without notice Page 2 of 3 RDLFA-6Rl 2.595CCT1 20WB PU B Dimensions Features 5 color temperatures in 1 SKU(2700K,3000K,3500K,4000K,5000K) Back-lit deep regress remote driver downlight No recessed housing orj-box required Dimmable down to 5%on compatible dimmers,see Dimmer Compatibility List IC and airtight rated Suitable for indoor and outdoor use in dry,damp,and wet environments I i Ordering Matrix Family size Shape Wattage CRVColorTemp Voltage Finish Trim RDLFA 6 R 12.5 95CCT 120 W B 4=4" R=Round 8=8W 95CCT=90CRI,Field Adjustable 120=120V W=White B=Baffle 6=6" 12.5=12.5W Need help?Tech help line:(888)722-1000 Email:sales@rablighting.com Website:www.rablighting.com Copyright©2023 RAB Lighting All Rights Reserved Note:Specifications are subject to change at anytime without notice Page 3 of 3 VILLAGE OF BUFFALO � , y Regulations from the Zoning Code cannot be varied unless findings of fact are made that the following criteria are met. Please provide a response to each of the criteria below. 17.52.070—CRITERIA FOR VARIATION Section 17.28.505(E)4b to allow the distance between the south property line and the townhome buildings to be less than twice the building height when abutting a different kind of use (i.e., single-family next to multi- family); 1. The property in question cannot yield a reasonable return if permitted to be used only under the conditions allowed by the regulations of the zoning district in which it is located except in the case of residential zoning districts; Response: Due to the existing 0.63 acre wetland located on the northern third of the combined property, the proposed buildings must be situated closer to the southern lot line rather than spread equally throughout the property. 2. The plight of the owner is due to unique circumstances; Response: The existence of the wetland is a unique circumstance of this site and was instrumental in driving the design direction of the site plan and necessitated the 54.4' side setback rather than the required 70' side setback. 3. The proposed variation will not alter the essential character of the neighborhood. Response: The proposed 15.6' side setback variation will not alter the character of the neighborhood. The architectural style chosen suits the existing character and, with its gabled roofline, minimizes the building height at the southern end of each building. Section 17.28.050(E)4e(i) to allow the spacing between front facing buildings to be less than 50 feet; 1. The property in question cannot yield a reasonable return if permitted to be used only under the conditions allowed by the regulations of the zoning district in which it is located except in the case of residential zoning districts; Response: The existing 0.63 acre wetland located on the northern third of the combined property and the angle of the Wisconsin Central Railroad running northwest along the east VILLAGE OF BUFFALO � , y side of the property, create design constraints. Partially remediating the wetland and preserving a portion of it requires a significant additional investment in site work, site stabilization, landscaping and fees. Without the proposed density, the project would not be financially viable. 2. The plight of the owner is due to unique circumstances; Response:The existence of the wetland and railroad are unique circumstances that have long made this well-located property difficult to develop. The northern 3 acres of the combined property has been vacant for decades and on and off the market for approximately 20 years. 3. The proposed variation will not alter the essential character of the neighborhood. Response: All "front facing" buildings on the property are located within the landscaped courtyards and will not be visible from the street or neighboring properties. Therefore, it will not alter the essential character of the neighborhood. Section 17.28.050(C) to allow a rear yard setback of 34' 8" for Building 4, in lieu of the 35 foot setback required 1. The property in question cannot yield a reasonable return if permitted to be used only under the conditions allowed by the regulations of the zoning district in which it is located except in the case of residential zoning districts; Response: The existing 0.63 acre wetland located on the northern third of the combined property and the angle of the Wisconsin Central Railroad running northwest along the east side of the property create design constraints and directly cause the need for this variation request. Partially remediating the wetland and preserving a portion of it requires a significant additional investment in site work, site stabilization, landscaping and fees. Without the proposed density,the project would not be financially viable. 2. The plight of the owner is due to unique circumstances; Response:The existence of the wetland and railroad are unique circumstances that have long made this well-located property difficult to develop. The angle of the railroad specifically necessitated this variance. 3. The proposed variation will not alter the essential character of the neighborhood. VILLAGE OF BUFFALO � , y Response:The proposed variation is extremely small and will not be visible from the street. Therefore, it will not affect the essential character of the neighborhood in anyway. Section 17.28.050(A) & (C) to allow accessory structures (gazebo and deck) to be closer to the front lot line than the principal buildings and beyond the mid-point of the principal structures when located in a side yard. 1. The property in question cannot yield a reasonable return if permitted to be used only under the conditions allowed by the regulations of the zoning district in which it is located except in the case of residential zoning districts; Response: Due to the unique location as a gateway to a proposed mixed- use development near the Prairie View Station, it presents a unique opportunity to prominently identify the property with attractive accessory structures which will benefit the community at large as well as the residents of the proposed development. The proposed location of the gazebo,walkways and overlooks makes the development more desirable and therefore more financially viable. 2. The plight of the owner is due to unique circumstances; Response:The existence of the wetland and railroad are unique circumstances that have long made this well-located property difficult to develop. In order to provide the necessary surface detention and partial wetland remediation and retention,we were extremely limited in where we could locate the proposed gazebo and overlook. 3. The proposed variation will not alter the essential character of the neighborhood. Response:The proposed gazebo and wetland overlook will enhance the neighborhood by upgrading a low-lying overgrown property to an attractive park- like amenity, keeping with the character of the neighborhood. PLANNED UNIT DEVELOPMENT STANDARDS 1. Have the minimum areas as set forth in Section 17.16.060. Response:Yes—the minimum area for the proposed R9 zoning district is 2 acres. The subject property is 4.27 acres. 2.The uses permitted in such development are not of such a nature or so located as to exercise an undue detrimental influence or effect upon the surrounding neighborhood; Response:The proposed use, attached single family residential, is consistent with the nature of the surrounding neighborhood, namely: townhomes to the east and west; commercial to the north;and single family to the south, and as such are very compatible with the surrounding neighborhood and therefore will not have a detrimental influence or effect. 3.The plan effectively treats the developmental possibilities of the subject property, making appropriate provisions for the preservation of streams, wooded areas, scenic views,floodplain areas, and similar physical features; Response:The plan takes care to maximize the developmental possibilities of the existing features including partially remediating and landscaping the existing wetland, creating a park-like feature on the corner with a gazebo and wetlands overlook and landscaping the entire property consistent with an upscale townhome development. 4.All requirements pertaining to commercial, residential, institutional or other uses established in the planned unit development conform to the requirements for each individual classification as established elsewhere in this Title, except as may be specifically varied for the proper planning of the planned unit development; Response:All requirements pertaining to a residential use conform to the requirements as established elsewhere in this title. 5.The Planning and Zoning Commission shall determine that the area and width of the lot shall be sufficient for the proposed use, and that the development of the property in the proposed manner creates no outlots which will be difficult to develop in an appropriate manner. Response: No outlots will be created by this development. SPECIAL USE STANDARDS 1.The special use will serve the public convenience at the location of the subject property; or the establishment, maintenance or operation of the special use will not be detrimental to or endanger the public health, safety, morals,comfort, or general welfare; Response:The special use shall serve the public convenience by providing a sought after housing type by providing an attached single family rental option in an extremely convenient and attractive location. The proposed use, attached single family residential, is consistent with the nature of the surrounding neighborhood, namely: townhomes to the east and west; commercial to the north;and single family to the south, such that the establishment, maintenance and operation will not be detrimental to or endanger the public health, safety, morals,comfort or general welfare. 2.The location and size of the special use,the nature and intensity of the operation involved in or conducted in connection with said special use,the size of the subject property in relation to such special use, and the location of the site with respect to streets giving access to it shall be such that it will be in harmony with the appropriate, orderly development of the district in which it is located; Response:With its multiple points of ingress and egress and carefully planned street presence,the proposed development shall be in harmony with the appropriate and orderly development of the district in which it will be located. 3.The special use will not be injurious to the use and enjoyment of other property in the immediate vicinity of the subject property for the purposes already permitted in such zoning district, nor substantially diminish and impair other property valuations with the neighborhood; Response:The special use will be consistent with other recent developments in the neighborhood. therefore it will not diminish or impair other property valuations. 4.The nature, location and size of the buildings or structures involved with the establishment of the special use will not impede, substantially hinder or discourage the development and use of adjacent land and buildings in accord with the zoning district within which they lie; Response:The site plan of the special use is specifically designed for a potential future"Phase 2"of additional units to the south should those two properties ever become available. The special use will not otherwise impede, hinder or discourage future development. 5.Adequate utilities, access roads, drainage, and/or other necessary facilities have been or will be provided; Response:Adequate access and utilities are available and/or will be provided. 6. Parking areas shall be of adequate size for the particular special use,which areas shall be properly located and suitably screened from adjoining residential uses, and the entrance and exit driveways to and from these parking areas shall be designed so as to prevent traffic hazards, eliminate nuisance and minimize traffic congestion in the public streets. Response:4.58 parking spaces are provided per unit. All 188 parking spaces are either indoor or provided within the interior driveways and are otherwise suitable screened from adjoining residential uses. The ingress and egress drives are designed to prevent traffic and minimize congestion. RMANGROUP i /i rl r4 ii. ........ 3 f .,,,f May 29, 2023 Mr. Jeff Michael Bloom Street Partners, LLC 1946 West Lawrence Avenue Chicago, IL 60640 Dear Mr. Michael: The Perman Group was asked by Bloom Street Partners (BSP) to evaluate the fiscal/economic impact of a proposed residential development called Prairie Point to be guilt at 22771-22825 Prairie Rd. in Buffalo Grove, IL. The proposed project consists of: 41 rental townhomes within Seven:, 2 '/2- 3-story buildings (Six, 6-unit buildings and one, 5-unit building) on 4.25 acres in unincorporated Lake County. The property is located in the South Subarea featured in the Prairie View Station Area Plan, which was adopted by the Village of Buffalo Grove as part of its Comprehensive Plan in 2019. Each unit would be between 1,800-2,000 square feet and would feature 3 bedrooms, a den, 2 1/2 bathrooms, and a rear-loaded two-car garage. The townhomes would be luxury rental homes with rents at an estimated $4,000 per month, and would .serve young families, empty-nesters looking to downsize, or anyone seeking a convenient location to live in proximity to the North Central Service Metra train line. Our evaluation includes: the absorption rate and projected population, the tax revenues that will accrue to the Village of Buffalo Grove and the other local taxing bodies, the attendant costs to those taxing bodies, the net present value of net revenues to the taxing bodies over 14 years, and our conclusions of the fiscal impact from the proposed project that will benefit the Buffalo Grove community. Besides our internal calculations using well-recognized formulas,,we based our conclusions on data provided by Bloom Street Partners; formulas from both the Illinois School Consulting/Associated Municipal Consultants, Inc. (1996); and from Rutgers University, Center for Urban Policy Research, Residential Demographic Multipliers, Estimates for the Occupants of New Housing, June 2000, and other:sources identified in the report. The Village of Buffalo Grove, Stevenson High School District 125 and Lincolnshire-Prairie View District 103, and the other taxing bodies, such as the Vernon Area Public Library District, Will see significant dollars resulting from the project when it is fully occupied. Before the project is complete, the Village of Buffalo Grove will benefit from substantial construction and permit fees. Sink rely, nathn Ferman `J Managing Director e 1.0 Absorption Rates, Population and School Age Estimates (Table 1) The absorption rate assumes the following schedule for the residential units. It is based on the developer's projections today for regulatory approval, construction, and a marketing campaign: for the rental of the units. 2024 Construction End of 2025 100% occupancy The project expects to have a full population of,98. This number is reached by using a weighted average of household size based on the type of unit, according to formulas from Rutgers University, Center for Urban Policy Research, Residential Demographic Multipliers, Estimates for the Occupants of New Housing, June 2006.1 Their formulas are specifically for Illinois public school districts, and unlike other studies, use explicit estimates for single-family attached 3-bedroom structures. With regard to school age population, we used the same study with the following estimates.. 3 BIR attached townhornes generate: .11O public K-8 grade school students/unit .06 public high school students/unit For reference purposes of this report for Prairie Point, we calculated: 41 3 BP units for a total of: 4.1 public K-8 grade school students 2.46 public high school students The Village of Buffalo Grove Code, by contrast, uses formulas that project the same number of high school students (2.5) but 12 elementary school students. Considering the proximity of the project to Stevenson High School, we have rounded up to 3 students. We also looked at other examples of school population estimates for projects in or near Buffalo Grove. The Teska Associates, Inc. Fiscal Impact Analysis for Northbrook Pointe (2022), a 35-unit townhome project, now under construction uses an actual comparable, Northfield Mews, also of 35 units. This development yielded 7 elementary school students and 3 high school students. A Goodman Williams study (2022) for Buffalo Grove Town Center used a comparable of Riverwalk Place in Buffalo Grove, built in 2006, which actually yielded only 2 school age (5-19) students in 90-unit apartment project for a ratio of 0.08 students per 2+ BR units. The same study projected Buffalo Grove Town Center would yield 11 students in a 283-unit project with 92 2-BR apartments, for a ratio of 0.13 school age children per 2 BR units. Finally, the same study showed, using the 2019 American Community Survey for Vernon Twp., that in multi-family communities with 20 or more units, the yield is only 6.2 school-age children per 100 units. Given this data and comparables, we have elected to raise by 50% the Rutgers Univ. estimates for elementary school children from 4 to 6 students. Thus, the proposed Prairie Point development is expected to yield: 6 K-8 students, and 3 high school students. 2 ------------ 2.0 Taxable ey r" tl (Igpie 21 .1 Property Taxes Based on the last Lake County quadrennial reassessment (2019), at 22771-22825 Prairie Rd., the taxes paid on the property in 2023 (far the 2022 tax year) was $14,478. Future quadrennial reassessment years occur in 2023, 2027, and every four years thereafter. Taxes based on the reassessment are due in the following years, respectively.. Property taxes are adjusted in the study in the year after any change in use or reassessment.. The study uses a Salo growth rate in assessment for a compounded 4-year increase between reassessments of 12.55%. Since the property has never been developed and has largely been used for passive purposes, and since there are few attached townhomes for rent in. Buffalo Grove, developing an estimate for the development's property taxes has been calculated using the fallowing methods. Estimated Grass Income Model Rent= $4,000/mo. x 12 = $48,000 x 41 units = $1,968,000 x .95% _ $1,869,600 @ 16% $299,136. Effective Tax Rate Model The Civic Federation of Chicago just released its yearly report of effective tax rates in the Chicago metro area. An effective tax rate is the actual dollars paid by the taxpayer as a percentage of true market value. Buffalo Grove's effective tax rate for the 2019 tax year is .09%. Our small survey of comparable attached 3 BR townhomes in Buffalo Grove shows effective tax rates of around 2.8%. For purposes of this report, we have used a 3.0% effective tax rate. The developer estimates the true market value of the property, when the 41 attached townhomes are completed to be $12,500,000. At a 3.0% effective tax rate, the property taxes would be $375,000. Calculated Rate Model Gross Income = $1,869„600 (see EGI Model above). Operating Expenses at 35% = $654,360 Net Operating Income = $1,215,240/Cap. Rate of 5.25% _ $23„147,429 = Estimated Stabilization Value (ES"V). $23,147,429—40% Assessor Discount ($9,258,971) = $13,888,458 = Assessor's FMV $13,888,458 x State Equalizer (33%) _ $4,629,023 x 1.1 (County Equalizer) _ $5,091,925 $5,091,925 x 8.817% Buffalo Grove Aggregate Tax Rate = $448,955 3 Given: the variance in the three estimates, they have been averaged together resulting in $374,364 for property taxes, when, the development is fully occupied in 2025, nearly 26 times more than the property taxes paid in 2023, In the 2022 tax year(paid in 2023), Lincolnshire-Prairie View School District#103 accounted for 35.9% of a property tax bill and Stevenson High School District#125 accounted for 34.6% of a tax bill. The Lincolnshire-Riverwoods Fire Protection District is 8.5% of the tax bill. The Vernon Area Library District is 3.2% of the tax bill. Other tax districts for Lake County and Vernon: Township account for the remaining 18%. The report uses these same percentages of tax bills until the townhomes open in 2025. Beginning in 2025, the following distribution is used for the developed property's tax bill, based on the 2022 tax bill for Buffalo Grove properties near the project's land. By then the Village of Buffalo Grove will have annexed the property: Village of Buffalo Grove = 9.6% Buffalo Grove Park District= 5.4% School District#103 = 35.2% School District#125 = 34% Vernon Area Library := 3.4% Twpi. Of Vernon = 1% All Lake County Taxing Districts = 11.3% The additional property taxes generated by the project will increase the tax base for all of the taxing bodies cited above. Whether those taxing bodies choose to increase their levy to capture those incremental taxes or hold their levy constant (and reduce the amounts area residents have to pay), is a policy choice for each taxing body. 2.2 Sales Taxies from Residents Living in the Project (Table 2) The median household income in the project is $137,143 when the building is opened in 2025. This is derived by using 35% of the unit rent, weighted by the number of units for each type of unit size (see Table 3). The growth in household income is estimated at 311/0 per year. The study assumes the average household spends 20% of their annual income on convenience goods, of which 70% are purchased locally. The study also assumes the average household: spends 10% of their annual income on comparison goods, of which 30% is purchased locally. So, for example, in 2026, when the project is fully occupied, it is expected that the Village of Buffalo Grove will receive $466 per household x 41 households = $19,691 (see Table 4). The sales tax revenues identified here are only for direct spending by residents and do not include anticipated visitor spending or further economic benefits that often occur as new residents, create demand for new businesses or expansion of existing businesses. The study uses a 3% growth rate for each year. Sales taxes include both the 1% municipal sales tax (returned from the state) and the 1% Home Rule sales tax. 4 ......................................... .......................................................................-........... ..................... ................ .. .. ............................ .... . .... ........................................................................................... 2.3 State Share Local Use Tax (Table 2) The Village is expected to receive in 2022, $1,627,242 or$101.82 per household. The evaluation has kept the state income tax revenues level through the study period and bases it on the current Village of Buffalo Grove household population and the number of units occupied in Prairie Point. The study assumes a one-,year lag for receiving state local use taxes so that in 2026, one year after the development is fully occupied, the Village of Buffalo Grove will receive $4,17'4.62. 2.4 State Income Taxes (Table 2) State income tax estimates are based on the total population absorption rates cited earlier. The Village of Buffalo Grove is budgeted to receive $5,30,0,000 in its share of state income taxes in 2022 (Village of Buffalo Grove Budget). The study assumes a one-year lag for receiving state income taxes. The most recent U.S. Census household population estimate for Buffalo Grove is 15,982 (2017-21). That amounts to $332 per household x 41 units = $13,612, the income tax generated for the Village of Buffalo Grove, in the year (2026), one year after the building is fully occupied. The evaluation has kept the state income tax revenues level through the study period and bases it on the current Village of Buffalo Grove household population and the number of units occupied in Prairie Point. 2.5 Motor Fuel Tax (Table 2) In 2022, the Village of Buffalo Grove is budgeted to receive $1,664,658 in motor fuel taxes from the State of Illinois, plus $544,255 from its local tax for a total of$2,208,913. This amounts to $138.21 per household. Since Buffalo Grove will not capture additional motor fuel taxes from the project until after it is occupied, we do not show motor fuel tax revenue until 2026. So, for example, in 2027, when the project is fully occupied, it is anticipated the Village of Buffalo Grove will receive an estimated $138.21 x 41 household units = $5,667, annually. The study assumes a one-year lag for receiving state motor fuel taxes. The evaluation has kept the state motor fuel tax revenues level through the study period because of the uncertainties in driving behavior in the future. Also, even though most of the households in Prairie Point will own cars, they still will also take taxis and ridesharing vehicles which will purchase motor fuel, 5 ....................................................................... .. .................................. 2.6 Utility Taxes (Table 2) In 2022, the Village of Buffalo Grove is budgeted to receive tax revenue from the combined accounts of Electric Use Tax and Natural Gas Utility Tax, totaling $2.7 million. In 2025, when the building is fully occupied, the Village of Buffalo Grove is expected to generate $2,700,000/15,982 households = $168.94 per household. So, multiplying $168.94 x 41 units $6,926.54, annually. The study assumes immediate collection of utility taxes. The evaluation has kept the utility tax revenues level through the study period because of the uncertainties in consumer behavior in the future with respect to electricity and natural gas. 2.7 Telecommunications Taxes (Table 2) In 2022, the Village of Buffalo Grove is budgeted to receive $720,000 from the Telecommunications Tax. In 2025, when the building is fully occupied, Buffalo Grove is expected to generate $720,000/15,982 households = $45.05 per household. So, multiplying $45.05 x 41 units = $1,847 annually. The study assumes immediate collection of telecommunications taxes. The evaluation has kept the telecommunications tax revenues level through the study period because of the uncertainties in consumer behavior in the future with respect to telecommunications usage, 2.8 Buffalo Grove Library District Fees (Table 2) The Village of Buffalo Grove, according to its municipal code, levies a fee of$93.85/person for library services. With 93 new residents in the development at $93.85 each, that will yield $8,728.05 annually to Indian Trails Public Library District. The study assumes immediate collection of public library fees. The evaluation has kept these fee revenues level through the study period because of the uncertainties in how the fees will be assessed in the future. 2.9 Buffalo Grove School, Parks, and Library Donations (Table 2) Based on the Village of Buffalo Grove's requirements for school and parks donations, the project will provide a Cash in Lieu of Land payment in the amounts as follows for Single Family Attached 3 BIR units: Elementary School District#103 (grades K-8)-. $965.03 x 41 units, = $39,566 High School District#1 25: $179.57 x 41 units = $7,362 Parks B ($4,186) x 41 units = $171,626 Library: $224.49 x 41 units = $9,204 The study assumes these donations will be made in 2025. 6 ... ........................................................................................ ........_............................................. 2.10 Construction and Other Permit Fees (Table 2�) Construction Fees, as well as fees for inspections, occupancy, el'ectric permits, plumbing water/sewer, gas piping, mechanical permits, lift fees, signs and awnings fees, fire plan reviews, zoning and plan review fees, and other municipal fees associated with the construction that are charged to the developer by the Village of Buffalo Grove are estimated to be a total of at least $250,000 over two years (2023-2024). At this stage of development process, this is an estimate based on the kinds of fees seen in similar projects of this size in Chicago's North Suburbs, and the estimate is intentionally low given the lack of information available now. 3.0 Public Expenses Projections 3.1 Village of Buffalo Grove Expenses (Table 5) The cost to the Village of the additional 98 residents is calculated as follows. Included were the budget categories for: wages & benefits, operating expenses, capital, contractual services, and debt service, which together equal 73% of the yearly municipal budget in 2022. Total 2022 budget = $128,396,637 —$34,667,092 = $93,729,545' The costs are then adjusted downward to fairly distribute the costs of public services between residential and non-residential uses. The study estimates 44.9% can be attributed to servicing residential uses (CMAP Community Data Snapshot, Buffalo Grove, 2022). Therefore, the $93,729,545 in relevant municipal expenditures is expressed as the 44.9% attributed to residential land use. $93,729,545 x .449 = $42,084,566/42,784 population = $983.65 average cost per new resident. The report also takes into account that Prairie Point is a Smart Growth development and therefore the incremental costs of providing services to such a project are less than in typical single-family neighborhoods where the relatively larger acreage results in a higher cost of service per capita. According to a 201�13 Smart Growth America study, "Building Better Budgets: A National Examination of the Fiscal Benefits of Smart Growth Development", the cost of providing upfront infrastructure for smart growth developments is about 1/3 less than conventional suburban developments and the ongoing delivery of municipal services is 10% less. Therefore, the study decreases the yearly municipal cost to servicing the 98 new residents by 20%. $983.65 x 98 new residents = $96,398 minus 20% ($1,9,280) = $77,118 yearly municipal cost to the Village of Buffalo Grove. A three percent growth rate in expenses is used per year. So, for example, in 2025, when the project is fully occupied, the cost to the Village will be $84,269. 7 ................................................................................................... 4.0 School Impact Fiscal Analyj!Ljjg!j� The proposed project is in the Lincolnshire-Prairie View elementary School, District#103 and Stevenson High School District#125, and the study assumes all school children generated from the property will attend those schools—although we do know some families may choose parochial or private schools. The pro-rata share of property taxes collected for Prairie Point will go directly to these two school districts. As noted earlier, once the project is completed in the 2025, we assume Lincolnshire-Prairie View School District#103 will be 35.2% of a property tax bill and Stevenson High School District #125 accounted for 34%, of a tax bill. The report uses these same percentages of tax bills throughout the study period. We also assume an annual 3% increase in school operating costs per pupil. Using the formulas cited earlier the proposed development is expected to yield 6 elementary school age children and 3 high school students (see Table 1). Over the course of the study period, 2025-2035, the Lincolnshire-Prairie View District#1013 wil:l receive $128,311 in net property tax revenue. Stevenson High School District#125, between 2025-2035, will receive $629,219 in net property tax revenue. The operating expense per student in 2021 in District#103 was $18,029; and in District#125 it was $23,147, according to the Illinois School Report Card. Therefore, in 2025, when the project is fully occupied, we estimate the cost of 6 elementary school students @ $20,293 each = $121,758. We estimate the cost of 2.5 high school students @ $26,052, each = $65,130. Conclusions The proposed Prairie Point project offers significant new positive fiscal impact to the Village of Buffalo Grove and its School districts. Consider first the current property yields only $13,555 in property tax revenue. The new development, by contrast, offers $374,000 in property tax revenue in 2025 (see Table 2). By 2029, property tax revenue will have grown to more than $421,000 annually. As with residential projects of this type, most of this new revenue will be in the form of new property taxes but there will be considerable other kinds of revenue too (see Table 2). Analyzing the new revenue of each of the major taxing bodies, the study finds the Village of Buffalo Grove receiving an immediate infusion of new dollars from the construction building permit fees of more than $250,000 over two years. Starting in 2026, the Village of Buffalo Grove is predicted to receive more than $97,000 of new revenue and: that figure will ramp up to over$110,000 annually by 2033 (see Table 5). .......... ................................. .......... ................................................... Whenever a new residential development is constructed, there are attendant costs to the major taxing bodies. For the Village of Buffalo Grove, those costs are for some nominal additional services necessary to accommodate increases in population resulting from the new development (see Table 5). Nonetheless, the project is a net positive for the Village over the 14-year period with more than $316,000 in net revenue. Looking at the expected Net Revenue for the project (see Table 7); the first year(2023) brings $139,478, mainly from building permit and impact fees. By 2030, the annual Net Tax Revenue is $150,326, primarily from property taxes (see Table 7). Even more striking is the proposed project is estimated to generate almost $2.1 million of new Net Revenue in 13 years to the Village of Buffalo Grove and the two school districts and other taxing bodies (see Table 7). On a Net Present Value basis, the project's tax and fee revenue (2023-2035) is worth $1,431,592, using a discount rate of 6% (see Table 7). From a benefitIcost perspective, the proposed project is a winner for both the local governmental taxing bodies and for the Buffalo Grove economy. 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IW Table of Contents Description Page ExecutiveSummary...........................................................................................................................................1 Introduction........................................................................................................................................................2 ExistingConditions............................................................................................................................................4 FutureConditions ..............................................................................................................................................9 TrafficAnalysis ...............................................................................................................................................14 ParkingAnalysis..............................................................................................................................................17 Conclusions and Recommendations................................................................................................................18 Appendix IW Executive Summary BLA, Inc. has conducted a Traffic Impact Study for the proposed Prairie Point residential development located at the southeast corner of Half Day Road (IL Route 22) and Prairie Road /Main Street in Buffalo Grove, Illinois. Existing and future conditions in the study area have been described, analyzed and evaluated with respect to traffic operations and the impact of the planned development. Conclusions and recommendations are presented below: • The existing, approximately 4.3-acre site contains undeveloped land and a single-family residence. Access to the site is provided via one driveway on Prairie Road. • The project will include developing the site to provide 41 (3-story, 3-bedroom) townhomes contained within seven(7)buildings. The development will be served by 187 parking spaces: 82 garage spaces,two(2)per unit; 82 driveway spaces, 2 per unit; and 23 surface parking lot spaces. Access to the site is proposed via one full access driveway on Prairie Road,opposite Willow Parkway. No new site access is proposed to Half Day Road. • The existing driveway serving the single-family residence at 22745 Prairie Road (to the south of the site) will be closed and a new driveway provided within the site. • Existing traffic conditions within the study area were established by performing weekday morning and evening traffic counts in April 2023. • Crash data was reviewed for the last five calendar years (2017-2021) from the LCDOT Transportation Data Management System. • Future (non-site)traffic volume conditions were developed for the anticipated opening year of the development plus five years, year 2030, including a compounded annual growth rate of 1.0 percent along Half Day Road, Willow Parkway and Main Street and a 3 percent non-compounded annual growth rate along Prairie Road. • Trip generation for the proposed development was quantified for the weekday morning,evening and daily basis using the Institute of Transportation Engineers (ITE) trip generation rates contained in the 1 Ph Edition of the Manual Trip Generation. • Analyses have been conducted for all study intersections under existing and future (2030 design year) traffic conditions to determine the impact from the planned development. • Our determination is the proposed development traffic can be accommodated on the adjacent streets and with the proposed site access and recommended transportation improvements: o The site access driveway should provide one inbound lane and one outbound lane,operating under Stop sign control. o The painted median on Prairie Road should be restriped,along with widening of Prairie Road as needed, to provide a southbound left-turn lane at the site full access, opposite Willow Parkway. o Provide a right-turn lane on northbound Prairie Road at the proposed site access, opposite Willow Parkway. • The proposed off-street parking supply will be adequate to accommodate the projected parking demand for the proposed development. IW Introduction BLA, Inc. has conducted a Traffic Impact Study for the proposed Prairie Point residential development located in Buffalo Grove, Illinois. The approximately 4.3-acre site is located at the southeast corner of Half Day Road (IL Route 22) and Prairie Road /Main Street and currently contains a single-family home and undeveloped land. Access to the residence is provided via one driveway on Prairie Road. The site location is illustrated on Exhibit 1. As proposed,the development includes the construction of 41 (3-story, 3-bedroom)townhomes contained within seven (7)buildings. The development will be served by 187 parking spaces: 82 garage spaces,two (2)per unit; 82 driveway spaces, 2 per unit; and 23 surface parking lot spaces. Access to the site is proposed via a full access on Prairie Road. Also as part of the development,the existing driveway serving the single-family residence at 22745 Prairie Road(to the south of the site)will be closed and a new driveway provided within the site. The following summarizes BLA's methodology, data collection, analyses and identifies improvements, as necessary, to mitigate the impacts the development's traffic may have on the adjacent roadway network. y „r, lAlBLA, IW Exhibit 1 . Site Location Map , .e N ° Y ii w i1f111A,'MJJJJJJJJJlIU111DD➢1lHluYnll 111UU111kkN,rilQIb UD111141UlllIIIlU11ULlllII�I�IIIJMlk4'mflfffff�llllANNhOf011111111111i1U111116di W", Aur;4d!.�,Hvtit""vA � ..� „��'�r ofIUlDIAllN11l1��p111111PR�1n�111� W��nIDI1lIg1Vf( �7VI171/hIJ�Wyv//®IUlll �;W7D111tl111NIQ!wN61.9�1i11WN1;ld4,hjW�pIIIIIIIIIIUUIUIUILNIWiW,,}U�N�DIUgY,I111llWIfMD�2�111WlAlYlW,4'Ni(IIWIIIIIII11111111UD,�l!9V/l9,TJfW)U11,UIlW1fUAA�101WIMVUA;l111itWJ9AIVIAlWy�"�"W"�I��nf�'4N0'A��r�� .. M SITE 4 e.0 IW Existing Conditions Area Land Use The site is located at the southeast corner of Half Day Road and Prairie Road / Main Street in Buffalo Grove and currently contains a single-family home and undeveloped land. The site is bound by Half Day Road to the north,Prairie Road to the west, single family residential to the south and the Canadian National Railway to the east. Street/Roadway Network The existing traffic operations in the site area are illustrated on Exhibit 2. Prairie Road/Main Street � �„ Prairie Road (Lake County Route W17) is a north-south minor arterial roadway, providing a three-lane cross section (one travel lane in each direction and a center lane for left-turns at intersection)in the site vicinity. It is under the jurisdiction of the Lake County Division of Transportation no (LCDOT) and maintained by the Village of Buffalo Grove, with a posted '' speed limit of 40 miles per hour(mph). At its unsignalized "T" intersection with Willow Parkway, Prairie Road Looking north on Prairie Rd., south of Willow Pkwy. provides a left-turn lane and through lane in the northbound direction and g g operating g under free-flow conditions. At its signalized a through lane and right-turn lane in the southbound direction o intersection with Half Da Road,Prairie Road provides a left-turn lane,through lane and a right-turn lane in the northbound direction. , Main Street is aligned opposite Prairie Road, extending northerly from Half Day Road. It is a local, Village of Buffalo Grove,two-lane roadway (one travel lane in each direction) with a posted speed limit of 30 mph. Main Street provides a left-turn lane and a shared through/right-turn lane in the southbound direction at its signalized intersection with Half Day Road. Looking east on Willow Pkwy., west of Prairie Rd. Willow Parkway Willow Parkway is an east-west local,Village of Buffalo Grove, roadway, extending westerly from Prairie Road,with a posted speed limit of 25 mph. At its unsignalized "T" intersection with Prairie Road Willow Parkways provides a single approach lane with shared turning movements,operating under Stop sign control. A driveway serving the single-family residence located on the site, as well as a driveway serving the single-family residence to the south of the site (22745 Prairie Road are aligned opposite Willow Park-way. . g PP Y Half Day Road Half Day Road (IL Route 22) is an east-west principal arterial roadway providing a five-lane cross section (two travel lanes in each direction and center lane/median that provides left-turns at intersections). At its signalized intersection with Prairie Road / Main Street, Half Day Road Looking west on IL 22, east of Prairie Rd./Main St. provides a left-turn lane, through lane and shared through/right-turn lane in both the eastbound and westbound directions. Half Day Road is under the jurisdiction of the Illinois Department of Transportation (IDOT) with a posted speed limit of 35 mph. It is designated as a Strategic Regional Arterial (SRA) route. The SRA designation controls roadway and signal installation to facilitate efficient and safe transportation. W11 A vAl 6 AS, 47! j/, 0 N lor ON A/6, '7y �Mrg„ v/0111" m M/ A/// SPRO )�I�I�PHr 11a1f Day Rd jeov Ole . ....................... / , Y",,I 1,Pf H A p,r a. 0'm Of -nw I.............. 11....... T/V/l 7( A/ f 411 lfpvv-P/k/v�� Y/F 'l,"N/W� t nm 1p 11, I'M J, V J000/1, V All M, A V, J/1 IF,- j !fl' Z,/ iv 011 A V,F, 0), Y" r/P virr 7 q F, q 3/� M/ Of jo % V///" g// WIT, J, "C",F "W" 0 ff , A, QP low-,'1w A 1j)al, Al 4 V, N 4� fo'-Ag m am, C/11.""'w/ 1/ Fm, RK01", SIR A V AM, j IV A%/ ell,",,l" MIONW11" 6 �T V A01"A" IM, h LEGEND Existing travel lane JOyeallff ffe. UN/l W OIL,. mn' Existing traffic signal V— V/ 0 P/6 oil, �A, Of Run p1l py& i's Existing stop si g n "Jig OF, g F5Fxl 40,19/11111 Post speed limit MPH am 4, a AIM"g,"g Jan crosswal k lk g,fr V, I A V g// ®R* f F AU/1 ""Air llu aw BLA, Inc. Exhibit 2 ITASCA, ILLINOIS Existing Operations SCALE: NTS IW Pedestrian / Bicycle Facilities Sidewalks are generally provided on the south side of Half Day Road and the north side,east of Main Street; on the east side of Main Street,between Half Day Road and the Prairie View Metra Station parking lot; on the west side of Prairie Road and the east side, south of site;and along both sides of Willow Parkway. Pedestrian traffic signals and crosswalks are provided on the north,west and south legs of the Half Day Road and Prairie Road/Main Street intersection. Public Transportation The site is also well served by public transportation. Metra provides weekday commuter rail service along the North Central Service (NCS) Line that begins in Antioch and ends at Union Station in Chicago. There is no weekend service on the NCS Line. The Prairie View Station is located on Main Street, approximately 0.3-miles north of the proposed site. Existing Traffic Traffic turning movement counts were conducted on Tuesday, April 11, 2023, during the weekday morning (7:00 to 9:00 AM) and weekday evening (4:00 to 6:00 PM)peak periods at the following intersections: • Half Day Road at Prairie Road/Main Street • Prairie Road at Willow Parkway The results indicate that the peak hour existing traffic during the weekday morning and weekday evening peak hours occurred from 7:30 to 8:30 AM and 4:30 to 5:30 PM, respectively. Table I summarizes the annual average daily traffic (AADT) volumes obtained from IDOT (www.getttingaroundillinois.com)near the site: Table 1: Summary of IDOT AADT Volumes Location IDOT AADT (Year) Prairie Road Between Half Day Road IL 22 and A ptakistic Road 7,450 2019 Half Day Road IL 22 Between Buffalo Grove Road and Main Street/Prairie Road 19,100 (2021) Between Main Street/Prairie Road and Milwaukee Ave (IL 21) 17,800 (2021) The existing peak hour and IDOT AADT volumes(adjusted to existing,year 2023 conditions)are illustrated on Exhibit 3. Also included on Exhibit 3 is the traffic entering and exiting the single-family residence located on the site, as well as the residence located to the south of the site at 22745 Prairie Road. Note, no traffic was observed to enter or exit the existing single-family residence located on the site, and was,therefore,not included to provide a conservative analysis scenario (future site traffic would not discount for existing traffic on site). There was one vehicle observed exiting the 22745 Prairie Road residence during the weekday morning peak hour; however,there was no traffic observed entering or exiting this residence during the weekday evening peak hour. Accordingly, to provide a conservative analysis scenario, one vehicle was assumed entering the 22745 Prairie Road residence during the weekday evening peak hour. One vehicle exiting during the morning peak hour and one vehicle entering during the evening peak hour is consistent with the Institute of Transportation Engineers (ITE) trip generation for one single family home. Summaries of the intersection turning movement count data are contained in Appendix A. Day na C R �N (l DJ V1 ti 61 M O 100 45 (45) 19,500 -j 623 (1299) 13,200 �► � 210 (296) �► Half Day Rd 4U p 22 (8) 19 (� (692) 1151 p (52) 35 ^�LCD n \ rN \ �v \ d \ O SITE p l0M O Willow i -1��------------- Pkwy 0 (0) (9) 22 —4 22745 Prairie (25) 43 4 I M O N p_ �O LEGEND p s XX Weekday AM peak hour o� (7:30 - 8:30 AM) �+ (XX) Weekday PM peak hour (4:30-5:30 PM) XX �► Anuual average daily traffic Existing Stop Sign Existing Traffic Signal N gL,q, Inc. , Exhibit 3 ITASCA, ILLINOIS Existing Traffic SCALE: NITS IW Crash Summary To evaluate and address potential safety issues within the study area, crash data was obtained from the LCDOT Transportation Data Management System for the last five calendar years available, 2017 through 2021. A summary of the crash data is provided in Table 2. Table 2: Crash Summary (2017-21) Severity a Crash Type c Percent During No. of PI B Wet/Icy Location/Year Crashes PD I A B C I F CM RE SS FO HO Ped Conditions Intersections(Crashes within 250'o 'Intersection) Half Day Road (IL Route 22) at Prairie Road/Main Street 2017 F__5__1 3 F_' 1 1-1 F 3 _____2 -- -- -- ��----20°/a 2018 I 7 _I 5__I -- 1 1 I -- I_ -- 5 _1 1 -- -- I 14% 2019 I 6 I 6 I __ -- L __ I. 2 2 _1 1 -- -- I 67% 2020 I 1 I 1 I -- -- [ -- I -- -- -- 1 -- -- I 0% 2021 3 3 -- -- -- -- -- 2 1 -- -- -- 67% Total 22 18 1 0 2 2 0 5 11 3 3 0 0 36% Prairie Road at Willow Parkway 2018 2019 -- 2020 I -- I -- I -- -- -- I -- I -- -- -- -- -- -- I -- 2021 -- -- -- -- -- - Total 1 0 0 0 1 0 0 1 0 0 0 0 0% Total 2017-21 23 18 0 2 3 0 5 12 3 3 0 0 35% n PD=property damage only,PI=personal injury,F=fatality. a Type A(incapacitating injury);Type B(non-incapacitating injury);Type C(possible injury). c CM=cross movement/angle-,RE=rear end;SS=Sideswipe,FO=fixed object/parked car;HO=head on,Ped=pedestrian/bicyclist. As shown in Table 2,the signalized intersection of Half Day Road at Prairie Road/Main Street experienced a total of 22 crashes over the 5-year study period, approximately 4 crashes per year. Approximately 82 percent(18 of 22) of the crashes involved property damage only, and 50 percent(11 of 22)were rear-end type collisions. The unsignalized intersection of Prairie Road at Willow Parkway experienced one crash over the 5-year study period. It involved a Type-C injury(possible injury) and was a rear-end type collision. There were no reported fatalities at the study area intersection over the five-year analysis period and no crashes that involved a pedestrian or bicyclist. IW Future Conditions Traffic Growth Construction and occupancy of the proposed residential development is anticipated to occur by the end of the year, 2025. Future traffic volumes were developed for the year 2030,anticipated build-out year of the development plus five years. Traffic growth in the area is a function of expected land development in the region. Based on a review of historical traffic volumes and the Chicago Metropolitan Agency for Planning (CMAP) 2050 projections (see Appendix B), traffic volumes along Half Day Road are assumed to experience an annual, compounded growth rate ranging between 0.80 and 0.81 percent, while Prairie Road's annual, compounded growth rate was 0.75 percent. However,to provide a conservative analysis scenario, a 1.0 percent per year compounded growth rate was applied along Half Day Road,Willow Parkway and Main Street and a 3 percent,non-compounded growth rate was applied along Prairie Road, consistent with LCDOT guidelines. 2030 No-Build (Non-Site) Conditions The 2030 No-Build traffic volumes were accordingly developed by applying a 1.0 percent compounded,annual growth rate (Half Day Road, Willow Parkway and Main Street) and 3 percent non-compounded annual growth rate (Prairie Road)to the existing traffic(Exhibit 3). The 2030 No-Build traffic volume networks are graphically depicted on Exhibit 4. Planned Roadway Improvement Projects The SRA Report dated April 1993 for IL Route 22 identified improvements at the Half Day Road intersection with Prairie Road and Main Street, including dual left-tum lanes on eastbound IL Route 22, an exclusive right-tum lane on both eastbound and westbound IL Route 22, as well as additional lanes on southbound Main Street and northbound Prairie Road, which required the acquisition of additional right-of-way. However, these improvements are not included in the current Multi-Modal Transportation Plan (FY 2023-2028). Thus, there is currently no construction completion date scheduled. Accordingly,for the purpose of this study,these improvements were not considered in the analyses. Excerpts from the SRA Report are provided in Appendix C. Proposed Development Plan The Site Plan prepared by Pearson,Brown&Associates,Inc.is provided in Appendix D. As proposed,the development includes the construction of 41 (3-story, 3-bedroom) townhomes contained within seven (7) buildings. The development will be served by 187 parking spaces: 82 garage spaces,two (2)per unit; 82 driveway spaces, 2 per unit; and 23 surface parking lot spaces. Access to the site will be provided via a full access on Prairie Road. It also includes a dog run, as well open space, sidewalks and multi-use paths. In addition, as part of the development, the existing driveway serving the single-family residence at 22745 Prairie Road (to the south of the site) will be closed and a new driveway provided within the site. Trip Generation The amount of traffic generated by a development depends on the type and density of the land use. Trip generation estimates for the development were calculated based on information published in the Institute of Transportation Engineers (ITE) Manual Trip Generation, 1 lth Edition(see Appendix E). The ITE manual is a compilation of national traffic data surveys used to estimate traffic volumes for various land uses. The ITE data does not represent locations with measurable transit, walking and other non-auto trips. The Prairie View Metra Station is located approximately 0.3-miles north of the site. Based on the US Census Bureau,2017-2021 America Community Survey Data, Mode of Transportation (Journey to Work) for Census Tract 8645.20, approximately 72 percent use auto (personal vehicles and/or taxi/rideshare carpool) to commute to/from work (see Appendix F�. However,to provide a conservative scenario,test the maximum site impacts,the ITE trip generation estimates were not discounted for residents that carpool and/or use alternative modes to travel to/from work(bike,walk and/or transit). C R �N ti M 10 ti O /1 00 0 48 (48) 20,900 -j 668 (1393) 19,500 �► � 254 (358) �► Half Day Rd 4U p 22 (742) 1234 (63) 42 N M o \ �v \ d \ O SITE gCDy \ lOMO i Willow Pkwy �-0--(0)---- ------------------------------- (10) 24 —4 22745 (27) 46 Prairie Nm �a �Ln in LEGEND o XX Weekday AM peak hour �1 (7:30 - 8:30 AM) (XX) Weekday PM peak hour (4:30-5:30 PM) XX �► Anuual average daily traffic Existing Stop Sign Existing Traffic Signal N gL,q, Inc. , Exhibit 4 ITASCA, ILLINOIS 2030 No Build SCALE: NITS IW Table 3 provides a summary of the total trips to be generated by the proposed development,including residents,visitors, deliveries, etc. Table 3: Estimated Trip Generation Weekday ITE AM Peak Hour PM Peak Hour Dail Land Use/Size LUC i In Out Total In Out Total In Out Total Townhomes/41 Units 220 9 27 36 24 14 38 169 169 338 Directional Distribution The anticipated trip distribution of new site traffic is summarized in Table 4. This was based on current travel patterns, the operational characteristics of the street system and site access. Table 4: Trip Distribution Route &Direction Percent Route(To/From) Prairie Road South of Willow Parkway 40% Half Day Road West of Prairie Road/Main Street 15% East of Prairie Road/Main Street 40% Main Street North of Half Day Road 5% Willow Parkway West of Prairie Road -- Total 100% --Less than 5% Site Traffic Assignment Based on the direction of travel,the site-generated trips were assigned to the roadway network using the site estimated trips listed in Table 3 and the anticipated directional distribution outlined in Table 4. The site vehicular traffic assignment is illustrated on Exhibit 5. 2030 Total Traffic Conditions The site-generated traffic volumes (Exhibit 5) were then added to the 2030 No-Build traffic volumes (Exhibit 4) to develop the 2030 Total traffic volumes. This includes the traffic from the closure of the existing 22745 Prairie Road driveway and anew driveway located on site. The Total traffic volumes for the year 2030 are shown on Exhibit 6. C R �N �I CD 50 1 136 �► � 4 (10) ► Half Day Rd 4U p �� (3) 1 —� I I I I \ \ d +�- 720' \ I I \ I SITE \ 4—I 16 (8) \ 11 (6) \ Willow -------------------------- Pkwy (` 22745-- Prairie a LEGEND XX Weekday AM peak hour a (7:30 - 8:30 AM) � y (XX) Weekday PM peak hour (4:30-5:30 PM) XX �► Anuual average daily traffic Existing Stop Sign st Existing Traffic Signal __ Proposed Stop Sign N gL,q, Inc. , Exhibit 5 ITASCA, ILLINOIS Site Traffic SCALE: NITS C R �N 00 0 48 (48) 20,950 �j 668 (1393) 19,636 �► � 258 (368) �► Half Day Rd 4U 22 (742) 1234 (66) 43 I I I \ \ d \ o I SITE Ln L, -�- 117 (3) \ °Mu i11 (6) .j t . Willow \ Pkwy i ------------------------- (10) 24 —4 �l t f 22745 (27) 46 MM Prairie N M_ W LLn LEGEND "' XX Weekday AM peak hour (7:30 - 8:30 AM) (XX) Weekday PM peak hour (4:30-5:30 PM) a XX �► Anuual average daily traffic Existing Stop Sign Vll Existing Traffic Signal 0 Proposed Stop Sign N gL,q, Inc. , Exhibit 6 ITASCA, ILLINOIS 2030 Total Traffic SCALE: NTS IW Traffic Analysis Auxiliary Lane Analysis The LCDOT Highway Access and Use Ordinance was used to determine the need for a right-turn lane on northbound Prairie Road at the site access under future traffic conditions. Note: A center, painted median is currently present on southbound Prairie Road at the site access and is anticipated to be restriped to provide a left-turn lane. Section 5.3.2 Auxiliary Lane Requirements indicates that a right-turn lane is considered when the criteria illustrated in Table 5.3 is satisfied for a two-lane roadway. Based on the approach and right-turn volumes on Prairie Road, a right- turn lane is not warranted on northbound Prairie Road at the proposed site access under future traffic conditions. However, consideration should be given to installing a right-turn lane at the proposed site access due to driver expectations and continuity along the corridor. A summary of the application of the right-and left-turn lane warrants is provided in Appendix G. Capacity and Queue Analysis A primary result of capacity analysis is the assignment of levels of service to traffic facilities under various traffic flow conditions. The capacity analysis methodology is based on the concepts and procedures in the Transportation Research Board's (TRB) Highway Capacity Manual (HCM). The concept of level of service (LOS) is defined as a qualitative measure describing operational conditions within a traffic stream and their perception by motorists and/or passengers. A level-of-service definition provides an index to quality of traffic flow in terms of such factors as speed, travel time, freedom to maneuver,traffic interruptions,comfort, convenience and safety. Six levels of service are defined for each type of facility. They are given letter designations from A to F, with LOS A representing the best operating conditions and LOS F the worst. LOS C is often considered acceptable for design purposes and LOS D is usually considered as providing the lower threshold of acceptable operations. Since the level of service of a traffic facility is a function of the traffic flows placed upon it, such a facility may operate at a wide range of levels of service,depending on the time of day,day of week or period of year.A description of the operating condition under each level of service is provided in Table 5. Table 5: Level of Service (LOS) Summary Average Control Delay (sec/veh) LOS Description Signalized Unsi nalized i A Describes conditions with little to no delay to motorists. < 10 < 10 B Represents a desirable level with relatively low delay to motorists. >10 and<20 >10 and< 15 C Describes conditions with average delays to motorists. >20 and<35 >15 and<25 D Describes operations where the influence of congestion becomes more noticeable. Delays are still within an acceptable range. >35 and<55 >25 and<35 Represents operating conditions with high delay values. This level is often E considered within urban settings or for minor streets intersecting major arterial roadways to be the limit of acceptable delay. >55 and< 80 >35 and<50 F Is considered unacceptable to most drivers with high delay values that often occur when arrival flow rates exceed the capacity of the intersection. >80 >50 Capacity and queue analyses were conducted at all study intersections under Existing, 2030 No-Build and 2030 Total traffic volume conditions through application of the procedures described above. The impact of site-generated traffic can be measured by comparing 2030 No-Build conditions to 2030 Total conditions. The results of the intersection analyses are discussed below and are summarized in Table 6. All analysis worksheets are provided in Appendix H. N N p p oO oO v oo v O M M l� O N ' O N M Vl O\ 7t \O i V') .--� 00 O l� O V') � N M l� 0 A o CA M O oo M M N \O O M 011 N oc M �n O -- 00 N O 7t v oo O Q V') r— N N M M N N \c Vl M N M N N N --� N N N � N ,--� ,--� O DD � � DD DD i 4 7t all N N 7t N � d N M O) r— O) w FBI ....... ....... ..... ...... ... ...... ....... ........ ....... ........ ........ ...... ......... ................ � 6O wwwUUQUUUW wUwUUQ � UQA Uaa � U � � � U O 00 M M N \O 01 M 01 rl DD M V') O --� 00 N 00 N 7t i O DD DD A N N M N N N \p Vl M A N M '!t N 7t 'IT N N 't .gip wwwUUUaaUUA wUwUUQ � UQA � Uaa � � aa � � � v1 0 00 v� O N N 4 all M l� 1(j o0 N O M all all N N M �--� N N V') M eC N N OO rn n rn n xi. c V c V N � x OA vto bA v cnto In O cd v' cn O cd 'j' cn o t5 tto to o a o bA i i o cl � � � � zzzpapa � � � � zzzpapa m un �o A .� cz x a IW Half Day Road at Prairie Road/Main Street Under existing conditions,the signalized intersection of Half Day Road at Prairie Road/Main Street operates at overall LOS"D"during the weekday morning and evening peak hours. There are several movements that operate with capacity constraints at LOS "E/F" during both peak periods. Under future (No-Build and Total) traffic conditions, this intersection is anticipated to operate at overall LOS "E" during the weekday morning peak hour and LOS "D" during the weekday evening peak hour. As previously identified in the SRA Report and the capacity analyses contained herein, improvements are necessary at this intersection to accommodate existing traffic conditions. The proposed site traffic has minimal impact on the intersection operations. Prairie Road at Willow Parkway/Site Access All movements at the Willow Parkway and site acessintersection with Prairie Road are anticipated to operate at acceptable levels of service (at LOS "D"or better)during both peak hours studied under both existing and future traffic conditions. The 95th-percentile queue lengths for exiting movements onto Prairie Road, as well as left-turn entering movements are not expected to exceed one vehicle,which will not impact operations on-or off-site. Future conditions assumed the site access driveway would provide one inbound lane and one outbound lane, operating under Stop sign control. It also assumed that the center median on Prairie Road would be restriped (with widening, as necessary) to provide a southbound left-turn lane, along with the installation of right-turn lane on northbound Prairie Road. Future conditions also included the closure of the existing single-family residence driveway south of the site (22745 Prairie Road) and a new driveway provided within the site;this eliminates conflicts between vehilcles entering and exiting the 22745 residence and vehicles entering the site from the south within the new right-turn lane. ItW Parking Analysis Parking Demand Requirements Based on the parking requirements outlined in the Village of Buffalo Grove Code of Ordinance (Section 17.36.040) 82 parking spaces are required for the site. The Village's parking requirements are summarized in Table 7. Table 7: Villa a Parking Re uirements Parking Spaces Use Size Parking Requirement Required Provided A Townhomes 41 Units 2.0 spaces per dwelling unit 82 187 A 82 garage spaces(2 each per unit),82 driveway spaces(2 each per unit)and 13 surface parking lot spaces. Parking Demand Projections To project the peak parking demand, BLA referenced the following sources: • ITE Parking Generation 5th Edition and • Urban Land Institute (ULI) Shared Parking, 3rd Edition. ITE Parking Generation The ITE Parking Generation publication provides a compilation of parking demand surveys from across the country for a wide variety of land uses. ITE LUC 221, Multifamily Housing (Mid-Rise), was referenced for the proposed development(see Appendix 1). Using the ITE data, Table 8 presents a summary of the projected peak parking demand for the proposed development on a weekday and weekend. Again,to provide a conservative scenario,test the maximum site impacts, the ITE parking generation estimates were not discounted for proximity of the proposed development to transit(located less than 0.5 miles from commuter rail). Table 8: Pro'ected Peak Parking Demand: ITE—Parking Generation Average Peak Parking Demand 85"Percentile Parking Demand ITE Weekday Weekend Weekday Weekend Land Use LUC Size Rate/Unitl Spaces Rate/Unit I Spaces Rate/Unitl Spaces Rate/Unitl Spaces Townhomes 221 41 Units 1.31 1 54 1.22 1 50 1.47 60 1.33 55 ULI Shared Parking The ULI Shared Parking publication also contains rates for various uses by weekday and weekend. BLA referenced the peak parking demand rates for residential use (see Appendix.)for the proposed development(see Table 9). Table 9: Pro'ected Peak Parking Demand: ULI—Parking Generation Peak Parking Demand Weekday Weekend Visitor Resident Visitor Resident Land Use Size' Rate/Unit Rate/Unit Spaces Rate/Unit Rate/Unit Spaces Townhomes/3 bedrooms 41 Units 0.10 2.5 107 0.15 2.5 109 Accordingly, the proposed parking supply of 187 spaces (82 garage spaces, 82 driveway spaces and 23 surface parking lot spaces)will be adequate to accommodate the project parking demand for the proposed development. IW Conclusions and Recommendations A Traffic Impact Study was performed for the proposed Prairie Point residential development located at the southeast corner of Half Day Road (IL Route 22) and Prairie Road/Main Street in Buffalo Grove, Illinois. Existing and future conditions in the study area have been described, analyzed and evaluated with respect to traffic operations and the planned development. Conclusions and recommendations of this effort are presented below: Conclusions: 1. The existing, approximately 4.3-acre site contains undeveloped land and a single-family residence. Access to the site is provided via one driveway on Prairie Road. 2. The project will include developing the site to provide 41 (3-story, 3-bedroom) townhomes contained within seven(7)buildings. The development will be served by 187 parking spaces: 82 garage spaces,two(2)per unit; 82 driveway spaces, 2 per unit; and 23 surface parking lot spaces. Access to the site is proposed via one full access driveway on Prairie Road,opposite Willow Parkway. No new site access is proposed to Half Day Road. 3. The existing driveway serving the single-family residence at 22745 Prairie Road (to the south of the site) will be closed and a new driveway provided within the site. 4. The site traffic impacts on the existing street system will be minimal. No improvements to the adjacent existing study area intersections are required to accommodate the development traffic. Recommendations: 1. The site access driveway should provide one inbound lane and one outbound lane, operating under Stop sign control. 2. The painted median on Prairie Road should be restriped, along with widening of Prairie Road as needed, to provide a southbound left-turn lane at the site full access, opposite Willow Parkway. 3. Provide a right-turn lane on northbound Prairie Road at the proposed site full access,opposite Willow Parkway. IAIBL,A, Iric. Appendices IW Appendix A Traffic Count Summaries 1 -Half Day Rd at Prairie Rd/Main St-Re...-TMC Tue Apr 11,2023 fi ALT HAMILTON Full Length(7 AM-9 AM,4 PM-6 PM) Anj GEW ASSOCIATES, INC. All Classes(Lights,Articulated Trucks,Buses and Single-Unit Trucks,Pedestrians,Bicycles provided by: Hamilton Associates Inc. Al l Movements Crosswalk) 625 Forest Edge Drive,Vernon Hills,IL,60061,US Al ID: 1057919,Location:42.195763,-87.955338 Leg Main Prairie IL 22 IL 22 Direction Southbound Northbound Eastbound Westbound Time L T R U App Ped'* L T R U App Ped'* L T R U App Ped'* L T R U App Ped'*Int 2023-04-117:OOAM 9 19 4 0 32 0 3 20 54 0 77 0 12 248 1 0 261 2 18 80 12 0 110 1 480 7:15AM 19 18 4 0 41 0 5 18 98 0 121 0 6 301 2 0 309 2 18 127 9 0 154 0 625 7:30AM 9 22 5 0 36 0 4 15 123 0 142 0 4 253 4 0 261 0 49 146 5 0 200 0 639 7:45AM 19 13 3 0 35 0 4 38 109 0 151 0 5 305 10 0 320 1 53 162 16 0 231 0 737 Hourly Total 56 72 16 0 144 0 16 91 384 0 491 0 27 1107 17 0 1151 5 138 515 42 0 695 1 2481 8:OOAM 29 19 2 0 50 0 4 27 142 0 173 0 3 311 8 0 322 0 50 135 5 0 190 0 735 8:15AM 22 12 0 0 34 0 5 28 120 0 153 0 7 282 13 0 302 0 58 180 19 0 257 0 746 8:30AM 8 20 5 0 33 0 6 19 56 0 81 0 2 254 6 0 262 0 44 159 12 0 215 0 591 8:45AM 14 19 2 0 35 0 12 15 44 0 71 0 1 260 8 0 269 0 22 136 10 0 168 0 543 Hourly Total 73 70 9 0 152 0 27 89 362 0 478 0 13 1107 35 0 1155 0 174 610 46 0 830 0 2615 4:OOPM 9 22 6 0 37 0 11 26 40 0 77 1 1 153 6 0 160 2 58 280 8 0 346 0 620 4:15PM 3 20 0 0 23 0 13 16 59 0 88 0 0 144 12 0 156 2 63 240 7 0 310 0 577 4:30PM 12 26 5 0 43 0 16 33 81 0 130 1 1 160 12 1 174 7 60 333 10 0 403 1 750 4:45PM 5 25 2 0 32 0 26 28 68 0 122 0 2 167 11 0 180 3 84 333 7 0 424 1 758 Hourly Total 29 93 13 0 135 0 66 103 248 0 417 2 4 624 41 1 670 14 265 1186 32 0 1483 2 2705 5:OOPM 13 22 4 0 39 0 21 32 52 0 105 0 1 190 16 0 207 0 77 326 13 0 416 0 767 5:15PM 5 23 2 0 30 0 19 28 60 0 107 0 4 175 12 0 191 0 68 307 15 1 391 0 719 5:30PM 12 28 12 2 54 0 21 30 67 0 118 0 1 166 16 0 183 2 64 302 18 0 384 0 739 5:45PM 10 19 5 0 34 0 13 36 68 0 117 0 1 139 7 0 147 7 61 241 15 0 317 0 615 Hourly Total 40 92 23 2 157 0 74 126 247 0 447 0 7 670 51 0 728 9 270 1176 61 1 1508 0 2840 Total 198 327 61 2 588 0 183 409 1241 0 1833 2 51 3508 144 1 3704 28 847 3487 181 1 4516 3 10641 %Approach 33.7%55.6%10.4% 0.3% - 10.0%22.3%67.7%0% - 1.4%94.7% 3.9% 0% - 18.8%77.2% 4.0% 0% - %Total 1.9% 3.1% 0.6% 0% 5.5% 1.7% 3.8%11.7%0%17.2% 0.5%33.0% 1.4% 0%34.8% 8.0%32.8% 1.7% 0%42.4% Lights 194 318 57 2 571 175 405 1219 0 1799 48 3423 141 1 3613 834 3409 177 1 4421 - 10404 %Lights 98.0%97.2%93.4%100%97.1% 95.6%99.0%98.2%0%98.1% 94.1%97.6%97.9%100%97.5% 98.5%97.8%97.8%100%97.9% 97.8% Articulated Trucks 0 0 0 0 0 0 0 4 0 4 1 33 0 0 34 3 24 1 0 28 66 %Articulated Trucks 0% 0% 0% 0% 0% 0% 0% 0.3%0% 0.2% 2.0% 0.9% 0% 0% 0.9% 0.4% 0.7% 0.6% 0% 0.6% 0.6% Buses and Single-Unit Trucks 4 9 4 0 17 8 4 18 0 30 2 52 3 0 57 10 54 3 0 67 171 %Buses and Single-Unit Trucks 2.0% 2.8% 6.6% 0% 2.9% 4.4% 1.0% 1.5%0% 1.6% 3.9% 1.5% 2.1% 0% 1.5% 1.2% 1.5% 1.7% 0% 1.5% 1.6% Pedes(:rians .. .. .. .. .- 0 .. .. .. .. .. 1 - - - - - 26 - - - - - 2 Pedestrians 50.0% 92.9%a 66.7% 131cydes on Crosswalk .. .. .. .. - 0 .. .. .. .. .. 1 .. .. .. .. .. J_ .. .. .. .. .. 1 Bicycles on Crosswalk 50.0% 7.1%a 333% .r Pedestrians and Bicycles on Crosswalk,L: Left,R:Right,T:Thru, La: l.a-Turn Appendix A-Page 1 1 -Half Day Rd at Prairie Rd/Main St-Re...-TMC Tue Apr 11, 2023 rA I f I GEWALT HAMILTON AM Peak(7:30 AM-8:30 AM) ASSOCIATES, All Classes(Lights,Articulated Trucks,Buses and Single-Unit Trucks,Pedestrians, Provided by: Gewalt Hamilton Associates Inc. Bicycles on Crosswalk) 625 Forest Edge Drive,Vernon Hills,IL, 60061,US All Movements ID: 1057919,Location:42.195763,-87.955338 Leg Main Prairie IL 22 IL 22 Direction Southbound Northbound Eastbound Westbound Time L T R U App Ped'* L T R U App Ped'* L T R U App Ped'* L T R U App Ped'*Int 2023-04-11 7:30AM 9 22 5 0 36 0 4 15 123 0 142 0 4 253 4 0 261 0 49 146 5 0 200 0 639 7:45AM 19 13 3 0 35 0 4 38 109 0 151 0 5 305 10 0 320 1 53 162 16 0 231 0 737 8:OOAM 29 19 2 0 50 0 4 27 142 0 173 0 3 311 8 0 322 0 50 135 5 0 190 0 735 8:15AM 22 12 0 0 34 0 5 28 120 0 153 0 7 282 13 0 302 0 58 180 19 0 257 0 746 Total 79 66 10 0 155 0 17 108 494 0 619 0 19 1151 35 0 1205 1 210 623 45 0 878 0 2857 %Approach 51.0%42.6% 6.5%0% - 2.7%17.4%79.8%0% - 1.6%95.5% 2.9%0% - 23.9%71.0% 5.1%0% - %Total 2.8% 2.3% 0.4%0% 5.4% 0.6% 3.8%17.3%0%21.7% 0.7%40.3% 1.2%0%42.2% 7.4%21.8% 1.6%0%30.7% PUF 0.681 0.750 0.500 - 0.775 0.850 0.711 0.870 - 0.895 0.679 0.925 0.673 - 0.936 0.905 0.865 0.592 - 0.854 0.957 Lights 78 61 8 0 147 13 106 483 0 602 17 1129 34 0 1180 206 599 44 0 849 2778 %Lights 98.7%92.4%80.0%0%94.8% 76.5%98.1%97.8%0%97.3% 89.5%98.1%97.1%0%97.9% 98.1%96.1%97.8%0%96.7% 97.2% Articulated Trucks 0 0 0 0 0 0 0 0 0 0 1 7 0 0 8 1 5 0 0 6 14 %Articulated Trucks 0% 0% 0%0% 0% 0% 0% 0%0% 0% 5.3% 0.6% 0%0% 0.7% 0.5% 0.8% 0%0% 0.7% 0.5% Buses and Single-Unit Trucks 1 5 2 0 8 4 2 11 0 17 1 15 1 0 17 3 19 1 0 23 65 %Buses and Single-Unit Trucks 1.3% 7.6%20.0%0% 5.2% 23.5% 1.9% 2.2%0% 2.7% 5.3% 1.3% 2.9%0% 1.4% 1.4% 3.0% 2.2%0% 2.6% 2.3% Pedestrians 0 0 1 0 `%Pedestrians 100`% l;icycles on C:rosswallc 0 0 0 0 Bicycles on Crosswalk I 0% xPedestrians and Bicycles on Crosswalk,L:Lett, R;Eight,'L'lhm,UJ;UJ-TLt rn Appendix A-Page 2 1 -Half Day Rd at Prairie Rd/Main St-Re...-TMC ALT HAMILTON Tue Apr 11,2023 PM Peak(4:30 PM-5:30 PM)-Overall Peak Hour L GEW All Classes(Lights,Articulated Trucks,Buses and Single-Unit Trucks,Pedestrians, provided by:ASSOCIATES, S O IE Hamilton Associates Inc. Bicycles on Crosswalk)All Movements 625 Forest Edge Drive,Vernon Hills,IL,60061,US ID: 1057919,Location:42.195763,-87.955338 Leg Main Prairie IL 22 IL 22 Direction Southbound Northbound Eastbound Westbound Time L T R U App Ped" L T R U App Ped" L T R U App Ped" L T R U App Ped"Int 2023-04-114:30PM 12 26 5 0 43 0 16 33 81 0 130 1_ 1 160 12 1 174 7 60 333 10 0 403 1_ 750 4:45PM 5 25 2 0 32 0 26 28 68 0 122 0 2 167 11 0 180 3 84 333 7 0 424 1_ 758 S:OOPM 13 22 4 0 39 0 21 32 52 0 105 0 1 190 16 0 207 0 77 326 13 0 416 0 767 5:15PM 5 23 2 0 30 0 19 28 60 0 107 0 4 175 12 0 191 0 68 307 15 1 391 0 719 Total 35 96 13 0 144 0 82 121 261 0 464 1_ 8 692 51 1 752 10 289 1299 45 1 1634 2 2994 %Approach 24.3%66.7% 9.0%0% - -17.7%26.1%56.3%0% - - 1.1%92.0% 6.8% 0.1% - -17.7%79.5% 2.8% 0.1% - %Total 1.2% 3.2% 0.4%0%4.8% - 2.7% 4.0% 8.7%0%15.5% - 0.3%23.1% 1.7% 0%251% - 9.7%43.4% 1.5% 0%54.6% PHF 0.673 0.923 0.650 -0.837 0.788 0.917 0.806 - 0.892 0.500 0.911 0.797 0.250 0.908 0.860 0.975 0.750 0.250 0.963 0.976 Lights 35 96 13 0 144 82 120 258 0 460 8 679 49 1 737 286 1288 45 1 1620 2961 %Lights 100% 100%100%0%100% - 100%99.2%98.9%0%99.1% -100%98.1%96.1%100%98.0% -99.0%99.2%100%100%99.1% -98.9% Articulated Trucks 0 0 0 0 0 0 0 2 0 2 0 8 0 0 8 0 5 0 0 5 15 %Articulated Tmcks 0% 0% 0%0% 0% 0% 0% 0.8%0% 0.4% 0% 1.2% 0% 0% 11% 0% 0.4% 0% 0% 0.3% 0.5% Buses and Single-Unit Trucks 0 0 0 0 0 0 1 1 0 2 0 5 2 0 7 3 6 0 0 9 18 %Buses and Single-Unit Trucks 0% 0% 0%0% 0% 0% 0.8% 0.4%0% 0.4% 0% 0.7% 3.9% 0% 0.9% - 1.0% 0.5% 0% 0% 0.6% - 0.6% Pedestrians 0 0 8 2 %Pedestrians 0% 80.0% 100% Bicycles on Q osswalk - - - - - 0 - - - - - 1 - - - - - 2 - - - - - 0 %Bicycles on crosswalk 100% -20.0% 0% I'erlestrians and Bicycles on Crosswalk, I,:Left,R: Right, T:'T'hn1,L:U-'T`urn Appendix A-Page 3 Prairie Rd at Willow Pkwy-TMC GEWALT HAMILTON Tue Apr 11,2023 Full Length(7 AM-9 AM,4 PM-6 PM) ma ASSOCIATES, All Classes(Lights,Articulated Trucks,Buses and Single-Unit Trucks, Provided by: Gewalt Hamilton Associates Inc Pedestrians) 625 Forest Edge Drive,Vernon Hills,IL, 60061,US All Movements ID: 1054038,Location: 42.193827, -87.95536 Leg Willow Pkwy Prairie Rd Prairie Rd Direction Eastbound Northbound Southbound Time L R U App Ped* L T U App Ped* T R U App Ped*Iot 2023-04-117:OOAM 5 3 0 8 1 0 71 0 71 0 41 1 0 42 0 121 7:15AM 2 5 0 7 1 1 118 0 119 0 35 2 0 37 0 163 7:30AM 7 12 0 19 1 3 136 0 139 0 71 1 1 73 0 231 7:45AM 5 11 0 16 0 9 145 0 154 0 74 1 0 75 0 245 Hourly Total 19 31 0 50 3 13 470 0 483 0 221 5 1 227 0 760 8:OOAM 5 12 0 17 1 8 175 0 183 0 76 1 0 77 0 277 8:15AM 5 8 0 13 1 1 147 0 148 0 81 3 0 84 0 245 8:30AM 7 11 0 18 0 1 71 0 72 0 65 1 0 66 0 156 8:45AM 5 6 0 11 0 2 66 0 68 0 46 2 0 48 0 127 Hourly Total 22 37 0 59 2 12 459 0 471 0 268 7 0 275 0 805 4:OOPM 1 6 0 7 3 8 76 0 84 0 81 1 0 82 0 173 4:15PM 1 6 0 7 4 8 82 0 90 0 98 4 0 102 0 199 4:30PM 1 10 0 11 5 2 126 0 128 0 100 3 0 103 0 242 4:45PM 3 1 0 4 7 4 119 0 123 0 110 3 0 113 0 240 Hourly Total 6 23 0 29 19 22 403 0 425 0 389 11 0 400 0 854 5:OOPM 3 5 0 8 2 8 105 0 113 0 112 5 0 117 0 238 5:15PM 2 9 0 11 5 3 100 0 103 0 109 3 0 112 0 226 5:30PM 4 4 0 8 5 5 110 0 115 0 107 5 0 112 0 235 5:45PM 4 7 0 11 5 9 109 0 118 0 84 4 0 88 0 217 Hourly Total 13 25 0 38 17 25 424 0 449 0 412 17 0 429 0 916 Total 60 116 0 176 41 72 1756 0 1828 0 1290 40 1 1331 0 3335 %Approach 34.1% 65.9% 0% - 3.9% 96.1% 0% - 96.9% 3.0% 0.1% - %Total 1.8% 3.5% 0% 5.3% 2.2% 52.7% 0% 54.8% 38.7% 1.2% 0% 39.9% Lights 59 109 0 168 71 1718 0 1789 1264 40 1 1305 3262 %Lights 98.3% 94.0% 0% 95.5% 98.6% 97.8% 0% 97.9% 98.0% 100% 100% 98.0% 97.8% Articulated Trucks 0 0 0 0 0 3 0 3 2 0 0 2 5 %Articulated Trucks 0% 0% 0% 0% 0% 0.2% 0% 0.2% 0.2% 0% 0% 0.2% 0.1% Buses and Single-Unit Trucks 1 7 0 8 1 35 0 36 24 0 0 24 68 %Buses and Single-Unit Trucks 1.7% 6.0% 0% 4.5% 1.4% 2.0% 0% 2.0% 1.9% 0% 0% 1.8% 2.0% Pedestrians 41 0 0 11%Pedestrians 10011% Pedestrians and Bicycles on Crosswalk.L: Left,R: Bight,"n ThrL11, �J: U-"'Liurn Appendix A-Page 4 Prairie Rd at Willow Pkwy-TMC GEWALT HAMILTON Tue Apr 11,2023 AM Peak(7:30 AM-8:30 AM)-Overall Peak Hour ma ASSOCIATES, All Classes(Lights,Articulated Trucks,Buses and Single-Unit Trucks, Provided by: Gewalt Hamilton Associates Inc Pedestrians) 625 Forest Edge Drive,Vernon Hills,IL, 60061,US All Movements ID: 1054038,Location: 42.193827, -87.95536 Leg Willow Pkwy Prairie Rd Prairie Rd Direction Eastbound Northbound Southbound Time L R U App Ped* L T U App Ped* T R U App Ped*Int 2023-04-117:30AM 7 12 0 19 1 3 136 0 139 0 71 1 1 73 0 231 7:45AM 5 11 0 16 0 9 145 0 154 0 74 1 0 75 0 245 8:OOAM 5 12 0 17 1 8 175 0 183 0 76 1 0 77 0 277 8:15AM 5 8 0 13 1 1 147 0 148 0 81 3 0 84 0 245 Total 22 43 0 65 3 21 603 0 624 0 302 6 1 309 0 998 %Approach 33.8% 66.2% 0% - 3.4% 96.6% 0% - 97.7% 1.9% 0.3% - %Total 2.2% 4.3% 0% 6.5% 2.1% 60.4% 0% 62.5% 30.3% 0.6% 0.1% 31.0% PHF 0.786 0.896 - 0.855 0.583 0.861 - 0.8522 0.932 0.500 0.250 0.920 0.901 Lights 21 41 0 62 20 583 0 603 294 6 1 301 966 %Lights 95.5% 95.3% 0% 95.4% 95.2% 96.7% 0% 96.6% 97.4% 100% 100% 97.4% 96.8% Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 %Articulated Trucks 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Buses and Single-Unit Trucks 1 2 0 3 1 20 0 21 8 0 0 8 32 %Buses and Single-Unit Trucks 4.5% 4.7% 0% 4.6% 4.8% 3.3% 0% 3.4% 2.6% 0% 0% 2.6% 3.2% Pedestrians 3 0 0 '%>Pedestrians 10011% Pedestrians and Bicycles on Crosswalk.L: Left,R: Bight,"n "'lhFLII, �J: U-"'Liurn Appendix A-Page 5 Prairie Rd at Willow Pkwy-TMC GEWALT HAMILTON Tue Apr 11,2023 PM Peak(4:30 PM- 5:30 PM) ma ASSOCIATES, All Classes(Lights,Articulated Trucks,Buses and Single-Unit Trucks, Provided by: Gewalt Hamilton Associates Inc Pedestrians) 625 Forest Edge Drive,Vernon Hills,IL, 60061,US All Movements ID: 1054038,Location: 42.193827, -87.95536 Leg Willow Pkwy Prairie Rd Prairie Rd Direction Eastbound Northbound Southbound Time L R U App Ped* L T U App Ped* T R U App Ped* lnt 2023-04-114:30PM 1 10 0 11 5 2 126 0 128 0 100 3 0 103 0 242 4:45PM 3 1 0 4 7 4 119 0 123 0 110 3 0 113 0 240 5:OOPM 3 5 0 8 2 8 105 0 113 0 112 5 0 117 0 238 5:15PM 2 9 0 11 5 3 100 0 103 0 109 3 0 112 0 226 Total 9 25 0 34 19 17 450 0 467 0 431 14 0 445 0 946 %Approach 26.5% 73.5% 0% - 3.6% 96.4% 0% - 96.9% 3.1% 0% - %Total 1.0% 2.6% 0% 3.6% 1.8% 47.6% 0% 49.4% 45.6% 1.5% 0% 47.0% PHF 0.750 0.625 - 0.773 0.531 0.893 - 0.912 0.962 0.700 - 0.951 0.977 Lights 9 23 0 32 17 447 0 464 426 14 0 440 936 %Lights 100% 92.0% 0% 94.1% 100% 99.3% 0% 99.4% 98.8% 100% 0% 98.9% 98.9% Articulated Trucks 0 0 0 0 0 1 0 1 1 0 0 1 2 %Articulated Trucks 0% 0% 0% 0% 0% 0.2% 0% 0.2% 0.2% 0% 0% 0.2% 0.2% Buses and Single-Unit Trucks 0 2 0 2 0 2 0 2 4 0 0 4 8 %Buses and Single-Unit Trucks 0% 8.0% 0% 5.9% 0% 0.4% 0% 0.4% 0.9% 0% 0% 0.9% 0.8% Pedestrians 19 0 0 11%Pedestrians 10011% Pedestrians and Bicycles on Crosswalk.L: Left,R: Bight,"n "'lhrtiI, �J: U-"➢'burn Appendix A-Page 6 IW Appendix B CMAP Traffic Volume Projections 433We B 4Jaan Buren hiicago Metropolitan flicak 6 ;6,cy7 lillioll, Agency for Planning an a p H I noisgro April 6, 2023 Lynn M. Means, P.E., PTOE, RSP1 Senior Transportation Engineer BLA, Inc. 333 Pierce Road Suite 200 Itasca, IL 60143 Subject: IL 22 (Half Day Road) @ Prairie Road IDOT Dear Ms. Means: In response to a request made on your behalf and dated April 4, 2023, we have developed year 2050 average daily traffic (ADT)projections for the subject location. ROAD SEGMENT Current ADT Year 2050 ADT IL 22 Half Day Rd from Buffalo Grove Rd to Prairie Rd 19,100 24,100 IL 22 Half Day Rd from Prairie Rd to Milwaukee Ave 17,800 22,400 Prairie Ave from IL 22 Half Day Rd to Aptakisic Rd 7,450 9,400 Traffic projections are developed using existing ADT data provided in the request letter and the results from the October 2022 CMAP Travel Demand Analysis. The regional travel model uses CMAP 2050 socioeconomic projections and assumes the implementation of the ON TO 2050 Comprehensive Regional Plan for the Northeastern Illinois area. The provision of this data in support of your request does not constitute a CMAP endorsement of the proposed development or any subsequent developments. If you have any questions,please call me at(312) 386-8806. Sincerely, Jose Rodriguez, PTP, AICP Senior Planner, Research & Analysis cc:Rios(IDOT) 2023 TrafficForecasts\BuffaloGroveAla-12-23\la-12-23.docx Appendix B-Page 1 IAIBL,A, Iric. Appendix C SRA Excerpts Strategic Regional Arterial Illinoi's 22 @ g L?a]i I [C], al Illinois Department Transportation Appendix C-Page 1 WJ r / r 4 / I l /rii/! %✓i j I or r n i I Uw r / i t � r u�I a, s, r w war w Wyk— F 0 con 44 U 110 �! 1 �lf CL d i r i ,i; f 8 W fr i t ioirr y j r N lx_Ohirri of 0 20 Z A w J W, pp dl I I,w LLL Appendix C-Page 2 IW Appendix D Site Plan —I N— --2 NMON G'NOSHV'3d -- ...... Lu 6VOU 31UIVUd 'N Szozz NVId SOM19W099 O OVON AVa zllVH tt 0 CL l� - \ \ OQ ou I RT A zol Tj E� lw wl 1.0 M el VAU WILLOW PARKWAY -------------- mull Appendix D-Page 1 IW Appendix E ITE Trip Generation Excerpts Land Use: 220 Multifamily Housing (Low-Rise) Description Low-rise multifamily housing includes apartments,townhouses, and condominiums located within the same building with at least three other dwelling units and that have two or three floors (levels). Various configurations fit this description, including walkup apartment, mansion apartment, and stacked townhouse. • A walkup apartment typically is two or three floors in height with dwelling units that are accessed by a single or multiple entrances with stairways and hallways. • A mansion apartment is a single structure that contains several apartments within what appears to be a single-family dwelling unit. • A fourplex is a single two-story structure with two matching dwelling units on the ground and second floors.Access to the individual units is typically internal to the structure and provided through a central entry and stairway. • A stacked townhouse is designed to match the external appearance of a townhouse. But,unlike a townhouse dwelling unit that only shares walls with an adjoining unit,the stacked townhouse units share both floors and walls.Access to the individual units is typically internal to the structure and provided through a central entry and stairway. Multifamily housing (mid-rise) (Land Use 221), multifamily housing (high-rise) (Land Use 222), affordable housing (Land Use 223), and off-campus student apartment (low-rise) (Land Use 225) are related land uses. Land Use Subcategory Data are presented for two subcategories for this land use: (1) not close to rail transit and (2) close to rail transit. A site is considered close to rail transit if the walking distance between the residential site entrance and the closest rail transit station entrance is % mile or less. Additional Data For the three sites for which both the number of residents and the number of occupied dwelling units were available,there were an average of 2.72 residents per occupied dwelling unit. For the two sites for which the numbers of both total dwelling units and occupied dwelling units were available, an average of 96.2 percent of the total dwelling units were occupied. The technical appendices provide supporting information on time-of-day distributions for this land use. The appendices can be accessed through either the ITETripGen web app or the trip 252 Trip Generation Manual 11th Edition•Volume 3 its Appendix E-Page 1 generation resource page on the ITE website (https://www.ite.org/technical-resources/topics/trip- ........................................................................................ and-parking-generation/). ......................................... For the three sites for which data were provided for both occupied dwelling units and residents, there was an average of 2.72 residents per occupied dwelling unit. It is expected that the number of bedrooms and number of residents are likely correlated to the trips generated by a residential site. To assist in future analysis, trip generation studies of all multifamily housing should attempt to obtain information on occupancy rate and on the mix of residential unit sizes(i.e., number of units by number of bedrooms at the site complex). The sites were surveyed in the 1980s,the 1990s,the 2000s,the 2010s, and the 2020s in British Columbia (CAN), California, Delaware, Florida, Georgia, Illinois, Indiana, Maine, Maryland, Massachusetts, Minnesota, New Jersey, Ontario (CAN), Oregon, Pennsylvania, South Carolina, South Dakota,Tennessee,Texas, Utah, and Washington. Source Numbers 188, 204, 237, 300, 305, 306, 320, 321, 357, 390, 412, 525, 530, 579, 583, 638, 864, 866, 896, 901, 903, 904, 936, 939, 944, 946, 947, 948, 963, 964, 966, 967, 1012, 1013, 1014, 1036, 1047, 1056, 1071, 1076 its General Urban/Suburban and Rural (Land Uses 000-399) 253 Appendix E-Page 2 Multifamily Housing (Low-Rise) Not Close to Rail Transit (220) Vehicle Trip Ends vs: Dwelling Units On a: Weekday Setting/Location: General Urban/Suburban Number of Studies: 22 Avg. Num. of Dwelling Units: 229 Directional Distribution: 50% entering, 50% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 6.74 2.46- 12.50 1.79 Data Plot and Equation 4000 X X,'• 3000 X X c X w � X F` 2000 --- --------- --------- ----- --------- X X --------- ---- -- --------- --------- ---- --------- -------- X X X X X , X 1000 X . X, X X' 0 0 100 200 300 400 500 X=Number of Dwelling Units X Study Site Fitted Curve - - - - - Average Rate Fitted Curve Equation:T=6.41(X)+75.31 RI=0.86 254 Trip Generation Manual 11th Edition•Volume 3 its Appendix E-Page 3 Multifamily Housing (Low-Rise) Not Close to Rail Transit (220) Vehicle Trip Ends vs: Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Setting/Location: General Urban/Suburban Number of Studies: 49 Avg. Num. of Dwelling Units: 249 Directional Distribution: 24%entering, 76%exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.40 0.13-0.73 0.12 Data Plot and Equation 300 / / / / X / / X / / / / / / X 200 / / X a XX / w` X / w X / X / II X/ F yyX/ X X X 100 X X X 'XX / / / X xX-x X 0 0 1000 2000 X=Number of Dwelling Units X Study Site Fitted Curve - - - - - Average Rate Fitted Curve Equation:T=0.31(X)+22.85 R'=0.79 General Urban/Suburban and Rural (Land Uses 000-399) 255 Appendix E-Page 4 Multifamily Housing (Low-Rise) Not Close to Rail Transit (220) Vehicle Trip Ends vs: Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Setting/Location: General Urban/Suburban Number of Studies: 59 Avg. Num. of Dwelling Units: 241 Directional Distribution: 63%entering, 37%exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.51 0.08- 1.04 0.15 Data Plot and Equation 500 i i i i i � X 400 i i i X w 300 c W X X w � n X X F � II � X 200 X X X X 100 X X X X X 0 0 1000 2000 X=Number of Dwelling Units X Study Site Fitted Curve - - - - - Average Rate Fitted Curve Equation:T=0.43(X)+20.55 R'=0.84 256 Trip Generation Manual 11th Edition•Volume 3 its Appendix E-Page 5 IW Appendix F US Census Data rA fin �, tN iuVAF IwmMF�m p � A@Wp1�Vwrvl uJP,dM1�o f^PrN DI 00, i,imrroam E Rn �w,mrm�°ina i i r 1 r r� 1/ h O. 1. a A� IJ �V xJW i .,, Appendix F-Page 1 rn rd CB tCS Qi QY O E 0 O t • 22N "A r 0 E 27 W m > "t ID m 10 0) 0 0 0 0 0 f (0 0 0 0 0 Q 1' N 0 L� cr- 0 co 2 of 0 o- RI ID ol GU N 0 Ol cr- to U 5 LL G, o 0 W 1 0 0 in �j W 0 E 11 E W .0 0 < 1 C) uj 7 2 0 > 0 z > Appendix F-Page 2 IV 2 IV It It 1�o E IV I- IV I�5 m IV TO ILI IV OD w E E IV E S C7, 0 T3 C.) �7 E E IV F IV ol .1 0 IV E O Ilu Cl V 6 E In E ILI E IV E 0 E CII In w E IV E < a, 0 E lu 12, E IV ID IV E 415 0 au IV I' IV- 1.71 A, _ E I- Qi IV tt 0 11 E m ID I" IV IV u - 1) IV 5 Ti zI E LU QI V 10) 2 IV 0 E ,2 um 0 0 s -1V z 0 71 VT 0- 0 71 0 .0 0, w 111I IV ly I — _0 a E E E 1;.- 0 a E IV I, IV 13) 11, E E 12 QI >, < CL IV n f.2 .c "J ID r 41 i 0 01< In if L. E .0 IV 2 > iE 1 1 2 E 11 ID - I z F, CS .0 .0 E 'all .0 0 -E IV 71 LL 0 IS, III a) 0 0 0 21 f." f� u u V-- IV IV Io E 0 F. E 12 E a, FS E, 0 t 8 'o A W 15 IV 0 0 0 01 vi V) W TI —41 2 ., m _ — 1. j — 0 .0 0 N E IV w E 1, 15 E E M on En IS E 4 Z) - - I,I It 0 7a E IV w w uj 0 E 0 2 FM , �D I� > > E 1 (D w IV a, ZI a, a, 10 ID W L-U Vc In � < Appendix F-Page 3 IW Appendix G Auxiliary Lane Warrant Analysis IAIBL,A, l . Prairie Road (Northbound) at Site Access Table 5.3 Right-Tiurn iLane Guidlewillines for Two-Lane Hlighways Approach Minirmfumi Right-turn Voliumiew,Warrantlng Exclusive Lane Ivph) Lane Voliumie, By Povied Speed Urnit (vplhi) 35 miph 40 imph 45 miph 50,Imphl 55 Imphl 200 75 35 2'.0 300 120 40 25 1.5 400 200 SO 30 2'.0 1.0 500 so 25 20 1.5 1.0 600 25, is is, 1.0 1.0 800 is 10 10 1.0 1.0 1200 10 10 10 1.0 1.0 2030 Total Trqfac AM Peak 40 760 4 No PM Peak 579 10 No IW Appendix H Capacity Analysis Worksheets Lanes, Volumes, Timings Existing Conditions 3: Prairie Rd & Half Day Rd Weekday AM --1. .4--- t i Lane Configurations 0 t t Traffic Volume(vph) 19 1151 35 210 623 45 17 109 500 79 66 10 Future Volume(vph) 19 1151 35 210 623 45 17 109 500 79 66 10 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900i 1900 1900 Storage Length(ft) 170 0 350 0 160 405 105 0 Storage Lanes 1 0 1 0 1 1 1' 0 Taper Length(ft) 150 180 125 225 Satd. Flow(prot) 1641 3524 0 1770 3441 0 1456 1863 1583 1787 1693 0 Flt Permitted 0.950 0.950 0.705 0.624 Satd. Flow(perm) 1641 3524 0 1770 3441 0 1079 1863 1583 1174 1693 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow(RTOR) 3 7 196 6 Link Speed(mph) 35 35 40 30 Link Distance(ft) 734 923 756 618 Travel Time(s) 14.3 18.0 12.9_, 14.0 Confl. Peds. (#/hr) 1 1 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 0.95 Heavy Vehicles(% 10% 2% 3% 2% 4% 2% 24% 2% 2% 1%' 8% 20% Shared Lane Traffic(%) Lane Group Flow(vph) 20 1249 0 221 703 0 18 115 526 83 80 0 Turn Type Prot NA Prot NA pm+pt NA pm+ov pm+pt NA Protected Phases 5 2 1 6 3 8 1 7 4 Permitted Phases 8 8 4 Detector Phase 5 2 1 6 3 8 1 7; 4 Switch Phase Minimum Initial(s) 3.0 15.0 3.0 15.0 3.0 8.0 3.0 3.0i 8.0 Minimum Split(s) 7.5 38.0 7.5 36.0 6.5 14.0 7.5 6.5 47.0 Total Split(s) 18.0 50.0 18.0 50.0 18.0 34.0 18.0 18.0i 34.0 Total Split(%) 15.0% 41.7% 15.0% 41.7% 15.0% 28.3% 15.0% 15.0% 28.3% Yellow Time(s) 3.5 4.0 3.5 4.0 3.5 4.0 3.5; 3.5 4.0 All-Red Time(s) 1.0 2.0 1.0 2.0 0.0 2.0 1.0 0.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0i 0.0 Total Lost Time(s) 4.5 6.0 4.5 6.0 3.5 6.0 4.5 3.5 6.0 Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max None Max None None Max Act Effct Green(s) 7.0 44.0 13.5 56.8 43.3 35.5 55.0 48.4 41.6 Actuated g/C Ratio 0.06 0.37 0.11 0.47 0.36 0.30 0.46 0.40i 0.35 v/c Ratio 0.21 0.97 1.11 0.43 0.04 0.21 0.63 0.16 0.14 Control Delay 58.2 55.5 145.3 22.7 22.2 34.8 19.8 23.3 27.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58.2 55.5 145.3 22.7 22.2 34.8 19.8 23.3 27.6 C Approach Delay 55.5 52.1 22.5 25A Approach LOS E D C C Queue Length 50th(ft) 15 494 -196 166 8 68 197 40i 37 Queue Length 95th(ft) 41 #647 #355 267 24 123 340 74 84 Internal Link Dist(ft) 654 843 676 538 Turn Bay Length(ft) 170 350 160 405 105 23 EX.syn Synchro 11 Report BLA-LMM Appendix H-Page 1 Lanes, Volumes, Timings Existing Conditions 3: Prairie Rd & Half Day Rd Weekday AM --1. .4--- t i Base Capacity(vph) 184 1294 199 1633 479 550 831 548 591 Starvation Cap Reductn 0 0 0 0 0 0 0 0, 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0i 0 Storage Cap Reductn 0 0 0 0 0 0_, 0 0 0 Reduced v/c Ratio 0.111 0.97 1.11 0.43 0.04 0.21 0.63 0.15 0.14 Area Type: Other Cycle Length: 120 Actuated Cycle Length: 120 Offset:53(44%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 120 Control Type:Actuated-Coordinated Maximum u/c Ratio: 1.11 Intersection Signal Delay:45.6 Intersection LOS: D Intersection Capacity Utilization 92.5% ICU Level of Service F Analysis 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. Splits and Phases: 3: Prairie Rd&Half Day Rd II WIN 23 EX.syn Synchro 11 Report BLA-LMM Appendix H-Page 2 HCM 6th TWSC Existing Conditions 6: Prairie Rd & Willow Pkwy/22745 Prairie Weekday AM Int Delay,s/veh 1.3 r Lane Configurationsi Traffic Vol,veh/h 22 0 43 0 0 1 21 603 0 0 305 6 Future Vol,veh/h 22 0 43 0 0 1 21 603 0 0 305 6 Conflicting Peds,#/hr 0 0 0 0 0 0 3 0 0 0 0 3 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None - None None None Storage Length 155 115 Veh in Median Storage,# 0 0 - - 0 - - 0 - Grade, %, 0 0 0 0 Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 4 2 5 0 0 0 5 3 0 0 3 0 Mvmt Flow 24 0 48 0 0 1 23 670 0 0 339 7 Conflicting Flow All 1059 1058 342 1083 1065 670 349 0 0 670 0 0 Stage 1 342 342 - 716 716 - - - - - - Stage 2 717 716 - 367 349 - - - Critical Hdwy 7.14 6.52 6.25' 7.1 6.5 6.2 4.15 4.1 Critical Hdwy Stg 1 6.14 5.52 - 6.1 5.5 - - - Critical Hdwy Stg 2 6.14 5.52 - 6.1 5.5 - - - - Follow-up Hdwy 3.536 4.018 3.345 3.5 4 3.3 2.245 2.2 Pot Cap-1 Maneuver 200 225 694 197 224 460 1193 - 930 Stage 1 669 638 - 424 437 - - - Stage 2 418 434 - 657 637 - - - - Platoon blocked, % Mov Cap-1 Maneuver 196 220 692 181 219 460 1190 - 930 Mov Cap-2 Maneuver 196 220 181 219 Stage 654 636 416 429 - - - Stage 2 409 426 612 635 - E HCM Control Delay,s 17 12.8 0.3 0 HCM LOS C B Capacity(veh/h) 1190 373 460 930 - HCM Lane V/C Ratio 0.02 0.194 0.002 HCM Control Delay(s) 8.1 17 12.8 0 - HCM Lane LOS A C B A HCM 95th%tile Q(veh) 0.1 0.7 0 0 - 23 EX.syn Synchro 11 Report BLA-LMM Appendix H-Page 3 Lanes, Volumes, Timings Existing Conditions 3: Prairie Rd & Half Day Rd (Weekday PM --1. .4--- t i Lane Configurations 0 t t Traffic Volume(vph) 8 692 52 296 1299 45 82 121 261 35 98 13 Future Volume(vph) 8 692 52 296 1299 45 82 121 261 35 98 13 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900i 1900 1900 Storage Length(ft) 170 0 350 0 160 405 105 0 Storage Lanes 1 0 1 0 1 1 1' 0 Taper Length(ft) 150 180 125 225 Satd. Flow(prot) 1805 3490 0 1787 3558 0 1805 1881 1599 1805 1861 0 Flt Permitted 0.950 0.950 0.597 0.676 Satd. Flow(perm) 1805 3490 0 1786 3558 0 1125 1881 1577 1283 1861 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow(RTOR) 7 4 275 5 Link Speed(mph) 35 35 30 30 Link Distance(ft) 734 923 756 618 Travel Time(s) 14.3 18.0 17.2_, 14.0 Confl. Peds. (#/hr) 1 1 10 2 2 10 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 0.95 Heavy Vehicles(% 0% 2% 4% 1% 1% 0% 0% 1% 1% 0% 0% 0% Shared Lane Traffic(%) Lane Group Flow(vph) 8 783 0 312 1414 0 86 127 275 37 117 0 Turn Type Prot NA Prot NA pm+pt NA pm+ov pm+pt NA Protected Phases 5 2 1 6 3 8 1 7 4 Permitted Phases 8 8 4 Detector Phase 5 2 1 6 3 8 1 7; 4 Switch Phase Minimum Initial(s) 3.0 15.0 3.0 15.0 3.0 8.0 3.0 3.0i 8.0 Minimum Split(s) 7.5 38.0 7.5 36.0 6.5 14.0 7.5 6.5 47.0 Total Split(s) 14.0 54.0 24,0 64.0 14.0 26.0 24.0 21.0 33.0 Total Split(%) 11.2% 43.2% 19.2% 51.2% 11.2% 20.8% 19.2% 16.8% 26.4% Yellow Time(s) 3.5 4.0 3.5 4.0 3.5 4.0 3.5; 3.5 4.0 All-Red Time(s) 1.0 2.0 1.0 2.0 0.0 2.0 1.0 0.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0i 0.0 Total Lost Time(s) 4.5 6.0 4.5 6.0 3.5 6.0 4.5 3.5 6.0 Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max None Max None None Max Act Effct Green(s) 6.2 48.0 19.5 69.6 42.6 34.0 55.0 38.2 28.4 Actuated g/C Ratio 0.05 0.38 0.16 0.56 0.34 0.27 0.44 0.31 0.23 v/c Ratio 0.09 0.58 1.12 0.71 0.20 0.25 0.32 0.09 0.27 Control Delay 58.5 32A 138.7 23.6 29.3 39.1 3.6 28.0i 40.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58.5 32A 138.7 23.6 29.3 39.1 3.6 28.0i 40.6 D Approach Delay 32.7 44A 17.3 37.6 Approach LOS C D B D Queue Length 50th(ft) 6 259 -290 402 47 84 0 20i 75 Queue Length 95th(ft) 24 325 #473 603 86 143 50 45 132 Internal Link Dist(ft) 654 843 676 538 Turn Bay Length(ft) 170 350 160 405 105 23 EX.syn Synchro 11 Report BLA-LMM Appendix H-Page 4 Lanes, Volumes, Timings Existing Conditions 3: Prairie Rd & Half Day Rd (Weekday PM --1. .4--- t i Base Capacity(vph) 137 1344 278 1984 442 511 851 519 427 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Oi 0 Storage Cap Reductn 0 0 0 0 0 0_, 0 0 0 Reduced v/c Ratio 0.06 0.58 1.12 0.71 0.19 0.25 0.32 0.07 0.27 Area Type: Other Cycle Length: 125 Actuated Cycle Length: 125 Offset:9(7%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 110 Control Type:Actuated-Coordinated Maximum u/c Ratio: 1.12 Intersection Signal Delay:36.9 Intersection LOS: D Intersection Capacity Utilization 91.0% ICU Level of Service E Analysis 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. Splits and Phases: 3: Prairie Rd&Half Day Rd 05 06 7 t08 23 EX.syn Synchro 11 Report BLA-LMM Appendix H-Page 5 HCM 6th TWSC Existing Conditions 6: Prairie Rd & Willow Pkwy/22745 Prairie Weekday PM Int Delay,s/veh 0.7 r Lane Configurationsi Traffic Vol,,veh/h 9 0 25 0 0 0 17 455 0 1 431 14 Future Vol,veh/h 9 0 25 0 0 0 17 455 0 1 431 14 Conflicting Peds,#/hr 0 0 0 0 0 0 19 0 0 0 0 19 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None - None None None Storage Length 155 115 Veh in Median Storage,# 0 0 - - 0 - - 0 - Grade, %, 0 0 0 0 Peak Hour Factor 95 95 95' 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 0 2 8 0 0 0 0 1 0 0 1 0 Mvmt Flow 9 0 26 0 0 0 18 479 0 1 454 15 Conflicting Flow All 990 990 473 992 1005 479 488 0 0 479 0 0 Stage 1 475 475 - 515 515 - - - - - - Stage 2 515 515 - 477 490 - - - Critical Hdwy 7.1 6.52 6.28 7.1 6.5 6.2 4.1 4.1 Critical Hdwy Stg 1 6.1 5.52 - 6.1 5.5 - - - Critical Hdwy Stg 2 6.1 5.52 - 6.1 5.5 - - - - Follow-up Hdwy 3.5 4.018 3.372 3.5 4 3.3 2.2 2.2 Pot Cap-1"Maneuver 227 246 579 227 243 591 1086 1094 Stage 1 574 557 - 546 538 - - - Stage 2 546 535 573 552 - - - - Platoon blocked, Mev Cap-1 Maneuver 220 237 569 214 234 591 1066 - 1094 Mov Cap-2 Maneuver 220 237 - 214 234 - - - Stage 1 554 546 537 529 - - - Stage 2 537 526 546 542 - E HCM Control Delay,s 14.9 0 0.3 0 HCM LOS B A Capacity(veh/h) 1066 401 - 1094 - HCM Lane V/C Ratio 0.017 0.089 - 0.001 HCM Control Delay(s) 8.4 14.9 0 8.3 0 HCM Lane LOS A B A A A - HCM 95th%tile Q(veh) 0.1 0.3 - 0 23 EX.syn Synchro 11 Report BLA-LMM Appendix H-Page 6 Lanes, Volumes, Timings 20230 NoBuild 3: Prairie Rd & Half Day Rd Weekday AM --1. .4--- t i Lane Configurations 0 t t Traffic Volume(vph) 20 1234 42 254 668 48 21 132 605; 85 80 11 Future Volume(vph) 20 1234 42 254 668 48 21 132 605 85 80 11 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900i 1900 1900 Storage Length(ft) 170 0 350 0 160 405 105 0 Storage Lanes 1 0 1 0 1 1 1' 0 Taper Length(ft) 150 180 125 225 Satd. Flow(prot) 1641 3520 0 1770 3441 0 1456 1863 1583 1787 1699 0 Flt Permitted 0.950 0.950 0.695 0.587 Satd. Flow(perm) 1641 3520 0 1770 3441 0 1064 1863 1583 1104 1699 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow(RTOR) 3 7 186 6 Link Speed(mph) 35 35 40 30 Link Distance(ft) 734 923 756 618 Travel Time(s) 14.3 18.0 12.9_, 14.0 Confl. Peds. (#/hr) 1 1 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 0.95 Heavy Vehicles(% 10% 2% 3% 2% 4% 2% 24% 2% 2% 1% 8% 20% Shared Lane Traffic(%) Lane Group Flow(vph) 21 1343 0 267 754 0 22 139 637 89'' 96 0 Turn Type Prot NA Prot NA pm+pt NA pm+ov pm+pt NA Protected Phases 5 2 1 6 3 8 1 7 4 Permitted Phases 8 8 4 Detector Phase 5 2 1 6 3 8 1 7; 4 Switch Phase Minimum Initial(s) 3.0 15.0 3.0 15.0 3.0 8.0 3.0 3.0i 8.0 Minimum Split(s) 7.5 38.0 7.5 36.0 6.5 14.0 7.5 6.5 47.0 Total Split(s) 18.0 50.0 18.0 50.0 18.0 34.0 18.0 18.0i 34.0 Total Split(%) 15.0% 41.7% 15.0% 41.7% 15.0% 28.3% 15.0% 15.0% 28.3% Yellow Time(s) 3.5 4.0 3.5 4.0 3.5 4.0 3.5; 3.5 4.0 All-Red Time(s) 1.0 2.0 1.0 2.0 0.0 2.0 1.0 0.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0i 0.0 Total Lost Time(s) 4.5 6.0 4.5 6.0 3.5 6.0 4.5 3.5 6.0 Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max None Max None None Max Act Effct Green(s) 7.1 44.0 13.5 56.8 42.4 33.3 52.8 48.3 39.5 Actuated g/C Ratio 0.06 0.37 0.11 0.47 0.35 0.28 0.44 0.40i 0.33 v/c Ratio 0.22 1.04 1.34 0.46 0.06 0.27 0.80 0.18 0.17 Control Delay 58A 73.3 2245 23.3 22A 36.3 29.3 23.5 29.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58A 73.3 2245 23.3 22A 36.3 29.3 23.5 29.6 C ApproachDelay 73.1 75.9 30.3 26.7 Approach LOS E E C C Queue Length 50th(ft) 16 -591 -270 181 10 84 308 43 52 Queue Length 95th(ft) 42 #731 #441 290 28 146 #524 78 98 Internal Link Dist(ft) 654 843 676 538 Turn Bay Length(ft) 170 350 160 405 105 30 NB.syn Synchro 11 Report BLA-LMM Appendix H-Page 7 Lanes, Volumes, Timings 20230 NoBuild 3: Prairie Rd & Half Day Rd Weekday AM --1. .4--- t i Base Capacity(vph) 184 1292 199 1632 475 516 800 528 563 Starvation Cap Reductn 0 0 0 0 0 0 0 0, 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0i 0 Storage Cap Reductn 0 0 0 0 0 0_, 0 0 0 Reduced v/c Ratio 0.111 1.04 1.34 0.46 0.05 0.27 0 80 0.17 0,17 Area Type: Other Cycle Length: 120 Actuated Cycle Length: 120 Offset:53(44%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 130 Control Type:Actuated-Coordinated Maximum u/c Ratio: 1.34 Intersection Signal Delay:61.3 Intersection LOS: E Intersection Capacity Utilization 104.1% ICU Level of Service G Analysis 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. Splits and Phases: 3: Prairie Rd&Half Day Rd II S L 03 • 04 WIN 30 NB.syn Synchro 11 Report BLA-LMM Appendix H-Page 8 HCM 6th TWSC 20230 NoBuild 6: Prairie Rd & Willow Pkwy/22745 Prairie Weekday AM Int Delay,s/veh 1.5 r Lane Configurationsi Traffic Vol,veh/h 24 0 46 0 0 1 23 733 0 0 370 6 Future Vol,veh/h 24 0 46 0 0 1 23 733 0 0 370 6 Conflicting Peds,#/hr 0 0 0 0 0 0 3 0 0 0 0 3 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None - None None None Storage Length 155 115 Veh in Median Storage,# 0 0 - - 0 - - 0 - Grade, %, 0 0 0 0 Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 4 2 5 0 0 0 5 3 0 0 3 0 Mvmt Flow 27 0 51 0 0 1 26 814 0 0 411 7 Conflicting Flow All 1281 1280 414 1306 1287 814 421 0 0 814 0 0 Stage 1 414 414 - 866 866 - - - - - - Stage 2 867 866 - 440 421 - - - Critical Hdwy 7.14 6.52 6.25 7.1 6.5 6.2 4.15 4.1 Critical Hdwy Stg 1 6.14 5.52 - 6.1 5.5 - - - Critical Hdwy Stg 2 6.14 5.52 - 6.1 5.5 - - - - Follow-up Hdwy 3.536 4.018 3.345 3.5 4 3.3 2.245 2.2 Pot Cap-1 Maneuver 141 166 632 138 166 381 1122 - 822 Stage 612 593 - 351 373 - - - Stage 2 345 370 - 600 592 - - - - Platoon blocked, % Mev Cap-1 Maneuver 138 162 630 125 162 381 1119 822 Mov Cap-2 Maneuver 138 162 - 125 162 - - - Stage 1 596 591 343 364 - - - Stage 2 336 361 551__ 590___ E HCM Control Delay,s 22.5 14.5 0.3 0 HCM LOS C B Capacity(veh/h) 1119 283 381 822 - HCM Lane V/C Ratio 0.023 0.275 0.003 HCM Control Delay(s) 8.3 22.5 14.5 0 HCM Lane LOS A C B A HCM 95th%tile Q(veh) 0.1 1.1 0 0 - 30 NB.syn Synchro 11 Report BLA-LMM Appendix H-Page 9 Lanes, Volumes, Timings 2030 NoBuild 3: Prairie Rd & Half Day Rd (Weekday PM --1. .4--- t i Lane Configurations 0 t t Traffic Volume(vph) 9 742 63 358 1393 48 99 146 316 38 119 14 Future Volume(vph) 9 742 63 358 1393 48 99 146 316 38 119 14 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900i 1900 1900 Storage Length(ft) 170 0 350 0 160 405 105 0 Storage Lanes 1 0 1 0 1 1 1' 0 Taper Length(ft) 150 180 125 225 Satd, Flow(prot) 1805 3485 0 1787 3558 0 1805 1881 1599 1805 1865 0 Flt Permitted 0.950 0.950 0.556 0.659 Satd. Flow(perm) 1805 3485 0 1786 3558 0 1048 1881 1577 1250 1865 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow(RTOR) 8 4 262 4 Link Speed(mph) 35 35 30 30 Link Distance(ft) 734 923 756 618 Travel Time(s) 14.3 18.0 17.2_, 14.0 Confl. Peds. (#/hr) 1 1 10 2 2 10 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 0.95 Heavy Vehicles(% 0% 2% 4% 1% 1% 0% 0% 1% 1% 0% 0% 0% Shared Lane Traffic(%) Lane Group Flow(vph) 9 847 0 377 1517 0 104 154 333 40i 140 0 Turn Type Prot NA Prot NA pm+pt NA pm+ov pm+pt NA Protected Phases 5 2 1 6 3 8 1 7 4 Permitted Phases 8 8 4 Detector Phase 5 2 1 6 3 8 1 7; 4 Switch Phase Minimum Initial(s) 3.0 15.0 3.0 15.0 3.0 8.0 3.0 3.0i 8.0 Minimum Split(s) 7.5 38.0 7.5 36.0 6.5 14.0 7.5 6.5 47.0 Total Split(s) 14.0 54.0 24,0 64.0 14.0 26.0 24.0 21.0 33.0 Total Split(%) 11.2% 43.2% 19.2% 51.2% 11.2% 20.8% 19.2% 16.8% 26.4% Yellow Time(s) 3.5 4.0 3.5 4.0 3.5 4.0 3.5; 3.5 4.0 All-Red Time(s) 1.0 2.0 1.0 2.0 0.0 2.0 1.0 0.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0i 0.0 Total Lost Time(s) 4.5 6.0 4.5 6.0 3.5 6.0 4.5 3.5 6.0 Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max None Max None None Max Act Effct Green(s) 6.2 48.0 19.5 69.6 42.5 31.9 52.9 37.9 28.0 Actuated g/C Ratio 0.05 0.38 0.16 0.56 0.34 0.26 0.42 0.30i 0.22 v/c Ratio 0.10 0.63 1.36 0.77 0.25 0.32 0.41 0.10 0.33 Control Delay 58.6 33.6 222.2 25A 30.0 41 A 7.0 28.1 42.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58.6 33.6 222.2 25A 30.0 41 A 7.0 28A 42.5 LOS E C F C C D A C D ApproachDelay 33.8 64.6 20.0 39.3 Approach LOS C E C D Queue Length 50th(ft) 7 287 -400 453 58 103 33 21i 94 Queue Length 95th(ft) 25 357 #595 680 102 172 100 47 156 Internal Link Dist(ft) 654 843 676 538 Turn Bay Length(ft) 170 350 160 405 105 30 NB.syn Synchro 11 Report BLA-LMM Appendix H-Page 10 Lanes, Volumes, Timings 2030 NoBuild 3: Prairie Rd & Half Day Rd (Weekday PM --1. .4--- t i Base Capacity(vph) 137 1343 278 1983 421 480 822 512 421 Starvation Cap Reductn 0 0 0 0 0 0 0 0, 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0i 0 Storage Cap Reductn 0 0 0 0 0 0_, 0 0 0 Reduced v/c Ratio 0.07 0.63 1.36 0.77 0.25 0.32 0A1 0.08 0.33 Area Type: Other Cycle Length: 125 Actuated Cycle Length: 125 Offset:9(7%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 120 Control Type:Actuated-Coordinated Maximum u/c Ratio: 1.36 Intersection Signal Delay:48.3 Intersection LOS: D Intersection Capacity Utilization 103.2% ICU Level of Service G Analysis 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. Splits and Phases: 3: Prairie Rd&Half Day Rd I L 2 03 7 04 05 06 7 t08 30 NB.syn Synchro 11 Report BLA-LMM Appendix H-Page 11 HCM 6th TWSC 2030 NoBuild 6: Prairie Rd & Willow Pkwy/22745 Prairie Weekday PM Int Delay,s/veh 0.7 r Lane Configurations i 4 Traffic Vol,veh/h 10 0 27 0 0 0 18 551 0 1 524 15 Future Vol,veh/h 10 0 27 0 0 0 18 551 0 1 524 15 Conflicting Peds,#/hr 0 0 0 0 0 0 19 0 0 0 0 19 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None - None None None Storage Length 155 115 Veh in Median Storage,# 0 0 - - 0 - - 0 - Grade, %, 0 0 0 0 Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 0 2 8 0 0 0 0 1 0 0 1 0 Mvmt Flow 11 0 28 0 0 0 19 580 0 1 552 16 Conflicting Flow All 1191 1191 571 1194 1207 580 587 0 0 580 0 0 Stage 573 573 618 618 - - - - - - Stage 2 618 618 576_, 589___ Critical Hdwy 7.1 6.52 6.28 7.1 6.5 6.2 4.1 4.1 Critical Hdwy Stg 1 6.1 5.52 - 6.1 5.5 - - - Critical Hdwy Stg 2 6.1 5.52 - 6.1 5.5 - - - - Follow-up Hdwy 3.5 4.018 3.372 3.5 4 3.3 2.2 2.2 Pot Cap-1 Maneuver 166 187 509 165 185 518 998 1004 Stage 1 508 504 - 480 484 - - - Stage 2 480 481 506 499 - - - - Platoon blocked, Mev Cap-1 Maneuver 161 180 500! 153 178 518 980 - 1004 Mov Cap-2 Maneuver 161 180 - 153 178 - - - Stage 1 489 494 471 475 - - - Stage 2 471 472 477 490 - E HCM Control Delay,s 17.8 0 0.3 0 HCM LOS C A Capacity(veh/h) 980 319 - 1004 - HCM Lane V/C Ratio 0.019 0.122 - 0.001 HCM Control Delay(s) 8.7 17.8 0 8.6 0 HCM Lane LOS A C A A A - HCM 95th%tile Q(veh) 0.1 0A - 0 30 NB.syn Synchro 11 Report BLA-LMM Appendix H-Page 12 Lanes, Volumes, Timings 2030 Total 3: Prairie Rd & Half Day Rd Weekday AM --1. .4--- t i Lane Configurations 0 t t Traffic Volume(vph) 20 1234 43 258 668 48 25 133 616 85 80 11 Future Volume(vph) 20 1234 43 258 668 48 25 133 616 85 80 11 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900i 1900 1900 Storage Length(ft) 170 0 350 0 160 405 105 0 Storage Lanes 1 0 1 0 1 1 1' 0 Taper Length(ft) 150 180 125 225 Satd. Flow(prot) 1641 3520 0 1770 3441 0 1456 1863 1583 1787 1699 0 Flt Permitted 0.950 0.950 0.695 0.586 Satd. Flow(perm) 1641 3520 0 1770 3441 0 1064 1863 1583 1102 1699 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow(RTOR) 3 7 186 6 Link Speed(mph) 35 35 40 30 Link Distance(ft) 734 923 756 618 Travel Time(s) 14.3 18.0 12.9_, 14.0 Confl. Peds. (#/hr) 1 1 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 0.95 Heavy Vehicles(% 10% 2% 3% 2% 4% 2% 24% 2% 2% 1% 8% 20% Shared Lane Traffic(%) Lane Group Flow(vph) 21 1344 0 272 754 0 26 140 648 89'' 96 0 Turn Type Prot NA Prot NA pm+pt NA pm+ov pm+pt NA Protected Phases 5 2 1 6 3 8 1 7 4 Permitted Phases 8 8 4 Detector Phase 5 2 1 6 3 8 1 7; 4 Switch Phase Minimum Initial(s) 3.0 15.0 3.0 15.0 3.0 8.0 3.0 3.0i 8.0 Minimum Split(s) 7.5 38.0 7.5 36.0 6.5 14.0 7.5 6.5 47.0 Total Split(s) 18.0 50.0 18.0 50.0 18.0 34.0 18.0 18.0i 34.0 Total Split(%) 15.0% 41.7% 15.0% 41.7% 15.0% 28.3% 15.0% 15.0% 28.3% Yellow Time(s) 3.5 4.0 3.5 4.0 3.5 4.0 3.5; 3.5 4.0 All-Red Time(s) 1.0 2.0 1.0 2.0 0.0 2.0 1.0 0.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0i 0.0 Total Lost Time(s) 4.5 6.0 4.5 6.0 3.5 6.0 4.5 3.5 6.0 Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max None Max None None Max Act Effct Green(s) 7.1 44.0 13.5 56.8 42.6 33.3 52.8 48.2 39.3 Actuated g/C Ratio 0.06 0.37 0.11 0.47 0.36 0.28 0.44 0.40i 0.33 v/c Ratio 0.22 1.04 1.37 0.46 0.07 0.27 0.81 0.18 0.17 Control Delay 58A 73.5 234.1 23.3 22.5 36A 30.3 23.5 29.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58A 73.5 234.1 23.3 22.5 36A 30.3 23.5 29.8 C Approach Delay 73.3 79.2 31.1 26.8 Approach LOS E E C C Queue Length 50th(ft) 16 -591 -278 181 12 85 320 43 52 Queue Length 95th(ft) 42 #732 #450 290 31 147 #565 78 98 Internal Link Dist(ft) 654 843 676 538 Turn Bay Length(ft) 170 350 160 405 105 30 Total.syn Synchro 11 Report BLA-LMM Appendix H-Page 13 Lanes, Volumes, Timings 2030 Total 3: Prairie Rd & Half Day Rd Weekday AM --1. .4--- t i Base Capacity(vph) 184 1292 199 1632 475 516 800 528 560 Starvation Cap Reductn 0 0 0 0 0 0 0 0, 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0i 0 Storage Cap Reductn 0 0 0 0 0 0_, 0 0 0 Reduced v/c Ratio 0.111 1.04 1.37 0.46 0.05 0.27 0.81 0.17 0,17 Area Type: Other Cycle Length: 120 Actuated Cycle Length: 120 Offset:53(44%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 130 Control Type:Actuated-Coordinated Maximum u/c Ratio: 1.37 Intersection Signal Delay:62.4 Intersection LOS: E Intersection Capacity Utilization 104.4% ICU Level of Service G Analysis 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. Splits and Phases: 3: Prairie Rd&Half Day Rd II S L 03 • 04 05 06 7 tos WIN 30 Total.syn Synchro 11 Report BLA-LMM Appendix H-Page 14 HCM 6th TWSC 2030 Total 6: Prairie Rd & Willow Pkwy/Site Access Weekday AM Int Delay,s/veh 2.2 r Lane Configurations t r t r Traffic Vol,veh/h 24 0 46 11 0 17 23 733 4 5 370 6 Future Vol,veh/h 24 0 46 11 0 17 23 733 4 5 370 6 Conflicting Peds,#/hr 0 0 0 0 0 0 3 0 0 0 0 3 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None - None None None Storage Length 155 125 115 115 Veh in Median Storage,# 0 0 - - 0 - - 0 - Grade, %, 0 0 0 0 Peak Hour Factor 00 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 4 2 5 2 2 2 5 3 2 2 3 0 Mvmt Flow 27 0 51 12 0 19 26 814 4 6 411 7 Conflicting Flow All 1304 1296 414 1318 1299 814 421 0 0 818 0 0 Stage 1 426 426 866 866 - - - - - - Stage 878 870 452_, 433___ Critical Hdwy 7.14 6.52 6.25' 7.12 6.52 6.22 4.15 4.12 Critical Hdwy Stg 1 6.14 5.52 - 6.12 5.52 - - - Critical Hdwy Stg 2 6.14 5.52 6.12 5.52 - - - - Follow-up Hdwy 3.536 4.018 3.345 3.518 4.018 3.318 2.245 2.218 Pot Cap-1 Maneuver 136 162 632 134 161 378 1122 - 810 Stage 1 602 586 - 348 370 - - - Stage 2 340 369 587 582 - - - - Platoon blocked, Mev Cap-1 Maneuver 126 157 630 120 156 378 1119 - 810 Mov Cap-2 Maneuver 126 157 - 120 156 - - - Stage 1 586 580 340 361 - - - Stage 2 316 361 535_, 576___ E HCM Control Delay,s 24 25.7 0.3 0.1 HCM LOS C D Capacity(veh/h) 1119 266 205 810 - HCM Lane V/C Ratio 0.023 0.292 0.152 0.007 HCM Control Delay(s) 8.3 24 25.7 9.5 HCM Lane LOS A C D A HCM 95th%tile Q(veh) 0.1 1.2 0.5 0 30 Total.syn Synchro 11 Report BLA-LMM Appendix H-Page 15 Lanes, Volumes, Timings 2030 Total 3: Prairie Rd & Half Day Rd (Weekday PM --1. .4--- t i Lane Configurations 0 t t Traffic Volume(vph) 9 742 66 368 1393 48 101 147 321 38 120 14 Future Volume(vph) 9 742 66 368 1393 48 101 147 321 38 120 14 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900i 1900 1900 Storage Length(ft) 170 0 350 0 160 405 105 0 Storage Lanes 1 0 1 0 1 1 1' 0 Taper Length(ft) 150 180 125 225 Satd, Flow(prot) 1805 3485 0 1787 3558 0 1805 1881 1599 1805 1865 0 Flt Permitted 0.950 0.950 0.554 0.659 Satd. Flow(perm) 1805 3485 0 1786 3558 0 1045 1881 1577 1250 1865 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow(RTOR) 9 4 262 4 Link Speed(mph) 35 35 30 30 Link Distance(ft) 734 923 756 618 Travel Time(s) 14.3 18.0 17.2_, 14.0 Confl. Peds. (#/hr) 1 1 10 2 2 10 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 0.95 Heavy Vehicles(% 0% 2% 4% 1% 1% 0% 0% 1% 1% 0% 0% 0% Shared Lane Traffic(%) Lane Group Flow(vph) 9 850 0 387 1517 0 106 155 338 40i 141 0 Turn Type Prot NA Prot NA pm+pt NA pm+ov pm+pt NA Protected Phases 5 2 1 6 3 8 1 7 4 Permitted Phases 8 8 4 Detector Phase 5 2 1 6 3 8 1 7; 4 Switch Phase Minimum Initial(s) 3.0 15.0 3.0 15.0 3.0 8.0 3.0 3.0i 8.0 Minimum Split(s) 7.5 38.0 7.5 36.0 6.5 14.0 7.5 6.5 47.0 Total Split(s) 14.0 54.0 24,0 64.0 14.0 26.0 24.0 21.0 33.0 Total Split(%) 11.2% 43.2% 19.2% 51.2% 11.2% 20.8% 19.2% 16.8% 26.4% Yellow Time(s) 3.5 4.0 3.5 4.0 3.5 4.0 3.5; 3.5 4.0 All-Red Time(s) 1.0 2.0 1.0 2.0 0.0 2.0 1.0 0.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0i 0.0 Total Lost Time(s) 4.5 6.0 4.5 6.0 3.5 6.0 4.5 3.5 6.0 Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max None Max None None Max Act Effct Green(s) 6.2 48.0 19.5 69.6 42.5 31.9 52.9 37.8 28.0 Actuated g/C Ratio 0.05 0.38 0.16 0.56 0.34 0.26 0.42 0.30i 0.22 v/c Ratio 0.10 0.63 1.39 0.77 0.26 0.32 0.41 0.10 0.34 Control Delay 58.6 33.6 236 4 25A 30.1 41 A 7.3 28.1 42.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58.6 33.6 2364 25A 30.1 41 A 7.3 28A 42.6 LOS E C F C C D A C D Approach Delay 33.8 68.3 20.2 39A Approach LOS C E C D Queue Length 50th(ft) 7 288 -416 453 59 104 35 21i 95 Queue Length 95th(ft) 25 358 #615 680 103 173 104 47 157 Internal Link Dist(ft) 654 843 676 538 Turn Bay Length(ft) 170 350 160 405 105 30 Total.syn Synchro 11 Report BLA-LMM Appendix H-Page 16 Lanes, Volumes, Timings 2030 Total 3: Prairie Rd & Half Day Rd (Weekday PM --1. .4--- t i Base Capacity(vph) 137 1343 278 1983 420 480 822 512 419 Starvation Cap Reductn 0 0 0 0 0 0 0 0, 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0i 0 Storage Cap Reductn 0 0 0 0 0 0_, 0 0 0 Reduced v/c Ratio 0.07 0.63 1.39 0.77 0.25 0.32 0A1 0.08 0.34 Area Type: Other Cycle Length: 125 Actuated Cycle Length: 125 Offset:9(7%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 120 Control Type:Actuated-Coordinated Maximum u/c Ratio: 1.39 Intersection Signal Delay:50.3 Intersection LOS: D Intersection Capacity Utilization 103.9% ICU Level of Service G Analysis 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. Splits and Phases: 3: Prairie Rd&Half Day Rd I L 2 03 7 04 05 06 Qj b7 t08 30 Total.syn Synchro 11 Report BLA-LMM Appendix H-Page 17 HCM 6th TWSC 2030 Total 6: Prairie Rd & Willow Pkwy/Site Access Weekday PM Int Delay,s/veh 1.1 r Lane Configurations t r t r Traffic Vol,veh/h 10 0 27 6 0 8 18 551 10 15 524 15 Future Vol,veh/h 10 0 27 6 0 8 18 551 10 15 524 15 Conflicting Peds,#/hr 0 0 0 0 0 0 19 0 0 0 0 19 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None - None None None Storage Length 155 125 115 115 Veh in Median Storage,# 0 0 - - 0 - - 0 - Grade, %, 0 0 0 0 Peak Hour Factor 95 95 95' 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 0 2 8 2 2 2 0 1 2 2 1 0 Mvmt Flow 11 0 28 6 0 8 19 580 11 16 552 16 Conflicting Flow All 1231 1232 571 1224 1237 580 587 0 0 591 0 0 Stage 603 603 618 618 - - - - - - Stage 2 628 629 606_, 619___ Critical Hdwy 7.1 6.52 6.28 7.12 6.52 6.22 4.1 4.12 Critical Hdwy Stg 1 6.1 5.52 - 6.12 5.52 - - - Critical Hdwy Stg 2 6.1 5.52 6.12 5.52 - - - - Follow-up Hdwy 3.5 4.018 3.372 3.518 4.018 3.318 2.2 2.218 Pot Cap-1 Maneuver 156 177 509 156 176 514 998 985' Stage 489 488 - 477 481 - - Stage 2 474 475 - 484 480 - - - - Platoon blocked, % Mev Cap-1 Maneuver 147 168 500! 143 167 514 980 985' Mov Cap-2 Maneuver 147 168 - 143 167 - - Stage 1 471 471 468 472 - - - Stage 2 457 466 449 464 - E HCM Control Delay,s 18.6 20.8 0.3 0.2 HCM LOS C C Capacity(veh/h) 980 303 243 985 - HCM Lane V/C Ratio 0.019 0.129 0.061 0.016 HCM Control Delay(s) 8.7 18.6 20.8 8.7 HCM Lane LOS A C C A HCM 95th%tile Q(veh) 0.1 0A 0.2 0 - 30 Total.syn Synchro 11 Report BLA-LMM Appendix H-Page 18 IAIBL,A, Iric. Appendix I ITE Parking Generation Excerpts Land Use: 221 Multifamily Housing (Mid-Rise) Description Mid-rise multifamily housing includes apartments, townhouses, and condominiums located within the same building with at least three other dwelling units and with between three and 10 levels (floors) of residence. Multifamily housing (low-rise) (Land Use 220), multifamily housing (high-rise) (Land Use 222), and affordable housing (Land Use 223) are related land uses. Time of Day Distribution for Parking Demand The following table presents a time-of-day distribution of parking demand on a weekday (one general urban/suburban study site), a Saturday (two general urban/suburban study sites), and a Sunday (one dense multi-use urban study site). Percent of Peak Parking Demand 12:00-4:00 a.m. 100 100 100 5:00 a.m. 94 99 — 6:00 a.m. 83 97 — 7:00 a.m. 71 95 — 8:00 a.m. 61 88 — 9:00 a.m. 55 83 — 10:00 a.m. 54 75 — 11:00 a.m. 53 71 — 12:00 p.m. 50 68 — 1:00 P.M. 49 66 33 2:00 p.m. 49 70 40 3:00 p.m. 50 69 27 4:00 p.m. 58 72 13 5:00 p.m. 64 74 33 6:00 p.m. 67 74 60 7:00 p.m. 70 73 67 8:00 p.m. 76 75 47 9:00 P.M. 83 78 53 10:00 P.M. 90 82 73 11:00 P.M. 93 88 93 Land Use Descriptions and Data Plots 89 Appendix I-Page 1 Additional Data In prior editions of Parking Generation, the mid-rise multifamily housing sites were further divided into rental and condominium categories.An investigation of parking demand data found no clear differences in parking demand between the rental and condominium sites within the ITE database. As more data are compiled for future editions, this land use classification can be reinvestigated. The average parking supply ratios for the study sites with parking supply information are shown in the table below. Center City Core Within % mile of rail transit 1.1 (15 sites) 1.0 (12 sites) Dense Multi-Use Within 'h mile of rail transit 1.2 (39 sites) 0.9 (34 sites) Urban Not within 'h mile of rail transit 1.2 (65 sites) 0.8 (56 sites) General Urban/ Within 'h mile of rail transit 1.5 (25 sites) 0.8 (12 sites) Suburban Not within 'h mile of rail transit 1.7 (62 sites) 1.0 (39 sites) The sites were surveyed in the 1980s, the 1990s, the 2000s, and the 2010s in California, Colorado, District of Columbia, Maryland, Massachusetts, New Jersey, New York, Oregon, Virginia, Washington, and Wisconsin. It is expected that the number of bedrooms and number of residents are likely correlated to the parking demand generated by a residential site. Parking studies of multifamily housing should attempt to obtain information on occupancy rate and on the mix of residential unit sizes (i.e., number of units by number of bedrooms at the site complex). Future parking studies should also indicate the number of levels contained in the residential building. Source Numbers 21, 209, 247, 255, 277, 401, 402, 419, 505, 512, 522, 533, 535, 536, 537, 538, 545, 546, 547, 575, 576, 577, 579, 580, 581, 583, 584, 585, 587 90 Parking Generation Manual, 5th Edition Appendix I-Page 2 Multifamily Housing (Mid-Rise) (221 ) Peak Period Parking Demand vs: Dwelling Units On a: Weekday(Monday- Friday) Setting/Location: General Urban/Suburban (no nearby rail transit) Peak Period of Parking Demand: 10:00 p.m. -5:00 a.m. Number of Studies: 7 Avg. Num. of Dwelling Units: 261 Peak Period Parking Demand per Dwelling Unit 33rd/35th 95% Confidence Standard Deviation Average Rate Range of Rates Percentile Interval (Coeff. of Variation) 1.31 0.75-2.03 1.13 ( 1.47 1.26- 1.36 0.22 (17%) Data Plot and Equation X 1,500 X X X a� U L 1,000 v a� Y f0 X a a X X X X X X 500 X X X X X X XX X X 00 200 400 600 800 1,000 1,200 X=Number of Dwelling Units X Study Site Fitted Curve Average Rate Fitted Curve Equation:P=1.34(X)-8.73 R2=0.97 Parking Generation Manual, 5th Edition •Institute of Transportation Engineers Appendix I-Page 3 Multifamily Housing (Mid-Rise) (221 ) Peak Period Parking Demand vs: Dwelling Units On a: Saturday Setting/Location: General Urban/Suburban (no nearby rail transit) Peak Period of Parking Demand: 11:00 p.m. -7:00 a.m. Number of Studies: Avg. Num. of Dwelling Units: 665 Peak Period Parking Demand per Dwelling Unit 33rd/35th 95% Confidence Standard Deviation Average Rate Range of Rates Percentile Interval (Coeff. of Variation) 1.22 0.34- 1.33 0.94 ( 1.33 *** 0.20 (16%) Data Plot and Equation Caution—Small Sample Size X 1,500 a� U L 1,000 v a� Y f0 a i a X 500 X 00 200 400 600 800 1,000 1,200 X=Number of Dwelling Units Study Site Average Rate Fitted Curve Equation:*** R2=*** Parking Generation Manual, 5th Edition a Institute of Transportation Engineers Appendix I-Page 4 IAIBL,A, Iric. Appendix J ULI Shared Parking Excerpts 1GURII 2 4" Li.°s°tnvl I:u„c ENV �i rd1�a?ac" ��u ii�nO�Itw�;llid %�, Lallnlid use Visitors. 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IN cr,,0,lVr MUOS ale higuNiNv;ihied un tluuo ME'I11IIIuBICUV 111411;"d1413 SSUMIIXIION°BS €' �21 Appendix J-Page 1 CONSULTING ENGINEERS 0 i I, IBLA,. Inc. Office Locations Corporate Office Indianapolis Office 333 Pierce Road 8720 Castle Creek Parkway Suite 200 Suite 329 Itasca,IL 60143 Indianapolis,IN 46250 630-438-6400 317-842-4500 Fax 630-438-6444 Fax 317-842-4506 EXHIBIT C Draft Minutes from the July 19, 2023 PZC Meeting 07/19/2023 MINUTES OF THE REGULAR MEETING OF THE PLANNING AND ZONING COMMISSION OF THE VILLAGE OF BUFFALO GROVE HELD IN THE COUNCIL CHAMBERS, 50 RAUPP BOULEVARD, BUFFALO GROVE, ILLINOIS ON WEDNESDAY, JULY 19, 2023 Call to Order The meeting was called to order at 7:30 PM by Commissioner Mitchell Weinstein Public Hearings/Items For Consideration 1. Consideration of a Petition to the Village of Buffalo Grove for a Re-Zoning to the R-9 Multiple-Family Dwelling District with a Special Use for a Residential Planned Unit Development, Final Plat of Subdivision, Preliminary Plan and Zoning Variations to Allow the Construction of a 41-Unit Townhome Development on the Property Located at 22771- 22825 N. Prairie Road. (Trustee Weidenfeld) (Staff Contact: Kelly Purvis) Purvis, Deputy Community Development Director, provided a background on the subject property. Freedman, attorney for the petitioner, reviewed the variations they are seeking for the subject property. Schwartz, President of Bloom Street Partners, reviewed the process they began with staff and spoke to the collaborative nature of the project. Michel, Traffic Engineer for petitioner, reviewed the traffic study for the project. Com. Worlikar asked Michel if a crosswalk by the train was going to be part of the access plan for the development. Michel said there would be no crosswalk because the track location and signals for the train cause a safety issue. Com. Worlikar asked if sound was a concern from the train. Schwartz addressed the sound concerns. He noted that the developers did not believe there was an issue and referenced the townhome development on the other side of the tracks. Com. Worlikar asked the petitioners about the impact the development would have on the schools. Perman,from the Perman Group, talked about the analysis completed to estimate the impact to the schools. He noted that the impact would be minimal. Com. Richards asked about water flow and water management. Schwartz spoke to the trap that is currently there and their plans for the site. Com. Spunt asked about EV options for residents. Schwartz said there will be one charger per dwelling. Com. Spun tasked about solar panels. Schwartz said they have thought about it, but they are not there yet. Com.Au asked staff what kind of families are moving into row homes.Additionally, Com. Au asked staff what the difference was between the estimated student impact to the actual student impact from the Didier Farms development. 07/19/2023 Purvis, said she did not have those numbers, but could investigate it. Com. Moodhe asked what the setback is from the road. Purvis said 35 feet from the property line. Com. Moodhe asked if they have worked with the Army Corps of Engineers. Schwartz said no, not yet. Com. Moodhe spoke about the physical location of the proposed pergola and asked if there was any consideration to move it to the south end of the site. Schwartz said that side is low and reserved for surface detention. He noted that the pergola is meant to be an aesthetic piece to anchor the corner. Com. Moodhe asked what they heard during the zoom meeting they held with residents regarding their planned development. Schwartz provided Com. Moodhe an overview of the zoom meeting and indicated that residents did not voice any objections to the project. Com. Moodhe asked for additional clarity on the traffic study. Michel provided additional information regarding the traffic study and the minimal impact the development would have to the area. Com. Moodhe asked the petitioners about the impact to the schools. Perman provided clarity on the net increase to the schools. Com. Moodhe asked what would cause a net decrease to schools. Perman said more than 5 students, but noted that rental properties are different than ownership and typically yield less school aged children. Com. Moodhe said he believes that rentals are ideal for Stevensen High School. Com. Moodhe asked how the school buses impact traffic to the site. Michel said that school buses are counted in daily traffic studies. They would not impact the site. Com. Moodhe asked if the Village has any control of school bus routes and plans. Johnson, Village Engineer, said there has never been any approval process by the Village for school routes, but that the Village can make suggestions. Com. Moodhe asked for clarification on the crosswalk near the railroad crossing. Michel said that the area is not ideal for a crosswalk and talked at length about the technical reasons why it would never be approved by/DOT. Schwarts said he walked the site and explained his experience. Schwarts also spoke to a similar development and the impact outcome to the area schools. Com. Moodhe asked if the development was in Highland Park. Schwarts said it is right next to the school in Highland Park. Purvis provided the Commission with student numbers from the Didier Farms development. Com.Au thanked Purvis for the numbers. 07/19/2023 Com.Au expressed her concern about the lack of a crosswalk by the train station noting the number of students that park there to walk to school. Purvis said there is a sidewalk on the south side of Half Day Road and a controleed crosswalk students can safely cross near Stevensen High School. Johnson said IDOT would be in charge of permitting a crosswalk and believes IDOT would not approve a crosswalk due to the proximity to the train. Michel provided additional clarification on the crosswalk and the distance of the interaction. Com. Worlikar asked staff if the Link Crossings development was fully occupied. Purvis said it is not fully occupied as construction is on going. Com. Worlikar asked if we have any data on other rentals. Purvis said they do not have that data at this time. Chairperson Weinstein asked if the traffic study was completed on a school day. Michel said it was done on a school day. Chairperson Weinstein asked if it would have impact to traffic. Michel said it adds two seconds to traffic queues, which is negligible. Chairperson Weinstein asked about the south end of the property and the ordinances regarding the type of development on the site. Purvis provided clarity on the subject property and the dynamics of the site. Chairperson Weinstein asked the petitioners if it would be viable project if they reduced the number of units. Freedman said the loss of units would be a significant impact. Com. Spunt asked if they would ever change the property from rental to owned. Schwarts said they could if the market called for it. Com. Moodhe asked about the proposed wall on the east side of the development. Schwartz talked about the retaining wall. Com. Moodhe asked how the site drains. Schwartz indicated that the property drains to the basin under the train tracks. Com.Au asked staff if the property to the south was zoned different. Purvis said they are zoned single family. Com. Worlikar asked if the entrance to the site will be right in right out only. Michel said it is full access on Prairie Road. Com. Worlikar asked if the entrance will have a stop light. Michel responded no, it will be stop sign controlled spoke to the left turn at willow parkway. Chairperson Weinstein entered the Village staff report as exhibit one. Heusinger, Buffalo Grove resident at 22723 prairie road, expressed her concerns about the traffic the development will bring to the area. 07/19/2023 The public hearing closed at 8:40 PM. Com. Richards made a motion. Com.Au expressed her concerns on the impact the development will have on the schools and the financial impact it will have on the residents. She expressed wanting further analysis done on the estimated impact. Brankin, Village Attorney, said they Village can go back to the schools, but the schools have already reviewed the development and have not voiced any concerns. Com.Au asked if they could amend the motion to require a more in-depth analysis on the impact to the schools. Brankin said he was unclear how to word the amendment, but noted the development is subject to annexation agreement review and additional vetting at the Board level. Com. Davis expressed his concerns on the impact to the schools. Com. Moodhe express his concerns on the reduction in wetland. Johnson spoke to the stormwater plans for the project. He said the Village is relying on Lake County as they are very familiar with wetland credits;however, the Village is comfortable with the concept approved by Lake County. Chairperson Weinstein spoke in favor of the proposal. Com. Richards made a motion to recommend approval of the Special Use for a Residential Planned Unit Development, the Zoning Map Amendment to zone the property R-9 Multi-Family Dwelling District, the Final Plat of Subdivision (Consolidation), the Preliminary Plan, and the above noted Zoning Variations, to accommodate the construction of a 41-unit townhome development on the properties located at 22771- 22825 N. Prairie Road, subject to the following conditions: a. The proposed development of 41 attached single-family units shall conform to the plans and conditions provided in the staff report and in the Planned Development Ordinance. b. Prior to the approval of the final engineering plans, the Developer shall provide approval from the Lake County Stormwater Commission concerning the impacts to the existing wetland. c. The Final Engineering plans shall be submitted in a manner acceptable to the Village Engineer. d. The Plat of Subdivision and Annexation Plat shall be submitted in a manner acceptable to the Village Engineer and the Village Attorney. e. Prior to the issuance of building permits for construction of the development, the Developer shall obtain all necessary permits from the/EPA, Lake County Department of Transportation, Lake County Stormwater Management Commission, and the US Army Corps of Engineers f. Signage prohibiting parking on the roadway on the east side of the property shall be installed as required by the Village of Buffalo Grove Fire Department.All associated pavement markings or signage shall be maintained by the property owner. 07/19/2023 g.Any directional or incidental signage added to the sign package shall be reviewed administratively by staff. h.All landscaping shall be maintained in accordance with the approved landscaping plan in perpetuity. i. The proposed development is subject to the storm water utility. Com. Worlikar expressed his concerns over the crosswalk and the impact to the schools. He asked if they could get a letter from the school district with their approval of the development. Brankin said the Village can't force the school to draft a letter but can ask and amend the motion to include it as a condition. Chairperson Weinstein reviewed the amendment to the motion. Com. Richards said he feels personally satisfied with the plan and staff's review. Com.Au asked staff what reports were provided to the school. Purvis said they saw the same report that was included in the packet for tonight's meeting. Com. Richards said he would not be in favor of amending the motion. Com. Moodhe said the Commissioners'concerns have been noted in the minutes on the record. RESULT: RECOMMENDATION TO APPROVE [6 TO 1] Next: 8/21/2023 7:30 PM AYES: Moodhe, Spunt, Weinstein, Richards, Worlikar, Davis NAYS: Amy Au ABSENT: Zill Khan, Sujat Saxena 2. Consideration of a Petition to the Village of Buffalo Grove for Approval of an Amendment to Ordinance No. 2021-067, an Amendment to the Planned Unit Development and the Preliminary Plan, with Approval of a Self-Storage Use, to Allow the Construction of a 112,268 Square Foot Self-Storage Facility on the Property at 105 Lexington Drive. (Trustee Stein) (Staff Contact: Kelly Purvis) Purvis provided background on the subject property. Budgell, architect for the project, summarized the project for the self-storage facility. Com.Au asked about emergency access and if there is a phone number for people who might need to access it when they are closed. Budgell said they must wait until the next day unless they arranged ahead of time. Com.Au asked if the operation is like other self-storage facilities. Lapetina, owner, and developer for the project,said they all operate the same. They also have security on site and cameras. Budgell said the area will also be well lit. Com. Richards asked the petitioners what the view of the building will be from Lake Cook Rd. 07/19/2023 Lapetina spoke to the view and said they would see the top part of the sign on the building. Com. Moodhe asked how tall Ricky Rockets is. Staff said they would look for how tall Ricky Rockets Gas Station is. Com. Moodhe asked how much room people have maneuver U-Haul trucks. Budgell said the access is 24 feet. The size of a two-lane road in a neighborhood. Com. Moodhe asked how tall the doors are for the loading dock. Budgell provided the dimensions. Com. Moodhe asked about safety features. Lapetina spoke to the safety feature for U-Hauls. Com. Moodhe asked about the hours of operation. Lapetina spoke to the hours of operation, which will be no later than 8 PM. Security walks the area. No one would be stuck inside or on the property. He also spoke to the emergency exits in the garage and throughout the building. Com.Au asked if they anticipate selling anything. Budgell said if there is room in the office, they may but just standard boxes and packing material. Com.Au asked if they would need a variation to sell. Purvis explained they would not need any variations as the site is zoned to allow retail sales. The staff report entered as exhibit one. Buffalo Grove Resident expressed concern over the lighting and landscaping of the other developments and hopes this one is different. Budgell spoke to the lighting on the building and spoke to the landscape of the site. The public hearing closed at 9:30 PM. Com. Richards made a motion to recommend approval of the amendment to Ordinance No. 2021-067, an amendment to the underlying Planned Unit Development, the Preliminary Plan, and approval of a self-storage use, all to accommodate the construction of a new self-storage facility at 105 Lexington Drive, subject to the following conditions: 1. The proposed development shall be developed in substantial conformance with the plans attached as part of the petition. 2. The Final Engineering plans shall be submitted in a manner acceptable to the Village. 3.Any directional or incidental signage added to the sign package shall be reviewed administratively by staff. 4. The landscaping on the site shall be maintained in compliance with the approved landscape plan in perpetuity. Motion was seconded by Com. Davis. Com. Richards spoke in favor of the motion. 07/19/2023 Com. Moodhe spoke in favor of the motion but noted his caution at the number of storage facilities. Com.Au asked for clarification on the corners of the building. Purvis said that the lights would be on a timer and not on late at night. RESULT: RECOMMENDATION TO APPROVE [UNANIMOUS] Next: 8/21/2023 7:30 PM AYES: Moodhe, Spunt, Weinstein, Au, Richards, Worlikar, Davis ABSENT: Zill Khan, Sujat Saxena 3. Comprehensive Plan Amendment (Dane Bragg, Trustee Weidenfeld) (Staff Contact: Kelly Purvis) Purvis provided a background information regarding the proposed Comprehensive Plan amendment and the proposed T/F District on Dundee Road. Com. Moodhe asked if we need to make this amendment for the Village Board to approve the T/F District. Purvis said that the amendment helps align the future landuse map with what is proposed for the T/F District by allowing mixed uses. Com. Moodhe asked if the High School within the T/F could use funds from the T/F. Purvis said any projects would have to qualify for funds through eligible improvements. Staff report was entered in as exhibit one. The public hearing was closed at 9:40 PM. Com. Richards made a motion to recommend approval of an amendment to Ordinance No. 2009-15, which adopted the "Village Comprehensive Plan Update 2009".for the Dundee Road T/F area to have future land use designation of mixed-use including Commercial, Office, Residential, Civic/Cultural, and public uses as outlined in the Dundee Road TlF District Eligibility Report and Redevelopment Plan and Project. Motion second by Com. Worlikar. RESULT: RECOMMENDATION TO APPROVE [UNANIMOUS] Next: 8/21/2023 7:30 PM AYES: Moodhe, Spunt, Weinstein, Au, Richards, Worlikar, Davis ABSENT: Zill Khan, Sujat Saxena Regular Meetinq Other Matters for Discussion Approval of Minutes 1. Planning and Zoning Commission - Regular Meeting -Jun 21, 2023 7:30 PM 07/19/2023 RESULT: ACCEPTED AS AMENDED [UNANIMOUS] AYES: Moodhe, Spunt, Weinstein, Au, Richards, Worlikar, Davis ABSENT: Zill Khan, Sujat Saxena Chairman's Report Committee and Liaison Reports Com. Richards reviewed the liaison report from the most recent Village Board Meeting. Staff Report/Future Agenda Schedule Purvis provided details on the future agenda schedule. Public Comments and Questions Adjournment The meeting was adjourned at 9:45 PM Action Items Kelly Purvis APPROVED BY ME THIS 19th DAY OF July , 2023