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2022-07-20 - Planning and Zoning Commission - Agenda Packet m m' Meetingof the Village of Buffalo Grove Fifty Rauppburp Blvd g Buffalo Grove, IL 60089-2100 Planning and Zoning Commission Phone:847-459-2500 Regular Meeting July 20, 2022 at 7:30 PM I. Call to Order II. Public Hearings/Items For Consideration 1. Consideration of a Preliminary Plan, Zoning Variations and a Sign Variation to Allow the Construction of a New Carwash Facility, to be Called Spotless Auto Spa at 301 N. Milwaukee Avenue (Trustee Ottenheimer) (Staff Contact: Kelly Purvis) III. Regular Meeting A. Other Matters for Discussion B. Approval of Minutes 1. Planning and Zoning Commission - Regular Meeting - Jul 6, 2022 12:00 AM C. Chairman's Report D. Committee and Liaison Reports E. Staff Report/Future Agenda Schedule F. Public Comments and Questions IV. Adjournment The Planning and Zoning Commission will make every effort to accommodate all items on the agenda by 10:30 p.m. The Board, does, however, reserve the right to defer consideration of matters to another meeting should the discussion run past 10:30 p.m. V. Action Items The Village of Buffalo Grove, in compliance with the Americans with Disabilities Act, requests that persons with disabilities, who require certain accommodations to allow them to observe and/or participate in this meeting or have questions about the accessibility of the meeting or facilities, contact the ADA Coordinator at 459-2525 to allow the Village to make reasonable accommodations for those persons. 2.1 .........................................T ............................... Action Item : Consideration of a Preliminary Plan, Zoning Variations and a Sign Variation to Allow the Construction of a New Carwash Facility, to be Called Spotless Auto Spa at 301 N. Milwaukee Avenue ............................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... ......................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... Recommendation of Action ...................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... Staff recommends approval, subject to the conditions in the attached staff report. Brian Paul, on behalf of Prestige Midwest Holdings, LLC, is the contract purchaser of 301 Milwaukee Avenue.The site is approximately.89 acres and is currently improved with a vacant restaurant(Grill on the Rock, Korean Barbeque).The proposed development would include the demolition of the vacant restaurant and the construction of an approximately 5,000 square foot carwash facility to be called Spotless Auto Spa.The proposed project requires preliminary plan approval, and variations from the Zoning and Sign Codes. The Planning & Zoning Commission (PZC) shall open the public hearing and take public testimony concerning the requests for approval of a Preliminary Plan, Zoning Variations and a Sign Variation to accommodate the construction of a new carwash facility at 301 N. Milwaukee Avenue.The PZC shall make a recommendation to the Village Board concerning the requests. ATTACHMENTS: • Staff Report (PDF) • Plan Set (PDF) Trustee Liaison Staff Contact Ottenheimer Kelly Purvis, Community Development Wednesday, July 20, 2022 Updated: 7/15/2022 2:52 PM Page 1 Packet Pg. 2 2.1.a m. VILLAGE OF BUFFALO GROVE' PLANNING tie ZONING COMMISSION STAFF REPORT MEETING DATE: July 20, 2022 SUBJECT PROPERTY LOCATION: 301 Milwaukee Avenue m PETITIONER: Brian Paul, Prestige Midwest Holdings, LLC a PREPARED BY: Kelly Purvis, Deputy Community Development Director Y 3 REQUEST: The petitioner is seeking approval of a Preliminary Plan, a 3 Variation from Section 17.32 of the Zoning Code pertaining to accessory structures closer to the street than the principal c structure, Section 17.44.040 of the Zoning Code pertaining to the width of the landscape buffer along Milwaukee Avenue, and a Variation from Section 17.44 of the Sign Code related to the orientation of two of the proposed wall signs. o m EXSITING LAND USE AND ZONING: The property is improved with a vacant restaurant (Grill on o the Rock) and is zoned B-3, Planned Business Center District. s N COMPREHENSIVE PLAN: The Village of Buffalo Grove Comprehensive Plan calls for this property to be a commercial use. v �a 4-- 0 c 0 BACKGROUND ca Brian Paul, on behalf of Prestige Midwest Holdings, LLC, is the contract purchaser of 301 Milwaukee Avenue. The site is approximately .89 acres and is currently improved with a vacant restaurant (Grill y on the Rock, Korean Barbeque); approximately%of the site is developed as a surface parking lot.The 0 proposed development would include the demolition of the vacant restaurant and the construction of �— an approximately 5,000 square 0 foot carwash facility to be called, N CL aL Spotless Auto Spa. The proposed ,� w e project requires preliminary plan r approv al d variations the Zoning and Sign Codes. The li a E following report provides a summary of the project. At the May 16, 2022 Village Board meeting, the developer presented an overview of the concept plan. The Trustees had some questions regarding overall circulation and access but were generally supportive of the development. The PZC held a workshop meeting to review the concept plans on June 15, 2022 (minutes attached). Overall, the PZC was supportive of the project, but had some concerns about the full-movement access drive on the south part of Packet Pg. 3 2.1.a It was requested that the traffic consutant and Village staff take a close look at how that access would affect southbound traffic on Milwaukee Avenue. The PZC also briefly discussed noise, lighting and environmental concerns. The petitioner has submitted a complete traffic impact study which is responsive to the PZC's comments, as well as a revised photometric plan. PLANNING&ZONING ANALYSIS The petitioner is seeking to demolish the existing restaurant space and construct a new 5,000 square foot carwash facility,which will include canopy covered pay stations with two lanes for vehicle stacking and 17 vacuum stations. Operations: The petitioner has indicated that the proposed summer hours of operation for the carwash would be 7:00 AM — 9:00 PM Monday through Saturday and 8:00 AM — 8:00 PM on Sundays. During winter months, the hours of operation would be 8:00 AM—8:00 PM Monday through Saturday and 8:00 AM Q — 6:00 PM on Sundays. Peak hours will vary but are normally on evenings and weekends. Total wash times vary from 30 seconds to 3 minutes depending upon the type of wash selected.The carwash will typically have 3 staff members on site to assist customers with a maximum of staff during peak hours. 3 Spotless Auto Spa will not offer detailing or other supplemental services at this facility. T Q M Use&Setbacks: The proposed use is permitted within the B3 zoning district. The Comprehensive Plan indicates that = this site should remain Nlf ry,»,, 4re /rriy/% %%';`«%'/'n,y»,5yy,Nt f %11ri rtr E ll� l�jf 111illip uri �� CL C commercial. Given the lots size (less than 1 acre) and configuration, as well as p the surrounding uses, staff believes the development is % suitable for the location. The v proposed building would meet the zoning o setback requriements. � O A variation is needed for the °1 accessory structures which r- are closer to the street than v the principal structure. Due �n to the lot depth, building setback requirements, and drive aisle width requirements there is not a C a suitable location for these accessory structures to the rear of the principal building. As a result, the refuse enclosure and vacuum stations have been located in front of the building, which requires a variation from Section 17.32 of the Zoning Code. The materials used on the refuse enclosure and the W vacuum station canopy will match the materials used on the principal structure. E Landscaping The petitioner has submitted a robust landscape plan that includes shade, ornamental and evergreen trees as well as evergreen and deciduous shrubs, ornamental grasses, and perennials. Evergreen a shrubs (Boxwood varieties) will be used to provide parking lot screening. As requested by the Village Engineer, native plantings have been incorporated into the landscape plan. Based upon the building setback, the Code requires a minimum landscape buffer of 15 feet adjacent to the entire length of the right-of-way on this site.The proposed landscape buffervaries in width from 8 - 11.47 feet and will therefore require a variation from the B-3 Planned Business Center District Regulations. Page 2 of 7 Packet Pg. 4 2.1.a Signage The petitioner is proposing a monument sin at the south p p p g g entrance to the development. The sign will be setback the required 10 feet from all property lines and is compliant with the code limitations for height and sign area. In addition,the sign base material will match the stone veneer on the principal building. A Code compliant, channel letter, wall sign is proposed on the west building elevation (facing Milwaukee Avenue). Additional wall signs, above the entrance and exit of the carwash are also proposed on the north and south building elevations. These signs are compliant in terms of size but t Q require a sign variation due to their orientation (not facing a public right-of-way). All of the signs would be internally illuminated. T Q �/ �MM VMX UY a 4 1 "L X� �� .. q� �4 ....L 7�'�'� � Hw oHvn. ,,,,,,.,,�i•....'"J.., � � a � 1 � CL //f u I / a fA JJJ ( g C R % 1' 11t a1 r339ow.X t w _ ,, ,,,,, ,,,,;,,,,,, .,, ;,, II, Ia z 0 Accessibility& Circulation: v The volume of traffic to be generated by the proposed car wash, will amount to approximately one 0 percent of the existing peak hour traffic on Milwaukee Avenue and will not have a significant impact m on traffic conditions in the area. w �a Access to the site will be provided on the southwest corner of the property by a curb cut on Milwaukee Avenue. The existing full-access driveway will be relocated slightly to the south and expanded to accommodate a full-movement access drive with a raised island median in the drive. The median will £ s prohibit inbound traffic from turning left where multiple lanes of traffic converge. The existing full access drive on the northwest part of the site will be modified to accommodate right-in/right-out only a traffic. Circulation to the vacuum stations will be provided via a two-way drive aisle. Vehicles accessing the vacuum stalls prior to getting a car wash can only do so by entering the site at the northerly right- in/right-out access drive. Access to the car wash tunnel entrance will be provided via a one-way counterclockwise drive aisle. The entrance to the carwash will be on the north end of the site and the exit will be located towards the south of the site. Page 3 of 7 Packet Pg. 5 2.1.a An emergency exit is proposed at the north end of the site between the pay stations and the carwash tunnel, in the event the carwash breaks down and vehicles need to exit the queue. The total vehicle stacking capacity (including the carwash tunnel) is 53 cars, which the traffic study indicates will be adequate in accommodating the normal daily projected traffic operations of the car wash. The traffic consultant recommends that the existing striped median along Milwaukee Avenue be restriped to provide an exclusive left-turn lane. Village Engineers, Police and Fire Department representatives have reviewed the proposed plans and the Traffic Impact Study and are in support this recommendation. The traffic study further recommends certain operating procedures for peak days, to enhance the flow of traffic through the carwash site. Peak demand,warranting modified operations, is anticipated to be rare. Staff suggests that the operators closely monitor circulation and stacking on Q the site during peak demand and implement the following procedures on an as-needed basis. Y 3 • Increase the service rate of the tunnel to the maximum it can process. 3 • Should the internal vehicular queues occupy both lanes, the right-in movement at the full- movement access drive off Milwaukee Avenue should be closed via traffic cones and an M attendant should direct traffic to enter via the right-in/right-out access drive. • Direct traffic to stack on the drive aisle within the vacuum stalls. This would provide the car wash with additional stacking for approximately 16 to 20 vehicles(stacked side by side). E • Provide staff at critical locations within the circulation system during peak periods at the o carwash to help direct and manage the flow of traffic through the site. Critical internal locations where staff should be located include at the pay stations and at the exit of the o carwash. co �a Parking: 1d t) The Zoning Code requires a minimum of one parking space per employee be provided for w carwashes(auto laundry uses).The project exceeds this requirement with four dedicated parking stalls O for employees and 17 parking stalls equipped with vacuum stations. o L Building Elevations/Site Design: The site has been thoughtfully designed and the building elevations,signage, and accessory structures c are well coordinated. The stone block columns with cornices provide interest and building v articulation and all four sides of the building have been fully designed. The materials on the sign base and accessory structures (pay station, vacuum stations and refuse enclosure) all C match the materials on the primary building. w Lighting: The proposed lighting complies with the Village illumination standards of no more than .5 footcandles at the property line. A combination of pole lights, building fixtures and under canopy lighting will be £ s used to illuminate the site. a Stormwater& Engineering: The north 1/3 of the site is in a regulatory floodplain. The site will be designed to accommodate the floodplain and mimic the existing elevations. Compensatory storage will be provided along the north side of the project site and the building will be elevated to meet flood protection standards. The petitioner has provided a preliminary stormwater assessment with their submittal. The site's impervious surface and stormwater runoff will be reduced. The Village's Engineers have reviewed the Page 4 of 7 Packet Pg. 6 2.1.a preliminary plans and have indicated that the minimal concerns related to stormwater and utilities can be addressed during the final engineering process. Noise: The petitioner has provided a sound study indicating that the ambient noise from traffic on Milwaukee Avenue will exceed noise generated by the car wash blower during anticipated hours of operation.The nearest residential property is located across Milwaukee Avenue, approximately 220 feet from the proposed carwash site. DEPARTMENTAL REVIEWS Village Department Comments Engineering The Village Engineer has reviewed the preliminary engineering plans and does not have any concerns. Forestry The Village Forester has reviewed the landscape plan and does not Q have any concerns. Y Police Police has reviewed the traffic study and proposed access to the site 3 c� and are supportive of the installation of a dedicated left turn lane on 3 Milwaukee Avenue. Police did not have any other concerns about the plans for the site. M Fire The Fire Department has reviewed the truck turn exhibit and has some concerns about a ladder truck being able to access the site. _ 1= SURROUNDING PROPERTY OWNERS o CD Pursuant to Village Code,the surrounding property owners within 250 feet were notified and a public > hearing sign was posted on the subject property.The posting of the public hearing sign and the mailed o notifications were completed within the prescribed timeframe as required.As of the date of this Staff y Report, the Village has received one inquiry about what is proposed on the site. `d �a t� STANDARDS ca The Planning &Zoning Commission is authorized to make a recommendation to the Village Board on o requested Zoning Variations based on the following criteria: o L 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 c except in the case of residential zoning districts; t� 2. The plight of the owner is due to unique circumstances; 3. The proposed variation will not alter the essential character of the neighborhood. Q. m a The petitioner's responses to each of the standards are attached for the Commission's review. A. Except for Prohibited signs (Chapter 14.32), the Village Planning & Zoning Commission may = recommend approval or disapproval of a variance from the provisions or requirements of the s Sign Code subject to the following: a 1. The literal interpretation and strict application of the provisions and requirements of this Title would cause undue and unnecessary hardships to the sign user because of unique or unusual conditions pertaining to the specific building, parcel or property in question; and 2. The granting of the requested variance would not be materially detrimental to the property owners in the vicinity; and 3. The unusual conditions applying to the specific property do not apply generally to other properties in the Village; and Page 5 of 7 Packet Pg. 7 2.1.a 4. The granting of the variance will not be contrary to the purpose of this Title pursuant to Section 14.04.020 B. Where there is insufficient evidence, in the opinion of the Planning &Zoning Commission, to support a finding under subsection (A), but some hardship does exist, the Planning & Zoning Commission may consider the requirement fulfilled if: 1. The proposed signage is of particularly good design and in particularly good taste; and 2. The entire site has been or will be particularly well landscaped. The petitioner's responses to each of the standards are attached for the Commission's review. m c STAFF RECOMMENDATION Staff recommends approval of the abovementioned Preliminary Plan, Zoning Variations and Sign Q Variation subject to the conditions in the Suggested PZC Motion below. Y c� ACTION REQUESTED 3 The Planning & Zoning Commission (PZC) shall open the public hearing and take public testimony T concerning the requests for approval of a Preliminary Plan, Zoning Variations and a Sign Variation to M accommodate the construction of a new carwash facility at 301 N. Milwaukee Avenue. The PZC shall make a recommendation to the Village Board concerning the requests. E Suggested PZC Motion o The PZC recommends approval of a Preliminary Plan with Variations from the Zoning Code pertaining to the location of accessory structures in relation to the principal structure and the width of the o landscape buffer adjacent to the right-of-way; and with a Variation from the Sign Code pertaining to the orientation of two of the proposed wall signs, all to accommodate the construction of a new carwash facility at 301 N. Milwaukee Avenue, subject to the following conditions: �a w 1. The proposed development shall be developed in substantial conformance with the plans c attached as part of the petition. 0 L 2. The Final Engineering plans shall be submitted in a manner acceptable to the Village. N c 3. Any directional or incidental signage added to the sign package shall be reviewed v administratively by staff. 0 a 4. The fire truck turn exhibit shall be revised to the satisfaction of the Fire Chief prior to issuance of any building permits. 5. As recommended by the Traffic Impact Study prepared by KLOA and dated June 29, 2022: a. The painted median on Milwaukee Avenue shall be restriped to provide an exclusive E left-turn lane into the full-movement access drive at the south end of the site, subject to the review and approval by IDOT. a b. The carwash woyfinding and traffic control signage shall be installed on the site as noted in the Traffic Impact Study. 6. The operator shall closely monitor traffic circulation and stacking during peak operating days/hours and take appropriate measures to ensure that adequate stacking is provided. If the Village determines, at its sole discretion, that additional stacking should be provided to accommodate peak demand on site, the petitioner shall adjust their operating procedures in a manner acceptable to the Village. Page 6 of 7 Packet Pg. 8 2.1.a ATTACHMENTS • Plat of Survey • Narrative Description • Description of Business Operations • Preliminary Civil Engineering Plans • Architectural and Landscape Plans • Photometric Plan • Preliminary Stormwater Analysis • Sound Evaluation • Response to Zoning Variation Standards • Response to Sign Variation Standards • Minutes from the PZC Workshop Meeting > • Traffic Impact Study d Y 3 3 T Q M O C d Q O d O 0 t fA V w O C O O L d .N �O♦ yV.+ L O Q 0) W rt+ E t V Q Page 7 of 7 Packet Pg. 9 0 TOPOGRAPHICAL SURVEY 1919 TE LOTSL N - EXCEPTTHE SOUTHERLY 1.FEET E S LOT BOOK INUNIT d bJdbJ (OLU I (4 S ( SEC C O S 43 iuv sops FURS x w<TIa�oI�E�e V i ;oP P E°'LTF,B Fa qN, ;,�°'�"' �e "' � 87"¢t1"7"E 136.24\� _ ,.-- I \> \ xe \ uA� 1 � �� +�E S T, l 111, \ \ BENCFIMARK0 1L o) \ \\ �� 64..EII x�°� 4 \�, \ A, \ T Fv Arl zC oa A A A. 14\ \ a 1L,07 � o �i g3 'E p Noc \ I F TFMF \ \ R �� J ✓� � �FNL BF. X/ (FNFR VLNOIFl 4 }I\ Z NOTITIF SF.ARCH Ft A. 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CTLNIC, SIICWN IN FEET,AND F G GIILIUnTuc_W]ILi�U AND SL..L A�1,1111A LLLINOI�u I11 OH u u D_.z WF mE 0 o - - ,Ieo oLG I1F 10 LI II Fry Tnsaz A n Iu�LO o s o xa w e. eo STINR aIxAI1 is NI—L tiSP"^LTI D11PNI,E PREPARED FOR: NOLAN&WEDOW SURVEY GROUP REORD TIES—ELECT 11.1 E,n 0 mu IL oSP�ALL _ TOPOCE4PHICAL STTINTY Ioa. - lITF 9lIINMI W>L VFNUh. Hi IFF IO CROVF_Ii_ 0 2.1.b Village of Buffalo Grove Development Services Department-Zoning Application 301 Milwaukee Ave The purpose of this application is to propose to construct and thereafter establish a new State-Of-The-Art car wash facility.The facility, better known as a luxury spa, shall have designated and clear marked lanes of use,staff members throughout the facility(from entry to exit), and a systematic plan executed to allow Q a steady and smooth flow of service. Y The design of the facility is more akin to a modern-day brick-and-mortar bank with sleek lines and stone. 3 The operation shall have approximately 3 staff members on site to ensure the smooth flow of traffic, answer questions customers may pose, instruct customers and how to operate vacuums,direct customers M to refuse disposal, and assist in the selection of a proper option for a wash. as The site design shall ensure enough space for stacking and for the prevention of any backup traffic onto E the major or minor public roadways adjacent to the facility. Additionally, each site is designed to C accommodate unobstructed movement of fire & other emergency vehicles onto and throughout the site grounds. Each site will have more than one lane for stacking, typically 3 plus at lease another lane for o those seeking to exit the facility from the stacking lane. co M Clients shall have options to choose specific service to be performed,communicated either electronically, M verbally, by writing, or in some other manner thereby creating direction to the client through staff communication to proceed along the facility grounds to obtain the service or services selected. o _ Hours of operation would not exceed the operation of other like-kind facilities. Typically, the L owner/operator can designate hours and the suggested hours are longer on weekdays and shorter on � weekends. Peak hours vary. Sometimes the lunch hour on a sunny day may have peak visits. Weekends oftentimes will have peak usage of the facility. Early evenings may have peak usage as well. c U Each wash has a different time designation.Typically, a standard wash can vary between 30 seconds to 3 N minutes. _ 0 2 as m Cn _ M a _ E s �a a Packet Pg. 11 2.1.b Description of Business Operations 301 N. Milwaukee Buffalo Grove, IL The Petitioner seeks to establish an Auto Luxury Spa, sometimes called an Auto Laundry, or a, Express Car Wash. The proposed facility is unique in structure as it has brick facade, towers, unique lighting and a state-of-the-art tunnel system. The aesthetics are more akin to a modern- Q day bank rather than an express car wash. The structure is neither a copy or identical in design Y to any other structure or facility nearby nor is it an anomaly. The height, width, depth, and 3 breadth are not too wide, high, or deep to create a distraction. Rather, the design is made to create the cohesion of a business district and a unified and symmetrical representation of the Co area. Unique. Elegant. Luxurious. as The proposed operating hours are 7:OOAM-9:OOPM Monday to Saturday and Sundays 8:OOAM- a 8:OOPM during the summertime and 8:00AM-8:00PM Monday to Saturday and Sundays 8:OOAM- ° m 6:OOPM during the wintertime. o s fA Although the entire system is automated,this facility would employ personnel to be at the facility M during normal operating hours. Approximately 3 employees (at any given time) will always be v present at the facility with a maximum of 4 during peak hours. Detailing/supplemental services will not be offered at this facility. r_ 0 L As we are dedicated to cleanliness, our facility must demonstrate that. We train our employees to assign one employee as a rover in the vacuum area. In this area, there are several vacuums and waste bins. Our employees will ensure no trash is left on the grounds, all trash is disposed of v in the waste bins, and bins are emptied periodically as they fill. Other employees would assist clients in selecting a specific wash-type, answer questions, assist with payment operations, o assisting clients entering the wash, and provide overall management of the facility during as operations. m The tunnel system is state-of-the-art, with artificial intelligence (AI), sonar and No-Pile-Ups technology,friction, or touchless wash options. The tunnel is equipped with speed doors on both a ends and sophisticated sensor systems to create an efficient and safe operation. The system is belt-fed or conveyor. Unlike a track system requiring a client to line-up the left side of their tire s onto a track, place the vehicle in neutral and allow the system to "drag" the vehicle through the 2 wash. Our system allows the client is simply drive onto a conveyor belt. We can accommodate a and draw clientele with after-market lowered vehicles, larger vehicles, dual-axel, exotic vehicles and vehicles with specialty wheels. The facility shall have an installed payment canopy with ease of use. Packet Pg. 12 2.1.b The washing system is extremely efficient. If washing a vehicle in a driveway, an individual may use up to 150 gallons of water.A typical car wash attached to a gas stations or full-service washes may use up to 85 gallons of water. Our wash system uses only 15 gallons on average of water per wash. Additionally, the cleaning products used within the system are non-toxic, water-based, plant-based, marine safe, biodegradable, naturally scented, and environmentally friendly. as To avoid disruption of traffic and to provide a continuous flow from all lanes, the car wash shall be designed to complete the entire process of washing-from the point of sale at gate opening to Q the exit of the wash-in under three minutes. Finally, the design includes a built-in time-space Y element so that a vehicle shall exit the wash every 20 seconds thereafter. 3 The ground/land/property upon which the facility shall be constructed and operated creates Co diversity and coupling complimentary element to its surroundings. The business corridor along Milwaukee Avenue has several commercial properties with their own unique niche. This will be = a� a great complimentary addition. We selected Buffalo Grove for its vibrant corridor and easy to a maneuver and navigate design. ° m 0 The Petitioner shall encourage inspections by Village, County and State agencies to ensure y compliance with all codes and ordinances and will provide full cooperation in this very important M process. 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The Village of Co Buffalo Grove is a certified community with the County. The assessment is intended for a pre-application/referral c meeting at the Village Board Meeting and is based on available public information. _ a� E Project Description o Client is proposing a new carwash facility in at a vacant 0.89-acre commercial lot. This project entails the development of a proposed 150' x 35' carwash building, vacuum stalls, payment station& canopy, drive aisles p and utilities. s fA M Pre-Development Conditions The site has one (1)building formally the Grill on the Rock Korean BBQ at the south end of the site with a trash v enclosure along the east lot line. Three quarters of the site is a parking lot with a few landscape islands. o Landscaping is limited to perimeter areas around the building foundation and narrow buffers along the west and c north lot lines. Two existing access drives connect to Milwaukee Ave, one at the north end and one adjacent to the building. The site appears to drain north to an offsite Swale. The improvements have existed prior to the original Lake County Watershed Development Ordinance effective date of 10/18/92. Aerial exhibits from Lake County GIS has been included. _ 0 c.> Impervious Area= 0.85 AC N Pervious Area= 0.04 AC c Development Area=0.89 AC a� Regulatory Floodplain The proposed developed area is within a regulatory floodplain per the Federal Emergency Management Agency. m Cn FIRM Panel#17097CO266K,Zone AE with an effective date of September 9`h, 2013. The 100-year flood zone limit passes through the northern third of the site. A Base Flood Elevation(BFE)is approximately 644.6 ft based on the Floodplain Study. The site will be designed to accommodate the floodplain and mimic existing elevations. aC; Compensatory storage will be provided along the north side of the project and the building will be elevated to meet flood protection standards. A FEMA Firmette has been included. E �a Regulatory Wetlands a Cursory review of the US Fish&Wildlife Services National Wetland Inventory and Lake County's GIS indicates no wetlands are in or adjacent to the project site. Maps have been included. 600 Busse Highway/Park Ridge/Illinois 60068/Tel: 847-698-6400/www.terraltd.com Packet Pg. 39 2.1.b 4 TERF;IA Post-Development Conditions The redevelopment will reduce the impervious area and thereby increase the pervious with heavy landscaping. A 6' landscape buffer has been proposed on all side of the car wash site. The development will be considered a "Major- Regulated Development"per the Lake County WMO because of regulatory floodplain(300.01). The "new"impervious area will be less than 0.5-acres. Impervious Area= 0.66 AC Pervious Area= 0.23 AC Y Development Area=0.89 AC Stormwater Management Lake County requirements for hydrologically disturbed area: Release rates of 0.04 CFS/AC for the 2-year, 24- Cohour storm event and 0.15 CFS/AC for the 100-year, 24-hour events. c The existing site is 96% impervious, the proposed site will reduce the percentage to 74%. The stormwater runoff will be reduced with the additional landscaping. If detention is required for the redevelopment,it will be in E landscape areas, surface ponding or underground chambers. o m Runoff Volume Reduction (RVR) o The Lake County WMO includes water quantity standards: The site development plan shall incorporate stormwater infiltration, evapotranspiration, reuse, or other methods,into the project. The applicant shall use M appropriate green infrastructure techniques and best management practices to reduce runoff volume, according to the Lake County WMO. New impervious areas created after 04-01-09 that result in at least I-acre hydrological v disturbance and more than 0.5-acres of new impervious area and/or redevelopment of previously developed sites o that result in at least 1 acres of hydrological disturbance. c The project is considered a redevelopment and is less than I-acre, below the hydrologic disturbance threshold. 0 The RVR requirements do not apply to this project,but some may be incorporated into the design. Water Quality Treatment c 0 The Lake County WMO includes water quality standards. The water quality treatment requirements in the WMO U apply to developments that result in at least 0.5-acre of new impervious surface area, where "new"is defined in N 300.06 of the Ordinance. c The project is considered a redevelopment and does not create more than 0.5-acres of"new"impervious area. Water quality treatment is not required for the site. m Cn If you have any questions or require additional information,please contact us. co Very truly yours, P �:.S' <<j a TERRA CONSULTING GROUP, LTD 2 £ �yy, � ( ' L � °� C�t� OF o ER ENGIpEER � Michael Elliott,PE ��z'•10. :Ott Director of Civil Engineering 0 NC��S *CVWEVWft1t30!-, C: Nick Spallone—Car Wash Pro Designers 600 Busse Highway/Park Ridge/Illinois 60068/Tel: 847-698-6400/www.terraltd.com Packet Pg. 40 Lake County, Illinois V ll" I u VV I l iu //�:1 �� %DIY �� ° %/ '',,,. r�✓off �✓% , / i 1/ r II I�i r yVi� illUa'niulirulll� I IIII �1� /l VVVV V V I uuuum lul IIIIII ��V luau � t r V� I ! i t I I 7/ / / /i / r i I / C / i 1�I i m1 mql ��all d I f11 I II II IIII pil �f �I / IYII� E CL �i Yuuuuu VIMi1i ii Y �'°IIIIII �I III Vuuil it ' I O i u 1 { uIV I 0 �h� .. f 1 ' / yl „ /' ,r //fCn // / �u a. 0.01 mi O yul tC Q Tax Parcel I� Information IIII N 1193 Tax Parcels 2021 Map Printed on 5/4/2022 Lake County,Illinois Disclaimer: The selected feature may not occur anywhere in the current map extent. A Registered Land Surveyor should be consulted to determine the precise to on the ground.This map does not constktute a regulatory determination and is not a base for engineering design. This map is intended to be viewed a Packet Pg. 41 (anuanb 993inemllW �0£le}uawdolana(3 LISBNueo a jo uoi;eaaplsuoo) [z uolslnaa] JOS ueld :;uauayoe;;d '3 J m 14 .0. r W 4 N > m Q N ' )m N Co. y s o co x 3 m c° ao ._ nm N a o 3 3 m jE ° m o N m c y ° Q "H c° ma two o c ac E . g oo ° a. c ati. .o ° m o E q o o ° moo com E NNc N.O. d > `2 O c e: x LL. c c C N'O E o Q o m N LL O N Q Y�'i O F O O m o O J '6 O O N °L O ate.. 'o Z m LL �o0 0 3 m Q o �n u oo G1 � w A N N c o w Y O G> N 'm c i 1A 'i N m O 00 N A W'6 O O = 3 0 0 C 0 a-I N .O Pj t/ LO c o O ate.. N '6 m m >co :5E m d a V A C m O n0. V a ° a a ° m c m coi y Ir a E LL 3 w m c ¢ o N Na N �a m E ai o E m 1C Q LL N °O U Z. c O x O '° `° m 2 0 N O N O N C LL > nm. ate.. 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G1 CL r I ,r I li i i o I� i ed ryr, a p Li IN V „ � I 0 i; i u fA ilrf r t�N'� l; df Y �� %✓ I 0 0 rr r V f O w r� �l " u) ,r ""NCn a. ' �) iYr�rrr / r, IY fir, Y �Y r' f„ o¢ sGIS/MapVIAMM14visian" Q Tax Parcel River/Stream/ Island Out area Information "` Creek Detention Basin Lake County m„ F Tax Parcels 2021 [I Wetland N 2002 Hydro Dam single line Inventory 2007 HydrO Lilies Culvert-single line Dvanced Areas TYPE � IDentiflcation Local drainage, Wetlands Map Printed on 5/4/2022 TYPE Lake apparent ARID with 100ft r ; Lake county,Illinois Lake - Pond Stream less than Buffer Pond River/Stream five feet in width : The selected feature may not occur anywhere in the current map extent. A Registered Land Surveyor should be consulted to determine the precise to DISClall7ler on the ground.This map does not constitute a regulatory determination and is not a base for engineering design. This map is intended to be viewed a Packet Pg. 44 2.1.b a d Sound Evaluation for the Proposed Car Wash Q in Buffalo Grove on Milwaukee Road 3 May 4, 2022 0 M E Q O Car Wash Pro Designers, LTD (hereinafter "CWPD") conducted an analysis to examine the impact of noise from the proposed car wash in Buffalo Grove to be located on the east side of o Milwaukee Road just north of Riverwalk Dr. To accomplish this, we used noise emissions y data from both the exit and the entrance of a facility that is a replica of the car wash M proposed in Buffalo Grove, Illinois. This was the Voda Luxury Auto Spa facility located at M 7648 W 159th St, Orland Park, IL 60462. The measurements were conducted in May of 2022 by a CWPD acoustical consultant using professional grade instruments. In o addition, our own data from a car wash in Vernon Hills shows that the sound level drops off o as angle to the opening increases. L d .N In addition, CWPD inspected the Buffalo Grove site to examine the effect of its ° U topography on sound propagation. We also conducted ambient noise monitoring to document the background noise levels that exist near the residents in the apartments over 800' to east, and the single family home across Milwaukee Ave to the south west on the corner of .N Milwaukee Ave & E Chevy Chase Dr. All of this data is important in predicting accurate car > wash sound levels at any specific location near the new facility and the impact of the facility on nearby residents. Cn c M a Based on the Voda car wash noise data (which is primarily blower noise) and allowing for the reduction in noise due to distance, directivity, and topography, CWPD conclude that the £ noise from the car wash will meet the Illinois State noise code. Moreover, there would be no noise impact from the car wash because the projected sound levels are well below the ambient noise levels recorded at the site. a CW PRODF.SIGN I..I..0 d/b/a Car Wash Pro Designers 6400 N Northwest Hwy,Unit 4,Chicago,IL 60631. www.carwashprodesigners.corn info@carwashprodesigriers.com I'r:630.534.1310 Packet Pg. 45 2.1.b YyJ � n �� goo tea' G1 r,r, ✓G � K mt,. 2, I e � IIIIIII p p}I J.d Q. v 91V y �u r I r n N U Figure 1 -Aerial view showing the location of the audio equipment we used to record the ambient noise data. M 4- 0 Ambient Noise Levels o L To assess the ambient noise at this site, CWPD used professional grade audio equipment to record the noise over a 7-hour period from 6:30 AM on Wednesday, May 4th until 1:30 PM on the same day. CWPD used their equipment at the residence located at 7 E Chevy 0 U Chase Dr, Buffalo Grove, IL 60089. The south and southeast property line of the proposed wash, and the residential apartment building located at 301 N Riverwalk Dr, Buffalo Grove, IL 60089. This location is shown in the aerial photo in Figure 1. e N as Ambient noise refers to the existing, all-encompassing The primary ambient noise at this recording location was n sound at a given place in a vehicle traffic on Milwaukee Ave, a primary, 5-lane community. It is a composite of a highway. sounds from many sources near and far. 0 s �a The recording in the field was documented via screenshots, of the device, video from the a dB equipment, and a report attached as exhibits below. A sample sound level tests were conducted over a 24 hour period on Milwaukee, Ave 2.5 miles south of the proposed wash site in Buffalo Grove by Dr Thunder (Noise Study Expert) are shown in Figure 2 (below). The thin, blue line shows the variation in the A-weighted sound level at 1-seccond intervals. The high peaks in the graph were typically from motorcycles, trucks, and airplane flyovers. Page 2 of 5 Packet Pg. 46 2.1.b The thick, red line in Figure 1 is the hourly, time- averaged level of the ambient noise. This level is often The A-weighted sound level is the called the equivalent level (Leq) because its value is standard metric to measure sound "equivalent" to the average sound energy — not the and is expressed in decibels (dB). It average decibel level. The Leq is the metric adopted by is a filer that mimics how we hear the U.S. EPA and correlates well with the impact of an noise because it diminishes low ambient noise environment. frequencies. c a� Q The Leq line in Figure 2 (below) shows the trend in the ambient noise over a weekday 24- hour period on the same road, 2.5 miles south of the proposed site in Buffalo Grove. Specifically, it reveals that the ambient noise begins to drop around 9:00 PM and then 3 returns to near daytime levels by around 6:00 AM. 0 rzt, M A�nblent Hales recorded near the residential hstantaneous Sound Level(1-sec) tC lot to the north of the proposed car wash. *' .............Led,dBA(1•hourd Edl tiiandnr,.i -- E tZ _0 PU NII V � fr 'mo M �1,/✓/ �J- r r „ �j1r, / ;� .,,i„ li„„of ,r / r ��f,�r(%�rJl ! l r, 10 7• i ��fif� 1 ( /f r1 l /.�if f �)I r a Y/�rir ��i'rm�r //�.ri(� rl r �r/�/�j lir r�i �� /ii — 1 �f �� l� f rl �i r rr, fir / r 1 '� I` /1 V J,' ,m: w� V i t r r, / ril v7f�.J4,11 M t ,,;r;(��/j r��J lli r�. 1r1.�, !r; C Car Wash Blower Nolse(.53 dB} O nu x.sre.r.,Wr f�0 d .N WfNapar C O .^' a" �Y .y .fs u+ V �5 d" "ypr, 'y-w.. �R� e% �� ...r0 ,ref ,>nr� ,a0 n c>.�. 'oo "�r✓n� 'nr.+N 'rry 'etr� 'Guy 'r'rav v a ✓c .., V � � � � �r �a'y � ,,„ yrX �� da�p 4'rv�r is 2y "Pr 4;r 9e 2y <r ^� �i �"p�y �+� ��, WNedro,dmy.5epr26,aczS Time of Day in HoursWinutes Thv drry seoraa aase N C O 2 Figure 2—Plot showing the approximate car wash sound levels at the the property line at the south/east corner of the site from the exit of the car wash compared to the ambient noise levels measured at a W similardistance to Milwaukee ave from the sound study conducted on the site located 2.5 miles south of , this location on Milwaukee Ave. c Projected Noise Levels a The data obtained at the Voda Luxury Auto Spa in Orland Park indicates an average sound level of 60.9-dB without washes exiting the tunnel and an average of 71.5-dB with a vehicle exiting the tunnel at 110 feet from the exit of the wash at the same degree as the a one shown in Figure 1 above. Because the entrance is much further from the blowers, the sound level is substantially lower at that location. Specifically, the level at 40 feet from the entrance at the same angle was 58.2-dB a level 13.3-dB lower than the exit. Since a 10-dB drop in sound level is half as loud, the noise emission from the entrance is more than half as loud as the exit. The recording in the field at 301 N Milwaukee Ave, Buffalo Grove, IL 60089 on the south end of the parcel on May 4, 2022 at 11:49AM that had current dB levels of (Peak: 97.8-dB, Avg: 74.7-dB) and at 11:53AM across the street at the residence located 330 feet from the proposed wash site at 7 E Chevy Chase Dr, Buffalo Grove, IL 60089 that had current dB levels of (Peak: 88.5-dB, Avg: 72.4- dB). Page 3 of 5 Packet Pg. 47 2.1.b As mentioned above, the sound level of a tunnel car wash drops off as a listener moves to the side of either the exit or the entrance. This is a phenomenon known as directivity. Based on our data, the sound level drops off by as much as 12-dB at an angle of 90o from the opening. The drop is further for angles greater than 90o. The sound level due to a car wash is generally the highest at the closest residential location. In this case, the closest residential lot is directly to the southwest of the proposed car wash across Milwaukee Ave. Using the Voda sound data, we projected the noise level to this property based on the attenuation of sound over a distance of 330' at 45 degrees from 3 the exit of the wash and the effect of directivity to be 24-dB from the wash facility to this a� residence (with no passing traffic from Milwaukee Ave). The result is a projected level of Q 29-dBA radiating from the wash facility alone. This is below the State of Illinois daytime limit (80-85 dBA) of about 72-dB for noise radiated from commercial property (Class B) to residential property (Class A). 3 CO A noise impact could occur if the time-averaged noise level of the carwash exceeds the time- averaged level of the ambient noise by more than 3-5 dB. To visualize the relationship = between the projected sound level and the ambient noise levels, we plotted the projected car wash blower noise level on the ambient noise graphs of Figure 2. As seen in this chart, CL o the car wash noise levels are well below the hourly Leq of the ambient noise level from about 5:00 AM until 11:00 PM. If the on-time of the blowers were factored in, the hourly o time-weighted level of the blowers would be even lower. Based on our analysis, it can be s concluded that the operation of this facility would pose no impact during is proposed M operation hours of 6:00 AM to 10:00 PM. U ca 0 The closest residential location to the proposed car wash is 330 feet from the exit of the o wash, and 445 feet from the entrance of the wash. Residents closest to the exit of the proposed car wash would have the following levels of dB based on distance: .N c 0 Description of Measurement dBA V N Car Wash -1 meter from Car Wash Exit 87 op 2 Car Wash -20 feet from Car Wash Exit 73 > Car Wash -40 feet from Car Wash Exit 61 m Car Wash -80 feet from Car Wash Exit 50 cro a Car Wash -160 feet from Car Wash Exit 42 ; c d Car Wash -320 feet from Car Wash Exit 33 t �a Car Wash -380 feet from Car Wash Exit 24 Q Page 4 of 5 Packet Pg. 48 2.1.b Conclusion: Homes closest to the exit of the proposed car wash (330 feet) would hear the equivalent of a pin drop from a height of one (1) centimeter at a distance of one meter (3.28084 ft) away. The dB levels above do not account for any form of screening, which will ultimately reduce the dB levels significantly. Site design, building design, distance from the source, and landscaping can all be used to decrease ("attenuate") or block/direct sound. Blower layout, the direction the tunnel faces, and of course, the number of blowers are also factors. Many local government ordinances dictate a maximum sound pressure level at the property line, typically 80-85 dBA for commercial properties on busy streets during the day (that's the typical level of traffic noise 3 on a busy street) down to 50-60 dBA in quieter non-industrial, residential areas, especially at night. Some even dictate sound pressure levels by frequency. Q a� d We have included sound data, video data from two exact replica washes along with a report from Dr Thunder conducted for the exact same facility on Milwaukee Ave in Wheeling just 2.5 3 miles to the south to support our conclusions and findings herein. 0 The conclusions herein are based on a completion of several reports, experts and studies conducted on the same equipment and building type proposed for the new car wash facility. as E a 0 m 0 0 Sincerely, co Car Wash Pro Designers `0 w.. m V O c Nick Spallone Principal L d .N c 0 c.> N C O N d Cn C co a c 0 E s 0 �a Q Page 5 of 5 Packet Pg. 49 2.1.b Variation Standards 301 N. Milwaukee Spotless Auto Spa Landscape Buffer along Frontage and Auxiliary Structure Setback 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; _ a> AUXILLARY STRUCTURES Q This facility has its entry and exit on the north and south side of the facility which on are not on the frontage(west). Given the nature of a car wash's ingress and egress being in the short direction of the building, and need for allowing for automobile queuing onsite, the vacuum stations/canopy and 3 garbage enclosure structures are needing to be located along the frontage (west)side of the building. The frontage side of the facility is not the main entrance to the wash given the nature of the car wash CO facility circulation. The structures are architecturally complimentary to the primary structure as well. M Both auxiliary structures are necessary for the business to operate. a� LANDSCAPE BUFFER ALONG FRONTAGE a The code requires the landscape buffer along the frontage to be 15' wide. Given the desire to 0 appropriately provide landscaping along all sides of the property, the east(rear yard)driveway curb is shifted westward. Landscaping is being installed in the area create on the backside of the curb o between this property and the neighbor to the east. It is necessary to provide robust landscaping to project the desired high-end image desired by ownership. M M U ca 2. The plight of the owner is due to unique circumstances; o _ 0 Generally, entrances to commercial and business properties face the frontage. Given the nature of a L carwash, the entrances do not face the frontage making this unique. Both variances are requested due to the unique nature of car wash facility ingress and egress being on the non frontage exposure. c v 3. The proposed variation will not alter the essential character of the neighborhood. c� _ 0 2 The proposed landscaping for this project covers all available areas capable of being landscaped and is quite robust for the nature of the proposed use. The requested Landscape Buffer Relief will enhance the +, m overall landscaping and therefore enhance the character of the neighborhood. Cn _ M a The proposed Auxiliary Structures compliment the primary structure and in no way could be considered :; offensive nor detract from the character of the neighborhood s �a Q Packet Pg. 50 2.1.b 301 N. Milwaukee Spotless Auto Spa The Planning&Zoning Commission is authorized to make a recommendation to the Village Board based on the following criteria: A. Except for Prohibited signs(Chapter 14.32),the Village Planning&Zoning Commission may recommend approval or disapproval of a variance from the provisions or requirements of this Title subject to the following: 1. The literal interpretation and strict application of the provisions and requirements of this Title would cause undue and unnecessary hardships to the sign user because of unique or unusual conditions pertaining to the specific building, parcel or property in question; and Q This facility has its entry and exit on the north and south side of the facility which on are not on the Y frontage. Given the nature of a car wash's ingress and egress the traditional signage on the tunnel would need to be on non frontage elevations which is not permissible in the given code. 3 2. The granting of the requested variance would not be materially detrimental to the property owners in the c vicinity;and Granting this request would not be materially detrimental to the property owners in the vicinity. The °1 E northern property(Gerber)has a yard and driveway adjacent to the proposed building, and the property o to the south is currently undeveloped with Speedway eventually developing the property south of that. Milwaukee Avenue borders to the west and an undeveloped parking lot is to the east. The proposed p signage meets the "no more than 20%of the elevation length"requirement and will be no more than 7'in y length. The proposed signage also matches the design of the other signage for the project. 10 M U 3. The unusual conditions applying to the specific property do not apply generally to other properties in the ra Village; and o _ 0 Generally, entrances to commercial and business properties face the frontage. Given the nature of a L carwash, the entrances do not face the frontage making this unique. .N _ 4. The granting of the variance will not be contrary to the purpose of this Title pursuant to Section 14.04.020 v N The purpose of the Title is to "protect the safety and welfare of the public, the need for well maintained r- and and attractive appearance in a community."Permitting this proposed signage will in no way waiver from .2 the purpose of this purpose. > B. Where there is insufficient evidence, in the opinion of the Planning & Zoning Commission, to support a finding in under subsection (A), but some hardship does exist, the Planning & Zoning Commission may consider the requirement fulfilled if: a 1. The proposed signage is of particularly good design and in particularly good taste; and 0 E The proposed signage matches the branding of the other signage at the property and in no way could be considered offensive. The relatively small size of the proposed signage furthers this. Q 2. The entire site has been or will be particularly well landscaped. The proposed landscaping for this project covers all available areas capable of being landscaped and is quite robust for the nature of the proposed use. Packet Pg. 51 2.1.b 06/15/2022 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, JUNE 15, 2022 Call to Order The meeting was called to order at 7:30 PM by Chairman Frank Cesario a� Q Public Hearings/Items For Consideration 1. A Public Hearing to Consider a Request for a Rear Yard Setback Variation to Allow the Construction of an Addition on the Property Located at 900 Holly Stone Lane (Trustee 3 Pike) (Staff Contact: Kelly Purvis) Mr. Binder, associate planner, provided a background on the subject property. �Co, Mr. Lilly provided testimony of the subject property. He explained he would like to turn his 3-season room into a 4-season room. ° E Com. Richards ask if we already went through the process for the 3-season room on the o subject property in the past. Mr. Binder said he found no record. s fA Chairperson Cesario said the current structure has been therefor 30 years. 10 M Com. Moodhe asked if there is heating and air. c� M Mr. Lilly said no 0 c Com. Richards asked if anyone called regarding the variation. ° L Mr. Binder said no ° Mr. Lilly said just inquiries for his neighbors. c v Com. Worlikar asked Mr. Lilly to go over the specifications of the new structure. N Mr. Lilly said it will have the same footprint as the current structure. c Chairperson Cesario entered the staff report at exhibit one. T as The public hearing was closed at 7:37 PM. m Com. Weinstein made a motion to grant a variation to Section 17.40 of the Buffalo Grove Zoning Code to allow a proposed addition to encroach into the required rear yard setback at 900 Holly Lane property, subject to the following conditions: a c 1) The proposed sunroom addition shall be installed in accordance with the documents ° and plans �a submitted as part of this petition. a Com. Richards seconded the motion. Chairperson discussed why we have the process we have for rear yard setbacks. Com. Spunt spoke in favor of the motion. Com. Moodhe spoke in favor of the motion. Packet Pg. 52 2.1.b 06/15/2022 Com. Davis spoke in favor of the motion. RESULT: APPROVED [UNANIMOUS] AYES: Moodhe, Spunt, Cesario, Khan, Weinstein, Richards, Worlikar, Davis ABSENT: Amy Au 2. A Public Hearing to Consider a Sign Variation Request for Mi Mexico Restaurant to Allow the Construction of a Freestanding Sign on the Property Located at 220 Milwaukee Avenue (Trustee Ottenheimer) (Staff Contact: Kelly Purvis) c a� Ms. Purvis, Deputy Community Development Director, provided a background on the Q petition for a sign variation. Mr. Barajas confirmed that the background was correct. He said the sign would be 3 helpful to their business. — Com. Moodhe asked if the sign was there when they bought it. Co M Mr. Barajas said yes. c Com. Moodhe asked how long the sign has been up. Mr. Barajas said it has been there long before they bought it, and they have been there o for 15 years. Com. Weinstein asked if the road was expanded. fA Mr. Barajas said he was unsure. 10 M Chairperson Cesario asked about the landscaping plan around the sign and asked if the 0 sign was the some as the original one. - Mr. Barajas expanded on the landscape and said that the sign would be shorter than the o original sign. L d Com. Richards referenced packet page 58. _ Ms. Purvis provided clarification on the distance between the new sign and the sidewalk. C c.> Com. Worlikar asked if there are any additional signs. N _ Mr. Barajas said there is a smaller sign on the other side of the building. Noting that the c sign is hard to see. a) Chairperson Cesario asked if they were going to change the sign on the other side of the W building. Mr. Barajas said not at this time. M a Chairperson Cesario entered the staff report as exhibit one and the separate response as exhibit two. E s The public hearing was closed at 7:52 PM. Com. Weinstein made a motion to approve the variations from Title 14.16(Sign Code), to Q allow a reduction to the minimum setback for a freestanding ground sign; the height of the sign to exceed the distance the sign is setback from the property line;and allow the installation of a ground sign without landscaping at its base, to accommodate a new ground sign to be located at 220 Milwaukee Avenue. The sign shall be installedin accordance with the documents and plans submitted as part of this petition, and the Petitioner shall comply with all applicable Village codes, regulations, and policies. Packet Pg. 53 2.1.b 06/15/2022 Com. Richards seconded the motion. Com. Worlikar spoke in favor of the motion. Com. Davis spoke in favor of the motion. Com. Weinstein spoke in favor of the motion. Com. Moodhe spoke in favor of the motion. 3 c Chairperson Cesario spoke in favor of the motion. Q RESULT: APPROVED [UNANIMOUS] AYES: Moodhe, Spunt, Cesario, Khan, Weinstein, Richards, Worlikar, Davis ABSENT: Amy Au 3 Regular Meeting Co Other Matters for Discussion = as Ms. Purvis provided background on the workshop for a proposed car wash at 301 Milwaukee o Ave. Mr. Paul reviewed the presentation and the existing site including the conditions of the site. s fA Nick provided details on the building floor plan and the components and equipment within the M car wash. `d U ca Mr. Paul went over the renderings of the facility, including the photometric plan and landscape o plan. o L Ms. Purvis provided the variations that may be required for the subject property development. � Chairperson Cesario said he expressed his concern regarding the traffic study. c c.> Mr. Paul explained the traffic study and the use of the access points. N Com. Worlikar asked the petitioners how people coming from the north would get into the car c wash. 2 as Mr. Paul explained the traffic flow in and out of the car wash. m Mr. Spallone said if you go through the other side,you can use the vacuums if you don't want to wash your car. a Com. Spunt asked about the technology within the car wash. _ E Mr. Paul explained the lidar and sonar technology. �a Com. Spunt asked if they have monthly plans. Q Mr. Paul said yes. Com. Davis commented on the traffic flow. He expressed his concerns regarding the stacking of traffic in the median, making exiting into traffic difficult. Packet Pg. 54 2.1.b 06/15/2022 Mr. Spallone talked about the facility in bartlett that sees more cars than this facility will. He noted they do not have traffic/stacking issues at that facility. Mr. Paul talked about the I<LOA study/report. Com. Moodhe expressed his concerns about the south bound traffic. Asked when they did their study. m Mr. Spallone said 9 am, 10 am, 1 pm, 3pm, 8 pm Q Mr. Paul continued to talk about the stacking to the south. Chairperson Cesario said they should flush out the traffic study with I<LOA. 3 Com. Moodhe said staff should consider looking at the whole area and not just the property. 0 Com. Worlikar liked the concept and shares the concerns around the traffic. Com. Worlikar asked about the environmental aspect. E Mr. Spallon said they are a green facility and fully biodegradable. o m Com. Davis said if they could see some traffic flow options or what KLOA looked at to determine o their recommendation. s fA M Com. Weinstein touched on the traffic study and said he can't think of a better option. Spoke in favor of the motion. ,j M Chairperson Cesario spoke in favor of the motion. o c 0 Com. Weinstein asked that when they come to the public hearing that they address the lighting. L d 1. Workshop- Proposed Redevelopment of 301 Milwaukee Avenue as Spotless Auto Spa, a New Carwash Facility (Trustee Johnson) (Staff Contact: Kelly Purvis) v Approval of Minutes N c 0 1. Planning and Zoning Commission - Regular Meeting - Jun 1, 2022 7:30 PM 2 a� RESULT: ACCEPTED [UNANIMOUS] AYES: Moodhe, Spunt, Cesario, Khan, Weinstein, Richards, Worlikar, m Davis c ABSENT: Amy Au M a Chairman's Report E Committee and Liaison Reports Staff Report/Future Agenda Schedule Q Ms. Purvis provided an update on the future agenda schedule. Public Comments and Questions Packet Pg. 55 2.1.b 06/15/2022 Adjournment The meeting was adjourned at 8:56 PM Action Items Chris Stilling c a� Q a� APPROVED BY ME THIS 15th DAY OF June 2022 ca 3 Co M E Q O d d s fA M M U ca 0 c O L d .N O U N C O N O d cn C M a c s �a Q Packet Pg. 56 2.1.b „ IGIp�'I G1 d Y 7 r 0 /J rr/ / Q li Iv (1) u p, r , iri G R, V �fJi r r ! J a r / / Prepared For: � c M Premier Design + Build GroupCL d E 11111 I�Vyt III,,, III VIII iI i I i i' jlllll'I �YY'''�V��Il will l�II III ' iilj II rie4lfl'rV IIp101!lii,i!iil Packet Pg. 57 2.1.b 1. Introduction This report summarizes the methodologies, results, and findings of a traffic impact study conducted by Kenig, Lindgren, O'Hara, Aboona, Inc. (KLOA, Inc.) for a proposed car wash to be located at 301 N. Milwaukee Avenue in Buffalo Grove, Illinois. The site,which currently contains a vacant restaurant, is located on the east side of Milwaukee Avenue (IL Route 21). As proposed, the plans call for an automatic car wash tunnel, four employee parking spaces, and 17 vacuum Q parking spaces. Access to the proposed car wash will be provided via a proposed full movement access drive and a proposed right-in/right-out access drive on Milwaukee Avenue. �a 3 The purpose of this study was to examine background traffic conditions, assess the impact that the proposed car wash will have on traffic conditions in the area, and determine if any roadway or Co access improvements are necessary to accommodate traffic generated by the proposed car wash. Figure I shows the location of the site in relation to the area roadway system. Figure 2 shows an aerial view of the site. a ° The sections of this report present the following: ° 0 Existing roadway conditions y • A description of the proposed facility M • Directional distribution of the facility traffic v 0 Vehicle trip generation for the facility • Future traffic conditions including access to the facility ° c Traffic analyses for the weekday morning, weekday evening, and Saturday midday peak ° hours Recommendations with respect to adequacy of the site access and adjacent roadway system N c ° Traffic capacity analyses were conducted for the weekday morning, weekday evening, and v Saturday midday peak hours for the following conditions: ° I. Base Conditions—Analyzes the capacity of the existing roadway system using existing peak hour traffic volumes in the surrounding area adjusted to reflect normal conditions. aD Cn 2. No-Build Conditions — Analyzes the capacity of the existing roadway system using the ambient area growth not attributable to any particular development and any additional a developments not associated with the proposed development. ° 3. Projected Conditions—Analyzes the capacity of the future roadway system using the traffic volumes that include the base traffic volumes, ambient area growth not attributable to any particular development, and the traffic estimated to be generated by the proposed facility. Q " o ^dray( C dir K'e7-sh Packet Pg. 58 (anuanb ea3ineml!W boe le}uawdolana(3 yseNUeo a 10 uol;eaaplsuOO) [z uolslnaa] JOS ueld :;uauayoe;;br m LO N a aD 14 °tXD c III ... ID co �s rI bJ lii o, ,, ,glslh,aGVf Y✓� // leF ��' tl r' 4 r 7� rrn r f pr C 4, if of r/f L 'f b frl i NIlT�I¢f# r ' rf r W Ew M .. IX,��x r^' u lu I 00 ra V u I��fffJ/7@P s, rYr I UY I ' ., N VhflfRd, � d' {" u f41 p r v q ONi° of k. ,a ' �,. D; �fa 1„ mm f /r Cl, �Oflmg Rd Go 411 ar_r tr / a9 J I + 3 ? V y, p �i�rw, (anuanb ea3ineml!W boe le}uawdolana(3 yseNUeo a 10 uol;eaaplsuOO) [z uolslnaa] JOS ueld :;uauayoe;;br co 40 N � a a� b� .r ml' I t l u uuuuuuum / r w r ai i(I d �Ilillllllllll III i ri ,I 2.1.b 2. Existing Conditions The following provides a description of the geographical location of the site, physical characteristics of the area roadway system including lane usage and traffic control devices, and existing peak hour traffic volumes. _ a� Site Location a' The site, which currently contains a vacant restaurant, is located at 301 N. Milwaukee Avenue on the east side between Chevy Chase Drive and Johnson Drive. Surrounding land uses are 3 commercial to the north and south with residential land uses and the Chevy Chase Country Club to the west and the 301 Riverwalk Place apartment building to the east. Speedway fuel station is M located south of the site. Existing Roadway System Characteristics E. 0 The characteristics of the existing roadways near the car wash are described below and illustrated in Figure 3. s fA M Milwaukee Avenue (IL 211US 45) is generally a north-south arterial roadway that in the vicinity of M the site provides three through lanes in each direction separated by a raised landscaped median v that tapers down to two lanes in each direction north of Prague Avenue separated by a striped median. At its signalized intersection with Riverwalk Drive/Columbus Parkway, Milwaukee c Avenue provides an exclusive left-turn lane, three through lanes, and an exclusive right-turn lane on the northbound approach and an exclusive left-turn lane, two through lanes, and a shared through/right-turn lane on the southbound approach. Both legs of the intersection provide standard style crosswalks with pedestrian countdown signals.At its unsignalized intersection with E. Chevy 0 Chase Drive, Milwaukee Avenue provides a combined through/left-turn lane and a combined L- through/right-turn lane on both approaches. At its unsignalized intersection with Prague Avenue, N Milwaukee Avenue provides a combined through/left-turn lane, a through lane, and a combined 2 Cn through/right-turn lane on both approaches. At its unsignalized intersection with Johnson Drive, Milwaukee Avenue provides an exclusive left-turn lane and two through lanes on the northbound approach, and two through lanes and an exclusive right-turn lane on the southbound approach. Milwaukee Avenue is under the jurisdiction of the Illinois Department of Transportation (IDOT), `n _ is classified as a Strategic Regional Arterial (SRA) and carries an Annual Average Daily Traffic a. (AADT)volume of approximately 3 6,200 vehicles (IDOT 2019). Milwaukee Avenue has a posted speed limit of 40 miles per hour. s Riverwalk Drive is an east-west local roadway that serves the Riverwalk office building, the 301 Riverwalk apartments, and the Shell fuel center. This roadway extends from the Lake Cook Road Q westbound exit ramp to Milwaukee Avenue and provides one through lane in each direction. At its signalized intersection with Milwaukee Avenue, Riverwalk Drive provides dual left-turn lanes and a shared through/right-turn lane. The west leg of this intersection is Columbus Parkway,which serves the residential homes on the west side of Milwaukee Avenue. At its signalized intersection " o ^dray d C dir iVe'i-s h 8q,1,'16110 111inoL 4 XIM OA A Packet Pg. 61 2.1.b lF:II' II'E R CU L L 15 I U liN IILASS N 21 L r NOT TO SCALE ERBER C LLI I N ACCESS DRIVE JOHNSON DRIVE c d Q d d ca 3 F11 IPA'.Y Y C IL°II " IE c M LULU' PY CLUB +� E Q O d d ,1�� s 1 N 0 L d 2AM-6AM N DAI LYY C V V� PP ENv� o N SPEEDWAY � L Y II':P i� . IIN Ir II_ r- ,3 -TRAVELDLANE CC N "UL,5 \� WALK a 2 �i R� pR��E TRAFFIC SIGNAL -STOP SIGN XX -SPEED LIMIT COLV WAY �� PARK .h►� � - NO PARKING r� S114ILILU_ - BUS STOP w - LANE DROP -STANDARD CROSSWALK Car Wash Existing Roadway Characteristics KL Buffalo Grove, Illinois °""a.3,Ab° Job No: 22-180 Figure: 3 Packet Pg. 62 2.1.b Both the east and west legs of this intersection provide standard style crosswalks with pedestrian countdown signals. Riverwalk Drive and Columbus Parkway are under the jurisdiction of the Village of Buffalo Grove. Riverwalk Drive has a posted speed limit of 30 miles per hour and Columbus Parkway has a posted speed limit of 25 miles per hour. Prague Avenue is an east-west local roadway that provides one lane in each direction. At its unsignalized intersection with Milwaukee Avenue,Prague Avenue provides a combined left/right- turn lane on the eastbound approach under stop sign control. Prague Avenue is under the jurisdiction of the Village of Buffalo Grove and has a posted speed limit of 25 miles per hour. Q a� d Chevy Chase Drive is an east-west local roadway that provides one lane in each direction. At its unsignalized intersection with Milwaukee Avenue, E. Chevy Chase Drive provides a combined left-turn/right-turn lane on the eastbound approach under stop sign control. E. Chevy Chase Drive is under the jurisdiction of the Village of Buffalo Grove and has a posted speed limit of 25 miles CO per hour. c a� Johnson Drive is an east-west local roadway that provides one lane in each direction. At its a unsignalized intersection with Milwaukee Avenue, Johnson Drive provides a combined left/right- o turn lane on the eastbound approach under stop sign control. However, it should be noted that the eastbound approach is wide enough to accommodate left and right-turn movements s simultaneously. Johnson Drive is under the jurisdiction of the Village of Buffalo Grove and has a posted speed limit of 25 miles per hour. U ca Existing Traffic Volumes o _ 0 In order to determine current traffic conditions in the vicinity of the site, KLOA, Inc. conducted peak period vehicle,pedestrian, and bicycle movement traffic counts during the weekday morning (7:00 to 9:00 A.M.), weekday evening (4:00 to 6:00 P.M.), and Saturday midday (11:30 AM. To 2:00 P.M. peak periods at the following intersections: v Milwaukee Avenue with Riverwalk Drive and Columbus Parkway Milwaukee Avenue with Prague Avenue 0 Milwaukee Avenue with Chevy Chase Drive Milwaukee Avenue with Johnson Drive aD Cn All counts were conducted on Thursday, June 16, 2022 and on Saturday Jun 18, 2022 except for the weekday counts at the intersections of Milwaukee Avenue with Riverwalk Drive/Columbus a Parkway and Prague Avenue which were conducted in July, 2021. The results of the traffic counts showed that the weekday morning peak hour of traffic generally occurs from 7:45 A.M. to 8:45 0) A.M.,the weekday evening peak hour of traffic generally occurs from 4:45 P.M. to 5:45 P.M., and the Saturday midday peak hour of traffic generally occurs from 12:45 P.M. to 1:45 P.M. a In order to represent normal conditions, the Year 2021 traffic counts along Milwaukee Avenue were compared with the hourly traffic counts found on the IDOT Traffic Count Database System (TCDS)website. As a result of the comparison the Year 2021 traffic counts and were increased by 35 percent during the weekday morning peak hour and by 10 percent during the weekday evening peak hour. " o ^dray( C dir i"p ish Packet Pg. 63 2.1.b While hourly count data was not available for the Saturday midday peak hours, these traffic volumes were also increased by 10 percent. These traffic volumes were then compared to the traffic volumes conducted in 2022 and the traffic volumes were balanced along the Milwaukee Avenue corridor to their highest values. Figure 4 illustrates the Year 2022 base traffic volumes. Copies of the traffic count summary sheets are included in the Appendix. c as Crash Analysis a KLOA, Inc. obtained crash data' for the most recent available past five years (2017 to 2021) for the intersections of Milwaukee Avenue with Riverwalk Drive/Columbus Parkway, Prague Avenue,Chevy Chase Drive,and Johnson Drive. The crash data for the intersections of Milwaukee Avenue with Riverwalk Drive/Columbus Parkway and Milwaukee Avenue with Johnson Drive CO 4.1 are summarized in Tables I and 2, respectively. During the review period, no crashes were M reported at the intersections of Milwaukee Avenue with Prague Avenue and Chevy Chase Drive. A review of the crash data revealed that no fatalities were reported at the intersections during the a reviewed period. 2 0 s f!1 M M U ca O c O L d .N O U N C O N d Cn C M a c E s �a a ' 1DOT DISCLAIMER:The motor vehicle crash data referenced herein was provided by the Illinois Department of Transportation. Any conclusions drawn from analysis of the aforementioned data are the sole responsibility of the data recipient(s).Additionally, for coding years 2015 to present,the Bureau of Data Collection uses the exact latitude/longitude supplied by the investigating law enforcement agency to locate crashes.Therefore,location data may vary in previous years since data prior to 2015 was physically located by bureau personnel. ra osed Ceir HlYti-sl"e Packet Pg. 64 2.1.b 121 L3 (21) 121 N 21 0 (0) [01 r0 (5) [01 NOT TO SCALE .flNi`M ERBER C LLI I N ` ACCESS DRIVE JOHNSON kAN DRIVE AA 00� vo ✓N�i > a� ca 3 Co M J E CL `9 O O� ; � � d ��JRVE 5 ° �O O t) G�E• � J�� N Q J�NV Q ��`02 ♦ O Tn � a p s o L 31 (131) L53] Cn m a p r p l6(103) L1641 WALK p �� r 116 FtIV00 a c Coj_UM13US E LEGEND PA RKW A 4 t351 L9] 1 `flc`' v 00 -AM PEAK HOUR(7:45-8:45 AM) 1p l51 ��,�.� p (00) - PM PEAK HOUR(4:45-5:45 PM) s aJ� [001 -SATURDAY MIDDAY PEAK HOUR (12:45-1:45 PM) Car Wash KL Buffalo Grove, Illinois Year 2022 Base Traffic Volumes Job No: 22-180 Figure: 4 Packet Pg. 65 2.1.b Table 1 MILWAUKEE AVENUE WITH RIVERWALK DRIVE—CRASH SUMMARY Type of Crash Frequency Year Angle 1 On Object Rear End Sideswipe Turning Other Total 2017 0 0 0 0 2 0 0 2 2018 0 0 0 4 0 2 0 6 Q 2019 0 0 0 0 0 1 0 1 2020 0 0 0 1 0 1 0 2 2021 0 0 1 1 0 0 0 2 Co Total 0 0 1 6 2 4 0 13 Average -- -- <1.0 1.2 <1.0 <1.0 -- 2.6 E a Table 2 2 MILWAUKEE AVENUE WITH JOHNSON DRIVE—CRASH SUMMARY 0 Type of Crash Frequency Year fA 10 Angle1 1 11 ' 1 1 1Total m U 2017 0 0 0 1 0 0 0 1 0 2018 0 0 0 1 0 1 1 3 0 2019 0 0 0 0 0 2 0 2 2020 0 0 0 0 0 0 0 0 c 0 2021 0 0 0 1 0 0 0 1 U Total 0 0 0 3 0 3 1 7 0 N Average -- -- -- <1.0 -- <1.0 <1.0 1.4 a� Cn c �o a. c 0 E s Pt' �a a r Odra ' die li le l3qj,'16110 Grove, fl Packet Pg. 66 2.1.b 3. Traffic Characteristics of the Proposed To properly evaluate future traffic conditions in the surrounding area,it was necessary to determine the traffic characteristics of the proposed car wash, including the directional distribution and volumes of traffic that it will generate. c Proposed Site and Car Wash Plan > As proposed, the site will be redeveloped to provide an automatic car wash tunnel, four employee parking spaces, and 17 vacuum parking spaces. Access to the proposed car wash will be provided 3 via a proposed full movement access drive off Milwaukee Avenue located 170 feet north of Chevy Chase Drive. This access drive will provide one inbound land and one outbound lane. Outbound Co movements should be under stop sign control. The existing striped median along Milwaukee to Avenue should be restriped to provide an exclusive left-turn lane. It should be noted that the access drive will be provided with a raised island median to prohibit inbound traffic from accessing the vacuum stalls. Q- 0 m Additional access to the development will be provided via a right-in/right-out access drive off o Milwaukee Avenue located 185 feet south of Johnson Drive. This access drive will provide one inbound lane and one outbound lane with turning movements physically restricted to right turns M only via a raised triangular median and this restriction should also be reinforced via signage. v Outbound movements onto Milwaukee Avenue should be under stop-sign control. 0 A copy of the preliminary site plan is included in the Appendix. o L Car Wash Operations and Circulation .N The car wash tunnel will be located in the middle of the property oriented north-south. The vacuum L) stations will be located on the west side of the car wash tunnel. Circulation to the vacuum stations N will be provided via a two-way drive aisle. Vehicles accessing the vacuum stalls prior to getting a c car wash can only do so by entering the site at the northerly right-in/right-out access drive. All �n vehicles will have access to the vacuum stalls after utilizing the car wash. Access to the car wash tunnel entrance will be provided via a one-way counterclockwise drive aisle Cn on the south, east, and north sides of the building. The two queue lanes will be provided with two _M pay stations before the merge. Immediately after the pay stations,the two approach lanes will narrow a to one lane that leads to the entrance of the car wash tunnel. _ 0 E As proposed,the single-lane automatic car wash tunnel will be an exterior-only car wash system and will provide one-way, counter-clockwise circulation. Manual and automated controls will increase, a decrease, or stop vehicle flow through the car wash. The entrance to the car wash will be oriented towards the north of the site and the exit will be located towards the south of the site. Each of the two approach lanes will be individually gated with a separate automatic pay station. The gates will meter the traffic flow proceeding to the car wash tumiel entrance and will open in sequence based on the order of vehicle arrival. Packet Pg. 67 2.1.b Once the gate is lifted for the respective lane, the individual vehicle will proceed north, west, and south to the entrance to the car wash tunnel. An emergency exit lane is proposed to be provided before the entrance to the car wash. At the entrance to the car wash tunnel,the driver will remain in the vehicle and the car wash will automatically pull the vehicle through the tunnel. After exiting the tunnel,the vehicles will proceed to either west to exit at the southerly full movement access drive or north h along the two-way drive aisle to reach the vacuum stations or to exit the site at the northerly right-in/right-out access drive. _ as Car Wash Stacking Q d d According to the site plan, there will be stacking for a total of approximately 38 vehicles to queue in the two approach lanes to the two pay stations. In addition, there will be stacking for — approximately ten vehicles between the pay stations and the entrance to the tunnel and five vehicles within the car wash tunnel. As such, the plan provides stacking for a total of approximately 53 Co vehicles from the drive aisle to the entrance to the drive-through system. as Car Wash ayfining and rafic Control ignage o Q The following wayfinding and traffic control signage is recommended: o s Wayfinding signage should be posted to guide vehicles to the respective car wash stacking o area to minimize vehicle turning movements within the internal site circulation area. M U M Wayfinding signage should be posted at the exit of the car wash tunnel to direct vehicles o exiting the car wash to either of the two access drives off Milwaukee Avenue. o L A"Do Not Enter"sign should be posted at the exit of the car wash tunnel to deter opposing traffic from entering the car wash tunnel from the one-way exit direction. c L) A stop sign should be provided at the southern end of the vacuum station drive aisle in N order to promote free-flow movement for vehicles entering the site or exiting the car wash. c N Vacuum Positions m The 17 vacuum positions will be located on the west side of the car wash tunnel. A two-way drive Cn aisle will be provided, allowing flexibility for vehicles to access the vacuum area before or after o a. the car wash Vehicles exiting the vacuum stations utilize the two-way drive aisle to exit the site at either proposed access drive. E s .Peak Day Operations a Typical of any car wash, its peak operations (design day) typically occur after a weather event such as a snowfall or a rain event. Based on historical data from other car washes, this typically occurs 12 to 15 times per year. Packet Pg. 68 2.1.b When this peak demand occurs, the following operational procedures should be implemented: • Increase the service rate of the tunnel to the maximum it can process. Should the internal vehicular queues occupy both lanes, the right-in movement at the full- movement access drive off Milwaukee Avenue should be closed via traffic cones and an attendant should direct traffic to enter via the right-in/right-out access drive. as Direct traffic to stack on the drive aisle within the vacuum stalls. This would provide the Q a� car wash with additional stacking for approximately 16 to 20 vehicles (stacked side by side). Provide staff at critical locations within the circulation system during peak periods at the car wash to help direct and manage the flow of traffic through the site. Critical internal CO locations where staff should be located include at the pay stations and at the exit of the car wash. E a Directional Distribution of Site Traffic 0 The directions from which traffic will approach and depart the site were estimated based on existing travel patterns, as determined from the traffic counts. Figure 5 illustrates the directional M distribution of vehicles to/from the proposed car wash. v Facility-Generated Traffic Volumes o r_ 0 The number of peak hour trips estimated to be generated by the proposed car wash was based on vehicle trip generation rates contained in Trip Generation Manual, 11t' Edition, published by the Institute of Transportation Engineers (ITE). The "Automated Car Wash" (Land-Use Code 948)rate c was utilized for the proposed car wash tunnel. c� N It is important to note that surveys conducted by ITE have shown that a considerable number of c trips made to car washes are diverted from the existing traffic on the roadway system. This is .2 particularly true during the weekday morning and evening peak hours when traffic is diverted from the home-to-work and work-to-home trips. Such diverted trips are referred to as pass-by traffic. , However, in order to present a worst-case scenario, no reduction in the site-generated traffic was in taken into account. M a Based on the data provided in the ITE Manual for an automated car wash (Land-Use Code 948), the typical usage is approximately 71 vehicles per hour during the weekday evening peak hour and 152 vehicles per hour during the Saturday midday peak hour. The ITE Manual does not provide data for the morning peak hour for an automated car wash. For the purposes of the evaluation, it Q was assumed to be approximately one-third of the weekday evening peak hour trip generation. Table 3 summarized the estimated peak hour trips. Packet Pg. 69 2.1.b • 21 00 ERBER C LLI I N NOT TO SCALE ACCESS DRIVE JQMSON (F DRIVE•/7 3 l " Qa d Y 3 SITE sN � a� Ea a 0 m b cam, fA co grc U G�OR�vE 0 0 L d .N �0♦ V PP ENv� o N as 15/• coo RIVEWpKRIVE a 5/• LEGEND i CpLUMBAY 5a/a 00% - PERCENT DISTRIBUTION -AM PARKW ca (00%) - PERCENT DISTRIBUTION -PM ��° �� • Q [00%] - PERCENT DISTRIBUTION -SAT a. p0 ° 00' - DISTANCE IN FEET Q Q a Car Wash Directional Distribution KL Buffalo Grove, Illinois Job No: 22-180 Figure: 5 Packet Pg. 70 Table 3 PEAK HOUR SITE-GENERATED TRAFFIC VOLUMES ITE Weekday Morning Weekday Evening Saturday Midday Land- Type Peak Hour Peak Hour Peak Hour Use Code In Out Total In Out Total In Out Total Car tun Washnel) 948 12 12 24 35 36 71 76 76 160 (I > as Co m E CL 0 (D (j) m m ca r- 0 0 L) 0 T) O cn co a. E A-oposed Ceir K'e,i-sh l3qj,'16110 Gr,co,,c, 111inoL 14 FPacket Pg. 71 2.1.b 4. Projected Traffic Conditions The total projected traffic volumes include the existing traffic volumes, increase in background traffic due to growth, and the traffic estimated to be generated by the proposed car wash. as Car Wash Traffic Assignment a The estimated weekday morning, weekday evening, and Saturday midday peak hour traffic volumes that will be generated by the proposed car wash were assigned to the roadway system in accordance with the previously described directional distribution (Figure 5). The traffic 3 assignment for the car wash is illustrated in Figure 6. CO M Background (No-Build) raff c Conditions The base traffic volumes (Figure 4) were increased by a regional growth factor to account for the a increase in existing traffic related to regional growth in the area (i.e., not attributable to any o articular planned development). Based on 2050 Average Dail Traffic ADT projections o p p p )� g y ( ) p J a>i provided by the Chicago Metropolitan Agency for Planning (CMAP) in a letter dated July 29, s 2021, the existing traffic volumes were increased by an annually compounded growth rate for six years totaling one percent to represent Year 2028 background conditions. U Additionally, the traffic estimated to be generated by the previously approved expansion of the o Speedway gas station located in the northeast quadrant of the intersection of Milwaukee Avenue = with Riverwalk Drive was included in the background conditions to determine the Year 2028 no- build traffic volumes. .N Figure 7 shows the Year 2028 no-build traffic volumes. v Year 2028 Total ro'ected Traffic Volumes 0 N The Year 2028 total projected traffic volumes include the no-build traffic volumes and the traffic estimated to be generated by the proposed car wash (Figures 7 and 6). Figure 8 shows the Year 2028 total projected traffic volumes. Cn M a _ E s �a a Packet Pg. 72 2.1.b N 21 N NOT TO SCALE �r+ ERBER C LLI I N ` ACCESS DRIVE JOHNSON BAN-11 DRIVE c a d Y m SITE 3 O1�2 wCo R, rO a� a000 o �✓ TM a k�, 6l9`a�3a� o R � N MILWAUKEE AVENUE @ r, <d RI/RO ACCESS DRIVE GAPS ✓ `�✓� ca C 0 0 L J Q� ` MILWAUKEE AVENUE @ �I SOUTH ACCESS DRIVE 0 t) c 'gin co > as m o K M t151 RIVEpRW E a c BUS � COLUM Y s P P, A 1 l2� JAI 1 + cL Car Wash KL Buffalo Grove, Illinois Site-Generated Traffic Volumes Job No: 22-180 Figure: 6 Packet Pg. 73 2.1.b i Q �� L 4 (22) 131 a✓sue 21 � 0 (0) [01 s, r 0 (6) [01 S N NOT TO SCALE ERBER C LLI I N ACCESS DRIVE ` 0 A� r' O JOHNSOI`I `1�p,'L3 �► �,�, DRIVE k �0� ✓ !�� m A5 2g o > i ca 3 Co M CL Q � O e� y J� Q SE P a� �/ s G�OR�v� 61��r°3 a✓ o s i c O O a � N c O t) GV� � ✓� N A ,; r a O � i � (131) L54� 41 in 'a ~ 1291�031 LlZi3 RWA K M t RIVpRIVE a c UM13US COL s AY �h a s+ LEGEND PA 15 (36i8,10; o✓✓� 00 -AM PEAK HOUR(7:45-8:45 AM) 11 (61 till ��.�') O a5, ir`� Q (00) - PM PEAK HOUR(4:45-5:45 PM) �7 0 ,9 [001 -SATURDAY MIDDAY PEAK HOUR (12:45-1:45 PM) i Car Wash KL Buffalo Grove, Illinois Year 2028 No-Build Traffic Volumes Job No: 22-180 Figure: 7 Packet Pg. 74 2.1.b s L 4 (22) 131 N a✓s 21 0 (0) 101 s, r0 (6) 101 NOT TO SCALE ERBER C LLI I N ACCESS DRIVE r' O JJ pHR SO 0 0� ✓0- m A5 9 ri kilo, i�ii" > a✓ � SITE , aai l9��20� w Co k� �' E a 2 �„ ✓ ,9,vN > >3 Q a� k/, �a 0 a a +1 �P 1 MILWAUKEE AVENUE @ RI/RO ACCESS DRIVE grG ✓✓ U G G�OR�vE 5 �o�`,6, ' r ✓� c r� r✓� a o L �.mW a a MILWAUKEE AVENUE @ �I SOUTH ACCESS DRIVE O r, t) GV� � ✓� N PP ENv�kriN '� N o ✓ m s o L 40 JA01 L691 Cn 12910 61 "'I jVERWA K a R DRIVE S � � E Coi B Y LEGEND PAR WA6 t3$1 L1 l -► �o Ns 00 -AM PEAK HOUR(7:45-8:45 AM) 11 (61 till --�► � ')� O (00) - PM PEAK HOUR(4:45-5:45 PM) O [001 -SATURDAY MIDDAY PEAK HOUR (12:45-1:45 PM) Car Wash KL Buffalo Grove, Illinois Year 2028 Total Projected Traffic Volumes Job No: 22-180 Figure: 8 Packet Pg. 75 2.1.b 5. Traffic Analysis and 1 1 1 The following provides an evaluation conducted for the weekday morning, weekday evening, and Saturday midday peak hours. The analysis includes conducting capacity analyses to determine how well the roadway system and access drives are projected to operate and whether any roadway improvements or modifications are required. Q Traffic Analyses Roadway and adjacent or nearby intersection analyses were performed for the weekday morning, 3 weekday evening, and Saturday midday peak hours for the base (Year 2022), no-build, and future projected(Year 2028) traffic volumes. CO The traffic analyses were performed using the methodologies outlined in the Transportation Research Board's Highway Capacity Manual (HCM), 6t'' Edition and analyzed using the E Synchro/SimTraffic 11 software. The analysis for the traffic-signal controlled intersections were o accomplished using actual cycle lengths, phasings, and offsets to determine the average overall > vehicle delay and levels of service. o s fA The analyses for the unsignalized intersections determine the average control delay to vehicles at M an intersection. Control delay is the elapsed time from a vehicle joining the queue at a stop sign v (includes the time required to decelerate to a stop) until its departure from the stop sign and resumption of free flow speed. The methodology analyzes each intersection approach controlled ° c by a stop sign and considers traffic volumes on all approaches and lane characteristics. O L d The ability of an intersection to accommodate traffic flow is expressed in terms of level of service, which is assigned a letter from A to F based on the average control delay experienced by vehicles c passing through the intersection. The Highway Capacity Manual definitions for levels of service U and the corresponding control delay for signalized intersections and unsignalized intersections are N included in the Appendix of this report. c N Summaries of the traffic analysis results showing the level of service and overall intersection delay (measured in seconds) for the base, Year 2028 no-build, and Year 2028 total projected conditions are resented in Tables 4 through 7. A discussion of the intersections follows. 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A v 00 v 0 N � v �- ci ' D CA A _" i}-yl r�l nyy4-1 Olt O y Ell = y O CA �l ¢ �l Q �l �l �l ° . ci -C� 7� 7d -C� t W Z W Z W Z vs C/2) CE � c' a Cn Discussion and Recommendations The following summarizes how the intersections are projected to operate and identifies any roadway and traffic control improvements necessary to accommodate the facility-generated traffic. Mih vaukee Avenue with Riverwalk Drive and Columbus Parkway C The results of the capacity analysis indicate that overall this intersection currently operates at Level of Service(LOS)B during the weekday morning and Saturday midday peal-,hours while it operates at Level of Service C during the evening peak hours. The eastbound and westbound approaches are operating at LOS E or better during the weekday morning, evening, and Saturday midday peak hours. The northbound and southbound approaches currently operate at LOS B or better during all the peak hours. Co M 4.1 Under Year 2028 no-build conditions, this intersection will continue to operate at LOS B during M 41 the weekday morning and Saturday midday peak hours and LOS C during the weekday evening peak hour with increases in delay of less than one second. All approaches will operate at the same E CL existing levels of service during both peak hours with increases in delay of less than one second. .2 Under Year 2028 total projected conditions, this intersection will continue to operate at the same existing level of service during all the peak hours with increases in delay of less than one second. M All approaches will continue to operate at the same existing levels of service during all the peak M hours with increases in delay of less than one second. As such, this intersection has sufficient capacity to accommodate the traffic projected to be generated by the proposed carwash. 0 C 0 Milwaukee Avenue with Prague Avenue The results of the capacity analysis indicate that the eastbound approach operates at LOS C during all the peak hours while the northbound left turn movements operate at LOS C during the weekday 0 morning peak hour and LOS D during both weekday evening and Saturday midday peak hours. C Under Year 2028 no-build conditions, all the approaches wi I I continue to operate at the same level of service during all the peak hours with increases in delay of less than two seconds. > Under Year 2028 total projected conditions, all movements will continue to operate at the same CD Cn levels of service during all the peal-,hours with increases in delay of less than one second over the C no-build condition except for the northbound left-turn movements which will experience an a a. increase of less than two seconds over the no-build condition during the Saturday midday peak C hour. Overall,the traffic that will be generated by the proposed carwash will have a limited impact 0) on the operations of this intersection. Pt'oposed Ctir HVe'i-sh l3qj,'16110 Gre.o,,c, flline)L 24 MIM OA A F—Packet Pg. 81 2.1.b Milwaukee Avenue with E. Chevy Chase Drive The results of the capacity analysis indicate that the northbound left-turn movements are operating at LOS B during all the peak hours. In addition, the eastbound approach currently operates at LOS C during the weekday morning and Saturday midday peak hour, and LOS D during the weekday evening peak hour. This is normal and expected when a minor road intersects a major road such as Milwaukee Avenue. c as Under Year 2028 no-build conditions, the northbound left-turn movements and the eastbound Q approach will continue to operate at the same levels of service during all the peak hours with Y increases in delay of less than one second, except for the eastbound approach movements which will operate at LOS D during the Saturday midday peak hour with an increase in delay of less than 3 two seconds. Co M Under Year 2028 total projected conditions, the northbound left-turn movements and the 4.1 M 41 eastbound approach will continue to operate at the same levels of service during all the peak hours with increases in delay of less than one second. Overall, the traffic that will be generated by the a proposed carwash will have a limited impact on the operations of this intersection. o Milwaukee Avenue with Johnson Drive � s fA M The results of the capacity analysis indicate that the eastbound approach operates at LOS F during all the peak hours with a volume to capacity ratio of less than one which is normal and acceptable v for an unsignalized intersection of a minor road intersecting a major roadway such as Milwaukee Avenue. Other approaches operate at LOS E or better during all the peak hours. r_ 0 Under Year 2028 no-build conditions, the eastbound approach will continue to operate at LOS F with a volume to capacity ratio of less than one during all the peak hours with increases in delay of approximately five seconds. Other approaches will continue to operate at the LOS E or better 0 with increases in delay of less than one second except for the westbound approach during the v weekday evening peak hour which will have an increase in delay of approximately five seconds. c 0 Under Year 2028 total projected conditions, the eastbound approach will continue to operate at LOS F with increases in delay of less than one second during all the peak hours. It should be noted that the approach will continue to experience a volume to capacity ratio of less than one with 95th a percentile queues of three vehicles during the weekday evening peak hour which indicate that the `n c vehicles will be able to exit with less delays and more efficiently than indicated by the results of a the capacity analyses. ; c 0 E s Pt" �a a r dray(I Ctir 111 � in Packet Pg. 82 2.1.b Milivaukee Avenue with Proposed Full Movement Access Drives The results of the capacity analysis indicate that the westbound approach will operate at LOS E or better during all the three peak hours with 95th percentile queues of one or two vehicles that will be accommodated by the proposed full movement access drive. The southbound left-turn movements will operate at LOS C or better during all the peak hours. As such, the proposed full movement access drive will be adequate in accommodating the traffic estimated to be generated by the proposed carwash and will ensure efficient and flexible access is provided. Q Milwaukee Avenue with Proposed Right-In/Right-Glut Access Drives ca The results of the capacity analysis indicate that the westbound approach will operate at LOS C 3 during all the three peak hours with 95th percentile queues of one or two vehicles that will be accommodated by the proposed right-in/right-out access drive. As such, the proposed access drive Co will be adequate in accommodating the traffic estimated to be generated by the proposed carwash and will ensure efficient and flexible access is provided. E a 0 m 0 0 s fA M M U ca 0 C 0 L d .N 0 U N C O N d Cn C M a C 0 E s Pt" �a a r drayd Ctir ffli /e Packet Pg. 83 2.1.b 1 Conclusion Based on the preceding analyses and recommendations, the following conclusions have been made: The new traffic projected to be generated by the proposed car wash will be reduced due to the volume of pass-by traffic diverted from the existing traffic on Milwaukee Avenue. Q The results of the capacity analysis indicated that the existing roadway system will have Y sufficient reserve capacity to accommodate the traffic that will be generated by the proposed car wash and no additional roadway improvements or traffic control 3 modifications are required. CO M Access to the proposed car wash will be provided via a proposed full movement access c drive and a proposed right-in/right-out access drive off Milwaukee Avenue. The existing striped median along Milwaukee Avenue should be restriped to provide an exclusive left- a turn lane. o m In order to enhance the flow of traffic through the car wash site on peak days, the operator o should consider implementing the following recommendations: o Increase the service rate of the tunnel to the maximum it can process. v M o Should the internal vehicular queues occupy both lanes, the right-in movement at 0 the full-movement access drive off Milwaukee Avenue should be closed via traffic o cones and an attendant should direct traffic to enter via the right-in/right-out access drive. c 0 o Direct traffic to stack on the drive aisle within the vacuum stalls. This would v provide the car wash with additional stacking for approximately 16 to 20 vehicles (stacked side by side). c N o Provide staff at critical locations within the circulation system during peak periods at the car wash to help direct and manage the flow of traffic through the site. Critical , internal locations where staff should be located include at the pay stations and at Cn the exit of the car wash. o a c 0 E s �a a Packet Pg. 84 ca Appendix Q. fA Traffic Count Summary Sheets Site Plan 0 r- 0 CMAP Projections Letter Level of Service Table o Capacity Analysis Summary Sheets N 0 Cn a. E M-oposed Ceir Hl'e,i-sh 13ty"lalo Grove, flline)L 28 F Packet Pg. 85 2.1.b m c a� Q a� d ca 3 0 M endix CL 0 > 0 N Traffic Count Summary Sheets Site Plan o CMAP 2050 Projections Letter Level of Service Criteria Capacity Analysis Summary Sheets N C O .y d Cn C M a c s ca Q Packet Pg. 86 2.1.b m c a� Q a� d ca 3 0 M C Q O d O 0 t N Traffic Count Summary Sheets _ O N _ O N C O .y d C �0 a c E s ca Q Packet Pg. 87 (anuanb ealneml!W boe le}uawdolana(3 yseNUeo a 10 uol;eaaplsuOO) [z uolslnaa] JOS ueld :;uauayoe;;br co co N a a� ; �iilio 0 0 0 o a o 0 0 � o W Y a a e� 0 oa o 0 m o m , �a m Mo f 0 o , o a o 0 00 2.1.b Y O N O N r r O) O.p N CO N N CD N N V M M o0 M O M O O p Q H M M O M M M M M M M N M B M W t w>_ > � 7 > a Q Y N Q a Oi N M M �O V M O O N O O O M O 0 6 0 O O OCo O O 7 —c_ Co N O Owe O z�Qz V N O lt) N M r M y r O M O O O V O M O N of CO O O M M O O O O O 0MM cu 41 U U)Cnd > O Q F O O O O "m cN Q O Q O p O 00 O Y O.wO d) W CO O O M O M I� M V CO O W <O p N p N p O p Q H M M O N M M M M M M N M H M O C C to r r r ) '1 � n"r I•.' e e e e e e e e e I..V",ry r a O M Q -O _OI N O V c0 01 O h O O h cq O 00 N O 00 @ r C Z ON O N W O N m N COO W V r N N W (p T O S1 M M O N M M M N N N M N O m V O W O N O N O O O C C Z 0 > O 0) C C) O C O O c0 Co O 0 N O N Y" O � Q(n U) L W 7 N O O N O O O O O LLS Cu b. O (Q C N / Q F v v a� �n �n v �n �n u� M o r o o �n o 6 0 6 N 5� O 0— N @ L 4r . y — a „i 0 09, LO Co i Y N a 0 0 O N O) (O V r M N N N N 0 0 W O O O O y O O O O O of,q Y =O O >� V d' > 0 0 0 0 0 O O O O N O p 0 0 O O O O O O 6 O N O O N C ti d A y IL N y � OW 0 0 U F o 0 rn o N N M M N N N N O N r O N O O O O O O O O O J M F O O O O O O O O O O O O O O Q O O O r O r O r cG Q Q cG O cG cG cG `G O O O o •- y 7 3 y N r OM V L O B OM V T O if] O N >• "U � A Ol � m m j N U 3 U �p N N �_ O N N N N p — — — — O R d ~ a o N fn~ 3 Q~ U [D N d in Q m Packet Pg. 89 2.1.b Y N p N 0 O t_> > a Q � o � o Co Co N O N F N M M M M 6MJ V OO M O Q O a N f6 �� z OQZ m o ro ch 0 M cu 41 u U) ILcl Q E p o F N O N M O O O O 0 0 0 0 0 O O O O O � O Y �2 M O I� N N N O O O O QH M M M M N y O N QOj O O O O O C C v:Y e e a O M N ^ Y V/ Z N W N N r ` O N N N O OJ O OJ O O SZ C N M N N M N p� V O N m O O O O C C r CO OV 0 0 0 M O N M p O O O O O O O O C o o C _5 O o 62 O o [ O C O M O O O O W 0 C � 0 orn N ti9 L E co ^�^` W m O r M MN M CO M OO O p 0 O O p O p Y O^ \ N o In O O O O O y Y0 75 O C 2 t 0 > O O N O O O O O O O O O p N C N J V V M V (O i1J of tO W p � N O p O Q 0 .N O O O O � O O IL � i„V ,,..> ["✓ e e e e e e e e e e e e e im;y e y a � N 3 OI N M M O M V h 00 M O O O O O O O O O d � M O O O O O O V O t6 y N O W O O O U F o 0 0 O M O J M O O � O m ¢ m Packet Pg.90 2.1.b Q ~ m y °r' coi v u�Di m �' u> u� m N n n n n . n n n . . . m N w m o 0 N — 7 In t U N 1 � '.Y "5 7 7 'Y ) i';"ti .", fn e Y �';"1 1 1:: _1 •1 ••, e e e e e e e e Q � Co Co N ' c� N O z 7N I- 3 U O O W r N O N [O O p O O r 0 O nl V N N r V N M N N (O W N c z UJ i r W r O N W r p V O r In V (O r GD V In M V M In 6J of M Q QNj coU w Z r r M N N N M r N M N M r M M M M r M M M M r M N N Z z C'2. 0cp M N O O O p p O p p p p 0 0 0 O O O O O O p O p p p p 0 .6 ' 0 O O uU) IL o o a d E p p p o o p p o 0 o p o p p o 0 0 0 0 o p o Y 3 r Q M m a C 0 0 0 N O N .n 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 c0 0 0 0 0 0 0 0 0 Q 'o O N O O O p N M (D O M N r r OJ W Q) V N M r (D O> N r p O N W OJ Q1 p� r U ` o] N �D N r 0 m r N M (O p r N N o] N O O N N p (O O O � O U Cu� Z r r N y r N N M 4) N N N N � M � M � � F o o co s m o yr O Y N O O O O O r O r O O O O O r O N r O O O O O O O <l -O�J\ �O �� E U =C 2) > o p p p p p p p p p p p o p p o p p p o o u a O x O 0 � N 0) p 0 Oa.Q O O O O O N O N O O O O O r O O O r O M O O M O O (D O O O O O O O T E ¢H mr- O co •� Lo E� L Y a.cp a C O t) �. O O O O O N O N O 0 0 0 0 0 0 0 O N O O N O O In <rj O 0 0 0 0 0 o C N O .N d m o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o crn o o p o p o r� C p o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o a D y m r r C QQ O O O N N O O O F V O O m N �p a W H E p o p p o p p p p o p p o 0 0 0 0 0 0 0 o p p p o p o 0 0 0 0 o J 0 0 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 W O 0 0 0 0 0 N U y0 @ @ +< o YO L N F < < O < < < < O Y o o o o o o m h H �n p N a W p �2 O -7n = O N O N T O N N M 7 Z p r M � p r M d' O r M O r M p r p m d ~ J m c io io 'p r tir r 'p o� co ro � 'O �° v v v v o ui �ii ui ui 'O io io m a ¢ N m a Packet Pg.91 2.1.b N O W W O O O M O � m o 0 0 d 0 0 ; a d 0 o Y 7 3 0 O M CC o o C 6 o Q O 0) 0 s 0 0 m U w O c 0006 0 ie m N C O t) 0 0 0 0 0 o N C O o A G1 0 0 � C a y O O C O O O O C V O O O O Q O O O O O O y a N 3 0 of m m m a 16 Q o m o 0 Packet Pg.92 2.1.b } $ / ) : : : : : . . . . . . . . . . . . . _ . Co � - > / / ) z c § ; E CY) / 2 7 //// \ = = = = = yy \ = . : . : . : . _ . . . : � 2goR1 = § k � ) _ _ _ _ : . . . . . . . . . . . . . _ . a 7 k ol � t I cE fr > = / JfoQm — \ � p = mi � m7 \ )\ ) °jk j 2 Q� \/ \\ 4 /c \} ® co CD \M[ / /\- _ k �° `\/ § E\ 2 )y l : : : = : . . . . . . . . . . . . § 2 = L) E7 =_ ƒ / _ } ) .o : cs cs q & � � § / : = = = = % S \ = . = . _ . _ . _ . . . IL k E 2 - \ \ } \ 75 Packet Pg.93 2.1.b } / § / w2R2J « = % Co $ / ) : : : : : . . . . . . . . . . . . . _ . � - > / / ) z c § ; § ;{� / 2 7 p9#° a) a) ° 2 //// J _lie � k � ) _ _ _ _ : . . . . . . . . . . . . . _ . a � { � m ol � t I > = / Jf m \ y2 m p = \ )\ j k j 2 m7 ° Q) � 4 /c - ƒ o [ l/ \ _ c M\ -0 / 0 } J° ` ® ` k \ f/ 0f ® CD 2 )y l : : : = : . . . . . . . . . . . . § 2 = � E7 =_ ƒ _ } ) .o & � � CL / : = = = = % S \ = . = . _ . _ . _ . . . IL k _ E 2 - \ \ \ \ \ \ -a 75 \ « Packet Pg.94 2.1.b Q> 7 W q N M O � Q Q Y N Q Co Z o 0 0 0 0 0 0 0 3of C 0 7 0.�M� G� U N Cn d Q 3 � r Q M w � m n co m m N N m co co r w M m ++ O O GI Q M M tD N M m M N m M M Q CL C 2 C 4) R y c 0 0 a 0 o s < /�� O 7 M O . [D o M M n N N n OJ O m M y pJ I� pJ p Q yJ j J O V V OJ M V OJ �O O N 6 6 � M O � (B F M M tD O N O N O O (Q�� 3 U m� c� z 2C � � > t0 O - �'- 41 2 c y ar o 0 0 0 0 0 o 0 0 0 0 o o o o g o q O G.M W .' L OO •� M CoL YO of,q F O 0 0 0 0 0 0 M V Q O O O O p o p 0 0 0 C i U 15 N 0 0 ~ N O O N r 0 0 0 6 0 0 0 0 C 0 a 'N y ) a ¢..� a � C M _ p a 0 N a "U N t t M o C1 J o 0 0 0 0 0 0 0 0 0 o v o 0 o Q o 0 0 0 0 o t0 Q p p p p p p p p p p p p p o 0 0 o p o 0 0 7 y y a l6 �6 A Yp a j 3 j 3 O L y Q Q F d d d d F d d d d F H U ' ... 10 N ~ ~ H -O p R V L O V 00 �O O y L C RO O w N ¢ Q m m Packet Pg.95 2.1.b j � ¥ \ } \ � Co $ © : : : © . . . . . . . . . . . . . _ . a $ 3 c ! ;{® Co z C)z ! ) I )C //// ® ` > -mew : � R � - a � I LO CL e d $ / : : _ _ : . . . . . . . . . . . . . .. . > 3 o . _ { _ { �5 u ® : k #\ ®\ j \ ) / ; @@ ) \ ( \ � s � & ; 2 = 3 ' 2 / C v } � \n to � � i /k ] 0 § } /\ §{ 2 c Cn u 2 E - § . � � _ : : : : . . . . . . . . . . . . . : . _ 2 § IL : ® k E 2 « \ \ \ \ } Packet Pg.96 2.1.b U V N tD [p N lA ID O (9 N N O N m O O P (O O ID l9 N O CD (9 N U � a r m y o N v m o r o a r r cn v N r v O O co m r rn Q N N m m M M M m � � M � � � � m m m �2 � Q Q Y N N N CD O O > -o ¢ c of O� -Cu 41 000)cnd > Q V r m V 6> V (O O r 6) V r r (9 N V f0 V 0 0 (O M r 0 0 m � Y 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O O O O O O O O O O O O O O � r Q M w � ¢ CL C 2 C 4) 0 N > N Cu c o o � a 0 s <Q 2/ � � � �y ? � (B F N m m N N M N m m m m m v m m M m (O N m m M N m m m (Q �� 3 o U m� c� N z 2C � � > t0 �_ � O Co�._ C L 0� F 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O O O O — O O — O O O N N V i U 15 N O N H OJ d] N O O V N W O O] O O N N N V 6) V V m N In N m M M r 6) In M In (O M In O N a � o C o a N W U C r V Q 0 0 0 0 0 0 0 0 0 0 O O O O O O O O O O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O �!] O i!J >• O N O VJ T W O �f] O � T O fit] O �[] T W O In O In O In T r r r r =p m m m m = m v v v v = = Packet Pg.97 2.1.b M � (O (O O N N O p W Q ro y 7 0 0 0 0 0 0 0 0 0 r O M CL Q 0 s N (p M V m M V V N O O <O U m 0 V N O O O p O p O p 0 C 0 0 0 0 O O O O O W O U N q O 0 A 1.6 V/ 1L y N M O p 0 0 0 N O M OrJ O N 6 6 � Q 0 0 0 O O O O O O 3 N m m 3 j o d N N @O f6 � � � N � O O V N m � N o Q o m Q Packet Pg.98 2.1.b \ ; G2 - 2 6 ¥ \ } IQ \ � : c $ © : : : © . . . . . . . . . . . . . _ . a ® CD 3 � ! ; / //\ \ \ � \6/// ® ` > � � R / « m % I e $ . e ; _ / : : _ _ : . . . . . . . . . . . . . : . 2 \ { 0` o : 22 �P zGEGpa : : @ , #\ Co \\ � ! ` o g\\ / � \ �°LO ` \ I t CCo k k }\ c 0 ./ - � 2 � _ : : : : . . . . . . . . . . . . . : . � � § IL ; ® k = E 2 « \ \ \ \ � \ � \ \ \ '5S751 Packet Pg.99 2.1.b \ 22 < 2 ; 2 = 2 ' ' 6 ¥ \ } \ y , : c $ © : : : © . . . . . . . . . . . . . _ . a ® 3 � ! ;9� / of ) \ \ \6/// ® ` > � � = . . . _ . _ . _ . . . R � m % I e $ . e ; _ / : : _ _ : . . . . . . . . . . . . . : . 2 \ j D t #C) mg ; zm $ Q \ b� ` b � � � � 0 . � ® Lo g \ �°LO ` \ I t CCo k k }\ c 0 ./ - � 2 1 . : � : : . . . . . . . . . . . . . : > � � § a ; ® k = E 2 « \ Packet Pg. 1O 2.1.b 6 ¥ \ } \ � : c $ © : : : © . . . . . . . . . . . . . _ . a ® CD Lo 3 � ! ; / //\ \ \ � \6/// ® ` > �w � C6 CS : � R � - a CL LO I e d $ / : : _ _ : . . . . . . . . . . . . . .. . > 3 o { _ 0 = t t N #\ ®\ q \ / \ \ § / � s = : ; » = 3 ' 2 2 / ) v \} i /k ] 0 § } /\ §{ 2 c Cn 2 E - § . � � _ : � : . . . . . . . . . . . . . . � e — 2 § IL ; ® k = E 2 « \ \ \ \ \ } Packet Pg. 1O 2.1.b Q V � p N O p tp OJ N W M OJ OJ CO M p OJ (O (O tD N p p p N C — O N C O..O. 0 Q M 00 D) O M r m r W O) N W cD p U) O d) M N �O O M � N M M M M M M M M M � � M M M M U) M M N M M M M M t a>+ > a Q Y N O K co N �o —c_ G 3 O In (O M M r In V (D ^ r V (O M p N O r (fl W V N M W M (D O O O M (Q VJ N DO 47 V O O N (D N W OJ Ql N N r (p In O M V D7 M W N N r M O m C, z ooz° m C)y J O r N O M M O p r y r N - r p r O N M r y 0 0 0 0 0 N O 0 0 N 0 M c c)U) IL Q F o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Y N N N M N N N N M M M M M V V M N M (D N M M N M M M M C C y a C M > (9 ¢ O O O O O O O O O O O O O }, O O � Y C N r C SZ 21 Z M N cp W W OJ (9 M W m M W M O� O W of N N O O C N N N M N N N N M M M M M M M N M M N M N N M M M M O C 0 C C) O C O c0 co QO� �.L � ? o 0 0 0 0 0 0 0 0 0 0 0 o r r o o r o r o 0 0 0 0 0 0 o r o o r N [ 6d C� =c: N > Q F r O O r N r r O O N r V V N (q N V O r V N [D r 0 0 0 r N O 0 0 N W �� n� 50 O _ N O m N °� Of r O C O >>O U Q > 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H N C J 0 0 0 0 0 0 0 0 0 0 N N (9 N O V O O O O O O O O O O A .N� H u a a � N E O � � O � W F N t9 t0 Or Or M a O W O W N Or W W I� M O N N O) M �2 �2 OJ m J F 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 �6 A l6 i f6 0 (0 O ifl 0 0 T O O >• W O O �f] >• O ifl O �f] >. W O In T O l(J O In T O N O T K of x x x x C x x x Packet Pg. 102 2.1.b W N M Ncq M M N m p O p O N N N OrJ O O O T M 6 f0 n 6 of v � � � rn v m rn O N 6 p p 0 O O O O O N O O � 6 LO O O O Q 0 0 O O O O O Y M O N O N p M � Owl N p C e e e r Q M ++ o p o (a Nos QMOJ N N N O SZ O V r W O O C d) s O {Q o p oOq O q O q O q o p p p m U M �0 0 p cm o p (Q � O � � O O M (O O O O O � O r_ C W J U� O 6 cs O O O O O J N N O n p 0 M O O O O 0 N O> cs O A a. m E V 47 O O p N O N O O O p O p O p O O O O O O O O YO o 3 r 3 N O O N N in 1 m Packet Pg. 103 2.1.b O C — U N LCm Oa.` N M O OM M r M t7 W h N O O U QH M M M M O O N m O M N N N O t w>_ � N > a Q � N Co N �° —c_ C CO 3 VJ V O O N W (O (O O M M n r O) M O O N NcliO M f6 a) o o d 32 J p M O O M 0 N M 0 0 O 00 p 00 o C 0 M c U U)Cnd > E p Q F o 0 0 0 0 0 0 0 0 0 0 o o � o � Y O C C a O CV) o � Y � Z a co rn co u�i o v `� o N co co a Q H M N N N m V p m V M O C > O 0 U 0 C O C N N N M N m p p ^ O) 0 6 0 O O O O O o �O m 0 p 0. � N Q ? o 0 0 0 0 0 0 0 0 0 0 o o 2 Co p [ 7Eo 0 O O @ C fi4r �2 c fo y+ a C � mm J� Lo Co Norn G1 Y� Ul- Cr O Q C �v C o () Q 0 0 0 0 0 0 0 0 0 0 0 o o � � o L O C Jo 0 0 0 0 0 o o o o o o O o A E o 0 0 0 H o � o QH N h N O O N O O O a � i„7 ,,..> ["✓ e e e e e e e e e e e e e im;y e y a � N O � � O N O F O O O O O T O � O F Q Q Q Q �6 LL y Ns Q U O S O M F d O a J \ m S H @ t'H ULL' -O N m r ao co o> Q � � m N � Q �, m a s r S o m ¢ m Packet Pg. 104 2.1.b H N N O O N M V r N V O a? V O O O O C — O N Cm r N m t w>_ � N > a Q N Co N Q N ri o o o 0 N O N F M V C M M T W O 10 0 O O O Co w O O CU N o a o 0 o a o 0 0 0 0 0 0 0 o C 0—Cu 41 U(n Cn d > E o Q F o 0 0 0 0 0 0 c0 0 0 0 o o 4) Y m � O C C a O CV) Z L ro a u' rn m rn o m a n rn o 4 Q O E O �� > �p U O C.) M a �p C"? o r o o o m 0 c� 0 N Q(n L O ? O O N N O O O Q O Q O L m 2 t0 a O �_ ✓ O c fi4, �2 m �+ O J� 0LO Co °� G1 ^` Y O N \p C) Q M V M N O p O O O O Cr m rn N O Q o 0 0 0 0 0 0 0 0 0 0 o o � � o L � JN In Oj (NO V 0 0 0 O O Q O d O O W N .N O O O O � O QH O O O O O O a � i„7 ,,..> ["✓ e e e e e e e e e e e e e im;y e y a � N � � O O � � O N O W O O 00 F O O O O O O J N O O � O 2E N a N t6 F LL LL LL LL (6 LL y .J N Y Q U O S -O N m v ui ui ui Q m u� >, m a a r o m ¢ m Packet Pg. 105 2.1.b � $ : : _ _ _ . . . . . . . . . . . . . _ . En 5 ) , t j § E Lo p9#° °°/z 2 //// \ \ \ � < k . . . § > % \ \ y I 2 0 § ° 3Cq o { _ k \ \\ U) \ 2 r7 / 2 v ƒ\/ /}o\ ] o \ 2± \ o c z y �/ , � ; : : : : : . . . . . . . . . . . . . _ . o \ §/ \$ % ~ \ \ /% E = � = i � 0 / \ { C k L) 2 . . . E � § . . .� a = : = = : aa %y = . : . = , _ . . A . . . � < § IL I : : : © : . . . . . . . . . . . . . _ . 2 § 2 a 2 \ = . = . _ . _ . _ . . . / ! ! E :E - § } w � e ® z \ \° } }` } \ 2 \ Packet Pg. 1O 2.1.b m 3 a� Q a� a� Y 3 f� 3 0 M r+ C E Q O d O s y 2� C Site Plan _ O L d .y O U N C O .y G> d cn C a c as E s �a Q Packet Pg. 107 LLI LLI LIJ X Lm. WO LLI �' 4V .......... -UO 3SVH3 AA3H3.3 Mo LU LU LU Lf) �e 4 -yj z E pw AN NO k All, NO NOSNHor 2.1.b m c a� Q a� d ca 3 0 M C Q O d O 0 t N CMAP 2050 Projections Letter _ O L N r_ �O♦ V N C O .y d C �0 a c s ca Q Packet Pg. 109 2.1.b 4313 VVe i Van&iunRn Slrmere?; Chicago Metropolitan Chita 6260 iiiiiione for Plannin cr�,"�":OkniAs ov July 29, 2021 Elise Purguette Traffic Engineer Kenig, Lindgren, O'Hara and Aboona, Inc. Q 9575 West Higgins Road Suite 400 Rosemont, IL 60018 Subject: Milwaukee Avenue @ Riverwalk Drive/Columbus Parkway Co IDOT Dear Ms. Purguette: a 0 In response to a request made on your behalf and dated July 29, 2021, we have developed year 2050 average daily traffic (ADT)projections for the subject location. o s fA ROAD SEGMENT Current ADT Year 2050 ADT M Milwaukee Ave, @ Riverwalk Dr/Columbus Pkwy 36,200 37,600 U ca Traffic projections are developed using existing ADT data provided in the request letter o and the results from the June 2021 CMAP Travel Demand Analysis. The regional travel o 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 c of the proposed development or any subsequent developments. U N If you have any questions, please call me at(312) 386-8806. c T Sincerely, n c �o Jose Rodriguez, PTP, AICP a Senior Planner, Research &Analysis cc:Rios(IDOT) t 2021 CY TrafficForecast\BuffaloGroveua-19-21ua-19-21.docx v — — tC Q Packet Pg. 110 2.1.b m c a� Q a� d ca 3 0 M C Q O d O 0 s N Level of Service Criteria _ O L N r_ �O♦ V N C O .y d cn C �0 a c s ca Q Packet Pg. 111 2.1.b LEVEL OF SERVICE CRITERIA Signalized Intersections Average Control Level of Service • •n (seconds per vehicle)Favorable progression. Most vehicles arrive during the <_10 green indication and travel through the intersection without c as stopping. > a� B Good progression, with more vehicles stopping than for >10 - 20 Level of Service A. 3 C Individual cycle failures (i.e., one or more queued vehicles >20 - 35 CO are not able to depart as a result of insufficient capacity during the cycle)may begin to appear. Number of vehicles stopping is significant, although many vehicles still pass through the intersection without stopping. o D The volume-to-capacity ratio is high and either progression >35 - 55 0 is ineffective or the cycle length is too long. Many vehicles stop and individual cycle failures are noticeable. M M E Progression is unfavorable. The volume-to-capacity ratio >55 - 80 is high and the cycle length is long. Individual cycle o failures are frequent. o L F The volume-to-capacity ratio is very high, progression is >80.0 very poor, and the cycle length is long. Most cycles fail to c clear the gueue. c� Unsignalized IntersectionsN Level of • - Total Delay Q N A 0 - 10 0 r� B > 10 - 15 c C > 15 - 25 a c D > 25 - 35 £ s E > 35 - 50 a F > 50 Source: Highway Capacity Manual,2010. Packet Pg. 112 2.1.b m C a� Q a� d ca 3 0 M Q O d d s fA m Calpmcity Analysis Summary Sheets M 4- Existing Weekday Morning Peak Hour C L d .N �O♦ V N C O N O d cn C m a C d E s U �a Q Packet Pg. 113 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue & Columbus Columbus Pkwy/Riverwalk Dr 1I06/29/2022 Lane Configurations ; , ttt r t Traffic Volume(vph) 4 1 10 116 0 37 5 1342 94 40 1378 0 Future Volume(vph) 4 1 10 116 0 37 5 1342 94 40 1378 0 Ideal Flow(vphpl) ; 1900 1900 1900 1900 1900 1900 1900 2000 1900 1900 1900 1900 Lane Width(ft) 12 12 12 12 12 12 12 12 12 12 12 12 3 Grade(%) 0% 0% 0% 0% Storage Length(ft) 235 0 240 0 165 265 200 0 Q Storage Lanes 1 0 2 0 1 1 1 0 Taper Length(ft) 95 100 155 80 Lane Util.Factor 1.00 1.00 1.00 0.97 1.00 1.00 1.00 0.91 1.00 1.00 0.91 0.91, 3 Ped Bike Factor - Frt 0.862 0.850 0.850, Flt Protected 0.950 0.950 0.950 0.950 M Satd. Flow(prot) 1805 1638 0 3155 1495 0 1805 5151 1495 1770 4848 0 At Permitted 0.950 0.950 0.157 0.147 = Satd. Flow(perm) 1805 1638 0 3155 1495 0 298 5151 1495' 274 4848 0 E E Right Turn on Red No No No No Q- 0 Satd. Flow(RTOR) Link Speed(mph) 25 30 40 40 0 Link Distance(ft) 634 251 497 188 s Travel Time(s) 17.3 5.7 8.5 3.2 Confl. Peds. (#/hr) Confl. Bikes(#/hr) M Peak Hour Factor 0.94 0.94 094 0.94 0.94 0.94 0.94 0.94 0.94 0.94' 0.94 0.94 ca Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% o Heavy Vehicles(%) 0% 0% 0% 11% 0% 8% 0% 6% 8% 2% 7% 2% p Bus Blockages(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% 0% 0% 0% N Shared Lane Traffic(%) c Lane Group Flow(vph) 4 12 0 123 39 0 5 1428 100 43 1466 0 �? Turn Type; Prot NA Prot NA pm+pt NA pm+ov pm+pt NA N Protected Phases 7 4 3 8 5 2 3 1 6 c Permitted Phases 2 2 6 u) Detector Phase 7 4 3 8 5 2 3 1 6 > Switch Phase Minimum Initial (s) 4.0 8.0 4.0 8.0 3.0 15.0 4.0 3.0 15.0 Minimum Split(s) 9.5 53.0 9.5 49.0 9.5 38.0 9.5 9.5 31.0 Cn Total Split(s) 15.0 21.0 26.0 32.0 14.0 64.0 26.0 14.0 64.0 M Total Split;(%) 12.0% 16.8% 20 8% 25.6% 11.2% ;51.2% 20.8% 11.2°% 51.2%-0 a Yellow Time(s) 3.5 4.5 3.5 4.5 3.5 4.5 3.5 3.5 4.5 All-Red Time(s) 1.0 1.5 1.0 1.5 0.5 1.5 1.0 0.5 1.5 E Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s)' 4.5 6.0 4.5 6.0 4.0 6.0 4.5 4.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lag Lead Lag Q Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Min None None C-Min Act Effct Green(s)', 5.9 8.2 11.0 13.1 95.9 89.3 105.4 99.2 95.7 Actuated g/C Ratio 0.05 0.07 0.09 0.10 0.77 0.71 0.84 0.79 0.77 Buffalo Grove-Carwash Synchro 11 Report Packet Pg. 114 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue & Columbus Columbus Pkwy/Riverwalk Dr 1I06/29/2022 v/c Ratio 0.05 0.11 0.44 0.25 0.02 0.39 0.08 0.15 0.40 Control Delay 57.8 57.2 59.1 53.4 4.8 8.8 2.0 5.2 6.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 57.8 57.2 59.1 53.4 4.8 8.8 2.0 5.2 6.7 LOS E E E D A A A A A Approach Delay 57.3 57.7 8.4 6.7 Approach LOS E E A A Q Queue Length 50th(ft) 3 9 49 30 1 128 6 4 83 Queue Length 95th(ft) 16 31 80 65 5 257 18 21i 265 Internal Link Dist(ft) 554 171 417 108 3 Turn Bay Length(ft) 235 240 165 265 200 Base Capacity(vph) 151 196 542 310 357 3681 1358 338 3711 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 M Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 _ Reduced v/c Ratio 0.03 0.06 0.23 0.13 0.01 0.39 0.07 0.13 0.40 E a 0 Area Type: Other Cycle Length: 125' o Actuated Cycle Length: 125 y Offset: 1 (1%), Referenced to phase 2:NBTL and 6:SBTL,Start of Green M Natural Cycle: 110 M Control Type:Actuated-Coordinated v Maximum v/c Ratio:0.44 0 Intersection Signal Delay: 10.3 Intersection LOS: B r_ Intersection Capacity Utilization 53.2% ICU Level of Service A Analysis Period(min) 15 L d Splits and Phases: 1: Milwaukee Avenue&Columbus Columbus Pkwy/Riverwalk Dr 0 01 to2z 4 003 U 05 „a • 6 07 0 0 d C M a c 0 E s �a a Buffalo Grove-Carwash Synchro 11 Report Packet Pg. 115 2.1.b HCM 6th TWSC 2: Milwaukee Avenue & Prague Ave 06/29/2022 Int Delay,s/veh 0.2 Lane Configurations Y 4t+ t Traffic Vol,veh/h i 0 3 1 i 1387 1415 3 Future Vol,veh/h 0 3 1 1387 1415 3 Conflicting Peds,#/hr i 0 0 0 0 0 0 Q Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - - - - Veh in Median Storage,# 1 - - 0 0 - 3 Grade,% 0 - - 0 0 - Peak Hour Factor 87 87 87 87 87 87 Co Heavy Vehicles, % 0 0 0 6 6 100 Mvmt Flow 0 3 1 1594 1626 3 a� E a 0 Conflicting Flow All 2268 815 1629 0 - 0 Stage 1 1628 - - - - o Stage 2 640 - - - Critical Hdwy 5.7 7.1 5.3 - - - Critical Hdwy Stg 1 6.6 - - - - - Critical Hdwy Stg 2 6 - - m Follow-up Hdwy 3.8 3.9 3.1 - Pot Cap-1 Maneuver 69 279 196 - - - 0 Stage 1 100 0 Stage 2 448 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 66 279 196 - Mov Cap-2 Maneuver 86 - - - - - c Stage 1 96 - - - - - v Stage 2 448 - - - - N c »> ; 0 HCM Control Delay,s 18.1 0.4 0 HCM LOS C +, m Cn Capacity(veh/h) 196 279 - - a HCM Lane V/C Ratio 0.006 - 0.012 - - _ 0 HCM Control Delay(s) 23.5 0.4 18.1 - - E HCM Lane LOS C A C - - 0 HCM 95thii%tile Q(ueh) 0 - 0 - - Q Buffalo Grove-Carwash Synchro 11 Report Packet Pg. 116 2.1.b HCM 6th TWSC 3: Milwaukee Ave & Chevy Chase Drive 06/29/2022 Int Delay,s/veh 0.1 Lane Configurations Traffic Vol,veh/h i 0 5 14 1373 1413 7 Future Vol,veh/h 0 5 14 1373 1413 7 Conflicting Peds,#/hr i 0 0 0 0 0 0 > Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - 25 - - - Veh in Median Storage,# 1 - - 0 0 - 3 Grade,% 0 - - 0 0 - Peak Hour Factor 94 94 94 94 94 94 c Heavy Vehicles, % 0 0 0 6 4 14 Mvmt Flow 0 5 15: 1461 1503 7 as E a 0 Conflicting Flow All 2121 755 1510 0 - 0 Stage 1 1507 - - - - o Stage 2 614 - - - Critical Hdwy 6.25 6.9 4.1 - - - Critical Hdwy Stg 1 5.8 - - - - - Critical Hdwy Stg 2 6 - - m Follow-up Hdwy 3.65 3.3 2.2 - Pot Cap-1 Maneuver 60 356 449 - - - 0 Stage 1 170 0 Stage 2 476 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 58 356 449 - Mov Cap-2 Maneuver 130 - - - - - c Stage 1 164 - - - - - v Stage 2 476 - - - - N c »> ; 0 HCM Control Delay,s 15.3 0.1 0 HCM LOS C +, m Cn Capacity(veh/h) 449 356 - - a HCM Lane V/C Ratio 0.033 - 0.015 - - _ 0 HCM Control Delay(s) 13.3 -i 15.3 - - E HCM Lane LOS B - C - - 0 HCM 95thii%tile Q(ueh) 0.1 - 0 - - Q Buffalo Grove-Carwash Synchro 11 Report Packet Pg. 117 2.1.b HCM 6th TWSC 4: Milwaukee Ave & South Access Drive 06/29/2022 Int Delay,s/veh 0 99, Lane Configurations Y 0 Traffic Vol,veh/h i 0 0 1373 0 0 1420 Future Vol,veh/h 0 0 1373 0 0 1420 Conflicting Peds,#/hr i 0 0 0 0 0 0 > Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - - 25 - Veh in Median Storage,# 1 - 0 - - 0 3 Grade,% 0 - 0 - - 0 Peak Hour Factor 95 95 95i 95 95 92 c Heavy Vehicles, % 0 0 6 0 0 2 Mvmt Flow 0 0 1445i 0 0 1543 as E O. O Conflicting Flow All 2217 723 0 0 1445 0 Stage 1 1445 - - - - o Stage 2 772 - - - - - s Critical Hdwy 6.8 6.9 - - 4.1 - Critical Hdwy Stg 1 5.8 - - - - - Critical Hdwy Stg 2 5.8 - - m Follow-up Hdwy 3.5 3.3 - - 2.2 - ca Pot Cap-1 Maneuver 38 373 - - 475 - o Stage 1 187 0 Stage 2 422 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 38 373 - - 475 - Mov Cap-2 Maneuver 133 - - - - - c Stage 1 187 - - - - v Stage 2 422 - - - - N c 0 HCM Control Delay,s 0 0; 0 HCM LOS A +, m Cn Capacity(veh/h) - - 475 - a HCM Lane V/C Ratio - - - - HCM Control Delay(s) - - 0 0 - E HCM Lane LOS - - A A - HCM 95th;%tile Q(ueh) - - - 0 - Q Buffalo Grove-Carwash Synchro 11 Report Packet Pg. 118 2.1.b HCM 6th TWSC 5: Milwaukee Ave & RI/RO Access Dr 06/29/2022 Int Delay,s/veh 0 99, Lane Configurations ; Traffic Vol,veh/h i 0 0 1373 0 0 1420 Future Vol,veh/h 0 0 1373 0 0 1420 Conflicting Peds,#/hr i 0 0 0 0 0 0 > Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length - 0 - - - Veh in Median Storage,# 0 - 0 - - 0 3 Grade,% 0 - 0 - - 0 Peak Hour Factor 95 95 95i 95 95 95 c Heavy Vehicles, % 0 0 6 0 0 2 Mumt Flow 0 0 1445i 0 0 1495 as E O. O Conflicting Flow All - 723 0 0 - - Stage 1 - - - Stage 2 - - - - Critical Hdwy - 6.9 - - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - m Follow-up Hdwy - 3.3 - - - - Pot Cap-1 Maneuver i 0 373 - - 0 - o Stage 1 0 0 0 Stage 2 i 0 - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - 373 - Mov Cap-2 Maneuver - - - - - - c Stage 1 - - - - - v Stage 2 - - - - - N c 0 HCM Control Delay,s 0 0; 0 HCM LOS A +, m Cn Capacity(veh/h) - - - a HCM Lane V/C Ratio - - - - _ HCM Control Delay(s) - - 0 - E HCM Lane LOS - - A - HCM 95th;%tile Q(ueh) - - Buffalo Grove-Carwash Synchro 11 Report Packet Pg. 119 2.1.b HCM 6th TWSC 6: Milwaukee Ave & Johnson Dr 06/29/2022 Int Delay,s/veh 1.7 Lane Configurations r 0 tt r Traffic Vol,veh/h 44 0 27 0 0 3 9 1353 11 3 1393 26 Future Vol,veh/h 44 0 27 0 0 3 9 1353 11 3 1393 26 Conflicting Peds,#/hr i 0 0 0 0 0 0 0 0 0 0 0 0 > Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - - None - - None - - None Storage Length - - 0 - - - 105 - - 50 - 110 Veh in Median Storage,# - 1 - - 1 - - 0 - - 0 - 3 Grade,% - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 c Heavy Vehicles, % 2 0 8 0 0 0 0 6 0 0 6 8 Mvmt Flow 49 0 30 0 0 3 10 1503 12 3 1548 29 a.. as E CL O Conflicting Flow All 2326 3089 774 2309 3112 758 1577 0 0 1515 0 0 Stage 1554 1554 1529 1529 - - - - - - o Stage 2 772 1535 - 780 1583 - - - - - s Critical Hdwy 7.54 6.5 7.06 7.5 6.5 i 6.9 4.1 - - 4.1 - - Critical Hdwy Stg 1 6.54 5.5 - 6.5 5.5 - - - - - - - Critical Hdwy Stg 2 6.54 5.5 - 6.5 5.5 - - - M Follow-up Hdwy 3.52 4 3.38 3.5 4 3.3 2.2 - - 2.2 - - ca Pot Cap-1 Maneuver -20 12 328 21 12 354 423 - - 447 - - o Stage 1 118 176 125_, 181 o Stage 2 358 180 359 170 - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver -19 12 328 19 12 354 423 - - 447 - - Mov Cap-2 Maneuver 85 85 - 87 82 - - - - - - - c Stage 1 115 175 122 177 - - - - - - v Stage 2 346 176 324 169 - - - - - - N _ »> ; 0 HCM Control Delay,s 64.4 15.3 0.1 0 HCM LOS F C +, m Cn t=o Capacity(veh/h) 423 - 85 328 354 447 - a HCM Lane V/C Ratio 0.024 - - 0.575 0.091 0.009 0.007 - - _ HCM Control Delay(s) 13.7 - - 93.5 17.1 15.3 13.1 E HCM Lane LOS B - - F C C B - - HCM 95th;%tile Q(ueh) 0.1 - - 2.6 0.3 0 0 - - a Volume exceeds capacity $:Delay exceeds 300s + Computation Not Defined *:All major volume in platoon Buffalo Grove-Carwash Synchro 11 Report Packet Pg. 120 2.1.b m C a� Q a� d ca 3 0 M Q O d d s fA m Calpmcity Analysis Summary Sheets Existing Weekday Evening Peak Hour C L d .N �O♦ V N C O N O d cn C m a C d E s U �a Q Packet Pg. 121 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue & Columbus Columbus Pkwy/Riverwalk Dr 1I06/29/2022 Lane Configurations ; , ttt r t Traffic Volume(vph) 35 6 5 163 6 131 40 1499 48 53 1576 5 Future Volume(vph) 35 6 5 163 6 131 40 1499 48 53 1576 6 Ideal Flow(vphpl) ; 1900 1900 1900 1900 1900 1900 1900 2000 1900 1900 1900 1900 Lane Width(ft) 12 12 12 12 12 12 12 12 12 12 12 12 3 Grade(%) 0% 0% 0% 0% Storage Length(ft) 235 0 240 0 165 265 200 0 Q Storage Lanes 1 0 2 0 1 1 1 0 Taper Length(ft) 95 100 155 80 Lane Util.Factor 1.00 1.00 1.00 0.97 1.00 1.00 1.00 0.91 1.00 1.00 0.91 0.91, 3 Ped Bike Factor - Frt 0.937 0.857 0.850, 0.999 Flt Protected 0.950 0.950 0.950 0.950 M Satd. Flow(prot) 1805 1780 0 3148 1513 0 1805 5250 1583 1719 5031 0 At Permitted 0.950 0.950 0.089 0.100 = Satd. Flow(perm) 1805 1780 0 3148 1513 0 169 5250 1583 181 5031 0 E E Right Turn on Red No No No No Q- 0 Satd. Flow(RTOR) Link Speed(mph) 25 30 40 40 0 Link Distance(ft) 634 251 497 188 s Travel Time(s) 17.3 5.7 8.5 3.2 Confl. Peds. (#/hr) Confl. Bikes(#/hr) M Peak Hour Factor 0.92 0.92 092 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 ca Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% o Heavy Vehicles(%) 0% 0% 0% 11% 0% 8% 0% 4% 2% 5% 3% 0% p Bus Blockages(#/hr) 0 0 0 1 0 2 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% 0% 0% 0% N Shared Lane Traffic(%) c Lane Group Flow(vph) 38 12 0 177 149 0 43 1629 52 58 1720 0 �? Turn Type; Prot NA Prot NA pm+pt NA pm+ov pm+pt NA N Protected Phases 7 4 3 8 5 2 3 1 6 c Permitted Phases 2 2 6 u) Detector Phase 7 4 3 8 5 2 3 1 6 > Switch Phase Minimum Initial (s) 4.0 8.0 4.0 8.0 3.0 15.0 4.0 3.0 15.0 Minimum Split(s) 9.5 27.0 9.5 40.0 9.5 38.0 9.5 9.5 31.0 Cn Total Split(s) 15.0 27.0 28.0 40.0 15.0 60.0 28.0 15.0 60.0 M Total Split;(%) 11.5% 20.8% 215% 30.8% 11.5% 46.2% 21.5% 11.5% 46.2% a Yellow Time(s) 3.5 4.5 3.5 4.5 3.5 4.5 3.5 3.5 4.5 All-Red Time(s) 1.0 1.5 1.0 1.5 0.5 1.5 1.0 0.5 1.5 E Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s)' 4.5 6.0 4.5 6.0 4.0 6.0 4.5 4.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lag Lead Lag Q Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Min None None C-Min Act Effct Green(s)', 8.1 8.2 25.3 19.0 86.7 79.2 109.6 87.7 79.7 Actuated g/C Ratio 0.06 0.06 0.19 0.15 0.67 0.61 0.84 0.67 0.61 Buffalo Grove-Carwash Synchro 11 Report Packet Pg. 122 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue & Columbus Columbus Pkwy/Riverwalk Dr 1I06/29/2022 t t v/c Ratio 0.34 0.11 0.29 0.67 0.22 0.51 0.04 0.28 0.56 Control Delay 66.0 59.6 45.3 67.0 11.3 17.4 2.1 11.9 18.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 66.0 59.6 45.3 67.0 11.3 17.4 2.1 11.9 18.0 LOS E E D E B B A B B Approach Delay 64.5 55.2 16.8 17.8 Approach LOS E E B B Q Queue Length 50th(ft) 31 10 60 121 11 291 4 15 320 Queue Length 95th(ft) 68 31 98 185 30 412 10 37 447 Internal Link Dist(ft) 554 171 417 108 3 Turn Bay Length(ft) 235 240 165 265 200 Base Capacity(vph) 145 287 662 395 255 3198 1335 255 3085 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 M Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 _ Reduced v/c Ratio 0.26 0.04 0.27 0.38 0.17 0.51 0.04 0.23 0.56 E a 0 Area Type: Other Cycle Length: 130 0 Actuated Cycle Length: 130 y Offset:30(23%), Referenced to phase 2:NBTL and 6:SBTL,Start of Green M Natural Cycle: 100 M Control Type:Actuated-Coordinated v Maximum v/c Ratio:0.67 0 Intersection Signal Delay:21.1 Intersection LOS:C r_ Intersection Capacity Utilization 62.8% ICU Level of Service B Analysis Period(min) 15 L d Splits and Phases: 1: Milwaukee Avenue&Columbus Columbus Pkwy/Riverwalk Dr 0 01, t2 4 I � � N p > d Cn C M a c 0 E s �a a Buffalo Grove-Carwash Synchro 11 Report Packet Pg. 123 2.1.b HCM 6th TWSC 2: Milwaukee Avenue & Prague Ave 06/29/2022 Int Delay,s/veh 2.8 Lane Configurations Y 4t+ t Traffic Vol,veh/h i 0 3 3 1684 1632 4 Future Vol,veh/h 0 3 3 1684 1632 4 Conflicting Peds,#/hr i 0 0 0 0 0 0 > Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - - - - Veh in Median Storage,# 1 - - 0 0 - 3 Grade,% 0 - - 0 0 - Peak Hour Factor 96 96 96 96 96 96 c Heavy Vehicles, % 0 33 0 0 2 100 Mvmt Flow 0 3 3 1754 1700 4 as E a 0 Conflicting Flow All 2410 852 1704 0 - 0 Stage 1 1702 - - - - o Stage 2 708 - - - Critical Hdwy 5.7 7.76 5.3 - - - Critical Hdwy Stg 1 6.6 - - - - - Critical Hdwy Stg 2 6 - - m Follow-up Hdwy 3.8 4.23 3.1 - Pot Cap-1 Maneuver 58 215 180 - - - 0 Stage 1 90 0 Stage 2 413 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 20 215 180 - Mov Cap-2 Maneuver 28 - - - - - c Stage 1 31 - - - - v Stage 2 413 - - - - N c »> ; 0 HCM Control Delay,s 22 5.5 0 HCM LOS C +, m Cn Capacity(veh/h) 180 215 - - a HCM Lane V/C Ratio 0.017 - 0.015 - - _ 0 HCM Control Delay(s) 25.4 5.5 22 - - E HCM Lane LOS D A C - - 0 HCM 95thii%tile Q(ueh) 0.1 - 0 - - Q Buffalo Grove-Carwash Synchro 11 Report Packet Pg. 124 2.1.b HCM 6th TWSC 3: Milwaukee Ave & Chevy Chase Drive 06/29/2022 Int Delay,s/veh 0.2 Lane Configurations Traffic Vol,veh/h 9 10 14 1670 1626 9 Future Vol,veh/h 9 10 14 1670 1626 9 Conflicting Peds,#/hr i 0 0 0 0 0 0 > Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - 25 - - - Veh in Median Storage,# 1 - - 0 0 - 3 Grade,% 0 - - 0 0 - Peak Hour Factor 99 99 99 99 99 99 c Heavy Vehicles, % 0 0 0 3 2 0 Mvmt Flow 9 10 14 1687 1642 9 as E a 0 Conflicting Flow All 2350 826 1651 0 - 0 Stage 1 1647 - - - - o Stage 2 703 - - - Critical Hdwy 6.25 6.9 4.1 - - - Critical Hdwy Stg 1 5.8 - - - - - Critical Hdwy Stg 2 6 - - m Follow-up Hdwy 3.65 3.3 2.2 - Pot Cap-1 Maneuver 44 319 396 - - - 0 Stage 1 143 0 Stage 2 427 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 42 319 396 - Mov Cap-2 Maneuver 108 - - - - - c Stage 1 138 - - - - v Stage 2 427 - - - - N c »> ; 0 HCM Control Delay,s 29.5 0.1 0 HCM LOS D +, m Cn Capacity(veh/h) 396 166 - - a HCM Lane V/C Ratio 0.036 - 0.116 - - _ 0 HCM Control Delay(s) 14.4 -i 29.5 - - E HCM Lane LOS B - D - - 0 HCM 95thii%tile Q(ueh) 0.1 0.4 - - Q Buffalo Grove-Carwash Synchro 11 Report Packet Pg. 125 2.1.b HCM 6th TWSC 6: Milwaukee Ave & Johnson Dr 06/29/2022 Int Delay,s/veh 1.6 Lane Configurations r 0 tt r Traffic Vol,veh/h 30 0 24 5 0 21 39 1639 1 4 1606 57 Future Vol,veh/h 30 0 24 5 0 21 39 1639 1 4 1606 57 Conflicting Peds,#/hr i 0 0 0 0 0 0 0 0 0 0 0 0 > Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - - None - - None - - None Storage Length - - 0 - - - 105 - - 50 - 110 Veh in Median Storage,# - 1 - - 1 - - 0 - - 0 - 3 Grade,% - 0 - - 0 - - 0 - - 0 - Peak Hour Factor ' 96 96 96 96 96 96 96 96 96 96 96 96 c Heavy Vehicles, % 0 0 0 20 0 5 3 2 100 0 2 2 Mvmt Flow 31 0 25 5 0 22 41 1707 1 4 1673 59 as E CL O Conflicting Flow All 2617 3471 837 2635 3530 854 1732 0 0 1708 0 0 Stage 1681 1681 1790 1790 - - - - - - o Stage 2 936 1790 - 845 1740 - - - - - s Critical Hdwy 7.5 6.5 6.9 7.9 6.5 i 7 4.16 - - 4.1 - - Critical Hdwy Stg 1 6.5 5.5 - 6.9 5.5 - - - - - - - Critical Hdwy Stg 2 6.5 5.5 - 6.9 5.5 - - - M Follow-up Hdwy 3.5 4 3.3 3.7 4 3.35 2.23 - - 2.2 - - ca Pot Cap-1 Maneuver -12 7 314 9 6 296 356 - - 377 - - o Stage 1 100 152 - 69 135 o Stage 2 289 135 288 143 - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver -10 6 314 7 5 296 356 - - 377 - - Mov Cap-2 Maneuver 62 62 - 46 52 - - - - - - - c Stage 1 89 150 - 61 119 - - - - - - v Stage 2 237 119 262 141 - - - - - - N c »> ; 0 HCM Control Delay,s 69.7 35.4 0.4 0 HCM LOS F E +, m Cn r_ Capacity(veh/h) 356 - 62 314 145 377 - a HCM Lane V/C Ratio 0.114 - - 0.504 0.08 0.187 0.011 - - _ HCM Control Delay(s) 16.4 - - 111.5 17.5 35.4 14.7 E HCM Lane LOS C - - F C E B - - HCM 95thii%tile Q(ueh) 0.4 - - 2 0.3 0.7 0 - - Q Volume exceeds capacity $:Delay exceeds 300s + Computation Not Defined *:All major volume in platoon Buffalo Grove-Carwash Synchro 11 Report Packet Pg. 126 2.1.b m C a� Q a� d ca 3 0 M Q O d d s fA m Calpmcity Analysis Summary Sheets Existing Saturday Midday Peak Hour C L d .N �O♦ V N C O N O d cn C m a C d E s U �a Q Packet Pg. 127 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue & Columbus Columbus Pkwy/Riverwalk Dr 06/29/2022 # fl I* 14* Lane Configurations ; , ttt r Traffic Volume(vph) 9 0 16 164 1 53 9 13 1226 46 10 40 Future Volume(vph) 9 0 16 164 1 53 9 13 1226 46 10 40 Ideal Flow(vphpl) ; 1900 1900 1900 1900 1900 1900 1900 1900 2000 1900 1900 1900 Lane Width(ft) 12 12 12 12 12 12 12 12 12 12 12 12 3 Grade(%) 0% 0% 0% d Storage Length(ft) 235 0 240 0 165 265 200 Q Storage Lanes 1 0 2 0 1 1 1 Taper Length(ft) 95 100 155 80 Lane Util.Factor 1.00 1.00 1.00 0.97 1.00 1.00 0.91 1.00 0.91 1.00 0.91 1.00 3 Ped Bike Factor - Frt 0.850 0.853 0.850 Flt Protected 0.950 0.950 0.950 0.950 M Satd. Flow(prot) 1805 1615 0 3433 1478 0 0 1805 5353 1583 0 1735 At Permitted 0.950 0.950 0.151 0.179 = Satd. Flow(perm) 1805 1615 0 3433 1478 0 0 287 5353 1583' 0 327 E E Right Turn on Red No No No Q- 0 Satd. Flow(RTOR) Link Speed(mph) 25 30 40 0 Link Distance(ft) 634 251 497 s Travel Time(s) 17.3 5.7 8.5 Confl. Peds. (#/hr) Confl. Bikes(#/hr) M Peak Hour Factor 0.96 0.96 096 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 ca Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% o Heavy Vehicles(%) 0% 0% 0% 2% 100% 8% 0% 0% 2% 2% 0% 5% p Bus Blockages(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% 0% 0% Shared Lane Traffic(%) c Lane Group Flow(vph) 9 17 0 171 56 0 0 23 1277 48 0 52 �? Turn Type; Prot NA Prot NA pm+pt pm+pt NA pm+ov pm+pt pm+pt N Protected Phases 7 4 3 8 5 5 2 3 1 1 c Permitted Phases 2 2 2 6 6 u) Detector Phase 7 4 3 8 5 5 2 3 1 1 > Switch Phase Minimum Initial (s) 4.0 8.0 4.0 8.0 3.0 3.0 15.0 4.0 3.0 3.0 Minimum Split(s) 9.5 53.0 9.5 49.0 9.5 9.5 38.0! 9.5 9.5 9.5 Cn Total Split(s) 14.0 21.0 25.0 32.0 14.0 14.0 60.0 25.0 14.0 14.0 M Total Split;(%) 11.7% 17.5% 20 8% 26.7% 11.7% ;11.7% 50.0% 20.8% 11.7% 11.7% a Yellow Time(s) 3.5 4.5 3.5 4.5 3.5 3.5 4.5 3.5 3.5 3.5 All-Red Time(s) 1.0 1.5 1.0 1.5 0.5 0.5 1.5 1.0 0.5 0.5 E Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s)' 4.5 6.0 4.5 6.0 4.0 6.0 4.5 4.0 Lead/Lag Lead Lead Lag Lag Lead Lead Lag Lag Lead Lead Q Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None C-Min None None None Act Effct Green(s)', 6.2 8.5 11.9 14.1 89.8 83.0 100.0' 91.6 Actuated g/C Ratio 0.05 0.07 0.10 0.12 0.75 0.69 0.83 0.76 Buffalo Grove-Carwash Synchro 11 Report Packet Pg. 128 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue &I Columbus Columbus Pkwy/Riverwalk Dr 06/29/2022 i Lanelponfig u rations tO Traffic Volume(vph) 1389 6 Future Volume(vph) 1389 6 Ideal Flow(vphpl) ; 1900 1900 Lane Width(ft) 12 12 3 Grade(%) 0% Storage Length(ft) 0 Q Storage Lanes 0 Taper Length(ft) Lane Util.Factor 0.91 0.91 3 Ped Bike Factor — Frt 0.999 Flt Protected M Satd. Flow(prot) 5081 0 At Permitted +' Satd. Flow(perm) 5081 0 E Right Turn on Red No Q- 0 Satd. Flow(RTOR) Link Speed(mph) 40 0 Link Distance(ft) 188 s Travel Time(s) 3.2 Confl. Peds. (#/hr) Confl. Bikes(#/hr) M Peak Hour Factor 0.96 0.96 ca Growth Factor 100% 100% o Heavy Vehicles(%) 2% 0% o Bus Blockages(#/hr) 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% Shared Lane Traffic(%) c Lane Group Flow(vph) 1453 0 v Turn Type; NA N Protected Phases 6 = Permitted Phases 2 Detector Phase 6 > Switch Phase Minimum Initial (s) 15.0 Minimum Split(s) 31.0 Cn Total Split(s) 60.0 M Total Split;(%) 50.0% a Yellow Time(s) 4.5 All-Red Time(s) 1.5 E E Lost Time Adjust(s) 0.0 Total Lost Time(s) 6.0 Lead/Lag Lag Q Lead-Lag Optimize? Yes Recall Mode C-Min Act Effct Green(s)' 85.4 Actuated g/C Ratio 0.71 Buffalo Grove-Carwash Synchro 11 Report Packet Pg. 129 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue & Columbus Columbus Pkwy/Riverwalk Dr 06/29/2022 # fl L* 14* v/c Ratio 0.10 0.15 0.50 0.32 0.08 0.35 0.04 0.16 Control Delay 56.0 55.2 56.2 51.6 5.6 9.4 2.3 5.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 00 Total Delay 56.0 55.2 56.2 51.6 5.6 9.4 2.3 5.8 LOS E E E D A A A A Approach Delay 55.5 55.1 9.1 Approach LOS E E A Q Queue Length 50th(ft) 7 13 65 42 2 115 3 6 Queue Length 95th(ft) 24 37 100 81 14 233 11. 25 Internal Link Dist(ft) 554 171 417 3 Turn Bay Length(ft) 235 240 165 ; 265 200 Base Capacity(vph) 142 201 586 320 348 3700 1403 371 Starvation Cap Reductn 0 0 0 0 0 0 0 0 M Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 = Reduced v/c Ratio 0.06 0.08 0.29 0.17 0.07 0.35 0.03 0.14 E E a 0 Area Type: Other Cycle Length: 120 0 Actuated Cycle Length: 120 y Offset:4(3%), Referenced to phase 2:NBTL and 6:SBTL,Start of Green M Natural Cycle: 110 M Control Type:Actuated-Coordinated v Maximum v/c Ratio:0.50 0 Intersection Signal Delay: 12.9 Intersection LOS: B r_ Intersection Capacity Utilization 55.0% ICU Level of Service A Analysis Period(min) 15 L d Splits and Phases: 1: Milwaukee Avenue&Columbus Columbus Pkwy/Riverwalk Dr 0 T� 05 T 06 07 03 22 i, i > d Cn C M a c 0 E s �a a Buffalo Grove-Carwash Synchro 11 Report Packet Pg. 130 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue &I Columbus Columbus Pkwy/Riverwalk Dr 06/29/2022 i v/c Ratio 0.40 Control Delay 9.3 Queue Delay 0.0 Total Delay 9.3 LOS A 3 Approach Delay 9.2 Approach L©S A Q Queue Length 50th(ft) 137 Queue Length 95th(ft) 274 Internal Link Dist(ft) 108 3 Turn Bay Length(ft) Base Capacity(vph) 3616 Starvation Cap Reductn 0 M Spillback Cap Reductn 0 Storage Cap Reductn 0 _ Reduced v/c Ratio 0.40 E a 0 m 0 s fA M M U ca 0 c 0 L d .N O U N C O N 0 d Cn C M a c E s �a a Buffalo Grove-Carwash Synchro 11 Report Packet Pg. 131 2.1.b HCM 6th TWSC 2: Milwaukee Avenue & Prague Ave 06/29/2022 Int Delay,s/veh 0.4 Lane Configurations Y 4t+ t Traffic Vol,veh/h i 0 2 3 1317 1443 6 Future Vol,veh/h 0 2 3 1317 1443 6 Conflicting Peds,#/hr i 0 0 0 0 0 0 > Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - - - - Veh in Median Storage,# 1 - - 0 0 - 3 Grade,% 0 - - 0 0 - Peak Hour Factor 97 97 97 97 97 97 c Heavy Vehicles, % 0 0 34 2 2 0 Mvmt Flow 0 2 3 1358 1488 6 as E a 0 Conflicting Flow All 2040 747 1494 0 - 0 Stage 1 1491 - - - - o Stage 2 549 - - - Critical Hdwy 5.7 7.1 5.98. - - - Critical Hdwy Stg 1 6.6 - - - - - Critical Hdwy Stg 2 6 - - m Follow-up Hdwy 3.8 3.9 3.44 - Pot Cap-1 Maneuver 91 309 164 - - - 0 Stage 1 122 0 Stage 2 500 - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 84 309 164 - Mov Cap-2 Maneuver 101 - - - - - c Stage 1 113 - - - - - v Stage 2 500 - - - - N c »> ; 0 HCM Control Delay,s 167 0.8 0 HCM LOS C +, m Cn Capacity(veh/h) 164 309 - - a HCM Lane V/C Ratio 0.019 - 0.007 - - _ 0 HCM Control Delay(s) 27.4 0.7 16.7 - - E HCM Lane LOS D A C - - HCM 95thii%tile Q(ueh) 0.1 - 0 - - Q Buffalo Grove-Carwash Synchro 11 Report Packet Pg. 132 2.1.b HCM 6th TWSC 3: Milwaukee Ave & Chevy Chase Drive 06/29/2022 Int Delay,s/veh 0.2 Lane Configurations Traffic Vol,veh/h i 7 15 11 1306 1434 10 Future Vol,veh/h 7 15 11 1306 1434 10 Conflicting Peds,#/hr i 0 0 0 0 0 0 > Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - 25 - - - Veh in Median Storage,# 1 - - 0 0 - 3 Grade,% 0 - - 0 0 - Peak Hour Factor 95 95 95i 95 95 95 c Heavy Vehicles, % 15 0 0 3 2 0 Mvmt Flow 7 16 12 1375 1509 11 as E a 0 Conflicting Flow All 2089 760 1520 0 - 0 Stage 1 1515 - - - - o Stage 2 574 - - - Critical Hdwy 6.55 6.9 4.1 - - - Critical Hdwy Stg 1 6.1 - - - - - Critical Hdwy Stg 2 6.3 - - m Follow-up Hdwy 3.8 3.3 2.2 - Pot Cap-1 Maneuver 52 353 445 - - - 0 Stage 1 146 0 Stage 2 463 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 51 353 445 - Mov Cap-2 Maneuver 115 - - - - - c Stage 1 142 - - - - - v Stage 2 463 - - - - N c »> ; 0 HCM Control Delay,s 24 0.1 0 HCM LOS C +, m Cn Capacity(veh/h) 445 213 - - a HCM Lane V/C Ratio 0.026 - 0.109 - - _ 0 HCM Control Delay(s) 13.3 - 24 - - E HCM Lane LOS B - C - - 0 HCM 95thii%tile Q(ueh) 0.1 0.4 - - Q Buffalo Grove-Carwash Synchro 11 Report Packet Pg. 133 2.1.b HCM 6th TWSC 6: Milwaukee Ave & Johnson Dr 06/29/2022 Int Delay,s/veh 1.5 Lane Configurations r 0 tt r Traffic Vol,veh/h 41 0 361 0 0 2 32 1281 0 2 1408 43 Future Vol,veh/h 41 0 36 0 0 2 32 1281 0 2 1408 43 Conflicting Peds,#/hr i 0 0 0 0 0 0 0 0 0 0 0 0 > Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - - None - - None - - None Storage Length - - 0 - - - 105 - - 50 - 110 Veh in Median Storage,# - 1 - - 1 - - 0 - - 0 - 3 Grade,% - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95i 95 95 95 95 95 95 95 95 95 c Heavy Vehicles, % 3 0 0 0 0 0 3 2 0 0 2 3 Mvmt Flow 43 0 38 0 0 2 34 1348 0 2 1482 45 as E CL O Conflicting Flow All 2228 2902 741 2161 2947 674 1527 0 0 1348 0 0 Stage 1486 1486 1416 1416 - - - - - - o Stage 2 742 1416 - 745 1531 - - - - - s Critical Hdwy 7.56 6.5 6.9 7.5 6.5 i 6.9 4.16 - - 4.1 - - Critical Hdwy Stg 1 6.56 5.5 - 6.5 5.5 - - - - - - - Critical Hdwy Stg 2 6.56 5.5 - 6.5 5.5 - - - M Follow-up Hdwy 3.53 4 3.3 3.5 4 3.3 2.23 - - 2.2 - - ca Pot Cap-1 Maneuver -23 16 363 27 15 402 428 - - 517 - - o Stage 1 129 190 147 205 o Stage 2 371 205 377 181 - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver -21 15 363 23 14 402 428 - - 517 - - Mov Cap-2 Maneuver 87 93 - 94 81 - - - - - - - c Stage 1 119 189 135 189 - - - - - - v Stage 2 340 189 336 180 - - - - - - N c »> ; 0 HCM Control Delay,s 51 14 0.3 0 HCM LOS F B +, m Cn r_ Capacity(veh/h) 428 - 87 363 402 517 - a HCM Lane V/C Ratio 0.079 - - 0.496 0.104 0.005 0.004 - - _ HCM Control Delay(s) 14.1 - - 81.6 16.1 14 12 E HCM Lane LOS B - - F C B B - - HCM 95th;%tile Q(ueh) 0.3 - - 2.1 0.3 0 0 - - Q Volume exceeds capacity $:Delay exceeds 300s + Computation Not Defined *:All major volume in platoon Buffalo Grove-Carwash Synchro 11 Report Packet Pg. 134 2.1.b m C a� Q a� d ca 3 0 M Q O d d s fA m Cz1apacity Analysis Summary Sheets Year 2028 No-Build Weekday Morning Peak Hour C L d .N �O♦ V N C O N O d cn C m a C d E s U �a Q Packet Pg. 135 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue & Columbus Columbus Pkwy/Riverwalk Dr 1I06/29/2022 Lane Configurations ; , ttt r t Traffic Volume(vph) 5 3 11 129 1 38 6 1361 99 41 1392 0 Future Volume(vph) 5 3 11 129 1 38 6 1361 99 41 1392 0 Ideal Flow(vphpl) ; 1900 1900 1900 1900 1900 1900 1900 2000 1900 1900 1900 1900 Lane Width(ft) 12 12 12 12 12 12 12 12 12 12 12 12 3 Grade(%) 0% 0% 0% 0% Storage Length(ft) 235 0 240 0 165 265 200 0 Q Storage Lanes 1 0 2 0 1 1 1 0 Taper Length(ft) 95 100 155 80 Lane Util.Factor 1.00 1.00 1.00 0.97 1.00 1.00 1.00 0.91 1.00 1.00 0.91 0.91, 3 Ped Bike Factor - Frt 0.880 0.854 0.850, Flt Protected 0.950 0.950 0.950 0.950 M Satd. Flow(prot) 1805 1672 0 3155 1505 0 1805 5151 1495 1770 4848 0 At Permitted 0.950 0.950 0.154 0.142 = Satd. Flow(perm) 1805 1672 0 3155 1505 0 293 5151 1495' 265 4848 0 E E Right Turn on Red No No No No Q- 0 Satd. Flow(RTOR) Link Speed(mph) 25 25 40 40 0 Link Distance(ft) 634 251 497 188 s Travel Time(s) 17.3 6.8 8.5 3.2 Confl. Peds. (#/hr) Confl. Bikes(#/hr) M Peak Hour Factor 0.94 0.94 094 0.94 0.94 0.94 0.94 0.94 0.94 0.94' 0.94 0.94 ca Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% o Heavy Vehicles(%) 0% 0% 0% 11% 0% 8% 0% 6% 8% 2% 7% 2% p Bus Blockages(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% 0% 0% 0% N Shared Lane Traffic(%) c Lane Group Flow(vph) 5 15 0 137 41 0 6 1448 105 44 1481 0 �? Turn Type; Prot NA Prot NA pm+pt NA pm+ov pm+pt NA N Protected Phases 7 4 3 8 5 2 3 1 6 c Permitted Phases 2 2 6 u) Detector Phase 7 4 3 8 5 2 3 1 6 > Switch Phase Minimum Initial (s) 4.0 8.0 4.0 8.0 3.0 15.0 4.0 3.0 15.0 Minimum Split(s) 9.5 53.0 9.5 49.0 9.5 38.0 9.5 9.5 31.0 Cn Total Split(s) 15.0 21.0 26.0 32.0 14.0 64.0 26.0 14.0 64.0 M Total Split;(%) 12.0% 16.8% 20 8% 25.6% 11.2% ;51.2% 20.8% 11.2°% 51.2%-0 a Yellow Time(s) 3.5 4.5 3.5 4.5 3.5 4.5 3.5 3.5 4.5 All-Red Time(s) 1.0 1.5 1.0 1.5 0.5 1.5 1.0 0.5 1.5 E Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s)' 4.5 6.0 4.5 6.0 4.0 6.0 4.5 4.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lag Lead Lag Q Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Min None None C-Min Act Effct Green(s)', 60 8.4 11.3 13.5 95.4 88.8 105.3 98.7 95.2 Actuated g/C Ratio 0.05 0.07 0.09 0.11 0.76 0.71 0.84 0.79 0.76 Synchro 11 Report Packet Pg. 136 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue & Columbus Columbus Pkwy/Riverwalk Dr 1I06/29/2022 v/c Ratio 0.06 0.13 0.48 0.25 0.02 0.40 0.08 0.15 0.40 Control Delay 58.0 57.4 59.5 52.8 5.2 9.2 2.1 5.5 7.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58.0 57.4 59.5 52.8 5.2 9.2 2.1 5.5 7.0 LOS E E E D A A A A A Approach Delay 57.6 58.0 8.7 7.0 Approach LOS E E A A Q Queue Length 50th(ft) 4 12 55 32 1 132 7 4 85 Queue Length 95th(ft) 18 34 87 67 6 269 19 22 275 Internal Link Dist(ft) 554 171 417 108 3 Turn Bay Length(ft) 235 240 165 265 200 Base Capacity(vph) 151 200 542 313 352 3660 1352 330 3693 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 M Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 _ Reduced v/c Ratio 0.03 0.07 0.25 0.13 0.02 0.40 0.08 0.13 0.40 E a 0 Area Type: Other Cycle Length: 125' o Actuated Cycle Length: 125 y Offset: 1 (1%), Referenced to phase 2:NBTL and 6:SBTL,Start of Green M Natural Cycle: 110 M Control Type:Actuated-Coordinated v Maximum v/c Ratio:0.48 0 Intersection Signal Delay: 10.9 Intersection LOS: B r_ Intersection Capacity Utilization 53.9% ICU Level of Service A Analysis Period(min) 15 L d Splits and Phases: 1: Milwaukee Avenue&Columbus Columbus Pkwy/Riverwalk Dr 0 01 to2z 4 003 U d C M a c 0 E s �a a Synchro 11 Report Packet Pg. 137 2.1.b HCM 6th TWSC 2: Milwaukee Avenue & Prague Ave 06/29/2022 Int Delay,s/veh 0.4 Lane Configurations Y 4t+ t Traffic Vol,veh/h i 0 4 2 1407 1430 4 Future Vol,veh/h 0 4 2 1407 1430 4 Conflicting Peds,#/hr i 0 0 0 0 0 0 Q Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - - - - Veh in Median Storage,# 1 - - 0 0 - 3 Grade,% 0 - - 0 0 - Peak Hour Factor 87 87 87 87 87 87 Co Heavy Vehicles, % 0 0 0 6 6 100 Mvmt Flow i0 5 2 1617 1644 5 as E a 0 Conflicting Flow All 2298 825 1649 0 - 0 Stage 1 1647 - - - - o Stage 2 651 - - - Critical Hdwy 5.7 7.1 5.3 - - - Critical Hdwy Stg 1 6.6 - - - - - Critical Hdwy Stg 2 6 - - m Follow-up Hdwy 3.8 3.9 3.1 - Pot Cap-1 Maneuver 66 274 192 - - - 0 Stage 1 98 0 Stage 2 443 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 59 274 192 - Mov Cap-2 Maneuver 78 - - - - - c Stage 1 88 - - - - v Stage 2 443 - - - - N c »> ; 0 HCM Control Delay,s 18.4 0.8 0 HCM LOS C +, m Cn Capacity(veh/h) 192 274 - - a HCM Lane V/C Ratio 0.012 - 0.017 - - _ 0 HCM Control Delay(s) 24 0.8i 18.4 - - E HCM Lane LOS C A C - - 0 HCM 95thii%tile Q(ueh) 0 0.1 - - Q Synchro 11 Report Packet Pg. 138 2.1.b HCM 6th TWSC 3: Milwaukee Ave & Chevy Chase Drive 06/29/2022 Int Delay,s/veh 0.1 Lane Configurations Traffic Vol,veh/h i 0 6 15 1328 1433 7 Future Vol,veh/h 0 6 15 1328 1433 7 Conflicting Peds,#/hr i 0 0 0 0 0 0 Q Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - 25 - - - Veh in Median Storage,# 1 - - 0 0 - 3 Grade,% 0 - - 0 0 - Peak Hour Factor 94 94 94 94 94 94 c Heavy Vehicles, % 0 0 0 6 4 14 Mvmt Flow 0 6 16 1413 1524 7 as E a 0 Conflicting Flow All 2125 766 1531 0 - 0 Stage 1 1528 - - - - o Stage 2 597 - - - Critical Hdwy 6.25 6.9 4.1 - - - Critical Hdwy Stg 1 5.8 - - - - - Critical Hdwy Stg 2 6 - - m Follow-up Hdwy 3.65 3.3 2.2 - Pot Cap-1 Maneuver 60 350 441 - - - 0 Stage 1 165 0 Stage 2 486 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 58 350 441 - Mov Cap-2 Maneuver 128 - - - - - c Stage 1 159 - - - - v Stage 2 486 - - - - N c »> ; 0 HCM Control Delay,s 15.5 0.2% 0 HCM LOS C +, m Cn Capacity(veh/h) 441 350 - - a HCM Lane V/C Ratio 0.036 - 0.018 - - _ 0 HCM Control Delay(s) 13.5 -i 15.5 - - E HCM Lane LOS B - C - - 0 HCM 95thii%tile Q(ueh) 0.1 0.1 - - Q Synchro 11 Report Packet Pg. 139 2.1.b HCM 6th TWSC 6: Milwaukee Ave & Johnson Dr 06/29/2022 Int Delay,s/veh 1.8 Lane Configurations r 0 tt r Traffic Vol,veh/h 45 0 28 0 0 4 10 1378 12 4 1412 27 Future Vol,veh/h 45 0 28 0 0 4 10 1378 12 4 1412 27 Conflicting Peds,#/hr i 0 0 0 0 0 0 0 0 0 0 0 0 > Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - - None - - None - - None Storage Length - - 0 - - - 105 - - 50 - 110 Veh in Median Storage,# - 1 - - 1 - - 0 - - 0 - 3 Grade,% - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 c Heavy Vehicles, % 2 0 8 0 0 0 0 6 0 0 6 8 Mvmt Flow 50 0 31 0 0 4 11 1531 13 4 1569 30 a.. as E CL O Conflicting Flow All 2365 3143 785 2353 3167 772 1599 0 0 1544 0 0 Stage 1577 1577 1560 1560 - - - - - - o Stage 2 788 1566 - 793 1607 - - - - - s Critical Hdwy 7.54 6.5 7.06 7.5 6.5 i 6.9 4.1 - - 4.1 - - Critical Hdwy Stg 1 6.54 5.5 - 6.5 5.5 - - - - - - - Critical Hdwy Stg 2 6.54 5.5 - 6.5 5.5 - - - M Follow-up Hdwy 3.52 4 3.38 3.5 4 3.3 2.2 - - 2.2 - - ca Pot Cap-1 Maneuver -19 11 323 19 11 347 415 - - 436 - - o Stage 1 114 171 120 175 o Stage 2 350 174 352 166 - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver -18 11 323 17 11 347 415 - - 436 - - Mov Cap-2 Maneuver 82 81 - 83 79 - - - - - - - c Stage 1 111 169 117 170 - - - - - - v Stage 2 336 169 315 165 - - - - - - - N _ »> ; 0 HCM Control Delay,s 69.3 15.5 0.1 0 HCM LOS F C +, m Cn t=o Capacity(veh/h) 415 - 82 323 347 436 - a HCM Lane V/C Ratio 0.027 - - 0.61 0.096 0.013 0.01 - - _ HCM Control Delay(s) 13.9 - - 101.7 17.3 15.5 13.3 E HCM Lane LOS B - - F C C B - - HCM 95th;%tile Q(ueh) 0.1 - - 2.8 0.3 0 0 - - Q Volume exceeds capacity $:Delay exceeds 300s + Computation Not Defined *:All major volume in platoon Synchro 11 Report Packet Pg. 140 2.1.b m C a� Q a� d ca 3 0 M C Q O d O 0 t N Capacity Analysis Summary Sheets Year 2028 No-Build Weekday Evening Peak Hour C L N C �O♦ V N C O .y d cn C m a C E s ca Q Packet Pg. 141 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue & Columbus Columbus Pkwy/Riverwalk Dr 1I06/29/2022 Lane Configurations ; , ttt r t Traffic Volume(vph) 36 8 6 163 6 131 41 1519 531 54 1592 7 Future Volume(vph) 36 8 6 163 6 131 41 1519 53 54 1592 7 Ideal Flow(vphpl) ; 1900 1900 1900 1900 1900 1900 1900 2000 1900 1900 1900 1900 Lane Width(ft) 12 12 12 12 12 12 12 12 12 12 12 12 3 Grade(%) 0% 0% 0% 0% Storage Length(ft) 235 0 240 0 165 265 200 0 Q Storage Lanes 1 0 2 0 1 1 1' 0 Taper Length(ft) 95 100 155 80 Lane Util.Factor 1.00 1.00 1.00 0.97 1.00 1.00 1.00 0.91 1.00 1.00 0.91 0.91, 3 Ped Bike Factor - Frt 0.934 0.857 0.850, 0.999 Flt Protected 0.950 0.950 0.950 0.950 M Satd. Flow(prot) 1805 1775 0 3148 1513 0 1805 5250 1583 1719 5032 0 At Permitted 0.950 0.950 0.086 0.097 = Satd. Flow(perm) 1805 1775 0 3148 1513 0 163 5250 1583 176 5032 0 E E Right Turn on Red No No No No Q- 0 Satd. Flow(RTOR) Link Speed(mph) 25 30 40 40 0 Link Distance(ft) 634 251 497 188 s Travel Time(s) 17.3 5.7 8.5 3.2 Confl. Peds. (#/hr) Confl. Bikes(#/hr) M Peak Hour Factor 0.92 0.92 092 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 ca Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% o Heavy Vehicles(%) 0% 0% 0% 11% 0% 8% 0% 4% 2% 5% 3% 0% p Bus Blockages(#/hr) 0 0 0 1 0 2 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% 0% 0% 0% N Shared Lane Traffic(%) c Lane Group Flow(vph) 39 16 0 177 149 0 45 1651 58 59 1738 0 �? Turn Type; Prot NA Prot NA pm+pt NA pm+ov pm+pt NA N Protected Phases 7 4 3 8 5 2 3 1 6 c Permitted Phases 2 2 6 u) Detector Phase 7 4 3 8 5 2 3 1 6 > Switch Phase Minimum Initial (s) 4.0 8.0 4.0 8.0 3.0 15.0 4.0 3.0 15.0 Minimum Split(s) 9.5 27.0 9.5 40.0 9.5 38.0 9.5 9.5 31.0 Cn Total Split(s) 15.0 27.0 28.0 40.0 15.0 60.0 28.0 15.0 60.0 M Total Split;(%) 11.5% 20.8% 215% 30.8% 11.5% 46.2% 21.5% 11.5% 46.2% a Yellow Time(s) 3.5 4.5 3.5 4.5 3.5 4.5 3.5 3.5 4.5 All-Red Time(s) 1.0 1.5 1.0 1.5 0.5 1.5 1.0 0.5 1.5 E Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s)' 4.5 6.0 4.5 6.0 4.0 6.0 4.5 4.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lag Lead Lag Q Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Min None None C-Min Act Effct Green(s)', 8.1 8.4 25.2 19.0 86.7 79.1 109.4 87.7 79.6 Actuated g/C Ratio 0.06 0.06 0.19 0.15 0.67 0.61 0.84 0.67 0.61 Synchro 11 Report Packet Pg. 142 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue & Columbus Columbus Pkwy/Riverwalk Dr 1I06/29/2022 t t v/c Ratio 0.35 0.14 0.29 0.67 0.23 0.52 0.04 0.29 0.56 Control Delay 66.2 60.0 45.5 67.0 11.6 17.6 2.2 12.1 18.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 66.2 60.0 45.5 67.0 11.6 17.6 2.2 12.1 18.2 LOS E E D E B B A B B Approach Delay 64.4 55.3 16.9 18.0 Approach LOS E E B B Q Queue Length 50th(ft) 32 13 60 121 11 297 4 15 325 Queue Length 95th(ft) 69 38 99 185 31 421 12 38 454 Internal Link Dist(ft) 554 171 417 108 3 Turn Bay Length(ft) 235 240 165 265 200 Base Capacity(vph) 145 286 660 395 251 3195 1333 252 3082 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 M Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 _ Reduced v/c Ratio 0.27 0.06 0.27 0.38 0.18 0.52 0.04 0.23 0.56 E a 0 Area Type: Other Cycle Length: 130 0 Actuated Cycle Length: 130 y Offset:30(23%), Referenced to phase 2:NBTL and 6:SBTL,Start of Green M Natural Cycle: 100 M Control Type:Actuated-Coordinated v Maximum v/c Ratio:0.67 0 Intersection Signal Delay:21.2 Intersection LOS:C r_ Intersection Capacity Utilization 63.1% ICU Level of Service B Analysis Period(min) 15 L d Splits and Phases: 1: Milwaukee Avenue&Columbus Columbus Pkwy/Riverwalk Dr 0 01, t2 4 I � � N p > d Cn C M a c 0 E s �a a Synchro 11 Report Packet Pg. 143 2.1.b HCM 6th TWSC 2: Milwaukee Avenue & Prague Ave 06/29/2022 Int Delay,s/veh 3.2 Lane Configurations Y 4t+ t Traffic Vol,veh/h i 0 4 5 1654 1701 4 Future Vol,veh/h 0 4 5 1654 1701 4 Conflicting Peds,#/hr i 0 0 0 0 0 0 Q Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - - - - Veh in Median Storage,# 1 - - 0 0 - 3 Grade,% 0 - - 0 0 - Peak Hour Factor 96 96 96 96 96 96 c Heavy Vehicles, % 0 33 0 0 2 100 Mvmt Flow 0 4 5i 1723 1772 4 as E a 0 Conflicting Flow All 2473 888 1776 0 - 0 Stage 1 1774 - - - - o Stage 2 699 - - - Critical Hdwy 5.7 7.76 5.3 - - - Critical Hdwy Stg 1 6.6 - - - - - Critical Hdwy Stg 2 6 - - m Follow-up Hdwy 3.8 4.23 3.1 - Pot Cap-1 Maneuver 53 202 166 - - - 0 Stage 1 81 0 Stage 2 418 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 16 202 166 - Mov Cap-2 Maneuver 22 - - - - - c Stage 1 24 - - - - - v Stage 2 418 - - - - N c »> ; 0 HCM Control Delay,s 23.2 6.5 0 HCM LOS C +, m Cn Capacity(veh/h) 166 202 - - a HCM Lane V/C Ratio 0.031 - 0.021 - - _ 0 HCM Control Delay(s) 27.4 6.4 23.2 - - E HCM Lane LOS D A C - - 0 HCM 95thii%tile Q(ueh) 0.1 0.1 - - Q Synchro 11 Report Packet Pg. 144 2.1.b HCM 6th TWSC 3: Milwaukee Ave & Chevy Chase Drive 06/29/2022 Int Delay,s/veh 0.2 Lane Configurations Traffic Vol,veh/h 10 11 15 1699 1651 11 Future Vol,veh/h 10 11 15 1699 1651 11 Conflicting Peds,#/hr i 0 0 0 0 0 0 > Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - 25 - - - Veh in Median Storage,# 1 - - 0 0 - 3 Grade,% 0 - - 0 0 - Peak Hour Factor 99 99 99 99 99 99 Co Heavy Vehicles, % 0 0 0 3 2 0 Mvmt Flow 10 11 15i 1716 1668 11 a.. as E a 0 Conflicting Flow All 2390 840 1679 0 - 0 Stage 1 1674 - - - - o Stage 2 716 - - - Critical Hdwy 6.25 6.9 4.1 - - - Critical Hdwy Stg 1 5.8 - - - - - Critical Hdwy Stg 2 6 - - m Follow-up Hdwy 3.65 3.3 2.2 - Pot Cap-1 Maneuver 41 313 387 - - - 0 Stage 1 138 0 Stage 2 421 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 39 313 387 - Mov Cap-2 Maneuver 104 - - - - - c Stage 1 133 - - - - v Stage 2 421 - - - - N _ »> ; 0 HCM Control Delay,s 30.9 0.1 0 HCM LOS D +, m Cn Capacity(veh/h) 387 160 - - a HCM Lane V/C Ratio 0.039 - 0.133 - - _ 0 HCM Control Delay(s) 14.7 -i 30.9 - - E HCM Lane LOS B - D - - 0 HCM 95thii%tile Q(ueh) 0.1 0.4 - - Q Synchro 11 Report Packet Pg. 145 2.1.b HCM 6th TWSC 6: Milwaukee Ave & Johnson Dr 06/29/2022 Int Delay,s/veh 1.7 Lane Configurations r 0 tt r Traffic Vol,veh/h 31 0 25 6 0 22 41 1668 2 5 1631 58 Future Vol,veh/h 31 0 25 6 0 22 41 1668 2 5 1631 58 Conflicting Peds,#/hr i 0 0 0 0 0 0 0 0 0 0 0 0 > Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - - None - - None - - None Storage Length - - 0 - - - 105 - - 50 - 110 Veh in Median Storage,# - 1 - - 1 - - 0 - - 0 - 3 Grade,% - 0 - - 0 - - 0 - - 0 - Peak Hour Factor ' 96 96 96 96 96 96 96 96 96 96 96 96 c Heavy Vehicles, % 0 0 0 20 0 5 3 2 100 0 2 2 Mvmt Flow 32 0 26 6 0 23 43 1738 2 5 1699 60 a� E CL O Conflicting Flow All 2664 3535 850 2685 3594 870 1759 0 0 1740 0 0 Stage 1709 1709 1825 1825 - - - - - - o Stage 2 955 1826 - 860 1769 - - - - - s Critical Hdwy 7.5 6.5 6.9 7.9 6.5 i 7 4.16 - - 4.1 - - Critical Hdwy Stg 1 6.5 5.5 - 6.9 5.5 - - - - - - - Critical Hdwy Stg 2 6.5 5.5 - 6.9 5.5 - - - M Follow-up Hdwy 3.5 4 3.3 3.7 4 3.35 2.23 - - 2.2 - - ca Pot Cap-1 Maneuver -11 6 308 8 6 289 347 - - 366' - - o Stage 1 96 148 - 65 129 o Stage 2 282 129 282 138 - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver -9 5 308 7 5 289 347 - - 366 - - Mov Cap-2 Maneuver 59 59 - 43 49 - - - - - - - c Stage 1 84 146 - 57 113 - - - - - - - v Stage 2 227 113 255 136 - - - - - - - N c »> ; 0 HCM Control Delay,s 76.3 40.5 0.4 0 HCM LOS F E +, m Cn r_ Capacity(veh/h) 347 - 59 308 130 366 - a HCM Lane V/C Ratio 0.123 - - 0.547 0.085 0.224 0.014 - - _ HCM Control Delay(s) 16.8 - - 123.5 17.8 40.5 15 E HCM Lane LOS C - - F C E B - - HCM 95th;%tile Q(ueh) 0.4 - - 2.2 0.3 0.8 0 - - a Volume exceeds capacity $:Delay exceeds 300s + Computation Not Defined *:All major volume in platoon Synchro 11 Report Packet Pg. 146 2.1.b m C a� Q a� d ca 3 0 M Q O d d s fA m CE-lapacity Analysis Summary Sheets Year 2028 No-Build Saturday Midday Peak Hour C m L d .N �O♦ V N C O .N O d cn C m a C E s �a Q Packet Pg. 147 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue & Columbus Columbus Pkwy/Riverwalk Dr 06/29/2022 # fl I* 14* Lane Configurations ; , ttt r Traffic Volume(vph) 10 1 17 177 3 54 10 14 1244 51 11 41, Future Volume(vph) 10 1 17 177 3 54 10 14 1244 51 11 41 Ideal Flow(vphpl) ; 1900 1900 1900 1900 1900 1900 1900 1900 2000 1900 1900 1900 Lane Width(ft) 12 12 12 12 12 12 12 12 12 12 12 12 3 Grade(%) 0% 0% 0% d Storage Length(ft) 235 0 240 0 165 265 200 Q Storage Lanes 1 0 2 0 1 1 1 Taper Length(ft) 95 100 155 80 Lane Util.Factor 1.00 1.00 1.00 0.97 1.00 1.00 0.91 1.00 0.91 1.00 0.91 1.00 3 Ped Bike Factor - Frt 0.858 0.858 0.850 Flt Protected 0.950 0.950 0.950 0.950 M Satd. Flow(prot) 1805 1630 0 3433 1447 0 0 1805 5353 1583 0 1736 At Permitted 0.950 0.950 0.147 0.174 = Satd. Flow(perm) 1805 1630 0 3433 1447 0 0 279 5353 1583' 0 318 E E Right Turn on Red No No No Q- 0 Satd. Flow(RTOR) Link Speed(mph) 25 30 40 0 Link Distance(ft) 634 251 497 s Travel Time(s) 17.3 5.7 8.5 Confl. Peds. (#/hr) Confl. Bikes(#/hr) M Peak Hour Factor 0.96 0.96 096 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 ca Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% o Heavy Vehicles(%) 0% 0% 0% 2% 100% 8% 0% 0% 2% 2% 0% 5% p Bus Blockages(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% 0% 0% Shared Lane Traffic(%) c Lane Group Flow(vph) 10 19 0 184 59 0 0 25 1296 53 0 54 �? Turn Type; Prot NA Prot NA pm+pt pm+pt NA pm+ov pm+pt pm+pt N Protected Phases 7 4 3 8 5 5 2 3 1 1 c Permitted Phases 2 2 2 6 6 u) Detector Phase 7 4 3 8 5 5 2 3 1 1 > Switch Phase Minimum Initial (s) 4.0 8.0 4.0 8.0 3.0 3.0 15.0 4.0 3.0 3.0 Minimum Split(s) 9.5 53.0 9.5 49.0 9.5 9.5 38.0! 9.5 9.5 9.5 Cn Total Split(s) 14.0 21.0 25.0 32.0 14.0 14.0 60.0 25.0 14.0 14.0 M Total Split;(%) 11.7% 17.5% 20 8% 26.7% 11.7% ;11.7% 50.0% 20.8% 11.7% 11.7% a Yellow Time(s) 3.5 4.5 3.5 4.5 3.5 3.5 4.5 3.5 3.5 3.5 All-Red Time(s) 1.0 1.5 1.0 1.5 0.5 0.5 1.5 1.0 0.5 0.5 E Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s)' 4.5 6.0 4.5 6.0 4.0 6.0 4.5 4.0 Lead/Lag Lead Lead Lag Lag Lead Lead Lag Lag Lead Lead Q Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None C-Min None None None Act Effct Green(s)', 6.3 8.5 12.2 14.5 89.4 82.5 99.9 91.2 Actuated g/C Ratio 0.05 0.07 0.10 0.12 0.74 0.69 0.83 0.76 Synchro 11 Report Packet Pg. 148 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue &I Columbus Columbus Pkwy/Riverwalk Dr 06/29/2022 i Lanelponfig u rations tO Traffic Volume(vph) 1403 7 Future Volume(vph) 1403 7 Ideal Flow(vphpl) ; 1900 1900 Lane Width(ft) 12 12 3 Grade(%) 0% Storage Length(ft) 0 Q Storage Lanes 0 Taper Length(ft) Lane Util.Factor 0.91 0.91 3 Ped Bike Factor — Frt 0.999 Flt Protected M Satd. Flow(prot) 5081 0 At Permitted +' Satd. Flow(perm) 5081 0 E Right Turn on Red No Q- 0 Satd. Flow(RTOR) Link Speed(mph) 40 0 Link Distance(ft) 188 s Travel Time(s) 3.2 Confl. Peds. (#/hr) Confl. Bikes(#/hr) M Peak Hour Factor 0.96 0.96 ca Growth Factor 100% 100% o Heavy Vehicles(%) 2% 0% o Bus Blockages(#/hr) 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% Shared Lane Traffic(%) c Lane Group Flow(vph) 1468 0 v Turn Type; NA N Protected Phases 6 = Permitted Phases 2 Detector Phase 6 > Switch Phase Minimum Initial (s) 15.0 Minimum Split(s) 31.0 Cn Total Split(s) 60.0 M Total Split;(%) 50.0% a Yellow Time(s) 4.5 All-Red Time(s) 1.5 E E Lost Time Adjust(s) 0.0 Total Lost Time(s) 6.0 Lead/Lag Lag Q Lead-Lag Optimize? Yes Recall Mode C-Min Act Effct Green(s)' 850 Actuated g/C Ratio 0.71 Synchro 11 Report Packet Pg. 149 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue & Columbus Columbus Pkwy/Riverwalk Dr 06/29/2022 # fl L* 14* v/c Ratio 0.11 0.17 0.53 0.34 0.09 0.35 0.04 0.17 Control Delay 56.2 55.4 56.4 51.7 5.8 9.8 2.3 6.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 00 Total Delay 56.2 55.4 56.4 51.7 5.8 9.8 2.3 6.1 LOS E E E D A A A A Approach Delay 55.7 55.3 9.4 Approach LOS E E A Q Queue Length 50th(ft) 8 14 70 44 3 118 3 6 Queue Length 95th(ft) 26 39 106 84 15 242 12 27 Internal Link Dist(ft) 554 171 417 3 Turn Bay Length(ft) 235 240 165 ; 265 200 Base Capacity(vph) 142 203 586 314 342 3681 1397 364 Starvation Cap Reductn 0 0 0 0 0 0 0 0 M Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 = Reduced v/c Ratio 0.07 0.09 0.31 0.19 0.07 0.35 0.04 0.15 E E a 0 Area Type: Other Cycle Length: 120 0 Actuated Cycle Length: 120 y Offset:4(3%), Referenced to phase 2:NBTL and 6:SBTL,Start of Green M Natural Cycle: 110 M Control Type:Actuated-Coordinated v Maximum v/c Ratio:0.53 0 Intersection Signal Delay: 13.4 Intersection LOS: B r_ Intersection Capacity Utilization 55.6% ICU Level of Service B Analysis Period(min) 15 L d Splits and Phases: 1: Milwaukee Avenue&Columbus Columbus Pkwy/Riverwalk Dr 0 T� 05 T 06 07 03 22 i, i > d Cn C M a c 0 E s �a a Synchro 11 Report Packet Pg. 150 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue &I Columbus Columbus Pkwy/Riverwalk Dr 06/29/2022 i v/c Ratio 0.41 Control Delay 9.6 Queue Delay 0.0 Total Delay 9.6 LOS A 3 Approach Delay 9.5 Approach L©S A Q Queue Length 50th(ft) 141 Queue Length 95th(ft) 283 Internal Link Dist(ft) 108 3 Turn Bay Length(ft) Base Capacity(vph) 3597 Starvation Cap Reductn 0 M Spillback Cap Reductn 0 Storage Cap Reductn 0 _ Reduced v/c Ratio 0.41 E a 0 m 0 s fA M M U ca 0 c 0 L d .N O U N C O N 0 d Cn C M a c E s �a a Synchro 11 Report Packet Pg. 151 2.1.b HCM 6th TWSC 2: Milwaukee Avenue & Prague Ave 06/29/2022 Int Delay,s/veh 0.5 Lane Configurations Y 4t+ t Traffic Vol,veh/h i 0 3 4 1338 1457 7 Future Vol,veh/h 0 3 4 1338 1457 7 Conflicting Peds,#/hr i 0 0 0 0 0 0 > Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - - - - Veh in Median Storage,# 1 - - 0 0 - 3 Grade,% 0 - - 0 0 - Peak Hour Factor 97 97 97 97 97 97 c Heavy Vehicles, % 0 0 34 2 2 0 Mvmt Flow 0 3 4 1379 1502 7 as E a 0 Conflicting Flow All 2066 755 1509 0 - 0 Stage 1 1506 - - - - o Stage 2 560 - - - Critical Hdwy 5.7 7.1 5.98. - - - Critical Hdwy Stg 1 6.6 - - - - - Critical Hdwy Stg 2 6 - - m Follow-up Hdwy 3.8 3.9 3.44 - Pot Cap-1 Maneuver 88 305 161 - - - 0 Stage 1 120 0 Stage 2 493 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 79 305 161 - Mov Cap-2 Maneuver 96 - - - - - c Stage 1 107 - - - - - v Stage 2 493 - - - - N c »> ; 0 HCM Control Delay,s 16.9 1.1 0 HCM LOS C +, m Cn Capacity(veh/h) 161 305 - - a HCM Lane V/C Ratio 0.026 - 0.01 - - _ 0 HCM Control Delay(s) 27.9 1 16.9 - - E HCM Lane LOS D A C - - 0 HCM 95thii%tile Q(ueh) 0.1 - 0 - - Q Synchro 11 Report Packet Pg. 152 2.1.b HCM 6th TWSC 3: Milwaukee Ave & Chevy Chase Drive 06/29/2022 Int Delay,s/veh 0.3 Lane Configurations Traffic Vol,veh/h 8 16 12 1357 1457 11 Future Vol,veh/h 8 16 12 1357 1457 11 Conflicting Peds,#/hr i 0 0 0 0 0 0 > Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - 25 - - - Veh in Median Storage,# 1 - - 0 0 - 3 Grade,% 0 - - 0 0 - Peak Hour Factor 95 95 95i 95 95 95 c Heavy Vehicles, % 15 0 0 3 2 0 Mvmt Flow 8 17 13 1428 1534 12 as E a 0 Conflicting Flow All 2137 773 1546 0 - 0 Stage 1 1540 - - - - o Stage 2 597 - - - Critical Hdwy 6.55 6.9 4.1 - - - Critical Hdwy Stg 1 6.1 - - - - - Critical Hdwy Stg 2 6.3 - - m Follow-up Hdwy 3.8 3.3 2.2 - Pot Cap-1 Maneuver 49 346 435 - - - 0 Stage 1 141 0 Stage 2 449 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 48 346 435 - Mov Cap-2 Maneuver 110 - - - - - c Stage 1 137 - - - - v Stage 2 449 - - - - N c »> ; 0 HCM Control Delay,s 25.4 0.1 0 HCM LOS D +, m Cn Capacity(veh/h) 435 202 - - a HCM Lane V/C Ratio 0.029 - 0.125 - - _ 0 HCM Control Delay(s) 13.5 -i 25.4 - - E HCM Lane LOS B - D - - 0 HCM 95thii%tile Q(ueh) 0.1 0.4 - - Q Synchro 11 Report Packet Pg. 153 2.1.b HCM 6th TWSC 6: Milwaukee Ave & Johnson Dr 06/29/2022 Int Delay,s/veh 1.7 Lane Configurations r 0 tt r Traffic Vol,veh/h 42 0 37 0 0 3 37 1328 0 3 1431 44 Future Vol,veh/h 42 0 37 0 0 3 37 1328 0 3 1431 44 Conflicting Peds,#/hr i 0 0 0 0 0 0 0 0 0 0 0 0 > Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - - None - - None - - None Storage Length - - 0 - - - 105 - - 50 - 110 Veh in Median Storage,# - 1 - - 1 - - 0 - - 0 - 3 Grade,% - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95i 95 95 95 95 95 95 95 95 95 c Heavy Vehicles, % 3 0 0 0 0 0 3 2 0 0 2 3 Mvmt Flow 44 0 39 0 0 3 39 1398 0 3 1506 46 as E CL O Conflicting Flow All 2289 2988 753 2235 3034 699 1552 0 0 1398 0 0 Stage 1512 1512 1476 1476 - - - - - - o Stage 2 777 1476 - 759 1558 - - - - - s Critical Hdwy 7.56 6.5 6.9 7.5 6.5 i 6.9 4.16 - - 4.1 - - Critical Hdwy Stg 1 6.56 5.5 - 6.5 5.5 - - - - - - - Critical Hdwy Stg 2 6.56 5.5 - 6.5 5.5 - - - M Follow-up Hdwy 3.53 4 3.3 3.5 4 3.3 2.23 - - 2.2 - - ca Pot Cap-1 Maneuver -21 14 357 24 13 387 418 - - 495' - - o Stage 1 124 184 135 192 o Stage 2 354 192 369 175 - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver -19 13 357 20 12 387 418 - - 495' - - Mov Cap-2 Maneuver 82 87 - 86 75 - - - - - - - c Stage 1 112 183 122 174 - - - - - - v Stage 2 318 174 327 174 - - - - - - N c »> ; 0 HCM Control Delay,s 56.3 14.4 0.4 0 HCM LOS F B +, m Cn r_ Capacity(veh/h) 418 - 82 357 387 495 - a HCM Lane V/C Ratio 0.093 - - 0.539 0.109 0.008 0.006 - - _ HCM Control Delay(s) 14.5 - - 91.5 16.3 14.4 12.3 E HCM Lane LOS B - - F C B B - - HCM 95th;%tile Q(ueh) 0.3 - - 2.3 0.4 0 0 - - a Volume exceeds capacity $:Delay exceeds 300s + Computation Not Defined *:All major volume in platoon Synchro 11 Report Packet Pg. 154 2.1.b m C a� Q a� d ca 3 0 M Q O d d s fA m Capacity Analysis Summary Sheets Year 2028 Total Projected Weekday Morning Peak Hour C L d .N �O♦ V N C O N O d C m a C d E s �a Q Packet Pg. 155 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue & Columbus Columbus Pkwy/Riverwalk Dr 1I06/29/2022 Lane Configurations ; , ttt r t Traffic Volume(vph) 6 3 11 129 1 40 6 1366 99 41 1397 1, Future Volume(vph) 6 3 11 129 1 40 6 1366 99 41 1397 1 Ideal Flow(vphpl) ; 1900 1900 1900 1900 1900 1900 1900 2000 1900 1900 1900 1900 Lane Width(ft) 12 12 12 12 12 12 12 12 12 12 12 12 3 Grade(%) 0% 0% 0% 0% Storage Length(ft) 235 0 240 0 165 265 200 0 Q Storage Lanes 1 0 2 0 1 1 1 0 Taper Length(ft) 95 100 155 80 Lane Util.Factor 1.00 1.00 1.00 0.97 1.00 1.00 1.00 0.91 1.00 1.00 0.91 0.91, 3 Ped Bike Factor - Frt 0.880 0.853 0.850, Flt Protected 0.950 0.950 0.950 0.950 M Satd. Flow(prot) 1805 1672 0 3155 1503 0 1805 5151 1495 1770 4848 0 At Permitted 0.950 0.950 0.153 0.141 = Satd. Flow(perm) 1805 1672 0 3155 1503 0 291 5151 1495' 263' 4848 0 E E Right Turn on Red No No No No Q- 0 Satd. Flow(RTOR) Link Speed(mph) 25 30 40 40 0 Link Distance(ft) 634 251 497 188 s Travel Time(s) 17.3 5.7 8.5 3.2 Confl. Peds. (#/hr) Confl. Bikes(#/hr) M Peak Hour Factor 0.94 0.94 094 0.94 0.94 0.94 0.94 0.94 0.94 0.94' 0.94 0.94 ca Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% o Heavy Vehicles(%) 0% 0% 0% 11% 0% 8% 0% 6% 8% 2% 7% 2% p Bus Blockages(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% 0% 0% 0% N Shared Lane Traffic(%) c Lane Group Flow(vph) 6 15 0 137 44 0 6 1453 105 44 1487 0 �? Turn Type; Prot NA Prot NA pm+pt NA pm+ov pm+pt NA N Protected Phases 7 4 3 8 5 2 3 1 6 c Permitted Phases 2 2 6 u) Detector Phase 7 4 3 8 5 2 3 1 6 5 Switch Phase Minimum Initial (s) 4.0 8.0 4.0 8.0 3.0 15.0 4.0 3.0 15.0 Minimum Split(s) 9.5 53.0 9.5 49.0 9.5 38.0 9.5 9.5 31.0 Cn Total Split(s) 15.0 21.0 26.0 32.0 14.0 64.0 26.0 14.0 64.0 M Total Split;(%) 12.0% 16.8% 20 8% 25.6% 11.2% ;51.2% 20.8% 11.2°% 51.2%-0 a Yellow Time(s) 3.5 4.5 3.5 4.5 3.5 4.5 3.5 3.5 4.5 All-Red Time(s) 1.0 1.5 1.0 1.5 0.5 1.5 1.0 0.5 1.5 E Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s)' 4.5 6.0 4.5 6.0 4.0 6.0 4.5 4.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lag Lead Lag Q Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Min None None C-Min Act Effct Green(s)', 60 8.4 11.4 13.6 95.3 88.8 105.3 98.7 95.2 Actuated g/C Ratio 0.05 0.07 0.09 0.11 0.76 0.71 0.84 0.79 0.76 Synchro 11 Report Packet Pg. 156 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue & Columbus Columbus Pkwy/Riverwalk Dr 1I06/29/2022 v/c Ratio 0.07 0.13 0.48 0.27 0.02 0.40 0.08 0.16 0.40 Control Delay 58.2 57.4 59.3 53.3 5.2 9.2 2.1 5.5 7.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58.2 57.4 59.3 53.3 5.2 9.2 2.1 5.5 7.1 LOS E E E D A A A A A Approach Delay 57.6 57.9 8.7 7.0 Approach LOS E E A A Q Queue Length 50th(ft) 5 12 55 34 1 134 7 4 87 Queue Length 95th(ft) 20 34 87 71 6 270 ; 19 22 277 Internal Link Dist(ft) 554 171 417 108 3 Turn Bay Length(ft) 235 240 165 265 200 Base Capacity(vph) 151 200 542 312 351 3657 1361 329 3690 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 M Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 _ Reduced v/c Ratio 0.04 0.07 0.25 0.14 0.02 0.40 0.08 0.13 0.40 E a 0 Area Type: Other Cycle Length: 125' o Actuated Cycle Length: 125 y Offset: 1 (1%), Referenced to phase 2:NBTL and 6:SBTL,Start of Green M Natural Cycle: 110 M Control Type:Actuated-Coordinated v Maximum v/c Ratio:0.48 0 Intersection Signal Delay: 11.0 Intersection LOS: B r_ Intersection Capacity Utilization 54.0% ICU Level of Service A Analysis Period(min) 15 L d Splits and Phases: 1: Milwaukee Avenue&Columbus Columbus Pkwy/Riverwalk Dr 0 01 to2z 4 003 U d C M a c 0 E s �a a Synchro 11 Report Packet Pg. 157 2.1.b HCM 6th TWSC 2: Milwaukee Avenue & Prague Ave 06/29/2022 Int Delay,s/veh 0.5 Lane Configurations Y 4t+ t Traffic Vol,veh/h i 0 4 2 1415 1436 4 Future Vol,veh/h 0 4 2 1415 1436 4 Conflicting Peds,#/hr i 0 0 0 0 0 0 Q Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - - - - Veh in Median Storage,# 1 - - 0 0 - 3 Grade,% 0 - - 0 0 - Peak Hour Factor 87 87 87 87 87 87 Co Heavy Vehicles, % 0 0 0 6 6 100 Mvmt Flow i0 5 2 1626 1651 5 as E a 0 Conflicting Flow All 2308 828 1656 0 - 0 Stage 1 1654 - - - - o Stage 2 654 - - - Critical Hdwy 5.7 7.1 5.3 - - - Critical Hdwy Stg 1 6.6 - - - - - Critical Hdwy Stg 2 6 - - m Follow-up Hdwy 3.8 3.9 3.1 - Pot Cap-1 Maneuver 65 273 190 - - - 0 Stage 1 97 0 Stage 2 441 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 58 273 190 - Mov Cap-2 Maneuver 77 - - - - - c Stage 1 86 - - - - v Stage 2 441 - - - - N c »> ; 0 HCM Control Delay,s 18.4 0.9 0 HCM LOS C +, m Cn Capacity(veh/h) 190 273 - - a HCM Lane V/C Ratio 0.012 - 0.017 - - _ 0 HCM Control Delay(s) 24.2 0.9 18.4 - - E HCM Lane LOS C A C - - 0 HCM 95thii%tile Q(ueh) 0 0.1 - - Q Synchro 11 Report Packet Pg. 158 2.1.b HCM 6th TWSC 3: Milwaukee Ave & Chevy Chase Drive 06/29/2022 Int Delay,s/veh 0.1 Lane Configurations Traffic Vol,veh/h i 0 5 15 1406 1439 7 Future Vol,veh/h 0 5 15 1406 1439 7 Conflicting Peds,#/hr i 0 0 0 0 0 0 > Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - 25 - - - Veh in Median Storage,# 1 - - 0 0 - 3 Grade,% 0 - - 0 0 - Peak Hour Factor 94 94 94 94 94 94 c Heavy Vehicles, % 0 0 0 6 4 14 Mvmt Flow 0 5 16 1496 1531 7 as E a 0 Conflicting Flow All 2165 769 1538 0 - 0 Stage 1 1535 - - - - o Stage 2 630 - - - Critical Hdwy 6.25 6.9 4.1 - - - Critical Hdwy Stg 1 5.8 - - - - - Critical Hdwy Stg 2 6 - - m Follow-up Hdwy 3.65 3.3 2.2 - Pot Cap-1 Maneuver 57 348 438 - - - 0 Stage 1 164 0 Stage 2 467 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 55 348 438 - Mov Cap-2 Maneuver 125 - - - - - c Stage 1 158 - - - - v Stage 2 467 - - - - N c »> ; 0 HCM Control Delay,s 15.5 0.1 0 HCM LOS C +, m Cn Capacity(veh/h) 438 348 - - a HCM Lane V/C Ratio 0.036 - 0.015 - - _ 0 HCM Control Delay(s) 13.5 -i 15.5 - - E HCM Lane LOS B - C - - 0 HCM 95thii%tile Q(ueh) 0.1 - 0 - - Q Synchro 11 Report Packet Pg. 159 2.1.b HCM 6th TWSC 4: Milwaukee Ave & South Access Drive 06/29/2022 Int Delay,s/veh 0.1 99, Lane Configurations Y 0 Traffic Vol,veh/h 6 3 1403 5 4 1440 Future Vol,veh/h 6 3 1403 5 4 1440 Conflicting Peds,#/hr i 0 0 0 0 0 0 > Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - - 25 - Veh in Median Storage,# 1 - 0 - - 0 3 Grade,% 0 - 0 - - 0 Peak Hour Factor 95 95 95i 95 95 95 c Heavy Vehicles, % 0 0 6 0 0 2 Mvmt Flow 6 3 1477 5 4 1516 as E O. O Conflicting Flow All 2246 741 0 0 1482 0 Stage 1 1480 - - - - o Stage 2 766 - - - - - s Critical Hdwy 6.8 6.9 - - 4.1 - Critical Hdwy Stg 1 5.8 - - - - - Critical Hdwy Stg 2 5.8 - - m Follow-up Hdwy 3.5 3.3 - - 2.2 - ca Pot Cap-1 Maneuver 36 363 - - 460 - o Stage 1 179 0 Stage 2 425 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 36 363 - - 460 - Mov Cap-2 Maneuver 128 - - - - - c Stage 1 179 - - - - - v Stage 2 421 - - - - N c 0 HCM Control Delay,s 28.4 0; 0 HCM LOS D +, m Cn Capacity(veh/h) - 163 460 - a HCM Lane V/C Ratio - - 0.058 0.009 - _ HCM Control Delay(s) - -i 28.4 12.9 - E HCM Lane LOS - - D B - HCM 95thii%tile Q(ueh) - 0.2 0 - a Synchro 11 Report Packet Pg. 160 2.1.b HCM 6th TWSC 5: Milwaukee Ave & RI/RO Access Dr 06/29/2022 Int Delay,s/veh 0 99, Lane Configurations ; Traffic Vol,veh/h i 0 3 1403 3 0 1444 Future Vol,veh/h 0 3 1403 3 0 1444 Conflicting Peds,#/hr i 0 0 0 0 0 0 > Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length - 0 - - - Veh in Median Storage,# 1 - 0 - - 0 3 Grade,% 0 - 0 - - 0 Peak Hour Factor 95 95 92 92 92 92 c Heavy Vehicles, % 0 0 6 0 0 2 Mvmt Flow 0 3 1525 3 0 1570 a� E a 0 Conflicting Flow All - 764 0 0 - - Stage 1 - - - Stage 2 - - - - Critical Hdwy - 6.9 - - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - m Follow-up Hdwy - 3.3 - - - - Pot Cap-1 Maneuver i 0 351 - - 0 - 0 Stage 1 0 0 0 Stage 2 i 0 - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - 351 - Mov Cap-2 Maneuver - - - - - - c Stage 1 - - - - - v Stage 2 - - - - - N c 0 HCM Control Delay,s 15.4 0; 0 HCM LOS C +, m Cn Capacity(veh/h) - 351 - a HCM Lane V/C Ratio - - 0.009 - _ 0 HCM Control Delay(s) - -i 15.4 - E HCM Lane LOS - - C - 0 HCM 95th;%tile Q(ueh) - - 0 - Q Synchro 11 Report Packet Pg. 161 2.1.b HCM 6th TWSC 6: Milwaukee Ave & Johnson Dr 06/29/2022 Int Delay,s/veh 1.8 Lane Configurations r 0 tt r Traffic Vol,veh/h 45 0 29 0 0 4 11 1383 12 4' 1415 27 Future Vol,veh/h 45 0 29 0 0 4 11 1383 12 4 1415 27 Conflicting Peds,#/hr i 0 0 0 0 0 0 0 0 0 0 0 0 > Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - - None - - None - - None Storage Length - - 0 - - - 105 - - 50 - 110 Veh in Median Storage,# - 1 - - 1 - - 0 - - 0 - 3 Grade,% - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 c Heavy Vehicles, % 2 0 8 0 0 0 0 6 0 0 6 8 Mvmt Flow 50 0 32 0 0 4 12 1537 13 4 1572 30 a.. as E CL O Conflicting Flow All 2373 3154 786 2362 3178 775 1602 0 0 1550 0 0 Stage 1580 1580 1568 1568 - - - - - - o Stage 2 793 1574 - 794 1610 - - - - - s Critical Hdwy 7.54 6.5 7.06 7.5 6.5 i 6.9 4.1 - - 4.1 - - Critical Hdwy Stg 1 6.54 5.5 - 6.5 5.5 - - - - - - - Critical Hdwy Stg 2 6.54 5.5 - 6.5 5.5 - - - M Follow-up Hdwy 3.52 4 3.38 3.5 4 3.3 2.2 - - 2.2 - - ca Pot Cap-1 Maneuver -18 11 322; 19 11 345 414 - - 433 - - o Stage 1 114 171 118 173 o Stage 2 348 172 352 165 - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver -17 11 322 17 11 345 414 - - 433 - - Mov Cap-2 Maneuver 82 81 - 82 78 - - - - - - - c Stage 111 169 115 168 - - - - - - v Stage 2 334 167 314 164 - - - - - - - N _ »> ; 0 HCM Control Delay,s 68.7 15.6 0.1 0 HCM LOS F C +, m Cn t=o Capacity(veh/h) 414 - 82 322 345 433 - a HCM Lane V/C Ratio 0.03 - - 0.61 0.1 0.013 0.01 - - _ HCM Control Delay(s) 14 - - 101.7 17.4 15.6 13.4 E HCM Lane LOS B - - F C C B - - HCM 95th;%tile Q(ueh) 0.1 - - 2.8 0.3 0 0 - - Q Volume exceeds capacity $:Delay exceeds 300s + Computation Not Defined *:All major volume in platoon Synchro 11 Report Packet Pg. 162 2.1.b m C a� Q a� d ca 3 0 M Q O d d s fA m Capacity Analysis Summary Sheets Year 2028 Total Projected Weekday Evening Peak Hour C L d .N �O♦ V N C O N O d Cn C m a C d E s �a Q Packet Pg. 163 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue & Columbus Columbus Pkwy/Riverwalk Dr 1I06/29/2022 Lane Configurations ; , ttt r t Traffic Volume(vph) 38 8 6 176 8 140 41 1533 531 56 1606 9 Future Volume(vph) 38 8 6 176 8 140 41 1533 53 56 1606 9 Ideal Flow(vphpl) ; 1900 1900 1900 1900 1900 1900 1900 2000 1900 1900 1900 1900 Lane Width(ft) 12 12 12 12 12 12 12 12 12 12 12 12 3 Grade(%) 0% 0% 0% 0% Storage Length(ft) 235 0 240 0 165 265 200 0 Q Storage Lanes 1 0 2 0 1 1 1 0 Taper Length(ft) 95 100 155 80 Lane Util.Factor 1.00 1.00 1.00 0.97 1.00 1.00 1.00 0.91 1.00 1.00 0.91 0.91, 3 Ped Bike Factor - Frt 0.934 0.858 0.850, 0.999 Flt Protected 0.950 0.950 0.950 0.950 M Satd. Flow(prot) 1805 1775 0 3148 1516 0 1805 5250 1583 1719 5032 0 At Permitted 0.950 0.950 0.082 0.093 = Satd. Flow(perm) 1805 1775 0 3148 1516 0 156 5250 1583 168 5032 0 E E Right Turn on Red No No No No Q- 0 Satd. Flow(RTOR) Link Speed(mph) 25 30 40 40 0 Link Distance(ft) 634 251 497 188 s Travel Time(s) 17.3 5.7 8.5 3.2 Confl. Peds. (#/hr) Confl. Bikes(#/hr) M Peak Hour Factor 0.92 0.92 092 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 ca Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% o Heavy Vehicles(%) 0% 0% 0% 11% 0% 8% 0% 4% 2% 5% 3% 0% p Bus Blockages(#/hr) 0 0 0 1 0 2 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% 0% 0% 0% N Shared Lane Traffic(%) c Lane Group Flow(vph) 41 16 0 191 161 0 45 1666 58 61 1756 0 �? Turn Type; Prot NA Prot NA pm+pt NA pm+ov pm+pt NA N Protected Phases 7 4 3 8 5 2 3 1 6 c Permitted Phases 2 2 6 u) Detector Phase 7 4 3 8 5 2 3 1 6 > Switch Phase Minimum Initial (s) 4.0 8.0 4.0 8.0 3.0 15.0 4.0 3.0 15.0 Minimum Split(s) 9.5 27.0 9.5 40.0 9.5 38.0 9.5 9.5 31.0 Cn Total Split(s) 15.0 27.0 28.0 40.0 15.0 60.0 28.0 15.0 60.0 M Total Split;(%) 11.5% 20.8% 215% 30.8% 11.5% 46.2% 21.5% 11.5% 46.2% a Yellow Time(s) 3.5 4.5 3.5 4.5 3.5 4.5 3.5 3.5 4.5 All-Red Time(s) 1.0 1.5 1.0 1.5 0.5 1.5 1.0 0.5 1.5 E Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s)' 4.5 6.0 4.5 6.0 4.0 6.0 4.5 4.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lag Lead Lag Q Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Min None None C-Min Act Effct Green(s)', 8.2 8.4 26.2 20.0 85.5 78.0 109.3 86.6 78.5 Actuated g/C Ratio 0.06 0.06 0.20 0.15 0.66 0.60 0.84 0.67 0.60 Synchro 11 Report Packet Pg. 164 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue & Columbus Columbus Pkwy/Riverwalk Dr 1I06/29/2022 t t v/c Ratio 0.36 0.14 0.30 0.69 0.24 0.53 0.04 0.31 0.58 Control Delay 66.6 60.0 44.7 66.6 12.3 18.5 2.2 13.0 19.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 66.6 60.0 44.7 66.6 12.3 18.5 2.2 13.0 19.1 LOS E E D E B B A B B Approach Delay 64.7 54.7 17.8 18.9 Approach LOS E D B B Q Queue Length 50th(ft) 34 13 65 130 12 309 4 16 338 Queue Length 95th(ft) 71 38 105 195 32 436 12 40 472 Internal Link Dist(ft) 554 171 417 108 3 Turn Bay Length(ft) 235 240 165 265 200 Base Capacity(vph) 145 286 680 396 246 3148 1331 246 3038 Starvation Cap Reductn 0 0 0 0 0 0 0' 0 0 M Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 _ Reduced v/c Ratio 0.28 0.06 0.28 0.41 0.18 0.53 0.04 0.25 0.58 E a 0 Area Type: Other Cycle Length: 130 0 Actuated Cycle Length: 130 y Offset:30(23%), Referenced to phase 2:NBTL and 6:SBTL,Start of Green M Natural Cycle: 100 M Control Type:Actuated-Coordinated v Maximum v/c Ratio:0.69 0 Intersection Signal Delay:22.2 Intersection LOS:C r_ Intersection Capacity Utilization 64.1% ICU Level of Service C Analysis Period(min) 15 L d Splits and Phases: 1: Milwaukee Avenue&Columbus Columbus Pkwy/Riverwalk Dr 0 01, t2 4 I � � 05 T 06 07 03 0 N p > d Cn C M a c 0 E s �a a Synchro 11 Report Packet Pg. 165 2.1.b HCM 6th TWSC 2: Milwaukee Avenue & Prague Ave 06/29/2022 Int Delay,s/veh 4.6 Lane Configurations Y 4t+ t Traffic Vol,veh/h i 0 4 5 1677 1719 4 Future Vol,veh/h 0 4 5 1677 1719 4 Conflicting Peds,#/hr i 0 0 0 0 0 0 Q Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - - - - Veh in Median Storage,# 1 - - 0 0 - 3 Grade,% 0 - - 0 0 - Peak Hour Factor 96 96 96 96 96 96 c Heavy Vehicles, % 0 33 0 0 2 100 Mvmt Flow 0 4 5i 1747 1791 4 as E a 0 Conflicting Flow All 2502 898 1795 0 - 0 Stage 1 1793 - - - - o Stage 2 709 - - - Critical Hdwy 5.7 7.76 5.3 - - - Critical Hdwy Stg 1 6.6 - - - - - Critical Hdwy Stg 2 6 - - m Follow-up Hdwy 3.8 4.23 3.1 - Pot Cap-1 Maneuver 51 199 162; - - - 0 Stage 1 79 0 Stage 2 413 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver i 0 199 162 - Mov Cap-2 Maneuver 0 - - - - - c Stage 1 i 0 - - - - v Stage 2 413 - - - - N c »> ; 0 HCM Control Delay,s 23.5 9.3 0 HCM LOS C +, m Cn Capacity(veh/h) 162 199 - - a HCM Lane V/C Ratio 0.032 - 0.021 - - _ 0 HCM Control Delay(s) 28 9.2 23.5 - - E HCM Lane LOS D A C - - 0 HCM 95thii%tile Q(ueh) 0.1 0.1 - - Q Synchro 11 Report Packet Pg. 166 2.1.b HCM 6th TWSC 3: Milwaukee Ave & Chevy Chase Drive 06/29/2022 Int Delay,s/veh 0.2 Lane Configurations Traffic Vol,veh/h 10 11 15 1722 1669 11 Future Vol,veh/h 10 11 15 1722 1669 11 Conflicting Peds,#/hr i 0 0 0 0 0 0 > Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - 25 - - - Veh in Median Storage,# 1 - - 0 0 - 3 Grade,% 0 - - 0 0 - Peak Hour Factor 99 99 99 99 99 99 c Heavy Vehicles, % 0 0 0 3 2 0 Mvmt Flow 10 11 15i 1739 1686 11 a.. as E a 0 Conflicting Flow All 2418 849 1697 0 - 0 Stage 1 1692 - - - - o Stage 2 726 - - - Critical Hdwy 6.25 6.9 4.1 - - - Critical Hdwy Stg 1 5.8 - - - - - Critical Hdwy Stg 2 6 - - m Follow-up Hdwy 3.65 3.3 2.2 - Pot Cap-1 Maneuver 40 308 381 - - - 0 Stage 1 135 0 Stage 2 416 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 38 308 381 - Mov Cap-2 Maneuver 102 - - - - - c Stage 1 130 - - - - - v Stage 2 416 - - - - N _ »> ; 0 HCM Control Delay,s 315 0.1 0 HCM LOS D +, m Cn Capacity(veh/h) 381 157 - - a HCM Lane V/C Ratio 0.04 - 0.135 - - _ 0 HCM Control Delay(s) 14.8 -i 31.5 - - E HCM Lane LOS B - D - - 0 HCM 95thii%tile Q(ueh) 0.1 0.5 - - Q Synchro 11 Report Packet Pg. 167 2.1.b HCM 6th TWSC 4: Milwaukee Ave & South Access Drive 06/29/2022 Int Delay,s/veh 0.4 99, Lane Configurations Y 0 Traffic Vol,veh/h 18 9 1718 15 12 1662 Future Vol,veh/h 18 9 1718 15 : 12 1662 Conflicting Peds,#/hr i 0 0 0 0 0 0 > Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - - 25 - Veh in Median Storage,# 1 - 0 - - 0 3 Grade,% 0 - 0 - - 0 Peak Hour Factor 95 95 95i 95 95 95 Co Heavy Vehicles, % 0 0 3 0 2 2 Mumt Flow 19 9 1808i 16 13 1749 as E O. O Conflicting Flow All 2717 912 0 0 1824 0 Stage 1 1816 - - - - o Stage 2 901 - - - - - s Critical Hdwy 6.8 6.9 - - 4.14 - Critical Hdwy Stg 1 5.8 - - - - - Critical Hdwy Stg 2 5.8 - - M Follow-up Hdwy 3.5 3.3 - - 2.22 - ca Pot Cap-1 Maneuver -17 280 - - 332 - o Stage 1 117 0 Stage 2 362 - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver -16 280 - - 332 - Mov Cap-2 Maneuver 85 - - - - - c Stage 1 117 - - - - - v Stage 2 348 - - - - N c 0 HCM Control Delay,s 48.2 0; 0.1 HCM LOS E +, m Cn Capacity(veh/h) - 111 332 - a HCM Lane V/C Ratio - - 0.256 0.038 - _ HCM Control Delay(s) - -i 48.2 16.3 - E HCM Lane LOS - - E C - HCM 95th;%tile Q(ueh) - - 0.9 0.1 - a Volume exceeds capacity $:Delay exceeds 300s + Computation Not Defined *:All major volume in platoon Synchro 11 Report Packet Pg. 168 2.1.b HCM 6th TWSC 5: Milwaukee Ave & RI/RO Access Dr 06/29/2022 Int Delay,s/veh 0 99, Lane Configurations ; Traffic Vol,veh/h i 0 9 1719 8 0 1674 Future Vol,veh/h 0 9 1719 8 0 1674 Conflicting Peds,#/hr i 0 0 0 0 0 0 Q Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length - 0 - - - Veh in Median Storage,# 1 - 0 - - 0 3 Grade,% 0 - 0 - - 0 Peak Hour Factor 95 95 95i 95 95 95 Co Heavy Vehicles, % 0 0 3 0 0 2 Mumt Flow 0 9 1809 8 0 1762 as E O. O Conflicting Flow All - 909 0 0 - - Stage 1 - - - Stage 2 - - - - Critical Hdwy - 6.9 - - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - m Follow-up Hdwy - 3.3 - - - - Pot Cap-1 Maneuver i 0 282 - - 0 - o Stage 1 0 0 0 Stage 2 i 0 - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - 282 - Mov Cap-2 Maneuver - - - - - - c Stage 1 - - - - - v Stage 2 - - - - - N c 0 HCM Control Delay,s 18.2 0; 0 HCM LOS C +, m Cn Capacity(veh/h) - 282 - a HCM Lane V/C Ratio - - 0.034 - _ HCM Control Delay(s) - -i 18.2 - E HCM Lane LOS - - C - HCM 95thii%tile Q(ueh) - 0.1 - Q Synchro 11 Report Packet Pg. 169 2.1.b HCM 6th TWSC 6: Milwaukee Ave & Johnson Dr 06/29/2022 Int Delay,s/veh 1.8 Lane Configurations r 0 tt r Traffic Vol,veh/h 31 0 261 6 0 22 42 1684 2 5 1642 58 Future Vol,veh/h 31 0 26 6 : 0 22 42 1684 2 5 1642 58 Conflicting Peds,#/hr i 0 0 0 0 0 0 0 0 0 0 0 0 > Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - - None - - None - - None Storage Length - - 0 - - - 105 - - 50 - 110 Veh in Median Storage,# - 1 - - 1 - - 0 - - 0 - 3 Grade,% - 0 - - 0 - - 0 - - 0 - Peak Hour Factor ' 96 96 96 96 96 96 96 96 96 96 96 96 c Heavy Vehicles, % 0 0 0 20 0 5 3 2 100 0 2 2 Mvmt Flow 32 0 27 6 0 23 44 1754 2 5 1710 60 as E CL O Conflicting Flow All 2685 3564 855 2708 3623 878 1770 0 0 1756 0 0 Stage 1720 1720 1843 1843 - - - - - - o Stage 2 965 1844 - 865 1780 - - - - - s Critical Hdwy 7.5 6.5 6.9 7.9 6.5 i 7 4.16 - - 4.1 - - Critical Hdwy Stg 1 6.5 5.5 - 6.9 5.5 - - - - - - - Critical Hdwy Stg 2 6.5 5.5 - 6.9 5.5 - - - M Follow-up Hdwy 3.5 4 3.3 3.7 4 3.35 2.23 - - 2.2 - - ca Pot Cap-1 Maneuver -11 6 306 8 5 285 344 - - 361 - - o Stage 1 95 146 - 63 127 o Stage 2 278 127 280 136 - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver -9 5 306i 7 4 285 344 - - 361 - - Mov Cap-2 Maneuver 58 58 - 42 47 - - - - - - - c Stage 1 83 144 - 55 111 - - - - - - - v Stage 2 223 111 252 134 - - - - - - N c »> ; 0 HCM Control Delay,s 77.2 41.6 0.4 0 HCM LOS F E +, m Cn r_ Capacity(veh/h) 344 - 58 306 127 361 - a HCM Lane V/C Ratio 0.127 - - 0.557 0.089 0.23 0.014 - - _ HCM Control Delay(s) 17 - - 127 17.9 41.6 15.1 E HCM Lane LOS C - - F C E C - - HCM 95th;%tile Q(ueh) 0.4 - - 2.2 0.3 0.8 0 - - a Volume exceeds capacity $:Delay exceeds 300s + Computation Not Defined *:All major volume in platoon Synchro 11 Report Packet Pg. 170 2.1.b m c a� Q a� d ca 3 0 M Q O d d s fA m Capacity Analysis Summary Sheets Year 2028 Total Projected Saturday Midday Peak Hour o m L d .N �O♦ V N C O .N O d Cn C co a c E s �a Q Packet Pg. 171 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue & Columbus Columbus Pkwy/Riverwalk Dr 06/29/2022 # fl I* 14* Lane Configurations ; , ttt r Traffic Volume(vph) 14 1 17 177 3 69 10 14 1275 51 11 45 Future Volume(vph) 14 1 17 177 3 69 10 14 1275 51 11 45 Ideal Flow(vphpl) ; 1900 1900 1900 1900 1900 1900 1900 1900 2000 1900 1900 1900 Lane Width(ft) 12 12 12 12 12 12 12 12 12 12 12 12 3 Grade(%) 0% 0% 0% d Storage Length(ft) 235 0 240 0 165 265 200 Q Storage Lanes 1 0 2 0 1 1 1 Taper Length(ft) 95 100 155 80 Lane Util.Factor 1.00 1.00 1.00 0.97 1.00 1.00 0.91 1.00 0.91 1.00 0.91 1.00 3 Ped Bike Factor - Frt 0.858 0.856 0.850 Flt Protected 0.950 0.950 0.950 0.950 M Satd. Flow(prot) 1805 1630 0 3433 1456 0 0 1805 5353 1583 0 1735 At Permitted 0.950 0.950 0.140 0.166 = Satd. Flow(perm) 1805 1630 0 3433 1456 0 0 266 5353 1583' 0 303 E E Right Turn on Red No No No Q- 0 Satd. Flow(RTOR) Link Speed(mph) 25 25 40 0 Link Distance(ft) 634 251 497 s Travel Time(s) 17.3 6.8 8.5 Confl. Peds. (#/hr) Confl. Bikes(#/hr) M Peak Hour Factor 0.96 0.96 096 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 ca Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% o Heavy Vehicles(%) 0% 0% 0% 2% 100% 8% 0% 0% 2% 2% 0% 5% p Bus Blockages(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% 0% 0% Shared Lane Traffic(%) c Lane Group Flow(vph) 15 19 0 184 75 0 0 25 1328 53 0 58 �? Turn Type; Prot NA Prot NA pm+pt pm+pt NA pm+ov pm+pt pm+pt N Protected Phases 7 4 3 8 5 5 2 3 1 1 c Permitted Phases 2 2 2 6 6 u) Detector Phase 7 4 3 8 5 5 2 3 1 1 > Switch Phase Minimum Initial (s) 4.0 8.0 4.0 8.0 3.0 3.0 15.0 4.0 3.0 3.0 Minimum Split(s) 9.5 53.0 9.5 49.0 9.5 9.5 38.0! 9.5 9.5 9.5 Cn Total Split(s) 14.0 21.0 25.0 32.0 14.0 14.0 60.0 25.0 14.0 14.0 M Total Split;(%) 11.7% 17.5% 20 8% 26.7% 11.7% ;11.7% 50.0% 20.8% 11.7% 11.7% a Yellow Time(s) 3.5 4.5 3.5 4.5 3.5 3.5 4.5 3.5 3.5 3.5 All-Red Time(s) 1.0 1.5 1.0 1.5 0.5 0.5 1.5 1.0 0.5 0.5 E Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s)' 4.5 6.0 4.5 6.0 4.0 6.0 4.5 4.0 Lead/Lag Lead Lead Lag Lag Lead Lead Lag Lag Lead Lead Q Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None C-Min None None None Act Effct Green(s)' 66 8.5 12.8 12.6 88.7 81.8 99.8 907 Actuated g/C Ratio 0.06 0.07 0.11 0.10 0.74 0.68 0.83 0.76 Synchro 11 Report Packet Pg. 172 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue &I Columbus Columbus Pkwy/Riverwalk Dr 06/29/2022 i Lanelponfig u rations tO Traffic Volume(vph) 1433 11 Future Volume(vph) 1433 11 Ideal Flow(vphpl) ; 1900 1900 Lane Width(ft) 12 12 3 Grade(%) 0% Storage Length(ft) 0 Q Storage Lanes 0 Taper Length(ft) Lane Util.Factor 0.91 0.91 3 Ped Bike Factor — Frt 0.999 Flt Protected M Satd. Flow(prot) 5081 0 At Permitted +' Satd. Flow(perm) 5081 0 E Right Turn on Red No Q- 0 Satd. Flow(RTOR) Link Speed(mph) 40 0 Link Distance(ft) 188 s Travel Time(s) 3.2 Confl. Peds. (#/hr) Confl. Bikes(#/hr) M Peak Hour Factor 0.96 0.96 ca Growth Factor 100% 100% o Heavy Vehicles(%) 2% 0% o Bus Blockages(#/hr) 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% Shared Lane Traffic(%) c Lane Group Flow(vph) 1504 0 v Turn Type; NA N Protected Phases 6 = Permitted Phases 2 Detector Phase 6 > Switch Phase Minimum Initial (s) 15.0 Minimum Split(s) 31.0 Cn Total Split(s) 60.0 M Total Split;(%) 50.0% a Yellow Time(s) 4.5 All-Red Time(s) 1.5 E E Lost Time Adjust(s) 0.0 Total Lost Time(s) 6.0 Lead/Lag Lag Q Lead-Lag Optimize? Yes Recall Mode C-Min Act Effct Green(s)' 84.3 Actuated g/C Ratio 0.70 Synchro 11 Report Packet Pg. 173 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue & Columbus Columbus Pkwy/Riverwalk Dr 06/29/2022 # fl L* 14* v/c Ratio 0.15 0.17 0.50 0.49 0.09 0.36 0.04 0.19 Control Delay 56.9 55.4 55.1 60.6 6.0 10.2 2.3 6.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 00 Total Delay 56.9 55.4 55.1 60.6 6.0 10.2 2.3 6.4 LOS E E E E A B A A Approach Delay 56.1 56.7 9.8 Approach LOS E E A Q Queue Length 50th(ft) 11 14 69 56 3 129 3 7 Queue Length 95th(ft) 34 39 105 102 16 253 12 29 Internal Link Dist(ft) 554 171 417 3 Turn Bay Length(ft) 235 240 165 ; 265 200 Base Capacity(vph) 142 203 586 315 331 3649 1388 352 Starvation Cap Reductn 0 0 0 0 0 0 0 0 M Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 = Reduced v/c Ratio 0.11 0.09 0.31 0.24 0.08 0.36 0.04 0.16 E E a 0 Area Type: Other Cycle Length: 120 0 Actuated Cycle Length: 120 y Offset:4(3%), Referenced to phase 2:NBTL and 6:SBTL,Start of Green M Natural Cycle: 110 M Control Type:Actuated-Coordinated v Maximum v/c Ratio:0.50 0 Intersection Signal Delay: 14.0 Intersection LOS: B r_ Intersection Capacity Utilization 56.3% ICU Level of Service B Analysis Period(min) 15 L d Splits and Phases: 1: Milwaukee Avenue&Columbus Columbus Pkwy/Riverwalk Dr 0 T� 05 T 06 07 03 22 i, i > d Cn C M a c 0 E s �a a Synchro 11 Report Packet Pg. 174 2.1.b Lanes, Volumes, Timings 1: Milwaukee Avenue &I Columbus Columbus Pkwy/Riverwalk Dr 06/29/2022 i v/c Ratio 0.42 Control Delay 10.0 Queue Delay 0.0 Total Delay 10.0 LOS A 3 Approach Delay 9.9 Approach L©S A Q Queue Length 50th(ft) 153 Queue Length 95th(ft) 296 Internal Link Dist(ft) 108 3 Turn Bay Length(ft) Base Capacity(vph) 3571 Starvation Cap Reductn 0 M Spillback Cap Reductn 0 Storage Cap Reductn 0 _ Reduced v/c Ratio 0.42 E a 0 m 0 s fA M M U ca 0 c 0 L d .N O U N C O N 0 d Cn C M a c E s �a a Synchro 11 Report Packet Pg. 175 2.1.b HCM 6th TWSC 2: Milwaukee Avenue & Prague Ave 06/29/2022 Int Delay,s/veh 0.6 Lane Configurations Y 4t+ t Traffic Vol,veh/h i 0 3 4 1388 1496 6 Future Vol,veh/h 0 3 4 1388 1496 6 Conflicting Peds,#/hr i 0 0 0 0 0 0 > Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - - - - Veh in Median Storage,# 1 - - 0 0 - 3 Grade,% 0 - - 0 0 - Peak Hour Factor 97 97 97 97 97 97 c Heavy Vehicles, % 0 0 34 2 2 0 Mvmt Flow 0 3 4 1431 1542 6 as E a 0 Conflicting Flow All 2125 774 1548 0 - 0 Stage 1 1545 - - - - o Stage 2 580 - - - Critical Hdwy 5.7 7.1 5.98. - - - Critical Hdwy Stg 1 6.6 - - - - - Critical Hdwy Stg 2 6 - - m Follow-up Hdwy 3.8 3.9 3.44 - Pot Cap-1 Maneuver 82 296 153 - - - 0 Stage 1 113 0 Stage 2 482 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 72 296 153 - Mov Cap-2 Maneuver 89 - - - - - c Stage 1 99 - - - - v Stage 2 482 - - - - N c »> ; 0 HCM Control Delay,s 17.3 1.3 0 HCM LOS C +, m Cn Capacity(veh/h) 153 296 - - a HCM Lane V/C Ratio 0.027 - 0.01 - - _ 0 HCM Control Delay(s) 29.2 1.2 17.3 - - E HCM Lane LOS D A C - - 0 HCM 95thii%tile Q(ueh) 0.1 - 0 - - Q Synchro 11 Report Packet Pg. 176 2.1.b HCM 6th TWSC 3: Milwaukee Ave & Chevy Chase Drive 06/29/2022 Int Delay,s/veh 0.3 Lane Configurations Traffic Vol,veh/h 8 16 12 1336 1495 11 Future Vol,veh/h 8 16 12 1336 1495 11 Conflicting Peds,#/hr i 0 0 0 0 0 0 > Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - 25 - - - Veh in Median Storage,# 1 - - 0 0 - 3 Grade,% 0 - - 0 0 - Peak Hour Factor 95 95 95i 95 95 95 c Heavy Vehicles, % 15 0 0 3 2 0 Mvmt Flow 8 17 13 1406 1574 12 as E a 0 Conflicting Flow All 2168 793 1586 0 - 0 Stage 1 1580 - - - - o Stage 2 588 - - - Critical Hdwy 6.55 6.9 4.1 - - - Critical Hdwy Stg 1 6.1 - - - - - Critical Hdwy Stg 2 6.3 - - m Follow-up Hdwy 3.8 3.3 2.2 - Pot Cap-1 Maneuver 47 336 420 - - - 0 Stage 1 134 0 Stage 2 454 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 46 336 420 - Mov Cap-2 Maneuver 106 - - - - - c Stage 1 130 - - - - - v Stage 2 454 - - - - N c »> ; 0 HCM Control Delay,s 26.2 0.1 0 HCM LOS D +, m Cn Capacity(veh/h) 420 195 - - a HCM Lane V/C Ratio 0.03 - 0.13 - - _ 0 HCM Control Delay(s) 13.8 -i 26.2 - - E HCM Lane LOS B - D - - 0 HCM 95thii%tile Q(ueh) 0.1 0.4 - - Q Synchro 11 Report Packet Pg. 177 2.1.b HCM 6th TWSC 4: Milwaukee Ave & South Access Drive 06/29/2022 Int Delay,s/veh 0.9 99, Lane Configurations Y 0 Traffic Vol,veh/h 38 18 1339 5 26 1468 Future Vol,veh/h 38 18 1339 5 : 26 1468 Conflicting Peds,#/hr i 0 0 0 0 0 0 > Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length 0 - - 25 - Veh in Median Storage,# 1 - 0 - - 0 3 Grade,% 0 - 0 - - 0 Peak Hour Factor 95 95 95i 95 95 95 c Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 40 19 1409 5 27 1545 as E O. O Conflicting Flow All 2239 707 0 0 1414 0 Stage 1 1412 - - - - o Stage 2 827 - - - - - s Critical Hdwy 6.84 6.94 - - 4.14 - Critical Hdwy Stg 1 5.84 - - - - - Critical Hdwy Stg 2 5.84 - - M Follow-up Hdwy 3.52 3.32 - - 2.22 - ca Pot Cap-1 Maneuver -36 378 - - 478 - o Stage 1 191 0 Stage 2 390 - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver -34 378 - - 478 - Mov Cap-2 Maneuver 129 - - - - - c Stage 1 191 - - - - - v Stage 2 368 - - - - N c 0 HCM Control Delay,s 38.8 0; 0.2 HCM LOS E +, m Cn Capacity(veh/h) - 164 478 - a HCM Lane V/C Ratio - - 0.359 0.057 - _ HCM Control Delay(s) - -i 38.8 13 - E HCM Lane LOS - - E B - HCM 95thii%tile Q(ueh) - 1.5 0.2 - Q Volume exceeds capacity $:Delay exceeds 300s + Computation Not Defined *:All major volume in platoon Synchro 11 Report Packet Pg. 178 2.1.b HCM 6th TWSC 5: Milwaukee Ave & RI/RO Access Dr 06/29/2022 Int Delay,s/veh 0.1 99, Lane Configurations ; Traffic Vol,veh/h i 0 20 1340 17 0 1494 Future Vol,veh/h 0 20 1340 17 : 0 1494 Conflicting Peds,#/hr i 0 0 0 0 0 0 > Sign Control Stop Stop Free Free Free Free RT Channelized - None None i - None Storage Length - 0 - - - Veh in Median Storage,# 1 - 0 - - 0 3 Grade,% 0 - 0 - - 0 Peak Hour Factor 95 95 95i 95 95 95 c Heavy Vehicles, % 0 0 3 0 0 2 Mvmt Flow 0 21 1411 18 0 1573 a� E a 0 Conflicting Flow All - 715 0 0 - - Stage 1 - - - Stage 2 - - - - Critical Hdwy - 6.9 - - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - m Follow-up Hdwy - 3.3 - - - - Pot Cap-1 Maneuver i 0 378 - - 0 - 0 Stage 1 0 0 0 Stage 2 i 0 - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - 378 - Mov Cap-2 Maneuver - - - - - - c Stage 1 - - - - - v Stage 2 - - - - - N c 0 HCM Control Delay,s 15.1 0; 0 HCM LOS C +, m Cn Capacity(veh/h) - 378 - a HCM Lane V/C Ratio - - 0.056 - _ 0 HCM Control Delay(s) - -i 15.1 - E HCM Lane LOS - - C - 0 HCM 95thii%tile Q(ueh) - 0.2 - Q Synchro 11 Report Packet Pg. 179 2.1.b HCM 6th TWSC 6: Milwaukee Ave & Johnson Dr 06/29/2022 Int Delay,s/veh 1.8 Lane Configurations r 0 tt r Traffic Vol,veh/h 42 0 41 0 0 3 37 1323 0 3 1453 44 Future Vol,veh/h 42 0 41 0 0 3 37 1323 0 3 1453 44 Conflicting Peds,#/hr i 0 0 0 0 0 0 0 0 0 0 0 0 Q Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - - None - - None - - None Storage Length - - 0 - - - 105 - - 50 - 110 Veh in Median Storage,# - 1 - - 1 - - 0 - - 0 - 3 Grade,% - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95i 95 95 95 95 95 95 95 95 95 c Heavy Vehicles, % 3 0 0 0 0 0 3 2 0 0 2 3 Mvmt Flow 44 0 43 0 0 3 39 1393 0 3' 1529 46 as E CL O Conflicting Flow All 2310 3006 765 2242 3052 697 1575 0 0 1393 0 0 Stage 1535 1535 1471 1471 - - - - - - o Stage 2 775 1471 - 771 1581 - - - - - s Critical Hdwy 7.56 6.5 6.9 7.5 6.5 i 6.9 4.16 - - 4.1 - - Critical Hdwy Stg 1 6.56 5.5 - 6.5 5.5 - - - - - - - Critical Hdwy Stg 2 6.56 5.5 - 6.5 5.5 - - - M Follow-up Hdwy 3.53 4 3.3 3.5 4 3.3 2.23 - - 2.2 - - ca Pot Cap-1 Maneuver -20 14 350 24 13 388 410 - - 497 - - o Stage 1 120 180 136 193 o Stage 2 355 193 363 171 - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver -18 13 350 19 12 388 410 - - 497 - - Mov Cap-2 Maneuver 80 86 - 85 74 - - - - - - - c Stage 1 109 179 123 175 - - - - - - v Stage 2 319 175 316 170 - - - - - - - N c »> ; 0 HCM Control Delay,s 56.5 14.4 0.4 0 HCM LOS F B +, m Cn r_ Capacity(veh/h) 410 - 80 350 388 497 - a HCM Lane V/C Ratio 0.095 - - 0.553 0.123 0.008 0.006 - - _ HCM Control Delay(s) 14.7 - - 95.4 16.7 14.4 12.3 E HCM Lane LOS B - - F C B B - - HCM 95thii%tile Q(ueh) 0.3 - - 2.4 0.4 0 0 - - Q Volume exceeds capacity $:Delay exceeds 300s + Computation Not Defined *:All major volume in platoon Synchro 11 Report Packet Pg. 180 3.B.1 07/6/2022 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 6, 2022 Call to Order The meeting was called to order at 7:30 PM by Chairman Frank Cesario Public Hearings/Items For Consideration 1. Consider a Petition for an Amendment to the Preliminary Plan Approval, a Special Use and Sign Variation to Allow the Installation of a Second Drive-Through Lane with Two Menu Boards in Each Lane for the McDonalds Restaurant Located at 1200 Arlington Heights Road. (Trustee Johnson) (Staff Contact: Kelly Purvis) S It- Ms. Purvis, Deputy Director of Community Development, provided background on the 0 SUP and sign variation for a second drive through and two menu boards, along with a > a plan at 1200 Arlington Heights Road. 0 landscape p g 9 a a Q Mr. Olson provided additional background regarding the SUP and sign variation for a a second drive through lane and two menu boards.Additionally, he reviewed the reasons c for the update to the site. N N O N Com. Weinstein asked if they are able to accommodate the 4 drive lines with the existing space. 4-- 0 0 m Mr. Olson said yes. c ai Com. Weinstein asked if they are aware of the conditions outlined in the staff report. a m Mr. Olso said yes. a Ul G1 r� 7 Chairperson Cesario asked if neighbors have called regarding the subject property. Ms. Purvis said one, but it was just an inquiry and not a complaint. Com. Moodhe asked how they got so far in the process. Ms. Purvis provided an explanation to Commissioner Moodhe. Com. Moodhe asked if their was a hearing for the second menu board in the past. Packet Pg. 181 3.B.1 07/6/2022 Ms. Purvis said she could not find any in their records. Chairperson Cesario said it looks like an improvement to the establishment and appreciates that the signage size is modest. The Village Staff Report was entered as exhibit one. The slide deck staff presentation was entered as exhibit two. c The Public Hearing closed at 7:44. O �a 0 L Q Com. Weinstein made a motion to recommend approval for an amendment to the Q- a Preliminary Plan approved by Ordinance No. 98-15, a Special Use for the addition of a second drive-through lane, and a Variation to Section 14.16 of the Sign Code pertaining a to the maximum number of menu boards allowed per drive-through lane for the c proposed improvements on the property at 1200 Arlington Heights Road,subject to the 04 following conditions: N 0 1. The proposed development shall be developed in substantial conformance to the plans N attached. `D 3 2. The Petitioner shall comply with all applicable Village codes, regulations, and policies. c 3. Any directional or incidental sign added to the sign package provided shall be reviewed administratively by staff. c 4. The special use is granted to McDonald's USA LLC and said special use does not run with 6 the land. c 5. The special use granted may be assignable to subsequent petitioners seeking assignment Q- m of this special use as follows: a a. Upon application of a petition seeking assignment of this special use, the Village of Buffalo Grove, in their sole discretion, may approve the assignment administratively, or may refer it to the Planning &Zoning Commission and/or the Village Board for a public hearing. b. Such assignment shall be valid only upon the written approval of the Village of Buffalo Grove granting said assignment, which may be granted or denied for any reason. Com. Moodhe seconded the motion. Com. Spunt spoke in favor of the motion. Packet Pg. 182 3.B.1 07/6/2022 RESULT: RECOMMENDATION TO APPROVE [UNANIMOUS] Next: 7/18/2022 7:30 PM AYES: Moodhe, Spunt, Cesario, Khan, Weinstein, Davis ABSENT: Amy Au, Kevin Richards, Neil Worlikar Regular Meeting Other Matters for Discussion Approval of Minutes 1. Planning and Zoning Commission - Regular Meeting - Jun 15, 2022 7:30 PM d c RESULT: ACCEPTED [5 TO 0] AYES: Moodhe, Spunt, Cesario, Weinstein, Davis o ABSTAIN: Zill Khan ABSENT: Amy Au, Kevin Richards, Neil Worlikar o a a Chairman's Report a Committee and Liaison Reports a 0 0 Chairperson Cesario read an email from Com. Richards, which outlined the Village Board N 04 meeting he attended. C*J 0 N Staff Report/Future Agenda Schedule 3 Ms. Purvis provided the Commission with future agenda items. c m Public Comments and Questions Adjournment The meeting was adjourned at 7:48 PM a 0 U Action Items a Ul G1 r� 7 Chris Stilling APPROVED BY ME THIS 6th DAY OF July , 2022 Packet Pg. 183