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Home My Public Portal About09-04-2018 Plan Commission Agenda PacketPlan Commission Tuesday, September 04, 2018 7:00 PM Village Boardroom 24401 W. Lockport Street Plainfield, IL 60544 Agenda CALL TO ORDER PLEDGE TO THE FLAG ROLL CALL APPROVAL OF MINUTES Approval of the Minutes of the Plan Commission held on August 21, 2018. 08-21-2018 Plan Commission Minutes.pdf PUBLIC COMMENTS DEVELOPMENT REPORT OLD BUSINESS CASE No.:1810-071818.AA/REZ/SU/SPR REQUEST:Annexation, Map Amendment (Public Hearing) Special Use (Public Hearing), Site Plan Review LOCATION: North of 143rd Street, west of Steiner Road APPLICANTS:Seefried Properties Seefried Staff Report 09-02-18.pdf Plat of Annexation.pdf Plat of Survey.pdf 217423_Project Jupiter_11x17-Concept Renderings_08-30-18_single.pdf Overall Site Plan.pdf Building Elevations A2.1.pdf Building Elevations A2.2.pdf Color Overal Landscape Plan.pdf Traffic Impact Study-29AUG18.pdf 2018-08-31 - Traffic Study Addendum.pdf 1 Plan Commission Page - 2 Fire Truck Exhibit 8-29 C2.0.pdf Overall Grading Exhibit.pdf Overall Landscape Plan Exhibit - 2018-0829.pdf Overall Utility Exhibit.pdf Photometric Plan.pdf Utility Extension Exhibit.pdf Care2 Petition.pdf Dayfield Neighborhood Petition.pdf Emails and Comments from Residents.pdf NEW BUSINESS CASE No.:1816-081018.SU REQUEST:Special Use (Public Hearing) LOCATION: 12337 S. Route 59, Unit 133 APPLICANTS:Craig Carty Tha Green Screen Staff Report.pdf CASE No.:1814-081318.AA.SU.PP REQUEST:Annexation, Special Use (Public Hearing), & Preliminary Plat LOCATION: East side of Steiner Rd. between 143rd St. and Route 126 APPLICANTS:Edward Mattox Greenbriar Staff Report and Graphics.pdf DISCUSSION REMINDERS - Next Village Board – September 17, 2018 at 7:00 p.m. Next Plan Commission – September 18, 2018 at 7:00 p.m. ADJOURN 2 Agenda Item No: Plan Commission Agenda Item Report Meeting Date: September 4, 2018 Submitted by: Tracey Erickson Submitting Department: Planning Department Item Type: Minutes Agenda Section: APPROVAL OF MINUTES Subject: Approval of the Minutes of the Plan Commission held on August 21, 2018. Suggested Action: Attachments: 08-21-2018 Plan Commission Minutes.pdf 3 4 5 6 7 8 9 10 11 Agenda Item No: Plan Commission Agenda Item Report Meeting Date: September 4, 2018 Submitted by: Tracey Erickson Submitting Department: Planning Department Item Type: Old Business Item Agenda Section: OLD BUSINESS Subject: CASE No.:1810-071818.AA/REZ/SU/SPR REQUEST:Annexation, Map Amendment (Public Hearing) Special Use (Public Hearing), Site Plan Review LOCATION: North of 143rd Street, west of Steiner Road APPLICANTS:Seefried Properties Suggested Action: Attachments: Seefried Staff Report 09-02-18.pdf Plat of Annexation.pdf Plat of Survey.pdf 217423_Project Jupiter_11x17-Concept Renderings_08-30-18_single.pdf Overall Site Plan.pdf Building Elevations A2.1.pdf Building Elevations A2.2.pdf Color Overal Landscape Plan.pdf Traffic Impact Study-29AUG18.pdf 2018-08-31 - Traffic Study Addendum.pdf Fire Truck Exhibit 8-29 C2.0.pdf Overall Grading Exhibit.pdf Overall Landscape Plan Exhibit - 2018-0829.pdf Overall Utility Exhibit.pdf 12 Photometric Plan.pdf Utility Extension Exhibit.pdf Care2 Petition.pdf Dayfield Neighborhood Petition.pdf Emails and Comments from Residents.pdf 13 14 15 16 17 18 19 20 21 Project Jupiter Plainfield, Illinois 143RD STREETSTEINER ROADLEGAL DESCRIPTIONPROJ. NO.:18.0261ACLIENT1 OF 1PROJECT SCALE: 1" = 500'KIMLEY-HORN AND ASSOCIATES, INC. 1001 WARRENVILLE ROAD, SUITE 350 LISLE, IL 60532 2631 GINGER WOODS PARKWAY, STE. 100 AURORA, IL 60502 PHONE: (630) 820-9100 FAX: (630) 820-7030 EMAIL: ADMIN@CLSURVEYING.COM PLAT OF ANNEXATIONABBREVIATIONSLINE LEGENDEXCEPTIONK:\Psdata\2018 Projects\18.0261\18.0261 POAnnex.dwg, 7/31/2018 1:27:17 PM, DWG To PDF.pc322 ONLY EXCEPTIONP.O.B.ONLY ONLY PROJ. NO.:18.02611 OF 1LEGAL DESCRIPTIONSCALE: 1" = 200'ALTA SURVEYS l TOPOGRAPHY l CONSTRUCTION STAKING 2631 GINGER WOODS PARKWAY, STE. 100 AURORA, IL 60502 PHONE: (630) 820-9100 FAX: (630) 820-7030 EMAIL: ADMIN@CLSURVEYING.COM Project Jupiter CLIENT Plainfield, Illinois PROJECT ©ABBREVIATIONSLINE LEGEND(NO BUILDINGS OBSERVED)LEGEND143RD STREETSTEINER ROADDETAIL143RD STREETSTEINER ROADSTRIPED PARKING DATAREGULAR SPACES = 0HANDICAPPED SPACES = 0TOTAL SPACES = 0SURVEYOR'S CERTIFICATIONALTA/NSPS LAND TITLE SURVEYAREA SUMMARYSCHEDULE B EXCEPTIONSNOTES“” “”’EXCEPTIONNARRATIVE LEGAL DESCRIPTION23 24 8-27-2018217423KPH 0'50'150'300'600' SITE PLAN W. 143RD STREET 1,500,130 SF BUILDING (46) DOCKSDETENTIONDETENTIONFENCED.I.D. 670'(183) TRAILER STALLS2239'(500) CAR PARKING S. STEINERROADD.I.D.D.I.D. INBOUND ACCESS W/ GUARD SHACK & GATE 5,000 SF SUPPLY OFFICE OPS. MGR./ OUTBOUND ACCESS W/ GUARD SHACK AND GATE REPACK 70,000 SF 5,000 SF OFFICE SHIPPING 2,000 SF OFFICE FLEET (26) FLEETTRACTORS35' TRUCK DRIVE (317) TRAILER STALLS(57) DOCKS(65) DOCKS(54) DOCKS(135) FUTURE CAR PARKING MAIN OFFICE 20,000 SF 10,000 SF CAGE HIGH VALUE GEN. PAD ELECT. SPKLR TRKRS LOUNGE MAINT. CAGE & BATT. CHG. EXT. PATIO SCALE 195'140' BUILDING AREA 1,500,130 S.F. DETENTION (±15.25 AC.) PARKING 500 CARS DRIVE IN OVERHEAD DOORS 3 DOORS TOTAL EXTERIOR DOCKS 222 DOCKS±664,344 S.F. TRAILER PARKING 500 STALLS PLAINFIELD, ILLINOIS NEW DISTRIBUTION CENTER CONCEPTUAL NEW FACILITY FOR: CLEAR HEIGHT 36'-0" FLEET TRACTOR PARKING 26 STALLS SITE AREA (±137.44 AC.)±5,986,791 S.F. 25 MATCH LINE D-DMATCH LINE D-DMATCH LINE E-EMATCH LINE F-FMATCH LINE E-EMATCH LINE F-FPROPOSED OFFICE/WAREHOUSE FACILITY FOR:W. 143rd STREET & S. STEINER STREET, PLAINFIELD, ILLINOISPROJECT JUPITERA2.1 26 MATCH LINE A-AMATCH LINE A-AMATCH LINE B-BMATCH LINE B-BMATCH LINE C-CMATCH LINE C-CPROPOSED OFFICE/WAREHOUSE FACILITY FOR:W. 143rd STREET & S. STEINER STREET, PLAINFIELD, ILLINOISPROJECT JUPITERA2.0 27 W. 143RD STREET DISTRIBUTION CENTER +/- 1,500,130 SF DETENTION BASIN DETENTION BASIN DETENTION BASINDETENTION BASIN28 Prepared for: INDUSTRIAL DEVELOPMENT Traffic Impact Study August 2018 Plainfield, Illinois Seefried Industrial Properties, Inc. 29 Industrial Development – Plainfield, Illinois Page 1 August 2018 TABLE OF CONTENTS Executive Summary 2 Introduction 3 Existing Conditions 5 Future Conditions 14 Recommendations & Conclusions 29 LIST OF TABLES Table 2.1. Level of Service Grading Descriptions 10 Table 2.2. Level of Service Grading Criteria 11 Table 2.3. Existing (Year 2018) Levels of Service 12 Table 3.1. Employee Shift Data 15 Table 3.2. Employee Shift Timeline 15 Table 3.3. Truck Traffic Projections 16 Table 3.4. Site-Generated Traffic Projections 17 Table 3.5. Estimated Trip Distribution 17 Table 3.6. Future (Year 2024) Build Levels of Service 26 Table 3.6. Future (Year 2024) Build Levels of Service (continued)27 LIST OF EXHIBITS Exhibit 1. SIte Location Map 4 Exhibit 2. Existing (2018) Traffic Volumes 9 Exhibit 3. Site Traffic Assignment - Cars 18 Exhibit 4. Site Traffic Assignment – Transport Trucks 19 Exhibit 5. Site Traffic Assignment – Shuttle Trucks 20 Exhibit 6. Site Traffic Assignment - Total 21 Exhibit 7. Future (2024) Background Traffic Projections 23 Exhibit 8. Future (2024) Build Traffic Projections 25 30 Industrial Development – Plainfield, Illinois Page 2 August 2018 EXECUTIVE SUMMARY Kimley-Horn and Associates, Inc., (Kimley-Horn) was retained by Seefried Properties to prepare a traffic impact study for an industrial warehouse/distribution development proposed on the north side of 143rd Street west of Steiner Road in Plainfield, Illinois. The proposed development includes one warehouse/distribution building totaling approximately 1,500,130 square feet. The proposed development would support an existing manufacturing facility located approximately one and one- half miles to the east, on the north side of 143rd Street between Coil Plus Drive and Van Dyke Road. Truck access to the site is proposed via two driveways along 143rd Street, including one inbound access driveway (Access A) and one outbound access driveway (Access D). Passenger vehicle access would be provided via two full-access driveways (Access B and Access C) to 143rd Street. As part of this traffic impact study, existing and future traffic conditions were evaluated for the intersections of 143rd Street/Lincoln Highway/Wallin Drive, 143rd Street/Meadow Lane, 143rd Street/Steiner Road, IL 126/Steiner Road, IL 126/Ridge Road and Ridge Road/Johnson Road. Future traffic conditions were also evaluated for the proposed site access driveways. Planned area roadway and traffic control improvements were considered in the evaluation of future traffic conditions. 143rd Street is planned to be extended from west of Steiner Road to Ridge Road at Johnson Road. Additionally, a traffic signal is planned at the intersection of 143rd Street/Meadow Lane. Based on a review of future traffic conditions, it is anticipated that background traffic growth and site- generated traffic would be accommodated at the study intersections. The intersections are expected to operate similar to existing conditions under the future scenario. At the future intersection of Ridge Road/Johnson Road/143rd Street, a dedicated right-turn lane is recommended on the south leg and dedicated left-turn lanes are recommended on both the north and south legs. On the south leg, a 265-foot storage lane with a 265-foot taper is recommended for the left- and right-turn lanes. On the north leg, a 265-foot storage lane with a 265-foot taper is recommended for the left-turn lane. The access driveways are expected to operate with acceptable delay and limited 95th percentile queues. At Access B and Access C, a single inbound lane and two outbound lanes are recommended. Two outbound lanes are also recommended for Access D. Minor-leg stop-control is recommended for Access B, Access C and Access D. Access A would be an inbound-only driveway; and therefore, does not require minor-leg stop-control. The center median on 143rd Street between Access A and Access D is recommended to be restriped as a continuous two-way left-turn lane. Additional details related to the improvements identified above are provided in the Recommendations & Conclusion section of this report. 31 Industrial Development – Plainfield, Illinois Page 3 August 2018 1. INTRODUCTION Kimley-Horn was retained by Seefried Properties to perform a traffic impact study for an industrial warehouse development proposed on the north side of 143rd Street west of Steiner Road in Plainfield, Illinois. The site is currently undeveloped agricultural land and is adjacent to an existing commercial site. The proposed development plan includes one warehouse/distribution building, totaling 1,500,130 square feet. Truck access to the site is proposed via two driveways along 143rd Street, including an inbound driveway (Access A) and an outbound driveway (Access D). Passenger vehicle access would be provided via two full-access driveways (Access B and Access C) to 143rd Street. An aerial view of the study location and the surrounding roadway network is presented in Exhibit 1. As a part of this study, the existing network was analyzed to determine current operation at the study intersections. Trip generation characteristics were then established for the proposed development. These trips were added to existing and future background traffic volumes to evaluate the impact of the proposed development on area study intersections under the design horizon. Future traffic conditions were evaluated for a Year 2024 design horizon (build-plus-five conditions). This report presents and documents Kimley-Horn’s data collection, summarizes the evaluation of traffic conditions on the surrounding roadways, and identifies recommendations to address the potential impact of site-generated traffic on the adjacent roadway network. 32 EXHIBIT 1SITE LOCATION MAPNOT TO SCALEN143RD STREETJOHNSON ROADWALLIN DRIVELINCOLN HIGHWAY STEINER ROAD RIDGE ROADSITESITE 1263030MEADOW LANE 22COUNTYKENDALL11COUNTYKENDALL33 Industrial Development – Plainfield, Illinois Page 5 August 2018 2. EXISTING CONDITIONS Kimley-Horn conducted a field visit to collect relevant information pertaining to existing land uses in the surrounding area, the adjacent street system, current traffic volumes and operating conditions, lane configurations and traffic controls at nearby intersections, and other key roadway characteristics. The findings of this field investigation are detailed as follows. 2.1. Area Connectivity & Land Uses The subject site is currently undeveloped agricultural land. The area immediately surrounding the property is primarily agricultural in nature. The site located on the northwest quadrant of 143rd Street/Steiner Road is currently developed with a landscape maintenance facility. East of the subject site, the north and south sides of 143rd Street are developed with single-family residential uses. Institutional, commercial, and industrial uses are located further east near the intersection of 143rd Street/Lincoln Highway/Wallin Drive. The frontage along Ridge Road is largely undeveloped agricultural land. Two major arterials are within the vicinity of the subject site. IL 126, located south of the property, provides access to Interstate 55 (I-55) approximately four miles to the east. Access to Interstate 80 (I-80) is provided via Ridge Road about ten miles south of the subject site. 2.2. Existing Roadway Characteristics A field investigation was conducted within the study area. As a result of this visit, the following information was obtained about the existing roadway network. 143rd Street is an east-west roadway which would extend across the southern boundary of the subject property under the future condition. Currently, 143rd Street terminates at the southeast corner of the subject property. East of its intersection with Lincoln Highway/Wallin Drive, 143rd Street is designated a U.S. Highway (US 30). Throughout the study area, 143rd Street generally provides one travel lane per direction with a striped center median. Near its intersection with Steiner Road, a landscape center median is provided on 143rd Street. Dedicated left-turn lanes are provided at key intersections along the corridor. At its signalized intersection with Lincoln Highway/Wallin Drive, 143rd Street provides a dedicated left-turn lane and a shared through/right-turn lane on both legs. At its unsignalized intersection with Meadow Lane, 143rd Street provides a dedicated left-turn lane and a shared through/right-turn lane on both legs. Crosswalks are provided on both legs of 143rd Street at Meadow Lane. At its unsignalized intersection with Steiner Road, 143rd Street provides a dedicated left-turn lane and a shared through/right-turn lane on the east leg; the west leg provides a single shared lane. The posted speed limit on 143rd Street is 45 miles per hour (MPH). West of Steiner Road, a 25 MPH speed limit was assumed for the analysis of existing conditions. Classified by the Illinois Department of Transportation (IDOT) as a Major Collector, 143rd Street is under the jurisdiction of the Village of Plainfield west of Lincoln Highway and under IDOT jurisdiction east of Lincoln Highway. 34 Industrial Development – Plainfield, Illinois Page 6 August 2018 The Village of Plainfield’s Comprehensive Plan Update identifies the 143rd Street corridor as a significant east-west connector roadway with extensions on both the east and west ends. The alignment is ultimately intended to be redesignated as Illinois Route 126 and accommodate regional car and truck volume that would otherwise travel through the downtown area. Steiner Road is a north-south roadway which extends south of 143rd Street. Steiner Road provides one travel lane in each direction and a landscape center median through the study area. At its unsignalized intersection with 143rd Street, separate left- and right-turn lanes are provided on the south leg. The north leg is a private gravel driveway with a single shared lane. During field investigations, a stop-sign was not present at this approach but is assumed for this analysis. At its signalized intersection with IL 126, a dedicated left-turn lane, one through lane, and a dedicated right- turn lane are provided on the north and south legs. North of IL 126, the posted speed limit on Steiner Road is 45 MPH; south of IL 126, the posted speed limit is 40 MPH. Steiner Road is classified by IDOT as a Major Collector and is under the jurisdiction of Plainfield Township. Illinois Route 126 (IL 126)is an east-west State Route located to the south of the subject property. IDOT classifies IL 126 as a Minor Arterial. Through the study area IL 126 provides one travel lane in each direction. At its signalized intersection with Steiner Road, IL 126 provides a dedicated left-turn lane and a shared through/right-turn lane on each leg. At its signalized intersection with Ridge Road, IL 126 provides a dedicated left-turn lane, one through lane, and a dedicated right-turn lane on both the east and west legs. The posted speed limit is 50 MPH east of Steiner Road and 55 MPH west of Steiner Road. IL 126 is under IDOT jurisdiction. Ridge Road is a north-south roadway located to the west of the subject property. Ridge Road is classified as a Strategic Regional Arterial (SRA) by IDOT. IDOT’s SRA system is designed to promote mobility on key routes throughout Chicagoland with the use of such strategies as access control and limited signalization. The WIKADUKE SRA Study outlines Ridge Road’s role as a key arterial in the region and is the origin of its SRA classification as a segment on the WIKADUKE Trail. Ridge Road provides one travel lane in each direction through the study area. At its signalized intersection with IL 126, Ridge Road provides a dedicated left-turn lane, one through lane, and a dedicated right-turn lane on the north and south legs. At its unsignalized intersection with Johnson Road, a single shared lane is provided on each leg. The posted speed limit on Ridge Road is 45 MPH in the southbound direction. In the northbound direction, the posted speed limit is 45 MPH north of Johnson Road and south of IL 126. Between IL 126 and Johnson Road, the posted speed limit on Ridge Road is 55 MPH in the northbound direction. North of IL 126, IDOT classifies Ridge Road as a Minor Arterial and south of IL 126, it is classified as a Major Collector. Ridge Road is under the jurisdiction of Kendall County. Lincoln Highway/US Route 30 (US 30)is a north-south U.S. Route located to the east of the subject property and is classified by IDOT as a Principal Arterial. In the study area, Lincoln Highway extends north of 143rd Street; south of 143rd Street, the roadway transitions to Wallin Drive. Lincoln Highway generally provides one travel lane per direction with a striped center median and left-turn channelization provided at key intersections. At its signalized intersection with 143rd Street, Lincoln Highway provides a dedicated left-turn lane and a shared through/right-turn lane on the north leg. The posted speed limit on Lincoln Highway is 50 MPH. Lincoln Highway is under IDOT jurisdiction. 35 Industrial Development – Plainfield, Illinois Page 7 August 2018 Wallin Drive extends south of 143rd Street; north of 143rd Street, the roadway transitions to Lincoln Highway. Wallin Drive is a north-south roadway classified by IDOT as a Principal Arterial. Wallin Drive provides one travel lane in each direction with a striped center median and left-turn channelization provided at key intersections. At its signalized intersection with 143rd Street, Wallin Drive provides a dedicated left-turn lane and a shared through/right-turn lane on the south leg. The north leg of this intersection is Lincoln Highway/US 30. The posted speed limit on Wallin Drive is 45 MPH. Wallin Drive is under the jurisdiction of the Village of Plainfield. Meadow Lane is a north-south local roadway located to the east of the subject property. Meadow Lane serves as the primary access for residential subdivisions north and south of 143rd Street. At its intersection with 143rd Street, Meadow Lane provides a dedicated left-turn lane and a shared through/right-turn lane on the north leg and a single shared lane on the south leg. At its intersection with 143rd Street, Meadow Lane operates under minor-leg stop-control. Meadow Lane is under the jurisdiction of the Village of Plainfield. Johnson Road is an east-west local roadway which extends west of Ridge Road. At its T-intersection with Ridge Road, Johnson Road provides a single shared lane and operates under minor-leg stop- control. No speed limit is posted on Johnson Road, so 25 MPH was assumed for the purposes of this analysis. Johnson Road is under the jurisdiction of the Village of Plainfield. 2.3. Traffic Count Data Weekday turning movement count data was collected in July 2018 at the following study intersections: · 143rd Street / Lincoln Highway / Wallin Drive · 143rd Street / Meadow Lane, · 143rd Street / Steiner Road · IL 126 / Steiner Road Additional weekday turning movement count data was collected in August 2018 at the following study intersections: · IL 126 / Ridge Road · Ridge Road / Johnson Road Counts were performed during the weekday morning and evening peak periods (6:00-9:00AM and 3:00-6:00PM, respectively), revealing that peak traffic conditions take place within the study area from 7:00-8:00AM and 4:45-5:45PM. Traffic volumes were rounded to the nearest multiple of five and balanced between intersections. Peak hour traffic volumes are summarized on Exhibit 2. A summary of the count data is provided in the appendix. Existing traffic volumes reveal commuter patterns within the study area. Both 143rd Street and IL 126 experience a higher volume of traffic in the eastbound direction during the morning peak hour as compared to the westbound direction. During the evening peak hour, 143rd Street and IL 126 experience a higher volume of traffic in the westbound direction as compared to the eastbound 36 Industrial Development – Plainfield, Illinois Page 8 August 2018 direction, reflecting local commuter patterns. In the study area, traffic volumes on Lincoln Highway are generally evenly distributed during the morning peak hour. During the evening peak hour, traffic volumes on Lincoln Highway are generally higher in the southbound direction. Along Steiner Road and Ridge Road, traffic volumes are generally higher in the northbound direction during the morning peak hour. During the evening peak hour, traffic volumes on both Steiner Road and Ridge Road are higher in the southbound direction. 37 NOT TO SCALEN3030143RD STREET143RD STREETJOHNSON ROADJOHNSON ROADSTEINER ROADSTEINER ROADRIDGE ROADRIDGE ROADMEADOW LANEMEADOW LANEWALLIN DRIVEWALLIN DRIVELINCOLN HIGHWAYLINCOLN HIGHWAYLEGENDWeekday AM Peak(7:00 – 8:00am)Weekday PM Peak (4:45 – 5:45pm)Existing Signalized IntersectionExisting Stop SignAssumed Stop SignLess than Five Vehiclesxx(xx)12622COUNTYKENDALL11COUNTYKENDALLEXHIBIT 2EXISTING (2018) TRAFFIC VOLUMES- (-) - (5) - (-) 10 (5)60 (305)- (-)(170) 265(5) 5(-) -(10) 15 (10) -(-) -40 (185) 175 (350) 185 (165)30 (280)20 (55)100 (165)(30) 55(45) 15(240) 290(170) 235(25) 15(120) 17020 (10)10 (30) 25 (30) 45 (295)30 (185)10 (30)(130) 130(5) 5(15) 10(155) 265(5) -(20) 1520 (100) 40 (215) - (5) 290 (465)90 (245)- (5)(170) 260(140) 180(115) 200 (470) 490(140) 85(55) 7020 (35) 200 (400) - (5) 455 (770) 240 (335) 155 (340)60 (125)275 (240)(75) 130(30) 10(295) 410(5) -(550) 710 (255) 275(30) 15(-) 5(20) 25(5) -38 Industrial Development – Plainfield, Illinois Page 10 August 2018 2.4. Existing Capacity Analysis Capacity analyses were conducted to assess existing and future build operating conditions at the study intersections during the weekday peak hours. The capacity of an intersection quantifies its ability to accommodate traffic volumes and is expressed in terms of level of service (LOS), measured in average delay per vehicle. LOS grades range from A to F, with LOS A as the highest (best traffic flow and least delay), LOS E as saturated or at-capacity conditions, and LOS F as the lowest (oversaturated conditions). The lowest LOS grade typically accepted by jurisdictional transportation agencies in Northeastern Illinois is LOS D. The IDOT requirement for through movements along SRA routes is LOS C. The LOS grades shown below, which are provided in the Transportation Research Board’s Highway Capacity Manual (HCM), quantify and categorize the driver’s discomfort, frustration, fuel consumption, and travel times experienced as a result of intersection control and the resulting traffic queuing. A detailed description of each LOS rating can be found in Table 2.1. Table 2.1. Level of Service Grading Descriptions1 Level of Service Description A Minimal control delay; traffic operates at primarily free-flow conditions; unimpeded movement within traffic stream. B Minor control delay at signalized intersections; traffic operates at a fairly unimpeded level with slightly restricted movement within traffic stream. C Moderate control delay; movement within traffic stream more restricted than at LOS B; formation of queues contributes to lower average travel speeds. D Considerable control delay that may be substantially increased by small increases in flow; average travel speeds continue to decrease. E High control delay; average travel speed no more than 33 percent of free flow speed. F Extremely high control delay; extensive queuing and high volumes create exceedingly restricted traffic flow. 1 – Highway Capacity Manual 2010 The range of control delay for each rating (as detailed in the HCM) is shown in Table 2.2. Because signalized intersections are expected to carry a larger volume of vehicles and stopping is required during red time, higher delays are tolerated for the corresponding LOS ratings. 39 Industrial Development – Plainfield, Illinois Page 11 August 2018 Table 2.2. Level of Service Grading Criteria1 Level of Service Average Control Delay (s/veh) at: Unsignalized Intersections Signalized Intersections A 0 – 10 0 – 10 B > 10 – 15 > 10 – 20 C > 15 – 25 > 20 – 35 D > 25 – 35 > 35 – 55 E > 35 – 50 > 55 – 80 F2 > 50 > 80 1 – Highway Capacity Manual 2010 2 – All movements with a Volume to Capacity (v/C) ratio greater than 1 receive a rating of LOS F. Existing capacity results were identified for the study intersections based on the HCM standards, as summarized in Table 2.3. In this table, operation on each approach is quantified according to the average delay per vehicle and the corresponding level of service. In order to evaluate existing traffic operation, signal timings for the intersections of 143rd Street/Lincoln Highway/Wallin Drive, IL 126/Steiner Road, and IL 126/Ridge Road were obtained during field observations. The signal splits were manually adjusted to better reflect existing operational characteristics. It should be noted that right-turn on red (RTOR) movements were excluded from the capacity analysis, per IDOT requirements. 40 Industrial Development – Plainfield, Illinois Page 12 August 2018 Table 2.3. Existing (Year 2018) Levels of Service Intersection Weekday AM Peak Weekday PM Peak Delay (s/veh)LOS Delay (s/veh)LOS 143rd Street / Steiner Road ▲ Eastbound 8 A 8 A Westbound 9 A 14 B Northbound 9 A 9 A Southbound 8 A 9 A Intersection 9 A 12 B 143rd Street / Meadow Lane r Eastbound (Left)7 A 8 A Westbound (Left)8 A 8 A Northbound 11 B 13 B Southbound 13 B 27 D 143rd Street / Lincoln Highway (US 30) / Wallin Road Ø Eastbound 22 C 25 C Westbound 31 C 39 D Northbound 25 C 29 C Southbound 15 B 35-C Intersection 22 C 33 C IL 126 / Steiner Road Ø Eastbound 18 B 26 C Westbound 13 B 17 B Northbound 34 C 35-C Southbound 34 C 42 D Intersection 23 C 27 C IL 126 / Ridge Road Ø Eastbound 27 C 28 C Westbound 19 B 21 C Northbound 25 C 27 C Southbound 17 B 22 C Intersection 22 C 23 C Ridge Road / Johnson Road r Eastbound 16 C 27 D Northbound (Left)8 A 10-A Ø – Signalized Intersection r – Minor-Leg Stop-Controlled Intersection ▲ – All-Way Stop-Controlled Intersection 41 Industrial Development – Plainfield, Illinois Page 13 August 2018 The study intersections currently operate at an overall LOS D or better during the peak hours. The northbound and southbound approaches for Ridge Road, an SRA route, currently operate at LOS C or better, consistent with minimum standards. At the all-way stop-controlled intersection of 143rd Street/Steiner Road, the 95th percentile queues are approximately three vehicles or less for all movements. At the minor-leg stop-controlled intersections of 143rd Street/Meadow Lane and Ridge Road/Johnson Road, the 95th percentile queues are approximately one vehicle during the peak hours. At the signalized intersections, the 95th percentile queues are estimated to be contained within the existing storage lanes. 42 Industrial Development – Plainfield, Illinois Page 14 August 2018 3. FUTURE CONDITIONS This section of the report outlines the proposed site plan, summarizes site-specific traffic characteristics, defines future roadway improvements, and develops future traffic projections for analysis. 3.1. Development Characteristics & Site Access The proposed development would provide a total of approximately 1,500,130 square feet of industrial warehouse/distribution space within one building. 143rd Street would be extended across the property frontage in order to facilitate access to the subject site. Truck access to the site is proposed along 143rd Street via one inbound driveway (Access A) and one outbound driveway (Access D). Passenger vehicle access would be provided via two full-access driveways to 143rd Street (Access B and Access C). The proposed development would support the existing manufacturing facility located approximately one and one-half miles to the east, on the north side of 143rd Street between Coil Plus Drive and Van Dyke Road. 3.2. Site Trip Generation Because of the unique nature of this facility and its support of a nearby existing manufacturing facility, site-generated traffic projections are based on data provided by the facility’s management. The site- generated traffic falls into three categories: passenger vehicles for employees, truck traffic for long- distance transport (i.e., transport truck traffic), and shuttle truck traffic traveling between the existing manufacturing facility to the east and the subject site. Site-Generated Passenger Vehicles The passenger vehicle data, summarized in Table 3.1, is based on employee shift schedules and number of employees during each shift. The facility has three shift groups, (referred to as Group A, Group B, and Group C for the purposes of this study) and each group’s shifts operate on differing schedules. Detailed information regarding employee shift schedules is shown in Table 3.2. 43 Industrial Development – Plainfield, Illinois Page 15 August 2018 Table 3.1. Employee Shift Data Shift Day of Week Time of Day Number of Employees Group A: First Shift Monday – Friday 6:00 AM – 2:00 PM 50 Group A: Second Shift Monday – Friday 2:00 PM – 10:00 PM 25 Group A: Third Shift Monday – Friday 10:00 PM – 6:00 AM 25 Group B: First Shift Monday – Sunday 6:00 AM – 6:00 PM 47 Group B: Second Shift Monday - Sunday 6:00 PM – 6:00 AM 47 Group C: First Shift Monday – Friday 7:30 AM – 3:30 PM 125 Group C: Second Shift Monday - Friday 3:30 PM – 11:30 PM 125 Table 3.2. Employee Shift Timeline Shift change (see arrive and depart totals). To provide a conservative estimate of vehicle trip generation, it was assumed that each employee drives alone to and from the subject site. Therefore, each employee represents an inbound site- generated trip at the start of a shift and an outbound site-generated trip at the end of a shift. Based on the peak hours of the study area intersections, the arrival and departure of employees only overlaps with the beginning of Group C’s First Shift during the morning peak hour. However, the shift change for Group B employees is near enough to the evening peak hour that trips associated with employees arriving and departing this shift were also included in the analysis. During the morning peak hour, 125 employees arrive for their shift. During the evening peak hour, 47 employees arrive and 47 employees depart. Arrive DepartGroupAGroupBGroupC AM PM 125 employees 125 employees12:00PM1:00PMShifts125 125 AM 25 employees 47 employees7:00AM3:00PM11:00PM6:00AM8:00PM8:00AM9:00AM10:00AM11:00AM4:00AM5:00AM50 employees 25 employees 47 employees9:00PM10:00PM12:00AM1:00AM2:00AM3:00AM2:00PM4:00PM5:00PM6:00PM7:00PM25 47 25 97 72501254725 125 44 Industrial Development – Plainfield, Illinois Page 16 August 2018 In addition to the arrival and departure of employees during shift changes, an estimate of the number of trips entering and exiting the subject site mid-shift was also calculated. It is assumed that 10 percent of the employees mid-shift would depart the site and return within the peak hour, representing a total of two trips (one inbound trip, one outbound trip). During the morning peak hour, 97 employees are mid-shift. During the evening peak hour, 150 employees are mid-shift. Combined with the employees arriving and departing during shift changes and rounded to the nearest multiple of five, a total of approximately 135 employees are estimated to arrive during the morning peak hour and approximately 10 employees are estimated to depart. In the evening peak hour, a total of approximately 60 employees are estimated to arrive and approximately 60 employees are estimated to depart (Table 3.4). The daily trip generation for passenger vehicles is based on the total number of employees who work during a given weekday or 444 employees. For each employee, a minimum of two daily trips (one inbound, one outbound) were assumed each day. For purposes of this analysis, it was assumed that each employee will leave the facility once during their shift, thereby adding two daily trips (one inbound, one outbound). Therefore, each employee represents a total of four daily trips or 1,780 trips (rounded to the nearest multiple of ten). This estimate of car trip generation is likely conservative (all employees driving + all leaving the facility once during the shift) and the associated daily volumes may never be realized. However, reviewing the impacts associated with higher than expected car traffic demonstrates the roadway network’s capacity to handle background traffic volumes that may vary from day to day. Site-Generated Truck Trips (Transport + Shuttle) The transport truck traffic projections and the shuttle truck traffic projections are based on total daily truck traffic and hourly operational data provided by the facility’s supply chain management. The truck traffic projections are summarized in Table 3.3. Inbound and outbound truck trips were assumed to be evenly distributed, representing a truck arrival and departure within the same peak hour. For the transport trucks, this represents an empty truck’s arrival to the proposed development and the same truck’s departure with cargo. For the shuttle trucks, this represents the inbound trip from the nearby manufacturing facility to the proposed development, and the outbound return trip from the proposed development to the nearby manufacturing facility. The shuttle trucks will be stored at the nearby manufacturing facility when not in use. Table 3.3 reflects the inbound and outbound truck totals based on 125 transport trucks and 65 shuttle trucks. Table 3.3. Truck Traffic Projections Truck Type Daily Total Percentage of Daily Truck Traffic AM Peak PM Peak Transport 250 7%8% Shuttle 130 7%8% The site-generated trips generated during the peak hours were rounded to the nearest multiple of five for the purposes of this analysis, and daily trips were rounded to the nearest multiple of ten. Projected site traffic volumes are summarized in Table 3.4. 45 Industrial Development – Plainfield, Illinois Page 17 August 2018 Table 3.4. Site-Generated Traffic Projections Trip Type Weekday Daily AM Peak PM Peak In Out Total In Out Total Passenger Vehicles 1,780 135 10 145 60 60 120 Transport Trucks 250 20 20 40 20 20 40 Shuttle Trucks 130 10 10 20 10 10 20 Total 2,160 165 40 205 90 90 180 3.3. Directional Distribution The estimated distribution of site-generated traffic on the surrounding roadway network as it approaches and departs the site is a function of several variables, such as the nature of surrounding land uses, prevailing traffic volumes/patterns, characteristics of the street system, and the ease with which motorists can travel over various sections of that system. The distributions for the transport trucks are based on destination data provided by the proposed facility’s supply chain management. The anticipated directional distributions for both passenger vehicles and transport trucks are outlined in Table 3.5. For the shuttle trucks, it is assumed that 100 percent of the shuttle trucks would utilize 143rd Street to travel between the proposed development and the existing manufacturing facility. Table 3.5. Estimated Trip Distribution Traveling to/from:Percentage of Site Trips Passenger Vehicles Transport Trucks North via Ridge Road 20%5% North via Lincoln Highway 10%- East via 143rd Street 30%15% South via Steiner Road 20%- South via Ridge Road 10%80% West via IL 126 10%- Total 100%100% Using the traffic volume projections and estimated trip distributions presented in Tables 3.4 and 3.5, the site traffic assignment for passenger vehicles, transport trucks, and shuttle trucks were prepared, as shown in Exhibit 3,Exhibit 4, and Exhibit 5, respectively.The total site traffic assignment is shown in Exhibit 6. 46 NOT TO SCALEN3030SITESITE143RD STREET143RD STREETJOHNSON ROADJOHNSON ROADSTEINER ROADSTEINER ROADRIDGE ROADRIDGE ROADMEADOW LANEMEADOW LANEWALLIN DRIVEWALLIN DRIVELINCOLN HIGHWAYLINCOLN HIGHWAYLEGENDWeekday AM Peak(7:00 – 8:00am)Weekday PM Peak (4:45 – 5:45pm)Existing Signalized IntersectionExisting Stop SignProposed Stop SignLess than Five Vehiclesxx(xx)12622COUNTYKENDALL11COUNTYKENDALLACCESS BACCESS BACCESS AACCESS AACCESS CACCESS CACCESS DACCESS DEXHIBIT 3SITE TRAFFIC ASSIGNMENT - CARS55 (30)80 (40)(10) 25(10) 30(30) 5 (10) -15 (10) 40 (20)(20) 5(10) -55 (30)(30) 5- (10) - (5) - (5) (10) 25(5) 1525 (10) 5 (20)- (10)15 (10)5 (10)65 (30)15 (10)- (10)5 (10) (20) 55(10) 30(10) 25(5) 15(10) -(40) 5(10) 30- (10) - (10) 5 (30) 47 NOT TO SCALEN3030SITESITE143RD STREET143RD STREETJOHNSON ROADJOHNSON ROADSTEINER ROADSTEINER ROADRIDGE ROADRIDGE ROADMEADOW LANEMEADOW LANEWALLIN DRIVEWALLIN DRIVELINCOLN HIGHWAYLINCOLN HIGHWAYLEGENDWeekday AM Peak(7:00 – 8:00am)Weekday PM Peak (4:45 – 5:45pm)Existing Signalized IntersectionExisting Stop SignProposed Stop SignLess than Five Vehiclesxx(xx)12622COUNTYKENDALL11COUNTYKENDALLACCESS BACCESS BACCESS AACCESS AACCESS CACCESS CACCESS DACCESS DEXHIBIT 4SITE TRAFFIC ASSIGNMENT - TRANSPORT TRUCKS5 (5)(15) 15 (5) 5(15) 15 (5) 55 (5)(5) 55 (5)(5) 515 (15) (15) 1515 (15)5 (5)5 (5) 15 (15) (20) 20(15) 15(20) 2048 NOT TO SCALEN3030SITESITE143RD STREET143RD STREETJOHNSON ROADJOHNSON ROADSTEINER ROADSTEINER ROADRIDGE ROADRIDGE ROADMEADOW LANEMEADOW LANEWALLIN DRIVEWALLIN DRIVELINCOLN HIGHWAYLINCOLN HIGHWAYLEGENDWeekday AM Peak(7:00 – 8:00am)Weekday PM Peak (4:45 – 5:45pm)Existing Signalized IntersectionExisting Stop SignProposed Stop SignLess than Five Vehiclesxx(xx)12622COUNTYKENDALL11COUNTYKENDALLACCESS BACCESS BACCESS AACCESS AACCESS CACCESS CACCESS DACCESS DEXHIBIT 5SITE TRAFFIC ASSIGNMENT - SHUTTLE TRUCKS10 (10)10 (10)10 (10) (10) 10(10) 10(10) 10(10) 10(10) 10(10) 1010 (10)10 (10)49 NOT TO SCALEN3030SITESITE143RD STREET143RD STREETJOHNSON ROADJOHNSON ROADSTEINER ROADSTEINER ROADRIDGE ROADRIDGE ROADMEADOW LANEMEADOW LANEWALLIN DRIVEWALLIN DRIVELINCOLN HIGHWAYLINCOLN HIGHWAYLEGENDWeekday AM Peak(7:00 – 8:00am)Weekday PM Peak (4:45 – 5:45pm)Existing Signalized IntersectionExisting Stop SignProposed Stop SignLess than Five Vehiclesxx(xx)12622COUNTYKENDALL11COUNTYKENDALLACCESS BACCESS BACCESS AACCESS AACCESS CACCESS CACCESS DACCESS DEXHIBIT 6SITE TRAFFIC ASSIGNMENT - TOTAL70 (45)80 (40)15 (15)65 (30)15 (10)(10) 25(25) 45(45) 20 (10) -55 (35)(35) 2070 (45)(45) 2015 (20) (20) 30(55) 20(15) 15(40) 30(10) 30(10) 25(5) 15(10) -- (10) 5 (30) - (10)5 (20)15 (10)15 (25)5 (10)5 (10) 15 (15) 15 (15) 25 (10) - (10) - (5) 15 (10) (40) 30(35) 70- (10) (10) 2550 Industrial Development – Plainfield, Illinois Page 22 August 2018 3.4. Future Capacity Analysis The proposed development is expected to be constructed by Year 2019; Kimley-Horn therefore evaluated future traffic conditions for a Year 2024 design horizon (build-plus-five conditions, per typical IDOT requirements). Background Traffic Growth and Area Improvements Based on information received from the Chicago Metropolitan Agency for Planning (CMAP), traffic growth on 143rd Street between Steiner Road and Lincoln Highway is projected at a compounded rate of 3.92 percent through Year 2040. Growth on Steiner Road between 143rd Street and IL 126 is projected at a compounded rate of 4.12 percent per year. Growth on Lincoln Highway north of 143rd Street is projected at a compounded rate of 1.71 percent per year; south of 143rd Street on Wallin Drive, the compounded growth rate is 2.37 percent. Traffic growth on IL 126 west of Wallin Drive is projected at a compounded rate of 1.99 percent per year. For purposes of this analysis, Ridge Road was assumed to have the same growth rate as IL 126 west of Wallin Drive. The resulting background traffic projections are presented in Exhibit 7. An official letter from CMAP documenting the projected Year 2040 traffic volume on the study roadways is included in the appendix. Planned area roadway and traffic control improvements are anticipated to be completed prior to the Year 2024 design horizon; and therefore, were included in the analysis of future traffic conditions. As previously mentioned, 143rd Street is planned to be extended from west of Steiner Road to Ridge Road at Johnson Road. For purposes of this study, it was assumed the 143rd Street extension would provide one travel lane in each direction with a striped center median based on the cross section described in the Village of Plainfield Comprehensive Plan Update. The existing all-way stop control at 143rd Street at Steiner Road should be reevaluated based on future traffic projections along the corridor. Even with growth in existing traffic volumes and the additional volumes from the proposed site, the intersection is unlikely to meet warrants for an all-way stop-control intersection. 2-way stop control, with stop signs on the north and south legs is currently in place at other similar intersections along the 143rd Street corridor. Based on this, minor-leg stop-control was assumed for this intersection for the purposes of this study. The west leg of 143rd Street at Steiner Road is assumed to be improved as part of the extension and provide a dedicated left-turn lane and a shared through/right-turn lane. The 45 MPH speed limit posted east of Steiner Road was assumed for the west roadway extension. At its intersection with Ridge Road, a dedicated left-turn lane and a shared through/right-turn lane were assumed on the east leg of 143rd Street. No changes were assumed for the west leg (Johnson Road) of this intersection, however, when the east leg of the intersection is designed, modifications to the geometry of Johnson Road should be considered in order to minimize the lane offset for through vehicles. Based on final geometrics, it may be necessary to provide an eastbound left-turn lane to mitigate this offset. In addition to the 143rd Street extension, a traffic signal is planned for the intersection of 143rd Street/Meadow Lane. For the purposes of this study, the cycle length and splits were optimized based on future traffic volumes. The extension of 143rd Street east of IL 59 and redistribution of traffic associated with the extension of 143rd Street both to the west of Steiner Road and to the east of IL 59 are not included in this analysis. Future studies associated with the improved 143rd Street corridor should reference the development traffic assumptions made within this study. 51 NOT TO SCALEN3030143RD STREET143RD STREETJOHNSON ROADJOHNSON ROADSTEINER ROADSTEINER ROADRIDGE ROADRIDGE ROADMEADOW LANEMEADOW LANEWALLIN DRIVEWALLIN DRIVELINCOLN HIGHWAYLINCOLN HIGHWAYLEGENDWeekday AM Peak(7:00 – 8:00am)Weekday PM Peak (4:45 – 5:45pm)Existing Signalized IntersectionExisting Stop SignAssumed Stop SignLess than Five Vehiclesxx(xx)12622COUNTYKENDALL11COUNTYKENDALLEXHIBIT 7FUTURE (2024) BACKGROUND TRAFFIC PROJECTIONS- (-) - (5) - (-) 10 (5)65 (350)- (-)(195) 315(5) 5(-) -(10) 15 (10) -(-) -50 (215) 195 (390) 205 (185)35 (320)20 (55)100 (165)(35) 65(55) 15(275) 335(190) 260(30) 20(125) 18520 (10)10 (30) 25 (30) 50 (340)35 (215)15 (35)(140) 135(5) 5(15) 10(175) 305(5) 5(25) 2020 (115) 45 (245) - (5) 325 (525)100 (275)- (5)(170) 260(140) 180(130) 230 (520) 550(160) 95(65) 9025 (40) 225 (450) - (5) 520 (865) 275 (375) 165 (375)65 (140)295 (265)(85) 145(35) 10(330) 460(5) -(615) 785 (285) 315(35) 15(-) 5(25) 30(5) -52 Industrial Development – Plainfield, Illinois Page 24 August 2018 Future Build Traffic Projections Total traffic projections for Year 2024 were calculated by adding site trips (Exhibit 6) to the background traffic volumes (Exhibit 7). Traffic projections for the Year 2024 future build scenario are illustrated in Exhibit 8. For the analysis of future traffic conditions, turn lane warrants were evaluated at the proposed site access driveways and study intersections using guidelines in the IDOT Bureau of Design and Environment (BDE) Manual. Left-turn lanes were evaluated for 143rd Street at Access A, and left- and right-turn lanes were evaluated for 143rd Street at Access B and Access C. Based on the relatively low volume of turning vehicles at each of the site access driveways, turn lanes are not warranted. However, based on the assumed cross-section of 143rd Street, dedicated left-turn lanes were assumed for the eastbound approaches at Access A, Access B, and Access C and were included in the analysis of future conditions. Due to the spacing distance between the site access driveways, a continuous two-way left-turn lane is recommended between the four site access driveways (Access A through Access D). Turn lane warrants were also evaluated at the study intersections per the BDE Manual. At the intersection of 143rd Street/Lincoln Highway/Wallin Road, right-turn lanes are warranted on the east leg and north leg based on existing traffic volumes. As there are no known improvements plans for this intersection, the right-turn lanes were excluded from the analysis of future traffic conditions. With the addition of background growth at the signalized intersection of IL 126/Steiner Road, a right-turn lane is warranted for the west leg. Again, because no known improvement projects are planned, the right-turn lane was excluded from the analysis. At the new intersection of 143rd Street/ Ridge Road/Johnson Road, a right-turn lane is warranted on the south leg and a left-turn lane is warranted on the north leg. Based on anticipated intersection geometry, a left-turn lane should also be provided on the south leg. These turn lanes are included in the analysis of future traffic conditions. According to the BDE Manual, the recommended storage length is 265 feet with a 265-foot taper for the northbound left- and right-turn lanes. The recommended storage length for the southbound left-turn lane per the BDE Manual is 215 feet with a 220-foot taper; however, with the improvements associated with the extension of 143rd Street, the speed limit on southbound Ridge Road may be adjusted to match the northbound speed limit. With this consideration, the southbound left-turn lane should be designed with a posted speed limit of 55 MPH and therefore the recommended storage length would be 265 feet with a 265-foot taper. At Access B and Access C, a single inbound lane and separate outbound left- and right-turn lanes are recommended. Separate outbound left- and right-turn lanes are also recommended for Access D. Minor-leg stop-control is recommended for Access B, Access C, and Access D. Access A would be an inbound-only driveway; and therefore, does not require minor-leg stop-control. Access D should include signage which directs transport truck traffic to make a right-turn toward Ridge Road to access I-80. Based on these assumptions, future capacity results for the build condition are provided in Table 3.6. 53 NOT TO SCALEN3030SITESITE143RD STREET143RD STREETJOHNSON ROADJOHNSON ROADSTEINER ROADSTEINER ROADRIDGE ROADRIDGE ROADMEADOW LANEMEADOW LANEWALLIN DRIVEWALLIN DRIVELINCOLN HIGHWAYLINCOLN HIGHWAYLEGENDWeekday AM Peak(7:00 – 8:00am)Weekday PM Peak (4:45 – 5:45pm)Existing Signalized IntersectionExisting Stop SignProposed Stop SignLess than Five Vehiclesxx(xx)12622COUNTYKENDALL11COUNTYKENDALLACCESS BACCESS BACCESS AACCESS AACCESS CACCESS CACCESS DACCESS DEXHIBIT 8FUTURE (2024) BUILD TRAFFIC PROJECTIONS- (-) - (5) - (-) 5 (30) 80 (50)65 (350)- (-)- (10)5 (20)15 (15)- (10) - (10) 5 (10) 15 (15) 15 (15) (195) 315(15) 30(-) -(55) 35(-) -(55) 20(15) 15(40) 30(10) 30(40) 60(10) 2565 (225) 195 (390) 205 (185)90 (355)20 (55)100 (165)(35) 65(55) 15(275) 335(225) 280(30) 20(135) 18520 (10)10 (30) 25 (30) 120 (385)35 (215)15 (35)(140) 135(5) 5(15) 10(220) 325(5) 5(20) -(25) 2020 (115) 45 (255) - (5) 325 (525)100 (275)- (5)(170) 260(140) 180(140) 255 (520) 550(160) 95(65) 9025 (45) 240 (470) 275 (375) 165 (375)65 (140)295 (265)(85) 145(35) 10(350) 490 (285) 315(35) 70(35) 15(30) 45- (5) 520 (865) 25 (10) - (-)80 (40)65 (30)15 (10)15 (10)15 (25)5 (10)(25) 45(5) -(615) 785 (-) -(-) 5(5) -54 Industrial Development – Plainfield, Illinois Page 26 August 2018 Table 3.6. Future (Year 2024) Build Levels of Service Intersection Weekday AM Peak Weekday PM Peak Delay (s/veh)LOS Delay (s/veh)LOS 143rd Street / Steiner Road r Eastbound (Left)7 A 7 A Westbound (Left)8 A 8 A Northbound 10+B 11 B Southbound 12 B 21 C 143rd Street / Meadow Lane Ø Eastbound 10+B 11 B Westbound 8 A 9 A Northbound 17 B 21 C Southbound 15 B 18 B Intersection 11 B 12 B 143rd Street / Lincoln Highway / Wallin Road Ø Eastbound 26 C 29 C Westbound 36 D 52 D Northbound 31 C 34 C Southbound 18 B 55-D1 Intersection 26 C 46 D IL 126 / Steiner Road Ø Eastbound 20-B 33 C Westbound 14 B 23 C Northbound 38 D 37 D Southbound 36 D 47 D Intersection 26 C 32 C IL 126 / Ridge Road Ø Eastbound 31 C 32 C Westbound 23 C 24 C Northbound 30 C 29 C Southbound 25 C 31 C Intersection 27 C 28 C Ridge Road / Johnson Road / 143rd Street Extension r Eastbound 23 C 46 E Westbound 59 F 76 F Northbound (Left)9 A 10+B Southbound (Left)10-A 9 A Ø – Signalized Intersection r – Minor-Leg Stop-Controlled Intersection ▲ – All-Way Stop-Controlled Intersection 1 – Right-turn movement operates at LOS E. 55 Industrial Development – Plainfield, Illinois Page 27 August 2018 Table 3.6. Future (Year 2024) Build Levels of Service (continued) Intersection Weekday AM Peak Weekday PM Peak Delay (s/veh)LOS Delay (s/veh)LOS 143rd Street / Access B r Eastbound (Left)7 A 7 A Southbound 9 A 9 A 143rd Street / Access C r Eastbound (Left)7 A 7 A Southbound 9 A 9 A 143rd Street / Access D r Southbound 10-A 10-A r – Minor-Leg Stop-Controlled Intersection As shown above, the roadway network is projected to perform similarly to the existing scenario with relatively minor increases in delay projected for some approaches. Overall, the existing intersections are expected to continue to operate at LOS D or better during the peak hours. Through movements on Ridge Road are projected to continue to operate at LOS C or better, consistent with minimum standards for an SRA route. At the signalized intersection of 143rd Street and Lincoln Highway/US 30/Wallin Road, the combination of background growth and site-generated traffic is expected to result in a LOS E for the southbound shared through/right-turn lane in the evening peak hour. Due to the exclusion of right- turn on red, this delay is likely conservative. The proposed development is projected to contribute approximately ten vehicles to the southbound right-turn movement which represents less than five percent of the total projected traffic volume for this movement. Similar to existing conditions, the 95th percentile queues for the left-turn movements are anticipated to be contained within the existing storage lanes. At the intersection of 143rd Street/Steiner Road, the 95th percentile queues are anticipated to be approximately two vehicles or less during the morning and evening peak hours, consistent with existing conditions. Delay for the minor-legs is anticipated to increase from existing conditions, however, all approaches are anticipated to operate acceptably. At IL 126/Ridge Road, the 95th percentile queues are projected to be contained within the existing storage lanes. During the morning peak hour, the 95th percentile queues for the westbound right-turn movement are expected to be ten vehicles (250 feet), which approaches the length of the storage lane. This analysis excludes RTOR movements; and therefore, the results of this analysis are considered conservative. At the planned new intersection of Ridge Road/Johnson Road/143rd Street Extension, the northbound and southbound left-turn movements are projected to operate at LOS B or better. During the morning peak hour, the westbound approach is projected to operate at LOS F. In the evening peak hour, the eastbound approach is projected to operate at LOS E and the westbound approach is projected to operate at LOS F. The projected delay is not uncommon for the minor-leg approach on 56 Industrial Development – Plainfield, Illinois Page 28 August 2018 an arterial roadway such as Ridge Road. Furthermore, the existing signal at Plainfield Road/Ridge Road, less than three-quarters of a mile to the north was not included in this analysis. Therefore, platooning vehicles from the signalized intersection could provide for gaps in traffic on Ridge Road. Despite the delay, the 95th percentile queues for both Johnson Road and 143rd Street is anticipated to be two vehicles or less during the peak hours. With the introduction of a signal at 143rd Street/Meadow Lane, delay is anticipated to be reduced for the northbound and southbound approaches; 143rd Street is expected to continue to operate with acceptable delay. The 95th percentile queues are anticipated to be contained within the existing storage lanes. The proposed site access driveways are anticipated to operate at LOS A. Because Access A is an inbound-only driveway with no opposing traffic for the left-turning vehicles into the site, delay is not reported for this intersection. The 95th percentile queues are anticipated to be one vehicle (25 feet) or less for the outbound lanes at Access B, Access C, and Access D. 57 Industrial Development – Plainfield, Illinois Page 29 August 2018 RECOMMENDATIONS & CONCLUSIONS Based on an evaluation of existing and future traffic conditions, the proposed development is conservatively expected to generate approximately 205 trips during the morning peak hour and 180 trips during the evening peak hour. The projected site-generated traffic is not expected to materially impact operations at the study intersections and projected queues at the site access driveways are expected to be approximately one vehicle or less during the peak hours. Several recommendations are identified to facilitate site access upon construction and occupancy of the subject site: l A single inbound lane should be provided at the proposed Access A. l A single inbound lane and separate outbound left- and right-turn lanes should be provided at the proposed Access B and Access C. l Two outbound lanes should be provided at the proposed Access D. l Signage should be installed at Access D that directs transport truck traffic to make a right turn on 143rd Street toward Ridge Road for access to I-80. l Access A and Access D should be designed to accommodate truck turning movements. l The center median on 143rd Street between Access A and Access D should be striped as a continuous two-way left-turn lane. l Minor-leg stop-control should be posted for outbound traffic at the proposed Access B, Access C, and Access D. l Minor-leg stop-control should be posted for the north leg of 143rd Street and Steiner Road. l In conjunction with the extension of 143rd Street to Ridge Road, the following dedicated turn lanes should be provided: l South Leg: Install left- and right-turn lanes with 265-feet of storage and a 265-foot taper l North Leg: Install a left-turn lane with 265 feet of storage and a 265-foot taper Regardless of the final configuration of the intersection geometrics, several additional items should be taken into consideration when preparing roadway improvement plans for the subject development. As the design of the extension of 143rd Street and the site progresses, care should be taken with landscaping, signage, and monumentation at the site access locations to ensure that adequate horizontal and vertical sight distance is provided from the new stop bars. If alterations to the site plan or land use should occur, changes to the analysis provided within this traffic impact study may be needed. 58 Industrial Development – Plainfield, Illinois Page 30 August 2018 APPENDIX Conceptual Site Plan Existing (Year 2018) Capacity Reports Future (Year 2024) Build Capacity Reports Traffic Count Data 59 Industrial Development – Plainfield, Illinois August 2018 CONCEPTUAL SITE PLAN 60 8-27-2018217423KPH 0' 50'150'300'600' SITE PLAN W. 143RD STREET 1,500,130 SF BUILDING (46)DOCKSDETENTIONDETENTIONFENCED.I.D. 670'(183)TRAILERSTALLS2239'(500) CARPARKING S.STEINERROADD.I.D.D.I.D. INBOUNDACCESS W/GUARD SHACK& GATE 5,000 SFSUPPLY OFFICE OPS. MGR./ OUTBOUND ACCESS W/GUARD SHACK AND GATE REPACK70,000 SF 5,000 SFOFFICESHIPPING 2,000 SFOFFICEFLEET (26)FLEETTRACTORS35' TRUCK DRIVE (317)TRAILERSTALLS(57)DOCKS(65)DOCKS(54)DOCKS(135) FUTURECAR PARKING MAIN OFFICE20,000 SF 10,000 SFCAGEHIGH VALUE GEN. PAD ELECT. SPKLR TRKRS LOUNGE MAINT. CAGE& BATT. CHG. EXT.PATIO SCALE 195'140' BUILDING AREA 1,500,130 S.F. DETENTION (±15.25 AC.) PARKING 500 CARS DRIVE IN OVERHEAD DOORS 3 DOORS TOTAL EXTERIOR DOCKS 222 DOCKS±664,344 S.F. TRAILER PARKING 500 STALLS PLAINFIELD, ILLINOIS NEW DISTRIBUTION CENTER CONCEPTUAL NEW FACILITY FOR: CLEAR HEIGHT 36'-0" FLEET TRACTOR PARKING 26 STALLS SITE AREA (±137.44 AC.)±5,986,791 S.F. 61 Industrial Development – Plainfield, Illinois August 2018 EXISTING (YEAR 2018) CAPACITY REPORTS Weekday Morning Peak Hour Weekday Evening Peak Hour 62 HCM 2010 AWSC 100: Steiner Road & 143rd Street 08/15/2018 Existing (2018) Traffic Volumes 7:00 am 07/30/2018 AM Peak Hour Synchro 9 Report JAB Page 1 Intersection Intersection Delay, s/veh 8.8 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 1 15 2 60 10 1 5 1 265 1 1 1 Future Vol, veh/h 1 15 2 60 10 1 5 1 265 1 1 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, %2 38 50 9 27 2 2 2 2 2 2 2 Mvmt Flow 1 16 2 63 11 1 5 1 279 1 1 1 Number of Lanes 0 1 0 1 1 0 1 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 2 1 1 2 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 2 1 2 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 2 1 2 1 HCM Control Delay 8.4 9.1 8.7 8 HCM LOS A A A A Lane NBLn1 NBLn2 EBLn1 WBLn1 WBLn2 SBLn1 Vol Left, %100%0%6% 100%0%33% Vol Thru, %0%0%83%0%91%33% Vol Right, %0% 100%11%0%9%33% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 5 266 18 60 11 3 LT Vol 5 0 1 60 0 1 Through Vol 0 1 15 0 10 1 RT Vol 0 265 2 0 1 1 Lane Flow Rate 5 280 19 63 12 3 Geometry Grp 7 7 6 7 7 6 Degree of Util (X)0.008 0.32 0.027 0.102 0.018 0.004 Departure Headway (Hd)5.311 4.112 5.216 5.8 5.541 4.957 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 677 879 688 620 648 724 Service Time 3.019 1.819 3.238 3.518 3.259 2.973 HCM Lane V/C Ratio 0.007 0.319 0.028 0.102 0.019 0.004 HCM Control Delay 8.1 8.7 8.4 9.2 8.4 8 HCM Lane LOS A A A A A A HCM 95th-tile Q 0 1.4 0.1 0.3 0.1 0 63 HCM 2010 TWSC 200: Meadow Lane & 143rd Street 08/15/2018 Existing (2018) Traffic Volumes 7:00 am 07/30/2018 AM Peak Hour Synchro 9 Report JAB Page 2 Intersection Int Delay, s/veh 4.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 15 265 2 30 45 10 5 10 130 25 10 20 Future Vol, veh/h 15 265 2 30 45 10 5 10 130 25 10 20 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 105 -- 105 ----- 145 -- Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %6 2 2 4 16 11 2 18 2 2 22 11 Mvmt Flow 16 279 2 32 47 11 5 11 137 26 11 21 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 58 0 0 281 0 0 444 433 280 501 429 53 Stage 1 ------ 312 312 - 116 116 - Stage 2 ------ 132 121 - 385 313 - Critical Hdwy 4.16 -- 4.14 -- 7.12 6.68 6.22 7.12 6.72 6.31 Critical Hdwy Stg 1 ------ 6.12 5.68 - 6.12 5.72 - Critical Hdwy Stg 2 ------ 6.12 5.68 - 6.12 5.72 - Follow-up Hdwy 2.254 -- 2.236 -- 3.518 4.162 3.318 3.518 4.198 3.399 Pot Cap-1 Maneuver 1521 -- 1270 -- 524 492 759 480 489 990 Stage 1 ------ 699 630 - 889 763 - Stage 2 ------ 871 766 - 638 622 - Platoon blocked, %---- Mov Cap-1 Maneuver 1521 -- 1270 -- 491 475 759 376 472 990 Mov Cap-2 Maneuver ------ 491 475 - 376 472 - Stage 1 ------ 692 623 - 880 744 - Stage 2 ------ 819 747 - 509 615 - Approach EB WB NB SB HCM Control Delay, s 0.4 2.8 11.4 12.5 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1SBLn2 Capacity (veh/h)716 1521 -- 1270 -- 376 725 HCM Lane V/C Ratio 0.213 0.01 -- 0.025 -- 0.07 0.044 HCM Control Delay (s)11.4 7.4 -- 7.9 -- 15.3 10.2 HCM Lane LOS B A --A --C B HCM 95th %tile Q(veh)0.8 0 -- 0.1 -- 0.2 0.1 64 HCM 2010 Signalized Intersection Summary 300: Wallin Drive/Lincoln Highway & 143rd Street 08/15/2018 Existing (2018) Traffic Volumes 7:00 am 07/30/2018 AM Peak Hour Synchro 9 Report JAB Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)170 235 15 20 30 100 15 290 55 185 175 40 Future Volume (veh/h)170 235 15 20 30 100 15 290 55 185 175 40 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1846 1900 1638 1360 1900 1792 1843 1900 1570 1814 1900 Adj Flow Rate, veh/h 179 247 16 21 32 105 16 305 58 195 184 42 Adj No. of Lanes 1 1 0 1 1 0 1 1 0 1 1 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 3 3 16 19 19 6 2 2 21 4 4 Cap, veh/h 395 487 32 280 54 178 486 501 95 402 616 141 Arrive On Green 0.10 0.28 0.28 0.01 0.19 0.19 0.01 0.33 0.33 0.11 0.43 0.43 Sat Flow, veh/h 1774 1715 111 1560 280 918 1707 1506 286 1495 1430 326 Grp Volume(v), veh/h 179 0 263 21 0 137 16 0 363 195 0 226 Grp Sat Flow(s),veh/h/ln 1774 0 1826 1560 0 1198 1707 0 1792 1495 0 1756 Q Serve(g_s), s 5.5 0.0 8.8 0.8 0.0 7.6 0.5 0.0 12.4 5.8 0.0 6.1 Cycle Q Clear(g_c), s 5.5 0.0 8.8 0.8 0.0 7.6 0.5 0.0 12.4 5.8 0.0 6.1 Prop In Lane 1.00 0.06 1.00 0.77 1.00 0.16 1.00 0.19 Lane Grp Cap(c), veh/h 395 0 518 280 0 232 486 0 597 402 0 757 V/C Ratio(X)0.45 0.00 0.51 0.07 0.00 0.59 0.03 0.00 0.61 0.49 0.00 0.30 Avail Cap(c_a), veh/h 611 0 1098 503 0 639 735 0 955 576 0 1056 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 19.2 0.0 21.9 23.3 0.0 26.8 15.9 0.0 20.4 13.7 0.0 13.6 Incr Delay (d2), s/veh 0.8 0.0 1.6 0.1 0.0 5.0 0.0 0.0 4.6 0.9 0.0 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 5.0 0.0 8.2 0.6 0.0 5.1 0.4 0.0 11.1 4.4 0.0 5.7 LnGrp Delay(d),s/veh 20.1 0.0 23.6 23.4 0.0 31.8 15.9 0.0 25.0 14.6 0.0 14.6 LnGrp LOS C C C C B C B B Approach Vol, veh/h 442 158 379 421 Approach Delay, s/veh 22.1 30.7 24.6 14.6 Approach LOS C C C B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 11.5 30.4 4.5 26.8 4.3 37.5 11.1 20.2 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green Setting (Gmax), s 16.5 39.0 11.5 44.0 11.5 44.0 16.5 39.0 Max Q Clear Time (g_c+I1), s 7.8 14.4 2.8 10.8 2.5 8.1 7.5 9.6 Green Ext Time (p_c), s 0.3 10.0 0.0 4.7 0.0 11.9 0.3 4.6 Intersection Summary HCM 2010 Ctrl Delay 21.5 HCM 2010 LOS C 65 HCM 2010 Signalized Intersection Summary 400: Steiner Road & IL Route 126 08/15/2018 Existing (2018) Traffic Volumes 7:00 am 07/30/2018 AM Peak Hour Synchro 9 Report JAB Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 70 490 85 90 290 1 180 200 260 1 40 20 Future Volume (veh/h) 70 490 85 90 290 1 180 200 260 1 40 20 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1817 1900 1827 1697 1900 1827 1961 1863 1863 1786 1727 Adj Flow Rate, veh/h 74 516 89 95 305 1 189 211 274 1 42 21 Adj No. of Lanes 1 1 0 1 1 0 1 1 1 1 1 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 5 5 4 12 12 4 2 2 2 12 10 Cap, veh/h 585 760 131 362 865 3 392 427 345 194 204 168 Arrive On Green 0.04 0.50 0.50 0.05 0.51 0.51 0.10 0.22 0.22 0.00 0.11 0.11 Sat Flow, veh/h 1774 1511 261 1740 1690 6 1740 1961 1583 1774 1786 1468 Grp Volume(v), veh/h 74 0 605 95 0 306 189 211 274 1 42 21 Grp Sat Flow(s),veh/h/ln1774 0 1771 1740 0 1696 1740 1961 1583 1774 1786 1468 Q Serve(g_s), s 1.6 0.0 21.0 2.1 0.0 8.8 7.5 7.7 13.3 0.0 1.7 1.0 Cycle Q Clear(g_c), s 1.6 0.0 21.0 2.1 0.0 8.8 7.5 7.7 13.3 0.0 1.7 1.0 Prop In Lane 1.00 0.15 1.00 0.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 585 0 891 362 0 868 392 427 345 194 204 168 V/C Ratio(X)0.13 0.00 0.68 0.26 0.00 0.35 0.48 0.49 0.79 0.01 0.21 0.13 Avail Cap(c_a), veh/h 662 0 1174 422 0 1124 392 530 428 377 482 397 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 9.4 0.0 15.3 11.9 0.0 11.9 26.3 27.9 30.1 31.9 32.7 32.4 Incr Delay (d2), s/veh 0.1 0.0 4.2 0.4 0.0 1.1 0.9 1.9 11.1 0.0 1.1 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln1.4 0.0 16.6 1.8 0.0 7.8 6.6 7.8 11.2 0.0 1.6 0.8 LnGrp Delay(d),s/veh 9.5 0.0 19.4 12.3 0.0 13.0 27.2 29.8 41.2 31.9 33.8 33.1 LnGrp LOS A B B B C C D C C C Approach Vol, veh/h 679 401 674 64 Approach Delay, s/veh 18.4 12.8 33.7 33.5 Approach LOS B B C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s3.6 23.7 7.2 47.0 12.0 15.3 6.5 47.7 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green Setting (Gmax), s8.5 22.0 6.5 54.0 8.5 22.0 6.5 54.0 Max Q Clear Time (g_c+I1), s2.0 15.3 4.1 23.0 9.5 3.7 3.6 10.8 Green Ext Time (p_c), s 0.0 2.4 0.0 18.0 0.0 4.5 0.0 21.8 Intersection Summary HCM 2010 Ctrl Delay 23.4 HCM 2010 LOS C 66 HCM 2010 Signalized Intersection Summary 500: Ridge Road & IL Route 126 08/15/2018 Existing (2018) Traffic Volumes 7:00 am 07/30/2018 AM Peak Hour Synchro 9 Report JAB Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 25 275 15 60 155 275 10 410 130 240 200 20 Future Volume (veh/h) 25 275 15 60 155 275 10 410 130 240 200 20 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1827 1869 1570 1570 1835 1863 1624 1961 1696 1845 1802 1652 Adj Flow Rate, veh/h 26 289 16 63 163 289 11 432 137 253 211 21 Adj No. of Lanes 1 1 1 1 1 1 1 1 1 1 1 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %4 7 21 21 9 2 17 2 12 3 11 15 Cap, veh/h 344 538 395 294 574 681 417 618 514 397 764 619 Arrive On Green 0.02 0.29 0.29 0.04 0.31 0.31 0.01 0.31 0.31 0.12 0.42 0.42 Sat Flow, veh/h 1740 1869 1335 1495 1835 1583 1547 1961 1442 1757 1802 1404 Grp Volume(v), veh/h 26 289 16 63 163 289 11 432 137 253 211 21 Grp Sat Flow(s),veh/h/ln1740 1869 1335 1495 1835 1583 1547 1961 1442 1757 1802 1404 Q Serve(g_s), s 0.8 10.4 0.7 2.3 5.3 10.1 0.4 15.4 5.4 7.3 6.1 0.7 Cycle Q Clear(g_c), s 0.8 10.4 0.7 2.3 5.3 10.1 0.4 15.4 5.4 7.3 6.1 0.7 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 344 538 395 294 574 681 417 618 514 397 764 619 V/C Ratio(X)0.08 0.54 0.04 0.21 0.28 0.42 0.03 0.70 0.27 0.64 0.28 0.03 Avail Cap(c_a), veh/h 480 798 581 411 830 902 570 911 730 423 883 711 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh19.6 23.9 20.0 19.2 20.6 15.8 18.4 24.0 18.2 16.4 15.0 12.6 Incr Delay (d2), s/veh 0.1 3.8 0.2 0.4 1.2 1.9 0.0 3.1 0.6 2.9 0.4 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln0.7 9.8 0.5 1.8 5.2 8.3 0.3 13.7 4.0 6.8 5.5 0.5 LnGrp Delay(d),s/veh 19.7 27.7 20.2 19.5 21.9 17.8 18.4 27.0 18.8 19.3 15.4 12.7 LnGrp LOS B C C B C B B C B B B B Approach Vol, veh/h 331 515 580 485 Approach Delay, s/veh 26.7 19.3 24.9 17.3 Approach LOS C B C B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s6.8 28.9 4.1 39.7 4.8 30.9 12.8 31.1 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green Setting (Gmax), s9.5 34.0 8.5 39.0 7.5 36.0 10.5 37.0 Max Q Clear Time (g_c+I1), s4.3 12.4 2.4 8.1 2.8 12.1 9.3 17.4 Green Ext Time (p_c), s 0.0 10.5 0.0 9.3 0.0 11.2 0.1 7.7 Intersection Summary HCM 2010 Ctrl Delay 21.8 HCM 2010 LOS C 67 HCM 2010 TWSC 600: Ridge Road & Johnson Road 08/15/2018 Existing (2018) Traffic Volumes 7:00 am 07/30/2018 AM Peak Hour Synchro 9 Report JAB Page 6 Intersection Int Delay, s/veh 0.1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 1 5 1 710 455 2 Future Vol, veh/h 1 5 1 710 455 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, %100 67 2 2 7 2 Mvmt Flow 1 5 1 747 479 2 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1229 480 481 0 -0 Stage 1 480 ----- Stage 2 749 ----- Critical Hdwy 7.4 6.87 4.12 --- Critical Hdwy Stg 1 6.4 ----- Critical Hdwy Stg 2 6.4 ----- Follow-up Hdwy 4.4 3.903 2.218 --- Pot Cap-1 Maneuver 126 473 1082 --- Stage 1 461 ----- Stage 2 330 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 126 473 1082 --- Mov Cap-2 Maneuver 126 ----- Stage 1 461 ----- Stage 2 329 ----- Approach EB NB SB HCM Control Delay, s 16.3 0 0 HCM LOS C Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1082 - 324 -- HCM Lane V/C Ratio 0.001 - 0.019 -- HCM Control Delay (s)8.3 0 16.3 -- HCM Lane LOS A A C -- HCM 95th %tile Q(veh)0 - 0.1 -- 68 HCM 2010 AWSC 100: Steiner Road & 143rd Street 08/15/2018 Existing (2018) Traffic Volumes 4:45 pm 07/30/2018 PM Peak Hour Synchro 9 Report JAB Page 1 Intersection Intersection Delay, s/veh 11.7 Intersection LOS B Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 1 10 10 305 5 1 5 1 170 1 5 1 Future Vol, veh/h 1 10 10 305 5 1 5 1 170 1 5 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, %2 45 9 2 100 2 25 2 2 2 2 2 Mvmt Flow 1 11 11 321 5 1 5 1 179 1 5 1 Number of Lanes 0 1 0 1 1 0 1 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 2 1 1 2 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 2 1 2 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 2 1 2 1 HCM Control Delay 8.4 13.5 9.1 8.8 HCM LOS A B A A Lane NBLn1 NBLn2 EBLn1 WBLn1 WBLn2 SBLn1 Vol Left, %100%0%5% 100%0%14% Vol Thru, %0%1%48%0%83%71% Vol Right, %0%99%48%0%17%14% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 5 171 21 305 6 7 LT Vol 5 0 1 305 0 1 Through Vol 0 1 10 0 5 5 RT Vol 0 170 10 0 1 1 Lane Flow Rate 5 180 22 321 6 7 Geometry Grp 7 7 6 7 7 6 Degree of Util (X)0.009 0.242 0.032 0.493 0.012 0.012 Departure Headway (Hd)6.437 4.839 5.18 5.523 6.576 5.724 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 557 742 688 652 544 623 Service Time 4.168 2.57 3.238 3.266 4.319 3.777 HCM Lane V/C Ratio 0.009 0.243 0.032 0.492 0.011 0.011 HCM Control Delay 9.2 9.1 8.4 13.6 9.4 8.8 HCM Lane LOS A A A B A A HCM 95th-tile Q 0 0.9 0.1 2.7 0 0 69 HCM 2010 TWSC 200: Meadow Lane & 143rd Street 08/15/2018 Existing (2018) Traffic Volumes 4:45 pm 07/30/2018 PM Peak Hour Synchro 9 Report JAB Page 2 Intersection Int Delay, s/veh 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 20 155 5 185 295 30 5 15 130 30 30 10 Future Vol, veh/h 20 155 5 185 295 30 5 15 130 30 30 10 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 105 -- 105 ----- 145 -- Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 3 2 2 2 3 2 2 2 7 2 2 Mvmt Flow 21 163 5 195 311 32 5 16 137 32 32 11 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 342 0 0 168 0 0 945 940 166 1000 927 326 Stage 1 ------ 208 208 - 716 716 - Stage 2 ------ 737 732 - 284 211 - Critical Hdwy 4.12 -- 4.12 -- 7.12 6.52 6.22 7.17 6.52 6.22 Critical Hdwy Stg 1 ------ 6.12 5.52 - 6.17 5.52 - Critical Hdwy Stg 2 ------ 6.12 5.52 - 6.17 5.52 - Follow-up Hdwy 2.218 -- 2.218 -- 3.518 4.018 3.318 3.563 4.018 3.318 Pot Cap-1 Maneuver 1217 -- 1410 -- 242 264 878 217 268 715 Stage 1 ------ 794 730 - 413 434 - Stage 2 ------ 410 427 - 712 728 - Platoon blocked, %---- Mov Cap-1 Maneuver 1217 -- 1410 -- 189 224 878 153 227 715 Mov Cap-2 Maneuver ------ 189 224 - 153 227 - Stage 1 ------ 780 717 - 406 374 - Stage 2 ------ 319 368 - 578 715 - Approach EB WB NB SB HCM Control Delay, s 0.9 2.9 12.8 26.5 HCM LOS B D Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1SBLn2 Capacity (veh/h)621 1217 -- 1410 -- 153 274 HCM Lane V/C Ratio 0.254 0.017 -- 0.138 -- 0.206 0.154 HCM Control Delay (s)12.8 8 --8 -- 34.5 20.5 HCM Lane LOS B A --A --D C HCM 95th %tile Q(veh)1 0.1 -- 0.5 -- 0.7 0.5 70 HCM 2010 Signalized Intersection Summary 300: Wallin Drive/Lincoln Highway & 143rd Street 08/15/2018 Existing (2018) Traffic Volumes 4:45 pm 07/30/2018 PM Peak Hour Synchro 9 Report JAB Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)120 170 25 55 280 165 45 240 30 165 350 185 Future Volume (veh/h)120 170 25 55 280 165 45 240 30 165 350 185 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1827 1900 1863 1779 1900 1863 1863 1900 1667 1863 1900 Adj Flow Rate, veh/h 126 179 26 58 295 174 47 253 32 174 368 195 Adj No. of Lanes 1 1 0 1 1 0 1 1 0 1 1 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 4 4 2 2 2 2 2 2 14 2 2 Cap, veh/h 253 574 83 462 355 210 206 551 70 407 451 239 Arrive On Green 0.06 0.37 0.37 0.03 0.34 0.34 0.03 0.34 0.34 0.08 0.39 0.39 Sat Flow, veh/h 1774 1560 227 1774 1050 619 1774 1621 205 1587 1147 608 Grp Volume(v), veh/h 126 0 205 58 0 469 47 0 285 174 0 563 Grp Sat Flow(s),veh/h/ln 1774 0 1787 1774 0 1669 1774 0 1827 1587 0 1755 Q Serve(g_s), s 4.7 0.0 8.7 2.3 0.0 27.5 1.8 0.0 13.0 7.3 0.0 30.5 Cycle Q Clear(g_c), s 4.7 0.0 8.7 2.3 0.0 27.5 1.8 0.0 13.0 7.3 0.0 30.5 Prop In Lane 1.00 0.13 1.00 0.37 1.00 0.11 1.00 0.35 Lane Grp Cap(c), veh/h 253 0 658 462 0 565 206 0 621 407 0 690 V/C Ratio(X)0.50 0.00 0.31 0.13 0.00 0.83 0.23 0.00 0.46 0.43 0.00 0.82 Avail Cap(c_a), veh/h 317 0 773 578 0 722 299 0 790 407 0 760 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 24.1 0.0 24.0 21.8 0.0 32.3 24.9 0.0 27.4 20.1 0.0 28.8 Incr Delay (d2), s/veh 1.5 0.0 0.6 0.1 0.0 8.7 0.6 0.0 2.4 0.7 0.0 10.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 4.4 0.0 7.8 2.0 0.0 20.1 1.7 0.0 11.2 5.9 0.0 23.4 LnGrp Delay(d),s/veh 25.6 0.0 24.5 22.0 0.0 41.0 25.5 0.0 29.9 20.8 0.0 39.2 LnGrp LOS C C C D C C C D Approach Vol, veh/h 331 527 332 737 Approach Delay, s/veh 25.0 38.9 29.2 34.8 Approach LOS C D C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 12.0 42.1 7.0 45.1 6.4 47.8 10.2 42.0 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green Setting (Gmax), s 8.5 46.0 10.5 46.0 8.5 46.0 10.5 46.0 Max Q Clear Time (g_c+I1), s 9.3 15.0 4.3 10.7 3.8 32.5 6.7 29.5 Green Ext Time (p_c), s 0.0 17.0 0.0 9.1 0.0 9.3 0.1 6.5 Intersection Summary HCM 2010 Ctrl Delay 33.3 HCM 2010 LOS C 71 HCM 2010 Signalized Intersection Summary 400: Steiner Road & IL Route 126 08/15/2018 Existing (2018) Traffic Volumes 4:45 pm 07/30/2018 PM Peak Hour Synchro 9 Report JAB Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 55 470 140 245 465 5 140 115 170 5 215 100 Future Volume (veh/h) 55 470 140 245 465 5 140 115 170 5 215 100 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1849 1900 1863 1863 1900 1863 1961 1863 1667 1961 1863 Adj Flow Rate, veh/h 58 495 147 258 489 5 147 121 179 5 226 105 Adj No. of Lanes 1 1 0 1 1 0 1 1 1 1 1 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 3 3 2 2 2 2 2 2 14 2 2 Cap, veh/h 468 662 196 386 1005 10 251 450 364 240 330 267 Arrive On Green 0.03 0.48 0.48 0.09 0.55 0.55 0.07 0.23 0.23 0.00 0.17 0.17 Sat Flow, veh/h 1774 1370 407 1774 1841 19 1774 1961 1583 1587 1961 1583 Grp Volume(v), veh/h 58 0 642 258 0 494 147 121 179 5 226 105 Grp Sat Flow(s),veh/h/ln1774 0 1777 1774 0 1859 1774 1961 1583 1587 1961 1583 Q Serve(g_s), s 1.6 0.0 29.2 6.9 0.0 16.4 6.5 5.1 9.8 0.3 10.8 5.9 Cycle Q Clear(g_c), s 1.6 0.0 29.2 6.9 0.0 16.4 6.5 5.1 9.8 0.3 10.8 5.9 Prop In Lane 1.00 0.23 1.00 0.01 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 468 0 858 386 0 1015 251 450 364 240 330 267 V/C Ratio(X)0.12 0.00 0.75 0.67 0.00 0.49 0.59 0.27 0.49 0.02 0.68 0.39 Avail Cap(c_a), veh/h 709 0 962 515 0 1015 251 472 381 338 472 381 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh12.8 0.0 20.9 16.8 0.0 14.0 31.6 31.5 33.3 34.3 39.0 36.9 Incr Delay (d2), s/veh 0.1 0.0 5.9 2.0 0.0 1.7 3.5 0.7 2.2 0.0 5.3 2.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln1.4 0.0 22.2 6.3 0.0 13.7 1.7 5.1 8.0 0.2 10.4 4.9 LnGrp Delay(d),s/veh 12.9 0.0 26.8 18.8 0.0 15.7 35.1 32.2 35.5 34.3 44.2 38.9 LnGrp LOS B C B B D C D C D D Approach Vol, veh/h 700 752 447 336 Approach Delay, s/veh 25.7 16.7 34.5 42.4 Approach LOS C B C D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s3.9 28.9 12.8 54.1 10.0 22.8 6.5 60.4 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green Setting (Gmax), s6.5 24.0 16.5 54.0 6.5 24.0 16.5 54.0 Max Q Clear Time (g_c+I1), s2.3 11.8 8.9 31.2 8.5 12.8 3.6 18.4 Green Ext Time (p_c), s 0.0 4.2 0.4 17.0 0.0 4.0 0.1 24.4 Intersection Summary HCM 2010 Ctrl Delay 26.9 HCM 2010 LOS C 72 HCM 2010 Signalized Intersection Summary 500: Ridge Road & IL Route 126 08/15/2018 Existing (2018) Traffic Volumes 4:45 pm 07/30/2018 PM Peak Hour Synchro 9 Report JAB Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 20 255 30 125 340 240 30 295 75 335 400 35 Future Volume (veh/h) 20 255 30 125 340 240 30 295 75 335 400 35 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1810 1942 1863 1810 1961 1863 1776 1961 1827 1863 1942 1845 Adj Flow Rate, veh/h 21 268 32 132 358 253 32 311 79 353 421 37 Adj No. of Lanes 1 1 1 1 1 1 1 1 1 1 1 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %5 3 2 5 2 2 7 2 4 2 3 3 Cap, veh/h 260 551 481 384 672 787 330 533 535 489 789 659 Arrive On Green 0.01 0.28 0.28 0.07 0.34 0.34 0.02 0.27 0.27 0.15 0.41 0.41 Sat Flow, veh/h 1723 1942 1583 1723 1961 1583 1691 1961 1553 1774 1942 1568 Grp Volume(v), veh/h 21 268 32 132 358 253 32 311 79 353 421 37 Grp Sat Flow(s),veh/h/ln1723 1942 1583 1723 1961 1583 1691 1961 1553 1774 1942 1568 Q Serve(g_s), s 0.8 10.0 1.3 4.5 12.8 8.4 1.2 12.0 3.1 12.0 14.4 1.2 Cycle Q Clear(g_c), s 0.8 10.0 1.3 4.5 12.8 8.4 1.2 12.0 3.1 12.0 14.4 1.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 260 551 481 384 672 787 330 533 535 489 789 659 V/C Ratio(X)0.08 0.49 0.07 0.34 0.53 0.32 0.10 0.58 0.15 0.72 0.53 0.06 Avail Cap(c_a), veh/h 364 755 647 486 875 951 500 942 859 489 999 828 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh22.2 26.0 21.6 19.2 23.1 13.2 22.4 27.6 19.8 18.3 19.7 15.1 Incr Delay (d2), s/veh 0.1 3.1 0.3 0.5 3.0 1.1 0.1 2.2 0.3 5.1 1.2 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln0.7 9.8 1.1 3.9 12.0 7.0 1.0 11.1 2.5 10.7 12.6 1.0 LnGrp Delay(d),s/veh 22.3 29.1 21.9 19.7 26.1 14.2 22.5 29.7 20.1 23.5 20.9 15.1 LnGrp LOS C C C B C B C C C C C B Approach Vol, veh/h 321 743 422 811 Approach Delay, s/veh 27.9 20.9 27.4 21.7 Approach LOS C C C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s9.9 30.8 5.2 41.5 4.7 36.0 17.0 29.8 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green Setting (Gmax), s11.5 34.0 10.5 45.0 6.5 39.0 13.5 42.0 Max Q Clear Time (g_c+I1), s6.5 12.0 3.2 16.4 2.8 14.8 14.0 14.0 Green Ext Time (p_c), s 0.1 12.8 0.0 9.9 0.0 13.6 0.0 9.8 Intersection Summary HCM 2010 Ctrl Delay 23.4 HCM 2010 LOS C 73 HCM 2010 TWSC 600: Ridge Road & Johnson Road 08/15/2018 Existing (2018) Traffic Volumes 4:45 pm 07/30/2018 PM Peak Hour Synchro 9 Report JAB Page 6 Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 5 1 5 550 770 5 Future Vol, veh/h 5 1 5 550 770 5 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, %2 2 20 2 2 2 Mvmt Flow 5 1 5 579 811 5 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1402 813 816 0 -0 Stage 1 813 ----- Stage 2 589 ----- Critical Hdwy 6.42 6.22 4.3 --- Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 2.38 --- Pot Cap-1 Maneuver 154 378 738 --- Stage 1 436 ----- Stage 2 554 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 152 378 738 --- Mov Cap-2 Maneuver 152 ----- Stage 1 436 ----- Stage 2 548 ----- Approach EB NB SB HCM Control Delay, s 27.1 0.1 0 HCM LOS D Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)738 - 169 -- HCM Lane V/C Ratio 0.007 - 0.037 -- HCM Control Delay (s)9.9 0 27.1 -- HCM Lane LOS A A D -- HCM 95th %tile Q(veh)0 - 0.1 -- 74 Industrial Development – Plainfield, Illinois August 2018 FUTURE (YEAR 2024) BUILD CAPACITY REPORTS Weekday Morning Peak Hour Weekday Evening Peak Hour 75 HCM 2010 TWSC 100: Steiner Road & 143rd Street 08/28/2018 Build (2024) Traffic Volumes 7:00 am 07/30/2018 AM Peak Hour Synchro 9 Report JAB Page 1 Intersection Int Delay, s/veh 7.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 1 35 1 65 80 1 30 1 315 1 1 1 Future Vol, veh/h 1 35 1 65 80 1 30 1 315 1 1 1 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 215 -- 215 -- 190 ----- Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 59 2 9 22 2 2 2 2 2 2 2 Mvmt Flow 1 37 1 68 84 1 32 1 332 1 1 1 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 85 0 0 38 0 0 262 261 37 428 262 85 Stage 1 ------ 39 39 - 222 222 - Stage 2 ------ 223 222 - 206 40 - Critical Hdwy 4.12 -- 4.19 -- 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------ 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------ 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 -- 2.281 -- 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1512 -- 1528 -- 691 644 1035 537 643 974 Stage 1 ------ 976 862 - 780 720 - Stage 2 ------ 780 720 - 796 862 - Platoon blocked, %---- Mov Cap-1 Maneuver 1512 -- 1528 -- 666 615 1035 352 614 974 Mov Cap-2 Maneuver ------ 666 615 - 352 614 - Stage 1 ------ 975 861 - 779 688 - Stage 2 ------ 743 688 - 540 861 - Approach EB WB NB SB HCM Control Delay, s 0.2 3.3 10.2 11.6 HCM LOS B B Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)666 1033 1512 -- 1528 -- 546 HCM Lane V/C Ratio 0.047 0.322 0.001 -- 0.045 -- 0.006 HCM Control Delay (s)10.7 10.1 7.4 -- 7.5 -- 11.6 HCM Lane LOS B B A --A --B HCM 95th %tile Q(veh)0.1 1.4 0 -- 0.1 --0 76 HCM 2010 TWSC 120: 143rd Street & Access B 08/28/2018 Build (2024) Traffic Volumes 7:00 am 07/30/2018 AM Peak Hour Synchro 9 Report JAB Page 2 Intersection Int Delay, s/veh 1.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 30 30 15 65 5 1 Future Vol, veh/h 30 30 15 65 5 1 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 215 ---0 0 Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, %2 100 2 2 2 2 Mvmt Flow 32 32 16 68 5 1 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 84 0 -0 145 50 Stage 1 ---- 50 - Stage 2 ---- 95 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1513 --- 847 1018 Stage 1 ---- 972 - Stage 2 ---- 929 - Platoon blocked, %--- Mov Cap-1 Maneuver 1513 --- 829 1018 Mov Cap-2 Maneuver ---- 804 - Stage 1 ---- 972 - Stage 2 ---- 909 - Approach EB WB SB HCM Control Delay, s 3.7 0 9.3 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1SBLn2 Capacity (veh/h)1513 --- 804 1018 HCM Lane V/C Ratio 0.021 --- 0.007 0.001 HCM Control Delay (s)7.4 --- 9.5 8.5 HCM Lane LOS A ---A A HCM 95th %tile Q(veh)0.1 ---0 0 77 HCM 2010 TWSC 125: 143rd Street & Access C 08/28/2018 Build (2024) Traffic Volumes 7:00 am 07/30/2018 AM Peak Hour Synchro 9 Report JAB Page 3 Intersection Int Delay, s/veh 2.2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 25 60 1 15 1 5 Future Vol, veh/h 25 60 1 15 1 5 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 125 ---0 0 Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, %2 50 2 2 2 2 Mvmt Flow 26 63 1 16 1 5 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 17 0 -0 125 9 Stage 1 ----9 - Stage 2 ---- 116 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1600 --- 870 1073 Stage 1 ---- 1014 - Stage 2 ---- 909 - Platoon blocked, %--- Mov Cap-1 Maneuver 1600 --- 856 1073 Mov Cap-2 Maneuver ---- 809 - Stage 1 ---- 1014 - Stage 2 ---- 894 - Approach EB WB SB HCM Control Delay, s 2.1 0 8.6 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1SBLn2 Capacity (veh/h)1600 --- 809 1073 HCM Lane V/C Ratio 0.016 --- 0.001 0.005 HCM Control Delay (s)7.3 --- 9.5 8.4 HCM Lane LOS A ---A A HCM 95th %tile Q(veh)0.1 ---0 0 78 HCM 2010 TWSC 130: 143rd Street & Access D 08/28/2018 Build (2024) Traffic Volumes 7:00 am 07/30/2018 AM Peak Hour Synchro 9 Report JAB Page 4 Intersection Int Delay, s/veh 2.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 70 5 0 15 15 Future Vol, veh/h 0 70 5 0 15 15 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 0 Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, %2 21 2 2 100 100 Mvmt Flow 0 74 5 0 16 16 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 -0 79 5 Stage 1 ----5 - Stage 2 ---- 74 - Critical Hdwy ---- 7.4 7.2 Critical Hdwy Stg 1 ---- 6.4 - Critical Hdwy Stg 2 ---- 6.4 - Follow-up Hdwy ---- 4.4 4.2 Pot Cap-1 Maneuver 0 --0 730 851 Stage 1 0 --0 813 - Stage 2 0 --0 750 - Platoon blocked, %-- Mov Cap-1 Maneuver ---- 730 851 Mov Cap-2 Maneuver ---- 681 - Stage 1 ---- 813 - Stage 2 ---- 750 - Approach EB WB SB HCM Control Delay, s 0 0 9.9 HCM LOS A Minor Lane/Major Mvmt EBT WBT SBLn1SBLn2 Capacity (veh/h)-- 681 851 HCM Lane V/C Ratio -- 0.023 0.019 HCM Control Delay (s)-- 10.4 9.3 HCM Lane LOS --B A HCM 95th %tile Q(veh)-- 0.1 0.1 79 HCM 2010 Signalized Intersection Summary 200: Meadow Lane & 143rd Street 08/28/2018 Build (2024) Traffic Volumes 7:00 am 07/30/2018 AM Peak Hour Synchro 9 Report JAB Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)20 325 5 35 120 15 5 10 135 25 10 20 Future Volume (veh/h)20 325 5 35 120 15 5 10 135 25 10 20 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1792 1793 1900 1827 1609 1900 1976 1916 1976 1863 1655 1900 Adj Flow Rate, veh/h 21 342 5 37 126 16 5 11 142 26 11 21 Adj No. of Lanes 1 1 0 1 1 0 0 1 0 1 1 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %6 6 6 4 19 19 18 18 18 2 22 22 Cap, veh/h 651 746 11 505 606 77 93 26 262 439 90 172 Arrive On Green 0.02 0.42 0.42 0.03 0.43 0.43 0.18 0.18 0.18 0.18 0.18 0.18 Sat Flow, veh/h 1707 1763 26 1740 1400 178 21 146 1481 1229 510 974 Grp Volume(v), veh/h 21 0 347 37 0 142 158 0 0 26 0 32 Grp Sat Flow(s),veh/h/ln 1707 0 1789 1740 0 1577 1648 0 0 1229 0 1484 Q Serve(g_s), s 0.3 0.0 5.7 0.5 0.0 2.3 0.0 0.0 0.0 0.0 0.0 0.8 Cycle Q Clear(g_c), s 0.3 0.0 5.7 0.5 0.0 2.3 3.6 0.0 0.0 0.5 0.0 0.8 Prop In Lane 1.00 0.01 1.00 0.11 0.03 0.90 1.00 0.66 Lane Grp Cap(c), veh/h 651 0 757 505 0 683 382 0 0 439 0 263 V/C Ratio(X)0.03 0.00 0.46 0.07 0.00 0.21 0.41 0.00 0.00 0.06 0.00 0.12 Avail Cap(c_a), veh/h 851 0 1901 692 0 1677 1081 0 0 963 0 896 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 6.6 0.0 8.5 6.8 0.0 7.3 15.5 0.0 0.0 14.2 0.0 14.3 Incr Delay (d2), s/veh 0.0 0.0 2.0 0.1 0.0 0.7 1.5 0.0 0.0 0.1 0.0 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.2 0.0 5.8 0.4 0.0 2.0 3.2 0.0 0.0 0.5 0.0 0.6 LnGrp Delay(d),s/veh 6.7 0.0 10.5 6.9 0.0 8.0 17.0 0.0 0.0 14.3 0.0 14.8 LnGrp LOS A B A A B B B Approach Vol, veh/h 368 179 158 58 Approach Delay, s/veh 10.3 7.8 17.0 14.6 Approach LOS B A B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 3 4 6 7 8 Phs Duration (G+Y+Rc), s 13.3 4.5 23.5 13.3 4.1 23.9 Change Period (Y+Rc), s 6.0 3.5 6.0 6.0 3.5 6.0 Max Green Setting (Gmax), s 25.0 5.5 44.0 25.0 5.5 44.0 Max Q Clear Time (g_c+I1), s 5.6 2.5 7.7 2.8 2.3 4.3 Green Ext Time (p_c), s 2.2 0.0 9.8 2.3 0.0 10.1 Intersection Summary HCM 2010 Ctrl Delay 11.4 HCM 2010 LOS B 80 HCM 2010 Signalized Intersection Summary 300: Wallin Drive/Lincoln Highway & 143rd Street 08/28/2018 Build (2024) Traffic Volumes 7:00 am 07/30/2018 AM Peak Hour Synchro 9 Report JAB Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 185 280 20 20 90 100 15 335 65 205 195 65 Future Volume (veh/h) 185 280 20 20 90 100 15 335 65 205 195 65 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1766 1900 1638 1402 1900 1792 1842 1900 1570 1818 1900 Adj Flow Rate, veh/h 195 295 21 21 95 105 16 353 68 216 205 68 Adj No. of Lanes 1 1 0 1 1 0 1 1 0 1 1 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 8 8 16 24 24 6 2 2 21 4 4 Cap, veh/h 369 522 37 261 140 155 458 508 98 361 577 191 Arrive On Green 0.10 0.32 0.32 0.01 0.23 0.23 0.01 0.34 0.34 0.11 0.44 0.44 Sat Flow, veh/h 1774 1629 116 1560 609 673 1707 1502 289 1495 1308 434 Grp Volume(v), veh/h 195 0 316 21 0 200 16 0 421 216 0 273 Grp Sat Flow(s),veh/h/ln1774 0 1745 1560 0 1283 1707 0 1791 1495 0 1742 Q Serve(g_s), s 7.1 0.0 13.4 0.9 0.0 12.6 0.5 0.0 18.1 7.9 0.0 9.2 Cycle Q Clear(g_c), s 7.1 0.0 13.4 0.9 0.0 12.6 0.5 0.0 18.1 7.9 0.0 9.2 Prop In Lane 1.00 0.07 1.00 0.52 1.00 0.16 1.00 0.25 Lane Grp Cap(c), veh/h 369 0 559 261 0 294 458 0 606 361 0 769 V/C Ratio(X)0.53 0.00 0.57 0.08 0.00 0.68 0.03 0.00 0.69 0.60 0.00 0.36 Avail Cap(c_a), veh/h 513 0 864 441 0 563 660 0 786 468 0 862 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh22.1 0.0 25.1 26.0 0.0 31.3 19.0 0.0 25.4 17.4 0.0 16.4 Incr Delay (d2), s/veh 1.2 0.0 1.9 0.1 0.0 5.8 0.0 0.0 6.5 1.6 0.0 1.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln6.4 0.0 11.0 0.7 0.0 8.6 0.5 0.0 15.2 6.0 0.0 8.2 LnGrp Delay(d),s/veh 23.3 0.0 27.0 26.1 0.0 37.0 19.0 0.0 31.9 19.0 0.0 17.7 LnGrp LOS C C C D B C B B Approach Vol, veh/h 511 221 437 489 Approach Delay, s/veh 25.6 36.0 31.4 18.3 Approach LOS C D C B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s13.6 36.1 4.7 34.5 4.5 45.2 12.8 26.4 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green Setting (Gmax), s16.5 39.0 11.5 44.0 11.5 44.0 16.5 39.0 Max Q Clear Time (g_c+I1), s9.9 20.1 2.9 15.4 2.5 11.2 9.1 14.6 Green Ext Time (p_c), s 0.3 10.0 0.0 6.1 0.0 13.9 0.3 5.7 Intersection Summary HCM 2010 Ctrl Delay 26.4 HCM 2010 LOS C 81 HCM 2010 Signalized Intersection Summary 400: Steiner Road & IL Route 126 08/28/2018 Build (2024) Traffic Volumes 7:00 am 07/30/2018 AM Peak Hour Synchro 9 Report JAB Page 7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 90 550 95 100 325 1 180 255 260 1 45 20 Future Volume (veh/h) 90 550 95 100 325 1 180 255 260 1 45 20 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1817 1900 1827 1697 1900 1827 1961 1863 1863 1786 1727 Adj Flow Rate, veh/h 95 579 100 105 342 1 189 268 274 1 47 21 Adj No. of Lanes 1 1 0 1 1 0 1 1 1 1 1 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 5 5 4 12 12 4 2 2 2 12 10 Cap, veh/h 578 788 136 331 889 3 373 420 339 161 211 173 Arrive On Green 0.04 0.52 0.52 0.05 0.53 0.53 0.10 0.21 0.21 0.00 0.12 0.12 Sat Flow, veh/h 1774 1510 261 1740 1691 5 1740 1961 1583 1774 1786 1468 Grp Volume(v), veh/h 95 0 679 105 0 343 189 268 274 1 47 21 Grp Sat Flow(s),veh/h/ln1774 0 1771 1740 0 1696 1740 1961 1583 1774 1786 1468 Q Serve(g_s), s 2.2 0.0 26.1 2.4 0.0 10.6 8.2 10.9 14.5 0.0 2.1 1.1 Cycle Q Clear(g_c), s 2.2 0.0 26.1 2.4 0.0 10.6 8.2 10.9 14.5 0.0 2.1 1.1 Prop In Lane 1.00 0.15 1.00 0.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 578 0 924 331 0 892 373 420 339 161 211 173 V/C Ratio(X)0.16 0.00 0.73 0.32 0.00 0.38 0.51 0.64 0.81 0.01 0.22 0.12 Avail Cap(c_a), veh/h 632 0 1089 378 0 1042 373 491 396 331 447 368 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 9.4 0.0 16.3 13.2 0.0 12.4 28.8 31.4 32.8 34.1 35.1 34.7 Incr Delay (d2), s/veh 0.1 0.0 5.2 0.5 0.0 1.3 1.1 3.8 13.0 0.0 1.1 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln1.9 0.0 20.1 2.2 0.0 9.0 7.1 10.4 12.1 0.0 2.0 0.9 LnGrp Delay(d),s/veh 9.6 0.0 21.4 13.8 0.0 13.6 29.9 35.2 45.8 34.2 36.2 35.3 LnGrp LOS A C B B C D D C D D Approach Vol, veh/h 774 448 731 69 Approach Delay, s/veh 20.0 13.7 37.8 35.9 Approach LOS B B D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s3.6 24.8 7.6 51.9 12.0 16.4 7.3 52.2 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green Setting (Gmax), s8.5 22.0 6.5 54.0 8.5 22.0 6.5 54.0 Max Q Clear Time (g_c+I1), s2.0 16.5 4.4 28.1 10.2 4.1 4.2 12.6 Green Ext Time (p_c), s 0.0 2.3 0.0 17.7 0.0 5.1 0.0 24.5 Intersection Summary HCM 2010 Ctrl Delay 25.6 HCM 2010 LOS C 82 HCM 2010 Signalized Intersection Summary 500: Ridge Road & IL Route 126 08/28/2018 Build (2024) Traffic Volumes 7:00 am 07/30/2018 AM Peak Hour Synchro 9 Report JAB Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 45 315 15 65 165 295 10 490 145 275 240 25 Future Volume (veh/h) 45 315 15 65 165 295 10 490 145 275 240 25 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1845 1869 1570 1570 1835 1863 1624 1905 1696 1845 1709 1652 Adj Flow Rate, veh/h 47 332 16 68 174 311 11 516 153 289 253 26 Adj No. of Lanes 1 1 1 1 1 1 1 1 1 1 1 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %3 7 21 21 9 2 17 5 12 3 17 15 Cap, veh/h 339 541 397 264 561 668 416 646 553 355 765 668 Arrive On Green 0.03 0.29 0.29 0.04 0.31 0.31 0.01 0.34 0.34 0.12 0.45 0.45 Sat Flow, veh/h 1757 1869 1335 1495 1835 1583 1547 1905 1442 1757 1709 1404 Grp Volume(v), veh/h 47 332 16 68 174 311 11 516 153 289 253 26 Grp Sat Flow(s),veh/h/ln1757 1869 1335 1495 1835 1583 1547 1905 1442 1757 1709 1404 Q Serve(g_s), s 1.7 13.9 0.8 2.9 6.6 12.8 0.4 22.2 6.6 9.3 8.7 0.9 Cycle Q Clear(g_c), s 1.7 13.9 0.8 2.9 6.6 12.8 0.4 22.2 6.6 9.3 8.7 0.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 339 541 397 264 561 668 416 646 553 355 765 668 V/C Ratio(X)0.14 0.61 0.04 0.26 0.31 0.47 0.03 0.80 0.28 0.81 0.33 0.04 Avail Cap(c_a), veh/h 435 704 513 355 731 815 549 780 655 355 765 668 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh21.7 27.7 22.5 22.1 24.1 18.8 19.4 27.0 19.2 19.6 16.2 12.6 Incr Delay (d2), s/veh 0.2 5.1 0.2 0.5 1.4 2.3 0.0 6.5 0.6 13.5 0.5 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln1.5 12.5 0.5 2.2 6.4 10.0 0.3 18.6 4.9 9.7 7.5 0.6 LnGrp Delay(d),s/veh 21.9 32.8 22.7 22.6 25.5 21.1 19.4 33.6 19.8 33.1 16.7 12.7 LnGrp LOS C C C C C C B C B C B B Approach Vol, veh/h 395 553 680 568 Approach Delay, s/veh 31.1 22.7 30.2 24.9 Approach LOS C C C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s7.5 32.2 4.2 46.4 6.1 33.6 14.0 36.6 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green Setting (Gmax), s9.5 34.0 8.5 39.0 7.5 36.0 10.5 37.0 Max Q Clear Time (g_c+I1), s4.9 15.9 2.4 10.7 3.7 14.8 11.3 24.2 Green Ext Time (p_c), s 0.0 10.3 0.0 11.2 0.0 11.5 0.0 6.5 Intersection Summary HCM 2010 Ctrl Delay 27.1 HCM 2010 LOS C 83 HCM 2010 TWSC 600: Ridge Road & Johnson Road/143rd Street 08/28/2018 Build (2024) Traffic Volumes 7:00 am 07/30/2018 AM Peak Hour Synchro 9 Report JAB Page 9 Intersection Int Delay, s/veh 1.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 1 1 5 15 1 5 1 785 45 25 520 1 Future Vol, veh/h 1 1 5 15 1 5 1 785 45 25 520 1 Conflicting Peds, #/hr 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 --- 215 -- 265 - 265 265 -- Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %100 2 67 100 2 2 2 2 33 2 7 2 Mvmt Flow 1 1 5 16 1 5 1 826 47 26 547 1 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1433 1429 548 1432 1429 826 548 0 0 826 0 0 Stage 1 601 601 - 828 828 ------- Stage 2 832 828 - 604 601 ------- Critical Hdwy 8.1 6.52 6.87 8.1 6.52 6.22 4.12 -- 4.12 -- Critical Hdwy Stg 1 7.1 5.52 - 7.1 5.52 ------- Critical Hdwy Stg 2 7.1 5.52 - 7.1 5.52 ------- Follow-up Hdwy 4.4 4.018 3.903 4.4 4.018 3.318 2.218 -- 2.218 -- Pot Cap-1 Maneuver 69 135 430 69 135 372 1021 -- 805 -- Stage 1 353 489 - 254 386 ------- Stage 2 253 386 - 352 489 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 66 131 430 66 131 372 1021 -- 805 -- Mov Cap-2 Maneuver 66 131 - 66 131 ------- Stage 1 353 473 - 254 386 ------- Stage 2 248 386 - 336 473 ------- Approach EB WB NB SB HCM Control Delay, s 23.4 59.3 0 0.4 HCM LOS C F Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1021 -- 203 66 285 805 -- HCM Lane V/C Ratio 0.001 -- 0.036 0.239 0.022 0.033 -- HCM Control Delay (s)8.5 -- 23.4 75.9 17.9 9.6 -- HCM Lane LOS A --C F C A -- HCM 95th %tile Q(veh)0 -- 0.1 0.8 0.1 0.1 -- 84 HCM 2010 TWSC 100: Steiner Road & 143rd Street 08/28/2018 Build (2024) Traffic Volumes 4:45 pm 07/30/2018 PM Peak Hour Synchro 9 Report JAB Page 1 Intersection Int Delay, s/veh 7.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 1 55 20 350 50 1 15 1 195 1 5 1 Future Vol, veh/h 1 55 20 350 50 1 15 1 195 1 5 1 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 215 -- 215 -- 190 ----- Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 35 5 2 40 2 8 2 2 2 2 2 Mvmt Flow 1 58 21 368 53 1 16 1 205 1 5 1 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 54 0 0 79 0 0 864 862 68 964 871 53 Stage 1 ------ 71 71 - 790 790 - Stage 2 ------ 793 791 - 174 81 - Critical Hdwy 4.12 -- 4.12 -- 7.18 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------ 6.18 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------ 6.18 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 -- 2.218 -- 3.572 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1551 -- 1519 -- 268 293 995 235 289 1014 Stage 1 ------ 924 836 - 383 402 - Stage 2 ------ 373 401 - 828 828 - Platoon blocked, %---- Mov Cap-1 Maneuver 1551 -- 1519 -- 214 222 995 151 219 1014 Mov Cap-2 Maneuver ------ 214 222 - 151 219 - Stage 1 ------ 923 835 - 383 305 - Stage 2 ------ 277 304 - 656 827 - Approach EB WB NB SB HCM Control Delay, s 0.1 7.1 10.7 21.2 HCM LOS B C Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)214 978 1551 -- 1519 -- 230 HCM Lane V/C Ratio 0.074 0.211 0.001 -- 0.243 -- 0.032 HCM Control Delay (s)23.2 9.7 7.3 -- 8.1 -- 21.2 HCM Lane LOS C A A --A --C HCM 95th %tile Q(veh)0.2 0.8 0 --1 -- 0.1 85 HCM 2010 TWSC 120: 143rd Street & Access B 08/28/2018 Build (2024) Traffic Volumes 4:45 pm 07/30/2018 PM Peak Hour Synchro 9 Report JAB Page 2 Intersection Int Delay, s/veh 3.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 10 40 10 30 30 10 Future Vol, veh/h 10 40 10 30 30 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 215 ---0 0 Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, %2 75 2 2 2 2 Mvmt Flow 11 42 11 32 32 11 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 42 0 -0 89 26 Stage 1 ---- 26 - Stage 2 ---- 63 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1567 --- 912 1050 Stage 1 ---- 997 - Stage 2 ---- 960 - Platoon blocked, %--- Mov Cap-1 Maneuver 1567 --- 906 1050 Mov Cap-2 Maneuver ---- 855 - Stage 1 ---- 997 - Stage 2 ---- 953 - Approach EB WB SB HCM Control Delay, s 1.5 0 9.2 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1SBLn2 Capacity (veh/h)1567 --- 855 1050 HCM Lane V/C Ratio 0.007 --- 0.037 0.01 HCM Control Delay (s)7.3 --- 9.4 8.5 HCM Lane LOS A ---A A HCM 95th %tile Q(veh)0 --- 0.1 0 86 HCM 2010 TWSC 125: 143rd Street & Access C 08/28/2018 Build (2024) Traffic Volumes 4:45 pm 07/30/2018 PM Peak Hour Synchro 9 Report JAB Page 3 Intersection Int Delay, s/veh 2.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 10 40 10 10 10 10 Future Vol, veh/h 10 40 10 10 10 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 125 ---0 0 Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, %2 75 2 2 2 2 Mvmt Flow 11 42 11 11 11 11 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 21 0 -0 79 16 Stage 1 ---- 16 - Stage 2 ---- 63 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1595 --- 924 1063 Stage 1 ---- 1007 - Stage 2 ---- 960 - Platoon blocked, %--- Mov Cap-1 Maneuver 1595 --- 918 1063 Mov Cap-2 Maneuver ---- 861 - Stage 1 ---- 1007 - Stage 2 ---- 953 - Approach EB WB SB HCM Control Delay, s 1.5 0 8.8 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1SBLn2 Capacity (veh/h)1595 --- 861 1063 HCM Lane V/C Ratio 0.007 --- 0.012 0.01 HCM Control Delay (s)7.3 --- 9.2 8.4 HCM Lane LOS A ---A A HCM 95th %tile Q(veh)0 ---0 0 87 HCM 2010 TWSC 130: 143rd Street & Access D 08/28/2018 Build (2024) Traffic Volumes 4:45 pm 07/30/2018 PM Peak Hour Synchro 9 Report JAB Page 4 Intersection Int Delay, s/veh 3.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 35 20 0 15 15 Future Vol, veh/h 0 35 20 0 15 15 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 0 Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, %2 43 2 2 100 100 Mvmt Flow 0 37 21 0 16 16 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 -0 58 21 Stage 1 ---- 21 - Stage 2 ---- 37 - Critical Hdwy ---- 7.4 7.2 Critical Hdwy Stg 1 ---- 6.4 - Critical Hdwy Stg 2 ---- 6.4 - Follow-up Hdwy ---- 4.4 4.2 Pot Cap-1 Maneuver 0 --0 752 832 Stage 1 0 --0 798 - Stage 2 0 --0 784 - Platoon blocked, %-- Mov Cap-1 Maneuver ---- 752 832 Mov Cap-2 Maneuver ---- 704 - Stage 1 ---- 798 - Stage 2 ---- 784 - Approach EB WB SB HCM Control Delay, s 0 0 9.8 HCM LOS A Minor Lane/Major Mvmt EBT WBT SBLn1SBLn2 Capacity (veh/h)-- 704 832 HCM Lane V/C Ratio -- 0.022 0.019 HCM Control Delay (s)-- 10.2 9.4 HCM Lane LOS --B A HCM 95th %tile Q(veh)-- 0.1 0.1 88 HCM 2010 Signalized Intersection Summary 200: Meadow Lane & 143rd Street 08/28/2018 Build (2024) Traffic Volumes 4:45 pm 07/30/2018 PM Peak Hour Synchro 9 Report JAB Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)25 220 5 215 385 35 5 15 140 30 30 10 Future Volume (veh/h)25 220 5 215 385 35 5 15 140 30 30 10 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1745 1900 1863 1812 1900 1976 1937 1976 1776 1863 1900 Adj Flow Rate, veh/h 26 232 5 226 405 37 5 16 147 32 32 11 Adj No. of Lanes 1 1 0 1 1 0 0 1 0 1 1 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 9 9 2 5 5 2 2 2 7 2 2 Cap, veh/h 486 683 15 690 806 74 79 33 255 372 231 79 Arrive On Green 0.02 0.40 0.40 0.11 0.49 0.49 0.17 0.17 0.17 0.17 0.17 0.17 Sat Flow, veh/h 1774 1702 37 1774 1637 150 19 190 1463 1161 1326 456 Grp Volume(v), veh/h 26 0 237 226 0 442 168 0 0 32 0 43 Grp Sat Flow(s),veh/h/ln 1774 0 1739 1774 0 1786 1672 0 0 1161 0 1782 Q Serve(g_s), s 0.4 0.0 4.6 3.2 0.0 8.2 0.0 0.0 0.0 0.0 0.0 1.0 Cycle Q Clear(g_c), s 0.4 0.0 4.6 3.2 0.0 8.2 4.5 0.0 0.0 0.9 0.0 1.0 Prop In Lane 1.00 0.02 1.00 0.08 0.03 0.87 1.00 0.26 Lane Grp Cap(c), veh/h 486 0 698 690 0 880 367 0 0 372 0 311 V/C Ratio(X)0.05 0.00 0.34 0.33 0.00 0.50 0.46 0.00 0.00 0.09 0.00 0.14 Avail Cap(c_a), veh/h 616 0 1237 1019 0 1633 922 0 0 760 0 905 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 8.6 0.0 10.2 6.2 0.0 8.4 18.6 0.0 0.0 17.2 0.0 17.2 Incr Delay (d2), s/veh 0.0 0.0 1.3 0.3 0.0 2.0 1.9 0.0 0.0 0.2 0.0 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.4 0.0 4.4 2.8 0.0 7.9 4.1 0.0 0.0 0.7 0.0 0.9 LnGrp Delay(d),s/veh 8.6 0.0 11.5 6.5 0.0 10.5 20.5 0.0 0.0 17.4 0.0 17.6 LnGrp LOS A B A B C B B Approach Vol, veh/h 263 668 168 75 Approach Delay, s/veh 11.2 9.1 20.5 17.5 Approach LOS B A C B Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 3 4 6 7 8 Phs Duration (G+Y+Rc), s 14.6 8.9 25.8 14.6 4.4 30.2 Change Period (Y+Rc), s 6.0 3.5 6.0 6.0 3.5 6.0 Max Green Setting (Gmax), s 25.0 14.5 35.0 25.0 4.5 45.0 Max Q Clear Time (g_c+I1), s 6.5 5.2 6.6 3.0 2.4 10.2 Green Ext Time (p_c), s 2.4 0.4 12.6 2.6 0.0 14.0 Intersection Summary HCM 2010 Ctrl Delay 11.8 HCM 2010 LOS B 89 HCM 2010 Signalized Intersection Summary 300: Wallin Drive/Lincoln Highway & 143rd Street 08/28/2018 Build (2024) Traffic Volumes 4:45 pm 07/30/2018 PM Peak Hour Synchro 9 Report JAB Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 135 225 30 55 355 165 55 275 35 185 390 225 Future Volume (veh/h) 135 225 30 55 355 165 55 275 35 185 390 225 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1739 1900 1863 1756 1900 1863 1863 1900 1667 1863 1900 Adj Flow Rate, veh/h 142 237 32 58 374 174 58 289 37 195 411 237 Adj No. of Lanes 1 1 0 1 1 0 1 1 0 1 1 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 10 10 2 5 5 2 2 2 14 2 2 Cap, veh/h 215 589 80 426 408 190 134 559 72 363 426 246 Arrive On Green 0.07 0.39 0.39 0.03 0.36 0.36 0.03 0.35 0.35 0.07 0.38 0.38 Sat Flow, veh/h 1774 1500 203 1774 1135 528 1774 1619 207 1587 1110 640 Grp Volume(v), veh/h 142 0 269 58 0 548 58 0 326 195 0 648 Grp Sat Flow(s),veh/h/ln1774 0 1703 1774 0 1663 1774 0 1826 1587 0 1750 Q Serve(g_s), s 5.8 0.0 13.6 2.5 0.0 37.7 2.5 0.0 17.0 8.5 0.0 43.4 Cycle Q Clear(g_c), s 5.8 0.0 13.6 2.5 0.0 37.7 2.5 0.0 17.0 8.5 0.0 43.4 Prop In Lane 1.00 0.12 1.00 0.32 1.00 0.11 1.00 0.37 Lane Grp Cap(c), veh/h 215 0 669 426 0 598 134 0 630 363 0 671 V/C Ratio(X)0.66 0.00 0.40 0.14 0.00 0.92 0.43 0.00 0.52 0.54 0.00 0.97 Avail Cap(c_a), veh/h 254 0 669 524 0 639 203 0 702 363 0 673 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh28.0 0.0 26.2 23.3 0.0 36.6 30.7 0.0 31.2 25.3 0.0 36.1 Incr Delay (d2), s/veh 4.9 0.0 0.8 0.1 0.0 18.6 2.2 0.0 3.0 1.6 0.0 27.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln5.6 0.0 10.8 2.2 0.0 27.7 2.4 0.0 14.1 3.4 0.0 34.3 LnGrp Delay(d),s/veh 32.9 0.0 27.0 23.4 0.0 55.2 32.9 0.0 34.3 26.9 0.0 63.2 LnGrp LOS C C C E C C C E Approach Vol, veh/h 411 606 384 843 Approach Delay, s/veh 29.1 52.2 34.0 54.8 Approach LOS C D C D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s12.0 47.3 7.3 53.0 7.4 51.9 11.3 49.0 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green Setting (Gmax), s8.5 46.0 10.5 46.0 8.5 46.0 10.5 46.0 Max Q Clear Time (g_c+I1), s10.5 19.0 4.5 15.6 4.5 45.4 7.8 39.7 Green Ext Time (p_c), s 0.0 17.8 0.0 11.0 0.0 0.5 0.1 3.4 Intersection Summary HCM 2010 Ctrl Delay 45.8 HCM 2010 LOS D 90 HCM 2010 Signalized Intersection Summary 400: Steiner Road & IL Route 126 08/28/2018 Build (2024) Traffic Volumes 4:45 pm 07/30/2018 PM Peak Hour Synchro 9 Report JAB Page 7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 65 520 160 275 525 5 140 140 170 5 255 115 Future Volume (veh/h) 65 520 160 275 525 5 140 140 170 5 255 115 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1849 1900 1863 1863 1900 1863 1961 1863 1667 1961 1863 Adj Flow Rate, veh/h 68 547 168 289 553 5 147 147 179 5 268 121 Adj No. of Lanes 1 1 0 1 1 0 1 1 1 1 1 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 3 3 2 2 2 2 2 2 14 2 2 Cap, veh/h 424 646 199 339 1002 9 227 464 375 239 350 283 Arrive On Green 0.03 0.48 0.48 0.10 0.54 0.54 0.06 0.24 0.24 0.00 0.18 0.18 Sat Flow, veh/h 1774 1358 417 1774 1843 17 1774 1961 1583 1587 1961 1583 Grp Volume(v), veh/h 68 0 715 289 0 558 147 147 179 5 268 121 Grp Sat Flow(s),veh/h/ln1774 0 1775 1774 0 1860 1774 1961 1583 1587 1961 1583 Q Serve(g_s), s 2.0 0.0 37.0 8.2 0.0 20.5 6.5 6.5 10.2 0.3 13.6 7.1 Cycle Q Clear(g_c), s 2.0 0.0 37.0 8.2 0.0 20.5 6.5 6.5 10.2 0.3 13.6 7.1 Prop In Lane 1.00 0.23 1.00 0.01 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 424 0 845 339 0 1011 227 464 375 239 350 283 V/C Ratio(X)0.16 0.00 0.85 0.85 0.00 0.55 0.65 0.32 0.48 0.02 0.77 0.43 Avail Cap(c_a), veh/h 644 0 916 438 0 1011 227 464 375 332 450 363 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh14.0 0.0 24.1 21.0 0.0 15.6 33.6 32.9 34.3 35.1 40.9 38.2 Incr Delay (d2), s/veh 0.2 0.0 10.2 12.1 0.0 2.2 6.2 0.8 2.0 0.0 8.7 2.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln1.8 0.0 27.9 9.0 0.0 16.4 2.5 6.5 8.2 0.2 12.9 5.9 LnGrp Delay(d),s/veh 14.2 0.0 34.3 33.1 0.0 17.7 39.8 33.8 36.4 35.1 49.6 40.4 LnGrp LOS B C C B D C D D D D Approach Vol, veh/h 783 847 473 394 Approach Delay, s/veh 32.5 23.0 36.6 46.6 Approach LOS C C D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s3.9 30.8 14.1 55.8 10.0 24.7 7.1 62.9 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green Setting (Gmax), s6.5 24.0 16.5 54.0 6.5 24.0 16.5 54.0 Max Q Clear Time (g_c+I1), s2.3 12.2 10.2 39.0 8.5 15.6 4.0 22.5 Green Ext Time (p_c), s 0.0 4.7 0.4 10.8 0.0 3.1 0.1 24.5 Intersection Summary HCM 2010 Ctrl Delay 32.3 HCM 2010 LOS C 91 HCM 2010 Signalized Intersection Summary 500: Ridge Road & IL Route 126 08/28/2018 Build (2024) Traffic Volumes 4:45 pm 07/30/2018 PM Peak Hour Synchro 9 Report JAB Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 30 285 35 140 375 265 35 350 85 375 470 45 Future Volume (veh/h) 30 285 35 140 375 265 35 350 85 375 470 45 Number 5 2 12 1 6 16 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1827 1942 1863 1810 1961 1863 1776 1905 1827 1863 1887 1845 Adj Flow Rate, veh/h 32 300 37 147 395 279 37 368 89 395 495 47 Adj No. of Lanes 1 1 1 1 1 1 1 1 1 1 1 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %4 3 2 5 2 2 7 5 4 2 6 3 Cap, veh/h 240 551 485 363 671 763 287 575 589 448 790 687 Arrive On Green 0.02 0.28 0.28 0.08 0.34 0.34 0.02 0.30 0.30 0.14 0.42 0.42 Sat Flow, veh/h 1740 1942 1583 1723 1961 1583 1691 1905 1553 1774 1887 1568 Grp Volume(v), veh/h 32 300 37 147 395 279 37 368 89 395 495 47 Grp Sat Flow(s),veh/h/ln1740 1942 1583 1723 1961 1583 1691 1905 1553 1774 1887 1568 Q Serve(g_s), s 1.3 12.6 1.6 5.6 16.0 10.7 1.5 16.2 3.6 13.5 20.0 1.7 Cycle Q Clear(g_c), s 1.3 12.6 1.6 5.6 16.0 10.7 1.5 16.2 3.6 13.5 20.0 1.7 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 240 551 485 363 671 763 287 575 589 448 790 687 V/C Ratio(X)0.13 0.54 0.08 0.40 0.59 0.37 0.13 0.64 0.15 0.88 0.63 0.07 Avail Cap(c_a), veh/h 323 684 593 434 792 861 432 828 796 448 879 761 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh24.5 29.3 23.8 21.4 26.2 15.7 22.9 29.2 19.7 22.5 22.1 15.7 Incr Delay (d2), s/veh 0.2 3.8 0.3 0.7 3.8 1.4 0.2 2.5 0.3 18.3 2.0 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln1.1 11.8 1.3 4.8 14.4 8.6 1.2 13.8 2.9 10.3 16.1 1.3 LnGrp Delay(d),s/veh 24.7 33.1 24.1 22.2 29.9 17.1 23.1 31.7 20.0 40.8 24.1 15.8 LnGrp LOS C C C C C B C C B D C B Approach Vol, veh/h 369 821 494 937 Approach Delay, s/veh 31.5 24.2 29.0 30.7 Approach LOS C C C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s11.0 33.4 5.7 46.4 5.4 39.1 17.0 35.1 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green Setting (Gmax), s11.5 34.0 10.5 45.0 6.5 39.0 13.5 42.0 Max Q Clear Time (g_c+I1), s7.6 14.6 3.5 22.0 3.3 18.0 15.5 18.2 Green Ext Time (p_c), s 0.1 12.8 0.0 10.8 0.0 13.6 0.0 11.0 Intersection Summary HCM 2010 Ctrl Delay 28.4 HCM 2010 LOS C 92 HCM 2010 TWSC 600: Ridge Road & Johnson Road/143rd Street 08/28/2018 Build (2024) Traffic Volumes 4:45 pm 07/30/2018 PM Peak Hour Synchro 9 Report JAB Page 9 Intersection Int Delay, s/veh 2.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 1 1 25 1 10 5 615 25 10 865 5 Future Vol, veh/h 5 1 1 25 1 10 5 615 25 10 865 5 Conflicting Peds, #/hr 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 --- 215 -- 265 - 265 265 -- Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 60 2 2 20 2 60 2 2 2 Mvmt Flow 5 1 1 26 1 11 5 647 26 11 911 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1598 1592 913 1593 1595 647 916 0 0 647 0 0 Stage 1 934 934 - 658 658 ------- Stage 2 664 658 - 935 937 ------- Critical Hdwy 7.12 6.52 6.22 7.7 6.52 6.22 4.3 -- 4.12 -- Critical Hdwy Stg 1 6.12 5.52 - 6.7 5.52 ------- Critical Hdwy Stg 2 6.12 5.52 - 6.7 5.52 ------- Follow-up Hdwy 3.518 4.018 3.318 4.04 4.018 3.318 2.38 -- 2.218 -- Pot Cap-1 Maneuver 86 107 331 63 107 471 675 -- 939 -- Stage 1 319 345 - 370 461 ------- Stage 2 450 461 - 253 343 ------- Platoon blocked, %---- Mov Cap-1 Maneuver 82 105 331 61 105 471 675 -- 939 -- Mov Cap-2 Maneuver 82 105 - 61 105 ------- Stage 1 317 341 - 367 458 ------- Stage 2 436 458 - 248 339 ------- Approach EB WB NB SB HCM Control Delay, s 46.1 76.2 0.1 0.1 HCM LOS E F Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)675 -- 95 61 358 939 -- HCM Lane V/C Ratio 0.008 -- 0.078 0.431 0.032 0.011 -- HCM Control Delay (s)10.4 -- 46.1 102.9 15.4 8.9 -- HCM Lane LOS B --E F C A -- HCM 95th %tile Q(veh)0 -- 0.2 1.6 0.1 0 -- 93 Industrial Development – Plainfield, Illinois August 2018 TRAFFIC COUNT DATA 94 Time Period Class.U L T R I O U L T R I O U L T R I O U L T R I O Total Bicycles on CrosswalkPedestriansTotal Weekday Lights 0 0 8 1 9 12 0 50 8 0 58 273 0 4 0 265 269 51 0 0 0 0 0 0 336 W 0 0 0 AM Peak Hour %0%0%62%50%60%80%0%91%73%0%88%98%0%100%0%100%100%89%0%0%0%0%0%0%96%0%0% 6:00 AM - 9:00 AM Mediums 0 0 0 0 0 0 0 5 0 0 5 1 0 0 0 1 1 5 0 0 0 0 0 0 6 E 0 0 0 One Hour Peak %0%0%0%0%0%0%0%9%0%0%8%0%0%0%0%0%0%9%0%0%0%0%0%0%2%0%0% 7:00 AM - 8:00 AM Articulated Trucks 0 0 5 1 6 3 0 0 3 0 3 5 0 0 0 0 0 1 0 0 0 0 0 0 9 S 0 0 0 %0%0%38%50%40%20%0%0%27%0%5%2%0%0%0%0%0%2%0%0%0%0%0%0%3%0%0% Total 0 0 13 2 15 15 0 55 11 0 66 279 0 4 0 266 270 57 0 0 0 0 0 0 351 N 0 0 0 PHF 0 0 0.54 0.5 0.62 0.75 0 0.69 0.55 0 0.75 0.85 0 0.5 0 0.85 0.87 0.68 0 0 0 0 0 0 0.9 0%0% HV %0%0%38%50%40%20%0%9%27%0%12%2%0%0%0%0%0%11%0%0%0%0%0%0%4%0 0 0 Bicycles on Road 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 Weekday Lights 0 0 6 10 16 4 0 305 0 0 305 172 0 3 0 166 169 322 0 0 7 1 8 0 498 W 0 0 0 PM Peak Hour %0%0%55%91%73%50%0%100%0%0%99%97%0%75%0%99%99%100%0%0%100%100%100%0%98%0%0% 3:00 PM - 6:00 PM Mediums 0 0 1 0 1 2 0 0 2 0 2 2 0 0 0 1 1 0 0 0 0 0 0 0 4 E 0 0 0 One Hour Peak %0%0%9%0%5%25%0%0%67%0%1%1%0%0%0%1%1%0%0%0%0%0%0%0%1%0%0% 4:45 PM - 5:45 PM Articulated Trucks 0 0 4 1 5 2 0 0 1 0 1 4 0 1 0 0 1 1 0 0 0 0 0 0 7 S 0 0 0 %0%0%36%9%23%25%0%0%33%0%0%2%0%25%0%0%1%0%0%0%0%0%0%0%1%0%0% Total 0 0 11 11 22 8 0 305 3 0 308 178 0 4 0 167 171 323 0 0 7 1 8 0 509 N 0 0 0 PHF 0 0 0.69 0.55 0.79 0.5 0 0.91 0.38 0 0.92 0.77 0 0.33 0 0.74 0.75 0.9 0 0 0.44 0.25 0.5 0 0.89 0%0% HV %0%0%45%9%27%50%0%0%100%0%1%3%0%25%0%1%1%0%0%0%0%0%0%0%2%0 0 0 Bicycles on Road 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1 0 0 0 0 0 0 0 1 Study Name 01 143rd & Steiner Date Thursday, July 19, 2018 Report Summary Eastbound Westbound Northbound Southbound Crosswalk 95 Time Period Class.U L T R I O U L T R I O U L T R I O U L T R I O Total Bicycles on CrosswalkPedestriansTotal Weekday Lights 0 15 255 2 272 59 0 26 38 8 72 408 0 4 9 128 141 35 0 25 7 17 49 32 534 W 1 2 3 AM Peak Hour %0%94%98%100%97%87%0%96%84%89%89%98%0%100%82%98%97%92%0%100%78%89%92%89%96%33%67% 6:00 AM - 9:00 AM Mediums 0 1 2 0 3 6 0 1 4 1 6 4 0 0 2 2 4 3 0 0 2 2 4 4 17 E 0 0 0 One Hour Peak %0%6%1%0%1%9%0%4%9%11%7%1%0%0%18%2%3%8%0%0%22%11%8%11%3%0%0% 7:00 AM - 8:00 AM Articulated Trucks 0 0 4 0 4 3 0 0 3 0 3 4 0 0 0 0 0 0 0 0 0 0 0 0 7 S 0 0 0 %0%0%2%0%1%4%0%0%7%0%4%1%0%0%0%0%0%0%0%0%0%0%0%0%1%0%0% Total 0 16 261 2 279 68 0 27 45 9 81 416 0 4 11 130 145 38 0 25 9 19 53 36 558 N 0 1 1 PHF 0 0.67 0.91 0.25 0.93 0.85 0 0.75 0.8 0.45 0.88 0.91 0 0.33 0.55 0.77 0.81 0.73 0 0.89 0.45 0.79 0.74 0.6 0.94 0%100% HV %0%6%2%0%3%13%0%4%16%11%11%2%0%0%18%2%3%8%0%0%22%11%8%11%4%1 3 4 Bicycles on Road 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 Weekday Lights 0 22 140 7 169 296 0 185 281 28 494 293 0 3 17 127 147 222 0 26 30 12 68 67 878 W 0 1 1 PM Peak Hour %0%100%97%100%97%99%0%100%99%97%99%97%0%100%100%98%99%100%0%93%100%100%97%99%99%0%100% 3:00 PM - 6:00 PM Mediums 0 0 4 0 4 2 0 0 2 1 3 8 0 0 0 2 2 0 0 2 0 0 2 1 11 E 1 1 2 One Hour Peak %0%0%3%0%2%1%0%0%1%3%1%3%0%0%0%2%1%0%0%7%0%0%3%1%1%50%50% 4:45 PM - 5:45 PM Articulated Trucks 0 0 1 0 1 1 0 0 1 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 2 S 1 0 1 %0%0%1%0%1%0%0%0%0%0%0%0%0%0%0%0%0%0%0%0%0%0%0%0%0%100%0% Total 0 22 145 7 174 299 0 185 284 29 498 302 0 3 17 129 149 222 0 28 30 12 70 68 891 N 0 0 0 PHF 0 0.55 0.81 0.58 0.76 0.89 0 0.84 0.9 0.66 0.89 0.87 0 0.75 0.47 0.83 0.91 0.91 0 0.7 0.68 0.75 0.92 0.63 0.9 0%0% HV %0%0%3%0%3%1%0%0%1%3%1%3%0%0%0%2%1%0%0%7%0%0%3%1%1%2 2 4 Bicycles on Road 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 Study Name 02 143rd & Meadow Date Thursday, July 19, 2018 Report Summary Eastbound Westbound Northbound Southbound Crosswalk 96 Time Period Class.U L T R I O U L T R I O U L T R I O U L T R I O Total Bicycles on CrosswalkPedestriansTotal Weekday Lights 0 167 222 14 403 78 0 16 26 54 96 416 0 15 284 49 348 196 0 145 166 37 348 505 1195 W 0 0 0 AM Peak Hour %0%98%97%100%98%89%0%84%81%54%64%89%0%94%98%91%97%95%0%79%96%93%88%90%91%0%0% 6:00 AM - 9:00 AM Mediums 0 1 3 0 4 8 0 2 6 8 16 13 0 0 4 1 5 6 0 9 4 2 15 13 40 E 0 0 0 One Hour Peak %0%1%1%0%1%9%0%11%19%8%11%3%0%0%1%2%1%3%0%5%2%5%4%2%3%0%0% 7:00 AM - 8:00 AM Articulated Trucks 0 2 3 0 5 2 0 1 0 38 39 36 0 1 2 4 7 4 0 29 3 1 33 42 84 S 0 0 0 %0%1%1%0%1%2%0%5%0%38%26%8%0%6%1%7%2%2%0%16%2%3%8%8%6%0%0% Total 0 170 228 14 412 88 0 19 32 100 151 465 0 16 290 54 360 206 0 183 173 40 396 560 1319 N 0 0 0 PHF 0 0.79 0.88 0.7 0.85 0.96 0 0.59 0.73 0.78 0.86 0.97 0 0.67 0.92 0.68 0.97 0.71 0 0.85 0.69 0.83 0.91 0.92 0.91 0%0% HV %0%2%3%0%2%11%0%16%19%46%36%11%0%6%2%9%3%5%0%21%4%8%12%10%9%0 0 0 Bicycles on Road 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 Weekday Lights 0 117 160 26 303 487 0 54 270 140 464 329 0 46 240 28 314 426 0 141 346 171 658 497 1739 W 0 0 0 PM Peak Hour %0%99%96%96%97%99%0%98%99%85%94%92%0%98%99%100%99%98%0%86%98%98%95%95%96%0%0% 3:00 PM - 6:00 PM Mediums 0 1 3 1 5 5 0 0 2 7 9 8 0 1 0 0 1 3 0 5 2 2 9 8 24 E 0 0 0 One Hour Peak %0%1%2%4%2%1%0%0%1%4%2%2%0%2%0%0%0%1%0%3%1%1%1%2%1%0%0% 4:45 PM - 5:45 PM Articulated Trucks 0 0 3 0 3 1 0 1 0 18 19 21 0 0 2 0 2 5 0 18 4 1 23 20 47 S 0 0 0 %0%0%2%0%1%0%0%2%0%11%4%6%0%0%1%0%1%1%0%11%1%1%3%4%3%0%0% Total 0 118 166 27 311 493 0 55 272 165 492 358 0 47 242 28 317 434 0 164 352 174 690 525 1810 N 0 0 0 PHF 0 0.84 0.8 0.56 0.83 0.86 0 0.92 0.85 0.79 0.91 0.85 0 0.59 0.88 0.78 0.83 0.9 0 0.87 0.87 0.85 0.96 0.91 0.9 0%0% HV %0%1%4%4%3%1%0%2%1%15%6%8%0%2%1%0%1%2%0%14%2%2%5%5%4%0 0 0 Bicycles on Road 0 0 1 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 Study Name 03 143rd & Wallin Date Thursday, July 19, 2018 Report Summary Eastbound Westbound Northbound Southbound Crosswalk 97 Time Period Class.U L T R I O U L T R I O U L T R I O U L T R I O Total Bicycles on CrosswalkPedestriansTotal Weekday Lights 0 70 464 83 617 422 0 85 241 1 327 724 0 162 195 259 616 197 0 1 29 19 49 266 1609 W 0 0 0 AM Peak Hour %0%100%95%100%96%91%0%96%88%100%90%96%0%96%99%99%98%96%0%100%88%90%89%99%95%0%0% 6:00 AM - 9:00 AM Mediums 0 0 13 0 13 29 0 4 22 0 26 15 0 6 2 2 10 8 0 0 4 1 5 2 54 E 0 0 0 One Hour Peak %0%0%3%0%2%6%0%4%8%0%7%2%0%4%1%1%2%4%0%0%12%5%9%1%3%0%0% 7:00 AM - 8:00 AM Articulated Trucks 0 0 11 0 11 11 0 0 10 0 10 12 0 0 0 1 1 0 0 0 0 1 1 0 23 S 0 0 0 %0%0%2%0%2%2%0%0%4%0%3%2%0%0%0%0%0%0%0%0%0%5%2%0%1%0%0% Total 0 70 488 83 641 462 0 89 273 1 363 751 0 168 197 262 627 205 0 1 33 21 55 268 1686 N 0 0 0 PHF 0 0.8 0.91 0.59 0.91 0.88 0 0.72 0.91 0.25 0.86 0.94 0 0.78 0.9 0.92 0.91 0.79 0 0.25 0.69 0.66 0.72 0.86 0.92 0%0% HV %0%0%5%0%4%9%0%4%12%0%10%4%0%4%1%1%2%4%0%0%12%10%11%1%5%0 0 0 Bicycles on Road 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 Weekday Lights 0 47 407 122 576 726 0 243 482 4 729 580 0 141 121 167 429 568 0 6 203 103 312 172 2046 W 0 0 0 PM Peak Hour %0%98%97%98%97%99%0%99%99%100%99%98%0%99%99%99%99%99%0%86%100%99%99%99%99%0%0% 3:00 PM - 6:00 PM Mediums 0 0 9 3 12 5 0 2 4 0 6 10 0 0 1 1 2 5 0 0 0 1 1 1 21 E 0 0 0 One Hour Peak %0%0%2%2%2%1%0%1%1%0%1%2%0%0%1%1%0%1%0%0%0%1%0%1%1%0%0% 4:45 PM - 5:45 PM Articulated Trucks 0 1 2 0 3 5 0 1 3 0 4 3 0 2 0 0 2 1 0 1 0 0 1 1 10 S 0 0 0 %0%2%0%0%1%1%0%0%1%0%1%1%0%1%0%0%0%0%0%14%0%0%0%1%0%0%0% Total 0 48 418 125 591 736 0 246 489 4 739 593 0 143 122 168 433 574 0 7 203 104 314 174 2077 N 0 0 0 PHF 0 0.63 0.89 0.76 0.94 0.85 0 0.89 0.86 0.5 0.87 0.94 0 0.73 0.75 0.98 0.82 0.93 0 0.58 0.94 0.87 0.9 0.77 0.96 0%0% HV %0%2%3%2%3%1%0%1%1%0%1%2%0%1%1%1%1%1%0%14%0%1%1%1%1%0 0 0 Bicycles on Road 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 1 1 Study Name 07 IL 126 & Steiner/Drauden Date Thursday, July 19, 2018 Report Summary Eastbound Westbound Northbound Southbound Crosswalk 98 Time Period Class.U L T R I O U L T R I O U L T R I O U L T R I O Total Bicycles on CrosswalkPedestriansTotal Weekday Lights 0 25 252 11 288 179 0 52 152 283 487 598 0 10 401 116 527 240 0 230 177 17 424 709 1726 W 0 0 0 AM Peak Hour %0%96%93%79%93%90%0%79%91%98%93%93%0%83%98%88%95%86%0%97%89%85%93%98%94%0%0% 6:00 AM - 9:00 AM Mediums 0 1 8 2 11 11 0 2 8 6 16 13 0 1 4 1 6 15 0 4 11 2 17 11 50 E 0 0 0 One Hour Peak %0%4%3%14%4%6%0%3%5%2%3%2%0%8%1%1%1%5%0%2%6%10%4%2%3%0%0% 7:00 AM - 8:00 AM Articulated Trucks 0 0 11 1 12 9 0 12 7 0 19 29 0 1 5 15 21 24 0 3 11 1 15 5 67 S 0 0 0 %0%0%4%7%4%5%0%18%4%0%4%5%0%8%1%11%4%9%0%1%6%5%3%1%4%0%0% Total 0 26 271 14 311 199 0 66 167 289 522 640 0 12 410 132 554 279 0 237 199 20 456 725 1843 N 0 0 0 PHF 0 0.72 0.87 0.7 0.9 0.87 0 0.87 0.91 0.84 0.91 0.93 0 0.6 0.96 0.85 0.96 0.96 0 0.93 0.96 0.83 0.94 0.92 0.95 0%0% HV %0%4%7%21%7%10%0%21%9%2%7%7%0%17%2%12%5%14%0%3%11%15%7%2%6%0 0 0 Bicycles on Road 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 Weekday Lights 0 20 277 32 329 379 0 115 318 226 659 729 0 28 290 79 397 537 0 373 390 33 796 536 2181 W 0 0 0 PM Peak Hour %0%95%97%100%97%97%0%95%98%98%97%98%0%93%99%96%98%97%0%99%97%97%98%98%98%0%0% 3:00 PM - 6:00 PM Mediums 0 1 5 0 6 5 0 2 2 2 6 8 0 2 1 0 3 6 0 3 4 1 8 4 23 E 0 0 0 One Hour Peak %0%5%2%0%2%1%0%2%1%1%1%1%0%7%0%0%1%1%0%1%1%3%1%1%1%0%0% 4:45 PM - 5:45 PM Articulated Trucks 0 0 3 0 3 5 0 4 5 2 11 7 0 0 3 3 6 11 0 1 7 0 8 5 28 S 0 0 0 %0%0%1%0%1%1%0%3%2%1%2%1%0%0%1%4%1%2%0%0%2%0%1%1%1%0%0% Total 0 21 285 32 338 389 0 121 325 230 676 744 0 30 294 82 406 554 0 377 401 34 812 545 2232 N 0 0 0 PHF 0 0.66 0.78 0.67 0.84 0.92 0 0.86 0.91 0.86 0.95 0.89 0 0.94 0.89 0.79 0.87 0.88 0 0.9 0.86 0.85 0.88 0.87 0.92 0%0% HV %0%5%3%0%3%3%0%5%2%2%3%2%0%7%1%4%2%3%0%1%3%3%2%2%2%0 0 0 Bicycles on Road 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 Report Summary Eastbound Westbound Northbound Southbound Crosswalk Study Name 10 IL 126 & Ridge Date Thursday, August 09, 2018 99 Time Period Class.U L R I O U L T I O U T R I O Total Bicycles on CrosswalkPedestriansTotal Weekday Lights 0 0 1 1 3 0 1 706 707 418 0 417 2 419 706 1127 W 0 0 0 AM Peak Hour %0%0%33%25%100%0%100%98%98%93%0%93%100%93%98%96%0%0% 6:00 AM - 9:00 AM Mediums 0 1 2 3 0 0 0 10 10 16 0 14 0 14 11 27 S 0 0 0 One Hour Peak %0%100%67%75%0%0%0%1%1%4%0%3%0%3%2%2%0%0% 7:00 AM - 8:00 AM Articulated Trucks 0 0 0 0 0 0 0 6 6 16 0 16 0 16 6 22 N 0 0 0 %0%0%0%0%0%0%0%1%1%4%0%4%0%4%1%2%0%0% Total 0 1 3 4 3 0 1 722 723 450 0 447 2 449 723 1176 0 0 0 PHF 0 0.25 0.38 0.5 0.38 0 0.25 0.92 0.92 0.9 0 0.91 0.5 0.91 0.92 0.91 HV %0%100%67%75%0%0%0%2%2%7%0%7%0%7%2%4% Bicycles on Road 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Weekday Lights 0 4 1 5 9 0 4 537 541 796 0 795 5 800 541 1346 W 0 0 0 PM Peak Hour %0%100%100%100%90%0%80%99%99%98%0%98%100%98%99%98%0%0% 3:00 PM - 6:00 PM Mediums 0 0 0 0 1 0 1 2 3 9 0 9 0 9 2 12 S 0 0 0 One Hour Peak %0%0%0%0%10%0%20%0%1%1%0%1%0%1%0%1%0%0% 4:45 PM - 5:45 PM Articulated Trucks 0 0 0 0 0 0 0 5 5 8 0 8 0 8 5 13 N 0 0 0 %0%0%0%0%0%0%0%1%1%1%0%1%0%1%1%1%0%0% Total 0 4 1 5 10 0 5 544 549 813 0 812 5 817 548 1371 0 0 0 PHF 0 0.5 0.25 0.62 0.62 0 0.42 0.87 0.87 0.9 0 0.9 0.42 0.9 0.86 0.91 HV %0%0%0%0%10%0%20%1%1%2%0%2%0%2%1%2% Bicycles on Road 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Report Summary Eastbound Northbound Southbound Crosswalk Study Name 11 Ridge & Johnson Date Thursday, August 09, 2018 100 1001 Warrenville Road I Suite 350 I Lisle, IL I 60532 630-487-5550 101 kimley-horn.com 1001 Warrenville Road, Suite 350, Lisle, IL 60532 630 487 5550 MEMORANDUM To:Dave Riefe - Seefried Properties From:Tim Sjogren, P.E., PTOE – Kimley-Horn Jakob Boxberger – Kimley-Horn Date:August 31, 2018 RE:Traffic Impact Study Addendum – 143rd Street Industrial Plainfield, Illinois On behalf of Seefried Properties, Kimley-Horn has prepared a traffic study for the proposed Diageo warehouse/distribution facility on the north side of 143rd Street west of Steiner Road in Plainfield, Illinois, submitted to the Village on August 29th, 2018. This study utilized traffic count data collected in July of this year. As an update to this study, Kimley-Horn has obtained recent traffic counts to reflect vehicular and pedestrian activity with school in session. This data was collected on Wednesday, August 22nd and Tuesday, August 28th. At staff’s request, this addendum to the study is provided to document the results of this supplementary data collection effort and its impact on the findings and conclusion of the traffic study. As shown following, generally higher traffic was observed during the August data collection periods. Capacity results reflect this, with delays that are slightly longer than those projected in the traffic impact study. Adequate capacity continues to exist at most intersections and delay increases due to development traffic remain minimal with the infrastructure improvements anticipated. Roadway segment capacity review suggests that the development impact will be minimal and that all study area roadways have excess capacity that can accommodate the projected traffic. Updated Existing Traffic Volumes As noted, updated turning movement count data was collected in August 2018 at the intersections listed below. Counts were conducted from 6:00 to 9:30AM and from 1:30 to 6:00PM in order to capture peak commuter travel periods in the area. These periods also corresponded to nearby school arrival and dismissal times. · 143rd Street / Meadow Lane · 143rd Street / Lincoln Highway / Wallin Drive · IL Route 126 / Steiner Road · IL Route 126 / Ridge Road This data indicates that peak traffic volumes occur within the study area on weekdays from 7:00 to 8:00AM and 4:45 to 5:45PM.Exhibit A shows the updated traffic volumes at the study area intersections. This exhibit is an update to the volumes shown on Exhibit 2 in the Traffic Impact Study. Pedestrian activity at the 143rd Street/Meadow Lane intersection remained light. During school arrival and dismissal periods, three to six pedestrians were observed to be crossing 143rd Street over the period of an hour. Similar pedestrian activity was noted during the morning and evening peak hour.102 NOT TO SCALEN3030143RD STREET143RD STREETJOHNSON ROADJOHNSON ROADSTEINER ROADSTEINER ROADRIDGE ROADRIDGE ROADMEADOW LANEMEADOW LANEWALLIN DRIVEWALLIN DRIVELINCOLN HIGHWAYLINCOLN HIGHWAYLEGENDWeekday AM Peak(7:00 – 8:00am)Weekday PM Peak (4:45 – 5:45pm)Existing Signalized IntersectionExisting Stop SignAssumed Stop SignLess than Five Vehiclesxx(xx)12622COUNTYKENDALL11COUNTYKENDALLEXHIBIT AEXISTING (AUGUST 2018) TRAFFIC VOLUMES- (-) - (5) - (-) 10 (5)85 (275)- (-)(180) 330(5) 5(-) -(10) 15 (10) -(-) -50 (200) 220 (370) 185 (165)55 (315)25 (55)110 (165)(40) 70(55) 30(335) 350(145) 280(35) 30(130) 21520 (25)15 (35) 35 (30) 70 (250)50 (225)15 (95)(130) 160(5) 5(15) 10(150) 330(5) 5(35) 1035 (95) 45 (190) 5 (5) 320 (455)95 (235)10 (-)(195) 280(165) 195(130) 245 (460) 520(175) 125(55) 8025 (35) 205 (430) - (5) 495 (810) 270 (345) 185 (320)75 (130)290 (265)(100) 160(20) 20(290) 440(5) -(580) 770 (245) 295(25) 15(-) 5(30) 40(5) -103 Page 3 kimley-horn.com 1001 Warrenville Road, Suite 350, Lisle, IL 60532 630 487 5550 Future Traffic Projections The traffic generated by the site, and the projected distribution of that traffic onto the study area network, are expected to remain as outlined in the traffic impact study.Exhibit B shows the anticipated 2024 total volumes based on the revised existing traffic, background growth, and site generated traffic. This is intended as an update to Exhibit 8 in the traffic impact study. Capacity Analysis Based on the volumes shown in Exhibit A and B, the following is a preliminary projection of existing and future network operations. Mitigation and improvements identified in the traffic impact study are included in the capacity results shown in Table A. Note that the site’s proposed access points are not shown in these results as they are expected to remain as shown in the traffic impact study. Table A. Levels of Service Intersection Year 2018 Existing Traffic Conditions Year 2024 Future Traffic Conditions AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Delay (s/veh)LOS Delay (s/veh)LOS Delay (s/veh)LOS Delay (s/veh)LOS 143rd Street / Steiner Road ▲r Northbound 10-A 9 A 11 B 11 B Southbound 8 A 9 A 13 B 20+C Eastbound (Left in Future)9 A 8 A 7 A 7 A Westbound (Left in Future)10-A 13 B 8 A 8 A Intersection 10-A 11 B N/A N/A N/A N/A 143rd Street / Meadow Lane r Ø Northbound 13 B 14 B 20 B 22 C Southbound 16 C 29 D 17 B 20-B Eastbound (Left in Existing)7 A 8 A 11 B 11 B Westbound (Left in Existing)8 A 8 A 8 A 9 A Intersection N/A N/A N/A N/A 13 B 12 B 143rd Street / Lincoln Highway / Wallin Drive1 Ø Northbound 29 C 37 D 46 D 54 D Southbound 17 B 42 D 24 C 75 E Eastbound 26 C 27 C 33 C 45 D Westbound 31 C 44 D 34 C 73 E Intersection 25 C 39 D 34 C 66 E IL Route 126 / Steiner Road1 Ø Northbound 39 D 39 D 43 D 43 D Southbound 36 D 43 D 38 D 50 D Eastbound 21 C 24 C 25 C 31 C Westbound 14 B 16 B 16 B 22 C Intersection 27 C 27 C 30 C 34 C Ø – Signalized Intersection r – Minor-Leg Stop-Controlled Intersection ▲ – All-Way Stop-Controlled Intersection 1Signal timings are based on field observations conducted as part of the traffic count data collection. Per IDOT requirements, right-turn-on-red (RTOR) movements were excluded from the analysis.104 NOT TO SCALEN3030SITESITE143RD STREET143RD STREETJOHNSON ROADJOHNSON ROADSTEINER ROADSTEINER ROADRIDGE ROADRIDGE ROADMEADOW LANEMEADOW LANEWALLIN DRIVEWALLIN DRIVELINCOLN HIGHWAYLINCOLN HIGHWAYLEGENDWeekday AM Peak(7:00 – 8:00am)Weekday PM Peak (4:45 – 5:45pm)Existing Signalized IntersectionExisting Stop SignProposed Stop SignLess than Five Vehiclesxx(xx)12622COUNTYKENDALL11COUNTYKENDALLACCESS BACCESS BACCESS AACCESS AACCESS CACCESS CACCESS DACCESS DEXHIBIT BFUTURE (2024) BUILD TRAFFIC PROJECTIONS- (-) - (5) - (-) 5 (30) 80 (50)100 (325)- (-)- (10)5 (20)15 (15)- (10) - (10) 5 (10) 15 (15) 15 (15) (205) 375(15) 30(-) -(55) 35(-) -(55) 20(15) 15(40) 30(10) 30(40) 60(10) 2575 (240) 245 (410) 205 (185)125 (420)30 (65)130 (195)(45) 80(70) 35(385) 405(190) 320(40) 35(145) 23020 (25)15 (35) 35 (30) 155 (345)60 (270)20 (115)(130) 160(5) 5(15) 10(215) 390(5) 5(20) -(40) 1545 (110) 50 (235) 5 (5) 360 (520)105 (265)10 (-)(195) 280(165) 195(155) 295 (520) 585(195) 140(65) 10030 (45) 245 (505) 305 (390) 205 (355)80 (140)315 (295)(115) 180(25) 25(345) 525 (275) 340(35) 70(30) 15(40) 60- (5) 560 (915) 25 (10) - (-)80 (40)65 (30)15 (10)15 (10)15 (25)5 (10)(25) 45(5) -(650) 855 (-) -(-) 5(5) -105 Page 5 kimley-horn.com 1001 Warrenville Road, Suite 350, Lisle, IL 60532 630 487 5550 Table A (Continued) Intersection Year 2018 Existing Traffic Conditions Year 2024 Future Traffic Conditions AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Delay (s/veh)LOS Delay (s/veh)LOS Delay (s/veh)LOS Delay (s/veh)LOS 143rd Street / Ridge Road r Northbound (Left)9 A 10+B 9 A 11 B Southbound (Left) N/A N/A N/A N/A 10-A 9 A Eastbound 18 C 30 D 27 D 53 F Westbound N/A N/A N/A N/A 77 F 93 F IL Route 126 / Ridge Road Ø Northbound 28 C 28 C 34 C 30 C Southbound 21 C 21 C 35 C 27 C Eastbound 30 C 29 C 35 C 32 C Westbound 22 C 21 C 26 C 26 C Intersection 25 C 24 C 32 C 28 C Ø – Signalized Intersection r – Minor-Leg Stop-Controlled Intersection 1Signal timings are based on field observations conducted as part of the traffic count data collection. Per IDOT requirements, right-turn-on-red (RTOR) movements were excluded from the analysis. On average, capacity results show similar but slightly higher delay than those provided in the traffic impact study due to the higher existing traffic observed in the August counts. This increase is particularly pronounced at the intersection of 143rd Street/Lincoln Highway/Wallin Road, where August counts were 6 to 21 percent higher than July observations. The absence of right-turn lanes on the north and east legs – warranted under existing traffic conditions – exacerbates delay as the intersection nears capacity during the evening peak hour. The site is not expected to add any right turning vehicles to the east leg and will add only 10 vehicles to the 230 projected on the north leg. As the Village examines regional traffic patterns associated with the eastern extension of IL 126 over the DuPage River and redesignation of 143rd Street as IL 126, capacity improvements to this intersection will be critical to support regional mobility objectives. Roadway Capacity In addition to peak hour traffic operations at study area intersections, an analysis of roadway segment traffic was conducted. Average Daily Traffic (ADT) information was collected from agency sources, including the Illinois Department of Transportation (IDOT) and the Village of Plainfield. The potential capacity for an individual segment was based on the number of lanes, frequency of signalized intersections, median type, and turn lanes. For most segments in the study area, ADT’s of 15,000 to 17,000 are expected to be accommodated at acceptable levels of service. Projected daily car and truck traffic from the proposed development was included along with the existing ADT volumes to demonstrate the impact of the site on each segment’s overall capacity.Exhibit C illustrates the results. As shown, the study area roadway segments are expected to have adequate capacity to accommodate the projected trips generated by the proposed site. 106 LEGENDEXHIBIT CDAILY TRAFFIC PROJECTIONSCarExistingTOTAL ADT CAPACITYTruckRemaining Capacity6,8009,520NOT TO SCALEN143RD STREET143RD STREET (FUTURE)JOHNSON ROADWALLIN DRIVELINCOLN HIGHWAYSTEINER ROADRIDGE ROAD1263030MEADOW LANE018016,5007,9207,71017070016,50015,57021072016,50011,1003,41017052015,2003,95012,990036017,3009,9006,2301036016,5009,9006,04020036016,50013,4001,62018015,20002001806,40010,52017,3000SITESITE107 ©PROJECTJUPITERNWCW143RDST.&SSTEINERRD.PLAINFIELD,IL60544EXH.FIRETRUCKEXHIBIT1-800-892-0123 Call Before You Dig NORTH 108 PROPOSED BUILDING± 1,500,130 SF FFE = 644.00 ONLYONLY©PROJECT JUPITERNWC W 143RD ST. & S STEINER RD.PLAINFIELD, IL 60544EXH.OVERALLGRADING PLAN1-800-892-0123 Call Before You Dig NORTH 109 ©PROJECTJUPITERNWCW143RDST.&SSTEINERRD.PLAINFIELD,IL60544L1.0OVERALLLANDSCAPE PLAN1-800-892-0123 Call Before You Dig NORTH NOTE: LANDSCAPE PLANS ARE PRELIMINARY, QUANTITIES MAY CHANGE AS SITE PLAN MODIFICATIONS ARE MADE. 110 PROPOSED BUILDING± 1,500,130 SF FFE = 644.00 ONLYUTILITY LEGEND ©PROJECT JUPITERNWC W 143RD ST. & S STEINER RD.PLAINFIELD, IL 60544EXH.OVERALL UTILITYPLAN1-800-892-0123 Call Before You Dig NORTH 111 Luminaire Schedule / "Did you know that utility rebates can cover 25% or more of a products cost? Email rebates@cree.com to get help on your project!" Symbol Qty Label Arrangement Lumens/Lamp LLF Lum. Watts Description 5 OSQ-2ME_1 SINGLE 27103 1.000 215 OSQ-A-NM-2ME-U-57K-xx-xx 11 OSQ-4ME_1 WALL MOUNT 27103 1.000 215 OSQ-A-NM-4ME-U-57K-xx-xx 11 OSQ-5ME_2 BACK-BACK 25095 1.000 215 OSQ-A-NM-5ME-U-57K-xx-xx 60 OSQ-4ME_WM WALL MOUNT 27103 1.000 215 OSQ-A-NM-4ME-U-57K-xx-xx 6 QHO-3ME_1 SINGLE 68691 1.000 550 OSQ-HO-A-NM-3ME-65L-57K-xx-xx 10 QHO-4ME_1 SINGLE 68691 1.000 550 OSQ-HO-A-NM-4ME-65L-57K-xx-xx 6 QHO-5ME_2b BACK-BACK 63751 1.000 550 OSQ-HO-A-NM-5ME-65L-57K-xx-xx Calculation Summary Label Units Avg Max Min Avg/Min Max/Min CalcPts Fc 2.41 10.3 0.5 4.82 20.60 0 Date:8/27/2018 Footcandles calculated at grade Layout by: JACOB EDLER 1200 92nd Street - Sturtevant, WI 53177 www.cree.com - (800) 236-6800 Illumination results shown on this lighting design are based on project parameters provided to Cree, Inc. used in conjunction with luminaire test procedures conducted under laboratory conditions. Actual project conditions differing from these design parameters may affect field results. The customer is responsible for verifying dimensional accuracy along with compliance with any applicable electrical, lighting, or energy code. Filename: 180730DG1JEER1.AGI 200 400 800 Scale: 1"=200' SR No. 31851Project Name: PROJECT JUPITER FIXTURE MOUNTING HEIGHTS AS SHOWN POLES TO BE SPECIFIED EQUIPMENT SCHEDULE: POLE MOUNTED - (38) OSQ-DAxx DIRECT ARM (28) OSQ-HO-DAxx DIRECT ARM WALL MOUNT - (60) WM-DM WALL BRACKET (60) OSQ-DAxx DIRECT ARM ***CUSTOMER TO VERIFY MOUNTING, VOLTAGE, AND COLOR PRIOR TO PLACING ORDER OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 OSQ-4ME_WMMH: 25Tilt: 0 QHO-5ME_2bMH: 40Tilt: 0 QHO-5ME_2b MH: 40Tilt: 0 QHO-5ME_2bMH: 40Tilt: 0 QHO-5ME_2bMH: 40 Tilt: 0 QHO-5ME_2bMH: 40 Tilt: 0 QHO-5ME_2b MH: 40 Tilt: 0 QHO-3ME_1MH: 40Tilt: 0 QHO-3ME_1MH: 40Tilt: 0 QHO-3ME_1 MH: 40 Tilt: 0 OSQ-4ME_1 MH: 25 Tilt: 0 OSQ-4ME_1 MH: 25 Tilt: 0 OSQ-4ME_1 MH: 25 Tilt: 0 OSQ-4ME_1 MH: 25 Tilt: 0 OSQ-4ME_1 MH: 25 Tilt: 0 OSQ-4ME_1 MH: 25 Tilt: 0 OSQ-5ME_2MH: 40Tilt: 0 QHO-3ME_1MH: 40Tilt: 0 QHO-3ME_1MH: 40Tilt: 0 QHO-3ME_1MH: 40Tilt: 0 OSQ-5ME_2MH: 25Tilt: 0 OSQ-5ME_2 MH: 25Tilt: 0 OSQ-5ME_2 MH: 25Tilt: 0 OSQ-4ME_1MH: 25Tilt: 0 OSQ-5ME_2MH: 25Tilt: 0 OSQ-5ME_2MH: 25Tilt: 0 OSQ-5ME_2MH: 25Tilt: 0 OSQ-5ME_2MH: 25Tilt: 0 OSQ-5ME_2MH: 25Tilt: 0 OSQ-5ME_2MH: 25Tilt: 0 OSQ-2ME_1 MH: 25Tilt: 0 OSQ-2ME_1 MH: 25Tilt: 0 OSQ-2ME_1 MH: 25Tilt: 0 OSQ-2ME_1 MH: 25Tilt: 0 OSQ-2ME_1 MH: 25Tilt: 0 QHO-4ME_1MH: 40Tilt: 0 QHO-4ME_1MH: 40Tilt: 0 QHO-4ME_1MH: 40Tilt: 0 QHO-4ME_1MH: 40Tilt: 0 QHO-4ME_1MH: 40Tilt: 0 QHO-4ME_1MH: 40Tilt: 0 QHO-4ME_1MH: 40Tilt: 0 QHO-4ME_1MH: 40Tilt: 0 QHO-4ME_1MH: 40Tilt: 0 QHO-4ME_1MH: 40Tilt: 0 OSQ-5ME_2MH: 25Tilt: 0 OSQ-4ME_1MH: 25Tilt: 0 OSQ-4ME_1MH: 25 Tilt: 0 OSQ-4ME_1 MH: 25 Tilt: 0 OSQ-4ME_1MH: 25Tilt: 0 0.5 0.9 1.2 1.2 1.0 1.1 1.3 1.1 1.0 1.2 1.2 1.0 1.0 1.1 1.2 0.8 0.7 1.0 1.2 1.1 1.0 1.1 1.3 1.2 1.2 1.6 1.9 2.1 2.0 2.0 2.0 1.7 1.2 0.7 0.6 0.7 1.1 1.1 1.0 1.0 1.1 1.1 0.7 0.5 0.6 0.9 1.2 1.1 1.0 1.3 2.0 2.5 4.2 5.8 1.1 1.5 2.6 2.2 2.0 2.0 2.3 1.3 1.1 1.6 2.5 1.9 1.9 2.4 1.7 1.0 0.8 1.2 2.3 2.0 1.9 2.0 2.3 1.4 1.4 2.2 3.3 3.8 3.8 4.2 3.3 2.9 1.5 0.8 0.7 0.8 1.5 2.5 1.9 1.9 2.4 1.6 0.8 0.6 0.7 1.1 2.1 2.0 2.0 2.2 2.9 2.6 5.8 4.4 3.3 3.4 3.3 4.6 4.6 4.2 1.9 1.3 1.2 1.4 2.6 4.2 4.5 2.7 1.4 1.0 0.9 1.1 1.9 4.3 4.5 4.0 1.9 1.4 1.4 1.9 3.6 6.0 7.8 7.1 5.5 2.6 1.4 0.9 0.7 0.9 1.3 2.5 4.2 4.4 2.7 1.3 0.9 0.7 0.7 1.0 1.8 4.1 4.6 4.5 2.4 2.7 2.6 2.7 5.1 5.1 3.2 4.8 8.4 4.2 1.9 1.2 1.2 1.3 2.5 5.6 6.2 2.6 1.3 1.0 0.9 1.0 1.8 4.4 8.1 3.8 1.8 1.3 1.4 1.8 3.4 7.6 8.9 10.3 5.8 2.5 1.3 0.9 0.7 0.9 1.2 2.5 5.7 6.1 2.6 1.2 0.9 0.7 0.8 1.0 1.7 3.9 8.2 4.6 2.2 1.4 1.2 0.9 6.5 4.6 3.5 4.7 3.8 4.2 2.1 1.4 1.2 1.5 2.7 3.3 3.4 3.0 1.4 1.0 0.9 1.2 2.0 3.9 3.5 4.1 2.0 1.4 1.4 2.0 3.9 5.0 7.2 6.0 4.9 2.7 1.4 0.9 0.7 0.9 1.3 2.7 3.3 3.4 2.9 1.4 1.0 0.8 0.8 1.2 2.0 4.2 3.6 4.2 2.5 1.9 1.5 1.2 4.6 5.2 3.6 2.4 2.0 2.0 2.3 1.5 1.1 1.6 2.1 1.6 1.6 2.0 1.6 0.9 0.8 1.2 2.0 1.7 1.6 1.8 2.1 1.4 1.3 2.1 2.9 3.4 3.3 3.5 3.0 2.7 1.5 0.8 0.6 0.8 1.5 2.0 1.6 1.6 2.0 1.8 1.1 0.9 1.0 1.4 2.3 2.0 1.9 2.1 2.7 3.1 4.0 4.2 1.9 2.0 2.3 1.7 1.5 1.9 1.9 1.9 0.9 1.1 1.0 0.9 0.9 1.0 1.0 0.8 0.7 0.9 1.0 1.0 0.9 1.0 1.1 1.1 1.1 1.4 1.7 1.8 1.8 1.8 1.8 1.5 1.1 0.7 0.6 0.7 1.0 1.0 0.9 0.9 1.0 1.9 1.5 1.5 1.2 1.4 1.5 1.6 1.5 1.7 2.2 2.7 4.7 5.6 2.4 2.3 2.1 1.4 1.4 2.6 4.1 4.3 4.3 4.3 2.0 1.5 1.6 1.5 1.4 1.6 1.7 2.1 2.5 4.8 5.2 4.0 5.1 1.9 1.3 1.5 2.1 4.4 5.6 6.3 3.8 2.2 1.8 2.3 2.2 1.9 2.0 2.5 2.0 2.6 3.5 3.8 5.9 3.8 1.9 1.4 1.5 2.1 4.9 5.2 5.7 4.0 2.3 1.8 2.0 3.9 3.9 3.8 2.5 1.7 1.5 1.2 1.1 4.0 4.8 1.7 1.1 1.4 3.4 4.1 4.8 4.6 4.4 2.9 1.6 1.7 3.2 7.6 5.0 2.4 1.5 1.3 1.0 0.9 1.9 1.7 1.7 1.1 1.3 2.6 5.5 4.9 4.8 4.8 2.4 1.7 1.9 3.5 4.9 4.3 2.4 1.7 2.5 2.7 3.0 1.7 1.5 1.7 1.2 1.4 2.0 4.1 5.8 6.3 3.8 2.2 1.8 2.3 2.3 2.0 2.1 2.6 2.1 2.3 5.3 4.6 4.2 4.7 1.8 1.1 1.4 2.1 5.8 4.5 4.6 4.4 2.2 1.6 1.5 1.3 1.1 1.2 1.5 1.9 2.2 4.1 5.8 5.9 3.7 1.8 1.2 1.4 3.6 3.7 4.4 4.2 4.0 2.8 1.3 1.0 0.9 0.9 0.9 1.0 1.2 2.3 4.5 4.4 4.2 4.9 1.7 1.2 1.4 2.1 5.7 4.3 4.4 4.6 2.2 1.3 0.9 0.8 0.8 0.8 0.9 1.1 1.6 1.4 1.4 2.5 2.2 1.8 1.1 1.4 2.0 4.0 5.7 5.8 3.7 2.1 1.5 1.2 1.1 1.0 1.0 1.1 1.2 1.0 0.9 0.8 1.4 1.3 1.5 1.1 1.3 2.3 5.7 4.5 4.5 4.7 2.3 1.7 1.8 1.5 1.3 1.4 1.7 1.7 2.2 1.9 2.1 4.0 3.9 1.9 1.0 1.3 3.5 3.8 4.5 4.4 4.2 2.9 1.6 2.1 3.1 2.6 2.7 3.0 1.9 2.2 5.5 4.0 5.9 3.9 1.8 1.3 1.5 2.1 5.3 4.9 5.2 4.0 2.3 1.7 1.8 3.2 5.8 5.0 2.4 2.0 2.4 4.1 5.7 1.6 3.1 5.1 4.2 1.8 1.3 1.5 2.0 4.2 5.8 6.7 3.8 2.2 1.8 1.9 3.3 6.0 5.1 2.4 1.7 2.3 5.4 4.0 0.6 2.1 3.4 3.2 1.9 1.0 1.3 2.8 4.9 5.1 5.0 4.8 2.6 1.7 2.1 3.3 2.8 2.8 3.0 1.8 2.3 1.8 1.9 0.5 0.7 1.0 1.0 1.1 0.9 1.2 3.0 4.5 5.0 5.0 4.9 2.7 1.7 1.9 1.7 1.4 1.5 1.9 1.8 1.1 0.9 0.8 1.0 0.9 1.1 1.1 0.8 0.9 1.3 2.0 4.4 5.6 6.5 3.9 2.2 1.7 1.4 1.3 1.2 1.2 1.3 1.5 2.0 1.6 1.6 2.4 2.4 2.9 1.5 0.8 0.8 1.3 2.0 4.8 5.2 5.8 4.0 2.3 1.7 1.3 1.3 1.2 1.2 1.3 1.5 2.4 5.0 4.4 4.0 5.5 2.9 1.5 0.9 0.8 1.2 3.3 4.1 4.8 4.7 4.5 2.8 1.7 1.8 1.6 1.4 1.5 1.9 2.1 2.3 4.2 5.9 6.0 3.9 2.5 2.1 1.2 0.9 1.3 2.6 5.5 4.9 4.8 4.8 2.5 1.8 2.3 3.0 2.6 2.7 3.1 2.1 2.3 5.7 4.4 5.4 3.8 2.7 2.2 1.3 1.0 1.4 2.0 4.1 5.8 6.3 3.8 2.3 1.9 2.0 3.3 5.4 4.9 2.5 1.7 2.6 2.5 2.7 4.5 5.2 2.4 1.8 1.1 0.9 1.3 2.1 5.8 4.5 4.7 4.5 2.4 1.8 1.9 3.4 6.7 5.4 2.5 1.7 1.4 1.1 0.9 3.9 4.1 3.1 1.6 0.8 0.7 1.2 3.5 3.7 4.4 4.3 4.2 3.1 1.9 2.2 3.8 3.1 3.2 3.1 1.9 1.8 1.4 1.3 1.6 1.5 1.9 1.3 0.8 0.8 1.3 2.1 5.7 4.3 4.5 4.9 2.5 2.1 2.3 2.0 1.7 1.8 2.2 2.1 2.5 4.1 4.1 0.7 0.7 0.7 0.8 0.7 0.8 1.4 2.0 4.0 5.7 5.9 4.0 2.5 2.1 1.8 1.5 1.4 1.4 1.6 2.0 2.6 4.5 6.0 0.6 0.5 0.5 0.7 0.7 0.8 1.2 2.3 5.7 4.5 4.7 5.0 2.6 2.0 1.7 1.4 1.4 1.4 1.5 2.1 2.5 4.6 5.6 1.0 0.9 1.1 1.0 0.7 0.7 1.2 3.5 3.8 4.5 4.6 4.4 3.0 1.7 1.8 1.7 1.7 1.7 2.0 1.6 2.3 3.7 3.8 2.4 2.4 2.9 1.5 0.8 0.8 1.3 2.0 5.3 4.9 5.4 4.2 2.3 1.7 1.6 2.2 2.5 2.3 1.7 1.4 1.4 1.2 1.2 4.1 5.5 2.9 1.6 1.0 0.9 1.4 2.0 4.2 5.8 6.8 3.9 2.3 1.7 1.6 2.3 3.4 2.7 1.7 1.3 0.9 0.7 0.6 6.0 4.0 2.5 2.1 1.2 0.9 1.3 2.8 5.0 5.1 5.2 5.0 2.7 1.6 1.6 2.2 2.3 2.4 1.7 1.2 0.9 0.7 0.6 5.4 3.8 2.7 2.2 1.2 0.9 1.3 3.1 4.6 5.1 5.1 5.1 2.9 1.8 1.9 1.6 1.6 1.6 1.8 1.6 1.1 0.9 0.8 4.5 5.2 2.4 1.8 1.1 0.9 1.4 2.0 4.4 5.7 6.6 4.1 2.5 2.0 1.7 1.5 1.4 1.4 1.5 1.6 1.4 1.2 1.0 3.9 4.1 3.1 1.6 0.9 0.8 1.3 2.0 4.8 5.2 6.0 4.2 2.5 1.8 1.5 1.5 1.5 1.5 1.5 1.6 1.6 1.6 1.5 1.3 1.1 0.8 1.6 1.5 1.9 1.3 0.8 0.7 1.2 3.3 4.1 4.8 4.8 4.6 2.9 1.5 1.4 1.7 2.1 2.1 1.9 1.8 1.9 2.1 2.3 2.1 1.4 1.1 0.7 0.7 0.7 0.8 0.7 0.8 1.2 2.5 5.5 4.9 4.9 4.9 2.4 1.5 1.3 1.7 2.4 3.1 2.6 2.5 2.6 3.0 3.5 2.5 1.9 1.4 0.6 0.5 0.5 0.7 0.7 0.8 1.3 2.0 4.1 5.8 6.4 3.8 2.2 1.6 1.4 1.5 2.1 3.1 3.7 3.5 3.5 4.5 3.3 2.8 2.5 2.0 1.0 0.9 1.1 1.0 0.8 0.8 1.3 2.1 5.7 4.5 4.7 4.4 2.2 1.5 1.2 1.4 1.9 2.7 4.5 5.4 4.9 3.7 3.3 3.2 3.2 2.7 2.4 2.4 2.9 1.5 0.8 0.7 1.2 3.5 3.7 4.4 4.3 4.1 2.8 1.4 1.1 1.3 1.8 2.6 4.4 6.4 5.2 3.8 3.4 3.3 3.4 3.6 4.1 5.5 2.9 1.5 1.0 0.8 1.3 2.1 5.7 4.3 4.4 4.7 2.2 1.4 1.2 1.4 1.9 2.8 4.4 4.4 4.4 3.9 3.6 3.6 4.2 6.0 6.0 4.0 2.5 2.1 1.2 1.0 1.4 2.0 4.1 5.8 5.8 3.7 2.0 1.5 1.2 1.5 2.2 3.4 2.8 2.6 2.7 3.4 4.2 4.1 5.0 9.2 5.4 3.8 2.7 2.2 1.2 0.9 1.3 2.3 5.7 4.5 4.5 4.7 2.2 1.3 1.2 1.5 2.2 2.1 1.9 1.8 1.9 2.3 3.6 4.1 5.1 9.4 4.5 5.2 2.4 1.8 1.1 0.8 1.3 3.5 3.9 4.5 4.4 4.2 2.7 1.2 1.0 1.3 1.4 1.4 1.3 1.3 1.4 1.7 2.8 3.5 4.3 6.3 3.9 4.1 3.1 1.6 0.9 0.8 1.3 2.1 5.3 4.9 5.2 4.0 2.1 1.3 1.0 0.9 1.0 0.9 1.0 1.0 1.1 1.5 2.3 2.9 3.3 3.8 1.6 1.5 1.9 1.3 0.8 0.8 1.3 2.0 4.2 5.8 6.7 3.7 2.0 1.3 0.9 0.7 0.7 0.7 0.7 0.8 1.0 1.3 2.1 2.8 3.2 2.9 0.7 0.7 0.7 0.8 0.7 0.7 1.2 2.8 4.9 5.1 5.0 4.8 2.4 1.1 0.7 0.6 0.6 0.6 0.6 0.7 0.9 1.3 1.9 2.5 2.7 2.5 0.6 0.5 0.5 0.7 0.7 0.7 1.2 3.0 4.5 5.0 5.0 4.8 2.5 1.1 0.7 0.6 0.6 0.6 0.6 0.7 0.9 1.3 1.9 2.5 2.7 2.5 1.0 0.9 1.1 1.0 0.8 0.8 1.3 2.0 4.4 5.6 6.5 3.8 2.0 1.3 0.9 0.7 0.7 0.7 0.7 0.8 1.0 1.3 2.0 2.8 3.1 2.9 2.4 2.4 2.9 1.5 0.8 0.8 1.3 2.0 4.8 5.2 5.8 3.9 2.1 1.3 1.0 0.9 0.9 0.9 0.9 1.0 1.1 1.5 2.2 2.9 3.3 3.6 4.1 5.5 2.9 1.5 0.9 0.8 1.2 3.3 4.1 4.8 4.7 4.4 2.6 1.2 1.0 1.2 1.4 1.3 1.3 1.2 1.4 1.7 2.7 3.4 4.2 6.0 6.0 4.0 2.5 2.1 1.2 0.9 1.3 2.6 5.5 4.9 4.8 4.7 2.3 1.3 1.2 1.5 2.1 2.0 1.8 1.7 1.8 2.3 3.5 4.1 5.0 9.2 5.4 3.8 2.7 2.2 1.3 1.0 1.4 2.0 4.1 5.8 6.3 3.7 2.1 1.4 1.2 1.5 2.2 3.3 2.7 2.5 2.6 3.2 4.3 4.1 5.1 9.4 4.5 5.2 2.4 1.8 1.1 0.9 1.3 2.1 5.8 4.5 4.6 4.4 2.2 1.4 1.2 1.4 1.9 2.8 4.2 4.3 4.1 4.1 3.7 3.7 4.4 6.4 3.9 4.1 3.1 1.6 0.8 0.7 1.3 3.5 3.7 4.4 4.2 4.1 2.8 1.3 1.1 1.3 1.8 2.6 4.5 6.1 5.1 3.8 3.4 3.4 3.5 3.9 1.6 1.5 1.9 1.3 0.8 0.8 1.3 2.1 5.7 4.3 4.4 4.6 2.2 1.4 1.2 1.3 1.8 2.6 4.5 5.7 5.0 3.7 3.3 3.4 3.4 3.0 0.7 0.7 0.7 0.8 0.7 0.8 1.4 2.0 4.0 5.7 5.8 3.7 2.0 1.5 1.2 1.4 1.9 2.9 3.8 3.8 3.7 4.4 3.3 3.0 2.9 2.5 0.6 0.5 0.5 0.7 0.7 0.8 1.2 2.3 5.7 4.5 4.5 4.7 2.2 1.3 1.2 1.5 2.2 3.0 2.5 2.4 2.6 3.0 3.5 2.7 2.3 2.2 2.1 1.5 1.2 1.0 0.9 1.1 1.0 0.7 0.7 1.2 3.5 3.8 4.5 4.4 4.2 2.7 1.2 1.1 1.4 1.9 1.9 1.7 1.6 1.7 2.0 2.3 2.3 2.0 2.1 2.4 2.2 1.9 2.4 2.4 2.9 1.5 0.8 0.8 1.3 2.0 5.3 4.9 5.2 4.0 2.1 1.3 1.1 1.2 1.3 1.2 1.2 1.2 1.2 1.4 1.5 1.5 1.6 2.1 2.6 2.6 2.6 4.1 5.5 2.9 1.6 1.0 0.9 1.4 2.0 4.2 5.8 6.7 3.7 2.0 1.3 1.0 0.9 0.9 0.9 0.9 0.9 0.9 1.0 1.0 1.0 1.3 2.1 2.5 3.1 4.0 6.0 4.0 2.5 2.1 1.2 0.9 1.3 2.8 5.0 5.1 5.0 4.8 2.4 1.2 0.8 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.8 1.1 2.1 2.8 4.3 7.1 5.4 3.8 2.7 2.2 1.2 0.9 1.3 3.1 4.6 5.1 5.0 4.8 2.5 1.1 0.7 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.7 1.0 2.2 2.9 5.1 9.3 4.5 5.2 2.4 1.8 1.1 0.9 1.4 2.0 4.4 5.7 6.5 3.8 2.0 1.3 0.8 0.7 0.6 0.6 0.6 0.7 0.7 0.6 0.6 0.7 1.0 2.1 2.8 4.6 8.1 3.9 4.1 3.1 1.6 0.9 0.8 1.3 2.0 4.8 5.2 5.8 3.9 2.1 1.3 0.9 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.8 1.1 2.0 2.5 3.4 4.8 1.6 1.5 1.9 1.3 0.8 0.7 1.2 3.3 4.1 4.8 4.7 4.4 2.6 1.2 1.0 1.0 1.1 1.1 1.0 1.0 1.0 1.1 1.1 1.1 1.3 1.9 2.4 2.6 2.8 0.7 0.7 0.7 0.8 0.7 0.8 1.2 2.5 5.5 4.9 4.8 4.7 2.3 1.3 1.1 1.4 1.6 1.6 1.4 1.3 1.4 1.5 1.7 1.7 1.6 1.8 2.2 2.3 2.0 0.6 0.5 0.5 0.7 0.7 0.8 1.3 2.0 4.1 5.8 6.3 3.7 2.1 1.4 1.2 1.5 2.3 2.5 2.1 2.1 2.1 2.3 2.7 2.0 1.6 1.5 1.6 1.5 1.4 1.0 0.9 1.1 1.0 0.8 0.8 1.3 2.1 5.7 4.5 4.6 4.4 2.1 1.4 1.2 1.4 2.1 3.3 3.1 2.7 2.9 3.7 2.6 1.8 1.4 1.3 1.1 1.0 0.9 2.4 2.4 2.9 1.5 0.8 0.7 1.2 3.5 3.7 4.4 4.2 4.0 2.8 1.3 1.1 1.3 1.8 2.6 4.1 4.5 4.4 3.3 2.3 1.7 1.3 1.1 0.9 0.7 0.6 4.1 5.5 2.9 1.5 1.0 0.8 1.3 2.1 5.7 4.3 4.4 4.7 2.2 1.4 1.2 1.3 1.8 2.5 4.0 6.6 5.2 3.4 2.3 1.6 1.3 1.0 0.8 0.7 0.6 6.0 4.0 2.5 2.1 1.2 1.0 1.4 2.0 4.1 5.8 5.8 3.7 2.0 1.5 1.2 1.4 1.9 2.6 4.1 4.3 4.3 3.3 2.3 1.7 1.3 1.1 0.9 0.7 0.7 5.4 3.8 2.7 2.2 1.2 0.9 1.3 2.3 5.7 4.5 4.5 4.7 2.2 1.4 1.2 1.4 2.1 3.3 3.0 2.7 2.8 3.5 2.7 1.9 1.5 1.3 1.2 1.0 0.9 4.5 5.2 2.4 1.8 1.1 0.8 1.3 3.5 3.9 4.5 4.4 4.2 2.7 1.2 1.1 1.5 2.2 2.4 2.1 2.0 2.0 2.2 2.5 2.0 1.6 1.6 1.7 1.6 1.4 3.9 4.1 3.1 1.6 0.9 0.8 1.3 2.1 5.3 4.9 5.2 4.0 2.1 1.4 1.1 1.3 1.6 1.5 1.4 1.3 1.3 1.4 1.6 1.6 1.6 1.9 2.3 2.3 2.1 1.6 1.5 1.9 1.3 0.8 0.8 1.3 2.0 4.2 5.8 6.7 3.7 2.0 1.3 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.4 2.0 2.4 2.7 2.9 0.7 0.7 0.7 0.8 0.7 0.7 1.2 2.8 4.9 5.1 5.0 4.8 2.4 1.2 0.8 0.8 0.7 0.7 0.8 0.8 0.8 0.7 0.7 0.8 1.2 2.1 2.6 3.7 5.2 0.6 0.5 0.5 0.7 0.7 0.7 1.2 3.0 4.5 5.0 5.0 4.8 2.5 1.1 0.7 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.7 1.1 2.2 2.9 5.0 8.3 1.0 0.9 1.1 1.0 0.8 0.8 1.3 2.0 4.4 5.6 6.5 3.8 2.0 1.2 0.8 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 1.0 2.2 3.0 5.4 9.2 2.4 2.4 2.9 1.5 0.8 0.8 1.3 2.0 4.8 5.2 5.8 3.9 2.0 1.2 0.8 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 1.1 2.2 2.8 4.4 6.8 4.1 5.5 2.9 1.5 0.9 0.8 1.2 3.3 4.1 4.8 4.7 4.4 2.6 1.2 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 1.2 2.0 2.5 3.1 3.8 6.0 4.0 2.5 2.1 1.2 0.9 1.3 2.6 5.5 4.9 4.8 4.7 2.3 1.3 1.0 1.2 1.3 1.2 1.2 1.1 1.1 1.2 1.3 1.3 1.5 1.9 2.5 2.5 2.5 5.4 3.8 2.7 2.2 1.3 1.0 1.4 2.0 4.1 5.8 6.3 3.7 2.0 1.4 1.2 1.5 1.9 1.9 1.7 1.6 1.6 1.8 2.0 1.9 1.6 1.7 2.0 2.0 1.8 4.5 5.2 2.4 1.8 1.1 0.9 1.3 2.1 5.8 4.5 4.6 4.4 2.1 1.4 1.2 1.5 2.2 3.0 2.5 2.4 2.4 2.7 3.0 2.0 1.5 1.4 1.4 1.3 1.1 3.9 4.1 3.1 1.6 0.8 0.7 1.3 3.5 3.7 4.4 4.2 4.0 2.8 1.3 1.1 1.4 1.9 2.9 3.9 3.9 3.6 3.9 2.5 1.8 1.4 1.2 1.0 0.9 0.8 1.6 1.5 1.9 1.3 0.8 0.8 1.3 2.1 5.7 4.3 4.4 4.6 2.2 1.4 1.2 1.3 1.8 2.6 4.5 5.7 4.9 3.3 2.3 1.6 1.3 1.1 0.9 0.7 0.6 0.7 0.7 0.7 0.8 0.7 0.8 1.4 2.0 4.0 5.7 5.8 3.7 2.0 1.5 1.2 1.3 1.8 2.6 4.4 6.0 5.0 3.4 2.3 1.6 1.3 1.1 0.9 0.7 0.6 0.6 0.5 0.5 0.7 0.7 0.8 1.2 2.3 5.7 4.5 4.5 4.7 2.2 1.4 1.2 1.4 1.9 2.8 4.1 4.2 4.0 3.8 2.4 1.7 1.4 1.2 1.0 0.9 0.8 1.0 0.9 1.1 1.0 0.7 0.7 1.2 3.5 3.8 4.5 4.4 4.2 2.7 1.3 1.1 1.5 2.2 3.2 2.6 2.4 2.5 2.8 2.9 2.0 1.5 1.4 1.4 1.3 1.1 2.4 2.4 2.9 1.5 0.8 0.8 1.3 2.0 5.3 4.9 5.2 4.0 2.1 1.4 1.2 1.5 2.0 2.0 1.7 1.6 1.7 1.8 2.1 1.9 1.6 1.7 2.1 2.0 1.8 4.1 5.5 2.9 1.6 1.0 0.9 1.4 2.0 4.2 5.8 6.7 3.7 2.1 1.4 1.1 1.2 1.3 1.3 1.2 1.1 1.2 1.2 1.3 1.4 1.5 1.9 2.4 2.5 2.5 6.0 4.0 2.5 2.1 1.2 0.9 1.3 2.8 5.0 5.1 5.0 4.8 2.4 1.2 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 1.0 1.2 2.0 2.5 3.1 3.9 5.4 3.8 2.7 2.2 1.2 0.9 1.3 3.1 4.6 5.1 5.0 4.8 2.5 1.1 0.8 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 1.1 2.2 2.8 4.4 6.9 4.5 5.2 2.4 1.8 1.1 0.9 1.4 2.0 4.4 5.7 6.5 3.8 2.0 1.2 0.8 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 1.0 2.2 3.0 5.3 9.2 3.9 4.1 3.1 1.6 0.9 0.8 1.3 2.0 4.8 5.2 5.8 3.9 2.0 1.2 0.8 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 1.0 2.2 2.9 4.9 8.2 1.6 1.5 1.9 1.3 0.8 0.7 1.2 3.3 4.1 4.8 4.7 4.4 2.6 1.1 0.8 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.8 1.1 2.1 2.6 3.6 5.0 0.7 0.7 0.7 0.8 0.7 0.8 1.2 2.5 5.5 4.9 4.8 4.7 2.2 1.2 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.3 1.9 2.4 2.6 2.9 0.6 0.5 0.5 0.7 0.7 0.8 1.3 2.0 4.1 5.8 6.3 3.7 2.0 1.4 1.1 1.3 1.5 1.5 1.3 1.3 1.3 1.4 1.5 1.5 1.6 1.8 2.3 2.3 2.1 1.0 0.9 1.1 1.0 0.8 0.8 1.3 2.1 5.7 4.5 4.6 4.4 2.1 1.4 1.2 1.5 2.2 2.3 2.0 1.9 1.9 2.1 2.4 2.0 1.6 1.6 1.6 1.5 1.4 2.4 2.4 2.9 1.5 0.8 0.7 1.2 3.5 3.7 4.4 4.2 4.0 2.8 1.3 1.1 1.4 2.1 3.4 2.9 2.6 2.7 3.3 2.8 1.9 1.5 1.3 4.1 5.5 2.9 1.5 1.0 0.8 1.3 2.1 5.7 4.3 4.4 4.6 2.2 1.4 1.2 1.3 1.9 2.7 4.2 4.2 4.5 3.4 2.4 1.7 1.3 1.1 6.0 4.0 2.5 2.1 1.2 1.0 1.4 2.0 4.0 5.8 5.8 3.7 2.0 1.5 1.2 1.3 1.8 2.5 4.1 6.6 5.3 3.4 2.4 1.7 1.3 1.1 5.4 3.8 2.7 2.2 1.2 0.9 1.3 2.3 5.7 4.5 4.5 4.7 2.2 1.4 1.2 1.3 1.8 2.6 4.2 4.8 4.6 3.4 2.6 1.9 1.4 1.2 4.5 5.2 2.4 1.8 1.1 0.8 1.3 3.5 3.9 4.5 4.4 4.2 2.7 1.3 1.1 1.4 2.0 3.2 3.3 3.0 3.1 4.2 3.0 2.3 1.8 1.4 3.9 4.1 3.1 1.6 0.9 0.8 1.3 2.1 5.3 4.9 5.2 4.0 2.1 1.4 1.2 1.5 2.2 2.6 2.2 2.2 2.3 2.7 3.4 2.9 2.5 2.0 1.6 1.5 1.9 1.3 0.8 0.8 1.3 2.0 4.2 5.8 6.7 3.7 2.1 1.4 1.2 1.4 1.7 1.7 1.5 1.4 1.5 1.9 2.7 3.2 3.2 2.6 0.7 0.7 0.7 0.8 0.7 0.7 1.2 2.8 4.9 5.1 5.0 4.8 2.4 1.2 1.0 1.1 1.1 1.1 1.1 1.1 1.1 1.4 2.2 2.8 3.1 3.3 0.6 0.5 0.5 0.7 0.7 0.7 1.2 3.0 4.5 5.0 5.0 4.8 2.5 1.2 0.8 0.8 0.8 0.8 0.8 0.8 0.9 1.1 1.9 2.7 3.5 5.2 1.0 0.9 1.1 1.0 0.8 0.8 1.3 2.0 4.4 5.6 6.5 3.8 2.0 1.2 0.8 0.7 0.6 0.6 0.6 0.7 0.7 0.9 1.9 2.8 4.1 8.4 2.4 2.4 2.9 1.5 0.8 0.8 1.3 2.0 4.8 5.2 5.8 3.9 2.0 1.2 0.8 0.6 0.5 0.5 0.6 0.6 0.6 0.9 1.8 2.8 4.2 9.0 4.0 5.5 2.9 1.5 0.9 0.8 1.2 3.3 4.1 4.8 4.6 4.4 2.6 1.1 0.7 0.6 0.6 0.6 0.6 0.6 0.7 0.9 1.8 2.6 3.7 6.1 6.0 3.9 2.5 2.0 1.2 0.9 1.3 2.5 5.5 4.9 4.8 4.7 2.2 1.2 0.8 0.7 0.7 0.7 0.8 0.8 0.8 1.1 1.8 2.5 3.0 3.6 5.4 3.7 2.7 2.1 1.2 0.9 1.3 1.9 4.0 5.7 6.2 3.6 1.9 1.2 1.0 1.0 1.0 1.0 1.0 1.0 1.1 1.4 2.0 2.7 3.0 2.7 4.5 5.2 2.4 1.8 1.1 0.8 1.1 1.8 5.4 4.2 4.2 4.0 1.7 1.1 1.0 1.3 1.6 1.5 1.4 1.3 1.5 1.8 2.4 2.7 2.6 2.1 3.9 4.1 3.1 1.6 0.8 0.6 0.8 0.9 1.0 1.4 2.2 2.4 2.1 2.1 2.2 2.5 3.1 2.5 1.9 1.5 1.6 1.7 2.4 1.7 1.1 0.8 0.6 0.8 0.9 1.3 2.0 3.2 3.1 2.7 2.9 3.8 2.9 2.0 1.5 1.1 0.9 1.8 3.5 3.1 2.4 0.9 0.5 0.7 0.9 1.2 1.8 2.6 4.1 4.4 4.4 3.4 2.4 1.6 1.2 0.9 1.1 2.7 4.6 5.2 2.0 1.1 0.6 0.9 2.5 3.6 6.8 5.0 3.1 1.2 0.7 1.5 3.3 5.9 7.0 3.2 2.1 0.8 0.9 2.4 3.5 6.8 5.0 3.1 1.2 0.7 1.5 3.3 5.9 7.0 3.2 2.1 0.8 0.9 2.4 3.5 6.8 5.1 3.1 1.3 0.6 0.5 0.6 0.9 1.1 1.7 2.5 3.9 6.6 5.2 3.4 2.3 1.5 1.0 0.8 1.1 3.1 5.3 4.2 1.9 1.1 0.7 1.0 3.3 4.5 6.9 5.2 4.5 1.5 0.8 1.8 4.8 5.8 6.9 4.5 2.8 0.9 1.1 3.3 4.5 6.9 5.2 4.5 1.5 0.8 1.8 4.8 5.8 6.9 4.5 2.8 0.9 1.1 3.3 4.5 7.0 5.2 4.5 1.5 0.6 0.5 0.6 0.8 1.2 1.7 2.5 4.1 4.3 4.3 3.2 2.2 1.5 1.0 0.7 0.5 1.9 4.2 4.0 2.1 0.7 0.5 0.6 1.0 2.0 3.6 2.7 1.2 0.7 0.6 0.7 1.3 2.9 3.5 1.7 0.9 0.6 0.6 1.0 2.0 3.6 2.7 1.2 0.7 0.6 0.7 1.3 2.9 3.5 1.7 0.9 0.6 0.6 1.0 2.0 3.6 2.7 1.2 0.7 0.5 0.5 0.6 0.8 1.2 2.0 3.2 3.0 2.6 2.8 3.5 2.6 1.6 1.0 0.70.5 112 PROPOSED BUILDING± 1,500,130 SF FFE = 644.00 ONLYONLY2750 LF OF 12" WATERMAIN EXTENSION AUGER 12" WATERMAIN UNDER 143RD STREET 2600 LF 143RD STREET 2600 LF 12" WATERMAIN EXTENSION 2800 LF 24" SANITARY SEWER EXTENSION PR. TRAFFIC SIGNAL STORMWATER DETENTION FOR 143RD ST. EXTENSION PROVIDED IN ONSITE DETENTION POND UTILITY LEGEND ©PROJECT JUPITERNWC W 143RD ST. & S STEINER RD.PLAINFIELD, IL 60544EXH.UTILITYEXTENSIONEXHIBIT1-800-892-0123 Call Before You Dig NORTH SPACING TABLE VALVE VAULT 1000 FT HYDRANTS 300 FT SANITARY MANHOLES 500 FT STREET LIGHTS 240 FT 113 114 115 116 117 118 119 120 121 122 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141 142 143 144 145 146 147 148 149 150 151 152 153 154 155 156 157 158 159 160 161 162 163 164 165 166 167 168 169 170 171 172 173 174 175 176 177 178 179 180 181 182 183 184 185 186 187 188 189 190 191 192 193 194 195 196 197 198 199 200 201 202 203 204 205 206 207 208 209 210 211 212 213 214 215 216 217 Agenda Item No: Plan Commission Agenda Item Report Meeting Date: September 4, 2018 Submitted by: Tracey Erickson Submitting Department: Planning Department Item Type: New Business Item Agenda Section: NEW BUSINESS Subject: CASE No.:1816-081018.SU REQUEST:Special Use (Public Hearing) LOCATION: 12337 S. Route 59, Unit 133 APPLICANTS:Craig Carty Suggested Action: Attachments: Tha Green Screen Staff Report.pdf 218 TO: FROM: DATE: 1i111 illlll0 .. �-ii1••�.!J. --..-. ..... I I ............... 1T111 VILLAGE OF PLAINFIELD PLAN COMMISSION KENDRA KUEHLEM, ASSOCIATE PLANNER AUGUST 28, 2018 SUBJECT: REPORT TO THE PLAN COMMISSION THA GREEN SCREEN CASE No. 1816-081018.SU REQUEST: LOCATION: APPLICANT: CURRENT ZONING: COMP. PLAN: DISCUSSION Special Use (Public Hearing) 12337 S. Route 59, Unit #133 Craig Carty B-3 Highway Business District General Commercial Michael P. Collins PRESIDENT Michelle Gibas VILLAGE CLERK TRUSTEES Margie Bonuchi Bill Lamb Cally Larson Larry D. Newton Edward O'Rourke Brian Wojowski The applicant is seeking special use approval to operate a vape store at 12337 S. Route 59 in Unit 133. The Village's Zoning Ordinance requires that vapor and tobacco uses located in the B3 zoning district be approved through special use permit. Existing Conditions/ Site Context The subject property is located generally northeast of Route 59 and Industrial Drive, in the Plainfield Crossing building. Other tenants of that building include, Nevin's Brewing, White Fence Farm, and A Thin Line Tattoo. The vape shop will be in unit 133 of the building, in approximately 144 square feet. The property is currently zoned B-3 Highway Business District. The adjacent land uses, zoning and street classifications are as follows: North: Binny's (B3) East: S. Rhea Drive (Local); Village B3; Will County Industrial South: European Beauty Lounge (B3) West: Route 59 (Major Arterial); Heritage Meadows (Rl) 24401 W. Lockport Street Plainfield, IL 60544 Phone (815) 436-7093 Fax (815) 436-1950 Web www.plainfield-il.org 219 REPORT TO THE PLAN COMMISSION Page #2 of 2 1816-181018.SU 8/29/2018 12337 S. ROUTE 59, UNIT 133- THA GREENSCRREN VAPE SHOP ANALYSIS The applicant is requesting special use approval to operate a vape store in the B-3 zoning district, which requires a special use permit. This permit would be categorized under the Tobacco Sales, Including Vapor Cigarettes, etc. use in the Zoning Code. As a part of the applicant’s business, there will also be a recoding sound studio in the back of the unit for hosting podcasts. The applicant plans to rent the space per hour to customers interested in hosting podcasts. The planned hours of operation for the business are 12PM-8PM Monday through Saturday, and 12PM-5PM on Sunday. The business will utilize the existing parking lot, which staff believes is adequate for the needs of this business, in addition to the existing businesses. In order for the Plan Commission to recommend approval of a special use, it must make two findings of fact, as follows: a.) The special use will not be injurious to the use and enjoyment of other property in the immediate area for the purposes already permitted, nor substantially diminish property values with the neighborhood; and Staff finds that there will be no negative impacts to the surrounding commercial properties. The proposed use will fill a vacant unit in the building. Staff finds that the existing off-street parking lot will be sufficient for this business, and the surrounding businesses. Additionally, staff finds that the hours of operation of the business are consistent with the area, and Village regulations. b.) The establishment of the special use will not impede the normal and orderly development and improvement of the adjacent properties for uses permitted in the subject zoning district. Staff finds that if permitted, the special use will not disrupt the orderly development of adjacent properties. Nearby properties are zoned business or industrial, and therefore staff believes that the proposed business is an appropriate tenant for the proposed location. CONCLUSION/ RECOMMENDATION In conclusion, staff believes that the vape store will not result in negative impacts to adjacent properties and property values in the area. Based on the foregoing analysis, prior to direction from the Plan Commission, staff recommends approval. Should the Plan Commission concur, the following motion is offered for your consideration: I move we adopt the findings of fact of staff as the findings of fact of the Plan Commission and, furthermore, recommend approval of the special use for the vape store known as Tha Green Screen, located at 12337 S. Route 59 Unit #133. 220 12337 S. Route 59, Unit 133 221 Tha Green Screen, LLC 12337 S. Rt. 59 #133, Plainfield, IL, 60585 | 630.723.7235 | Thagreenscreen@gmail.com 8/15/18 Village of Plainfield Craig Carty -Owner Tha Green Screen, LLC 630-352-6459 personal cell Dear Village of Plainfield: My name is Craig Carty, and I will be opening a retail store at 12337 S. Rt. 59 #133. I am applying for the special use permit as the business that is being started is going to be a vape retail store along with Audio/Video podcast production services. The reason for the special use permit is only for the Vape aspect of the store. Tha Green Screen: Primary use: sales of vape supplies, juices, vaping/ tobacco accessories. NO CIGARETTES. This will be the front 25% of the store as customers walk in. Not to be used for a lounge. Other primary use: I have the next 20% of the store for the audio/video podcast production room (which is already constructed) I would only need to have the ceiling of the room enclosed once the permits are issued for sound recording control purposes. The rest of the store is wide open behind a separating wall, which will be used as a storage area for products and storage of any extra audio equipment not being used by the clients (based on services needed for each production in the podcast room). I will also use this space as my personal office. If there are any additional questions, please feel free to contact me anytime. Sincerely, Craig Carty 222 Agenda Item No: Plan Commission Agenda Item Report Meeting Date: September 4, 2018 Submitted by: Tracey Erickson Submitting Department: Planning Department Item Type: New Business Item Agenda Section: NEW BUSINESS Subject: CASE No.:1814-081318.AA.SU.PP REQUEST:Annexation, Special Use (Public Hearing), & Preliminary Plat LOCATION: East side of Steiner Rd. between 143rd St. and Route 126 APPLICANTS:Edward Mattox Suggested Action: Attachments: Greenbriar Staff Report and Graphics.pdf 223 TO: FROM: DATE: SUBJECT: REQUEST: • i • •• mrn"' .. 111 u "' w ,·,··-•• Hal .-T'•1i='■1■::,.,1T111 VILLAGE OF PLAINFIELD PLAN COMMISSION @ C. KENDRA KUEHLEM, ASSOCIATE PLANNEil � AUGUST 29, 2018 REPORT TO THE PLAN COMMISISON GREENBRIAR PLANNED UNIT DEVELOPMENT CASE No. 1848-081318.AA.SU.PP Annexation, Preliminary Plat, Special Use for Planned Development (Public Hearing) Michael P. Collins PRESIDENT Michelle Gibas VILLAGE CLERK TRUSTEES Margie Bonuchi Bill Lamb Cally Larson Larry D. Newton Edward O'Rourke Brian Wojowski LOCATION: APPLICANT: South of 143rd Street, East of Steiner Road, North of Route 126 Edward Mattox CURRENT ZONING: Will County A-1 COMP. PLAN: Medium Density Residential (2.1 to 3. 0 du/ac) DISCUSSION The applicant is requesting annexation by annexation agreement, as well as a special use for planned development, and preliminary plat of subdivision to permit a residential development on approximately 98 acres south of 143rd Street, east of Steiner Road, and north of Route 126. The Greenbriar residential development consists of 116 single-family detached dwelling units, 354 attached dwelling units (townhomes and apartments), and 33.5 acres of stormwater management, park and landscape space. Existing Conditions/Site Context The subject property is approximately 98 acres and is undeveloped agricultural in Will County. The proposed development will be on two parcels (PINs: 06-03-08-100-003-0000 and 06-03-08-300-020-0000), directly west of the Liberty Grove subdivision. The adjacent land uses, zoningand functional street classifications are as follows: North: Undeveloped Agricultural (R-1); 143rd Street (Major Arterial) East: Liberty Grove subdivision (R-1) South: Undeveloped Agricultural (Will County A-1); Route 126 (Major Arterial) West: Steiner Road (Major Collector); Undeveloped Agricultural (Will County A-1) 24401 W. Lockport Street Plainfield, IL 60544 Phone (815) 436-7093 Fax (815) 436-1950 Web www.plainfield-il.org 224 REPORT TO THE PLAN COMMISSION Page #2 of 7 1814-081318.AA.SU.PP 8/29/2018 GREENBRIAR PLANNED DEVELOPMENT ANALYSIS Annexation The applicant is seeking a recommendation from the Plan Commission to annex into the Village of Plainfield by annexation agreement. Upon petitioning by the property-owner, the Board of Trustees may choose to annex unincorporated property into the Village if the property is contiguous to the current municipal boundary and represents a logical extension of the Village’s boundaries. There will also be a public hearing at that Board meeting. Staffs submits that the subject parcel is contiguous to the Village’s municipal boundary. The property is within the Village’s planning area as shown on the “Future Land Use Plan” in the Village’s Comprehensive Plan. The parcel is also within the Village’s Facilities Planning Area (FPA) with respect to municipal water and sanitary sewer service. Water service is accessible through Liberty Grove to the east. Staff believes that annexation of the property would be a logical extension of the Village’s boundaries. Special Use for Planned Development (Public Hearing) The applicant is proposing a 98-acre mixed-use residential subdivision. Housing types include 116 single-family homes, 240 Apartments, and 114 Townhomes. The single-family product is provided in two areas of the development, Area A and Area B shown on the preliminary plat graphics. The single-family homes in Area A will be a smaller product, and Area B will feature slightly larger single-family. The applicant is proposing 15 apartment units per building that will be two stories tall with one and two bedrooms. The townhomes will feature one, two, and three- bedroom units that are two stories tall. The applicant is proposing four and six townhome units per building. The size of each housing type is provided on the attached Residential Unit Size sheet. Of the 98 acres, 33.5 acres would be green space and stormwater management, and 7.7 acres of park. In totality, the Greenbriar proposed development has a gross density of 4.8 dwelling units per acre (du/ac), which is inconsistent with the Future Land Use Plan for this area, identified as Medium density residential, with a density range of 2.1-3.0 du/ac. Staff notes that this proposed development is unique in that is encompasses several housing types of all varying densities. The Planned Development (PD) approach provides the flexibility needed to promote innovative and creative land development that achieves the community vision outlined in the comprehensive plan. The applicant is proposing a list of adjustments from the current standards of the Zoning Code, listed below by each housing area: 225 REPORT TO THE PLAN COMMISSION Page #3 of 7 1814-081318.AA.SU.PP 8/29/2018 GREENBRIAR PLANNED DEVELOPMENT Area A- Single Family (small) Proposed Per Code (R-1) Minimum front setback 25’ 30’ Minimum rear setback 25’ interior, 30’ perimeter 30’ Minimum interior side 7.5’, combo of 15’ 7’ or combination of 20’ Minimum corner side 30’ 30’ Minimum lot width 60’ 85’ Minimum lot size 7,500-8,700 sq. ft. 12,000 sq. ft. Maximum lot coverage 30% 30% Gross density 3.2 du/ac 2.1- 3 du/ac Width of right-of-way 60’ 66’ Area B- Single Family (big) Proposed Per Code (R-1) Minimum front setback 30’ 30’ Minimum rear setback 25’ interior, 30’ perimeter 30’ Minimum interior side 7.5’, combo of 15’ 7’ or combination of 20’ Minimum corner side 30’ 30’ Minimum lot width 70’ 85’ Minimum lot size 8,750-10,150 sq. ft. 12,000 sq. ft. Maximum lot coverage 30% 30% Gross density 1.75 du/ac 2.1- 3 du/ac Width of right-of-way 60’ 66’ Area C- Apartments Proposed Per Code (R-4) Minimum front setback 30’ Minimum rear setback 30’ Minimum interior side 20’ 7’ or combination of 20’ Minimum corner side 30’ Minimum lot width 85’ Minimum lot size 12,000 sq. ft. Maximum lot coverage 50% Dwelling units per building 16 24 Gross density 9.7 du/ac 15 du/ac Width of right-of-way 24’ 66’ Building height 48’ Area D- Townhomes Proposed Per Code (R-3) Minimum front setback 30’ Minimum rear setback 30’ Minimum interior side 20’ 7’ or combination of 20’ Minimum corner side 30’ Minimum lot width 95’ Minimum lot size 12,000 sq. ft. Maximum lot coverage 60% Dwelling units per building 4 and 6 4 Gross density 5.0 du/ac 6.0 du/ac Width of right-of-way 24’ 66’ 226 REPORT TO THE PLAN COMMISSION Page #4 of 7 1814-081318.AA.SU.PP 8/29/2018 GREENBRIAR PLANNED DEVELOPMENT In exchange for the bulk and density relief identified above, the development commits to exceeding the Village’s Zoning Code requirements as follows: •The land plan and proposed housing elevations have been designed in conformance with theVillage’s Design Guidelines for Planned Unit Developments and Residential Design Guidelines. •Staff has recommended the applicant designate 14 “key lots” at prominent locations, such as corner lots, to receive additional architectural enhancements. These are lots 60, 53, 46, 39, 34,25, and 24 in Area A; and lots 27, 18, 16, 1, 9, 8 in Area B. •Additional architectural requirements will be provided for all “through lots” whose rear elevations back up to or are visible from a public street. Through lots have been designated as Lots 52 ,53, 54, and 56. •The open space percentage and walkability of the site exceeds all requirements. In order for the Plan Commission to recommend approval of a planned development, the applicant must demonstrate findings of fact based on the specific circumstances of the project. Separately, there are additional findings that must be demonstrated in order to recommend approval of the special use. Staff outlines the required findings and supporting facts as follows: a.The special use will not be injurious to the use and enjoyment of other property in the immediate area for the purposes already permitted, nor substantially diminish propertyvalues with the neighborhood; Staff finds that the proposed planned development is compatible with both existing and potential future land uses in the area and would not be injurious to adjacent properties and property values. The subject site is designated for residential in the Comprehensive Plan, and would be consistent with the residential to the immediate east. b.The establishment of the special use will not impede normal and orderly development andimprovement of the adjacent properties for uses permitted in the subject zoning district; The proposed development is consistent with the residential use outlined in the Future Land Use Plan for the area. Staff foresees not negative impacts that would result from approval of the requested planned development. Attention is required to address the proposed density for the site of 4.8 du/ac, in relation to the medium density range of 2.1-3.0 du/ac. c.The planned development fulfills the objectives of the comprehensive plan and the land use policies of the Village and presents an innovative and creative approach to the developmentof land and living environments; Staff believes that the proposed plan is well-designed land plan that provides multiple residential options assisting in diversifying the Village’s housing stock, and recreation amenities that conforms with the recommendations of the Village’s “Residential Design Guidelines for Planned Developments”. 227 REPORT TO THE PLAN COMMISSION Page #5 of 7 1814-081318.AA.SU.PP 8/29/2018 GREENBRIAR PLANNED DEVELOPMENT d.The proposed land uses fulfill, or can reasonably be expected to fulfill, a need or demand forsuch uses within the Village; Staff believes that the variety of single-family and multi-family homes are appropriate, and will offer desirable housing options to future and existing Plainfield residents. Multi-family housing options in the Village are limited which is exemplified by the Enclave’s consistent high occupancy rates. e.The physical design of the planned development efficiently utilizes the land, adequately provides for transportation and public facilities, and preserves natural features of the site, andthat the property is suitable for the proposed purposes and land uses; Staff believes the proposed land plan utilizes the land efficiently while preserving the natural site (gas easement), providing pedestrian trails, and an adequate street network throughout. Staff further believes that this site is suitable for the proposed residential planned development. f.Any exceptions to bulk and density regulations of the underlying zoning shall be solely for thepurpose of promoting an efficient and coordinated site plan, no less beneficial to the residents or occupants of such development, as well as the neighboring property, than would be obtained under the bulk and density regulations of this ordinance for buildings developed on separate zoning lots; Staff deems that the proposed bulk dimensions and setbacks are appropriate, consistent with other planned developments in the Village, and will result in no negative impacts to adjacent properties. g.The planned development meets the requirements and standards of the planned developmentregulations; The proposed planned development complies with the requirements of the planned development section of the zoning code, as set forth herein. h. Open spaces and recreational facilities are provided; The proposed project provides 7.7 acres of park sites, pedestrian trails, a community clubhouse and pool, in addition to landscaping and stormwater detention. Staff notes that the applicant will be required to enter into a park dedication and improvement agreement with the Plainfield Park District. i.The planned development is compatible with the adjacent properties and the neighborhood,and along the periphery of the planned development, yards or setbacks shall be provided that meet or exceed the regulations of the district in which the planned development is located; Staff submits that the proposed planned development is compatible with adjacent properties. j.That the land uses permitted are necessary or desirable and are appropriate with respect tothe primary purpose of the planned development; and Staff believes that the multiple housing options proposed are appropriate and consistent with the planned development objectives to create unique and innovative residential developments. 228 REPORT TO THE PLAN COMMISSION Page #6 of 7 1814-081318.AA.SU.PP 8/29/2018 GREENBRIAR PLANNED DEVELOPMENT k.That the land uses are not of such a nature, or so located, as to exercise a detrimental influenceon the surrounding neighborhood. Once again, staff submits that the proposed planned development is appropriate and compatible with adjacent properties. As the single-family portion of the land plan abuts the existing single- family area and transitions to the multi-family residential near Steiner Road. Preliminary Plat A.Land Plan Site Plan As previously described, Greenbriar is designed on 98-acres. The plan incorporates a semi- curvilinear street design with two centrally located park sites (2.7 and 5 acres), andapproximately 25 acres of additional stormwater management and open space. The proposalincludes a total of 116 single-family lots with average lots sizes of 8,000 square feet (Area A) and 9,000 square feet (Area B); 15, sixteen-unit apartment buildings; and 24 four and six-unit townhome buildings. Access and Circulation This project provides two full access points and one right-in/right-out access onto Steiner road that are in-line with the existing curb cuts. There will also be two connections to existingLiberty Grove subdivision streets to the east (Presidential Avenue and Liberty Grove Boulevard). The semi-curvilinear street network provides access throughout all housing areas of the development. The applicant has noted that the street networks throughout the apartment andtownhome areas will be private streets. Greenbriar will feature an eight-foot-wide pedestrian multi-use trail throughout the Development and along the east side of Steiner Road. Five-foot public sidewalks will also be constructed throughout the development. Staff received input from the traffic committee, and Plainfield Fire District (PFD) on the proposed development regarding vehicular access and circulation. The Fire District raised concerns with the dead-end street segments of the apartment layout, questioning the access of fire trucks. The traffic committee suggested adding traffic calming measures to PresidentialAvenue to prevent heavy cut-through traffic. The committee also questioned the driveway access for the Area B homes that are in front of the boulevard islands. Elevations The applicant continues to update their portfolio of elevations for the development, but have provided quality preliminary renderings for each housing type, and seeks the input of the PlanCommission and Village Board. The single-family homes will have four distinct floor plans(ranch & two-story), each with three unique elevations. These elevations will be offered in several colors and material types (siding, brick, stone), which staff finds will eliminate the likelihood of monotony. 229 REPORT TO THE PLAN COMMISSION Page #7 of 7 1814-081318.AA.SU.PP 8/29/2018 GREENBRIAR PLANNED DEVELOPMENT School and Park Site Obligation The applicant will work with the school and park districts to determine land donations or cash- in-lieu. The applicant is open to park site donation. Engineering / Stormwater Management The Village engineer is reviewing the submitted plan proposal. Engineering approval is not required during consideration of the zoning entitlements, but is required for platting. B.Landscape Plan As a part of the overall site plan, and pedestrian trail plan, the applicant has illustrated the proposed landscaping. The landscape plan includes parkway trees; landscaping on theboulevards at main entrances; trees and shrubs buffers along the perimeter of the development; extensive landscaping of the naturalized stormwater management areas and common areas; and landscaped cul-de-sac islands. CONCLUSION/RECOMMENDATION In summary, staff believes that the variation of housing designs for the proposed project will enhance local residential development, efficiently utilize land, and provide Greenbriar residents with several dynamic amenities. Additionally, staff believes that the proposed project is a logical extension of the Village’s boundary and supports the proposed annexation. The proposed planned development offers a number of enhancements that exceed the Village’s minimum code requirements in exchange for certain bulk relief sought. The preliminary plat is consistent with requirements of the subdivision code. Both the annexation and special use requests require a public hearing and staff welcomes input from the public on the proposed project. In advance of such public comment and discussion by the Plan Commission, staff recommends approval. Should the Plan Commission concur, the following motions are offered for your consideration: Annexation I move we recommend approval of annexation of the project commonly known as Greenbriar (PIN: 06-03-08-100-003-0000 and 06-03-08-300-020-0000), located generally east of Steiner Road between 143rd Street and Route 126, as a logical extension of the Village of Plainfield. Special Use for Planned Development I move we adopt the findings of fact of staff as the findings of fact of the Plan Commission and, furthermore, recommend approval of the special use for planned development to permit up to 116 single-family dwelling units, and 354 attached dwelling units, subject to the following two (2) stipulations: 1.Compliance with the requirements of the Village Engineer; and2.Compliance with the requirements of the Plainfield Fire Protection District. Preliminary Plat I move we recommend approval of the Preliminary Plat of Subdivision for Greenbriar, a development with up to 116 single-family-detached dwelling units and 354 attached dwelling units, subject to the following two (2) stipulations: 1.Compliance with the requirements of the Village Engineer; and2.Compliance with the requirements of the Plainfield Fire Protection District.230 East side of Steiner Rd., Between 143rd St. and Lockport St. 231 GREENBRIAR: Residential Unit Sizes A Highly Diversified Residential Community….. Plainfield, IL POD A: Single Family Homes: 2 Story Homes appx. 1600 sq. ft. – 2800 sq. ft. Ranch Homes appx. 1400 sq. ft. – 2000 sq. ft. POD B: Single Family Homes: 2 Story Homes appx. 1800 sq. ft. – 3000 sq. ft. Ranch Homes appx. 1500 sq. ft. – 2400 sq. ft. POD C: Apartment Homes: 1 Bedroom appx. 800 sq. ft. 2 Bedroom appx. 1100 sq. ft. POD D: Townhomes: Appx. 1,000- 1,700 sq. ft. 232 DESIG N/1 LLUSTRATION Landmark Ass.et Partners gkripaklap@comcast.net 233 Design/Illustration Elevation -A Elevation -B Elevation -C Landmark Asset Partners gkripaklap@comcast.net 234 Oreenb,.,.✓8r �L/M/N,I� e�� CF FD7.PNT7� ro#MYO� ,:/;,e£!H/r.EorUN.E • rJ,.• • ,i-.•, ,_ .. � .. ' �--., •• -......, ,_,t,..l\.t-" P.LAIV#/N� .QE610� DEVELOPMelVT La/ldmarK A55eT rl!lrme/"�IPc: . ;lypLcal Rear ElevcJl/0/7 { PRELIMINARY DESl(J/Y OPr10N) FLAH,,.Y/./Y� DES/B� DEVEL.OPMeNr ,Lano/mark 4sse r /=Jirrne rs 235 APARTMENT PRODUCT 236 237 238 239 240 241 242 243 244