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9
Minutes of the Committee of the Whole Workshop of the President and the Board of Trustees
Held on August 27, 2018
In the Boardroom
Mayor Collins called the meeting to order at 7:00 p.m. Board Present: Mayor Collins, Trustee
Newton, Trustee Wojowski, Trustee Bonuchi, Trustee Lamb, and Trustee Larson. Board absent:
Trustee O’Rourke. Others present: Brian Murphy, Administrator; Michelle Gibas, Village Clerk;
Allen Persons, Public Works Director; Jon Proulx, Planning Director; Ken Goska, Building Official;
Traci Pleckham, Management Services Director; and John Konopek, Police Chief. There were
approximately 20 persons in the audience.
Trustee Larson moved to approve the Minutes of the Committee of the Whole Workshop held on
August 13, 2018. Second by Trustee Larson. Voice Vote. All in favor, 0 opposed. Motion carried.
PRESIDENTIAL COMMENTS
Mayor Collins commented on the increasing number of cars parking for the PACE Park-N-Ride
TRUSTEE COMMENTS
Trustee Lamb commented on the Comprehensive Plan and suggested refreshing it.
PUBLIC COMMENTS
Susan Farnan expressed concern regarding any development of land on 127th Street and 248th Avenue
and stated that she opposed Park West.
WORKSHOP
1) NORTHPOINTE (PC CASE #1783-032818.AA/SU/PP/FP)
Mr. David Cummings, Pulte Group, gave a presentation highlighting the changes to the Northpointe
Site Plan including reducing the number of overall lots by five (5) from 184 lots to 179 lots,
decreasing the number 6,875 square foot lots, and lining up the access. Mr. Cummings then reviewed
the architectural details.
Trustee Wojowski expressed concern with the number of variances requested as well as the density.
Trustee Bonuchi expressed concern with smaller lots and density. Trustee Larson expressed concern
with side yard setbacks. Trustee Lamb expressed concern with the smaller lot sizes and suggested a
minimum of 8,000 square feet and suggested reducing the number of total lots. Trustee Newton
expressed concern regarding the variance for the road.
#2 PARK WEST (PC CASE #1792-052418.CP/REZ/SU/SPR/PP)
Mr. Anthony Pasquinelli stated that he is requesting feedback from the Board regarding the Park
West proposal. Mr. Pasquinelli pointed out that he previously received feedback from the Board and
Plan Commission and made the changes suggested.
Trustee Larson expressed concern with the number of townhomes. Trustee Lamb stated that the Plan
Commission declined to pass 2 of the 4 motions based on transportation issues in the areas. More
effort needs to be made regarding traffic in the area and suggested a traffic study. Trustee Wojowski
expressed concern regarding traffic in the area and suggested looking at the area as a whole for
traffic. Trustee Bonuchi expressed concern with traffic as well as the design of the project, she felt
there are too many units.10
Village of Plainfield
Meeting Minutes – August 27, 2018
Page 2
Mayor Collins read the reminders.
Trustee Lamb moved to adjourn. Second by Trustee Bonuchi. Voice Vote. All in favor, 0 opposed.
Motion carried.
The meeting adjourned at 7:46 p.m.
Michelle Gibas, Village Clerk
11
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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.
21
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 – 143
rd 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.22
NOT TO SCALEN143RD STREET143RD STREETJOHNSON ROADJOHNSON ROADSTEINER ROADSTEINER ROADRIDGE ROADRIDGE ROADMEADOW LANEMEADOW LANEWALLIN DRIVEWALLIN DRIVELINCOLN HIGHWAYLINCOLN HIGHWAY/(*(1'Weekday AM Peak(7:00 – 8:00am)Weekday PM Peak (4:45 – 5:45pm)Existing Signalized IntersectionExisting Stop SignAssumed Stop SignLess than Five Vehicles[[[[22COUNTYKENDALL11COUNTYKENDALL(;+,%,7$(;,67,1*$8*86775$)),&92/80(6- (-) - (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) -23
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 ▲
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
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)8A8 A8A9 A
Intersection N/A N/A N/A N/A 13 B 12 B
143rd Street / Lincoln Highway /
Wallin Drive1
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
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
– Signalized Intersection – 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.24
NOT TO SCALENSITESITE143RD STREET143RD STREETJOHNSON ROADJOHNSON ROADSTEINER ROADSTEINER ROADRIDGE ROADRIDGE ROADMEADOW LANEMEADOW LANEWALLIN DRIVEWALLIN DRIVELINCOLN HIGHWAYLINCOLN HIGHWAY/(*(1'Weekday AM Peak(7:00 – 8:00am)Weekday PM Peak (4:45 – 5:45pm)Existing Signalized IntersectionExisting Stop SignProposed Stop SignLess than Five Vehicles[[[[22COUNTYKENDALL11COUNTYKENDALLACCESS BACCESS BACCESS AACCESS AACCESS CACCESS CACCESS DACCESS D(;+,%,7%)8785(%8,/'75$)),&352-(&7,216- (-) - (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) -25
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
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
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
– Signalized Intersection – 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.
26
LEGEND(;+,%,7&'$,/<75$)),&352-(&7,216CarExistingTOTAL ADT CAPACITYTruckRemaining CapacityNOT TO SCALEN5'675((75'675((7)8785(-2+162152$':$//,1'5,9(/,1&2/1+,*+:$<67(,1(552$'5,'*(52$'0($'2:/$1(16,50016,50016,50015,20017,30016,50016,50015,20017,300SITESITE27
Prepared for:
INDUSTRIAL
DEVELOPMENT
Traffic Impact Study
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28
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
29
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.
30
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.
31
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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.
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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.
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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
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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.
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NOT TO SCALEN143RD STREET143RD STREETJOHNSON ROADJOHNSON ROADSTEINER ROADSTEINER ROADRIDGE ROADRIDGE ROADMEADOW LANEMEADOW LANEWALLIN DRIVEWALLIN DRIVELINCOLN HIGHWAYLINCOLN HIGHWAY/(*(1'Weekday AM Peak(7:00 – 8:00am)Weekday PM Peak (4:45 – 5:45pm)Existing Signalized IntersectionExisting Stop SignAssumed Stop SignLess than Five Vehicles[[[[22COUNTYKENDALL11COUNTYKENDALL(;+,%,7(;,67,1*75$)),&92/80(6- (-) - (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) -37
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.
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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.
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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 9A
Southbound 8 A 9 A
Intersection 9 A 12 B
143rd Street / Meadow Lane
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
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
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
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
Eastbound 16 C 27 D
Northbound (Left) 8 A 10- A
– Signalized Intersection
– Minor-Leg Stop-Controlled Intersection
▲ – All-Way Stop-Controlled Intersection
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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.
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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.
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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
DepartGroup AGroup BGroup C
AM PM
125 employees
125 employees12:00 PM1:00 PMShifts125 125
AM
25 employees
47 employees7:00 AM3:00 PM11:00 PM6:00 AM8:00 PM8:00 AM9:00 AM10:00 AM11:00 AM4:00 AM5:00 AM
50 employees
25 employees
47 employees9:00 PM10:00 PM12:00 AM1:00 AM2:00 AM3:00 AM2:00 PM4:00 PM5:00 PM6:00 PM7:00 PM
25 47 25 97
7250 125 47 25 125
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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.
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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.
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NOT TO SCALENSITESITE143RD STREET143RD STREETJOHNSON ROADJOHNSON ROADSTEINER ROADSTEINER ROADRIDGE ROADRIDGE ROADMEADOW LANEMEADOW LANEWALLIN DRIVEWALLIN DRIVELINCOLN HIGHWAYLINCOLN HIGHWAY/(*(1'Weekday AM Peak(7:00 – 8:00am)Weekday PM Peak (4:45 – 5:45pm)Existing Signalized IntersectionExisting Stop SignProposed Stop SignLess than Five Vehicles[[[[22COUNTYKENDALL11COUNTYKENDALLACCESS BACCESS BACCESS AACCESS AACCESS CACCESS CACCESS DACCESS D(;+,%,76,7(75$)),&$66,*10(17&$5655 (30)80 (40)(10) 25(10) 30(30) 5 (10) -15 (10) 40 (20)(20) 5(10) -55 (30)(30) 5- (10) - (5) - (5) (10) 25(5) 1525 (10) 5 (20)- (10)15 (10)5 (10)65 (30)15 (10)- (10)5 (10) (20) 55(10) 30(10) 25(5) 15(10) -(40) 5(10) 30- (10) - (10) 5 (30) 46
NOT TO SCALENSITESITE143RD STREET143RD STREETJOHNSON ROADJOHNSON ROADSTEINER ROADSTEINER ROADRIDGE ROADRIDGE ROADMEADOW LANEMEADOW LANEWALLIN DRIVEWALLIN DRIVELINCOLN HIGHWAYLINCOLN HIGHWAY/(*(1'Weekday AM Peak(7:00 – 8:00am)Weekday PM Peak (4:45 – 5:45pm)Existing Signalized IntersectionExisting Stop SignProposed Stop SignLess than Five Vehicles[[[[22COUNTYKENDALL11COUNTYKENDALLACCESS BACCESS BACCESS AACCESS AACCESS CACCESS CACCESS DACCESS D(;+,%,76,7(75$)),&$66,*10(1775$163257758&.65 (5)(15) 15 (5) 5(15) 15 (5) 55 (5)(5) 55 (5)(5) 515 (15) (15) 1515 (15)5 (5)5 (5) 15 (15) (20) 20(15) 15(20) 2047
NOT TO SCALENSITESITE143RD STREET143RD STREETJOHNSON ROADJOHNSON ROADSTEINER ROADSTEINER ROADRIDGE ROADRIDGE ROADMEADOW LANEMEADOW LANEWALLIN DRIVEWALLIN DRIVELINCOLN HIGHWAYLINCOLN HIGHWAY/(*(1'Weekday AM Peak(7:00 – 8:00am)Weekday PM Peak (4:45 – 5:45pm)Existing Signalized IntersectionExisting Stop SignProposed Stop SignLess than Five Vehicles[[[[22COUNTYKENDALL11COUNTYKENDALLACCESS BACCESS BACCESS AACCESS AACCESS CACCESS CACCESS DACCESS D(;+,%,76,7(75$)),&$66,*10(176+877/(758&.610 (10)10 (10)10 (10) (10) 10(10) 10(10) 10(10) 10(10) 10(10) 1010 (10)10 (10)48
NOT TO SCALENSITESITE143RD STREET143RD STREETJOHNSON ROADJOHNSON ROADSTEINER ROADSTEINER ROADRIDGE ROADRIDGE ROADMEADOW LANEMEADOW LANEWALLIN DRIVEWALLIN DRIVELINCOLN HIGHWAYLINCOLN HIGHWAY/(*(1'Weekday AM Peak(7:00 – 8:00am)Weekday PM Peak (4:45 – 5:45pm)Existing Signalized IntersectionExisting Stop SignProposed Stop SignLess than Five Vehicles[[[[22COUNTYKENDALL11COUNTYKENDALLACCESS BACCESS BACCESS AACCESS AACCESS CACCESS CACCESS DACCESS D(;+,%,76,7(75$)),&$66,*10(17727$/70 (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) 2549
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.
50
NOT TO SCALEN143RD STREET143RD STREETJOHNSON ROADJOHNSON ROADSTEINER ROADSTEINER ROADRIDGE ROADRIDGE ROADMEADOW LANEMEADOW LANEWALLIN DRIVEWALLIN DRIVELINCOLN HIGHWAYLINCOLN HIGHWAY/(*(1'Weekday AM Peak(7:00 – 8:00am)Weekday PM Peak (4:45 – 5:45pm)Existing Signalized IntersectionExisting Stop SignAssumed Stop SignLess than Five Vehicles[[[[22COUNTYKENDALL11COUNTYKENDALL(;+,%,7)8785(%$&.*5281'75$)),&352-(&7,216- (-) - (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) -51
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.
52
NOT TO SCALENSITESITE143RD STREET143RD STREETJOHNSON ROADJOHNSON ROADSTEINER ROADSTEINER ROADRIDGE ROADRIDGE ROADMEADOW LANEMEADOW LANEWALLIN DRIVEWALLIN DRIVELINCOLN HIGHWAYLINCOLN HIGHWAY/(*(1'Weekday AM Peak(7:00 – 8:00am)Weekday PM Peak (4:45 – 5:45pm)Existing Signalized IntersectionExisting Stop SignProposed Stop SignLess than Five Vehicles[[[[22COUNTYKENDALL11COUNTYKENDALLACCESS BACCESS BACCESS AACCESS AACCESS CACCESS CACCESS DACCESS D(;+,%,7)8785(%8,/'75$)),&352-(&7,216- (-) - (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) -53
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
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
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
Eastbound 26 C 29 C
Westbound 36 D 52 D
Northbound 31 C 34 C
Southbound 18 B 55- D
1
Intersection 26 C 46 D
IL 126 / Steiner Road
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
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
Eastbound 23 C 46 E
Westbound 59 F 76 F
Northbound (Left)9 A 10+B
Southbound (Left) 10- A 9 A
– Signalized Intersection
– Minor-Leg Stop-Controlled Intersection
▲ – All-Way Stop-Controlled Intersection
1 – Right-turn movement operates at LOS E.
54
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
Eastbound (Left) 7 A 7 A
Southbound 9 A 9 A
143rd Street / Access C
Eastbound (Left)7 A 7 A
Southbound 9 A 9 A
143rd Street / Access D
Southbound 10- A 10- A
– 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 95 th 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
55
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.
56
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:
A single inbound lane should be provided at the proposed Access A.
A single inbound lane and separate outbound left- and right-turn lanes should be provided at
the proposed Access B and Access C.
Two outbound lanes should be provided at the proposed Access D.
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.
Access A and Access D should be designed to accommodate truck turning movements.
The center median on 143rd Street between Access A and Access D should be striped as a
continuous two-way left-turn lane.
Minor-leg stop-control should be posted for outbound traffic at the proposed Access B, Access
C, and Access D.
Minor-leg stop-control should be posted for the north leg of 143rd Street and Steiner Road.
In conjunction with the extension of 143rd Street to Ridge Road, the following dedicated turn
lanes should be provided:
South Leg: Install left- and right-turn lanes with 265-feet of storage and a 265-foot taper
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.
57
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
58
Industrial Development – Plainfield, Illinois
August 2018
CONCEPTUAL SITE PLAN
59
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.
60
Industrial Development – Plainfield, Illinois
August 2018
EXISTING (YEAR 2018) CAPACITY REPORTS
Weekday Morning Peak Hour
Weekday Evening Peak Hour
61
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, % 238509272222222
Mvmt Flow 1 16 2 63 11 1 5 1 279 1 1 1
Number of Lanes 010110110010
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 2112
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 1212
Conflicting Approach Right NB SB WB EB
Conflicting Lanes Right 2121
HCM Control Delay 8.4 9.1 8.7 8
HCM LOSAAAA
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 5016001
Through Vol 0 1 15 0 10 1
RT Vol 02652011
Lane Flow Rate 5 280 19 63 12 3
Geometry Grp 776776
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 AAAAAA
HCM 95th-tile Q 0 1.4 0.1 0.3 0.1 0
62
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
63
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 000000000000
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 110110110110
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 12345678
Assigned Phs 12345678
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
64
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 000000000000
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 12345678
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
65
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 000000000000
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 12345678
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
66
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 - -
67
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 5151170151
Future Vol, veh/h 1 10 10 305 5151170151
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, % 2459210022522222
Mvmt Flow 111113215151179151
Number of Lanes 010110110010
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 2112
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 1212
Conflicting Approach Right NB SB WB EB
Conflicting Lanes Right 2121
HCM Control Delay 8.4 13.5 9.1 8.8
HCM LOSABAA
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 50130501
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 776776
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 AAABAA
HCM 95th-tile Q 0 0.9 0.1 2.7 0 0
68
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, % 232223222722
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
69
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 000000000000
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 110110110110
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, %2442222221422
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 CC DC CC D
Approach Vol, veh/h 331 527 332 737
Approach Delay, s/veh 25.0 38.9 29.2 34.8
Approach LOS CDCC
Timer 12345678
Assigned Phs 12345678
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
70
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 000000000000
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 12345678
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
71
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 000000000000
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 12345678
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
72
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 - -
73
Industrial Development – Plainfield, Illinois
August 2018
FUTURE (YEAR 2024) BUILD CAPACITY REPORTS
Weekday Morning Peak Hour
Weekday Evening Peak Hour
74
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
75
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
76
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
77
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
78
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 000000000000
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 110110010110
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, %6664191918181822222
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 BABB
Timer 12345678
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
79
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 000000000000
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 12345678
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
80
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 000000000000
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 12345678
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
81
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 000000000000
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 CCCCCCBCBCBB
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 12345678
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
82
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 - -
83
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
84
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
85
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
86
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
87
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 000000000000
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 110110010110
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, %299255222722
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 12345678
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
88
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 000000000000
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 12345678
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
89
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 000000000000
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 12345678
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
90
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 000000000000
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 12345678
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
91
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 - -
92
Industrial Development – Plainfield, Illinois
August 2018
TRAFFIC COUNT DATA
93
Time Period Class.ULTRIOULTRIOULTRIOULTRIOTotals on Croedestria TotalWeekdayLights 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 0AM 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 AMMediums0000000500510001150000006E000One 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 AMrticulated Truc0051630030350000010000009S000% 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 351N000PHF 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 0.90% 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%000icycles on Roa0000000000000000000000000WeekdayLights 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 0PM 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 PMMediums0010120020220001100000004E000One 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 PMrticulated Truc0041520010140100110000007S000% 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 509N000PHF 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 0.890% 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%000icycles on Roa0000000000010001100000001Study Name01 143rd & SteinerDateThursday, July 19, 2018Report SummaryEastbound Westbound Northbound Southbound Crosswalk94
Time Period Class.ULTRIOULTRIOULTRIOULTRIOTotals on Croedestria TotalWeekdayLights 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 3AM 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 AMMediums01203601416400224300224417E000One 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 AMrticulated Truc0040430030340000000000007S000% 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 558N011PHF 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 0.940% 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%134icycles on Roa0000000000000000000000000WeekdayLights 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 1PM 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 PMMediums00404200213800022002002111E112One 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 PMrticulated Truc0010110010110000000000002S101% 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 891N000PHF 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 0.90% 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%224icycles on Roa0000000000000000000000000Study Name02 143rd & MeadowDateThursday, July 19, 2018Report SummaryEastbound Westbound Northbound Southbound Crosswalk95
Time Period Class.ULTRIOULTRIOULTRIOULTRIOTotals on Croedestria TotalWeekdayLights 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 0AM 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 AMMediums013048026816130041560942151340E000One 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 AMrticulated Truc02305201038393601247402931334284S000% 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 1319N000PHF 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 0.910% 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%000icycles on Roa0000000000000000000000000WeekdayLights 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 0PM 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 PMMediums01315500279801001305229824E000One 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 PMrticulated Truc00303101018192100202501841232047S000% 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 1810N000PHF 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 0.90% 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%000icycles on Roa0010100000010000000000001Study Name03 143rd & WallinDateThursday, July 19, 2018Report SummaryEastbound Westbound Northbound Southbound Crosswalk96
Time Period Class.ULTRIOULTRIOULTRIOULTRIOTotals on Croedestria TotalWeekdayLights 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 0AM 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 AMMediums001301329042202615062210800415254E000One 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 AMrticulated Truc00110111100100101200011000011023S000% 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 1686N000PHF 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 0.920% 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%000icycles on Roa0000000000000000000000000WeekdayLights 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 0PM 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 PMMediums0093125024061000112500011121E000One 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 PMrticulated Truc01203501304302002101001110S000% 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 2077N000PHF 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 0.960% 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%000icycles on Roa0000000000000010100000011Study Name07 IL 126 & Steiner/DraudenDateThursday, July 19, 2018Report SummaryEastbound Westbound Northbound Southbound Crosswalk97
Time Period Class.ULTRIOULTRIOULTRIOULTRIOTotals on Croedestria TotalWeekdayLights 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 0AM 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 AMMediums0182111102861613014161504112171150E000One 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 AMrticulated Truc0 0111129 0127 019290 1 51521240 311115567S 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 1843N000PHF 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 0.950% 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%000icycles on Roa0000000000000000000000000WeekdayLights 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 0PM 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 PMMediums01506502226802103603418423E000One 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 PMrticulated Truc0030350452117003361101708528S000% 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 2232N000PHF 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 0.920% 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%000icycles on Roa0000000000000000000000000Report SummaryEastbound Westbound Northbound Southbound CrosswalkStudy Name10 IL 126 & RidgeDateThursday, August 09, 201898
Time Period Class.ULRIOULTIOUTRIOTotals on Croedestria TotalWeekdayLights0011301706707418041724197061127 W 0 0 0AM 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 AMMediums01230001010160140141127S000One 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 AMticulated Truc00000006616016016622N000% 0%0%0%0%0%0%0%1%1%4%0%4%0%4%1%2% 0%0%Total 0134301722723450044724497231176 0 0 0PHF 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 0.91HV % 0%100%67%75%0%0%0%2%2%7%0%7%0%7%2%4%icycles on Roa0000000000000000WeekdayLights0415904537541796079558005411346 W 0 0 0PM 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 PMMediums00001012390909212S000One 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 PMticulated Truc00000005580808513N000% 0%0%0%0%0%0%0%1%1%1%0%1%0%1%1%1% 0%0%Total 04151005544549813081258175481371 0 0 0PHF 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 0.91HV % 0%0%0%0%10%0%20%1%1%2%0%2%0%2%1%2%icycles on Roa0000000000000000Report SummaryEastbound Northbound Southbound CrosswalkStudy Name11 Ridge & JohnsonDateThursday, August 09, 201899
1001 Warrenville Road I Suite 350 I Lisle, IL I 60532
630-487-5550
100