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07-18-23 ZBA & Plan Commission Agenda Packet
Zoning Board of Appeals & Plan Commission Tuesday, July 18, 2023 7:00 PM Village Boardroom 24401 W. Lockport Street Plainfield, IL 60544 Agenda ZONING BOARD OF APPEALS CALL TO ORDER, PLEDGE OF THE FLAG, ROLL CALL APPROVAL OF MINUTES Seeking a motion to approve the Minutes of the Zoning Board of Appeals held on April 18, 2023. 04-18-23 ZBA Minutes.pdf PUBLIC COMMENTS DEVELOPMENT REPORT OLD BUSINESS NEW BUSINESS 1.13822 S. TEAL COURT (CASE 2018-061623.VAR) 1.a.Seeking a motion to open a Public Hearing for the proposed variance for the property located at 13822 S. Teal Ct. 1.b.Seeking a motion to close the Public Hearing for the proposed variance for the property located at 13822 S. Teal Ct. 1.c.Seeking a motion to adopt the findings of fact of staff as the findings of fact of the Zoning Board of Appeals and recommend approval of a variance to permit a garage addition encroaching two feet into the southern interior side yard for the property located at 13822 S. Teal Court, contingent on the stipulations in the staff report. 13822 S. Teal Ct. Staff Report Packet.pdf 1 Zoning Board of Appeals & Plan Commission Page - 2 1.d.Seeking a motion to adopt the findings of fact of staff as the findings of fact of the Zoning Board of Appeals and recommend approval of a variance to permit a driveway measuring 40 feet at the right-of-way for the property located at 13822 S. Teal Court, contingent on the stipulations in the staff report. DISCUSSION ADJOURN PLAN COMMISSION CALL TO ORDER, ROLL CALL APPROVAL OF MINUTES Seeking a motion to approve the Minutes of the Plan Commission held on June 20, 2023. 06-20-23 Plan Commission Minutes.pdf PUBLIC COMMENTS DEVELOPMENT REPORT OLD BUSINESS 1.LINCOLN HIGHWAY SELF STORAGE (CASE 2011-050523.SU.SPR.FP) 1.a.Seeking a motion to continue the public hearing for case 2011-050523.SU.SPR.FP to the August 15, 2023 meeting of the Plan Commission. Lincoln Highway Self Storage Memo.pdf NEW BUSINESS 1.TRAMMELL CROW BUSINESS PARK (CASE 2013-051223.AA.SU.REZ.SPR.PP) 1.a.Seeking a motion to open a Public Hearing for the proposed annexation of approximately 220 acres, rezoning, and special use for planned development for the property located generally southwest of the intersection of 143rd Street and Steiner Road (PINs 06-03-07-100-003-0000 and 06-03-07-400-001-0000). 1.b.Seeking a motion to close the Public Hearing for the proposed annexation of approximately 220 acres, rezoning, and special use for planned development for the property located generally southwest of the intersection of 143rd Street and Steiner Road (PINs 06-03-07-100-003-0000 and 06-03-07-400-001-0000). 1.c.Seeking a motion to recommend approval of the requested annexation of the development known as the Trammell Crow Business Park as a logical extension of the 2 Zoning Board of Appeals & Plan Commission Page - 3 Village of Plainfield’s municipal boundary. Trammell Crow Staff Report Packet.pdf 1.d.Seeking a motion to adopt the findings of fact of staff as the findings of fact of the Plan Commission and recommend approval of the requested map amendment (re-zoning) of the subject site from R-1 to I-1. 1.e.Seeking a motion to adopt the findings of fact of staff as the findings of fact of the Plan Commission and recommend approval of the requested special use for planned development for the Trammell Crow Business Park, a master planned light industrial business park of up to 3.5 million square feet of development. 1.f.Seeking a motion to recommend approval of the site plan for the Trammell Crow Business Park, subject to the stipulations in the staff report. 1.g.Seek a motion to recommend approval of the Preliminary Plat of Subdivision of TCC-Plainfield, subject to the stipulations in the staff report. DISCUSSION ADJOURN REMINDERS 3 Zoning Board of Appeals Record of Minutes Date: April 18, 2023 Location: Village Hall CALL TO ORDER AND PLEDGE Chairman Kiefer called the Zoning Board of Appeals meeting to order at 7:00 p.m. and led the Pledge ROLL CALL PRESENT: Commissioners Goins, Heinen, Minnis, Renzi, Seggebruch, Valerga, and Chairman Kiefer. ABSENT: Commissioners Nicolson and Womack STAFF: Amanda Martinez, Associate Planner Rachel Riemenschneider, Associate Planner APPROVAL OF MINUTES The Minutes of Zoning Board of Appeals held on March 21, 2023 were approved as presented. PUBLIC COMMENTS No Public Comments. DEVELOPMENT REPORT No Development Report. OLD BUSINESS No Old Business. NEW BUSINESS 2003-032123.VAR: 15312 S. SAWGRASS CIRCLE Commissioner Valerga made a motion to open the public hearing. Second by Commissioner Minnis. The motion carried unanimously by voice vote: Ms. Martinez provided an overview of the variance request. Chairman Kiefer swore in Rodolfo Vargas. Mr. Vargas explained why he was requesting a fence variance. Chairman Kiefer asked for public comments. Chairman Kiefer swore in Erin Adamski. Ms. Adamski spoke in support of the variance request. There was extensive discussion regarding the fence ordinance, the administrative adjustment process, how this request could set precedence if approved, the definition of a corner side yard, and landscaping for privacy in lieu the proposed fence abutting the sidewalk. Commissioners reached a consensus that the applicant’s request did not meet the findings of facts in order to recommend approval of a variance per the Zoning Code. Ayes: Heinen, Minnis, Renzi, Seggebruch, Valerga, and Kiefer Nays: None Absent: Womack 4 Zoning Board of Appeals Minutes April 18, 2023 Page 2 of 2 Commissioner Minnis made a motion to close the public hearing. Second by Commissioner Renzi. The motion carried unanimously by voice vote: Commissioner Heinen made a motion to adopt the findings of fact of staff as the findings of fact of the Zoning Board of Appeals and recommend denial of a variance to permit a fence to encroach 30.45 feet into the corner side yard for the property located at 15312 S. Sawgrass Circle. Second by Commissioner Valerga. Chairman Minnis called for a vote by roll call. The motion is carried 6:0. DISCUSSION No Discussion. ADJOURN Zoning Board of Appeals meeting adjourned at 7:45 p.m. Respectfully submitted by Tracey Erickson Tracey Erickson, Recording Secretary Click here to view the video of the meeting. Ayes: Heinen, Minnis, Renzi, Seggebruch, Valerga, and Kiefer Nays: None Absent: Womack Ayes: Heinen, Minnis, Renzi, Seggebruch, Valerga, and Kiefer Nays: None Absent: Womack 5 John F. Argoudelis PRESIDENT Michelle Gibas VILLAGE CLERK TRUSTEES Harry Benton Kevin M. Calkins Patricia T. Kalkanis Cally Larson Tom Ruane Brian Wojowski TO: ZONING BOARD OF APPEALS FROM: RACHEL RIEMENSCHNEIDER, PLANNER MEETING DATE: JULY 18, 2023 SUBJECT: REPORT TO THE ZONING BOARD OF APPEALS 13822 S. TEAL COURT 2018-061623.VAR REQUEST: Variance (Public Hearing) APPLICANTS: Joe and Gretchen Broadus LOCATION: 13822 S. Teal Court ZONING: R-1 Low Density Single-Family Residential District COMP. PLAN: Low Density Residential & Greenways DISCUSSION The applicants are proposing to construct an attached garage encroaching two feet into the interior side yard setback and a driveway that measures 40 feet at the right-of-way line. This would require two variances: 1. From Section 9-54(2) – Table V-2. Minimum setback requirements for R districts: In the R-1 Low Density Single-Family Residential District, the minimum interior side yard setback is 7 feet. The applicants are requesting to reduce the southern interior side yard setback to 5 feet. 2. From Section 9-54(4)(a) – Driveways: Driveways in residential districts shall have a maximum width of 20 feet at the right-of-way. The applicants are requesting to increase the driveway width to 40 feet at the right-of-way. Variance requests require a public hearing. Pursuant to state statute and the Village’s Zoning Ordinance, due notice was published, a sign was posted on the property, and adjacent property owners were given written notice. The applicants’ neighbor to the south (who would be most impacted by the reduced setback) have provided a letter of support. Existing Conditions/Site Context The subject property is improved with a single-family home located on a 41,034-square-foot (or 0.94 acre) lot on Teal Court. The lot is the result of combining Lot 97 of the Pheasant Chase subdivision and parts of Lot 15 of the Quail Run subdivision. Lot 15 was platted as a “Public Utility and Drainage Easement” in 1990. Lot 15 was subsequently subdivided into many smaller 6 REPORT TO THE ZONING BOARD OF APPEALS Page #2 of 4 2018-061623.VAR 07/18/2023 13822 S. TEAL COURT lots, some of which have been combined overtime. In this situation, Lots 97A and Lots 94A (previously parts of Lot 15) have become part of Lot 97 to make up the applicants’ property. No structures can be built in the “Public Utility and Drainage Easement” (or “Easement for Stormwater Detention”, as it is labeled on some plats); the area that was once Lots 97A and 94A remain in an easement. This means the buildable area of the applicants’ property is approximately 9,866 square feet. Currently, the applicants have a small shed on the south side of the existing garage; this would be removed if the attached garage is constructed. There is also floodplain on the subject property. The existing home appears to be in Zone AE (1% Annual Chance of Flood Hazard) and the area where the proposed garage would be constructed is in Zone X (0.2% Annual Chance Flood Hazard, Areas of 1% annual chance flood with average depth less than one foot or with drainage areas of less than one square mile). The applicants have been informed that they must submit an Elevation Certificate with their building permit application. This will enable staff to determine – and demonstrate to the Federal Emergency Management Agency (FEMA) – that the improvement is properly elevated. The adjacent land uses, zoning, and street classifications are as follows: East: Single-family residential (R-1); Teal Court (Local Street) West: Single-family residential (R-1) South: Single-family residential (R-1) North: Single-family residential (R-1) ANALYSIS The applicants are seeking approval to (1) construct an attached garage encroaching two feet into the southern interior side yard setback and (2) construct a driveway that measures 40 feet at the right-of-way line. The construction of the attached garage requires a variance from “Section 9-54(2) – Table V-2. Minimum setback requirements for R districts”. Note 1 of Table V-2 indicates that the minimum interior side yard setback in the R-1 district is “…seven (7) feet and the total of both side yards shall equal at least twenty (20) feet.” The applicants have indicated that, to build the attached garage, they need to encroach into the interior side yard 2 feet, reducing the setback to 5 feet. The current driveway is approximately 20 feet wide at the right-of-way line. “Section 9-54(4)(a) – Driveways” states: “That the maximum width of a driveway shall be twenty (20) feet at the right-of-way.” The applicants are requesting to extend the driveway south, to a width of 40 feet at the right-of-way. In accordance with Section 9-33 of the Village’s Zoning Ordinance, the Zoning Board of Appeals shall not recommend approval of, nor shall the Village Board grant a variance from the regulations of the Zoning Ordinance unless it makes the following findings based on the evidence presented: 7 REPORT TO THE ZONING BOARD OF APPEALS Page #3 of 4 2018-061623.VAR 07/18/2023 13822 S. TEAL COURT a) The variance is in harmony with the general purpose and intent of this Zoning Ordinance; Garage: The Zoning Code requires a minimum 7-foot interior side yard setback, with the total of both side yards equal to at least 20 feet. With this variance, the property would still adhere to – and exceed – the combined 20-foot requirement. However, the 7-foot minimum translates to a minimum building separation of 14 feet. If the variance for a 5-foot setback is approved, the separation between the addition and the southern neighbors would be approximately 12 feet. Driveway: The variance request to allow a 40-foot-wide driveway at the right-of-way is not in harmony with the general purpose and intent of the zoning ordinance. b) The plight of the owner is due to unique circumstances and thus strict enforcement of the zoning ordinance would result in practical difficulties or impose exceptional hardships due to the special and unusual conditions that are not generally found on other properties in the same zoning district; Garage: The available space to construct accessory structures on this property is limited due to the easements located on most of the property, which could constitute a unique circumstance. Furthermore, a garage addition directly adjacent to the existing garage is the most logical placement. The applicants have indicated that the garage cannot be any more narrow than as proposed. Driveway: The request for a driveway in excess of 20 feet wide at the right-of-way is not due to unique circumstances, and the enforcement of the code would not result in practical difficulties or exceptional hardships. c) The property cannot yield a reasonable use if permitted only under the conditions allowed by the Zoning Ordinance; and Garage: While the property is currently yielding a reasonable use, staff acknowledges that there are easements placing constraints on the property, as described in finding “B” above. Driveway: The property can yield a reasonable use with the current driveway width, which is 20 feet wide at the right-of-way. This is the case currently and would be the case if the garage addition were to be approved and subsequently constructed. The applicant is permitted under the zoning code to angle the driveway from the right-of-way to allow access to the garage addition, if approved. 8 REPORT TO THE ZONING BOARD OF APPEALS Page #4 of 4 2018-061623.VAR 07/18/2023 13822 S. TEAL COURT d) The variance, if granted, will not alter the essential character of the locality and will not be a substantial detriment to adjacent property. Garage: Encroaching two feet into the interior side yard will not alter the character of the neighborhood. The addition is recessed from the front of the exiting garage, making it less visible when the house is viewed from the north or south. The applicants’ neighbor has provided a letter stating they do not have any concerns with the addition being located 5 feet from their property line. If the variance to permit the garage encroachment is approved, the garage will look similar to a three-car garage. While this is not uncommon in residential districts generally, most of the homes in this neighborhood have one- or two-car garages. Driveway: Most of the driveways in the neighborhood and surrounding neighborhoods have driveways which are 20 feet at the right-of-way. While there are driveways in the neighborhood (including eleven homes which the applicant provided in his letter) that exceed 20 feet at the right-of-way, all of these driveways pre-date the current zoning code and are likely legal nonconforming. Additionally, of the eleven homes that the applicant identified, the widest driveway is 32 feet at the right-of-way, and the average width is 28 feet. Permitting a driveway more than 20 feet wide at the right-of-way would not be consistent with the character of the surrounding properties. RECOMMENDATION In advance of public comments and discussion from the Zoning Board of Appeals, staff seeks the Zoning Board of Appeals input for the subject variation. Should the Zoning Board of Appeals support the variance requests, the following motion is offered for your consideration: I move we adopt the findings of fact of staff as the findings of fact of the Zoning Board of Appeals and recommend approval of a variance to permit a garage addition encroaching two feet into the southern interior side yard for the property located at 13822 S. Teal Court, contingent on the following: 1. Compliance with the requirements of the Village Engineer; 2. Compliance with the requirements of the Building Department; and 3. That the applicant will submit an elevation certificate demonstrating appropriate elevation with the building permit application. I move we adopt the findings of fact of staff as the findings of fact of the Zoning Board of Appeals and recommend approval of a variance to permit a driveway measuring 40 feet at the right-of-way for the property located at 13822 S. Teal Court, contingent on the following: 1. Compliance with the requirements of the Village Engineer; and 2. Compliance with the requirements of the Building Department. 9 13822 S TEAL CT Sources: Esri, HERE, Garmin, Intermap, increment P Corp., GEBCO, USGS, FAO, NPS, NRCAN, GeoBase, IGN, Kadaster NL, Ordnance Survey, Esri Village Address Points Parcels Plainfield Municipal Boundary 6/19/2023, 10:25:03 AM 0 0.03 0.050.01 mi 0 0.04 0.090.02 km 1:2,257 Plainfield Staff County of Will, Esri, HERE, Garmin, INCREMENT P, USGS, EPA, USDA | Plainfield GIS | NPMS National Repository | Will County GIS | County of Will, Maxar, Microsoft |10 July 10,2023 Variance Cover Letter Village of Plainfield, This letter is in regards to the two variances I have applied for my property located at 13822 S Teal Court,Pin #06-03-04-204-058-0000.Both variances are regarding a garage addition onto the existing residence which has been drafted by Craftstone Architects Inc.of Plainfield. The first variance request is to build within 5’of the property line.The current code would allow me to build within 7’with an attached garage and within 5’with a detached garage.The reason for my request is that I live on a 0.94 acre lot which consists of three separate parcels.My original plan was to build a detached garage on the property.Due to the zoning of two of my parcels I am not allowed to build on either parcel.I am sure that you could understand my frustration with buying such a beautiful and large lot and being denied the ability to build anything on the land that I pay taxes on.With a large lot and the inability to build on it creates a hardship and a unique situation.The only area I could build is along my Southern property line on the parcel where my house exists.The extra 2’will allow me to install a standard size garage door with standard spacing along both sides making the appearance the same side spacing as my existing garage door adding to the natural look of the addition.The extra 2’will also allow me to maximize the interior space of the garage since my building location was restricted to this parcel and location.I have already spoken to the neighbors along the Southern property line located at 13826 S.Teal Court whom will be most affected by approval of this variance.They have been notified via certified mail and have also signed a document which has been included stating they have no issues with the approval of the variance. The second variance is to widen the driveway opening at the street to 40’.The reason for this variance is to accommodate access to the garage addition.This driveway would follow suit with the rest of the neighborhood.The majority of homes within the neighborhood that have a third car or larger garage the driveway is the same width as the garage all the way to where it meets the street.These widths vary from 30’-40’so it would not be different than the rest of the neighborhood.A list of addresses within the immediate neighborhood with these driveways is provided on a second sheet. This neighborhood also has no HOA limiting any building specifications. Thank you for your time and consideration on these variances and I look forward to meeting you at the upcoming Meeting. Respectfully, Joseph Broadus 11 Below is a list of houses in the immediate neighborhood that have a driveway that matches their garage width and extends to the street measuring between 30’-40’. 24003 W,Quail Ct. 13723 S.Quail Run Dr. 13725 S.Quail Run Dr. 13806 S.Quail Run Dr. 13831 S.Quail Run Dr. 13705 S.Quail Run Dr. 24315 S.Quail Run Dr. 24300 W.Partridge Dr. 24309 W.Partridge Dr. 24316 W.Partridge Dr. 24320 W.Partridge Dr. 24307 W.Pheasant Chase Dr. 12 www.craftstonearchitects.com14150 S. Rt. 30, Suite 201 Plainfield, Illinois 60544Professional Design Firm #: 184-00559713 www.craftstonearchitects.com14150 S. Rt. 30, Suite 201 Plainfield, Illinois 60544Professional Design Firm #: 184-00559714 www.craftstonearchitects.com14150 S. Rt. 30, Suite 201 Plainfield, Illinois 60544Professional Design Firm #: 184-00559715 www.craftstonearchitects.com14150 S. Rt. 30, Suite 201 Plainfield, Illinois 60544Professional Design Firm #: 184-00559716 17 18 19 National Flood Hazard Layer FIRMette 0 500 1,000 1,500 2,000250 Feet Ü SEE FIS REPORT FOR DETAILED LEGEND AND INDEX MAP FOR FIRM PANEL LAYOUT SPECIAL FLOODHAZARD AREAS Without Base Flood Elevation (BFE)Zone A, V, A99With BFE or DepthZone AE, AO, AH, VE, AR Regulatory Floodway 0.2% Annual Chance Flood Hazard, Areasof 1% annual chance flood with averagedepth less than one foot or with drainageareas of less than one square mileZone X Future Conditions 1% Annual Chance Flood HazardZone X Area with Reduced Flood Risk due to Levee. See Notes.Zone X Area with Flood Risk due to LeveeZone D NO SCREENArea of Minimal Flood Hazard Zone X Area of Undetermined Flood HazardZone D Channel, Culvert, or Storm Sewer Levee, Dike, or Floodwall Cross Sections with 1% Annual Chance 17.5 Water Surface Elevation Coastal Transect Coastal Transect Baseline Profile Baseline Hydrographic Feature Base Flood Elevation Line (BFE) Effective LOMRs Limit of Study Jurisdiction Boundary Digital Data Available No Digital Data Available Unmapped This map complies with FEMA's standards for the use of digital flood maps if it is not void as described below.The basemap shown complies with FEMA's basemapaccuracy standards The flood hazard information is derived directly from theauthoritative NFHL web services provided by FEMA. This mapwas exported on 7/7/2023 at 10:06 AM and does notreflect changes or amendments subsequent to this date andtime. The NFHL and effective information may change orbecome superseded by new data over time. This map image is void if the one or more of the following map elements do not appear: basemap imagery, flood zone labels, legend, scale bar, map creation date, community identifiers, FIRM panel number, and FIRM effective date. Map images for unmapped and unmodernized areas cannot be used for regulatory purposes. Legend OTHER AREAS OF FLOOD HAZARD OTHER AREAS GENERAL STRUCTURES OTHER FEATURES MAP PANELS 8 B 20.2 The pin displayed on the map is an approximatepoint selected by the user and does not representan authoritative property location. 1:6,000 88°12'40"W 41°38'3"N 88°12'2"W 41°37'37"N Basemap Imagery Source: USGS National Map 2023 20 Plan Commission Record of Minutes Date: June 20, 2023 Location: Village Hall CALL TO ORDER Chairman Minnis called the Plan Commission meeting to order at 7:00 p.m. PLEDGE TO THE FLAG Chairman Minnis led the pledge to the flag. ROLL CALL Present: Commissioners Goins, Heinen, Nicholson, Valerga, Womack and Chairman Minnis Absent: None Staff: Jake Melrose, Economic Development Director Jon Proulx, Planning Director Rachel Riemenschneider, Associate Planner Amanda Martinez, Associate Planner APPROVAL OF MINUTES Commissioner Womack provide two corrections to the minutes. Commissioner Heinen is present. Commissioner Goins made a motion to approve the Minutes of Plan Commission meeting held on June 6, 2023 as amended. Second by Commissioner Valerga. The motion carried unanimously by voice vote: PUBLIC COMMENTS No Public Comments. DEVELOPMENT REPORT No Development Report. OLD BUSINESS TACO BELL (CASE 2008-042423.SU.SPR) Ms. Martinez provided a reintroduction of the proposed special use and site plan. Chairman Minnis reminded Ben Marschall, design engineer for applicant, he is still under oath. Mr. Marschall explained what changes were made to the site plan and the positive and negatives about each plan that was presented. There was discussion about which plan is the preferred plan by the commission and the applicant. There was conversation regarding how the applicant would like to proceed and staff’s thoughts on the motions. Commissioners Heinen, Nicholson, Valerga, and Womack prefers Site Plan #2. Commissioner Goins favors the plan that Taco Bell feels best for their business. Ayes: Goins, Heinen, Nicholson, Valerga, Womack and Minnis Nays: None Absent: None 21 Plan Commission Minutes June 20, 2023 Page 2 of 7 Mr. Marschall indicated that the applicant prefers their original site plan and requested the commission vote on the original site plan. Commissioner Heinen made a motion to adopt the findings of fact of staff as the findings of fact of the Plan Commission and, furthermore, recommend approval of the Planned Development for Taco Bell located on Lot 6 of Plainfield Business Park, subject to the following two (2) stipulations: 1. Compliance with the requirements of the Village Engineer; and 2. Compliance with the requirements of the Plainfield Fire Protection District. Commissioner Valerga seconded the motion. Chairman Minnis called for a vote by roll call. The motion is carried 6:0. Commissioner Valerga made a motion to recommend approval of the site plan review for the Taco Bell located on Lot 6 of Plainfield Business Park, subject to the following two (2) stipulations: 1. Compliance with the requirements of the Village Engineer; and 2. Compliance with the requirements of the Plainfield Fire Protection District. Commissioner Womack seconded the motion. Chairman Minnis called for a vote by roll call. The motion failed 5:1. Commissioner Valerga expressed his appreciation to the applicant for providing additional redesigns for them to review. Commissioner Heinen advised the applicate to be prepared with the Village Board to present a compelling case to why the original site plan is their preferred plan. Commissioner Minnis also suggested on Site Plan #2 the building could be moved more east to allow more move for the drive-thru. NEW BUSINESS 13717 S. ROUTE 30, UNIT 123 (CASE 2009-050223.SU) Commissioner Valerga made a motion to open the public hearing. Second by Commissioner Nicholson. The motion carried unanimously by voice vote: Ms. Martinez provided an introduction of the proposed special use. Chairman Minnis swore in James Leto, applicant. Ayes: Goins, Heinen, Nicholson, Valerga, Womack and Minnis Nays: None Absent: None Ayes: Goins Nays: Heinen, Nicholson, Valerga, Womack and Minnis Absent: None Ayes: Goins, Heinen, Nicholson, Valerga, Womack and Minnis Nays: None Absent: None 22 Plan Commission Minutes June 20, 2023 Page 3 of 7 Chairman Minnis asked for public comments. Chairman Minnis swore in Jennifer Vrba, and she spoke in opposition of the application. Chairman Minnis swore in Karen Carter, and she spoke in opposition of the application. There was discussion about the background checks for massage therapy businesses in the Village and when or if the previous massage business closed. There was a serious of questions for the applicant about his affiliation with the previous business owners/employees, his business background, if he is a licensed massage therapist, number of employees, how he will run his business to ensure there is no illegal activity, and hours of operation. Mr. Leto indicated he is not affiliated with the previous owner/employees, he is not a licensed massage therapist, he will have two employees, this will be his first business he will own but has invested in other massage businesses, and Mr. Leto explained how he will prevent his employees from engaging in illegal activities in his business. Commissioner Valerga made a motion to close the public hearing. Second by Commissioner Nicholson. The motion carried unanimously by voice vote: Commissioner Nicholson made a motion to adopt the findings of fact of staff as the findings of fact of the Plan Commission and, furthermore, recommend approval of the special use permit for a massage therapy business located at 13717 S. Route 30, Unit 123, subject to the following two (2) stipulations: 1. Compliance with the requirements of the Village Engineer; and 2. Compliance with the requirements of the Plainfield Fire Protection District. Commissioner Valerga seconded the motion. Chairman Minnis called for a vote by roll call. The motion is carried 5:1. KELLER FARM (CASE 2010-050423.AA.REZ.SU.SPR.PP) Commissioner Valerga made a motion to open the public hearing. Second by Commissioner Heinen. The motion carried unanimously by voice vote: Mr. Proulx and Ms. Riemenschneider provided an introduction of the proposed annexation, rezoning, special use, site plan, and preliminary plat. Chairman Minnis swore in John McFarland, applicant; and Rich Olsen. Mr. McFarland stated they did have a presentation for the residence of the Liberty Grove subdivision. Mr. McFarland gave a presentation for the proposed development. Ayes: Goins, Heinen, Nicholson, Valerga, Womack and Minnis Nays: None Absent: None Ayes: Heinen, Nicholson, Valerga, Womack and Minnis Nays: Goins Absent: None Ayes: Goins, Heinen, Nicholson, Valerga, Womack and Minnis Nays: None Absent: None 23 Plan Commission Minutes June 20, 2023 Page 4 of 7 Chairman Minnis asked for public comments. Chairman Minnis swore in Cliff Yehnke, Liberty Grove HOA President. Mr. Yehnke stated he is generally in support of the development, but the Liberty Grove residence have provided comments to the developer. Chairman Minnis swore in Vanessa Sula, and she had questions about the development regarding tradition grid neighborhood, location of age-target homes, 800-foot-long blocks, size of the baseball fields and the traffic study. She also talked about the Dark Sky State Resolution. Staff and Mr. McFarland addressed her questions. There was discussion about the future of Route 126 and Lockport Street. Mr. Proulx indicated that there will be a reroute of Route 126. There was discussion regarding the commercial at Wallin Dr. and Route 126, the traffic study, about the how long it will take to complete the subdivision build out, parking for townhome visitors, berming/landscaping for Lockport St., key/through lot standards, who will maintain the landscape easements, how to reduce through traffic on Presidential Ave., density, the school owned property north of the proposed development, construction phases, unit count for townhomes, and stormwater management for commercial parcel. Commissioner Womack struggles with the lot sizes and wants to make sure that there is pedestrian connection to the downtown. Commissioner Heinen encouraged the applicant to have a 4- to 6-foot berm and landscaping. Commissioner Heinen wants the Village to look at the rear elevations architecture and add more enhancements to the standards. Commissioner Heinen wants there to be adequate screening and landscape setback on the northside because there could be a future commercial development on the school owned property. Commissioner Valerga made a motion to close the public hearing. Second by Commissioner Womack. The motion carried unanimously by voice vote: Commissioner Heinen made a motion to recommend approval of annexation of the residential and commercial development commonly known as Keller Farm (PIN: 06-03-08-400-005-0000), located generally on the northwest corner of W Lockport Street and S Wallin Drive, as a logical extension of the Village boundary. Commissioner Valerga seconded the motion. Chairman Minnis called for a vote by roll call. The motion is carried 6:0. Commission Womack made a motion to recommend approval of the zoning map amendment from R-1 Low Density Single-Family Residential District to B-5 Traditional Business District for the 8.7 acres property identified as Lot 511 on the proposed Preliminary Plat of Keller Farm Subdivision. Ayes: Goins, Heinen, Nicholson, Valerga, Womack and Minnis Nays: None Absent: None Ayes: Goins, Heinen, Nicholson, Valerga, Womack and Minnis Nays: None Absent: None 24 Plan Commission Minutes June 20, 2023 Page 5 of 7 Commissioner Valerga seconded the motion. Chairman Minnis called for a vote by roll call. The motion is carried 6:0. Commissioner Heinen made a motion to adopt the findings of fact of staff as the findings of fact of the Plan Commission and, furthermore, recommend approval of the special use for planned development to permit a mixed residential and commercial development, commonly known as Keller Farm – including 322 single-family-detached dwelling units, 83 townhome dwelling units, and 8.7 acres of commercial land – subject to the following two (2) stipulations: 1. Compliance with the requirements of the Village Engineer; and 2. Compliance with the requirements of the Plainfield Fire Protection District. Commissioner Nicholson seconded the motion. Chairman Minnis called for a vote by roll call. The motion is carried 6:0. Commissioner Valerga made a motion to recommend approval of the proposed site plan review for the townhome portion of the development commonly known as Keller Farm, including 83 townhome dwelling units in 18 buildings, subject to the following two (2) stipulations: 1. Compliance with the requirements of the Village Engineer; and 2. Compliance with the requirements of the Plainfield Fire Protection District. Commissioner Womack seconded the motion. Chairman Minnis called for a vote by roll call. The motion is carried 6:0. Commissioner Nicholson made a motion to recommend approval of the Preliminary Plat of Subdivision for a mixed residential and commercial development, commonly known as Keller Farm – including 322 single-family-detached dwelling units, 83 townhome dwelling units, and 8.7 acres of commercial land – subject to the following two (2) stipulations: 1. Compliance with the requirements of the Village Engineer; and 2. Compliance with the requirements of the Plainfield Fire Protection District. Commissioner Heinen seconded the motion. Chairman Minnis called for a vote by roll call. The motion is carried 6:0. Commissioner Goins left the meeting. Ayes: Goins, Heinen, Nicholson, Valerga, Womack and Minnis Nays: None Absent: None Ayes: Goins, Heinen, Nicholson, Valerga, Womack and Minnis Nays: None Absent: None Ayes: Goins, Heinen, Nicholson, Valerga, Womack and Minnis Nays: None Absent: None Ayes: Goins, Heinen, Nicholson, Valerga, Womack and Minnis Nays: None Absent: None 25 Plan Commission Minutes June 20, 2023 Page 6 of 7 248TH AVE. APARTMENTS (CASE 2015-052623.SPR.PP.FP) Ms. Riemenschneider provided an introduction of the proposed site plan, preliminary plat, and final plat. Chairman Minnis swore in Jason Kambitsis, applicant, gave a presentation on the proposed development. Chairman Minnis asked for public comments. Chairman Minnis swore in Timothy Gurrie and he has concerns about safety, traffic and access points to the development. Staff and the applicant addressed the access points and the hospital restricted access to their drives. Chairman Minnis swore Swati Amin and she has concerns about the apartment buildings height, traffic, density, removal of existing landscaping, access points, light pollution, and no guarantee that it will be age- restricted. Mr. Kambitsis addressed Ms. Amin concerns. There was a brief discussion about the traffic study and traffic impact. Chairman Minnis swore in Vikas Patel and is concerned about traffic, property values, and aesthetics. Mr. Patel feels the neighbors should decide what should become of this property, such as a park site. Chairman Minns swore in Rohit Amin and he has concerns about traffic. Commissioner Heinen likes the plan but would like this to be a medical use so he cannot support the application. Commissioner Womack agrees with Commissioner Heinen’s comments, and he too is not in support of the application. There was a discussion about the use being by right per the annexation agreement and the design of the homes and apartments. Chairman Minnis is concerned about the access points and the use by right. Commissioner Nicholson made a motion to recommend approval of the requested site plan review for the property located at the northeast corner of W 127th Street and S 248th Avenue, subject to the following two (2) stipulations: 1. Compliance with the requirements of the Village Engineer; and 2. Compliance with the requirements of the Plainfield Fire Protection District. Commissioner Nicholson seconded the motion. Chairman Minnis called for a vote by roll call. The motion failed 3:2. Commissioner Nicholson made a motion to recommend approval of the Preliminary Plat of Subdivision of 248th Avenue Apartments Re-Subdivision, in accordance with the reviewed plans, subject to the following two (2) stipulations: Ayes: Nicholson and Valerga Nays: Heinen, Womack, and Minnis Absent: Goins 26 Plan Commission Minutes June 20, 2023 Page 7 of 7 1. Compliance with the requirements of the Village Engineer; and 2. Compliance with the requirements of the Plainfield Fire Protection District. Commissioner Valerga seconded the motion. Chairman Minnis called for a vote by roll call. The motion failed 3:2. No vote was taken for the final plat since the preliminary plat motion failed. PLAINFIELD BUSINESS CENTER (CASE 2016-060723.AAA.FP) Commissioners Heinen and Womack recused themselves from this case. Mr. Proulx provided an introduction of the proposed final plat. Chairman Minnis swore in Brian Novak, applicant. Mr. Novak gave a brief presentation on the proposed final plat application. Chairman Minnis asked for public comments. There was no response. Commissioner Valerga made a motion to recommend approval of the Final Plat of Subdivision of Plainfield Business Center, subject to the following two (2) stipulations: 3. Compliance with the requirements of the Village Engineer; and 4. Compliance with the requirements of the Plainfield Fire Protection District. Commissioner Nicholson seconded the motion. Chairman Minnis called for a vote by roll call. The motion carried 5:0. Village Attorney Comment: A recusal counts toward the majority of the votes cast. For this motion the majority voted favorable to recommend approval, so the motion carried 5:0. DISCUSSION No discussion. Chairman Minnis read the reminders. ADJOURN Chairman Minnis adjourned the Plan Commission meeting at 10:13 p.m. Respectfully submitted by Tracey Erickson Tracey Erickson, Recording Secretary Click here to view the video of the meeting. Ayes: Nicholson and Valerga Nays: Heinen, Womack, and Minnis Absent: Goins Ayes: Nicholson, Valerga, and Minnis Nays: None Absent: Goins Recused: Heinen and Womack 27 TO: PLAN COMMISSION FROM: RACHEL RIEMENSCHNEIDER, PLANNER MEETING DATE: JULY 18, 2023 SUBJECT: REPORT TO THE PLAN COMMISSION LINCOLN HIGHWAY SELF STORAGE CASE NUMBER 2011-050523.SU.SPR.FP REQUEST: Special Use (Public Hearing) Site Plan Review Final Plat of Subdivision APPLICANT: BWMY Plainfield, LLC LOCATION: 15932 and 15936 S Lincoln Highway ZONING: B-3 Highway Business District COMP PLAN: General Commercial DISCUSSION The applicant, BWMY Plainfield, is proposing redeveloping two parcels on S Lincoln Highway, just south of W Renwick Road: 15932 and 15936 S Lincoln Highway (PINs: 06-03-22-208-034-0000 and 06-03-22- 208-038-0000). The property is 2.2 acres and currently has several commercial structures. The proposed development would involve demolishing all of the buildings, with the exception of the multi-tenant building, and constructing a self-storage facility and stormwater management area. This proposal requires: • Special Use for Planned Development • Site Plan Review • Final Plat of Subdivision The request for Special Use for Planned Development requires a public hearing before the Plan Commission. A public hearing was opened and held at the June 6, 2023 meeting of the Plan Commission. At the request of the applicant, the public hearing was continued to the July 18, 2023 Plan Commission meeting. The applicant has since requested an additional continuance to the August 15, 2023 Plan Commission Meeting to allow additional time for preparation. Should the Plan Commission concur, the following motion is offered for your consideration: I move we continue the public hearing for case 2011-050523.SU.SPR.FP to the August 15, 2023 meeting of the Plan Commission. cc: BWMY Plainfield, LLC Eric J. Miller, Esq. (Eric J. Miller Law Group, LTD) John F. Argoudelis PRESIDENT Michelle Gibas VILLAGE CLERK TRUSTEES Margie Bonuchi Patricia T. Kalkanis Richard Kiefer Cally Larson Tom Ruane Brian Wojowski 28 Eric J. Miller 2990 North Perryville Road, Suite 4120B Rockford, Illinois 61107 T: 815.315.0106 Karri J. Anderberg, Legal Assistant F: 779.552.8456 E: eric@ejmlawgroup.com July 13, 2023 Rachel Riemenschneider Village of Plainfield 24401 West Lockport Street Plainfield, Illinois VIA EMAIL Re: Request for Continuance Case No. 2011-050523.SU.SPR.FP Dear Ms. Riemenschneider: The above-referenced case was continued from June 6, 2023 to July 18, 2023. As a follow-up to our email conversations, this letter shall serve as my official request for a continuance of the above-referenced case to August 15, 2023. Based on the feedback we received at the June 6 public hearing, we have begun a redesign of the site plan to address the commissioners’ concerns. One concern that we are not able to address is the demolition of the existing retail center on the lots. Demolition of said building makes the development financially unfeasible. We are also exploring other avenues to address the commissioners’ concerns. Also, we have had preliminary discussions with the Illinois Department of Transportation regarding the storm water retention. Feedback received from the consulting engineer requires us to seek the continuance to address some of his concerns as well. Very truly yours, Eric J. Miller Law Group, Ltd. By: _____________________ Eric J. Miller, Esq. 29 John F.Argoudelis PRESIDENT Michelle Gibas VILLAGE CLERK TRUSTEES Margie Bonuchi Patricia T.Kalkanis Richard Kiefer Gaily J.Larson Tom Ruane Brian Wojowski TO: FROM: DATE: SUBJECT: PLAN COMMISSION JONATHAN PROULX,DIRECTOR OF PLANNIN JULY 14,2023 REPORT TO THE PLAN COMMISSION TRAMMELL CROW BUSINESS PARK CASE NUMBER 2013-051223.AA/REZ/SU/PP/SPR REQUEST:Annexation,Map Amendment,Special Use (Public Hearing), Site Plan Review,Preliminary Plat LOCATION:West of Steiner Road,south of 143rd Street APPLICANT:Trammell Crow ZONING:Existing:Will County Al Agricultural Proposed:1-1 -Office,Research and Light Industrial COMP.PLAN:Medium-Density Residential DISCUSSION The applicant is seeking annexation and zoning approvals to develop a multi-building light industrial business park of up to approximately 3.4 million square feet on approximately 221 acres,located generally west of Steiner Road and south of 143rd Street.This is a large,master planned development that would be constructed in phases as build-to-suit end-users are identified or as the applicant proceeds with speculative buildings. Existing Conditions/Site Context The subject property is primarily undeveloped agricultural farmland and is also improved with a single-family detached residence and small pond.The home would be demolished to make way for the development.The home is not historic in nature.The adjacent land uses,zoning,and street classifications are as follows: North:Approved light industrial (1-1) East:Steiner Road (Major Collector) Single-family residential (R-l) South:Undeveloped/agricultural (Will County A-l) West:Undeveloped/agricultural (Kendall County A-l) 24401 W.Lockport Street Plainfield,IL 60544 Phone (815)436-7093 Fax (815)436-1950 Webwww.plainfieldil.gov 30 REPORT TO THE PLAN COMMISSION 2013.051223.AA/REZ/SU/SPR/PP TRAMMELL CROW BUSINESS PARK Page #2 of 7 7/14/2023 ANALYSIS Annexation The applicant is seeking to annex into the Village of Plainfield by annexation agreement.The subject parcel is contiguous to the Village of Plainfield’s municipal boundary (to the north and east)and is also within the Village’s Facility Planning Area (FPA).The subject site is also included in the Village’s boundaries within the “Future Land Use Plan”of the Village’s Comprehensive Plan.Staff submits that annexation of the property would be a logical extension of the Village’s boundaries. Map Amendment (Re-Zoning) Upon annexation,the subject property is given a R-l (Low Density Single-Family)zoning designation.In order for the Plan Commission to recommend approval of the requested map amendment to 1-1 (Office,Research and Light Industrial),it must make the following findings of fact based on evidence presented. a.That the rezoning promotes the public health,safety,comfort,convenience,and general welfare,and complies with the polices and plans of the Village; The proposed development would represent one of the largest investments in development in the Village of Plainfield in its history.A fiscal impact study prepared for the project estimates that it would create nearly 1,400 jobs with a cumulative income of $109 million;annual property tax revenues on the order of $3.6 million (of which,$2.3 million would go to District 202).The project would achieve a dramatic improvement in the diversification of the Village’s property tax base and shifting more property tax burden away from homeowners. b.That the trend of development in the area is consistent with the requested rezoning; The trend of development in the area west of Steiner Road has been for warehouse/industrial development.There is a 1.5 million-square-foot warehouse and distribution facility for Diageo located to the north.DHL received approval for a 1.2 million-square-foot project at the southeast corner of Ridge Road and 143rd Street.And Seefried Industrial Properties was approved to develop the Plainfield Business Center,a 3.8 million-square foot,multi-building industrial park.There is further interest in light industrial development in this corridor.Staff submits that the requested 1-1 zoning is very much consistent with the trend of development in the area. c.That the new zoning requested allows uses that are more suitable than those allowed under the existing zoning; Staff believes that the proposed 1-1 zoning is more appropriate than the default R-l zoning that would be established following annexation.The subject property is adjacent to an approved business park to the north and a large warehouse to the northwest.Staff finds that it is unlikely that single-family homes (corresponding with the default R-l 31 REPORT TO THE PLAN COMMISSION 2013.051223.AA/REZ/SU/SPR/PP TRAMMELL CROW BUSINESS PARK Page #3 of 7 7/14/2023 zoning)would not be viable adjacent to these two expansive industrial developments and that the new zoning would provide for uses that are much more compatible. d.That the property cannot yield a reasonable use under the existing zoning;and As stated above,staff believes the location adjacent to a major arterial roadway and adjacent to existing and proposed million square foot-plus industrial buildings makes the site untenable for single-family development.This position is further supported by considering the ample alternative locations available for single-family development and the limited (i.e.,not infinite)housing demand. e.That the rezoning would not alter the essential character of the neighborhood,nor would it be a substantial detriment to adjacent properties. Staff proposes that the rezoning would facilitate a continuation of the trend established by the Diageo facility,DHL’s proposed Plainfield Logistics Centre,and Seefried’s Plainfield Business Center.The Trammell Crow Business Park would further support development of first-class industrial projects that create employment opportunities and property tax revenue with minimal demand for services. Special Use for Planned Development The Trammell Crow Business Park is proposed as a planned development.The planned development will provide for a coordinated development plan with consistent and compatible architectural design and landscaping throughout the business park.Requested bulk and density relief being proposed includes a reduced required parking ratio (of one space per 2,000 sf of gross floor area in lieu of 1:1,000),maximum building height (of up to 60 feet in lieu of 50 feet per code),and the allowance for an interior development lots without dedicated street frontage. In order for the Plan Commission to recommend approval of a special use,it must make two findings of fact.The required findings and supporting information are provided below. a.The special use will not be injurious to the use and enjoyment of other property in the immediate area for the purposes already permitted,nor substantially diminish property values with the neighborhood;and Staff submits that the proposed business park and minor parking and building height relief will not be detrimental to adjacent properties. h.The establishment of the special use will not impede the normal and orderly development and improvement of the adjacent properties for uses permitted in the subject zoning district. Staff finds that the special use will be consistent with the trend of development in the area,will correspond with proposed zoning for the site and areas in the immediate vicinity and will be compatible with adjacent development.As a result,there will be no 32 REPORT TO THE PLAN COMMISSION 2013.051223.AA/REZ/SU/SPR/PP TRAMMELL CROW BUSINESS PARK Page #4 of 7 7/14/2023 detrimental impact to the normal and orderly development and improvement of adjacent properties. Site Plan Review Land Plan The proposed project encompasses a total of five (5)buildings an approximately 221 acres.The primary business park access comes via Steiner Road at a new intersection that aligns with the north entrance to the Greenbriar residential development (Veranium Drive)on the east side of Steiner Road.A secondary access from Steiner Road is also proposed farther south,also aligning with the Greenbriar entrance (Begonia Lane).Two buildings are proposed north of the main access drive in an east-west orientation.The largest building,at 1.5 million square feet and is a build-to-suit building for a known end-user.South of the access road,three additional buildings are placed in a north-south orientation.Of note,detention is located immediately west of Steiner Road,providing a substantial setback of the buildings from the road (of more than 300 feet)and the homes to the east.In addition,the adjacent buildings have been designed so no truck docks are located on their east elevations facing Steiner Road. Vehicular Access/Parking Access points are proposed at four locations:two access drives will be constructed immediately and two would be provided in the future.The initial access points come from Steiner Road as noted above.It is anticipated that this access point may require or benefit from signalization in the future,and funding for a traffic signal may be proposed in the annexation agreement for the development as the project moves forward to future Village Board consideration.Future connections will be made along the west property line with the extension of County Line Road north to 43rd Street and south to Lockport Street/Illinois route 126. The table below summarizes the proposed parking for each building: Building Car Parking Trailer Parking Building 1 475 spaces 351 stalls Building 2 202 spaces 51 stalls Building 3 374 spaces 79 stalls Building 4 320 spaces 161 stalls Building 5 308 spaces 164 stalls Total:1,676 spaces 806 stalls The Zoning Code generically requires one (1)parking space per 1,000 square feet of gross floor area.The requested planned development relief is for one (1)space per 2,000 square feet.The total parking requirement for this project is 3,349 spaces.The applicant is providing a total of 2,482 spaces,including 1,676 car spaces and 806 trailer stalls.Staff is comfortable that the applicant understands the parking needs of this type of use at this magnitude and has no objection to the parking relief requested. 33 REPORT TO THE PLAN COMMISSION 2013.051223.AA/REZ/SU/SPR/PP TRAMMELL CROW BUSINESS PARK Page #5 of 7 7/14/2023 Elevations /Facade /Architecture The proposed building elevations are made up of pre-cast concrete panels with extensive steel and glass elements to provide architectural interest and variation.The panels include horizontal and vertical scoring and accent colors and clerestory windows.The buildings incorporate additional architectural details at the corners and include ground-level windows.The initial building height varies from 45 feet to 47 feet but the planned development would allow heights up to 60 feet.Staff submits that the proposed elevations are consistent with the site plan review standards. Landscaping The applicant submitted a landscape plan as part of the site plan review application that conforms to the Village code.Staff will work with the applicant during the final plat and final development plan phase on detailed plant unit counts and species identification,with an emphasis on native plantings. Of note,the project proposes to incorporate a segment of the “greenbelt”along its northern property line.The “Greenbelt”is a concept envisioned by Village staff as a regional open space and recreation amenity that would connect through individual industrial projects as they are constructed,while offering residents an opportunity for biking,jogging,walking,etc.Staff will continue to work with the applicant and landscape architect to further refine the concept of the greenbelt and how it can be incorporated into the Trammel Crow Business Park. Lighting /Photometries Preparation of a photometric plan is underway.Staff will verify that the plan demonstrates that the light spill diminishes to at or below the maximum permitted levels at the property line (0.5 footcandles)and that the proposed mounting height of the parking lot light fixtures does not exceed the principal height of the building,in accordance with the site plan review ordinance. Staff has encouraged the applicant to consider a dark-sky compliant approach to exterior lighting. Engineering /Stormwater Management Current Village policy does not require final engineering at the time of initials zoning entitlements.The applicant has submitted engineering plans to Baxter &Woodman and are coordinating on the details.There are no known or anticipating engineering issues that would impact the site plan or Trash Enclosures The trash enclosure locations have not been identified on the site plan.It is common for this servicing to be handled internal to the building and serviced via a truck dock.Staff does not feel that further details regarding potential external trash enclosures are necessary. Preliminary Plat The applicant has submitted a preliminary plat of subdivision with three development lots and six outlets,which would encompass stormwater detention.The development lots are separated from the Steiner Road dedicated right-of-way by outlets for detention.A provision of the 34 REPORT TO THE PLAN COMMISSION 2013.051223.AA/REZ/SU/SPR/PP TRAMMELL CROW BUSINESS PARK Page #6 of 7 7/14/2023 planned development clarifies that these lots are permitted without requiring a minimum lot width at the public right-of-way. Staff notes that some further coordination will be needed regarding the mapping of the roads (Road A, Road B and potentially Road C). The Village may wish to require public right-of-way dedication for Road A, which will be a segment of the future County Line Road extension between Lockport Street and 143rd Street. It is not anticipated that Road B will be a public road dedication; therefore, it may need to be an outlet or fall within the adjacent development lots. These are minor mapping issues that are easily addressed. CONCLUSION/RECOMMENDATION In conclusion, staff submits that the proposed project represents a logical extension of the Village’s boundaries. The Trammell Crow Business Park is a significant opportunity to efficiently entitle a master plan for significant light industrial development that will generate millions of dollars in annual property tax revenue and provide hundreds of jobs. The resulting development will be cohesive and high-quality. Staff submits that the findings of fact have been demonstrated to support the proposed map amendment (re-zoning) and special use for planned development. Staff also submits that the site plan and preliminary plat meet the standards of the Village’s Zoning and Subdivision Codes. Based on the foregoing analysis, prior to public comments during the public hearing and discussion from the Plan Commission, staff recommends approval of the requested entitlements. Should the Plan Commission concur, the following motions are offered for your consideration: Annexation I move we recommend approval of the requested annexation of the development known as the Trammell Crow Business Park as a logical extension of the Village of Plainfield’s municipal boundary. Map Amendment (Re-Zoning) I move we adopt the findings of fact of staff as the findings of fact of the Plan Commission and recommend approval of the requested map amendment (re-zoning) of the subject site from R-l to 1-1. Special Use for Planned Development 1 move we adopt the findings of fact of staff as the findings of fact of the Plan Commission and recommend approval of the requested special use for planned development for the Trammell Crow Business Park, a master planned light industrial business park of up to 3.5 million square feet of development. Site Plan Review I move we recommend approval of the site plan for the Trammell Crow Business Park, subject to the following two (2) stipulations: 1.Compliance with the requirements of the Village Engineer; and 2.Compliance with the requirements of the Plainfield Fire Protection District. 35 REPORT TO THE PLAN COMMISSION 2013.051223.AA/REZ/SU/SPR/PP TRAMMELL CROW BUSINESS PARK Page #7 of 7 7/14/2023 Preliminary Plat I move we recommend approval of the Preliminary Plat of Subdivision of TCC-Plainfield, subject to the following two (2)stipulations: 1.Compliance with the requirements of the Village Engineer;and 2.Compliance with the requirements of the Plainfield Fire Protection District. 36 37 1 STATE OF ILLINOIS ) ) COUNTY OF WILL ) ) VILLAGE OF PLAINFIELD ) PETITION TO THE PLAINFIELD VILLAGE BOARD AND PLAN COMMISSION FOR ENTITLEMENTS REGARDING PROPERTY LOCATED ALONG STEINER ROAD IN PLAINFIELD, ILLINOIS The undersigned Petitioner, Trammell Crow Chicago Development, Inc., a Delaware corporation authorized to do business in Illinois (“the Petitioner” or “Trammell Crow Company”), respectfully petitions the Village of Plainfield to approve the following: (i) Annexation to the Village of Plainfield (“Village”); (ii) a Map Amendment rezoning the property from A-1 Agricultural District in Will County to I-1 (Office, Research and Light Industrial) in the Village; (iii) Preliminary Plat of Subdivision; (iv) Site Plan; (v) a Special Use for a Planned Unit Development (vi) a parking variance; (vii) a height variance; and (viii) such other variances, departures or deviations as may be necessary to develop the property legally described on Exhibit A (“Subject Property”), and as depicted on the plans submitted herewith pursuant to the appropriate provisions of the Plainfield Code of Ordinances, as amended (hereinafter the “Code”). In support of this Petition, the Petitioner represents to the Village of Plainfield as follows: 1. The Petitioner is a Delaware corporation authorized to do business in Illinois and is the contract purchaser of the Subject Property. 2. Rousonelos Family Partnership, LP, is the owner of the Subject Property (“Owner”). 3. The Subject Property consists of approximately +/- 221 acres and is located west of Steiner Road, north of Illinois Route 126, and south of 143rd Street. 4. The Subject Property is zoned A-1 (Agricultural District) in Will County. 5. The existing zoning and land uses surrounding the Subject Property are as follows: a. North: I-1 Industrial (Seefried Industrial); b. East: R-1 PUD – (Greenbriar Subdivision D.R. Horton & Vacant Land) 38 2 c. South: A-1 in Will County - Vacant Farmland/Farmstead d. West: A-1 in Kendall County - Vacant Farmland/Farmstead SUMMARY OF DEVELOPMENT The Petitioner, Trammell Crow Company, is a Fortune 500 global commercial real estate developer, wholly-owned subsidiary of CBRE Group, headquartered in Dallas, Texas. Founded in 1948, Trammell Crow Company has developed or acquired nearly 2,900 buildings valued at $75 billion and over 655 million square feet. Trammell Crow Company employs more than 700 professionals dedicated to building value for its clients with professionals in 27 major cities throughout the United States and Europe. The company serves users in life science, office, industrial, retail, and the health care industry. Since 1948, developing and investing in industrial property has been a cornerstone of Trammell Crow Company’s business. Trammell Crow Company’s industrial team develops facilities tailored to meet its clients’ business and strategic needs with a focus on creating the most valuable industrial buildings in the market. Consistent with its vision and track record of success in the Chicagoland area, Trammell Crow Company is seeking to develop the future TCC Business Center to serve the needs of local industry, diversify the local tax base and attract jobs to the area. Trammell Crow Company intends to construct state-of-the-art facilities with features that will accommodate the needs of the largest, most respected companies in the world. Trammell Crow Company is on the cutting edge of technology and automation. In the Chicagoland area the Trammell Crow Company continues to build out the Chicago West Business Center, a 1,000 acre business and industrial park that includes users such as Ferrara Candy and Meta (Facebook). This business center continues to deliver jobs as well as substantial tax benefits to DeKalb County. Here in Plainfield, the proposed TCC Business Center is just south of the future extension of 143rd Street and west of Steiner Road. Trammell Crow Company is proposing to annex the Subject Property, rezone it to I-1 in the Village, and construct new facilities necessary to accommodate industry in Plainfield as well as bring future jobs and economic growth to the Village. The first phase of development will be a +/- 1.5 million square foot build-to-suit facility to accommodate one of the nation’s largest third-party logistics companies, which will immediately bring significant benefits to Plainfield. The other proposed uses, which may include a data center, distribution, manufacturing, and company headquarters, will be permitted uses in 39 3 the I-1 District in the Village, and will allow vacant, underperforming land to be utilized for its highest and best use, which, in turn, will support and enhance the Village’s property tax base as well as create jobs for the local workforce. A comprehensive fiscal impact study prepared by Gruen Gruen & Associates has been submitted to the Village evidencing considerable job creation and additional real estate tax revenues, as well as additional utility and gasoline tax generation, not to mention a shift of the residential real estate tax burden to commercial uses. To bring the TCC Business Center to fruition, the Petitioner is seeking approvals to construct up to 3.5 million square feet of new state-of-the-art facilities on the Subject Property. The buildings will be constructed with concrete panels, glass and other commonly used materials as shown on the elevations included with this submittal. The center is proposed to be parked at 1 space per 2,000 square feet of building area plus trailer parking spaces depending on the needs of each end user. The Petitioner proposes full access points onto Steiner Road. In the near future connectivity will be provided to connect 143rd Street to Ridge Road ultimately providing access to I-80. To evaluate the current and future traffic circulation, Kimley Horn & Associates, has prepared a traffic study. The traffic study determined, after evaluating existing and future traffic conditions, the existing intersections and access point are projected to adequately accommodate the proposed development without the implementation of improvements beyond those currently planned by the Village at the intersection of Ridge Road and the 143rd Street extension. An auto- turn exhibit has also been submitted showing that all vehicles will be able to maneuver through the parking lots on the Subject Property. The Subject Property will be professionally landscaped and sufficiently screened with landscaping around the perimeter including a greenbelt along the north property line. The landscaping will include buffers along all property lines, along with additional landscape materials along Steiner Road, shade trees, ornamental trees, evergreens, as well as shrubbery to improve the overall look of the area. The detention basins will be located throughout the Subject Property, primarily along the east property line. The detention along the eastern border has been strategically designed to provide an open space buffer area from Steiner Road, and as a result, the nearest building visible from Steiner Road will be set back over three hundred feet (300’) from the Steiner Road right-of-way line. The proposed TCC Business Center will also provide BMPs (best management practices) during both the site construction and operation of the site. During the operation of the site, the stormwater detention basin will become a water quality 40 4 feature for the site providing naturalized plantings. The dumpster locations will be screened appropriately to shield it from view from adjacent properties. It is anticipated that as part of the Village’s current Comprehensive Plan update, the areas bounded by Ridge Road to the West, Steiner Road to the East, Route 126 to the South, and 143rd Street to the North will be designated as industrial, keeping consistent with the Village’s business corridor vision for the area and the recent DHL and Seefried Industrial approvals. Additionally, with the extension of 143rd Street to the west of the Diageo property as a truck route, any low density single-family residential development is unlikely in this area. There is a strong demand in the Village for non-residential development in light of the tax base being heavily weighted on residential taxpayers, and an industrial use on the Subject Property will help alleviate that tax burden. Creation of industrial/business uses at this location is supported by many factors: The presence of the Diageo warehouse and distribution center on 143rd Street along with the DHL and Seefried Industrial developments has set the tone for the industrial uses along this corridor. The construction of 143rd Street East and West, providing a more direct access to I-55, I- 80, and I-88 along the 143rd Street corridor. Demand for non-residential development opportunities has increased. The Village believes it is important to adjust the balance of residential and non-residential land uses in appropriate locations, such as along the 143rd Street corridor. The Village seeks to diversify the property tax base with additional non-residential development to relieve some of the property tax burden on the residents. Kendall County adopted an update to its future land use plan seeking Mixed Use on Ridge Road and 143rd Street. In addition, as part of the Intergovernmental Agreement between Kendall County and the Village, Kendall County agreed to provide monetary support for the improvements at the intersection of Ridge Road and the 143rd Street extension (including turn lanes, traffic signal, street lighting, pavement marking and signage), and “encouraged” the Village to allow the development of the property in this quadrant with commercial and manufacturing uses. Kendall County stated that it encouraged the changes to non-residential zoning in this area to diversify 41 5 the County’s tax base and to provide employment opportunities for Kendall County residents. The County also encouraged the Village to update the Village’s Land Use Map to reclassify the land surrounding 143rd Street and Ridge Road from residential to Manufacturing and Commercial as the highest and best use of the property. REQUESTED DEVELOPMENT ENTITLEMENTS 1. The Petitioner seeks approval of annexation to the Village of Plainfield. 2. The Petitioner seeks approval of a Map Amendment, rezoning the Subject Property from A-1 (Agricultural District) in Will County to I-1 (Office, Research and Light Industrial District) to allow for the construction of a warehouse on the Subject Property. 3. The Petitioner seeks approval of a Preliminary Plat of Subdivision. 4. The Petitioner seeks approval of a Site Plan. 5. The Petitioner seeks approval of a Special Use for a planned unit development. 6. The Petitioner seeks a variance to allow for one parking space per 2,000 square feet. 7. The Petitioner seeks a height variance to allow for 60’ instead of the maximum of 50’. The proposed entitlement requests meet all Village and State requirements for the development of the Subject Property and will facilitate the beneficial use of the Subject Property. The required standards for a Map Amendment and Variance are addressed below. STANDARDS FOR A MAP AMENDMENT TO REZONE THE SUBJECT PROPERTY TO I-1 The requested Map Amendment, rezoning the Subject Property from A-1 in Will County to I-1 in the Village, meets the requirements for a Map Amendment under the Village of Plainfield Code of Ordinances and is appropriate based upon the following factors: a. The amendment promotes the public health, safety, comfort, convenience and general welfare, and complies with the policies and official plans of the village. The map amendment promotes the public health, safety, comfort, convenience, and welfare by reclassifying this area near the 143rd Street extension to industrial use category. The Subject Property is located west of Steiner Road, South of 143rd Street, which is classified in the 42 6 Comprehensive Plan as both a Major Arterial and future Class II Truck route, supporting the Village’s industrial corridor, and intended to be the future alignment of Illinois Route 126. The proposed project would help implement goals and objectives of the Comprehensive Plan by complementing development to the north that completes the extension of 143rd Street, as well as helping to (i) encourage inter-governmental cooperation to enhance transportation access into, through and around the Village, (ii) work with IDOT and Will County to re-route Route 30 and Route 126 around downtown Plainfield to remove heavy truck traffic, (iii) develop alternate routes to supplement the existing regional arterials, (iv) develop a truck routing plan that removes truck traffic from the downtown core, and (v) develop and expand the community’s arterial street system to serve both existing development and new growth areas. b. The trend of development in the area of the subject property is consistent with the requested amendment. The development trend in the area of the Subject Property is consistent with the requested amendment. The area surrounding the Subject Property is largely undeveloped, with 100 acres to the west recently approved for development by DHL Supply Chain of a 1.2 million square foot warehouse facility. A 1.2 million square foot warehouse and distribution facility for Diageo is located north of 143rd St., with additional land north of 143rd St. designated for light industrial/business park use in the Future Land Use Plan of the Comprehensive Plan. Additionally, the Village recently approved Seefried Industrial Development, which included 3.8 million square feet of industrial development directly to the north. Accordingly, the area bounded by 143rd Street to the north, Route 126 to the south, Ridge Road to the west, and Steiner Road to the east has been defined by industrial and business uses. c. The requested zoning classification permits uses which are more suitable than the uses permitted under the existing zoning classification. Upon annexation, a default zoning of R-1 would be established. Given the trend of industrial development in the area and the proximity to two major arterials, an I-1 zoning classification allowing for industrial and business uses is more suitable than the single-family homes that correspond to the default R-1 zoning. d. The property cannot yield a reasonable use if permitted only under the conditions 43 7 allowed under the existing zoning classification. With the extension of 143rd Street providing more direct access to expressways, the Diageo plant, the recently approved DHL Plainfield Logistics Centre, and Seefried Industrial Development, and the demand for non-residential uses to diversify the real estate tax burden, the industrial classification requested makes industrial uses on the Subject Property more suitable than single-family homes, especially when considering the ample alternative locations available for single-family development and the limited housing demand. e. The amendment, if granted, will not alter the essential character of the neighborhood and will not be a substantial detriment to adjacent property. Rezoning to I-1 would facilitate a continuation of the development trend established by the Diageo, DHL & Seefried facilities and would further support development of first-class industrial projects that create employment opportunities and property tax revenue with minimal demand for services. APPROVAL OF A SPECIAL USE FOR A PLANNED DEVELOPMENT 1. A special use is required for approval of a planned development. 2. A planned development is required to establish a site plan for the residential and commercial development and to approve deviations from the Village Code as more specifically detailed herein. 3. The Petitioner meets the standards for a special use as follows: a. The special use will not be injurious to the use and enjoyment of other property in the immediate area for the purposes already permitted, nor substantially diminish property values with the neighborhood; and The special use will not be injurious to the use and enjoyment of nearby properties. The Subject Property has existed as undeveloped vacant farmland. The trend of development in this area has been and continues to be industrial. The planned development has been strategically planned so as to provide consistent industrial business uses and aligns with the vision that the Village has for extending 143rd Street to Ridge Road. A significant portion of the Subject Property is dedicated to open space, buffer yards and a greenbelt. b. The establishment of the special use will not impede the normal and orderly 44 8 development and improvement of the adjacent properties for uses permitted in the subject zoning district. The special use will not impede orderly development and improvement of the adjacent properties. Petitioner’s proposed development is consistent with the trend of development in the area. The planned development meets the findings of fact as follows: a. The PD fulfills the objectives of the comprehensive plan and the land use policies of the Village and presents an innovative and creative approach to the development of land and living environments. It is anticipated that as part of the Village’s current Comprehensive Plan update, the areas bounded by Ridge Road to the West, Steiner Road to the East, Route 126 to the South and 143rd Street to the North will be designated as Industrial, keeping consistent with the Village’s business corridor vision for the area and the recent DHL and Seefried Industrial approvals. Additionally, with the extension of 143rd Street to the west of the Diageo property as a truck route, any low density single-family residential development is unlikely in this area. b. The proposed land uses fulfill, or can reasonably be expected to fulfill a need or demand for such uses within the Village. There is a strong demand in the Village for commercial uses in light of the tax base being heavily weighted on residential taxpayers, and an industrial use on the Subject Property will help alleviate that tax burden. Creation of industrial/business uses at this location is supported by many factors: The presence of the Diageo warehouse and distribution center on 143rd Street and recent DHL and Seefried Industrial have set the tone for the light industrial uses along this corridor. The construction of 143rd Street East and West, providing a more direct access to I-55, I- 80, and I-88 along the 143rd Street corridor. Demand for non-residential development opportunities has increased. The Village believes it is important to adjust the balance of residential and non-residential land uses in appropriate locations, such as along the 143rd Street corridor. The Village seeks to diversify the property tax base with additional non-residential development to relieve some of the property tax burden on the residents. 45 9 c. The physical design of the PD efficiently utilizes the land, adequately provides for transportation and public facilities, and preserves natural features of the site, and that the property is suitable for the proposed purposes and land uses. The design of the proposed Planned Development efficiently utilizes the Subject Property while preserving buffer areas along Steiner Road and incorporating a greenbelt along the north property line. The proposed development will be served by public water and sanitary systems, and a modern stormwater management system will be integral to the development. The main entrance to the community will be located off of Steiner Road. A traffic study has been submitted herewith and indicates that the area road network can efficiently handle the traffic generated from this proposed community. d. Any exceptions to bulk and density regulations of the underlying zoning shall be solely for the purpose of promoting an efficient and coordinated site plan, no less beneficial to the residents or occupants of such development, as well as the neighboring property, than would be obtained under the bulk and density regulations of this ordinance for buildings developed on separate zoning lots. Petitioner proposes two exceptions from the underlying zoning ordinance and other applicable codes and ordinances which include a permitted height of 60’ along with a parking requirement of 1 space per 2,000 square feet. Petitioner believes that the proposed exceptions will promote a more efficient design that will attract businesses to the Plainfield area. Petitioner is not seeking bulk and density deviations. e. The PD meets the requirements and standards of the planned development regulations. The proposed Planned Development complies with the requirements and standards of the planned development regulations set forth in the Code. f. Open spaces and recreational facilities are provided. Buffer yards will be created along Steiner Road along with a greenbelt along the north property line. Other open space areas will include naturalized stormwater management basins throughout the development. g. The PD is compatible with the adjacent properties and the neighborhood, and 46 10 along the periphery of the PD yards or setbacks shall be provided that meet or exceed the regulations of the district in which the PD is located. The Planned Development is compatible with adjacent properties which have been recently zoned I-1, including DHL and Seefried. STANDARDS FOR A VARIANCE FROM REQUIRED PARKING The requested variance for a reduction in the required parking spaces meets the requirements for a Variance under the Village of Plainfield Code of Ordinances and is appropriate based upon the following factors: a. The variance is in harmony with the general purpose and intent of this zoning ordinance. The required parking in the I-1 District is 1 parking space per 1,000 square feet of building square footage. The Petitioner requests a variance to permit 1 space per 2,000 square feet. The requested variance is in harmony with the general intent and purpose of the zoning ordinance. The general intent is for each property to have sufficient off-street parking for the use of the property. Trammell Crow operates industrial and warehousing buildings worldwide and understands what the parking requirements will be for a building this size. The proposed 1 space per 2,000 square feet plus trailer parking as needed by the specific tenant provides more than sufficient parking for the proposed TCC Business Center. The variation would not be a detriment to protecting and promoting the public health, safety and general welfare; would ensure adequate light, air, open space and access to the property; would maintain and promote orderly land use patterns; and would help implement the Village’s policies and goals. b. The plight of the owner is due to unique circumstances and thus strict enforcement of the zoning ordinance would result in practical difficulties or impose exceptional hardships due to the special and unusual conditions that are not generally found on other properties in the same zoning district. The variance requested is based on the knowledge of the Petitioner, which operates over similar business centers worldwide. Excess parking spaces would mean that there would be more pavement and less green space, with most of those parking spaces remaining unused. This variance request is similar to the Diageo and DHL requests for a reduction in parking spaces based on their knowledge of their building use. Strict enforcement would result in substantial 47 11 excess parking, more pavement, or less building square footage, which would result in practical difficulties to the Petitioner. c. The property cannot yield a reasonable use if permitted only under the conditions allowed by the zoning ordinance. The additional cost of constructing parking spaces that will remain unused or the reduction in building size to accommodate the additional parking would limit the use of the Subject Property for the intended use with no practical purpose. d. The variance, if granted, will not alter the essential character of the locality and will not be a substantial detriment to adjacent property. If granted, the variance to reduce the parking will have a positive impact on the adjacent property by reducing the amount of pavement and increasing the amount of green space around the perimeter of the Subject Property. The required parking spaces would result in substantial excess parking that is not required for the operation of the warehouse, business and industrial use on the Subject Property. Similar variances were granted for Seefried and DHL which also have extensive industry knowledge. STANDARDS FOR A HEIGHT VARIANCE TO INCREASE THE MAXIMUM BUILDING HEIGHT FROM 50’ TO 60’ The requested variance for a maximum height of 60’ instead of the 50’ permitted in the I- 1district meets the requirements for a Variance under the Village of Plainfield Code of Ordinances and is appropriate based upon the following factors: a. The variance is in harmony with the general purpose and intent of this zoning ordinance. The surrounding area is all industrial which permits up to 50’ in height. The nearest building will be several hundred feet away, and the closest building to Steiner Road will be set back more than 300’. The height variance will allow for increased interior heights in the buildings and attract quality tenants. The variance is consistent with the Village’s vision to improve its commercial tax base as well as the height variance granted to Seefried Industrial. The 10’ height increase will have no impact on the surrounding area given the location of the Subject Property and nature of the proposed use. 48 12 b. The plight of the owner is due to unique circumstances and thus strict enforcement of the zoning ordinance would result in practical difficulties or impose exceptional hardships due to the special and unusual conditions that are not generally found on other properties in the same zoning district. In today’s business and industrial park environment, modern users seek tall interior ceilings to enhance their operations and provide flexibility. Limiting the height of the buildings would limit the users that could locate to the TCC Business Center. The surrounding area is predominantly industrial. The nearest building will be several hundred feet away, and the closest building to Steiner Road will be setback more than 300’. The height variance will allow for increased interior heights in the buildings and attract quality tenants. The variance is consistent with the Village’s vision to improve its commercial tax base. c. The property cannot yield a reasonable use if permitted only under the conditions allowed by the zoning ordinance. Limiting the height to less than 50’ could cause a portion of the TCC Business Center to remain unused with no practical purpose. d. The variance, if granted, will not alter the essential character of the locality and will not be a substantial detriment to adjacent property. If granted, the variance will not alter the essential character of the area which is defined by other industrial uses with similar permitted heights. In fact, the same variance was granted for Seefried which is immediately to the north. WHEREFORE, by reason of the foregoing, the undersigned Petitioner requests that the Plan Commission recommend approval and the Village Board approve the following: (i) Annexation to the Village of Plainfield (“Village”); (ii) a Map Amendment rezoning the property from A-1 Agricultural District in Will County to I-1 (Office, Research and Light Industrial) in the Village; (iii) a Preliminary Plat of Subdivision; (iv) a Site Plan; (v) a Special Use for a Planned Unit Development (vi) a parking variance; (vii) a height variance; and (viii) such other variances, departures or deviations as may be necessary to develop the Subject Property RESPECTFULLY RESUBMITTED this 11th day of May, 2023. 49 13 PETITIONER: TRAMMELL CROW CHICAGO DEVELOPMENT, INC. a Delaware corporation authorized to do business in Illinois Vincent M. Rosanova Rosanova & Whitaker, Ltd. Attorney for the Petitioner 50 14 EXHIBIT A LEGAL DESCRIPTION THE SOUTH 1/2 OF THE NORTH 1/2 OF SECTION 7 AND THE NORTH 1/2 OF THE SOUTHEAST QUARTER OF SECTION 7, TOWNSHIP 36 NORTH, RANGE 9 EAST OF THE THIRD PRINCIPAL MERIDIAN, TROY TOWNSHIP, WILL COUNTY, ILLINOIS, EXCEPT THE EAST 60.00 FEET OF THE NORTH HALF OF THE SOUTHEAST QUARTER AND THE EAST 60.00 FEET OF THE SOUTH HALF OF THE NORTHEAST QUARTER, IN SECTION 7, TOWNSHIP 36 NORTH, RANGE 9 EAST OF THE THIRD PRINCIPAL MERIDIAN, IN WILL COUNTY, ILLINOIS, ALL AS DESCRIBED IN GRANT OF DEDICATION RECORDED NOVEMBER 8, 2007 AS DOCUMENT R2007163310. AND THAT PART OF SOUTHWEST FRACTIONAL QUARTER OF SECTION 7, TOWNSHIP 36 NORTH, RANGE 9 EAST OF THE THIRD PRINCIPAL MERIDIAN, DESCRIBED AS FOLLOWS: BEGINNING AT THE NORTHWEST CORNER OF SAID SOUTHWEST QUARTER PER MONUMENT RECORD RECORDED AS DOCUMENT R90-35340; THENCE NORTH 88 DEGREES 26 MINUTES 47 SECONDS EAST (BEARINGS ASSUMED FOR DESCRIPTION PURPOSES), 2060.67 FEET ALONG THE NORTH LINE OF SAID QUARTER TO THE NORTHEAST CORNER THEREOF (SAID NORTHEAST CORNER ESTABLISHED AT THE INTERSECTION OF OPPOSITE QUARTER CORNERS, WHICH ARE MEMORIALIZED BY MONUMENT RECORDS R88-23305, R88-23306, R90-35340 AND R2005014547); THENCE SOUTH 01 DEGREES 49 MINUTES 04 SECONDS EAST, 11.39 FEET ALONG THE EAST LINE OF SAID QUARTER SECTION; THENCE SOUTH 88 DEGREES 14 MINUTES 14 SECONDS WEST, 2060.60 FEET TO THE WEST LINE OF SAID QUARTER SECTION; THENCE NORTH 01 DEGREES 57 MINUTES 06 SECONDS WEST, 18.92 FEET ALONG SAID WEST LINE TO THE POINT OF BEGINNING, IN WILL COUNTY, ILLINOIS. PIN: 06-03-07-400-001-0000 & 06-03-07-100-003-0000 COMMONLY KNOWN AS: VACANT, S. STEINER RD., PLAINFIELD, IL 60544 51 52 N751503000TCC - PLAINFIELD PLAINFIELD, IL MAY 2023 BUILDING 1 1,510,000 SF BUILDING 2 394,000 SF BUILDING 3 333,000 SFBUILDING 4 568,000 SF BUILDING 5 544,000 SF DETENTION BASIN DETENTION BASIN DETENTION BASINDETENTION BASINDETENTION BASINDETENTION BASINSTEINER ROADLANDSCAPE PLAN RENDERING 30’ GREENBELT BUFFER 53 54 55 56 EL. +53' - 2"EL. +4' - 0"EL. +0' - 0"EL. +4' - 0"Insulated steeldoors, RAL 9004, Signal BlackDoors and windows with safety glassGlasspanels RAL 9004, Signal BlackA-01-0-1-01 Domicile252' - 8"441' - 6 1/2"41' - 4"EL. +4' - 0"EL. +0' - 0"EL. +18' - 6"A-02.2-0-1-04Warehouse Satellite Office, North78' - 9"78' - 9"78' - 9"78' - 9"78' - 9"78' - 9"78' - 9"78' - 9"2' - 1"2.A2.B2.C2.D2.E2.F2.G2.H2.IArea prepared for window system as Schüco, System FW50 EL. +4' - 0"EL. +0' - 0"Concrete with vertical track profiles15 Load houses14.19 ALT A - Principle for load house type 1Sectional gate (opening): W: 9' x H: 10'Loading dock: W: 7' x L: 8' x H: 4'Collision protection: Type B15 Load houses14.19 ALT A - Principle for load house type 115 Load houses14.19 ALT A - Principle for load house type 1EL. +0' - 0"15 Load houses14.19 ALT A - Principle for load house type 11579' - 2 1/2"EL. +4' - 0"Insulated steeldoors, RAL 9004, Signal BlackWindow frame and mullions, RAL 9004, Signal Black64' - 4"154' - 9"216' - 3 1/2"55' - 8 1/2"62' - 8"45' - 4"216' - 3 1/2"163' - 8 1/2"216' - 3 1/2"55' - 8 1/2"62' - 8"45' - 4"216' - 3 1/2"68' - 1 1/2"Insulated steeldoors, RAL 9004, Signal BlackWindow frame and mullions, RAL 9004, Signal BlackSmoking shedSmoking shedEL. +0' - 0"EL. +53' - 2"A-01-0-1-01 Domicile2' - 1"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"55' - 0" 2' - 1"A-02.2-0-1-04Warehouse Satellite Office, NorthA-02.2-0-1-04Warehouse Satellite Office, NorthEL. +53' - 2"EL. +14' - 1 1/2"EL. +18' - 6"EL. +14' - 0"EL. +7' - 0"2.012.032.042.052.062.072.082.092.102.112.122.132.142.152.162.172.182.192.202.212.222.02A-02.5-0-1-01Warehouse, WorkshopEL. +20' - 0"EL. +0' - 0"Sectional gate (opening): W: 9' x H: 10'Loading dock: W: 7' x L: 8' x H: 4'Collision protection: Type BSectional gate (opening): W: 9' x H: 10'Loading dock: W: 7' x L: 8' x H: 4'Collision protection: Type BSectional gate (opening): W: 9' x H: 10'Loading dock: W: 7' x L: 8' x H: 4'Collision protection: Type BSectional gate (opening)W: 20' - 0" x H: 20' - 0"Warehouse accessSectional gate (opening)W: 12' - 0" x H: 16' - 0"Workshop accessEL. +23' - 10"EL. +4' - 0"20 Load houses14.19 ALT A - Principle for load house type 1Sectional gate (opening): W: 20' x H: 20'Warehouse access gateConcrete with vertical track profiles15 Load houses14.19 ALT A - Principle for load house type 110 Load houses14.19 ALT A - Principle for load house type 110 Load houses14.19 ALT A - Principle for load house type 1Door with safety glassDoorframe, RAL 9004, Signal BlackInsulated steeldoors, RAL 9004, Signal BlackWindow frame and mullions, RAL 9004, Signal BlackInsulated steeldoors, RAL 9004, Signal BlackWindow frame and mullions, RAL 9004, Signal BlackSmoking shed19' - 6"62' - 8"61' - 11 1/2"216' - 3 1/2"163' - 8 1/2"216' - 3 1/2"28' - 0" 21' - 4" 38' - 4 1/2"216' - 3 1/2"87' - 8 1/2"140' - 3 1/2"11' - 8 1/2"140' - 3 1/2"153' - 5"65' - 8"1577' - 10 1/2"A-02.3-0-1-02Warehouse, Satellite Office, South / Changing facility, WestEL. +18' - 6"A-01-0-1-01 DomicileEL. +47' - 6"2' - 1"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"76' - 0"55' - 0"2' - 1"EL. +14' - 0"EL. +0' - 0"EL. +53' - 2"EL. +0' - 0"EL. +0' - 4"2.012.032.042.052.062.072.082.092.102.112.122.132.142.152.162.172.182.192.202.212.222.0215 Load houses14.19 ALT A - Principle for load house type 1EL. +0' - 0"Sectional gate (opening): W: 9' x H: 10'Loading dock: W: 7' x L: 8' x H: 4'Collision protection: Type BSectional gate (opening): W: 9' x H: 10'Loading dock: W: 7' x L: 8' x H: 4'Collision protection: Type BSectional gate (opening): W: 9' x H: 10'Loading dock: W: 7' x L: 8' x H: 4'Collision protection: Type BSectional gate (opening): W: 9' x H: 10'Loading dock: W: 7' x L: 8' x H: 4'Collision protection: Type BSectional gate (opening): W: 9' x H: 10'Loading dock: W: 7' x L: 8' x H: 4'Collision protection: Type BSectional gate (opening): W: 20' x H: 20'Warehouse access gate41' - 4"634' - 2 1/2"60' - 0"EL. +53' - 2"Insulated steel doors, RAL 9004, Signal BlackWindow frame and mullions, RAL 9004, Signal BlackInsulated steeldoors, RAL 9004, Signal BlackWindow frame and mullions, RAL 9004, Signal BlackEL. +14' - 0"EL. +7' - 0"EL. +0' - 4"2.A2.B2.C2.D2.E2.F2.G2.H2.I2' - 1"78' - 9"78' - 9"78' - 9"78' - 9"78' - 9"78' - 9"78' - 9"78' - 9"2' - 1"41' - 4"554' - 1 1/2"140' - 1"A-02.3-0-1-02Warehouse, Satellite Office, South / Changing facility, WestA-01-0-1-01 DomicileEL. +14' - 0"EL. +4' - 0"EL. +0' - 4"EL. +0' - 0"A-02.2-0-1-04Warehouse Satellite Office, NorthEL. +18' - 6"26' - 3"1' - 4"2' - 0"1' - 8"0' - 8"2' - 8"1' - 8"1' - 8"1' - 0"0' - 8"1' - 8"1' - 0"3' - 4"0' - 8"1' - 8"2' - 0"1' - 4"0' - 8"0' - 7"2 2 2 2 2 2 2 21 1 1 1 1 1 111 = Narrow track (1 1/2")2 = Wide track (2 1/2")5' - 0" 5' - 0" 5' - 0" 5' - 0" 5' - 0" 1' - 3"1 1 1Concrete wall, prefabricated sandwich panels in light grey colourDRAWING NO.:REVISION:A-02-X-2-011 : 200Warehouse, Elevation E1 : 200Warehouse, Elevation N1 : 200Warehouse, Elevation S1 : 200Warehouse, Elevation W1 : 50Warehouse, Facade principle3D - Warehouse, Elevations 57 EXCEPTIONEXCEPTIONP.O.B.ROADROAD B LOT 1 LOT 2 LOT 3 OUTLOT CROAD AOUTLOT D OUTLOT EOUTLOT FOUTLOT BOUTLOT ASTEINER143RD STREET LOT AREA TABLE SQUARE FEET ACRES PROJ. NO.:23.0047-01 1 OF 1 SCALE: 1" = 200'ALTA SURVEYS l TOPOGRAPHY l CONSTRUCTION STAKING2631 GINGER WOODS PARKWAY, STE. 100AURORA, IL 60502PHONE: (630) 820-9100 FAX: (630) 820-7030 EMAIL: ADMIN@CLSURVEYING.COMCLIENTPROJECT©TCC - PLAINFIELDPLAINFIELD, IL LEGAL DESCRIPTION ABBREVIATIONS LINE LEGEND LEGEND AREA SUMMARY TCC - PLAINFIELD PRELIMINARY PLAT OF SUBDIVISION P.I.N.: 06-03-07-100-003-0000 P.I.N.: 06-03-07-400-001-0000 J:\Psdata\2023 Projects\23.0047\23.0047-01 Plat\23.0047-01 POSub.dwg, 5/9/2023 4:21:48 PM 58 Prepared for: TRAMMELL CROW INDUSTRIAL Traffic Impact Study June 2023 Trammell Crow Industrial Plainfield, IL 59 Trammell Crow Industrial – Plainfield, IL Page 1 June 2023 TABLE OF CONTENTS Executive Summary .................................................................................................................................................... 2 1.Introduction ......................................................................................................................................................... 3 2.Existing Conditions ............................................................................................................................................. 6 3.Development Characteristics ...........................................................................................................................14 4.Future Conditions .............................................................................................................................................19 5.Recommendations & Conclusions ...................................................................................................................33 Technical Appendix ...................................................................................................................................................34 LIST OF TABLES Table 2.1 Level of Service Grading Descriptions ....................................................................................................10 Table 2.2 Level of Service Grading Criteria .............................................................................................................10 Table 2.3 Existing Levels of Service ........................................................................................................................11 Table 3.1 ITE Trip Generation Data .........................................................................................................................14 Table 3.2 Site-Generated Traffic Projections...........................................................................................................14 Table 3.3 Estimated Trip Distribution .......................................................................................................................15 Table 4.1 Traffic Signal Warrant Analysis ................................................................................................................21 Table 4.2 Future (2030) No-Build Level of Service .................................................................................................23 Table 4.3 Future (2030) Build Level of Service .......................................................................................................28 LIST OF EXHIBITS Exhibit 1 – Site Location Map ..................................................................................................................................... 4 Exhibit 2 – Site Access Map ....................................................................................................................................... 5 Exhibit 3 – Existing (2023) Traffic Volumes ............................................................................................................... 9 Exhibit 4 – Site Trip Assignment – Passenger Cars................................................................................................16 Exhibit 5 – Site Trip Assignment – Heavy Vehicles .................................................................................................17 Exhibit 6 – Site Trip Assignment – Total ..................................................................................................................18 Exhibit 7 – Future No-Build (2030) Traffic Projections ............................................................................................22 Exhibit 8 – Future Build (2030) Traffic Projections ..................................................................................................27 Exhibit 9 – Future (2030) Build Roadway Capacity .................................................................................................32 60 Trammell Crow Industrial – Plainfield, IL Page 2 June 2023 EXECUTIVE SUMMARY Kimley-Horn and Associates, Inc. (Kimley-Horn) was retained by Trammell Crow Industrial to perform a traffic impact study for an industrial development proposed near the intersection of IL 126 and Steiner Road in Plainfield, Illinois. The proposed development would include five buildings, totaling approximately 3,349,000 square feet. Access to the development would be provided via two driveways along the west side of Steiner Road. The two driveways are planned to be aligned with the future driveways to the Greenbriar residential development on the east side of Steiner Road. The two proposed driveways are full-access and would be located approximately one-quarter mile (South Access) and one-half mile (North Access) north of the intersection of IL 126/Steiner Road. The proposed development is expected to be completed in 2029. Based on a review of future traffic conditions, it is anticipated that the addition of background traffic growth and site-generated traffic would not materially impact the study intersections. Coordination should occur with the Village of Plainfield for construction of the three-lane 143rd Street Extension to limit construction disturbances in the area. The proposed driveways are expected to help facilitate internal site circulation and have little impact on adjacent site driveways and intersections. Minor-leg stop control should be posted for outbound traffic at the two driveways. In order to accommodate site traffic, southbound right-turn lanes should be installed on Steiner Road at both the North Access and South Access. Steiner Road provides pavement for northbound and southbound left-turn lanes at both site driveways; left-turn lanes should be striped to accommodate site traffic and access to the Greenbriar residential development. The study results are discussed in more detail in the Recommendations & Conclusions section of this report. 61 Trammell Crow Industrial – Plainfield, IL Page 3 June 2023 1. INTRODUCTION Kimley-Horn and Associates, Inc. (Kimley-Horn) was retained by Trammell Crow Industrial to perform a traffic impact study for a proposed 3,349,000 square-foot industrial development near the northwest quadrant of the intersection IL 126/Steiner Road in Plainfield, Illinois. The site is currently agricultural land. Access to the industrial development would be provided via two driveways: l North Access located on Steiner Road approximately one-half mile north of IL 126; full- access driveway for cars; trucks restricted to three-quarter access (outbound right-turns onto southbound Steiner Road prohibited) l South Access located on Steiner Road approximately one-quarter mile north of IL 126; full- access driveway for cars; trucks restricted to three-quarter access (outbound right-turns onto southbound Steiner Road prohibited) An aerial view of the study location and surrounding area roadway network is presented in Exhibit 1. The access locations are provided in Exhibit 2. As part of this study, the existing network was analyzed to determine the current operations at the study intersections. Site trip generation characteristics were established for the development and added to projected background traffic volumes in order to assess the site’s potential impact on the area roadway network. This report presents and documents data collection, summarizes the evaluation of the existing and projected future traffic conditions on the surrounding roadways, and identifies recommendations to address the potential impact of site-generated traffic on the adjacent roadway network. 62 EXHIBIT 1SITE LOCATION MAP12663 EXHIBIT 2SITE12664 Trammell Crow Industrial – Plainfield, IL Page 6 June 2023 2. EXISTING CONDITIONS Kimley-Horn conducted a review of the subject site including existing land uses in the surrounding area, the adjacent street system, current traffic volumes and operating conditions, lane configurations and traffic conditions at nearby intersections, and other key roadway characteristics. This section of the report details information on the existing conditions obtained through aerial imagery and a site visit. Area Land Uses & Connectivity Located near the intersection of IL 126/Steiner Road in Plainfield, the subject site is currently agricultural land. The site is bounded by industrial development and agricultural land to the north and west, respectively. Residential development is located to the east. Greenbriar, a residential development, is currently under construction on the east side of Steiner Road opposite the subject site. Local connectivity is provided in the north and southbound directions by Ridge Road, and the east and westbound directions by IL 126. Regional connectivity is provided via Interstate 55 (I-55), which has an interchange with Joliet Road and IL 126 approximately five miles southeast and northeast of the site, respectively. Existing Roadway Characteristics The following information was obtained about the existing roadway network. Ridge Road is a north-south roadway located west of the site. The Illinois Department of Transportation (IDOT) classifies Ridge Road as a Minor Arterial. Throughout the study area, Ridge Road provides one travel lane in each direction. At its unsignalized intersection with 135th Street, Ridge Road provides a dedicated left-turn lane and shared through/right-turn lane on the north and south legs. A striped crosswalk is provided on the south leg of Ridge Road at its intersection with 135th Street. At its signalized T-intersection with Plainfield Road, Ridge Road provides a dedicated right-turn lane and one through lane on the north leg and a dedicated left-turn lane and one through lane on the south leg. At its unsignalized T-intersection with Johnson Road, Ridge Road provides a shared through/right-turn lane on the north leg and a shared through/left-turn lane on the south leg. 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. A speed limit of 55 miles per hour (MPH) is posted on Ridge Road through the study area. Ridge Road is under Kendall County jurisdiction. Johnson Road is an east-west roadway located west of the proposed site. IDOT classifies Johnson Road as a Local Road. Johnson Road provides one travel lane in each direction. At its minor-leg stop-controlled T-intersection with Ridge Road, Johnson Road provides a shared travel lane on the west leg of the intersection. A speed limit of 45 MPH is posted on Johnson Road through the study area. Johnson Road is under the jurisdiction of the Village of Plainfield. IL 126 (Lockport Street)is an east-west roadway that runs south of the site. IDOT classifies IL 126 as a Minor Arterial. Through the study area, IL 126 provides one travel lane in each direction with dedicated left-turn lanes at key intersections. At its signalized intersection with Ridge Road, IL 126 65 Trammell Crow Industrial – Plainfield, IL Page 7 June 2023 provides one through lane and dedicated left- and right-turn lanes on the east and west legs. At its signalized intersection with Steiner Road, IL 126 provides a dedicated left-turn lane and a shared through-right lane on the east and west legs. A speed limit of 55 MPH is posted on IL 126 through the study area. IL 126 is under IDOT jurisdiction. Plainfield Road is an east-west, two-lane roadway that runs northwest of the site. IDOT classifies Plainfield Road as a Minor Arterial. At its signalized T-intersection with Ridge Road, Plainfield Road provides a dedicated left-turn lane and a right-turn lane. A speed limit of 45 MPH is posted on Plainfield Road through the study area. Plainfield Road is under Kendall County jurisdiction. 135th Street is an east-west roadway that runs north of the site. IDOT classifies 135th Street as a Minor Arterial. Through the study area, 135th Street provides one travel lane in each direction with dedicated left-turn lanes at key intersections. At its minor-leg stop-controlled intersection with Ridge Road, 135th Street provides a dedicated left-turn lane and shared through/right-turn lane on the east and west legs. A striped crosswalk is provided on the east leg of 135th Street at its intersection with Ridge Road. A speed limit of 45 MPH is posted on 135th Street through the study area. 135th Street is under the jurisdiction of the Village of Plainfield. Wallin Drive (US Route 30)is a north-south roadway located east of the site. IDOT classifies Wallin Drive as a Principal Arterial. At its signalized intersection with 143rd Street, Wallin Drive provides a dedicated left-turn lane and shared through/right-turn lane on the north and south legs. A speed limit of 50 MPH is posted on Wallin Drive north of 143rd Street, and a speed limit of 45 MPH is posted south of 143rd Street. Wallin Drive is under IDOT jurisdiction. 143rd Street is an east-west roadway that currently begins west of Steiner Road and runs east to IL 59. IDOT classifies 143rd Street as a Major Collector. Through the study area, 143rd Street provides one travel lane in each direction. At its signalized intersection with Wallin Drive, 143rd Street provides a dedicated left-turn lane and shared through/right-turn lane on the east and west legs of the intersection. At its all-way stop-controlled intersection with Steiner Road, 143rd Street provides a dedicated left-turn lane and shared through/right-turn lane on the east and west legs. A speed limit of 45 MPH is posted on 143rd Street through the study area. 143rd Street is under the jurisdiction of the Village of Plainfield. 143rd Street is planned to be extended from Steiner Road to Ridge Road by the Village of Plainfield. Details about the extension are outlined later in this report. Steiner Road is a north-south roadway located east of the site. IDOT classifies Steiner Road as a Major Collector. Through the study area, Steiner Road provides one travel lane in each direction. At its signalized intersection with IL 126, Steiner Road provides separate left-turn, through, and right- turn lanes on the north and south legs of the intersection. South of its intersection with IL 126, Steiner Road becomes Drauden Road. At its unsignalized T-intersection with 143rd Street, Steiner Road provides a dedicated left-turn lane and a shared through/right-turn lane. A speed limit of 45 MPH is posted on Steiner Road north of IL 126. South of IL 126, the posted speed limit on Drauden Road is 40 MPH. Steiner Road is under Plainfield Township jurisdiction. County Line Road is a north-south roadway located west of the site. IDOT classifies County Line Road as a local road. Through the study area, County Line Road provides one travel lane in each direction. At its signalized T-intersection with IL126, County Line Road provides separate left- and 66 Trammell Crow Industrial – Plainfield, IL Page 8 June 2023 right-turn lanes. A speed limit of 55 MPH is posted on County Line Road through the study area. County Line Road is under Plainfield Township jurisdiction. Traffic Count Data Turning movement count data was collected in May 2022 at the following intersections: l Ridge Road / Johnson Road l Ridge Road/ Plainfield Road l Ridge Road / 135th Street l Ridge Road / Lockport Street (IL 126) l 143rd Street / Wallin Drive (US Route 30) l 143rd Street / Steiner Road Additional turning movement count data was collected in April 2023 at the following intersections: l Lockport Street (IL 126) / Steiner Road l Lockport Street (IL 126) / County Line Road The counts were conducted on a typical weekday from 7:00-9:00 AM, and 4:00-6:00 PM. These count periods were selected in order to capture the peak travel periods in the area. The traffic data revealed that peak traffic conditions occur within the study area from 7:00-8:00 AM and 4:15-5:15 PM. The peak hour vehicle traffic volumes were rounded to the nearest multiple of five and balanced between the study intersections, with the exception of intersections that were counted in different years. The existing traffic volumes are presented in Exhibit 3. A summary of the traffic count data is provided in the appendix. 67 SITE126EXHIBIT 3EXISTING TRAFFIC VOLUMES65(195)20(60)95(185)(195)230(20)25(120)145245(445)110(210)5(5)(465)580(180)125(95)135360(520)70(230)(575)535(235)13535(25)65(230)-(-)(40)20(45)15(-)-25(35)85(165)30(55)(25)25(20)10(15)10(385)310(60)80(5)5(5)-195(295)50(110)305(315)(240)285(15)10(30)40(–)(–)xx(xx)-68 Trammell Crow Industrial – Plainfield, IL Page 10 June 2023 Existing Capacity Analysis Capacity analysis for the existing and future conditions was performed using Synchro Version 11. 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 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. 1Highway Capacity Manual, 6thEdition. 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, note that higher delays are tolerated for the corresponding LOS ratings. 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 1Highway Capacity Manual, 6th Edition 2All movements with a Volume to Capacity (v/C) ratio greater than 1 receive a rating of LOS F. Based on these standards, capacity results were identified for the study intersections under existing conditions. The results of capacity analysis for existing conditions are summarized in Table 2.3. In this table, operation on each approach is quantified according to the average delay per vehicle and 69 Trammell Crow Industrial – Plainfield, IL Page 11 June 2023 the corresponding level of service. The results for the study intersections are based on HCM 6th Edition capacity analysis. Copies of the Synchro reports are provided in the appendix. Existing signal timings at the signalized intersections were obtained from field observations, with the exception of the IL 126/Steiner Road signal timings which were provided by IDOT. Table 2.3 Existing1 Levels of Service Intersection Weekday AM Peak Hour Weekday PM Peak Hour Delay (s/veh)LOS Delay (s/veh)LOS Ridge Road / Johnson Road r Eastbound 16 C 35-D Northbound (Left)9 A 10-A Ridge Road / Lockport Road (IL 126)Ø Eastbound 44 D 46 D Westbound 34 C 34 C Northbound 22 C 24 C Southbound 15 B 20+C Intersection 27 C 28 C Ridge Road / Plainfield Road Ø Eastbound 12 B 17 B Northbound 10-A 13 B Southbound 17 B 20-B Intersection 12 B 16 B Ridge Road / 135th Street r Eastbound 16 C 21 C Westbound 19 C 65 F Northbound (Left)8 A 9 A Southbound (Left)8 A 8 A 143rd Street / Wallin Drive (US Route 30)Ø Eastbound 38 D 31 C Westbound 50 D 71 E Northbound 18 B 24 C Southbound 13 B 22 C Intersection 25 C 35+D 143rd Street / Steiner Road ▲ Eastbound 9 A 9 A Westbound 9 A 12 B Northbound 9 A 12 B Southbound 10-A 9 A Intersection 9 A 12 B r - Minor-Leg Stop-Controlled Intersection ▲ -All-Way Stop-Controlled Intersection Ø -Signalized Intersection 1Turning movement count data was collected at the study intersections in May 2022 with the exception of counts at IL 126/Steiner Road and IL 126/County Line Road which were collected in April 2023. 2Right-turn movement operates at LOS E. 70 Trammell Crow Industrial – Plainfield, IL Page 12 June 2023 Table 2.3 Existing1 Levels of Service (cont.) Intersection Weekday AM Peak Hour Weekday PM Peak Hour Delay (s/veh)LOS Delay (s/veh)LOS Lockport Road (IL 126) / Steiner Road Ø Eastbound 16 B 20+C Westbound 12 B 16 B Northbound 53 D2 55+E Southbound 52 D 63 E Intersection 27 C 32 C Lockport Road (IL 126) / County Line Road Ø Eastbound 26 C 23 C Westbound 11 B 12 B Northbound 40 D 60 E Intersection 27 C 26 C r - Minor-Leg Stop-Controlled Intersection ▲ -All-Way Stop-Controlled Intersection Ø -Signalized Intersection 1Turning movement count data was collected at the study intersections in May 2022 with the exception of counts at IL 126/Steiner Road and IL 126/County Line Road which were collected in April 2023. 2Right-turn movement operates at LOS E. Generally, the existing intersections and approaches operate acceptably at LOS D or better during both peak hours. The 95th percentile queues are accommodated within the existing storage lanes. Exceptions are noted below. The intersection of Ridge Road/135th Street currently operates at an overall LOS A during both peak hours; however, the westbound movement operates at LOS F during the evening peak hour. Based on a review of existing traffic volumes, a traffic signal may be warranted at this intersection under existing conditions. A formal traffic signal warrant analysis has been completed for the no-build traffic projections and is included in the future conditions section of this report. It is likely that the installation of a traffic signal would improve level of service at this intersection under future conditions. The 95th percentile queue for the westbound left-turn movement is approximately seven vehicles (175 feet) during the evening peak hour, which is expected to spill passed the provided storage. The intersection of 143rd Street/Wallin Drive (US Route 30) currently operates at an overall LOS C during the morning peak hour and LOS D during the evening peak hour. During the evening peak hour, the westbound approach operates at LOS E. Existing traffic volumes meet warrant thresholds for installation of a dedicated right-turn lane on the westbound approach. Installation of a dedicated right-turn lane on the westbound approach would likely alleviate delay on the westbound approach and at the intersection overall. Existing volumes also meet warrant thresholds for the installation of a dedicated right-turn on the southbound approach. The intersections of IL 126/Steiner Road and IL 126/County Line Road currently operate at LOS C during both peak hours. At both intersections, the northbound approach operates at LOS D in the morning peak hour and LOS E in the evening peak hour. At IL 126/Steiner Road, the southbound approach operates at LOS E in the evening peak hour. The delay estimated for the northbound and southbound approaches is attributable to signal priority given to east-west traffic on IL 126. As a result, long periods of green time are allocated to the east-west through movements, and the minor street approaches receive relatively short green times. At IL 126/Steiner Road, the 95th percentile queues estimated for the turn movements are accommodated within the existing storage lanes during 71 Trammell Crow Industrial – Plainfield, IL Page 13 June 2023 both peak hours. At the intersection of IL 126/County Line Road, the 95th percentile queue for the northbound right-turn is expected to be thirteen vehicles (325 feet) in the morning peak hour and ten vehicles (250 feet) in the evening peak hours, which is expected to spill out of the provided 160 feet of storage. All other 95th percentile queues are anticipated to be contained by existing geometry. 72 Trammell Crow Industrial – Plainfield, IL Page 14 June 2023 3. DEVELOPMENT CHARACTERISTICS This section of the report outlines the proposed site plan and summarizes site-specific traffic characteristics. Development Characteristics The proposed development would include five buildings totaling approximately 3,349,000 square feet, located on the northwest quadrant of the IL 126/Steiner Road intersection. Access to the site would be provided along Steiner Road via two full-access driveways. South Access would be located approximately one-quarter mile north of IL 126/Steiner Road. North Access would be located approximately one-half mile north of IL 126/Steiner Road. The proposed development is expected to be completed in 2029. A conceptual site plan is provided in the appendix. Trip Generation In order to calculate the trips generated by the proposed site, data was referenced from the Institute of Transportation Engineers (ITE) Trip Generation Manual, 11th Edition. Trip generation data for the proposed use, ITE Land Use Code 154 (High-Cube Transload and Short-Term Storage Warehouse), is shown in Table 3.1. A copy of the ITE data is provided in the appendix. Table 3.1 ITE Trip Generation Data ITE Land Use Type Weekday Daily AM Peak PM Peak High-Cube Transload and Short-Term Storage Warehouse (LUC 154)1 Passenger Cars 1.18 50% in/50% out 0.06 77% in/23% out 0.09 28% in/72% out Heavy Vehicles 0.22 50% in/50% out 0.02 49% in/51% out 0.01 47% in/53% out T = number of trips X = 1,000 sq. ft. 1Data provided in the ITE manual for LUC 154 High-Cube Transload and Short-Term Storage Warehouse,was assumed for total trips (heavy vehicle and passenger vehicles). Further guidance is provided by the ITE Trip Generation Manual, 11th Edition to estimate the number of heavy vehicle trips generated, which was considered to identify the split between heavy vehicles and passenger vehicles. An excerpt from the manual is provided in the appendix. The in/out distribution percentages were also obtained from the Trip Generation Manual, 11th Edition. The site-generated trips estimated for 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 3.2. Table 3.2 Site-Generated Traffic Projections1 Land Use Size Type Weekday Daily AM Peak PM Peak In Out Total In Out Total High-Cube Transload and Short-Term Storage Warehouse 3,349,000 sq. ft. Passenger Vehicles 3,950 155 45 200 85 215 300 Heavy Vehicles 740 35 35 70 15 20 35 Total 4,690 190 80 270 100 235 335 1In/Out volumes are rounded to the nearest multiple of five. Daily trips rounded to the nearest multiple of ten. 73 Trammell Crow Industrial – Plainfield, IL Page 15 June 2023 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 anticipated directional distributions are outlined for both passenger cars and heavy vehicles in Table 3.3. It should be noted that heavy vehicles will be prohibited from making right-turns onto southbound Steiner Road; therefore, heavy vehicles destined to the east on IL 126 would travel via northbound Steiner Road to 143rd Street and eventually to the new connection to IL 126 with the 143rd Street East Extension. Additionally, it was assumed that the primary origin/destination for trucks is I-55, which would be routed to/from the east on either Wallin Drive or IL 126. Table 3.3 Estimated Trip Distribution Traveling to/from Estimated Trip Distribution Passenger Cars Heavy Vehicles North on Ridge Road 10%-- South on Ridge Road 20%30% North on Wallin Drive (US Route 30)20%-- East on Wallin Drive (US Route 30) / 143rd Street (to/from IL 59/I-55)20%45% East on IL-126 20%25% West on Plainfield Road 10%-- Total 100%100% Based on these assumptions, the site-generated trip assignment for passenger cars and heavy vehicles is illustrated in Exhibit 4 and Exhibit 5, respectively.Total site-generated traffic, the sum of passenger cars and heavy vehicle site-generated traffic, is illustrated in Exhibit 6. 74 SITEINSET #1 DETAILS126EXHIBIT 4SITE TRIP ASSIGNMENT - PASSENGER CARS30(15)(45)10(45)10(10)1560(30)(20)3010(35)(20)3530(15)5(45)5(45)(20)35(70)20(50)10(55)10(40)5(–)(–)xx(xx)-75 SITE INSET #1 DETAILS 126 EXHIBIT 5 SITE TRIP ASSIGNMENT - HEAVY VEHICLES (15)25 10(5)15(5) (5)10 10(5) (5)10 (15)15 (5)20 (–) (–) xx (xx) - 15 (5) 76 SITE INSET #1 DETAILS 126 EXHIBIT 6 SITE TRIP ASSIGNMENT - TOTAL 45 (20) (60)35 (45)10 (10)15 (20)30 10(5)75(35) 10(35) (25)45 40(20)5(45)5(45) (25)45 (85)35 (50)10 (60)30 (40)5 (–) (–) xx (xx) - 77 Trammell Crow Industrial – Plainfield, IL Page 19 June 2023 4. FUTURE CONDITIONS This section of the report defines future roadway improvements and develops future traffic projections for analysis. The development is expected to be complete by Year 2029, with full occupancy expected in Year 2030. Therefore, future Year 2030 traffic projections were analyzed, which represents full operations at the site. 143rd Street Extension As part of a public infrastructure project in conjunction with approved development projects, the Village of Plainfield is planning to extend 143rd Street west from Steiner Road to Ridge Road (referred to herein as “143rd Street West Extension”), creating a four-leg intersection at Ridge Road/Johnson Road. Current plans for the four-leg intersection include installation of dedicated left-turn lanes on the north, south, and east legs; and a right-turn lane on the south leg. All proposed turn lanes were included in the analysis of Year 2030 build conditions. Additionally, the Village plans to install a traffic signal at the intersection. The traffic signal was included in the analysis of future conditions. The cycle length was assumed to be consistent with the intersection of Ridge Road/IL 126. Per coordination with the Village, the 143rd Street Extension includes a three-lane cross-section (one lane in each direction with a center two-way, left-turn lane). For purposes of this analysis, this geometry was assumed in the analysis of future conditions. The posted speed limit on the 143rd Street West Extension is planned to be 45MPH. The target completion for the western extension is fall of 2023; and therefore, was assumed to be in place for the analysis of future conditions. Additionally, the Village of Plainfield is planning to extend 143rd Street to the east from IL 59 to IL 126 (referred to herein as “143rd Street East Extension”). The target completion for the eastern extension of 143rd Street is end of 2024; and therefore, was assumed to be in place for the analysis of future conditions. Future (2030) No-Build Traffic Projections Background traffic was assumed to be comprised of three parts: 1) overall background growth (applied in the form of an annual growth rate); 2) redistributed vehicles resulting from planned infrastructure improvements; and 3) development-specific traffic projects either planned or under construction in the study area. Background Traffic Growth and Redistributed Traffic Background traffic volumes were estimated using data from the Chicago Metropolitan Agency for Planning (CMAP). Background traffic volumes from CMAP included implementation of both 143rd Street West Extension and 143rd Street East Extension. Based on information received from CMAP, traffic growth on the roadway network is projected at a compounded rate of roughly 1.40 percent annually through Year 2050. Therefore, an annual growth rate of 1.40 percent was applied to all study intersections through Year 2030 to account for background traffic growth. Based on the future volumes provided by CMAP, a portion of traffic was assumed to divert from 135th Street and IL 126 to the 143rd Street West Extension. Therefore, this diversion of traffic volumes was also included in the future background traffic projections. An official letter from CMAP documenting the projected Year 2050 traffic volume on the roadway network is included in the appendix. 78 Trammell Crow Industrial – Plainfield, IL Page 20 June 2023 Background Development Traffic In the summer of 2022, the development of an approximately 1.2 million square-foot DHL facility was approved by the Plainfield Village Board on the parcel northwest of the subject site. A traffic study, Plainfield Logistics Centre Traffic Impact Study, was completed for the site by Kimley-Horn, dated June 2022. The trip assignment is provided in the appendix. A copy of the traffic study is included in the appendix. Site-generated trips from the proposed DHL facility were added to the future background traffic volumes. Directly north of the site, the development of approximately 3.8 million square-feet of industrial use proposed by Seefried Industrial Properties was approved by the Plainfield Village Board. A traffic study, Plainfield Business Center Traffic Impact Study, was completed for the site by Kimley-Horn, dated November 2022. The trip assignment is provided in the appendix. Site-generated trips from the proposed Seefried facility were added to the future background traffic volumes. South of the site, on the southwest quadrant of IL 126/Steiner Road, a residential development containing 238 townhomes was approved by the Plainfield Village Board. A traffic study, Residential Development Traffic Impact Study, was completed for the site by KLOA, dated May 2021. The trip assignment is provided in the appendix. Site-generated trips from the proposed residential development were added to the future background traffic volumes. South of the site, on the southeast quadrant of IL 126/Steiner Road, Willow Tree Farm, a residential development containing 115 single-family homes was approved by the Plainfield Village Board. A traffic study, Willow Tree Farm Traffic Impact Study, was completed for the site by V3 Companies, dated December 2018. The trip assignment is provided in the appendix. Site-generated trips from the proposed residential development were added to the future background traffic volumes. Directly east of the site along Steiner Road, Greenbriar, a residential development containing 278 single family homes was approved by the Plainfield Village Board. A traffic study was not required for this development. Access driveways for the Greenbriar development are expected to align with the North Access and South Access analyzed in this report. Site-generated trips were estimated using trip generation and distribution assumptions consistent with the other approved residential developments and were added to the future background traffic volumes. The total future no-build traffic volumes for Year 2030 (build year + five years), including all background developments, are presented in Exhibit 7. 79 Trammell Crow Industrial – Plainfield, IL Page 21 June 2023 Signal Warrant Based on these background traffic volumes, Kimley-Horn performed a traffic signal warrant for the 143rd Street/Steiner Road-Private Driveway, and Ridge Road/135th Street intersections. Signal warrant analyses were performed according to criteria set by the Manual on Uniform Traffic Control Devices (MUTCD) for Warrant 1 (Eight-Hour Warrant), Condition A (Minimum Vehicular Volume) and Condition B (Interruption of Continuous Traffic). This warrant is typically evaluated with at least eight hours of traffic count data for an intersection. Because only peak hour data was collected at the study intersections and only peak hour data was formulated for the proposed site with ITE data, typical IDOT practice allows a signal warrant to instead be evaluated by reducing evening peak hour volumes to 55 percent of their projected total to represent the minimum volume during a given eight-hour period. Signal warrant calculations for these intersections are shown in Table 4.1. Table 4.1 Traffic Signal Warrant Analysis Traveling to/from: Traffic Volume Meets Warrant?Major Street Higher-Volume Minor-Leg Approach One-Lane Major Street/One-Lane Minor Street at 70%1 MUTCD Criteria Warrant 1A 350 105 -- Warrant 1B 525 53 -- Combination -- Warrant 1A 280 84 -- Warrant 1B 420 42 -- 143rd Street/Steiner Road 575 84 Yes –Warrant 1B, Combination 1A/1B Ridge Road/135th Street 591 117 Yes –Warrant 1A, Warrant 1B, Combination 1A/1B 1Because 143rd Street, Steiner Road, Ridge Road, and 135th Street all have a posted speed limit of 45 MPH or higher, both intersections are subject to reduced (70%) signal warrant criteria under MUTCD standards. Based on the signal warrant analysis above, a signal was included at the intersection of 143rd Street/Steiner Road under no-build conditions. As part of the approval of the DHL and Seefried sites, funding for installation of this future traffic signal was provided to the Village. A cycle length of 120 seconds was assumed, consistent with the intersection of 143rd Street/Wallin Drive (US Route 30), and splits were optimized. Existing geometry was maintained at the modeled traffic signal. At the intersection of Ridge Road/135th Street, no funding and/or plans for installation of a traffic signal has been approved by the Village; therefore, a traffic signal was not included in the analysis of future conditions. 80 126SITE(–)(–)xx(xx)-EXHIBIT 7FUTURE (2030) NO-BUILD TRAFFIC PROJECTIONS270(455)20(65)105(205)(470)485(20)30(220)205215(430)135(275)60(55)(440)580(205)140(140)165265(235)100(350)-(-)(325)210(135)35(-)-30(40)70(140)25(45)(30)30(20)10(15)10385(540)75(255)(605)530(260)150240(345)75(125)290(300)(295)325(15)10(35)45(455)375(65)90-(-)60(125)90(145)(-)-(5)5(5)-81 Trammell Crow Industrial – Plainfield, IL Page 23 June 2023 Future (2030) No-Build Capacity Analysis Based on the volume projections presented in Exhibit 7, capacity results were identified for the study intersections under Future Year (2030) No-Build conditions. The results of the capacity analysis are summarized in Table 4.1. Consistent with the Existing analysis, the results for the study intersections are based on Synchro’s HCM 6th Edition reports. Copies of these reports are included in the appendix. Table 4.2 Future (2030) No-Build Level of Service Intersection Weekday AM Peak Hour Weekday PM Peak Hour Delay (s/veh)LOS Delay (s/veh)LOS Ridge Road / Johnson Road / 143rd Street Extension Ø Eastbound 49 D 47 D Westbound 47 D 43 D Northbound 10+B 14 B Southbound 8 A 14 B Intersection 13 B 18 B Ridge Road / Lockport Road (IL 126)Ø Eastbound 49 D 51 D Westbound 34 C 35-C Northbound 26 C 28 C Southbound 18 B 26 C Intersection 30 C 32 C Ridge Road / Plainfield Road Ø Eastbound 13 B 22 C Northbound 12 B 26 C Southbound 19 B 23 C Intersection 13 B 24 C Ridge Road / 135th Street r Eastbound 19 C 27 D Westbound 22 C 110 F Northbound (Left)8 A 9 A Southbound (Left)8 A 9 A 143rd Street / Wallin Drive (US Route 30)Ø Eastbound 48 D 44 D Westbound 100 F >120 F Northbound 35-C 33 C Southbound 24 C 43 D Intersection 47 D 116 F r - Minor-Leg Stop-Controlled Intersection ▲ -All-Way Stop-Controlled Intersection Ø -Signalized Intersection 1Right-turn movement operates at LOS F. 82 Trammell Crow Industrial – Plainfield, IL Page 24 June 2023 Table 4.1 Future (2030) No-Build Level of Service (continued) Intersection Weekday AM Peak Hour Weekday PM Peak Hour Delay (s/veh)LOS Delay (s/veh)LOS 143rd Street / Steiner Road Ø Eastbound 19 B 32 C Westbound 13 B 18 B Northbound 17 B 29 C Southbound 12 B 23 C Intersection 16 B 25 C Lockport Road (IL 126) / Steiner Road Ø Eastbound 31 C 30 C Westbound 24 C 34 C Northbound 40 D 53 D Southbound 37 D 47 D Intersection 33 C 39 D Lockport Road (IL 126) / County Line Road Ø Eastbound 31 C 34 C Westbound 12 B 20+C Northbound 48 D 78 E1 Intersection 32 C 38 D r - Minor-Leg Stop-Controlled Intersection ▲ -All-Way Stop-Controlled Intersection Ø -Signalized Intersection 1Right-turn movement operates at LOS F. With the addition of background traffic, the study area intersections are projected to experience some changes in delay compared to existing conditions, which are specifically noted as follows. With the installation of a traffic signal at Ridge Road/Johnson Road/143rd Street Extension (planned by the Village), the intersection is expected to operate at LOS B or better during both peak hours. The eastbound and westbound approaches are expected to operate at LOS D during both peak hours. Higher levels of delay on side streets are not uncommon at signalized intersections as more green time is allocated to the major street (Ridge Road). Additionally, the cycle length was assumed to be the same as the intersection of Ridge Road/IL 126 (112 seconds in AM peak hour; 108 seconds in PM peak hour) and coordinated with that intersection. The level of delay on the side streets is a function of the cycle length. The 95th percentile queue for the westbound left-turn movement is expected to be approximately three vehicles (75 feet) during the morning peak hour and six vehicles (150 feet) during the evening peak hour, which would be accommodated by the proposed storage length. The 95th percentile queue for the eastbound approach is expected to be less than one vehicle during both peak hours. Based on a review of no-build traffic projections, a traffic signal is be warranted at this intersection under no-build conditions, however, was not included in the analysis of future conditions due to lack of funding. The intersection of Ridge Road/135th Street is projected to operate at an overall LOS A during both peak hours; however, the westbound movement operates at LOS F during the evening peak hour consistent with existing conditions. It is likely that the installation of a traffic signal would improve level of service at this intersection under future conditions. The 95th percentile queue for the 83 Trammell Crow Industrial – Plainfield, IL Page 25 June 2023 westbound left-turn movement is approximately eight vehicles (200 feet) during the evening peak hour (as compared to seven vehicles under existing conditions). The intersection of 143rd Street/Wallin Drive (US Route 30) is expected to experience an increase in delay with the addition of site-generated trips, resulting a LOS D in the morning peak hour (compared to LOS C under existing conditions) and a LOS F in the evening peak hour (compared to LOS D under existing conditions). As noted previously, existing volumes at the intersection meet warrant criteria for installation of a dedicated westbound right-turn lane and a dedicated southbound right-turn lane. Site-generated traffic (Exhibit 6) is expected to be limited to the westbound through movement of that approach but does contribute to the southbound right-turn movement. With the installation of a traffic signal at 143rd Street/Steiner Road, the intersection is expected to operate at LOS C or better during both peak hours. A traffic signal is warranted at this intersection under future no-build conditions. As part of the approval of the DHL and Seefried sites, funding was requested for a future traffic signal at this intersection. The 95th percentile queue for the northbound right-turn movement is expected to be approximately six vehicles (150 feet) during the morning peak hour and eight vehicles (200 feet) during the evening peak hour. This queue is expected to be accommodated by the existing lane. The 95th percentile queue for the westbound left-turn movement is anticipated to be one vehicle (25 feet) during the morning peak hour and seven vehicles (175 feet) during the evening peak hour. This is expected to be accommodated by the existing storage of 210 feet. All other 95th percentile queues are anticipated to be one vehicle (25 feet) or less during both peak hours. At the intersection of IL 126/Steiner Road, the northbound and southbound approaches are anticipated to operate with lower levels of delay during both peak hours compared to existing conditions. This is likely due to the increased volume on the minor leg approaches actuating the side street phasing more frequently, resulting in more green time for the northbound/southbound approaches. The eastbound and westbound approaches (mainline) are projected to continue to operate acceptably at LOS C or better during both peak hours. The 95th percentile queue for the westbound left-turn movement is expected to be approximately ten vehicles (250 feet) during the evening peak hour. This is expected to be minimally exceed the existing storage of 240 feet. The intersection of IL 126/County Line Road is anticipated to operate at LOS D during the evening peak hour (as compared to LOS C under existing conditions). The 95th percentile queue for the northbound right-turn is expected to be sixteen vehicles (400 feet) in the morning peak hour and twelve vehicles (300 feet) in the evening peak hours, which is expected to spill out of the provided 160 feet of storage, consistent with existing conditions. All other 95th percentile queues are anticipated to be contained by existing geometry. 84 Trammell Crow Industrial – Plainfield, IL Page 26 June 2023 Future (2030) Build Traffic Projections To develop future build traffic projections, total new site trips (Exhibit 6) were added to the no-build traffic projections (Exhibit 7) to calculate future build traffic projections. Traffic projections for the Year 2030 build scenario are illustrated in Exhibit 8. Future Geometry Turn Lane Warrants For the analysis of future conditions, turn lane warrants were evaluated for all site driveways using guidelines in the IDOT Bureau of Design and Environment (BDE) Manual. A summary of the turn lane warrant analysis is outlined below; copies of the turn lane warrants are included in the appendix. Steiner Road / North Access and Steiner Road / South Access A right-turn lane was evaluated on the north leg of Steiner Road at North Access and South Access. Based on IDOT guidelines,a southbound right-turn lane is not warranted under Build (2030) conditions (Exhibit 8) but is recommended on Steiner Road at both North Access and South Access to accommodate truck traffic; and therefore, was included in the analysis of future conditions. The southbound right-turn lane should provide 215 feet of storage and a 220-foot taper per the IDOT BDE Manual. A left-turn lane was evaluated on the south leg of these intersections. Based on IDOT guidelines, a left-turn lane is warranted under Build (2030) conditions (Exhibit 8). Currently, the existing median provides pavement for a northbound left-turn lane at each intersection, with approximately 195 feet of storage and a 185-foot taper. Based on warrant criteria and existing intersection geometry, a left- turn lane with these dimensions was included in the analysis of future conditions at both access driveways. In order to mirror the northbound left-turn lanes and facilitate access to the Greenbriar residential development, southbound left-turn lanes should also be provided on Steiner Road at North Access and South Access. The existing median should be restriped to provide 190 feet of storage with a 180-foot taper for each southbound left-turn lane. Consistent with the Village’s desire to limit truck traffic on IL 126 through the downtown area, the exit at both access driveways will be signed to prohibit trucks from making right-turn movements onto Steiner Road. All outbound truck traffic would be routed northbound on Steiner Road to 143rd Street. Both access driveways should provide separate right- and left-turn lanes. Appropriate stop signs and stop bars should be provided. IL 126 / Steiner Road A right-turn lane was evaluated on the east leg of IL 126 at Steiner Road. Based on IDOT guidelines for signalized intersections,a westbound right-turn lane is not warranted under Build (2030) conditions (Exhibit 7); and therefore, was not included in the analysis of future conditions. 85 SITE INSET #1 DETAILS 126 EXHIBIT 8 FUTURE (2030) BUILD TRAFFIC PROJECTIONS 315 (475) 20 (65) 105(205) (530)520 (20)30 (265)215 30(40) 70(140) 25(45) (30)30 (20)10 (15)10 265 (235) 175(385) -(-) (325)210 (155)65 (-)- 215(430) 135(275) 100 (75) (440)580 (205)140 (165)210 -(-) 70(130) 100(180) (-)- (5)5 (5)- 240(345) 80(170) 290(300) (295)325 (15)10 (35)45 390(585) 75(255) (630)575 (465)390 (65)90 60(40) -(-) -(-) 80(55) (50)10 (85)35 (40)5 (60)30 (–) (–) xx (xx) - 86 Trammell Crow Industrial – Plainfield, IL Page 28 June 2023 Future (2030) Build Capacity Analysis Based on the volume projections presented in Exhibit 8 and turn lane recommendations, capacity results were identified for the study intersections under Future Year (2030) Build conditions. The results of the capacity analysis are summarized in Table 4.2. Consistent with the Existing analysis, the results for the study intersections are based on Synchro’s HCM 6th Edition reports. Copies of these reports are included in the appendix. Table 4.3 Future (2030) Build Level of Service Intersection Weekday AM Peak Hour Weekday PM Peak Hour Delay (s/veh)LOS Delay (s/veh)LOS Ridge Road / Johnson Road / 143rd Street Extension Ø Eastbound 49 D 47 D Westbound 46 D 46 D Northbound 12 B 15 B Southbound 9 A 14 B Intersection 14 B 19 B Ridge Road / Lockport Road (IL 126)Ø Eastbound 49 D 51 D Westbound 34 C 32 C Northbound 26 C 30 C Southbound 18 B 32 C Intersection 30 C 34 C Ridge Road / Plainfield Road Ø Eastbound 13 B 23 C Northbound 12 B 31 C3 Southbound 19 B 23 C Intersection 14 B 27 C Ridge Road / 135th Street r Eastbound 19 C 29 D Westbound 23 C >120 F Northbound (Left)8 A 9 A Southbound (Left)8 A 9 A 143rd Street / Wallin Drive (US Route 30)Ø Eastbound 55+E 49 D Westbound >120 F >120 F Northbound 36 D 37 D Southbound 26 C 58 E1 Intersection 59 E >120 F r - Minor-Leg Stop-Controlled Intersection ▲ -All-Way Stop-Controlled Intersection Ø -Signalized Intersection 1Right-turn movement operates at LOS F 2Left-turn movement operates at LOS F 3Left-turn movement operates at LOS E 4Right-turn movement operates at LOS E 87 Trammell Crow Industrial – Plainfield, IL Page 29 June 2023 Table 4.2 Future (2030) Build Level of Service (continued) Intersection Weekday AM Peak Hour Weekday PM Peak Hour Delay (s/veh)LOS Delay (s/veh)LOS 143rd Street / Steiner Road Ø Eastbound 27 C 34 C Westbound 14 B 21 C Northbound 20+C 50 D3 Southbound 13 B 24 C Intersection 19 B 33 C Lockport Road (IL 126) / Steiner Road Ø Eastbound 29 C 34 C Westbound 26 C 44 D3 Northbound 41 D 50 D Southbound 37 D 45 D Intersection 33 C 42 D Lockport Road (IL 126) / County Line Road Ø Eastbound 38 D 39 D Westbound 13 B 27 C3 Northbound 48 D4 78 E1 Intersection 35+D 42 D Steiner Road / North Access r Eastbound 24 C 25+D Westbound 12 B 10+B Northbound (Left)8 A 8 A Southbound (Left)8 A 8 A Steiner Road / South Access r Eastbound 16 C 19 C Westbound 18 C 22 C Northbound (Left)8 A 9 A Southbound (Left)8 A 8 A r - Minor-Leg Stop-Controlled Intersection ▲ -All-Way Stop-Controlled Intersection Ø -Signalized Intersection 1Right-turn movement operates at LOS F 2Left-turn movement operates at LOS F 3Left-turn movement operates at LOS E 4Right-turn movement operates at LOS E With the addition of site traffic, the study area intersections are projected to experience some changes in delay compared to no-build conditions, which are specifically noted as follows. The intersection of 143rd Street/Wallin Drive (US Route 30) is expected to experience an increase in delay with the addition of site-generated trips, resulting a LOS E in the morning peak hour (compared to LOS D under no-build conditions). As noted previously, existing volumes at the intersection meet warrant criteria for installation of a dedicated westbound right-turn lane. Site-generated traffic (Exhibit 6) is expected to be limited to the westbound through movement of that approach. Additionally, the northbound approach is anticipated to operate at LOS D during both peak hours (as compared to LOS C under no-build conditions). The eastbound approach is anticipated to operate at LOS E during 88 Trammell Crow Industrial – Plainfield, IL Page 30 June 2023 the morning peak hour (as compared to LOS D under no-build conditions), and the southbound approach is anticipated to operate at LOS E during the evening peak hour (as compared to LOS C under no-build conditions), with the right-turn movement operating at LOS F. As noted previously, the existing volumes at the intersection meet warrant criteria for installation of a dedicated southbound right-turn lane. With the installation of a traffic signal at 143rd Street/Steiner Road, the intersection is expected to continue to operate at LOS C or better during both peak hours, with one exception. The northbound approach is expected to operate acceptable at LOS D during the evening peak hour. The 95th percentile queue for the northbound right-turn movement is expected to be approximately nine vehicles (225 feet) during the morning peak hour and thirteen vehicles (325 feet) during the evening peak hour. This queue is expected to be accommodated by the existing lane. The 95th percentile queue for the westbound left-turn movement is anticipated to be two vehicles (50 feet) during the morning peak hour and nine vehicles (225 feet) during the evening peak hour. This is expected to be minimally exceed the existing storage of 210 feet. All other 95th percentile queues are anticipated to be one vehicle (25 feet) or less during both peak hours. At the intersection of IL 126/Steiner Road, the westbound left-turn movement is expected to operate at LOS E (compared to LOS D under no-build conditions). This is likely due to the increased traffic on the southbound movement. The 95th percentile queue for the westbound left turn is expected to be approximately thirteen vehicles (325 feet) and is expected to exceed the provided storage consistent with under no-build conditions. The intersection of IL 126/County Line Road is anticipated to operate at LOS D during the morning peak hour (as compared to LOS C under existing conditions). The 95th percentile queue for the northbound right-turn is expected to be sixteen vehicles (400 feet) in the morning peak hour and twelve vehicles (300 feet) in the evening peak hours, consistent with no-build conditions. All other 95th percentile queues are anticipated to be contained by existing geometry. All access driveways are expected to operate at LOS D or better with projected 95th percentile queues of less than two vehicles during both peak hours. Future Roadway Capacity Analysis In addition to the peak hour capacity analysis, a planning level analysis of roadway segment capacity was performed based on the existing Average Daily Traffic (ADT) volumes observed on the study area roadways and the projected daily site-generated traffic. The Florida Department of Transportation’s (FDOT) 2020 Quality/Level of Service Handbook determines the daily capacity of a roadway based on the segment’s characteristics such as the frequency of signalized intersections, the presence of medians, the number of travel lanes, and the speed limit of a segment. IDOT does not currently have an equivalent resource but indicated their familiarity with the FDOT document and its use for planning level segment analysis. To analyze the roadway capacity in the context of this study, the ADT observed on the study area roadways were combined with the projected daily site-generated traffic and compared to the total segment capacity per the FDOT handbook. The background ADT includes all known developments. Along all roadways within the study area, the projected background and site-generated daily traffic 89 Trammell Crow Industrial – Plainfield, IL Page 31 June 2023 added to the existing ADT is not anticipated to exceed the segment capacity. The results of this roadway segment capacity analysis are illustrated in Exhibit 9. The referenced handbook materials are included in the appendix. 90 EXHIBIT 9SITE303010,9904,510400015,90014,7701,13015,90015,9001,91079018,60091 Trammell Crow Industrial – Plainfield, IL Page 33 June 2023 5. RECOMMENDATIONS & CONCLUSIONS Based on Kimley-Horn’s review of the proposed site plan and evaluation of existing and future traffic conditions, the existing study intersections are projected to adequately accommodate the proposed development. The following improvements are recommended to accommodate site traffic: l Install southbound right-turn lanes on Steiner Road at North Access and South Access. The southbound right-turn lanes should provide 215 feet of storage with a 220-foot taper. l Restripe the existing paved median to provide a northbound left-turn lane on Steiner Road at North Access and South Access. The northbound left-turn lanes should provide 195 feet of storage with a 185-foot taper. l Mirror the northbound left-turn lanes on Steiner Road and restripe the existing median to provide a southbound left-turn lane at the north and south access driveways to the Greenbrier residential development. The turn lanes should provide 190 feet of storage with a 180-foot taper. l Install “No Right-Turn” sign for outbound truck traffic. l Provide separate outbound left- and right-turn lanes for outbound traffic at North Access and South Access. The proposed access driveways are expected to operate well with limited delay and queues, resulting in minimal impact to internal site circulation. All access driveways should be designed to accommodate truck turning maneuvers. Minor-leg stop control should be posted at all access driveways. Regardless of the final configuration of site driveway geometrics, several additional items should be taken into consideration when preparing site improvement plans for the subject development. As the site design progresses, care should be taken with landscaping, signage, and monumentation at the site access locations to ensure that adequate horizontal 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. 92 Trammell Crow Industrial – Plainfield, IL June 2023 TECHNICAL APPENDIX Conceptual Site Plan Traffic Count Data CMAP Year 2050 Projections Excerpt from Plainfield Logistics Centre Traffic Impact Study, prepared by Kimley-Horn, June 2022 Excerpt from Plainfield Business Center Traffic Impact Study, prepared by Kimley-Horn, November 2022 Excerpt from Residential Development Traffic Impact Study, prepared by KLOA, May 2021 Excerpt from Willow Tree Farm Traffic Impact Study,prepared by V3 Companies, December 2018 Existing (2023) Capacity Reports Turn Lane Warrants Data from the ITE Trip Generation Manual, 11th Edition Future (Year 2030) No-Build Capacity Reports Future (Year 2030) Build Capacity Reports 93 Trammell Crow Industrial – Plainfield, IL June 2023 CONCEPTUAL SITE PLAN 94 95 Trammell Crow Industrial – Plainfield, IL June 2023 TRAFFIC COUNT DATA 96 ï ±º è97 í ±º è98 ë ±º è99 ï ±º è100 í ±º è101 ë ±º è102 Trammell Crow Industrial – Plainfield, IL June 2023 CMAP YEAR 2050 PROJECTIONS 103 July 28, 2022 Emma Albers, P.E., PTOE Kimley-Horn 4201 Winfield Road Suite 600 Warrenville, IL 60555 Subject: Ridge Road / Johnson Road Area Village of Plainfield Dear Ms. Albers: In response to a request made on your behalf and dated July 26, 2022, we have developed year 2050 average daily traffic (ADT) projections for the subject location. ROAD SEGMENT Current ADT 2050 ADT No- Build 2050 ADT Built West 143 St Extn Ridge Road north of Johnson Rd 8,500 13,800 16,900 Ridge Road south of Johnson Rd 13,000 15,800 13,600 Plainfield Road west of Ridge Road 7,450 9,000 10,100 Johnson Road west of Ridge Road 225 500 1,500 W 135th Street between Ridge Road and Heggs Road 3,500 6,100 3,500 W 135th Street east of Heggs Road 10,000 12,600 10,000 S Route 30 north of W 143rd Street 13,900 17,400 16,600 Lincoln Highway south of W 143rd Street 8,750 11,000 11,800 W 143rd Street between Steiner Road and Lincoln Hwy 7,900 11,500 15,300 W 143rd Street east of Lincoln Highway 9,100 13,900 16,100 W 143rd Street between Ridge Road and Steiner Road N/A N/A 9,100 S Steiner Road south of W 143rd Street 4,400 8,000 7,300 IL 126 (W Lockport St) b/w Ridge Rd and County Line Rd 15,100 20,800 17,400 IL 126 (W Lockport St) east of County Line Road 18,200 25,800 22,400 Traffic projections are developed using existing ADT data provided in the request letter and the results from the December 2021 CMAP Travel Demand Analysis. The regional travel model uses CMAP 2050 socioeconomic projections and assumes the implementation of the ON TO 2050 Comprehensive Regional Plan for the Northeastern Illinois area, including an extension of 143rd Street from IL 59 east to IL 126. 104 Ridge Road / Johnson Road Area page 2 The provision of this data in support of your request does not constitute a CMAP endorsement of the proposed development or any subsequent developments. If you have any questions, please call me at (312) 386-8806. Sincerely, Jose Rodriguez, PTP, AICP Senior Planner, Research & Analysis cc: Rios (IDOT) S:\AdminGroups\ResearchAnalysis\2022_ForecastTraffic\Plainfield\wi-26-22\wi-26-22.docx 105 TRAFFIC FORECAST RECORD Record Number:wi-26-22 Type of Report:Projection Year Sought:2050 Analyst:JAR Organization requesting forecast:Kimley-Horn Contact: Emma Albers, P.E., PTOE Email or Phone Emma.Albers@kimley-horn.com Sponsor:Village of Plainfield Date request was received:July 26, 2022 Date that response was emailed:July 27, 2022 Facility Location:Ridge Road / Johnson Road Area Municipality:Plainfield 106 Trammell Crow Industrial – Plainfield, IL June 2023 PLAINFIELD LOGISTICS CENTRE TRAFFIC IMPACT STUDY PREPARED BY KIMLEY-HORN, JUNE 2022 107 108 Trammell Crow Industrial – Plainfield, IL June 2023 PLAINFIELD BUISNESS CENTER TRAFFIC IMPACT STUDY PREPARED BY KIMLEY-HORN, NOVEMBER 2022 109 SITE(–)(–)35(20)65(35)(65)40(50)1020(10)(25)5100(55)(15)35(115)50(50)1040(20)25(55)10(50)(25)4020(5)(15)-(-)5(30)5(15)1515(15)(15)-(20)-(5)1530(20)15(-)15(85)(30)6025(55)(25)40115(60)20(10)20(10)(25)5(25)5(10)20(135)55-(5)-(15)60(100)-(-)(60)75(-)-10(40)30(55)45(40)45(25)(50)30(20)25(35) 10(20) 525(15)(5)20110 Trammell Crow Industrial – Plainfield, IL June 2023 RESIDENTIAL DEVELOPMENT TRAFFIC IMPACT STUDY PREPARED BY KLOA, MAY 2021 111 112 Trammell Crow Industrial – Plainfield, IL June 2023 WILLOW TREE FARM TRAFFIC IMPACT STUDY PREPARED BY V3 COMPANIES, DECEMBER 2018 113 114 Trammell Crow Industrial – Plainfield, IL June 2023 EXISTING (2023) CAPACITY REPORTS 115 HCM 6th TWSC Existing (2023) Traffic Volumes 100: Ridge Road & Johnson Road AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 1 Intersection Int Delay, s/veh 0.1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 1 5 5 690 550 5 Future Vol, veh/h 1 5 5 690 550 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 67 2 3 3 2 Mvmt Flow 1 5 5 726 579 5 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1318 582 584 0 - 0 Stage 1 582 - - - - - Stage 2 736 - - - - - Critical Hdwy 6.42 6.87 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.903 2.218 - - - Pot Cap-1 Maneuver 173 410 991 - - - Stage 1 559 - - - - - Stage 2 474 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver 172 410 991 - - - Mov Cap-2 Maneuver 172 - - - - - Stage 1 555 - - - - - Stage 2 474 - - - - - Approach EB NB SB HCM Control Delay, s 16 0.1 0 HCM LOS C Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)991 - 333 - - HCM Lane V/C Ratio 0.005 - 0.019 - - HCM Control Delay (s)8.7 0 16 - - HCM Lane LOS A A C - - HCM 95th %tile Q(veh) 0 - 0.1 - - 116 HCM 6th Signalized Intersection Summary Existing (2023) Traffic Volumes 200: Ridge Road & IL 126 AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 40 285 10 50 195 305 15 350 150 325 220 10 Future Volume (veh/h) 40 285 10 50 195 305 15 350 150 325 220 10 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1826 1906 1870 1796 1891 1870 1781 1938 1856 1856 1938 1870 Adj Flow Rate, veh/h 42 300 11 53 205 321 16 368 158 342 232 11 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 6 2 7 7 2 8 4 3 3 4 2 Cap, veh/h 242 455 395 220 464 589 550 837 732 547 1062 910 Arrive On Green 0.03 0.24 0.24 0.03 0.25 0.25 0.01 0.43 0.43 0.13 0.55 0.55 Sat Flow, veh/h 1739 1906 1585 1711 1891 1585 1697 1938 1572 1767 1938 1585 Grp Volume(v), veh/h 42 300 11 53 205 321 16 368 158 342 232 11 Grp Sat Flow(s),veh/h/ln 1739 1906 1585 1711 1891 1585 1697 1938 1572 1767 1938 1585 Q Serve(g_s), s 2.0 15.9 0.6 2.6 10.3 17.9 0.6 14.9 6.7 11.4 6.9 0.3 Cycle Q Clear(g_c), s 2.0 15.9 0.6 2.6 10.3 17.9 0.6 14.9 6.7 11.4 6.9 0.3 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 242 455 395 220 464 589 550 837 732 547 1062 910 V/C Ratio(X)0.17 0.66 0.03 0.24 0.44 0.54 0.03 0.44 0.22 0.62 0.22 0.01 Avail Cap(c_a), veh/h 343 749 639 308 743 823 661 837 732 711 1062 910 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 0.91 0.91 0.91 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 31.4 38.5 31.8 31.8 35.8 27.7 17.6 22.3 17.8 14.6 13.0 10.2 Incr Delay (d2), s/veh 0.3 7.3 0.1 0.5 2.8 3.3 0.0 1.7 0.7 1.2 0.5 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/ln 1.5 12.5 0.4 1.9 8.3 10.9 0.4 10.8 4.2 7.3 5.0 0.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 31.8 45.9 31.9 32.3 38.5 31.0 17.6 24.0 18.5 15.7 13.5 10.2 LnGrp LOS C D C C D C B C B B B B Approach Vol, veh/h 353 579 542 585 Approach Delay, s/veh 43.7 33.8 22.2 14.7 Approach LOS D C C B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 17.6 54.4 7.2 32.7 4.7 67.4 6.5 33.5 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 24.5 15.0 9.5 44.0 8.5 31.0 9.5 44.0 Max Q Clear Time (g_c+I1), s 13.4 16.9 4.6 17.9 2.6 8.9 4.0 19.9 Green Ext Time (p_c), s 0.7 0.0 0.0 5.1 0.0 3.5 0.0 7.6 Intersection Summary HCM 6th Ctrl Delay 27.0 HCM 6th LOS C 117 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 200: Ridge Road & IL 126 AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 40 285 10 50 195 305 15 350 150 325 220 10 Future Volume (veh/h) 40 285 10 50 195 305 15 350 150 325 220 10 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1826 1906 1870 1796 1891 1870 1781 1938 1856 1856 1938 1870 Adj Flow Rate, veh/h 42 300 11 53 205 321 16 368 158 342 232 11 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 6 2 7 7 2 8 4 3 3 4 2 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 242 455 395 220 464 589 550 837 732 547 1062 910 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 Prop Arrive On Green 0.03 0.24 0.24 0.03 0.25 0.25 0.01 0.43 0.43 0.13 0.55 0.55 Unsig. Movement Delay Ln Grp Delay, s/veh 31.8 45.9 31.9 32.3 38.5 31.0 17.6 24.0 18.5 15.7 13.5 10.2 Ln Grp LOS C D C C D C B C B B B B Approach Vol, veh/h 353 579 542 585 Approach Delay, s/veh 43.7 33.8 22.2 14.7 Approach LOS D C C B Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 3.0 1.1 3.0 1.1 3.0 1.1 3.0 Phs Duration (G+Y+Rc), s 17.6 54.4 7.2 32.7 4.7 67.4 6.5 33.5 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green (Gmax), s 24.5 15.0 9.5 44.0 8.5 31.0 9.5 44.0 Max Allow Headway (MAH), s 3.6 8.5 3.7 8.7 3.7 8.7 3.7 8.2 Max Q Clear (g_c+l1), s 13.4 16.9 4.6 17.9 2.6 8.9 4.0 19.9 Green Ext Time (g_e), s 0.7 0.0 0.0 5.1 0.0 3.5 0.0 7.6 Prob of Phs Call (p_c)1.00 1.00 0.81 1.00 0.39 1.00 0.73 1.00 Prob of Max Out (p_x)0.01 1.00 0.18 0.07 0.01 0.08 0.07 0.21 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1767 1711 1697 1739 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1938 1906 1938 1891 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 1572 1585 1585 1585 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 118 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 200: Ridge Road & IL 126 AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 4 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 342 0 53 0 16 0 42 0 Grp Sat Flow (s), veh/h/ln 1767 0 1711 0 1697 0 1739 0 Q Serve Time (g_s), s 11.4 0.0 2.6 0.0 0.6 0.0 2.0 0.0 Cycle Q Clear Time (g_c), s 11.4 0.0 2.6 0.0 0.6 0.0 2.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 870 0 1026 0 1083 0 856 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 50.4 0.0 26.7 0.0 48.4 0.0 26.7 0.0 Perm LT Serve Time (g_u), s 33.5 0.0 10.8 0.0 48.4 0.0 17.2 0.0 Perm LT Q Serve Time (g_ps), s 11.0 0.0 0.9 0.0 0.0 0.0 0.5 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 547 0 220 0 550 0 242 0 V/C Ratio (X)0.62 0.00 0.24 0.00 0.03 0.00 0.17 0.00 Avail Cap (c_a), veh/h 711 0 308 0 661 0 343 0 Upstream Filter (I)1.00 0.00 0.91 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d1), s/veh 14.6 0.0 31.8 0.0 17.6 0.0 31.4 0.0 Incr Delay (d2), s/veh 1.2 0.0 0.5 0.0 0.0 0.0 0.3 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 15.7 0.0 32.3 0.0 17.6 0.0 31.8 0.0 1st-Term Q (Q1), veh/ln 3.9 0.0 1.0 0.0 0.2 0.0 0.8 0.0 2nd-Term Q (Q2), veh/ln 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 0.00 1.80 0.00 1.80 0.00 1.80 0.00 %ile Back of Q (95%), veh/ln 7.3 0.0 1.9 0.0 0.4 0.0 1.5 0.0 %ile Storage Ratio (RQ%)0.62 0.00 0.21 0.00 0.03 0.00 0.35 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T T T T Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 368 0 300 0 232 0 205 Grp Sat Flow (s), veh/h/ln 0 1938 0 1906 0 1938 0 1891 Q Serve Time (g_s), s 0.0 14.9 0.0 15.9 0.0 6.9 0.0 10.3 Cycle Q Clear Time (g_c), s 0.0 14.9 0.0 15.9 0.0 6.9 0.0 10.3 Lane Grp Cap (c), veh/h 0 837 0 455 0 1062 0 464 V/C Ratio (X)0.00 0.44 0.00 0.66 0.00 0.22 0.00 0.44 Avail Cap (c_a), veh/h 0 837 0 749 0 1062 0 743 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.91 Uniform Delay (d1), s/veh 0.0 22.3 0.0 38.5 0.0 13.0 0.0 35.8 Incr Delay (d2), s/veh 0.0 1.7 0.0 7.3 0.0 0.5 0.0 2.8 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 24.0 0.0 45.9 0.0 13.5 0.0 38.5 1st-Term Q (Q1), veh/ln 0.0 6.2 0.0 7.0 0.0 2.7 0.0 4.5 2nd-Term Q (Q2), veh/ln 0.0 0.4 0.0 0.9 0.0 0.1 0.0 0.4 119 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 200: Ridge Road & IL 126 AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 5 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.64 0.00 1.58 0.00 1.80 0.00 1.71 %ile Back of Q (95%), veh/ln 0.0 10.8 0.0 12.5 0.0 5.0 0.0 8.3 %ile Storage Ratio (RQ%)0.00 0.19 0.00 0.09 0.00 0.02 0.00 0.08 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment R R R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 158 0 11 0 11 0 321 Grp Sat Flow (s), veh/h/ln 0 1572 0 1585 0 1585 0 1585 Q Serve Time (g_s), s 0.0 6.7 0.0 0.6 0.0 0.3 0.0 17.9 Cycle Q Clear Time (g_c), s 0.0 6.7 0.0 0.6 0.0 0.3 0.0 17.9 Prot RT Sat Flow (s_R), veh/h/ln 0.0 1572.5 0.0 1585.1 0.0 1585.1 0.0 1585.1 Prot RT Eff Green (g_R), s 0.0 3.7 0.0 1.2 0.0 3.0 0.0 14.1 Prop RT Outside Lane (P_R) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Lane Grp Cap (c), veh/h 0 732 0 395 0 910 0 589 V/C Ratio (X)0.00 0.22 0.00 0.03 0.00 0.01 0.00 0.54 Avail Cap (c_a), veh/h 0 732 0 639 0 910 0 823 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.91 Uniform Delay (d1), s/veh 0.0 17.8 0.0 31.8 0.0 10.2 0.0 27.7 Incr Delay (d2), s/veh 0.0 0.7 0.0 0.1 0.0 0.0 0.0 3.3 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 18.5 0.0 31.9 0.0 10.2 0.0 31.0 1st-Term Q (Q1), veh/ln 0.0 2.2 0.0 0.2 0.0 0.1 0.0 6.3 2nd-Term Q (Q2), veh/ln 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.5 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.80 0.00 1.80 0.00 1.80 0.00 1.60 %ile Back of Q (95%), veh/ln 0.0 4.2 0.0 0.4 0.0 0.2 0.0 10.9 %ile Storage Ratio (RQ%)0.00 0.36 0.00 0.09 0.00 0.02 0.00 1.15 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 27.0 HCM 6th LOS C 120 HCM 6th Signalized Intersection Summary Existing (2023) Traffic Volumes 300: Ridge Road & Plainfield Road AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 6 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 80 310 340 350 245 45 Future Volume (veh/h) 80 310 340 350 245 45 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1856 1841 1841 1969 1870 1969 Adj Flow Rate, veh/h 84 326 358 368 258 47 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 3 4 4 2 2 2 Cap, veh/h 481 695 600 1003 510 455 Arrive On Green 0.27 0.27 0.17 0.51 0.27 0.27 Sat Flow, veh/h 1767 1560 1753 1969 1870 1668 Grp Volume(v), veh/h 84 326 358 368 258 47 Grp Sat Flow(s),veh/h/ln1767 1560 1753 1969 1870 1668 Q Serve(g_s), s 2.0 8.1 7.3 6.2 6.4 1.2 Cycle Q Clear(g_c), s 2.0 8.1 7.3 6.2 6.4 1.2 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 481 695 600 1003 510 455 V/C Ratio(X)0.17 0.47 0.60 0.37 0.51 0.10 Avail Cap(c_a), veh/h 514 724 663 1862 1258 1123 HCM Platoon Ratio 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 Uniform Delay (d), s/veh15.3 10.7 10.2 8.1 16.9 15.0 Incr Delay (d2), s/veh 0.2 0.5 1.2 0.2 0.8 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln1.2 12.4 3.5 2.9 4.0 0.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 15.5 11.2 11.5 8.4 17.6 15.1 LnGrp LOS B B B A B B Approach Vol, veh/h 410 726 305 Approach Delay, s/veh 12.1 9.9 17.2 Approach LOS B A B Timer - Assigned Phs 2 4 5 6 Phs Duration (G+Y+Rc), s 34.0 21.0 13.0 21.0 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green Setting (Gmax), s 52.0 16.0 11.5 37.0 Max Q Clear Time (g_c+I1), s 8.2 10.1 9.3 8.4 Green Ext Time (p_c), s 2.0 0.7 0.3 1.4 Intersection Summary HCM 6th Ctrl Delay 12.1 HCM 6th LOS B 121 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 300: Ridge Road & Plainfield Road AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 80 310 340 350 245 45 Future Volume (veh/h) 80 310 340 350 245 45 Number 7 14 5 2 6 16 Initial Q, veh 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1856 1841 1841 1969 1870 1969 Adj Flow Rate, veh/h 84 326 358 368 258 47 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 3 4 4 2 2 2 Opposing Right Turn Influence Yes Yes Cap, veh/h 481 695 600 1003 510 455 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.27 0.27 0.17 0.51 0.27 0.27 Unsig. Movement Delay Ln Grp Delay, s/veh 15.5 11.2 11.5 8.4 17.6 15.1 Ln Grp LOS B B B A B B Approach Vol, veh/h 410 726 305 Approach Delay, s/veh 12.1 9.9 17.2 Approach LOS B A B Timer:1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 Case No 4.0 9.0 1.2 7.0 Phs Duration (G+Y+Rc), s 34.0 21.0 13.0 21.0 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green (Gmax), s 52.0 16.0 11.5 37.0 Max Allow Headway (MAH), s 4.7 3.9 3.7 4.6 Max Q Clear (g_c+l1), s 8.2 10.1 9.3 8.4 Green Ext Time (g_e), s 2.0 0.7 0.3 1.4 Prob of Phs Call (p_c)1.00 1.00 1.00 1.00 Prob of Max Out (p_x)0.00 0.37 1.00 0.00 Left-Turn Movement Data Assigned Mvmt 7 5 1 Mvmt Sat Flow, veh/h 1767 1753 0 Through Movement Data Assigned Mvmt 2 4 6 Mvmt Sat Flow, veh/h 1969 0 1870 Right-Turn Movement Data Assigned Mvmt 12 14 16 Mvmt Sat Flow, veh/h 0 1560 1668 Left Lane Group Data Assigned Mvmt 0 0 0 7 5 1 0 0 Lane Assignment LL (Pr/Pm) 122 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 300: Ridge Road & Plainfield Road AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 8 Lanes in Grp 0 0 0 1 1 0 0 0 Grp Vol (v), veh/h 0 0 0 84 358 0 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 1767 1753 0 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 2.0 7.3 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 2.0 7.3 0.0 0.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 0 0 0 1767 1057 0 0 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 0.0 0.0 0.0 0.0 17.0 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 8.6 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 0.0 0.0 0.0 0.0 4.3 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 15.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)0.00 0.00 0.00 1.00 1.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 0 0 481 600 0 0 0 V/C Ratio (X)0.00 0.00 0.00 0.17 0.60 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 514 663 0 0 0 Upstream Filter (I)0.00 0.00 0.00 1.00 1.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 15.3 10.2 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.2 1.2 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 15.5 11.5 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.7 1.7 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 0.00 0.00 1.80 1.80 1.00 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 1.2 3.5 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.14 0.30 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 0 Lane Assignment T T Lanes in Grp 0 1 0 0 0 1 0 0 Grp Vol (v), veh/h 0 368 0 0 0 258 0 0 Grp Sat Flow (s), veh/h/ln 0 1969 0 0 0 1870 0 0 Q Serve Time (g_s), s 0.0 6.2 0.0 0.0 0.0 6.4 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 6.2 0.0 0.0 0.0 6.4 0.0 0.0 Lane Grp Cap (c), veh/h 0 1003 0 0 0 510 0 0 V/C Ratio (X)0.00 0.37 0.00 0.00 0.00 0.51 0.00 0.00 Avail Cap (c_a), veh/h 0 1862 0 0 0 1258 0 0 Upstream Filter (I)0.00 1.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 8.1 0.0 0.0 0.0 16.9 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.2 0.0 0.0 0.0 0.8 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 8.4 0.0 0.0 0.0 17.6 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 1.6 0.0 0.0 0.0 2.1 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.1 0.0 0.0 0.0 0.1 0.0 0.0 123 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 300: Ridge Road & Plainfield Road AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 9 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.80 0.00 1.00 0.00 1.80 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 2.9 0.0 0.0 0.0 4.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.02 0.00 0.00 0.00 0.07 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 0 Lane Assignment R R Lanes in Grp 0 0 0 1 0 1 0 0 Grp Vol (v), veh/h 0 0 0 326 0 47 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 1560 0 1668 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 8.1 0.0 1.2 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 8.1 0.0 1.2 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 1559.9 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 9.5 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.00 0.00 1.00 0.00 1.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 0 0 695 0 455 0 0 V/C Ratio (X)0.00 0.00 0.00 0.47 0.00 0.10 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 724 0 1123 0 0 Upstream Filter (I)0.00 0.00 0.00 1.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 10.7 0.0 15.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.5 0.0 0.1 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 11.2 0.0 15.1 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 7.7 0.0 0.3 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.1 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.59 0.00 1.80 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 12.4 0.0 0.6 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.06 0.00 0.07 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 12.1 HCM 6th LOS B 124 HCM 6th TWSC Existing (2023) Traffic Volumes 400: Ridge Road & Grande Park Boulevard/135th Street AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 10 Intersection Int Delay, s/veh 4.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 10 25 10 85 25 30 30 295 105 30 195 15 Future Vol, veh/h 10 25 10 85 25 30 30 295 105 30 195 15 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 65 - - 80 - - 225 - - 220 - - 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 12 2 3 6 6 3 2 4 3 2 11 Mvmt Flow 11 26 11 89 26 32 32 311 111 32 205 16 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 737 763 213 727 716 367 221 0 0 422 0 0 Stage 1 277 277 - 431 431 - - - - - - - Stage 2 460 486 - 296 285 - - - - - - - Critical Hdwy 7.12 6.62 6.22 7.13 6.56 6.26 4.13 - - 4.13 - - Critical Hdwy Stg 1 6.12 5.62 - 6.13 5.56 - - - - - - - Critical Hdwy Stg 2 6.12 5.62 - 6.13 5.56 - - - - - - - Follow-up Hdwy 3.518 4.108 3.318 3.527 4.054 3.354 2.227 - - 2.227 - - Pot Cap-1 Maneuver 334 323 827 338 351 669 1342 - - 1132 - - Stage 1 729 663 - 601 576 - - - - - - - Stage 2 581 535 - 710 668 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 287 307 827 300 333 669 1342 - - 1132 - - Mov Cap-2 Maneuver 287 307 - 300 333 - - - - - - - Stage 1 712 644 - 587 562 - - - - - - - Stage 2 515 522 - 653 649 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 16.2 18.9 0.5 1 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1342 - - 287 374 300 459 1132 - - HCM Lane V/C Ratio 0.024 - - 0.037 0.099 0.298 0.126 0.028 - - HCM Control Delay (s)7.7 -- 18 15.7 22 14 8.3 - - HCM Lane LOS A - - C C C B A - - HCM 95th %tile Q(veh)0.1 - - 0.1 0.3 1.2 0.4 0.1 - - 125 HCM 6th Signalized Intersection Summary Existing (2023) Traffic Volumes 500: Wallin Drive/US Route 30 & 143rd Street AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 11 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 145 230 25 20 65 95 25 310 55 225 270 65 Future Volume (veh/h) 145 230 25 20 65 95 25 310 55 225 270 65 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1796 1530 1781 1544 1485 1841 1841 1752 1796 1826 1870 Adj Flow Rate, veh/h 153 242 26 21 68 100 26 326 58 237 284 68 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 7 25 8 24 28 4 4 10 7 5 2 Cap, veh/h 264 350 38 180 81 119 557 742 132 558 799 191 Arrive On Green 0.09 0.22 0.22 0.01 0.14 0.14 0.02 0.49 0.49 0.09 0.56 0.56 Sat Flow, veh/h 1781 1594 171 1697 565 830 1753 1521 271 1711 1424 341 Grp Volume(v), veh/h 153 0 268 21 0 168 26 0 384 237 0 352 Grp Sat Flow(s),veh/h/ln 1781 0 1765 1697 0 1395 1753 0 1792 1711 0 1765 Q Serve(g_s), s 7.0 0.0 14.0 1.1 0.0 11.7 0.7 0.0 14.0 6.5 0.0 10.9 Cycle Q Clear(g_c), s 7.0 0.0 14.0 1.1 0.0 11.7 0.7 0.0 14.0 6.5 0.0 10.9 Prop In Lane 1.00 0.10 1.00 0.60 1.00 0.15 1.00 0.19 Lane Grp Cap(c), veh/h 264 0 388 180 0 199 557 0 874 558 0 990 V/C Ratio(X)0.58 0.00 0.69 0.12 0.00 0.84 0.05 0.00 0.44 0.42 0.00 0.36 Avail Cap(c_a), veh/h 361 0 424 403 0 335 661 0 874 705 0 990 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 31.6 0.0 35.9 36.2 0.0 41.8 12.6 0.0 16.7 11.1 0.0 12.0 Incr Delay (d2), s/veh 2.0 0.0 4.3 0.3 0.0 9.3 0.0 0.0 1.6 0.5 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 5.4 0.0 10.3 0.8 0.0 7.8 0.5 0.0 9.5 3.8 0.0 7.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 33.6 0.0 40.1 36.5 0.0 51.1 12.6 0.0 18.3 11.7 0.0 13.0 LnGrp LOS C A D D A D B A B B A B Approach Vol, veh/h 421 189 410 589 Approach Delay, s/veh 37.7 49.5 18.0 12.5 Approach LOS D D B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 12.4 54.8 4.9 28.0 5.0 62.1 12.5 20.3 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 17.5 25.0 14.5 24.0 7.5 35.0 14.5 24.0 Max Q Clear Time (g_c+I1), s 8.5 16.0 3.1 16.0 2.7 12.9 9.0 13.7 Green Ext Time (p_c), s 0.4 1.4 0.0 0.8 0.0 1.8 0.2 0.6 Intersection Summary HCM 6th Ctrl Delay 24.8 HCM 6th LOS C 126 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 500: Wallin Drive/US Route 30 & 143rd Street AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 12 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 145 230 25 20 65 95 25 310 55 225 270 65 Future Volume (veh/h) 145 230 25 20 65 95 25 310 55 225 270 65 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1870 1796 1530 1781 1544 1485 1841 1841 1752 1796 1826 1870 Adj Flow Rate, veh/h 153 242 26 21 68 100 26 326 58 237 284 68 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 7 25 8 24 28 4 4 10 7 5 2 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 264 350 38 180 81 119 557 742 132 558 799 191 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 Prop Arrive On Green 0.09 0.22 0.22 0.01 0.14 0.14 0.02 0.49 0.49 0.09 0.56 0.56 Unsig. Movement Delay Ln Grp Delay, s/veh 33.6 0.0 40.1 36.5 0.0 51.1 12.6 0.0 18.3 11.7 0.0 13.0 Ln Grp LOS C A D D A D B A B B A B Approach Vol, veh/h 421 189 410 589 Approach Delay, s/veh 37.7 49.5 18.0 12.5 Approach LOS D D B B Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 4.0 1.1 4.0 1.1 4.0 1.1 4.0 Phs Duration (G+Y+Rc), s 12.4 54.8 4.9 28.0 5.0 62.1 12.5 20.3 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green (Gmax), s 17.5 25.0 14.5 24.0 7.5 35.0 14.5 24.0 Max Allow Headway (MAH), s 3.7 5.0 3.7 5.0 3.7 4.9 3.7 5.2 Max Q Clear (g_c+l1), s 8.5 16.0 3.1 16.0 2.7 12.9 9.0 13.7 Green Ext Time (g_e), s 0.4 1.4 0.0 0.8 0.0 1.8 0.2 0.6 Prob of Phs Call (p_c)1.00 1.00 0.44 1.00 0.51 1.00 0.99 1.00 Prob of Max Out (p_x)0.02 0.25 0.00 0.25 0.17 0.00 0.19 0.06 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1711 1697 1753 1781 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1521 1594 1424 565 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 271 171 341 830 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 127 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 500: Wallin Drive/US Route 30 & 143rd Street AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 13 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 237 0 21 0 26 0 153 0 Grp Sat Flow (s), veh/h/ln 1711 0 1697 0 1753 0 1781 0 Q Serve Time (g_s), s 6.5 0.0 1.1 0.0 0.7 0.0 7.0 0.0 Cycle Q Clear Time (g_c), s 6.5 0.0 1.1 0.0 0.7 0.0 7.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 960 0 1058 0 1013 0 1217 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 50.8 0.0 14.3 0.0 48.8 0.0 16.3 0.0 Perm LT Serve Time (g_u), s 34.8 0.0 8.0 0.0 45.2 0.0 2.6 0.0 Perm LT Q Serve Time (g_ps), s 5.2 0.0 0.1 0.0 0.1 0.0 2.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 558 0 180 0 557 0 264 0 V/C Ratio (X)0.42 0.00 0.12 0.00 0.05 0.00 0.58 0.00 Avail Cap (c_a), veh/h 705 0 403 0 661 0 361 0 Upstream Filter (I)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d1), s/veh 11.1 0.0 36.2 0.0 12.6 0.0 31.6 0.0 Incr Delay (d2), s/veh 0.5 0.0 0.3 0.0 0.0 0.0 2.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 11.7 0.0 36.5 0.0 12.6 0.0 33.6 0.0 1st-Term Q (Q1), veh/ln 2.0 0.0 0.4 0.0 0.3 0.0 2.9 0.0 2nd-Term Q (Q2), veh/ln 0.1 0.0 0.0 0.0 0.0 0.0 0.1 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 0.00 1.80 0.00 1.80 0.00 1.80 0.00 %ile Back of Q (95%), veh/ln 3.8 0.0 0.8 0.0 0.5 0.0 5.4 0.0 %ile Storage Ratio (RQ%)0.39 0.00 0.12 0.00 0.09 0.00 0.99 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment Lanes in Grp 0 0 0 0 0 0 0 0 Grp Vol (v), veh/h 0 0 0 0 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 0 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 0 0 0 0 0 0 0 0 V/C Ratio (X)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 0 0 0 0 0 Upstream Filter (I)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 128 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 500: Wallin Drive/US Route 30 & 143rd Street AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 14 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R T+R T+R T+R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 384 0 268 0 352 0 168 Grp Sat Flow (s), veh/h/ln 0 1792 0 1765 0 1765 0 1395 Q Serve Time (g_s), s 0.0 14.0 0.0 14.0 0.0 10.9 0.0 11.7 Cycle Q Clear Time (g_c), s 0.0 14.0 0.0 14.0 0.0 10.9 0.0 11.7 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.15 0.00 0.10 0.00 0.19 0.00 0.60 Lane Grp Cap (c), veh/h 0 874 0 388 0 990 0 199 V/C Ratio (X)0.00 0.44 0.00 0.69 0.00 0.36 0.00 0.84 Avail Cap (c_a), veh/h 0 874 0 424 0 990 0 335 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 16.7 0.0 35.9 0.0 12.0 0.0 41.8 Incr Delay (d2), s/veh 0.0 1.6 0.0 4.3 0.0 1.0 0.0 9.3 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 18.3 0.0 40.1 0.0 13.0 0.0 51.1 1st-Term Q (Q1), veh/ln 0.0 5.2 0.0 5.7 0.0 3.7 0.0 3.9 2nd-Term Q (Q2), veh/ln 0.0 0.4 0.0 0.5 0.0 0.3 0.0 0.5 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.69 0.00 1.66 0.00 1.80 0.00 1.78 %ile Back of Q (95%), veh/ln 0.0 9.5 0.0 10.3 0.0 7.1 0.0 7.8 %ile Storage Ratio (RQ%)0.00 0.06 0.00 0.05 0.00 0.05 0.00 0.09 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 24.8 HCM 6th LOS C 129 HCM 6th AWSC Existing (2023) Traffic Volumes 600: Steiner Road/Entrance & 143rd Street AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 15 Intersection Intersection Delay, s/veh 8.7 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 1 20 15 65 35 1 20 1 215 1 1 1 Future Vol, veh/h 1 20 15 65 35 1 20 1 215 1 1 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 2 64 100 6 34 100 15 2 3 100 100 2 Mvmt Flow 1 21 16 68 37 1 21 1 226 1 1 1 Number of Lanes 1 1 0 1 1 0 1 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 2 2 1 2 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 2 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right 2 1 2 2 HCM Control Delay 9.1 9 8.5 9.8 HCM LOS A A A A Lane NBLn1NBLn2EBLn1EBLn2WBLn1WBLn2SBLn1 Vol Left, %100% 0% 100% 0% 100% 0% 33% Vol Thru, %0% 0% 0% 57% 0% 97% 33% Vol Right, %0% 100% 0% 43% 0% 3% 33% Sign Control Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 20 216 1 35 65 36 3 LT Vol 20 0 1 0 65 0 1 Through Vol 0 1 0 20 0 35 1 RT Vol 0 215 0 15 0 1 1 Lane Flow Rate 21 227 1 37 68 38 3 Geometry Grp 7 7 7 7 7 7 6 Degree of Util (X)0.033 0.269 0.002 0.061 0.109 0.06 0.006 Departure Headway (Hd) 5.678 4.257 5.728 5.984 5.719 5.675 6.754 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Cap 633 846 625 599 628 632 531 Service Time 3.391 1.97 3.456 3.712 3.444 3.4 4.778 HCM Lane V/C Ratio 0.033 0.268 0.002 0.062 0.108 0.06 0.006 HCM Control Delay 8.6 8.5 8.5 9.1 9.1 8.8 9.8 HCM Lane LOS A A A A A A A HCM 95th-tile Q 0.1 1.1 0 0.2 0.4 0.2 0 130 HCM 6th Signalized Intersection Summary Existing (2023) Traffic Volumes 900: Drauden Road/Steiner Road & IL 126 AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 16 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 135 580 125 110 245 5 175 120 215 1 60 30 Future Volume (veh/h) 135 580 125 110 245 5 175 120 215 1 60 30 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1841 1826 1870 1826 1633 1870 1870 1938 1856 1870 1922 1752 Adj Flow Rate, veh/h 142 611 132 116 258 5 184 126 226 1 63 32 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 5 2 5 18 2 2 4 3 2 5 10 Cap, veh/h 716 869 188 355 943 18 300 342 277 182 175 135 Arrive On Green 0.05 0.60 0.60 0.04 0.59 0.59 0.09 0.18 0.18 0.00 0.09 0.09 Sat Flow, veh/h 1753 1455 314 1739 1597 31 1781 1938 1572 1781 1922 1485 Grp Volume(v), veh/h 142 0 743 116 0 263 184 126 226 1 63 32 Grp Sat Flow(s),veh/h/ln1753 0 1769 1739 0 1628 1781 1938 1572 1781 1922 1485 Q Serve(g_s), s 3.5 0.0 32.1 2.9 0.0 8.7 9.5 6.3 15.2 0.1 3.4 2.2 Cycle Q Clear(g_c), s 3.5 0.0 32.1 2.9 0.0 8.7 9.5 6.3 15.2 0.1 3.4 2.2 Prop In Lane 1.00 0.18 1.00 0.02 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 716 0 1056 355 0 962 300 342 277 182 175 135 V/C Ratio(X)0.20 0.00 0.70 0.33 0.00 0.27 0.61 0.37 0.81 0.01 0.36 0.24 Avail Cap(c_a), veh/h 779 0 1056 429 0 962 300 388 314 334 384 297 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)0.43 0.00 0.43 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 8.1 0.0 15.4 13.2 0.0 11.0 40.2 39.9 43.6 45.4 47.0 46.5 Incr Delay (d2), s/veh 0.1 0.0 1.7 0.5 0.0 0.7 3.7 3.0 22.4 0.0 5.7 4.1 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/ln2.0 0.0 14.8 1.7 0.0 5.2 8.2 5.8 11.9 0.0 3.3 1.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 8.2 0.0 17.1 13.8 0.0 11.7 43.9 42.9 66.0 45.4 52.7 50.6 LnGrp LOS A A B B A B D D E D D D Approach Vol, veh/h 885 379 536 96 Approach Delay, s/veh 15.7 12.3 53.0 51.9 Approach LOS B B D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s8.3 72.7 3.6 25.4 9.0 72.0 13.0 16.0 Change Period (Y+Rc), s 3.5 7.0 3.5 6.0 3.5 7.0 3.5 6.0 Max Green Setting (Gmax), s9.5 49.0 9.5 22.0 9.5 49.0 9.5 22.0 Max Q Clear Time (g_c+I1), s4.9 34.1 2.1 17.2 5.5 10.7 11.5 5.4 Green Ext Time (p_c), s 0.1 9.6 0.0 1.6 0.1 4.9 0.0 0.9 Intersection Summary HCM 6th Ctrl Delay 27.4 HCM 6th LOS C 131 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 900: Drauden Road/Steiner Road & IL 126 AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 17 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 135 580 125 110 245 5 175 120 215 1 60 30 Future Volume (veh/h) 135 580 125 110 245 5 175 120 215 1 60 30 Number 5 2 12 1 6 16 7 4 14 3 8 18 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1841 1826 1870 1826 1633 1870 1870 1938 1856 1870 1922 1752 Adj Flow Rate, veh/h 142 611 132 116 258 5 184 126 226 1 63 32 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 5 2 5 18 2 2 4 3 2 5 10 Opposing Right Turn Influence No No No No Cap, veh/h 716 869 188 355 943 18 300 342 277 182 175 135 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 Prop Arrive On Green 0.05 0.60 0.60 0.04 0.59 0.59 0.09 0.18 0.18 0.00 0.09 0.09 Unsig. Movement Delay Ln Grp Delay, s/veh 8.2 0.0 17.1 13.8 0.0 11.7 43.9 42.9 66.0 45.4 52.7 50.6 Ln Grp LOS A A B B A B D D E D D D Approach Vol, veh/h 885 379 536 96 Approach Delay, s/veh 15.7 12.3 53.0 51.9 Approach LOS B B D D Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 4.0 1.1 3.0 1.1 4.0 1.1 3.0 Phs Duration (G+Y+Rc), s 8.3 72.7 3.6 25.4 9.0 72.0 13.0 16.0 Change Period (Y+Rc), s 3.5 7.0 3.5 6.0 3.5 7.0 3.5 6.0 Max Green (Gmax), s 9.5 49.0 9.5 22.0 9.5 49.0 9.5 22.0 Max Allow Headway (MAH), s 3.7 8.8 3.7 8.3 3.7 8.8 3.7 8.6 Max Q Clear (g_c+l1), s 4.9 34.1 2.1 17.2 5.5 10.7 11.5 5.4 Green Ext Time (g_e), s 0.1 9.6 0.0 1.6 0.1 4.9 0.0 0.9 Prob of Phs Call (p_c)0.97 1.00 0.03 1.00 0.99 1.00 1.00 1.00 Prob of Max Out (p_x)0.36 0.00 0.00 1.00 0.70 0.00 1.00 0.05 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1739 1781 1753 1781 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1455 1938 1597 1922 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 314 1572 31 1485 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 132 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 900: Drauden Road/Steiner Road & IL 126 AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 18 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 116 0 1 0 142 0 184 0 Grp Sat Flow (s), veh/h/ln 1739 0 1781 0 1753 0 1781 0 Q Serve Time (g_s), s 2.9 0.0 0.1 0.0 3.5 0.0 9.5 0.0 Cycle Q Clear Time (g_c), s 2.9 0.0 0.1 0.0 3.5 0.0 9.5 0.0 Perm LT Sat Flow (s_l), veh/h/ln 700 0 1265 0 1099 0 1339 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 65.0 0.0 10.0 0.0 65.0 0.0 12.0 0.0 Perm LT Serve Time (g_u), s 33.6 0.0 10.0 0.0 56.3 0.0 6.6 0.0 Perm LT Q Serve Time (g_ps), s 6.2 0.0 0.0 0.0 1.3 0.0 1.8 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 355 0 182 0 716 0 300 0 V/C Ratio (X)0.33 0.00 0.01 0.00 0.20 0.00 0.61 0.00 Avail Cap (c_a), veh/h 429 0 334 0 779 0 300 0 Upstream Filter (I)1.00 0.00 1.00 0.00 0.43 0.00 1.00 0.00 Uniform Delay (d1), s/veh 13.2 0.0 45.4 0.0 8.1 0.0 40.2 0.0 Incr Delay (d2), s/veh 0.5 0.0 0.0 0.0 0.1 0.0 3.7 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 13.8 0.0 45.4 0.0 8.2 0.0 43.9 0.0 1st-Term Q (Q1), veh/ln 0.9 0.0 0.0 0.0 1.1 0.0 4.4 0.0 2nd-Term Q (Q2), veh/ln 0.1 0.0 0.0 0.0 0.0 0.0 0.3 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 0.00 1.80 0.00 1.80 0.00 1.76 0.00 %ile Back of Q (95%), veh/ln 1.7 0.0 0.0 0.0 2.0 0.0 8.2 0.0 %ile Storage Ratio (RQ%)0.18 0.00 0.00 0.00 0.24 0.00 0.46 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T T Lanes in Grp 0 0 0 1 0 0 0 1 Grp Vol (v), veh/h 0 0 0 126 0 0 0 63 Grp Sat Flow (s), veh/h/ln 0 0 0 1938 0 0 0 1922 Q Serve Time (g_s), s 0.0 0.0 0.0 6.3 0.0 0.0 0.0 3.4 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 6.3 0.0 0.0 0.0 3.4 Lane Grp Cap (c), veh/h 0 0 0 342 0 0 0 175 V/C Ratio (X)0.00 0.00 0.00 0.37 0.00 0.00 0.00 0.36 Avail Cap (c_a), veh/h 0 0 0 388 0 0 0 384 Upstream Filter (I)0.00 0.00 0.00 1.00 0.00 0.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 39.9 0.0 0.0 0.0 47.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 3.0 0.0 0.0 0.0 5.7 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 42.9 0.0 0.0 0.0 52.7 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 2.9 0.0 0.0 0.0 1.6 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.3 0.0 0.0 0.0 0.3 133 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 900: Drauden Road/Steiner Road & IL 126 AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 19 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.80 0.00 1.00 0.00 1.80 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 5.8 0.0 0.0 0.0 3.3 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.09 0.00 0.00 0.00 0.02 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R R T+R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 743 0 226 0 263 0 32 Grp Sat Flow (s), veh/h/ln 0 1769 0 1572 0 1628 0 1485 Q Serve Time (g_s), s 0.0 32.1 0.0 15.2 0.0 8.7 0.0 2.2 Cycle Q Clear Time (g_c), s 0.0 32.1 0.0 15.2 0.0 8.7 0.0 2.2 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.18 0.00 1.00 0.00 0.02 0.00 1.00 Lane Grp Cap (c), veh/h 0 1056 0 277 0 962 0 135 V/C Ratio (X)0.00 0.70 0.00 0.81 0.00 0.27 0.00 0.24 Avail Cap (c_a), veh/h 0 1056 0 314 0 962 0 297 Upstream Filter (I)0.00 0.43 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 15.4 0.0 43.6 0.0 11.0 0.0 46.5 Incr Delay (d2), s/veh 0.0 1.7 0.0 22.4 0.0 0.7 0.0 4.1 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 17.1 0.0 66.0 0.0 11.7 0.0 50.6 1st-Term Q (Q1), veh/ln 0.0 10.7 0.0 5.7 0.0 2.7 0.0 0.8 2nd-Term Q (Q2), veh/ln 0.0 0.5 0.0 1.7 0.0 0.2 0.0 0.2 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.32 0.00 1.60 0.00 1.80 0.00 1.80 %ile Back of Q (95%), veh/ln 0.0 14.8 0.0 11.9 0.0 5.2 0.0 1.7 %ile Storage Ratio (RQ%)0.00 0.08 0.00 0.77 0.00 0.06 0.00 0.12 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 27.4 HCM 6th LOS C 134 HCM 6th Signalized Intersection Summary Existing (2023) Traffic Volumes 1000: County Line Road & IL 126 AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 20 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 535 135 70 360 230 355 Future Volume (veh/h) 535 135 70 360 230 355 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1796 1841 1767 1813 1870 1856 Adj Flow Rate, veh/h 563 142 74 379 242 374 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 7 4 9 12 2 3 Cap, veh/h 680 172 254 1038 466 412 Arrive On Green 0.49 0.49 0.04 0.57 0.26 0.26 Sat Flow, veh/h 1384 349 1682 1813 1781 1572 Grp Volume(v), veh/h 0 705 74 379 242 374 Grp Sat Flow(s),veh/h/ln 0 1733 1682 1813 1781 1572 Q Serve(g_s), s 0.0 27.4 1.6 8.9 9.1 18.1 Cycle Q Clear(g_c), s 0.0 27.4 1.6 8.9 9.1 18.1 Prop In Lane 0.20 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 852 254 1038 466 412 V/C Ratio(X)0.00 0.83 0.29 0.37 0.52 0.91 Avail Cap(c_a), veh/h 0 852 267 1038 499 440 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 0.0 17.1 14.3 9.1 24.8 28.1 Incr Delay (d2), s/veh 0.0 9.1 0.6 1.0 0.9 21.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln0.0 15.9 0.9 5.1 6.3 13.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 26.2 15.0 10.1 25.7 49.8 LnGrp LOS A C B B C D Approach Vol, veh/h 705 453 616 Approach Delay, s/veh 26.2 10.9 40.3 Approach LOS C B D Timer - Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), s6.4 45.6 26.6 52.0 Change Period (Y+Rc), s 3.5 7.0 6.0 7.0 Max Green Setting (Gmax), s3.5 38.0 22.0 45.0 Max Q Clear Time (g_c+I1), s3.6 29.4 20.1 10.9 Green Ext Time (p_c), s 0.0 5.8 0.5 7.2 Intersection Summary HCM 6th Ctrl Delay 27.2 HCM 6th LOS C 135 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 1000: County Line Road & IL 126 AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 21 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 535 135 70 360 230 355 Future Volume (veh/h) 535 135 70 360 230 355 Number 2 12 1 6 7 14 Initial Q, veh 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1796 1841 1767 1813 1870 1856 Adj Flow Rate, veh/h 563 142 74 379 242 374 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 7 4 9 12 2 3 Opposing Right Turn Influence No No Cap, veh/h 680 172 254 1038 466 412 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.49 0.49 0.04 0.57 0.26 0.26 Unsig. Movement Delay Ln Grp Delay, s/veh 0.0 26.2 15.0 10.1 25.7 49.8 Ln Grp LOS A C B B C D Approach Vol, veh/h 705 453 616 Approach Delay, s/veh 26.2 10.9 40.3 Approach LOS C B D Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Case No 1.2 8.0 9.0 4.0 Phs Duration (G+Y+Rc), s 6.4 45.6 26.6 52.0 Change Period (Y+Rc), s 3.5 7.0 6.0 7.0 Max Green (Gmax), s 3.5 38.0 22.0 45.0 Max Allow Headway (MAH), s 3.7 8.8 3.8 8.8 Max Q Clear (g_c+l1), s 3.6 29.4 20.1 10.9 Green Ext Time (g_e), s 0.0 5.8 0.5 7.2 Prob of Phs Call (p_c)0.80 1.00 1.00 1.00 Prob of Max Out (p_x)1.00 0.00 1.00 0.00 Left-Turn Movement Data Assigned Mvmt 1 5 7 Mvmt Sat Flow, veh/h 1682 0 1781 Through Movement Data Assigned Mvmt 2 4 6 Mvmt Sat Flow, veh/h 1384 0 1813 Right-Turn Movement Data Assigned Mvmt 12 14 16 Mvmt Sat Flow, veh/h 349 1572 0 Left Lane Group Data Assigned Mvmt 1 5 0 7 0 0 0 0 Lane Assignment L (Pr/Pm)L 136 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 1000: County Line Road & IL 126 AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 22 Lanes in Grp 1 0 0 1 0 0 0 0 Grp Vol (v), veh/h 74 0 0 242 0 0 0 0 Grp Sat Flow (s), veh/h/ln 1682 0 0 1781 0 0 0 0 Q Serve Time (g_s), s 1.6 0.0 0.0 9.1 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 1.6 0.0 0.0 9.1 0.0 0.0 0.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 701 0 0 1781 0 0 0 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 40.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 11.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 3.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 38.6 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 0.00 1.00 0.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 254 0 0 466 0 0 0 0 V/C Ratio (X)0.29 0.00 0.00 0.52 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 267 0 0 499 0 0 0 0 Upstream Filter (I)1.00 0.00 0.00 1.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 14.3 0.0 0.0 24.8 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.6 0.0 0.0 0.9 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 15.0 0.0 0.0 25.7 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.4 0.0 0.0 3.4 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.1 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 1.00 0.00 1.80 0.00 0.00 0.00 0.00 %ile Back of Q (95%), veh/ln 0.9 0.0 0.0 6.3 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.18 0.00 0.00 0.14 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 0 Lane Assignment T Lanes in Grp 0 0 0 0 0 1 0 0 Grp Vol (v), veh/h 0 0 0 0 0 379 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 1813 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 8.9 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 8.9 0.0 0.0 Lane Grp Cap (c), veh/h 0 0 0 0 0 1038 0 0 V/C Ratio (X)0.00 0.00 0.00 0.00 0.00 0.37 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 0 0 1038 0 0 Upstream Filter (I)0.00 0.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 9.1 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 1.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 10.1 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 2.5 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.3 0.0 0.0 137 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 1000: County Line Road & IL 126 AM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 23 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.00 0.00 1.80 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 0.0 0.0 5.1 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.00 0.00 0.03 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 0 Lane Assignment T+R R Lanes in Grp 0 1 0 1 0 0 0 0 Grp Vol (v), veh/h 0 705 0 374 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 1733 0 1572 0 0 0 0 Q Serve Time (g_s), s 0.0 27.4 0.0 18.1 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 27.4 0.0 18.1 0.0 0.0 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.20 0.00 1.00 0.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 852 0 412 0 0 0 0 V/C Ratio (X)0.00 0.83 0.00 0.91 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 852 0 440 0 0 0 0 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 17.1 0.0 28.1 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 9.1 0.0 21.7 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 26.2 0.0 49.8 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 8.4 0.0 5.9 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 2.1 0.0 2.5 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.50 0.00 1.56 0.00 1.00 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 15.9 0.0 13.2 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.16 0.00 2.11 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 27.2 HCM 6th LOS C 138 139 HCM 6th TWSC Existing (2023) Traffic Volumes 100: Ridge Road & Johnson Road PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 1 Intersection Int Delay, s/veh 0.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 5 5 5 715 880 5 Future Vol, veh/h 5 5 5 715 880 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, %33 25 2 2 2 25 Mvmt Flow 5 5 5 753 926 5 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1692 929 931 0 - 0 Stage 1 929 - - - - - Stage 2 763 - - - - - Critical Hdwy 6.73 6.45 4.12 - - - Critical Hdwy Stg 1 5.73 - - - - - Critical Hdwy Stg 2 5.73 - - - - - Follow-up Hdwy 3.797 3.525 2.218 - - - Pot Cap-1 Maneuver 86 294 735 - - - Stage 1 339 - - - - - Stage 2 410 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver 85 294 735 - - - Mov Cap-2 Maneuver 85 - - - - - Stage 1 335 - - - - - Stage 2 410 - - - - - Approach EB NB SB HCM Control Delay, s 34.6 0.1 0 HCM LOS D Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)735 - 132 - - HCM Lane V/C Ratio 0.007 - 0.08 - - HCM Control Delay (s)9.9 0 34.6 - - HCM Lane LOS A A D - - HCM 95th %tile Q(veh) 0 - 0.3 - - 140 HCM 6th Signalized Intersection Summary Existing (2023) Traffic Volumes 200: Ridge Road & IL 126 PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 30 240 15 110 295 315 20 375 105 445 385 55 Future Volume (veh/h) 30 240 15 110 295 315 20 375 105 445 385 55 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1953 1870 1870 1938 1870 1870 1938 1856 1870 1969 1870 Adj Flow Rate, veh/h 32 253 16 116 311 332 21 395 111 468 405 58 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 2 2 4 2 2 4 3 2 2 2 Cap, veh/h 181 385 333 273 473 629 468 788 745 567 1076 899 Arrive On Green 0.02 0.20 0.20 0.07 0.24 0.24 0.01 0.41 0.41 0.15 0.55 0.55 Sat Flow, veh/h 1781 1953 1585 1781 1938 1585 1781 1938 1572 1781 1969 1585 Grp Volume(v), veh/h 32 253 16 116 311 332 21 395 111 468 405 58 Grp Sat Flow(s),veh/h/ln 1781 1953 1585 1781 1938 1585 1781 1938 1572 1781 1969 1585 Q Serve(g_s), s 1.5 12.9 0.9 5.4 15.6 17.3 0.7 16.4 4.3 16.2 12.7 1.8 Cycle Q Clear(g_c), s 1.5 12.9 0.9 5.4 15.6 17.3 0.7 16.4 4.3 16.2 12.7 1.8 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 181 385 333 273 473 629 468 788 745 567 1076 899 V/C Ratio(X)0.18 0.66 0.05 0.43 0.66 0.53 0.04 0.50 0.15 0.83 0.38 0.06 Avail Cap(c_a), veh/h 335 615 520 343 610 741 585 788 745 567 1076 899 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 0.85 0.85 0.85 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 34.2 40.0 34.0 30.9 36.8 24.9 18.4 23.9 16.1 16.3 14.0 10.5 Incr Delay (d2), s/veh 0.5 8.5 0.3 0.9 6.0 2.7 0.0 2.3 0.4 9.8 1.0 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/ln 1.2 11.0 0.6 4.0 11.9 10.2 0.5 11.8 2.7 11.3 8.9 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 34.7 48.4 34.3 31.7 42.7 27.5 18.4 26.1 16.5 26.1 15.0 10.6 LnGrp LOS C D C C D C B C B C B B Approach Vol, veh/h 301 759 527 931 Approach Delay, s/veh 46.2 34.4 23.8 20.3 Approach LOS D C C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 20.0 49.9 10.7 27.3 4.9 65.0 5.7 32.4 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), s 16.5 27.0 11.5 34.0 8.5 35.0 11.5 34.0 Max Q Clear Time (g_c+I1), s 18.2 18.4 7.4 14.9 2.7 14.7 3.5 19.3 Green Ext Time (p_c), s 0.0 4.0 0.1 3.6 0.0 6.8 0.0 7.1 Intersection Summary HCM 6th Ctrl Delay 28.4 HCM 6th LOS C 141 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 200: Ridge Road & IL 126 PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 30 240 15 110 295 315 20 375 105 445 385 55 Future Volume (veh/h) 30 240 15 110 295 315 20 375 105 445 385 55 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1870 1953 1870 1870 1938 1870 1870 1938 1856 1870 1969 1870 Adj Flow Rate, veh/h 32 253 16 116 311 332 21 395 111 468 405 58 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 2 2 4 2 2 4 3 2 2 2 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 181 385 333 273 473 629 468 788 745 567 1076 899 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 Prop Arrive On Green 0.02 0.20 0.20 0.07 0.24 0.24 0.01 0.41 0.41 0.15 0.55 0.55 Unsig. Movement Delay Ln Grp Delay, s/veh 34.7 48.4 34.3 31.7 42.7 27.5 18.4 26.1 16.5 26.1 15.0 10.6 Ln Grp LOS C D C C D C B C B C B B Approach Vol, veh/h 301 759 527 931 Approach Delay, s/veh 46.2 34.4 23.8 20.3 Approach LOS D C C C Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 3.0 1.1 3.0 1.1 3.0 1.1 3.0 Phs Duration (G+Y+Rc), s 20.0 49.9 10.7 27.3 4.9 65.0 5.7 32.4 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green (Gmax), s 16.5 27.0 11.5 34.0 8.5 35.0 11.5 34.0 Max Allow Headway (MAH), s 3.6 8.6 3.6 8.7 3.6 8.6 3.6 8.3 Max Q Clear (g_c+l1), s 18.2 18.4 7.4 14.9 2.7 14.7 3.5 19.3 Green Ext Time (g_e), s 0.0 4.0 0.1 3.6 0.0 6.8 0.0 7.1 Prob of Phs Call (p_c)1.00 1.00 0.97 1.00 0.47 1.00 0.62 1.00 Prob of Max Out (p_x)1.00 1.00 0.62 0.16 0.02 0.31 0.00 0.63 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1781 1781 1781 1781 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1938 1953 1969 1938 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 1572 1585 1585 1585 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 142 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 200: Ridge Road & IL 126 PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 4 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 468 0 116 0 21 0 32 0 Grp Sat Flow (s), veh/h/ln 1781 0 1781 0 1781 0 1781 0 Q Serve Time (g_s), s 16.2 0.0 5.4 0.0 0.7 0.0 1.5 0.0 Cycle Q Clear Time (g_c), s 16.2 0.0 5.4 0.0 0.7 0.0 1.5 0.0 Perm LT Sat Flow (s_l), veh/h/ln 893 0 1110 0 929 0 787 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 45.9 0.0 23.3 0.0 43.9 0.0 21.3 0.0 Perm LT Serve Time (g_u), s 27.5 0.0 8.4 0.0 43.9 0.0 10.7 0.0 Perm LT Q Serve Time (g_ps), s 20.3 0.0 1.7 0.0 0.0 0.0 0.4 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 567 0 273 0 468 0 181 0 V/C Ratio (X)0.83 0.00 0.43 0.00 0.04 0.00 0.18 0.00 Avail Cap (c_a), veh/h 567 0 343 0 585 0 335 0 Upstream Filter (I)1.00 0.00 0.85 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d1), s/veh 16.3 0.0 30.9 0.0 18.4 0.0 34.2 0.0 Incr Delay (d2), s/veh 9.8 0.0 0.9 0.0 0.0 0.0 0.5 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 26.1 0.0 31.7 0.0 18.4 0.0 34.7 0.0 1st-Term Q (Q1), veh/ln 5.5 0.0 2.2 0.0 0.3 0.0 0.6 0.0 2nd-Term Q (Q2), veh/ln 1.5 0.0 0.1 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.62 0.00 1.80 0.00 1.80 0.00 1.80 0.00 %ile Back of Q (95%), veh/ln 11.3 0.0 4.0 0.0 0.5 0.0 1.2 0.0 %ile Storage Ratio (RQ%)0.96 0.00 0.43 0.00 0.04 0.00 0.27 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T T T T Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 395 0 253 0 405 0 311 Grp Sat Flow (s), veh/h/ln 0 1938 0 1953 0 1969 0 1938 Q Serve Time (g_s), s 0.0 16.4 0.0 12.9 0.0 12.7 0.0 15.6 Cycle Q Clear Time (g_c), s 0.0 16.4 0.0 12.9 0.0 12.7 0.0 15.6 Lane Grp Cap (c), veh/h 0 788 0 385 0 1076 0 473 V/C Ratio (X)0.00 0.50 0.00 0.66 0.00 0.38 0.00 0.66 Avail Cap (c_a), veh/h 0 788 0 615 0 1076 0 610 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.85 Uniform Delay (d1), s/veh 0.0 23.9 0.0 40.0 0.0 14.0 0.0 36.8 Incr Delay (d2), s/veh 0.0 2.3 0.0 8.5 0.0 1.0 0.0 6.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 26.1 0.0 48.4 0.0 15.0 0.0 42.7 1st-Term Q (Q1), veh/ln 0.0 6.8 0.0 5.8 0.0 4.9 0.0 6.9 2nd-Term Q (Q2), veh/ln 0.0 0.5 0.0 0.9 0.0 0.3 0.0 0.8 143 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 200: Ridge Road & IL 126 PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 5 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.61 0.00 1.63 0.00 1.72 0.00 1.54 %ile Back of Q (95%), veh/ln 0.0 11.8 0.0 11.0 0.0 8.9 0.0 11.9 %ile Storage Ratio (RQ%)0.00 0.21 0.00 0.08 0.00 0.04 0.00 0.12 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment R R R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 111 0 16 0 58 0 332 Grp Sat Flow (s), veh/h/ln 0 1572 0 1585 0 1585 0 1585 Q Serve Time (g_s), s 0.0 4.3 0.0 0.9 0.0 1.8 0.0 17.3 Cycle Q Clear Time (g_c), s 0.0 4.3 0.0 0.9 0.0 1.8 0.0 17.3 Prot RT Sat Flow (s_R), veh/h/ln 0.0 1572.5 0.0 1585.1 0.0 1585.1 0.0 1585.1 Prot RT Eff Green (g_R), s 0.0 7.2 0.0 1.4 0.0 2.2 0.0 16.5 Prop RT Outside Lane (P_R) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Lane Grp Cap (c), veh/h 0 745 0 333 0 899 0 629 V/C Ratio (X)0.00 0.15 0.00 0.05 0.00 0.06 0.00 0.53 Avail Cap (c_a), veh/h 0 745 0 520 0 899 0 741 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.85 Uniform Delay (d1), s/veh 0.0 16.1 0.0 34.0 0.0 10.5 0.0 24.9 Incr Delay (d2), s/veh 0.0 0.4 0.0 0.3 0.0 0.1 0.0 2.7 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 16.5 0.0 34.3 0.0 10.6 0.0 27.5 1st-Term Q (Q1), veh/ln 0.0 1.4 0.0 0.3 0.0 0.5 0.0 5.9 2nd-Term Q (Q2), veh/ln 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.5 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.80 0.00 1.80 0.00 1.80 0.00 1.60 %ile Back of Q (95%), veh/ln 0.0 2.7 0.0 0.6 0.0 1.0 0.0 10.2 %ile Storage Ratio (RQ%)0.00 0.23 0.00 0.14 0.00 0.09 0.00 1.08 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 28.4 HCM 6th LOS C 144 HCM 6th Signalized Intersection Summary Existing (2023) Traffic Volumes 300: Ridge Road & Plainfield Road PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 6 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 60 385 340 380 500 105 Future Volume (veh/h) 60 385 340 380 500 105 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1841 1969 1870 1969 Adj Flow Rate, veh/h 63 405 358 400 526 111 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 4 2 2 2 Cap, veh/h 440 640 459 1094 638 569 Arrive On Green 0.25 0.25 0.16 0.56 0.34 0.34 Sat Flow, veh/h 1781 1585 1753 1969 1870 1668 Grp Volume(v), veh/h 63 405 358 400 526 111 Grp Sat Flow(s),veh/h/ln1781 1585 1753 1969 1870 1668 Q Serve(g_s), s 1.7 12.4 7.3 6.9 15.7 2.9 Cycle Q Clear(g_c), s 1.7 12.4 7.3 6.9 15.7 2.9 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 440 640 459 1094 638 569 V/C Ratio(X)0.14 0.63 0.78 0.37 0.82 0.20 Avail Cap(c_a), veh/h 469 666 515 1685 1139 1016 HCM Platoon Ratio 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 Uniform Delay (d), s/veh17.9 14.5 12.2 7.5 18.4 14.1 Incr Delay (d2), s/veh 0.1 1.8 6.8 0.2 2.8 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln1.1 16.7 4.7 3.3 9.6 1.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 18.0 16.3 19.0 7.7 21.1 14.3 LnGrp LOS B B B A C B Approach Vol, veh/h 468 758 637 Approach Delay, s/veh 16.6 13.1 19.9 Approach LOS B B B Timer - Assigned Phs 2 4 5 6 Phs Duration (G+Y+Rc), s 39.8 21.0 13.0 26.7 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green Setting (Gmax), s 52.0 16.0 11.5 37.0 Max Q Clear Time (g_c+I1), s 8.9 14.4 9.3 17.7 Green Ext Time (p_c), s 2.2 0.3 0.3 3.1 Intersection Summary HCM 6th Ctrl Delay 16.3 HCM 6th LOS B 145 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 300: Ridge Road & Plainfield Road PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 60 385 340 380 500 105 Future Volume (veh/h) 60 385 340 380 500 105 Number 7 14 5 2 6 16 Initial Q, veh 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1870 1870 1841 1969 1870 1969 Adj Flow Rate, veh/h 63 405 358 400 526 111 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 4 2 2 2 Opposing Right Turn Influence Yes Yes Cap, veh/h 440 640 459 1094 638 569 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.25 0.25 0.16 0.56 0.34 0.34 Unsig. Movement Delay Ln Grp Delay, s/veh 18.0 16.3 19.0 7.7 21.1 14.3 Ln Grp LOS B B B A C B Approach Vol, veh/h 468 758 637 Approach Delay, s/veh 16.6 13.1 19.9 Approach LOS B B B Timer:1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 Case No 4.0 9.0 1.2 7.0 Phs Duration (G+Y+Rc), s 39.8 21.0 13.0 26.7 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green (Gmax), s 52.0 16.0 11.5 37.0 Max Allow Headway (MAH), s 4.7 3.9 3.7 4.6 Max Q Clear (g_c+l1), s 8.9 14.4 9.3 17.7 Green Ext Time (g_e), s 2.2 0.3 0.3 3.1 Prob of Phs Call (p_c)1.00 1.00 1.00 1.00 Prob of Max Out (p_x)0.00 1.00 1.00 0.03 Left-Turn Movement Data Assigned Mvmt 7 5 1 Mvmt Sat Flow, veh/h 1781 1753 0 Through Movement Data Assigned Mvmt 2 4 6 Mvmt Sat Flow, veh/h 1969 0 1870 Right-Turn Movement Data Assigned Mvmt 12 14 16 Mvmt Sat Flow, veh/h 0 1585 1668 Left Lane Group Data Assigned Mvmt 0 0 0 7 5 1 0 0 Lane Assignment LL (Pr/Pm) 146 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 300: Ridge Road & Plainfield Road PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 8 Lanes in Grp 0 0 0 1 1 0 0 0 Grp Vol (v), veh/h 0 0 0 63 358 0 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 1781 1753 0 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 1.7 7.3 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 1.7 7.3 0.0 0.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 0 0 0 1781 779 0 0 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 0.0 0.0 0.0 0.0 22.7 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 5.1 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 0.0 0.0 0.0 0.0 5.1 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 20.7 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)0.00 0.00 0.00 1.00 1.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 0 0 440 459 0 0 0 V/C Ratio (X)0.00 0.00 0.00 0.14 0.78 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 469 515 0 0 0 Upstream Filter (I)0.00 0.00 0.00 1.00 1.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 17.9 12.2 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.1 6.8 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 18.0 19.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.6 1.7 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.9 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 0.00 0.00 1.80 1.80 1.00 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 1.1 4.7 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.13 0.40 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 0 Lane Assignment T T Lanes in Grp 0 1 0 0 0 1 0 0 Grp Vol (v), veh/h 0 400 0 0 0 526 0 0 Grp Sat Flow (s), veh/h/ln 0 1969 0 0 0 1870 0 0 Q Serve Time (g_s), s 0.0 6.9 0.0 0.0 0.0 15.7 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 6.9 0.0 0.0 0.0 15.7 0.0 0.0 Lane Grp Cap (c), veh/h 0 1094 0 0 0 638 0 0 V/C Ratio (X)0.00 0.37 0.00 0.00 0.00 0.82 0.00 0.00 Avail Cap (c_a), veh/h 0 1685 0 0 0 1139 0 0 Upstream Filter (I)0.00 1.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 7.5 0.0 0.0 0.0 18.4 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.2 0.0 0.0 0.0 2.8 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 7.7 0.0 0.0 0.0 21.1 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 1.7 0.0 0.0 0.0 5.2 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.1 0.0 0.0 0.0 0.5 0.0 0.0 147 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 300: Ridge Road & Plainfield Road PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 9 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.80 0.00 1.00 0.00 1.69 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 3.3 0.0 0.0 0.0 9.6 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.03 0.00 0.00 0.00 0.16 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 0 Lane Assignment R R Lanes in Grp 0 0 0 1 0 1 0 0 Grp Vol (v), veh/h 0 0 0 405 0 111 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 1585 0 1668 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 12.4 0.0 2.9 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 12.4 0.0 2.9 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 1585.1 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 9.5 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.00 0.00 1.00 0.00 1.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 0 0 640 0 569 0 0 V/C Ratio (X)0.00 0.00 0.00 0.63 0.00 0.20 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 666 0 1016 0 0 Upstream Filter (I)0.00 0.00 0.00 1.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 14.5 0.0 14.1 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 1.8 0.0 0.2 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 16.3 0.0 14.3 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 10.9 0.0 0.8 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.3 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.49 0.00 1.80 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 16.7 0.0 1.6 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.08 0.00 0.18 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 16.3 HCM 6th LOS B 148 HCM 6th TWSC Existing (2023) Traffic Volumes 400: Ridge Road & Grande Park Boulevard/135th Street PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 10 Intersection Int Delay, s/veh 14.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 15 25 20 165 35 55 15 325 100 40 420 10 Future Vol, veh/h 15 25 20 165 35 55 15 325 100 40 420 10 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 65 - - 80 - - 225 - - 220 - - 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 2 2 2 14 2 2 3 2 2 Mvmt Flow 16 26 21 174 37 58 16 342 105 42 442 11 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1006 1011 448 982 964 395 453 0 0 447 0 0 Stage 1 532 532 - 427 427 - - - - - - - Stage 2 474 479 - 555 537 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.24 - - 4.13 - - 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 3.518 4.018 3.318 3.518 4.018 3.318 2.326 - - 2.227 - - Pot Cap-1 Maneuver 220 240 611 228 255 654 1047 - - 1108 - - Stage 1 531 526 - 606 585 - - - - - - - Stage 2 571 555 - 516 523 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 170 228 611 193 242 654 1047 - - 1108 - - Mov Cap-2 Maneuver 170 228 - 193 242 - - - - - - - Stage 1 523 506 - 597 576 - - - - - - - Stage 2 480 547 - 454 503 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 20.9 64.8 0.3 0.7 HCM LOS C F Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1047 - - 170 316 193 393 1108 - - HCM Lane V/C Ratio 0.015 - - 0.093 0.15 0.9 0.241 0.038 - - HCM Control Delay (s)8.5 -- 28.3 18.4 90.9 17 8.4 - - HCM Lane LOS A - - D C F C A - - HCM 95th %tile Q(veh) 0 -- 0.3 0.5 7 0.9 0.1 - - 149 HCM 6th Signalized Intersection Summary Existing (2023) Traffic Volumes 500: Wallin Drive/US Route 30 & 143rd Street PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 11 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 120 195 20 60 195 185 40 290 45 230 385 170 Future Volume (veh/h) 120 195 20 60 195 185 40 290 45 230 385 170 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1796 1796 1870 1841 1722 1870 1870 1856 1796 1870 1870 Adj Flow Rate, veh/h 126 205 21 63 205 195 42 305 47 242 405 179 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 7 7 2 4 12 2 2 3 7 2 2 Cap, veh/h 202 435 45 332 208 198 295 627 97 498 585 259 Arrive On Green 0.07 0.27 0.27 0.04 0.24 0.24 0.02 0.40 0.40 0.10 0.48 0.48 Sat Flow, veh/h 1781 1603 164 1781 867 825 1781 1583 244 1711 1229 543 Grp Volume(v), veh/h 126 0 226 63 0 400 42 0 352 242 0 584 Grp Sat Flow(s),veh/h/ln 1781 0 1767 1781 0 1692 1781 0 1826 1711 0 1773 Q Serve(g_s), s 5.1 0.0 10.7 2.6 0.0 23.5 1.4 0.0 14.4 7.9 0.0 25.8 Cycle Q Clear(g_c), s 5.1 0.0 10.7 2.6 0.0 23.5 1.4 0.0 14.4 7.9 0.0 25.8 Prop In Lane 1.00 0.09 1.00 0.49 1.00 0.13 1.00 0.31 Lane Grp Cap(c), veh/h 202 0 480 332 0 406 295 0 724 498 0 844 V/C Ratio(X)0.62 0.00 0.47 0.19 0.00 0.98 0.14 0.00 0.49 0.49 0.00 0.69 Avail Cap(c_a), veh/h 335 0 480 521 0 406 387 0 724 621 0 844 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 27.6 0.0 30.4 27.2 0.0 37.8 18.9 0.0 22.6 15.2 0.0 20.5 Incr Delay (d2), s/veh 3.1 0.0 0.7 0.3 0.0 40.5 0.2 0.0 2.3 0.7 0.0 4.6 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 4.0 0.0 7.9 2.0 0.0 19.8 1.0 0.0 10.3 5.0 0.0 15.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 30.8 0.0 31.1 27.5 0.0 78.3 19.1 0.0 24.9 16.0 0.0 25.1 LnGrp LOS C A C C A E B A C B A C Approach Vol, veh/h 352 463 394 826 Approach Delay, s/veh 31.0 71.4 24.3 22.4 Approach LOS C E C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 13.8 45.6 7.4 33.2 5.9 53.6 10.6 30.0 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 17.5 25.0 14.5 24.0 7.5 35.0 14.5 24.0 Max Q Clear Time (g_c+I1), s 9.9 16.4 4.6 12.7 3.4 27.8 7.1 25.5 Green Ext Time (p_c), s 0.4 1.2 0.1 0.8 0.0 2.0 0.2 0.0 Intersection Summary HCM 6th Ctrl Delay 35.4 HCM 6th LOS D 150 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 500: Wallin Drive/US Route 30 & 143rd Street PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 12 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 120 195 20 60 195 185 40 290 45 230 385 170 Future Volume (veh/h) 120 195 20 60 195 185 40 290 45 230 385 170 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1870 1796 1796 1870 1841 1722 1870 1870 1856 1796 1870 1870 Adj Flow Rate, veh/h 126 205 21 63 205 195 42 305 47 242 405 179 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 7 7 2 4 12 2 2 3 7 2 2 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 202 435 45 332 208 198 295 627 97 498 585 259 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 Prop Arrive On Green 0.07 0.27 0.27 0.04 0.24 0.24 0.02 0.40 0.40 0.10 0.48 0.48 Unsig. Movement Delay Ln Grp Delay, s/veh 30.8 0.0 31.1 27.5 0.0 78.3 19.1 0.0 24.9 16.0 0.0 25.1 Ln Grp LOS C A C C A E B A C B A C Approach Vol, veh/h 352 463 394 826 Approach Delay, s/veh 31.0 71.4 24.3 22.4 Approach LOS C E C C Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 4.0 1.1 4.0 1.1 4.0 1.1 4.0 Phs Duration (G+Y+Rc), s 13.8 45.6 7.4 33.2 5.9 53.6 10.6 30.0 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green (Gmax), s 17.5 25.0 14.5 24.0 7.5 35.0 14.5 24.0 Max Allow Headway (MAH), s 3.7 4.9 3.7 5.0 3.7 4.9 3.7 5.1 Max Q Clear (g_c+l1), s 9.9 16.4 4.6 12.7 3.4 27.8 7.1 25.5 Green Ext Time (g_e), s 0.4 1.2 0.1 0.8 0.0 2.0 0.2 0.0 Prob of Phs Call (p_c)1.00 1.00 0.83 1.00 0.69 1.00 0.97 1.00 Prob of Max Out (p_x)0.06 0.26 0.00 0.04 0.56 0.58 0.03 1.00 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1711 1781 1781 1781 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1583 1603 1229 867 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 244 164 543 825 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 151 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 500: Wallin Drive/US Route 30 & 143rd Street PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 13 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 242 0 63 0 42 0 126 0 Grp Sat Flow (s), veh/h/ln 1711 0 1781 0 1781 0 1781 0 Q Serve Time (g_s), s 7.9 0.0 2.6 0.0 1.4 0.0 5.1 0.0 Cycle Q Clear Time (g_c), s 7.9 0.0 2.6 0.0 1.4 0.0 5.1 0.0 Perm LT Sat Flow (s_l), veh/h/ln 988 0 1155 0 831 0 985 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 41.6 0.0 24.0 0.0 39.6 0.0 25.7 0.0 Perm LT Serve Time (g_u), s 25.2 0.0 16.5 0.0 21.8 0.0 0.5 0.0 Perm LT Q Serve Time (g_ps), s 5.3 0.0 0.4 0.0 0.9 0.0 0.5 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 498 0 332 0 295 0 202 0 V/C Ratio (X)0.49 0.00 0.19 0.00 0.14 0.00 0.62 0.00 Avail Cap (c_a), veh/h 621 0 521 0 387 0 335 0 Upstream Filter (I)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d1), s/veh 15.2 0.0 27.2 0.0 18.9 0.0 27.6 0.0 Incr Delay (d2), s/veh 0.7 0.0 0.3 0.0 0.2 0.0 3.1 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 16.0 0.0 27.5 0.0 19.1 0.0 30.8 0.0 1st-Term Q (Q1), veh/ln 2.7 0.0 1.1 0.0 0.5 0.0 2.0 0.0 2nd-Term Q (Q2), veh/ln 0.1 0.0 0.0 0.0 0.0 0.0 0.2 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 0.00 1.80 0.00 1.80 0.00 1.80 0.00 %ile Back of Q (95%), veh/ln 5.0 0.0 2.0 0.0 1.0 0.0 4.0 0.0 %ile Storage Ratio (RQ%)0.51 0.00 0.29 0.00 0.18 0.00 0.73 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment Lanes in Grp 0 0 0 0 0 0 0 0 Grp Vol (v), veh/h 0 0 0 0 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 0 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 0 0 0 0 0 0 0 0 V/C Ratio (X)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 0 0 0 0 0 Upstream Filter (I)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 152 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 500: Wallin Drive/US Route 30 & 143rd Street PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 14 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R T+R T+R T+R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 352 0 226 0 584 0 400 Grp Sat Flow (s), veh/h/ln 0 1826 0 1767 0 1773 0 1692 Q Serve Time (g_s), s 0.0 14.4 0.0 10.7 0.0 25.8 0.0 23.5 Cycle Q Clear Time (g_c), s 0.0 14.4 0.0 10.7 0.0 25.8 0.0 23.5 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.13 0.00 0.09 0.00 0.31 0.00 0.49 Lane Grp Cap (c), veh/h 0 724 0 480 0 844 0 406 V/C Ratio (X)0.00 0.49 0.00 0.47 0.00 0.69 0.00 0.98 Avail Cap (c_a), veh/h 0 724 0 480 0 844 0 406 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 22.6 0.0 30.4 0.0 20.5 0.0 37.8 Incr Delay (d2), s/veh 0.0 2.3 0.0 0.7 0.0 4.6 0.0 40.5 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 24.9 0.0 31.1 0.0 25.1 0.0 78.3 1st-Term Q (Q1), veh/ln 0.0 5.8 0.0 4.3 0.0 9.4 0.0 9.2 2nd-Term Q (Q2), veh/ln 0.0 0.5 0.0 0.1 0.0 1.1 0.0 4.6 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.66 0.00 1.78 0.00 1.51 0.00 1.44 %ile Back of Q (95%), veh/ln 0.0 10.3 0.0 7.9 0.0 15.8 0.0 19.8 %ile Storage Ratio (RQ%)0.00 0.07 0.00 0.04 0.00 0.11 0.00 0.19 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 35.4 HCM 6th LOS D 153 HCM 6th AWSC Existing (2023) Traffic Volumes 600: Steiner Road/Entrance & 143rd Street PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 15 Intersection Intersection Delay, s/veh11.5 Intersection LOS B Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 1 40 45 230 25 1 15 1 165 1 5 1 Future Vol, veh/h 1 40 45 230 25 1 15 1 165 1 5 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, %100 32 19 2 50 100 31 100 2 2 100 100 Mvmt Flow 1 42 47 242 26 1 16 1 174 1 5 1 Number of Lanes 1 1 0 1 1 0 1 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 2 2 1 2 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 2 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right 2 1 2 2 HCM Control Delay 9.3 11.9 12.1 9 HCM LOS A B B A Lane NBLn1NBLn2EBLn1EBLn2WBLn1WBLn2SBLn1 Vol Left, %100% 0% 100% 0% 100% 0% 14% Vol Thru, %0% 1% 0% 47% 0% 96% 71% Vol Right, %0% 99% 0% 53% 0% 4% 14% Sign Control Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 15 166 1 85 230 26 7 LT Vol 15 0 1 0 230 0 1 Through Vol 0 1 0 40 0 25 5 RT Vol 0 165 0 45 0 1 1 Lane Flow Rate 16 175 1 89 242 27 7 Geometry Grp 7 7 7 7 7 7 6 Degree of Util (X)0.029 0.316 0.002 0.14 0.389 0.046 0.012 Departure Headway (Hd) 6.524 6.501 7.678 5.633 5.78 6.071 5.806 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Cap 546 550 465 633 620 588 610 Service Time 4.291 4.268 5.45 3.404 3.535 3.826 3.901 HCM Lane V/C Ratio 0.029 0.318 0.002 0.141 0.39 0.046 0.011 HCM Control Delay 9.5 12.3 10.5 9.3 12.2 9.1 9 HCM Lane LOS A B B A B A A HCM 95th-tile Q 0.1 1.3 0 0.5 1.8 0.1 0 154 HCM 6th Signalized Intersection Summary Existing (2023) Traffic Volumes 900: Drauden Road/Steiner Road & IL 126 PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 16 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 95 465 180 210 445 5 195 45 180 5 175 115 Future Volume (veh/h) 95 465 180 210 445 5 195 45 180 5 175 115 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1826 1870 1870 1870 1604 1870 1938 1870 1530 1969 1870 Adj Flow Rate, veh/h 100 489 189 221 468 5 205 47 189 5 184 121 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 5 2 2 2 20 2 4 2 25 2 2 Cap, veh/h 532 692 267 387 1074 11 247 403 329 190 261 210 Arrive On Green 0.04 0.55 0.55 0.07 0.58 0.58 0.08 0.21 0.21 0.00 0.13 0.13 Sat Flow, veh/h 1767 1254 485 1781 1847 20 1781 1938 1585 1457 1969 1585 Grp Volume(v), veh/h 100 0 678 221 0 473 205 47 189 5 184 121 Grp Sat Flow(s),veh/h/ln1767 0 1739 1781 0 1867 1781 1938 1585 1457 1969 1585 Q Serve(g_s), s 2.9 0.0 34.4 6.1 0.0 17.0 9.5 2.4 12.9 0.4 10.7 8.6 Cycle Q Clear(g_c), s 2.9 0.0 34.4 6.1 0.0 17.0 9.5 2.4 12.9 0.4 10.7 8.6 Prop In Lane 1.00 0.28 1.00 0.01 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 532 0 959 387 0 1085 247 403 329 190 261 210 V/C Ratio(X)0.19 0.00 0.71 0.57 0.00 0.44 0.83 0.12 0.57 0.03 0.71 0.58 Avail Cap(c_a), veh/h 601 0 959 462 0 1085 247 420 343 299 427 343 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)0.39 0.00 0.39 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh11.4 0.0 19.8 16.7 0.0 14.1 43.8 38.6 42.8 44.9 49.8 48.9 Incr Delay (d2), s/veh 0.1 0.0 1.7 1.3 0.0 1.3 20.4 0.6 7.1 0.1 14.9 11.0 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/ln1.8 0.0 16.3 3.9 0.0 10.9 5.1 2.1 9.4 0.2 10.3 7.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 11.5 0.0 21.5 18.1 0.0 15.4 64.3 39.2 49.8 45.0 64.7 59.9 LnGrp LOS B A C B A B E D D D E E Approach Vol, veh/h 778 694 441 310 Approach Delay, s/veh 20.2 16.2 55.4 62.5 Approach LOS C B E E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s11.9 73.2 4.0 30.9 8.3 76.8 13.0 21.9 Change Period (Y+Rc), s 3.5 7.0 3.5 6.0 3.5 7.0 3.5 6.0 Max Green Setting (Gmax), s13.5 51.0 9.5 26.0 9.5 55.0 9.5 26.0 Max Q Clear Time (g_c+I1), s8.1 36.4 2.4 14.9 4.9 19.0 11.5 12.7 Green Ext Time (p_c), s 0.3 8.7 0.0 2.0 0.1 9.6 0.0 3.2 Intersection Summary HCM 6th Ctrl Delay 31.8 HCM 6th LOS C 155 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 900: Drauden Road/Steiner Road & IL 126 PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 17 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 95 465 180 210 445 5 195 45 180 5 175 115 Future Volume (veh/h) 95 465 180 210 445 5 195 45 180 5 175 115 Number 5 2 12 1 6 16 7 4 14 3 8 18 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1856 1826 1870 1870 1870 1604 1870 1938 1870 1530 1969 1870 Adj Flow Rate, veh/h 100 489 189 221 468 5 205 47 189 5 184 121 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 5 2 2 2 20 2 4 2 25 2 2 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 532 692 267 387 1074 11 247 403 329 190 261 210 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 Prop Arrive On Green 0.04 0.55 0.55 0.07 0.58 0.58 0.08 0.21 0.21 0.00 0.13 0.13 Unsig. Movement Delay Ln Grp Delay, s/veh 11.5 0.0 21.5 18.1 0.0 15.4 64.3 39.2 49.8 45.0 64.7 59.9 Ln Grp LOS B A C B A B E D D D E E Approach Vol, veh/h 778 694 441 310 Approach Delay, s/veh 20.2 16.2 55.4 62.5 Approach LOS C B E E Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 4.0 1.1 3.0 1.1 4.0 1.1 3.0 Phs Duration (G+Y+Rc), s 11.9 73.2 4.0 30.9 8.3 76.8 13.0 21.9 Change Period (Y+Rc), s 3.5 7.0 3.5 6.0 3.5 7.0 3.5 6.0 Max Green (Gmax), s 13.5 51.0 9.5 26.0 9.5 55.0 9.5 26.0 Max Allow Headway (MAH), s 3.6 8.8 3.8 8.2 3.6 8.7 3.7 8.5 Max Q Clear (g_c+l1), s 8.1 36.4 2.4 14.9 4.9 19.0 11.5 12.7 Green Ext Time (g_e), s 0.3 8.7 0.0 2.0 0.1 9.6 0.0 3.2 Prob of Phs Call (p_c)1.00 1.00 0.15 1.00 0.96 1.00 1.00 1.00 Prob of Max Out (p_x)0.26 0.00 0.00 0.52 0.36 0.00 1.00 0.45 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1781 1457 1767 1781 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1254 1938 1847 1969 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 485 1585 20 1585 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 156 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 900: Drauden Road/Steiner Road & IL 126 PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 18 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 221 0 5 0 100 0 205 0 Grp Sat Flow (s), veh/h/ln 1781 0 1457 0 1767 0 1781 0 Q Serve Time (g_s), s 6.1 0.0 0.4 0.0 2.9 0.0 9.5 0.0 Cycle Q Clear Time (g_c), s 6.1 0.0 0.4 0.0 2.9 0.0 9.5 0.0 Perm LT Sat Flow (s_l), veh/h/ln 762 0 936 0 913 0 1074 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 68.2 0.0 15.9 0.0 66.2 0.0 17.9 0.0 Perm LT Serve Time (g_u), s 31.8 0.0 15.9 0.0 52.7 0.0 5.2 0.0 Perm LT Q Serve Time (g_ps), s 14.9 0.0 0.0 0.0 1.7 0.0 5.2 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 387 0 190 0 532 0 247 0 V/C Ratio (X)0.57 0.00 0.03 0.00 0.19 0.00 0.83 0.00 Avail Cap (c_a), veh/h 462 0 299 0 601 0 247 0 Upstream Filter (I)1.00 0.00 1.00 0.00 0.39 0.00 1.00 0.00 Uniform Delay (d1), s/veh 16.7 0.0 44.9 0.0 11.4 0.0 43.8 0.0 Incr Delay (d2), s/veh 1.3 0.0 0.1 0.0 0.1 0.0 20.4 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 18.1 0.0 45.0 0.0 11.5 0.0 64.3 0.0 1st-Term Q (Q1), veh/ln 2.0 0.0 0.1 0.0 1.0 0.0 1.4 0.0 2nd-Term Q (Q2), veh/ln 0.1 0.0 0.0 0.0 0.0 0.0 1.4 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 0.00 1.80 0.00 1.80 0.00 1.80 0.00 %ile Back of Q (95%), veh/ln 3.9 0.0 0.2 0.0 1.8 0.0 5.1 0.0 %ile Storage Ratio (RQ%)0.41 0.00 0.03 0.00 0.22 0.00 0.29 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T T Lanes in Grp 0 0 0 1 0 0 0 1 Grp Vol (v), veh/h 0 0 0 47 0 0 0 184 Grp Sat Flow (s), veh/h/ln 0 0 0 1938 0 0 0 1969 Q Serve Time (g_s), s 0.0 0.0 0.0 2.4 0.0 0.0 0.0 10.7 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 2.4 0.0 0.0 0.0 10.7 Lane Grp Cap (c), veh/h 0 0 0 403 0 0 0 261 V/C Ratio (X)0.00 0.00 0.00 0.12 0.00 0.00 0.00 0.71 Avail Cap (c_a), veh/h 0 0 0 420 0 0 0 427 Upstream Filter (I)0.00 0.00 0.00 1.00 0.00 0.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 38.6 0.0 0.0 0.0 49.8 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.6 0.0 0.0 0.0 14.9 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 39.2 0.0 0.0 0.0 64.7 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 1.1 0.0 0.0 0.0 5.2 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.1 0.0 0.0 0.0 1.1 157 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 900: Drauden Road/Steiner Road & IL 126 PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 19 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.80 0.00 1.00 0.00 1.66 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 2.1 0.0 0.0 0.0 10.3 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.03 0.00 0.00 0.00 0.05 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R R T+R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 678 0 189 0 473 0 121 Grp Sat Flow (s), veh/h/ln 0 1739 0 1585 0 1867 0 1585 Q Serve Time (g_s), s 0.0 34.4 0.0 12.9 0.0 17.0 0.0 8.6 Cycle Q Clear Time (g_c), s 0.0 34.4 0.0 12.9 0.0 17.0 0.0 8.6 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.28 0.00 1.00 0.00 0.01 0.00 1.00 Lane Grp Cap (c), veh/h 0 959 0 329 0 1085 0 210 V/C Ratio (X)0.00 0.71 0.00 0.57 0.00 0.44 0.00 0.58 Avail Cap (c_a), veh/h 0 959 0 343 0 1085 0 343 Upstream Filter (I)0.00 0.39 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 19.8 0.0 42.8 0.0 14.1 0.0 48.9 Incr Delay (d2), s/veh 0.0 1.7 0.0 7.1 0.0 1.3 0.0 11.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 21.5 0.0 49.8 0.0 15.4 0.0 59.9 1st-Term Q (Q1), veh/ln 0.0 12.2 0.0 4.9 0.0 6.3 0.0 3.3 2nd-Term Q (Q2), veh/ln 0.0 0.5 0.0 0.6 0.0 0.4 0.0 0.6 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.29 0.00 1.70 0.00 1.63 0.00 1.80 %ile Back of Q (95%), veh/ln 0.0 16.3 0.0 9.4 0.0 10.9 0.0 7.1 %ile Storage Ratio (RQ%)0.00 0.09 0.00 0.61 0.00 0.10 0.00 0.46 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 31.8 HCM 6th LOS C 158 HCM 6th Signalized Intersection Summary Existing (2023) Traffic Volumes 1000: County Line Road & IL 126 PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 20 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 575 235 230 520 195 190 Future Volume (veh/h) 575 235 230 520 195 190 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1826 1870 1870 1953 1870 1870 Adj Flow Rate, veh/h 605 247 242 547 205 200 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 5 2 2 3 2 2 Cap, veh/h 724 296 334 1389 257 229 Arrive On Green 0.59 0.59 0.07 0.71 0.14 0.14 Sat Flow, veh/h 1232 503 1781 1953 1781 1585 Grp Volume(v), veh/h 0 852 242 547 205 200 Grp Sat Flow(s),veh/h/ln 0 1735 1781 1953 1781 1585 Q Serve(g_s), s 0.0 35.8 4.5 10.1 10.0 11.1 Cycle Q Clear(g_c), s 0.0 35.8 4.5 10.1 10.0 11.1 Prop In Lane 0.29 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 1020 334 1389 257 229 V/C Ratio(X)0.00 0.84 0.73 0.39 0.80 0.87 Avail Cap(c_a), veh/h 0 1020 371 1389 257 229 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 0.0 15.0 17.6 5.2 37.2 37.7 Incr Delay (d2), s/veh 0.0 8.1 6.2 0.8 15.9 28.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln0.0 18.7 5.5 5.0 8.9 9.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 23.1 23.8 6.1 53.1 66.6 LnGrp LOS A C C A D E Approach Vol, veh/h 852 789 405 Approach Delay, s/veh 23.1 11.5 59.8 Approach LOS C B E Timer - Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), s11.1 59.9 19.0 71.0 Change Period (Y+Rc), s 4.5 7.0 6.0 7.0 Max Green Setting (Gmax), s8.5 51.0 13.0 64.0 Max Q Clear Time (g_c+I1), s6.5 37.8 13.1 12.1 Green Ext Time (p_c), s 0.1 9.9 0.0 13.1 Intersection Summary HCM 6th Ctrl Delay 25.9 HCM 6th LOS C 159 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 1000: County Line Road & IL 126 PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 21 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 575 235 230 520 195 190 Future Volume (veh/h) 575 235 230 520 195 190 Number 2 12 1 6 7 14 Initial Q, veh 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1826 1870 1870 1953 1870 1870 Adj Flow Rate, veh/h 605 247 242 547 205 200 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 5 2 2 3 2 2 Opposing Right Turn Influence Yes Yes Cap, veh/h 724 296 334 1389 257 229 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.59 0.59 0.07 0.71 0.14 0.14 Unsig. Movement Delay Ln Grp Delay, s/veh 0.0 23.1 23.8 6.1 53.1 66.6 Ln Grp LOS A C C A D E Approach Vol, veh/h 852 789 405 Approach Delay, s/veh 23.1 11.5 59.8 Approach LOS C B E Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Case No 1.2 8.0 9.0 4.0 Phs Duration (G+Y+Rc), s 11.1 59.9 19.0 71.0 Change Period (Y+Rc), s 4.5 7.0 6.0 7.0 Max Green (Gmax), s 8.5 51.0 13.0 64.0 Max Allow Headway (MAH), s 3.6 8.8 3.8 8.7 Max Q Clear (g_c+l1), s 6.5 37.8 13.1 12.1 Green Ext Time (g_e), s 0.1 9.9 0.0 13.1 Prob of Phs Call (p_c)1.00 1.00 1.00 1.00 Prob of Max Out (p_x)1.00 0.00 1.00 0.00 Left-Turn Movement Data Assigned Mvmt 1 5 7 Mvmt Sat Flow, veh/h 1781 0 1781 Through Movement Data Assigned Mvmt 2 4 6 Mvmt Sat Flow, veh/h 1232 0 1953 Right-Turn Movement Data Assigned Mvmt 12 14 16 Mvmt Sat Flow, veh/h 503 1585 0 Left Lane Group Data Assigned Mvmt 1 5 0 7 0 0 0 0 Lane Assignment L (Pr/Pm)L 160 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 1000: County Line Road & IL 126 PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 22 Lanes in Grp 1 0 0 1 0 0 0 0 Grp Vol (v), veh/h 242 0 0 205 0 0 0 0 Grp Sat Flow (s), veh/h/ln 1781 0 0 1781 0 0 0 0 Q Serve Time (g_s), s 4.5 0.0 0.0 10.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 4.5 0.0 0.0 10.0 0.0 0.0 0.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 647 0 0 1781 0 0 0 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 54.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 17.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 17.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 52.9 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 0.00 1.00 0.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 334 0 0 257 0 0 0 0 V/C Ratio (X)0.73 0.00 0.00 0.80 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 371 0 0 257 0 0 0 0 Upstream Filter (I)1.00 0.00 0.00 1.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 17.6 0.0 0.0 37.2 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 6.2 0.0 0.0 15.9 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 23.8 0.0 0.0 53.1 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 2.5 0.0 0.0 4.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.6 0.0 0.0 1.1 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 1.00 0.00 1.72 0.00 0.00 0.00 0.00 %ile Back of Q (95%), veh/ln 5.5 0.0 0.0 8.9 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)1.08 0.00 0.00 0.20 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 0 Lane Assignment T Lanes in Grp 0 0 0 0 0 1 0 0 Grp Vol (v), veh/h 0 0 0 0 0 547 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 1953 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 10.1 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 10.1 0.0 0.0 Lane Grp Cap (c), veh/h 0 0 0 0 0 1389 0 0 V/C Ratio (X)0.00 0.00 0.00 0.00 0.00 0.39 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 0 0 1389 0 0 Upstream Filter (I)0.00 0.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 5.2 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.8 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 6.1 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 2.4 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.3 0.0 0.0 161 HCM 6th Signalized Intersection Capacity Analysis Existing (2023) Traffic Volumes 1000: County Line Road & IL 126 PM Peak Hour 05/05/2023 Synchro 11 Report Kimley-Horn Page 23 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.00 0.00 1.80 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 0.0 0.0 5.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.00 0.00 0.03 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 0 Lane Assignment T+R R Lanes in Grp 0 1 0 1 0 0 0 0 Grp Vol (v), veh/h 0 852 0 200 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 1735 0 1585 0 0 0 0 Q Serve Time (g_s), s 0.0 35.8 0.0 11.1 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 35.8 0.0 11.1 0.0 0.0 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.29 0.00 1.00 0.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 1020 0 229 0 0 0 0 V/C Ratio (X)0.00 0.84 0.00 0.87 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 1020 0 229 0 0 0 0 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 15.0 0.0 37.7 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 8.1 0.0 28.9 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 23.1 0.0 66.6 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 10.5 0.0 4.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 2.3 0.0 1.8 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.46 0.00 1.68 0.00 1.00 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 18.7 0.0 9.8 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.19 0.00 1.55 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 25.9 HCM 6th LOS C 162 163 Trammell Crow Industrial – Plainfield, IL June 2023 TURN LANE WARRANTS 164 AM Peak ÐÓ Ð»¿µ 165 ßÓ Ð»¿µ ÐÓ Ð»¿µ 166 ßÓ Ð»¿µ ÐÓ Ð»¿µ 167 ßÓ Ð»¿µ ÐÓ Ð»¿µ 168 ßÓ Ð»¿µÐÓ Ð»¿µëûçû169 ßÓ Ð»¿µÐÓ Ð»¿µïéûïîû170 ßÓ Ð»¿µÐÓ Ð»¿µïðûïðû171 ßÓ Ð»¿µÐÓ Ð»¿µðûðû172 Trammell Crow Industrial – Plainfield, IL June 2023 DATA FROM THE ITE TRIP GENERATION MANUAL, 11TH EDITION 173 Ô¿²¼ Ë»æ ïëì Ø·¹¸óÝ«¾» Ì®¿²´±¿¼ ¿²¼ ͸±®¬óÌ»®³ ͬ±®¿¹» É¿®»¸±«» Ü»½®·°¬·±² ß ¸·¹¸ó½«¾» ©¿®»¸±«» øØÝÉ÷ · ¿ ¾«·´¼·²¹ ¬¸¿¬ ¬§°·½¿´´§ ¸¿ ¿¬ ´»¿¬ îððôððð ¹®± ¯«¿®» º»»¬ ±º º´±±® ¿®»¿ô ¸¿ ¿ ½»·´·²¹ ¸»·¹¸¬ ±º îì º»»¬ ±® ³±®»ô ¿²¼ · «»¼ °®·³¿®·´§ º±® ¬¸» ¬±®¿¹» ¿²¼ñ ¼·¬®·¾«¬·±² ¬± ®»¬¿·´ ´±½¿¬·±² ±® ±¬¸»® ©¿®»¸±«»ò ß ¬§°·½¿´ ØÝÉ ¸¿ ¿ ¸·¹¸ ´»ª»´ ±º ±²ó·¬» ¿«¬±³¿¬·±² ¿²¼ ´±¹·¬·½ ³¿²¿¹»³»²¬ò ̸» ¿«¬±³¿¬·±² ¿²¼ ´±¹·¬·½ »²¿¾´» ¸·¹¸´§ó»ºº·½·»²¬ °®±½»·²¹ ±º ¹±±¼ ¬¸®±«¹¸ ¬¸» ØÝÉò ß ¸·¹¸ó½«¾» ©¿®»¸±«» ½¿² ¾» 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É¿®»¸±«» Ê»¸·½´» Ì®·° Ù»²»®¿¬·±² ß²¿´§·ô °«¾´·¸»¼ ·² ѽ¬±¾»® îðïêò ̸» ®»«´¬ ±º ¬¸· ¬«¼§ ¿®» °±¬»¼ ±² ¬¸» ×ÌÛ ©»¾·¬» ¿¬ ¸¬¬°æññ´·¾®¿®§ò·¬»ò±®¹ñ°«¾ñ¿í»êêéç¿ó»í¿èó¾ºíèóéºîçóîçêï¾»½¼¼ìçèò ̸» ¬»½¸²·½¿´ ¿°°»²¼·½» °®±ª·¼» «°°±®¬·²¹ ·²º±®³¿¬·±² ±² ¬·³»ó±ºó¼¿§ ¼·¬®·¾«¬·±² º±® ¬¸· ´¿²¼ «»ò ̸» ¿°°»²¼·½» ½¿² ¾» ¿½½»»¼ ¬¸®±«¹¸ »·¬¸»® ¬¸» ×ÌÛÌ®·°Ù»² ©»¾ ¿°° ±® ¬¸» ¬®·° ¹»²»®¿¬·±² ®»±«®½» °¿¹» ±² ¬¸» ×ÌÛ ©»¾·¬» ø¸¬¬°æññ©©©ò·¬»ò±®¹ñ¬»½¸²·½¿´ó®»±«®½»ñ¬±°·½ñ¬®·°ó ¿²¼ó°¿®µ·²¹ó¹»²»®¿¬·±²ñ÷ò ̸» ·¬» ©»®» «®ª»§»¼ ·² ¬¸» ïçèðô ¬¸» îðððô ¿²¼ ¬¸» îðïð ·² ß´¾»®¬¿ øÝßÒ÷ô Ý¿´·º±®²·¿ô ͱ«®½» Ò«³¾»® ííïô êðëô êïçô êìîô êìëô êìçô éíçô éëðô éëîô çðíô çðìô çìïô çìîô çìíô çêç ïìéÙ»²»®¿´ Ë®¾¿²ñÍ«¾«®¾¿² ¿²¼ Ϋ®¿´ øÔ¿²¼ Ë» ðððíçç÷ 175 High-Cube Transload and Short-Term Storage Warehouse (154) Vehicle Trip Ends vs: 1000 Sq. Ft. GFA On a: Weekday Setting/Location: General Urban/Suburban Number of Studies: 91 Avg. 1000 Sq. Ft. GFA: 798 Directional Distribution: 50% entering, 50% exiting Vehicle Trip Generation per 1000 Sq. Ft. GFA Average Rate Range of Rates Standard Deviation 1.40 0.20 - 4.32 0.86 Data Plot and Equation 0 1000 20000 1000 2000 3000 4000 5000 Average RateStudy Site Fitted Curve Equation: Not Given R²= *** X = 1000 Sq. Ft. GFA ïìè Ì®·° Ù»²»®¿¬·±² Ó¿²«¿´ ïטּ Û¼·¬·±² ʱ´«³» í 176 Ø·¹¸óÝ«¾» Ì®¿²´±¿¼ ¿²¼ ͸±®¬óÌ»®³ ͬ±®¿¹» É¿®»¸±«» øïëì÷ Ê»¸·½´» Ì®·° Û²¼ ªæ ïððð ͯò Ú¬ò ÙÚß Ñ² ¿æ É»»µ¼¿§ô л¿µ ر«® ±º ß¼¶¿½»²¬ ͬ®»»¬ Ì®¿ºº·½ô Ѳ» ر«® Þ»¬©»»² é ¿²¼ ç ¿ò³ò Í»¬¬·²¹ñÔ±½¿¬·±²æ Ù»²»®¿´ Ë®¾¿²ñÍ«¾«®¾¿² Number of Studies: 102 Avg. 1000 Sq. Ft. GFA: 846 Directional Distribution: 77% entering, 23% exiting Ê»¸·½´» Ì®·° Ù»²»®¿¬·±² °»® ïððð ͯò Ú¬ò ÙÚß Average Rate Range of Rates Standard Deviation 0.08 0.01 - 0.31 0.05 Ü¿¬¿ 䱬 ¿²¼ Û¯«¿¬·±² 0 1000 2000 30000 100 200 300 400 ߪ»®¿¹» ο¬»Í¬«¼§ Í·¬» Ú·¬¬»¼ Ý«®ª» Û¯«¿¬·±²æ Ò±¬ Ù·ª»²Înã ööö X = 1000 Sq. Ft. GFA ïìçÙ»²»®¿´ Ë®¾¿²ñÍ«¾«®¾¿² ¿²¼ Ϋ®¿´ øÔ¿²¼ Ë» ðððíçç÷ 177 Ø·¹¸óÝ«¾» Ì®¿²´±¿¼ ¿²¼ ͸±®¬óÌ»®³ ͬ±®¿¹» É¿®»¸±«» øïëì÷ Ê»¸·½´» Ì®·° Û²¼ ªæ ïððð ͯò Ú¬ò ÙÚß Ñ² ¿æ É»»µ¼¿§ô л¿µ ر«® ±º ß¼¶¿½»²¬ ͬ®»»¬ Ì®¿ºº·½ô Ѳ» ر«® Þ»¬©»»² ì ¿²¼ ê °ò³ò Í»¬¬·²¹ñÔ±½¿¬·±²æ Ù»²»®¿´ Ë®¾¿²ñÍ«¾«®¾¿² Number of Studies: 103 Avg. 1000 Sq. Ft. GFA: 840 Directional Distribution: 28% entering, 72% exiting Ê»¸·½´» Ì®·° Ù»²»®¿¬·±² °»® ïððð ͯò Ú¬ò ÙÚß Average Rate Range of Rates Standard Deviation 0.10 0.00 - 0.25 0.06 Ü¿¬¿ 䱬 ¿²¼ Û¯«¿¬·±² 0 1000 2000 30000 100 200 300 ߪ»®¿¹» ο¬»Í¬«¼§ Í·¬» Ú·¬¬»¼ Ý«®ª» Û¯«¿¬·±²æ Ò±¬ Ù·ª»²Înã ööö X = 1000 Sq. Ft. GFA ïëð Ì®·° Ù»²»®¿¬·±² Ó¿²«¿´ ïטּ Û¼·¬·±² ʱ´«³» í 178 Ø·¹¸óÝ«¾» Ì®¿²´±¿¼ ¿²¼ ͸±®¬óÌ»®³ ͬ±®¿¹» É¿®»¸±«» øïëì÷ Ì®«½µ Ì®·° Û²¼ ªæ ïððð ͯò Ú¬ò ÙÚß Ñ² ¿æ É»»µ¼¿§ Í»¬¬·²¹ñÔ±½¿¬·±²æ Ù»²»®¿´ Ë®¾¿²ñÍ«¾«®¾¿² Number of Studies: 57 Avg. 1000 Sq. Ft. GFA: 892 Directional Distribution: 50% entering, 50% exiting Ì®«½µ Ì®·° Ù»²»®¿¬·±² °»® ïððð ͯò Ú¬ò ÙÚß Average Rate Range of Rates Standard Deviation 0.22 0.02 - 0.74 0.16 Ü¿¬¿ 䱬 ¿²¼ Û¯«¿¬·±² 0 1000 20000 200 400 600 800 ߪ»®¿¹» ο¬»Í¬«¼§ Í·¬» Ú·¬¬»¼ Ý«®ª» Û¯«¿¬·±²æ Ò±¬ Ù·ª»²Înã ööö X = 1000 Sq. Ft. GFA 179 Ø·¹¸óÝ«¾» Ì®¿²´±¿¼ ¿²¼ ͸±®¬óÌ»®³ ͬ±®¿¹» É¿®»¸±«» øïëì÷ Ì®«½µ Ì®·° Û²¼ ªæ ïððð ͯò Ú¬ò ÙÚß Ñ² ¿æ É»»µ¼¿§ô л¿µ ر«® ±º ß¼¶¿½»²¬ ͬ®»»¬ Ì®¿ºº·½ô Ѳ» ر«® Þ»¬©»»² é ¿²¼ ç ¿ò³ò Í»¬¬·²¹ñÔ±½¿¬·±²æ Ù»²»®¿´ Ë®¾¿²ñÍ«¾«®¾¿² Number of Studies: 90 Avg. 1000 Sq. Ft. GFA: 812 Directional Distribution: 49% entering, 51% exiting Ì®«½µ Ì®·° Ù»²»®¿¬·±² °»® ïððð ͯò Ú¬ò ÙÚß Average Rate Range of Rates Standard Deviation 0.02 0.00 - 0.06 0.01 Ü¿¬¿ 䱬 ¿²¼ Û¯«¿¬·±² 0 1000 2000 30000 20 40 60 80 ߪ»®¿¹» ο¬»Í¬«¼§ Í·¬» Ú·¬¬»¼ Ý«®ª» Û¯«¿¬·±²æ Ò±¬ Ù·ª»²Înã ööö X = 1000 Sq. Ft. GFA 180 Ø·¹¸óÝ«¾» Ì®¿²´±¿¼ ¿²¼ ͸±®¬óÌ»®³ ͬ±®¿¹» É¿®»¸±«» øïëì÷ Ì®«½µ Ì®·° Û²¼ ªæ ïððð ͯò Ú¬ò ÙÚß Ñ² ¿æ É»»µ¼¿§ô л¿µ ر«® ±º ß¼¶¿½»²¬ ͬ®»»¬ Ì®¿ºº·½ô Ѳ» ر«® Þ»¬©»»² ì ¿²¼ ê °ò³ò Í»¬¬·²¹ñÔ±½¿¬·±²æ Ù»²»®¿´ Ë®¾¿²ñÍ«¾«®¾¿² Number of Studies: 91 Avg. 1000 Sq. Ft. GFA: 807 Directional Distribution: 47% entering, 53% exiting Ì®«½µ Ì®·° Ù»²»®¿¬·±² °»® ïððð ͯò Ú¬ò ÙÚß Average Rate Range of Rates Standard Deviation 0.01 0.00 - 0.05 0.01 Ü¿¬¿ 䱬 ¿²¼ Û¯«¿¬·±² 0 1000 2000 30000 20 40 60 ߪ»®¿¹» ο¬»Í¬«¼§ Í·¬» Ú·¬¬»¼ Ý«®ª» Û¯«¿¬·±²æ Ò±¬ Ù·ª»²Înã ööö X = 1000 Sq. Ft. GFA 181 Trammell Crow Industrial – Plainfield, IL June 2023 FUTURE (2030) NO-BUILD CAPACITY REPORTS 182 HCM 6th Signalized Intersection Summary Future (2030) No-Build Traffic Projections 100: Ridge Road & Johnson Road/143rd Street Extension AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 1 1 5 60 1 90 5 690 95 125 535 5 Future Volume (veh/h) 1 1 5 60 1 90 5 690 95 125 535 5 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 907 1693 1870 1870 1870 1856 1737 1870 1841 1870 Adj Flow Rate, veh/h 1 1 5 63 1 95 5 726 100 132 563 5 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 2 67 14 2 2 2 3 11 2 4 2 Cap, veh/h 139 19 93 221 2 178 563 1255 996 476 1297 12 Arrive On Green 0.00 0.07 0.07 0.05 0.11 0.11 0.00 0.68 0.68 0.04 0.71 0.71 Sat Flow, veh/h 1781 271 1355 1612 17 1571 1781 1856 1472 1781 1822 16 Grp Volume(v), veh/h 1 0 6 63 0 96 5 726 100 132 0 568 Grp Sat Flow(s),veh/h/ln 1781 0 1626 1612 0 1588 1781 1856 1472 1781 0 1838 Q Serve(g_s), s 0.1 0.0 0.4 4.0 0.0 6.4 0.1 23.3 2.6 2.4 0.0 14.4 Cycle Q Clear(g_c), s 0.1 0.0 0.4 4.0 0.0 6.4 0.1 23.3 2.6 2.4 0.0 14.4 Prop In Lane 1.00 0.83 1.00 0.99 1.00 1.00 1.00 0.01 Lane Grp Cap(c), veh/h 139 0 111 221 0 180 563 1255 996 476 0 1309 V/C Ratio(X)0.01 0.00 0.05 0.28 0.00 0.53 0.01 0.58 0.10 0.28 0.00 0.43 Avail Cap(c_a), veh/h 273 0 261 270 0 255 691 1255 996 541 0 1309 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 0.70 0.70 0.70 0.85 0.00 0.85 Uniform Delay (d), s/veh 48.5 0.0 48.8 43.9 0.0 46.8 6.2 9.6 6.3 7.8 0.0 6.7 Incr Delay (d2), s/veh 0.0 0.0 0.2 0.7 0.0 2.4 0.0 1.4 0.1 0.3 0.0 0.9 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 0.0 0.0 0.3 2.8 0.0 4.6 0.1 11.5 1.3 1.2 0.0 7.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 48.6 0.0 49.0 44.6 0.0 49.3 6.2 11.0 6.4 8.0 0.0 7.6 LnGrp LOS D A D D A D A B A A A A Approach Vol, veh/h 7 159 831 700 Approach Delay, s/veh 48.9 47.4 10.4 7.7 Approach LOS D D B A Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 7.9 81.8 8.6 13.7 3.9 85.8 3.6 18.7 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), s 8.5 58.0 8.5 18.0 8.5 58.0 8.5 18.0 Max Q Clear Time (g_c+I1), s 4.4 25.3 6.0 2.4 2.1 16.4 2.1 8.4 Green Ext Time (p_c), s 0.1 5.1 0.0 0.0 0.0 3.4 0.0 0.2 Intersection Summary HCM 6th Ctrl Delay 12.9 HCM 6th LOS B 183 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 100: Ridge Road & Johnson Road/143rd Street Extension AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 1 1 5 60 1 90 5 690 95 125 535 5 Future Volume (veh/h) 1 1 5 60 1 90 5 690 95 125 535 5 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1870 1870 907 1693 1870 1870 1870 1856 1737 1870 1841 1870 Adj Flow Rate, veh/h 1 1 5 63 1 95 5 726 100 132 563 5 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 2 67 14 2 2 2 3 11 2 4 2 Opposing Right Turn Influence Yes No Yes No Cap, veh/h 139 19 93 221 2 178 563 1255 996 476 1297 12 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 Prop Arrive On Green 0.00 0.07 0.07 0.05 0.11 0.11 0.00 0.68 0.68 0.04 0.71 0.71 Unsig. Movement Delay Ln Grp Delay, s/veh 48.6 0.0 49.0 44.6 0.0 49.3 6.2 11.0 6.4 8.0 0.0 7.6 Ln Grp LOS D A D D A D A B A A A A Approach Vol, veh/h 7 159 831 700 Approach Delay, s/veh 48.9 47.4 10.4 7.7 Approach LOS D D B A Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 3.0 1.1 4.0 1.1 4.0 1.1 4.0 Phs Duration (G+Y+Rc), s 7.9 81.8 8.6 13.7 3.9 85.8 3.6 18.7 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green (Gmax), s 8.5 58.0 8.5 18.0 8.5 58.0 8.5 18.0 Max Allow Headway (MAH), s 3.6 4.6 3.7 5.5 3.6 4.7 3.8 5.2 Max Q Clear (g_c+l1), s 4.4 25.3 6.0 2.4 2.1 16.4 2.1 8.4 Green Ext Time (g_e), s 0.1 5.1 0.0 0.0 0.0 3.4 0.0 0.2 Prob of Phs Call (p_c)0.98 1.00 0.86 0.96 0.14 1.00 0.03 0.99 Prob of Max Out (p_x)0.63 0.01 1.00 0.00 0.00 0.00 0.00 0.04 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1781 1612 1781 1781 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1856 271 1822 17 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 1472 1355 16 1571 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 184 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 100: Ridge Road & Johnson Road/143rd Street Extension AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 3 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 132 0 63 0 5 0 1 0 Grp Sat Flow (s), veh/h/ln 1781 0 1612 0 1781 0 1781 0 Q Serve Time (g_s), s 2.4 0.0 4.0 0.0 0.1 0.0 0.1 0.0 Cycle Q Clear Time (g_c), s 2.4 0.0 4.0 0.0 0.1 0.0 0.1 0.0 Perm LT Sat Flow (s_l), veh/h/ln 728 0 1276 0 843 0 1300 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 77.8 0.0 9.7 0.0 75.8 0.0 7.7 0.0 Perm LT Serve Time (g_u), s 52.5 0.0 7.3 0.0 65.3 0.0 6.3 0.0 Perm LT Q Serve Time (g_ps), s 5.6 0.0 0.1 0.0 0.1 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 476 0 221 0 563 0 139 0 V/C Ratio (X)0.28 0.00 0.28 0.00 0.01 0.00 0.01 0.00 Avail Cap (c_a), veh/h 541 0 270 0 691 0 273 0 Upstream Filter (I)0.85 0.00 1.00 0.00 0.70 0.00 1.00 0.00 Uniform Delay (d1), s/veh 7.8 0.0 43.9 0.0 6.2 0.0 48.5 0.0 Incr Delay (d2), s/veh 0.3 0.0 0.7 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 8.0 0.0 44.6 0.0 6.2 0.0 48.6 0.0 1st-Term Q (Q1), veh/ln 0.6 0.0 1.5 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 0.00 1.80 0.00 1.80 0.00 1.80 0.00 %ile Back of Q (95%), veh/ln 1.2 0.0 2.8 0.0 0.1 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.11 0.00 0.37 0.00 0.01 0.00 0.01 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T Lanes in Grp 0 1 0 0 0 0 0 0 Grp Vol (v), veh/h 0 726 0 0 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 1856 0 0 0 0 0 0 Q Serve Time (g_s), s 0.0 23.3 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 23.3 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 0 1255 0 0 0 0 0 0 V/C Ratio (X)0.00 0.58 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 1255 0 0 0 0 0 0 Upstream Filter (I)0.00 0.70 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 9.6 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 1.4 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 11.0 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 7.2 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.5 0.0 0.0 0.0 0.0 0.0 0.0 185 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 100: Ridge Road & Johnson Road/143rd Street Extension AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 4 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.49 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (95%), veh/ln 0.0 11.5 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.06 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment R T+R T+R T+R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 100 0 6 0 568 0 96 Grp Sat Flow (s), veh/h/ln 0 1472 0 1626 0 1838 0 1588 Q Serve Time (g_s), s 0.0 2.6 0.0 0.4 0.0 14.4 0.0 6.4 Cycle Q Clear Time (g_c), s 0.0 2.6 0.0 0.4 0.0 14.4 0.0 6.4 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 1.00 0.00 0.83 0.00 0.01 0.00 0.99 Lane Grp Cap (c), veh/h 0 996 0 111 0 1309 0 180 V/C Ratio (X)0.00 0.10 0.00 0.05 0.00 0.43 0.00 0.53 Avail Cap (c_a), veh/h 0 996 0 261 0 1309 0 255 Upstream Filter (I)0.00 0.70 0.00 1.00 0.00 0.85 0.00 1.00 Uniform Delay (d1), s/veh 0.0 6.3 0.0 48.8 0.0 6.7 0.0 46.8 Incr Delay (d2), s/veh 0.0 0.1 0.0 0.2 0.0 0.9 0.0 2.4 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 6.4 0.0 49.0 0.0 7.6 0.0 49.3 1st-Term Q (Q1), veh/ln 0.0 0.7 0.0 0.2 0.0 4.1 0.0 2.5 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.3 0.0 0.1 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.80 0.00 1.80 0.00 1.72 0.00 1.80 %ile Back of Q (95%), veh/ln 0.0 1.3 0.0 0.3 0.0 7.6 0.0 4.6 %ile Storage Ratio (RQ%)0.00 0.14 0.00 0.00 0.00 0.06 0.00 0.05 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 12.9 HCM 6th LOS B 186 HCM 6th Signalized Intersection Summary Future (2030) No-Build Traffic Projections 200: Ridge Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 45 325 10 75 240 290 15 470 155 315 285 10 Future Volume (veh/h) 45 325 10 75 240 290 15 470 155 315 285 10 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1826 1922 1870 1841 1906 1870 1781 1891 1856 1841 1875 1870 Adj Flow Rate, veh/h 47 342 11 79 253 305 16 495 163 332 300 11 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 5 2 4 6 2 8 7 3 4 8 2 Cap, veh/h 230 449 387 216 479 598 513 800 740 452 1010 901 Arrive On Green 0.03 0.23 0.23 0.05 0.25 0.25 0.01 0.42 0.42 0.13 0.54 0.54 Sat Flow, veh/h 1739 1922 1585 1753 1906 1585 1697 1891 1572 1753 1875 1585 Grp Volume(v), veh/h 47 342 11 79 253 305 16 495 163 332 300 11 Grp Sat Flow(s),veh/h/ln1739 1922 1585 1753 1906 1585 1697 1891 1572 1753 1875 1585 Q Serve(g_s), s 2.3 18.6 0.6 3.8 12.8 16.6 0.6 22.9 6.9 11.3 9.8 0.3 Cycle Q Clear(g_c), s 2.3 18.6 0.6 3.8 12.8 16.6 0.6 22.9 6.9 11.3 9.8 0.3 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 230 449 387 216 479 598 513 800 740 452 1010 901 V/C Ratio(X)0.20 0.76 0.03 0.37 0.53 0.51 0.03 0.62 0.22 0.73 0.30 0.01 Avail Cap(c_a), veh/h 326 755 639 282 749 822 624 800 740 615 1010 901 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 0.88 0.88 0.88 1.00 1.00 1.00 0.92 0.92 0.92 Uniform Delay (d), s/veh31.8 40.0 32.2 31.7 36.2 26.9 18.1 25.2 17.5 17.8 14.2 10.5 Incr Delay (d2), s/veh 0.4 11.6 0.1 0.9 3.6 2.7 0.0 3.6 0.7 2.8 0.7 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/ln1.7 14.8 0.4 2.8 9.9 10.1 0.4 15.4 4.3 8.0 7.5 0.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 32.2 51.6 32.4 32.6 39.8 29.6 18.2 28.8 18.2 20.6 14.9 10.5 LnGrp LOS C D C C D C B C B C B B Approach Vol, veh/h 400 637 674 643 Approach Delay, s/veh 48.8 34.0 26.0 17.8 Approach LOS D C C B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s17.6 53.4 8.8 32.2 4.7 66.3 6.8 34.2 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), s24.5 15.0 9.5 44.0 8.5 31.0 9.5 44.0 Max Q Clear Time (g_c+I1), s13.3 24.9 5.8 20.6 2.6 11.8 4.3 18.6 Green Ext Time (p_c), s 0.8 0.0 0.0 5.6 0.0 4.8 0.0 8.4 Intersection Summary HCM 6th Ctrl Delay 29.8 HCM 6th LOS C 187 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 200: Ridge Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 45 325 10 75 240 290 15 470 155 315 285 10 Future Volume (veh/h) 45 325 10 75 240 290 15 470 155 315 285 10 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1826 1922 1870 1841 1906 1870 1781 1891 1856 1841 1875 1870 Adj Flow Rate, veh/h 47 342 11 79 253 305 16 495 163 332 300 11 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 5 2 4 6 2 8 7 3 4 8 2 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 230 449 387 216 479 598 513 800 740 452 1010 901 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 Prop Arrive On Green 0.03 0.23 0.23 0.05 0.25 0.25 0.01 0.42 0.42 0.13 0.54 0.54 Unsig. Movement Delay Ln Grp Delay, s/veh 32.2 51.6 32.4 32.6 39.8 29.6 18.2 28.8 18.2 20.6 14.9 10.5 Ln Grp LOS C D C C D C B C B C B B Approach Vol, veh/h 400 637 674 643 Approach Delay, s/veh 48.8 34.0 26.0 17.8 Approach LOS D C C B Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 3.0 1.1 3.0 1.1 3.0 1.1 3.0 Phs Duration (G+Y+Rc), s 17.6 53.4 8.8 32.2 4.7 66.3 6.8 34.2 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green (Gmax), s 24.5 15.0 9.5 44.0 8.5 31.0 9.5 44.0 Max Allow Headway (MAH), s 3.8 8.5 3.7 8.7 3.7 9.2 3.7 8.3 Max Q Clear (g_c+l1), s 13.3 24.9 5.8 20.6 2.6 11.8 4.3 18.6 Green Ext Time (g_e), s 0.8 0.0 0.0 5.6 0.0 4.8 0.0 8.4 Prob of Phs Call (p_c)1.00 1.00 0.91 1.00 0.39 1.00 0.77 1.00 Prob of Max Out (p_x)0.01 1.00 0.92 0.14 0.01 0.26 0.11 0.22 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1753 1753 1697 1739 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1891 1922 1875 1906 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 1572 1585 1585 1585 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 188 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 200: Ridge Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 7 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 332 0 79 0 16 0 47 0 Grp Sat Flow (s), veh/h/ln 1753 0 1753 0 1697 0 1739 0 Q Serve Time (g_s), s 11.3 0.0 3.8 0.0 0.6 0.0 2.3 0.0 Cycle Q Clear Time (g_c), s 11.3 0.0 3.8 0.0 0.6 0.0 2.3 0.0 Perm LT Sat Flow (s_l), veh/h/ln 764 0 1012 0 1018 0 831 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 49.4 0.0 26.7 0.0 47.4 0.0 26.2 0.0 Perm LT Serve Time (g_u), s 24.5 0.0 7.6 0.0 47.4 0.0 15.3 0.0 Perm LT Q Serve Time (g_ps), s 19.2 0.0 1.6 0.0 0.0 0.0 0.6 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 452 0 216 0 513 0 230 0 V/C Ratio (X)0.73 0.00 0.37 0.00 0.03 0.00 0.20 0.00 Avail Cap (c_a), veh/h 615 0 282 0 624 0 326 0 Upstream Filter (I)0.92 0.00 0.88 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d1), s/veh 17.8 0.0 31.7 0.0 18.1 0.0 31.8 0.0 Incr Delay (d2), s/veh 2.8 0.0 0.9 0.0 0.0 0.0 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 Control Delay (d), s/veh 20.6 0.0 32.6 0.0 18.2 0.0 32.2 0.0 1st-Term Q (Q1), veh/ln 4.3 0.0 1.5 0.0 0.2 0.0 0.9 0.0 2nd-Term Q (Q2), veh/ln 0.3 0.0 0.1 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.73 0.00 1.80 0.00 1.80 0.00 1.80 0.00 %ile Back of Q (95%), veh/ln 8.0 0.0 2.8 0.0 0.4 0.0 1.7 0.0 %ile Storage Ratio (RQ%)0.69 0.00 0.30 0.00 0.04 0.00 0.40 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T T T T Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 495 0 342 0 300 0 253 Grp Sat Flow (s), veh/h/ln 0 1891 0 1922 0 1875 0 1906 Q Serve Time (g_s), s 0.0 22.9 0.0 18.6 0.0 9.8 0.0 12.8 Cycle Q Clear Time (g_c), s 0.0 22.9 0.0 18.6 0.0 9.8 0.0 12.8 Lane Grp Cap (c), veh/h 0 800 0 449 0 1010 0 479 V/C Ratio (X)0.00 0.62 0.00 0.76 0.00 0.30 0.00 0.53 Avail Cap (c_a), veh/h 0 800 0 755 0 1010 0 749 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 0.92 0.00 0.88 Uniform Delay (d1), s/veh 0.0 25.2 0.0 40.0 0.0 14.2 0.0 36.2 Incr Delay (d2), s/veh 0.0 3.6 0.0 11.6 0.0 0.7 0.0 3.6 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 28.8 0.0 51.6 0.0 14.9 0.0 39.8 1st-Term Q (Q1), veh/ln 0.0 9.3 0.0 8.2 0.0 4.1 0.0 5.6 2nd-Term Q (Q2), veh/ln 0.0 0.8 0.0 1.4 0.0 0.2 0.0 0.5 189 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 200: Ridge Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 8 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.51 0.00 1.53 0.00 1.76 0.00 1.62 %ile Back of Q (95%), veh/ln 0.0 15.4 0.0 14.8 0.0 7.5 0.0 9.9 %ile Storage Ratio (RQ%)0.00 0.28 0.00 0.10 0.00 0.04 0.00 0.10 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment R R R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 163 0 11 0 11 0 305 Grp Sat Flow (s), veh/h/ln 0 1572 0 1585 0 1585 0 1585 Q Serve Time (g_s), s 0.0 6.9 0.0 0.6 0.0 0.3 0.0 16.6 Cycle Q Clear Time (g_c), s 0.0 6.9 0.0 0.6 0.0 0.3 0.0 16.6 Prot RT Sat Flow (s_R), veh/h/ln 0.0 1572.5 0.0 1585.1 0.0 1585.1 0.0 1585.1 Prot RT Eff Green (g_R), s 0.0 5.3 0.0 1.2 0.0 3.3 0.0 14.1 Prop RT Outside Lane (P_R) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Lane Grp Cap (c), veh/h 0 740 0 387 0 901 0 598 V/C Ratio (X)0.00 0.22 0.00 0.03 0.00 0.01 0.00 0.51 Avail Cap (c_a), veh/h 0 740 0 639 0 901 0 822 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 0.92 0.00 0.88 Uniform Delay (d1), s/veh 0.0 17.5 0.0 32.2 0.0 10.5 0.0 26.9 Incr Delay (d2), s/veh 0.0 0.7 0.0 0.1 0.0 0.0 0.0 2.7 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 18.2 0.0 32.4 0.0 10.5 0.0 29.6 1st-Term Q (Q1), veh/ln 0.0 2.3 0.0 0.2 0.0 0.1 0.0 5.8 2nd-Term Q (Q2), veh/ln 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.5 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.80 0.00 1.80 0.00 1.80 0.00 1.62 %ile Back of Q (95%), veh/ln 0.0 4.3 0.0 0.4 0.0 0.2 0.0 10.1 %ile Storage Ratio (RQ%)0.00 0.37 0.00 0.10 0.00 0.02 0.00 1.07 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 29.8 HCM 6th LOS C 190 HCM 6th Signalized Intersection Summary Future (2030) No-Build Traffic Projections 300: Ridge Road & Plainfield Road AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 9 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 90 375 395 385 290 50 Future Volume (veh/h) 90 375 395 385 290 50 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1841 1841 1969 1870 1969 Adj Flow Rate, veh/h 95 395 416 405 305 53 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 4 4 2 2 2 Cap, veh/h 473 717 591 1027 497 443 Arrive On Green 0.27 0.27 0.19 0.52 0.27 0.27 Sat Flow, veh/h 1781 1560 1753 1969 1870 1668 Grp Volume(v), veh/h 95 395 416 405 305 53 Grp Sat Flow(s),veh/h/ln1781 1560 1753 1969 1870 1668 Q Serve(g_s), s 2.3 10.3 8.9 7.0 8.1 1.4 Cycle Q Clear(g_c), s 2.3 10.3 8.9 7.0 8.1 1.4 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 473 717 591 1027 497 443 V/C Ratio(X)0.20 0.55 0.70 0.39 0.61 0.12 Avail Cap(c_a), veh/h 505 745 608 1814 1226 1094 HCM Platoon Ratio 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 Uniform Delay (d), s/veh16.1 11.0 11.0 8.1 18.2 15.7 Incr Delay (d2), s/veh 0.2 0.8 3.6 0.2 1.2 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln1.5 0.3 4.8 3.3 5.2 0.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 16.3 11.8 14.5 8.4 19.4 15.8 LnGrp LOS B B B A B B Approach Vol, veh/h 490 821 358 Approach Delay, s/veh 12.7 11.5 18.9 Approach LOS B B B Timer - Assigned Phs 2 4 5 6 Phs Duration (G+Y+Rc), s 35.4 21.0 14.4 21.0 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green Setting (Gmax), s 52.0 16.0 11.5 37.0 Max Q Clear Time (g_c+I1), s 9.0 12.3 10.9 10.1 Green Ext Time (p_c), s 2.2 0.6 0.1 1.7 Intersection Summary HCM 6th Ctrl Delay 13.4 HCM 6th LOS B 191 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 300: Ridge Road & Plainfield Road AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 10 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 90 375 395 385 290 50 Future Volume (veh/h) 90 375 395 385 290 50 Number 7 14 5 2 6 16 Initial Q, veh 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1870 1841 1841 1969 1870 1969 Adj Flow Rate, veh/h 95 395 416 405 305 53 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 4 4 2 2 2 Opposing Right Turn Influence Yes Yes Cap, veh/h 473 717 591 1027 497 443 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.27 0.27 0.19 0.52 0.27 0.27 Unsig. Movement Delay Ln Grp Delay, s/veh 16.3 11.8 14.5 8.4 19.4 15.8 Ln Grp LOS B B B A B B Approach Vol, veh/h 490 821 358 Approach Delay, s/veh 12.7 11.5 18.9 Approach LOS B B B Timer:1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 Case No 4.0 9.0 1.2 7.0 Phs Duration (G+Y+Rc), s 35.4 21.0 14.4 21.0 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green (Gmax), s 52.0 16.0 11.5 37.0 Max Allow Headway (MAH), s 4.7 3.9 3.7 4.6 Max Q Clear (g_c+l1), s 9.0 12.3 10.9 10.1 Green Ext Time (g_e), s 2.2 0.6 0.1 1.7 Prob of Phs Call (p_c)1.00 1.00 1.00 1.00 Prob of Max Out (p_x)0.00 1.00 1.00 0.00 Left-Turn Movement Data Assigned Mvmt 7 5 1 Mvmt Sat Flow, veh/h 1781 1753 0 Through Movement Data Assigned Mvmt 2 4 6 Mvmt Sat Flow, veh/h 1969 0 1870 Right-Turn Movement Data Assigned Mvmt 12 14 16 Mvmt Sat Flow, veh/h 0 1560 1668 Left Lane Group Data Assigned Mvmt 0 0 0 7 5 1 0 0 Lane Assignment LL (Pr/Pm) 192 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 300: Ridge Road & Plainfield Road AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 11 Lanes in Grp 0 0 0 1 1 0 0 0 Grp Vol (v), veh/h 0 0 0 95 416 0 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 1781 1753 0 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 2.3 8.9 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 2.3 8.9 0.0 0.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 0 0 0 1781 1007 0 0 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 0.0 0.0 0.0 0.0 17.0 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 6.9 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 0.0 0.0 0.0 0.0 6.9 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 15.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)0.00 0.00 0.00 1.00 1.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 0 0 473 591 0 0 0 V/C Ratio (X)0.00 0.00 0.00 0.20 0.70 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 505 608 0 0 0 Upstream Filter (I)0.00 0.00 0.00 1.00 1.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 16.1 11.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.2 3.6 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 16.3 14.5 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.8 2.1 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.6 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 0.00 0.00 1.80 1.80 1.00 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 1.5 4.8 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.17 0.42 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 0 Lane Assignment T T Lanes in Grp 0 1 0 0 0 1 0 0 Grp Vol (v), veh/h 0 405 0 0 0 305 0 0 Grp Sat Flow (s), veh/h/ln 0 1969 0 0 0 1870 0 0 Q Serve Time (g_s), s 0.0 7.0 0.0 0.0 0.0 8.1 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 7.0 0.0 0.0 0.0 8.1 0.0 0.0 Lane Grp Cap (c), veh/h 0 1027 0 0 0 497 0 0 V/C Ratio (X)0.00 0.39 0.00 0.00 0.00 0.61 0.00 0.00 Avail Cap (c_a), veh/h 0 1814 0 0 0 1226 0 0 Upstream Filter (I)0.00 1.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 8.1 0.0 0.0 0.0 18.2 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.2 0.0 0.0 0.0 1.2 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 8.4 0.0 0.0 0.0 19.4 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 1.8 0.0 0.0 0.0 2.7 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.1 0.0 0.0 0.0 0.2 0.0 0.0 193 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 300: Ridge Road & Plainfield Road AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 12 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.80 0.00 1.00 0.00 1.80 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 3.3 0.0 0.0 0.0 5.2 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.03 0.00 0.00 0.00 0.09 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 0 Lane Assignment R R Lanes in Grp 0 0 0 1 0 1 0 0 Grp Vol (v), veh/h 0 0 0 395 0 53 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 1560 0 1668 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 10.3 0.0 1.4 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 10.3 0.0 1.4 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 1559.9 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 10.9 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.00 0.00 1.00 0.00 1.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 0 0 717 0 443 0 0 V/C Ratio (X)0.00 0.00 0.00 0.55 0.00 0.12 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 745 0 1094 0 0 Upstream Filter (I)0.00 0.00 0.00 1.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 11.0 0.0 15.7 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.8 0.0 0.1 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 11.8 0.0 15.8 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.2 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.80 0.00 1.80 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 0.3 0.0 0.8 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.00 0.00 0.09 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 13.4 HCM 6th LOS B 194 HCM 6th TWSC Future (2030) No-Build Traffic Projections 400: Ridge Road & Grande Park Boulevard/135th Street AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 13 Intersection Int Delay, s/veh 4.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 10 30 10 70 30 25 35 355 85 25 260 15 Future Vol, veh/h 10 30 10 70 30 25 35 355 85 25 260 15 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 65 - - 80 - - 225 - - 220 - - 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 12 2 4 6 9 3 2 6 4 2 11 Mvmt Flow 11 32 11 74 32 26 37 374 89 26 274 16 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 856 871 282 849 835 419 290 0 0 463 0 0 Stage 1 334 334 - 493 493 - - - - - - - Stage 2 522 537 - 356 342 - - - - - - - Critical Hdwy 7.12 6.62 6.22 7.14 6.56 6.29 4.13 - - 4.14 - - Critical Hdwy Stg 1 6.12 5.62 - 6.14 5.56 - - - - - - - Critical Hdwy Stg 2 6.12 5.62 - 6.14 5.56 - - - - - - - Follow-up Hdwy 3.518 4.108 3.318 3.536 4.054 3.381 2.227 - - 2.236 - - Pot Cap-1 Maneuver 278 279 757 279 299 619 1266 - - 1088 - - Stage 1 680 626 - 554 540 - - - - - - - Stage 2 538 507 - 657 631 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 234 264 757 240 283 619 1266 - - 1088 - - Mov Cap-2 Maneuver 234 264 - 240 283 - - - - - - - Stage 1 660 611 - 538 524 - - - - - - - Stage 2 470 492 - 600 616 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 18.8 22 0.6 0.7 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1266 - - 234 315 240 376 1088 - - HCM Lane V/C Ratio 0.029 - - 0.045 0.134 0.307 0.154 0.024 - - HCM Control Delay (s)7.9 -- 21.1 18.2 26.5 16.3 8.4 - - HCM Lane LOS A - - C C D C A - - HCM 95th %tile Q(veh)0.1 - - 0.1 0.5 1.3 0.5 0.1 - - 195 HCM 6th Signalized Intersection Summary Future (2030) No-Build Traffic Projections 500: Wallin Drive/US Route 30 & 143rd Street AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 14 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 205 485 30 20 270 105 30 345 60 250 300 135 Future Volume (veh/h) 205 485 30 20 270 105 30 345 60 250 300 135 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1737 1530 1781 1633 1485 1841 1841 1752 1707 1826 1856 Adj Flow Rate, veh/h 216 511 32 21 284 111 32 363 63 263 316 142 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 11 25 8 18 28 4 4 10 13 5 3 Cap, veh/h 266 543 34 118 268 105 327 516 90 388 528 237 Arrive On Green 0.11 0.34 0.34 0.00 0.08 0.08 0.02 0.34 0.34 0.12 0.44 0.44 Sat Flow, veh/h 1781 1617 101 1697 1118 437 1753 1528 265 1626 1193 536 Grp Volume(v), veh/h 216 0 543 21 0 395 32 0 426 263 0 458 Grp Sat Flow(s),veh/h/ln 1781 0 1719 1697 0 1555 1753 0 1793 1626 0 1729 Q Serve(g_s), s 8.7 0.0 30.7 0.9 0.0 24.0 1.2 0.0 20.6 10.0 0.0 20.1 Cycle Q Clear(g_c), s 8.7 0.0 30.7 0.9 0.0 24.0 1.2 0.0 20.6 10.0 0.0 20.1 Prop In Lane 1.00 0.06 1.00 0.28 1.00 0.15 1.00 0.31 Lane Grp Cap(c), veh/h 266 0 577 118 0 373 327 0 605 388 0 765 V/C Ratio(X)0.81 0.00 0.94 0.18 0.00 1.06 0.10 0.00 0.70 0.68 0.00 0.60 Avail Cap(c_a), veh/h 330 0 577 342 0 373 425 0 605 472 0 765 HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.78 0.00 0.78 0.80 0.00 0.80 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 26.0 0.0 32.3 30.8 0.0 46.0 21.6 0.0 28.8 19.7 0.0 21.2 Incr Delay (d2), s/veh 9.4 0.0 20.1 0.6 0.0 58.1 0.1 0.0 6.7 2.9 0.0 3.4 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 7.1 0.0 20.7 0.7 0.0 22.5 0.9 0.0 14.4 6.6 0.0 12.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 35.5 0.0 52.4 31.4 0.0 104.1 21.7 0.0 35.5 22.6 0.0 24.6 LnGrp LOS D A D C A F C A D C A C Approach Vol, veh/h 759 416 458 721 Approach Delay, s/veh 47.6 100.4 34.5 23.9 Approach LOS D F C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.9 39.8 4.8 39.6 5.4 50.2 14.4 30.0 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 17.5 25.0 14.5 24.0 7.5 35.0 14.5 24.0 Max Q Clear Time (g_c+I1), s 12.0 22.6 2.9 32.7 3.2 22.1 10.7 26.0 Green Ext Time (p_c), s 0.4 0.6 0.0 0.0 0.0 2.1 0.2 0.0 Intersection Summary HCM 6th Ctrl Delay 47.1 HCM 6th LOS D 196 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 500: Wallin Drive/US Route 30 & 143rd Street AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 15 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 205 485 30 20 270 105 30 345 60 250 300 135 Future Volume (veh/h) 205 485 30 20 270 105 30 345 60 250 300 135 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1870 1737 1530 1781 1633 1485 1841 1841 1752 1707 1826 1856 Adj Flow Rate, veh/h 216 511 32 21 284 111 32 363 63 263 316 142 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 11 25 8 18 28 4 4 10 13 5 3 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 266 543 34 118 268 105 327 516 90 388 528 237 HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.11 0.34 0.34 0.00 0.08 0.08 0.02 0.34 0.34 0.12 0.44 0.44 Unsig. Movement Delay Ln Grp Delay, s/veh 35.5 0.0 52.4 31.4 0.0 104.1 21.7 0.0 35.5 22.6 0.0 24.6 Ln Grp LOS D A D C A F C A D C A C Approach Vol, veh/h 759 416 458 721 Approach Delay, s/veh 47.6 100.4 34.5 23.9 Approach LOS D F C C Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 4.0 1.1 4.0 1.1 4.0 1.1 4.0 Phs Duration (G+Y+Rc), s 15.9 39.8 4.8 39.6 5.4 50.2 14.4 30.0 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green (Gmax), s 17.5 25.0 14.5 24.0 7.5 35.0 14.5 24.0 Max Allow Headway (MAH), s 3.7 5.0 3.7 5.0 3.7 4.9 3.7 5.1 Max Q Clear (g_c+l1), s 12.0 22.6 2.9 32.7 3.2 22.1 10.7 26.0 Green Ext Time (g_e), s 0.4 0.6 0.0 0.0 0.0 2.1 0.2 0.0 Prob of Phs Call (p_c)1.00 1.00 0.44 1.00 0.59 1.00 1.00 1.00 Prob of Max Out (p_x)0.29 1.00 0.00 1.00 0.39 0.09 0.93 1.00 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1626 1697 1753 1781 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1528 1617 1193 1118 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 265 101 536 437 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 197 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 500: Wallin Drive/US Route 30 & 143rd Street AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 16 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 263 0 21 0 32 0 216 0 Grp Sat Flow (s), veh/h/ln 1626 0 1697 0 1753 0 1781 0 Q Serve Time (g_s), s 10.0 0.0 0.9 0.0 1.2 0.0 8.7 0.0 Cycle Q Clear Time (g_c), s 10.0 0.0 0.9 0.0 1.2 0.0 8.7 0.0 Perm LT Sat Flow (s_l), veh/h/ln 878 0 822 0 919 0 989 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 35.8 0.0 24.0 0.0 33.8 0.0 26.0 0.0 Perm LT Serve Time (g_u), s 13.1 0.0 2.9 0.0 24.1 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 9.7 0.0 0.6 0.0 0.3 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 388 0 118 0 327 0 266 0 V/C Ratio (X)0.68 0.00 0.18 0.00 0.10 0.00 0.81 0.00 Avail Cap (c_a), veh/h 472 0 342 0 425 0 330 0 Upstream Filter (I)1.00 0.00 0.80 0.00 1.00 0.00 0.78 0.00 Uniform Delay (d1), s/veh 19.7 0.0 30.8 0.0 21.6 0.0 26.0 0.0 Incr Delay (d2), s/veh 2.9 0.0 0.6 0.0 0.1 0.0 9.4 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 22.6 0.0 31.4 0.0 21.7 0.0 35.5 0.0 1st-Term Q (Q1), veh/ln 3.3 0.0 0.4 0.0 0.5 0.0 3.4 0.0 2nd-Term Q (Q2), veh/ln 0.3 0.0 0.0 0.0 0.0 0.0 0.7 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 0.00 1.80 0.00 1.80 0.00 1.71 0.00 %ile Back of Q (95%), veh/ln 6.6 0.0 0.7 0.0 0.9 0.0 7.1 0.0 %ile Storage Ratio (RQ%)0.50 0.00 0.11 0.00 0.15 0.00 1.28 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment Lanes in Grp 0 0 0 0 0 0 0 0 Grp Vol (v), veh/h 0 0 0 0 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 0 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 0 0 0 0 0 0 0 0 V/C Ratio (X)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 0 0 0 0 0 Upstream Filter (I)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 198 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 500: Wallin Drive/US Route 30 & 143rd Street AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 17 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R T+R T+R T+R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 426 0 543 0 458 0 395 Grp Sat Flow (s), veh/h/ln 0 1793 0 1719 0 1729 0 1555 Q Serve Time (g_s), s 0.0 20.6 0.0 30.7 0.0 20.1 0.0 24.0 Cycle Q Clear Time (g_c), s 0.0 20.6 0.0 30.7 0.0 20.1 0.0 24.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.15 0.00 0.06 0.00 0.31 0.00 0.28 Lane Grp Cap (c), veh/h 0 605 0 577 0 765 0 373 V/C Ratio (X)0.00 0.70 0.00 0.94 0.00 0.60 0.00 1.06 Avail Cap (c_a), veh/h 0 605 0 577 0 765 0 373 Upstream Filter (I)0.00 1.00 0.00 0.78 0.00 1.00 0.00 0.80 Uniform Delay (d1), s/veh 0.0 28.8 0.0 32.3 0.0 21.2 0.0 46.0 Incr Delay (d2), s/veh 0.0 6.7 0.0 20.1 0.0 3.4 0.0 58.1 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 35.5 0.0 52.4 0.0 24.6 0.0 104.1 1st-Term Q (Q1), veh/ln 0.0 8.3 0.0 11.8 0.0 7.3 0.0 9.9 2nd-Term Q (Q2), veh/ln 0.0 1.1 0.0 3.2 0.0 0.7 0.0 6.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.53 0.00 1.37 0.00 1.58 0.00 1.41 %ile Back of Q (95%), veh/ln 0.0 14.4 0.0 20.7 0.0 12.7 0.0 22.5 %ile Storage Ratio (RQ%)0.00 0.10 0.00 0.11 0.00 0.09 0.00 0.25 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 5.5 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.3 Intersection Summary HCM 6th Ctrl Delay 47.1 HCM 6th LOS D 199 HCM 6th Signalized Intersection Summary Future (2030) No-Build Traffic Projections 600: Steiner Road/Entrance & 143rd Street AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 18 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 1 210 35 100 265 1 85 1 330 1 1 1 Future Volume (veh/h) 1 210 35 100 265 1 85 1 330 1 1 1 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1530 1559 1945 1699 418 1856 1945 1870 418 418 1870 Adj Flow Rate, veh/h 1 221 37 105 279 1 89 1 347 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 25 23 2 18 100 3 2 2 100 100 2 Cap, veh/h 418 394 66 450 621 2 605 6 496 123 45 35 Arrive On Green 0.00 0.31 0.31 0.06 0.37 0.37 0.31 0.31 0.31 0.31 0.31 0.31 Sat Flow, veh/h 1781 1277 214 1853 1691 6 1463 19 1585 78 144 111 Grp Volume(v), veh/h 1 0 258 105 0 280 90 0 347 3 0 0 Grp Sat Flow(s),veh/h/ln1781 0 1491 1853 0 1697 1482 0 1585 334 0 0 Q Serve(g_s), s 0.0 0.0 7.0 1.8 0.0 6.1 1.8 0.0 9.4 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 0.0 7.0 1.8 0.0 6.1 2.1 0.0 9.4 0.3 0.0 0.0 Prop In Lane 1.00 0.14 1.00 0.00 0.99 1.00 0.33 0.33 Lane Grp Cap(c), veh/h 418 0 460 450 0 623 611 0 496 203 0 0 V/C Ratio(X)0.00 0.00 0.56 0.23 0.00 0.45 0.15 0.00 0.70 0.01 0.00 0.00 Avail Cap(c_a), veh/h 652 0 1104 625 0 1291 1393 0 1336 370 0 0 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 0.00 Uniform Delay (d), s/veh11.7 0.0 14.1 10.2 0.0 11.7 12.2 0.0 14.7 11.6 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 4.9 0.3 0.0 2.3 0.2 0.0 3.8 0.1 0.0 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/ln0.0 0.0 4.4 1.0 0.0 3.7 1.1 0.0 6.2 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 11.7 0.0 18.9 10.5 0.0 14.0 12.4 0.0 18.5 11.6 0.0 0.0 LnGrp LOS B A B B A B B A B B A A Approach Vol, veh/h 259 385 437 3 Approach Delay, s/veh 18.9 13.0 17.2 11.6 Approach LOS B B B B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s6.4 21.0 21.2 3.5 23.9 21.2 Change Period (Y+Rc), s 3.5 6.0 6.0 3.5 6.0 6.0 Max Green Setting (Gmax), s7.5 36.0 41.0 6.5 37.0 41.0 Max Q Clear Time (g_c+I1), s3.8 9.0 11.4 2.0 8.1 2.3 Green Ext Time (p_c), s 0.1 4.4 3.9 0.0 4.9 0.0 Intersection Summary HCM 6th Ctrl Delay 16.1 HCM 6th LOS B 200 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 600: Steiner Road/Entrance & 143rd Street AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 19 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 1 210 35 100 265 1 85 1 330 1 1 1 Future Volume (veh/h) 1 210 35 100 265 1 85 1 330 1 1 1 Number 5 2 12 1 6 16 7 4 14 3 8 18 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1870 1530 1559 1945 1699 418 1856 1945 1870 418 418 1870 Adj Flow Rate, veh/h 1 221 37 105 279 1 89 1 347 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 25 23 2 18 100 3 2 2 100 100 2 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 418 394 66 450 621 2 605 6 496 123 45 35 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 Prop Arrive On Green 0.00 0.31 0.31 0.06 0.37 0.37 0.31 0.31 0.31 0.31 0.31 0.31 Unsig. Movement Delay Ln Grp Delay, s/veh 11.7 0.0 18.9 10.5 0.0 14.0 12.4 0.0 18.5 11.6 0.0 0.0 Ln Grp LOS B A B B A B B A B B A A Approach Vol, veh/h 259 385 437 3 Approach Delay, s/veh 18.9 13.0 17.2 11.6 Approach LOS B B B B Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Case No 1.1 4.0 7.0 1.1 4.0 8.0 Phs Duration (G+Y+Rc), s 6.4 21.0 21.2 3.5 23.9 21.2 Change Period (Y+Rc), s 3.5 6.0 6.0 3.5 6.0 6.0 Max Green (Gmax), s 7.5 36.0 41.0 6.5 37.0 41.0 Max Allow Headway (MAH), s 3.7 9.0 6.1 3.7 9.0 8.2 Max Q Clear (g_c+l1), s 3.8 9.0 11.4 2.0 8.1 2.3 Green Ext Time (g_e), s 0.1 4.4 3.9 0.0 4.9 0.0 Prob of Phs Call (p_c)0.76 1.00 1.00 0.01 1.00 1.00 Prob of Max Out (p_x)0.96 0.05 0.01 0.08 0.04 0.00 Left-Turn Movement Data Assigned Mvmt 1 7 5 3 Mvmt Sat Flow, veh/h 1853 1463 1781 78 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1277 19 1691 144 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 214 1585 6 111 Left Lane Group Data Assigned Mvmt 1 0 0 7 5 0 0 3 Lane Assignment L (Pr/Pm)L+TL (Pr/Pm)L+T+R 201 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 600: Steiner Road/Entrance & 143rd Street AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 20 Lanes in Grp 1 0 0 1 1 0 0 1 Grp Vol (v), veh/h 105 0 0 90 1 0 0 3 Grp Sat Flow (s), veh/h/ln 1853 0 0 1482 1781 0 0 334 Q Serve Time (g_s), s 1.8 0.0 0.0 1.8 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 1.8 0.0 0.0 2.1 0.0 0.0 0.0 0.3 Perm LT Sat Flow (s_l), veh/h/ln 1166 0 0 1437 1099 0 0 1049 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 1854 0 0 0 0 Perm LT Eff Green (g_p), s 16.4 0.0 0.0 15.2 15.0 0.0 0.0 15.2 Perm LT Serve Time (g_u), s 8.0 0.0 0.0 15.0 11.8 0.0 0.0 13.1 Perm LT Q Serve Time (g_ps), s 0.8 0.0 0.0 1.8 0.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3.8 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.3 Prop LT Inside Lane (P_L)1.00 0.00 0.00 0.99 1.00 0.00 0.00 0.33 Lane Grp Cap (c), veh/h 450 0 0 611 418 0 0 203 V/C Ratio (X)0.23 0.00 0.00 0.15 0.00 0.00 0.00 0.01 Avail Cap (c_a), veh/h 625 0 0 1393 652 0 0 370 Upstream Filter (I)1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 Uniform Delay (d1), s/veh 10.2 0.0 0.0 12.2 11.7 0.0 0.0 11.6 Incr Delay (d2), s/veh 0.3 0.0 0.0 0.2 0.0 0.0 0.0 0.1 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 10.5 0.0 0.0 12.4 11.7 0.0 0.0 11.6 1st-Term Q (Q1), veh/ln 0.5 0.0 0.0 0.5 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 0.00 0.00 1.80 1.80 0.00 0.00 1.80 %ile Back of Q (95%), veh/ln 1.0 0.0 0.0 1.1 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.12 0.00 0.00 0.01 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment Lanes in Grp 0 0 0 0 0 0 0 0 Grp Vol (v), veh/h 0 0 0 0 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 0 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 0 0 0 0 0 0 0 0 V/C Ratio (X)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 0 0 0 0 0 Upstream Filter (I)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 202 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 600: Steiner Road/Entrance & 143rd Street AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 21 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R R T+R Lanes in Grp 0 1 0 1 0 1 0 0 Grp Vol (v), veh/h 0 258 0 347 0 280 0 0 Grp Sat Flow (s), veh/h/ln 0 1491 0 1585 0 1697 0 0 Q Serve Time (g_s), s 0.0 7.0 0.0 9.4 0.0 6.1 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 7.0 0.0 9.4 0.0 6.1 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.14 0.00 1.00 0.00 0.00 0.00 0.33 Lane Grp Cap (c), veh/h 0 460 0 496 0 623 0 0 V/C Ratio (X)0.00 0.56 0.00 0.70 0.00 0.45 0.00 0.00 Avail Cap (c_a), veh/h 0 1104 0 1336 0 1291 0 0 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 14.1 0.0 14.7 0.0 11.7 0.0 0.0 Incr Delay (d2), s/veh 0.0 4.9 0.0 3.8 0.0 2.3 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 18.9 0.0 18.5 0.0 14.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 1.8 0.0 2.9 0.0 1.7 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.6 0.0 0.5 0.0 0.4 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.80 0.00 1.80 0.00 1.80 0.00 1.00 %ile Back of Q (95%), veh/ln 0.0 4.4 0.0 6.2 0.0 3.7 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.10 0.00 0.07 0.00 0.02 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 16.1 HCM 6th LOS B 203 HCM 6th Signalized Intersection Summary Future (2030) No-Build Traffic Projections 900: Drauden Road/Steiner Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 22 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 165 580 140 135 215 60 200 150 285 40 70 65 Future Volume (veh/h) 165 580 140 135 215 60 200 150 285 40 70 65 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1811 1870 1826 1574 1870 1870 1841 1870 1870 1826 1826 Adj Flow Rate, veh/h 174 611 147 142 226 63 211 158 300 42 74 68 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 6 2 5 22 2 2 4 2 2 5 5 Cap, veh/h 551 665 160 217 547 153 440 478 411 347 365 309 Arrive On Green 0.07 0.47 0.47 0.06 0.46 0.46 0.09 0.26 0.26 0.03 0.20 0.20 Sat Flow, veh/h 1767 1411 339 1739 1184 330 1781 1841 1585 1781 1826 1547 Grp Volume(v), veh/h 174 0 758 142 0 289 211 158 300 42 74 68 Grp Sat Flow(s),veh/h/ln1767 0 1750 1739 0 1515 1781 1841 1585 1781 1826 1547 Q Serve(g_s), s 5.6 0.0 44.4 4.7 0.0 14.0 9.5 7.6 19.0 2.1 3.7 4.0 Cycle Q Clear(g_c), s 5.6 0.0 44.4 4.7 0.0 14.0 9.5 7.6 19.0 2.1 3.7 4.0 Prop In Lane 1.00 0.19 1.00 0.22 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 551 0 825 217 0 700 440 478 411 347 365 309 V/C Ratio(X)0.32 0.00 0.92 0.65 0.00 0.41 0.48 0.33 0.73 0.12 0.20 0.22 Avail Cap(c_a), veh/h 581 0 825 262 0 700 440 478 411 453 365 309 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)0.35 0.00 0.35 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh14.4 0.0 27.1 24.2 0.0 19.7 30.7 33.0 37.2 33.7 36.7 36.8 Incr Delay (d2), s/veh 0.1 0.0 7.2 4.3 0.0 1.8 0.8 1.8 10.8 0.2 1.2 1.6 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/ln3.4 0.0 22.0 3.4 0.0 8.4 7.8 6.4 13.0 1.6 3.1 2.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 14.5 0.0 34.4 28.5 0.0 21.5 31.5 34.8 48.0 33.8 37.9 38.4 LnGrp LOS B A C C A C C C D C D D Approach Vol, veh/h 932 431 669 184 Approach Delay, s/veh 30.7 23.8 39.7 37.2 Approach LOS C C D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s10.2 58.8 6.4 34.6 11.2 57.8 13.0 28.0 Change Period (Y+Rc), s 3.5 7.0 3.5 6.0 3.5 7.0 3.5 6.0 Max Green Setting (Gmax), s9.5 49.0 9.5 22.0 9.5 49.0 9.5 22.0 Max Q Clear Time (g_c+I1), s6.7 46.4 4.1 21.0 7.6 16.0 11.5 6.0 Green Ext Time (p_c), s 0.1 2.0 0.0 0.5 0.1 5.3 0.0 1.4 Intersection Summary HCM 6th Ctrl Delay 32.6 HCM 6th LOS C 204 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 900: Drauden Road/Steiner Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 23 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 165 580 140 135 215 60 200 150 285 40 70 65 Future Volume (veh/h) 165 580 140 135 215 60 200 150 285 40 70 65 Number 5 2 12 1 6 16 7 4 14 3 8 18 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1856 1811 1870 1826 1574 1870 1870 1841 1870 1870 1826 1826 Adj Flow Rate, veh/h 174 611 147 142 226 63 211 158 300 42 74 68 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 6 2 5 22 2 2 4 2 2 5 5 Opposing Right Turn Influence No No No No Cap, veh/h 551 665 160 217 547 153 440 478 411 347 365 309 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 Prop Arrive On Green 0.07 0.47 0.47 0.06 0.46 0.46 0.09 0.26 0.26 0.03 0.20 0.20 Unsig. Movement Delay Ln Grp Delay, s/veh 14.5 0.0 34.4 28.5 0.0 21.5 31.5 34.8 48.0 33.8 37.9 38.4 Ln Grp LOS B A C C A C C C D C D D Approach Vol, veh/h 932 431 669 184 Approach Delay, s/veh 30.7 23.8 39.7 37.2 Approach LOS C C D D Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 4.0 1.1 3.0 1.1 4.0 1.1 3.0 Phs Duration (G+Y+Rc), s 10.2 58.8 6.4 34.6 11.2 57.8 13.0 28.0 Change Period (Y+Rc), s 3.5 7.0 3.5 6.0 3.5 7.0 3.5 6.0 Max Green (Gmax), s 9.5 49.0 9.5 22.0 9.5 49.0 9.5 22.0 Max Allow Headway (MAH), s 3.7 8.8 3.7 8.3 3.6 8.9 3.7 8.5 Max Q Clear (g_c+l1), s 6.7 46.4 4.1 21.0 7.6 16.0 11.5 6.0 Green Ext Time (g_e), s 0.1 2.0 0.0 0.5 0.1 5.3 0.0 1.4 Prob of Phs Call (p_c)0.99 1.00 0.72 1.00 1.00 1.00 1.00 1.00 Prob of Max Out (p_x)1.00 0.00 0.08 0.00 1.00 0.00 1.00 0.00 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1739 1781 1767 1781 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1411 1841 1184 1826 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 339 1585 330 1547 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 205 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 900: Drauden Road/Steiner Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 24 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 142 0 42 0 174 0 211 0 Grp Sat Flow (s), veh/h/ln 1739 0 1781 0 1767 0 1781 0 Q Serve Time (g_s), s 4.7 0.0 2.1 0.0 5.6 0.0 9.5 0.0 Cycle Q Clear Time (g_c), s 4.7 0.0 2.1 0.0 5.6 0.0 9.5 0.0 Perm LT Sat Flow (s_l), veh/h/ln 690 0 1228 0 1082 0 1326 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 50.8 0.0 22.0 0.0 50.8 0.0 24.0 0.0 Perm LT Serve Time (g_u), s 7.4 0.0 20.9 0.0 36.9 0.0 18.3 0.0 Perm LT Q Serve Time (g_ps), s 7.4 0.0 0.0 0.0 2.7 0.0 2.2 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 217 0 347 0 551 0 440 0 V/C Ratio (X)0.65 0.00 0.12 0.00 0.32 0.00 0.48 0.00 Avail Cap (c_a), veh/h 262 0 453 0 581 0 440 0 Upstream Filter (I)1.00 0.00 1.00 0.00 0.35 0.00 1.00 0.00 Uniform Delay (d1), s/veh 24.2 0.0 33.7 0.0 14.4 0.0 30.7 0.0 Incr Delay (d2), s/veh 4.3 0.0 0.2 0.0 0.1 0.0 0.8 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 28.5 0.0 33.8 0.0 14.5 0.0 31.5 0.0 1st-Term Q (Q1), veh/ln 1.6 0.0 0.9 0.0 2.0 0.0 4.3 0.0 2nd-Term Q (Q2), veh/ln 0.3 0.0 0.0 0.0 0.0 0.0 0.1 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 0.00 1.80 0.00 1.69 0.00 1.78 0.00 %ile Back of Q (95%), veh/ln 3.4 0.0 1.6 0.0 3.4 0.0 7.8 0.0 %ile Storage Ratio (RQ%)0.37 0.00 0.16 0.00 0.41 0.00 0.44 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T T Lanes in Grp 0 0 0 1 0 0 0 1 Grp Vol (v), veh/h 0 0 0 158 0 0 0 74 Grp Sat Flow (s), veh/h/ln 0 0 0 1841 0 0 0 1826 Q Serve Time (g_s), s 0.0 0.0 0.0 7.6 0.0 0.0 0.0 3.7 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 7.6 0.0 0.0 0.0 3.7 Lane Grp Cap (c), veh/h 0 0 0 478 0 0 0 365 V/C Ratio (X)0.00 0.00 0.00 0.33 0.00 0.00 0.00 0.20 Avail Cap (c_a), veh/h 0 0 0 478 0 0 0 365 Upstream Filter (I)0.00 0.00 0.00 1.00 0.00 0.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 33.0 0.0 0.0 0.0 36.7 Incr Delay (d2), s/veh 0.0 0.0 0.0 1.8 0.0 0.0 0.0 1.2 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 34.8 0.0 0.0 0.0 37.9 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 3.3 0.0 0.0 0.0 1.6 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.2 0.0 0.0 0.0 0.1 206 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 900: Drauden Road/Steiner Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 25 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.80 0.00 1.00 0.00 1.80 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 6.4 0.0 0.0 0.0 3.1 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.09 0.00 0.00 0.00 0.06 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R R T+R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 758 0 300 0 289 0 68 Grp Sat Flow (s), veh/h/ln 0 1750 0 1585 0 1515 0 1547 Q Serve Time (g_s), s 0.0 44.4 0.0 19.0 0.0 14.0 0.0 4.0 Cycle Q Clear Time (g_c), s 0.0 44.4 0.0 19.0 0.0 14.0 0.0 4.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.19 0.00 1.00 0.00 0.22 0.00 1.00 Lane Grp Cap (c), veh/h 0 825 0 411 0 700 0 309 V/C Ratio (X)0.00 0.92 0.00 0.73 0.00 0.41 0.00 0.22 Avail Cap (c_a), veh/h 0 825 0 411 0 700 0 309 Upstream Filter (I)0.00 0.35 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 27.1 0.0 37.2 0.0 19.7 0.0 36.8 Incr Delay (d2), s/veh 0.0 7.2 0.0 10.8 0.0 1.8 0.0 1.6 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 34.4 0.0 48.0 0.0 21.5 0.0 38.4 1st-Term Q (Q1), veh/ln 0.0 16.2 0.0 7.1 0.0 4.4 0.0 1.5 2nd-Term Q (Q2), veh/ln 0.0 1.7 0.0 1.2 0.0 0.3 0.0 0.1 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.23 0.00 1.57 0.00 1.75 0.00 1.80 %ile Back of Q (95%), veh/ln 0.0 22.0 0.0 13.0 0.0 8.4 0.0 2.9 %ile Storage Ratio (RQ%)0.00 0.13 0.00 0.84 0.00 0.22 0.00 0.19 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 32.6 HCM 6th LOS C 207 HCM 6th Signalized Intersection Summary Future (2030) No-Build Traffic Projections 1000: County Line Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 26 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 530 150 75 385 255 390 Future Volume (veh/h) 530 150 75 385 255 390 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1796 1841 1767 1722 1870 1856 Adj Flow Rate, veh/h 558 158 79 405 268 411 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 7 4 9 12 2 3 Cap, veh/h 642 182 231 965 492 434 Arrive On Green 0.48 0.48 0.04 0.56 0.28 0.28 Sat Flow, veh/h 1346 381 1682 1722 1781 1572 Grp Volume(v), veh/h 0 716 79 405 268 411 Grp Sat Flow(s),veh/h/ln 0 1728 1682 1722 1781 1572 Q Serve(g_s), s 0.0 29.5 1.8 10.8 10.2 20.4 Cycle Q Clear(g_c), s 0.0 29.5 1.8 10.8 10.2 20.4 Prop In Lane 0.22 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 824 231 965 492 434 V/C Ratio(X)0.00 0.87 0.34 0.42 0.54 0.95 Avail Cap(c_a), veh/h 0 824 239 973 492 434 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 0.0 18.6 15.8 10.1 24.6 28.2 Incr Delay (d2), s/veh 0.0 12.0 0.9 1.3 4.3 31.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln0.0 17.7 1.0 6.1 7.8 15.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 30.6 16.7 11.4 28.8 59.8 LnGrp LOS A C B B C E Approach Vol, veh/h 716 484 679 Approach Delay, s/veh 30.6 12.3 47.6 Approach LOS C B D Timer - Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), s6.6 45.0 28.0 51.6 Change Period (Y+Rc), s 3.5 7.0 6.0 7.0 Max Green Setting (Gmax), s3.5 38.0 22.0 45.0 Max Q Clear Time (g_c+I1), s3.8 31.5 22.4 12.8 Green Ext Time (p_c), s 0.0 4.6 0.0 7.7 Intersection Summary HCM 6th Ctrl Delay 32.0 HCM 6th LOS C 208 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 1000: County Line Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 27 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 530 150 75 385 255 390 Future Volume (veh/h) 530 150 75 385 255 390 Number 2 12 1 6 7 14 Initial Q, veh 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1796 1841 1767 1722 1870 1856 Adj Flow Rate, veh/h 558 158 79 405 268 411 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 7 4 9 12 2 3 Opposing Right Turn Influence No No Cap, veh/h 642 182 231 965 492 434 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.48 0.48 0.04 0.56 0.28 0.28 Unsig. Movement Delay Ln Grp Delay, s/veh 0.0 30.6 16.7 11.4 28.8 59.8 Ln Grp LOS A C B B C E Approach Vol, veh/h 716 484 679 Approach Delay, s/veh 30.6 12.3 47.6 Approach LOS C B D Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Case No 1.2 8.0 9.0 4.0 Phs Duration (G+Y+Rc), s 6.6 45.0 28.0 51.6 Change Period (Y+Rc), s 3.5 7.0 6.0 7.0 Max Green (Gmax), s 3.5 38.0 22.0 45.0 Max Allow Headway (MAH), s 3.7 8.8 3.8 8.8 Max Q Clear (g_c+l1), s 3.8 31.5 22.4 12.8 Green Ext Time (g_e), s 0.0 4.6 0.0 7.7 Prob of Phs Call (p_c)0.83 1.00 1.00 1.00 Prob of Max Out (p_x)1.00 0.00 0.00 0.07 Left-Turn Movement Data Assigned Mvmt 1 5 7 Mvmt Sat Flow, veh/h 1682 0 1781 Through Movement Data Assigned Mvmt 2 4 6 Mvmt Sat Flow, veh/h 1346 0 1722 Right-Turn Movement Data Assigned Mvmt 12 14 16 Mvmt Sat Flow, veh/h 381 1572 0 Left Lane Group Data Assigned Mvmt 1 5 0 7 0 0 0 0 Lane Assignment L (Pr/Pm)L 209 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 1000: County Line Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 28 Lanes in Grp 1 0 0 1 0 0 0 0 Grp Vol (v), veh/h 79 0 0 268 0 0 0 0 Grp Sat Flow (s), veh/h/ln 1682 0 0 1781 0 0 0 0 Q Serve Time (g_s), s 1.8 0.0 0.0 10.2 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 1.8 0.0 0.0 10.2 0.0 0.0 0.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 694 0 0 1781 0 0 0 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 40.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 8.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 4.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 38.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 0.00 1.00 0.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 231 0 0 492 0 0 0 0 V/C Ratio (X)0.34 0.00 0.00 0.54 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 239 0 0 492 0 0 0 0 Upstream Filter (I)1.00 0.00 0.00 1.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 15.8 0.0 0.0 24.6 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.9 0.0 0.0 4.3 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 16.7 0.0 0.0 28.8 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.5 0.0 0.0 3.8 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.1 0.0 0.0 0.6 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 1.00 0.00 1.78 0.00 0.00 0.00 0.00 %ile Back of Q (95%), veh/ln 1.0 0.0 0.0 7.8 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.21 0.00 0.00 0.16 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 0 Lane Assignment T Lanes in Grp 0 0 0 0 0 1 0 0 Grp Vol (v), veh/h 0 0 0 0 0 405 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 1722 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 10.8 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 10.8 0.0 0.0 Lane Grp Cap (c), veh/h 0 0 0 0 0 965 0 0 V/C Ratio (X)0.00 0.00 0.00 0.00 0.00 0.42 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 0 0 973 0 0 Upstream Filter (I)0.00 0.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 10.1 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 1.3 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 11.4 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 3.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0 210 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 1000: County Line Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 29 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.00 0.00 1.80 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 0.0 0.0 6.1 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.00 0.00 0.04 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 0 Lane Assignment T+R R Lanes in Grp 0 1 0 1 0 0 0 0 Grp Vol (v), veh/h 0 716 0 411 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 1728 0 1572 0 0 0 0 Q Serve Time (g_s), s 0.0 29.5 0.0 20.4 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 29.5 0.0 20.4 0.0 0.0 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.22 0.00 1.00 0.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 824 0 434 0 0 0 0 V/C Ratio (X)0.00 0.87 0.00 0.95 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 824 0 434 0 0 0 0 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 18.6 0.0 28.2 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 12.0 0.0 31.6 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 30.6 0.0 59.8 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 9.2 0.0 6.7 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 2.7 0.0 3.8 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.47 0.00 1.51 0.00 1.00 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 17.7 0.0 15.8 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.18 0.00 2.53 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 32.0 HCM 6th LOS C 211 212 HCM 6th Signalized Intersection Summary Future (2030) No-Build Traffic Projections 100: Ridge Road & Johnson Road/143rd Street Extension PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 5 1 5 125 1 145 5 725 70 140 865 5 Future Volume (veh/h) 5 1 5 125 1 145 5 725 70 140 865 5 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1411 1870 1530 1841 1870 1870 1870 1870 1796 1870 1870 1530 Adj Flow Rate, veh/h 5 1 5 132 1 153 5 763 74 147 911 5 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, % 33 2 25 4 2 2 2 2 7 2 2 25 Cap, veh/h 130 20 100 311 2 242 280 1158 943 385 1231 7 Arrive On Green 0.00 0.07 0.07 0.08 0.15 0.15 0.00 0.62 0.62 0.05 0.66 0.66 Sat Flow, veh/h 1344 271 1355 1753 10 1576 1781 1870 1522 1781 1858 10 Grp Volume(v), veh/h 5 0 6 132 0 154 5 763 74 147 0 916 Grp Sat Flow(s),veh/h/ln 1344 0 1626 1753 0 1587 1781 1870 1522 1781 0 1869 Q Serve(g_s), s 0.4 0.0 0.4 7.2 0.0 9.8 0.1 28.3 2.1 3.1 0.0 35.0 Cycle Q Clear(g_c), s 0.4 0.0 0.4 7.2 0.0 9.8 0.1 28.3 2.1 3.1 0.0 35.0 Prop In Lane 1.00 0.83 1.00 0.99 1.00 1.00 1.00 0.01 Lane Grp Cap(c), veh/h 130 0 120 311 0 244 280 1158 943 385 0 1238 V/C Ratio(X)0.04 0.00 0.05 0.42 0.00 0.63 0.02 0.66 0.08 0.38 0.00 0.74 Avail Cap(c_a), veh/h 243 0 361 318 0 353 413 1158 943 441 0 1238 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 0.58 0.58 0.58 0.59 0.00 0.59 Uniform Delay (d), s/veh 46.1 0.0 46.5 39.7 0.0 42.8 12.0 13.2 8.2 11.3 0.0 12.1 Incr Delay (d2), s/veh 0.1 0.0 0.2 0.9 0.0 2.7 0.0 1.7 0.1 0.4 0.0 2.4 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 0.3 5.6 0.0 7.0 0.1 14.1 1.1 1.6 0.0 16.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 46.3 0.0 46.7 40.6 0.0 45.5 12.0 14.9 8.3 11.7 0.0 14.4 LnGrp LOS D A D D A D B B A B A B Approach Vol, veh/h 11 286 842 1063 Approach Delay, s/veh 46.5 43.2 14.3 14.1 Approach LOS D D B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.6 72.9 12.6 13.9 3.9 77.6 3.9 22.6 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), s 8.5 47.0 9.5 24.0 8.5 47.0 9.5 24.0 Max Q Clear Time (g_c+I1), s 5.1 30.3 9.2 2.4 2.1 37.0 2.4 11.8 Green Ext Time (p_c), s 0.1 4.5 0.0 0.0 0.0 4.2 0.0 0.6 Intersection Summary HCM 6th Ctrl Delay 18.1 HCM 6th LOS B 213 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 100: Ridge Road & Johnson Road/143rd Street Extension PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 5 1 5 125 1 145 5 725 70 140 865 5 Future Volume (veh/h) 5 1 5 125 1 145 5 725 70 140 865 5 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1411 1870 1530 1841 1870 1870 1870 1870 1796 1870 1870 1530 Adj Flow Rate, veh/h 5 1 5 132 1 153 5 763 74 147 911 5 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, % 33 2 25 4 2 2 2 2 7 2 2 25 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 130 20 100 311 2 242 280 1158 943 385 1231 7 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 Prop Arrive On Green 0.00 0.07 0.07 0.08 0.15 0.15 0.00 0.62 0.62 0.05 0.66 0.66 Unsig. Movement Delay Ln Grp Delay, s/veh 46.3 0.0 46.7 40.6 0.0 45.5 12.0 14.9 8.3 11.7 0.0 14.4 Ln Grp LOS D A D D A D B B A B A B Approach Vol, veh/h 11 286 842 1063 Approach Delay, s/veh 46.5 43.2 14.3 14.1 Approach LOS D D B B Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 3.0 1.1 4.0 1.1 4.0 1.1 4.0 Phs Duration (G+Y+Rc), s 8.6 72.9 12.6 13.9 3.9 77.6 3.9 22.6 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green (Gmax), s 8.5 47.0 9.5 24.0 8.5 47.0 9.5 24.0 Max Allow Headway (MAH), s 3.6 4.7 3.7 5.5 3.6 4.7 3.9 5.2 Max Q Clear (g_c+l1), s 5.1 30.3 9.2 2.4 2.1 37.0 2.4 11.8 Green Ext Time (g_e), s 0.1 4.5 0.0 0.0 0.0 4.2 0.0 0.6 Prob of Phs Call (p_c)0.99 1.00 0.98 0.99 0.14 1.00 0.14 1.00 Prob of Max Out (p_x)1.00 0.14 1.00 0.00 0.00 0.50 0.00 0.02 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1781 1753 1781 1344 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1870 271 1858 10 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 1522 1355 10 1576 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 214 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 100: Ridge Road & Johnson Road/143rd Street Extension PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 3 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 147 0 132 0 5 0 5 0 Grp Sat Flow (s), veh/h/ln 1781 0 1753 0 1781 0 1344 0 Q Serve Time (g_s), s 3.1 0.0 7.2 0.0 0.1 0.0 0.4 0.0 Cycle Q Clear Time (g_c), s 3.1 0.0 7.2 0.0 0.1 0.0 0.4 0.0 Perm LT Sat Flow (s_l), veh/h/ln 657 0 1388 0 610 0 930 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 68.9 0.0 9.9 0.0 66.9 0.0 7.9 0.0 Perm LT Serve Time (g_u), s 38.5 0.0 7.6 0.0 36.5 0.0 6.8 0.0 Perm LT Q Serve Time (g_ps), s 8.8 0.0 0.2 0.0 0.3 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 385 0 311 0 280 0 130 0 V/C Ratio (X)0.38 0.00 0.42 0.00 0.02 0.00 0.04 0.00 Avail Cap (c_a), veh/h 441 0 318 0 413 0 243 0 Upstream Filter (I)0.59 0.00 1.00 0.00 0.58 0.00 1.00 0.00 Uniform Delay (d1), s/veh 11.3 0.0 39.7 0.0 12.0 0.0 46.1 0.0 Incr Delay (d2), s/veh 0.4 0.0 0.9 0.0 0.0 0.0 0.1 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 11.7 0.0 40.6 0.0 12.0 0.0 46.3 0.0 1st-Term Q (Q1), veh/ln 0.9 0.0 3.0 0.0 0.0 0.0 0.1 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.1 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 0.00 1.80 0.00 1.80 0.00 1.80 0.00 %ile Back of Q (95%), veh/ln 1.6 0.0 5.6 0.0 0.1 0.0 0.2 0.0 %ile Storage Ratio (RQ%)0.16 0.00 0.67 0.00 0.01 0.00 0.03 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T Lanes in Grp 0 1 0 0 0 0 0 0 Grp Vol (v), veh/h 0 763 0 0 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 1870 0 0 0 0 0 0 Q Serve Time (g_s), s 0.0 28.3 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 28.3 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 0 1158 0 0 0 0 0 0 V/C Ratio (X)0.00 0.66 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 1158 0 0 0 0 0 0 Upstream Filter (I)0.00 0.58 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 13.2 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 1.7 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 14.9 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 9.6 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.6 0.0 0.0 0.0 0.0 0.0 0.0 215 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 100: Ridge Road & Johnson Road/143rd Street Extension PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 4 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.39 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (95%), veh/ln 0.0 14.1 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.07 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment R T+R T+R T+R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 74 0 6 0 916 0 154 Grp Sat Flow (s), veh/h/ln 0 1522 0 1626 0 1869 0 1587 Q Serve Time (g_s), s 0.0 2.1 0.0 0.4 0.0 35.0 0.0 9.8 Cycle Q Clear Time (g_c), s 0.0 2.1 0.0 0.4 0.0 35.0 0.0 9.8 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 1.00 0.00 0.83 0.00 0.01 0.00 0.99 Lane Grp Cap (c), veh/h 0 943 0 120 0 1238 0 244 V/C Ratio (X)0.00 0.08 0.00 0.05 0.00 0.74 0.00 0.63 Avail Cap (c_a), veh/h 0 943 0 361 0 1238 0 353 Upstream Filter (I)0.00 0.58 0.00 1.00 0.00 0.59 0.00 1.00 Uniform Delay (d1), s/veh 0.0 8.2 0.0 46.5 0.0 12.1 0.0 42.8 Incr Delay (d2), s/veh 0.0 0.1 0.0 0.2 0.0 2.4 0.0 2.7 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 8.3 0.0 46.7 0.0 14.4 0.0 45.5 1st-Term Q (Q1), veh/ln 0.0 0.6 0.0 0.2 0.0 11.0 0.0 3.7 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.8 0.0 0.2 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.80 0.00 1.80 0.00 1.37 0.00 1.80 %ile Back of Q (95%), veh/ln 0.0 1.1 0.0 0.3 0.0 16.1 0.0 7.0 %ile Storage Ratio (RQ%)0.00 0.11 0.00 0.00 0.00 0.12 0.00 0.07 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 18.1 HCM 6th LOS B 216 HCM 6th Signalized Intersection Summary Future (2030) No-Build Traffic Projections 200: Ridge Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 35 295 15 125 345 300 20 465 135 425 525 60 Future Volume (veh/h) 35 295 15 125 345 300 20 465 135 425 525 60 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1969 1870 1870 1953 1870 1870 1922 1870 1856 1969 1870 Adj Flow Rate, veh/h 37 311 16 132 363 316 21 489 142 447 553 63 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 2 2 2 3 2 2 5 2 3 2 2 Cap, veh/h 174 405 346 258 500 648 371 753 738 482 1047 880 Arrive On Green 0.02 0.21 0.21 0.07 0.26 0.26 0.01 0.39 0.39 0.15 0.53 0.53 Sat Flow, veh/h 1781 1969 1585 1781 1953 1585 1781 1922 1585 1767 1969 1585 Grp Volume(v), veh/h 37 311 16 132 363 316 21 489 142 447 553 63 Grp Sat Flow(s),veh/h/ln1781 1969 1585 1781 1953 1585 1781 1922 1585 1767 1969 1585 Q Serve(g_s), s 1.8 16.1 0.9 6.1 18.3 15.9 0.8 22.4 5.7 16.0 19.8 2.0 Cycle Q Clear(g_c), s 1.8 16.1 0.9 6.1 18.3 15.9 0.8 22.4 5.7 16.0 19.8 2.0 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 174 405 346 258 500 648 371 753 738 482 1047 880 V/C Ratio(X)0.21 0.77 0.05 0.51 0.73 0.49 0.06 0.65 0.19 0.93 0.53 0.07 Avail Cap(c_a), veh/h 322 620 520 316 615 741 488 753 738 482 1047 880 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 0.81 0.81 0.81 1.00 1.00 1.00 0.69 0.69 0.69 Uniform Delay (d), s/veh33.6 40.5 33.3 30.5 36.7 23.6 19.5 26.8 16.9 19.7 16.5 11.1 Incr Delay (d2), s/veh 0.6 13.1 0.3 1.3 7.3 2.1 0.1 4.3 0.6 18.6 1.3 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/ln1.4 13.7 0.6 4.5 13.6 9.4 0.5 15.5 3.6 11.7 12.0 1.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 34.2 53.6 33.6 31.7 44.0 25.7 19.5 31.1 17.5 38.2 17.8 11.2 LnGrp LOS C D C C D C B C B D B B Approach Vol, veh/h 364 811 652 1063 Approach Delay, s/veh 50.8 34.9 27.8 26.0 Approach LOS D C C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s20.0 48.3 11.5 28.2 4.9 63.4 6.0 33.6 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), s16.5 27.0 11.5 34.0 8.5 35.0 11.5 34.0 Max Q Clear Time (g_c+I1), s18.0 24.4 8.1 18.1 2.8 21.8 3.8 20.3 Green Ext Time (p_c), s 0.0 1.7 0.1 4.1 0.0 7.0 0.0 7.1 Intersection Summary HCM 6th Ctrl Delay 32.0 HCM 6th LOS C 217 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 200: Ridge Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 35 295 15 125 345 300 20 465 135 425 525 60 Future Volume (veh/h) 35 295 15 125 345 300 20 465 135 425 525 60 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1870 1969 1870 1870 1953 1870 1870 1922 1870 1856 1969 1870 Adj Flow Rate, veh/h 37 311 16 132 363 316 21 489 142 447 553 63 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 2 2 2 3 2 2 5 2 3 2 2 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 174 405 346 258 500 648 371 753 738 482 1047 880 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 Prop Arrive On Green 0.02 0.21 0.21 0.07 0.26 0.26 0.01 0.39 0.39 0.15 0.53 0.53 Unsig. Movement Delay Ln Grp Delay, s/veh 34.2 53.6 33.6 31.7 44.0 25.7 19.5 31.1 17.5 38.2 17.8 11.2 Ln Grp LOS C D C C D C B C B D B B Approach Vol, veh/h 364 811 652 1063 Approach Delay, s/veh 50.8 34.9 27.8 26.0 Approach LOS D C C C Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 3.0 1.1 3.0 1.1 3.0 1.1 3.0 Phs Duration (G+Y+Rc), s 20.0 48.3 11.5 28.2 4.9 63.4 6.0 33.6 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green (Gmax), s 16.5 27.0 11.5 34.0 8.5 35.0 11.5 34.0 Max Allow Headway (MAH), s 3.6 8.6 3.6 8.7 3.6 8.7 3.6 8.3 Max Q Clear (g_c+l1), s 18.0 24.4 8.1 18.1 2.8 21.8 3.8 20.3 Green Ext Time (g_e), s 0.0 1.7 0.1 4.1 0.0 7.0 0.0 7.1 Prob of Phs Call (p_c)1.00 1.00 0.98 1.00 0.47 1.00 0.67 1.00 Prob of Max Out (p_x)1.00 1.00 1.00 0.35 0.02 0.74 0.00 0.71 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1767 1781 1781 1781 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1922 1969 1969 1953 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 1585 1585 1585 1585 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 218 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 200: Ridge Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 7 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 447 0 132 0 21 0 37 0 Grp Sat Flow (s), veh/h/ln 1767 0 1781 0 1781 0 1781 0 Q Serve Time (g_s), s 16.0 0.0 6.1 0.0 0.8 0.0 1.8 0.0 Cycle Q Clear Time (g_c), s 16.0 0.0 6.1 0.0 0.8 0.0 1.8 0.0 Perm LT Sat Flow (s_l), veh/h/ln 789 0 1053 0 807 0 761 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 44.3 0.0 24.2 0.0 42.3 0.0 22.2 0.0 Perm LT Serve Time (g_u), s 19.9 0.0 6.1 0.0 37.6 0.0 9.3 0.0 Perm LT Q Serve Time (g_ps), s 19.9 0.0 2.6 0.0 0.1 0.0 0.7 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 482 0 258 0 371 0 174 0 V/C Ratio (X)0.93 0.00 0.51 0.00 0.06 0.00 0.21 0.00 Avail Cap (c_a), veh/h 482 0 316 0 488 0 322 0 Upstream Filter (I)0.69 0.00 0.81 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d1), s/veh 19.7 0.0 30.5 0.0 19.5 0.0 33.6 0.0 Incr Delay (d2), s/veh 18.6 0.0 1.3 0.0 0.1 0.0 0.6 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 38.2 0.0 31.7 0.0 19.5 0.0 34.2 0.0 1st-Term Q (Q1), veh/ln 5.4 0.0 2.4 0.0 0.3 0.0 0.7 0.0 2nd-Term Q (Q2), veh/ln 2.5 0.0 0.1 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.48 0.00 1.80 0.00 1.80 0.00 1.80 0.00 %ile Back of Q (95%), veh/ln 11.7 0.0 4.5 0.0 0.5 0.0 1.4 0.0 %ile Storage Ratio (RQ%)1.00 0.00 0.48 0.00 0.05 0.00 0.31 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T T T T Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 489 0 311 0 553 0 363 Grp Sat Flow (s), veh/h/ln 0 1922 0 1969 0 1969 0 1953 Q Serve Time (g_s), s 0.0 22.4 0.0 16.1 0.0 19.8 0.0 18.3 Cycle Q Clear Time (g_c), s 0.0 22.4 0.0 16.1 0.0 19.8 0.0 18.3 Lane Grp Cap (c), veh/h 0 753 0 405 0 1047 0 500 V/C Ratio (X)0.00 0.65 0.00 0.77 0.00 0.53 0.00 0.73 Avail Cap (c_a), veh/h 0 753 0 620 0 1047 0 615 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 0.69 0.00 0.81 Uniform Delay (d1), s/veh 0.0 26.8 0.0 40.5 0.0 16.5 0.0 36.7 Incr Delay (d2), s/veh 0.0 4.3 0.0 13.1 0.0 1.3 0.0 7.3 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 31.1 0.0 53.6 0.0 17.8 0.0 44.0 1st-Term Q (Q1), veh/ln 0.0 9.3 0.0 7.3 0.0 7.7 0.0 8.2 2nd-Term Q (Q2), veh/ln 0.0 0.9 0.0 1.5 0.0 0.4 0.0 1.0 219 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 200: Ridge Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 8 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.51 0.00 1.55 0.00 1.48 0.00 1.49 %ile Back of Q (95%), veh/ln 0.0 15.5 0.0 13.7 0.0 12.0 0.0 13.6 %ile Storage Ratio (RQ%)0.00 0.28 0.00 0.09 0.00 0.06 0.00 0.13 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment R R R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 142 0 16 0 63 0 316 Grp Sat Flow (s), veh/h/ln 0 1585 0 1585 0 1585 0 1585 Q Serve Time (g_s), s 0.0 5.7 0.0 0.9 0.0 2.0 0.0 15.9 Cycle Q Clear Time (g_c), s 0.0 5.7 0.0 0.9 0.0 2.0 0.0 15.9 Prot RT Sat Flow (s_R), veh/h/ln 0.0 1585.1 0.0 1585.1 0.0 1585.1 0.0 1585.1 Prot RT Eff Green (g_R), s 0.0 8.0 0.0 1.4 0.0 2.5 0.0 16.5 Prop RT Outside Lane (P_R) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Lane Grp Cap (c), veh/h 0 738 0 346 0 880 0 648 V/C Ratio (X)0.00 0.19 0.00 0.05 0.00 0.07 0.00 0.49 Avail Cap (c_a), veh/h 0 738 0 520 0 880 0 741 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 0.69 0.00 0.81 Uniform Delay (d1), s/veh 0.0 16.9 0.0 33.3 0.0 11.1 0.0 23.6 Incr Delay (d2), s/veh 0.0 0.6 0.0 0.3 0.0 0.1 0.0 2.1 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 17.5 0.0 33.6 0.0 11.2 0.0 25.7 1st-Term Q (Q1), veh/ln 0.0 1.9 0.0 0.3 0.0 0.6 0.0 5.4 2nd-Term Q (Q2), veh/ln 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.4 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.80 0.00 1.80 0.00 1.80 0.00 1.61 %ile Back of Q (95%), veh/ln 0.0 3.6 0.0 0.6 0.0 1.1 0.0 9.4 %ile Storage Ratio (RQ%)0.00 0.30 0.00 0.14 0.00 0.10 0.00 0.99 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 32.0 HCM 6th LOS C 220 HCM 6th Signalized Intersection Summary Future (2030) No-Build Traffic Projections 300: Ridge Road & Plainfield Road PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 9 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 65 455 420 455 555 115 Future Volume (veh/h) 65 455 420 455 555 115 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1856 1969 1870 1969 Adj Flow Rate, veh/h 68 479 442 479 584 121 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 3 2 2 2 Cap, veh/h 421 643 463 1155 683 610 Arrive On Green 0.24 0.24 0.17 0.59 0.37 0.37 Sat Flow, veh/h 1781 1585 1767 1969 1870 1668 Grp Volume(v), veh/h 68 479 442 479 584 121 Grp Sat Flow(s),veh/h/ln1781 1585 1767 1969 1870 1668 Q Serve(g_s), s 2.1 16.0 10.4 9.0 19.5 3.4 Cycle Q Clear(g_c), s 2.1 16.0 10.4 9.0 19.5 3.4 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 421 643 463 1155 683 610 V/C Ratio(X)0.16 0.74 0.95 0.41 0.85 0.20 Avail Cap(c_a), veh/h 421 643 463 1511 1021 911 HCM Platoon Ratio 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 Uniform Delay (d), s/veh20.6 17.1 14.5 7.6 19.8 14.7 Incr Delay (d2), s/veh 0.2 4.7 30.4 0.2 4.7 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln1.4 21.6 10.9 4.4 12.1 1.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 20.7 21.8 44.9 7.9 24.6 14.9 LnGrp LOS C C D A C B Approach Vol, veh/h 547 921 705 Approach Delay, s/veh 21.7 25.7 22.9 Approach LOS C C C Timer - Assigned Phs 2 4 5 6 Phs Duration (G+Y+Rc), s 45.8 22.0 15.0 30.8 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green Setting (Gmax), s 52.0 16.0 11.5 37.0 Max Q Clear Time (g_c+I1), s 11.0 18.0 12.4 21.5 Green Ext Time (p_c), s 2.7 0.0 0.0 3.2 Intersection Summary HCM 6th Ctrl Delay 23.8 HCM 6th LOS C 221 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 300: Ridge Road & Plainfield Road PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 10 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 65 455 420 455 555 115 Future Volume (veh/h) 65 455 420 455 555 115 Number 7 14 5 2 6 16 Initial Q, veh 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1870 1870 1856 1969 1870 1969 Adj Flow Rate, veh/h 68 479 442 479 584 121 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 3 2 2 2 Opposing Right Turn Influence Yes Yes Cap, veh/h 421 643 463 1155 683 610 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.24 0.24 0.17 0.59 0.37 0.37 Unsig. Movement Delay Ln Grp Delay, s/veh 20.7 21.8 44.9 7.9 24.6 14.9 Ln Grp LOS C C D A C B Approach Vol, veh/h 547 921 705 Approach Delay, s/veh 21.7 25.7 22.9 Approach LOS C C C Timer:1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 Case No 4.0 9.0 1.2 7.0 Phs Duration (G+Y+Rc), s 45.8 22.0 15.0 30.8 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green (Gmax), s 52.0 16.0 11.5 37.0 Max Allow Headway (MAH), s 4.7 3.9 3.6 4.6 Max Q Clear (g_c+l1), s 11.0 18.0 12.4 21.5 Green Ext Time (g_e), s 2.7 0.0 0.0 3.2 Prob of Phs Call (p_c)1.00 1.00 1.00 1.00 Prob of Max Out (p_x)0.00 1.00 1.00 0.09 Left-Turn Movement Data Assigned Mvmt 7 5 1 Mvmt Sat Flow, veh/h 1781 1767 0 Through Movement Data Assigned Mvmt 2 4 6 Mvmt Sat Flow, veh/h 1969 0 1870 Right-Turn Movement Data Assigned Mvmt 12 14 16 Mvmt Sat Flow, veh/h 0 1585 1668 Left Lane Group Data Assigned Mvmt 0 0 0 7 5 1 0 0 Lane Assignment LL (Pr/Pm) 222 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 300: Ridge Road & Plainfield Road PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 11 Lanes in Grp 0 0 0 1 1 0 0 0 Grp Vol (v), veh/h 0 0 0 68 442 0 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 1781 1767 0 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 2.1 10.4 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 2.1 10.4 0.0 0.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 0 0 0 1781 737 0 0 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 0.0 0.0 0.0 0.0 26.8 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 5.2 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 0.0 0.0 0.0 0.0 5.2 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 24.8 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)0.00 0.00 0.00 1.00 1.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 0 0 421 463 0 0 0 V/C Ratio (X)0.00 0.00 0.00 0.16 0.95 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 421 463 0 0 0 Upstream Filter (I)0.00 0.00 0.00 1.00 1.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 20.6 14.5 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.2 30.4 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 20.7 44.9 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.8 2.8 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 3.9 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 0.00 0.00 1.80 1.63 1.00 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 1.4 10.9 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.16 0.93 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 0 Lane Assignment T T Lanes in Grp 0 1 0 0 0 1 0 0 Grp Vol (v), veh/h 0 479 0 0 0 584 0 0 Grp Sat Flow (s), veh/h/ln 0 1969 0 0 0 1870 0 0 Q Serve Time (g_s), s 0.0 9.0 0.0 0.0 0.0 19.5 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 9.0 0.0 0.0 0.0 19.5 0.0 0.0 Lane Grp Cap (c), veh/h 0 1155 0 0 0 683 0 0 V/C Ratio (X)0.00 0.41 0.00 0.00 0.00 0.85 0.00 0.00 Avail Cap (c_a), veh/h 0 1511 0 0 0 1021 0 0 Upstream Filter (I)0.00 1.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 7.6 0.0 0.0 0.0 19.8 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.2 0.0 0.0 0.0 4.7 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 7.9 0.0 0.0 0.0 24.6 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 2.4 0.0 0.0 0.0 6.7 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.1 0.0 0.0 0.0 0.9 0.0 0.0 223 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 300: Ridge Road & Plainfield Road PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 12 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.80 0.00 1.00 0.00 1.59 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 4.4 0.0 0.0 0.0 12.1 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.03 0.00 0.00 0.00 0.20 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 0 Lane Assignment R R Lanes in Grp 0 0 0 1 0 1 0 0 Grp Vol (v), veh/h 0 0 0 479 0 121 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 1585 0 1668 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 16.0 0.0 3.4 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 16.0 0.0 3.4 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 1585.1 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 11.5 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.00 0.00 1.00 0.00 1.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 0 0 643 0 610 0 0 V/C Ratio (X)0.00 0.00 0.00 0.74 0.00 0.20 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 643 0 911 0 0 Upstream Filter (I)0.00 0.00 0.00 1.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 17.1 0.0 14.7 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 4.7 0.0 0.2 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 21.8 0.0 14.9 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 14.4 0.0 1.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.8 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.42 0.00 1.80 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 21.6 0.0 1.9 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.10 0.00 0.22 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 23.8 HCM 6th LOS C 224 HCM 6th TWSC Future (2030) No-Build Traffic Projections 400: Ridge Road & Grande Park Boulevard/135th Street PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 13 Intersection Int Delay, s/veh 19.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 15 30 20 140 40 45 15 425 80 35 510 10 Future Vol, veh/h 15 30 20 140 40 45 15 425 80 35 510 10 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 65 - - 80 - - 225 - - 220 - - 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 2 2 3 14 2 2 3 2 2 Mvmt Flow 16 32 21 147 42 47 16 447 84 37 537 11 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1183 1180 543 1164 1143 489 548 0 0 531 0 0 Stage 1 617 617 - 521 521 - - - - - - - Stage 2 566 563 - 643 622 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.23 4.24 - - 4.13 - - 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 3.518 4.018 3.318 3.518 4.018 3.327 2.326 - - 2.227 - - Pot Cap-1 Maneuver 166 190 540 171 200 577 964 - - 1031 - - Stage 1 477 481 - 539 532 - - - - - - - Stage 2 509 509 - 462 479 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 122 180 540 ~ 137 190 577 964 - - 1031 - - Mov Cap-2 Maneuver 122 180 - ~ 137 190 - - - - - - - Stage 1 469 464 - 530 523 - - - - - - - Stage 2 422 500 - 399 462 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 27.2 109.5 0.3 0.5 HCM LOS D F Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)964 - - 122 245 137 295 1031 - - HCM Lane V/C Ratio 0.016 - - 0.129 0.215 1.076 0.303 0.036 - - HCM Control Delay (s)8.8 -- 38.8 23.7 162.4 22.4 8.6 - - HCM Lane LOS A - - E C F C A - - HCM 95th %tile Q(veh)0.1 - - 0.4 0.8 8.1 1.2 0.1 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 225 HCM 6th Signalized Intersection Summary Future (2030) No-Build Traffic Projections 500: Wallin Drive/US Route 30 & 143rd Street PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 14 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 220 470 20 65 455 205 45 325 50 255 430 250 Future Volume (veh/h) 220 470 20 65 455 205 45 325 50 255 430 250 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1796 1796 1870 1811 1722 1870 1870 1856 1796 1870 1870 Adj Flow Rate, veh/h 232 495 21 68 479 216 47 342 53 268 453 263 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 7 7 2 6 12 2 2 3 7 2 2 Cap, veh/h 277 536 23 177 284 128 145 527 82 421 474 275 Arrive On Green 0.12 0.31 0.31 0.01 0.08 0.08 0.03 0.33 0.33 0.12 0.43 0.43 Sat Flow, veh/h 1781 1711 73 1781 1182 533 1781 1581 245 1711 1110 644 Grp Volume(v), veh/h 232 0 516 68 0 695 47 0 395 268 0 716 Grp Sat Flow(s),veh/h/ln 1781 0 1783 1781 0 1715 1781 0 1826 1711 0 1754 Q Serve(g_s), s 9.4 0.0 28.0 2.9 0.0 24.0 1.7 0.0 18.4 9.8 0.0 39.5 Cycle Q Clear(g_c), s 9.4 0.0 28.0 2.9 0.0 24.0 1.7 0.0 18.4 9.8 0.0 39.5 Prop In Lane 1.00 0.04 1.00 0.31 1.00 0.13 1.00 0.37 Lane Grp Cap(c), veh/h 277 0 559 177 0 412 145 0 609 421 0 750 V/C Ratio(X)0.84 0.00 0.92 0.39 0.00 1.69 0.32 0.00 0.65 0.64 0.00 0.95 Avail Cap(c_a), veh/h 330 0 559 360 0 412 230 0 609 513 0 750 HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.64 0.00 0.64 0.28 0.00 0.28 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 25.8 0.0 33.2 30.0 0.0 46.0 25.8 0.0 28.3 19.3 0.0 27.7 Incr Delay (d2), s/veh 10.0 0.0 15.2 0.4 0.0 312.8 1.3 0.0 5.3 1.8 0.0 23.5 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 7.2 0.0 18.5 2.2 0.0 67.3 1.3 0.0 13.2 6.6 0.0 26.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 35.8 0.0 48.3 30.4 0.0 358.8 27.1 0.0 33.6 21.1 0.0 51.2 LnGrp LOS D A D C A F C A C C A D Approach Vol, veh/h 748 763 442 984 Approach Delay, s/veh 44.4 329.5 32.9 43.0 Approach LOS D F C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.6 39.4 7.7 37.3 6.2 48.7 15.0 30.0 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 17.5 25.0 14.5 24.0 7.5 35.0 14.5 24.0 Max Q Clear Time (g_c+I1), s 11.8 20.4 4.9 30.0 3.7 41.5 11.4 26.0 Green Ext Time (p_c), s 0.4 0.9 0.1 0.0 0.0 0.0 0.2 0.0 Intersection Summary HCM 6th Ctrl Delay 116.3 HCM 6th LOS F 226 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 500: Wallin Drive/US Route 30 & 143rd Street PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 15 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 220 470 20 65 455 205 45 325 50 255 430 250 Future Volume (veh/h) 220 470 20 65 455 205 45 325 50 255 430 250 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1870 1796 1796 1870 1811 1722 1870 1870 1856 1796 1870 1870 Adj Flow Rate, veh/h 232 495 21 68 479 216 47 342 53 268 453 263 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 7 7 2 6 12 2 2 3 7 2 2 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 277 536 23 177 284 128 145 527 82 421 474 275 HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.12 0.31 0.31 0.01 0.08 0.08 0.03 0.33 0.33 0.12 0.43 0.43 Unsig. Movement Delay Ln Grp Delay, s/veh 35.8 0.0 48.3 30.4 0.0 358.8 27.1 0.0 33.6 21.1 0.0 51.2 Ln Grp LOS D A D C A F C A C C A D Approach Vol, veh/h 748 763 442 984 Approach Delay, s/veh 44.4 329.5 32.9 43.0 Approach LOS D F C D Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 4.0 1.1 4.0 1.1 4.0 1.1 4.0 Phs Duration (G+Y+Rc), s 15.6 39.4 7.7 37.3 6.2 48.7 15.0 30.0 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green (Gmax), s 17.5 25.0 14.5 24.0 7.5 35.0 14.5 24.0 Max Allow Headway (MAH), s 3.7 4.9 3.7 4.9 3.7 4.9 3.7 5.0 Max Q Clear (g_c+l1), s 11.8 20.4 4.9 30.0 3.7 41.5 11.4 26.0 Green Ext Time (g_e), s 0.4 0.9 0.1 0.0 0.0 0.0 0.2 0.0 Prob of Phs Call (p_c)1.00 1.00 0.85 1.00 0.73 1.00 1.00 1.00 Prob of Max Out (p_x)0.24 1.00 0.00 1.00 0.91 1.00 1.00 1.00 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1711 1781 1781 1781 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1581 1711 1110 1182 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 245 73 644 533 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 227 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 500: Wallin Drive/US Route 30 & 143rd Street PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 16 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 268 0 68 0 47 0 232 0 Grp Sat Flow (s), veh/h/ln 1711 0 1781 0 1781 0 1781 0 Q Serve Time (g_s), s 9.8 0.0 2.9 0.0 1.7 0.0 9.4 0.0 Cycle Q Clear Time (g_c), s 9.8 0.0 2.9 0.0 1.7 0.0 9.4 0.0 Perm LT Sat Flow (s_l), veh/h/ln 950 0 885 0 735 0 750 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 35.4 0.0 24.0 0.0 33.4 0.0 26.0 0.0 Perm LT Serve Time (g_u), s 15.0 0.0 3.4 0.0 3.3 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 8.0 0.0 1.8 0.0 2.1 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 421 0 177 0 145 0 277 0 V/C Ratio (X)0.64 0.00 0.39 0.00 0.32 0.00 0.84 0.00 Avail Cap (c_a), veh/h 513 0 360 0 230 0 330 0 Upstream Filter (I)1.00 0.00 0.28 0.00 1.00 0.00 0.64 0.00 Uniform Delay (d1), s/veh 19.3 0.0 30.0 0.0 25.8 0.0 25.8 0.0 Incr Delay (d2), s/veh 1.8 0.0 0.4 0.0 1.3 0.0 10.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 21.1 0.0 30.4 0.0 27.1 0.0 35.8 0.0 1st-Term Q (Q1), veh/ln 3.4 0.0 1.2 0.0 0.7 0.0 3.7 0.0 2nd-Term Q (Q2), veh/ln 0.2 0.0 0.0 0.0 0.1 0.0 0.8 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 0.00 1.79 0.00 1.80 0.00 1.62 0.00 %ile Back of Q (95%), veh/ln 6.6 0.0 2.2 0.0 1.3 0.0 7.2 0.0 %ile Storage Ratio (RQ%)0.48 0.00 0.31 0.00 0.23 0.00 1.31 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment Lanes in Grp 0 0 0 0 0 0 0 0 Grp Vol (v), veh/h 0 0 0 0 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 0 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 0 0 0 0 0 0 0 0 V/C Ratio (X)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 0 0 0 0 0 Upstream Filter (I)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 228 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 500: Wallin Drive/US Route 30 & 143rd Street PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 17 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R T+R T+R T+R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 395 0 516 0 716 0 695 Grp Sat Flow (s), veh/h/ln 0 1826 0 1783 0 1754 0 1715 Q Serve Time (g_s), s 0.0 18.4 0.0 28.0 0.0 39.5 0.0 24.0 Cycle Q Clear Time (g_c), s 0.0 18.4 0.0 28.0 0.0 39.5 0.0 24.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.13 0.00 0.04 0.00 0.37 0.00 0.31 Lane Grp Cap (c), veh/h 0 609 0 559 0 750 0 412 V/C Ratio (X)0.00 0.65 0.00 0.92 0.00 0.95 0.00 1.69 Avail Cap (c_a), veh/h 0 609 0 559 0 750 0 412 Upstream Filter (I)0.00 1.00 0.00 0.64 0.00 1.00 0.00 0.28 Uniform Delay (d1), s/veh 0.0 28.3 0.0 33.2 0.0 27.7 0.0 46.0 Incr Delay (d2), s/veh 0.0 5.3 0.0 15.2 0.0 23.5 0.0 312.8 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 33.6 0.0 48.3 0.0 51.2 0.0 358.8 1st-Term Q (Q1), veh/ln 0.0 7.5 0.0 11.3 0.0 14.7 0.0 10.9 2nd-Term Q (Q2), veh/ln 0.0 0.9 0.0 2.4 0.0 4.9 0.0 35.8 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.57 0.00 1.36 0.00 1.37 0.00 1.44 %ile Back of Q (95%), veh/ln 0.0 13.2 0.0 18.5 0.0 26.8 0.0 67.3 %ile Storage Ratio (RQ%)0.00 0.09 0.00 0.09 0.00 0.19 0.00 0.69 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 70.8 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.4 Intersection Summary HCM 6th Ctrl Delay 116.3 HCM 6th LOS F 229 HCM 6th Signalized Intersection Summary Future (2030) No-Build Traffic Projections 600: Steiner Road/Entrance & 143rd Street PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 18 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 1 325 135 350 235 1 45 0 240 1 5 1 Future Volume (veh/h) 1 325 135 350 235 1 45 0 240 1 5 1 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 418 1737 1811 1945 1745 418 1811 435 1870 1870 418 418 Adj Flow Rate, veh/h 1 342 142 368 247 1 47 0 253 1 5 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 100 11 6 2 15 100 6 100 2 2 100 100 Cap, veh/h 183 439 182 467 904 4 115 0 461 50 43 7 Arrive On Green 0.00 0.38 0.38 0.14 0.52 0.52 0.29 0.00 0.29 0.29 0.29 0.29 Sat Flow, veh/h 398 1166 484 1853 1737 7 97 0 1585 0 147 25 Grp Volume(v), veh/h 1 0 484 368 0 248 47 0 253 7 0 0 Grp Sat Flow(s),veh/h/ln 398 0 1650 1853 0 1744 97 0 1585 172 0 0 Q Serve(g_s), s 0.1 0.0 21.3 9.3 0.0 6.6 0.0 0.0 11.1 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.1 0.0 21.3 9.3 0.0 6.6 24.0 0.0 11.1 24.0 0.0 0.0 Prop In Lane 1.00 0.29 1.00 0.00 1.00 1.00 0.14 0.14 Lane Grp Cap(c), veh/h 183 0 622 467 0 907 115 0 461 100 0 0 V/C Ratio(X)0.01 0.00 0.78 0.79 0.00 0.27 0.41 0.00 0.55 0.07 0.00 0.00 Avail Cap(c_a), veh/h 212 0 860 592 0 1152 115 0 461 100 0 0 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 0.00 Uniform Delay (d), s/veh16.0 0.0 22.7 15.8 0.0 11.1 34.1 0.0 24.7 22.3 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 9.3 5.5 0.0 0.7 4.9 0.0 2.4 0.6 0.0 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/ln0.0 0.0 13.9 6.9 0.0 4.2 1.9 0.0 7.7 0.2 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 16.0 0.0 32.0 21.3 0.0 11.8 38.9 0.0 27.1 22.9 0.0 0.0 LnGrp LOS B A C C A B D A C C A A Approach Vol, veh/h 485 616 300 7 Approach Delay, s/veh 31.9 17.5 28.9 22.9 Approach LOS C B C C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s15.4 37.1 30.0 3.6 48.9 30.0 Change Period (Y+Rc), s 3.5 6.0 6.0 3.5 6.0 6.0 Max Green Setting (Gmax), s17.5 43.0 24.0 6.0 54.5 24.0 Max Q Clear Time (g_c+I1), s11.3 23.3 26.0 2.1 8.6 26.0 Green Ext Time (p_c), s 0.6 7.8 0.0 0.0 4.9 0.0 Intersection Summary HCM 6th Ctrl Delay 24.9 HCM 6th LOS C 230 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 600: Steiner Road/Entrance & 143rd Street PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 19 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 1 325 135 350 235 1 45 0 240 1 5 1 Future Volume (veh/h) 1 325 135 350 235 1 45 0 240 1 5 1 Number 5 2 12 1 6 16 7 4 14 3 8 18 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 418 1737 1811 1945 1745 418 1811 435 1870 1870 418 418 Adj Flow Rate, veh/h 1 342 142 368 247 1 47 0 253 1 5 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 100 11 6 2 15 100 6 100 2 2 100 100 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 183 439 182 467 904 4 115 0 461 50 43 7 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 Prop Arrive On Green 0.00 0.38 0.38 0.14 0.52 0.52 0.29 0.00 0.29 0.29 0.29 0.29 Unsig. Movement Delay Ln Grp Delay, s/veh 16.0 0.0 32.0 21.3 0.0 11.8 38.9 0.0 27.1 22.9 0.0 0.0 Ln Grp LOS B A C C A B D A C C A A Approach Vol, veh/h 485 616 300 7 Approach Delay, s/veh 31.9 17.5 28.9 22.9 Approach LOS C B C C Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Case No 1.1 4.0 7.0 1.1 4.0 8.0 Phs Duration (G+Y+Rc), s 15.4 37.1 30.0 3.6 48.9 30.0 Change Period (Y+Rc), s 3.5 6.0 6.0 3.5 6.0 6.0 Max Green (Gmax), s 17.5 43.0 24.0 6.0 54.5 24.0 Max Allow Headway (MAH), s 3.7 9.0 6.1 4.0 8.9 7.8 Max Q Clear (g_c+l1), s 11.3 23.3 26.0 2.1 8.6 26.0 Green Ext Time (g_e), s 0.6 7.8 0.0 0.0 4.9 0.0 Prob of Phs Call (p_c)1.00 1.00 1.00 0.02 1.00 1.00 Prob of Max Out (p_x)0.24 0.41 1.00 1.00 0.00 1.00 Left-Turn Movement Data Assigned Mvmt 1 7 5 3 Mvmt Sat Flow, veh/h 1853 97 398 0 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1166 0 1737 147 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 484 1585 7 25 Left Lane Group Data Assigned Mvmt 1 0 0 7 5 0 0 3 Lane Assignment L (Pr/Pm)L+TL (Pr/Pm)L+T+R 231 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 600: Steiner Road/Entrance & 143rd Street PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 20 Lanes in Grp 1 0 0 1 1 0 0 1 Grp Vol (v), veh/h 368 0 0 47 1 0 0 7 Grp Sat Flow (s), veh/h/ln 1853 0 0 97 398 0 0 172 Q Serve Time (g_s), s 9.3 0.0 0.0 0.0 0.1 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 9.3 0.0 0.0 24.0 0.1 0.0 0.0 24.0 Perm LT Sat Flow (s_l), veh/h/ln 948 0 0 1432 253 0 0 1144 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 97 0 0 0 0 Perm LT Eff Green (g_p), s 33.1 0.0 0.0 24.0 31.1 0.0 0.0 24.0 Perm LT Serve Time (g_u), s 9.8 0.0 0.0 0.0 31.1 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 9.8 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 10.1 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.0 Prop LT Inside Lane (P_L)1.00 0.00 0.00 1.00 1.00 0.00 0.00 0.14 Lane Grp Cap (c), veh/h 467 0 0 115 183 0 0 100 V/C Ratio (X)0.79 0.00 0.00 0.41 0.01 0.00 0.00 0.07 Avail Cap (c_a), veh/h 592 0 0 115 212 0 0 100 Upstream Filter (I)1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 Uniform Delay (d1), s/veh 15.8 0.0 0.0 34.1 16.0 0.0 0.0 22.3 Incr Delay (d2), s/veh 5.5 0.0 0.0 4.9 0.0 0.0 0.0 0.6 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 21.3 0.0 0.0 38.9 16.0 0.0 0.0 22.9 1st-Term Q (Q1), veh/ln 3.1 0.0 0.0 0.9 0.0 0.0 0.0 0.1 2nd-Term Q (Q2), veh/ln 0.7 0.0 0.0 0.2 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 0.00 0.00 1.80 1.80 0.00 0.00 1.80 %ile Back of Q (95%), veh/ln 6.9 0.0 0.0 1.9 0.0 0.0 0.0 0.2 %ile Storage Ratio (RQ%)0.84 0.00 0.00 0.04 0.00 0.00 0.00 0.02 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment Lanes in Grp 0 0 0 0 0 0 0 0 Grp Vol (v), veh/h 0 0 0 0 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 0 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 0 0 0 0 0 0 0 0 V/C Ratio (X)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 0 0 0 0 0 Upstream Filter (I)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 232 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 600: Steiner Road/Entrance & 143rd Street PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 21 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R R T+R Lanes in Grp 0 1 0 1 0 1 0 0 Grp Vol (v), veh/h 0 484 0 253 0 248 0 0 Grp Sat Flow (s), veh/h/ln 0 1650 0 1585 0 1744 0 0 Q Serve Time (g_s), s 0.0 21.3 0.0 11.1 0.0 6.6 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 21.3 0.0 11.1 0.0 6.6 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.29 0.00 1.00 0.00 0.00 0.00 0.14 Lane Grp Cap (c), veh/h 0 622 0 461 0 907 0 0 V/C Ratio (X)0.00 0.78 0.00 0.55 0.00 0.27 0.00 0.00 Avail Cap (c_a), veh/h 0 860 0 461 0 1152 0 0 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 22.7 0.0 24.7 0.0 11.1 0.0 0.0 Incr Delay (d2), s/veh 0.0 9.3 0.0 2.4 0.0 0.7 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 32.0 0.0 27.1 0.0 11.8 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 7.3 0.0 4.0 0.0 2.1 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 1.6 0.0 0.3 0.0 0.2 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.55 0.00 1.79 0.00 1.80 0.00 1.00 %ile Back of Q (95%), veh/ln 0.0 13.9 0.0 7.7 0.0 4.2 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.27 0.00 0.08 0.00 0.02 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 24.9 HCM 6th LOS C 233 HCM 6th Signalized Intersection Summary Future (2030) No-Build Traffic Projections 900: Drauden Road/Steiner Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 22 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 140 440 205 275 430 55 220 65 230 85 215 145 Future Volume (veh/h) 140 440 205 275 430 55 220 65 230 85 215 145 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1826 1870 1870 1870 1870 1870 1856 1870 1870 1870 1870 Adj Flow Rate, veh/h 147 463 216 289 453 58 232 68 242 89 226 153 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 2 2 2 2 2 3 2 2 2 2 Cap, veh/h 434 535 250 316 804 103 290 402 343 355 372 316 Arrive On Green 0.06 0.45 0.45 0.10 0.49 0.49 0.08 0.22 0.22 0.05 0.20 0.20 Sat Flow, veh/h 1781 1178 549 1781 1625 208 1781 1856 1585 1781 1870 1585 Grp Volume(v), veh/h 147 0 679 289 0 511 232 68 242 89 226 153 Grp Sat Flow(s),veh/h/ln1781 0 1727 1781 0 1833 1781 1856 1585 1781 1870 1585 Q Serve(g_s), s 5.2 0.0 42.4 10.0 0.0 23.4 9.5 3.6 16.9 4.7 13.2 10.3 Cycle Q Clear(g_c), s 5.2 0.0 42.4 10.0 0.0 23.4 9.5 3.6 16.9 4.7 13.2 10.3 Prop In Lane 1.00 0.32 1.00 0.11 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 434 0 785 316 0 907 290 402 343 355 372 316 V/C Ratio(X)0.34 0.00 0.87 0.91 0.00 0.56 0.80 0.17 0.70 0.25 0.61 0.48 Avail Cap(c_a), veh/h 467 0 785 337 0 907 290 402 343 386 405 343 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)0.25 0.00 0.25 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh17.1 0.0 29.4 24.8 0.0 21.3 40.2 38.2 43.5 35.3 43.8 42.6 Incr Delay (d2), s/veh 0.1 0.0 3.5 27.5 0.0 2.5 14.5 0.9 11.5 0.4 7.2 5.2 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/ln3.1 0.0 20.0 9.9 0.0 14.9 5.8 3.1 12.0 3.7 10.9 7.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 17.2 0.0 32.9 52.4 0.0 23.8 54.7 39.1 55.0 35.7 50.9 47.8 LnGrp LOS B A C D A C D D D D D D Approach Vol, veh/h 826 800 542 468 Approach Delay, s/veh 30.1 34.1 52.9 47.0 Approach LOS C C D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s15.6 61.5 10.9 32.0 10.8 66.3 13.0 29.9 Change Period (Y+Rc), s 3.5 7.0 4.5 6.0 3.5 7.0 3.5 6.0 Max Green Setting (Gmax), s13.5 51.0 8.5 26.0 9.5 55.0 9.5 26.0 Max Q Clear Time (g_c+I1), s12.0 44.4 6.7 18.9 7.2 25.4 11.5 15.2 Green Ext Time (p_c), s 0.1 4.5 0.0 1.9 0.1 9.9 0.0 3.5 Intersection Summary HCM 6th Ctrl Delay 39.0 HCM 6th LOS D 234 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 900: Drauden Road/Steiner Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 23 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 140 440 205 275 430 55 220 65 230 85 215 145 Future Volume (veh/h) 140 440 205 275 430 55 220 65 230 85 215 145 Number 5 2 12 1 6 16 7 4 14 3 8 18 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1870 1826 1870 1870 1870 1870 1870 1856 1870 1870 1870 1870 Adj Flow Rate, veh/h 147 463 216 289 453 58 232 68 242 89 226 153 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 2 2 2 2 2 3 2 2 2 2 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 434 535 250 316 804 103 290 402 343 355 372 316 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 Prop Arrive On Green 0.06 0.45 0.45 0.10 0.49 0.49 0.08 0.22 0.22 0.05 0.20 0.20 Unsig. Movement Delay Ln Grp Delay, s/veh 17.2 0.0 32.9 52.4 0.0 23.8 54.7 39.1 55.0 35.7 50.9 47.8 Ln Grp LOS B A C D A C D D D D D D Approach Vol, veh/h 826 800 542 468 Approach Delay, s/veh 30.1 34.1 52.9 47.0 Approach LOS C C D D Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 4.0 1.1 3.0 1.1 4.0 1.1 3.0 Phs Duration (G+Y+Rc), s 15.6 61.5 10.9 32.0 10.8 66.3 13.0 29.9 Change Period (Y+Rc), s 3.5 7.0 4.5 6.0 3.5 7.0 3.5 6.0 Max Green (Gmax), s 13.5 51.0 8.5 26.0 9.5 55.0 9.5 26.0 Max Allow Headway (MAH), s 3.6 8.8 3.7 8.2 3.6 8.8 3.7 8.5 Max Q Clear (g_c+l1), s 12.0 44.4 6.7 18.9 7.2 25.4 11.5 15.2 Green Ext Time (g_e), s 0.1 4.5 0.0 1.9 0.1 9.9 0.0 3.5 Prob of Phs Call (p_c)1.00 1.00 0.95 1.00 0.99 1.00 1.00 1.00 Prob of Max Out (p_x)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.74 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1781 1781 1781 1781 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1178 1856 1625 1870 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 549 1585 208 1585 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 235 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 900: Drauden Road/Steiner Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 24 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 289 0 89 0 147 0 232 0 Grp Sat Flow (s), veh/h/ln 1781 0 1781 0 1781 0 1781 0 Q Serve Time (g_s), s 10.0 0.0 4.7 0.0 5.2 0.0 9.5 0.0 Cycle Q Clear Time (g_c), s 10.0 0.0 4.7 0.0 5.2 0.0 9.5 0.0 Perm LT Sat Flow (s_l), veh/h/ln 761 0 1069 0 889 0 1004 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 56.5 0.0 23.9 0.0 54.5 0.0 24.5 0.0 Perm LT Serve Time (g_u), s 12.1 0.0 22.4 0.0 35.9 0.0 10.7 0.0 Perm LT Q Serve Time (g_ps), s 12.1 0.0 0.1 0.0 3.7 0.0 10.7 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 316 0 355 0 434 0 290 0 V/C Ratio (X)0.91 0.00 0.25 0.00 0.34 0.00 0.80 0.00 Avail Cap (c_a), veh/h 337 0 386 0 467 0 290 0 Upstream Filter (I)1.00 0.00 1.00 0.00 0.25 0.00 1.00 0.00 Uniform Delay (d1), s/veh 24.8 0.0 35.3 0.0 17.1 0.0 40.2 0.0 Incr Delay (d2), s/veh 27.5 0.0 0.4 0.0 0.1 0.0 14.5 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 52.4 0.0 35.7 0.0 17.2 0.0 54.7 0.0 1st-Term Q (Q1), veh/ln 3.5 0.0 2.0 0.0 1.9 0.0 2.0 0.0 2nd-Term Q (Q2), veh/ln 2.4 0.0 0.0 0.0 0.0 0.0 1.2 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.67 0.00 1.80 0.00 1.59 0.00 1.80 0.00 %ile Back of Q (95%), veh/ln 9.9 0.0 3.7 0.0 3.1 0.0 5.8 0.0 %ile Storage Ratio (RQ%)1.05 0.00 0.37 0.00 0.38 0.00 0.33 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T T Lanes in Grp 0 0 0 1 0 0 0 1 Grp Vol (v), veh/h 0 0 0 68 0 0 0 226 Grp Sat Flow (s), veh/h/ln 0 0 0 1856 0 0 0 1870 Q Serve Time (g_s), s 0.0 0.0 0.0 3.6 0.0 0.0 0.0 13.2 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 3.6 0.0 0.0 0.0 13.2 Lane Grp Cap (c), veh/h 0 0 0 402 0 0 0 372 V/C Ratio (X)0.00 0.00 0.00 0.17 0.00 0.00 0.00 0.61 Avail Cap (c_a), veh/h 0 0 0 402 0 0 0 405 Upstream Filter (I)0.00 0.00 0.00 1.00 0.00 0.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 38.2 0.0 0.0 0.0 43.8 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.9 0.0 0.0 0.0 7.2 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 39.1 0.0 0.0 0.0 50.9 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 1.6 0.0 0.0 0.0 5.9 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.1 0.0 0.0 0.0 0.7 236 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 900: Drauden Road/Steiner Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 25 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.80 0.00 1.00 0.00 1.63 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 3.1 0.0 0.0 0.0 10.9 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.05 0.00 0.00 0.00 0.21 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R R T+R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 679 0 242 0 511 0 153 Grp Sat Flow (s), veh/h/ln 0 1727 0 1585 0 1833 0 1585 Q Serve Time (g_s), s 0.0 42.4 0.0 16.9 0.0 23.4 0.0 10.3 Cycle Q Clear Time (g_c), s 0.0 42.4 0.0 16.9 0.0 23.4 0.0 10.3 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.32 0.00 1.00 0.00 0.11 0.00 1.00 Lane Grp Cap (c), veh/h 0 785 0 343 0 907 0 316 V/C Ratio (X)0.00 0.87 0.00 0.70 0.00 0.56 0.00 0.48 Avail Cap (c_a), veh/h 0 785 0 343 0 907 0 343 Upstream Filter (I)0.00 0.25 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 29.4 0.0 43.5 0.0 21.3 0.0 42.6 Incr Delay (d2), s/veh 0.0 3.5 0.0 11.5 0.0 2.5 0.0 5.2 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 32.9 0.0 55.0 0.0 23.8 0.0 47.8 1st-Term Q (Q1), veh/ln 0.0 15.9 0.0 6.4 0.0 9.1 0.0 3.9 2nd-Term Q (Q2), veh/ln 0.0 0.8 0.0 1.1 0.0 0.6 0.0 0.5 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.20 0.00 1.60 0.00 1.53 0.00 1.78 %ile Back of Q (95%), veh/ln 0.0 20.0 0.0 12.0 0.0 14.9 0.0 7.8 %ile Storage Ratio (RQ%)0.00 0.11 0.00 0.77 0.00 0.34 0.00 0.50 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 39.0 HCM 6th LOS D 237 HCM 6th Signalized Intersection Summary Future (2030) No-Build Traffic Projections 1000: County Line Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 26 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 605 260 255 540 215 210 Future Volume (veh/h) 605 260 255 540 215 210 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1826 1870 1870 1870 1870 1856 Adj Flow Rate, veh/h 637 274 268 568 226 221 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 5 2 2 2 2 3 Cap, veh/h 686 295 301 1330 257 227 Arrive On Green 0.57 0.57 0.09 0.71 0.14 0.14 Sat Flow, veh/h 1211 521 1781 1870 1781 1572 Grp Volume(v), veh/h 0 911 268 568 226 221 Grp Sat Flow(s),veh/h/ln 0 1732 1781 1870 1781 1572 Q Serve(g_s), s 0.0 43.3 6.5 11.3 11.2 12.6 Cycle Q Clear(g_c), s 0.0 43.3 6.5 11.3 11.2 12.6 Prop In Lane 0.30 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 982 301 1330 257 227 V/C Ratio(X)0.00 0.93 0.89 0.43 0.88 0.97 Avail Cap(c_a), veh/h 0 982 301 1330 257 227 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 0.0 17.8 23.4 5.4 37.7 38.3 Incr Delay (d2), s/veh 0.0 15.9 26.3 1.0 27.3 51.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln0.0 24.3 8.8 5.4 10.6 12.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 33.7 49.7 6.4 65.0 90.2 LnGrp LOS A C D A E F Approach Vol, veh/h 911 836 447 Approach Delay, s/veh 33.7 20.3 77.5 Approach LOS C C E Timer - Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), s13.0 58.0 19.0 71.0 Change Period (Y+Rc), s 4.5 7.0 6.0 7.0 Max Green Setting (Gmax), s8.5 51.0 13.0 64.0 Max Q Clear Time (g_c+I1), s8.5 45.3 14.6 13.3 Green Ext Time (p_c), s 0.0 4.8 0.0 13.8 Intersection Summary HCM 6th Ctrl Delay 37.5 HCM 6th LOS D 238 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 1000: County Line Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 27 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 605 260 255 540 215 210 Future Volume (veh/h) 605 260 255 540 215 210 Number 2 12 1 6 7 14 Initial Q, veh 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1826 1870 1870 1870 1870 1856 Adj Flow Rate, veh/h 637 274 268 568 226 221 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 5 2 2 2 2 3 Opposing Right Turn Influence Yes Yes Cap, veh/h 686 295 301 1330 257 227 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.57 0.57 0.09 0.71 0.14 0.14 Unsig. Movement Delay Ln Grp Delay, s/veh 0.0 33.7 49.7 6.4 65.0 90.2 Ln Grp LOS A C D A E F Approach Vol, veh/h 911 836 447 Approach Delay, s/veh 33.7 20.3 77.5 Approach LOS C C E Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Case No 1.2 8.0 9.0 4.0 Phs Duration (G+Y+Rc), s 13.0 58.0 19.0 71.0 Change Period (Y+Rc), s 4.5 7.0 6.0 7.0 Max Green (Gmax), s 8.5 51.0 13.0 64.0 Max Allow Headway (MAH), s 3.6 8.8 3.8 8.7 Max Q Clear (g_c+l1), s 8.5 45.3 14.6 13.3 Green Ext Time (g_e), s 0.0 4.8 0.0 13.8 Prob of Phs Call (p_c)1.00 1.00 1.00 1.00 Prob of Max Out (p_x)1.00 0.00 1.00 0.00 Left-Turn Movement Data Assigned Mvmt 1 5 7 Mvmt Sat Flow, veh/h 1781 0 1781 Through Movement Data Assigned Mvmt 2 4 6 Mvmt Sat Flow, veh/h 1211 0 1870 Right-Turn Movement Data Assigned Mvmt 12 14 16 Mvmt Sat Flow, veh/h 521 1572 0 Left Lane Group Data Assigned Mvmt 1 5 0 7 0 0 0 0 Lane Assignment L (Pr/Pm)L 239 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 1000: County Line Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 28 Lanes in Grp 1 0 0 1 0 0 0 0 Grp Vol (v), veh/h 268 0 0 226 0 0 0 0 Grp Sat Flow (s), veh/h/ln 1781 0 0 1781 0 0 0 0 Q Serve Time (g_s), s 6.5 0.0 0.0 11.2 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 6.5 0.0 0.0 11.2 0.0 0.0 0.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 613 0 0 1781 0 0 0 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 53.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 7.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 7.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 51.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 0.00 1.00 0.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 301 0 0 257 0 0 0 0 V/C Ratio (X)0.89 0.00 0.00 0.88 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 301 0 0 257 0 0 0 0 Upstream Filter (I)1.00 0.00 0.00 1.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 23.4 0.0 0.0 37.7 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 26.3 0.0 0.0 27.3 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 49.7 0.0 0.0 65.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 2.9 0.0 0.0 4.5 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 2.2 0.0 0.0 1.9 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.73 1.00 0.00 1.65 0.00 0.00 0.00 0.00 %ile Back of Q (95%), veh/ln 8.8 0.0 0.0 10.6 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)1.71 0.00 0.00 0.22 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 0 Lane Assignment T Lanes in Grp 0 0 0 0 0 1 0 0 Grp Vol (v), veh/h 0 0 0 0 0 568 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 1870 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 11.3 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 11.3 0.0 0.0 Lane Grp Cap (c), veh/h 0 0 0 0 0 1330 0 0 V/C Ratio (X)0.00 0.00 0.00 0.00 0.00 0.43 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 0 0 1330 0 0 Upstream Filter (I)0.00 0.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 5.4 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 1.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 6.4 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 2.6 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0 240 HCM 6th Signalized Intersection Capacity Analysis Future (2030) No-Build Traffic Projections 1000: County Line Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 29 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.00 0.00 1.80 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 0.0 0.0 5.4 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.00 0.00 0.03 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 0 Lane Assignment T+R R Lanes in Grp 0 1 0 1 0 0 0 0 Grp Vol (v), veh/h 0 911 0 221 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 1732 0 1572 0 0 0 0 Q Serve Time (g_s), s 0.0 43.3 0.0 12.6 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 43.3 0.0 12.6 0.0 0.0 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.30 0.00 1.00 0.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 982 0 227 0 0 0 0 V/C Ratio (X)0.00 0.93 0.00 0.97 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 982 0 227 0 0 0 0 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 17.8 0.0 38.3 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 15.9 0.0 51.9 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 33.7 0.0 90.2 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 13.1 0.0 4.5 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 4.3 0.0 3.3 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.39 0.00 1.59 0.00 1.00 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 24.3 0.0 12.3 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.24 0.00 1.97 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 37.5 HCM 6th LOS D 241 242 Trammell Crow Industrial – Plainfield, IL June 2023 FUTURE (2030) BUILD CAPACITY REPORTS 243 HCM 6th Signalized Intersection Summary Future (2030) Build Traffic Projections 100: Ridge Road & Johnson Road/143rd Street Extension PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 5 1 5 130 1 180 5 725 70 160 865 5 Future Volume (veh/h) 5 1 5 130 1 180 5 725 70 160 865 5 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1411 1870 1530 1781 1870 1870 1870 1870 1796 1870 1870 1530 Adj Flow Rate, veh/h 5 1 5 137 1 189 5 763 74 168 911 5 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, % 33 2 25 8 2 2 2 2 7 2 2 25 Cap, veh/h 111 20 100 311 1 249 275 1141 928 384 1223 7 Arrive On Green 0.00 0.07 0.07 0.09 0.16 0.16 0.00 0.61 0.61 0.05 0.66 0.66 Sat Flow, veh/h 1344 271 1355 1697 8 1578 1781 1870 1522 1781 1858 10 Grp Volume(v), veh/h 5 0 6 137 0 190 5 763 74 168 0 916 Grp Sat Flow(s),veh/h/ln 1344 0 1626 1697 0 1586 1781 1870 1522 1781 0 1869 Q Serve(g_s), s 0.4 0.0 0.4 7.8 0.0 12.4 0.1 29.0 2.2 3.6 0.0 35.5 Cycle Q Clear(g_c), s 0.4 0.0 0.4 7.8 0.0 12.4 0.1 29.0 2.2 3.6 0.0 35.5 Prop In Lane 1.00 0.83 1.00 0.99 1.00 1.00 1.00 0.01 Lane Grp Cap(c), veh/h 111 0 120 311 0 251 275 1141 928 384 0 1230 V/C Ratio(X)0.05 0.00 0.05 0.44 0.00 0.76 0.02 0.67 0.08 0.44 0.00 0.74 Avail Cap(c_a), veh/h 224 0 361 311 0 353 408 1141 928 431 0 1230 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 0.58 0.58 0.58 0.56 0.00 0.56 Uniform Delay (d), s/veh 46.1 0.0 46.5 39.5 0.0 43.5 12.4 13.9 8.6 12.1 0.0 12.4 Incr Delay (d2), s/veh 0.2 0.0 0.2 1.0 0.0 5.9 0.0 1.8 0.1 0.4 0.0 2.3 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 0.2 0.0 0.3 5.8 0.0 8.8 0.1 14.6 1.2 2.0 0.0 16.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 46.3 0.0 46.7 40.5 0.0 49.4 12.4 15.7 8.7 12.5 0.0 14.7 LnGrp LOS D A D D A D B B A B A B Approach Vol, veh/h 11 327 842 1084 Approach Delay, s/veh 46.5 45.7 15.1 14.4 Approach LOS D D B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.2 71.9 13.0 14.0 3.9 77.1 3.9 23.1 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), s 8.5 47.0 9.5 24.0 8.5 47.0 9.5 24.0 Max Q Clear Time (g_c+I1), s 5.6 31.0 9.8 2.4 2.1 37.5 2.4 14.4 Green Ext Time (p_c), s 0.1 4.4 0.0 0.0 0.0 4.0 0.0 0.6 Intersection Summary HCM 6th Ctrl Delay 19.3 HCM 6th LOS B 244 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 100: Ridge Road & Johnson Road/143rd Street Extension PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 5 1 5 130 1 180 5 725 70 160 865 5 Future Volume (veh/h) 5 1 5 130 1 180 5 725 70 160 865 5 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1411 1870 1530 1781 1870 1870 1870 1870 1796 1870 1870 1530 Adj Flow Rate, veh/h 5 1 5 137 1 189 5 763 74 168 911 5 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, % 33 2 25 8 2 2 2 2 7 2 2 25 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 111 20 100 311 1 249 275 1141 928 384 1223 7 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 Prop Arrive On Green 0.00 0.07 0.07 0.09 0.16 0.16 0.00 0.61 0.61 0.05 0.66 0.66 Unsig. Movement Delay Ln Grp Delay, s/veh 46.3 0.0 46.7 40.5 0.0 49.4 12.4 15.7 8.7 12.5 0.0 14.7 Ln Grp LOS D A D D A D B B A B A B Approach Vol, veh/h 11 327 842 1084 Approach Delay, s/veh 46.5 45.7 15.1 14.4 Approach LOS D D B B Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 3.0 1.1 4.0 1.1 4.0 1.1 4.0 Phs Duration (G+Y+Rc), s 9.2 71.9 13.0 14.0 3.9 77.1 3.9 23.1 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green (Gmax), s 8.5 47.0 9.5 24.0 8.5 47.0 9.5 24.0 Max Allow Headway (MAH), s 3.6 4.7 3.7 5.5 3.6 4.7 3.9 5.2 Max Q Clear (g_c+l1), s 5.6 31.0 9.8 2.4 2.1 37.5 2.4 14.4 Green Ext Time (g_e), s 0.1 4.4 0.0 0.0 0.0 4.0 0.0 0.6 Prob of Phs Call (p_c)0.99 1.00 0.98 1.00 0.14 1.00 0.14 1.00 Prob of Max Out (p_x)1.00 0.15 1.00 0.00 0.00 0.53 0.00 0.11 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1781 1697 1781 1344 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1870 271 1858 8 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 1522 1355 10 1578 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 245 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 100: Ridge Road & Johnson Road/143rd Street Extension PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 3 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 168 0 137 0 5 0 5 0 Grp Sat Flow (s), veh/h/ln 1781 0 1697 0 1781 0 1344 0 Q Serve Time (g_s), s 3.6 0.0 7.8 0.0 0.1 0.0 0.4 0.0 Cycle Q Clear Time (g_c), s 3.6 0.0 7.8 0.0 0.1 0.0 0.4 0.0 Perm LT Sat Flow (s_l), veh/h/ln 657 0 1343 0 610 0 900 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 67.9 0.0 10.0 0.0 65.9 0.0 8.0 0.0 Perm LT Serve Time (g_u), s 36.8 0.0 7.6 0.0 35.6 0.0 4.7 0.0 Perm LT Q Serve Time (g_ps), s 10.7 0.0 0.3 0.0 0.3 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 384 0 311 0 275 0 111 0 V/C Ratio (X)0.44 0.00 0.44 0.00 0.02 0.00 0.05 0.00 Avail Cap (c_a), veh/h 431 0 311 0 408 0 224 0 Upstream Filter (I)0.56 0.00 1.00 0.00 0.58 0.00 1.00 0.00 Uniform Delay (d1), s/veh 12.1 0.0 39.5 0.0 12.4 0.0 46.1 0.0 Incr Delay (d2), s/veh 0.4 0.0 1.0 0.0 0.0 0.0 0.2 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 12.5 0.0 40.5 0.0 12.4 0.0 46.3 0.0 1st-Term Q (Q1), veh/ln 1.0 0.0 3.1 0.0 0.0 0.0 0.1 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.1 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 0.00 1.80 0.00 1.80 0.00 1.80 0.00 %ile Back of Q (95%), veh/ln 2.0 0.0 5.8 0.0 0.1 0.0 0.2 0.0 %ile Storage Ratio (RQ%)0.19 0.00 0.72 0.00 0.01 0.00 0.03 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T Lanes in Grp 0 1 0 0 0 0 0 0 Grp Vol (v), veh/h 0 763 0 0 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 1870 0 0 0 0 0 0 Q Serve Time (g_s), s 0.0 29.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 29.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 0 1141 0 0 0 0 0 0 V/C Ratio (X)0.00 0.67 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 1141 0 0 0 0 0 0 Upstream Filter (I)0.00 0.58 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 13.9 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 1.8 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 15.7 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 9.9 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.6 0.0 0.0 0.0 0.0 0.0 0.0 246 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 100: Ridge Road & Johnson Road/143rd Street Extension PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 4 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.39 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (95%), veh/ln 0.0 14.6 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.07 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment R T+R T+R T+R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 74 0 6 0 916 0 190 Grp Sat Flow (s), veh/h/ln 0 1522 0 1626 0 1869 0 1586 Q Serve Time (g_s), s 0.0 2.2 0.0 0.4 0.0 35.5 0.0 12.4 Cycle Q Clear Time (g_c), s 0.0 2.2 0.0 0.4 0.0 35.5 0.0 12.4 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 1.00 0.00 0.83 0.00 0.01 0.00 0.99 Lane Grp Cap (c), veh/h 0 928 0 120 0 1230 0 251 V/C Ratio (X)0.00 0.08 0.00 0.05 0.00 0.74 0.00 0.76 Avail Cap (c_a), veh/h 0 928 0 361 0 1230 0 353 Upstream Filter (I)0.00 0.58 0.00 1.00 0.00 0.56 0.00 1.00 Uniform Delay (d1), s/veh 0.0 8.6 0.0 46.5 0.0 12.4 0.0 43.5 Incr Delay (d2), s/veh 0.0 0.1 0.0 0.2 0.0 2.3 0.0 5.9 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 8.7 0.0 46.7 0.0 14.7 0.0 49.4 1st-Term Q (Q1), veh/ln 0.0 0.6 0.0 0.2 0.0 11.2 0.0 4.7 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.8 0.0 0.4 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.80 0.00 1.80 0.00 1.35 0.00 1.73 %ile Back of Q (95%), veh/ln 0.0 1.2 0.0 0.3 0.0 16.2 0.0 8.8 %ile Storage Ratio (RQ%)0.00 0.12 0.00 0.00 0.00 0.13 0.00 0.09 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 19.3 HCM 6th LOS B 247 HCM 6th Signalized Intersection Summary Future (2030) Build Traffic Projections 200: Ridge Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 35 295 15 170 345 300 20 465 160 425 530 60 Future Volume (veh/h) 35 295 15 170 345 300 20 465 160 425 530 60 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1969 1870 1870 1953 1870 1870 1922 1826 1856 1953 1870 Adj Flow Rate, veh/h 37 311 16 179 363 316 21 489 168 447 558 63 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 2 2 2 3 2 2 5 5 3 3 2 Cap, veh/h 193 405 346 295 540 681 343 713 721 457 998 847 Arrive On Green 0.02 0.21 0.21 0.09 0.28 0.28 0.01 0.37 0.37 0.15 0.51 0.51 Sat Flow, veh/h 1781 1969 1585 1781 1953 1585 1781 1922 1547 1767 1953 1585 Grp Volume(v), veh/h 37 311 16 179 363 316 21 489 168 447 558 63 Grp Sat Flow(s),veh/h/ln1781 1969 1585 1781 1953 1585 1781 1922 1547 1767 1953 1585 Q Serve(g_s), s 1.8 16.1 0.9 8.2 17.8 15.3 0.8 23.2 7.0 16.5 21.1 2.1 Cycle Q Clear(g_c), s 1.8 16.1 0.9 8.2 17.8 15.3 0.8 23.2 7.0 16.5 21.1 2.1 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 193 405 346 295 540 681 343 713 721 457 998 847 V/C Ratio(X)0.19 0.77 0.05 0.61 0.67 0.46 0.06 0.69 0.23 0.98 0.56 0.07 Avail Cap(c_a), veh/h 341 620 520 316 615 741 460 713 721 457 998 847 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 0.79 0.79 0.79 1.00 1.00 1.00 0.67 0.67 0.67 Uniform Delay (d), s/veh33.3 40.5 33.3 29.7 34.7 22.0 20.9 28.6 17.3 21.3 18.1 12.2 Incr Delay (d2), s/veh 0.5 13.1 0.3 2.4 5.2 1.8 0.1 5.3 0.8 28.8 1.5 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/ln1.3 13.7 0.6 6.2 13.0 8.9 0.6 16.2 4.3 13.6 12.7 1.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 33.8 53.6 33.6 32.1 39.9 23.8 21.0 33.9 18.0 50.1 19.6 12.3 LnGrp LOS C D C C D C C C B D B B Approach Vol, veh/h 364 858 678 1068 Approach Delay, s/veh 50.7 32.3 29.6 31.9 Approach LOS D C C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s20.0 46.1 13.7 28.2 4.9 61.2 6.0 35.9 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), s16.5 27.0 11.5 34.0 8.5 35.0 11.5 34.0 Max Q Clear Time (g_c+I1), s18.5 25.2 10.2 18.1 2.8 23.1 3.8 19.8 Green Ext Time (p_c), s 0.0 1.2 0.1 4.1 0.0 6.5 0.0 7.3 Intersection Summary HCM 6th Ctrl Delay 33.8 HCM 6th LOS C 248 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 200: Ridge Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 35 295 15 170 345 300 20 465 160 425 530 60 Future Volume (veh/h) 35 295 15 170 345 300 20 465 160 425 530 60 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1870 1969 1870 1870 1953 1870 1870 1922 1826 1856 1953 1870 Adj Flow Rate, veh/h 37 311 16 179 363 316 21 489 168 447 558 63 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 2 2 2 3 2 2 5 5 3 3 2 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 193 405 346 295 540 681 343 713 721 457 998 847 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 Prop Arrive On Green 0.02 0.21 0.21 0.09 0.28 0.28 0.01 0.37 0.37 0.15 0.51 0.51 Unsig. Movement Delay Ln Grp Delay, s/veh 33.8 53.6 33.6 32.1 39.9 23.8 21.0 33.9 18.0 50.1 19.6 12.3 Ln Grp LOS C D C C D C C C B D B B Approach Vol, veh/h 364 858 678 1068 Approach Delay, s/veh 50.7 32.3 29.6 31.9 Approach LOS D C C C Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 3.0 1.1 3.0 1.1 3.0 1.1 3.0 Phs Duration (G+Y+Rc), s 20.0 46.1 13.7 28.2 4.9 61.2 6.0 35.9 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green (Gmax), s 16.5 27.0 11.5 34.0 8.5 35.0 11.5 34.0 Max Allow Headway (MAH), s 3.6 8.5 3.6 8.7 3.6 8.7 3.6 8.3 Max Q Clear (g_c+l1), s 18.5 25.2 10.2 18.1 2.8 23.1 3.8 19.8 Green Ext Time (g_e), s 0.0 1.2 0.1 4.1 0.0 6.5 0.0 7.3 Prob of Phs Call (p_c)1.00 1.00 1.00 1.00 0.47 1.00 0.67 1.00 Prob of Max Out (p_x)1.00 1.00 1.00 0.35 0.02 0.81 0.00 0.68 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1767 1781 1781 1781 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1922 1969 1953 1953 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 1547 1585 1585 1585 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 249 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 200: Ridge Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 7 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 447 0 179 0 21 0 37 0 Grp Sat Flow (s), veh/h/ln 1767 0 1781 0 1781 0 1781 0 Q Serve Time (g_s), s 16.5 0.0 8.2 0.0 0.8 0.0 1.8 0.0 Cycle Q Clear Time (g_c), s 16.5 0.0 8.2 0.0 0.8 0.0 1.8 0.0 Perm LT Sat Flow (s_l), veh/h/ln 770 0 1053 0 803 0 761 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 42.1 0.0 24.2 0.0 40.1 0.0 22.2 0.0 Perm LT Serve Time (g_u), s 16.9 0.0 6.1 0.0 34.1 0.0 12.0 0.0 Perm LT Q Serve Time (g_ps), s 16.9 0.0 3.7 0.0 0.2 0.0 0.5 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 457 0 295 0 343 0 193 0 V/C Ratio (X)0.98 0.00 0.61 0.00 0.06 0.00 0.19 0.00 Avail Cap (c_a), veh/h 457 0 316 0 460 0 341 0 Upstream Filter (I)0.67 0.00 0.79 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d1), s/veh 21.3 0.0 29.7 0.0 20.9 0.0 33.3 0.0 Incr Delay (d2), s/veh 28.8 0.0 2.4 0.0 0.1 0.0 0.5 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 50.1 0.0 32.1 0.0 21.0 0.0 33.8 0.0 1st-Term Q (Q1), veh/ln 5.8 0.0 3.3 0.0 0.3 0.0 0.7 0.0 2nd-Term Q (Q2), veh/ln 3.7 0.0 0.2 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.44 0.00 1.78 0.00 1.80 0.00 1.80 0.00 %ile Back of Q (95%), veh/ln 13.6 0.0 6.2 0.0 0.6 0.0 1.3 0.0 %ile Storage Ratio (RQ%)1.16 0.00 0.65 0.00 0.05 0.00 0.31 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T T T T Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 489 0 311 0 558 0 363 Grp Sat Flow (s), veh/h/ln 0 1922 0 1969 0 1953 0 1953 Q Serve Time (g_s), s 0.0 23.2 0.0 16.1 0.0 21.1 0.0 17.8 Cycle Q Clear Time (g_c), s 0.0 23.2 0.0 16.1 0.0 21.1 0.0 17.8 Lane Grp Cap (c), veh/h 0 713 0 405 0 998 0 540 V/C Ratio (X)0.00 0.69 0.00 0.77 0.00 0.56 0.00 0.67 Avail Cap (c_a), veh/h 0 713 0 620 0 998 0 615 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 0.67 0.00 0.79 Uniform Delay (d1), s/veh 0.0 28.6 0.0 40.5 0.0 18.1 0.0 34.7 Incr Delay (d2), s/veh 0.0 5.3 0.0 13.1 0.0 1.5 0.0 5.2 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 33.9 0.0 53.6 0.0 19.6 0.0 39.9 1st-Term Q (Q1), veh/ln 0.0 9.7 0.0 7.3 0.0 8.3 0.0 7.9 2nd-Term Q (Q2), veh/ln 0.0 1.1 0.0 1.5 0.0 0.4 0.0 0.8 250 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 200: Ridge Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 8 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.50 0.00 1.55 0.00 1.45 0.00 1.50 %ile Back of Q (95%), veh/ln 0.0 16.2 0.0 13.7 0.0 12.7 0.0 13.0 %ile Storage Ratio (RQ%)0.00 0.29 0.00 0.09 0.00 0.06 0.00 0.13 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment R R R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 168 0 16 0 63 0 316 Grp Sat Flow (s), veh/h/ln 0 1547 0 1585 0 1585 0 1585 Q Serve Time (g_s), s 0.0 7.0 0.0 0.9 0.0 2.1 0.0 15.3 Cycle Q Clear Time (g_c), s 0.0 7.0 0.0 0.9 0.0 2.1 0.0 15.3 Prot RT Sat Flow (s_R), veh/h/ln 0.0 1547.4 0.0 1585.1 0.0 1585.1 0.0 1585.1 Prot RT Eff Green (g_R), s 0.0 10.2 0.0 1.4 0.0 2.5 0.0 16.5 Prop RT Outside Lane (P_R) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Lane Grp Cap (c), veh/h 0 721 0 346 0 847 0 681 V/C Ratio (X)0.00 0.23 0.00 0.05 0.00 0.07 0.00 0.46 Avail Cap (c_a), veh/h 0 721 0 520 0 847 0 741 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 0.67 0.00 0.79 Uniform Delay (d1), s/veh 0.0 17.3 0.0 33.3 0.0 12.2 0.0 22.0 Incr Delay (d2), s/veh 0.0 0.8 0.0 0.3 0.0 0.1 0.0 1.8 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 18.0 0.0 33.6 0.0 12.3 0.0 23.8 1st-Term Q (Q1), veh/ln 0.0 2.3 0.0 0.3 0.0 0.7 0.0 5.2 2nd-Term Q (Q2), veh/ln 0.0 0.2 0.0 0.0 0.0 0.0 0.0 0.3 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.80 0.00 1.80 0.00 1.80 0.00 1.62 %ile Back of Q (95%), veh/ln 0.0 4.3 0.0 0.6 0.0 1.2 0.0 8.9 %ile Storage Ratio (RQ%)0.00 0.38 0.00 0.14 0.00 0.10 0.00 0.95 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 33.8 HCM 6th LOS C 251 HCM 6th Signalized Intersection Summary Future (2030) Build Traffic Projections 300: Ridge Road & Plainfield Road PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 9 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 65 465 435 475 565 115 Future Volume (veh/h) 65 465 435 475 565 115 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1856 1969 1870 1969 Adj Flow Rate, veh/h 68 489 458 500 595 121 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 3 2 2 2 Cap, veh/h 417 638 459 1162 693 618 Arrive On Green 0.23 0.23 0.17 0.59 0.37 0.37 Sat Flow, veh/h 1781 1585 1767 1969 1870 1668 Grp Volume(v), veh/h 68 489 458 500 595 121 Grp Sat Flow(s),veh/h/ln1781 1585 1767 1969 1870 1668 Q Serve(g_s), s 2.1 16.0 11.4 9.5 20.1 3.4 Cycle Q Clear(g_c), s 2.1 16.0 11.4 9.5 20.1 3.4 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 417 638 459 1162 693 618 V/C Ratio(X)0.16 0.77 1.00 0.43 0.86 0.20 Avail Cap(c_a), veh/h 417 638 459 1498 1013 904 HCM Platoon Ratio 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 Uniform Delay (d), s/veh20.8 17.6 15.6 7.7 19.8 14.6 Incr Delay (d2), s/veh 0.2 5.6 41.4 0.3 5.1 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln1.4 1.8 13.2 4.7 12.5 1.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 21.0 23.2 57.1 7.9 25.0 14.7 LnGrp LOS C C E A C B Approach Vol, veh/h 557 958 716 Approach Delay, s/veh 22.9 31.4 23.3 Approach LOS C C C Timer - Assigned Phs 2 4 5 6 Phs Duration (G+Y+Rc), s 46.3 22.0 15.0 31.3 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green Setting (Gmax), s 52.0 16.0 11.5 37.0 Max Q Clear Time (g_c+I1), s 11.5 18.0 13.4 22.1 Green Ext Time (p_c), s 2.9 0.0 0.0 3.3 Intersection Summary HCM 6th Ctrl Delay 26.7 HCM 6th LOS C 252 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 300: Ridge Road & Plainfield Road PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 10 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 65 465 435 475 565 115 Future Volume (veh/h) 65 465 435 475 565 115 Number 7 14 5 2 6 16 Initial Q, veh 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1870 1870 1856 1969 1870 1969 Adj Flow Rate, veh/h 68 489 458 500 595 121 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 3 2 2 2 Opposing Right Turn Influence Yes Yes Cap, veh/h 417 638 459 1162 693 618 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.23 0.23 0.17 0.59 0.37 0.37 Unsig. Movement Delay Ln Grp Delay, s/veh 21.0 23.2 57.1 7.9 25.0 14.7 Ln Grp LOS C C E A C B Approach Vol, veh/h 557 958 716 Approach Delay, s/veh 22.9 31.4 23.3 Approach LOS C C C Timer:1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 Case No 4.0 9.0 1.2 7.0 Phs Duration (G+Y+Rc), s 46.3 22.0 15.0 31.3 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green (Gmax), s 52.0 16.0 11.5 37.0 Max Allow Headway (MAH), s 4.7 3.9 3.6 4.6 Max Q Clear (g_c+l1), s 11.5 18.0 13.4 22.1 Green Ext Time (g_e), s 2.9 0.0 0.0 3.3 Prob of Phs Call (p_c)1.00 1.00 1.00 1.00 Prob of Max Out (p_x)0.00 1.00 1.00 0.11 Left-Turn Movement Data Assigned Mvmt 7 5 1 Mvmt Sat Flow, veh/h 1781 1767 0 Through Movement Data Assigned Mvmt 2 4 6 Mvmt Sat Flow, veh/h 1969 0 1870 Right-Turn Movement Data Assigned Mvmt 12 14 16 Mvmt Sat Flow, veh/h 0 1585 1668 Left Lane Group Data Assigned Mvmt 0 0 0 7 5 1 0 0 Lane Assignment LL (Pr/Pm) 253 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 300: Ridge Road & Plainfield Road PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 11 Lanes in Grp 0 0 0 1 1 0 0 0 Grp Vol (v), veh/h 0 0 0 68 458 0 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 1781 1767 0 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 2.1 11.4 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 2.1 11.4 0.0 0.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 0 0 0 1781 729 0 0 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 0.0 0.0 0.0 0.0 27.3 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 5.3 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 0.0 0.0 0.0 0.0 5.3 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 25.3 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)0.00 0.00 0.00 1.00 1.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 0 0 417 459 0 0 0 V/C Ratio (X)0.00 0.00 0.00 0.16 1.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 417 459 0 0 0 Upstream Filter (I)0.00 0.00 0.00 1.00 1.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 20.8 15.6 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.2 41.4 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 21.0 57.1 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.8 3.1 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 5.3 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 0.00 0.00 1.80 1.57 1.00 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 1.4 13.2 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.17 1.12 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 0 Lane Assignment T T Lanes in Grp 0 1 0 0 0 1 0 0 Grp Vol (v), veh/h 0 500 0 0 0 595 0 0 Grp Sat Flow (s), veh/h/ln 0 1969 0 0 0 1870 0 0 Q Serve Time (g_s), s 0.0 9.5 0.0 0.0 0.0 20.1 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 9.5 0.0 0.0 0.0 20.1 0.0 0.0 Lane Grp Cap (c), veh/h 0 1162 0 0 0 693 0 0 V/C Ratio (X)0.00 0.43 0.00 0.00 0.00 0.86 0.00 0.00 Avail Cap (c_a), veh/h 0 1498 0 0 0 1013 0 0 Upstream Filter (I)0.00 1.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 7.7 0.0 0.0 0.0 19.8 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.3 0.0 0.0 0.0 5.1 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 7.9 0.0 0.0 0.0 25.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 2.5 0.0 0.0 0.0 6.9 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.1 0.0 0.0 0.0 1.0 0.0 0.0 254 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 300: Ridge Road & Plainfield Road PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 12 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.80 0.00 1.00 0.00 1.58 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 4.7 0.0 0.0 0.0 12.5 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.04 0.00 0.00 0.00 0.21 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 0 Lane Assignment R R Lanes in Grp 0 0 0 1 0 1 0 0 Grp Vol (v), veh/h 0 0 0 489 0 121 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 1585 0 1668 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 16.0 0.0 3.4 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 16.0 0.0 3.4 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 1585.1 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 11.5 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.00 0.00 1.00 0.00 1.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 0 0 638 0 618 0 0 V/C Ratio (X)0.00 0.00 0.00 0.77 0.00 0.20 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 638 0 904 0 0 Upstream Filter (I)0.00 0.00 0.00 1.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 17.6 0.0 14.6 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 5.6 0.0 0.2 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 23.2 0.0 14.7 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 1.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 1.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.80 0.00 1.80 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 1.8 0.0 1.9 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.01 0.00 0.22 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 26.7 HCM 6th LOS C 255 HCM 6th TWSC Future (2030) Build Traffic Projections 400: Ridge Road & Grande Park Boulevard/135th Street PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 13 Intersection Int Delay, s/veh 22 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 15 30 20 140 40 45 15 445 80 35 520 10 Future Vol, veh/h 15 30 20 140 40 45 15 445 80 35 520 10 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 65 - - 80 - - 225 - - 220 - - 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 2 2 3 14 2 2 3 2 2 Mvmt Flow 16 32 21 147 42 47 16 468 84 37 547 11 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1214 1211 553 1195 1174 510 558 0 0 552 0 0 Stage 1 627 627 - 542 542 - - - - - - - Stage 2 587 584 - 653 632 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.23 4.24 - - 4.13 - - 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 3.518 4.018 3.318 3.518 4.018 3.327 2.326 - - 2.227 - - Pot Cap-1 Maneuver 158 182 533 163 192 561 955 - - 1013 - - Stage 1 471 476 - 525 520 - - - - - - - Stage 2 496 498 - 456 474 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 114 172 533 ~ 129 182 561 955 - - 1013 - - Mov Cap-2 Maneuver 114 172 - ~ 129 182 - - - - - - - Stage 1 463 458 - 516 511 - - - - - - - Stage 2 410 490 - 393 456 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 28.5 126.4 0.2 0.5 HCM LOS D F Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)955 - - 114 236 129 283 1013 - - HCM Lane V/C Ratio 0.017 - - 0.139 0.223 1.142 0.316 0.036 - - HCM Control Delay (s)8.8 -- 41.6 24.6 188.9 23.5 8.7 - - HCM Lane LOS A - - E C F C A - - HCM 95th %tile Q(veh)0.1 - - 0.5 0.8 8.7 1.3 0.1 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 256 HCM 6th Signalized Intersection Summary Future (2030) Build Traffic Projections 500: Wallin Drive/US Route 30 & 143rd Street PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 14 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 265 530 20 65 475 205 45 325 50 255 430 265 Future Volume (veh/h) 265 530 20 65 475 205 45 325 50 255 430 265 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1841 1781 1796 1870 1811 1722 1870 1870 1856 1796 1870 1870 Adj Flow Rate, veh/h 279 558 21 68 500 216 47 342 53 268 453 279 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 8 7 2 6 12 2 2 3 7 2 2 Cap, veh/h 310 569 21 155 288 124 122 489 76 399 440 271 Arrive On Green 0.14 0.33 0.33 0.01 0.08 0.08 0.03 0.31 0.31 0.12 0.41 0.41 Sat Flow, veh/h 1753 1706 64 1781 1200 518 1781 1581 245 1711 1083 667 Grp Volume(v), veh/h 279 0 579 68 0 716 47 0 395 268 0 732 Grp Sat Flow(s),veh/h/ln 1753 0 1770 1781 0 1718 1781 0 1826 1711 0 1750 Q Serve(g_s), s 11.5 0.0 32.4 2.9 0.0 24.0 1.8 0.0 19.1 10.1 0.0 40.7 Cycle Q Clear(g_c), s 11.5 0.0 32.4 2.9 0.0 24.0 1.8 0.0 19.1 10.1 0.0 40.7 Prop In Lane 1.00 0.04 1.00 0.30 1.00 0.13 1.00 0.38 Lane Grp Cap(c), veh/h 310 0 591 155 0 412 122 0 565 399 0 712 V/C Ratio(X)0.90 0.00 0.98 0.44 0.00 1.74 0.39 0.00 0.70 0.67 0.00 1.03 Avail Cap(c_a), veh/h 326 0 591 338 0 412 206 0 565 484 0 712 HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.47 0.00 0.47 0.30 0.00 0.30 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 25.2 0.0 33.0 30.5 0.0 46.0 27.3 0.0 30.4 20.7 0.0 29.7 Incr Delay (d2), s/veh 14.5 0.0 20.7 0.6 0.0 334.6 2.0 0.0 7.0 2.7 0.0 41.3 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 8.3 0.0 20.8 2.2 0.0 71.6 1.4 0.0 13.9 7.0 0.0 32.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 39.7 0.0 53.7 31.1 0.0 380.6 29.3 0.0 37.4 23.5 0.0 70.9 LnGrp LOS D A D C A F C A D C A F Approach Vol, veh/h 858 784 442 1000 Approach Delay, s/veh 49.1 350.3 36.6 58.2 Approach LOS D F D E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 16.0 37.0 7.7 39.4 6.3 46.7 17.1 30.0 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 17.5 25.0 14.5 24.0 7.5 35.0 14.5 24.0 Max Q Clear Time (g_c+I1), s 12.1 21.1 4.9 34.4 3.8 42.7 13.5 26.0 Green Ext Time (p_c), s 0.4 0.8 0.1 0.0 0.0 0.0 0.1 0.0 Intersection Summary HCM 6th Ctrl Delay 126.8 HCM 6th LOS F 257 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 500: Wallin Drive/US Route 30 & 143rd Street PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 15 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 265 530 20 65 475 205 45 325 50 255 430 265 Future Volume (veh/h) 265 530 20 65 475 205 45 325 50 255 430 265 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1841 1781 1796 1870 1811 1722 1870 1870 1856 1796 1870 1870 Adj Flow Rate, veh/h 279 558 21 68 500 216 47 342 53 268 453 279 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 8 7 2 6 12 2 2 3 7 2 2 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 310 569 21 155 288 124 122 489 76 399 440 271 HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.14 0.33 0.33 0.01 0.08 0.08 0.03 0.31 0.31 0.12 0.41 0.41 Unsig. Movement Delay Ln Grp Delay, s/veh 39.7 0.0 53.7 31.1 0.0 380.6 29.3 0.0 37.4 23.5 0.0 70.9 Ln Grp LOS D A D C A F C A D C A F Approach Vol, veh/h 858 784 442 1000 Approach Delay, s/veh 49.1 350.3 36.6 58.2 Approach LOS D F D E Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 4.0 1.1 4.0 1.1 4.0 1.1 4.0 Phs Duration (G+Y+Rc), s 16.0 37.0 7.7 39.4 6.3 46.7 17.1 30.0 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green (Gmax), s 17.5 25.0 14.5 24.0 7.5 35.0 14.5 24.0 Max Allow Headway (MAH), s 3.7 4.9 3.7 4.9 3.7 4.9 3.7 5.0 Max Q Clear (g_c+l1), s 12.1 21.1 4.9 34.4 3.8 42.7 13.5 26.0 Green Ext Time (g_e), s 0.4 0.8 0.1 0.0 0.0 0.0 0.1 0.0 Prob of Phs Call (p_c)1.00 1.00 0.85 1.00 0.73 1.00 1.00 1.00 Prob of Max Out (p_x)0.31 1.00 0.00 1.00 1.00 1.00 1.00 1.00 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1711 1781 1781 1753 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1581 1706 1083 1200 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 245 64 667 518 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 258 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 500: Wallin Drive/US Route 30 & 143rd Street PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 16 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 268 0 68 0 47 0 279 0 Grp Sat Flow (s), veh/h/ln 1711 0 1781 0 1781 0 1753 0 Q Serve Time (g_s), s 10.1 0.0 2.9 0.0 1.8 0.0 11.5 0.0 Cycle Q Clear Time (g_c), s 10.1 0.0 2.9 0.0 1.8 0.0 11.5 0.0 Perm LT Sat Flow (s_l), veh/h/ln 950 0 835 0 724 0 723 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 33.0 0.0 24.0 0.0 31.0 0.0 26.0 0.0 Perm LT Serve Time (g_u), s 11.9 0.0 1.0 0.0 0.0 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 8.3 0.0 1.0 0.0 0.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 399 0 155 0 122 0 310 0 V/C Ratio (X)0.67 0.00 0.44 0.00 0.39 0.00 0.90 0.00 Avail Cap (c_a), veh/h 484 0 338 0 206 0 326 0 Upstream Filter (I)1.00 0.00 0.30 0.00 1.00 0.00 0.47 0.00 Uniform Delay (d1), s/veh 20.7 0.0 30.5 0.0 27.3 0.0 25.2 0.0 Incr Delay (d2), s/veh 2.7 0.0 0.6 0.0 2.0 0.0 14.5 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 23.5 0.0 31.1 0.0 29.3 0.0 39.7 0.0 1st-Term Q (Q1), veh/ln 3.6 0.0 1.2 0.0 0.7 0.0 4.4 0.0 2nd-Term Q (Q2), veh/ln 0.3 0.0 0.0 0.0 0.1 0.0 1.2 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 0.00 1.80 0.00 1.80 0.00 1.47 0.00 %ile Back of Q (95%), veh/ln 7.0 0.0 2.2 0.0 1.4 0.0 8.3 0.0 %ile Storage Ratio (RQ%)0.52 0.00 0.32 0.00 0.25 0.00 1.53 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment Lanes in Grp 0 0 0 0 0 0 0 0 Grp Vol (v), veh/h 0 0 0 0 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 0 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 0 0 0 0 0 0 0 0 V/C Ratio (X)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 0 0 0 0 0 Upstream Filter (I)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 259 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 500: Wallin Drive/US Route 30 & 143rd Street PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 17 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R T+R T+R T+R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 395 0 579 0 732 0 716 Grp Sat Flow (s), veh/h/ln 0 1826 0 1770 0 1750 0 1718 Q Serve Time (g_s), s 0.0 19.1 0.0 32.4 0.0 40.7 0.0 24.0 Cycle Q Clear Time (g_c), s 0.0 19.1 0.0 32.4 0.0 40.7 0.0 24.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.13 0.00 0.04 0.00 0.38 0.00 0.30 Lane Grp Cap (c), veh/h 0 565 0 591 0 712 0 412 V/C Ratio (X)0.00 0.70 0.00 0.98 0.00 1.03 0.00 1.74 Avail Cap (c_a), veh/h 0 565 0 591 0 712 0 412 Upstream Filter (I)0.00 1.00 0.00 0.47 0.00 1.00 0.00 0.30 Uniform Delay (d1), s/veh 0.0 30.4 0.0 33.0 0.0 29.7 0.0 46.0 Incr Delay (d2), s/veh 0.0 7.0 0.0 20.7 0.0 41.3 0.0 334.6 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 37.4 0.0 53.7 0.0 70.9 0.0 380.6 1st-Term Q (Q1), veh/ln 0.0 7.9 0.0 12.9 0.0 15.2 0.0 10.9 2nd-Term Q (Q2), veh/ln 0.0 1.1 0.0 3.4 0.0 8.2 0.0 38.3 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.55 0.00 1.28 0.00 1.37 0.00 1.45 %ile Back of Q (95%), veh/ln 0.0 13.9 0.0 20.8 0.0 32.0 0.0 71.6 %ile Storage Ratio (RQ%)0.00 0.09 0.00 0.11 0.00 0.23 0.00 0.73 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 5.1 0.0 75.9 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.3 0.0 0.4 Intersection Summary HCM 6th Ctrl Delay 126.8 HCM 6th LOS F 260 HCM 6th Signalized Intersection Summary Future (2030) Build Traffic Projections 600: Steiner Road/Entrance & 143rd Street PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 18 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 1 325 155 385 235 1 85 1 345 1 5 1 Future Volume (veh/h) 1 325 155 385 235 1 85 1 345 1 5 1 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 418 1737 1811 1945 1745 418 1737 435 1826 1870 418 418 Adj Flow Rate, veh/h 1 342 163 405 247 1 89 1 363 1 5 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 100 11 6 2 15 100 11 100 5 2 100 100 Cap, veh/h 182 428 204 472 933 4 111 0 434 48 41 7 Arrive On Green 0.00 0.39 0.39 0.15 0.54 0.54 0.28 0.28 0.28 0.28 0.28 0.28 Sat Flow, veh/h 398 1112 530 1853 1737 7 96 1 1547 0 147 25 Grp Volume(v), veh/h 1 0 505 405 0 248 90 0 363 7 0 0 Grp Sat Flow(s),veh/h/ln 398 0 1642 1853 0 1744 98 0 1547 172 0 0 Q Serve(g_s), s 0.1 0.0 23.4 10.5 0.0 6.6 0.0 0.0 18.9 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.1 0.0 23.4 10.5 0.0 6.6 24.0 0.0 18.9 24.0 0.0 0.0 Prop In Lane 1.00 0.32 1.00 0.00 0.99 1.00 0.14 0.14 Lane Grp Cap(c), veh/h 182 0 632 472 0 937 111 0 434 96 0 0 V/C Ratio(X)0.01 0.00 0.80 0.86 0.00 0.26 0.81 0.00 0.84 0.07 0.00 0.00 Avail Cap(c_a), veh/h 210 0 825 567 0 1111 111 0 434 96 0 0 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 0.00 Uniform Delay (d), s/veh16.1 0.0 23.3 16.4 0.0 10.7 39.1 0.0 28.9 23.7 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 10.1 10.9 0.0 0.7 37.9 0.0 14.6 0.7 0.0 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/ln0.0 0.0 15.0 8.6 0.0 4.2 5.4 0.0 13.3 0.2 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 16.2 0.0 33.5 27.3 0.0 11.4 77.0 0.0 43.5 24.3 0.0 0.0 LnGrp LOS B A C C A B E A D C A A Approach Vol, veh/h 506 653 453 7 Approach Delay, s/veh 33.5 21.3 50.2 24.3 Approach LOS C C D C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s16.6 39.0 30.0 3.6 52.0 30.0 Change Period (Y+Rc), s 3.5 6.0 6.0 3.5 6.0 6.0 Max Green Setting (Gmax), s17.5 43.0 24.0 6.0 54.5 24.0 Max Q Clear Time (g_c+I1), s12.5 25.4 26.0 2.1 8.6 26.0 Green Ext Time (p_c), s 0.6 7.6 0.0 0.0 4.9 0.0 Intersection Summary HCM 6th Ctrl Delay 33.2 HCM 6th LOS C 261 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 600: Steiner Road/Entrance & 143rd Street PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 19 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 1 325 155 385 235 1 85 1 345 1 5 1 Future Volume (veh/h) 1 325 155 385 235 1 85 1 345 1 5 1 Number 5 2 12 1 6 16 7 4 14 3 8 18 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 418 1737 1811 1945 1745 418 1737 435 1826 1870 418 418 Adj Flow Rate, veh/h 1 342 163 405 247 1 89 1 363 1 5 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 100 11 6 2 15 100 11 100 5 2 100 100 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 182 428 204 472 933 4 111 0 434 48 41 7 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 Prop Arrive On Green 0.00 0.39 0.39 0.15 0.54 0.54 0.28 0.28 0.28 0.28 0.28 0.28 Unsig. Movement Delay Ln Grp Delay, s/veh 16.2 0.0 33.5 27.3 0.0 11.4 77.0 0.0 43.5 24.3 0.0 0.0 Ln Grp LOS B A C C A B E A D C A A Approach Vol, veh/h 506 653 453 7 Approach Delay, s/veh 33.5 21.3 50.2 24.3 Approach LOS C C D C Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Case No 1.1 4.0 7.0 1.1 4.0 8.0 Phs Duration (G+Y+Rc), s 16.6 39.0 30.0 3.6 52.0 30.0 Change Period (Y+Rc), s 3.5 6.0 6.0 3.5 6.0 6.0 Max Green (Gmax), s 17.5 43.0 24.0 6.0 54.5 24.0 Max Allow Headway (MAH), s 3.7 9.0 6.2 4.0 8.9 7.8 Max Q Clear (g_c+l1), s 12.5 25.4 26.0 2.1 8.6 26.0 Green Ext Time (g_e), s 0.6 7.6 0.0 0.0 4.9 0.0 Prob of Phs Call (p_c)1.00 1.00 1.00 0.02 1.00 1.00 Prob of Max Out (p_x)0.50 0.51 1.00 1.00 0.00 1.00 Left-Turn Movement Data Assigned Mvmt 1 7 5 3 Mvmt Sat Flow, veh/h 1853 96 398 0 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1112 1 1737 147 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 530 1547 7 25 Left Lane Group Data Assigned Mvmt 1 0 0 7 5 0 0 3 Lane Assignment L (Pr/Pm)L+TL (Pr/Pm)L+T+R 262 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 600: Steiner Road/Entrance & 143rd Street PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 20 Lanes in Grp 1 0 0 1 1 0 0 1 Grp Vol (v), veh/h 405 0 0 90 1 0 0 7 Grp Sat Flow (s), veh/h/ln 1853 0 0 98 398 0 0 172 Q Serve Time (g_s), s 10.5 0.0 0.0 0.0 0.1 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 10.5 0.0 0.0 24.0 0.1 0.0 0.0 24.0 Perm LT Sat Flow (s_l), veh/h/ln 930 0 0 1432 253 0 0 1034 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 98 0 0 0 0 Perm LT Eff Green (g_p), s 35.0 0.0 0.0 24.0 33.0 0.0 0.0 24.0 Perm LT Serve Time (g_u), s 9.6 0.0 0.0 0.0 33.0 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 9.6 0.0 0.0 0.0 0.1 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 10.1 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.1 Prop LT Inside Lane (P_L)1.00 0.00 0.00 0.99 1.00 0.00 0.00 0.14 Lane Grp Cap (c), veh/h 472 0 0 111 182 0 0 96 V/C Ratio (X)0.86 0.00 0.00 0.81 0.01 0.00 0.00 0.07 Avail Cap (c_a), veh/h 567 0 0 111 210 0 0 96 Upstream Filter (I)1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 Uniform Delay (d1), s/veh 16.4 0.0 0.0 39.1 16.1 0.0 0.0 23.7 Incr Delay (d2), s/veh 10.9 0.0 0.0 37.9 0.0 0.0 0.0 0.7 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 27.3 0.0 0.0 77.0 16.2 0.0 0.0 24.3 1st-Term Q (Q1), veh/ln 3.5 0.0 0.0 1.8 0.0 0.0 0.0 0.1 2nd-Term Q (Q2), veh/ln 1.4 0.0 0.0 1.2 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.74 0.00 0.00 1.80 1.80 0.00 0.00 1.80 %ile Back of Q (95%), veh/ln 8.6 0.0 0.0 5.4 0.0 0.0 0.0 0.2 %ile Storage Ratio (RQ%)1.04 0.00 0.00 0.10 0.00 0.00 0.00 0.02 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment Lanes in Grp 0 0 0 0 0 0 0 0 Grp Vol (v), veh/h 0 0 0 0 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 0 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 0 0 0 0 0 0 0 0 V/C Ratio (X)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 0 0 0 0 0 Upstream Filter (I)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 263 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 600: Steiner Road/Entrance & 143rd Street PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 21 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R R T+R Lanes in Grp 0 1 0 1 0 1 0 0 Grp Vol (v), veh/h 0 505 0 363 0 248 0 0 Grp Sat Flow (s), veh/h/ln 0 1642 0 1547 0 1744 0 0 Q Serve Time (g_s), s 0.0 23.4 0.0 18.9 0.0 6.6 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 23.4 0.0 18.9 0.0 6.6 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.32 0.00 1.00 0.00 0.00 0.00 0.14 Lane Grp Cap (c), veh/h 0 632 0 434 0 937 0 0 V/C Ratio (X)0.00 0.80 0.00 0.84 0.00 0.26 0.00 0.00 Avail Cap (c_a), veh/h 0 825 0 434 0 1111 0 0 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 23.3 0.0 28.9 0.0 10.7 0.0 0.0 Incr Delay (d2), s/veh 0.0 10.1 0.0 14.6 0.0 0.7 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 33.5 0.0 43.5 0.0 11.4 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 8.0 0.0 6.7 0.0 2.1 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 1.8 0.0 1.8 0.0 0.2 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.52 0.00 1.56 0.00 1.80 0.00 1.00 %ile Back of Q (95%), veh/ln 0.0 15.0 0.0 13.3 0.0 4.2 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.30 0.00 0.14 0.00 0.02 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 33.2 HCM 6th LOS C 264 HCM 6th Signalized Intersection Summary Future (2030) Build Traffic Projections 900: Drauden Road/Steiner Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 22 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 165 440 205 275 430 75 220 65 230 130 215 190 Future Volume (veh/h) 165 440 205 275 430 75 220 65 230 130 215 190 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1826 1826 1870 1870 1870 1781 1870 1856 1870 1870 1870 1870 Adj Flow Rate, veh/h 174 463 216 289 453 79 232 68 242 137 226 200 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 5 2 2 2 8 2 3 2 2 2 2 Cap, veh/h 394 500 233 300 721 126 306 402 343 386 405 343 Arrive On Green 0.07 0.43 0.43 0.11 0.46 0.46 0.08 0.22 0.22 0.07 0.22 0.22 Sat Flow, veh/h 1739 1178 549 1781 1551 271 1781 1856 1585 1781 1870 1585 Grp Volume(v), veh/h 174 0 679 289 0 532 232 68 242 137 226 200 Grp Sat Flow(s),veh/h/ln1739 0 1727 1781 0 1822 1781 1856 1585 1781 1870 1585 Q Serve(g_s), s 6.7 0.0 44.7 12.6 0.0 26.5 9.5 3.6 16.9 7.1 12.9 13.6 Cycle Q Clear(g_c), s 6.7 0.0 44.7 12.6 0.0 26.5 9.5 3.6 16.9 7.1 12.9 13.6 Prop In Lane 1.00 0.32 1.00 0.15 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 394 0 734 300 0 847 306 402 343 386 405 343 V/C Ratio(X)0.44 0.00 0.93 0.96 0.00 0.63 0.76 0.17 0.70 0.35 0.56 0.58 Avail Cap(c_a), veh/h 406 0 734 300 0 847 306 402 343 386 405 343 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)0.20 0.00 0.20 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh19.3 0.0 32.7 31.7 0.0 24.3 38.4 38.2 43.5 33.1 41.9 42.1 Incr Delay (d2), s/veh 0.2 0.0 5.2 41.7 0.0 3.5 10.5 0.9 11.5 0.6 5.5 7.0 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/ln3.6 0.0 21.1 13.0 0.0 16.7 5.0 3.1 12.0 5.5 10.6 9.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 19.5 0.0 37.9 73.4 0.0 27.8 48.9 39.1 55.0 33.6 47.3 49.2 LnGrp LOS B A D E A C D D D C D D Approach Vol, veh/h 853 821 542 563 Approach Delay, s/veh 34.2 43.8 50.4 44.6 Approach LOS C D D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s17.0 58.0 13.0 32.0 12.2 62.8 13.0 32.0 Change Period (Y+Rc), s 3.5 7.0 4.5 6.0 3.5 7.0 3.5 6.0 Max Green Setting (Gmax), s13.5 51.0 8.5 26.0 9.5 55.0 9.5 26.0 Max Q Clear Time (g_c+I1), s14.6 46.7 9.1 18.9 8.7 28.5 11.5 15.6 Green Ext Time (p_c), s 0.0 3.0 0.0 1.9 0.0 9.8 0.0 3.8 Intersection Summary HCM 6th Ctrl Delay 42.3 HCM 6th LOS D 265 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 900: Drauden Road/Steiner Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 23 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 165 440 205 275 430 75 220 65 230 130 215 190 Future Volume (veh/h) 165 440 205 275 430 75 220 65 230 130 215 190 Number 5 2 12 1 6 16 7 4 14 3 8 18 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1826 1826 1870 1870 1870 1781 1870 1856 1870 1870 1870 1870 Adj Flow Rate, veh/h 174 463 216 289 453 79 232 68 242 137 226 200 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 5 2 2 2 8 2 3 2 2 2 2 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 394 500 233 300 721 126 306 402 343 386 405 343 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 Prop Arrive On Green 0.07 0.43 0.43 0.11 0.46 0.46 0.08 0.22 0.22 0.07 0.22 0.22 Unsig. Movement Delay Ln Grp Delay, s/veh 19.5 0.0 37.9 73.4 0.0 27.8 48.9 39.1 55.0 33.6 47.3 49.2 Ln Grp LOS B A D E A C D D D C D D Approach Vol, veh/h 853 821 542 563 Approach Delay, s/veh 34.2 43.8 50.4 44.6 Approach LOS C D D D Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 4.0 1.1 3.0 1.1 4.0 1.1 3.0 Phs Duration (G+Y+Rc), s 17.0 58.0 13.0 32.0 12.2 62.8 13.0 32.0 Change Period (Y+Rc), s 3.5 7.0 4.5 6.0 3.5 7.0 3.5 6.0 Max Green (Gmax), s 13.5 51.0 8.5 26.0 9.5 55.0 9.5 26.0 Max Allow Headway (MAH), s 3.6 8.8 3.7 8.2 3.7 8.8 3.7 8.5 Max Q Clear (g_c+l1), s 14.6 46.7 9.1 18.9 8.7 28.5 11.5 15.6 Green Ext Time (g_e), s 0.0 3.0 0.0 1.9 0.0 9.8 0.0 3.8 Prob of Phs Call (p_c)1.00 1.00 0.99 1.00 1.00 1.00 1.00 1.00 Prob of Max Out (p_x)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.79 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1781 1781 1739 1781 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1178 1856 1551 1870 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 549 1585 271 1585 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 266 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 900: Drauden Road/Steiner Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 24 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 289 0 137 0 174 0 232 0 Grp Sat Flow (s), veh/h/ln 1781 0 1781 0 1739 0 1781 0 Q Serve Time (g_s), s 12.6 0.0 7.1 0.0 6.7 0.0 9.5 0.0 Cycle Q Clear Time (g_c), s 12.6 0.0 7.1 0.0 6.7 0.0 9.5 0.0 Perm LT Sat Flow (s_l), veh/h/ln 761 0 1069 0 851 0 961 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 53.0 0.0 26.0 0.0 51.0 0.0 26.0 0.0 Perm LT Serve Time (g_u), s 6.3 0.0 22.4 0.0 29.3 0.0 13.1 0.0 Perm LT Q Serve Time (g_ps), s 6.3 0.0 0.5 0.0 5.6 0.0 10.8 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 300 0 386 0 394 0 306 0 V/C Ratio (X)0.96 0.00 0.35 0.00 0.44 0.00 0.76 0.00 Avail Cap (c_a), veh/h 300 0 386 0 406 0 306 0 Upstream Filter (I)1.00 0.00 1.00 0.00 0.20 0.00 1.00 0.00 Uniform Delay (d1), s/veh 31.7 0.0 33.1 0.0 19.3 0.0 38.4 0.0 Incr Delay (d2), s/veh 41.7 0.0 0.6 0.0 0.2 0.0 10.5 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 73.4 0.0 33.6 0.0 19.5 0.0 48.9 0.0 1st-Term Q (Q1), veh/ln 4.8 0.0 3.0 0.0 2.5 0.0 1.9 0.0 2nd-Term Q (Q2), veh/ln 3.5 0.0 0.1 0.0 0.0 0.0 0.9 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.57 0.00 1.80 0.00 1.47 0.00 1.80 0.00 %ile Back of Q (95%), veh/ln 13.0 0.0 5.5 0.0 3.6 0.0 5.0 0.0 %ile Storage Ratio (RQ%)1.38 0.00 0.55 0.00 0.45 0.00 0.28 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T T Lanes in Grp 0 0 0 1 0 0 0 1 Grp Vol (v), veh/h 0 0 0 68 0 0 0 226 Grp Sat Flow (s), veh/h/ln 0 0 0 1856 0 0 0 1870 Q Serve Time (g_s), s 0.0 0.0 0.0 3.6 0.0 0.0 0.0 12.9 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 3.6 0.0 0.0 0.0 12.9 Lane Grp Cap (c), veh/h 0 0 0 402 0 0 0 405 V/C Ratio (X)0.00 0.00 0.00 0.17 0.00 0.00 0.00 0.56 Avail Cap (c_a), veh/h 0 0 0 402 0 0 0 405 Upstream Filter (I)0.00 0.00 0.00 1.00 0.00 0.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 38.2 0.0 0.0 0.0 41.9 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.9 0.0 0.0 0.0 5.5 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 39.1 0.0 0.0 0.0 47.3 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 1.6 0.0 0.0 0.0 5.8 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.1 0.0 0.0 0.0 0.6 267 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 900: Drauden Road/Steiner Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 25 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.80 0.00 1.00 0.00 1.65 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 3.1 0.0 0.0 0.0 10.6 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.05 0.00 0.00 0.00 0.21 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R R T+R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 679 0 242 0 532 0 200 Grp Sat Flow (s), veh/h/ln 0 1727 0 1585 0 1822 0 1585 Q Serve Time (g_s), s 0.0 44.7 0.0 16.9 0.0 26.5 0.0 13.6 Cycle Q Clear Time (g_c), s 0.0 44.7 0.0 16.9 0.0 26.5 0.0 13.6 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.32 0.00 1.00 0.00 0.15 0.00 1.00 Lane Grp Cap (c), veh/h 0 734 0 343 0 847 0 343 V/C Ratio (X)0.00 0.93 0.00 0.70 0.00 0.63 0.00 0.58 Avail Cap (c_a), veh/h 0 734 0 343 0 847 0 343 Upstream Filter (I)0.00 0.20 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 32.7 0.0 43.5 0.0 24.3 0.0 42.1 Incr Delay (d2), s/veh 0.0 5.2 0.0 11.5 0.0 3.5 0.0 7.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 37.9 0.0 55.0 0.0 27.8 0.0 49.2 1st-Term Q (Q1), veh/ln 0.0 17.0 0.0 6.4 0.0 10.4 0.0 5.2 2nd-Term Q (Q2), veh/ln 0.0 1.1 0.0 1.1 0.0 0.8 0.0 0.7 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.17 0.00 1.60 0.00 1.49 0.00 1.68 %ile Back of Q (95%), veh/ln 0.0 21.1 0.0 12.0 0.0 16.7 0.0 9.8 %ile Storage Ratio (RQ%)0.00 0.12 0.00 0.77 0.00 0.39 0.00 0.63 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 42.3 HCM 6th LOS D 268 HCM 6th Signalized Intersection Summary Future (2030) Build Traffic Projections 1000: County Line Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 26 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 630 260 255 585 215 210 Future Volume (veh/h) 630 260 255 585 215 210 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1811 1870 1870 1870 1870 1856 Adj Flow Rate, veh/h 663 274 268 616 226 221 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 6 2 2 2 2 3 Cap, veh/h 690 285 277 1330 257 227 Arrive On Green 0.57 0.57 0.09 0.71 0.14 0.14 Sat Flow, veh/h 1217 503 1781 1870 1781 1572 Grp Volume(v), veh/h 0 937 268 616 226 221 Grp Sat Flow(s),veh/h/ln 0 1721 1781 1870 1781 1572 Q Serve(g_s), s 0.0 46.6 8.0 12.8 11.2 12.6 Cycle Q Clear(g_c), s 0.0 46.6 8.0 12.8 11.2 12.6 Prop In Lane 0.29 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 975 277 1330 257 227 V/C Ratio(X)0.00 0.96 0.97 0.46 0.88 0.97 Avail Cap(c_a), veh/h 0 975 277 1330 257 227 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 0.0 18.6 27.1 5.6 37.7 38.3 Incr Delay (d2), s/veh 0.0 20.8 44.8 1.2 27.3 51.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln0.0 26.9 10.4 6.0 10.6 12.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 39.4 71.9 6.8 65.0 90.2 LnGrp LOS A D E A E F Approach Vol, veh/h 937 884 447 Approach Delay, s/veh 39.4 26.5 77.5 Approach LOS D C E Timer - Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), s13.0 58.0 19.0 71.0 Change Period (Y+Rc), s 4.5 7.0 6.0 7.0 Max Green Setting (Gmax), s8.5 51.0 13.0 64.0 Max Q Clear Time (g_c+I1), s10.0 48.6 14.6 14.8 Green Ext Time (p_c), s 0.0 2.1 0.0 15.3 Intersection Summary HCM 6th Ctrl Delay 41.9 HCM 6th LOS D 269 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 1000: County Line Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 27 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 630 260 255 585 215 210 Future Volume (veh/h) 630 260 255 585 215 210 Number 2 12 1 6 7 14 Initial Q, veh 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1811 1870 1870 1870 1870 1856 Adj Flow Rate, veh/h 663 274 268 616 226 221 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 6 2 2 2 2 3 Opposing Right Turn Influence Yes Yes Cap, veh/h 690 285 277 1330 257 227 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.57 0.57 0.09 0.71 0.14 0.14 Unsig. Movement Delay Ln Grp Delay, s/veh 0.0 39.4 71.9 6.8 65.0 90.2 Ln Grp LOS A D E A E F Approach Vol, veh/h 937 884 447 Approach Delay, s/veh 39.4 26.5 77.5 Approach LOS D C E Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Case No 1.2 8.0 9.0 4.0 Phs Duration (G+Y+Rc), s 13.0 58.0 19.0 71.0 Change Period (Y+Rc), s 4.5 7.0 6.0 7.0 Max Green (Gmax), s 8.5 51.0 13.0 64.0 Max Allow Headway (MAH), s 3.6 8.8 3.8 8.7 Max Q Clear (g_c+l1), s 10.0 48.6 14.6 14.8 Green Ext Time (g_e), s 0.0 2.1 0.0 15.3 Prob of Phs Call (p_c)1.00 1.00 1.00 1.00 Prob of Max Out (p_x)1.00 0.00 1.00 0.00 Left-Turn Movement Data Assigned Mvmt 1 5 7 Mvmt Sat Flow, veh/h 1781 0 1781 Through Movement Data Assigned Mvmt 2 4 6 Mvmt Sat Flow, veh/h 1217 0 1870 Right-Turn Movement Data Assigned Mvmt 12 14 16 Mvmt Sat Flow, veh/h 503 1572 0 Left Lane Group Data Assigned Mvmt 1 5 0 7 0 0 0 0 Lane Assignment L (Pr/Pm)L 270 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 1000: County Line Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 28 Lanes in Grp 1 0 0 1 0 0 0 0 Grp Vol (v), veh/h 268 0 0 226 0 0 0 0 Grp Sat Flow (s), veh/h/ln 1781 0 0 1781 0 0 0 0 Q Serve Time (g_s), s 8.0 0.0 0.0 11.2 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 8.0 0.0 0.0 11.2 0.0 0.0 0.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 598 0 0 1781 0 0 0 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 53.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 4.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 4.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 51.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 0.00 1.00 0.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 277 0 0 257 0 0 0 0 V/C Ratio (X)0.97 0.00 0.00 0.88 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 277 0 0 257 0 0 0 0 Upstream Filter (I)1.00 0.00 0.00 1.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 27.1 0.0 0.0 37.7 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 44.8 0.0 0.0 27.3 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 71.9 0.0 0.0 65.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 2.9 0.0 0.0 4.5 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 3.5 0.0 0.0 1.9 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.65 1.00 0.00 1.65 0.00 0.00 0.00 0.00 %ile Back of Q (95%), veh/ln 10.4 0.0 0.0 10.6 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)2.04 0.00 0.00 0.22 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 0 Lane Assignment T Lanes in Grp 0 0 0 0 0 1 0 0 Grp Vol (v), veh/h 0 0 0 0 0 616 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 1870 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 12.8 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 12.8 0.0 0.0 Lane Grp Cap (c), veh/h 0 0 0 0 0 1330 0 0 V/C Ratio (X)0.00 0.00 0.00 0.00 0.00 0.46 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 0 0 1330 0 0 Upstream Filter (I)0.00 0.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 5.6 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 1.2 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 6.8 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 2.9 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0 271 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 1000: County Line Road & IL 126 PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 29 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.00 0.00 1.80 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 0.0 0.0 6.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.00 0.00 0.03 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 0 Lane Assignment T+R R Lanes in Grp 0 1 0 1 0 0 0 0 Grp Vol (v), veh/h 0 937 0 221 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 1721 0 1572 0 0 0 0 Q Serve Time (g_s), s 0.0 46.6 0.0 12.6 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 46.6 0.0 12.6 0.0 0.0 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.29 0.00 1.00 0.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 975 0 227 0 0 0 0 V/C Ratio (X)0.00 0.96 0.00 0.97 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 975 0 227 0 0 0 0 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 18.6 0.0 38.3 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 20.8 0.0 51.9 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 39.4 0.0 90.2 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 14.0 0.0 4.5 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 5.6 0.0 3.3 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.37 0.00 1.59 0.00 1.00 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 26.9 0.0 12.3 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.27 0.00 1.97 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 41.9 HCM 6th LOS D 272 HCM 6th TWSC Future (2030) Build Traffic Projections 1001: Steiner Road & North Access PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 30 Intersection Int Delay, s/veh 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 60 0 40 0 0 55 15 275 0 95 435 25 Future Vol, veh/h 60 0 40 0 0 55 15 275 0 95 435 25 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 0 - 0 0 - 0 195 - - 190 - 215 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, % 8 2 2 2 2 2 2 5 2 2 2 20 Mvmt Flow 63 0 42 0 0 58 16 289 0 100 458 26 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1008 - 458 1013 - 289 484 0 0 289 0 0 Stage 1 658 - - 321 - - - - - - - - Stage 2 350 - - 692 - - - - - - - - Critical Hdwy 7.18 - 6.22 7.12 - 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.18 - - 6.12 - - - - - - - - Critical Hdwy Stg 2 6.18 - - 6.12 - - - - - - - - Follow-up Hdwy 3.572 - 3.318 3.518 - 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 214 0 603 217 0 750 1079 - - 1273 - - Stage 1 444 0 - 691 0 - - - - - - - Stage 2 654 0 - 434 0 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 184 - 603 188 - 750 1079 - - 1273 - - Mov Cap-2 Maneuver 184 -- 188 - - - - - - - - Stage 1 437 - - 681 - - - - - - - - Stage 2 595 - - 372 - - - - - - - - Approach EB WB NB SB HCM Control Delay, s 25.3 10.2 0.4 1.4 HCM LOS D B Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1079 - - 184 603 - 750 1273 - - HCM Lane V/C Ratio 0.015 - - 0.343 0.07 - 0.077 0.079 - - HCM Control Delay (s)8.4 -- 34.5 11.4 0 10.2 8.1 - - HCM Lane LOS A - - D B A B A - - HCM 95th %tile Q(veh) 0 -- 1.4 0.2 - 0.2 0.3 - - 273 HCM 6th TWSC Future (2030) Build Traffic Projections 1002: Steiner Road & South Access PM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 31 Intersection Int Delay, s/veh 3.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 85 0 50 40 0 1 30 205 70 1 445 30 Future Vol, veh/h 85 0 50 40 0 1 30 205 70 1 445 30 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 0 - 0 0 - 0 195 - - 190 - 215 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, %18 2 2 2 2 2 33 2 2 2 2 2 Mvmt Flow 89 0 53 42 0 1 32 216 74 1 468 32 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 788 - 468 830 - 253 500 0 0 290 0 0 Stage 1 470 - - 317 - - - - - - - - Stage 2 318 - - 513 - - - - - - - - Critical Hdwy 7.28 - 6.22 7.12 - 6.22 4.43 - - 4.12 - - Critical Hdwy Stg 1 6.28 - - 6.12 - - - - - - - - Critical Hdwy Stg 2 6.28 - - 6.12 - - - - - - - - Follow-up Hdwy 3.662 - 3.318 3.518 - 3.318 2.497 - - 2.218 - - Pot Cap-1 Maneuver 290 0 595 289 0 786 922 - - 1272 - - Stage 1 545 0 - 694 0 - - - - - - - Stage 2 661 0 - 544 0 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 282 - 595 256 - 786 922 - - 1272 - - Mov Cap-2 Maneuver 282 -- 256 - - - - - - - - Stage 1 526 - - 670 - - - - - - - - Stage 2 637 - - 495 - - - - - - - - Approach EB WB NB SB HCM Control Delay, s 19.2 21.5 0.9 0 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)922 - - 282 595 256 786 1272 - - HCM Lane V/C Ratio 0.034 - - 0.317 0.088 0.164 0.001 0.001 - - HCM Control Delay (s) 9 - - 23.6 11.6 21.8 9.6 7.8 - - HCM Lane LOS A - - C B C A A - - HCM 95th %tile Q(veh)0.1 - - 1.3 0.3 0.6 0 0 - - 274 HCM 6th Signalized Intersection Summary Future (2030) Build Traffic Projections 100: Ridge Road & Johnson Road/143rd Street Extension AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 1 1 5 70 1 100 5 690 95 155 535 5 Future Volume (veh/h) 1 1 5 70 1 100 5 690 95 155 535 5 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 907 1470 1870 1870 1870 1856 1737 1870 1841 1870 Adj Flow Rate, veh/h 1 1 5 74 1 105 5 726 100 163 563 5 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 2 67 29 2 2 2 3 11 2 4 2 Cap, veh/h 150 19 94 220 2 201 546 1216 964 463 1272 11 Arrive On Green 0.00 0.07 0.07 0.06 0.13 0.13 0.00 0.66 0.66 0.05 0.70 0.70 Sat Flow, veh/h 1781 271 1355 1400 15 1572 1781 1856 1472 1781 1822 16 Grp Volume(v), veh/h 1 0 6 74 0 106 5 726 100 163 0 568 Grp Sat Flow(s),veh/h/ln 1781 0 1626 1400 0 1587 1781 1856 1472 1781 0 1838 Q Serve(g_s), s 0.1 0.0 0.4 5.3 0.0 7.0 0.1 24.8 2.8 3.2 0.0 15.1 Cycle Q Clear(g_c), s 0.1 0.0 0.4 5.3 0.0 7.0 0.1 24.8 2.8 3.2 0.0 15.1 Prop In Lane 1.00 0.83 1.00 0.99 1.00 1.00 1.00 0.01 Lane Grp Cap(c), veh/h 150 0 113 220 0 202 546 1216 964 463 0 1283 V/C Ratio(X)0.01 0.00 0.05 0.34 0.00 0.52 0.01 0.60 0.10 0.35 0.00 0.44 Avail Cap(c_a), veh/h 283 0 261 244 0 255 674 1216 964 515 0 1283 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 0.70 0.70 0.70 0.83 0.00 0.83 Uniform Delay (d), s/veh 48.4 0.0 48.7 43.1 0.0 45.7 7.0 10.9 7.1 9.0 0.0 7.4 Incr Delay (d2), s/veh 0.0 0.0 0.2 0.9 0.0 2.1 0.0 1.5 0.2 0.4 0.0 0.9 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 0.0 0.0 0.3 3.3 0.0 5.0 0.1 12.6 1.5 1.6 0.0 8.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 48.5 0.0 48.9 44.0 0.0 47.8 7.0 12.5 7.3 9.4 0.0 8.3 LnGrp LOS D A D D A D A B A A A A Approach Vol, veh/h 7 180 831 731 Approach Delay, s/veh 48.8 46.2 11.8 8.5 Approach LOS D D B A Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.7 79.4 10.1 13.8 3.9 84.2 3.6 20.3 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 58.0 8.5 18.0 8.5 58.0 8.5 18.0 Max Q Clear Time (g_c+I1), s 5.2 26.8 7.3 2.4 2.1 17.1 2.1 9.0 Green Ext Time (p_c), s 0.1 5.1 0.0 0.0 0.0 3.4 0.0 0.3 Intersection Summary HCM 6th Ctrl Delay 14.1 HCM 6th LOS B 275 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 100: Ridge Road & Johnson Road/143rd Street Extension AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 1 1 5 70 1 100 5 690 95 155 535 5 Future Volume (veh/h) 1 1 5 70 1 100 5 690 95 155 535 5 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1870 1870 907 1470 1870 1870 1870 1856 1737 1870 1841 1870 Adj Flow Rate, veh/h 1 1 5 74 1 105 5 726 100 163 563 5 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 2 67 29 2 2 2 3 11 2 4 2 Opposing Right Turn Influence Yes No Yes No Cap, veh/h 150 19 94 220 2 201 546 1216 964 463 1272 11 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 Prop Arrive On Green 0.00 0.07 0.07 0.06 0.13 0.13 0.00 0.66 0.66 0.05 0.70 0.70 Unsig. Movement Delay Ln Grp Delay, s/veh 48.5 0.0 48.9 44.0 0.0 47.8 7.0 12.5 7.3 9.4 0.0 8.3 Ln Grp LOS D A D D A D A B A A A A Approach Vol, veh/h 7 180 831 731 Approach Delay, s/veh 48.8 46.2 11.8 8.5 Approach LOS D D B A Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 3.0 1.1 4.0 1.1 4.0 1.1 4.0 Phs Duration (G+Y+Rc), s 8.7 79.4 10.1 13.8 3.9 84.2 3.6 20.3 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green (Gmax), s 8.5 58.0 8.5 18.0 8.5 58.0 8.5 18.0 Max Allow Headway (MAH), s 3.6 4.6 3.8 5.5 3.6 4.7 3.8 5.2 Max Q Clear (g_c+l1), s 5.2 26.8 7.3 2.4 2.1 17.1 2.1 9.0 Green Ext Time (g_e), s 0.1 5.1 0.0 0.0 0.0 3.4 0.0 0.3 Prob of Phs Call (p_c)0.99 1.00 0.90 0.97 0.14 1.00 0.03 1.00 Prob of Max Out (p_x)1.00 0.01 1.00 0.00 0.00 0.00 0.00 0.07 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1781 1400 1781 1781 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1856 271 1822 15 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 1472 1355 16 1572 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 276 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 100: Ridge Road & Johnson Road/143rd Street Extension AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 3 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 163 0 74 0 5 0 1 0 Grp Sat Flow (s), veh/h/ln 1781 0 1400 0 1781 0 1781 0 Q Serve Time (g_s), s 3.2 0.0 5.3 0.0 0.1 0.0 0.1 0.0 Cycle Q Clear Time (g_c), s 3.2 0.0 5.3 0.0 0.1 0.0 0.1 0.0 Perm LT Sat Flow (s_l), veh/h/ln 728 0 1108 0 843 0 1288 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 75.4 0.0 9.8 0.0 73.4 0.0 7.8 0.0 Perm LT Serve Time (g_u), s 48.6 0.0 7.4 0.0 63.1 0.0 7.3 0.0 Perm LT Q Serve Time (g_ps), s 7.7 0.0 0.2 0.0 0.1 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 463 0 220 0 546 0 150 0 V/C Ratio (X)0.35 0.00 0.34 0.00 0.01 0.00 0.01 0.00 Avail Cap (c_a), veh/h 515 0 244 0 674 0 283 0 Upstream Filter (I)0.83 0.00 1.00 0.00 0.70 0.00 1.00 0.00 Uniform Delay (d1), s/veh 9.0 0.0 43.1 0.0 7.0 0.0 48.4 0.0 Incr Delay (d2), s/veh 0.4 0.0 0.9 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 9.4 0.0 44.0 0.0 7.0 0.0 48.5 0.0 1st-Term Q (Q1), veh/ln 0.8 0.0 1.8 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.1 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 0.00 1.80 0.00 1.80 0.00 1.80 0.00 %ile Back of Q (95%), veh/ln 1.6 0.0 3.3 0.0 0.1 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.15 0.00 0.48 0.00 0.01 0.00 0.01 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T Lanes in Grp 0 1 0 0 0 0 0 0 Grp Vol (v), veh/h 0 726 0 0 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 1856 0 0 0 0 0 0 Q Serve Time (g_s), s 0.0 24.8 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 24.8 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 0 1216 0 0 0 0 0 0 V/C Ratio (X)0.00 0.60 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 1216 0 0 0 0 0 0 Upstream Filter (I)0.00 0.70 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 10.9 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 1.5 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 12.5 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 8.0 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.5 0.0 0.0 0.0 0.0 0.0 0.0 277 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 100: Ridge Road & Johnson Road/143rd Street Extension AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 4 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.47 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (95%), veh/ln 0.0 12.6 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.06 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment R T+R T+R T+R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 100 0 6 0 568 0 106 Grp Sat Flow (s), veh/h/ln 0 1472 0 1626 0 1838 0 1587 Q Serve Time (g_s), s 0.0 2.8 0.0 0.4 0.0 15.1 0.0 7.0 Cycle Q Clear Time (g_c), s 0.0 2.8 0.0 0.4 0.0 15.1 0.0 7.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 1.00 0.00 0.83 0.00 0.01 0.00 0.99 Lane Grp Cap (c), veh/h 0 964 0 113 0 1283 0 202 V/C Ratio (X)0.00 0.10 0.00 0.05 0.00 0.44 0.00 0.52 Avail Cap (c_a), veh/h 0 964 0 261 0 1283 0 255 Upstream Filter (I)0.00 0.70 0.00 1.00 0.00 0.83 0.00 1.00 Uniform Delay (d1), s/veh 0.0 7.1 0.0 48.7 0.0 7.4 0.0 45.7 Incr Delay (d2), s/veh 0.0 0.2 0.0 0.2 0.0 0.9 0.0 2.1 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 7.3 0.0 48.9 0.0 8.3 0.0 47.8 1st-Term Q (Q1), veh/ln 0.0 0.8 0.0 0.2 0.0 4.4 0.0 2.7 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.3 0.0 0.1 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.80 0.00 1.80 0.00 1.68 0.00 1.80 %ile Back of Q (95%), veh/ln 0.0 1.5 0.0 0.3 0.0 8.0 0.0 5.0 %ile Storage Ratio (RQ%)0.00 0.15 0.00 0.00 0.00 0.06 0.00 0.05 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 14.1 HCM 6th LOS B 278 HCM 6th Signalized Intersection Summary Future (2030) Build Traffic Projections 200: Ridge Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 45 325 10 80 240 290 15 470 200 315 295 10 Future Volume (veh/h) 45 325 10 80 240 290 15 470 200 315 295 10 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1826 1922 1870 1841 1906 1870 1781 1891 1781 1841 1813 1870 Adj Flow Rate, veh/h 47 342 11 84 253 305 16 495 211 332 311 11 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 5 2 4 6 2 8 7 8 4 12 2 Cap, veh/h 232 449 387 220 484 603 505 794 710 443 972 897 Arrive On Green 0.03 0.23 0.23 0.05 0.25 0.25 0.01 0.42 0.42 0.13 0.54 0.54 Sat Flow, veh/h 1739 1922 1585 1753 1906 1585 1697 1891 1510 1753 1813 1585 Grp Volume(v), veh/h 47 342 11 84 253 305 16 495 211 332 311 11 Grp Sat Flow(s),veh/h/ln1739 1922 1585 1753 1906 1585 1697 1891 1510 1753 1813 1585 Q Serve(g_s), s 2.3 18.6 0.6 4.0 12.8 16.5 0.6 23.0 9.6 11.4 10.8 0.3 Cycle Q Clear(g_c), s 2.3 18.6 0.6 4.0 12.8 16.5 0.6 23.0 9.6 11.4 10.8 0.3 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 232 449 387 220 484 603 505 794 710 443 972 897 V/C Ratio(X)0.20 0.76 0.03 0.38 0.52 0.51 0.03 0.62 0.30 0.75 0.32 0.01 Avail Cap(c_a), veh/h 328 755 639 282 749 823 616 794 710 604 972 897 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 0.87 0.87 0.87 1.00 1.00 1.00 0.91 0.91 0.91 Uniform Delay (d), s/veh31.8 40.0 32.2 31.4 35.9 26.6 18.3 25.5 18.3 18.2 14.5 10.6 Incr Delay (d2), s/veh 0.4 11.6 0.1 0.9 3.5 2.6 0.0 3.7 1.1 3.2 0.8 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/ln1.7 14.8 0.4 3.0 9.8 10.0 0.4 15.5 5.9 8.1 7.9 0.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 32.2 51.6 32.4 32.4 39.4 29.2 18.3 29.2 19.3 21.4 15.3 10.7 LnGrp LOS C D C C D C B C B C B B Approach Vol, veh/h 400 642 722 654 Approach Delay, s/veh 48.8 33.7 26.1 18.3 Approach LOS D C C B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s17.7 53.1 9.1 32.2 4.7 66.1 6.8 34.4 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), s24.5 15.0 9.5 44.0 8.5 31.0 9.5 44.0 Max Q Clear Time (g_c+I1), s13.4 25.0 6.0 20.6 2.6 12.8 4.3 18.5 Green Ext Time (p_c), s 0.8 0.0 0.0 5.6 0.0 4.8 0.0 8.4 Intersection Summary HCM 6th Ctrl Delay 29.7 HCM 6th LOS C 279 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 200: Ridge Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 45 325 10 80 240 290 15 470 200 315 295 10 Future Volume (veh/h) 45 325 10 80 240 290 15 470 200 315 295 10 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1826 1922 1870 1841 1906 1870 1781 1891 1781 1841 1813 1870 Adj Flow Rate, veh/h 47 342 11 84 253 305 16 495 211 332 311 11 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 5 2 4 6 2 8 7 8 4 12 2 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 232 449 387 220 484 603 505 794 710 443 972 897 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 Prop Arrive On Green 0.03 0.23 0.23 0.05 0.25 0.25 0.01 0.42 0.42 0.13 0.54 0.54 Unsig. Movement Delay Ln Grp Delay, s/veh 32.2 51.6 32.4 32.4 39.4 29.2 18.3 29.2 19.3 21.4 15.3 10.7 Ln Grp LOS C D C C D C B C B C B B Approach Vol, veh/h 400 642 722 654 Approach Delay, s/veh 48.8 33.7 26.1 18.3 Approach LOS D C C B Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 3.0 1.1 3.0 1.1 3.0 1.1 3.0 Phs Duration (G+Y+Rc), s 17.7 53.1 9.1 32.2 4.7 66.1 6.8 34.4 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green (Gmax), s 24.5 15.0 9.5 44.0 8.5 31.0 9.5 44.0 Max Allow Headway (MAH), s 3.8 8.5 3.7 8.7 3.7 9.2 3.7 8.3 Max Q Clear (g_c+l1), s 13.4 25.0 6.0 20.6 2.6 12.8 4.3 18.5 Green Ext Time (g_e), s 0.8 0.0 0.0 5.6 0.0 4.8 0.0 8.4 Prob of Phs Call (p_c)1.00 1.00 0.93 1.00 0.39 1.00 0.77 1.00 Prob of Max Out (p_x)0.01 1.00 1.00 0.14 0.01 0.30 0.11 0.21 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1753 1753 1697 1739 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1891 1922 1813 1906 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 1510 1585 1585 1585 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 280 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 200: Ridge Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 7 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 332 0 84 0 16 0 47 0 Grp Sat Flow (s), veh/h/ln 1753 0 1753 0 1697 0 1739 0 Q Serve Time (g_s), s 11.4 0.0 4.0 0.0 0.6 0.0 2.3 0.0 Cycle Q Clear Time (g_c), s 11.4 0.0 4.0 0.0 0.6 0.0 2.3 0.0 Perm LT Sat Flow (s_l), veh/h/ln 730 0 1012 0 1007 0 831 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 49.1 0.0 26.9 0.0 47.1 0.0 26.2 0.0 Perm LT Serve Time (g_u), s 24.0 0.0 7.6 0.0 47.1 0.0 15.7 0.0 Perm LT Q Serve Time (g_ps), s 20.9 0.0 1.8 0.0 0.0 0.0 0.6 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 443 0 220 0 505 0 232 0 V/C Ratio (X)0.75 0.00 0.38 0.00 0.03 0.00 0.20 0.00 Avail Cap (c_a), veh/h 604 0 282 0 616 0 328 0 Upstream Filter (I)0.91 0.00 0.87 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d1), s/veh 18.2 0.0 31.4 0.0 18.3 0.0 31.8 0.0 Incr Delay (d2), s/veh 3.2 0.0 0.9 0.0 0.0 0.0 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 Control Delay (d), s/veh 21.4 0.0 32.4 0.0 18.3 0.0 32.2 0.0 1st-Term Q (Q1), veh/ln 4.4 0.0 1.6 0.0 0.2 0.0 0.9 0.0 2nd-Term Q (Q2), veh/ln 0.4 0.0 0.1 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.72 0.00 1.80 0.00 1.80 0.00 1.80 0.00 %ile Back of Q (95%), veh/ln 8.1 0.0 3.0 0.0 0.4 0.0 1.7 0.0 %ile Storage Ratio (RQ%)0.70 0.00 0.32 0.00 0.04 0.00 0.40 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T T T T Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 495 0 342 0 311 0 253 Grp Sat Flow (s), veh/h/ln 0 1891 0 1922 0 1813 0 1906 Q Serve Time (g_s), s 0.0 23.0 0.0 18.6 0.0 10.8 0.0 12.8 Cycle Q Clear Time (g_c), s 0.0 23.0 0.0 18.6 0.0 10.8 0.0 12.8 Lane Grp Cap (c), veh/h 0 794 0 449 0 972 0 484 V/C Ratio (X)0.00 0.62 0.00 0.76 0.00 0.32 0.00 0.52 Avail Cap (c_a), veh/h 0 794 0 755 0 972 0 749 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 0.91 0.00 0.87 Uniform Delay (d1), s/veh 0.0 25.5 0.0 40.0 0.0 14.5 0.0 35.9 Incr Delay (d2), s/veh 0.0 3.7 0.0 11.6 0.0 0.8 0.0 3.5 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 29.2 0.0 51.6 0.0 15.3 0.0 39.4 1st-Term Q (Q1), veh/ln 0.0 9.4 0.0 8.2 0.0 4.3 0.0 5.6 2nd-Term Q (Q2), veh/ln 0.0 0.8 0.0 1.4 0.0 0.2 0.0 0.5 281 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 200: Ridge Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 8 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.51 0.00 1.53 0.00 1.73 0.00 1.62 %ile Back of Q (95%), veh/ln 0.0 15.5 0.0 14.8 0.0 7.9 0.0 9.8 %ile Storage Ratio (RQ%)0.00 0.28 0.00 0.10 0.00 0.04 0.00 0.10 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment R R R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 211 0 11 0 11 0 305 Grp Sat Flow (s), veh/h/ln 0 1510 0 1585 0 1585 0 1585 Q Serve Time (g_s), s 0.0 9.6 0.0 0.6 0.0 0.3 0.0 16.5 Cycle Q Clear Time (g_c), s 0.0 9.6 0.0 0.6 0.0 0.3 0.0 16.5 Prot RT Sat Flow (s_R), veh/h/ln 0.0 1509.7 0.0 1585.1 0.0 1585.1 0.0 1585.1 Prot RT Eff Green (g_R), s 0.0 5.6 0.0 1.2 0.0 3.3 0.0 14.2 Prop RT Outside Lane (P_R) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Lane Grp Cap (c), veh/h 0 710 0 387 0 897 0 603 V/C Ratio (X)0.00 0.30 0.00 0.03 0.00 0.01 0.00 0.51 Avail Cap (c_a), veh/h 0 710 0 639 0 897 0 823 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 0.91 0.00 0.87 Uniform Delay (d1), s/veh 0.0 18.3 0.0 32.2 0.0 10.6 0.0 26.6 Incr Delay (d2), s/veh 0.0 1.1 0.0 0.1 0.0 0.0 0.0 2.6 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 19.3 0.0 32.4 0.0 10.7 0.0 29.2 1st-Term Q (Q1), veh/ln 0.0 3.1 0.0 0.2 0.0 0.1 0.0 5.8 2nd-Term Q (Q2), veh/ln 0.0 0.2 0.0 0.0 0.0 0.0 0.0 0.4 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.80 0.00 1.80 0.00 1.80 0.00 1.61 %ile Back of Q (95%), veh/ln 0.0 5.9 0.0 0.4 0.0 0.2 0.0 10.0 %ile Storage Ratio (RQ%)0.00 0.52 0.00 0.10 0.00 0.02 0.00 1.06 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 29.7 HCM 6th LOS C 282 HCM 6th Signalized Intersection Summary Future (2030) Build Traffic Projections 300: Ridge Road & Plainfield Road AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 9 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 90 390 400 390 305 50 Future Volume (veh/h) 90 390 400 390 305 50 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1841 1841 1969 1870 1969 Adj Flow Rate, veh/h 95 411 421 411 321 53 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 4 4 2 2 2 Cap, veh/h 472 719 582 1029 496 442 Arrive On Green 0.27 0.27 0.20 0.52 0.27 0.27 Sat Flow, veh/h 1781 1560 1753 1969 1870 1668 Grp Volume(v), veh/h 95 411 421 411 321 53 Grp Sat Flow(s),veh/h/ln1781 1560 1753 1969 1870 1668 Q Serve(g_s), s 2.3 10.9 9.0 7.1 8.6 1.4 Cycle Q Clear(g_c), s 2.3 10.9 9.0 7.1 8.6 1.4 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 472 719 582 1029 496 442 V/C Ratio(X)0.20 0.57 0.72 0.40 0.65 0.12 Avail Cap(c_a), veh/h 504 747 596 1810 1223 1091 HCM Platoon Ratio 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 Uniform Delay (d), s/veh16.1 11.2 11.1 8.1 18.4 15.8 Incr Delay (d2), s/veh 0.2 1.0 4.2 0.3 1.4 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln1.5 15.3 5.1 3.4 5.6 0.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 16.3 12.1 15.4 8.4 19.9 15.9 LnGrp LOS B B B A B B Approach Vol, veh/h 506 832 374 Approach Delay, s/veh 12.9 11.9 19.3 Approach LOS B B B Timer - Assigned Phs 2 4 5 6 Phs Duration (G+Y+Rc), s 35.6 21.0 14.6 21.0 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green Setting (Gmax), s 52.0 16.0 11.5 37.0 Max Q Clear Time (g_c+I1), s 9.1 12.9 11.0 10.6 Green Ext Time (p_c), s 2.2 0.6 0.1 1.7 Intersection Summary HCM 6th Ctrl Delay 13.8 HCM 6th LOS B 283 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 300: Ridge Road & Plainfield Road AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 10 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 90 390 400 390 305 50 Future Volume (veh/h) 90 390 400 390 305 50 Number 7 14 5 2 6 16 Initial Q, veh 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1870 1841 1841 1969 1870 1969 Adj Flow Rate, veh/h 95 411 421 411 321 53 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 4 4 2 2 2 Opposing Right Turn Influence Yes Yes Cap, veh/h 472 719 582 1029 496 442 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.27 0.27 0.20 0.52 0.27 0.27 Unsig. Movement Delay Ln Grp Delay, s/veh 16.3 12.1 15.4 8.4 19.9 15.9 Ln Grp LOS B B B A B B Approach Vol, veh/h 506 832 374 Approach Delay, s/veh 12.9 11.9 19.3 Approach LOS B B B Timer:1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 Case No 4.0 9.0 1.2 7.0 Phs Duration (G+Y+Rc), s 35.6 21.0 14.6 21.0 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green (Gmax), s 52.0 16.0 11.5 37.0 Max Allow Headway (MAH), s 4.7 3.9 3.7 4.6 Max Q Clear (g_c+l1), s 9.1 12.9 11.0 10.6 Green Ext Time (g_e), s 2.2 0.6 0.1 1.7 Prob of Phs Call (p_c)1.00 1.00 1.00 1.00 Prob of Max Out (p_x)0.00 1.00 1.00 0.00 Left-Turn Movement Data Assigned Mvmt 7 5 1 Mvmt Sat Flow, veh/h 1781 1753 0 Through Movement Data Assigned Mvmt 2 4 6 Mvmt Sat Flow, veh/h 1969 0 1870 Right-Turn Movement Data Assigned Mvmt 12 14 16 Mvmt Sat Flow, veh/h 0 1560 1668 Left Lane Group Data Assigned Mvmt 0 0 0 7 5 1 0 0 Lane Assignment LL (Pr/Pm) 284 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 300: Ridge Road & Plainfield Road AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 11 Lanes in Grp 0 0 0 1 1 0 0 0 Grp Vol (v), veh/h 0 0 0 95 421 0 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 1781 1753 0 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 2.3 9.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 2.3 9.0 0.0 0.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 0 0 0 1781 993 0 0 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 0.0 0.0 0.0 0.0 17.0 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 6.4 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 0.0 0.0 0.0 0.0 6.4 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 15.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)0.00 0.00 0.00 1.00 1.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 0 0 472 582 0 0 0 V/C Ratio (X)0.00 0.00 0.00 0.20 0.72 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 504 596 0 0 0 Upstream Filter (I)0.00 0.00 0.00 1.00 1.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 16.1 11.1 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.2 4.2 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 16.3 15.4 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.8 2.2 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.7 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 0.00 0.00 1.80 1.80 1.00 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 1.5 5.1 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.17 0.44 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 0 Lane Assignment T T Lanes in Grp 0 1 0 0 0 1 0 0 Grp Vol (v), veh/h 0 411 0 0 0 321 0 0 Grp Sat Flow (s), veh/h/ln 0 1969 0 0 0 1870 0 0 Q Serve Time (g_s), s 0.0 7.1 0.0 0.0 0.0 8.6 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 7.1 0.0 0.0 0.0 8.6 0.0 0.0 Lane Grp Cap (c), veh/h 0 1029 0 0 0 496 0 0 V/C Ratio (X)0.00 0.40 0.00 0.00 0.00 0.65 0.00 0.00 Avail Cap (c_a), veh/h 0 1810 0 0 0 1223 0 0 Upstream Filter (I)0.00 1.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 8.1 0.0 0.0 0.0 18.4 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.3 0.0 0.0 0.0 1.4 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 8.4 0.0 0.0 0.0 19.9 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 1.8 0.0 0.0 0.0 2.9 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.1 0.0 0.0 0.0 0.2 0.0 0.0 285 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 300: Ridge Road & Plainfield Road AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 12 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.80 0.00 1.00 0.00 1.80 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 3.4 0.0 0.0 0.0 5.6 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.03 0.00 0.00 0.00 0.09 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 0 Lane Assignment R R Lanes in Grp 0 0 0 1 0 1 0 0 Grp Vol (v), veh/h 0 0 0 411 0 53 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 1560 0 1668 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 10.9 0.0 1.4 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 10.9 0.0 1.4 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 1559.9 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 11.1 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.00 0.00 1.00 0.00 1.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 0 0 719 0 442 0 0 V/C Ratio (X)0.00 0.00 0.00 0.57 0.00 0.12 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 747 0 1091 0 0 Upstream Filter (I)0.00 0.00 0.00 1.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 11.2 0.0 15.8 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 1.0 0.0 0.1 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 12.1 0.0 15.9 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 9.9 0.0 0.4 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.2 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.52 0.00 1.80 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 15.3 0.0 0.8 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.07 0.00 0.09 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 13.8 HCM 6th LOS B 286 HCM 6th TWSC Future (2030) Build Traffic Projections 400: Ridge Road & Grande Park Boulevard/135th Street AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 13 Intersection Int Delay, s/veh 4.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 10 30 10 70 30 25 35 360 85 25 275 15 Future Vol, veh/h 10 30 10 70 30 25 35 360 85 25 275 15 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 65 - - 80 - - 225 - - 220 - - 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 12 2 4 6 9 3 2 6 4 2 11 Mvmt Flow 11 32 11 74 32 26 37 379 89 26 289 16 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 876 891 297 869 855 424 305 0 0 468 0 0 Stage 1 349 349 - 498 498 - - - - - - - Stage 2 527 542 - 371 357 - - - - - - - Critical Hdwy 7.12 6.62 6.22 7.14 6.56 6.29 4.13 - - 4.14 - - Critical Hdwy Stg 1 6.12 5.62 - 6.14 5.56 - - - - - - - Critical Hdwy Stg 2 6.12 5.62 - 6.14 5.56 - - - - - - - Follow-up Hdwy 3.518 4.108 3.318 3.536 4.054 3.381 2.227 - - 2.236 - - Pot Cap-1 Maneuver 269 271 742 270 291 615 1250 - - 1083 - - Stage 1 667 616 - 551 538 - - - - - - - Stage 2 535 504 - 645 621 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 226 257 742 232 276 615 1250 - - 1083 - - Mov Cap-2 Maneuver 226 257 - 232 276 - - - - - - - Stage 1 647 601 - 534 522 - - - - - - - Stage 2 467 489 - 588 606 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 19.2 22.8 0.6 0.7 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1250 - - 226 307 232 368 1083 - - HCM Lane V/C Ratio 0.029 - - 0.047 0.137 0.318 0.157 0.024 - - HCM Control Delay (s) 8 - - 21.7 18.6 27.6 16.6 8.4 - - HCM Lane LOS A - - C C D C A - - HCM 95th %tile Q(veh)0.1 - - 0.1 0.5 1.3 0.6 0.1 - - 287 HCM 6th Signalized Intersection Summary Future (2030) Build Traffic Projections 500: Wallin Drive/US Route 30 & 143rd Street AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 14 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 215 520 30 20 315 105 30 345 60 250 300 165 Future Volume (veh/h) 215 520 30 20 315 105 30 345 60 250 300 165 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1796 1707 1530 1781 1633 1485 1841 1841 1752 1707 1826 1737 Adj Flow Rate, veh/h 226 547 32 21 332 111 32 363 63 263 316 174 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, % 7 13 25 8 18 28 4 4 10 13 5 11 Cap, veh/h 271 548 32 95 281 94 291 502 87 380 481 265 Arrive On Green 0.12 0.34 0.34 0.00 0.08 0.08 0.02 0.33 0.33 0.12 0.43 0.43 Sat Flow, veh/h 1711 1597 93 1697 1171 392 1753 1528 265 1626 1107 609 Grp Volume(v), veh/h 226 0 579 21 0 443 32 0 426 263 0 490 Grp Sat Flow(s),veh/h/ln 1711 0 1691 1697 0 1563 1753 0 1793 1626 0 1716 Q Serve(g_s), s 9.5 0.0 34.2 0.9 0.0 24.0 1.2 0.0 20.9 10.2 0.0 22.6 Cycle Q Clear(g_c), s 9.5 0.0 34.2 0.9 0.0 24.0 1.2 0.0 20.9 10.2 0.0 22.6 Prop In Lane 1.00 0.06 1.00 0.25 1.00 0.15 1.00 0.36 Lane Grp Cap(c), veh/h 271 0 580 95 0 375 291 0 589 380 0 746 V/C Ratio(X)0.83 0.00 1.00 0.22 0.00 1.18 0.11 0.00 0.72 0.69 0.00 0.66 Avail Cap(c_a), veh/h 320 0 580 319 0 375 390 0 589 461 0 746 HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.67 0.00 0.67 0.77 0.00 0.77 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 25.8 0.0 32.8 31.4 0.0 46.0 22.4 0.0 29.6 20.3 0.0 22.4 Incr Delay (d2), s/veh 10.5 0.0 30.0 0.9 0.0 101.0 0.2 0.0 7.5 3.4 0.0 4.5 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 7.2 0.0 23.4 0.7 0.0 29.6 0.9 0.0 14.8 6.8 0.0 14.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 36.3 0.0 62.8 32.3 0.0 147.0 22.6 0.0 37.1 23.7 0.0 26.9 LnGrp LOS D A E C A F C A D C A C Approach Vol, veh/h 805 464 458 753 Approach Delay, s/veh 55.4 141.8 36.1 25.8 Approach LOS E F D C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 16.0 38.9 4.8 40.3 5.4 49.5 15.1 30.0 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 17.5 25.0 14.5 24.0 7.5 35.0 14.5 24.0 Max Q Clear Time (g_c+I1), s 12.2 22.9 2.9 36.2 3.2 24.6 11.5 26.0 Green Ext Time (p_c), s 0.3 0.5 0.0 0.0 0.0 2.1 0.2 0.0 Intersection Summary HCM 6th Ctrl Delay 59.0 HCM 6th LOS E 288 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 500: Wallin Drive/US Route 30 & 143rd Street AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 15 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 215 520 30 20 315 105 30 345 60 250 300 165 Future Volume (veh/h) 215 520 30 20 315 105 30 345 60 250 300 165 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1796 1707 1530 1781 1633 1485 1841 1841 1752 1707 1826 1737 Adj Flow Rate, veh/h 226 547 32 21 332 111 32 363 63 263 316 174 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, % 7 13 25 8 18 28 4 4 10 13 5 11 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 271 548 32 95 281 94 291 502 87 380 481 265 HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.12 0.34 0.34 0.00 0.08 0.08 0.02 0.33 0.33 0.12 0.43 0.43 Unsig. Movement Delay Ln Grp Delay, s/veh 36.3 0.0 62.8 32.3 0.0 147.0 22.6 0.0 37.1 23.7 0.0 26.9 Ln Grp LOS D A E C A F C A D C A C Approach Vol, veh/h 805 464 458 753 Approach Delay, s/veh 55.4 141.8 36.1 25.8 Approach LOS E F D C Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 4.0 1.1 4.0 1.1 4.0 1.1 4.0 Phs Duration (G+Y+Rc), s 16.0 38.9 4.8 40.3 5.4 49.5 15.1 30.0 Change Period (Y+Rc), s 3.5 6.0 3.5 6.0 3.5 6.0 3.5 6.0 Max Green (Gmax), s 17.5 25.0 14.5 24.0 7.5 35.0 14.5 24.0 Max Allow Headway (MAH), s 3.7 5.0 3.7 5.0 3.7 4.9 3.7 5.0 Max Q Clear (g_c+l1), s 12.2 22.9 2.9 36.2 3.2 24.6 11.5 26.0 Green Ext Time (g_e), s 0.3 0.5 0.0 0.0 0.0 2.1 0.2 0.0 Prob of Phs Call (p_c)1.00 1.00 0.44 1.00 0.59 1.00 1.00 1.00 Prob of Max Out (p_x)0.32 1.00 0.00 1.00 0.40 0.22 1.00 1.00 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1626 1697 1753 1711 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1528 1597 1107 1171 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 265 93 609 392 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 289 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 500: Wallin Drive/US Route 30 & 143rd Street AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 16 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 263 0 21 0 32 0 226 0 Grp Sat Flow (s), veh/h/ln 1626 0 1697 0 1753 0 1711 0 Q Serve Time (g_s), s 10.2 0.0 0.9 0.0 1.2 0.0 9.5 0.0 Cycle Q Clear Time (g_c), s 10.2 0.0 0.9 0.0 1.2 0.0 9.5 0.0 Perm LT Sat Flow (s_l), veh/h/ln 878 0 795 0 892 0 909 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 34.9 0.0 24.0 0.0 32.9 0.0 26.0 0.0 Perm LT Serve Time (g_u), s 11.9 0.0 0.1 0.0 20.9 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 9.8 0.0 0.1 0.0 0.4 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 380 0 95 0 291 0 271 0 V/C Ratio (X)0.69 0.00 0.22 0.00 0.11 0.00 0.83 0.00 Avail Cap (c_a), veh/h 461 0 319 0 390 0 320 0 Upstream Filter (I)1.00 0.00 0.77 0.00 1.00 0.00 0.67 0.00 Uniform Delay (d1), s/veh 20.3 0.0 31.4 0.0 22.4 0.0 25.8 0.0 Incr Delay (d2), s/veh 3.4 0.0 0.9 0.0 0.2 0.0 10.5 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 23.7 0.0 32.3 0.0 22.6 0.0 36.3 0.0 1st-Term Q (Q1), veh/ln 3.4 0.0 0.4 0.0 0.5 0.0 3.6 0.0 2nd-Term Q (Q2), veh/ln 0.4 0.0 0.0 0.0 0.0 0.0 0.8 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 0.00 1.80 0.00 1.80 0.00 1.64 0.00 %ile Back of Q (95%), veh/ln 6.8 0.0 0.7 0.0 0.9 0.0 7.2 0.0 %ile Storage Ratio (RQ%)0.52 0.00 0.11 0.00 0.16 0.00 1.35 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment Lanes in Grp 0 0 0 0 0 0 0 0 Grp Vol (v), veh/h 0 0 0 0 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 0 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 0 0 0 0 0 0 0 0 V/C Ratio (X)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 0 0 0 0 0 Upstream Filter (I)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 290 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 500: Wallin Drive/US Route 30 & 143rd Street AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 17 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R T+R T+R T+R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 426 0 579 0 490 0 443 Grp Sat Flow (s), veh/h/ln 0 1793 0 1691 0 1716 0 1563 Q Serve Time (g_s), s 0.0 20.9 0.0 34.2 0.0 22.6 0.0 24.0 Cycle Q Clear Time (g_c), s 0.0 20.9 0.0 34.2 0.0 22.6 0.0 24.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.15 0.00 0.06 0.00 0.36 0.00 0.25 Lane Grp Cap (c), veh/h 0 589 0 580 0 746 0 375 V/C Ratio (X)0.00 0.72 0.00 1.00 0.00 0.66 0.00 1.18 Avail Cap (c_a), veh/h 0 589 0 580 0 746 0 375 Upstream Filter (I)0.00 1.00 0.00 0.67 0.00 1.00 0.00 0.77 Uniform Delay (d1), s/veh 0.0 29.6 0.0 32.8 0.0 22.4 0.0 46.0 Incr Delay (d2), s/veh 0.0 7.5 0.0 30.0 0.0 4.5 0.0 101.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 37.1 0.0 62.8 0.0 26.9 0.0 147.0 1st-Term Q (Q1), veh/ln 0.0 8.4 0.0 12.9 0.0 8.2 0.0 9.9 2nd-Term Q (Q2), veh/ln 0.0 1.2 0.0 4.8 0.0 0.9 0.0 10.5 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.53 0.00 1.32 0.00 1.54 0.00 1.45 %ile Back of Q (95%), veh/ln 0.0 14.8 0.0 23.4 0.0 14.0 0.0 29.6 %ile Storage Ratio (RQ%)0.00 0.10 0.00 0.12 0.00 0.10 0.00 0.33 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 17.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.3 Intersection Summary HCM 6th Ctrl Delay 59.0 HCM 6th LOS E 291 HCM 6th Signalized Intersection Summary Future (2030) Build Traffic Projections 600: Steiner Road/Entrance & 143rd Street AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 18 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 1 210 65 175 265 1 105 1 375 1 1 1 Future Volume (veh/h) 1 210 65 175 265 1 105 1 375 1 1 1 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1530 1559 1806 1699 418 1722 1945 1781 418 418 1870 Adj Flow Rate, veh/h 1 221 68 184 279 1 111 1 395 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 25 23 11 18 100 12 2 8 100 100 2 Cap, veh/h 422 326 100 417 658 2 627 5 520 111 46 37 Arrive On Green 0.00 0.29 0.29 0.10 0.39 0.39 0.34 0.34 0.34 0.34 0.34 0.34 Sat Flow, veh/h 1781 1122 345 1720 1691 6 1465 15 1510 83 134 108 Grp Volume(v), veh/h 1 0 289 184 0 280 112 0 395 3 0 0 Grp Sat Flow(s),veh/h/ln1781 0 1467 1720 0 1697 1480 0 1510 325 0 0 Q Serve(g_s), s 0.0 0.0 10.1 4.0 0.0 7.0 2.8 0.0 13.5 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 0.0 10.1 4.0 0.0 7.0 3.1 0.0 13.5 0.3 0.0 0.0 Prop In Lane 1.00 0.24 1.00 0.00 0.99 1.00 0.33 0.33 Lane Grp Cap(c), veh/h 422 0 426 417 0 660 632 0 520 194 0 0 V/C Ratio(X)0.00 0.00 0.68 0.44 0.00 0.42 0.18 0.00 0.76 0.02 0.00 0.00 Avail Cap(c_a), veh/h 617 0 907 468 0 1078 1163 0 1062 305 0 0 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 0.00 Uniform Delay (d), s/veh14.6 0.0 18.3 12.3 0.0 13.0 13.5 0.0 17.0 12.6 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 8.4 0.7 0.0 2.0 0.3 0.0 4.9 0.1 0.0 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/ln0.0 0.0 6.9 2.3 0.0 4.5 1.6 0.0 8.6 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 14.6 0.0 26.6 13.1 0.0 15.0 13.8 0.0 21.8 12.7 0.0 0.0 LnGrp LOS B A C B A B B A C B A A Approach Vol, veh/h 290 464 507 3 Approach Delay, s/veh 26.6 14.2 20.1 12.7 Approach LOS C B C B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s9.3 22.9 26.0 3.5 28.7 26.0 Change Period (Y+Rc), s 3.5 6.0 6.0 3.5 6.0 6.0 Max Green Setting (Gmax), s7.5 36.0 41.0 6.5 37.0 41.0 Max Q Clear Time (g_c+I1), s6.0 12.1 15.5 2.0 9.0 2.3 Green Ext Time (p_c), s 0.1 4.8 4.5 0.0 4.9 0.0 Intersection Summary HCM 6th Ctrl Delay 19.4 HCM 6th LOS B 292 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 600: Steiner Road/Entrance & 143rd Street AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 19 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 1 210 65 175 265 1 105 1 375 1 1 1 Future Volume (veh/h) 1 210 65 175 265 1 105 1 375 1 1 1 Number 5 2 12 1 6 16 7 4 14 3 8 18 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1870 1530 1559 1806 1699 418 1722 1945 1781 418 418 1870 Adj Flow Rate, veh/h 1 221 68 184 279 1 111 1 395 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 25 23 11 18 100 12 2 8 100 100 2 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 422 326 100 417 658 2 627 5 520 111 46 37 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 Prop Arrive On Green 0.00 0.29 0.29 0.10 0.39 0.39 0.34 0.34 0.34 0.34 0.34 0.34 Unsig. Movement Delay Ln Grp Delay, s/veh 14.6 0.0 26.6 13.1 0.0 15.0 13.8 0.0 21.8 12.7 0.0 0.0 Ln Grp LOS B A C B A B B A C B A A Approach Vol, veh/h 290 464 507 3 Approach Delay, s/veh 26.6 14.2 20.1 12.7 Approach LOS C B C B Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Case No 1.1 4.0 7.0 1.1 4.0 8.0 Phs Duration (G+Y+Rc), s 9.3 22.9 26.0 3.5 28.7 26.0 Change Period (Y+Rc), s 3.5 6.0 6.0 3.5 6.0 6.0 Max Green (Gmax), s 7.5 36.0 41.0 6.5 37.0 41.0 Max Allow Headway (MAH), s 3.7 9.1 6.2 3.7 9.0 8.3 Max Q Clear (g_c+l1), s 6.0 12.1 15.5 2.0 9.0 2.3 Green Ext Time (g_e), s 0.1 4.8 4.5 0.0 4.9 0.0 Prob of Phs Call (p_c)0.95 1.00 1.00 0.02 1.00 1.00 Prob of Max Out (p_x)1.00 0.10 0.03 0.08 0.05 0.00 Left-Turn Movement Data Assigned Mvmt 1 7 5 3 Mvmt Sat Flow, veh/h 1720 1465 1781 83 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1122 15 1691 134 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 345 1510 6 108 Left Lane Group Data Assigned Mvmt 1 0 0 7 5 0 0 3 Lane Assignment L (Pr/Pm)L+TL (Pr/Pm)L+T+R 293 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 600: Steiner Road/Entrance & 143rd Street AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 20 Lanes in Grp 1 0 0 1 1 0 0 1 Grp Vol (v), veh/h 184 0 0 112 1 0 0 3 Grp Sat Flow (s), veh/h/ln 1720 0 0 1480 1781 0 0 325 Q Serve Time (g_s), s 4.0 0.0 0.0 2.8 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 4.0 0.0 0.0 3.1 0.0 0.0 0.0 0.3 Perm LT Sat Flow (s_l), veh/h/ln 1053 0 0 1437 1099 0 0 1004 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 1853 0 0 0 0 Perm LT Eff Green (g_p), s 18.9 0.0 0.0 20.0 16.9 0.0 0.0 20.0 Perm LT Serve Time (g_u), s 6.8 0.0 0.0 19.8 15.6 0.0 0.0 17.0 Perm LT Q Serve Time (g_ps), s 2.6 0.0 0.0 2.8 0.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3.9 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.3 Prop LT Inside Lane (P_L)1.00 0.00 0.00 0.99 1.00 0.00 0.00 0.33 Lane Grp Cap (c), veh/h 417 0 0 632 422 0 0 194 V/C Ratio (X)0.44 0.00 0.00 0.18 0.00 0.00 0.00 0.02 Avail Cap (c_a), veh/h 468 0 0 1163 617 0 0 305 Upstream Filter (I)1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 Uniform Delay (d1), s/veh 12.3 0.0 0.0 13.5 14.6 0.0 0.0 12.6 Incr Delay (d2), s/veh 0.7 0.0 0.0 0.3 0.0 0.0 0.0 0.1 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 13.1 0.0 0.0 13.8 14.6 0.0 0.0 12.7 1st-Term Q (Q1), veh/ln 1.2 0.0 0.0 0.9 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 0.00 0.00 1.80 1.80 0.00 0.00 1.80 %ile Back of Q (95%), veh/ln 2.3 0.0 0.0 1.6 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.29 0.00 0.00 0.02 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment Lanes in Grp 0 0 0 0 0 0 0 0 Grp Vol (v), veh/h 0 0 0 0 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 0 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 0 0 0 0 0 0 0 0 V/C Ratio (X)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 0 0 0 0 0 Upstream Filter (I)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 294 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 600: Steiner Road/Entrance & 143rd Street AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 21 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R R T+R Lanes in Grp 0 1 0 1 0 1 0 0 Grp Vol (v), veh/h 0 289 0 395 0 280 0 0 Grp Sat Flow (s), veh/h/ln 0 1467 0 1510 0 1697 0 0 Q Serve Time (g_s), s 0.0 10.1 0.0 13.5 0.0 7.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 10.1 0.0 13.5 0.0 7.0 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.24 0.00 1.00 0.00 0.00 0.00 0.33 Lane Grp Cap (c), veh/h 0 426 0 520 0 660 0 0 V/C Ratio (X)0.00 0.68 0.00 0.76 0.00 0.42 0.00 0.00 Avail Cap (c_a), veh/h 0 907 0 1062 0 1078 0 0 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 18.3 0.0 17.0 0.0 13.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 8.4 0.0 4.9 0.0 2.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 26.6 0.0 21.8 0.0 15.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 2.8 0.0 4.2 0.0 2.1 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 1.0 0.0 0.7 0.0 0.4 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.80 0.00 1.74 0.00 1.80 0.00 1.00 %ile Back of Q (95%), veh/ln 0.0 6.9 0.0 8.6 0.0 4.5 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.15 0.00 0.09 0.00 0.02 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 19.4 HCM 6th LOS B 295 HCM 6th Signalized Intersection Summary Future (2030) Build Traffic Projections 900: Drauden Road/Steiner Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 22 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 210 580 140 135 215 100 200 150 285 50 70 70 Future Volume (veh/h) 210 580 140 135 215 100 200 150 285 50 70 70 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1781 1811 1870 1826 1574 1752 1870 1841 1870 1870 1826 1826 Adj Flow Rate, veh/h 221 611 147 142 226 105 211 158 300 53 74 74 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, % 8 6 2 5 22 10 2 4 2 2 5 5 Cap, veh/h 499 663 159 218 453 210 440 465 401 350 365 309 Arrive On Green 0.09 0.47 0.47 0.06 0.45 0.45 0.09 0.25 0.25 0.03 0.20 0.20 Sat Flow, veh/h 1697 1411 339 1739 1017 472 1781 1841 1585 1781 1826 1547 Grp Volume(v), veh/h 221 0 758 142 0 331 211 158 300 53 74 74 Grp Sat Flow(s),veh/h/ln1697 0 1750 1739 0 1489 1781 1841 1585 1781 1826 1547 Q Serve(g_s), s 7.5 0.0 44.6 4.8 0.0 17.4 9.5 7.7 19.2 2.6 3.7 4.4 Cycle Q Clear(g_c), s 7.5 0.0 44.6 4.8 0.0 17.4 9.5 7.7 19.2 2.6 3.7 4.4 Prop In Lane 1.00 0.19 1.00 0.32 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 499 0 822 218 0 663 440 465 401 350 365 309 V/C Ratio(X)0.44 0.00 0.92 0.65 0.00 0.50 0.48 0.34 0.75 0.15 0.20 0.24 Avail Cap(c_a), veh/h 499 0 822 260 0 663 440 465 401 444 365 309 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)0.27 0.00 0.27 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh15.3 0.0 27.3 24.3 0.0 21.7 30.7 33.6 37.9 33.3 36.7 37.0 Incr Delay (d2), s/veh 0.2 0.0 6.0 4.3 0.0 2.7 0.8 2.0 12.1 0.2 1.2 1.8 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/ln3.9 0.0 21.3 3.5 0.0 10.0 7.8 6.5 13.3 2.0 3.1 3.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 15.4 0.0 33.2 28.6 0.0 24.4 31.5 35.6 50.0 33.5 37.9 38.8 LnGrp LOS B A C C A C C D D C D D Approach Vol, veh/h 979 473 669 201 Approach Delay, s/veh 29.2 25.7 40.8 37.1 Approach LOS C C D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s10.3 58.7 7.2 33.8 13.0 56.0 13.0 28.0 Change Period (Y+Rc), s 3.5 7.0 3.5 6.0 3.5 7.0 3.5 6.0 Max Green Setting (Gmax), s9.5 49.0 9.5 22.0 9.5 49.0 9.5 22.0 Max Q Clear Time (g_c+I1), s6.8 46.6 4.6 21.2 9.5 19.4 11.5 6.4 Green Ext Time (p_c), s 0.1 1.9 0.0 0.4 0.0 6.0 0.0 1.5 Intersection Summary HCM 6th Ctrl Delay 32.5 HCM 6th LOS C 296 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 900: Drauden Road/Steiner Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 23 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 210 580 140 135 215 100 200 150 285 50 70 70 Future Volume (veh/h) 210 580 140 135 215 100 200 150 285 50 70 70 Number 5 2 12 1 6 16 7 4 14 3 8 18 Initial Q, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1781 1811 1870 1826 1574 1752 1870 1841 1870 1870 1826 1826 Adj Flow Rate, veh/h 221 611 147 142 226 105 211 158 300 53 74 74 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, % 8 6 2 5 22 10 2 4 2 2 5 5 Opposing Right Turn Influence No No No No Cap, veh/h 499 663 159 218 453 210 440 465 401 350 365 309 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 Prop Arrive On Green 0.09 0.47 0.47 0.06 0.45 0.45 0.09 0.25 0.25 0.03 0.20 0.20 Unsig. Movement Delay Ln Grp Delay, s/veh 15.4 0.0 33.2 28.6 0.0 24.4 31.5 35.6 50.0 33.5 37.9 38.8 Ln Grp LOS B A C C A C C D D C D D Approach Vol, veh/h 979 473 669 201 Approach Delay, s/veh 29.2 25.7 40.8 37.1 Approach LOS C C D D Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Case No 1.1 4.0 1.1 3.0 1.1 4.0 1.1 3.0 Phs Duration (G+Y+Rc), s 10.3 58.7 7.2 33.8 13.0 56.0 13.0 28.0 Change Period (Y+Rc), s 3.5 7.0 3.5 6.0 3.5 7.0 3.5 6.0 Max Green (Gmax), s 9.5 49.0 9.5 22.0 9.5 49.0 9.5 22.0 Max Allow Headway (MAH), s 3.7 8.8 3.7 8.3 3.7 8.9 3.7 8.4 Max Q Clear (g_c+l1), s 6.8 46.6 4.6 21.2 9.5 19.4 11.5 6.4 Green Ext Time (g_e), s 0.1 1.9 0.0 0.4 0.0 6.0 0.0 1.5 Prob of Phs Call (p_c)0.99 1.00 0.80 1.00 1.00 1.00 1.00 1.00 Prob of Max Out (p_x)1.00 0.00 0.19 0.00 1.00 0.00 1.00 0.00 Left-Turn Movement Data Assigned Mvmt 1 3 5 7 Mvmt Sat Flow, veh/h 1739 1781 1697 1781 Through Movement Data Assigned Mvmt 2 4 6 8 Mvmt Sat Flow, veh/h 1411 1841 1017 1826 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 339 1585 472 1547 Left Lane Group Data Assigned Mvmt 1 0 3 0 5 0 7 0 Lane Assignment L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) L (Pr/Pm) 297 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 900: Drauden Road/Steiner Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 24 Lanes in Grp 1 0 1 0 1 0 1 0 Grp Vol (v), veh/h 142 0 53 0 221 0 211 0 Grp Sat Flow (s), veh/h/ln 1739 0 1781 0 1697 0 1781 0 Q Serve Time (g_s), s 4.8 0.0 2.6 0.0 7.5 0.0 9.5 0.0 Cycle Q Clear Time (g_c), s 4.8 0.0 2.6 0.0 7.5 0.0 9.5 0.0 Perm LT Sat Flow (s_l), veh/h/ln 690 0 1228 0 999 0 1326 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 49.0 0.0 22.0 0.0 50.2 0.0 24.0 0.0 Perm LT Serve Time (g_u), s 7.1 0.0 20.1 0.0 31.6 0.0 18.3 0.0 Perm LT Q Serve Time (g_ps), s 7.1 0.0 0.1 0.0 5.3 0.0 2.2 0.0 Time to First Blk (g_f), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Lane Grp Cap (c), veh/h 218 0 350 0 499 0 440 0 V/C Ratio (X)0.65 0.00 0.15 0.00 0.44 0.00 0.48 0.00 Avail Cap (c_a), veh/h 260 0 444 0 499 0 440 0 Upstream Filter (I)1.00 0.00 1.00 0.00 0.27 0.00 1.00 0.00 Uniform Delay (d1), s/veh 24.3 0.0 33.3 0.0 15.3 0.0 30.7 0.0 Incr Delay (d2), s/veh 4.3 0.0 0.2 0.0 0.2 0.0 0.8 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 28.6 0.0 33.5 0.0 15.4 0.0 31.5 0.0 1st-Term Q (Q1), veh/ln 1.7 0.0 1.1 0.0 2.5 0.0 4.3 0.0 2nd-Term Q (Q2), veh/ln 0.3 0.0 0.0 0.0 0.0 0.0 0.1 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 0.00 1.80 0.00 1.53 0.00 1.78 0.00 %ile Back of Q (95%), veh/ln 3.5 0.0 2.0 0.0 3.9 0.0 7.8 0.0 %ile Storage Ratio (RQ%)0.38 0.00 0.20 0.00 0.49 0.00 0.44 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 8 Lane Assignment T T Lanes in Grp 0 0 0 1 0 0 0 1 Grp Vol (v), veh/h 0 0 0 158 0 0 0 74 Grp Sat Flow (s), veh/h/ln 0 0 0 1841 0 0 0 1826 Q Serve Time (g_s), s 0.0 0.0 0.0 7.7 0.0 0.0 0.0 3.7 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 7.7 0.0 0.0 0.0 3.7 Lane Grp Cap (c), veh/h 0 0 0 465 0 0 0 365 V/C Ratio (X)0.00 0.00 0.00 0.34 0.00 0.00 0.00 0.20 Avail Cap (c_a), veh/h 0 0 0 465 0 0 0 365 Upstream Filter (I)0.00 0.00 0.00 1.00 0.00 0.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 33.6 0.0 0.0 0.0 36.7 Incr Delay (d2), s/veh 0.0 0.0 0.0 2.0 0.0 0.0 0.0 1.2 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 35.6 0.0 0.0 0.0 37.9 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 3.4 0.0 0.0 0.0 1.6 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.3 0.0 0.0 0.0 0.1 298 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 900: Drauden Road/Steiner Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 25 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.80 0.00 1.00 0.00 1.80 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 6.5 0.0 0.0 0.0 3.1 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.10 0.00 0.00 0.00 0.06 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R R T+R R Lanes in Grp 0 1 0 1 0 1 0 1 Grp Vol (v), veh/h 0 758 0 300 0 331 0 74 Grp Sat Flow (s), veh/h/ln 0 1750 0 1585 0 1489 0 1547 Q Serve Time (g_s), s 0.0 44.6 0.0 19.2 0.0 17.4 0.0 4.4 Cycle Q Clear Time (g_c), s 0.0 44.6 0.0 19.2 0.0 17.4 0.0 4.4 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.19 0.00 1.00 0.00 0.32 0.00 1.00 Lane Grp Cap (c), veh/h 0 822 0 401 0 663 0 309 V/C Ratio (X)0.00 0.92 0.00 0.75 0.00 0.50 0.00 0.24 Avail Cap (c_a), veh/h 0 822 0 401 0 663 0 309 Upstream Filter (I)0.00 0.27 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 27.3 0.0 37.9 0.0 21.7 0.0 37.0 Incr Delay (d2), s/veh 0.0 6.0 0.0 12.1 0.0 2.7 0.0 1.8 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 33.2 0.0 50.0 0.0 24.4 0.0 38.8 1st-Term Q (Q1), veh/ln 0.0 16.3 0.0 7.1 0.0 5.5 0.0 1.6 2nd-Term Q (Q2), veh/ln 0.0 1.4 0.0 1.3 0.0 0.5 0.0 0.2 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.20 0.00 1.56 0.00 1.67 0.00 1.80 %ile Back of Q (95%), veh/ln 0.0 21.3 0.0 13.3 0.0 10.0 0.0 3.2 %ile Storage Ratio (RQ%)0.00 0.12 0.00 0.85 0.00 0.27 0.00 0.21 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 32.5 HCM 6th LOS C 299 HCM 6th Signalized Intersection Summary Future (2030) Build Traffic Projections 1000: County Line Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 26 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 575 150 75 390 255 390 Future Volume (veh/h) 575 150 75 390 255 390 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1781 1841 1767 1722 1870 1856 Adj Flow Rate, veh/h 605 158 79 411 268 411 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 8 4 9 12 2 3 Cap, veh/h 650 170 196 965 492 434 Arrive On Green 0.48 0.48 0.04 0.56 0.28 0.28 Sat Flow, veh/h 1362 356 1682 1722 1781 1572 Grp Volume(v), veh/h 0 763 79 411 268 411 Grp Sat Flow(s),veh/h/ln 0 1717 1682 1722 1781 1572 Q Serve(g_s), s 0.0 33.3 1.8 11.0 10.2 20.4 Cycle Q Clear(g_c), s 0.0 33.3 1.8 11.0 10.2 20.4 Prop In Lane 0.21 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 819 196 965 492 434 V/C Ratio(X)0.00 0.93 0.40 0.43 0.54 0.95 Avail Cap(c_a), veh/h 0 819 204 973 492 434 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 0.0 19.6 17.6 10.1 24.6 28.2 Incr Delay (d2), s/veh 0.0 18.6 1.3 1.4 4.3 31.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln0.0 20.9 1.1 6.2 7.8 15.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 38.1 19.0 11.5 28.8 59.8 LnGrp LOS A D B B C E Approach Vol, veh/h 763 490 679 Approach Delay, s/veh 38.1 12.7 47.6 Approach LOS D B D Timer - Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), s6.6 45.0 28.0 51.6 Change Period (Y+Rc), s 3.5 7.0 6.0 7.0 Max Green Setting (Gmax), s3.5 38.0 22.0 45.0 Max Q Clear Time (g_c+I1), s3.8 35.3 22.4 13.0 Green Ext Time (p_c), s 0.0 2.1 0.0 7.8 Intersection Summary HCM 6th Ctrl Delay 35.0 HCM 6th LOS D 300 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 1000: County Line Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 27 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 575 150 75 390 255 390 Future Volume (veh/h) 575 150 75 390 255 390 Number 2 12 1 6 7 14 Initial Q, veh 0 0 0 0 0 0 Ped-Bike Adj (A_pbT)1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Lanes Open During Work Zone Adj Sat Flow, veh/h/ln 1781 1841 1767 1722 1870 1856 Adj Flow Rate, veh/h 605 158 79 411 268 411 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 8 4 9 12 2 3 Opposing Right Turn Influence No No Cap, veh/h 650 170 196 965 492 434 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.48 0.48 0.04 0.56 0.28 0.28 Unsig. Movement Delay Ln Grp Delay, s/veh 0.0 38.1 19.0 11.5 28.8 59.8 Ln Grp LOS A D B B C E Approach Vol, veh/h 763 490 679 Approach Delay, s/veh 38.1 12.7 47.6 Approach LOS D B D Timer:1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 6 Case No 1.2 8.0 9.0 4.0 Phs Duration (G+Y+Rc), s 6.6 45.0 28.0 51.6 Change Period (Y+Rc), s 3.5 7.0 6.0 7.0 Max Green (Gmax), s 3.5 38.0 22.0 45.0 Max Allow Headway (MAH), s 3.7 8.8 3.8 8.8 Max Q Clear (g_c+l1), s 3.8 35.3 22.4 13.0 Green Ext Time (g_e), s 0.0 2.1 0.0 7.8 Prob of Phs Call (p_c)0.83 1.00 1.00 1.00 Prob of Max Out (p_x)1.00 0.00 0.00 0.08 Left-Turn Movement Data Assigned Mvmt 1 5 7 Mvmt Sat Flow, veh/h 1682 0 1781 Through Movement Data Assigned Mvmt 2 4 6 Mvmt Sat Flow, veh/h 1362 0 1722 Right-Turn Movement Data Assigned Mvmt 12 14 16 Mvmt Sat Flow, veh/h 356 1572 0 Left Lane Group Data Assigned Mvmt 1 5 0 7 0 0 0 0 Lane Assignment L (Pr/Pm)L 301 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 1000: County Line Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 28 Lanes in Grp 1 0 0 1 0 0 0 0 Grp Vol (v), veh/h 79 0 0 268 0 0 0 0 Grp Sat Flow (s), veh/h/ln 1682 0 0 1781 0 0 0 0 Q Serve Time (g_s), s 1.8 0.0 0.0 10.2 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 1.8 0.0 0.0 10.2 0.0 0.0 0.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 665 0 0 1781 0 0 0 0 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 0 0 0 0 0 Perm LT Eff Green (g_p), s 40.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Serve Time (g_u), s 4.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 4.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 38.0 0.0 0.0 0.0 0.0 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop LT Inside Lane (P_L)1.00 0.00 0.00 1.00 0.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 196 0 0 492 0 0 0 0 V/C Ratio (X)0.40 0.00 0.00 0.54 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 204 0 0 492 0 0 0 0 Upstream Filter (I)1.00 0.00 0.00 1.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 17.6 0.0 0.0 24.6 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 1.3 0.0 0.0 4.3 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 19.0 0.0 0.0 28.8 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.5 0.0 0.0 3.8 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.1 0.0 0.0 0.6 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)1.80 1.00 0.00 1.78 0.00 0.00 0.00 0.00 %ile Back of Q (95%), veh/ln 1.1 0.0 0.0 7.8 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.22 0.00 0.00 0.16 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 0 2 0 4 0 6 0 0 Lane Assignment T Lanes in Grp 0 0 0 0 0 1 0 0 Grp Vol (v), veh/h 0 0 0 0 0 411 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 0 0 1722 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 11.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 11.0 0.0 0.0 Lane Grp Cap (c), veh/h 0 0 0 0 0 965 0 0 V/C Ratio (X)0.00 0.00 0.00 0.00 0.00 0.43 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 0 0 973 0 0 Upstream Filter (I)0.00 0.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 10.1 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 1.4 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 11.5 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 3.1 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0 302 HCM 6th Signalized Intersection Capacity Analysis Future (2030) Build Traffic Projections 1000: County Line Road & IL 126 AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 29 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.00 0.00 1.00 0.00 1.80 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 0.0 0.0 0.0 0.0 6.2 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.00 0.00 0.00 0.00 0.04 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 0 Lane Assignment T+R R Lanes in Grp 0 1 0 1 0 0 0 0 Grp Vol (v), veh/h 0 763 0 411 0 0 0 0 Grp Sat Flow (s), veh/h/ln 0 1717 0 1572 0 0 0 0 Q Serve Time (g_s), s 0.0 33.3 0.0 20.4 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 33.3 0.0 20.4 0.0 0.0 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.21 0.00 1.00 0.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 819 0 434 0 0 0 0 V/C Ratio (X)0.00 0.93 0.00 0.95 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 819 0 434 0 0 0 0 Upstream Filter (I)0.00 1.00 0.00 1.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 19.6 0.0 28.2 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 18.6 0.0 31.6 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 38.1 0.0 59.8 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 10.4 0.0 6.7 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 4.2 0.0 3.8 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%)0.00 1.43 0.00 1.51 0.00 1.00 0.00 0.00 %ile Back of Q (95%), veh/ln 0.0 20.9 0.0 15.8 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%)0.00 0.21 0.00 2.53 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 0 0 0 0 0 0 0 0 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 35.0 HCM 6th LOS D 303 HCM 6th TWSC Future (2030) Build Traffic Projections 1001: Steiner Road & North Access AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 30 Intersection Int Delay, s/veh 2.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 30 0 5 1 0 80 40 390 1 30 170 50 Future Vol, veh/h 30 0 5 1 0 80 40 390 1 30 170 50 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 0 - 0 0 - 0 195 - - 190 - 215 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, %67 2 2 2 2 2 25 4 2 2 3 20 Mvmt Flow 32 0 5 1 0 84 42 411 1 32 179 53 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 781 - 179 768 - 412 232 0 0 412 0 0 Stage 1 243 - - 496 - - - - - - - - Stage 2 538 - - 272 - - - - - - - - Critical Hdwy 7.77 - 6.22 7.12 - 6.22 4.35 - - 4.12 - - Critical Hdwy Stg 1 6.77 - - 6.12 - - - - - - - - Critical Hdwy Stg 2 6.77 - - 6.12 - - - - - - - - Follow-up Hdwy 4.103 - 3.318 3.518 - 3.318 2.425 - - 2.218 - - Pot Cap-1 Maneuver 246 0 864 319 0 640 1212 - - 1147 - - Stage 1 636 0 - 556 0 - - - - - - - Stage 2 427 0 - 734 0 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 204 - 864 302 - 640 1212 - - 1147 - - Mov Cap-2 Maneuver 204 -- 302 - - - - - - - - Stage 1 614 - - 537 - - - - - - - - Stage 2 358 - - 709 - - - - - - - - Approach EB WB NB SB HCM Control Delay, s 23.5 11.6 0.7 1 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1212 - - 204 864 302 640 1147 - - HCM Lane V/C Ratio 0.035 - - 0.155 0.006 0.003 0.132 0.028 - - HCM Control Delay (s)8.1 -- 25.9 9.2 17 11.5 8.2 - - HCM Lane LOS A - - D A C B A - - HCM 95th %tile Q(veh)0.1 - - 0.5 0 0 0.5 0.1 - - 304 HCM 6th TWSC Future (2030) Build Traffic Projections 1002: Steiner Road & South Access AM Peak Hour 06/28/2023 Synchro 11 Report Kimley-Horn Page 31 Intersection Int Delay, s/veh 2.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 35 0 10 60 0 1 45 395 20 1 120 55 Future Vol, veh/h 35 0 10 60 0 1 45 395 20 1 120 55 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 0 - 0 0 - 0 195 - - 190 - 215 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, %43 2 2 2 2 2 22 3 2 2 2 9 Mvmt Flow 37 0 11 63 0 1 47 416 21 1 126 58 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 649 - 126 684 - 427 184 0 0 437 0 0 Stage 1 128 - - 521 - - - - - - - - Stage 2 521 - - 163 - - - - - - - - Critical Hdwy 7.53 - 6.22 7.12 - 6.22 4.32 - - 4.12 - - Critical Hdwy Stg 1 6.53 - - 6.12 - - - - - - - - Critical Hdwy Stg 2 6.53 - - 6.12 - - - - - - - - Follow-up Hdwy 3.887 - 3.318 3.518 - 3.318 2.398 - - 2.218 - - Pot Cap-1 Maneuver 331 0 924 363 0 628 1279 - - 1123 - - Stage 1 786 0 - 539 0 - - - - - - - Stage 2 471 0 - 839 0 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 321 - 924 348 - 628 1279 - - 1123 - - Mov Cap-2 Maneuver 321 -- 348 - - - - - - - - Stage 1 757 - - 519 - - - - - - - - Stage 2 453 - - 829 - - - - - - - - Approach EB WB NB SB HCM Control Delay, s 15.7 17.5 0.8 0 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBREBLn1EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1279 - - 321 924 348 628 1123 - - HCM Lane V/C Ratio 0.037 - - 0.115 0.011 0.181 0.002 0.001 - - HCM Control Delay (s)7.9 -- 17.7 8.9 17.6 10.7 8.2 - - HCM Lane LOS A - - C A C B A - - HCM 95th %tile Q(veh)0.1 - - 0.4 0 0.7 0 0 - - 305 4201 Winfield Road I Suite 600 I Warrenville, IL 60555 630-487-5550 306 THE POTENTIAL ECONOMIC AND FISCAL IMPACTS OF THE PROPOSED PLAINFIELD BUSINESS CENTER DEVELOPMENT IN PLAINFIELD A Report To TRAMMELL CROW COMPANY From GRUEN GRUEN + ASSOCIATES Urban Economists, Market Strategists & Land Use/Public Policy Analysts May 2023 C1634 307 THE POTENTIAL ECONOMIC AND FISCAL IMPACTS OF THE PROPOSED PLAINFIELD BUSINESS CENTER DEVELOPMENT IN PLAINFIELD A Report To TRAMMELL CROW COMPANY From GRUEN GRUEN + ASSOCIATES Urban Economists, Market Strategists & Land Use/Public Policy Analysts May 2023 C1634 APPLYING KNOWLEDGE CREATING RESULTS ADDING VALUE ©2023 Gruen Gruen + Associates. Do not reproduce without written permission from Gruen Gruen + Associates. 308 i TABLE OF CONTENTS Chapter Page I EXECUTIVE SUMMARY ......................................................................................................... 1 INTRODUCTION ...................................................................................................................... 1 PRINCIPAL FINDINGS AND CONCLUSIONS ............................................................... 1 Economic Impacts on Village of Plainfield .............................................................................. 1 Economic Impacts on Will County ............................................................................................ 2 Fiscal Impacts on Village of Plainfield ....................................................................................... 4 Property Tax Impact on School District and Other Taxing Entities .................................... 4 II INTRODUCTION AND STUDY PURPOSE ..................................................................... 6 INTRODUCTION ...................................................................................................................... 6 PURPOSE ...................................................................................................................................... 6 WORK COMPLETED ............................................................................................................... 6 REPORT ORGANIZATION ................................................................................................... 7 III ECONOMIC IMPACT OF THE PROPOSED PLAINFIELD BUSINESS CENTER DEVELOPMENT .................................................................................................... 8 INTRODUCTION ...................................................................................................................... 8 DATA SOURCES ........................................................................................................................ 8 2023 CONSTANT DOLLARS ................................................................................................. 9 METHODOLOGY AND TYPES OF ECONOMIC IMPACTS ESTIMATED ............ 9 DATA INPUTS FOR IMPACT ANALYSIS ........................................................................ 10 One-time Construction Expenditures ...................................................................................... 10 Direct Employment .................................................................................................................... 11 ECONOMIC IMPACT ON VILLAGE OF PLAINFIELD ............................................. 12 309 ii TABLE OF CONTENTS, Continued Chapter Page ECONOMIC IMPACT ON WILL COUNTY ..................................................................... 15 IV FISCAL IMPACTS OF THE PROPOSED PLAINFIELD BUSINESS CENTER ON THE VILLAGE OF PLAINFIELD ............................................................ 18 TYPES OF FISCAL IMPACTS ESTIMATED .................................................................... 18 ANNUAL FISCAL IMPACTS ON VILLAGE OF PLAINFIELD ................................. 19 PROPERTY TAXES ................................................................................................................. 20 UTILITIES TAXES ................................................................................................................... 21 LOCAL GASOLINE TAXES .................................................................................................. 22 APPENDIX A MARKET VALUES OF WILL COUNTY INDUSTRIAL BUILDINGS ........ 23 APPENDIX B ESTIMATE OF TOTAL ANNUAL PROPERTY TAX GENERATED BY THE PLAINFIELD BUSINESS CENTER FOR ALL TAXING ENTITIES ................................................................................................... 24 310 iii LIST OF TABLES Table Number Page I-1 Annual One-time and On-going Economic Impacts of the Plainfield Business Center on Plainfield Economy .................................................................................................... 1 I-2 Annual One-time and On-going Economic Impacts of Plainfield Business Center on Will County Economy .................................................................................................................. 3 I-3 Summary of Fiscal Benefits to Village of Plainfield at Project Build-out ............................. 4 III-1 Direct Construction Expenditures Associated with Plainfield Business Center ................ 10 III-2 One-time Average Annual Economic Impact of Construction of Plainfield Business Center on Plainfield Economy .................................................................................. 12 III-3 Annual On-going Economic Impact of Industrial Operations on Plainfield Economy ..................................................................................................................... 14 III-4 One-time Economic Impact of Construction on Will County Economy .......................... 15 III-5 On-going Economic Impact of Operations on Will County Economy ............................. 16 IV-1 Summary of Annual Fiscal Impacts on Village of Plainfield General Fund ....................... 19 IV-2 Annual Property Tax Revenue .................................................................................................. 20 IV-3 Annual Utilities Tax Revenues .................................................................................................. 21 IV-4 Annual Local Gasoline Tax Revenue ....................................................................................... 22 A-1 Examples of Market Values of Will County Industrial Buildings ....................................... 23 B-1 Total Annual Property Tax Revenue Estimate by Taxing District ..................................... 24 311 GRUEN GRUEN + ASSOCIATES PAGE 1 CHAPTER I EXECUTIVE SUMMARY INTRODUCTION Trammell Crow Company proposes to develop approximately 5.1 million square feet of industrial buildings in two-phases on approximately 342 acres. Phase I is proposed to contain 3.3 million square feet of industrial buildings on 220 acres of land and Phase II consists of 1.8 million square feet of industrial space on 122 acres of land. The planned Plainfield Business Center development is in unincorporated Will County west of Steiner Road and south of 143rd Street, south of a newly built 1.5 million-square foot facility for Diageo, near a recently approved 1.2 million-square foot logistics facility for DHL, and south of a recently approved approximately 3.8 million-square-foot industrial center by Seefried Industrial Properties. The property is anticipated to be annexed into the Village of Plainfield. Gruen Gruen + Associates (“GG+A”) was asked to evaluate and describe the economic impacts the proposed Plainfield Business Center development is estimated to generate in the Village of Plainfield and Will County. GG+A was also asked to estimate the fiscal impacts of the proposed Plainfield Business Center. This report presents the results of the economic and fiscal impact analysis. PRINCIPAL FINDINGS AND CONCLUSIONS Economic Impacts on Village of Plainfield Table I-1 summarizes the estimated one-time economic impacts of construction and on-going annual economic impacts of the proposed Plainfield Business Center for the Village of Plainfield. TABLE I-1: Annual One-Time and On-Going Economic Impacts of Plainfield Business Center on Plainfield Economy1 Phase I Phase II Total One-Time Impacts of Construction (Average Annual) Jobs2 367 250 315 Labor Income3 $24,591,000 $16,767,000 $21,113,000 Output4 $93,466,000 $63,729,000 $80,250,000 On-Going Annual Impacts at Full Build-Out Jobs2 1,366 746 2,112 Labor Income3 $109,470,000 $59,743,000 $169,213,000 Output4 $736,350,000 $401,842,000 $1,138,192,000 1 Total gross impacts include direct, indirect, and induced effects. Figures are rounded. 2 Full- and part-time employment (jobs). 3 Wages, salaries, benefits, and proprietor income. 4 Local value of goods and services produced or sold. Sources: RIMS II, Regional Production Division, Bureau of Economic Analysis; Gruen Gruen + Associates. 312 GRUEN GRUEN + ASSOCIATES PAGE 2 • The one-time annual employment and earnings impact within the Village of Plainfield from construction of Phase I of the proposed Plainfield Business Center is estimated at nearly 367 jobs and associated labor income of $24.6 million ($67,000 per job). The estimated annual output (volume of economic activity) from construction of Phase I of the Plainfield Business Center within the Village of Plainfield is estimated at nearly $93.5 million. • The one-time annual employment and earnings impact within the Village of Plainfield from construction of Phase II of the proposed Plainfield Business Center is estimated at 250 jobs and associated labor income of $16.8 million ($67,000 per job). The estimated annual output (volume of economic activity) from construction of Phase II of the Plainfield Business Center within the Village of Plainfield is estimated at $63.7 million. • The on-going annual employment and earnings impact within the Village of Plainfield associated with Phase I of the proposed Plainfield Business Center at build-out is estimated at 1,366 jobs and associated labor income of nearly $109.5 million ($80,139 per job). The estimated output (volume of economic activity) from Phase I of the Plainfield Business Center within the Village of Plainfield is estimated at nearly $736.4 million. • The on-going annual employment and earnings impact within the Village of Plainfield associated with Phase II of the proposed Plainfield Business Center at build-out is estimated at 746 jobs and associated labor income of $59.7 million ($80,084 per job). The estimated output (volume of economic activity) from Phase II of the Plainfield Business Center within the Village of Plainfield is estimated at over $408.8 million. • The on-going annual employment and earnings impact within the Village of Plainfield of the proposed Plainfield Business Center at full build-out (of Phases I and II) is estimated at 2,112 jobs and associated labor income of $169.2 million ($80,100 per job). The estimated output (volume of economic activity) from Phases I and II of the Plainfield Business Center within the Village of Plainfield is estimated at $1.1 billion. • The estimate of economic impacts that will accrue locally within Plainfield is based on the share of jobs potentially held by Plainfield residents given the share of existing local jobs Plainfield residents hold. Economic Impacts on Will County As summarized in Table I-2: • The one-time annual employment and earnings impact within Will County from construction of Phase I of the proposed Plainfield Business Center is estimated at 505 jobs and $32.6 million ($64,497 per job). The estimated annual output (volume of economic activity) from 313 GRUEN GRUEN + ASSOCIATES PAGE 3 construction of the Plainfield Business Center within Will County is estimated at $139.1 million. • The one-time annual employment and earnings impact within Will County from construction of Phase II of the proposed Plainfield Business Center is estimated at 345 jobs and $22.2 million ($64,371 per job). The estimated annual output (volume of economic activity) from construction of the Plainfield Business Center within Will County is estimated at $94.9 million. • The on-going annual employment and earnings impact associated with Phase I of the proposed Plainfield Business Center at build-out within Will County is estimated at 2,416 jobs and associated labor income of $166.1 million ($68,764 per job). The estimated output (volume of economic activity) from Phase I of the Plainfield Business Center within Will County is estimated at over $1.0 billion. • The on-going annual employment and earnings impact associated with Phase II of the proposed Plainfield Business Center at build-out within Will County is estimated at 1,319 jobs and associated labor income of nearly $90.7 million ($68,742 per job). The estimated output (volume of economic activity) from Phase I of the Plainfield Business Center within Will County is estimated at $565.8 million. • The on-going annual employment and earnings impact within Will County of the proposed Plainfield Business Center at full build-out (of Phases I and II) is estimated at 3,735 jobs and $256.8 million ($68,742 per job). The estimated output (volume of economic activity) at full project build-out within Will County is estimated at $1.6 billion. TABLE I-2: Annual One-Time and On-Going Economic Impacts of Plainfield Business Center on Will County Economy1 Phase I Phase II Total One-Time Impacts of Construction (Average Annual) Jobs2 505 345 434 Labor Income3 $32,571,000 $22,208,000 $27,965,000 Output4 $139,151,000 $94,879,000 $119,474,000 On-Going Annual Impacts at Full Build-Out Jobs2 2,416 1,319 3,735 Labor Income3 $166,133,000 $90,671,000 $256,804,000 Output4 $1,036,679,000 $565,777,000 $1,602,456,000 1 Total gross impacts include direct, indirect, and induced effects. Figures are rounded. 2 Full- and part-time employment (jobs). 3 Wages, salaries, benefits, and proprietor income. 4 Local value of goods and services produced or sold. Sources: RIMS II, Regional Production Division, Bureau of Economic Analysis; Gruen Gruen + Associates. 314 GRUEN GRUEN + ASSOCIATES PAGE 4 Fiscal Impacts on Village of Plainfield As summarized in Table I-3, on-going annual fiscal benefits to the Village of Plainfield from the development, occupancy, and operation of the proposed Plainfield Business Center is estimated to total $501,600. TABLE I-3: Summary of Fiscal Benefits to Village of Plainfield at Project Build-out1 Phase I $ Phase II $ Total Development $ Property Tax 205,400 117,700 323,100 Utilities Tax2 94,600 51,600 146,200 Local Gasoline Tax 20,900 11,400 32,300 TOTAL 320,900 180,700 501,600 1 Figures are rounded. 2 Utilities tax relates to taxes for electric and gas. Source: Gruen Gruen + Associates Operation and occupancy of the building space within the Plainfield Business Center are estimated to generate direct annual Village of Plainfield tax revenues of $320,900 for Phase I and $180,700 for Phase II. Property tax revenues are estimated to total $323,100 or about 64 percent of total revenues. Property tax revenues attributable to Phase I are estimated to total $205,400. Property tax revenues attributable to Phase II are estimated to total $117,700. Utilities taxes estimated to total $146,200 make up 29 percent of estimated total revenues. Utilities tax revenue attributable to Phase I is estimated to total $94,600. Utilities tax revenue attributable to Phase II is estimated to total $51,600. The local gasoline tax estimated to total $32,300 makes up the remaining nearly seven percent of estimated total revenues. Local gasoline tax attributable to Phase I is estimated to total $20,900. Local gasoline tax attributable to Phase II is estimated to total 11,400. Property Tax Impact on School District and Other Taxing Entities Plainfield Community School District 202 is projected to obtain annual property tax revenue of nearly $3.6 million from the proposed Plainfield Business Center at full build-out of Phases I and II. Property tax revenue for Plainfield Community School District 202 attributable to Phase I of the project is estimated to total approximately $2.3 million. Property tax revenue for Plainfield Community School District 202 attributable to Phase II of the project is estimated to total approximately $1.3 million. 315 GRUEN GRUEN + ASSOCIATES PAGE 5 In total, at full build-out of Phases I and II, the proposed Plainfield Business Center is estimated to generate over $5.6 million in annual property tax for all taxing entities. 316 GRUEN GRUEN + ASSOCIATES PAGE 6 CHAPTER II INTRODUCTION AND STUDY PURPOSE INTRODUCTION Trammell Crow Company proposes to develop approximately 5.1 million square feet of industrial buildings in two-phases on approximately 342 acres. Phase I is proposed to contain 3.3 million square feet of industrial buildings on 220 acres of land and Phase II consists of 1.8 million square feet of industrial space on 122 acres of land. The planned Plainfield Business Center development is in unincorporated Will County west of Steiner Road and south of 143rd Street, south of a newly built 1.5 million-square foot facility for Diageo, near a recently approved 1.2 million-square foot logistics facility for DHL, and south of a recently approved approximately 3.8 million-square-foot industrial center by Seefried Industrial Properties. The property is anticipated to be annexed into the Village of Plainfield. PURPOSE The purpose of the study summarized in this report by Gruen Gruen + Associates (“GG+A”) is to estimate and describe the potential economic impacts on the Village of Plainfield and Will County associated with the construction and operation of the proposed Plainfield Business Center. The fiscal benefits to the Village of Plainfield from the operation of the Plainfield Business Center is also evaluated and summarized in this report. WORK COMPLETED In order to accomplish the study purposes, GG+A staff completed the following principal tasks: • Obtained and analyzed information on the development cost characteristics and employment characteristics of the proposed Plainfield Business Center obtained from Trammell Crow Company; • Reviewed assessed value and property tax information of recently completed industrial buildings in Will County; • Obtained sources and rates of taxes and fees from the Plainfield Finance Department and applied the tax and fee rates to the characteristics of the proposed Plainfield Business Center to estimate the amounts of tax and fee revenue which can be expected to be generated at build- out of the project; • Created an economic impact model of the jobs, income, and economic output of the proposed industrial development using RIMS II input-output multipliers obtained from the United States Bureau of Economic Analysis, a provider of custom input-output data for local economies; and 317 GRUEN GRUEN + ASSOCIATES PAGE 7 • Synthesized and described the results of the research and analysis outlined above in this report. REPORT ORGANIZATION Chapter III presents an estimate of the economic impacts of the planned Plainfield Business Center on the Village of Plainfield and Will County economies. Chapter IV presents the fiscal benefits that the planned Plainfield Business Center is estimated to generate for the Village of Plainfield. Appendix A presents examples of the market values of industrial buildings in Plainfield, Bolingbrook, and Joliet in Will County reported by the Will County Assessor. Appendix B presents the amount of annual property taxes the proposed Plainfield Business Center is estimated to generate at build-out for all taxing entities. 318 GRUEN GRUEN + ASSOCIATES PAGE 8 CHAPTER III ECONOMIC IMPACT OF THE PROPOSED PLAINFIELD BUSINESS CENTER INDUSTRIAL DEVELOPMENT INTRODUCTION This chapter presents the economic impacts the proposed Plainfield Business Center is estimated to generate for Plainfield and Will County economies. The economic impacts estimated and presented in this section relate to: • Expenditures for the construction of approximately 3.3 million square feet of industrial building space in Phase I and 1.8 million square feet of industrial building space in Phase II; and • Operations of the industrial businesses which will occupy the industrial buildings and which will generate jobs and associated labor income and economic activity (output). Once completed and occupied, the operations at the Plainfield Business Center will generate an “on- going” economic impact on the local economy as industrial businesses produce sales, pays wages to employees, and purchases goods and services from other vendors/businesses in the local economy. DATA SOURCES The economic impact analysis is based on anticipated characteristics of the proposed development provided by representatives of Trammell Crow Company and RIMS II input-output multipliers obtained from the Bureau of Economic Analysis, a provider of custom input-output data for local economies. 319 GRUEN GRUEN + ASSOCIATES PAGE 9 2023 CONSTANT DOLLARS The figures presented in this report are expressed in constant 2023 dollars. That is, the possible effects of inflation or deflation on future economic activities are not quantified. METHODOLOGY AND TYPES OF ECONOMIC IMPACTS ESTIMATED The economic impacts quantified in this report are presented in terms of: • Employment (full- and part-time jobs); • Earnings (wages, salaries, benefits, and proprietor income); and • Output (the value of goods and services produced or sold). Construction and occupancy of the proposed developments will cause an economic impact beyond the direct expenditures associated with on-going operations. Secondary or “multiplier” effects result from increased production in industries affected by direct changes in local economic activity. These secondary impacts are referred to as indirect and induced effects. The economic impacts attributable to operations at the Plainfield Business Center and one-time construction activities are estimated using the RIMS II input-output multipliers. The input-output (I-O) multipliers are based on an accounting of inter-industry relationships or linkages among industry sectors within a given geography area (in this case Will County) obtained from the Bureau of Economic Analysis.1 Direct Effects are the number of jobs, earnings, and output produced in industries directly affected by the on-going operations of businesses occupying the industrial space. Direct effects attributable to the occupancy and on-going operations of the industrial space are estimated based upon expected on- site employment. Indirect Effects relate to changes in the number of jobs, earnings, and output produced within a local economy given interdependencies among economic sectors. Businesses buy products and services from each other, creating indirect impacts on other businesses. In other words, a change in one industry or business “ripples” through to other industries or businesses. Induced Effects refer to the impacts of increased household spending. For example, a portion of the wages paid to on-site workers (direct employment) and a portion of the wages paid to employees of firms providing goods or services to the industrial businesses (indirect employment) will then be spent locally to purchase goods and services (induced effect) in the local economy. 1 The multiplier is the coefficient that relates the magnitude of a direct economic impact to a total economic impact that includes both direct and indirect (including induced) impacts. An employment multiplier of 1.3, for example, indicates that for every ten (10) jobs directly supported by an activity or event; an additional three (3) jobs are created elsewhere in the local economy due to industry-to-industry purchases and the re-circulation of wages and salaries paid to employees. 320 GRUEN GRUEN + ASSOCIATES PAGE 10 DATA INPUTS FOR IMPACT ANALYSIS One-time Construction Expenditures GG+A reviewed reported expenditures estimated by Trammell Crow Company to construct the industrial facilities. Table III-1 summarizes the estimated direct construction expenditures associated with the “Hard” (i.e., bricks and mortar) building costs and land development (Sitework) costs. Development of the full industrial build-out (both Phase I and Phase II) is estimated to occur over a 4½ year period. TABLE III-1: Direct Construction Expenditures Associated with Plainfield Business Center Building Space # Square Feet Direct Cost1 $ Per Square Foot Construction Expenditures2 $ Total Phase I 3,300,000 66 216,600,000 Phase II 1,800,000 66 118,145,000 1Direct costs includes “hard” construction costs for building space and land development (sitework) costs. 2Land acquisition costs and soft costs (such as legal and architectural and engineering and permit fees) are not included in the model to estimate indirect and induced impacts. Sources: Trammell Crow Company; Gruen Gruen + Associates. Phase I construction costs are estimated at about $66 per square foot or a total of $216.6 million. The Phase I build-out period of 2½ years results in annual construction expenditures of approximately $86.6 million. Phase II construction costs are also estimated at $66 per square foot or a total of $118.1 million. The Phase II buildout of two years results in annual construction expenditures of approximately $59.1 million. 321 GRUEN GRUEN + ASSOCIATES PAGE 11 Direct Employment Inputs needed for the economic impact model include the total number of on-site jobs associated with the occupancy and operations of industrial development. The proposed Plainfield Business Center is anticipated to include a tenant mix of large-scale warehouse/distribution users which are most commonly in economic sectors related to regional and national wholesale distribution, e- commerce, and freight trucking/third party logistics services as well as potentially data center facilities. At full build-out of Phases I and II of the Plainfield Business Center, direct employment is estimated to total nearly 1,900 jobs. Phase I total employment is estimated to total 1,209 jobs. Phase II total employment is estimated to total 660 jobs. Based on a review of employment density patterns for large-scale warehouse/distribution facilities and input from Trammell Crow Company, an average employment density of about 2,700 square feet per worker is used to estimate on-site employment. 322 GRUEN GRUEN + ASSOCIATES PAGE 12 ECONOMIC IMPACT ON VILLAGE OF PLAINFIELD One-Time Construction Impact of Industrial Development Table III-2 shows the estimated average annual economic impact associated with the construction of the Plainfield Business Center on the Village of Plainfield. The indirect/induced economic impact estimates are based on the proportion of jobs in Plainfield which are filled by residents.2 TABLE III-2: One-Time Economic Impact of Construction on Plainfield Economy Employment1 # Jobs Annual Earnings2 $ Annual Output3 $ Phase I4 Direct Impact 346.4 23,398,660 86,640,000 Indirect & Induced Impact 20.7 1,192,401 6,826,413 Total Impact 367.1 24,591,061 93,466,413 Multiplier 1.06 1.05 1.08 Phase II5 Direct Impact 236.2 15,953,852 59,075,000 Indirect & Induced Impact 14.1 813,020 4,654,475 Total Impact 250.3 16,766,873 63,729,475 Multiplier 1.06 1.05 1.08 1 Total additional full- and part-time jobs created. 2 Total labor income associated with additional jobs. 3 Total volume of added economic activity. 4 Estimates based on a direct construction cost of $86,640,000 per year for a 2.5-year period. 5 Estimates based on a direct construction cost of $59,075,000 per year for a 2.0-year period. Sources: RIMS II, Regional Production Division, Bureau of Economic Analysis; Gruen Gruen + Associates. The proposed Plainfield Business Center during construction of Phase I of the development is estimated to generate an employment impact of about 367 jobs and an annual earnings impact of $24.6 million. The total direct and indirect annual output impact is approximately $93.5 million. The proposed Plainfield Business Center during construction of Phase II of the development is estimated to generate an employment impact of about 250 jobs and an annual earnings impact of nearly $16.8 million. The total direct and indirect annual output impact is estimated to exceed $63.7 million. The employment multiplier of 1.06 indicates that for every 10 jobs created directly on-site, an additional one-half job will be supported indirectly in the Village from construction of the building space or a total of 21 jobs in Phase I and 14 jobs in Phase II. For every dollar of direct earnings an 2 According to the U.S. Census Bureau OntheMap, about 13 percent of jobs in the Village are filled by residents. 323 GRUEN GRUEN + ASSOCIATES PAGE 13 additional five cents ($0.05) will be generated elsewhere in the Village for a total of $1.1 million in Phase I and $813,000 in Phase II. For every dollar of direct economic output generated by the industrial building space development, an additional eight cents ($0.08) will be generated elsewhere in the Village for a total of $6.8 million in Phase I and $4.7 million in Phase II of the construction of the Plainfield Business Center. 324 GRUEN GRUEN + ASSOCIATES PAGE 14 On-Going Impact of Occupancy of Industrial Development Table III-3 shows the estimated average annual economic impacts associated with the occupancy and operations of the Plainfield Business Center on the economy of the Village of Plainfield. TABLE III-3: Annual On-going Economic Impact of Industrial Operations on Plainfield Economy Employment1 # Jobs Annual Earnings2 $ Annual Output3 $ Phase I4 Direct Impact 1,209.0 101,002,701 691,473,272 Indirect & Induced Impact 156.9 8,466,955 44,876,712 Total Impact 1,365.9 109,469,656 736,349,984 Multiplier 1.13 1.08 1.06 Phase II5 Direct Impact 660.0 55,122,011 377,346,360 Indirect & Induced Impact 85.6 4,621,393 24,495,984 Total Impact 745.6 59,743,404 401,842,344 Multiplier 1.13 1.08 1.06 TOTAL ANNUAL IMPACT 2,112 169,213,000 1,138,192,000 1 Total additional full- and part-time jobs created. 2 Total labor income associated with additional jobs. 3 Total volume of added economic activity. 4 Estimates based on direct employment assumption of 1,209 jobs. 5 Estimates based on direct employment assumption of 660 jobs. Sources: RIMS II, Regional Production Division, Bureau of Economic Analysis; Gruen Gruen + Associates. The proposed Plainfield Business Center at build-out/occupancy of Phase I is estimated to generate an annual employment impact of about 1,366 jobs and an annual earnings impact of $109.5 million. The total direct and indirect annual output impact is estimated to total $736.3 million. The proposed Plainfield Business Center at build-out/occupancy of Phase II is estimated to generate an annual employment impact of about 746 jobs and an annual earnings impact of $59.7 million. The total direct and indirect annual output impact is estimated to total $401.8 million. In total for both phases of the development, the annual employment impact is estimated at about 2,100 jobs with annual earnings of $169.2 million and annual economic output of over $1.1 billion. The employment multiplier of 1.13 indicates that for every 10 jobs created directly on-site, an additional one job will be supported indirectly in the Village from occupancy and operations of the building space for a total of nearly 122 indirect and induced jobs. The indirect and induced earnings impact are estimated at nearly $13.1 million with a multiplier of 1.08. The indirect and induced output impacts are estimated at $69.4 million with a multiplier of 1.06. 325 GRUEN GRUEN + ASSOCIATES PAGE 15 ECONOMIC IMPACT ON WILL COUNTY One-Time Construction Impacts of Industrial Development Table III-4 shows the estimated one-time construction (direct, indirect, and induced) economic impacts on the Will County economy attributable to the construction of building space at the Plainfield Business Center. TABLE III-4: One-Time Economic Impact of Construction on Will County Economy Employment1 # Jobs Annual Earnings2 $ Annual Output3 $ Phase I4 Direct Impact 346.4 23,398,660 86,640,000 Indirect & Induced Impact 158.8 9,172,316 52,510,872 Total Impact 505.3 32,570,976 139,150,872 Multiplier 1.46 1.39 1.61 Phase II5 Direct Impact 236.2 15,953,852 59,075,000 Indirect & Induced Impact 108.3 6,254,003 35,803,655 Total Impact 344.5 22,207,855 94,878,655 Multiplier 1.46 1.39 1.61 1 Total additional full- and part-time jobs created. 2 Total labor income associated with additional jobs. 3 Total volume of added economic activity. 4 Estimates based on a direct construction cost of $86,640,000 per year for a 2.5-year period. 5 Estimates based on a direct construction cost of $59,075,000 per year for a 2.0-year period. Sources: RIMS II, Regional Production Division, Bureau of Economic Analysis; Gruen Gruen + Associates. Based upon Regional Input-Output Modeling System (RIMS II) multipliers obtained from the Bureau of Economic Analysis for Will County, we estimate a total annual employment impact of approximately 505 jobs associated with construction of Phase I of the Plainfield Business Center. The total annual earnings impact is estimated at approximately $32.6 million or the equivalent of about $64,000 per job. The total annual economic output impact on Will County is estimated at $139.1 million. As indicated above in Table III-4, multipliers associated with the construction activity are estimated to range from 1.39 to 1.61 in Will County. The employment multiplier of 1.46, for example, indicates that for every 10 jobs created directly on-site, an additional five jobs will be supported indirectly in the County from construction activity. We estimate a total annual employment impact of approximately 345 jobs associated with construction of Phase II of the Plainfield Business Center. The total annual earnings impact is estimated at 326 GRUEN GRUEN + ASSOCIATES PAGE 16 approximately $22.2 million or the equivalent of about $64,000 per job. The total annual output impact on Will County is estimated at $94.9 million. On-Going Impacts of Occupancy of Plainfield Business Center Table III-5 shows the estimated annual on-going total (direct, indirect, and induced) economic impacts on the Will County economy attributable to the occupancy and operations of the industrial building space at the Plainfield Business Center. TABLE III-5: On-going Economic Impact of Operations on Will County Economy Employment1 # Jobs Annual Earnings2 $ Annual Output3 $ Phase I4 Direct Impact 1,209.0 100,002,701 691,473,272 Indirect & Induced Impact 1,207.0 65,130,422 345,205,478 Total Impact 2,416.0 166,133,123 1,036,678,750 Multiplier 2.00 1.64 1.50 Phase II5 Direct Impact 660.0 55,122,011 377,346,360 Indirect & Induced Impact 658.8 35,549,178 188,430,647 Total Impact 1,318.8 90,671,189 565,777,007 Multiplier 2.00 1.64 1.50 TOTAL ANNUAL IMPACT 3,735 256,804,313 1,602,455,757 1 Total additional full- and part-time jobs created. 2 Total labor income associated with additional jobs. 3 Total volume of added economic activity. 4 Estimates based on direct employment assumption of 1,209 jobs. 5 Estimates based on direct employment assumption of 660 jobs. Sources: RIMS II, Regional Production Division, Bureau of Economic Analysis; Gruen Gruen + Associates. At build-out/occupancy of Phase I of the Plainfield Business Center, the occupants of the building space are estimated to generate an employment impact of about 2,416 jobs and an annual earnings impact of $166.1 million ($68,800 per job). The total direct and indirect annual output impact is estimated to total over $1.0 billion. At build-out/occupancy of Phase II of the Plainfield Business Center, the occupants of the building space are estimated to generate an annual employment impact of 1,319 jobs and an annual earnings impact of nearly $90.7 million ($68,800 per job). The total direct and indirect annual output impact is estimated to total approximately $566 million. 327 GRUEN GRUEN + ASSOCIATES PAGE 17 At build-out of both phases of the Plainfield Business Center, the annual employment impact within Will County is estimated at about 3,700 jobs with annual earnings of $256.8 million and annual output of approximately $1.6 billion. 328 GRUEN GRUEN + ASSOCIATES PAGE 18 CHAPTER IV FISCAL IMPACTS OF THE PROPOSED PLAINFIELD BUSINESS CENTER ON THE VILLAGE OF PLAINFIELD TYPES OF FISCAL IMPACTS ESTIMATED This chapter presents the fiscal benefits the proposed Plainfield Business Center is estimated to generate for the Village of Plainfield General Fund. The estimates of fiscal benefits estimated and presented include: • Property Tax; • Utilities Tax (electric and gas); and • Local Gasoline Tax. The fiscal impacts relate to on-going or “recurring” sources of revenue once the industrial building space at the Plainfield Business Center is operational and occupied. We have assumed that current tax rates will remain constant. All estimates are presented in constant 2023 dollars. 329 GRUEN GRUEN + ASSOCIATES PAGE 19 ANNUAL FISCAL IMPACTS ON VILLAGE OF PLAINFIELD Table IV-1 summarizes the estimates of annual tax revenue from the build-out and occupancy of the industrial building space at the Plainfield Business Center to the Village of Plainfield General Fund. TABLE IV-1: Summary of Annual Fiscal Impacts on Village of Plainfield General Fund1 Phase I $ Phase II $ Total Development $ Village Revenues: Property Tax 205,400 117,700 323,100 Utilities Tax2 94,600 51,600 146,200 Local Gasoline Tax 20,900 11,400 32,300 Total 320,900 180,700 501,600 1 Figures are rounded. 2 Utilities tax relates to taxes for electric and gas. Source: Gruen Gruen + Associates Operation and occupancy of both phases of the proposed Plainfield Business Center are estimated to generate direct annual Village of Plainfield tax revenues of approximately $501,600. Operation and occupancy of Phase I of the development is estimated to generate direct annual Village of Plainfield tax revenues of $320,900. Operation and occupancy of Phase II of the development is estimated to generate annual Village of Plainfield tax revenues of $180,700. 330 GRUEN GRUEN + ASSOCIATES PAGE 20 PROPERTY TAXES Table IV-2 shows an estimate of Village’s share of property tax revenue at build-out of the proposed Plainfield Business Center. Appendix A provides examples of the market values placed on newer industrial buildings in Will County by the Will County assessor. The Will County assessor places market values on large industrial buildings ranging from $34 to $42 per square foot. Appendix B provides a detailed breakdown of the total property tax revenue for all taxing districts which totals approximately $5.6 million. TABLE IV-2: Annual Property Tax Revenue1 Phase I $ Phase II $ Total Development $ Estimated Market Value 132,000,000 75,600,000 207,600,000 Equalized Assessed Value2 44,000,000 25,200,000 69,200,000 Village of Plainfield Annual Property Tax Revenue3 205,400 117,700 323,100 1 Figures are rounded. 2 Equalized assessed value is calculated at 33.33% of market value. Adjusted equalized assessed value factor of 1.0000. 3 Village of Plainfield 2022 property tax rate is $0.4669 per $100 of equalized assessed value. Sources: Will County Assessor; Gruen Gruen + Associates. For the purpose of this tax estimate, we have assumed a market value of $40 per square foot for Phase I development and $42 per square foot for Phase II development. The market value of the proposed at build-out of both phases of Plainfield Business Center is estimated at approximately $207.6 million. The equalized assessed value of the development is estimated to total $69.2 million. Based on the Village 2022 property tax rate of $0.4669 per $100 of equalized assessed value, annual property tax revenue for the Village General Fund is estimated to total $323,100 at full build-out of the project. The market value of Phase I is estimated at approximately $132.0 million or approximately $40 per square foot. The equalized assessed value of the development is estimated to total $44.0 million. Based on the Village 2022 property tax rate of $0.4669 per $100 of equalized assessed value, annual property tax revenue for the Village General Fund is estimated to total $205,400. The market value of Phase II is estimated at approximately $75.6 million or approximately $42 per square foot. The equalized assessed value of the development is estimated to total $25.2 million. Based on the Village 2022 property tax rate of $0.4669 per $100 of equalized assessed value, annual property tax revenue for the Village General Fund is estimated to total $117,700. 331 GRUEN GRUEN + ASSOCIATES PAGE 21 UTILITIES TAXES Electric Tax and Natural Gas Tax The Village of Plainfield imposes utility taxes on a consumption basis. Plainfield imposes a tax at the rate of $0.045 per therm for gas expenditures and a graduated rate depending on kilowatt usage for electric expenditures. Table IV-3 summarizes estimates of annual utility expenditures and tax revenues for the proposed Plainfield Business Center. TABLE IV-3: Annual Utilities Tax Revenues Phase I Phase II Total Development Building Space in Square Feet 3,300,000 1,800,000 5,100,000 Annual Electricity Consumption @ 5.5 kilowatt hours per-square- foot for industrial space1 18,150,000 kWh 9,900,000 kWh 28,050,000 kWh Village Utility Tax – Electric2 $66,008 $36,004 $102,012 Annual Natural Gas Consumption @ 0.192 therms per-square-foot for industrial space1 634,747 therms 346,225 therms 980,972 therms Village Utility Tax – Gas3 $28,564 $15,580 $44,144 TOTAL VILLAGE ELECTRIC & GAS TAX REVENUE $94,572 $51,584 $146,156 1 Building energy expenditure survey data from the U.S. Energy Information Administration indicates that electric consumption for “warehouse and storage” buildings averages 5.5 kilowatt hours per square foot. Natural gas consumption for “warehouse and storage” building types in the Midwest average 0.192 therms per square foot. 2Based on Village of Plainfield average electric tax rate of $0.003637 per kilowatt hour. 3Based on Village of Plainfield gas tax rate of $0.045 per therm. Sources: U.S. Energy Information Administration; State of Illinois; Village of Plainfield; Gruen Gruen + Associates. Assuming electric consumption of 5.5 kilowatt hours per square foot and gas consumption of 0.192 therms per square foot, the proposed Plainfield Business Center totaling about 5.1 million square feet of industrial building space is estimated to generate over 28 million kilowatt hours and nearly 981,000 of therms annually. Based on the Village’s tax rates for electric and gas usage, at full build-out of the Plainfield Business Center, the project is estimated to generate annual utility tax revenues of approximately $146,200 for the Village of Plainfield. 332 GRUEN GRUEN + ASSOCIATES PAGE 22 LOCAL GASOLINE TAXES The Village of Plainfield collects a local gasoline tax of $0.06 per gallon on the purchase of gasoline within the Village which is collected in the General Fund and Capital Improvement Fund. Utilizing an approach that accounts for tax generation by both residents and non-resident workers, we estimate the local gasoline tax revenue associated with industrial development. We use local gasoline tax revenues budgeted for the 2023 fiscal year which total $1,800,000. As summarized in Table IV-4 on a per resident equivalent basis, this equates to $34.59 per resident equivalent in the Village of Plainfield.3 TABLE IV-4: Annual Local Gasoline Tax Revenue Phase I Phase II Total Development Local Gasoline Tax Revenue1 $1,800,000 Number of Plainfield Resident Equivalents2 52,033 Tax Revenue Per Resident Equivalent $34.59 Number of Resident Equivalents (½ of Estimated On-site Employment) of Industrial Development 605 330 934 Tax Revenue @ Build-out $20,912 $11,399 $32,311 1 Based on Village’s FY 2023 budget. 2Resident equivalents totals Village residents plus one-half of non-resident workers in village. Sources: Village of Plainfield; Gruen Gruen + Associates. Multiplying the per resident equivalent estimate by the anticipated 934 resident equivalents (one-half of estimated on-site employment of nearly 1,900 workers) of the proposed at full build-out of the Plainfield Business Center produces an estimate of total annual local gasoline tax revenue of approximately $32,300. 3 A per-resident equivalent methodology divides the budgeted revenues by residents and ½ of non-resident workers in the Village (i.e., two workers equate to one resident for revenue purposes) to estimate a per- resident equivalent basis for estimating tax revenues. 333 GRUEN GRUEN + ASSOCIATES PAGE 23 APPENDIX A MARKET VALUES OF WILL COUNTY INDUSTRIAL BUILDINGS Table A-1 presents examples of the market values of Will County Industrial Buildings which serve as context for the estimate of the value and associated property taxes the proposed Plainfield Business Center is estimated to generate. TABLE A-1 EXAMPLES OF MARKET VALUES OF WILL COUNTY INDUSTRIAL BUILDINGS Address Year Built Building Size # Square Feet Market Value (2022) Total $ Market Value $ Per Square Foot 4300 Brandon, Joliet 2021 1,035,034 34,932,397 33.75 25820 W. 143rd, Plainfield 2020 1,500,130 59,656,556 39.77 775 Veterans Pkwy, Bolingbrook 2020 573,824 23,850,510 41.56 3491 Brandon, Joliet 2020/2021 1,128,258 40,880,396 36.23 3901 Brandon, Joliet 2019 826,755 28,059,637 33.94 650 Emerald, Joliet 2018 1,250,481 48,994,788 39.18 3300 Channahon, Joliet 2018 1,220,140 51,865,980 42.51 201 Emerald, Joliet 2016 746,772 29,436,040 39.42 AVERAGE 8,281,394 317,676,304 38.36 Sources: Will County Assessor; Gruen Gruen + Associates. The market values reported by the Will County Assessor of the eight buildings built since 2016 average $38.36 per square foot The market values range from $33.75 per square foot for a building in Joliet of over 1.0 million square feet of space built in 2021 to a 1.2 million-square-foot million square foot building built in Joliet in 2018 A nearly 573,823 building constructed in 2020 in Bolingbrook has a market value per the Assessor of $41.56 per square foot. Six of the eight buildings have market values close together from $39.42 per square foot to $42.51 per square foot. 334 GRUEN GRUEN + ASSOCIATES PAGE 24 APPENDIX B ESTIMATE OF TOTAL ANNUAL PROPERTY TAX GENERATED BY THE PLAINFIELD BUSINESS CENTER FOR ALL TAXING ENTITIES Table B-1 presents an estimate of the total annual property tax generated by the Plainfield Business Center for all taxing entities. TABLE B-1 TOTAL ANNUAL PROPERTY TAX REVENUE ESTIMATE BY TAXING DISTRICT Taxing District Phase I $ Phase II $ Total Industrial Development1 $ Plainfield School District 202 2,265,164 1,297,321 3,562,485 Plainfield Fire District 406,120 232,596 638,716 Will County 247,280 141,624 388,904 Village of Plainfield 205,436 117,659 323,095 Community College District 525 126,544 72,475 199,019 Plainfield Park District 109,120 62,496 171,616 Plainfield Library District 79,552 45,562 125,114 Will County Forest Preserve 55,308 31,676 86,984 Plainfield Township 33,176 19,001 52,177 Plainfield Township Road 22,000 12,600 34,600 Village of Plainfield Road Bridge 21,912 12,550 34,462 TOTAL PROPERTY TAXES2 3,571,612 2,045,560 5,617,172 1 At full build-out of both Phases I and II totaling approximately 5.1 million square feet. 2 Total property tax rate in 2022 is $8.1173 per $100 of assessed value. Sources: Will County Assessor; Gruen Gruen + Associates. Phase 1 of the project is estimated to generate nearly $3.6 million per year in property taxes for all property taxes with the Plainfield School District 202 estimated to receive almost $2.3 million per year and the Plainfield Fire District is estimated to obtain $406,000 per year. Phase II of the project is estimated to generate $2.0 million per year in property taxes. Plainfield School District 202 is estimated to receive nearly $1.3 million per year and the Plainfield Fire District is estimated to receive about $233,000 per year. In total, phases I and 2 at build-out are estimated to generate $5.6 million in annual property taxes. Plainfield School District 202 is estimated to obtain a total of nearly $3.6 million per year in property taxes and the Plainfield Fire District is estimated to obtain a total of about $639,000 in property taxes per year. 335 Gruen Gruen + Associates (GG+A) is a firm of economists, sociologists, statisticians and market, financial and fiscal analysts. Developers, public agencies, attorneys and others involved in real estate asset management utilize GG+A research and consulting to make and implement investment, marketing, product, pricing and legal support decisions. The firm's staff has extensive experience and special training in the use of demographic analysis, survey research, econometrics, psychometrics and financial analysis to describe and forecast markets for a wide variety of real estate projects and economic activities. Since its founding in 1970, GG+A has pioneered the integration of behavioral research and economic analysis to provide a sound foundation for successful land use policy and economic development actions. GG+A has also pioneered the use of economic, social and fiscal impact analysis. GG+A impact studies accurately and comprehensively portray the effects of public and private real estate developments, land use plans, regulations, annexations and assessments on the affected treasuries, taxpayers, consumers, other residents and property owners. San Francisco: Denver: Chicago: (415)433-7598 (720) 583-2056 (847) 317-0634 www.ggassoc.com APPLYING KNOWLEDGE, CREATING RESULTS, ADDING VALUE 336