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O-16-14XVA� VILLAGE OF DEERFIELD STATE OF ILLINOIS ) ) COUNTIES OF LAKE AND COOK ) SS VILLAGE OF DEERFIELD ) IIIIIIII IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII Image# 061868140062 Type: ORD Recorded: 02/11/2022 at 01:25:26 PM Receipt#: 2022-00013861 Pape 1 of 62 Fees: $50.00 Lake County IL Recorder Mary Ellen vanderventer Recorder File7873052 The undersigned hereby certifies that he is the duly appointed Deputy Village Clerk of the Village of Deerfield, Lake and Cook Counties, Illinois, and that the attached is a true and accurate copy of Ordinance 0-16-14 Dated this November 29.2021 Authorizing a Special Use and Sign Modifications for a Portillo's Restaurant With a Drive-Thru in the Brickyards Planned Unit Development L. J I L 41TEL V41T DUSEN Deputy Village Clerk Prepared by and after recording return to: Daniel Van Dusen Village of Deerfield 850 Waukegan Road Deerfield, IL 60015 850 WAUKEGAN ROAD DEERFIELD, ILLINOIS 60015 TELEPHONE 847.945,5000 FAX 847.945.0214 PROPOSED LOCATION FOR LANDSCAPE ISLAND W/ TREE A-1.0 JA SEATING PLAN3-17-16ITEM ITEMREF_DATA REF_DATA TANKGREASE REF_DATA REF_DATAMODDESC 24/605-TIER24/60SECURITY24/605-TIERCAGE24x48DUNNAGE24x48DUNNAGE24x48DUNNAGE24x48DUNNAGE24x48DUNNAGE24/485-TIER24/485-TIER24x48DUNNAGE24x48DUNNAGE24x60 DUNNAGE 24x48DUNNAGECOOLER 175 SQFT COOLER 180 SQFT G G G E E E G E E G G G 1/2 1/2 1/2 FULL SIZE PAN 1/6 1/6 1/6 1/9 1/9 1/9 1/9 1/9 1/9 1/2 1/9 1/9 1/9 1/9 1/9 1/9 1/6 1/6 1/6 1/6 1/6 1/6 1/6 1/6 1/6 1/6 1/6 1/6 1/6 1/6 1/61/31/31/31/31/31/31/31/31/31/31/31/31/31/31/4ITEM 18/305-TIER14/36 3-TIER 24/60 6-TIER 24/60 6-TIER EGGEEEE G G G 21 x 3 0 5 TI E R 24x485 TIER24x485 TIER18x36DUNNAGE14/36 5-TIER 24x48DUNNAGE24x48DUNNAGE24/485-TIER24/485-TIER24/606-TIER24/606-TIER14/36 5-TIER 3 4 6.1 7 9.1 10.5 12.1 9 10 GEA.1 ED CON. 65 SEATS TR. TR. 80 SEATS TR. 249 INTERIOR SEATS 56 SEATS TR. TR.CON.TR. TR. 48 SEATS TR. TR. 44 EXTERIOR SEATS TR.4-5-164-19-16 A-4.0 JA EXTERIORELEVATIONST/FIN. DRIVEWAY EL. -0'-1" BOT/FOOTING EL. -4'-0" TOP/COPING EL. +23'-4" TOP/ROOF EL. +16'-8" TOP/ROOF EL. +12'-5" TOP/ROOF EL. +15'-1" TOP/ROOF EL. +30'-10"TOP/COPING EL. +29'-0" TOP/COPING EL. +23'-4"15'-10"GREEN ALUM. WINDOW FRAMES RED SURFACE APPLIED TRANSLUCENT FILM CULTURED STONE SILL SHERWOOD GREEN ALUM. WRAPPED ENTRY SOFFIT DETAIL REVERSE AMBER LED FASCIA LIGHTING ENHACEMENT SHERWOOD GREEN ALUM. STANDING SEAM ROOF SHERWOOD GREEN ALUMINUM WRAPPED FASCIA PAINTED H.M. DOOR PT-3 BR-1 BR-1 SIOUX CITY BRICK - CINNAMON IRONSPOT SMOOTH BR-2 SIOUX CITY BRICK - BROWN SMOOTH BR-3 SIOUX CITY BRICK - EBONITE SMOOTH CULTURED STONE - BORAL, PRO FIT LEDGESTONE, COLOR - PHEASANT * ALL BRICKS ARE 12" UTILITY (3 5/8 x 3 5/8 x 11 5/8) PT-3 SHERWIN WILLIAMS #SW6991, BLACK MAGIC PT-9 SHERWIN WILLIAMS #6179, ARTICHOKE PT-11 SHERWIN WILLIAMS #6461, ISLE OF PINE * BUILDING SIGNAGE IS TO BE SUBMITTED AND APPROVED UNDER SEPARATE SIGN PERMIT DRAWINGS. * GHOST SIGNAGE IS TO BE SUBMITTED AND REVIEWED AS PART OF THE ARCHITECTURAL REVIEW APPROVAL PROCESS. PAINTED DECORATIVE CONCRETE BLOCK IN WROUGHT IRON FENCE FRAMES PT-9 PAINTED WROUGHT IRON FENCING PT-3 SHERWOOD GREEN ALUM. DOOR FRAMES BEYOND BLACK GOOSENECK LIGHT FIXTURES PAINTED STEEL C-CHANEL OPEN FRAME SUN SHADE SOFFIT WITH PIPE COLUMN SUPPORT PT-11 CULTURED STONE WALL CAP BR-2 BR-3 CULTURED STONE SILL BR-1 BR-3 BR-3 BR-2 BR-3 CULTURED STONE WALL CAP PAINTED STEEL C-CHANEL OPEN FRAME SUN SHADE SOFFIT WITH PIPE COLUMN SUPPORT PT-11 CULTURED STONE ENTRY MURAL IN RECESSED OPENING FOR SIGN PANELS BR-2 BR-1 BR-3 BR-1 BR-3 BR-1 BR-2BR-3 11'-2"INTERNALLY ILLUMINATED SIGNAGE LED CLIP DETAIL (NOT TO SCALE) REVERSE AMBER LED FASCIA LIGHTING ENHACEMENT (OPAQUE BACK FACES STREET) 1"1"5/8"LIGHTING CLIP T/FIN. FLOOR. EL. ±0'-0" BOT/FOOTING EL. -4'-0" TOP/CAP EL. +25'-0"TOP/COPING EL. +23'-4" TOP/ROOF EL. +15'-1" TOP/COPING EL. +29'-0" TOP/ROOF EL. +12'-5" TOP/ROOF EL. +30'-10" TOP/CAP EL. +18'-0" TOP/WALL EL. +12'-8"27'-0"15'-10"11'-2"CULTURED STONE RED SURFACE APPLIED TRANSLUCENT FILM DIAMOND SHAPED INTERNALLY ILLUMINATED SOFFIT PANELS REVERSE AMBER LED FASCIA LIGHTING ENHACEMENT LINE OF ROOF BEYOND @ 15'-1"13'-0"3'-9"3" SQUARE STEEL TUBE WALL MOUNTED TRELLIS PT-11 1/4" STEEL TRELLIS PLATE ELEMENT PT-9 PAINTED DECORATIVE CONCRETE BLOCK IN WROUGHT IRON FENCE FRAMES PT-9 PAINTED WROUGHT IRON FENCING PT-3 GREEN ALUM. WRAPPED ENTRY SOFFIT DETAIL GREEN ALUM. WINDOW FRAMES CULTURED STONE CULTURED STONE WALL CAP REVERSE AMBER LED FASCIA LIGHTING ENHACEMENT BLACK GOOSENECK LIGHT FIXTURES BLACK GOOSENECK LIGHT FIXTURES CULTURED STONE SILL SHERWOOD GREEN ALUM. WINDOW FRAMES PAINTED STEEL C-CHANEL OPEN FRAME SUN SHADE SOFFIT WITH PIPE COLUMN SUPPORT PT-11 CULTURED STONE WALL CAP CULTURED STONE WALL CAP SHERWOOD GREEN ALUM. STANDING SEAM ROOFSHERWOOD GREEN ALUMINUM WRAPPED FASCIA CULTURED STONE PAINTED DECORATIVE CONCRETE BLOCK IN WROUGHT IRON FENCE FRAMES PT-9 PAINTED PRECAST CONCRETE PIER PT-3 PAINTED H.M. DOOR PT-3 SHERWOOD GREEN ALUM. DOOR FRAMES CULTURED STONE SILLBR-2 BR-3 BR-2 BR-3 BR-3 BR-1 BR-3 BR-1 BR-3 INTERNALLY ILLUMINATED SIGNAGE 3-17-164-5-164-5-164-19-16 A-4.1 JA EXTERIORELEVATIONST/FIN. FLOOR. EL. ±0'-0" BOT/FOOTING T/FIN. FLOOR. EL. ±0'-0" BOT/FOOTING TOP/COPING EL. +23'-4" TOP/ROOF EL. +16'-8" TOP/ROOF EL. +16'-8" TOP/COPING EL. +29'-0" TOP/ROOF EL. +12'-5" TOP/ROOF EL. +30'-10" TOP/CAP EL. +25'-0"13'-0"15'-10"CULTURED STONE REVERSE AMBER LED FASCIA LIGHTING ENHACEMENT CLEAR ALUM. DRIVE-UP WINDOW LINE OF ROOF BEYOND @ 16'-8" SHERWOOD GREEN ALUM. WINDOW FRAMES CLEAR ALUM. DRIVE-UP WINDOW SHERWOOD GREEN ALUM. WINDOW FRAMES CULTURED STONE WALL CAP CULTURED STONE DIAMOND SHAPED INTERNALLY ILLUMINATED SOFFIT PANELS SHERWOOD GREEN ALUM. STANDING SEAM ROOF SHERWOOD GREEN ALUMINUM WRAPPED FASCIA INTERNALLY ILLUMINATED SIGNAGE PAINTED H.M. DOOR PT-3 SHERWOOD GREEN ALUM. DOOR FRAMES 3" SQUARE STEEL TUBE WALL MOUNTED TRELLIS PT-11 1/4" STEEL TRELLIS PLATE ELEMENT PT-9 CULTURED STONE WALL CAP BLACK GOOSENECK LIGHTS PAINTED DECORATIVE CONCRETE BLOCK IN WROUGHT IRON FENCE FRAMES PT-9 PAINTED WROUGHT IRON FENCING PT-3 PAINTED STEEL C-CHANEL OPEN FRAME SUN SHADE SOFFIT WITH PIPE COLUMN SUPPORT PT-11 BR-1 BR-2 BR-3 CULTURED STONE SILL BR-1 BR-3 BR-3 BR-2 BR-3 BR-2 BR-1 BR-3 BR-1 BR-3 BR-1 BR-2 BR-3 BR-3 BR-1 BR-1 REVERSE AMBER LED FASCIA LIGHTING ENHACEMENT BR-3FALSE PAINTED WOOD DOORS PT-9 & WOOD TRIM PT-11 CULTURED STONE SILL BR-3 CULTURED STONE SILL FALSE PAINTED WOOD DOORS PT-9 & WOOD TRIM PT-11 T/FIN. FLOOR. EL. ±0'-0" BOT/FOOTING EL. -4'-0" T/FIN. DRIVEWAY EL. -0'-1" TOP/ROOF EL. +30'-10" TOP/WALL EL. +12'-8" TOP/CAP EL. +25'-0" TOP/CAP EL. +18'-0"15'-10"BLACK GOOSENECK LIGHTS SHERWOOD GREEN ALUMINUM GUTTER & DOWNSPOUT REVERSE AMBER LED FASCIA LIGHTING ENHACEMENT JELLY JAR WALL SCONCE11'-2"BR-1 SIOUX CITY BRICK - CINNAMON IRONSPOT SMOOTH BR-2 SIOUX CITY BRICK - BROWN SMOOTH BR-3 SIOUX CITY BRICK - EBONITE SMOOTH * ALL BRICKS ARE 12" UTILITY (3 5/8 x 3 5/8 x 11 5/8) PT-3 SHERWIN WILLIAMS #SW6991, BLACK MAGIC PT-9 SHERWIN WILLIAMS #6179, ARTICHOKE PT-11 SHERWIN WILLIAMS #6461, ISLE OF PINE * BUILDING SIGNAGE IS TO BE SUBMITTED AND APPROVED UNDER SEPARATE SIGN PERMIT DRAWINGS. * GHOST SIGNAGE IS TO BE SUBMITTED AND REVIEWED AS PART OF THE ARCHITECTURAL REVIEW APPROVAL PROCESS. PAINTED DECORATIVE CONCRETE BLOCK IN WROUGHT IRON FENCE FRAMES PT-9 PAINTED PRECAST CONCRETE PIER PT-3 SHERWOOD GREEN ALUM. STANDING SEAM ROOF SHERWOOD GREEN ALUMINUM WRAPPED FASCIA INTERNALLY ILLUMINATED SIGNAGE 3" SQUARE STEEL TUBE WALL MOUNTED TRELLIS PT-11 1/4" STEEL TRELLIS PLATE ELEMENT PT-9 CULTURED STONE WALL CAP CULTURED STONE PAINTED H.M. DOOR PT-3 SHERWOOD GREEN ALUM. DOOR FRAMES BR-1 BR-2 BR-3 CULTURED STONE SILL BR-1 BR-3 BR-3 BR-2 BR-3 BR-2 BR-1 BR-3 BR-1 BR-3 BR-1 BR-2 BR-3 BR-3 BR-1 BR-1 FALSE PAINTED WOOD DOORS PT-9 & WOOD TRIM PT-11 BR-3 REVERSE AMBER LED FASCIA LIGHTING ENHACEMENT (OPAQUE BACK FACES STREET) 1"1" LED CLIP DETAIL (NOT TO SCALE) 5/8"LIGHTING CLIP 3-17-164-19-16 JA COLORPERSPECTIVE3-17-164-26-16 JA COLORPERSPECTIVE3-17-16 JA COLORPERSPECTIVE3-17-16 JA COLORPERSPECTIVE3-17-16 JA COLORPERSPECTIVE3-17-16 JA COLORPERSPECTIVE3-17-16 SIDE VIEW SIDE VIEW 3 - S/F INT. LED ILLUMINATED DISPLAYS 1/4" = 1'-0" S/F INT. LED ILLUMINATED DISPLAY 1/4" = 1'-0" PORTILLOS HOT DOGS; ALUMINUM CABINET, BLACK PAINTED FINISH. WHITE PLEX FACE W/ RED, WHITE & BLACK VINYL APPLIED GRAPHICS. BLACK TRIM CAP RETURNS. INTERIORS ILLUM. W/ LED LIGHTING. ALUMINUM WIREWAY, PMS #3435 GREEN PAINTED FINISH. PORTILLOS HOT DOGS; ALUMINUM CABINET, BLACK PAINTED FINISH. WHITE PLEX FACE W/ RED, WHITE & BLACK VINYL APPLIED GRAPHICS. BLACK TRIM CAP RETURNS. INTERIORS ILLUM. W/ LED LIGHTING. ALUMINUM WIREWAY, PMS #3435 GREEN PAINTED FINISH. ALUMINUM PARABOLOID CABINET & FACE, PMS #3435 GREEN PAINTED FINISH. ROUTED COPY W/ 1" THICK CLEAR PLEX PUSH THRU & WHITE PLEX BACK UP. E3E2E1 E4 R WHITEHEAD job#: 16-6357 JOHN W 2-24-16 page 1 of 7 Comments: 700 LAKE COOK RD. DEERFIELD, IL56" P56" P5'-2 1/2"5'-2 1/2"6'-11 1/2"16'-0" 16'-0" 3" 3" 6" 6" 9" 9" BEEF BURGERS SALADS16"9"8" 1" 4-20-16 NORTH, EAST & WEST ELEVATIONS SOUTH ELEVATION5" R WHITEHEAD job#: 16-6357 JOHN W 2-24-16 page 2 of 7 Comments: 5-24-16700 LAKE COOK RD. DEERFIELD, IL R WHITEHEAD job#: 16-6357 JOHN W 2-24-16 page 3 of 7 Comments:6'-0"18'-0"18'-0"18'-0"18'-0" 72'-0" S/F COVE LED ILLUMINATED DISPLAYS 3/16" = 1'-0" 2 SETS REQUIRED / EAST & WEST ELEVATIONS E6E5 ALUMINUM CABINET & COVE TYPE RETAINERS, BLACK PAINTED FINISH. COVE LIT W/ WHITE LED. RECESSED ALUMINUM FACE W/ PMS 454, 452 & BLACK DIGITALLY PRINTED VINYL APPLIED BKGD. 1" THICK F.C.O. CLEAR PLEX STARS, PAINTED PMS #187 RED. 8" SECTION THRU DETAIL 3/4" = 1'-0"LED POWER SUPPLY5-24-16700 LAKE COOK RD. DEERFIELD, IL R WHITEHEAD job#: 16-6357 JOHN W 2-24-16 page 4 of 7 Comments: 6-8-16700 LAKE COOK RD. DEERFIELD, IL 5 AMPS .5 AMPS Changeable translucent copy accessed by hinged doors DTX 590 ILLUMINATED DRIVE-THRU MENU BOARD 1/2" = 1'-0" Single faced aluminum cabinet Fluorescent illumination 96.29" 18"18"18"18"18"55.37""6.28"24"24" DIA.4'-0"FOOTING DETAIL 1/2" RIGID CONDUIT REBAR CONCRETE side view SPEAKER PEDESTAL 1/2" = 1'-0"42"48"8" ALUMINUM CABINET & REMOVABLE REAR ACCESS PANEL, PAINTED FINISH. BLACK SPEAKER GRILL & SPEAKER. DIRECT EMBEDDED 4 1/2" DIA. STL. PIPE. BLACK 12" DIA. X 48" DEEP CONCRETE FILLED AUGERED FOUNDATION RIGID CONDUIT W/ 120V ELECTRICAL FEED 8" O.C.8" O.C.11"11"STEEL PLATE E7 ALUMINUM CABINET, RETAINERS & COLUMN COVER, BLACK PAINTED FINISH. 1 DF INT. H.O. FLO. ILLUMINATED DIRECTIONAL 3/4" = 1'-0" E8 E9 E10 E11 SIDE ASIDE A SIDE BSIDE B 3 DF INT. ILLUMINATED DIRECTIONALS 3/4" = 1'-0" TYPICAL SIDE VIEW 12" DIA. AUGERED CONCRETE FILLED FOUNDATION 3'-0"2'-0"2'-0"2'-0"2'-0"9"12"12"24"24"ALUMINUM CABINET & STL. SUPPORT, PRATT & LAMBERT 1487 SHADY GREEN PAINTED FINISH. LEXAN FACE W/ VINYL APPLIED GRAPHIC. 1.1 AMPS EACH R WHITEHEAD job#: 16-6357 JOHN W 2-24-16 page 5 of 7 Comments: 12" DIA DriveThru Thank You DriveThru Do Not Enter STOP 5-24-16700 LAKE COOK RD. DEERFIELD, IL R WHITEHEAD job#: 16-6357 JOHN W 2-24-16 page 6 of 7 Comments: 10'-5" CAP 9'-7" BASE 9'-3"7'-9"11 1/2"4'-6"2'-3 1/2"6'-0"25"+- 18"+- SIDE VIEW D/F INT. LED ILLUMINATED MONUMENT DISPLAY 3/8" = 1'-0"E12 8"ALUMINUM CAP AND SILL, SW6148 WOOL SKEIN PAINTED FINISH. ALUMINUM CABINET & RETAINERS, PRATT & LAMBERT 1487 SHADY GREEN PAINTED FINISH. NEW WHITE LEXAN FACES W/ #230-33 RED, BLACK & UC900-218-T IVORY VINYL APPLIED GRAPHICS ON A PMS #452 BEIGE PRINTED VINYL APPLIED BKGD. ALUMINUM BASE W/ BR1 PANEL BRICK BASE OVERLAY. 1/4" THICK F.C.O. ADDRESS, SW6148 WOOL SKEIN PAINTED FINISH. FLUSH MOUNTED. * DIRECT BURY POLE. 24" DIA. RIGID CONDUIT W/ 120V ELECTRICAL FEED STEEL SUPPORT 24" X 6'-0" DEEP CONCRETE FILLED AUGERED FOUND. DISCONNECT SWITCH W/ UL LABEL DISPLAYED. 5 AMPS 5-24-16 700 700 LAKE COOK RD. DEERFIELD, IL R WHITEHEAD job#: 16-6357 JOHN W 2-24-16 page 7 of 7 Comments:LAKE COOK ROADDRIVE ESTATED E E R L A K E R O A D N PLOT PLAN E12 E8 E7 E11 E1 E3 E2 E6 E5 E4 E9 E10 4-4-16700 LAKE COOK RD. DEERFIELD, IL Traffic Impact Study Proposed Portillo’s Restaurant Deerfield, Illinois Prepared by: Kenig, Lindgren, O’Hara, Aboona, Inc. May 2, 2016 Portillo’s Restaurant 1 Deerfield, Illinois Introduction This report summarizes the methodologies, results and findings of a traffic impact and parking analysis conducted by Kenig, Lindgren, O’Hara, Aboona, Inc. (KLOA, Inc.) for the proposed Portillo’s restaurant to be located at 700 Lake-Cook Road in Deerfield, Illinois. The site is occupied by a vacant restaurant and is located in the northwest quadrant of the intersection of Lake-Cook Road and Deer Lake Road. Figure 1 shows the location of the site in relation to the area roadway system. The plans call for razing the existing building and for developing the site with a 10,772 square- foot (including a mezzanine of approximately 1,514 square feet) Portillo’s restaurant with a dual lane drive-through service. The Portillo’s restaurant will be open Sunday through Thursday from 10:30 A.M. to 10:00 P.M., and on Friday and Saturday from 10:30 A.M. to 11:00 P.M. The restaurant will not be open for breakfast. Access to the site will continue to be provided via the three existing full ingress/egress access drives. Figure 2 shows an aerial view of the site and the adjacent land uses. The sections of this report present the following: • Existing roadway conditions including traffic volumes for the weekday midday and evening peak hours • A detailed description of the proposed development • Vehicle trip generation for the proposed development • Directional distribution of development-generated traffic • Future transportation conditions including access to and from the development Portillo’s Restaurant 2 Deerfield, Illinois Site Location Figure 1 ^ N SITE Portillo’s Restaurant 3 Deerfield, Illinois Aerial View of Site Location Figure 2 Portillo’s Restaurant 4 Deerfield, Illinois Conditions Analyzed For the purposes of this traffic evaluation, the following two conditions were analyzed for the weekday midday and evening peak hour periods: 1. Existing Condition - Analyzes the capacity of the existing roadway system using existing traffic volumes in the surrounding area. 2. Future Condition – Analyzes the capacity of the future roadway system that includes adjusted Year 2022 traffic volumes, the estimated traffic from the proposed restaurant, and the background growth in the area. Purpose of Study The primary purpose of the study is threefold: • Determine the existing traffic and roadway conditions in the immediate area to establish an existing base condition. • Determine if the existing access currently serving the site and the existing internal circulation will be adequate to accommodate the traffic anticipated from the proposed restaurant, and identify any traffic control or circulation improvements, as needed. • Determine if the proposed parking supply serving the restaurant will be adequate to accommodate the peak parking demand. Existing Conditions Existing traffic and roadway conditions were documented based on field visits conducted by KLOA, Inc. The following provides a detailed description of the physical characteristics of the roadways including geometry and traffic control and peak hour traffic flows along area roadways. Site Location The site is bounded by Lake-Cook Road to the south, Estate Drive to the north, Deer Lake Road to the east, and the 770 Lake-Cook Road office building to the west. Adjacent land uses are mostly office buildings. The Demetri’s Greek restaurant and the Egg Shell Café are located on the east side of Deer Lake Road. Portillo’s Restaurant 5 Deerfield, Illinois Existing Roadway System Characteristics The following is a description of each of the bordering roadways that serve the development: Lake-Cook Road is an east-west major arterial with a posted speed limit of 40 mph that is under the jurisdiction of the Cook County Department of Transportation and Highways (CCDTH). At its signalized intersection with Deer Lake Road, Lake-Cook Road provides an exclusive left- turn lane, two through lanes, and a combined through/right-turn lane on both the east and west approaches. Lake-Cook Road carries an average daily traffic (ADT) volume of approximately 22,550 vehicles. Deer Lake Road is a local north-south road that provides access to various office buildings and restaurants north of Lake-Cook Road and the Deerfield Metra Station as well as Home Depot and other stores to the south. At its signalized intersection with Lake-Cook Road, Deer Lake Road provides an exclusive left-turn lane, a through lane, and an exclusive right-turn lane on the south approach. The north approach provides an exclusive left-turn lane and a combined through/right-turn lane. Deer Lake Road north of Lake-Cook Road is separated by a raised landscaped median that extends north to the access drive serving the site on the west and the office building/restaurant on the east. At its unsignalized intersection with the site access drive, Deer Lake Road is wide enough to provide a combined left-turn/through lane and a combined through/right-turn lane on both approaches. At its unsignalized intersection with Estate Drive and the office building access drives further north, Deer Lake Road provides a combined left- turn/through/right-turn lane on both approaches. Deer Lake Road is under the jurisdiction of the Village of Deerfield and has a posted speed limit of 30 miles per hour. Estate Drive is an east-west local road that provides access to the office buildings and businesses surrounding the site. At its unsignalized intersection with Deer Lake Road, Estate Drive is under stop sign control and provides a combined left-turn/through/right-turn lane on both approaches. At its unsignalized intersection with Pfingsten Road, Estate Drive is under stop sign control and is widened on the east approach to provide a combined left-turn/through lane and an exclusive right-turn lane. The west approach serves the Bristol Estates subdivision and provides a combined left-turn/through/right-turn lane. Pfingsten Road is a north-south road that extends from Lake Avenue north to its terminus at Waukegan Road. In the vicinity of the site, Pfingsten Road provides one travel lane in each direction. At its unsignalized intersection with Estate Drive, Pfingsten Road provides an exclusive left-turn lane, a through lane, and an exclusive right-turn lane on both approaches. Pfingsten Road has a posted speed limit of 30 miles per hour, is under the jurisdiction of the Village of Deerfield, and carries an ADT volume of approximately 9,450 vehicles. Portillo’s Restaurant 6 Deerfield, Illinois Existing Traffic Volumes Manual turning movement vehicle traffic counts were conducted on Wednesday, April 20, 2016 during the weekday midday (11:30 A.M. to 1:30 P.M.) and evening (4:00 to 6:00 P.M.) peak periods at the following intersections: 1. Lake-Cook Road and Deer Lake Road 2. Estate Drive and Pfingsten Road In addition, previous vehicle traffic counts conducted on Tuesday, September 30, 2014 during the weekday midday (11:30 A.M. to 1:30 P.M.) and evening (4:00 to 6:00 P.M.) peak periods at the intersections of Deer Lake Road with the site access drive/office-restaurant drive, Estate Drive, and the office drives north of Estate Drive were utilized. Since the Portillo’s restaurant is not open for breakfast, weekday morning peak period traffic counts were not conducted. From the manual turning movement count data, it was determined that the weekday midday peak hour occurs between 12:00 and 1:00 P.M. and the weekday evening peak hour occurs between 4:45 and 5:45 P.M. These two respective peak hours will be used for the traffic capacity analyses which are presented later in this report. Pedestrian and bicycle activity was observed and was reported to be very low at the study intersections. The existing peak hour traffic volumes are shown in Figure 3. SITE N NOT TO SCALE 8 (11) 0 (1) 16 (19) 49 (50) 2 (2) 31 (85)3 (8)320 (499)17 (25)361 (505)32 (13)0 (0) 0 (0) 4 (1)6 (4)28 (27)9 (14)0 (0)39 (48)0 (0)1 (0) 0 (0) 13 (27)2 (12)47 (61)7 (3)34 (34)38 (36)4 (1)0 (1) 16 (12) 9 (5) 5 (8) 18 (12) 31 (17) 9 (12) 7 (6)55 (45) 2 (1)7 (15) 4 (14)0 (0)79 (83)8 (0)6 (6)65 (58)69 (22) 1370 (1515) 41 (18) 1317 (1485) 206 (133)215 (176)26 (31)191 (135)25 (6)67 (57)3 (0)1 (3)0 (0) 3 (0)0 (2)2 (0)4 (3) 1 (1)ROADDEER LAKEROADPFINGSTENDRIVE ESTATE LEGEND 00 (00) - MIDDAY PEAK HOUR (12:00-1:00 PM) - PEDESTRIAN VOLUME00 (00) LAKE COOK ROAD 1 (0) 1 (0) MARRIOTT COURTYARD RESEARCH SMITH RESTAURANT GREEK DEMETRI'S DEPOT HOME31 (11)65 (7)46 (79)168 (101) - PM PEAK HOUR (4:45-5:45PM) ESTATES BRISTOL BUILDING OFFICE PROJECT:TITLE: Job No: 16-095 Figure: 3 Existing Pedestrian & Traffic VolumesDeerfield, Illinois Portillo's Restaurant 7 Portillo’s Restaurant 8 Deerfield, Illinois Traffic Characteristics of the Proposed Portillo’s Restaurant To evaluate the impact of the proposed restaurant on the area roadway system, it was necessary to quantify the number of vehicle trips the restaurant will generate during the two respective peak hours and then determine the directions from which this traffic will approach and depart. Proposed Site and Development Plan The restaurant building will be located on the south side of the parcel and will provide a dual drive- through lane wrapping around the building in a counterclockwise direction. The dual lanes will provide stacking for approximately 20 vehicles (10 vehicles per lane) from the ordering board and approximately 20 vehicles (10 vehicles per lane) from the pick-up window for a total stacking of 40 vehicles. It should be noted that under the proposed plans and typical of many Portillo’s restaurants, the pay window and the pick-up window will be separated to allow for a vehicle to stack in between thus enhancing the efficiency of the drive-through facility. Access The development will be served by three existing full ingress/egress access drives. A description of each access follows. Full Access and Deer Lake Road - This access drive is located approximately 280 feet north of Lake-Cook Road. The access drive will be widened to provide one inbound lane and two outbound lanes striped for a shared left-turn/through lane and an exclusive right-turn lane. Outbound movements will be under stop sign control. Full Access and Estate Drive - This access drive is located approximately 220 feet west of Deer Lake Road and will provide one inbound lane and one outbound lane with outbound movements under stop sign control. Full Access and 770 Lake Cook Road Drive Aisle - This access drive provides cross-access between the two land uses and will provide one inbound lane and one outbound lane with outbound movements under stop sign control. Parking The site is planned to provide a total of 124 parking spaces including five handicapped spaces. As proposed, 15 parking spaces will be located east of the restaurant building, some of which could be utilized for drive-through customers that are waiting for their orders to be completed. Portillo’s Restaurant 9 Deerfield, Illinois Directional Distribution of Site Development Traffic The directional distribution of site-generated trips on the external roadway system is a function of several variables including the operational characteristics of the roadway system and the ease with which drivers can travel over various sections of the roadway system with the least amount of peak hour congestion. The directional distribution was estimated based on existing travel patterns as determined from the traffic counts. Figure 4 shows the estimated directional distribution for the proposed restaurant. Site Traffic Generation The estimate of the traffic volumes that will be generated by the proposed Portillo’s restaurant was based on transaction information provided by Portillo’s at the following locations: 1. 806 West Dundee Road - Arlington Heights 2. 1020 South Randall Road - Elgin (Dual Drive-Through) 3. 2306 East Lincoln Highway - New Lenox (Dual Drive-Through) 4. 7195 Kingery Highway (IL 83) - Willowbrook Transaction data for seven consecutive days separated between drive-through and dine-in was reviewed. Based on a review of the data, the maximum number of transactions at the drive-through as well as inside the store occurred at the Arlington Heights location and, as such, that data was used to estimate the number of trips to be generated. Furthermore, KLOA, Inc. conducted traffic observations at the Arlington Heights location during the lunch time period that recorded the number of vehicles utilizing the drive-through lane as well as the number of customers that parked and went inside the restaurant. Based on the above, trip generation estimates were developed that took into account drive-through usage and walk-in traffic. 15%00%- PERCENT DISTRIBUTION SITE N NOT TO SCALEROAD DEER LAKEROADPFINGSTENDRIVE ESTATE LEGEND LAKE COOK ROAD 5% 40% 40% RESEARCH SMITH RESTAURANT GREEK DEMETRI'S DEPOT HOME MARRIOTT COURTYARD ESTATES BRISTOL BUILDING OFFICE 220'280'00'- DISTANCE IN FEET Figure: 4 PROJECT:TITLE: Job No: 16-095Deerfield, Illinois Portillo's Restaurant Estimated Directional Distribution 10 Portillo’s Restaurant 11 Deerfield, Illinois Table 1 shows the projected new trips to be generated by the proposed Portillo’s restaurant. Table 1 ESTIMATED PEAK HOUR TRAFFIC VOLUMES Midday P.M. Land Use Size In Out In Out Portillo’s Restaurant 10,772 s.f. 258 258 124 124 It is important to note that for the following reasons, the traffic to be generated by the restaurant will not be all new traffic to the existing roadway system: • Surveys conducted by the Institute of Transportation Engineers (ITE) have shown that a considerable number of trips made to drive-through restaurants are diverted from existing passing traffic. This is particularly true during the weekday morning and evening peak hours when traffic is diverted from the home-to-work and work-to-home trips. Such diverted trips are referred to as pass-by traffic. These surveys indicate that, on average, 60 percent of the peak hour trips generated by a drive-through restaurant are diverted from existing traffic on adjacent roadways. • It is expected that the number of trips generated by the restaurant will be reduced due to the interaction (multipurpose trips) between the other uses in the immediate area (e.g., office buildings). However, in order to provide a conservative analysis, the new traffic that will be generated by the Portillo’s restaurant was not adjusted to reflect pass-by trips or interaction with other uses. Site Traffic Assignment The peak hour traffic volumes projected to be generated by the proposed restaurant (Table 1) were assigned to the access drives based on the directional distribution analysis (Figure 4) and are shown in Figure 5. SITE N NOT TO SCALE 10 (10)71 (24)25 (24)25 (24)71 (24)103 (50) 93 (40)103 (50)ROADDEER LAKEROADPFINGSTENDRIVE ESTATE LEGEND 00 (00) - MIDDAY PEAK HOUR (12:00-1:00 PM) LAKE COOK ROAD 71 (24)49 (28)39 (18)39 (18)25 (24)93 (40)10 (10)184 (72)138 (72)13 (6)13 (6)- PROPOSED STOP SIGN RESEARCH SMITH RESTAURANT GREEK DEMETRI'S DEPOT HOME - PM PEAK HOUR (4:45-5:45 PM) MARRIOTT COURTYARD 39 (18) ESTATES BRISTOL BUILDING OFFICE - (-) Figure: 5 PROJECT:TITLE: Job No: 16-095Deerfield, Illinois Portillo's Restaurant Traffic Volumes Estimated Site-Generated 12 Portillo’s Restaurant 13 Deerfield, Illinois Regional Traffic Growth Regional growth is the overall growth in the area not attributed to any particular planned development. A three percent growth factor (0.5 percent per year for six years) was applied to the through traffic volumes on Lake-Cook Road and Pfingsten Road. Projected Traffic Volumes - Total Buildout Figure 6 illustrates the total peak hour traffic volumes, which include the Year 2022 background traffic volumes and the development-generated traffic volumes. Traffic Capacity Analysis For the purposes of this traffic evaluation, existing and future traffic conditions were analyzed for the weekday morning, weekday evening, and Saturday midday peak hour periods. The traffic analyses were performed using the Synchro 8/SimTraffic software which follows the methodologies outlined in the Transportation Research Board’s Highway Capacity Manual (HCM), 2010. The analyses for the signalized intersection of Lake-Cook Road and Deer Lake Road was accomplished using programmed cycle lengths and phasings and roadway characteristics to determine the average overall vehicle delay, volume-to-capacity ratios, and levels of service. The analyses for the unsignalized intersection determine the average control delay to vehicles at an intersection. Control delay is the elapsed time from a vehicle joining the queue at a stop sign (includes the time required to decelerate to a stop) until its departure from the stop sign and resumption of free flow speed. The methodology analyzes the intersection approach controlled by a stop sign and considers traffic volumes on all approaches and lane characteristics. The ability of an intersection to accommodate traffic flow is expressed in terms of level of service, which is assigned a letter from A to F based on the average control delay experienced by vehicles passing through the intersection. Control delay is that portion of the total delay attributed to the traffic signal or stop sign control operation, and includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. Level of Service A is the highest grade (best traffic flow and least delay), Level of Service E represents saturated or at-capacity conditions, and Level of Service F is the lowest grade (oversaturated conditions, extensive delays). 17 (25) N NOT TO SCALE 8 (11) 0 (1) 16 (19) 88 (68) 2 (2) 41 (95)3 (8)330 (514)17 (25)372 (520)32 (13)0 (0) 0 (0) 4 (1)6 (5)28 (27)9 (4)0 (0)39 (48)0 (0)1 (0) 0 (0) 13 (27)2 (12)47 (61)7 (3)105 (58)38 (36)4 (1)0 (1) 16 (12) 9 (5) 5 (8) 56 (41) 9 (12) 1 (0) 55 (45) 2 (1) 1 (0)0 (0)8 (0)1411 (1561) 135 (59) 1357 (1530) 206 (133)215 (176)39 (37)191 (135)139 (119)ROADDEER LAKEROADPFINGSTENDRIVE ESTATE LEGEND 00 (00) - MIDDAY PEAK HOUR (12:00-1:00 PM) LAKE COOK ROAD70 (29)49 (28)25 (24)52 (58)54 (37) 39 (18)170 (107)38 (12)71 (24)144 (78)- PROPOSED STOP SIGN 188 (86) SITE DEPOT HOME RESTAURANT GREEK DEMETRI'S MARRIOTT COURTYARD RESEARCH SMITH - PM PEAK HOUR (4:45-5:45PM) 174 (73) 168 (101)136 (82)65 (7)ESTATES BRISTOL BUILDING OFFICE 7 (6) 18 (12)104 (107)Figure: 6 PROJECT:TITLE: Job No: 16-095Deerfield, Illinois Portillo's Restaurant Total Projected Traffic Volumes 14 Portillo’s Restaurant 15 Deerfield, Illinois The Highway Capacity Manual definitions for levels of service and the corresponding control delay for both signalized and unsignalized intersections are shown in Table 2. The traffic analysis results showing the level of service (LOS) and delay (measured in seconds) for both the overall intersection and by approach for the existing and future conditions are summarized in the following tables: • Table 3 shows the existing LOS and delay for the weekday midday and evening peak hours • Table 4 shows the future LOS and delay for the weekday midday and evening peak hours Portillo’s Restaurant 16 Deerfield, Illinois Table 2 LEVEL OF SERVICE CRITERIA Signalized Intersections Level of Service Interpretation Average Control Delay (seconds per vehicle) A Favorable progression. Most vehicles arrive during the green indication and travel through the intersection without stopping. ≤10 B Good progression, with more vehicles stopping than for Level of Service A. >10 - 20 C Individual cycle failures (i.e., one or more queued vehicles are not able to depart as a result of insufficient capacity during the cycle) may begin to appear. Number of vehicles stopping is significant, although many vehicles still pass through the intersection without stopping. >20 - 35 D The volume-to-capacity ratio is high and either progression is ineffective or the cycle length is too long. Many vehicles stop and individual cycle failures are noticeable. >35 - 55 E Progression is unfavorable. The volume-to-capacity ratio is high and the cycle length is long. Individual cycle failures are frequent. >55 - 80 F The volume-to-capacity ratio is very high, progression is very poor and the cycle length is long. Most cycles fail to clear the queue. >80.0 Unsignalized Intersections Level of Service Average Total Delay (SEC/VEH) A 0 - 10 B > 10 - 15 C > 15 - 25 D > 25 - 35 E > 35 - 50 F > 50 Source: Highway Capacity Manual, 2010. Portillo’s Restaurant 17 Deerfield, Illinois Table 3 CAPACITY ANALYSIS RESULTS – EXISTING CONDITIONS Weekday Midday Peak Hour Weekday P.M. Peak Hour Intersection LOS Delay LOS Delay Lake-Cook Road/Deer Lake Road1 Overall C 26.0 C 21.1 Pfingsten Road/Estate Drive2 Eastbound Approach B 14.0 C 20.9 Westbound Approach C 15.0 E 42.8 Deer Lake Road/Estate Drive2 Eastbound Approach A 9.5 A 9.3 Westbound approach B 10.5 B 10.3 Deer Lake Road/Access Drive2 Eastbound Approach A 9.2 A 8.7 Westbound Approach B 10.1 A 9.6 Deer Lake Road/Office Drives north of Estate Drive2 Eastbound Approach A 8.5 A 8.5 Westbound Approach A 9.1 A 9.2 LOS - Level of Service Delay is measured in seconds. 1 – Signalized Intersection 2 – Unsignalized Intersection Portillo’s Restaurant 18 Deerfield, Illinois Table 4 CAPACITY ANALYSIS RESULTS – FUTURE CONDITIONS Weekday Midday Peak Hour Weekday P.M. Peak Hour Intersection LOS Delay LOS Delay Lake-Cook Road/Deer Lake Road1 Overall C 33.3 C 23.5 Pfingsten Road/Estate Drive2 Eastbound Approach C 15.6 C 22.3 Westbound Approach C 15.8 E 49.5 Deer Lake Road/Estate Drive2 Eastbound Approach A 9.9 A 9.6 Westbound approach B 12.3 B 10.8 Deer Lake Road/Access Drive2 Eastbound Approach A 9.6 A 9.0 Westbound Approach C 25.0 B 12.7 Deer Lake Road/Office Drives north of Estate Drive2 Eastbound Approach A 8.5 A 8.5 Westbound Approach A 9.1 A 9.2 Estate Drive/Access Drive2 Northbound Approach B 10.3 A 9.3 LOS - Level of Service Delay is measured in seconds. 1 – Signalized Intersection 2 – Unsignalized Intersection Portillo’s Restaurant 19 Deerfield, Illinois Lake-Cook Road and Deer Lake Road The results of the capacity analysis show that the existing signalized intersection of Lake-Cook Road and Deer Lake Road is operating and will continue to operate at an overall acceptable level of service under future conditions. The analyses also indicate that the 95th percentile queues for the southbound approach will not exceed 230 feet. As such, and in order to ensure that the southbound queues do not block the site access drive, a “Do Not Block Intersection” sign should be posted on Deer Lake Road facing north at its intersection with the access drive. No additional geometric or signal timing improvements will be necessary to accommodate future traffic volumes. Pfingsten Road and Estate Drive The eastbound and westbound approaches of this intersection are operating at acceptable levels of service during the weekday midday peak hour and will continue to do so in the future. During the evening peak hour, the eastbound approach operates and will continue operating at acceptable levels of service. However, the westbound approach currently operates at a level of service E and will continue to do so in the future. This is not an uncommon situation where a minor road intersects a major road. However, motorists are able to exit Estate Drive due to the gaps in the through traffic stream that are created by the traffic signal at the intersection of Pfingsten Road with Lake-Cook Road. Furthermore, based on a review of the capacity analyses, the westbound queues will not exceed 120 feet and, as such, will not block the access drive serving the 790 Estate Drive access drive or the access drive serving the Courtyard Marriott. As such, no geometric or traffic control improvements are recommended at this intersection in conjunction with the proposed restaurant. Deer Lake Road and Estate Drive The results of the capacity analyses indicate that the intersection is and will continue operating at acceptable levels of service with minimal increases in the delay experienced on the approaches under stop sign control. As such, no geometric or traffic control improvements are recommended at this intersection in conjunction with the proposed restaurant. Portillo’s Restaurant 20 Deerfield, Illinois Deer Lake Road and Access Drive/Office-Restaurant Drive The access drive serving the proposed Portillo’s restaurant is currently operating at acceptable levels of service. Under future conditions and in order to accommodate future traffic volumes, the access drive will be widened to provide one inbound lane and two outbound lanes striped for a combined left-turn/through lane and an exclusive right-turn lane. Based on the results of the capacity analyses, the intersection will operate at acceptable levels of service. Inspection of the capacity analyses indicate that the northbound queues will not exceed 25 feet and, as such, will not have an impact on the intersection of Lake-Cook Road and Deer Lake Road. Furthermore, the eastbound queues will be 25 feet or less and, as such, will not have a negative impact on internal site circulation or the operation of the drive-through lanes. As previously indicated, and in order to ensure that the southbound queues on Deer Lake Road at its intersection with Lake- Cook Road do not block the site access drive, a “Do Not Block Intersection” sign should be posted on Deer Lake Road facing north at its intersection with the access drive. No additional geometric improvements will be necessary to accommodate future traffic volumes. Deer Lake Road and Office Drives north of Estate Drive The results of the capacity analyses indicate that the intersection is and will continue operating at acceptable levels of service with minimal increases in the delay experienced on the approaches under stop sign control. As such, no geometric or traffic control improvements are recommended at this intersection in conjunction with the proposed restaurant. Estate Drive and Access Drive This access drive is located approximately 220 feet west of Deer Lake Road and will provide full ingress/egress movements. Based on the results of the capacity analyses, the intersection will operate at acceptable levels of service with minimal queues (25 feet or less). As such, no geometric or traffic control improvements are recommended at this intersection in conjunction with the proposed restaurant. Site Design The site will provide 24-foot wide two-way drive aisles and 90-degree parking stalls. The drive aisle between the parking area and the building will be approximately 25 feet wide and will be striped to alert vehicles of pedestrians crossing to/from the restaurant. East-west crosswalks will be provided on the north side of the building providing pedestrian connectivity between the 770 Lake-Cook Road building, the proposed restaurant, and the existing sidewalk along Deer Lake Road. Portillo’s Restaurant 21 Deerfield, Illinois Parking The proposed plans call for providing 124 off-street parking spaces. Based on a review of the Village of Deerfield Zoning Ordinance, the restaurant should provide a parking ratio of 1.0 parking space per 60 square feet of gross floor area (50 percent sit-down) and 1.0 parking space per 120 square feet of gross floor area (50 percent carry-out). Applying this, the restaurant will require 78 parking spaces for sit-down customers and 39 parking spaces for carry-out customers for a total of 117 parking spaces. As such, the required number of parking spaces is seven less than the proposed parking supply. In order to determine the adequacy of the proposed number of parking spaces, KLOA, Inc. conducted a parking survey at the Arlington Heights restaurant on Tuesday, October 7, 2014 from 11:30 A.M. to 1:30 P.M. The survey counted the number of vehicles parked in the parking field serving the restaurant as well as those that parked in the adjacent parking areas north of the restaurant. Table 5 summarizes the parking demand of the Arlington Heights restaurant every 15 minutes. Table 5 PORTILLO’S RESTAURANT (ARLINGTON HEIGHTS) PARKING DEMAND Time Parking Demand Tuesday, October 7, 2014 11:30 A.M. 42 11:45 A.M. 58 12:00 Noon 88 12:15 P.M. 99 12:30 P.M. 100 12:45 P.M. 92 1:00 P.M. 76 1:15 P.M. 65 1:30 P.M. 56 As can be seen from the results of the parking survey, the peak parking demand occurred at 12:30 P.M. with 100 parked vehicles. Since the proposed Portillo’s restaurant will be similar to the one in Arlington Heights, the proposed number of parking spaces will be adequate to accommodate the projected peak parking demand. Portillo’s Restaurant 22 Deerfield, Illinois Proposed Drive-Through Operations The Portillo’s restaurant will provide dual drive-through lanes that will wrap around the west, south, and east sides of the building with traffic traveling in a counterclockwise direction. The pick-up window will be located on the east side of the building while the ordering board will be located on the south side of the building. Traffic destined for the drive-through facility can enter the development from any of the three access drives, thus allowing site traffic to be distributed without potentially overloading a single access drive. The dual drive-through lanes will be narrowed to one lane past the pick-up window and this lane will be under stop sign control at its intersection with the east-west main drive aisle. Drive-Through Stacking Evaluation Based on the site plan, the drive-through lanes have been designed to maximize vehicle storage without interfering with traffic circulation patterns within the parking lot area. The site plan indicates that 20 vehicles (10 vehicles per lane) can be stacked from the ordering window and approximately 20 (10 vehicles per lane) can be stacked from the pick-up window for a total stacking area of 40 vehicles. In order to determine the adequacy of the proposed drive-through stacking, KLOA, Inc. observed the drive-through operations at the Portillo’s restaurant in Arlington Heights, which has a single drive-through lane with stacking for approximately 24 vehicles. Our observations were conducted on Tuesday, September 16, 2014 from 11:30 A.M. to 1:00 P.M. and indicated that the average queue from the pick-up window was eight vehicles while the average queue from the ordering board was six vehicles. The highest observed queue was 10 vehicles from the pick-up window and 11 vehicles from the ordering board for a total stacking of 21 vehicles occurring only once during the observation period. It should be noted that four employees were outside by the drive-through lane taking orders and two employees were outside by the pick-up window delivering customers their food. This system, which will be implemented at the proposed location, provides a very efficient way of operating the drive-through and speeds up the service time. Given that the proposed restaurant will provide dual drive-through lanes with stacking for approximately 16 more vehicles than the Arlington Heights restaurant, the proposed drive- through facility will be adequate in accommodating the drive-through demands. Portillo’s Restaurant 23 Deerfield, Illinois Conclusion Based on the proposed development plans and the preceding traffic impact study, the following conclusions and recommendations are made: 1. The Portillo’s restaurant is not open during the weekday morning peak hour and peak activity typically occurs during the 12:00 to 1:00 P.M. lunch hour. 2. The traffic to be generated by the restaurant will not be all new traffic to the roadway system as a portion of the restaurant traffic will be (1) diverted from the existing traffic on the roadway system (pass-by trips) and (2) captured from the other uses within the immediate area (adjacent office buildings). 3. The existing access system will be maintained and will distribute traffic without overloading a specific intersection. 4. The access drive off Deer Lake Road will be widened to provide one inbound lane and two outbound lanes striped for a combined left-turn/through lane and an exclusive right- turn lane with outbound movements under stop sign control. 5. The volume of traffic to be generated by the proposed restaurant can be accommodated by the existing roadway system without significantly increasing the overall delays. 6. In order to ensure efficient traffic flow along Deer Lake Road, a “Do Not Block Intersection” sign should be posted on Deer Lake Road facing north at its intersection with the access drive. 7. The outbound queues from the access drive off Deer Lake Road will be minimal and will not have a negative impact on internal site circulation. 8. The proposed dual drive-through lanes will maximize the amount of stacking provided (40 vehicles) which together with Portillo’s typical operation of using employees to assist in taking and delivering orders will be adequate in accommodating the projected demand. 9. Outbound movements from the drive-through lane should be under stop sign control. 10. The proposed number of parking spaces will be adequate in accommodating the peak parking demand. Appendix Lanes, Volumes, Timings 3: Deer Lake Road & Lake-Cook Road 5/2/2016 10/6/2014 Weekday Midday Peak Existing Traffic Synchro 8 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 41 1317 206 168 1370 69 215 26 191 67 25 46 Future Volume (vph) 41 1317 206 168 1370 69 215 26 191 67 25 46 Ideal Flow (vphpl) 1900 1900 1900 1900 2000 1900 1900 2000 1900 1900 1900 1900 Storage Length (ft) 275 0 345 225 135 75 0 0 Storage Lanes 1 0 1 0 1 1 1 0 Taper Length (ft) 150 135 25 25 Lane Util. Factor 1.00 0.91 0.91 1.00 0.91 0.91 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.980 0.993 0.850 0.903 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 4984 0 1770 5315 0 1770 1961 1583 1770 1682 0 Flt Permitted 0.950 0.950 0.707 0.739 Satd. Flow (perm) 1770 4984 0 1770 5315 0 1317 1961 1583 1377 1682 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 32 10 208 50 Link Speed (mph) 30 30 30 30 Link Distance (ft) 843 902 300 280 Travel Time (s) 19.2 20.5 6.8 6.4 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%) Lane Group Flow (vph) 45 1656 0 183 1564 0 234 28 208 73 77 0 Turn Type Prot NA Prot NA Perm NA Perm Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 2 2 6 Detector Phase 7 4 3 8 22266 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 22.0 8.5 22.0 22.0 22.0 22.0 22.0 22.0 Total Split (s) 16.0 80.0 25.0 89.0 35.0 35.0 35.0 35.0 35.0 Total Split (%) 11.4% 57.1% 17.9% 63.6% 25.0% 25.0% 25.0% 25.0% 25.0% Yellow Time (s) 3.0 4.0 3.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 2.0 1.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 6.0 4.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None C-Max None C-Max Max Max Max Max Max Act Effct Green (s) 8.8 76.7 18.3 88.1 29.0 29.0 29.0 29.0 29.0 Actuated g/C Ratio 0.06 0.55 0.13 0.63 0.21 0.21 0.21 0.21 0.21 v/c Ratio 0.41 0.60 0.79 0.47 0.86 0.07 0.42 0.26 0.20 Control Delay 72.9 22.4 82.3 14.7 82.0 45.3 8.6 49.4 20.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 72.9 22.4 82.3 14.7 82.0 45.3 8.6 49.4 20.7 LOS EC FB FDADC Approach Delay 23.8 21.7 47.3 34.7 Approach LOS CCDC Queue Length 50th (ft) 40 363 162 268 207 21 0 56 20 Queue Length 95th (ft) 81 420 #246 323 #358 49 67 105 65 Internal Link Dist (ft) 763 822 220 200 Lanes, Volumes, Timings 3: Deer Lake Road & Lake-Cook Road 5/2/2016 10/6/2014 Weekday Midday Peak Existing Traffic Synchro 8 Report Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Turn Bay Length (ft) 275 345 135 75 Base Capacity (vph) 151 2743 265 3346 272 406 492 285 388 Starvation Cap Reductn 0 0 0 0 00000 Spillback Cap Reductn 0 0 0 0 00000 Storage Cap Reductn 0 0 0 0 00000 Reduced v/c Ratio 0.30 0.60 0.69 0.47 0.86 0.07 0.42 0.26 0.20 Intersection Summary Area Type: Other Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 4:EBT and 8:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.86 Intersection Signal Delay: 26.0 Intersection LOS: C Intersection Capacity Utilization 71.3% ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 3: Deer Lake Road & Lake-Cook Road HCM Unsignalized Intersection Capacity Analysis 8: Pfingsten Road & Estate Drive 5/2/2016 10/6/2014 Weekday Midday Peak Existing Traffic Synchro 8 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 8 0 16 31 2 49 17 361 32 31 320 3 Future Volume (Veh/h) 8 0 16 31 2 49 17 361 32 31 320 3 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 9 0 17 34 2 53 18 392 35 34 348 3 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 3 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 872 879 348 861 847 392 351 427 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 872 879 348 861 847 392 351 427 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 96 100 98 87 99 92 99 97 cM capacity (veh/h) 240 273 695 260 285 657 1208 1132 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 26 89 18 392 35 34 348 3 Volume Left 9 34 18 0 0 34 0 0 Volume Right 17 53 0 0 35 0 0 3 cSH 419 646 1208 1700 1700 1132 1700 1700 Volume to Capacity 0.06 0.14 0.01 0.23 0.02 0.03 0.20 0.00 Queue Length 95th (ft) 5 12 100200 Control Delay (s) 14.2 15.0 8.0 0.0 0.0 8.3 0.0 0.0 Lane LOS B C A A Approach Delay (s) 14.2 15.0 0.3 0.7 Approach LOS B C Intersection Summary Average Delay 2.3 Intersection Capacity Utilization 40.4% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 12: Deer Lake Road & Estate Drive 5/2/2016 10/6/2014 Weekday Midday Peak Existing Traffic Synchro 8 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 5 18 31 9 16 0 34 38 4 7 47 2 Future Volume (Veh/h) 5 18 31 9 16 0 34 38 4 7 47 2 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 5 20 34 10 17 0 37 41 4 8 51 2 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 522 pX, platoon unblocked vC, conflicting volume 194 187 52 229 186 43 53 45 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 194 187 52 229 186 43 53 45 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 99 97 97 99 98 100 98 99 cM capacity (veh/h) 735 687 1016 671 688 1027 1553 1563 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 59 27 82 61 Volume Left 5 10 37 8 Volume Right 34 0 4 2 cSH 850 682 1553 1563 Volume to Capacity 0.07 0.04 0.02 0.01 Queue Length 95th (ft)6320 Control Delay (s) 9.5 10.5 3.4 1.0 Lane LOS ABAA Approach Delay (s) 9.5 10.5 3.4 1.0 Approach LOS A B Intersection Summary Average Delay 5.2 Intersection Capacity Utilization 20.9% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 14: Deer Lake Road & Office Drive 5/2/2016 10/6/2014 Weekday Midday Peak Existing Traffic Synchro 8 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 4 13 0 1 6 28 9 0 39 0 Future Volume (Veh/h) 0 0 4 13 0 1 6 28 9 0 39 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 4 14 0 1 7 30 10 0 42 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 648 pX, platoon unblocked vC, conflicting volume 92 96 42 95 91 35 42 40 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 92 96 42 95 91 35 42 40 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 98 100 100 100 100 cM capacity (veh/h) 888 790 1029 882 795 1038 1567 1570 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 4 15 47 42 Volume Left 0 14 7 0 Volume Right 4 1 10 0 cSH 1029 890 1567 1570 Volume to Capacity 0.00 0.02 0.00 0.00 Queue Length 95th (ft)0100 Control Delay (s) 8.5 9.1 1.1 0.0 Lane LOS A A A Approach Delay (s) 8.5 9.1 1.1 0.0 Approach LOS A A Intersection Summary Average Delay 2.1 Intersection Capacity Utilization 21.4% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 17: Deer Lake Road & Access Drive 5/2/2016 10/6/2014 Weekday Midday Peak Existing Traffic Synchro 8 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 2 1 4 55 1 9 6 65 65 8 79 0 Future Volume (Veh/h) 2 1 4 55 1 9 6 65 65 8 79 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 2 1 4 60 1 10 7 71 71 9 86 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 280 pX, platoon unblocked vC, conflicting volume 164 260 43 186 224 71 86 142 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 164 260 43 186 224 71 86 142 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 92 100 99 100 99 cM capacity (veh/h) 770 636 1018 748 666 977 1508 1438 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 7 71 42 106 52 43 Volume Left 2 60 7090 Volume Right 4 10 0 71 0 0 cSH 864 772 1508 1700 1438 1700 Volume to Capacity 0.01 0.09 0.00 0.06 0.01 0.03 Queue Length 95th (ft)180000 Control Delay (s) 9.2 10.1 1.2 0.0 1.3 0.0 Lane LOS A B A A Approach Delay (s) 9.2 10.1 0.4 0.7 Approach LOS A B Intersection Summary Average Delay 2.8 Intersection Capacity Utilization 24.2% ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings 3: Deer Lake Road & Lake-Cook Road 5/2/2016 10/6/2014 Weekday Evening Peak Existing Traffic Synchro 8 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 18 1485 133 101 1515 22 176 31 135 57 6 79 Future Volume (vph) 18 1485 133 101 1515 22 176 31 135 57 6 79 Ideal Flow (vphpl) 1900 1900 1900 1900 2000 1900 1900 2000 1900 1900 1900 1900 Storage Length (ft) 275 0 345 225 135 75 0 0 Storage Lanes 1 0 1 0 1 1 1 0 Taper Length (ft) 150 135 25 25 Lane Util. Factor 1.00 0.91 0.91 1.00 0.91 0.91 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.988 0.998 0.850 0.861 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 5024 0 1770 5342 0 1770 1961 1583 1770 1604 0 Flt Permitted 0.950 0.950 0.696 0.735 Satd. Flow (perm) 1770 5024 0 1770 5342 0 1296 1961 1583 1369 1604 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 17 3 147 86 Link Speed (mph) 30 30 30 30 Link Distance (ft) 843 902 300 280 Travel Time (s) 19.2 20.5 6.8 6.4 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%) Lane Group Flow (vph) 20 1759 0 110 1671 0 191 34 147 62 93 0 Turn Type Prot NA Prot NA Perm NA Perm Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 2 2 6 Detector Phase 7 4 3 8 22266 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 22.0 8.5 22.0 22.0 22.0 22.0 22.0 22.0 Total Split (s) 12.0 86.0 19.0 93.0 35.0 35.0 35.0 35.0 35.0 Total Split (%) 8.6% 61.4% 13.6% 66.4% 25.0% 25.0% 25.0% 25.0% 25.0% Yellow Time (s) 3.0 4.0 3.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 2.0 1.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 6.0 4.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None C-Max None C-Max Max Max Max Max Max Act Effct Green (s) 6.9 82.1 12.9 92.0 29.0 29.0 29.0 29.0 29.0 Actuated g/C Ratio 0.05 0.59 0.09 0.66 0.21 0.21 0.21 0.21 0.21 v/c Ratio 0.23 0.60 0.67 0.48 0.71 0.08 0.33 0.22 0.23 Control Delay 69.9 19.5 81.6 13.0 67.5 45.6 9.0 48.6 12.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 69.9 19.5 81.6 13.0 67.5 45.6 9.0 48.6 12.2 LOS EB FB EDADB Approach Delay 20.1 17.3 42.3 26.7 Approach LOS C B D C Queue Length 50th (ft) 18 361 98 284 163 25 0 47 5 Queue Length 95th (ft) 46 415 162 327 #266 57 58 92 53 Internal Link Dist (ft) 763 822 220 200 Lanes, Volumes, Timings 3: Deer Lake Road & Lake-Cook Road 5/2/2016 10/6/2014 Weekday Evening Peak Existing Traffic Synchro 8 Report Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Turn Bay Length (ft) 275 345 135 75 Base Capacity (vph) 101 2953 189 3512 268 406 444 283 400 Starvation Cap Reductn 0 0 0 0 00000 Spillback Cap Reductn 0 0 0 0 00000 Storage Cap Reductn 0 0 0 0 00000 Reduced v/c Ratio 0.20 0.60 0.58 0.48 0.71 0.08 0.33 0.22 0.23 Intersection Summary Area Type: Other Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 4:EBT and 8:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.71 Intersection Signal Delay: 21.1 Intersection LOS: C Intersection Capacity Utilization 67.0% ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 3: Deer Lake Road & Lake-Cook Road HCM Unsignalized Intersection Capacity Analysis 8: Pfingsten Road & Estate Drive 5/2/2016 10/6/2014 Weekday Evening Peak Existing Traffic Synchro 8 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 11 1 19 85 2 50 25 505 13 11 499 8 Future Volume (Veh/h) 11 1 19 85 2 50 25 505 13 11 499 8 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 12 1 21 92 2 54 27 549 14 12 542 9 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 3 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1197 1183 542 1190 1178 549 551 563 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1197 1183 542 1190 1178 549 551 563 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 91 99 96 40 99 90 97 99 cM capacity (veh/h) 141 182 540 153 183 535 1019 1008 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 34 148 27 549 14 12 542 9 Volume Left 12 92 27 0 0 12 0 0 Volume Right 21 54 0 0 14 0 0 9 cSH 262 242 1019 1700 1700 1008 1700 1700 Volume to Capacity 0.13 0.61 0.03 0.32 0.01 0.01 0.32 0.01 Queue Length 95th (ft) 11 91 200100 Control Delay (s) 20.7 42.6 8.6 0.0 0.0 8.6 0.0 0.0 Lane LOS C E A A Approach Delay (s) 20.7 42.6 0.4 0.2 Approach LOS C E Intersection Summary Average Delay 5.5 Intersection Capacity Utilization 44.5% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 12: Deer Lake Road & Estate Drive 5/2/2016 10/6/2014 Weekday Evening Peak Existing Traffic Synchro 8 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 8 2 17 5 12 1 34 36 1 3 61 12 Future Volume (Veh/h) 8 2 17 5 12 1 34 36 1 3 61 12 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 9 2 18 5 13 1 37 39 1 3 66 13 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 522 pX, platoon unblocked vC, conflicting volume 200 192 72 211 198 40 79 40 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 200 192 72 211 198 40 79 40 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 99 100 98 99 98 100 98 100 cM capacity (veh/h) 732 684 990 716 679 1032 1519 1570 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 29 19 77 82 Volume Left 9 5 37 3 Volume Right 18 1 1 13 cSH 868 701 1519 1570 Volume to Capacity 0.03 0.03 0.02 0.00 Queue Length 95th (ft)3220 Control Delay (s) 9.3 10.3 3.7 0.3 Lane LOS ABAA Approach Delay (s) 9.3 10.3 3.7 0.3 Approach LOS A B Intersection Summary Average Delay 3.7 Intersection Capacity Utilization 20.5% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 14: Deer Lake Road & Office Drive 5/2/2016 10/6/2014 Weekday Evening Peak Existing Traffic Synchro 8 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 1 27 0 0 4 27 14 0 48 0 Future Volume (Veh/h) 0 0 1 27 0 0 4 27 14 0 48 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 1 29 0 0 4 29 15 0 52 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 648 pX, platoon unblocked vC, conflicting volume 96 104 52 98 96 36 52 44 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 96 104 52 98 96 36 52 44 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 97 100 100 100 100 cM capacity (veh/h) 884 784 1016 882 791 1036 1554 1564 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 1 29 48 52 Volume Left 0 29 4 0 Volume Right 1 0 15 0 cSH 1016 882 1554 1564 Volume to Capacity 0.00 0.03 0.00 0.00 Queue Length 95th (ft)0300 Control Delay (s) 8.5 9.2 0.6 0.0 Lane LOS A A A Approach Delay (s) 8.5 9.2 0.6 0.0 Approach LOS A A Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 20.6% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 17: Deer Lake Road & Access Drive 5/2/2016 10/6/2014 Weekday Evening Peak Existing Traffic Synchro 8 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 1 0 14 45 0 12 6 58 7 0 83 0 Future Volume (Veh/h) 1 0 14 45 0 12 6 58 7 0 83 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 1 0 15 49 0 13 7 63 8 0 90 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 280 pX, platoon unblocked vC, conflicting volume 148 175 45 141 171 36 90 71 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 148 175 45 141 171 36 90 71 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 99 94 100 99 100 100 cM capacity (veh/h) 792 714 1015 800 718 1029 1503 1527 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 16 62 38 40 45 45 Volume Left 1 49 7000 Volume Right 15 13 0800 cSH 997 839 1503 1700 1527 1700 Volume to Capacity 0.02 0.07 0.00 0.02 0.00 0.03 Queue Length 95th (ft)160000 Control Delay (s) 8.7 9.6 1.4 0.0 0.0 0.0 Lane LOS A A A Approach Delay (s) 8.7 9.6 0.7 0.0 Approach LOS A A Intersection Summary Average Delay 3.2 Intersection Capacity Utilization 23.1% ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings 3: Deer Lake Road & Lake-Cook Road 5/2/2016 10/6/2014 Weekday Midday Peak Total Traffic Synchro 8 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 134 1357 206 168 1411 172 215 39 191 170 38 139 Future Volume (vph) 134 1357 206 168 1411 172 215 39 191 170 38 139 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 2000 1900 1900 1900 1900 Storage Length (ft) 275 0 345 225 135 75 0 0 Storage Lanes 1 0 1 0 1 1 1 0 Taper Length (ft) 150 135 25 25 Lane Util. Factor 1.00 0.91 0.91 1.00 0.91 0.91 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.980 0.984 0.850 0.882 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 4984 0 1770 5004 0 1770 1961 1583 1770 1643 0 Flt Permitted 0.950 0.950 0.511 0.730 Satd. Flow (perm) 1770 4984 0 1770 5004 0 952 1961 1583 1360 1643 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 31 23 201 122 Link Speed (mph) 30 30 30 30 Link Distance (ft) 843 902 300 280 Travel Time (s) 19.2 20.5 6.8 6.4 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 Shared Lane Traffic (%) Lane Group Flow (vph) 141 1645 0 177 1666 0 226 41 201 179 186 0 Turn Type Prot NA Prot NA Perm NA Perm Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 2 2 6 Detector Phase 7 4 3 8 22266 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 22.0 8.5 22.0 22.0 22.0 22.0 22.0 22.0 Total Split (s) 22.0 80.0 22.0 80.0 38.0 38.0 38.0 38.0 38.0 Total Split (%) 15.7% 57.1% 15.7% 57.1% 27.1% 27.1% 27.1% 27.1% 27.1% Yellow Time (s) 3.0 4.0 3.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 2.0 1.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 6.0 4.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None C-Max None C-Max Max Max Max Max Max Act Effct Green (s) 15.3 75.1 16.9 76.7 32.0 32.0 32.0 32.0 32.0 Actuated g/C Ratio 0.11 0.54 0.12 0.55 0.23 0.23 0.23 0.23 0.23 v/c Ratio 0.73 0.61 0.83 0.61 1.04 0.09 0.39 0.58 0.40 Control Delay 81.4 23.3 89.9 22.6 124.0 43.4 7.9 56.5 19.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 81.4 23.3 89.9 22.6 124.0 43.4 7.9 56.5 19.2 LOS FC FC FDAEB Approach Delay 27.9 29.1 67.1 37.5 Approach LOS C C E D Queue Length 50th (ft) 125 367 158 365 ~221 30 0 146 47 Queue Length 95th (ft) 198 416 #274 424 #392 63 64 230 119 Internal Link Dist (ft) 763 822 220 200 Lanes, Volumes, Timings 3: Deer Lake Road & Lake-Cook Road 5/2/2016 10/6/2014 Weekday Midday Peak Total Traffic Synchro 8 Report Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Turn Bay Length (ft) 275 345 135 75 Base Capacity (vph) 227 2688 227 2750 217 448 516 310 469 Starvation Cap Reductn 0 0 0 0 00000 Spillback Cap Reductn 0 0 0 0 00000 Storage Cap Reductn 0 0 0 0 00000 Reduced v/c Ratio 0.62 0.61 0.78 0.61 1.04 0.09 0.39 0.58 0.40 Intersection Summary Area Type: Other Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 4:EBT and 8:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.04 Intersection Signal Delay: 33.3 Intersection LOS: C Intersection Capacity Utilization 80.9% ICU Level of Service D Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 3: Deer Lake Road & Lake-Cook Road HCM Unsignalized Intersection Capacity Analysis 8: Pfingsten Road & Estate Drive 5/2/2016 10/6/2014 Weekday Midday Peak Total Traffic Synchro 8 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 8 0 16 41 2 88 17 372 32 70 330 3 Future Volume (Veh/h) 8 0 16 41 2 88 17 372 32 70 330 3 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 8 0 17 43 2 93 18 392 34 74 347 3 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 3 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 970 957 347 940 926 392 350 426 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 970 957 347 940 926 392 350 426 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 96 100 98 81 99 86 99 93 cM capacity (veh/h) 186 237 696 223 247 657 1209 1133 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 25 138 18 392 34 74 347 3 Volume Left 8 43 18 0 0 74 0 0 Volume Right 17 93 0 0 34 0 0 3 cSH 371 688 1209 1700 1700 1133 1700 1700 Volume to Capacity 0.07 0.20 0.01 0.23 0.02 0.07 0.20 0.00 Queue Length 95th (ft) 5 19 100500 Control Delay (s) 15.4 15.8 8.0 0.0 0.0 8.4 0.0 0.0 Lane LOS C C A A Approach Delay (s) 15.4 15.8 0.3 1.5 Approach LOS C C Intersection Summary Average Delay 3.2 Intersection Capacity Utilization 41.6% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 12: Deer Lake Road & Estate Drive 5/2/2016 10/6/2014 Weekday Midday Peak Total Traffic Synchro 8 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 5 18 56 9 16 0 105 38 4 7 47 2 Future Volume (Veh/h) 5 18 56 9 16 0 105 38 4 7 47 2 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 5 19 59 9 17 0 111 40 4 7 49 2 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 522 pX, platoon unblocked vC, conflicting volume 336 330 50 396 329 42 51 44 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 336 330 50 396 329 42 51 44 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 99 97 94 98 97 100 93 100 cM capacity (veh/h) 568 545 1018 487 545 1029 1555 1564 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 83 26 155 58 Volume Left 5 9 111 7 Volume Right 59 0 4 2 cSH 817 524 1555 1564 Volume to Capacity 0.10 0.05 0.07 0.00 Queue Length 95th (ft)8460 Control Delay (s) 9.9 12.2 5.5 0.9 Lane LOS ABAA Approach Delay (s) 9.9 12.2 5.5 0.9 Approach LOS A B Intersection Summary Average Delay 6.4 Intersection Capacity Utilization 26.2% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 14: Deer Lake Road & Office Drive 5/2/2016 10/6/2014 Weekday Midday Peak Total Traffic Synchro 8 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 4 13 0 1 6 28 9 0 39 0 Future Volume (Veh/h) 0 0 4 13 0 1 6 28 9 0 39 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 0 4 14 0 1 6 29 9 0 41 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 648 pX, platoon unblocked vC, conflicting volume 88 91 41 90 86 34 41 38 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 88 91 41 90 86 34 41 38 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 98 100 100 100 100 cM capacity (veh/h) 895 796 1030 888 801 1040 1568 1572 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 4 15 44 41 Volume Left 0 14 6 0 Volume Right 4190 cSH 1030 897 1568 1572 Volume to Capacity 0.00 0.02 0.00 0.00 Queue Length 95th (ft)0100 Control Delay (s) 8.5 9.1 1.0 0.0 Lane LOS A A A Approach Delay (s) 8.5 9.1 1.0 0.0 Approach LOS A A Intersection Summary Average Delay 2.1 Intersection Capacity Utilization 21.4% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 17: Deer Lake Road & Access Drive 5/2/2016 10/6/2014 Weekday Midday Peak Total Traffic Synchro 8 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 2 1 188 55 1 9 144 136 65 8 104 0 Future Volume (Veh/h) 2 1 188 55 1 9 144 136 65 8 104 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 2 1 198 58 1 9 152 143 68 8 109 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 280 pX, platoon unblocked vC, conflicting volume 510 640 54 750 606 106 109 211 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 510 640 54 750 606 106 109 211 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 80 74 100 99 90 99 cM capacity (veh/h) 405 350 1001 220 366 929 1479 1357 Direction, Lane # EB 1 EB 2 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 3 198 68 224 140 62 54 Volume Left 2 0 58 152 0 8 0 Volume Right 0 198 9 0 68 0 0 cSH 384 1001 247 1479 1700 1357 1700 Volume to Capacity 0.01 0.20 0.28 0.10 0.08 0.01 0.03 Queue Length 95th (ft) 1 18 27 9000 Control Delay (s) 14.4 9.5 25.1 5.5 0.0 1.0 0.0 Lane LOS B A D A A Approach Delay (s) 9.6 25.1 3.4 0.5 Approach LOS A D Intersection Summary Average Delay 6.6 Intersection Capacity Utilization 31.6% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 21: Access Drive & Estate Drive 5/2/2016 10/6/2014 Weekday Midday Peak Total Traffic Synchro 8 Report Page 5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 54 39 71 52 49 25 Future Volume (Veh/h) 54 39 71 52 49 25 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 57 41 75 55 52 26 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 98 282 78 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 98 282 78 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 95 92 97 cM capacity (veh/h) 1495 672 983 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 98 130 78 Volume Left 0 75 52 Volume Right 41 0 26 cSH 1700 1495 751 Volume to Capacity 0.06 0.05 0.10 Queue Length 95th (ft) 0 4 9 Control Delay (s) 0.0 4.5 10.3 Lane LOS A B Approach Delay (s) 0.0 4.5 10.3 Approach LOS B Intersection Summary Average Delay 4.6 Intersection Capacity Utilization 24.2% ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings 3: Deer Lake Road & Lake-Cook Road 5/2/2016 10/6/2014 Weekday Evening Peak Total Traffic Synchro 8 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 58 1530 133 101 1561 72 176 37 135 107 12 119 Future Volume (vph) 58 1530 133 101 1561 72 176 37 135 107 12 119 Ideal Flow (vphpl) 1900 1900 1900 1900 2000 1900 1900 2000 1900 1900 1900 1900 Storage Length (ft) 275 0 345 225 135 75 0 0 Storage Lanes 1 0 1 0 1 1 1 0 Taper Length (ft) 150 135 25 25 Lane Util. Factor 1.00 0.91 0.91 1.00 0.91 0.91 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.988 0.993 0.850 0.864 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 5024 0 1770 5315 0 1770 1961 1583 1770 1609 0 Flt Permitted 0.950 0.950 0.595 0.732 Satd. Flow (perm) 1770 5024 0 1770 5315 0 1108 1961 1583 1364 1609 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 17 8 142 125 Link Speed (mph) 30 30 30 30 Link Distance (ft) 419 902 300 280 Travel Time (s) 9.5 20.5 6.8 6.4 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 Shared Lane Traffic (%) Lane Group Flow (vph) 61 1751 0 106 1719 0 185 39 142 113 138 0 Turn Type Prot NA Prot NA Perm NA Perm Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 2 2 6 Detector Phase 7 4 3 8 22266 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 22.0 8.5 22.0 22.0 22.0 22.0 22.0 22.0 Total Split (s) 19.0 86.0 19.0 86.0 35.0 35.0 35.0 35.0 35.0 Total Split (%) 13.6% 61.4% 13.6% 61.4% 25.0% 25.0% 25.0% 25.0% 25.0% Yellow Time (s) 3.0 4.0 3.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 2.0 1.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 6.0 4.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None C-Max None C-Max Max Max Max Max Max Act Effct Green (s) 10.2 82.2 12.8 86.9 29.0 29.0 29.0 29.0 29.0 Actuated g/C Ratio 0.07 0.59 0.09 0.62 0.21 0.21 0.21 0.21 0.21 v/c Ratio 0.48 0.59 0.66 0.52 0.81 0.10 0.32 0.40 0.32 Control Delay 73.7 19.4 80.5 16.2 79.0 45.8 9.0 53.0 11.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 73.7 19.4 80.5 16.2 79.0 45.8 9.0 53.0 11.7 LOS EB FB EDADB Approach Delay 21.2 19.9 48.3 30.3 Approach LOS C B D C Queue Length 50th (ft) 54 356 94 316 162 29 0 90 10 Queue Length 95th (ft) 101 412 159 384 #290 62 57 153 67 Internal Link Dist (ft) 339 822 220 200 Lanes, Volumes, Timings 3: Deer Lake Road & Lake-Cook Road 5/2/2016 10/6/2014 Weekday Evening Peak Total Traffic Synchro 8 Report Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Turn Bay Length (ft) 275 345 135 75 Base Capacity (vph) 189 2958 189 3300 229 406 440 282 432 Starvation Cap Reductn 0 0 0 0 00000 Spillback Cap Reductn 0 0 0 0 00000 Storage Cap Reductn 0 0 0 0 00000 Reduced v/c Ratio 0.32 0.59 0.56 0.52 0.81 0.10 0.32 0.40 0.32 Intersection Summary Area Type: Other Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 4:EBT and 8:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.81 Intersection Signal Delay: 23.5 Intersection LOS: C Intersection Capacity Utilization 74.2% ICU Level of Service D Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 3: Deer Lake Road & Lake-Cook Road HCM Unsignalized Intersection Capacity Analysis 8: Pfingsten Road & Estate Drive 5/2/2016 10/6/2014 Weekday Evening Peak Total Traffic Synchro 8 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 11 1 19 95 2 68 25 520 13 29 514 8 Future Volume (Veh/h) 11 1 19 95 2 68 25 520 13 29 514 8 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 12 1 20 100 2 72 26 547 14 31 541 8 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 3 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1239 1216 541 1222 1210 547 549 561 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1239 1216 541 1222 1210 547 549 561 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 90 99 96 30 99 87 97 97 cM capacity (veh/h) 125 171 541 143 172 537 1021 1010 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 33 174 26 547 14 31 541 8 Volume Left 12 100 26 0 0 31 0 0 Volume Right 20 72 0 0 14 0 0 8 cSH 238 246 1021 1700 1700 1010 1700 1700 Volume to Capacity 0.14 0.71 0.03 0.32 0.01 0.03 0.32 0.00 Queue Length 95th (ft) 12 119 200200 Control Delay (s) 22.6 49.3 8.6 0.0 0.0 8.7 0.0 0.0 Lane LOS C E A A Approach Delay (s) 22.6 49.3 0.4 0.5 Approach LOS C E Intersection Summary Average Delay 7.1 Intersection Capacity Utilization 46.1% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 12: Deer Lake Road & Estate Drive 5/2/2016 10/6/2014 Weekday Evening Peak Total Traffic Synchro 8 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 8 12 41 5 12 1 58 36 1 3 61 12 Future Volume (Veh/h) 8 12 41 5 12 1 58 36 1 3 61 12 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 8 13 43 5 13 1 61 38 1 3 64 13 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 522 pX, platoon unblocked vC, conflicting volume 244 238 70 286 244 38 77 39 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 244 238 70 286 244 38 77 39 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 99 98 96 99 98 100 96 100 cM capacity (veh/h) 675 636 992 607 631 1033 1522 1571 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 64 19 100 80 Volume Left 8 5 61 3 Volume Right 43 1 1 13 cSH 846 637 1522 1571 Volume to Capacity 0.08 0.03 0.04 0.00 Queue Length 95th (ft)6230 Control Delay (s) 9.6 10.8 4.7 0.3 Lane LOS ABAA Approach Delay (s) 9.6 10.8 4.7 0.3 Approach LOS A B Intersection Summary Average Delay 5.0 Intersection Capacity Utilization 22.5% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 14: Deer Lake Road & Office Drive 5/2/2016 10/6/2014 Weekday Evening Peak Total Traffic Synchro 8 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 1 27 0 0 4 27 14 0 48 0 Future Volume (Veh/h) 0 0 1 27 0 0 4 27 14 0 48 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 0 1 28 0 0 4 28 15 0 51 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 648 pX, platoon unblocked vC, conflicting volume 94 102 51 96 94 36 51 43 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 94 102 51 96 94 36 51 43 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 97 100 100 100 100 cM capacity (veh/h) 887 786 1017 885 793 1037 1555 1566 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 1 28 47 51 Volume Left 0 28 4 0 Volume Right 1 0 15 0 cSH 1017 885 1555 1566 Volume to Capacity 0.00 0.03 0.00 0.00 Queue Length 95th (ft)0200 Control Delay (s) 8.5 9.2 0.6 0.0 Lane LOS A A A Approach Delay (s) 8.5 9.2 0.6 0.0 Approach LOS A A Intersection Summary Average Delay 2.3 Intersection Capacity Utilization 20.6% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 17: Deer Lake Road & Access Drive 5/2/2016 10/6/2014 Weekday Evening Peak Total Traffic Synchro 8 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 1 0 86 45 0 12 78 82 7 0 107 0 Future Volume (Veh/h) 1 0 86 45 0 12 78 82 7 0 107 0 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 1 0 91 47 0 13 82 86 7 0 113 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 280 pX, platoon unblocked vC, conflicting volume 333 370 56 401 366 46 113 93 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 333 370 56 401 366 46 113 93 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 91 90 100 99 94 100 cM capacity (veh/h) 564 527 998 464 530 1013 1474 1499 Direction, Lane # EB 1 EB 2 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 1 91 60 125 50 56 56 Volume Left 1 0 47 82 0 0 0 Volume Right 0 91 13 0700 cSH 564 998 526 1474 1700 1499 1700 Volume to Capacity 0.00 0.09 0.11 0.06 0.03 0.00 0.03 Queue Length 95th (ft) 0 8 10 4000 Control Delay (s) 11.4 9.0 12.7 5.1 0.0 0.0 0.0 Lane LOS BABA Approach Delay (s) 9.0 12.7 3.7 0.0 Approach LOS A B Intersection Summary Average Delay 5.1 Intersection Capacity Utilization 27.5% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 21: Access Drive & Estate Drive 5/2/2016 10/6/2014 Weekday Evening Peak Total Traffic Synchro 8 Report Page 5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 37 18 24 58 28 24 Future Volume (Veh/h) 37 18 24 58 28 24 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 39 19 25 61 29 25 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 58 160 48 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 58 160 48 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 98 96 98 cM capacity (veh/h) 1546 818 1020 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 58 86 54 Volume Left 0 25 29 Volume Right 19 0 25 cSH 1700 1546 901 Volume to Capacity 0.03 0.02 0.06 Queue Length 95th (ft) 0 1 5 Control Delay (s) 0.0 2.2 9.3 Lane LOS A A Approach Delay (s) 0.0 2.2 9.3 Approach LOS A Intersection Summary Average Delay 3.5 Intersection Capacity Utilization 21.0% ICU Level of Service A Analysis Period (min) 15