Montrose-Clarendon Traffic Study Jan. 14, 2016

Traffic Impact Study Montrose and Clarendon Mixed Use Development

Chicago, Illinois

Prepared By

January 14, 2016

Montrose and Clarendon Chicago, Illinois i

Contents Executive Summary ........................................................................................................................ 1Introduction ..................................................................................................................................... 3Existing Conditions ......................................................................................................................... 7

Site Location ............................................................................................................................... 7Existing Street System Characteristics ....................................................................................... 7Alternative Modes of Transportation ........................................................................................ 10Existing Traffic Volumes .......................................................................................................... 14

Traffic Characteristics of the Proposed Development .................................................................. 17Site Location and Existing Uses ............................................................................................... 17Proposed Development Plan ..................................................................................................... 17Parking ...................................................................................................................................... 17Site Access ................................................................................................................................ 18Residential Drop-Off/Pick-Up Activity .................................................................................... 18Pedestrian Access ...................................................................................................................... 19Truck Loading ........................................................................................................................... 19Directional Distribution ............................................................................................................ 19Figure 7 ..................................................................................................................................... 20Development Traffic Generation .............................................................................................. 21

Projected Traffic Conditions ......................................................................................................... 24Planned Developments.............................................................................................................. 24Other Area Growth ................................................................................................................... 26

Traffic Analysis and Recommendations ....................................................................................... 28Discussion and Recommendations ........................................................................................... 31Transportation Sustainability Recommendations ..................................................................... 34

Conclusion .................................................................................................................................... 35 Appendix

Montrose and Clarendon Chicago, Illinois ii

List of Figures and Tables Figures 1. Site Location ...................................................................................................................... 4 2. Aerial View of Site Area ..................................................................................................... 5 3. Existing Street Characteristics ............................................................................................ 8 4. Public Transportation Available ....................................................................................... 11 5. Existing Traffic Volumes .................................................................................................. 15 6. Existing Pedestrian and Bicycle Traffic Volumes .......................................................... 16 7. Estimated Directional Distribution ................................................................................... 20 8. Estimated Development-Generated Traffic ...................................................................... 23 9. Background Traffic ........................................................................................................... 25 10. Total Projected Traffic Volumes ...................................................................................... 27 Tables 1. Projected Site-Generated Traffic Volumes ................................................................... 22212. Capacity Analyses Results - Existing Traffic Volumes .................................................... 293. Capactiy Analyses Results Projected Traffic Volumes ................................................. 30

Montrose and Clarendon Chicago, Illinois 1

I. Executive Summary This report summarizes the results of a traffic impact study conducted by Kenig, Lindgren, OHara, Aboona, Inc. (KLOA, Inc.) for the mixed-use planned development to be located near the intersection of Montrose Avenue and Clarendon Avenue in Chicago, Illinois. The objectives of the traffic study are as follows. Determine the existing vehicular, pedestrian, bicycle, and public transportation conditions in

the study area to establish a base condition.

Assess the impact that the proposed expansion will have on transportation conditions in the area.

Determine any street, access, bicycle, and pedestrian modification and/or improvements that

will be necessary to effectively accommodate and mitigate future conditions.

Vehicle, pedestrian, and bicycle counts were conducted during a weekday morning and evening and Saturday midday peak periods in order to determine the general peak hour of commuter activity during these time periods. A total of 11 intersections were analyzed as part of this study. Accessibility to and from the area is enhanced by various alternative modes of transportation. The Chicago Transit Authority (CTA) rapid transit Purple and Red lines are provided within a half-mile of the site and multiple CTA bus routes have stops within the study area. In addition, pedestrian facilities including sidewalks, crosswalks, and pedestrian countdown timers at signalized intersection are generally provided in the area. A barrier-protected bike lane is provided on both sides of the street on North Broadway north of Montrose Avenue and shared bike lanes, or Sharrows, are provided on Clarendon Avenue and Wilson Avenue. Mode-sharing facilities, including Divvy bike stations and car-sharing vehicles, are also located within the area. The development is divided in three sub-areas. Sub-Area A, located in the northwest corner of the intersection of Montrose Avenue and Clarendon, will provide approximately 381 apartments and 31,371 square feet of grocery retail space. Sub-Area B, located on Clarendon Avenue between Sunnyside Avenue and Agatite Avenue, will provide approximately 250 apartments. Sub-Area C will be located in the northeast corner of the intersection of Montrose Avenue and Clarendon Avenue and provide approximately 6,000 square feet of retail. Parking will be provided within parking garages at Sub-Areas A and B and an 11-space parking lot will be provided at Sub-Area C for a total of 449 spaces. Access to Sub-Area A and Sub-Area Cs parking will be provided via Clarendon Avenue while parking to Sub-Area B will be provided on Agatite Avenue and the existing North-South Alley west of Sub-Area B. Residential loading will also be provided on Agatite Avenue.


With the addition of site-generated traffic as well as background growth, the following improvements/modifications are recommended. Provide left-turn lanes approximately 100 feet long for the Montrose Avenue approaches

at the intersection of Montrose Avenue and Clarendon Avenue. This will result in the removal of approximately 18 spaces.

Modify the traffic signal at the intersection of Montrose Avenue and Clarendon Avenue to provide protected lagging left-turn phases for all approaches.

At the intersection of Montrose Avenue and Marine Drive/Lake Shore Drive On-Ramp,

additional green time should be provided to Montrose Avenue approaches. A right-turn lane should be provided on Montrose Avenue at its intersection with Marine

Drive/Lake Shore Drive On-Ramp, which will result in the loss of seven parking spaces. Also, the westbound left-turn lane should be extended.

Sunnyside Avenue and Agitate Avenue should be converted to allow two-way between

Clarendon Avenue and the north-south alley. Approximately 16 total parking spaces will be removed.

The signal timings for the intersection of Clarendon Avenue and Buena Avenue should be modified to meet current CDOT standards.

High-visibility crosswalks must be installed at the following intersections.

o Montrose Avenue and Hazel Street (North Approach) o Sheridan Road and Wilson Avenue o Clarendon Avenue and Buena Avenue (West Approach) o Clarendon Avenue and Sunnyside Avenue o Clarendon Avenue and Agatite Avenue


1. Introduction This report summarizes the results of a traffic impact study conducted by Kenig, Lindgren, OHara, Aboona, Inc. (KLOA, Inc.) for the Montrose and Clarendon mixed-use development to be located in Chicago, Illinois. This planned development includes three sub-areas located on Clarendon Avenue near its intersection with Montrose Avenue. The site is currently includes two vacant buildings connected by a pedestrian bridge and an unused parking lot. As proposed, Sub-Area A, located in the northwest corner of the intersection of Montrose Avenue and Clarendon Avenue, will provide approximately 381 apartments and 31,371 square feet of grocery retail space. Sub-Area B, located on Clarendon Avenue between Sunnyside Avenue and Agatite Avenue, will provide approximately 250 apartments. Sub-Area C will be located in the northeast corner of the intersection of Montrose Avenue and Clarendon Avenue and provide approximately 6,000 square feet of retail. Parking will be provided within parking garages in Sub-Areas A and B and an 11-space parking lot will be provided in Sub-Area C for a total of 449 spaces. Access to Sub-Area A and Sub-Area C will be provided via Clarendon Avenue while access to Sub-Area B will be provided via Agatite Avenue, Sunnyside Avenue, and the existing North-South Alley west of Sub-Area B. Residential loading will also be provided on Agatite Avenue for both Sub-Area A and B. Figure 1 shows the location of the site in relation to the area street system. Figure 2 shows an aerial view of the study area. The purpose of this study is as follows. Determine the existing vehicular, pedestrian, bicycle, and public transportation conditions in

the study area to establish a base condition. Assess the impact that the proposed development will have on transportation conditions in

the area.

Determine any street, access, bicycle, and pedestrian modification and/or improvements that will be necessary to effectively accommodate and mitigate future conditions.


Site Location Figure 1

SITE


Aerial View of Site Location Figure 2


The sections of this report present the following. Existing street conditions including vehicle, pedestrian, and bicycle volumes for the

weekday morning and weekday evening peak hours.

A detailed description of the proposed development. Vehicle trip generation and directional distribution for the proposed development. Background growth in traffic for future conditions, which includes planned developments

and an ambient growth factor applied to the existing peak hour traffic volumes within the traffic study area.

Intersection capacity analyses for existing and future projected conditions for the

weekday morning, weekday evening, and Saturday midday peak hours.

Recommendations with respect to vehicular site access, the surrounding street network, and pedestrian and bicycle features for the future condition.


2. Existing Conditions Existing street and traffic conditions within the study area were documented based on field visits and traffic counts. The following provides a summary of the physical characteristics of the streets including geometry and traffic control, alternative modes of transportation available in the area, and the peak hour vehicle, pedestrian, and bicycle flows along area streets. Site Location The site is located in the Uptown neighborhood of Chicago, which offers a mixture of residential and commercial uses. Land uses in the area include Clarendon Park, Clarendon Park Community Center, Montrose Beach and Harbor to the east and the Weiss Memorial Hospital to the northeast. Existing Street System Characteristics The characteristics of the existing streets within the study area are illustrated in Figure 3 and described below. All streets are under the jurisdiction of the Chicago Department of Transportation (CDOT). Montrose Avenue is an east-west collector street generally providing one lane in each direction. Within the vicinity of the site, Montrose Avenue has signalized intersections with North Broadway, Sheridan Road, Hazel Street, Clarendon Avenue, and Marine Drive/Lake Shore Drive On-Ramp. At its signalized intersection with North Broadway and Sheridan Road, which are located approximately 100 feet apart, Montrose Avenue provides eastbound exclusive left-turn lanes. A westbound left-turn lane is provided at Sheridan Road but left-turn movements are prohibited at North Broadway. Montrose Avenue has a posted photo-enforced park speed limit of 30 mph, generally allows unrestricted parking along the site frontage, and has an Annual Average Daily Traffic (AADT) volume of 13,500 vehicles according to the Illinois Department of Transportation (2014). Clarendon Avenue is a north-south collector street generally providing one lane in each direction. Within the study area, Clarendon Avenue is under stop sign control at its intersections with Wilson Avenue, Montrose Avenue, and Buena Avenue and provides stop sign control at its intersections with Agatite Avenue and Sunnydale Avenue. Unrestricted parking is generally provided and shared bike lanes, or sharrows, are provided on both sides of Clarendon Avenue. Montrose Avenue has an AADT of 3,500 vehicles (IDOT, 2014).

ONE-WAY

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Chicago, IllinoisMixed-Use DevelopmentMontrose and Clarendon

AVEMONTROSE

ONE-WAY

M-SAT7A-9P

15 MINM-SAT8A-9P

15 MIN M-SAT9A-12A15 MIN

8A-4PDAYS

SCHOOL

5 TONSNO TRUCKS

NB, SB, EBON RED

NO TURN

NB, SB APPROACH(7A-7P)ON RED

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- BUS STOP

- BUS STOP WITH SHELTER

- STOP SIGN

- NO PARKING

- ON-STREET PARKING

- BIKE LANE

LEGEND

- SPEED LIMITXX

- PAYBOX

- LOADING AREA

- SHARROW

- CROSSWALK

- SCHOOL SPEED LIMIT SIGN

S - STANDING AREA

- BRICK PAVED CROSSWALK

PROJECT: TITLE:

Job No: 15-253

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NOT TO SCALE

Figure: 3

EXISTING STREET CHARACTERISTICS

8


Wilson Avenue is an east-west collector street generally providing one lane in each direction. Wilson has signalized intersections with Clarendon Avenue and Sheridan Road and right turns on red are restricted at Sheridan Road from 7:00 A.M. to 7:00 P.M. for the northbound and southbound approaches. Pay box parking and shared bike lanes, or sharrows, are provided along the north and south sides of the street. Wilson Avenue has an AADT of 8,700 vehicles (IDOT, 2014). North Broadway is generally a north-south arterial street providing a single lane in each direction. At its intersection with Montrose Avenue, North Broadway provides northbound and southbound exclusive left-turn lanes. At its intersection with Sheridan Road, North Broadway provides exclusive through and right-turn lanes for southbound traffic (southbound left-turn is prohibited). North Broadway has buffer-protected bike lanes and pay box parking to the north of Montrose Avenue and has unrestricted parking to the south. It has a posted photo-enforced park speed limit of 30 mph and an ADT of 8,650 vehicles. Sheridan Road is a north-south street generally providing one lane in each direction. At its intersection with North Broadway, Sheridan Road provides exclusive left-turn lanes for both the northbound and southbound directions. Sheridan Road generally provides parking on both sides of the street, has a posted photo-enforced park speed limit of 30 mph, and has an ADT of 4,300 vehicles. Marine Drive is a north-south street providing one lane in each direction. Access from Lake Shore Drive is located approximately 200 feet north of Montrose Avenue and access to Lake Shore Drive is provided via the southeast leg of its signalized intersection with Montrose Avenue. At this intersection, right turns on red are restricted for the northbound, southbound, and eastbound approaches. Hazel Street is a north-south street generally providing a single lane in each direction between Wilson Avenue and Buena Avenue. Hazel Street has a signalized intersection with Montrose Avenue and an all-way stop control intersection with Junior Terrace. Hazel Street generally provides unrestricted parking on both sides of the street. Agatite Avenue and Sunnyside Avenue are a one-way couplet with Agatite Avenue providing eastbound travel and Sunnyside Avenue providing westbound travel. Both streets are under stop sign control at their intersections with Clarendon Avenue and unrestricted parking is provided on both sides of each street.


Alternative Modes of Transportation Accessibility to and from the Uptown neighborhood is enhanced by the alternative modes of transportation serving the area as described below. Public Transportation. The public transportation provided within the Uptown area is illustrated in Figure 4. The area is served by the CTA rapid transit Purple and Red lines at the Wilson Station less than a half-mile northwest of the site. The following describes the L System lines that have stops near the site. The CTA Purple Line operates between Linden Avenue (in Wilmette) and Howard Street

(in Chicago) via Evanston. Additionally, the Purple Express Line, which serves the stop at Chicago Avenue, runs during weekday rush-periods between the Howard Station and the downtown Loop.

The CTA Red Line operates all times, every day between Howard Street located on the

Citys northern border to the 95th/Dan Ryan station located along the Dan Ryan Expressway at 95th Street.

In addition, the area is also served by multiple bus routes, described below. Route 36 (Broadway) generally operates along State Street, North Broadway, and Clark

Street from Loyola University to Congress Parkway. Notable stops include the Lincoln Park Zoo, the Chicago History Museum, and the Main Post Office. Service is provided seven days a week, including holidays.

Route 78 (Montrose) operates along Montrose Avenue from Harlem Avenue to just before Lake Shore Drive. Summer service includes an additional stop at Montrose Beach. Notable stops include Truman College, the Montrose Blue Line Station, Wright College, and Chicago Read Hospital. Service is provided seven days a week, including holidays.

Route 81 (Lawrence) generally operates along Lawrence Avenue from Milwaukee Avenue to Marine Drive. It provides service at all times seven days a week with notable stops at Blue, Brown, and Red Line stations and at the Ravenswood Metra Station.

Route 135 (Clarendon/LaSalle Express) generally provides service along LaSalle Street and Clarendon Avenue from the Weiss Memorial Hospital to Jackson Boulevard. No stops are provided between its stops at the intersections of Columbus Drive with Wacker Drive and Belmont Avenue with Lake Shore Drive. Service is only provided on the weekdays, with southbound service only provided in the morning (approximately 5:45 A.M. to 10:00 A.M.) and only northbound service provided in the evening (approximately 3:00 P.M. to 7:40 P.M.).


Public Transportation Available Figure 4

SITE


Route 136 (Sheridan/LaSalle Express) generally provides service along LaSalle Street and Sheridan Road from Devon Avenue to Jackson Boulevard. No stops are provided between its stops at the intersections of Columbus Drive with Wacker Drive and Marine Drive with Bittersweet Place. Service is only provided on the weekdays, with southbound service only provided in the morning (approximately 5:45 A.M. to 9:50 A.M.) and only northbound service provided in the evening (approximately 3:35 P.M. to 7:30 P.M.).

Route 146 (Inner Drive/Michigan Express) generally runs between Berwyn Avenue and

the Museum Campus along Lake Shore Drive, Michigan Avenue, and State Street. No stops are provided between the intersections of Michigan Avenue with Delaware Place and Lake Shore Drive with Belmont Avenue. Service is provided on the weekdays from approximately 6:00 A.M. to 11:30 P.M. Earlier weekend service starting at 5:15 A.M. is also provided.

Route 148 (Clarendon/Michicagn Express) provides north-south service from Foster Avenue to Harrison Street primarily along Michicagn Avenue, Lake Shore Drive, Clarendon Avenue, and Marine Drive. Service is provided from approximately 6:00 A.M. to 11:00 P.M.

Route 151 (Sheridan) generally operates in a north-south orientation providing service to

Loyola University, Howard Terminal (Red-Purple-Yellow lines), the Sheridan Red Line Station, Lincoln Park Zoo, Millennium Park, and Union Station. Service is provided seven days a week, including holidays.

Non-Motorized Transportation Systems. Sidewalks are provided on all streets within the study area. Pedestrian countdown timers are provided at all signalized intersections except Clarendon Avenue and Buena Avenue, which cannot be installed since the signal is operated by a mechanical controller. Crosswalks are provided as follows.

Continental Crosswalks o Montrose Avenue and North Broadway (East, West, and South Approaches) o Montrose Avenue and Sheridan Road o North Broadway and Sheridan Road o Montrose Avenue and Hazel Street (East, West, and South Approaches) o Montrose Avenue and Marine Street/Lake Shore Drive On-Ramp (East, West and

North Approach) o Clarendon Avenue and Wilson Avenue o Clarendon Avenue and Buena Avenue (East, North, and South Approaches)

Brick Paver Crosswalk o Montrose Avenue and North Broadway (North Approach)

Standard Crosswalk o Montrose Avenue and Hazel Street (North Approach) o Sheridan Road and Wilson Avenue Clarendon Avenue and Buena Avenue (West

Approach) o Clarendon Avenue and Sunnyside Avenue o Clarendon Avenue and Agatite Avenue


Bicycle-specific infrastructure is located on North Broadway north of Montrose Avenue, where barrier-protected bike lanes are provided on both sides of the street. Other streets in the area, including Clarendon Avenue and Wilson Avenue, provide marked shared lanes (Sharrows) linked to other bike routes. In addition, the Lakefront Trail is located less than one-half mile east of the site and a pedestrian tunnel is provided under Lake Shore Drive opposite Buena Avenue. Mode-Sharing Transportation Availability. Divvy Bike Sharing stations are located at multiple locations within walking distance of the site. The nearest station is located in the southeast corner of the intersection of Clarendon Avenue and Junior Terrace, which currently provides a total of 15 bike docks. Other stations are located near the intersections of North Broadway and Wilson Avenue, Montrose Avenue and Sheridan Road, and Clarendon Avenue and Lakeside Avenue. Car-sharing facilities are also available at multiple locations within walking distance of the site, including multiple vehicles at the intersection of Clarendon Avenue and Junior Terrace. In addition, vehicles are provided near Clarendon Park Community Center parking lot and the intersections of Sheridan Road and North Broadway and Wilson Avenue and Hazel Street.


Existing Traffic Volumes In order to determine current vehicle, pedestrian, and bicycle conditions within the study area, KLOA, Inc. utilized peak period traffic, pedestrian, and bicycle counts for the following intersections. Montrose Avenue and North Broadway Montrose Avenue and Sheridan Road Montrose Avenue and Hazel Street Montrose Avenue and Clarendon Avenue Montrose Avenue and Marine Drive/Lake Shore Drive On-Ramp Sheridan Road and North Broadway Sheridan Road and Wilson Avenue Clarendon Avenue and Wilson Avenue Clarendon Avenue and Buena Avenue Clarendon Avenue and Sunnyside Avenue Clarendon Avenue and Agatite Avenue The counts were conducted on Tuesday, October 27, 2015 during the morning (7:00 A.M. to 9:00 A.M.), and the evening (4:00 P.M. to 6:00 P.M.) peak periods and on Saturday, October 24, 2015 the midday peak period (12:00 P.M. to 2:00 P.M.). In addition, previous counts conducted during the same time periods on Thursday, July 9, 2015 and Saturday, July 11, 2015 were utilized for the intersections of Montrose Avenue, Sheridan Avenue, and North Broadway and at Montrose Avenue and Hazel Street. Furthermore, the counts were compared with previous count data conducted in June 2009 (from June 16 to June 27) and adjustments were made to reflect seasonal variations. Due to the size of the study area, peak hours for the area varied. In order to provide a conservative (worst-case) analysis, the peak hour volumes for the July counts were utilized as well as those volumes from the October counts. The results of the traffic counts most recently conducted showed that the weekday morning peak hour of traffic for the study area generally occurs between 8:00 A.M. and 9:00 A.M., the weekday evening peak hour generally occurs between 5:00 P.M. and 6:00 P.M., and the Saturday midday peak hour generally occurs from 12:15 P.M. to 1:15 P.M. Peak hours for the July counts were 7:45 A.M. and 8:45 A.M. for the weekday morning, 4:15 P.M. and 5:15 P.M. for the weekday evening, and 1:00 P.M. to 2:00 P.M. for the Saturday midday peak hour. Figure 5 illustrates the existing peak hour vehicle traffic volumes. Figure 6 illustrates the existing peak hour pedestrian and bicycle volumes, showing the direction of travel.

SUNNYSIDE AVE

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5 (7) [3]

376 (431) [352]

5 (14) [5]

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8 (13) [9]

6 (3) [10]

6 (13)

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43 (69) [60]

15 (10) [3]

34 (6)

[9]258 (8

8) [110

]

35 (3

6) [3

5]13

8 (15

8) [10

8]33 (17)

[16]

13 (38) [11]

22 (6) [6]87 (34) [22]

28 (16) [16]

21 (10

) [16

]29 (3

5) [3

2]29 (5

0) [2

7]46 (4

2) [3

6]

53 (81) [131]485 (274) [329]

80 (52) [46]

48 (2

9) [3

1]90 (9

1) [5

7]40 (3

6) [3

9]

26 (37) [11]337 (524) [343]35 (25) [29]

26 (36) [18]490 (366) [442]

72 (43) [55]

80 (2

7 ) [4

2]280 (6

7) [7

1]43 (2

6) [3

5]

16

(8)

[36]

137

(79)

[98]

65

(65)

[50]

286

(485)

[301]

41 (33) [2

0]

46 (52)

[102]

25 (21) [22]

142 (16

4) [9

3]

378 (9

9) [12

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120 (12

7) [8

2]27 (5

1) [14]

378 (9

9) [12

4]78 (2

7) [2

3]

43 (28) [21]256 (367) [283]170 (21) [35]

58 (34) [43]238 (311) [339]

91 (30) [30]

21 (2

4) [2

9]89 (7

6) [6

0]

38 (3

9) [2

7]

36 (2

9) [5

0]

200 (4

7) [8

0]

91 (4

4) [3

7]

101 (6

7) [6

2]356 (2

03) [2

31]

40 (4

5) [5

4]

43 (5

0) [3

7]15

2 (2

10) [15

1]31 (2

5) [2

2]

51 (81) [42]210 (324) [294]68 (27) [22]

60 (115) [86]290 (280) [322]

43 (46) [29]

LEGEND

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PROJECT: TITLE:

Job No: 15-253

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NOT TO SCALE

EXISTING TRAFFIC VOLUMES

Figure: 5

53

(119) [9

9]

62 (78) [83]509 (361) [421]

57 (61) [83]

1

(0) [7]

145

(268)

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49

(97)

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246

(255)

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37

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1 (0) [0]*

*

11 (23) [43]

88 (10

9) [8

2]41 (2

4) [4

1]

28 (46) [47]531 (461) [468]

0 (1) [4]

18 (28) [25]382 (458) [369]

32 (5

3) [5

4]13

3 (13

2) [12

1]37 (4

2) [4

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0 (1) [0

]

71

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49

(77)

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135

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8

(7) [6]

64 (8

3) [7

1]80 (5

6) [4

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3 (11)

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0

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232

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[290]

65 (8

1) [7

8]79 (7

4) [8

8]0 (1) [2]

*

14 (28) [34]561 (427) [486]

6 (18) [22]389 (519) [387]

19 (12)

[18]

15 (2

1) [2

2]

9 (28) [25]

20 (18) [2

2]6 (4)

[6]

18 (10

) [16

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25 (24) [38]

6 (3)

[2]

15

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- BICYCLE VOLUME00 (00)

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120 (4

5) [3

1]

81 (60) [35]95 (3

3) [2

9]

48 (47) [58]

3 (4)

[6]

5 (4) [8]

6 (14) [30]

4 (1) [3]

52 (74) [97]40 (5

6) [5

6]

59 (115) [164]

19 (3

9) [5

4]

2 (4)

[2]

15 (26) [34]

4 (2)

[4]

37 (63)

[89]

8

(30)

[29]

4 (2)

[1]

21 (79) [102]

12 (37) [29]

6 (10

) [10

]

15

(14) [2

8]3 (15)

[21]4 (7) [0]

6 (0) [2]

9 (12)

[10]

8 (7)

[4]

41 (32) [40]

51 (56) [46]

62 (6

6) [6

2]

57 (4

3) [3

1]

52 (118)

[141]

48 (105

) [144]

5

(19) [14]

49 (126) [165]

65 (16

2) [16

3]

81 (137) [155]

4 (4

0) [3

7]8 (10

) [10

]

16 (29) [29]

1 (7) [7]

11 (18) [6]

9

(29)

[14]

8 (11) [26]

70 (18

4) [18

0]

16 (30) [30]

3 (2) [2]

111 (2

6) [2

6]

27 (7) [8]

2 (1) [2]

3 (4)

[6]

2 (1) [3]

5 (3)

[3]

1 (0) [0]

110 (4

0) [3

7]18 (10) [12]

20 (39) [16]

1 (9) [5]

3 (8) [5]

1

(0)

[0]

26 (33) [

49]

44 (2

7) [9]

0

(1)

[6]

0 (0) [3]

6 (0) [6]

1

(0) [0

]

2 (3) [1]

21 (41) [47]

52 (4

4) [2

4]

83 (7

3) [4

6]

52 (49) [27]135 (120) [78]131 (14

2) [13

9]

94 (159) [156]

35 (7

3) [7

1]5 (4) [12]

0 (7) [5]

5 (3) [2]

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]

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2 (6)

[4]

2 (2)

[2]

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PROJECT: TITLE:

Job No: 15-253

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EXISTING PEDESTRIAN AND BICYCLE TRAFFIC VOLUMES

Figure: 6

16


3. Traffic Characteristics of the Proposed Development The following provides a description of the proposed development with respect to the surrounding area and how traffic will be able to access the site by way of the existing street system. To evaluate the impact the proposed development will have on the area street system, it is necessary to quantify the number of vehicle trips that will be generated during the peak hours and to determine the directional distribution from where these vehicle trips will approach and depart the site. Site Location and Existing Uses The site is part of a planned development along Clarendon Avenue which is divided in three sub-areas, which are described as follows. Sub-Area A (4400 4424 North Clarendon Avenue) is bound by Montrose Avenue to the

south, Clarendon Avenue to the east, Agatite Avenue to the north, and the north-south alley nearly opposite Dayton Street to the west. This parcel currently contains a vacant five-story building.

Sub-Area B (4432 4458 North Clarendon Avenue) is bounded by Clarendon Avenue to the east, Sunnyside Avenue to the north, Agatite Avenue to the south, and a north-south alley to the west. Currently, this parcel is an unused parking lot.

Sub-Area C (4401 4415 North Clarendon Avenue) occupies the northeast corner of the intersection of Montrose Avenue and Clarendon Avenue. Currently, this parcel is occupied by a six-story vacant building.

Proposed Development Plan As proposed, this PD will provide a total of 631 apartments and 37,371 square feet of retail/grocery divided between the three sub-areas. Sub-Area A will provide approximately 381 apartments and 31,371 square feet of grocery retail space. Sub-Area B is to be approximately 250 apartments and Sub-Area C will provide approximately 6,000 square feet of retail. Parking Parking will be provided within all three Sub-Areas within the PD. Sub-Area A will provide a total of 278 spaces within the three-floor parking garage at the base of the building. These spaces will be for use by the retail space (98 spaces) and by residents of the building (180 spaces). Sub-Area B will provide a total of 160 residential parking spaces, also within the first three floors of the building. Sub-Area C will provide a surface parking lot with approximately 11 spaces.


Site Access In order to improve access to and from Sub-Areas A and B, the one-way restrictions on Sunnyside Avenue and Agatite Avenue are proposed to be removed between Clarendon Avenue and the north-south alley. This will allow vehicles to enter and exit the development via Sunnyside Avenue and Agatite Avenue. Both streets will provide one lane in each direction with outbound movements under stop sign control. Clarendon Avenue at its intersection with Sunnyside Avenue will continue to be under stop sign control, therefore remaining an all-way stop control intersection. Access to the sub-areas within the development will be described below. Sub-Area A Access to Sub-Area A will be provided on Clarendon Avenue approximately 150 feet north of Montrose Avenue. This access drive will provide the only access to the parking garage and residential loading for this sub-area. It will provide one inbound lane and one outbound lane with outbound movements under stop sign control. Residential drop-off/pick-up will be provided within a Porte-Cochere on the south side of Agatite Avenue. The proposed conversion of Agatite Avenue to two-way traffic between Clarendon Avenue and the alley will improve access to this sub-area. Sub-Area B Access to Sub-Area B will be provided along the north-south alley between Sunnyside Avenue and Agatite Avenue, which will provide the only access to the parking garage. This access drive will provide one inbound and one outbound lane with outbound movements under stop sign control. As with Sub-Area A, a residential drop-off/pick-up within a Porte-Cochere will be provided along Agatite Avenue. Traffic to and from this sub-area will benefit from the proposed two-way nature of Sunnyside Avenue and Agatite Avenue. The proposed conversion of Agatite Avenue and Sunnyside Avenue to two-way traffic between Clarendon Avenue and the alley will improve access to this sub-area. Sub-Area C Access to the retail surface parking lot will be located on the east side of Clarendon Avenue opposite the proposed garage access for Sub-Area A (approximately 150 feet north of the intersection of Montrose Avenue and Clarendon Avenue).This access drive will provide one inbound lane and one outbound lane with outbound movements under stop sign control. Residential Drop-Off/Pick-Up Activity As previously mentioned, Porte-Cocheres will be provided for the residents within Sub-Area A and Sub-Area B. These areas will be located opposite each other on Agatite Avenue approximately 100 feet west of Clarendon Avenue. Each Porte-Cochere will provide one inbound lane and one outbound lane with outbound movements under stop sign control. Drop-off/pick-up traffic will benefit from the two-way access on Agatite Avenue.


Pedestrian Access Residential pedestrian access for Sub-Areas A and B is to be provided within the Porte-Cochere of each building. Access to the retail space for Sub-Area A is to be located at the southeast corner of the building. Retail access for pedestrians to Sub-Area C is to be determined. Truck Loading Truck loading for Sub-Area A is to be provided on Clarendon Avenue just south of the garage access drive and on site within the parking garage. The loading dock off Clarendon Avenue will be able to accommodate a single 55-foot truck, which will need to back in off Clarendon Avenue. All truck loading for this dock will be limited during off-peak hours, specifically before 6:00 A.M. or after 9:00 P.M. Further, a loading dock for a 30-foot truck will be provided in the southwest corner of the garage. The truck will access the dock via the Sub-Area A access drive and complete all maneuvers internally. A residential loading zone will also be provided within the garage, capable of accommodating two vehicles. Sub-Area B will provide a single loading dock off the public alley just south of the parking garage access. It will be able to accommodate a 30-foot truck which will need to back in. Loading for Sub-Area C will be provided on the east side of the parking lot, where a single loading space will be provided for a 30-foot truck. Truck-turning diagrams are provided in the Appendix for Sub-Area A and B. Directional Distribution The directions of approach and departure of the future development-generated traffic were estimated based on existing travel patterns. The estimates incorporate traffic counts as well as the expected routes due to turning restrictions, one-way restrictions in the area, and access to the development. Figure 7 illustrates the directional distribution of traffic.

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PROJECT: TITLE:

Job No: 15-253

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NOT TO SCALE

Figure: 7

ESTIMATED DIRECTIONAL DISTRIBUTION

20


Development Traffic Generation The number of new peak hour vehicle trips estimated to be generated by the proposed development was based on trip generation rates contained in Trip Generation Manual, 9th Edition, published by the Institute of Transportation Engineers (ITE). The traffic projected to be generated by the residential units is generally based on suburban locations where the primary mode of transportation is the automobile. Therefore, given the urban location of the development, it is expected that many development-generated trips will be made by modes of transportation other than the automobile, including public transportation, bicycling, and walking. A review of the U.S. Census data in the Uptown neighborhood shows that only between 30 and 45 percent of residents in the area drive a car to work. As a result, the estimated number of generated trips was reduced by 60 percent to account for the residents that will use means of transportation other than the automobile to commute to work. The reduction for the grocery and retail traffic was assumed to be reduced by 40 percent to account for residents within the PD or surrounding area that may patronize the establishments without the use of a vehicle. Table 1 summarizes the total trips anticipated with the development during the weekday morning and evening peak hours and Saturday midday periods. The estimated weekday morning and evening and Saturday midday peak hour traffic volumes that will be generated by the proposed development were assigned to the street system in accordance with the previously described directional distribution, as illustrated in Figure 8.


Table 1 PROJECTED SITE-GENERATED TRAFFIC VOLUMES

Use/Size (ITE Land-Use Code)

Weekday Morning Peak Hour

Weekday Evening Peak Hour

Saturday Midday Peak Hour

In Out Total In Out Total In Out Total

Sub-Area A

Apartments1 381 units (LUC 220) 38 152 190 148 79 227 88 87 175

Less 60% Reduction2 -23 -91 -114 -89 -47 -136 -53 -52 -105

Apartment Trip Total 15 61 76 59 32 91 35 35 70

Grocery2 37,371 s.f. (LUC 850) 66 41 107 168 162 330 238 228 466

Less 40% Reduction2 -27 -16 -43 -67 -65 -132 -95 -91 -186

Grocery Trip Total 39 25 64 101 97 198 143 137 280

SUB-AREA A TOTAL 54 86 140 160 129 289 178 172 350

Sub-Area B

Apartments1 250 units (LUC 220) 25 101 126 101 54 155 61 61 122

Less 60% Reduction2 -15 -61 -76 -61 -32 -93 -30 -31 -61

SUB-AREA B TOTAL 10 40 50 40 22 62 31 30 61

Sub-Area C

Retail2 6,000 s.f. (LUC 826) 2 2 4 15 20 35 12 12 24

Less 40% Reduction2 -1 -1 2 -6 -8 -14 -5 -5 -10

SUB-AREA C TOTAL 1 1 2 9 12 21 7 7 14

TOTAL PD TRIPS 65 127 192 209 163 372 216 209 425 1 Trip generation was reduced by 60 percent to account for alternative modes of transportation available. 2 Trip generation reduced by 40 percent to account for residents within the PD or surrounding area that will patronize these establishments without the use of a vehicle.

SUNNYSIDE AVE

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ACCESS

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13 (16)

[21]

19 (2

4) [2

6]

6 (21) [22]

21 (63) [63]

30 (16) [23]

4 (10

) [11]

13 (4

0) [4

5]

22 (32) [37]64 (97) [129]

8 (3

0) [2

3]

1 (7) [5]

41 (12

0) [13

3]

0 (3) [2]

10 (5) [8]10 (5) [8]

3 (10) [8]

13 (4

3) [4

7]

6 (21) [22]

13 (16) [21]

25 (32) [41]13 (16) [21]

38 (48) [62]6 (8) [11]

6

(21)

[22]

13 (42) [43]

19 (63) [65]

23 (73) [76]

3 (3)

[5]3 (5)

[6]

1

(5) [5]

3 (5)

[6]

44 (56) [73]

23 (73) [76]

6 (2

1) [2

2]

38 (5

0) [6

3]13 (16)

[21]

44 (5

6) [7

3]

13 (16)

[21]

6 (2

1) [2

2]

38 (50) [63]

21 (63) [6

3]

8 (3

0) [2

3]

30 (16)

[23]

13 (4

3) [4

7]

8 (30) [23]

30 (16)

[23]

22 (3

5) [3

9]

22 (3

5) [3

9]

3 (10

) [8]

10 (32) [33]

SITE

0 (3) [2]1 (9) [5]

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PROJECT: TITLE:

Job No: 15-253

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NOT TO SCALE

ESTIMATED SITE-GENERATED TRAFFIC VOLUMES

Figure: 8

23


4. Projected Traffic Conditions The total projected traffic volumes include the existing traffic volumes, the traffic estimated to be generated by the proposed subject development, and the traffic estimated to be generated by planned developments in the nearby area. Planned Developments To account for growth in the area, the study also reviewed proposed and/or planned developments near the study area in order to determine the traffic increase within the study area in the future. Vehicle trips for the following projects were estimated and added to the street network to represent future conditions, as shown in Figure 9. 3817 3845 North Broadway is to be located on the east side of North Broadway south

of Sheridan Road. It will contain 125 apartments located above approximately 12,000 square feet of office space and 17,400 square feet of ground floor retail. Access to the below-grade parking garage containing 129 parking spaces will be provided from Grace Street via the public alley and a proposed right-in/right-out access drive.

975 West Wilson Avenue is to be located at the southeast corner of the intersection of Wilson Avenue and Sheridan Road. This mixed-use development will include a 137 units and ground floor retail. Access to the 52-space parking garage will be provided on both Sheridan Road and Wilson Avenue.

1050 West Wilson Avenue is to be located at the northwest corner of the intersection of Wilson Avenue and Kenmore Avenue. This mixed-use development will provide a seven-story, 102-unit development with ground floor retail and 21 parking spaces. Access to the parking garage will be provided on Kenmore Avenue.

Wilson/Broadway Residential is to be located on the northeast corner of the intersection of North Broadway and Wilson Avenue and will replace an existing 58,500 square foot building. It is proposed to contain approximately 295 apartment units, 17,000 square feet of ground floor retail and 148 on-site parking spaces with access provided off Winthrop Avenue.

Pensacola Place has proposed an expansion of their existing Planned Development generally bound by North Broadway, Sheridan Road, Montrose Avenue, and Hazel Street. The expansion will add 160 apartments and townhomes and remove approximately 21,000 square feet of commercial space for a total of 424 residential units.

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6 (4)

[4]

4 (19) [11]

SIT

E

SIT

E

1 (2) [2]

1 (2) [2]

1 (2) [2]

1 (2) [2]

1 (2) [2]

1 (2) [2]

1 (2) [2]

1 (2) [2]

1 (2) [2]

1 (2) [2]

19 (11) [13]

0

(3)

[2] 1 (4) [2]

3 (2) [2]3 (2) [2]

1 (7) [4]

13 (7)

[8]

10 (6) [7]3 (1) [1]

2 (6)

[3]1 (2) [1]

1

(4) [2]

3

(8) [5]

3 (6)

[4]

2 (1) [1]

1

(2) [1]

0 (2) [2]

4 (2)

[3]

4 (2) [3]6 (4) [4]

1

(4) [2]

9

(8) [8]

5

(3) [3]

1 (5) [3]1 (7) [4]

1

(1) [1]

2 (11) [6]

6 (4) [4]

1 (7) [4]

8 (4)

[5]6 (4)

[4]

3 (5) [5]13 (10) [10]

7 (14) [11]

1 (8) [6

]

5 (19) [13]

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PROJECT: TITLE:

Job No: 15-253

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NOT TO SCALE

TOTAL BACKGROUND TRAFFIC VOLUMES

Figure: 9

25


Other Area Growth To account for any additional increase in traffic from unknown developments outside of the study area, an ambient growth factor of 0.5 percent per year was also applied to the study area over a six year period to represent Year 2021 conditions. The existing traffic volumes were therefore increased by 3.0 percent and combined with the traffic from other developments in the area and the peak hour traffic volumes generated by the site to determine the total projected traffic volumes, shown in Figure 10. Furthermore, in order to account for the increase in population in the study area, all bicycle and pedestrian volumes were increased by 10 percent at all intersections.

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44 (5

2) [3

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38 (3

0) [2

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318 (319) [364]

236 (364) [304]

52 (5

6) [4

9]93 (8

0) [6

4]

207 (5

0) [8

4]

58 (85) [137]541 (334) [404]

30 (3

6) [3

3]30 (5

2) [2

8]

48 (101) [74]

511 (381) [459]

348 (547) [357]

120 (7

8) [10

6]

88 (8

3) [10

9]

100 (117)

[83]

36 (26) [30]

50 (110) [95]

36 (3

7) [3

6]

149 (18

6) [13

5]

280 (10

9) [13

6]

29 (16) [16]

5 (7) [3]

52

(88)

[92]

140

(322)

[291]

8

(7) [6]

3 (11)

[14]88 (6

7) [4

9]

70 (8

6) [8

5]

248

(246)

[306]

601 (513) [577]

445 (591) [472]6 (19) [23]

14 (29) [35]

30 (44) [50]

141 (13

8) [12

8]38 (4

3) [4

4]

418 (480) [402]

262

(271)

[342]

57

(125)

[118]

539 (413) [480]59 (63) [85]

55

(123)

[102]

568 (497) [553]0 (1) [4]

22 (30) [48]

92 (114)

[85]15

0

(277)

[255]

41 (4

6) [3

8]368 (2

17) [8

4]10

4 (6

9) [5

2]

165 (2

20 [16

1]

70 (28) [69]

53 (83) [22]

62 (118) [89]

47 (52) [35]

41 (4

9) [5

6]

83 (3

8) [3

2]

10 (5) [8]0 (0) [0]

0 (0) [0

]

5 (14) [5]56 (38) [46]

9

(10)

[9]

16

(8)

[37]

141

(81)

[101]

67

(70)

[54]

8 (13) [9]

82 (54) [47]74 (44) [57]

303 (8

7) [9

6]

49 (3

0) [3

2]

41 (3

7) [4

0]

10 (36) [30]

20 (12) [19]

6 (3)

[2]15 (12)

[23]

17 (32) [44]

33 (5

7) [5

8]

48 (4

1) [5

6]

65 (85) [38]

43

(64)

[59]

61 (89) [81]

1

(0) [7]

29 (47) [48]

88 (8

5) [9

1]

73

(88)

[121]

66 (8

5) [7

3]

23 (6) [6]90 (35) [23]

13 (39) [11]6 (3) [10]

34 (18)

[16]

35 (6)

[9]

6 (13)

[5]

22 (10

) [16

]

47 (4

3) [3

7]

13 (4

0) [4

5]

22 (32) [37]64 (97) [129]

ACCESS

Insert A

A

SIT

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15 (10) [3]

317 (567)

[375]

42 (34)

[21]

441 (526) [439]

27 (2

3) [2

7]6 (4)

[6]

32 (17)

[24]

446 (14

2) [17

7]

156 (2

01) [114]

47 (54)

[105]

170 (2

06) [13

0]

403 (14

7) [17

8]

28 (5

3) [14]

147 (16

7) [12

1]

403 (14

7) [17

8]

60 (35) [14]264 (331) [362]

100 (52) [53]

44 (29) [22]269 (397) [304]185 (54) [69]

37 (3

0) [5

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94 (4

5) [3

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PROJECT: TITLE:

Job No: 15-253

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NOT TO SCALE

TOTAL PROJECTED TRAFFIC VOLUMES

Figure: 10

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5. Traffic Analysis and Recommendations Traffic analyses were performed to determine the operation of the existing street system, evaluate the impact of the proposed development, and determine the ability of the existing street system to accommodate projected traffic demands. Analyses were performed for the weekday morning and evening peak hours and Saturday midday peak hour for all intersections within the study area for both the existing traffic volumes and projected traffic volumes upon the development of the site. The traffic analyses were performed using the methodologies outlined in the Transportation Research Boards Highway Capacity Manual (HCM), 2010 and modeled/analyzed using Synchro 8.0 software. The analyses for the traffic signal-controlled intersections were accomplished using existing cycle lengths and phasings obtained from CDOT to determine the average overall vehicle delay, volume-to-capacity ratios and levels of service. For stop sign-controlled intersections, the methodology analyzes each approach separately by considering the traffic volumes and lane characteristics for all approaches. 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. The Highway Capacity Manual definitions for levels of service and the corresponding control delay for signalized intersections and unsignalized intersections are included in the Appendix of this report. A summary of the traffic analyses results for the existing traffic volumes are presented in Table 2. Analyses results for the projected traffic volumes are presented in Table 3. A discussion of the intersections and recommendations follows.


Table 2 CAPACITY ANALYSIS RESULTS EXISTING TRAFFIC VOLUMES Weekday

Morning Peak Hour

Weekday Evening

Peak Hour

Saturday Midday

Peak Hour Intersection LOS Delay LOS Delay LOS Delay

Montrose Avenue/North Broadway1 C 21.6 B 17.9 B 20.0

Montrose Avenue/Sheridan Road1 B 12.0 B 16.6 B 12.7

North Broadway/Sheridan Road1 C 20.1 C 26.2 C 27.1

Montrose Avenue/Hazel Street1 A 7.8 A 8.3 B 11.4

Montrose Avenue/Clarendon Avenue1 C 20.8 B 12.2 B 11.2

Montrose Avenue/Marine Drive/Lake Shore Drive On-Ramp1 D 37.1 C 29.4 C 26.9

Wilson Avenue/Sheridan Road1 B 16.0 B 16.0 B 15.2

Clarendon Avenue/Wilson Avenue1 C 23.0 B 12.1 B 11.5

Clarendon Avenue/Buena Avenue1 A 9.7 A 8.5 A 7.4

Clarendon Avenue/Sunnyside Avenue2 B 13.6 A 8.3 A 7.9

Clarendon Avenue/Agitate Avenue2 B 13.6 B 10.0 A 9.7 LOS = Level of Service Delay is measured in seconds. 1 - Signalized Intersection 2 - Unsignalized Intersection


Table 3 CAPACITY ANALYSIS RESULTS PROJECTED TRAFFIC VOLUMES Weekday

Morning Peak Hour

Weekday Evening

Peak Hour

Saturday Midday

Peak Hour Intersection LOS Delay LOS Delay LOS Delay Montrose Avenue/North Broadway1 C 22.1 B 18.7 C 20.8

Montrose Avenue/Sheridan Road1 B 12.6 B 15.9 B 13.9

North Broadway/Sheridan Road1 C 20.8 C 28.6 C 28.8

Montrose Avenue/Hazel Street1 A 8.8 A 9.5 B 13.2

Montrose Avenue/Clarendon Avenue1

Without Improvements C 34.0 B 14.9 B 13.4

With Improvements D 43.2 B 21.5 C 20.5

Montrose Avenue/Marine Drive/Lake Shore Drive On-Ramp1

Without Improvements D 44.2 C 33.8 C 29.4

With Improvements D 36.2 C 32.3 C 28.6

Wilson Avenue/Sheridan Road1 B 16.6 B 17.0 B 15.3

Clarendon Avenue/Wilson Avenue1 C 30.2 B 14.4 B 12.6

Clarendon Avenue/Buena Avenue1 B 10.6 A 9.3 A 8.2

Clarendon Avenue/Sunnyside Avenue2 B 12.2 A 8.9 A 8.6

Clarendon Avenue/Agitate Avenue2 B 14.9 B 10.7 B 10.3

Clarendon Avenue/Proposed Access Drives2

Eastbound Approach B 14.4 B 12.3 B 12.8

Westbound Approach C 19.5 C 16.9 C 17.1 LOS = Level of Service Delay is measured in seconds. 1 - Signalized Intersection 2 - Unsignalized Intersection


Discussion and Recommendations The following summarizes how the intersections within the study area currently operate and are projected to operate assuming the total projected traffic volumes. It will also identify any street and traffic control improvements and/or modifications necessary to accommodate the projected traffic volumes. A figure illustrating the proposed striping modifications and on-street parking changes is provided in the Appendix. Montrose Avenue, North Broadway, and Sheridan Road Intersections The results of the capacity analyses show that the triangle of the three signalized intersections created by Montrose Avenue, North Broadway, and Sheridan Road all operate at Levels of Service (LOS) C or better during the morning, evening, and Saturday midday peak hours. Observations during the peak hours show that queuing can occur for eastbound and westbound through traffic but it typically clears within one cycle. Minor movements, especially the westbound left-turn from Montrose Avenue to Sheridan Road, can also result in queues that occasionally do not clear the intersection within a single cycle. Under the projected conditions, the intersections will generally continue to operate at acceptable levels of service. There will be minimal increases in delay but queuing for most movements will continue to occur. This triangle of intersections has been optimized by CDOT and under projected conditions does not immediately require any improvements/modifications. However, the westbound left-turn lane at the intersection of Montrose Avenue and Sheridan Road should be monitored to determine if a left-turn phase is required in the future. Under projected conditions, a protected phase is not warranted based on CDOTs Suggested Planning Guidelines for Separate Left-Turn Phases, but may be required in order to allow the left-turn movements to clear thus minimizing any back-up of queued vehicles onto the westbound through lane. Montrose Avenue and Hazel Street The results of the capacity analyses show that the existing intersection operates at LOS A or B during the morning, evening, and Saturday peak hours. While back-ups can occur for eastbound and westbound traffic, these queues were observed to clear during each cycle. Further, the minor approach queues regularly cleared the intersection during the north/south phase. Under projected conditions, the results of the capacity analyses show that this intersection will continue to operate at similar levels of service with minimal increase in delay. Observations of the simulation show that minimal queuing for the northbound and southbound approaches.


Montrose Avenue and Clarendon Avenue The results of the capacity analyses show that this intersection currently operates at LOS C or better during the weekday morning and evening and Saturday Midday peak hours. Under existing conditions, traffic on Montrose Avenue experiences additional delay primarily due to downstream queuing. Under projected conditions, Montrose Avenue experiences an increase in southbound queuing and delay, resulting in a LOS E during the morning peak hour. In order to minimize delay for left-turning movements on Montrose Avenue, exclusive left-turn lanes and protected left-turn phases should be provided. These lanes should be approximately 100 feet long for both approaches. The addition of turn lanes on these approaches will result in the removal of approximately 18 on-street parking spaces along Montrose Avenue. Montrose Avenue and Marine Drive/Lake Shore Drive Southbound On-Ramp The results of the capacity analyses show that this intersection currently operates at LOS C or D during the weekday morning and evening and Saturday midday peak hours. This intersection has a split-phase operation due to the orientation of the southbound on-ramp to Lake Shore Drive and Marine Drives south approach. Observations show that some additional delay can occur due to queuing for the Lake Shore Drive On-Ramp. Under projected conditions, delays and queuing will continue, primarily due to the increase in eastbound and westbound traffic at the intersection. In order to mitigate these delays, additional green time should be reassigned from Marine Drive and given to eastbound and westbound traffic to improve overall progression on Montrose Avenue. In addition, the storage for the existing westbound left-turn lane can be extended, helping to separate westbound through traffic from westbound to southbound left-turn movements. Because of the high volume of eastbound to southbound right-turn movements accessing the Lake Shore Drive On-Ramp, consideration should be given to providing an eastbound right-turn lane on Montrose Avenue by restricting on-street parking a minimum of 150 feet from the intersection, which will result in the loss of approximately seven on-street parking spaces. Wilson Avenue with Sheridan Road and Clarendon Avenue The results of the capacity analyses show that all intersections currently operate and are projected to operate at acceptable levels of service. No improvements/modifications are necessary at these intersections at this time as the increases in delay and queuing for all movements will be minimal.


Clarendon Avenue with Buena Avenue The results of the capacity analysis show that this intersection currently operates and is projected to operate at acceptable levels of service. However, the existing signal timings do not meet current CDOT standards, specifically the provision of all-red clearance time. These modifications will not significantly impact the operation of the signal. Clarendon Avenue and Sunnyside Avenue The results of the capacity analyses show that the all-way stop control intersection currently operates at acceptable levels of service. Under projected conditions, Sunnyside Avenue will become a two-way street from Clarendon Avenue to the existing north-south alley. Therefore, Sunnyside Avenue will provide one eastbound lane and one westbound lane under stop sign control (resulting in three-way all-way stop control). The intersection will continue to operate at acceptable levels of service with the two-way conversion and projected site traffic. Due to the width of the street, on-street parking will need to be removed from Sunnyside Avenue on both sides of the street between Clarendon Avenue and the public alley to accommodate the two-way traffic, thereby resulting in the removal of approximately nine on-street parking spaces. Clarendon Avenue and Agitate Avenue The results of the capacity analyses show that this intersection currently operates at LOS A and B during the weekday morning and evening and Saturday midday peak hours. As with Sunnyside Avenue, Agitate Avenue will become a two-way street from Clarendon Avenue to the existing north-south alley. Therefore, it will provide one westbound lane and one eastbound lane under stop sign control. The Clarendon Avenue approaches will remain uncontrolled. On-street parking will need to be removed from both sides of Agatite Avenue between Clarendon Avenue and the public alley to accommodate the Porte-Cochere access drives. Additional spaces on the north side of the street will need to be removed to accommodate two-way traffic, thereby resulting in the total removal of approximately seven on-street parking spaces. CDOTs Typical Contra-Flow to Alley design guidelines should be followed when designing Agatite Avenue to allow two-way traffic operations between the public alley and Clarendon Avenue.


Clarendon Avenue and Proposed Access Drives and Loading Dock As proposed, access to Sub-Area A and Sub-Area C will be located opposite each other. Both access drives will provide one inbound lane and one outbound lane with outbound movements under stop sign control. Under projected conditions, both approaches will operate at acceptable levels of service. Due to the turning radius of a 55-foot truck at the loading dock, parking will need to be removed on the east side of Clarendon Avenue between the access drives and Montrose Avenue, which will result in the removal of approximately five unregulated spaces. The removal of these spaces will also benefit through traffic on Clarendon Avenue by providing a by-pass lane to allow northbound through traffic to go around any queued left-turning vehicles into Sub-Area A. Transportation Sustainability Recommendations The following summarizes suggested measures to be implemented by the development and recommendations to further minimize the impact of the development, foster alternative modes of transportation other than the automobile, and to enhance pedestrian/bicycle safety. Consideration should be given to providing bike storage for residents. In addition, bike

racks should be provided near the retail and grocery entrances.

Consideration should be given to providing multiple car-sharing vehicles within the proposed parking garages.

The following crosswalks should be replaced with high-visibility, continental crosswalks.



6. Conclusion This report summarizes the methodologies, results, and findings of a traffic impact study conducted by Kenig, Lindgren, OHara, Aboona, Inc. (KLOA, Inc.) to assess the impact of the proposed development of the mixed-use planned development to be located near the intersection of Montrose Avenue and Clarendon Avenue in Chicago, Illinois. As proposed, the development will provide a total of 631 apartments and 37,371 square feet of retail/grocery within three sub-areas. Based on the preceding analyses and recommendations, the following conclusions have been made: The volume of traffic to be generated by the development will be reduced given its

location in an urban area and this proximity to alternative modes of transportation.

The existing street system can sufficiently accommodate the traffic to be generated by the proposed development as well as the addition of background growth given the following improvements.

o Provide protected left-turn phases for the Montrose Avenue approaches at the intersection of Montrose Avenue and Clarendon Avenue.

o At the intersection of Montrose Avenue and Clarendon Avenue, provide left-turn lanes at all approaches approximately 100 feet each. This will result in the removal of approximately 18 spaces.

o At the intersection of Montrose Avenue and Marine Drive/Lake Shore Drive On-Ramp, additional green time should be provided to Montrose Avenue.

o A right-turn lane should be provided on Montrose Avenue at its intersection with Marine Drive/Lake Shore Drive On-Ramp, resulting in the removal of seven parking spaces. Also, the westbound left-turn lane should be extended.

o Sunnyside Avenue and Agitate Avenue should be converted to allow two-way between Clarendon Avenue and the north-south alley, which will result in the loss of approximately 16 parking spaces.

The proposed access system will adequately accommodate the proposed increase in traffic. The access drives for Sub-Area A and C will be located opposite each other and will both provide one inbound lane and one outbound lane with outbound movements under stop sign control.


The signal timings for the intersection of Clarendon Avenue and Buena Avenue should be modified to meet current CDOT standards.

High-visibility crosswalks must be installed at the following intersections.


Montrose and Clarendon Chicago, Illinois A-1

Appendix Traffic Counts

AutoTurn Diagrams Demographic Data

Level of Service Table Capacity Analyses Reports

95th Percentile Queue Tables Proposed Striping/On-Street Parking Modifications

Montrose and Clarendon Chicago, Illinois A-2

Traffic Counts

Kenig Lindgren O'Hara Aboona, Inc.9575 W. Higgins Rd., Suite 400

Rosemont, Illinois, United States 60018(847)518-9990

Count Name: North Broadway/MontroseSite Code:Start Date: 07/09/2015Page No: 1

Turning Movement Data

Start Time

Montrose Avenue Montrose Avenue North Broadway North Broadway

Eastbound Westbound Northbound Southbound

U-Turn Left Thru Right Peds App.Total U-Turn Left Thru Right PedsApp.Total U-Turn Left Thru Right Peds

App.Total U-Turn Left Thru Right Peds

App.Total Int. Total

7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Hourly Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

8:00 AM 0 12 126 11 18 149 0 0 77 11 7 88 0 15 40 0 12 55 0 11 45 5 13 61 353

8:15 AM 1 17 129 10 22 157 0 0 61 11 4 72 0 15 40 1 11 56 0 13 60 12 17 85 370

8:30 AM 0 18 115 22 15 155 0 1 69 12 8 82 0 10 48 0 13 58 0 10 63 9 12 82 377

8:45 AM 0 16 130 22 23 168 0 0 79 12 6 91 0 20 41 0 12 61 0 10 54 6 14 70 390

Hourly Total 1 63 500 65 78 629 0 1 286 46 25 333 0 60 169 1 48 230 0 44 222 32 56 298 1490

*** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - - -

4:00 PM 0 22 110 12 29 144 0 0 125 23 23 148 0 27 64 0 25 91 0 21 52 14 27 87 470

4:15 PM 0 20 120 19 42 159 0 0 100 17 26 117 0 22 63 0 25 85 0 25 55 10 28 90 451

4:30 PM 0 22 102 12 43 136 0 0 82 23 15 105 0 25 70 0 24 95 0 30 87 14 40 131 467

4:45 PM 0 17 108 17 39 142 0 0 117 13 11 130 0 40 82 0 23 122 0 16 68 19 25 103 497

Hourly Total 0 81 440 60 153 581 0 0 424 76 75 500 0 114 279 0 97 393 0 92 262 57 120 411 1885

5:00 PM 0 21 110 15 60 146 0 0 113 19 13 132 0 33 81 0 33 114 0 30 73 16 25 119 511

5:15 PM 0 15 87 16 43 118 0 0 104 13 21 117 0 23 64 2 33 89 0 22 70 14 37 106 430

5:30 PM 0 12 101 21 37 134 0 0 110 19 17 129 0 16 69 1 16 86 0 16 83 12 33 111 460

5:45 PM 0 17 114 17 44 148 0 0 106 17 25 123 0 26 70 1 37 97 0 25 68 11 51 104 472

Hourly Total 0 65 412 69 184 546 0 0 433 68 76 501 0 98 284 4 119 386 0 93 294 53 146 440 1873

*** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - - -

12:00 PM 0 17 107 22 42 146 0 0 89 21 17 110 0 29 71 0 42 100 0 31 88 17 33 136 492

12:15 PM 0 17 128 16 58 161 0 0 102 19 27 121 0 18 81 1 46 100 0 25 72 27 43 124 506

12:30 PM 0 16 132 13 48 161 0 0 109 20 30 129 0 31 55 1 29 87 0 24 76 22 32 122 499

12:45 PM 0 18 114 16 57 148 0 0 104 18 16 122 0 25 59 0 36 84 0 14 73 22 25 109 463

Hourly Total 0 68 481 67 205 616 0 0 404 78 90 482 0 103 266 2 153 371 0 94 309 88 133 491 1960

1:00 PM 0 21 119 16 51 156 0 0 89 17 25 106 0 25 70 0 56 95 0 26 86 15 38 127 484

1:15 PM 0 27 138 19 49 184 0 0 90 12 10 102 0 29 68 5 28 102 0 18 88 16 38 122 510

1:30 PM 0 23 134 21 42 178 0 0 118 19 18 137 0 25 62 1 33 88 0 22 78 14 27 114 517

1:45 PM 0 13 132 29 38 174 0 0 113 13 23 126 0 22 59 1 27 82 0 25 85 9 38 119 501

Hourly Total 0 84 523 85 180 692 0 0 410 61 76 471 0 101 259 7 144 367 0 91 337 54 141 482 2012

Grand Total 1 361 2356 346 800 3064 0 1 1957 329 342 2287 0 476 1257 14 561 1747 0 414 1424 284 596 2122 9220

Approach % 0.0 11.8 76.9 11.3 - - 0.0 0.0 85.6 14.4 - - 0.0 27.2 72.0 0.8 - - 0.0 19.5 67.1 13.4 - - -

Total % 0.0 3.9 25.6 3.8 - 33.2 0.0 0.0 21.2 3.6 - 24.8 0.0 5.2 13.6 0.2 - 18.9 0.0 4.5 15.4 3.1 - 23.0 -

Lights 1 352 2204 323 - 2880 0 1 1850 289 - 2140 0 457 1100 14 - 1571 0 403 1280 278 - 1961 8552

% Lights 100.0 97.5 93.5 93.4 - 94.0 - 100.0 94.5 87.8 - 93.6 - 96.0 87.5 100.0 - 89.9 - 97.3 89.9 97.9 - 92.4 92.8

Buses 0 1 6 1 - 8 0 0 12 25 - 37 0 1 29 0 - 30 0 0 34 1 - 35 110

% Buses 0.0 0.3 0.3 0.3 - 0.3 - 0.0 0.6 7.6 - 1.6 - 0.2 2.3 0.0 - 1.7 - 0.0 2.4 0.4 - 1.6 1.2

Single-Unit Trucks 0 3 10 10 - 23 0 0 12 5 - 17 0 8 30 0 - 38 0 3 25 2 - 30 108

% Single-UnitTrucks 0.0 0.8 0.4 2.9 - 0.8 - 0.0 0.6 1.5 - 0.7 - 1.7 2.4 0.0 - 2.2 - 0.7 1.8 0.7 - 1.4 1.2

Articulated Trucks 0 1 4 2 - 7 0 0 1 0 - 1 0 0 5 0 - 5 0 0 1 1 - 2 15

% ArticulatedTrucks 0.0 0.3 0.2 0.6 - 0.2 - 0.0 0.1 0.0 - 0.0 - 0.0 0.4 0.0 - 0.3 - 0.0 0.1 0.4 - 0.1 0.2

Bicycles on Road 0 4 132 10 - 146 0 0 82 10 - 92 0 10 93 0 - 103 0 8 84 2 - 94 435

% Bicycles onRoad 0.0 1.1 5.6 2.9 - 4.8 - 0.0 4.2 3.0 - 4.0 - 2.1 7.4 0.0 - 5.9 - 1.9 5.9 0.7 - 4.4 4.7

Pedestrians - - - - 800 - - - - - 342 - - - - - 561 - - - - - 596 - -

% Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - -



Count Name: Montrose/SheridanSite Code:Start Date: 07/09/2015Page No: 1


Start Time

Montrose Avenue Montrose Avenue Sheridan Road Sheridan Road





7:00 AM 0 9 86 0 2 95 0 2 53 9 18 64 0 0 8 6 8 14 0 13 39 6 15 58 231

7:15 AM 0 7 101 0 2 108 0 5 48 4 20 57 0 0 19 5 13 24 0 11 20 6 22 37 226

7:30 AM 0 8 116 0 0 124 0 4 61 5 4 70 0 0 25 4 15 29 0 8 37 6 15 51 274

7:45 AM 0 5 149 0 3 154 0 3 77 8 15 88 0 0 15 10 18 25 0 5 35 9 18 49 316

Hourly Total 0 29 452 0 7 481 0 14 239 26 57 279 0 0 67 25 54 92 0 37 131 27 70 195 1047

8:00 AM 0 11 134 0 0 145 0 2 80 5 19 87 0 0 31 7 12 38 0 9 31 7 21 47 317

8:15 AM 0 6 130 0 0 136 0 2 63 3 21 68 0 0 23 10 12 33 0 5 39 10 28 54 291

8:30 AM 0 8 132 0 1 140 0 4 72 3 10 79 0 0 20 14 7 34 0 13 34 13 14 60 313

8:45 AM 0 16 124 0 6 140 0 4 81 6 21 91 0 0 31 5 18 36 0 5 27 8 21 40 307

Hourly Total 0 41 520 0 7 561 0 12 296 17 71 325 0 0 105 36 49 141 0 32 131 38 84 201 1228

*** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - - -

4:00 PM 0 11 113 1 7 125 0 6 129 9 31 144 0 0 26 11 32 37 0 8 42 14 33 64 370

4:15 PM 0 9 127 1 8 137 0 5 108 8 34 121 0 0 36 5 24 41 0 12 32 10 33 54 353

4:30 PM 0 13 130 0 12 143 0 8 99 9 40 116 0 0 31 9 41 40 0 15 28 10 35 53 352

4:45 PM 0 12 105 0 14 117 0 6 121 13 39 140 0 0 23 7 23 30 0 13 42 10 33 65 352

Hourly Total 0 45 475 2 41 522 0 25 457 39 144 521 0 0 116 32 120 148 0 48 144 44 134 236 1427

5:00 PM 0 15 125 0 6 140 0 4 114 2 49 120 0 1 25 3 38 29 0 14 39 12 36 65 354

5:15 PM 0 6 113 0 5 119 0 2 106 5 37 113 0 0 28 6 33 34 0 10 37 10 38 57 323

5:30 PM 0 7 105 0 16 112 0 5 115 12 44 132 0 0 23 9 19 32 0 14 39 13 45 66 342

5:45 PM 0 10 119 2 11 131 0 4 113 10 35 127 0 0 31 8 37 39 0 9 36 10 45 55 352

Hourly Total 0 38 462 2 38 502 0 15 448 29 165 492 0 1 107 26 127 134 0 47 151 45 164 243 1371

*** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - - -

12:00 PM 0 14 113 1 15 128 0 5 94 16 57 115 0 0 18 14 40 32 0 12 35 9 101 56 331

12:15 PM 0 9 138 1 8 148 0 7 100 15 35 122 0 0 31 12 57 43 0 12 30 16 51 58 371

12:30 PM 0 15 129 1 7 145 0 6 118 10 27 134 0 0 21 12 36 33 0 10 34 12 25 56 368

12:45 PM 0 7 134 1 13 142 0 10 107 8 31 125 0 0 24 18 33 42 0 8 33 14 31 55 364

Hourly Total 0 45 514 4 43 563 0 28 419 49 150 496 0 0 94 56 166 150 0 42 132 51 208 225 1434

1:00 PM 0 10 128 1 11 139 0 8 99 6 36 113 0 0 21 11 53 32 0 19 34 9 39 62 346

1:15 PM 0 16 137 1 18 154 0 13 90 7 37 110 0 0 23 12 45 35 0 14 33 9 39 56 355

1:30 PM 0 6 153 1 5 160 0 12 120 3 45 135 0 0 24 12 35 36 0 9 36 14 33 59 390

1:45 PM 0 16 138 1 3 155 0 10 112 9 45 131 0 0 15 6 32 21 0 14 26 11 44 51 358

Hourly Total 0 48 556 4 37 608 0 43 421 25 163 489 0 0 83 41 165 124 0 56 129 43 155 228 1449

Grand Total 0 246 2979 12 173 3237 0 137 2280 185 750 2602 0 1 572 216 681 789 0 262 818 248 815 1328 7956

Approach % 0.0 7.6 92.0 0.4 - - 0.0 5.3 87.6 7.1 - - 0.0 0.1 72.5 27.4 - - 0.0 19.7 61.6 18.7 - - -

Total % 0.0 3.1 37.4 0.2 - 40.7 0.0 1.7 28.7 2.3 - 32.7 0.0 0.0 7.2 2.7 - 9.9 0.0 3.3 10.3 3.1 - 16.7 -

Lights 0 233 2800 12 - 3045 0 128 2146 173 - 2447 0 1 492 209 - 702 0 255 719 232 - 1206 7400

% Lights - 94.7 94.0 100.0 - 94.1 - 93.4 94.1 93.5 - 94.0 - 100.0 86.0 96.8 - 89.0 - 97.3 87.9 93.5 - 90.8 93.0

Buses 0 1 12 0 - 13 0 2 47 1 - 50 0 0 28 1 - 29 0 0 40 3 - 43 135

% Buses - 0.4 0.4 0.0 - 0.4 - 1.5 2.1 0.5 - 1.9 - 0.0 4.9 0.5 - 3.7 - 0.0 4.9 1.2 - 3.2 1.7


% Single-UnitTrucks - 1.6 0.6 0.0 - 0.7 - 2.9 0.6 0.5 - 0.7 - 0.0 3.5 1.9 - 3.0 - 1.5 2.1 2.8 - 2.1 1.2


% ArticulatedTrucks - 0.0 0.1 0.0 - 0.1 - 0.7 0.0 0.0 - 0.0 - 0.0 0.2 0.9 - 0.4 - 0.0 0.2 0.4 - 0.2 0.1

Bicycles on Road 0 8 144 0 - 152 0 2 73 10 - 85 0 0 31 0 - 31 0 3 40 5 - 48 316

% Bicycles onRoad - 3.3 4.8 0.0 - 4.7 - 1.5 3.2 5.4 - 3.3 - 0.0 5.4 0.0 - 3.9 - 1.1 4.9 2.0 - 3.6 4.0

Pedestrians - - - - 173 - - - - - 750 - - - - - 681 - - - - - 815 - -

% Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - -



Count Name: North Broadway/SheridanSite Code:Start Date: 07/09/2015Page No: 1


Start Time

North Broadway North Broadway Sheridan Road Sheridan Road





7:00 AM 0 0 32 7 0 39 0 1 12 10 6 23 0 7 8 1 2 16 0 23 17 0 0 40 118

7:15 AM 0 1 50 10 1 61 0 2 39 9 3 50 0 13 13 3 4 29 0 14 12 0 1 26 166

7:30 AM 0 1 52 17 1 70 0 0 39 9 3 48 0 13 19 5 5 37 0 20 18 0 1 38 193

7:45 AM 0 0 76 20 0 96 0 1 30 11 11 42 0 15 18 0 10 33 0 14 27 0 6 41 212

Hourly Total 0 2 210 54 2 266 0 4 120 39 23 163 0 48 58 9 21 115 0 71 74 0 8 145 689

8:00 AM 0 0 45 17 1 62 0 1 36 9 6 46 0 14 30 0 0 44 0 15 14 0 2 29 181

8:15 AM 0 0 60 13 0 73 0 2 39 16 5 57 0 20 16 2 6 38 0 20 22 0 1 42 210

8:30 AM 0 0 65 22 2 87 0 4 42 13 15 59 0 15 19 1 5 35 0 17 21 0 3 38 219

8:45 AM 0 0 48 25 0 73 0 1 38 16 11 55 0 24 20 2 9 46 0 8 22 0 2 30 204

Hourly Total 0 0 218 77 3 295 0 8 155 54 37 217 0 73 85 5 20 163 0 60 79 0 8 139 814

*** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - - -

4:00 PM 0 0 69 12 3 81 0 0 63 14 12 77 0 19 15 1 15 35 0 19 29 1 10 49 242

4:15 PM 0 0 50 21 2 71 0 2 64 23 15 89 0 17 14 3 18 34 0 20 21 0 15 41 235

4:30 PM 0 0 70 24 4 94 0 0 80 25 16 105 0 14 12 3 20 29 0 15 18 0 9 33 261

4:45 PM 0 0 58 25 4 83 0 1 85 15 19 101 0 29 14 3 19 46 0 26 24 1 4 51 281

Hourly Total 0 0 247 82 13 329 0 3 292 77 62 372 0 79 55 10 72 144 0 80 92 2 38 174 1019

5:00 PM 0 1 64 18 5 83 0 4 93 20 13 117 0 25 16 2 22 43 0 24 17 0 9 41 284

5:15 PM 0 0 73 17 7 90 0 0 73 13 12 86 0 17 14 5 10 36 0 14 21 0 13 35 247

5:30 PM 0 0 79 25 5 104 0 0 61 7 18 68 0 17 23 5 20 45 0 22 24 0 11 46 263

5:45 PM 2 0 68 18 5 88 0 2 69 17 18 88 0 20 20 5 22 45 0 16 22 0 10 38 259

Hourly Total 2 1 284 78 22 365 0 6 296 57 61 359 0 79 73 17 74 169 0 76 84 0 43 160 1053

*** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - - -

12:00 PM 0 0 74 43 5 117 0 0 78 16 20 94 0 17 6 5 21 28 0 11 23 1 9 35 274

12:15 PM 1 0 70 22 6 93 0 1 89 26 20 116 0 21 16 2 24 39 0 15 22 1 17 38 286

12:30 PM 0 0 59 27 5 86 0 1 67 17 8 85 0 15 21 5 16 41 0 12 27 0 17 39 251

12:45 PM 0 0 60 26 8 86 0 0 69 23 9 92 0 13 21 1 34 35 0 19 24 0 12 43 256

Hourly Total 1 0 263 118 24 382 0 2 303 82 57 387 0 66 64 13 95 143 0 57 96 2 55 155 1067

1:00 PM 0 1 69 35 13 105 0 3 64 23 15 90 0 24 9 3 16 36 0 18 21 0 11 39 270

1:15 PM 0 0 79 35 3 114 0 2 97 21 16 120 0 16 15 8 28 39 0 21 28 2 5 51 324

1:30 PM 1 0 69 35 3 105 0 1 73 31 29 105 0 15 13 2 34 30 0 24 29 0 9 53 293

1:45 PM 0 0 87 26 2 113 0 1 62 17 29 80 0 19 10 2 24 31 0 15 23 0 4 38 262

Hourly Total 1 1 304 131 21 437 0 7 296 92 89 395 0 74 47 15 102 136 0 78 101 2 29 181 1149

Grand Total 4 4 1526 540 85 2074 0 30 1462 401 329 1893 0 419 382 69 384 870 0 422 526 6 181 954 5791

Approach % 0.2 0.2 73.6 26.0 - - 0.0 1.6 77.2 21.2 - - 0.0 48.2 43.9 7.9 - - 0.0 44.2 55.1 0.6 - - -

Total % 0.1 0.1 26.4 9.3 - 35.8 0.0 0.5 25.2 6.9 - 32.7 0.0 7.2 6.6 1.2 - 15.0 0.0 7.3 9.1 0.1 - 16.5 -

Lights 4 4 1361 483 - 1852 0 29 1300 365 - 1694 0 383 324 61 - 768 0 395 452 6 - 853 5167

% Lights 100.0 100.0 89.2 89.4 - 89.3 - 96.7 88.9 91.0 - 89.5 - 91.4 84.8 88.4 - 88.3 - 93.6 85.9 100.0 - 89.4 89.2

Buses 0 0 39 2 - 41 0 0 37 4 - 41 0 3 24 1 - 28 0 1 38 0 - 39 149

% Buses 0.0 0.0 2.6 0.4 - 2.0 - 0.0 2.5 1.0 - 2.2 - 0.7 6.3 1.4 - 3.2 - 0.2 7.2 0.0 - 4.1 2.6


% Single-UnitTrucks 0.0 0.0 2.0 2.8 - 2.2 - 0.0 2.1 2.2 - 2.1 - 3.8 2.6 1.4 - 3.1 - 2.4 2.3 0.0 - 2.3 2.3


% ArticulatedTrucks 0.0 0.0 0.1 0.4 - 0.2 - 0.0 0.2 1.0 - 0.4 - 0.5 0.5 2.9 - 0.7 - 0.2 0.0 0.0 - 0.1 0.3

Bicycles on Road 0 0 93 38 - 131 0 1 92 19 - 112 0 15 22 4 - 41 0 15 24 0 - 39 323

% Bicycles onRoad 0.0 0.0 6.1 7.0 - 6.3 - 3.3 6.3 4.7 - 5.9 - 3.6 5.8 5.8 - 4.7 - 3.6 4.6 0.0 - 4.1 5.6

Pedestrians - - - - 85 - - - - - 329 - - - - - 384 - - - - - 181 - -

% Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - -



Count Name: Montrose/HazelSite Code:Start Date: 07/09/2015Page No: 1


Start Time

Montrose Avenue Montrose Avenue Hazel Street Hazel Street





7:00 AM 0 3 100 5 2 108 0 4 56 2 0 62 0 1 1 1 17 3 0 2 1 7 11 10 183

7:15 AM 0 2 110 6 3 118 0 2 49 0 7 51 0 2 1 5 7 8 0 6 2 4 9 12 189

7:30 AM 0 2 128 3 3 133 0 2 62 3 4 67 0 9 0 3 9 12 0 2 1 5 15 8 220

7:45 AM 0 4 159 6 6 169 0 2 75 1 9

Montrose-Clarendon Traffic Study Jan. 14, 2016

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Transcript of Montrose-Clarendon Traffic Study Jan. 14, 2016