Traffic Impact Study Wolf Point Development Chicago, Illinois

Traffic Impact Study Wolf Point Development

Chicago, Illinois

Prepared for Hines

Submitted by:

Kenig, Lindgren, O’Hara, Aboona, Inc.

November 8, 2012 Introduction

This report summarizes the methodologies, results, and findings of a traffic impact study conducted by Kenig, Lindgren, O’Hara, Aboona, Inc. (KLOA, Inc.) for the proposed Wolf Point Development to be located in Chicago, Illinois. The site is bounded by the Apparel Mart building/Kinzie Street to the north, the Chicago River to the west and south, and Orleans Street to the east. Figure 1 shows the location of the site in relation to the area street system and Figure 2 shows an aerial view of the area.

The development proposes three towers.

• West Tower (Site A) - A residential tower providing approximately 500 residential units and 200 parking spaces for residents.

• South Tower (Site B) - An approximate 1.8 million square-foot mixed-use tower with 1.2 million square feet of office space, approximately 600 residential units, and 400 parking spaces for the tower residents and employees.

• East Tower (Site C) - An office tower with approximately 1.5 million square feet of space and 200 parking spaces for employees.

The West (residential tower), South and East Towers will only have one full inbound and outbound access via the existing driveway (Wolf Point Plaza) off Orleans Street opposite South Mart Drive. The existing Kinzie Street private access drive located west of the site will be restricted to only service related traffic associated with the buildings adjacent to Wolf Point and truck traffic traveling to/from the West and South Towers of the Wolf Point Development.

The site currently contains a 327-space public parking facility that is used by the nearby commercial developments. This public parking facility will be expanded to provide a total of 485 parking spaces at the same time the West Tower is constructed. In addition, 145 temporary public parking spaces will be located on the site of the future South and East Towers prior to their construction. The temporary parking will be eliminated with the development of the South and East Towers. All vehicular access to the towers, the expanded parking facility and temporary parking will be restricted to Wolf Point Plaza at its signalized intersection with Orleans Street. Truck access to the West and South Towers will be via the Kinzie Street private access drive while truck access to the East Tower will be via Lower Orleans Street.

The site will be developed in three phases. The first phase will be the West Tower (residential tower), followed by the South Tower, and then the East Tower. For the purposes of this study, the traffic analysis considered two future conditions.

1 • Condition 1 - Existing traffic volumes plus the West Tower (residential tower), expansion of public parking, the temporary public parking, and traffic from other planned developments in the area.

• Condition 2 - Full buildout which includes Condition 1 without the temporary public parking plus the completion of the South and East Towers.

The purpose of this study was to examine background traffic conditions, assess the impact that the proposed development will have on traffic conditions in the area, and determine if any street or access improvements are necessary to accommodate traffic generated by the development.

The sections of this report present the following:

• Existing street conditions • A description of the site development • Directional distribution of the development generated traffic • Vehicle trip generation for the development • Future traffic conditions including access to the site • Traffic analyses for the weekday morning and evening peak hours • Recommendations with respect to adequacy of the site access system, adjacent street network, and internal circulation

2 ^ N

SITE

Site Location Figure 1

Aerial View of Site Location Figure 2

4 Existing Conditions

Existing transportation conditions in the vicinity of the site were documented based on field visits conducted by KLOA, Inc. in order to obtain a database for projecting future conditions. The following provides a description of the geographical location of the site, physical characteristics of the area street system including lane usage and traffic control devices and existing peak hour vehicle, pedestrian and bicycle volumes.

Site Location

The site, which currently provides public parking for the nearby commercial developments, is bounded by the Apparel Mart building/Kinzie Street to the north, the Chicago River to the west and south, and Orleans Street to the east. Area land uses include a mixture of residential, office and commercial uses including the Merchandise Mart, Holiday Inn Hotel and Chicago Sun-Times.

Existing Street System Characteristics

Figure 3 illustrates the existing street characteristics within the vicinity of the site. The characteristics of the existing streets near the site are described below.

Orleans Street is a northbound one-way collector street that is part of a north-south one-way couplet with Wells Street. Orleans Street becomes two-way north of Hubbard Street. Within the vicinity of the site, Orleans Street provides three northbound through lanes. Parking is prohibited on both sides of the street. A bike lane is provided in the northbound direction between Wacker Drive and Hubbard Street. A mid-block crosswalk is provided on Orleans Street approximately 150 feet north of Mart Drive. A separate left-turn lane is provided at its signalized intersection with Hubbard Street, but no dedicated turn lanes are provided at its signalized intersections with Mart Drive or Wacker Drive. Orleans Street carries an average daily traffic (ADT) of 12,600 vehicles and is classified as an urban collector.

Wells Street is a southbound one-way collector street that is part of a north-south one-way couplet with Orleans Street. Wells Street provides two southbound through lanes. Metered parking is generally provided on both sides of the street, but is prohibited between Kinzie Street and Wacker Drive on both sides of the street. A bike lane is provided in the southbound direction. A separate right-turn lane is provided at its signalized intersections with Mart Drive and Wacker Drive. Wells Street carries an average daily traffic (ADT) of 12,200 vehicles and is classified as an urban collector.

Wacker Drive is an arterial street that extends along the south and east sides of the Chicago River. Within the vicinity of the site, Wacker Drive provides three through lanes in both directions. No parking is allowed on either side of the street. A separate eastbound left-turn lane is provided at its signalized intersection with Orleans Street. Wacker Drive carries an average daily traffic (ADT) of 15,000 vehicles and is classified a strategic regional arterial (SRA).

5 LEGEND - TRAVEL LANE - TRAFFIC SIGNAL - STOP SIGN NOT TO SCALE HUBBARD - BICYCLE LANE KINGSBURY ST P - ON-STREET PARKING

ST P - NO PARKING P - CTA BUS STOP P ST P P FRANKLIN P P KINZIE P ST P P P

CHICAGO SUN TIMES P P P P ACCESS PRIVATE ST MERCHANDISE

MART ONE-WAY ONE-WAY ORLEANS

P P ST CANAL

MART SITE DR

P P

MILWAUKEEONE-WAY

AVE P UPPER P WACKER P LAKE P DR P ST P P P ST WELLS

P P

PROJECT NO: PROJECT: TITLE: 11-200

WOLF POINT EXISTING STREET CHARACTERISTICS CHICAGO, ILLINOIS FIGURE NO: 3

6 Kinzie Street is an east-west collector street. Within the vicinity of the site, Kinzie Street provides one through lane in each direction with metered parking generally provided on the south side of the street between Kingsbury Street and Orleans Street and on the north side of the street between Orleans Street and Wells Street. A cycle track is provided in both directions. Kinzie Street has a signalized intersection with Wells Street and is under all-way stop sign control at its intersections with Canal Street, Kingsbury Street, Lower Orleans Street, and Franklin Street. A separate westbound left-turn lane is provided at its signalized intersection with Wells Street. It should be noted that the Chicago Department of Transportation (CDOT) is planning to install a pedestrian ramp between Upper Orleans Street and Kinzie Street.

Kingsbury Street is a north-south local street with one lane in each direction with angled metered parking on both sides of the street. Kingsbury Street is one way southbound between Hubbard Street and Kinzie Street with a taxi stand on the west side and a drop-off/pick-up lane on the east side. Kingsbury Street is under all-way stop sign control at its intersection with Kinzie Street.

Canal Street is a north-south street. Between Kinzie Street and Fulton Street it has one lane in each direction with parking prohibited on both sides of the street. Between Fulton Street and Lake Street it provides one southbound lane and two northbound lanes with parking permitted on both sides of the street. An at grade railroad crossing is provided just north of Fulton Street. South of Lake Street, Canal Street is a one-way northbound street that generally provides two moving lanes. An established bike lane is striped on the east side of the street, south of Lake Street. At its signalized intersection with Lake Street, a bike turning lane for left-turn bicycle traffic is provided, allowing bicycles to make a soft left towards northwest bound Milwaukee Avenue or a hard left onto westbound Lake Street. Canal Street is signalized at its intersections with Lake Street/Milwaukee Avenue and is under all-way stop sign control at its intersection with Kinzie Street. It is our understanding that based on previous studies conducted by CDOT, the intersection of Kinzie Street with Canal Street meets warrants for traffic signalization and that construction will commence by spring of 2013.

Lake Street is an east-west arterial street. The “L” tracks are elevated above Lake Street. Between Wacker Drive and Clinton Street, Lake Street generally provides two travel lanes in each direction with parking prohibited on either side of the street. East of Wacker Drive, Lake Street is a one-way eastbound street, providing two travel lanes with on-street parking provided on both sides of the street. Lake Street is under traffic signal control at its intersection with Canal Street/Milwaukee Avenue and Wacker Drive.

It should be noted that a connector road (known as The West Lateral Approach) that is one way eastbound connecting Kinzie Street and Orleans Street exists and has been closed for the past several years. If reopened, this connector road could provide an alternate route for area traffic to access northbound Orleans Street from Kinzie Street. This would reduce the traffic volume at the Kinzie Street/Lower Orleans Street intersection, particularly the eastbound-to-northbound left-turn movement.

7 Planned Area Improvements

Kinzie Street and Canal Street Traffic Signal

Based on studies conducted by CDOT, the all-way stop sign controlled intersection of Kinzie Street with Canal Street meets warrants for traffic signalization. It is anticipated that the construction of the traffic signal will commence by spring of 2013.

Wacker Drive Reconstruction

The north-south section of Wacker Drive is currently under reconstruction that is expected to be completed in December 2012. Wacker Drive will be significantly improved between Randolph Street to the north and Congress Parkway to the south. Ramps to Lower Wacker Drive at Jackson, Adams, Washington, and Randolph will be removed and replaced with landscaped medians. The ramp at Monroe will be removed and replaced with a new one-way ramp to Lower Wacker Drive.

Wells Street Bridge Rehabilitation

The Wells Street bridge over the Chicago River will be rehabilitated beginning in November 2012 and will be completed in December 2013. The rehabilitation will completely replace the existing bridge deck and sidewalks with a new slip-resistant fiberglass material. During the rehabilitation the bridge will be closed to all vehicles, bicycles, and pedestrians.

It should be noted that the Wells Street bridge improvements will be completed prior to the opening of the West Tower and therefore will not have an impact on future traffic operations of the development. Furthermore, it is anticipated all construction traffic will access the site via Lower Orleans Street and will therefore travel on Orleans Street and the ramp between the Orleans Street/Hubbard Street and Lower Orleans Street/Kinzie Street intersections. Thus, construction traffic should not be impacted by the Wells Street bridge improvements.

Alternative Modes of Transportation

Accessibility to and from the area is enhanced by the various alternative modes of transportation serving the area as summarized below.

Public Transportation. The area is served by the Ogilvie Transportation Center and Union Station which both have numerous Metra commuting rail lines running to/from these terminus stations daily. Both stations are within walking distance to the site. In addition, the various CTA bus and rapid transit (“L”) lines serve the area with local stops near the site. The CTA bus routes and rapid transit lines within the area are described below.

8 • CTA Brown Line provides rapid transit rail service between Kimball Avenue and the downtown Chicago “Loop”. The Merchandise Mart station is located one block away from the site and the Clark station is located three blocks away from the site. Service is provided seven days a week and on holidays.

• CTA Purple Line provides rapid transit rail service between Linden Avenue in Evanston and the downtown Chicago “Loop.” The Merchandise Mart station is located one block away from the site and the Clark station is located three blocks away from the site. Service is provided seven days a week and on holidays.

• CTA Orange Line provides rapid transit rail service between the “Loop” and Midway Airport. The Clark station is located three blocks away from the site. Service is provided seven days a week and on holidays.

• CTA Green Line provides rapid transit rail service between Oak Park (Harlem Avenue) and Ashland Avenue/63rd Street. The Clark station is located three blocks away from the site. Service is provided seven days a week and on holidays.

• CTA Blue Line provides rapid transit service between O’Hare and Forest Park connecting through Chicago’s Central Business District (CBD). The Clark station is located three blocks from the site. Service is provided seven days a week, and on holidays.

• CTA Pink Line provided transit service between the “Loop” and 54th Street/Cermak Road. The Clark station is located three blocks from the site. Service is provided seven days a week, and on holidays.

• Route Number 11 - Lincoln/Sedgwick primarily runs along Lincoln Avenue, between Howard Street (7600 North) and Harrison Street (600 South). Within vicinity of the site this bus line runs along Orleans Street (northbound) and Wells Street (southbound). This bus route provides connections to the CTA Blue, Brown, Purple, and Red rapid transit lines. Service is provided seven days a week and on holidays.

• Route Number 125 - Water Tower Express is an express bus route runs between Chestnut Street (860 North) and Harrison Street (600 South). Within vicinity of the site this bus line runs along Orleans Street (northbound) and Wells Street (southbound). Service is provided on weekdays from 6:00 A.M. to 10:00 A.M. and from 2:30 to 7:30 P.M.

In addition, numerous other bus routes are within walking distance from the site. Exhibit 1 illustrates area public transportation routes and stations and is included in the Appendix.

Bicycle Routes. Orleans Street, Wells Street, and Kinzie Street have been recommended as bike routes by CDOT. Exclusive bike lanes are provided on Orleans Street and Wells Street within vicinity of the site.

9 For one-half of a mile, Kinzie Street provides a Cycle Track route between Wells Street on the east and Milwaukee Avenue on the west. A Cycle Track is a design where the bike lane is along the curb, followed by an on-street parking lane, followed by a through traffic lane. This design physically separates the bicycles from moving traffic via the designated on-street parking lane. This Cycle Track is the first for the Chicago area and has served as the prototype for future key bicycle concentrated areas in the Chicagoland area.

Pedestrian Facilities. All of the streets in the immediate area generally have sidewalks on both sides of the street. In addition, crosswalks and pedestrian traffic signals are provided at all the signalized intersections within vicinity of the site.

Existing Traffic Volumes

In order to determine current traffic conditions in the study area, KLOA, Inc. conducted weekday morning and evening peak period vehicle, pedestrian and bicycle counts at the following intersections:

• Kinzie Street with Canal Street, private access drive, Kingsbury Street, Lower Orleans Street, Franklin Street and Wells Street (June 2012)

• Lake Street with Milwaukee Avenue/Canal Street(June 2012)

• Lake Street with Wacker Drive (October 2011 pedestrian and bicycle counts; October 2008 vehicle counts)

• South Mart Drive with Orleans Street and Wells Street (December 2011)

• Orleans Street with Hubbard Street (May 2011)

• Orleans Street with Wacker Drive (September 2012 pedestrian counts; December 2006 vehicle counts)

The counts for the intersections along Kinzie Street and Lake Street with Milwaukee Avenue/Canal Street were conducted between 7:00 to 10:00 A.M. and 4:00 to 7:00 P.M. while the other study area intersection counts were conducted between 7:00 and 9:00 A.M. and 4:00 to 6:00 P.M. The results of the traffic counts showed that the weekday morning peak hour of traffic for the Kinzie Street intersections occur from 8:15 to 9:15 A.M. for the intersections of Lake Street with Milwaukee Avenue/Canal Street and Lake Street with Wacker Drive occur from 7:45 to 8:45 A.M. and for the other study area intersections occurs from 8:00 to 9:00 A.M. The weekday evening peak hour of traffic for the entire study area occurs from 5:00 to 6:00 P.M except the Lake Street with Milwaukee Avenue/Canal Street intersection which occurs from 5:15 to 6:15 P.M.

Figure 4A illustrates the existing peak hour traffic volumes, Figure 4B illustrates the existing peak hour pedestrian volumes, and Figure 4C illustrates the existing peak hour bicycle volumes.

10 59 (24) 70 (77) 16 (76) 118 (172) 54 (33) 116 (107) NOT TO SCALE HUBBARD 98 (139) 177 (324) KINGSBURY ST 29 (13) 48 (36) 80 (100) ST 280 (303) 40 (13) 58 (186)

268 (256) 462 (751)

110 (93)

9 (4) ST 67 (62) 853 (598) 45 (75) 0 (0) 2 (0) 8 (4) 429 (634) 220 (365)

274 (425) FRANKLIN 81 (55) 54 (51) 2 (1) KINZIE 3 (8) 417 (489) ST 1 (2) 270 (265) 3 (19) 13 (7) 23 (57) 4 (3) 2 (2) 5 (6) 9 (18) 165 (216) 285 (286) 90 (36)

511 (673) 17 (37) ACCESS PRIVATE 5 (0) 10 (0) 33 (7) 12 (6) 251 (395) 16 (9) 407 (473) 30 (8) ST 167 (174) 350 (390) WELLS 11 (18) 8 (20)

ST 14 (7) 1 (21) 7 (12) ST 12 (24) ORLEANS CANAL 964 (569) 46 (69) 86 (116) 40 (45) MART SITE 58 (35) DR 37 (45) 15 (27) 17 (18) 449 (826) 57 (21) 8 (6) 69 (57) MILWAUKEE 26 (54) 105 (120) 1150 (1165) UPPER AVE WACKER DR 9 (6) 181 (297) 1057 (1106) 180 (205) 128 (59) 14 (42) 945 (970) LAKE 314 (451) 105 (180) 265 (275) ST 235 (530) 5 (3) 301 (407) LEGEND 25 (37) 520 (482)

1056 (661) 68 (63) 1 (0) - TRAFFIC SIGNAL 61 (145) 93 (132) 44 (77) 00 - AM PEAK HOUR 164 (255) 779 (782) 274 (299) (00) - PM PEAK HOUR

PROJECT NO: PROJECT: TITLE: 11-200

WOLF POINT EXISTING TRAFFIC VOLUMES CHICAGO, ILLINOIS FIGURE NO: 4A

11 89 (121)

NOT TO SCALE HUBBARD KINGSBURY ST 215 (161) 184 (239) 179 (106) ST ST FRANKLIN 268 (318) 291 (358) 347 (395) 346 (467) KINZIE 1 (6) 1 (2) 1 (4) 0 (3) ST 75 (108) 78 (109) 386 (535) 284 (343) 829 (814) 201 (212) 506 (566) 121 (223) 463 (458) ACCESS

PRIVATE 326 (348) ST 1 (11) 5 (10) WELLS 0 (37) ST ST ORLEANS CANAL

837 (628) 32 (57) MART DR 86 (51) 387 (411)

SITE 236 (226)

203 (100)

1044 (766) MILWAUKEE UPPER AVE 198 (188) WACKER 303 (411) 461 (403) DR 19 (28) 518 (607)

176 (184) LAKE ST 166 (223) 647 (507) 742 (668) 1413 (1565) LEGEND 320 (361) 1488 (1436) - TRAFFIC SIGNAL 00 - AM PEAK HOUR (00) - PM PEAK HOUR

PROJECT NO: PROJECT: TITLE: 11-200

WOLF POINT EXISTING PEDESTRIAN VOLUMES CHICAGO, ILLINOIS FIGURE NO: 4B

12 1 (11) 1 (23) 31 (19) NOT TO SCALE HUBBARD KINGSBURY ST 75 (229) 1 (2) 445 (114)

ST 5 (6) ST

31 (19) FRANKLIN 216 (19)

0 (0) 108 (291) 101 (282) 86 (219) KINZIE 12 (203) 458 (77) 439 (138) ST 482 (150) 357 (85) 0 (1) 0 (2) 2 (11) 8 (59) ACCESS PRIVATE 0 (10) 89 (230) 368 (133) ST WELLS ST 0 (0) ST ORLEANS CANAL

3 (4) 12 (8)

MART DR SITE 3 (1) 0 (0) 6 (29) 0 (4)

MILWAUKEE UPPER

AVE 5 (3) WACKER DR 18 (0) 5 (1)

LAKE 5 (30) 6 (25) ST 21 (34) 33 (22) LEGEND - TRAFFIC SIGNAL 3 (15) 19 (49) 00 - AM PEAK HOUR (00) - PM PEAK HOUR

PROJECT NO: PROJECT: TITLE: 11-200

WOLF POINT EXISTING BICYCLE VOLUMES CHICAGO, ILLINOIS FIGURE NO: 4C

13 In review of the traffic, pedestrian, and bicycle volumes, the following is noted.

Wacker Drive Construction

The traffic counts at the Canal Street/Lake Street/Milwaukee Avenue intersection are higher than normal due to the Wacker Drive reconstruction. A comparison of the current traffic volumes conducted in 2012 to previous counts conducted in 2008 show that the intersection of Lake Street/Milwaukee Avenue and Canal Street are approximately 10 percent higher now than in 2012 compared to 2008. The primary increase in traffic is along Lake Street, where the eastbound (inbound) through movement went from 754 vehicles during the morning peak hour in 2008 to 1,056 in 2012.

Riverwalk Construction

At the time the 2012 traffic counts were conducted at the intersections of Canal Street/Lake Street/Milwaukee Avenue, the riverwalk was closed between Randolph Street and Washington Street due to construction. As such, the observed pedestrian traffic volumes at this intersection were likely higher than normal.

Traffic Characteristics of the Proposed Wolf Point Development

In order to properly evaluate future traffic conditions in the surrounding area, it was necessary to determine the transportation characteristics of the proposed development including the directional distribution and volumes of traffic that it will generate.

Proposed Site and Development Plan

As proposed, the plans call for redeveloping the site which is currently occupied by a public surface parking lot with the following three towers.

• West Tower (Site A) - A residential tower providing approximately 500 residential units and approximately 200 parking spaces for residents.

• South Tower (Site B) - An approximate 1.8 million square-foot mixed-use tower with 1.2 million square feet of office space, approximately 600 residential units, and approximately 400 parking spaces (160 spaces for office employees and 240 spaces for residents).

• East Tower (Site C) - An office tower with approximately 1.5 million square feet of space and approximately 200 parking spaces for employees.

14 The site currently contains a 327-space public parking facility with access provided from Kinzie Street and South Mart Drive. As previously indicated, this public parking facility will be expanded during the construction of the West Tower to provide a total of 485 parking spaces. In addition, 145 temporary public parking spaces will be located on the site of the future South and East Towers prior to their construction. With the development of the West Tower, access to the expanded parking facility and the temporary public parking will be restricted to Wolf Point Plaza at its signalized intersection with Orleans Street. The temporary parking will be eliminated with the development of the South and East Towers and all access will continue to be restricted to Wolf Point Plaza.

• Condition 1 - Existing traffic volumes plus the West Tower (residential tower), expansion of public parking, the temporary public parking, and traffic from other planned developments in the area.

• Condition 2 - Full buildout that includes Condition 1 without temporary public parking plus the completion of the South and East Towers.

Site Access

Access to the site is currently provided via a signalized access drive (Wolf Point Plaza) located off Orleans Street opposite South Mart Drive and a stop controlled private access drive off Kinzie Street that serves vehicular traffic as well as truck traffic. Further, loading access to the Apparel Mart is also provided off Kinzie Street opposite Kingsbury Street while loading access to the Merchandise Mart is provided off Kinzie Street opposite Lower Orleans Street.

Under the proposed plans to redevelop the site, access is proposed to be provided as follows.

• West Tower. All inbound and outbound access will be restricted to the Wolf Point Plaza at its signalized intersection with Orleans Street.

• Public Parking (Expanded). All inbound and outbound access will be restricted to the Wolf Point Plaza at its signalized intersection with Orleans Street.

• Public Parking (Temporary). All inbound and outbound vehicular access will be restricted to the Wolf Point Plaza at its signalized intersection with Orleans Street.

• South and East Towers. All inbound and outbound access will be restricted to the Wolf Point Plaza at its signalized intersection with Orleans Street.

15 • The existing private access drive on Kinzie Street which currently provides truck access as well as vehicular access to the public parking will be restricted to service related traffic associated with the buildings adjacent to Wolf Point and truck traffic traveling to/from the West and South Towers of the Wolf Point Development.

It should be noted that Wolf Point Plaza driveway currently operates as a port cochere on the north side providing a taxi stand and a drop-off/pick-up lane along the curb and an outside lane to allow through traffic to travel west to access the public parking facility or to turn around back towards Orleans Street. In conjunction with the proposed development, the south side of Wolf Point Plaza will be modified to allow access to a port cochere serving the West Tower (residential) as well as the two office towers. In addition, a separate garage ramp access will be provided to the sub-level parking garage planned to be provided for the towers.

Proposed Parking

The West Tower proposes approximately 200 parking spaces restricted to the residents of the building. The South Tower proposes 240 parking spaces for residents and 160 parking spaces for employees of the office space while the East Tower proposes approximately 200 parking spaces for employees of the office space. All of these parking spaces will be designated for the use of the future residents and tenants of the buildings. None of these spaces will be available for visitors or for public parking.

In addition, and as previously indicated, the existing public parking on site will be expanded to provide a total of 485 parking spaces with 145 temporary public parking spaces located on the site of the future South and East Towers prior to their construction. This temporary parking and parking expansion will occur with the West Tower construction.

Directional Distribution of Site Traffic

The directional distribution of future site-generated trips on the street system is a function of several variables, including the operational characteristics of the street system and the ease with which drivers can travel over various sections of the street system without encountering congestion. The directions of approach and departure of the future site generated traffic was estimated based on the existing area travel patterns, as determined from the traffic counts. Figure 5 and Figure 6 illustrate the directional distribution of traffic for the West Tower and the South and East Towers, respectively.

16 NOT TO SCALE HUBBARD KINGSBURY 10% ST

ST (70%) ST 45% FRANKLIN KINZIE 5%

15% 15% 15% ST 15%

15%

15% ACCESS PRIVATE ST WELLS ST ST ORLEANS CANAL 65%

65% MART (70%) DR (30%) SITE 35% (30%)

MILWAUKEE 5% (25%) UPPER AVE WACKER 25% DR (10%) 5% (15%) LAKE (10%) ST 15% 15% LEGEND

10% - TRAFFIC SIGNAL 00 - INBOUND (00) - OUTBOUND

PROJECT NO: PROJECT: TITLE: 11-200 WOLF POINT ESTIMATED DIRECTIONAL DISTRIBUTION CHICAGO, ILLINOIS WEST TOWER FIGURE NO: 5

17 NOT TO SCALE HUBBARD KINGSBURY 10% ST

ST (5%) (65%) ST 45% FRANKLIN 5% KINZIE

15% 15% 15% ST 15%

15% ACCESS PRIVATE ST 15% WELLS ST ST ORLEANS CANAL 65%

65% MART (70%) DR (30%) SITE 35% (30%)

MILWAUKEE 5% (25%) UPPER AVE WACKER 25% DR (10%) 5% (15%) LAKE (10%) ST 15% 15% LEGEND

10% - TRAFFIC SIGNAL 00 - INBOUND (00) - OUTBOUND

PROJECT NO: PROJECT: TITLE: 11-200 WOLF POINT ESTIMATED DIRECTIONAL DISTRIBUTION CHICAGO, ILLINOIS SOUTH AND EAST TOWERS FIGURE NO: 6

18 Site Traffic Generation

The estimates of traffic to be generated by the site are based on the proposed land use types and sizes. The volume of traffic generated was estimated using data published in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 8th Edition. However, the ITE trip rates are based on suburban rates where the primary mode of transportation is the automobile.

Given that the project is proposed within an urban environment near public transportation and pedestrian and bicycle facilities, the number of vehicle trips will be reduced. Based on a review of the 2010 census data for the site and its vicinity, it was determined that only 35 percent of residents drive to work (a copy of the census data is included in the Appendix). As such, a 65 percent reduction was applied to the estimated vehicle trip generation for the residential units. For the office space, based on a review of data obtained of three existing office towers in the area (300 North LaSalle Street, 333 West Wacker Drive and 321 North Clark Street), it was determined that only 15 percent of employees in those buildings drive to work. As such, an 85 percent reduction was applied to the trip generation estimates for the office space.

Lastly, the traffic to be generated by the increase in public parking was based on the existing traffic counts along Wolf Point Plaza and the private drive located on Kinzie Street. It should be noted that this is a conservative estimate since the traffic count included taxis, drop-off/pick-up traffic as well as truck traffic.

Table 1 shows the estimated traffic volumes that will be generated by the proposed development during the morning and evening peak hours that will travel to and from the site. For the office tower, the number of trips were estimated based on the number of parking (non public) spaces being proposed for each tower by conservatively assuming that more than 50 percent of the total capacity will be occupied or vacated during the morning and evening peak hours, respectively. While all of the estimated residential trips and the traffic generated by the expanded public parking and temporary public parking (Condition 1 only) will travel to and from the site, given the limited amount of parking that will be provided to serve the office towers and considering that these spaces will not be open to the public or visitors, not all of the estimated office trips will be traveling to and from the site. Table 2 shows the estimated office-generated traffic volumes that will travel to the public parking garages in the CBD.

19 Table 1 ESTIMATED SITE-GENERATED TRAFFIC VOLUMES TO/FROM THE SITE Weekday Morning Weekday Evening Peak Hour Peak Hour Land Use/Density In Out In Out Condition 1 (West Tower and Expanded/Temporary Public Parking) Residential - 500 Units 50 205 200 110

Less Reduction (65%): -35 -130 -130 -70

Total Residential Tower Trips: 15 75 70 40

Public Parking Expansion - 158 Spaces 55 44 17 43

Temporary Public Parking - 145 Spaces 55 44 17 43

Total Public Parking Trips 110 88 34 86

Condition 1 Wolf Point Total Trips 125 163 104 126 Condition 2 (West Tower, South Tower, East Tower, and Expanded Public Parking) Residential - 1,100 Units 110 445 425 230

Less Reduction (65%): -75 -285 -275 -150

Total Residential Trips 35 160 150 80

General Office - 360 Parking Spaces 200 35 70 200

Public Parking Expansion - 158 Spaces 55 44 17 43

Condition 2 Wolf Point Total Trips 290 239 237 323

20 Table 2 ESTIMATED SITE-GENERATED TRAFFIC VOLUMES—TO/FROM THE CBD Weekday Morning Weekday Evening Peak Hour Peak Hour ITE Land-Use Code Land Use/Density In Out In Out 710 Office - 2.7 million s.f. 2,305 315 530 2,575

Less Reduction (85%) -1,960 -270 -450 -2,190

Total Office Trips 345 45 80 385

Less Trips To/From Site 200 35 70 200

Total Trips to CBD 145 10 10 185

The office trips shown in Table 2 will park in the numerous public parking facilities surrounding the proposed development which are primarily outside the study area. Exhibit 3 included in the Appendix shows a number of these major facilities within walking distance of the site which provides a combined total of over 5,000 parking spaces. Given the locations of these facilities, it is anticipated that the majority of office traffic will be able to park without having to travel through the study area. However, in order to account for some of these trips traveling through the study area, the existing traffic on Orleans Street, Wells Street, Hubbard Street, and Lake Street was increased by five percent.

Site Traffic Assignment

The site-specific peak hour traffic volumes (see Table 2) projected for each condition were assigned to the street system based on the established directional distribution analysis and the proposed access. Figure 7 shows the assignment of the site-generated peak hour traffic volumes related to the West Tower. Figure 8 shows the assignment of the site-generated peak hour traffic volumes related to the South and East Towers. Figure 9 shows the assignment of site traffic that will be generated by the buildout of the development. It should be noted that the traffic generated by public parking on site that utilizes the Kinzie Street access was also reassigned to the Wolf Point Plaza drive off Orleans Street.

21 NOT TO SCALE HUBBARD KINGSBURY 2 (7) ST

ST 52 (28) ST 7 (31)

FRANKLIN - (3) KINZIE 3 (11) 3 (11) 3 (11) ST 3 (11) 3 (11)

3 (11) ACCESS PRIVATE ST WELLS ST ST ORLEANS CANAL 10 (45)

10 (45) MART 52 (28) DR 23 (12) SITE 5 (25) 23 (12)

MILWAUKEE - (3) 18 (10) UPPER AVE WACKER DR 7 (4) 5 (19) 11 (6) - (3) LAKE 7 (4) ST 3 (11) 3 (11) LEGEND

2 (8) - TRAFFIC SIGNAL 00 - AM PEAK HOUR (00) - PM PEAK HOUR

PROJECT NO: PROJECT: TITLE: 11-200 ESTIMATED SITE-GENERATED WOLF POINT TRAFFIC VOLUMES CHICAGO, ILLINOIS WEST TOWER FIGURE NO: 7

22 NOT TO SCALE HUBBARD KINGSBURY 22 (15) ST 33 (22)

ST 5 (12) 80 (156) ST 99 (68) FRANKLIN KINZIE 11 (8) 33 (22) 33 (22) ST 33 (22) 33 (22) ACCESS PRIVATE

33 (22) ST WELLS ST ST ORLEANS CANAL 143 (98)

143 (98) MART 85 (168) DR 35 (72) SITE 77 (52) 35 (72)

MILWAUKEE 11 (7) 30 (60) UPPER AVE WACKER DR 12 (36) 55 (37) 18 (24) 11 (8) LAKE 12 (36) ST 33 (22) 33 (22) LEGEND - TRAFFIC SIGNAL 22 (15) 00 - AM PEAK HOUR (00) - PM PEAK HOUR

PROJECT NO: PROJECT: TITLE: 11-200 ESTIMATED SITE-GENERATED WOLF POINT TRAFFIC VOLUMES CHICAGO, ILLINOIS SOUTH AND EAST TOWERS FIGURE NO: 8

23 NOT TO SCALE HUBBARD KINGSBURY 24 (22) ST 36 (33)

ST 5 (12) 132 (184) ST 106 (99) FRANKLIN KINZIE 11 (11) 36 (33) 36 (33) ST 36 (33) 36 (33) ACCESS PRIVATE

36 (33) ST WELLS ST ST ORLEANS CANAL 153 (143)

153 (143) MART 137 (196) DR 58 (84) SITE 82 (77) 58 (84)

MILWAUKEE 11 (10) 48 (70) UPPER AVE WACKER DR 19 (40) 60 (56) 29 (30) 11 (11) LAKE 19 (40) ST 36 (33) 36 (33) LEGEND - TRAFFIC SIGNAL

24 (23) 00 - AM PEAK HOUR (00) - PM PEAK HOUR

PROJECT NO: PROJECT: TITLE: 11-200 ESTIMATED SITE-GENERATED WOLF POINT TRAFFIC VOLUMES CHICAGO, ILLINOIS BUILDOUT OF DEVELOPMENT FIGURE NO: 9

24 Background Traffic Growth

In addition to the traffic generated by the proposed development, the study also included traffic that will be generated by the following area developments as illustrated in Figure 10:

• 360 West Hubbard Street, a residential development with approximately 450 apartment units • 150 North Riverside Drive, a mixed-use development with office and restaurant uses • Riverpoint Office Development

In addition to the developments listed above, Motorola Mobility (recently acquired by Google, Inc.) is relocating its headquarters from Libertyville to the Merchandise Mart in summer 2013. This relocation is projected to bring 2,700 additional employees to the area. Similar to the office developments of Wolf Point, it is expected that new trips generated by this relocation will park in the numerous public parking facilities surrounding the proposed development and will be primarily outside the study area. To account for some of these trips traveling through the study area, the existing traffic on Orleans Street, Wells Street, Hubbard Street, and Lake Street was increased by an additional five percent.

Total Projected Traffic Conditions

For the purposes of this study, the following two future conditions were analyzed:

• Condition 1 - Existing traffic volumes plus the West Tower (residential tower), expansion of public parking, the temporary public parking, and traffic from other area proposed developments.

• Condition 2 - Full buildout that includes Condition 1 without the temporary public parking plus the completion of the South and East Towers plus a five percent increase in traffic.

Figure 11 shows the total projected traffic volumes for Condition 1. Figure 12 shows the total projected traffic volumes for Condition 2, which is the full buildout of the proposed Wolf Point development. It should be noted that in order to account for the increase in pedestrians in the area as a result of the proposed development and Motorola Mobility headquarter relocation, the existing pedestrian movements were increased by five percent along Kinzie Avenue and the intersection of Lake Street with Milwaukee Avenue/Canal Street and by twenty percent for the remaining study area. These increases assume a majority of pedestrians will be traveling to/from the area train stations and bus stops, particularly Union Station and Ogilvie Transportation Center.

25 8 (27) 3 (14) NOT TO SCALE HUBBARD 10 (6) KINGSBURY ST 22 (26)

ST 3 (6) 5 (18)

20 (11) 14 (7) ST

10 (5) FRANKLIN 20 (12) 10 (6) 10 (6) KINZIE 16 (8) 8 (19) ST 8 (19) 6 (17)

22 (26) ACCESS PRIVATE 30 (17) 10 (6) 8 (19) 22 (26) ST WELLS ST ST ORLEANS CANAL

MART SITE DR 8 (24) 15 (25) MILWAUKEE 10 (25) 1 (3) 28 (12) UPPER AVE WACKER 4 (10) DR 16 (8) 12 (4) 5 (14) 16 (8) 2 (11) LAKE ST 19 (12) 8 (20) LEGEND 28 (9) 3 (8)

3 (8) 1 (4) 1 (4) - TRAFFIC SIGNAL 2 (8) 19 (17) 20 (5) 00 - AM PEAK HOUR (00) - PM PEAK HOUR

PROJECT NO: PROJECT: TITLE: 11-200 WOLF POINT ESTIMATED TRAFFIC VOLUMES FROM CHICAGO, ILLINOIS AREA DEVELOPMENTS FIGURE NO: 10

26 59 (24) 78 (104) 16 (76) 54 (33) 133 (204) 116 (107) NOT TO SCALE HUBBARD 98 (139) 172 (327) KINGSBURY ST 29 (13) 67 (44) 80 (100) ST 295 (322) 40 (13) 63 (204)

273 (263) 632 (951) 124 (100)

9 (4) ST 67 (62) 1042 (753) 45 (75) 0 (0) 2 (0) 8 (4) 432 (619) 215 (368)

269 (428) FRANKLIN 101 (67) 83 (59) 2 (1) KINZIE 3 (8) 418 (501) ST 1 (2) 244 (268) 3 (19) 29 (15) 23 (57) 4 (3) 2 (2) 5 (6) 15 (35)

173 (235) 297 (294) 93 (47)

541 (690) 17 (37) ACCESS PRIVATE 5 (0) 10 (0) 4 (2) 12 (6) 246 (398) 16 (9) 418 (503) 3 (2) ST 167 (174) 365 (409) WELLS 2 (1) 4 (3)

ST 14 (7) 1 (21) 7 (12) ST 12 (24) ORLEANS CANAL 1060 (669) 46 (69) 211 (190) 165 (119) MART DR SITE 179 (135) 96 (109) 15 (27) 76 (82) 503 (944) 116 (66) 9 (7) 87 (85) MILWAUKEE 37 (81) 120 (138) 1250 (1249) UPPER AVE WACKER

26 (15) 233 (351) DR 1105 (1146) 259 (310) 128 (59) 15 (44) 950 (984) LAKE 360 (511) 105 (180) 265 (287) ST 253 (570) 6 (4) 354 (479) LEGEND 45 (51) 553 (495) 71 (71) 1211 (756) 1 (0) - TRAFFIC SIGNAL 93 (132) 48 (88) 811 (833) 00 - AM PEAK HOUR 65 (156) 191 (285) 307 (318) (00) - PM PEAK HOUR

PROJECT NO: PROJECT: TITLE: 11-200 TOTAL PROJECTED WOLF POINT TRAFFIC VOLUMES CHICAGO, ILLINOIS CONDITION 1 FIGURE NO: 11

27 59 (24) 78 (104) 16 (76) 54 (33) 133 (204) 116 (107) NOT TO SCALE HUBBARD 98 (139) 172 (327) KINGSBURY ST 29 (13) 91 (66) 80 (100) ST 328 (344) 45 (25) 681 (1081) 273 (263) 63 (204) 124 (100)

9 (4) ST 67 (62) 1120 (815) 45 (75) 0 (0) 2 (0) 8 (4) 432 (619) 215 (368)

269 (428) FRANKLIN 101 (67) 87 (66) 2 (1) KINZIE 3 (8) 451 (523) ST 1 (2) 277 (290) 3 (19) 29 (15) 23 (57) 4 (3) 2 (2) 5 (6) 15 (35)

173 (235) 297 (294) 126 (69)

541 (690) 17 (37) ACCESS PRIVATE 5 (0) 10 (0) 4 (2) 12 (6) 246 (398) 16 (9) 451 (525) 3 (2) ST 167 (174) WELLS

2 (1) 398 (431) 4 (3)

ST 14 (7) 1 (21) 7 (12) ST 12 (24) ORLEANS CANAL 1060 (669) 46 (69) 326 (281) 280 (210) MART SITE 233 (277) DR 118 (164) 15 (27) 98 (137) 503 (944) 166 (108) 9 (7) 87 (85) MILWAUKEE 37 (81) 127 (144) 1269 (1295) UPPER AVE WACKER

239 (381) DR 26 (15) 1114 (1171) 128 (59) 295 (340) 15 (44) 950 (984) LAKE 366 (541) 105 (180) 265 (287) ST 260 (576) 6 (4) 376 (497) LEGEND 45 (51) 553 (495) 71 (71) 1235 (774) 1 (0) - TRAFFIC SIGNAL 93 (132) 48 (88) 00 - AM PEAK HOUR 65 (156) 191 (285) 307 (318) 825 (845) (00) - PM PEAK HOUR

PROJECT NO: PROJECT: TITLE: 11-200 TOTAL PROJECTED WOLF POINT TRAFFIC VOUMES CHICAGO, ILLINOIS CONDITION 2 FIGURE NO: 12

28 Evaluation and Recommendations

In order to evaluate the impact of the proposed development, the access to the development was evaluated and the adjacent intersections were analyzed based on the existing and future traffic conditions on the street system. From the analyses, recommendations were developed regarding site access facilities and the area transportation system.

Traffic Analyses

Traffic analyses were performed for the intersections in the study area to determine the operation of the existing street system, evaluate the impact of the proposed development, and determine the ability of the street system to accommodate projected traffic demands. Analyses were performed for the weekday morning and evening peak hours for both the existing traffic volumes and total projected traffic volumes for each of the two conditions.

The traffic analyses were performed using Syncro 8.0 computer software. The ability of an intersection to accommodate traffic flow is expressed in terms of level of service, which is assigned a letter grade 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).

For signal controlled intersections, levels of service are calculated for lane groups, intersection approaches, and the intersection as a whole. For two-way stop controlled (TWSC) intersections, levels of service are only calculated for the approaches controlled by a stop sign (not for the intersection as a whole). The Highway Capacity Manual definitions for levels of service and the corresponding control delay for signalized and unsignalized intersections are shown in Table 3. The results of the capacity analysis are summarized in Table 4.

29 Table 3 LEVEL OF SERVICE CRITERIA Signalized Intersections Level Average Control of Delay (seconds per Service Interpretation vehicle) A Very short delay, with extremely favorable progression. Most ≤ 10 vehicles arrive during the green phase and do not stop at all. B Good progression, with more vehicles stopping than for Level of > 10 - 20 Service A, causing higher levels of average delay. C Light congestion, with individual cycle failures beginning to > 20 - 35 appear. Number of vehicles stopping is significant at this level. D Congestion is more noticeable, with longer delays resulting from combinations of unfavorable progression, long cycle lengths, or > 35 - 55 high V/C ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. E High delays result from poor progression, high cycle lengths, and > 55 - 80 high V/C ratios. F Unacceptable delays occurring, with oversaturation. > 80 Unsignalized Intersections Level of Service Average Control Delay (seconds per vehicle) A 0 - 10

B > 10 - 15

C > 15 - 25

D > 25 - 35

E > 35 - 50

F > 50 Source: Highway Capacity Manual

30 Table 4 CAPACITY ANALYSIS RESULTS/SUMMARY Weekday A.M. Weekday P.M. Peak Hour Peak Hour Intersection Existing Future C1 Future C2 Existing Future C1 Future C2 Orleans Street/Wacker Drive1 C - 24.6 C - 31.7 D - 35.3 D - 36.3 D - 50.0 D - 53.44

Orleans Street/Mart Drive1 B - 11.1 B - 17.4 B - 19.9 A - 8.6 B - 13.6 C - 20.2

Orleans Street/Hubbard Street1 B - 16.5 B - 19.7 C - 25.5 C - 21.8 C - 34.7 D - 35.4

Wells Street/Mart Drive1 A - 5.7 B - 11.5 B - 11.6 A - 2.4 A - 8.6 A - 9.2

Kinzie Street/Canal Street

All Way Stop Sign C - 15.9 N/A N/A E - 37.9 N/A N/A

Signalized B - 14.7 B - 16.2 B - 18.6 C - 20.1 C - 22.6 C - 24.1 Kinzie Street/ D - 28.1 D - 26.1 D - 27.4 E - 36.5 E - 46.5 F - 50.7 Private Access Drive2 Kinzie Street/Kingsbury Street

All Way Stop Sign C - 15.6 N/A N/A C - 24.1 N/A N/A

Signalized B - 17.3 B - 17.9 B - 19.9 B - 15.8 B - 17.1 C - 22.7 Kinzie Street/ B - 15.0 C - 15.6 C - 17.1 C - 18.6 C - 19.5 C - 22.4 Lower Orleans Street Kinzie Street/Franklin Street B - 11.4 B - 11.6 B - 12.2 B - 14.3 B - 14.8 C - 15.4

Wells Street/Kinzie Street1 C - 33.2 C - 32.03 D - 43.03 C - 29.0 C - 28.43 C - 30.23 Lake Street/ C - 26.8 C - 29.7 D - 38.0 C - 27.8 D - 37.1 D - 37.0 Milwaukee Avenue/Canal Street1 Lake Street/Wacker Drive C - 28.3 C - 30.4 C - 30.9 C - 31.3 C - 30.9 C - 33.1 C1 = Condition 1 - Future condition that includes the West Tower (Residential). C2 = Condition 2 - Future condition that includes full buildout of Wolf Point development. N/A = Not Applicable 1Signalized intersection 2Stop Sign Controlled Approach 3Assumes the conversion of the traffic signal to a semi-actuated operation. 4Assumes signal timing adjustments. LOS represents the intersection as a whole for signalized intersections and all stop sign controlled intersections; minor approach under stop control for unsignalized intersections. Delay is measured in seconds.

31 Evaluation of the Street Operations

The results of the capacity analyses show that the analyzed intersections will operate similar to existing conditions with the addition of the proposed development traffic with some deterioration in levels of service primarily due to the high concentration of pedestrian movements along the Kinzie Street, Orleans Street, Wells Street, and Wacker Drive corridors. This limits vehicle turning capacity at these intersections, particularly on the Kinzie Street corridor which has the designated Cycle Track and is designed to attract bicycles and pedestrians. Turning vehicles yielding to pedestrian and bicycle traffic reduces the capacity of the intersections. The capacity analyses indicated that some queuing and delays are currently experienced on some approaches as well as certain individual movements. It should be noted the all-way stop sign controlled intersection of Kinzie Street with Canal Street has been approved by CDOT for signalization with construction commencing spring of 2013 and the all-way stop sign controlled intersection of Kinzie Street with Kingsbury Street has been determined to meet signal warrants based on CDOT’s review and based on the results of the traffic counts. As such, these intersections were analyzed as signalized intersections under future conditions.

Orleans Street and Wacker Drive

This intersection and all of its approaches and movements are projected to operate at an acceptable level of service for all conditions during the morning peak hour. During the evening peak hour, the intersection is projected to operate at an acceptable level of service in Condition 1, but operates just over the threshold for Level of Service E in Condition 2. In addition, the eastbound left-turn movement (Conditions 1 and 2) and the westbound approach (Existing, Conditions 1 and 2) are projected to experience longer delays primarily due to the high pedestrian volumes along Wacker Drive and Orleans Street opposing the left-turn and right-turn maneuvers at this intersection. However, with signal timing adjustments, the queues and overall delay are reduced and overall level of service will be improved to D. As such, this traffic signal should be monitored in the future to determine when signal timing adjustments need to be made.

Orleans Street and Mart Drive/Wolf Point Plaza

The results of the analyses indicate that this signalized intersection and all of its approaches and movements will continue to operate at acceptable levels of service under both future conditions when all site traffic will be restricted to use this intersection for ingress and egress. For Condition 2, in order to improve traffic operations, protective/permissive signal phasing will be provided for the eastbound-to-northbound left-turn movement and the northbound- to-westbound left-turn movement. This will require modifications to the existing signal to provide left-turn arrows for these movements. The analyses show that the intersection and all of its approaches and movements will continue to operate at an acceptable level of service with these modifications under Condition 2. It is recommended that traffic conditions be monitored in the future after completion of the West Tower to determine the need for the provision of a second (dual) left-turn lane to accommodate the exiting eastbound left-turn movements. This improvement can be accommodated within the existing pavement width of Wolf Point Plaza and might require additional signal modifications.

32 Orleans Street and Hubbard Street

For Conditions 1 and 2, in order to improve traffic operations, protective/permissive signal phasing will be provided for the northbound-to-westbound left-turn movement. This will require modifications to the existing signal to provide left-turn arrows for this movement. With this modification, this intersection and all of its approaches and movements will continue to operate at acceptable levels of service for all conditions.

Wells Street and Mart Drive

For Conditions 1 and 2, in order to improve traffic operations, protective/permissive signal phasing will be provided for the southbound-to-westbound right-turn movement. This will require modifications to the existing signal to provide right-turn arrows for this movement. With this modification, this intersection and all of its approaches and movements will continue to operate at acceptable levels of service for all conditions. In addition, it is recommended that right turns on red be prohibited at the intersection of Wells Street and Mart Drive.

Kinzie Street and Canal Street

As mentioned previously, it is our understanding that based on studies conducted by CDOT, the intersection of Kinzie Street with Canal Street has been approved for traffic signalization and that construction will commence by spring of 2013. With the addition of the traffic signal, this intersection and all of its approaches and movements are projected to operate at a good level of service under both future conditions. Furthermore, the installation of the traffic signal will significantly reduce the queuing that currently occurs with the all-way stop sign control.

Kinzie Street and Private Access Drive

This intersection and all of its approaches are projected to operate at a good level of service except the outbound movements from the access drive. During the evening peak hour, the private access driveway currently operates typical of a minor approach under stop sign control that intersects a street with a higher volume of traffic with outbound movements experiencing long delays. That, coupled with a high volume of pedestrian and bicycle activity, makes outbound turning movements onto Kinzie Street difficult, particularly during the peak hours. However, as indicated earlier, the Private Access Drive will be restricted to service related traffic associated with the buildings adjacent to Wolf Point and truck traffic traveling to/from the West and South Towers of the Wolf Point Development. The reduction of traffic will significantly reduce the impact this access drive has on Kinzie Street’s vehicular, pedestrian and bicycle traffic and will result in an overall improved traffic operation. To further reduce the traffic conflicts at this location, and working with the neighboring property, consideration should be given to modifying the access drive.

33 Kinzie Street and Kingsbury Street

This all-way stop controlled intersection currently operates at an acceptable level of service. However, based on field observations and traffic simulations, significant delay and queuing occurs on Kinzie Street especially during the weekday morning peak hour. It is our understanding that CDOT has determined that a traffic signal is warranted at this location which was further confirmed by the traffic counts conducted by KLOA, Inc. When installed, the traffic signal will provide for a more efficient and controlled operation for the various movements traveling through the intersection. With the addition of the traffic signal, which will be implemented as part of this development, this intersection and all of its approaches and movements are projected to operate at a good level of service under both future conditions. Furthermore, the installation of the traffic signal will significantly reduce the queuing that currently occurs with the all-way stop sign control.

It should be noted that, working with the neighboring property and upon further study, consideration should be given to reactivating the one-way connector road from Kinzie Street to Orleans Street, particularly with the proposed signalization of this intersection to provide area traffic especially from Kingsbury Street with an alternate route to northbound Orleans Street thus avoiding Kinzie Street resulting in reduced traffic.

Kinzie Street and Lower Orleans Street

This all-way stop sign controlled intersection currently operates at an acceptable level of service. Under future conditions, the analyses indicate that the intersection and all of the approaches will continue to operate at acceptable levels of service under Conditions 1 and 2.

Kinzie Street and Franklin Street

This intersection and all of its approaches and movements will continue to operate at acceptable levels of service for all conditions. This indicates that the intersection has sufficient reserve capacity to accommodate the development traffic and the other growth.

Wells Street and Kinzie Street

This intersection operates at an acceptable level of service under existing conditions with some queuing along southbound Wells Street, particularly during the morning peak hour. It should be noted that some of the delays experienced at the intersection can be attributed to the inefficiency of the overall operations due to the additional (fifth) leg that serves the Merchandise Mart limiting the amount of green time that can be allocated to each leg of the intersection. Under Condition 1 the intersection will continue to operate at an acceptable level of service during the peak hours. Under ultimate buildout (Condition 2), this intersection is projected to continue to operate at an acceptable level of service assuming the conversion of the signal from pre-timed operation to semi-actuated operation with the Merchandise Mart leg under actuated control to accommodate the low volume of traffic using this leg. As such, this traffic signal should be monitored in the future in coordination with CDOT to determine if and when the modification to the traffic signal should be implemented. 34 Lake Street/Milwaukee Avenue and Canal Street

This intersection and all of its approaches and movements are projected to operate at an acceptable level of service except the northbound left-turn movements. During the evening peak hour, the left-turn movements currently and will continue to operate at an unacceptable level of service. Further, field observations, supported by the capacity analyses, indicate that some queuing and delays are currently experienced on several approaches as well as certain individual movements. The following summarizes some of the operational issues currently experienced at this intersection.

• Eastbound queuing occurs along Lake Street mainly during the weekday morning peak hour. This is due in part to the pedestrian conflicts with right-turning and left-turning vehicles and queuing within the Central Business District (CBD). These queues are also longer than “typical” conditions due to the increase in traffic resulting from the Wacker Drive construction, as noted earlier.

• Northbound queuing occurs along Canal Street for the right-turn movement primarily during the weekday morning peak hour. This is primarily due to the conflicts with pedestrians crossing Lake Street and the increase in traffic resulting from the Wacker Drive construction.

• Queues occur for the northbound left-turn movement due to the minimal protective green time northbound left-turn vehicles are provided. However, when additional green time is allocated to this movement the queues and overall delay are reduced. As such, this traffic signal should be monitored in the future to determine if signal timing adjustments need to be made to provide additional green time to this movement.

However, the results of the capacity analyses show that under Conditions 1 and 2, this intersection is projected to continue to operate similar to existing conditions.

Lake Street and Wacker Drive

This intersection and all of its approaches and movements operate at an acceptable level of service for all conditions. However, field observations, supported by the capacity analyses, indicate that some queuing and delays are currently experienced on several approaches as well as certain individual movements. The following summarizes some of the operational issues currently experienced at this intersection.

• Southbound queuing occurs along Wacker Drive for the right-turn movements at Lake Street primarily during the weekday evening peak hour. This is primarily due to the conflicts with pedestrians crossing Lake Street.

35 However, the results of the capacity analyses show that under Conditions 1 and 2, this intersection is projected to continue to operate similar to existing conditions.

Orleans Street Two-Way Extension

In order to further improve access to the site and reduce the traffic load on area streets and intersections, consideration should be given to extending the two-way traffic patterns on Orleans Street from its current terminus at Hubbard Street south to where it would terminate at Wolf Point Plaza as a right-turn lane. This extension will provide traffic approaching from the north on Orleans Street and Wells Street and other east-west streets such as Hubbard Street and Grand Avenue with more direct access to the site. This extension can be accommodated within the existing pavement width and will only require minor signal modifications at the intersections of Orleans Street with Hubbard Street and Orleans Street with Wolf Point Plaza/South Mart Drive. This modification should be considered as part of Condition 2 if deemed necessary after a follow-up study of future traffic conditions. In addition to the previously discussed recommendations for this intersection, protective signal phasing will be added for the southbound- to-westbound right-turn movement. This will require modifications to the existing signal to provide right turn arrows for this movement.

In order to determine the impact this street modification will have on impacted intersections, Figure 13 was prepared illustrating projected traffic volumes under Condition 2. Capacity analyses were then conducted and the results compared with previous results as summarized in Table 5.

36 132 (91) 59 (24) 78 (104) 16 (76) 54 (33) 133 (204) 116 (107) NOT TO SCALE HUBBARD 98 (139) 172 (327) KINGSBURY ST 29 (13) 52 (40) 80 (100) ST 39 (26) 328 (344) 45 (25) 681 (1081) 273 (263) 63 (204) 124 (100)

9 (4) ST 67 (62) 949 (698) 45 (75) 0 (0) 2 (0) 8 (4) 432 (619) 215 (368)

269 (428) FRANKLIN 101 (67) 87 (66) 2 (1) KINZIE 3 (8) 451 (523) ST 1 (2) 277 (290) 3 (19) 29 (15) 23 (57) 4 (3) 2 (2) 5 (6) 15 (35) 173 (235)

ST 297 (294) 126 (69) ORLEANS

541 (690) 17 (37) ACCESS PRIVATE 5 (0) 10 (0) 4 (2) 12 (6) 246 (398) 16 (9) 451 (525) 3 (2) ST 167 (174) WELLS 398 (431) 2 (1) 4 (3) 14 (7) 1 (21) 7 (12) ST 12 (24) CANAL 171 (117) 1060 (669) 46 (69) 155 (233) 109 (93) MART SITE 233 (277) DR 118 (164) 15 (27) 98 (137) 503 (944) 166 (108) 9 (7) 87 (85) MILWAUKEE 37 (81) 127 (144) 1269 (1295) UPPER AVE WACKER

PROJECT: TITLE: PROJECT NO: TOTAL PROJECTED TRAFFIC VOUMES 11-200 WOLF POINT CONDITION 2 CHICAGO, ILLINOIS (WITH EXTENSION OF TWO-WAY TRAFFIC ON ORLEANS ST) FIGURE NO: 13

37 Table 5 CAPACITY ANALYSIS RESULTS/SUMMARY - ORLEANS STREET TWO-WAY EXTENSION Weekday Morning Weekday Evening Peak Hour Peak Hour Intersection C2 C2TW C2 C2TW Orleans Street and Mart Drive B - 19.9 C - 20.1 C - 20.2 C - 21.5

Orleans Street and Hubbard Street C - 25.5 C - 27.3 D - 35.4 C - 32.5

Wells Street and Mart Drive B - 11.6 B - 10.8 A - 9.2 A - 7.7

Wells Street and Kinzie Street D - 43.0 C - 31.6 C - 30.2 C - 29.1 C2 = Condition 2 – Future condition that includes full buildout of Wolf Point development. C2TW = Condition 2 with Orleans Street two-way extension. LOS represents the intersection as a whole for signalized intersections. Delay is measured in seconds.

As can be seen from Table 5, this alternative will significantly reduce the overall delays at the intersection of Wells Street and Kinzie Street, especially during the morning peak hour, while maintaining acceptable levels of service at the other intersections affected by this alternative. This confirms that the extension will relieve the traffic at area intersections while providing a more direct access to the site.

Transportation Sustainability Recommendations

The following summarizes measures to be implemented by the development and/or recommendations to further minimize the impact of the development, foster alternative modes of transportation other than the automobile, and to enhance pedestrian/bicycle safety.

• Installation of countdown pedestrian signal heads at the following intersections.

- Wacker Drive and Orleans Street - Orleans Street and Mart Drive - Lake Street, Canal Street and Milwaukee Avenue

• Install High-Visibility (International Style) Crosswalks on all legs of the intersection at the following intersections.

- Wacker Drive and Orleans Street - Orleans Street and Mart Drive - Wells Street and Mart Drive - Lake Street, Canal Street and Milwaukee Avenue

38 • Public bike racks are proposed to be provided within the development.

• Car sharing vehicles should be considered as part of the proposed development.

Conclusion

The Wolf Point development proposes three towers providing approximately 1,100 residential units and 2.7 million square feet of office space. The West Tower, which is the residential tower, will be the first to be constructed, with the remaining two towers to be constructed in the future. Vehicular access to all towers will be restricted to the signalized intersection off Orleans Street. Truck access to the West and South Towers will be via the private area drive on Kinzie Street while truck access to the East Tower will be via Lower Orleans Street.

The results of this evaluation conclude the following.

• The access system as proposed will provide efficient and adequate ingress and egress for future traffic while minimizing the impact on Kinzie Street.

- All inbound and outbound vehicular access for the proposed West, South and East Towers will be restricted to the Wolf Point Plaza at its signalized intersection with Orleans Street.

- All inbound and outbound vehicular access for the expanded and temporary public parking will be restricted to the Wolf Point Plaza at its signalized intersection with Orleans Street.

- The Private Access Drive on Kinzie Street will be restricted to service related traffic associated with the buildings adjacent to Wolf Point and truck traffic traveling to/from the West and South Towers of the Wolf Point Development. It is recommended that consideration be given, working with the neighboring property, to modify the design of this access drive to further reduce the impact on Kinzie Street.

- Extension of the two-way traffic pattern on Orleans Street from Hubbard Street to Wolf Point Plaza will provide a more direct access to the site and will reduce traffic load on other area streets, primarily Wells Street and South Mart Drive. This modification should be considered under Condition 2 after a follow-up study of traffic conditions in the future.

39 • The volume of vehicle trips that will be generated by the proposed development will be reduced from the suburban metrics due to the following:

- The mixed-use nature of the development which is to consist of residential and office uses.

- The dense, urban nature of the location in close proximity to the Loop.

- The proximity to public transportation and non-motorized transportation components serving the area.

- Not all trips to be generated by the office towers will travel to and from the site due to the limited amount of restricted parking provided on site. The majority of these trips will seek parking in the numerous public parking facilities outside the study area.

• It is recommended that, working with the neighboring property, consideration should be given to reactivating the one-way connector road (the West Lateral Approach) between Kinzie Street and Orleans Street to provide an alternate to access Orleans Street and reduce the traffic load on Kinzie Street.

• In order to enhance the traffic operations of area streets and intersections, the study has outlined a number of modification/improvements to be implemented including the following.

- Provide traffic signals and countdown pedestrian signal heads at the intersection of Kinzie Street with Kingsbury Street.

- Monitor the intersection of Kinzie Street and Wells Street under Condition 2 to determine the need to provide actuation for the Mart Drive leg.

- Monitor the intersection of Orleans Street with Wacker Drive for signal timing adjustments.

- Provide a left-turn arrow for the northbound-to-westbound turning vehicles at the intersection of Orleans Street and Hubbard Street (Condition 1).

- Provide a right-turn arrow for the southbound-to-westbound turning vehicles at the intersection of Wells Street and Mart Drive (Condition 1).

- Provide left-turn arrows for the eastbound-to-northbound and the northbound-to- westbound turning vehicles and a right-turn arrow for the southbound-to-westbound turning vehicles at the intersection of Orleans Street and Wolf Point Drive (Condition 2).

40 • To foster alternative modes of transportation and enhance pedestrian/bicycle safety, the following measures are recommended.

- Provide public bike racks within the development.

- Provide car sharing services.

- Install countdown pedestrian signal heads at the following intersections.

Wacker Drive and Orleans Street Orleans Street and Mart Drive Lake Street, Canal Street and Milwaukee Avenue

- Install High-Visibility (International Style) Crosswalks on all legs of the intersection at the following intersections.

Wacker Drive and Orleans Street Orleans Street and Mart Drive Wells Street and Mart Drive Lake Street, Canal Street and Milwaukee Avenue

11-200 Walsh Proposed Wolf Point Development in Chicago November 8 2012 gjg lra 41 Appendix

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PROJECT NO: PROJECT: TITLE: 11-200 WOLF POINT EXISTING AREA PUBLIC CHICAGO, ILLINOIS TRANSPORTATION EXHIBIT NO: 1 Exhibit 2

B08101 MEANS OF TRANSPORTATION TO WORK BY AGE Universe: Workers 16 years and over 2006-2010 American Community Survey 5-Year Estimates

Supporting documentation on code lists, subject definitions, data accuracy, and statistical testing can be found on the American Community Survey website in the Data and Documentation section.

Sample size and data quality measures (including coverage rates, allocation rates, and response rates) can be found on the American Community Survey website in the Methodology section.

Although the American Community Survey (ACS) produces population, demographic and housing unit estimates, for 2010, the 2010 Census provides the official counts of the population and housing units for the nation, states, counties, cities and towns. For 2006 to 2009, the Population Estimates Program provides intercensal estimates of the population for the nation, states, and counties.

Census Tract 818, Cook County, Illinois Estimate Margin of Error

Total: 4,784 +/-340 16 to 19 years 12 +/-19 20 to 24 years 225 +/-165 25 to 44 years 3,615 +/-377 45 to 54 years 502 +/-143 55 to 59 years 223 +/-98 60 to 64 years 161 +/-90 65 years and over 46 +/-57 Car, truck, or van - drove alone: 1,603 +/-284 16 to 19 years 0 +/-119 20 to 24 years 57 +/-76 25 to 44 years 1,228 +/-240 45 to 54 years 156 +/-100 55 to 59 years 66 +/-51 60 to 64 years 86 +/-66 65 years and over 10 +/-16 Car, truck, or van - carpooled: 106 +/-77 16 to 19 years 0 +/-119 20 to 24 years 0 +/-119 25 to 44 years 91 +/-64 45 to 54 years 0 +/-119 55 to 59 years 15 +/-24 60 to 64 years 0 +/-119 65 years and over 0 +/-119 Public transportation (excluding taxicab): 596 +/-169 16 to 19 years 0 +/-119 20 to 24 years 0 +/-119 25 to 44 years 459 +/-158 45 to 54 years 75 +/-55 55 to 59 years 29 +/-32 60 to 64 years 33 +/-41 65 years and over 0 +/-119 Walked: 1,701 +/-307 16 to 19 years 0 +/-119 20 to 24 years 147 +/-109

1 of 2 04/10/2012 Census Tract 818, Cook County, Illinois Estimate Margin of Error

25 to 44 years 1,243 +/-292 Exhibit 2 45 to 54 years 172 +/-76 55 to 59 years 91 +/-67 60 to 64 years 29 +/-33 65 years and over 19 +/-33 Taxicab, motorcycle, bicycle, or other means: 462 +/-176 16 to 19 years 12 +/-19 20 to 24 years 0 +/-119 25 to 44 years 357 +/-164 45 to 54 years 70 +/-57 55 to 59 years 10 +/-17 60 to 64 years 13 +/-20 65 years and over 0 +/-119 Worked at home: 316 +/-133 16 to 19 years 0 +/-119 20 to 24 years 21 +/-32 25 to 44 years 237 +/-123 45 to 54 years 29 +/-34 55 to 59 years 12 +/-18 60 to 64 years 0 +/-119 65 years and over 17 +/-28

Data are based on a sample and are subject to sampling variability. The degree of uncertainty for an estimate arising from sampling variability is represented through the use of a margin of error. The value shown here is the 90 percent margin of error. The margin of error can be interpreted roughly as providing a 90 percent probability that the interval defined by the estimate minus the margin of error and the estimate plus the margin of error (the lower and upper confidence bounds) contains the true value. In addition to sampling variability, the ACS estimates are subject to nonsampling error (for a discussion of nonsampling variability, see Accuracy of the Data). The effect of nonsampling error is not represented in these tables.

Workers include members of the Armed Forces and civilians who were at work last week.

While the 2006-2010 American Community Survey (ACS) data generally reflect the December 2009 Office of Management and Budget (OMB) definitions of metropolitan and micropolitan statistical areas; in certain instances the names, codes, and boundaries of the principal cities shown in ACS tables may differ from the OMB definitions due to differences in the effective dates of the geographic entities.

Estimates of urban and rural population, housing units, and characteristics reflect boundaries of urban areas defined based on Census 2000 data. Boundaries for urban areas have not been updated since Census 2000. As a result, data for urban and rural areas from the ACS do not necessarily reflect the results of ongoing urbanization.

Source: U.S. Census Bureau, 2006-2010 American Community Survey

Explanation of Symbols:

1. An '**' entry in the margin of error column indicates that either no sample observations or too few sample observations were available to compute a standard error and thus the margin of error. A statistical test is not appropriate. 2. An '-' entry in the estimate column indicates that either no sample observations or too few sample observations were available to compute an estimate, or a ratio of medians cannot be calculated because one or both of the median estimates falls in the lowest interval or upper interval of an open-ended distribution. 3. An '-' following a median estimate means the median falls in the lowest interval of an open-ended distribution. 4. An '+' following a median estimate means the median falls in the upper interval of an open-ended distribution. 5. An '***' entry in the margin of error column indicates that the median falls in the lowest interval or upper interval of an open-ended distribution. A statistical test is not appropriate. 6. An '*****' entry in the margin of error column indicates that the estimate is controlled. A statistical test for sampling variability is not appropriate. 7. An 'N' entry in the estimate and margin of error columns indicates that data for this geographic area cannot be displayed because the number of sample cases is too small. 8. An '(X)' means that the estimate is not applicable or not available.

2 of 2 04/10/2012 GRAND AVE

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1 HUBBARD ST 3 ORLEANS ST KINZIE ST 4

SITE

WACKER DR 5 9 LAKE ST

8 7 6 LA SALLE ST 1 2 3 RANDOLPH ST 4

5 WELLS ST 6

7 FRANKLIN ST WASHINGTON ST 8 9 PROJECT NO: PROJECT: TITLE: 11-200

WOLF POINT AREA PUBLIC PARKING LOCATIONS CHICAGO, ILLINOIS EXHIBIT NO: 3