Transportation Study Children’s Memorial Hospital Campus Redevelopment Chicago, Illinois

Prepared for:

McCaffery Interests, Inc.

Submitted by:

Kenig, Lindgren, O’Hara, Aboona, Inc.

February 18, 2014

Table of Contents

Tables and Figures ...... ii

Introduction ...... 1 Study Area ...... 2 Scope of Services ...... 2

Existing Conditions ...... 3 Site Location ...... 3 Area Streets ...... 3 Street Improvements ...... 5 Public Transportation ...... 5 Non-Motorized Transportation System ...... 6 Existing Transportation Counts ...... 7 Halsted Street/Fullerton Avenue/Lincoln Avenue Intersection Crash Data ...... 8

Existing Characteristics of the Former CMH Campus ...... 9 Vehicle Access ...... 10 Existing Hospital Vehicle Trip Generation ...... 10

Traffic Characteristics of the CMH Redevelopment ...... 11 CMH Redevelopment Plan ...... 11 Directional Distribution ...... 11 Traffic Generation Estimates ...... 12 CMH Redevelopment Traffic Assignment ...... 13 Other Area Growth ...... 13 Total Projected Traffic Volumes ...... 13

Evaluation and Recommendations ...... 14 Access to the CMH Redevelopment ...... 14 Traffic Analysis ...... 17 Results of the Existing Traffic Analyses ...... 17 Results of the Total Projected Traffic Analyses ...... 18 Projected Intersection Operations and Recommended Improvements/Modifications ...... 19 Operation of Orchard Street Between Lincoln Avenue and Fullerton Avenue ...... 24 Operation of Lincoln Avenue Between Fullerton Avenue and Belden Avenue ...... 24 Operation of Fullerton Avenue Between Lincoln Avenue and Orchard Street ...... 25 Other Transportation Improvements ...... 25 Transportation Demand Management (TDM) Program ...... 26

Conclusion ...... 26

Tables and Figures ...... 31 Appendix ...... 51

CMH Redevelopment i Transportation Study Tables and Figures

Tables

1. CTA 2012 Average Bus Ridership ...... 32 2. Halsted Street With Fullerton Avenue and Lincoln Avenue Intersection Weekday Transportation Counts (Tuesday, February 28, 2012) ...... 33 3. Halsted Street With Fullerton Avenue and Lincoln Avenue Intersection Saturday Transportation Counts (Saturday, March 3, 2013) ...... 34 4. Halsted Street/Fullerton Avenue/Lincoln Avenue Intersection 2009 Through 2011 Crash Data ...... 35 5. Former CMH Campus—Vehicle Generation Estimates ...... 35 6. CMH Redevelopment—Vehicle Trip Generation Estimates ...... 36 7. Comparison of Former CMH Campus and CMH Redevelopment Traffic Volumes ...... 37 8. Existing Conditions—Capacity Analysis Results/Summary of Critical Movements ...... 38 9. Projected Conditions—Capacity Analysis Results/Summary of Critical Movements ...... 39

Figures

1. Site Location ...... 40 2. Aerial Photo of CMH and Study Area ...... 41 3. Existing Transportation System ...... 42 4. Existing Intersection Geometrics ...... 43 5. Existing Vehicle Volumes ...... 44 6. Existing Pedestrian Volumes ...... 45 7. Existing Bicycle Volumes...... 46 8. Estimated Directional Distribution ...... 47 9. CMH Redevelopment Generated Traffic ...... 48 10. Total Projected Traffic Volumes ...... 49 11. Recommended Transportation Improvements ...... 50

Appendix

Level of Service Criteria ...... 52 Existing Conditions—95th Percentile Queue Length ...... 53 Projected Conditions—95th Percentile Queue Length ...... 55 Other Development Traffic Assignments ...... 57 Warrant Analysis ...... 58 Technical Memorandum ...... 59

CMH Redevelopment ii Transportation Study Introduction

This report summarizes the methodologies, results and findings of a transportation study conducted by Kenig, Lindgren, O’Hara, Aboona, Inc. (KLOA, Inc.) for the redevelopment of the former Children’s Memorial Hospital (CMH) campus located in Chicago, Illinois. The former CMH campus is located in the heart of the Lincoln Park neighborhood and contains the following parcels:

 The main hospital is located on the block bounded by Fullerton Avenue on the north, Orchard Street on the east and Lincoln Avenue on the south and west (Main Parcel).

 An approximate 850-space parking garage and four commercial parcels are located on the west side of Lincoln Avenue south of Fullerton Avenue (Lincoln Avenue Parcel).

 The Nellie Black Building and Kohl’s House are located in the northwest corner of the intersection of Fullerton Avenue with Orchard Street (Orchard Street Parcel).

Access to the former CMH campus was provided via seven access drives located on Lincoln Avenue and two access drives located on Fullerton Avenue. Figure 1 shows the location of the former CMH campus in relation to the area street system. Figure 2 shows an aerial view of the former CMH campus and surrounding area. (All of the figures and tables are located in the Appendix.)

McCaffery Interests, Inc. is proposing to redevelop the former CMH campus with a mixed-use development that is to contain approximately 486 market rate apartments, 54 affordable apartments, 60 condominiums, four residential units to be located in the Kohl’s House, 156 senior housing units, a 56,780 square-foot fitness/health club, a 25,000 square-foot grocery store, 76,800 square feet of commercial space and approximately 1,044 parking spaces. The three parcels are proposed to contain the following uses:

 The Main Parcel is to contain market rate and affordable rate apartments, the condominiums, the grocery store and general commercial space. Access to the parcel will be provided via a full access drive located on Lincoln Avenue serving a drop-off/pick-up circle and an access drive on Orchard Street serving approximately 97 below grade parking spaces reserved for the condominiums. In addition, access to the sublevel loading area will be provided via an access drive on Fullerton Avenue.

 The Lincoln Avenue Parcel is to contain the existing 850-space parking garage, a fitness/health club and general commercial space. Access to this parcel is to be provided via the two existing access drives on Lincoln Avenue serving the parking garage.

 The Orchard Street Parcel is to contain senior housing. Access to approximately 97 below grade parking spaces will be provided via one access drive on Fullerton Avenue.

CMH Redevelopment 1 Transportation Study Study Area

Per the direction of the Chicago Department of Transportation (CDOT) the study area for the transportation study is bounded by Wrightwood Avenue and Fullerton Avenue to the north, Orchard Street and Lincoln Avenue on the east and Webster Avenue on the south and Halsted Street and Sheffield Avenue on the west and includes the following intersections:

 Sheffield Avenue with Wrightwood Avenue and Lincoln Avenue (traffic signal control)  Sheffield Avenue with Fullerton Avenue (traffic signal control)  Halsted Street with Wrightwood Avenue (traffic signal control)  Halsted Street with Fullerton Avenue and Lincoln Avenue (traffic signal control)  Halsted Street with Belden Avenue (all-way stop sign control)  Halsted Street with Webster Avenue (traffic signal control)  Orchard Street with Fullerton Avenue (all-way stop sign control)  Orchard Street with Belden Avenue and Lincoln Avenue (traffic signal control)  Burling Street with Fullerton Avenue (stop sign control)  Geneva Terrace with Webster Avenue and Lincoln Avenue (traffic signal control)  Lincoln Avenue with parking garage/CMH access drives (traffic signal control)

Scope of Services

The purpose of this study was to the examine the background transportation conditions, assess the impact that the CMH redevelopment will have on the transportation system and determine if any street, access or other transportation improvements are necessary to accommodate the CMH redevelopment. It is important to note that the scope of services for the transportation study was developed in concert with CDOT.

The subsequent sections of this report present the following:

 Existing transportation conditions within the study area  Existing transportation characteristics of the former CMH campus  A detailed description of the CMH redevelopment  Directional distribution of the CMH redevelopment  Vehicle, pedestrian and bicycle trip generation at the build-out of the CMH redevelopment  Future projected traffic conditions  Future transportation conditions including site access  Transportation Demand Management Program

CMH Redevelopment 2 Transportation Study Existing Conditions

Existing transportation conditions in the vicinity of the former CMH campus 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, an inventory of the alternative modes of transportation serving the area and existing peak hour vehicle, pedestrian and bicycle volumes.

Site Location

The former CMH’s main hospital was located on the block bounded by Fullerton Avenue on the north, Orchard Street on the east and Lincoln Avenue on the south and west. In addition, to the main hospital, the former CMH campus included the Nellie Black Building and Kohl’s House located in the northwest corner of Fullerton Avenue/Orchard Street intersection and an approximate 850-space parking garage located on the west side of Lincoln Avenue. Lastly, the former CMH campus also includes the four commercial buildings located in the southeast corner of Halsted Street and Lincoln Avenue. Land uses surrounding the former CMH campus include a mix of commercial, residential, office, and educational uses. Within the vicinity of the site, Halsted Street, Lincoln Avenue, and Fullerton Avenue west of Orchard Street are commercial streets and Fullerton Avenue east of Orchard Street, Orchard Street, Burling Street and Belden Avenue are residential streets. DePaul University is located to the west of the former CMH campus, Abraham Lincoln Elementary School and Park West Cooperative Nursery School are located to the east of the former CMH campus.

Area Streets

The principal streets that provide access to the former CMH campus are described in the following paragraphs and shown in Figures 3 and 4.

Lincoln Avenue is a southeast-to-northwest arterial street. Within the study area, Lincoln Avenue has a two-lane cross section with parking generally permitted on both sides of the street. Bike lanes are provided on both sides of Lincoln Avenue. Separate left-turn lanes are provided on Lincoln Avenue at its signalized intersections with Halsted Street/Fullerton Avenue, Sheffield Avenue/Wrightwood Avenue and the CMH parking garage main access drive. Separate right-turn lanes are provided on Lincoln Avenue at its signalized intersections with Halsted Street/Fullerton Avenue, Sheffield Avenue/Wrightwood Avenue (southeast bound approach) and Geneva Terrance/Webster Avenue (southeast bound approach).

Halsted Street is a north-south arterial street. Within the study area, Halsted Street has a two-lane cross section with parking generally permitted on both sides of the street. Bike lanes are provided on both sides of Halsted Street. Separate left-turn lanes and right-turn lanes are provided on Halsted Street at its signalized intersections with Fullerton Avenue/Lincoln Avenue, Wrightwood Avenue and Webster Avenue. The intersection of Belden Avenue/Halsted Street is under all-way stop sign control.

CMH Redevelopment 3 Transportation Study Fullerton Avenue is an east-west arterial street. Within the study area, Fullerton Avenue has a two-lane cross section with parking generally permitted on both sides of the street. Bike lanes are provided on both sides of Fullerton Avenue west of Halsted Street. Separate left-turn lanes are provided on Fullerton Avenue at its signalized intersections with Halsted Street/Lincoln Avenue and Sheffield Avenue. Separate right turn lanes are provided on Fullerton Avenue at its signalized intersections with Halsted Street/Lincoln Avenue (eastbound approach) and Sheffield Avenue (westbound approach). The intersection of Fullerton Avenue and Orchard Street is under all-way stop sign control.

Sheffield Avenue is a north-south collector street. Within the study area, Sheffield Avenue has a two-lane cross section with parking generally permitted on both sides of the street. Separate left- turn lanes are provided on Sheffield Avenue at its signalized intersection with Fullerton Avenue.

Wrightwood Avenue is an east-west collector street. Within the study area, Wrightwood Avenue has a two-lane cross section with parking generally permitted on both sides of the street.

Webster Avenue is an east-west collector street. Within the study area, Webster Avenue has a two-lane cross section with parking generally permitted on both sides of the street.

Orchard Street is a one-way northbound local street. Within the study area, Orchard Street provides one moving lane with parking generally permitted on both sides of the street. The intersection of Orchard Street/Belden Avenue/Lincoln Avenue is under traffic signal control and the intersections of Orchard Street/Fullerton Avenue and Orchard Street/Kemper Place are under all-way stop sign control. The drop off and pick up for the Park West Cooperative Nursery School occurs along the east side of Orchard Street just south of Fullerton Avenue.

Burling Street is a one-way southbound local street. Within the study area, Burling Street provides one moving lane with parking generally permitted on both sides of the street. At its intersection with Fullerton Avenue, Burling Street is under stop sign control.

Belden Avenue is a one-way eastbound local street. Within the study area, Belden Avenue provides one moving lane with parking generally permitted on both sides of the street. The intersection of Orchard Street/Belden Avenue/Lincoln Avenue is under traffic signal control and the intersection of Belden Avenue/Halsted Street is under all-way stop sign control.

Kemper Place is a one-way westbound street that extends between Geneva Terrace and Orchard Street. It provides one moving lane with parking generally provided on both sides of the street. Parking is prohibited along the frontage of Abraham Lincoln Elementary School from 7:00 A.M. to 4:30 P.M. on school days. Bus drop off/pick up occurs along the school frontage with buses entering from Orchard Street and existing onto Geneva Terrace. The intersections of the Kemper Place/Geneva Terrace and Kemper Place/Orchard Street are under all way stop sign control. Kemper Place is closed to through traffic during drop off and pick up periods at Abraham Lincoln Elementary School.

CMH Redevelopment 4 Transportation Study Street Improvements

The DePaul University Institutional Planned Development Number 2 as amended includes several future improvements/modifications to the area transportation system as discussed below:

 Halsted Street/Belden Avenue Intersection. A traffic signal will be installed at this intersection with the development of the new music school to be located in the northwest quadrant of the intersection. The Music School will have an access drive on the west side of Halsted Street between Fullerton Avenue and Belden Avenue.

 Sheffield Avenue/Fullerton Avenue Intersection. Capacity improvements to the Sheffield Avenue approaches and/or signal modifications will be considered at this intersection with the redevelopment of the parcel in the northwest quadrant of the intersection.

Public Transportation

The area is served by the Chicago Transit Authority (CTA) Red, Purple, and Brown rapid transit lines. A local stop for all three lines is located on Fullerton Avenue just east of Sheffield Avenue approximately ¼ mile west of the former CMH campus. The Fullerton station is a major transfer station for the north side of Chicago. According to the CTA’s 2011 Annual Ridership Report, an average of 13,100 passengers on a weekday, 9,400 passengers on a Saturday and 6,800 passengers on a Sunday/Holiday entered the Fullerton station. The following summarizes the rapid transit lines that have stops at the Fullerton station:

 The Red Line provides 24-hour train service between the Howard station on the north side and 95th/Dan Ryan station on the south side via downtown Chicago.

 The Brown Line provides service along the north side of the city between the Kimball station and the downtown Loop.

 The Purple Line provides service between the Linden station (Wilmette) and Howard station via Evanston. Additionally, during the weekday peak commuter periods, express service is provided between the Howard station and the downtown Loop.

In addition, the following bus routes serve the immediate area and all have stops within a ½ mile of the site:

 Route Number 8 - Halsted generally runs along Halsted Street between 79th Street (7900 South) and Waveland Avenue (3700 North). Service is provided seven days a week and on Holidays.

 Route Number 37 - Sedgwick generally runs along Sedgwick Street, Franklin Street and LaSalle Street between the Fullerton Avenue rapid transit station and the Blue Line Clinton station (Clinton Street and Van Buren Street). Service is provided Monday through Friday.

CMH Redevelopment 5 Transportation Study  Route Number 22 - Clark generally runs along Clark Street between the Howard rapid transit station and Polk Street (800 South). Service is provided seven days a week and on Holidays.

 Route Number 36 - Broadway generally runs along Broadway Street and Clark Street between the Clark Street/Devon Avenue intersection and the downtown Loop. Service is provided seven days a week and on Holidays.

 Route Number 74 - Fullerton runs along Fullerton Avenue and Grand Avenue between Halsted Street and Nordica Avenue (7000 West). Service is provided seven days a week and on Holidays.

Table 1 provides the average bus ridership per line and is based on the CTA’s 2011 Annual Ridership Report.

Non-Motorized Transportation System

The non-motorized transportation system serving the former CMH campus accommodates bicycle and pedestrian modes of travel as follows.

Bicycle Routes. The following streets within the vicinity of the former CMH campus have been recommended as bike routes by CDOT:

 Halsted Street which currently has bike lanes in the vicinity of the former CMH campus  Lincoln Avenue which currently has bike lanes in the vicinity of the former CMH campus  Fullerton Avenue which currently has bike lanes west of Halsted Street  Sheffield Avenue between Diversey Parkway and Armitage Avenue  Geneva Terrace between Fullerton Avenue and Armitage Avenue  Wrightwood Avenue between Lakeview Avenue and Clybourn Avenue  Belden Avenue between Southport Avenue and Lincoln Park West

In addition, Divvy Bike sharing stations are provided at the intersections of Halsted Street/Fullerton Avenue/Lincoln Avenue, Sheffield Avenue/Fullerton Avenue and Geneva Terrace/Webster Avenue/Lincoln Avenue.

Pedestrian Facilities. All of the streets within the immediate area have sidewalks on both sides of the street. Crosswalks and pedestrian traffic signals are provided at all the signalized intersections within the study area. In addition, countdown pedestrian signal are provided at all of the signalized intersections in the study area except the intersection of Sheffield Avenue/Wrightwood Avenue/Lincoln Avenue.

CMH Redevelopment 6 Transportation Study Existing Transportation Counts

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

 Sheffield Avenue with Wrightwood Avenue and Lincoln Avenue (February 29 and March 3, 2012)  Sheffield Avenue with Fullerton Avenue (February 22 and March 3, 2012)  Halsted Street with Wrightwood Avenue (March 1 and 3, 2012)  Halsted Street with Fullerton Avenue and Lincoln Avenue (February 28 and March 3, 2012)  Halsted Street with Belden Avenue (March 25 and 28, 2012)  Halsted Street with Webster Avenue (February 28 and March 25, 2012)  Burling Street with Fullerton Avenue (February 25 and March 1, 2012)  Geneva Terrace with Webster Avenue and Lincoln Avenue (February 25 and 25, 2012)

The traffic counts were conducted in March during the weekday morning (7:00 A.M. to 9:00 A.M.) and evening (4:00 P.M. to 6:00 P.M.) peak periods and during the Saturday midday (Noon to 2:00 P.M.) peak period when the CMH campus was still in operation.

In addition, previous traffic counts at the following intersections were obtained from a August 23, 2011 study performed by Traffic Analysis and Design, Inc. (TAD, Inc.) that documented the existing traffic conditions around the former CMH campus:

 Orchard Street with Belden Avenue and Lincoln Avenue  Lincoln Avenue with parking garage/CMH access drives  Lincoln Avenue with southern parking garage access drive  Orchard Street with Fullerton Avenue

Based on the results of the traffic counts, the weekday morning peak hour of traffic occurs from 7:30 A.M. to 8:30 A.M., the weekday evening peak hour of traffic occurs from 5:00 P.M. to 6:00 P.M., and the Saturday midday peak hour of traffic occurs from 12:00 P.M. to 1:00 P.M. Figure 5 illustrates the existing peak hour vehicle volumes, Figure 6 illustrates the existing peak hour pedestrian volumes and Figure 7 illustrates the existing peak hour bicycle volumes.

Per the direction of CDOT, the Halsted Street/Fullerton Avenue/Lincoln Avenue intersection counts were performed from 7:00 A.M. to 7:00 P.M. on a weekday and 11:00 A.M. to 3:00 P.M. on a Saturday. The results of the intersection counts are summarized in Tables 2 and 3 and summarized below:

 Truck traffic represents between 1.5 and 6.0 percent of the intersection’s total vehicle activity.

 Pedestrians represent between 27.0 and 43.0 percent of the intersection’s total activity.

 Bicyclists represent between 0.5 and 2.0 percent of the intersections total activity.

CMH Redevelopment 7 Transportation Study Lastly, per the request of CDOT, KLOA, Inc. observed the number/percentage of pedestrians that were crossing both Lincoln Avenue and Halsted Street in order to traverse between both sides of Fullerton Avenue. The observations revealed that approximately 55 to 60 percent of the total pedestrians crossing Lincoln Avenue and Halsted Street were traversing between both sides of Fullerton Avenue.

Halsted Street/Fullerton Avenue/Lincoln Avenue Intersection Crash Data

Crash data (2009 through 2011) was obtained from CDOT for the intersection of Halsted Street/Fullerton Avenue/Lincoln Avenue. Table 4 summarizes the vehicle, pedestrian and bicycle crash data for the intersection and all of the crash data is provided in the Appendix. The following provides a breakdown of the crash data:

 The intersection had a total of 112 crashes in the three-year period with an average of 38 crashes per year.

 The intersection had a total of 95 vehicle crashes in the three-year period with an average of 32 vehicle crashes per year.

The intersection had a total of 17 crashes involving pedestrian or bicyclists in the three-year period with an average of six pedestrian/bicycle crashes per year.

CMH Redevelopment 8 Transportation Study Existing Characteristics of the Former CMH Campus

The former CMH was the region's top provider of pediatric specialty care, and Illinois’ only freestanding hospital exclusively for children. The main hospital was located on the block bounded by Fullerton Avenue to the north, Orchard Street to the east and Lincoln Avenue to the south and west. The main hospital was licensed for 270 beds. In addition, to the main hospital, the former CMH campus included the Nellie Black Building and Kohl’s House located in the northwest corner of Fullerton Avenue/Orchard Street intersection and an approximate 850-space parking garage located on the west side of Lincoln Avenue. Lastly, the former CMH campus also includes four commercial buildings located in the southeast corner of Halsted Street and Lincoln Avenue.

The following highlights some operating facts and the activity that the former CMH campus generated within the neighborhood. The information was compiled by CMH:

 More than 1.5 million individuals were present on the CMH campus on an annual basis or an average of 4,100 persons per day. These figures included patients, families, visitors, employees, physicians, volunteers and vendors.

 On a daily basis the hospital’s concierge staff served 2,500 people who enter the hospital’s main lobby. The number translated into about 880,000 people moving in and out of the hospital’s front door each year.

 Annually approximately 265,000 inpatient days and outpatient hospital visits moved out of the Lincoln Park community. Specifically, approximately 70,000 inpatient days (resulting from 11,000 admissions) and 195,000 outpatient visits annually.

 The hospital treated on average 700 patients per day.

 The number of employees, physicians, residents, fellows and volunteers that were relocated from Lincoln Park to Streeterville was 4,300. At least 2,700 were in the hospital every day.

 At least 700 parents, grandparents, family and friends visited the children the hospital cares for every day or approximately 255,500 visitors annually.

 About 64 vendors visited the hospital each day or 23,300 annually. This figure included nearly 12,500 truck deliveries to the campus annually.

 The parking garage averaged 1,332 vehicles per day including 800 of which were employee vehicles and 532 of which were visitor vehicles.

 Approximately 5,000 ambulance transports to CMH occurred each year.

CMH Redevelopment 9 Transportation Study Vehicle Access

Vehicle access to the former CMH campus was provided via a total of nine access drives. Seven access drives were located on Lincoln Avenue providing access to the parking garage, the emergency room ambulance bay, from the drop-off/pick-up area, to two loading docks and a public alley. Two access drives were located on Fullerton Avenue providing access to the drop- off/pick-up area and to a loading area. Lastly, shuttle buses serving the former CMH campus staged along Lincoln Avenue.

Existing Hospital Vehicle Trip Generation

Traffic Analysis and Design, Inc. (TAD, Inc.) was retained by CMH to document the existing traffic conditions around the campus and to determine the volume of vehicle traffic that it generated. The results of the TAD, Inc. study were documented in a memorandum report dated June 29, 2011. Table 5 shows the weekday morning, weekday evening and Saturday midday peak hour traffic generated by the former CMH campus. Further, the TAD, Inc. study estimated that the former CMH campus averaged 239 truck deliveries per week with 210 truck deliveries per week to the loading docks on Lincoln Avenue and 29 truck deliveries per week to the loading area located off of Fullerton Avenue.

CMH Redevelopment 10 Transportation Study Traffic Characteristics of the CMH Redevelopment

In order to properly evaluate future traffic conditions in the surrounding area, it was necessary to determine the transportation characteristics of the CMH redevelopment including the directional distribution and the number and type of trips that it will generate.

CMH Redevelopment Plan

McCaffery Interests, Inc. is proposing to redevelop the former CMH campus with a mixed-use development that is to contain approximately 486 market rate apartments, 54 affordable apartments, 60 condominiums, four residential units to be located in the Kohl’s House, 156 senior housing units, a 56,780 square-foot fitness/health club, a 25,000 square-foot grocery store, 76,800 square feet of commercial space and approximately 1,044 parking spaces. The three parcels are proposed to contain the following uses:

 The Main Parcel is to contain market rate and affordable rate apartments, the condominiums, the grocery store and general commercial space. Access to the parcel will be provided via a full access drive located on Lincoln Avenue serving a drop-off/pick-up circle and an access drive on Orchard Street serving approximately 97 below grade parking spaces reserved for the condominiums. In addition, access to the sublevel loading area will be provided via an access drive on Fullerton Avenue.

 The Lincoln Avenue Parcel is to contain the existing 850-space parking garage, a fitness/health club and general commercial space. Access to this parcel is to be provided via the two existing access drives on Lincoln Avenue serving the parking garage.

 The Orchard Street Parcel is to contain senior housing. Access to approximately 97 below grade parking spaces will be provided via one access drive on Fullerton Avenue.

Directional Distribution

The directions from which the CMH redevelopment-generated traffic will approach and depart the site were estimated based on the existing travel patterns as determined from the traffic counts and previous studies conducted in the area. Figure 8 illustrates the directional distribution for the redevelopment.

CMH Redevelopment 11 Transportation Study Traffic Generation Estimates

Given the dense, urban nature of the neighborhood, it contains a large population of people who live and work within walking distance of the former CMH campus. Adding to the neighborhood activity is the many people who patronize/attend the various commercial establishments, restaurants, institutions (DePaul University) and entertainment venues. Further, the CTA‘s Fullerton station is located ¼ mile west of former CMH campus and is a major transfer station for the north side of Chicago. In addition, several CTA bus lines serve the area. Lastly, bike lanes are provided along Halsted Street, Lincoln Avenue, and Fullerton Avenue and several Divvy Bike sharing stations are located in the area. As such, the number of vehicle trips to be generated by the CMH redevelopment will be reduced due to the mixed-use nature of the development, the location of the site within a dense, urban neighborhood and the available public and non-motorized transportation (walking and biking) serving the area.

Per the request of CDOT, Nelson\Nygaard Consulting Associates (Nelson\Nygaard) were retained to perform a trip generation analyses for the CMH redevelopment and to establish a transportation demand management (TDM) program. The Nelson\Nygaard study, which is provided under a separate cover, has established a set of trip generation reduction estimates that account for the unique characteristics of the neighborhood, the mixed-use nature of the development and the anticipated TDM program. Reductions were established for the (1) local context, (2) the transportation network, (3) parking management strategies and (4) additional TDM programs.

Based on the results of the Nelson\Nygaard study, the estimate of the vehicle trips to be generated by the CMH redevelopment was determined. Table 6 shows the estimated peak hour vehicle trips to be generated by the CMH redevelopment.

It is important to note that when the traffic counts were performed, the former CMH campus was still operating and generating traffic. As outlined in the previous chapter, the former CMH campus generated a significant volume of traffic in the area. Table 5 illustrates the weekday morning, weekday evening and Saturday midday peak hour vehicle trips generated by the former CMH campus as presented in a memorandum report dated June 29, 2011 prepared by TAD, Inc. A comparison of the vehicle trips to be generated by the former CMH campus and estimated to be generated by the proposed CMH redevelopment is provided in Table 7. A review of the table reveals that during the critical weekday morning and evening peak hours, the CMH redevelopment is projected to generate less vehicle trips than the former CMH campus. However, during the Saturday midday peak hour, the CMH redevelopment will generate more traffic than the former CMH campus.

CMH Redevelopment 12 Transportation Study CMH Redevelopment Traffic Assignment

The estimate of the vehicle trips to be generated by the CMH redevelopment was assigned to the street system and the access drives based on the directional distribution. Figure 9 illustrates the vehicle assignment for the CMH redevelopment.

Other Area Growth

In addition to the CMH redevelopment-generated traffic, the study also included the traffic that will be generated by the following developments:

 The redevelopment of Lincoln Park Hospital  The expansion of DePaul University as outlined in the DePaul University Institutional Planned Development Number 2 as amended

The additional traffic to be generated by these projects was determined and assigned to the area street system based on the traffic studies conducted for each project and are shown in Figure A included in the Appendix. Lastly, to account for other growth in the area, the existing traffic volumes, which include the traffic from the former CMH campus, were increased by 2.5 percent.

Total Projected Traffic Volumes

Figure 10 shows the total peak hour volumes, which includes the following:

 The existing traffic volumes  The removal (subtraction) of the existing traffic generated by the former CMH campus  The CMH redevelopment traffic  The other area growth

CMH Redevelopment 13 Transportation Study Evaluation and Recommendations

In order to evaluate the impact of the CMH redevelopment, the access to the CMH redevelopment was reviewed and the adjacent intersections were analyzed based on the existing and future traffic on the street system. From this analysis, recommendations were developed regarding the site access facilities and the area transportation system.

Access to the CMH Redevelopment

Vehicle Access. Primary access to the CMH redevelopment is proposed to be provided via three access drives (two intersections) located on Lincoln Avenue, one access drive on Orchard Street and one access drive on Fullerton Avenue. The following describes the design and locations of the access drives:

 Lincoln Avenue Signalized Intersection. Primary access to the CMH redevelopment will be provided via the existing signalized intersection on Lincoln Avenue serving the former CMH campus. This intersection will serve both the parking garage and the drop-off/pick-up circle for the main parcel as described below.

 The parking garage access drive will remain at the same location. However, it is recommended that the access drive provide one inbound lane and two outbound lanes striped for a shared through/left-turn lane and a separate right-turn lane. To maximize the internal stacking, the inbound gates to the parking garage should be located as far as possible within the garage. A separate left-turn lane is currently provided on Lincoln Avenue serving the parking garage access drive.

 Access to the one-way drop-off/pick-up circle will be provided via one access drive located on the east side of Lincoln Avenue opposite the parking garage access drive. This access drive will provide one inbound lane and one outbound lane striped for a shared left-turn/through/right-turn lane.

 Lincoln Avenue Secondary Parking Garage Access Drive. Secondary access to the parking garage will be provided via the existing access drive located along the southeast side of the parking garage. This access drive will provide one inbound lane and one outbound lane with the outbound lane under stop sign control. Outbound left-turn movements will continue to be prohibited from this access drive.

 Orchard Street Access Drive. Access to the below grade parking for the condominiums is to be provided on the west side of Orchard Street located just north of Kemper Place. The access drive will provide one inbound lane and one outbound lane with the outbound lane under stop sign control. Since Orchard Street is a one-way northbound street, access will be restricted to inbound and outbound left-turns only.

CMH Redevelopment 14 Transportation Study  Fullerton Avenue Access Drive. Access to the below grade parking for the senior housing facility is to be provided on the north side of Fullerton Avenue located just west of Orchard Street. The access drive will provide one inbound lane and one outbound lane with the outbound lane under stop sign control.

Truck Access. Primary loading for the CMH redevelopment will occur in the sublevel of the main parcel. The loading area will provide loading docks for six single unit trucks and two semi-trailers. In addition, the loading area has been designed to accommodate staging for one single unit truck. As such, the loading area can accommodate a total of nine trucks at one time which far exceeds the zoning requirement.

Access to the loading area will be provided via a two-way access drive located on Fullerton Avenue just east of Burling Street. As designed, all truck traffic will be able to pull directly in and out of the access drive serving the loading area and will not require any reverse (backing in) maneuvers along Fullerton Avenue. Furthermore, the access drive will be aligned on an angle to (1) expedite access between Fullerton Avenue and the access drive and (2) enforce the prohibition of truck access to/from the east along Fullerton Avenue. Warning lights will also be provided along the Fullerton Avenue sidewalk at the access drive to warn pedestrians when a truck is exiting the loading area. It is important to note that a traffic signal is recommended at the Fullerton Avenue with Orchard Street intersection which will provide additional gaps in the Fullerton Avenue traffic stream allowing traffic from Burling Street and from the truck access drive to turn left out onto Fullerton Avenue more efficiently and with reduced delays.

To further minimize the impact of the loading operations, the CMH redevelopment will only permit deliveries from 6:00 A.M. to 9:00 P.M. In addition, deliveries will be prohibited during the weekday morning (7:00 A.M. to 9:00 A.M.) and evening (4:00 P.M. to 6:00 P.M.) peak periods. Further, the loading area garage door will open automatically as a truck enters the access drive allowing the truck traffic to directly enter the loading area. Lastly, per the City of Chicago regulations, only 55-foot long trucks or shorter will be permitted to access the loading area.

It is estimated that the CMH development will generate approximately 6 to 8 semi-trailers and 30 to 40 vans/single unit trucks per day. This averages to less than one semi-trailer and three to four vans/single unit trucks per hour over the eleven hours that deliveries are permitted. Further, most of the deliveries will be scheduled and, as such, the developer/operator will have the ability to manage the number of trucks it services during any one time and control the volume of truck traffic that it will generate. As such, the loading area has been designed (capacity of nine trucks) to accommodate more than the anticipated peak truck demand (four to five trucks per hour) ensuring that truck traffic does not stage on Fullerton Avenue.

Therefore, the proposed design and operation of loading area/access drive will provide orderly and efficient access and limit the impact on Fullerton Avenue. However, consideration should be given to using a dock master to expedite and assist with the exiting of semi-trailers from the loading area to Fullerton Avenue.

CMH Redevelopment 15 Transportation Study Truck access to the senior housing facility will be provided via the underground loading area to be located in the main parcel. Deliveries between the loading area and the senior housing facility will occur via the existing tunnel under Fullerton Avenue.

Truck access to the commercial uses to be located on the Lincoln Avenue Parcel will be provided via the existing northwest-to-southeast alley located along the western portion of the parcel. Access to the alley is provided via Halsted Street and Belden Avenue.

It is important to note that the former CMH campus was served via nine access drives with seven located on Lincoln Avenue and two located on Fullerton Avenue as discussed below.

 Former CMH Campus Lincoln Avenue Access Drives. Three of the Lincoln Avenue access drives served the loading docks and the emergency room ambulance bay. In addition, the former CMH campus used several shuttle buses that staged along Lincoln Avenue. As such, the CMH redevelopment will result in the reduction of four access drives located along Lincoln Avenue and the elimination of the truck traffic, ambulance transports and the staging of the CMH shuttle buses all of which will enhance the flow of vehicle, bicycle and pedestrian movements along Lincoln Avenue.

 Former CMH Campus Fullerton Avenue Access Drives. One of the Fullerton Avenue access drives served a loading area and the other provided inbound access to the drop- off/pick-up area. Both left-turn and right-turn movements were permitted from Fullerton Avenue to the drop-off/pick-up area. Since a left-turn lane was not provided on Fullerton Avenue serving the drop-off/pick up area, the left-turn movements had to be completed via the through lane impeding the westbound though traffic. In contrast, the CMH redevelopment is projected to have truck traffic access the development via Fullerton Avenue during non peak periods with all inbound truck traffic restricted to right-turn movements. In addition, a full access drive is proposed on the north side of Fullerton Avenue serving only the below grade parking garage for the senior housing facility. The senior housing facility is projected to generate a very limited volume of traffic. As such, given the reduction in the site-specific activity along Fullerton Avenue, the CMH redevelopment will improve the flow of vehicle, pedestrian and bicycle traffic along Fullerton Avenue.

Standing Zones. To facilitate drop-off and pick-up activity at the development, on-street standing zones are to be provided at the following locations.

 On the west side of Lincoln Avenue just north of the main access drive to the parking garage

 On the west side of Orchard Street both north and south of Kemper Place

CMH Redevelopment 16 Transportation Study Traffic Analysis

Traffic analyses were performed for the intersections within the study area to determine the operation of the existing street system, evaluate the impact of the proposed CMH redevelopment, and determine the ability of the existing street system to accommodate projected traffic demands. Analyses were performed for the existing and the projected traffic volumes.

The traffic analyses were performed using Synchro 7 computer software, which is based on the methodologies outlined in the Transportation Research Board’s Highway Capacity Manual (HCM), 2010. 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 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 intersections and unsignalized intersections are shown in the Appendix.

It should be noted that the existing signal timings, phasing and offsets were used when performing the capacity analyses. The results of the capacity analysis are summarized in Table 8 for the existing traffic volumes and Table 9 for the projected traffic volumes. The results of the queuing analyses are provided in the Appendix.

Results of the Existing Traffic Analyses

Except for a few locations, the results of the capacity analyses show that the intersections in the study area are generally operating at an acceptable level of service under existing conditions. The capacity analyses and field observations reveal that some queuing and delays are currently experienced along some intersection approaches as well as certain individual movements. Often, the queuing and delays experienced at many intersections is due to the capacity/operational deficiencies at the upstream intersections, particularly the Halsted Street/Fullerton Avenue/Lincoln Avenue intersection.

The following outlines several of the factors that are contributing to the less than desirable existing operations within the study area:

1. Capacity/operational deficiencies at the Halsted Street/Fullerton Avenue/Lincoln Avenue intersection often result in a ripple effect along the street system adding to the area congestion. The additional queuing experience at this intersection often extends through other downstream intersections impacting their operations.

CMH Redevelopment 17 Transportation Study 2. The high concentration of pedestrian movements in the area reduces the vehicle capacity of many intersections as turning vehicles must yield to pedestrian traffic in the crosswalks.

3. Due to the limited length of many of the separate turn lanes and the lack of exclusive left- turn phases, the queue of left-turn vehicles and right-turn vehicles often exceeds the available stacking and block the through lane of traffic.

4. Several of the intersections along the arterial streets (Halsted Street and Fullerton Avenue) are under all-way stop sign control. This type of traffic control is generally not efficient in accommodating the traffic volumes along arterial streets and often results in additional delays and queuing.

5. The former CMH campus was served via seven access drives on Lincoln Avenue providing vehicle, emergency and truck access. Further, all emergency transports occurred along Lincoln Avenue and shuttle buses used by CMH staged on Lincoln Avenue. As such, the additional activity generated by the former CMH campus reduced the operational efficiency of Lincoln Avenue and together with the capacity/operational deficiencies at the Halsted Street/Fullerton Avenue/Lincoln Avenue intersection often resulted in long queues and delays along Lincoln Avenue.

6. The former CMH campus was served via two access drives on Fullerton Avenue providing access to a truck dock and inbound access to the drop-off/pick-up area. Both left-turn and right-turn movements were permitted from Fullerton Avenue to the drop-off/pick-up area. Since a left-turn lane was not provided on Fullerton Avenue serving the campus, the left-turn movements had to be completed via the through lane impeding the westbound though traffic.

It is important to note that the transportation improvements/modifications recommended in this study and the elimination of the CMH campus will mitigate some of the existing operational issues summarized above and will result in a more efficient street system.

Results of the Total Projected Traffic Analyses

The following summarizes how the intersections are projected to operate with the total projected traffic volumes that include the CMH redevelopment traffic and the other area growth:

 Weekday Morning Peak Hour. In general, the area intersections are projected to operate better assuming the total projected traffic volumes compared to existing conditions with the CMH campus. This is due to the fact that the CMH redevelopment is projected to generate approximately 62 percent less vehicle trips than the former CMH campus during the weekday morning peak hour. Further, the recommended transportation improvements/modifications will mitigate some of the existing deficiencies in the street system. Subsequently, the CMH redevelopment will generally have less impact on the transportation system compared to the former CMH campus.

CMH Redevelopment 18 Transportation Study  Weekday Evening Peak Hour. In general, the area intersections are projected to operate similar to or better assuming the total projected traffic volumes compared to existing conditions with the CMH campus. This is due to the fact that the CMH redevelopment is projected to generate approximately 27 percent less vehicle trips than the former CMH campus during the weekday evening peak hour. Further, the recommended transportation improvements/modifications will mitigate some of the existing deficiencies in the street system. Subsequently, the CMH redevelopment will generally have a similar, if not less, impact on the transportation system compared to the former CMH campus.

 Saturday Midday Peak Hour. Assuming the total projected traffic volumes, the area intersections will experience some operational degradation compared to existing conditions with the former CMH campus. This is due to the fact that the CMH redevelopment is projected to generate more vehicle trips than the former CMH campus during the Saturday midday peak hour. However, most of the intersections are projected to operate at the same level of service as they have reserve capacity to accommodate the additional traffic. Further, the recommended transportation improvements/modifications will help mitigate the impact of the additional traffic.

Projected Intersection Operations and Recommended Improvements/Modifications

The following describes how the intersections are projected to operate and outlines the recommended improvements/modifications, which are illustrated in Figure 11.

Halsted Street with Fullerton Avenue and Lincoln Avenue. This intersection generally operates at a poor level of service. The following modifications/improvements are recommended at this intersection in order to increase its capacity and enhance its operation:

 Restripe the westbound approach of Fullerton Avenue to provide a separate right-turn lane. Currently, this approach provides a separate left-turn lane and a shared through/right-turn lane. With the addition of the right-turn lane, all of the intersection’s approaches will provide a separate left-turn lane, a through lane and a separate right-turn lane.

 Add a southbound lag left-turn phase (arrow) on Halsted Street and modify the existing lead northbound left-turn phase on Halsted Street to a lag phase.

With the proposed improvements/modifications and assuming the total projected traffic volumes, the operation of the intersection is projected to improve as outlined below:

 During the weekday morning peak hour the intersection’s operation is projected to improve from an overall Level of Service E to a Level of Service D and the average intersection delay is estimated to decrease by approximately 24 seconds which represents a 37 percent reduction in the average delay.

CMH Redevelopment 19 Transportation Study  During the weekday evening peak hour the intersection’s operation is projected to improve from an overall Level of Service F to a Level of Service E and the average intersection delay is estimated to decrease by approximately 27 seconds which represents a 30 percent reduction in the average delay.

 During the Saturday midday peak hour the intersection is projected to improve from an overall Level of Service F to a Level of Service E and the average intersection delay is estimated to decrease by approximately 23 seconds which represents a 28 percent reduction in the average delay.

In addition to the above recommendations, KLOA, Inc. also examined other alternative modifications/improvements. The following outlines some of the alternatives and the impact each has on the operation of the intersection and the area street system:

 Providing Exclusive Left-Turn Phases. Currently an exclusive left-turn phase (arrow) is only provided for the northbound Halsted Street approach and a left-turn phase is proposed for southbound Halsted Street. Subsequently, KLOA, Inc. examined the impact of adding exclusive left-turn phases to the Fullerton Avenue and Lincoln Avenue approaches. While the exclusive left-turn phases improve the operation of the left-turn movements, they result in an overall increase in the vehicle delay at this intersection. This is due to the fact that the operation of the through and right-turn movements are negatively impacted as the percentage of green time provided to these movements has to be reallocated to the exclusive left-turn phases.

 Prohibiting Left-Turn Movements. KLOA, Inc. examined prohibiting certain left-turn movements at this intersection. However, this alternative presented several negative impacts to the area street system and the neighborhoods, including the following:

 Due to the number of one-way streets and dead end/cul-de-sac streets, the area street system has a limited number of convenient alternative routes around the intersection.

 Many of the alternative routes traverse along local residential streets.

 The prohibition of the left-turn movements will result in additional travel through the area and the redistribution of traffic along/through other area streets and intersections.

 Some of the left-turn traffic would continue to traverse the subject intersection via other intersection movements.

CMH Redevelopment 20 Transportation Study For example, if left-turn movements were prohibited from Lincoln Avenue the most likely alternative paths would be as follows:

 Northwest bound Lincoln Avenue Traffic. Lincoln Avenue to northbound Orchard Street to westbound Fullerton Avenue or Lincoln Avenue to westbound Webster Avenue to northbound Halsted Street to westbound Fullerton Avenue.

 Southeast bound Lincoln Avenue Traffic. Lincoln Avenue to eastbound Wrightwood Avenue to southbound Halsted Street or southbound Burling Street to eastbound Fullerton Avenue.

 Fullerton Avenue Shortcut (Direct) Crosswalk. Per the request of CDOT, KLOA, Inc. examined providing a shortcut crosswalk that allows Fullerton Avenue pedestrians to directly cross the intersection. Currently, when crossing from one side to the other, the Fullerton Avenue pedestrians must traverse both the Halsted Street and Lincoln Avenue crosswalks. While the shortcut crosswalk reduces the travel distance and time it takes pedestrians to traverse the intersection, it does increase the vehicle delay at this intersection. This is due to the fact that the shortcut crosswalk requires an increase in the minimum walk time provided to the Fullerton Avenue signal phase that results in an increased cycle length and/or the reallocation of the percentage of green time provided to the Halsted Street and Lincoln Avenue approaches.

Shortcut crosswalks are provided along Irving Park Road at its six-legged intersection with Damen Avenue and Lincoln Avenue. However, given that Lincoln Avenue intersects the Damen Avenue/Irving Park Road intersection at a much tighter angle than the Halsted Street/Fullerton Avenue intersection, it allows for a better operation as summarized below:

 The length of the Irving Park Road shortcut crosswalk is approximately one third shorter than the shortcut crosswalk required for Fullerton Avenue. As such, the Irving Park Road shortcut crosswalk requires a shorter minimum walk time than would be required for the Fullerton Avenue shortcut crosswalk.

 The length of the Irving Park Road shortcut crosswalk is similar to the crosswalks provided across Damen Avenue and Lincoln Avenue. As such, the minimum walk time for the shortcut crosswalk is similar to the walk time for these other intersection legs. Conversely, the Fullerton Avenue shortcut crosswalk would be one-third longer than the existing crosswalk provided across Halsted Street and Lincoln Avenue.

CMH Redevelopment 21 Transportation Study Lincoln Avenue with Parking Garage Access Drive/Main Parcel Access Drives. This intersection will serve both the parking garage access drive and the access drive to the drop-off/pick-up circle to the main parcel. The parking garage access drive will remain at the same location. However, it is recommended that the access drive provide one inbound lane and two outbound lanes striped for a shared through/left-turn lane and a separate right-turn lane. To maximize the internal stacking, the inbound gates to the parking garage should be located as far as possible within the garage. A separate left-turn lane is currently provided on Lincoln Avenue serving the parking garage access drive.

Access to the one-way drop-off/pick-up circle will be provided via one full access drive aligned opposite the parking garage access drive. This access drive should provide one inbound lane and one outbound lane. Given the reduced volume of traffic projected to use the drop-off/pick-up circle, a separate left turn is not required.

Lastly, this intersection will continue to operate under traffic signal control. With the recommendations, the intersection is projected to operate at an acceptable overall level of service assuming the total projected traffic volumes.

Lincoln Avenue with Parking Garage’s Secondary Access Drive. The parking garage’s secondary access drive will remain at the same location and continue to provide one inbound lane and one outbound lane. Outbound left-turn movements will continue to be prohibited from the access drive and the access drive will continue to operate under stop sign control. The results of the capacity analyses show that that this intersection is projected to operate at an acceptable level of service assuming the total projected traffic volumes.

Orchard Street with Belden Avenue and Lincoln Avenue. This intersection currently operates at an acceptable overall level of service. Under future conditions, this intersection is projected to continue to operate at an acceptable overall level of service. While this intersection can experience extended queues and delays, often it is due to the capacity/operational deficiencies of upstream intersections and/or streets as opposed to the subject intersection. It is important to note that the recommendations outlined in this study will mitigate some of the upstream deficiencies.

Geneva Terrace with Webster Avenue and Lincoln Avenue. This intersection currently operates at an acceptable overall level of service. Under future conditions, this intersection is projected to continue to operate at an acceptable overall level of service. While this intersection can experience extended queues and delays, particularly along Lincoln Avenue, often it is due to the capacity/operational deficiencies of upstream intersections and/or streets as opposed to the subject intersection. It is important to note that the recommendations outlined in this study will mitigate some of the upstream deficiencies.

Sheffield Avenue with Wrightwood Avenue and Lincoln Avenue. This intersection currently operates at an acceptable overall level of service. Under future conditions, this intersection is projected to continue to operate at an acceptable overall level of service. Lastly, it is recommended that the traffic signal be upgraded to provide countdown pedestrian signals.

CMH Redevelopment 22 Transportation Study Sheffield Avenue with Fullerton Avenue. This intersection currently operates at an acceptable overall level of service. Under future conditions, this intersection is projected to continue to operate at an acceptable overall level of service. Further, it is important to note that as part of the DePaul University Institutional Planned Development Number 2 as amended, capacity improvements to the Sheffield Avenue approaches and/or signal modifications will be considered at this intersection with the redevelopment of the parcel in the northwest quadrant of the intersection.

Halsted Street with Webster Avenue. This intersection currently operates at an acceptable overall level of service. Under future conditions, this intersection is projected to continue to operate at an acceptable level of service. While this intersection can experience extended queues and delays, often it is due to the capacity/operational deficiencies of upstream intersections and/or streets as opposed to the subject intersection. It is important to note that the recommendations outlined in this study will mitigate some of the upstream deficiencies.

Halsted Street with Belden Avenue. This intersection currently operates at an acceptable level of service under the existing all-way stop sign control. Under future conditions, this intersection is projected to continue to generally operate at an acceptable level of service. However, due to the all-way stop sign control, this intersection can experience extended queues and delays along Halsted Street. This is due to the fact that all-way stop sign control is generally not efficient in accommodating the traffic volumes along arterial streets. As part of the DePaul University Institutional Planned Development Number 2 as amended, a traffic signal will be installed at this intersection with the development of the new Music School to be located in the northwest quadrant of the intersection. The installation of a traffic signal will greatly enhance the operation of the intersection and help mitigate the existing queues and delays experienced along Halsted Street.

Halsted Street with Wrightwood Avenue. This intersection currently operates at an acceptable overall level of service. Under future conditions, this intersection is projected to continue to operate at an acceptable overall level of service. While this intersection can experience extended queues and delays, often it is due to the capacity/operational deficiencies of upstream intersections and/or streets as opposed to the subject intersection. It is important to note that the recommendations outlined in this study will mitigate some of the upstream deficiencies.

Orchard Street with Fullerton Avenue. This intersection generally operates at an acceptable level of service under the existing all-way stop sign control. Under future conditions, this intersection is projected to continue to operate at an acceptable level of service. However, field observations and the results of the capacity analyses show that this intersection can experience extended queues and delays along Fullerton Avenue, especially in the westbound direction. This is due to the fact that the intersection operates under all-way stop sign control which is generally not efficient in accommodating the traffic volumes along arterial streets.

CMH Redevelopment 23 Transportation Study The installation of a traffic signal will enhance the operation of the intersection and help mitigate the existing queues and delays. To determine if a traffic signal will be warranted at this intersection, the existing traffic volumes were compared to the Four Hour (Warrant 2) and Peak Hour (Warrant 3) traffic signal warrants. The results of the analyses, which are included in the Appendix, show that a traffic signal is warranted based on the existing traffic volumes and assuming all of the intersection approaches operate with one lane. Therefore, it is recommended that a traffic signal be provided at this intersection. Further, the installation of the traffic signal will improve the operation of the intersection of Fullerton Avenue with Belden Avenue and the proposed truck access drive as it will provide additional gaps in the Fullerton Avenue traffic stream.

Operation of Orchard Street Between Lincoln Avenue and Fullerton Avenue

The drop-off/pick-up lane for the Park West Cooperative Nursery School is located along the east side of Orchard Street just south of Fullerton Avenue. To accommodate the drop-off/pick- up activity, a loading zone is provided on the east side of Orchard Street along the frontage from 8:30 A.M. to 5:30 P.M., Monday through Friday and from 8:00 A.M. to 6:00 P.M., Saturday through Sunday. The loading zone is approximately 130 feet in length and can accommodate five to six vehicles. Even with the loading zone, field observations have shown that the drop- off/pick-up activity results in additional congestion along Orchard Street primarily due to double stopping/standing/parking of vehicles along the loading zone. In order to enhance the flow of traffic along Orchard Street, the following recommendations should be considered.

 Officials of the nursery school should consider utilizing the loading zone more efficiently and ensure that parents pull all the way to the north end of the loading zone when dropping off or picking up their children.

 Officials at the nursery school should review their drop-off/pick-up policies and procedures to determine if any further modifications are necessary to enhance the operations.

 Increase the length of the loading zone in order to accommodate additional vehicles along the eastern curb of Orchard Street. However, this would result in the loss of parking along Orchard Street.

Operation of Lincoln Avenue Between Fullerton Avenue and Belden Avenue

As discussed previously, the operation of Lincoln Avenue between Fullerton Avenue and Belden Avenue will be improved with the CMH redevelopment due to the following:

 The number of access drives along Lincoln Avenue will be reduced from seven serving the former CMH campus to three proposed for the CMH redevelopment.

 The former CMH campus loading docks located on Lincoln Avenue and the truck traffic associated with the docks have been eliminated. CMH Redevelopment 24 Transportation Study  The former CMH campus emergency room ambulance bay located along Lincoln Avenue and the associated ambulance transports have been eliminated.

 The former CMH campus shuttle bus staging along Lincoln Avenue has been eliminated.

Operation of Fullerton Avenue Between Lincoln Avenue and Orchard Street

As discussed previously, the operation of Fullerton Avenue between Lincoln Avenue and Orchard Street will be improved with the CMH redevelopment due to the following:

 The number of access drive along Fullerton Avenue serving the proposed CMH redevelopment will be the same as the former CMH campus.

 However, the inbound access drive serving the former CMH campus drop-off/pick-up area and the associated traffic using the access drive will be eliminated.

 As such, the number of inbound left-turn movements from Fullerton Avenue to the campus will be significantly reduced.

Other Transportation Improvements

The following outlines other transportation improvements/modifications should be considered with the CMH redevelopment:

 It is recommended that the intersections of Orchard Street/Fullerton Avenue, Orchard Street/Belden Avenue/Lincoln Avenue and Lincoln Avenue/parking garage access drive be improved with continental style crosswalks.

 It is recommended that the traffic signal at the Sheffield Avenue/Wrightwood Avenue/Lincoln Avenue intersection be upgraded with countdown pedestrian traffic signals. All of the other intersections within the study area currently have pedestrian countdown traffic signals.

 In order to reduce the length of the crosswalks, consideration should be given to providing pedestrian bump outs at the following intersections:

 Lincoln Avenue/Parking Garage Main Access Drive. Bump outs will be provided on the east curb along the north and south legs of Lincoln Avenue.

 Orchard Street/Belden Avenue/Lincoln Avenue. A bump out should be considered on the west curb along the north leg of Orchard Street. It should be noted that a bump out is currently provided on the west curb along the south leg of Orchard Street.

 Orchard Street/Fullerton Avenue. Bump outs will be provided on both curbs along the north leg of Orchard Street. CMH Redevelopment 25 Transportation Study Transportation Demand Management (TDM) Program

Nelson\Nygaard were retained by McCaffery Interests, Inc. to develop a transportation demand management (TDM) program for the CMH redevelopment. A copy of the Nelson\Nygaard TDM program is provided under a separate cover. TDM Programs have been demonstrated to be highly effective at reducing the amount of vehicle trips created by new or existing developments. The program developed for the CMH redevelopment was derived from a comprehensive review of the best parking and transportation demand management practices conducted by private developments and communities throughout the United States. The measures work together as a mutually-reinforcing group of strategies that are most effective when applied simultaneously. Implementation of the TDM program will further reduce the number of vehicle trips to be generated by the CMH redevelopment.

Conclusion

Based on the preceding analyses and recommendations, the following conclusions have been made:

 The volume of vehicle trips generated by the proposed CMH redevelopment will be reduced due to the following:

 The mixed-use nature of the CMH redevelopment that is to consist of residential, retail, commercial, and office uses.

 The dense, urban nature of the neighborhood that contains a large population of people who live and work within walking distance of the CMH redevelopment. Adding to the neighborhood activity is the many people who patronize/attend the various commercial establishments, restaurants, institutions (DePaul University) and entertainment venues.

 The substantial public transportation and non-motorized transportation serving the area. The CTA’s Fullerton station is located ¼ mile west of former CMH campus and is a major transfer station for the north side of Chicago. In addition, several CTA bus lines serve the area. Lastly, bike lanes are provided along Halsted Street, Lincoln Avenue, and Fullerton Avenue.

 The proposed redevelopment will be located on the former CMH campus. As outlined in the study, the former CMH campus generated a significant amount of activity in the area and traffic to the area street system. Table 7 provides a comparison of the vehicle trips to be generated by the former CMH campus and estimated to be generated by the proposed CMH redevelopment. A review of the table reveals that during the critical weekday morning and evening peak hours, the CMH redevelopment is projected to generate less vehicle trips than the former CMH campus. However, during the Saturday midday peak hour, the CMH redevelopment will generate more traffic than the former CMH campus. CMH Redevelopment 26 Transportation Study  Access to the CMH redevelopment will be provided via five access drives as discussed below:

 Access to the parking garage will be provided via the two existing access drives on Lincoln Avenue. However, it is recommended that the main access drive provide one inbound lane and two outbound lanes striped to for a shared through/left-turn lane and a separate right-turn lane. To maximize the internal stacking, the inbound gates to the parking garage should be located as far as possible within the garage.

 Access to the drop-off/pick-up circle serving the main parcel will be provided via one full access drive on Lincoln Avenue located opposite the main parking garage access drive. This access drive should provide one inbound lane and one outbound lane.

 Access to the below grade parking for the condominiums is to be provided on the west side of Orchard Street located just north of Kemper Place. Since Orchard Street is a one-way northbound street, access will be restricted to inbound and outbound left turns only.

 Access to the below grade parking for the senior housing facility is to be provided on the north side of Fullerton Avenue located just west of Orchard Street. The access drive will provide one inbound lane and one outbound lane with the outbound lane under stop sign control.

 Primary loading for the CMH redevelopment will occur in the sublevel of the main parcel. Access to the loading area will be provided via a two-way access drive to be located on Fullerton Avenue just east of Burling Street. As designed, all truck traffic will be able to pull directly in and out of the loading area and all truck traffic will be restricted to accessing the loading area to and from the west along Fullerton Avenue. As such, the proposed sublevel- loading zone has been designed to minimize the impact of the loading on the existing street system.

 The operation of Lincoln Avenue between Fullerton Avenue and Belden Avenue will be improved with the CMH redevelopment due to the following:

 The number of access drives along Lincoln Avenue will be reduced from seven serving the former CMH campus to three proposed for the CMH redevelopment.

 The former CMH campus loading docks located on Lincoln Avenue and the truck traffic associated with the docks have been eliminated.

 The former CMH campus emergency room ambulance bay located along Lincoln Avenue and the associated ambulance transports have been eliminated.

 The former CMH campus shuttle bus staging along Lincoln Avenue has been eliminated.

CMH Redevelopment 27 Transportation Study

 The operation of Fullerton Avenue between Lincoln Avenue and Orchard Street will be improved with the CMH redevelopment due to the following:

 The number of access drives along Fullerton Avenue serving the CMH redevelopment will be the same as the former CMH campus.

 However, the inbound access drive serving the former CMH campus drop-off/pick-up area and the associated traffic using the access drive will be eliminated.

 As such, the inbound left-turn movements from Fullerton Avenue to the campus will be eliminated.

 The development-generated traffic can be accommodated without significant impact to the external street system. This is due in part to (1) the fact that the former CMH campus generated more traffic than the CMH redevelopment during the weekday morning and evening peak hours and (2) the recommended transportation improvements/modifications. The following summarizes how the intersections are projected to operate assuming the total projected traffic volumes:

 Weekday Morning Peak Hour. In general, the area intersections are projected to operate better assuming the total projected traffic volumes (CMH redevelopment traffic and the other area growth) compared to existing conditions with the CMH campus.

 Weekday Evening Peak Hour. In general, the area intersections are projected to operate similar to or better assuming the total projected traffic volumes (CMH redevelopment traffic and the other area growth) compared to existing conditions with the CMH campus.

 Saturday Midday Peak Hour. Assuming the total projected traffic volumes (CMH redevelopment traffic and the other area growth), the area intersections will experience some operational degradation compared to existing conditions with the CMH campus. However, most of the intersections are projected to operate at the same level of service as they have sufficient reserve capacity to accommodate the additional traffic. Further, the recommended transportation improvements/modifications will help mitigate the impact of the additional traffic.

 In order to enhance the operation of the area street system, the study has outlined a number of modifications/improvements to be implemented along the area street system, including the following (see Figure 11):

 Lincoln Avenue/Parking Garage Main Access Drive/Main Parcel Access Drives. A separate left-turn lane is currently provided on Lincoln Avenue serving the parking garage main access drive. It is recommended that the access drive provide one inbound lane and two outbound lanes striped for a shared through/left-turn lane and a separate right-turn lane. To maximize the internal stacking, the inbound gates to the parking garage should be located as far as possible within the garage.

CMH Redevelopment 28 Transportation Study

 Halsted Street/Fullerton Avenue/Lincoln Avenue. The addition of a separate right-turn lane on the westbound approach of Fullerton Avenue, the addition of a southbound lag left-turn phase (arrow) on Halsted Street and the modification of the existing lead northbound left-turn phase on Halsted Street to a lag phase.

 Halsted Street with Belden Avenue. As part of the DePaul University Institutional Planned Development Number 2 as amended, a traffic signal will be installed at this intersection with the development of the new music school to be located in the northwest quadrant of the intersection.

 Sheffield Avenue/Fullerton Avenue. As part of the DePaul University Institutional Planned Development Number 2 as amended, capacity improvements to the Sheffield Avenue approaches and/or signal modifications will be provided at this intersection with the redevelopment of the parcel in the northwest quadrant of the intersection.

 Fullerton Avenue/Orchard Street. The addition of a traffic signal at this existing all-way stop sign controlled intersection.

 In addition to the recommended intersection improvements/modifications, the following outlines other transportation improvements/modifications that should be considered with the CMH redevelopment:

 It is recommended that the intersection of Orchard Street/Fullerton Avenue, Orchard Street/Belden Avenue/Lincoln Avenue and Lincoln Avenue/parking garage access drive/main access drive be improved with continental style crosswalks.

 It is recommended that the traffic signal at the Sheffield Avenue/Wrightwood Avenue/Lincoln Avenue intersection be upgraded with countdown pedestrian traffic signals.

 In order to reduce the length of the crosswalks, consideration should be given to providing pedestrian bump outs at the following intersections:

 Lincoln Avenue/Parking Garage Main Access Drive. Bump outs will be provided on the east curb along the north and south legs of Lincoln Avenue.

 Orchard Street/Belden Avenue/Lincoln Avenue. A bump out will be provided on the west curb along the north leg of Orchard Street. It should be noted that a bump out is currently provided on the west curb along the south leg of Orchard Street.

 Orchard Street/Fullerton Avenue. Bump outs will be provided on both curbs along the north leg of Orchard Street.

CMH Redevelopment 29 Transportation Study

 Nelson\Nygaard was retained by McCaffery Interests, Inc. to develop a transportation demand management (TDM) program for the CMH redevelopment. The program developed for the CMH redevelopment was derived from a comprehensive review of the best parking and transportation demand management practices conducted by private developments and communities throughout the United States. The measures work together as a mutually- reinforcing group of strategies that are most effective when applied simultaneously. Implementation of the TDM program will further reduce the number of vehicle trips to be generated by the CMH redevelopment

CMH Redevelopment 30 Transportation Study

Tables and Figures

CMH Redevelopment Transportation Study

Table 1 CTA 2012 AVERAGE BUS RIDERSHIP 2012 Average Ridership Bus Route Weekday Saturday Sunday Annual Number 8 - Halsted 23,501 14,222 10,215 7,334,875

Number 37 - Lincoln/Sedgwick1 996 N/A N/A 9,956

Number 22 - Clark 21,770 19,038 14,450 7,393,813

Number 36 - Broadway 16,469 17,948 13,905 5,953,179

Number 74 - Fullerton 13,781 10,369 7,396 4,489,626 Source: CTA Annual Ridership Report, Calendar Year 2011 1Only one month of data available.

CMH Redevelopment 32 Transportation Study

Table 2 HALSTED STREET WITH FULLERTON AVENUE AND LINCOLN AVENUE INTERSECTION WEEKDAY TRANSPORTATION COUNTS (TUESDAY, FEBRUARY 28, 2012) Vehicles Trucks Pedestrians Bicycles Hour Number Percent Number Percent Number Percent Number Percent Total 7:00 A.M. to 8:00 A.M. 2,482 67.0% 112 3.0% 1,048 28.3% 64 1.7% 3,706

8:00 A.M. to 9:00 A.M. 2,570 60.3% 164 3.8% 1,441 33.8% 86 2.0% 4,261

9:00 A.M. to 10:00 A.M. 2,250 66.9% 147 4.4% 922 27.4% 42 1.2% 3,361

10:00 A.M. to 11:00 A.M. 2,145 71.5% 130 4.3% 708 23.6% 17 0.6% 3,000

11:00 A.M. to 12:00 P.M. 2,251 64.2% 138 3.9% 1,074 30.6% 43 1.2% 3,506

12:00 P.M. to 1:00 P.M. 2,339 56.9% 106 2.6% 1,648 40.1% 17 0.4% 4,110

1:00 P.M. to 2:00 P.M. 2,280 62.9% 108 3.0% 1,207 33.3% 32 0.9% 3,627

2:00 P.M. to 3:00 P.M. 2,412 64.9% 101 2.7% 1,164 31.3% 39 1.0% 3,716

3:00 P.M. to 4:00 P.M. 1,721 60.3% 98 2.2% 1,653 36.6% 41 0.9% 4,513

4:00 P.M. to 5:00 P.M. 2,708 60.2% 68 1.5% 1,669 37.1% 51 1.1% 4,496

5:00 P.M. to 6:00 P.M. 2,810 53.7% 65 1.2% 2,258 43.1% 100 1.9% 5,233

6:00 P.M. to 7:00 P.M. 2,813 61.2% 65 1.4% 1,669 36.3% 46 1.0% 4,593

Total 29,781 61.9% 1302 2.7% 16,461 34.2% 578 1.2% 48,122

CMH Redevelopment 33 Transportation Study

Table 3 HALSTED STREET WITH FULLERTON AVENUE AND LINCOLN AVENUE INTERSECTION SATURDAY TRANSPORTATION COUNTS (SATURDAY, MARCH 3, 2013) Vehicles Trucks Pedestrians Bicycles Hour Number Percent Number Percent Number Percent Number Percent Total 11:00 A.M. to 12:00 P.M. 2,836 70.1% 76 1.9% 1,113 27.5% 21 0.5% 4,046

12:00 P.M. to 1:00 P.M. 2,989 67.3% 62 1.4% 1,372 30.9% 17 0.4% 4,440

1:00 P.M. to 2:00 P.M. 3,026 66.7% 57 1.3% 1,434 31.6% 20 0.4% 4,537

2:00 P.M. to 3:00 P.M. 2,975 65.9% 51 1.1% 1,469 32.5% 20 0.4% 4,515

Total 11,826 67.4% 246 1.4% 5,388 30.7% 78 0.4% 17,538

CMH Redevelopment 34 Transportation Study

Table 4 HALSTED STREET/FULLERTON AVENUE/LINCOLN AVENUE INTERSECTION 2009 THROUGH 2011 CRASH DATA Type of Crash Vehicles Pedestrians Bicycles Total Property Damage 70 0 1 71

Injury 12 13 3 28

Fatal 0 0 0 0

Not Reported 13 0 0 13

Total 95 13 4 112

Table 5 FORMER CMH CAMPUS VEHICLE TRIP GENERATION ESTIMATES Weekday Morning Weekday Evening Saturday Midday Peak Hour Peak Hour Peak Hour In Out Total In Out Total In Out Total Off-Street Parking 231 189 420 119 369 488 67 67 134

On-Street Parking 82 67 149 42 131 173 24 23 47

Taxi and Drop Off/Pick Up 9 9 18 10 10 20 3 3 6

Total 322 265 587 171 510 681 94 93 187 Note: Estimates based on June 29, 2011 study prepared by TAD, Inc.

CMH Redevelopment 35 Transportation Study

Table 6 CMH REDEVELOPMENT VEHICLE TRIP GENERATION ESTIMATES Weekday Morning Weekday Evening Saturday Midday Peak Hour Peak Hour Peak Hour In Out Total In Out Total In Out Total Apartments 41 118 159 113 73 186 106 105 211 Less Reduction (56%) 23 66 89 64 41 105 60 59 119 Total New Trips 18 52 70 49 32 81 46 47 92

Condominiums 4 18 22 13 9 22 12 12 24 Less Reduction (46%) 2 8 10 6 4 10 5 5 10 Total New Trips 2 10 12 7 5 12 7 7 14

Senior Housing 18 10 28 18 27 45 30 30 60 Less Reduction (30%) 5 3 8 5 9 14 9 9 18 Total New Trips 13 7 20 13 18 31 21 21 42

Fitness/Health Club 37 42 79 116 84 200 74 84 158 Less Reduction (50%) 18 21 39 58 42 100 37 42 79 Total New Trips 19 21 40 58 42 100 37 42 79

Commercial Space 47 30 77 138 149 287 195 182 377 Less Reduction (50%) 23 15 38 69 74 143 97 91 188 Total New Trips 24 15 39 69 75 144 98 91 189

Grocery Store 56 34 90 134 129 263 138 134 272 Less Reduction (50%) 28 17 45 67 64 131 69 67 136 Total New Trips 28 17 45 67 65 132 69 67 136

Total New Trips 104 122 226 263 237 500 278 274 552 Note: Estimates based on the trip generation study prepared by Nelson\Nygaard Consulting Associates.

CMH Redevelopment 36 Transportation Study

Table 7 COMPARSION OF FORMER CMH CAMPUS AND CMH REDEVELOPMENT TRAFFIC VOLUMES Weekday Morning Weekday Evening Saturday Midday Peak Hour Peak Hour Peak Hour In Out Total In Out Total In Out Total Former CMH Campus 322 265 587 171 510 681 94 93 187

CMH Redevelopment 104 122 226 263 237 500 278 274 552

Difference -218 -143 -361 +92 -273 -181 +184 +181 +365

CMH Redevelopment 37 Transportation Study

Table 8 EXITING CONDITIONS CAPACITY ANALYSIS RESULTS/SUMMARY OF CRITICAL MOVEMENTS Exiting Conditions Weekday Weekday Saturday Morning Peak Evening Peak Midday Peak Hour Hour Hour Intersection LOS Delay LOS Delay LOS Delay Sheffield/Wrightwood/Lincoln1 C 32.1 D 36.2 D 37.0

Sheffield/Fullerton1 B 18.4 C 21.8 B 19.3

Halsted/Wrightwood1 B 12.7 B 13.2 B 12.6

Halsted/Fullerton/Lincoln1 E 65.5 F 90.7 F 85.2

Orchard/Belden/Lincoln1 C 32.1 C 23.8 C 25.9

Lincoln/Garage Main Drive/CMH Drive1 B 10.5 B 14.4 A 7.9

Halsted/Webster1 B 14.6 B 15.0 B 13.9

Geneva/Webster/Lincoln1 C 29.8 C 33.4 C 29.8

Fullerton/Orchard2 C 21.6 E 39.9 C 21.2

Halsted/Belden2 D 25.1 C 24.9 C 18.9

Fullerton/CMH Drive2 A 0.4 A 0.2 A 0.2

Fullerton/Burling2 C 20.4 D 26.8 C 18.9

Lincoln/Garage Secondary Drive2 B 13.9 B 12.4 A 0.0 LOS = Level of Service Delay = Seconds 1Signalized Intersection 2Unsignalized Intersection

CMH Redevelopment 38 Transportation Study

Table 9 PROJECTED CONDITIONS CAPACITY ANALYSIS RESULTS/SUMMARY OF CRITICAL MOVEMENTS Projected Conditions Weekday Weekday Saturday Morning Peak Evening Peak Midday Peak Hour Hour Hour Intersection LOS Delay LOS Delay LOS Delay Sheffield/Wrightwood/Lincoln1 C 34.2 D 39.8 D 41.4

Sheffield/Fullerton1 B 17.0 C 22.4 C 20.8

Halsted/Wrightwood1 B 12.9 B 13.3 B 12.9

Halsted/Fullerton/Lincoln1, 3 D 41.4 E 63.7 E 62.7

Orchard/Belden/Lincoln1 C 33.8 C 27.2 C 30.5

Lincoln/Garage Main Drive/CMH Drive1 A 6.4 A 7.5 A 7.4

Halsted/Webster1 B 15.0 B 15.9 B 14.6

Geneva/Webster/Lincoln1 C 31.6 D 42.6 D 37.5

Fullerton/Orchard4 A 9.4 B 10.8 A 8.7

Halsted/Belden2 D 29.9 E 39.5 C 24.4

Fullerton/Burling2 B 14.2 C 15.6 C 15.6

Lincoln/Garage Secondary Drive2 B 12.6 B 11.4 B 12.2 LOS = Level of Service Delay = Seconds 1Signalized Intersection 2Unsignalized Intersection 3Assumes the addition of right-turn lane on the westbound approach of Fullerton Avenue. 4Analyzed as a signalized intersection.

CMH Redevelopment 39 Transportation Study

Site Location Figure 1

CMH Redevelopment 40 Transportation Study

Aerial Photo of CMH Campus and Study Area Figure 2

CMH Redevelopment 41 Transportation Study MILDRED AVE

WILTON AVE

DAYTON ST Legend

- CTA Rapid 11 Transit Line

WRIGHTWOOD AVE - Arterial Roadway

NP - Urban Collector JONQUIL 8 Roadway PARK 11 13'7" 22 36 - CTA Bus Route

CTA RED/BROWN/PURPLE LINES LINCOLN AVENUE LILL AVENUE CLARK STREET

HALSTED STREET

BURLING STREET

ORCHARD STREET 75 DEMING PLACE - CTA Bus Route Number NP LAKEVIEW AVENUE - CTA Bus Stop ALTGELD STREET - CTA Bus Stop with shelter NP ARLINGTON PLACE

MONTANA STREET T - CTA Rail/Bus Transfer

FULLERTON - Signalized CTA STATION 11 Intersection FULLERTON AVENUE 74 T 74 CLEVELAND AVENUE CHILDREN'S 13'8"

GENEVA TERRACE SHEFFIELD AVENUE MEMORIAL - All-Way Stop HOSPITAL Intersection

DEPAUL 8 UNIVERSITY - One-Way Street KEMPER PLACE 11 - Viaduct 74 (w/ clear height) 13'6" (NP=Over 14'6")

BELDEN AVENUE

FREMONT STREET

BISSELL STREET

DAYTON STREET 8 74 GRANT PLACE 22 36 FRANCIS W. PARKER SCHOOL

74 WEBSTER AVENUE

13'6" 11 OZ PARK

PROJECT: TITLE: PROJECT NO: 12-035 CMH REDEVELOPMENT EXISTING TRANSPORTATION SYSTEM CHICAGO, ILLINOIS FIGURE NO: 3 42 N WRIGHTWOOD AVE

NOT TO SCALE

LINCOLN AVE ONE WAY ORCHARD ST BURLING ST HALSTED ST ONE WAY

SHEFFIELD AVE ORCHARD STREET PARCEL FULLERTON AVE

LEGEND

- TRAVEL LANE

- TRAFFIC SIGNAL LINCOLN AVENUE MAIN - STOP SIGN PARCEL PARCEL

KEMPER PL

BELDEN AVE

ONE WAY GENEVA TER

WEBSTER AVE

PROJECT: TITLE:

CMH REDEVELOPMENT EXISTING INTERSECTION GEOMETRICS CHICAGO, ILLINOIS Job No: 12-035

Figure: 4

43 10 (14) [12] 449 (292)22 (20) [337] [41] 1 (12) [8]

86 (75) [70] 7 (15) [17] 39 (33) [9] 42 (59) [56] 32 (42) [44] 13 (47) [44] 135 (168) [175] 15 (3) [4] 213 (184) [200]

34 (41) [46] 41 (49) [84] 482 (350) [464] 55 (35) [48] 34 (54) [37] 4 (9) [10] 162 (235) [198] N WRIGHTWOOD AVE 40 (45) [56]

10 (25) [33] 27 (27) [34] 9 (2) [17] 42 (48) [62] 205 (152) [154] NOT TO SCALE 21 (57) [73] 34 (51) [64] 143 (132) [124] 261 (405) [334] 11 (13) [28] 36 (55) [57] 5 (0) [7] 12 (9) [16] 25 (32) [27] 54 (45) [42]

LINCOLN AVE 284 (474) [388] 9 (15) [22] 16 (16) [20] 27 (37) [34] HALSTED ST 69 (90) [69] BURLING ST 95 (275) [240] ORCHARD ST SHEFFIELD AVE

354 (217) [284] 81 (70)1 [75](3) [9] 33 (41) [43] 6 (10) [17] 66 (65) [80] 364 (256) [325] 117 (54) [48] 27 (21) [50] 75 (80) [82] 66 (133) [112]

21 (38) [41] 8 (22) [30] 326 (342) [344] 432 (487) [492] 44 (40) [73] 64 (72) [78] 306 (213) [255] 39 (18) [38] 37 (26) [39] 55 (42) [30] 25 (44) [44] 38 (21) [15] 460 (565) [538] 45 (50) [25] FULLERTON AVE 26 (13) [15] 461 (528) [548] LEGEND 500 (497) [494] 53 (42) [37] 21 (28) [10] 100 (80) [40] 6 (12) [20] 22 (22) [6] 477 (450) [433] 36 (59) [68] 61 (51) [75] 390 (487) [444] 00 - AM PEAK HOUR (7:30-8:30 AM) 175 (293) [254] 37 (69) [64] 305 (325) [302] 62 (99) [90] (00) - PM PEAK HOUR (5:00-6:00 PM) 149 (64) [87] 10 (5) [12] 41 (49) [51] [00] - SATURDAY MIDDAY PEAK HOUR (12:00-1:00 PM) 31 (63) [57] 25 (40) [5] 95 (115) [35] 50 (95) [84] 50 (40) [50]

15 (35) [20]

169 (406) [347] 580 (340) [435] 40 (10) [10] - - LESS THAN 5 VEHICLES 12 (14) [16] 20 (25) [10] SITE 43 (41) [43] 26 (51) [43] 53 (97) [101] 80 (20) [15] 230 (384) [320]

250 (345) [405] 40 (5) [5] 650 (485) [450] KEMPER PL

- (-) [-] 285 (350) [410] 25 (-) [-] 55 (85) [30] 50 (120) [5]

5 (-) [-] 35 (45) [25] 590 (480)60 (40) [410] [20] 45 (90) [-] 513 (417) [386] 21 (19) [19]

BELDEN AVE

38 (54) [75] 25 (10) [10] 211 (114) [95] 25 (20) [15] 10 (15) [25] 50 (80) [15] GENEVA TER 34 (33) [64] 130 (60) [60] 265 (330) [400] 65 (40) [55]

400 (337) [330] 49 (26)9 (13) [41] [8] 40 (25) [30]

21 (20) [18] 27 (36) [15] 112 (94) [59] 20 (18) [12] 13 (17) [10] 28 (23) [15] 15 (0) [0] 10 (15) [15] 10 (15) [10] 323 (530) [445]

20 (15) [10] 57 (40) [10] 48 (31) [52] 58 (48) [54] 134 (212) [132]

39 (49) [72] 478 (376) [363] 53 (30) [15] 25 (29) [39] 46 (42) [14] 184 (292) [219] 2 (1) [4] WEBSTER AVE 39 (50) [48]

55 (45) [91] 27 (51) [42] 9 (2) [10] 18 (18) [15] 259 (201) [171] 32 (39) [24] 184 (81) [149] 82 (77) [73] 220 (301) [260] 39 (28) [42] 71 (71) [57] 31 (58) [27] 12 (3) [8] 42 (61) [38] 58 (72) [52] 308 (470) [387] 65 (91) [97] 16 (3) [7] 76 (128) [71] 35 (48) [19] 33 (44) [32]

PROJECT: TITLE:

CMH REDEVELOPMENT EXISTING VEHICLE VOLUMES CHICAGO, ILLINOIS Job No: 12-035

Figure: 5

44 28 (69) [97] 88 (87) [77] N 29 (48) [80] WRIGHTWOOD AVE

7 (15) [61] NOT TO SCALE 57 (63) [79] 53 (63) [50] 19 (29) [36] 51 (110) [80] 78 (87) [47]

31 (65) [91]

LINCOLN AVE BURLING ST ORCHARD ST HALSTED ST SHEFFIELD AVE 345 (475) [265] 251 (478) [182] 100 (115) [100]

192 (211) [251] FULLERTON AVE 415 (555) [316] LEGEND

86 (53) [72] 15 (3) [25] 00 - AM PEAK HOUR (7:30-8:30 AM) 85 (155) [127] 55 (75) [15] 160 (260) [88] 442 (632) [279] 136 (345) [188] 316 (456) [258] 70 (40) [60] (00) - PM PEAK HOUR (5:00-6:00 PM) 449 (1223) [329] [00] - SATURDAY MIDDAY PEAK HOUR (12:00-1:00 PM) 174 (272) [218] 55 (65) [60] SITE

5 (-) [-]

40 (50) [55] KEMPER PL

310 (350) [125]

100 (135) [100] 63 (68) [53]

45 (75) [30] BELDEN AVE 45 (50) [65] 28 (43) [68] 46 (79) [144] 75 (140) [180] 80 (155) [180] 31 (54) [64] GENEVA TER

75 (120) [110]

51 (51) [65] 41 (68) [101]

30 (84) [73] WEBSTER AVE 42 (44) [41] 41 (59) [74] 26 (76) [84] 54 (98) [164] 58 (87) [58] 53 (73) [80]

22 (33) [42]

PROJECT: TITLE:

CMH REDEVELOPMENT EXISTING PEDESTRIAN VOLUMES CHICAGO, ILLINOIS Job No: 12-035

Figure: 6

45 25 (8) [3] 7 (34) [7] 29 (15) [9] N 1 (2) [0] WRIGHTWOOD AVE 3 (3) [4]

31 (13) [7] 2 (5) [5] 7 (31) [7] NOT TO SCALE 1 (50) [5] LINCOLN AVE 7 (28) [12] BURLING ST ORCHARD ST HALSTED ST SHEFFIELD AVE

49 (6) [0] 22 (5) [8] 5 (4) [6] 3 (1) [2] 7 (7) [4] FULLERTON AVE 6 (15) [5] 2 (4) [4] LEGEND

6 (8) [3] 3 (4) [1] 4 (2) [8] 4 (40) [1] 00 - AM PEAK HOUR (7:30-8:30 AM) (00) - PM PEAK HOUR (5:00-6:00 PM) [00] - SATURDAY MIDDAY PEAK HOUR (12:00-1:00 PM) 1 (30) [1] 8 (14) [5] SITE

KEMPER PL 16 (2) [2]

BELDEN AVE 1 (1) [2]

0 (3) [2] GENEVA TER 13 (7) [4] 0 (28) [4] 8 (15) [6] 25 (6) [2]

5 (11) [2] WEBSTER AVE 3 (2) [3]

3 (2) [2] 23 (8) [2] 6 (42) [5] 2 (29) [8] 4 (7) [5]

PROJECT: TITLE:

CMH REDEVELOPMENT EXISTING BICYCLE VOLUMES CHICAGO, ILLINOIS Job No: 12-035

Figure: 7

46 10%

8% 5%

N WRIGHTWOOD AVE 3%

2% NOT TO SCALE

LINCOLN AVE BURLING ST ORCHARD ST HALSTED ST SHEFFIELD AVE

FULLERTON AVE 10%

17% LEGEND 00% - PERCENT DISTRIBUTION

SITE

KEMPER PL

BELDEN AVE

3% GENEVA TER

WEBSTER AVE 6%

7% 12% 12% 5%

PROJECT: TITLE:

CMH REDEVELOPMENT ESTIMATED DIRECTIONAL DISTRIBUTION CHICAGO, ILLINOIS Job No: 12-035

Figure: 8

47 8 (22) [24] 5 (12) [13] 11 (28) [29] N WRIGHTWOOD AVE 3 (7) [8]

2 (5) [5] 6 (10) [12] NOT TO SCALE 10 (20) [22] 3 (4) [5] 4 (7) [7] 12 (26) [28]

LINCOLN AVE HALSTED ST BURLING ST ORCHARD ST

5 (5) [5] SHEFFIELD AVE 5 (4) [5]

14 (38) [40] 12 (33) [34] 2 (2) [3] 1 (1) [2] 5 (5) [8]

23 (42) [49] 2 (3) [3] 5 (12) [14] 2 (6) [7] 5 (5) [7] 8 (24) [24] FULLERTON AVE 20 (29) [31] 10 (27) [29] LEGEND

18 (45) [49] 4 (3) [6] 8 (8) [14] 6 (19) [22] 4 (13) [15] 14 (42) [43] 4 (13) [15] 00 - AM PEAK HOUR (7:30-8:30 AM) 11 (28) [30] 14 (30) [34] 18 (37) [41] (00) - PM PEAK HOUR (5:00-6:00 PM) 1 (3) [3] 7 (6) [5] 15 (7) [9]

1 (2) [3] 1 (4) [3] [00] - SATURDAY MIDDAY PEAK HOUR (12:00-1:00 PM) - - LESS THAN 5 VEHICLES

3 (10) [10] 3 (8) [8] SITE 3 (10) [10] 13 (35) [40] 33 (96) [94]

3 (8) [8] 29 (70) [76] FUTURE DEPAUL MUSIC SCHOOL 15 (7) [6] KEMPER PL 33 (63) [80]

ACCESS DRIVE 13 (35) [40] 32 (78) [84] 8 (20) [23] 45 (101) [113]

30 (55) [72] 2 (11) [6] 7 (6) [8]

4 (7) [6] 19 (38) [44] 44 (87)4 [110](7) [8] 3 (6) [6]

BELDEN AVE

3 (7) [8] 16 (39) [44] 3 (5) [4]

2 (5) [4] 21 (52) [56] GENEVA TER 2 (6) [6] 3 (7) [7] 15 (37) [40]

6 (12) [15] 15 (29) [34]

5 (10) [13] 18 (36) [48] 3 (6) [6] 8 (14) [20] WEBSTER AVE 10 (22) [28] 6 (13) [13]

4 (10) [11] 13 (32) [35] 3 (7) [7] 13 (33) [35] 5 (12) [12]

PROJECT: TITLE:

CMH REDEVELOPMENT CMH REDEVELOPMENT GENERATED TRAFFIC CHICAGO, ILLINOIS Job No: 12-035

Figure: 9

48 10 (14) [12] 453 (312)23 (21) [362] [42] 1 (12) [8] 7 (15) [17]

88 (77) [72] 40 (34) [9]

10 (49) [53] 43 (60) [57] 33 (43) [45] 138 (172) [179] 15 (3) [4] 223 (191) [205] 35 (42) [47] 42 (50) [86] 504 (386) [502] 56 (36) [49] 35 (55) [38] N 4 (9) [10] 166 (241) [203] WRIGHTWOOD AVE 45 (54) [66]

10 (26) [34] 28 (28) [35] 9 (2) [17] 210 (156) [158] NOT TO SCALE 43 (49) [64] 19 (49) [77] 147 (135) [127] 266 (414) [360] 35 (52) [66] 9 (19) [34] 41 (57) [64] 12 (9) [16] 5 (0) [7] 60 (59) [51] 26 (33) [28]

LINCOLN AVE 286 (479) [415] 16 (16) [21] 9 (15) [23] 71 (92) [71] 28 (38) [35] HALSTED ST BURLING ST 97 (282) [246] ORCHARD ST SHEFFIELD AVE 84 (73) [79] 361 (249) [324]1 (3) [9]

6 (10) [17] 68 (67) [82] 373 (255) [327] 136 (91) [82] 25 (24) [53] 39 (47) [49] 62 (72) [79] 32 (44) [42] 69 (130) [120] 8 (23) [31] 421 (461) [516] 339 (341) [354] 66 (84) [80] 314 (223) [261] 40 (28) [39] 26 (45) [45] 47 (44) [78] 38 (27) [40] 56 (43) [31] 5 (12) [14] 2 (6) [7] 46 (51) [26] 47 (47) [40] FULLERTON AVE 5 (5) [7] 428 (523) [566] LEGEND 8 (8) [14] 59 (43) [38] 6 (12) [21] 98 (72) [41] 11 (13) [15] 382 (468) [468] - AM PEAK HOUR (7:30-8:30 AM) 406 (461) [471] 37 (60) [70] 77 (88) [111] 00 38 (71) [66] 282 (311) [299] 171 (285) [278] 101 (93) [127] 41 (78) [103] (00) - PM PEAK HOUR (5:00-6:00 PM) 11 (8) [15] 42 (55) [52] 41 (48) [14] 33 (12) [46] 98 (121) [38] [00] - SATURDAY MIDDAY PEAK HOUR (12:00-1:00 PM) 51 (97) [86] 32 (65) [58] 183 (421) [356] - - LESS THAN 5 VEHICLES 605 (370) [492] 3 (10) [10] 3 (8) [8] SITE

14 (20) [20] 3 (10) [10] 27 (52) [44] 45 (44) [47] 54 (99) [104] 33 (96) [94]

236 (394) [328] 3 (8) [8] 222 (355) [402] FUTURE DEPAUL 29 (70) [76] 15 (7) [6] MUSIC SCHOOL 618 (401) [533] KEMPER PL

ACCESS DRIVE 13 (35) [40]

254 (433) [496] 8 (20) [23] 45 (101) [113]

30 (55) [72] 2 (11) [6]

15 (18) [23] 593 (395) [536] 19 (38) [44] 21 (8) [29] 529 (438) [402] 22 (19) [19]

BELDEN AVE

39 (55) [77] 42 (49) [54] 10 (15) [26] 220 (136) [106] 28 (26) [19] 50 (85) [22] GENEVA TER 35 (34) [66] 133 (62) [62] 223 (393) [463] 69 (43) [57]

56 (63) [71] 355 (194)63 (32) [362]9 (13) [68] [8]

30 (27) [24] 28 (37) [15] 115 (96) [60] 21 (18) [12] 13 (17) [10] 24 (35) [21] 10 (0) [0] 21 (15) [10] 338 (559) [462] 10 (15) [15] 63 (51) [23] 66 (71) [83] 14 (24) [18] 79 (90) [109] 144 (233) [143]

40 (50) [74] 493 (396) [378] 54 (31) [15] 26 (30) [40] 47 (43) [14] 198 (317) [247] 6 (12) [9] WEBSTER AVE 51 (76) [80]

56 (46) [93] 32 (62) [56] 20 (12) [19] 18 (18) [15] 272 (217) [185] 33 (40) [25] 200 (93) [162] 84 (79) [74] 164 (321) [382] 40 (29) [43] 73 (73) [58] 32 (59) [28] 12 (3) [8] 43 (63) [39] 64 (78) [57] 339 (520) [432] 78 (131) [73] 73 (108) [112] 16 (3) [7] 34 (42) [33] 43 (55) [24]

CMH REDEVELOPMENT TOTAL PROJECTED TRAFFIC VOLUMES CHICAGO, ILLINOIS Job No: 12-035

Figure: 10

49 M

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E ARLINGTON PLACE

S phase to a lag phase

MONTANA STREET - Add a traffic signal - Add sidewalk bump outs at crosswalks - Add continental crosswalks FULLERTON CTA STATION T FULLERTON AVENUE - Add continental crosswalks

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PROJECT: TITLE: PROJECT NO: 12-035 CMH REDEVELOPMENT RECOMMENDED TRANSPORTATION IMPROVEMENTS CHICAGO, ILLINOIS FIGURE NO: 11 50 Appendix

CMH Redevelopment Transportation Study 51

LEVEL OF SERVICE CRITERIA Signalized Intersections Average Control Level of Delay Service Interpretation (seconds per vehicle) A Favorable progression. Most vehicles arrive during the green indication and travel through the intersection without 10 stopping.

B Good progression, with more vehicles stopping than for Level of Service A. >10 - 20

C Individual cycle failures (i.e., one or more queued vehicles are not able to depart as a result of insufficient capacity during the cycle) may begin to appear. Number of vehicles >20 - 35 stopping is significant, although many vehicles still pass through the intersection without stopping.

D The volume-to-capacity ratio is high and either progression is ineffective or the cycle length is too long. Many vehicles >35 - 55 stop and individual cycle failures are noticeable.

E Progression is unfavorable. The volume-to-capacity ratio is high and the cycle length is long. Individual cycle failures >55 - 80 are frequent.

F The volume-to-capacity ratio is very high, progression is very poor and the cycle length is long. Most cycles fail to >80.0 clear the queue. Unsignalized Intersections Level of Service Average Total Delay (SEC/VEH) A 0 - 10 B > 10 - 15 C > 15 - 25 D > 25 - 35 E > 35 - 50 F > 50 Source: Highway Capacity Manual, 2010.

CMH Redevelopment Transportation Study 52

Existing Conditions ‐ 95th Percentile Queue Lengths West Leg East Leg South Leg North Leg Northwest Leg Southeast Leg Intersection Left Thru Right Left Thru Right Left Thru Right Left Thru Right Left Thru Right Left Thru Right Wrightwood Ave with Sheffield Ave and Lincoln Ave AM Peak Hour ‐ 125 ‐‐139 ‐‐110 ‐‐206 ‐ 37 398 86 64 113 ‐ PM Peak Hour ‐ 115 ‐‐188 ‐‐314 ‐‐201 ‐ 54 218 69 25 325 ‐ Saturday Peak Hour ‐ 126 ‐‐190 ‐‐278 ‐‐208 ‐ 79 255 66 52 318 ‐ Fullerton Ave with Halsted St and Lincoln Ave AM Peak Hour 79 235 230 117 447 ‐ 64 166 48 229 381 107 25 142 25 132 156 96 PM Peak Hour 127 246 136 84 577 ‐ 137 281 47 139 214 142 64 129 118 151 241 108 Saturday Peak Hour 158 231 150 123 549 ‐ 145 231 51 173 322 148 92 234 124 162 230 99 Belden Ave with Orchard St and Lincoln Ave AM Peak Hour ‐ 81 ‐‐‐‐‐61 ‐‐‐‐‐393 ‐‐178 PM Peak Hour ‐ 56 ‐‐‐‐‐52 ‐‐‐‐‐266 ‐‐235 Saturday Peak Hour ‐ 60 ‐‐‐‐‐44 ‐‐‐‐‐250 ‐‐247 Lincoln Ave with Parking Garage Main Access AM Peak Hour ‐‐‐‐‐‐‐75 ‐‐66 ‐‐81 ‐ 25 141 ‐ PM Peak Hour ‐‐‐‐‐‐‐184 ‐‐49 ‐‐43 ‐ 25 265 ‐ Saturday Peak Hour ‐‐‐‐‐‐‐38 ‐‐34 ‐‐44 ‐ 25 286 ‐ Webster Ave with Geneva Terrace and Lincoln Avenue AM Peak Hour ‐ 234 ‐‐178 ‐‐121 ‐‐147 ‐‐357 45 163 ‐ PM Peak Hour ‐ 144 ‐‐228 ‐‐178 ‐‐141 ‐‐301 51 220 ‐ Saturday Peak Hour ‐ 184 ‐‐171 ‐‐95 ‐‐92 ‐‐289 44 184 ‐

Note: Queue Lengths are measured in feet

53 Existing Conditions ‐ 95th Percentile Queue Lengths West Leg East Leg South Leg North Leg Northwest Leg Southeast Leg Intersection Left Thru Right Left Thru Right Left Thru Right Left Thru Right Left Thru Right Left Thru Right Fullerton Ave with Sheffield Ave AM Peak Hour 38 304 ‐ 25 219 25 33 93 ‐ 27 179 ‐ PM Peak Hour 34 360 ‐ 39 258 28 60 250 ‐ 25 138 ‐ Saturday Peak Hour 29 321 ‐ 35 261 27 50 202 ‐ 27 158 ‐ Wrightwood Ave with Halsted St AM Peak Hour ‐ 128 ‐‐104 ‐ 25 104 25 27 197 25 PM Peak Hour ‐ 105 ‐‐156 ‐ 25 192 25 25 131 25 Saturday Peak Hour ‐ 110 ‐‐125 ‐ 25 148 25 25 186 25 Webster Ave with Halsted St AM Peak Hour ‐ 199 ‐‐125 25 113 26 26 188 25 PM Peak Hour ‐ 159 ‐‐183 30 194 31 25 143 25 Saturday Peak Hour ‐ 139 ‐‐145 25 151 25 25 137 31 Fullerton Ave with Orchard St. AM Peak Hour ‐ 167 ‐‐739 ‐‐186 ‐‐‐‐ PM Peak Hour ‐ 182 ‐‐673 ‐‐105 ‐‐‐‐ Saturday Peak Hour ‐ 142 ‐‐638 ‐‐54 ‐‐‐‐ Belden Ave with Halsted St AM Peak Hour ‐ 119 ‐‐‐‐‐176 ‐‐222 ‐ PM Peak Hour ‐ 171 ‐‐‐‐‐776 ‐‐199 ‐ Saturday Peak Hour ‐ 127 ‐‐‐‐‐596 ‐‐182 ‐ Fullerton Ave with Childrens Plaza AM Peak Hour ‐ 38 ‐‐224 ‐‐‐‐‐‐‐ PM Peak Hour ‐ 69 ‐‐163 ‐‐‐‐‐‐‐ Saturday Peak Hour ‐‐‐‐163 ‐‐‐‐‐‐‐ Fullerton Ave with Burling St AM Peak Hour ‐‐‐‐138 ‐‐‐‐‐636 ‐ PM Peak Hour ‐‐‐‐101 ‐‐‐‐‐501 ‐ Saturday Peak Hour ‐‐‐‐101 ‐‐‐‐‐599 ‐

Note: Queue Lengths are measured in feet

54 Projected Conditions ‐ 95th Percentile Queue Lengths West Leg East Leg South Leg North Leg Northwest Leg Southeast Leg Intersection Left Thru Right Left Thru Right Left Thru Right Left Thru Right Left Thru Right Left Thru Right Wrightwood Ave with Sheffield Ave and Lincoln Ave AM Peak Hour ‐ 126 ‐‐142 ‐‐113 ‐‐216 ‐ 38 404 87 73 147 ‐ PM Peak Hour ‐ 121 ‐‐192 ‐‐325 ‐‐207 ‐ 57 234 71 35 342 ‐ Saturday Peak Hour ‐ 133 ‐‐193 ‐‐290 ‐‐228 ‐ 93 276 67 63 399 ‐ Fullerton Ave with Halsted St and Lincoln Ave AM Peak Hour 56 216 174 127 181 118 70 192 65 122 371 111 63 261 51 79 115 79 PM Peak Hour 106 235 189 121 198 229 169 410 91 117 213 146 87 211 113 123 212 142 Saturday Peak Hour 141 227 210 164 212 196 178 327 77 155 326 152 98 269 108 187 212 157 Belden Ave with Orchard St and Lincoln Ave AM Peak Hour ‐ 107 ‐‐‐‐‐61 ‐‐‐‐‐384 ‐‐43 ‐ PM Peak Hour ‐ 74 ‐‐‐‐‐59 ‐‐‐‐‐257 ‐‐247 ‐ Saturday Peak Hour ‐ 79 ‐‐‐‐‐50 ‐‐‐‐‐355 ‐‐284 ‐ Lincoln Ave with Parking Garage Main Access AM Peak Hour ‐‐‐‐‐‐‐48 ‐‐11 ‐‐71 ‐ 14 127 ‐ PM Peak Hour ‐‐‐‐‐‐‐93 ‐‐21 ‐‐37 ‐ 19 175 ‐ Saturday Peak Hour ‐‐‐‐‐‐‐103 ‐‐20 ‐‐39 ‐ 14 144 ‐ Webster Ave with Geneva Terrace and Lincoln Avenue AM Peak Hour ‐ 258 ‐‐201 ‐‐129 ‐‐161 ‐‐306 56 ‐ 136 ‐ PM Peak Hour ‐ 156 ‐‐346 ‐‐194 ‐‐151 ‐‐188 109 ‐ 246 ‐ Saturday Peak Hour ‐ 198 ‐‐241 ‐‐101 ‐‐98 ‐‐431 62 ‐ 284 ‐

Note: Queue Lengths are measured in feet

55 Projected Conditions ‐ 95th Percentile Queue Lengths West Leg East Leg South Leg North Leg Northwest Leg Southeast Leg Intersection Left Thru Right Left Thru Right Left Thru Right Left Thru Right Left Thru Right Left Thru Right Fullerton Ave with Sheffield Ave AM Peak Hour 41 236 ‐ 22 212 23 34 100 ‐ 27 185 ‐ PM Peak Hour 33 372 ‐ 41 239 31 62 262 ‐ 22 151 ‐ Saturday Peak Hour 30 359 ‐ 38 279 28 52 209 ‐ 28 162 ‐ Wrightwood Ave with Halsted St AM Peak Hour ‐ 132 ‐‐107 ‐ 16 105 14 27 210 14 PM Peak Hour ‐ 107 ‐‐161 ‐ 18 195 16 20 148 13 Saturday Peak Hour ‐ 113 ‐‐129 ‐ 17 161 14 26 208 21 Webster Ave with Halsted St AM Peak Hour ‐ 208 ‐‐125 ‐ 23 126 28 27 196 20 PM Peak Hour ‐ 170 ‐‐199 ‐ 31 225 33 19 152 24 Saturday Peak Hour ‐ 148 ‐‐163 ‐ 21 173 26 11 144 32 Fullerton Ave with Orchard St. AM Peak Hour ‐ 63 ‐‐167 ‐‐108 ‐‐‐‐ PM Peak Hour ‐ 82 ‐‐241 ‐‐125 ‐‐‐‐ Saturday Peak Hour ‐ 87 ‐‐230 ‐‐88 ‐‐‐‐ Belden Ave with Halsted St AM Peak Hour ‐ 96 ‐‐‐‐‐140 ‐‐199 ‐ PM Peak Hour ‐ 145 ‐‐‐‐‐736 ‐‐171 ‐ Saturday Peak Hour ‐ 111 ‐‐‐‐‐757 ‐‐148 ‐ Fulleton Ave with New Access AM Peak Hour ‐ 91 ‐‐123 ‐‐17 ‐‐‐‐ PM Peak Hour ‐ 180 ‐‐138 ‐‐73 ‐‐‐‐ Saturday Peak Hour ‐ 80 ‐‐137 ‐‐172 ‐‐‐‐ Fullerton Ave with Burling St AM Peak Hour ‐ 99 ‐‐192 ‐‐‐‐‐117 ‐ PM Peak Hour ‐ 266 ‐‐145 ‐‐‐‐‐246 ‐ Saturday Peak Hour ‐ 115 ‐‐194 ‐‐‐‐‐243 ‐

Note: Queue Lengths are measured in feet

56 4 (4) [3] 5 (0) [5] 5 (0) [0] 9 (3) [8] N WRIGHTWOOD AVE

3 (8) [7] NOT TO SCALE 3 (7) [4]

LINCOLN AVE HALSTED ST BURLING ST ORCHARD ST SHEFFIELD AVE 5 (0) [5] 4 (3) [3] 9 (4) [8] 10 (5) [5] 0 (10) [10] 0 (5) [5] 0 (10) [10] 14 (8) [14] FULLERTON AVE 10 (5) [5] 10 (5) [5] 10 (5) [5] LEGEND

5 (0) [5] 0 (5) [5] 0 (5) [5] 0 (0) [5] 3 (7) [4] - AM PEAK HOUR (7:30-8:30 AM) 4 (4) [4] 4 (4) [4] 00 3 (8) [4] 0 (5) [5] 9 (8) [9] (00) - PM PEAK HOUR (5:00-6:00 PM) 1 (3) [2]

10 (5) [10] [00] - SATURDAY MIDDAY PEAK HOUR (12:00-1:00 PM) SITE - - LESS THAN 5 VEHICLES 17 (11) [15]

FUTURE DEPAUL 15 (23) [17] MUSIC SCHOOL KEMPER PL ACCESS DRIVE

17 (11) [15] 5 (0) 5] 2 (1) [1]

BELDEN AVE

0 (5) [5] 2 (2) [1] 0 (5) [5] 1 (3) [2] GENEVA TER 15 (23) [17]

14 (13) [11] 5 (11) [6] 8 (6) [6] 5 (0) [5] 11 (26) [14] 0 (5) [5] 7 (16) [8] 4 (8) [4] 4 (11) [5] WEBSTER AVE 3 (8) [4]

9 (8) [8] 4 (4) [4] 11 (10) [9] 5 (0) [5] 5 (0) [5] 5 (4) [4] 7 (6) [5]

CMH REDEVELOPMENT OTHER DEVELOPMENT TRAFFIC ASSIGNMENTS CHICAGO, ILLINOIS Job No: 12-035

Figure: A

57 Fullerton Avenue and Orchard Street Existing Traffic Volumes

- 7:30 A.M. to 8:30 P.M. (Counts include CMH traffic) - 3:00 P.M. to 4:00 P.M. (Counts do not include CMH traffic) - 4:00 P.M. to 5:00 P.M. (Counts do not include CMH traffic)

- 5:00 P.M. to 6:00 P.M. (Counts do not include CMH traffic)

58 Technical Memorandum CMH Redevelopment Transportation Study Calibration of the Synchro Model

This technical memorandum presents a summary of the field observations of existing traffic conditions and the measures used to calibrate the Synchro model to reflect these conditions.

Existing Conditions Observations

In order to observe traffic conditions in the area, KLOA, Inc. conducted various field visits during the weekday morning and evening and Saturday midday peak periods. Below is a summary of our observations.

1. Capacity/operational deficiencies at the Halsted Street/Fullerton Avenue/Lincoln Avenue intersection often result in a ripple effect along the street system adding to the area congestion. The additional queuing experience at this intersection often extends through other downstream intersections impacting their operations.

2. The high concentration of pedestrian movements in the area reduces the vehicle capacity of many intersections as turning vehicles must yield to pedestrian traffic in the crosswalks.

3. Due to the limited length of many of the separate turn lanes and the lack of exclusive left- turn phases, the queuing of left-turn vehicles and right-turn vehicles often exceeds the available stacking and block the through lane of traffic.

4. Several of the intersections along the arterial streets (Halsted Street and Fullerton Avenue) are under all-way stop sign control. This type of traffic control is generally not efficient in accommodating the traffic volumes along arterial streets and often results in additional delays and queuing.

Calibration of the Synchro/SimTraffic Model

The Synchro/SimTraffic software version 7 was utilized to analyze and model the traffic flow in the area taking into account traffic and pedestrian volumes, lane geometry, traffic control devices, parking areas, bus stops, etc. Based on our observations, as many as two left turn sneakers were observed to occur every cycle in addition to the left-tuning traffic that would occur whenever a gap in the through traffic stream was readily available.

One of the challenges with the SimTraffic software is how to model left-turn sneakers at multi legged intersections. Inspection of the SimTraffic model showed these movements were not permitted resulting in longer queues than observed. In order to reflect current conditions, the following adjustments consistent with Trafficware recommendations for calibrating models were applied.

CMH Redevelopment 1 Transportation Study General Adjustments for Left-Turn Sneakers

 Given that the SimTraffic software cannot model vehicles that “inch up” to the intersection to perform the left-turn maneuver, the headway for the left-turning movements at the multi legged intersections was decreased by approximately 15 percent.

 In order to allow for vehicles at multi legged intersections to turn left during the yellow phase (left-turn sneakers) and to make the through traffic less prone to running red lights, the yellow deceleration rate for drivers type 6 and 7 was increased to 12 ft/s2.

 The green reaction time was decreased by 0.1 seconds for drives type 1 through 8 to reflect the quicker reaction time of motorists to the signal changing to green.

 Consistent with Trafficware recommendations to increase the number of left-turn sneakers, the turning speed for left-turn traffic at the multi legged intersections was increased to reflect the larger intersection and the ability of these vehicles to make a turn at slightly faster speeds.

General Adjustments to the Whole Network

The mandatory distance and positioning distance was decreased, for all approaches during all three peak hours to reflect the fact that motorists do not position themselves in the correct lane very far in advanced given their desire to jockey for a better position

Specific Adjustments at the Halsted Street/Fullerton Avenue/Lincoln Avenue Intersection

 The southbound headway was decreased by 15 percent during the morning peak hour.

 The westbound, southbound, southeast and northwest headways were increased by 15 percent during the evening peak hour.

CMH Redevelopment 2 Transportation Study