AONAON CCENTERENTER EENTERTAINMENTNTERTAINMENT + RESTAURANTRESTAURANT DDEVELOPMENTEVELOPMENT

Traffic Study

Chicago, Illinois

February 2017

Prepared for: The 601 W Companies, Inc.

INTRODUCTION

Kimley-Horn and Associates, Inc., (Kimley-Horn) was retained by The 601 W Companies, Inc to conduct a traffic study related to development of entertainment and restaurant uses at Aon Center located at 200 East Randolph Street in Chicago, Illinois. The main component of the proposed project includes an observation deck with an exterior glass elevator system combined with multiple retail/entertainment venues and restaurant space totaling 27,375 square feet. The entertainment venues and observation deck are anticipated to have a broad attraction of guests throughout the year with an estimated annual attendance of approximately 2.6 million visitors.

Parking will be provided in the Millennium Park Garage, located immediately south of the site with vehicle access provided via intermediate-level Columbus Drive and sub-level Randolph Street. Pedestrian access to/from the garage is located on the south side of upper-level Randolph Street directly across the street from the Aon Center. Access for taxis, transportation network companies (TNC) (e.g., Uber, Lyft), and tour buses will be available curbside at both the upper-level street system. School and charter bus passenger loading is planned along sub-level Randolph Street.

Per direction from the Chicago Department of Transportation (CDOT) and the 42nd Ward Alderman’s office, this report includes an analysis of selected intersections in an area generally bound by Lake Street on the north, Randolph Street on the south, Columbus Drive on the east, and Stetson Avenue on the west. Key intersections on the upper-level, intermediate-level, and sub-level were included in this analysis. An aerial view of the subject site and the surrounding roadway network is presented in Exhibit 1. This report documents the study methodology, summarizes data collected, presents an evaluation of the study intersections and site access/circulation, and highlights key findings and recommendations regarding transportation elements of the proposed development.

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N SOUTH WATER ST COLUMBUS DR STETSON AVE

LAKE ST

SITE FIELD DR

RANDOLPH ST COLUMBUS DR

EXHIBIT 1 SITE LOCATION

EXISTING CONDITIONS

Kimley-Horn referenced recent studies for the area to collect relevant information pertaining to existing land uses in the surrounding area, the adjacent street system, current traffic volumes and multimodal conditions, lane configurations and traffic controls at nearby intersections, on-street parking and other curbside regulations, transit service, and other key roadway characteristics. This section of the report details information on these existing conditions.

Area Land Uses The subject site is located on the northwest quadrant of Columbus Drive and Randolph Street located near the Lakeshore East neighborhood of Chicago. The surrounding area is characterized by a mix of office, residential and hotel uses. Aon Center is an office building with a range of lower-level retail and restaurant uses. To the immediate south is Millennium Park with Maggie Daley Park located to the southeast. The Blue Cross Blue Shield office building is located east of the site with high-rise residential buildings further east. North of Aon Center is the Fairmont Hotel with Aqua, including the Radisson Blu hotel, on the east side of Columbus Drive. To the west is the Prudential Tower office building.

Existing Roadway Network The Aon Center is bounded by Columbus Drive on the east, Stetson Avenue on the west, Lake Service Street on the north, and Randolph Street on the south. Access to the Aon Center on-site parking deck is provided via intermediate-level Lake Street, west of intermediate-level Columbus Drive. Loading access for Aon Center is provided via sub-level Randolph Street. The area roadways serving the proposed site primarily include Columbus Drive, Stetson Avenue, Lake Street, and Randolph Street. All study roadways are under CDOT jurisdiction. Additionally, a 30 MPH speed limit is assumed for all study roadways, per City Ordinance. The following section summarizes key features of each study roadway.

Upper-Level Columbus Drive is a two-way, north-south roadway that runs along the east side of the site. Two travel lanes are provided in each direction with a center median through the study area. At its T-intersection with Randolph Street, Columbus Drive provides a single left-turn lane and a single-right turn lane on the southbound approach. A striped crosswalk and pedestrian signal is provided on Columbus Drive at Randolph Street. At its intersection with Lake Service Street (i.e., Aon Center drop-off/pick-up circle), a shared left-turn/through lane, a shared through/right-turn lane, a raised center median, and two receiving lanes are provided on the southbound approach. A striped area for a potential left-turn lane, a shared left-turn/through lane, a shared through/right-turn lane, a raised center median, and two receiving lanes are provided on the northbound approach. Striped crosswalks are provided on the north and south legs of the Columbus Drive/Lake Service Street intersection.

Near its intersection with Randolph Street, CTA bus stops are provided on both sides of Columbus Drive including a CTA layover parking area on the east side of the street. South of the Columbus Drive/Lake Service Street intersection, a loading zone is provided on the west side of the street from 8AM to 12AM. On the east side of the street, metered parking and a food truck stand is designated.

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North of Lake Service Street, parking is prohibited on the west side of the street; limited metered parking is provided on the east side of the street along with a taxi stand and valet loading zone for the Radisson Blu hotel.

As part of an effort to improve pedestrian crossings and calm traffic, CDOT is currently considering options for reconfiguring the lanes, pavement markings, and curbside regulations along upper-level Columbus Drive north of Randolph Street. These improvements will be coordinated with the development plan, but Columbus Drive would continue to provide two travel lanes in each direction with a left- and right-turn lane at its intersection with Randolph Street; therefore, no geometric changes were included in the intersection analysis for future year conditions.

Upper-Level Stetson Avenue is a two-way, north-south roadway that provides access from upper- level Wacker Drive to upper-level Randolph Street along the west side of the site. A single travel lane is provided in each direction. At its all-way stop-controlled T-intersection with Lake Street, Stetson Avenue provides a shared left-turn/through lane on the northbound approach and a shared through/right-turn lane on the southbound approach. At its minor-leg stop-controlled intersection with Randolph Street, a single right-turn lane is provided on the southbound approach. Metered parking is provided along both sides of Stetson Avenue through the study area. In addition to the metered parking, accessible parking spaces and areas for loading activity are maintained. On the west side of Stetson Avenue, two accessible parking spaces are provided south of Lake Street, and one accessible parking space is provided south of Water Street. A taxi stand is provided on the east side of the street along most the site frontage. North of Lake Street, a loading zone is provided on the west side of the street from 9AM to 4PM and 6PM to 7AM, Monday through Friday. South of Water Street, a 15-minute loading zone is provided on the east side of the street.

Upper-Level Lake Street is an east-west roadway generally providing a single travel lane in each direction. At its T-intersection with Stetson Avenue, a left-turn lane, an exclusive right-turn lane, and a single receiving lane is provided on the west leg of Lake Street. Between Stetson Avenue and Michigan Avenue, parking is generally prohibited along the south side of the street except for a limited area which is reserved for consulate parking only. In the study area, metered parking is provided along the north side of the street except for areas near the intersections of Lake Street/Beaubien Court and Lake Street/Michigan Avenue, which are reserved for consulate parking only. Taxi stands are provided on the north and south sides of the street, east of Beaubien Court.

While Lake Street terminates at Stetson Avenue, a circle drive known as Lake Service Street is provided along the north side of the Aon Center. This circle drive is grade separated from Lake Street; therefore, no vehicular connectivity is provided. Pedestrian access from Lake Street and Stetson Avenue is provided to the Aon Center via a vestibule with stairs down to the building entrance. Access to Lake Service Street is also provided via an outdoor stairway.

Upper-Level Randolph Street is an east-west roadway that terminates at Harbor Drive and generally provides two lanes in each direction through the study area. A marked bike lane is provided in each direction between Columbus Drive and Field Drive. Metered parking is available along the south side of the roadway between Columbus Drive and Field Drive, while parking is generally prohibited along the north side of the roadway and east of Field Drive. CTA bus stops, loading zones, and a taxi stand

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area also provided. At its signalized T-intersection with upper-level Columbus Drive, one through lane and one shared through/right-turn lane are provided on the westbound approach; an exclusive left- turn lane, two through lanes, and two receiving lanes are provided on the eastbound approach. West of Columbus Drive, a dedicated eastbound-to-westbound U-turn lane is provided. A ramp to/from intermediate-level Randolph Street is located west of Stetson Avenue. Striped bike lanes are currently provided along the north and south curb lanes in the study area.

CDOT plans to install a dedicated one-way westbound bike lane along the north curb lane of Randolph Street. The new bike lane would extend the existing bike lane striping across the Columbus Drive and Stetson Avenue intersections. With the proposed installation, signal timing adjustments would be provided by CDOT to integrate the addition of a westbound bicycle signal at the Columbus Drive/Randolph Street intersection. The analysis of future year conditions does not include the signal timing adjustments associated with the planned bike lane improvements. A copy of the CDOT bike lane plan is provided in the appendix.

Intermediate-Level Columbus Drive is a north-south major arterial roadway generally providing three lanes in each direction through the study area while maintaining a bridge connection over the Chicago River. At its signalized intersection with intermediate-level Lake Street, intermediate-level Columbus Drive provides two through lanes and a shared through/right-turn lane on the southbound approach; an exclusive left-turn lane and three through lanes are provided on the northbound approach. South of this intersection, a ramp down to sub-level Columbus Drive is provided for southbound traffic with a ramp up from the sub-level provided on the northbound approach. At its signalized intersection with intermediate-level Randolph Street, Columbus Drive provides a dedicated left-turn lane, two through lanes, and one shared through/right-turn lane on the southbound approach. The northbound approach provides a dedicated left-turn lane, two through lanes, and two exclusive right-turn lanes. Stairs are provided on the northeast corner of the intersection, providing vertical pedestrian connectivity between the upper and sub-levels of Columbus Drive and Randolph Street. South of intermediate-level Randolph Street, Columbus Drive provides access to the Millennium Park Garage and the Lakeside Garage. Parking is prohibited along both sides of intermediate-level Columbus Drive.

Intermediate-Level Lake Street provides access to the Aon Center on-site parking garage, located on the south side of the street. This east-west roadway provides a single travel lane in each direction. A shared left-/right-turn lane and a single receiving lane are provided at its signalized T-intersection with intermediate-level Columbus Drive. Valet activity for the Fairmont Hotel is located on the north side of the street with limited unmetered parking provided near the intersection of intermediate-level Lake Street/intermediate-level Stetson Avenue. Access to the parking garage for Prudential Tower is provided at the western terminus of intermediate-level Lake Street.

Intermediate-Level Randolph Street provides east-west access through the study area. Access to/from Lake Shore Drive is provided via intermediate-level Randolph Street. This roadway generally provides two travel lanes through the study area. At its signalized intersection with intermediate-level Columbus Drive, intermediate-level Randolph Street provides an exclusive left-turn lane, one through lane, and one shared through/right-turn lane on eastbound approach; an exclusive left-turn lane, two through lanes, and a right-turn lane are provided on the westbound approach. The west leg of the

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intersection is a ramp to/from upper-level Randolph Street. Parking is prohibited on intermediate-level Randolph Street. Stairs are provided on the northeast corner of the intermediate-level Randolph Street/Columbus Drive intersection, providing pedestrian connectivity between the upper and sub- levels of Columbus Drive and Randolph Street.

Sub-Level Columbus Drive is a north-south roadway with a single travel lane provided in each direction. Sub-level Columbus Drive provides access to the parking garages and loading docks for multiple hotels, residential towers, and office buildings located in the site vicinity. Access to the Millennium Park Garage is also provided via sub-level Columbus Drive; the parking garage entrance/exit is located on the south leg of the Columbus Drive/Randolph Street intersection. At its intersection with sub-level Randolph Street, ramps to/from intermediate-level Columbus Drive are provided on the north leg of the intersection. Stairs also provide pedestrian connectivity between the three levels. Metered parking is provided along sub-level Columbus Drive through the majority of the study area.

Sub-Level Randolph Street is an east-west roadway with a single travel lane provided in each direction. Sub-level Randolph Street provides access to area parking garages and loading docks; access to the Lakeshore East development is provided at its eastern terminus at sub-level Harbor Drive. West of sub-level Columbus Drive, sub-level Randolph Street maintains access to a shared loading dock for the Aon Center on the north side the street and access to the Lakefront Busway on the south side of the street. With the proposed development, charter bus passenger loading/unloading activity would be accommodated along the north curb of sub-level Randolph Street, just west of sub- level Columbus Drive. West of Columbus Drive, public parking is generally prohibited while east of Columbus Drive, metered parking is provided on the south side of the street.

Non-Motorized Transportation System Facilities and services accommodating numerous transportation mode choices are available within the vicinity of the Aon Center.

Rail The following rail transportation options are located within an approximately ten- to fifteen-minute walk to/from the site:

CTA  State/Lake Station: Access to the CTA Brown, Green, Orange, Pink, and Purple Lines via the elevated station and Red Line via the subway station  Wabash/Randolph Station: Access to the CTA Brown, Green, Orange, Pink, and Purple Lines  Dearborn/Washington Station: Access to the CTA Blue Line

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Metra  Millennium Station: Access to the Metra Electric District and the Northern Indiana Commuter Transportation District South Shore Line Bus Additionally, the surrounding area is served by multiple CTA bus routes with stops located within a five- to ten-minute walk to/from the site:

 Route 6: Jackson Park Express ‐ Provides service between 79th/South Shore to Wacker/Columbus ‐ Nearest stop located at upper-level Wacker Drive/Columbus Drive

 Route 124: Navy Pier ‐ Provides service between Union/Ogilvie State and Navy Pier ‐ Nearest stop located at upper-level Wacker Drive/Columbus Drive

 Route 20: Columbus ‐ Provides service between Madison/Austin and Randolph/Columbus Drive ‐ Nearest stop located at upper-level Columbus Drive/Randolph Street

 Route 4: Cottage Grove ‐ Provides service between 95th/St. Lawrence and Columbus/South Water ‐ Nearest stop located at upper-level Columbus Drive/Randolph Street

 Route 60: Blue Island/26th ‐ Provides service between Cicero/24th Place and Harbor/Randolph ‐ Nearest stop located at upper-level Columbus Drive/Randolph Street

DIVVY Four DIVVY bike share stations are located within reasonable walking distance of the subject site such that people will likely consider making a shared bike trip. These station locations are outlined below:

 Upper-level Randolph Street/Columbus Drive (in front of the Blue Cross Blue Shield building)  Stetson Avenue/South Water Street (northwest corner of the intersection)  Michigan Avenue/Lake Street (northeast corner of the intersection)  Michigan Avenue/Washington Street (west side of Michigan Avenue, between Randolph Street and Washington Street)

Since taxi and walking trips make up approximately 27 percent of the mode spilt for the restaurant trips and approximately 14 percent of the mode split for the entertainment and observation deck trips in this area, the bike share system offers increased travel options and convenience. The nearby stations are an enticing draw for visitors looking to explore the City. The bike share system is

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reasonably expected to facilitate some degree of mode shift from walking and taxi to biking for those traveling to other destinations in the Loop, along the lakefront, or north of the Chicago River.

Traffic/Pedestrian/Bicycle Counts The proposed observation deck and retail/entertainment venues are anticipated to have a broad attraction of guests throughout the year, but are expected to draw higher attendance between late Spring to early Fall. As such, traffic counts were collected primarily in August 2016 prior to the Labor Day holiday for weekday, Friday, and Saturday conditions with supplemental Sunday counts collected in September 2016. Table 1 summarizes the locations, dates, and time periods for the traffic counts. Exhibit 2 illustrates the count locations relative to the site. Table 1. Traffic Count Locations, Dates, and Time Periods Date Location Thursday Friday Saturday Sunday August 25, 2016 August 26, 2016 August 27, 2016 September 18, 2016

Upper Level Randolph Street / Columbus Drive 7 AM – 9 PM 7 AM – 9 PM 7 AM – 9 PM 7 AM – 9 PM Lake Street / Columbus Drive 3 PM – 7 PM 10 AM – 9 PM 10 AM – 9 PM 7 AM – 9 PM Lake Street / Stetson Avenue 3 PM – 7 PM 10 AM – 9 PM 10 AM – 9 PM n/a Randolph Street / Stetson Avenue 3 PM – 7 PM 10 AM – 9 PM 10 AM – 9 PM n/a Randolph Street / U-Turn 3 PM – 7 PM 10 AM – 9 PM 10 AM – 9 PM n/a Randolph Street / Field Boulevard1 3 PM – 7 PM 10 AM – 9 PM 10 AM – 9 PM n/a

Intermediate Level Randolph Street / Columbus Drive 3 PM – 7 PM 7 AM – 9 PM 7 AM – 9 PM 7 AM – 9 PM Lake Street / Columbus Drive 3 PM – 7 PM 10 AM – 9 PM 10 AM – 9 PM n/a

Sub Level Randolph Street / Columbus Drive 3 PM – 7 PM 10 AM – 9 PM 10 AM – 9 PM n/a Lake Street / Columbus Drive2 3 PM – 7 PM 10 AM – 9 PM 10 AM – 9 PM n/a 1 - Due to equipment issues, the Randolph Street/Field Boulevard intersection was re-counted on Thursday, September 15th through Saturday, September 17th. 2 - Although a count was conducted, this intersection was excluded from the analysis; access to the Aon Center is not provided via sub-level Lake Street at Columbus Drive. n/a - not applicable

All traffic counts include vehicular traffic in addition to bicyclists and crossing pedestrians at each intersection. The count locations and periods were coordinated with CDOT staff to coincide with typical peak hours on the adjacent streets, periods of anticipated peak visitor activity for the various restaurant, entertainment, and retail components of the development program, and days with various levels of typical commuter and tourist activity. The observatory and retail/entertainment venues are not planned to open until after the typical morning peak period ends at 9:00 AM. Thus, most counts do not include morning peak period data. However, such data was collected at the intermediate and upper-level Randolph Street/Columbus Drive intersections as they are the highest volume intersections in the study area and the counts provide context for the relative traffic volumes experienced throughout much of the day. The Sunday counts are intended to provide context in comparison with Saturday data for weekend conditions and thus were not collected at all

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intersections. Based on review of these counts, the Sunday count data indicates similar traffic volumes as the Saturday counts at key intersections.

Based on the anticipated daily and hourly distribution of traffic associated with the proposed observation deck and retail/entertainment uses, and the peak hours of the existing roadway network, the following peak hours were selected for the analysis.

 Thursday PM Peak Hour: 4:45 PM to 5:45 PM  Friday Midday Peak Hour: 12:00 PM to 1:00 PM  Friday PM Peak Hour: 4:45 PM to 5:45 PM  Saturday Midday Peak Hour: 12:00 PM to 1:00 PM  Saturday PM Peak Hour: 4:45 PM to 5:45 PM

The existing peak hour traffic volumes for these periods are presented in Exhibits 3A to 3C. Non- vehicular volumes (pedestrians and bikes) for the same peak hours are shown on Exhibits 4A to 4C.

Aon Center Restaurant + Observation Deck Page 9 February 2017

N SOUTH WATER ST COLUMBUS DR STETSON AVE

LAKE ST UL UL / IL

SITE FIELD DR

RANDOLPH ST UL UL UL / IL UL / SL LEGEND

XX Count Location

UL Upper-Level Intersection IL Intermediate-Level Intersection SL Sub-Level Intersection

EXHIBIT 2 COUNT LOCATIONS OOSC

LEGEND COLUMBUS

(xx) PM Peak Hour Existing Signalized DRIVE (1195) (45) (15) N (10) (4:45 - 5:45pm) Intersection (5) (30) NOT TO SCALE INTERMEDIATE COLUMBUSDRIVE (50) - Less than Five Vehicles (5) Taxi Loading Zone (-) LAKE STREET (15) (15) (1055) (150) (120) (30) (-) (-) (-) (45) (-) STETSON AVENUE (-) (205) (1070) Sub Level (250) (95) (95) (Randolph and Columbus) (185)

(545) (50) TWO WAYTWO (20) (40) (5) (5) (65)

(5) RANDOLPH (20) STREET (-) (-) (1060) (445) (200) (10) (35) (-) LAKE SERVICE (200) LAKE STREET STREET ONE WAY (60) (10) (275) (5) ONE WAY (-) (5) (120) UPPERCOLUMBUSDRIVE (250) (20) (100) (-) (10) Intermediate Level (Randolph and Columbus) BOULEVARD

SITE FIELD (225) (170) (20) (255) (320) (-)

(-) (215) (15) (125) (590) (330) (200) ONE WAY (545) (10) (20) ONE WAY UPPER RANDOLPH STREET INTERMEDIATE RANDOLPH STREET UPPER RANDOLPH STREET ONE WAY ONEO WAY (430) (80) (15) (140) (350) (75) (205) (270) (265)

EXHIBIT 3A EXISTING CONDITIONS (WEEKDAY) OOSC COLUMBUS (1130) 740 (1130)

DRIVE

(35) 35 (35) (10) 20 (10)

(15) 15 (15) (5) 15 (5) N 25 (25)

NOT TO SCALE INTERMEDIATE COLUMBUSDRIVE 40 (45) 5 (-) - (-) LAKE (100) 60 STREET 15 (15) 15 690 (1040) 65 (90) 15 (30) (30) 15 - (-) - (-) (5) - (30) 25 STETSON AVENUE (-) - (130) 50 (995) 630 (995) (195) 85 (195) (85) 90 (85) Sub Level 80 (65) (460) 465 (460) (Randolph and Columbus) 190 (160) (55) 45 (55) (10) 15 (10) (50) 70 (50) 45 (30) TWO WAYTWO (5) 5 (5)- 5 (-) RANDOLPH 15 (20) STREET - (-) (-) - - (-) (1040) 655 (445) 100 5 (5) (35) 35 125 (170) LAKE SERVICE (165) 120 LAKE STREET STREET ONE WAY (50) 60 10 (10) 10 240 (310)240 - (-) ONE WAY 5 (5) 5 (5) 90 (80) UPPERCOLUMBUSDRIVE (190) 200 (5) 15 (80) 100 (-) - (10) 10 Intermediate Level (Randolph and Columbus) BOULEVARD

SITE FIELD (135) 175 (135) (165) 120 (165) (255) 255 (255) (230) 235 (230) (10) 10 (10) (-)- (-) - 185 (250) 10 (25) 95 (85) 490 (490) 245 (250) - (-) 25 (10) 190 (190) ONE WAY 440 (460) ONE WAY UPPER RANDOLPH STREET INTERMEDIATE RANDOLPH STREET UPPER RANDOLPH STREET ONE WAY (55) 45 (10) 10 ONEO WAY (155) 145 (370) 295 (75) 70 (145) 135 (285) 215 (250) 215

EXHIBIT 3B EXISTING CONDITIONS (FRIDAY) OOSC COLUMBUS (625) 630 (625) (35) 25 (35) (15) 15 (15) (15) 25 (15) DRIVE (5) 15 (5)

N 15 (30)

NOT TO SCALE INTERMEDIATE COLUMBUSDRIVE 25 (25) 5 (-) - (-) LAKE STREET 15 (10) 15 415 (790) (30) 20 35 (50) 5 (10) - (-) - (-) (10) - (15) 10 STETSON AVENUE (-) - (60) 45 (495) 520 (105) 95 (105) (95) 75 (95) Sub Level 55 (55)

(365) 370 (365) (Randolph and Columbus) 205 (145) (35) 35 (35)

(60) 50 (60) 110 (45) (15) 5 (15) TWO WAYTWO

(-)- - (5) (-)- RANDOLPH 15 (20) STREET - (-) (-) - - (5) 380 (760) 175 (205) - (5) (35) 30 60 (95) LAKE SERVICE (130) 150 LAKE STREET STREET ONE WAY (55) 55 5 (10) (280) 280 (5) 10 ONE WAY - (-) - (-) 35 (35) UPPERCOLUMBUSDRIVE (145) 105 (-) - (65) 40 (-) - (-) - Intermediate Level (Randolph and Columbus) BOULEVARD

SITE FIELD (135) 175 (135) (125) 90 (125) (260) 225 (260) (120) 150 (120) (15) 15 (15) (-)- (-) - 205 (210) 30 (30) 35 (35) 460 (380) 300 (255) - (-) 255 (240) ONE WAY 465 (365) 10 (10) ONE WAY UPPER RANDOLPH STREET INTERMEDIATE RANDOLPH STREET UPPER RANDOLPH STREET ONE WAY (20) 40 (5) 10 ONEO WAY (100) 85 (395) 385 (375) 345 (85) 90 (170) 135 (285) 245 (285) 260

EXHIBIT 3C EXISTING CONDITIONS (SATURDAY) OOSC COLUMBUS

LEGEND DRIVE 1 INTERMEDIATE COLUMBUSDRIVE 6 N xx Weekday PM Peak Existing Signalized 1 NOT TO SCALE Hour (4:45 - 5:45pm) Intersection 57 0 Crossing Existing Stop Sign 21 Pedestrians 76 - Bicycle Volumes LAKE 29 STREET 1 2

STETSON AVENUE 49 0 TWO WAYTWO 1 1 Sub Level 5 (Randolph and Columbus) 3 0 6 8 1 35 RANDOLPH 16 563 262 STREET 11 354 130 2 LAKE LAKE SERVICE 24 1 STREET STREET 2 ONE WAY 5 588 342 2 1

4 9 Intermediate Level (Randolph and Columbus) COLUMBUS UPPER DRIVE BOULEVARD

SITE FIELD 10 0 1 8 2617 299 698 16 4 3 3 86

59 110 367 14 238 ONE WAY 40 ONE WAY UPPER RANDOLPH 20 27 STREET 1 17 INTERMEDIATE RANDOLPH STREET6 UPPER RANDOLPH STREET ONE WAY ONE WAY

EXHIBIT 4A BICYCLE AND PEDESTRIAN CONDITIONS (WEEKDAY) OOSC COLUMBUS DRIVE (7) 5 (7) LEGEND (2) 0 INTERMEDIATE COLUMBUSDRIVE N xx Midday Peak Hour Existing Signalized NOT TO SCALE (12:00 - 1:00pm) Intersection 59 (51) 1 (0) 34 (49) (xx) PM Peak Hour Existing Stop Sign (20) 11

21 (26) 21 (4:45 - 5:45pm) - Bicycle Volumes LAKE Crossing Pedestrians STREET

STETSON AVENUE 27 (4 2) (2 ) 0 (1) 0 0 (0) 0 (1) 0 1 (2) 1 (2) 0 (1) 3 TWO WAYTWO

(6) 13(6) Sub Level (8) 2 (2) 3 (Randolph and Columbus)

15 (17) 27 (26) 32 (35) 2 (12) RANDOLPH 780 (415 ) 264 (342) STREET 340 (348) 147 (173) 147 50 (54) (10) 1 LAKE LAKE SERVICE 8 (3)

STREET STREET (6) 0 (2) 1 ONE WAY (1) 0 (2) 3 637 (4 89) 739 (286) (2) 1

1 (3) 1 (1) 0 Intermediate Level (Randolph and Columbus) 1 (0) 1 COLUMBUS UPPER DRIVE BOULEVARD

SITE FIELD (0) 2 (2) 0 (1) 0 (0) 2

717 (665) 994 (775) 214 (294 )

14 (18) 309 (285)

326 (336) 326 67 (108) 50 (63)

103 (82) 103 5 (2)

55 (50) 0 (1) ONE WAY 11 (14) 1 (7) ONE WAY UPPER RANDOLPH STREET INTERMEDIATEI RANDOLPH STREET UPPER RANDOLPH STREET (21) 17 ONE WAY ( 0 ) 1 ONE WAY (19) 2 (17) 21 ( 0 ) 9

EXHIBIT 4B BICYCLE AND PEDESTRIAN CONDITIONS (FRIDAY) OOSC COLUMBUS (0) 1 DRIVE LEGEND (2) 1 INTERMEDIATE COLUMBUSDRIVE N xx Midday Peak Hour Existing Signalized NOT TO SCALE (12:00 - 1:00pm) Intersection 2 (7) 0 (0) 2 (7) (xx) PM Peak Hour Existing Stop Sign 2 (3)

35 (18) (4:45 - 5:45pm) - Bicycle Volumes LAKE Crossing Pedestrians STREET ( 0 ) 1 STETSON AVENUE 6 (10) (3) 0 0 (0) 5 (6) 5 (1) 1 (0) 1

TWO WAYTWO Sub Level (8) 10(8) (2) 0 (3) 0 (Randolph and Columbus)

15 (33) 0 (1) 31 (36) 31 33 (41) 2 (0) RANDOLPH 120 (152) 141 (192) STREET 187 (274) 187 91 (77) 91 42 (33) LAKE LAKE SERVICE (11 ) 2 7 (6) (1) 2

STREET STREET (5) 2 (0) 1 ONE WAY (4) 0 199 (165) 138 (147) (5 ) 2

2 (5) 2 Intermediate Level (Randolph and Columbus) COLUMBUS UPPER DRIVE BOULEVARD

SITE FIELD (2) 1 (0) 1 (2) 0

717 (665) 347 (307) 24 5 (229) 0 (1)

9 (13) (207) 197 116 (158) 116

213 (345) 101 (73) 101 4 (3)

11 (14) 39 (59) 4 (1)

9 (22) ONE WAY 1 (0) 2 (0) ONE WAY UPPER RANDOLPH STREET INTERMEDIATEI RANDOLPH STREET UPPER RANDOLPH STREET (16) 10 ONE WAY (3) 0 ONE WAY (2 ) 1 (18) 5 ( 8 ) 4

EXHIBIT 4C BICYCLE AND PEDESTRIAN CONDITIONS (SATURDAY)

FUTURE CONDITIONS

This section of the report outlines the key characteristics for the proposed development, estimates the trip generation, and projects traffic patterns on the surrounding street system during peak hours.

Proposed Development Plan Land Uses The proposed project consists of approximately 27,375 square feet of restaurant space and an entertainment component with multiple venues including an observation deck with an exterior glass elevator system. The observation deck and retail/entertainment venues are anticipated to attract an estimated annual attendance of approximately 2.6 million visitors.

Private Auto Access on its proximity and pedestrian connectivity, parking is planned in the Millennium Park Garage. Vehicular access to off-site parking in the Millennium Park Garage is available along intermediate- level Columbus Drive. Thus, most vehicular traffic associated with visitors arriving by personal auto is not expected to be adjacent to the site on the upper-level street system.

Taxi / CTA Bus / Tour Bus The upper-level roadways and intersections will serve visitors who are arriving via taxi, TNCs (e.g., Uber, Lyft), and tour buses (similar to double decker buses that allow riders to hop on/off over the course of the day with a single ticket). Passenger loading for Aon Center currently occurs along the north side of Randolph Street adjacent to the site. Some level of taxi and TNC activity for the observatory and retail/entertainment venues is expected to occur here. The west curb of Columbus Drive presents an opportunity for such loading activity as well. A recommended plan for loading along the west curb of upper-level Columbus Drive is presented and discussed later in this report. In order to accommodate these loading functions, the existing CTA bus stop along the west side of Columbus Drive may need to be adjusted; therefore, coordination with the CTA is needed.

School/Charter Bus In addition to tour buses, groups are expected to travel to the site by school or charter bus. Charter bus passenger loading and unloading activity is planned for the north curb of sub-level Randolph Street just west of Columbus Drive. Buses would directly access the sub-level loading area via the ramp from southbound intermediate-level Columbus Drive. A ramp in the reverse direction from the sub-level to northbound intermediate-level Columbus Drive would provide an exit route. The sub-level loading area is also convenient for buses associated with McCormick Place conventions and hotels that have access to the Lakefront Busway as its northern terminus is located on sub-level Randolph Street immediately east of the proposed charter bus loading area. This loading area will be accessible via new elevators in the southeast corner of the site that would provide vertical circulation between the sub-level and Aon Center’s concourse level (one building level below the upper-level street system).

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Pedestrians Pedestrians walking to/from the site from other downtown origins will utilize the existing sidewalk system and other connections through the Aon Center such as the Chicago Pedway. Although arriving to the general area via auto, visitors that park in the Millennium Park Garage will also be pedestrians adjacent to the site as they cross upper-level Randolph Street between the Aon Center and the parking garage elevator access. Pedestrians are able to cross at the west crosswalk of the Randolph Street/Columbus Drive intersection. Pedestrian access to the new uses are proposed via south side of the site and the upper-level sidewalk with the restaurant spaces in the southwest portion fo the site and the observatory and retail/entertainment uses in the southeast portion of the site.

Loading/Delivery Accommodations for delivery/service truck activity at the site are planned with a shared loading dock on sub-level Randolph Street west of sub-level Columbus Drive.

Trip Generation The following sections of the report describe the data and methodology used to estimate peak-hour traffic anticipated with development of the proposed restaurant use and entertainment venues.

Mode Share Due to the highly walkable urban context, availability of multiple convenient public transportation and multimodal options, and access to a variety of nearby uses, developments in the surrounding area generally exhibit considerable non-auto travel characteristics. For the proposed restaurant use, trip generation projections reference data from the River East Area Traffic and Parking Operation Review, prepared by Barton-Aschman Associates, Inc., for the City of Chicago in 1997. Based upon the data for restaurant uses in the River East study, taxis were identified to represent 27 percent of restaurant auto-trips. All other vehicle trips were assumed to be personal auto trips. Based on the nature of the proposed restaurant use and the location of the development site, the personal auto trips estimated for the restaurant were assumed to self-park at the Millennium Park Garage or another nearby garage. Restaurant trips arriving via taxi were assumed to utilize the existing curbside area on Randolph Street along the south side of the site.

The observatory and entertainment venue component of the development plan is expected to draw patrons via multiple modes of transportation including auto, transit, coach/tour bus, walking, bicycle, and taxi. While there are differences between the proposed observation deck and others in the downtown area, the transportation characteristics exhibited by visitors of the proposed observation deck and companion entertainment venues is expected to be like those at other observation decks nearby. Thus, mode share observations were performed on Jackson Boulevard outside the entrance to the Willis Tower Skydeck on Friday, October 14, 2016 from 11:00 AM to 1:00 PM.

The observations consisted of counting the number of visitors entering the Skydeck at street level and documenting their mode of arrival, including taxi/TNC, bus, and walking. Visitors arriving on foot could include people driving and parking in a nearby garage or Metra/CTA Rail riders that complete their trip by walking to the Skydeck. Thus, data published in the River East study, was referenced to

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estimate an appropriate split of auto, walking, and transit trips. Table 2 summarizes the data collected.

Table 2. Observation Deck/Entertainment Venue Mode Share (Willis Tower Skydeck Observations) Visitors Time Taxi / TNC Bus Walk / Transit / Drive Entering1 11:00 AM 243 26 11% 2 1% 215 88% 11:15 AM 174 14 8% 16 9% 144 83% 11:30 AM 195 11 6% 12 6% 172 88% 11:45 AM 151 0 0% 20 13% 131 87% 12:00 PM 202 28 14% 11 5% 163 81% 12:15 PM 201 22 11% 4 2% 175 87% 12:30 PM 182 11 6% 15 8% 156 86% 12:45 PM 42 0 0% 0 0% 42 100% Total 1,390 112 8% 80 6% 1,198 86% 1 - Observations and data was collected on Friday, October 14, 2016 from 11:00 AM to 1:00 PM

Based on the data collected during observations at the Willis Tower Skydeck, considering the Aon Center’s location relative to Willis Tower and downtown rail stations, and mode share information referenced for other entertainment-related uses, the recommended mode share for visitors of the proposed observation deck and entertainment venues is adjusted somewhat from that observed at the Willis Tower Skydeck and further defined. A summary of the mode share for the proposed restaurant, entertainment venues, and observation deck is provided in Table 3.

Table 3. Summary of Mode Share by Proposed Land Use Vehicles Land Use Charter Bus Walk / Transit Total Private Auto Taxi / TNC

Restaurant1 43.5%3 16% 0% 40.5% 100%

Entertainment Venue + 40% 14%4 6%5 40%6 100% Observation Deck2 1 – Based on rates for restaurant in the River East Area Traffic and Parking Operation Review, prepared by Barton-Aschman Associates, Inc., in 1997. 2 - Based on observations conducted at the Willis Tower Skydeck (see Table 2). 3 - Includes 1% passenger drop-off prior to parking. 4 - Due to Willis Tower’s proximity to Union Station and Ogilvie Transportation Center relative to Aon Center, taxi and TNC is assumed to be higher at Aon Center (10-15%). 5 - Assumed to be consistent with empirical data from Willis Tower Skydeck observations. 6 - Assumed 50/50 split between walk/transit and drive. This considers available parking at the Millennium Park Garage. As a reference, the “Theater” use referenced in the River East Study has 40% auto and 44% walk/transit.

Trip Generation Rates Due to the highly walkable urban context, availability of convenient public transportation and multimodal options, and access to a variety of nearby uses, developments in the surrounding area generally exhibit considerable non-auto travel characteristics. For the proposed restaurant use, trip generation projections reference data from the River East Area Traffic and Parking Operation Review, prepared by Barton-Aschman Associates, Inc., for the City of Chicago in 1997. This document includes local trip generation data and includes consideration for the use of non-auto modes of travel

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in the vicinity of downtown Chicago. A summary of the raw trip generation data used for the restaurant use is provided in Table 4 below.

Table 4. Trip Generation Data – Proposed Restaurant Use Weekday Land Use Unit AM Peak PM Peak T = 0.0X T=1.716X Restaurant Per 1,000 sq. ft. 0% in/0% out 53% in/47% out T - Number of Trips X - Unit of Density 1 – Based on rates for restaurant in the River East Area Traffic and Parking Operation Review, prepared by Barton-Aschman Associates, Inc., in 1997.

While the data in the River East study is appropriate for the proposed restaurant use, the trip generation for the proposed observatory and entertainment venues were based on empirical data from similar entertainment venues and visitor data provided by the proposed operator. The entertainment venues are expected to have broad seasonal appeal for visitors, but will have variation throughout the year, days of the week, and times of day. In order to understand these characteristics, Kimley-Horn coordinated with the proposed operator of the entertainment venues to identify monthly, daily, and hourly distribution of visitors based on their experience with other similar venues.

The projected annual attendance for the observatory and entertainment venues is 2.6 million visits. This includes 2 million visits to the observatory as the main venue and 1 million visits to the other venues combined with a shared visit factor of 40 percent attending the observatory in addition to another of the entertainment venues.

A summary of these monthly, daily, and hourly distribution factors and the estimated site-generated traffic attributed to the entertainment venues and observation deck is provided in Tables 5A to 5C.

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Table 5A. Entertainment Venue + Observation Deck Trip Distribution and Peak Hour Generation Estimates: Thursday Monthly Distribution Daily Distribution Hourly Distribution Volume (People) Volume (Vehicles)1 Mode Month Distribution Attendance Day Distribution Attendance Time Distribution Attendance2 In Out Total In Out Total

January 4% 59,200 Sun 17% 8,709 8:00AM 6% 864 PM Peak Hour (4:45 to 5:45 PM)

Walk/ February 3% 44,400 Mon 13% 6,660 9:00AM 12% 1,728 40% 173 432 605 Transit

March 7% 103,600 Tues 11% 5,635 10:00AM 14% 2,016 Auto 40% 173 432 605 80 195 275

Taxi/ April 8% 118,400 Wed 11% 5,635 11:00AM 11% 1,584 14% 60 151 212 25 70 95 TNC Coach May 10% 148,000 Thurs 12% 6,148 12:00PM 10% 1,440 6% 26 65 91 Bus3

June 10% 148,000 Fri 16% 8,197 1:00PM 10% 1,440

July 15% 222,000 Sat 20% 10,246 2:00PM 9% 1,296

August 13% 192,400 3:00PM 6% 864

September 10% 148,000 4:00PM 6% 864

October 8% 118,400 5:00PM 5% 720

November 7% 103,600 6:00PM 5% 720

December 5% 74,000 7:00PM 4% 576

8:00PM 2% 288

1 – Average vehicle occupancy assumed to be 2.2 persons per vehicle based on data from the Stratosphere Observation Deck in Las Vegas, Nevada. 2 – Reflects hourly arrival attendance. 3 – For purposes of the analysis, coach buses were assumed to carry up to 45 passengers. Inbound and outbound bus trips were rounded to the nearest multiple of five (5) and were assigned to the sub-level intersection of Columbus Drive/Randolph Street.

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Table 5B. Entertainment Venue + Observation Deck Trip Distribution and Peak Hour Generation Estimates: Friday Monthly Distribution Daily Distribution Hourly Distribution Volume (People) Volume (Vehicles)1 Mode Month Distribution Attendance Day Distribution Attendance Time Distribution Attendance2 In Out Total In Out Total

January 4% 59,200 Sun 17% 8,709 8:00AM 6% 864 Midday Peak Hour (12:00 to 1:00 PM)

Walk/ February 3% 44,400 Mon 13% 6,660 9:00AM 12% 1,728 40% 576 691 1,267 Transit

March 7% 103,600 Tues 11% 5,635 10:00AM 14% 2,016 Auto 40% 576 691 1,267 260 315 575

Taxi/ April 8% 118,400 Wed 11% 5,635 11:00AM 11% 1,584 14% 202 242 444 90 110 200 TNC Coach May 10% 148,000 Thurs 12% 6,148 12:00PM 10% 1,440 6% 86 104 190 Bus3

June 10% 148,000 Fri 16% 8,197 1:00PM 10% 1,440

July 15% 222,000 Sat 20% 10,246 2:00PM 9% 1,296 PM Peak Hour (4:45 to 5:45 PM)

Walk/ August 13% 192,400 3:00PM 6% 864 40% 346 518 864 Transit

September 10% 148,000 4:00PM 6% 864 Auto 40% 346 518 864 155 235 390

Taxi/ October 8% 118,400 5:00PM 5% 720 14% 121 181 302 55 80 135 TNC Coach November 7% 103,600 6:00PM 5% 720 6% 52 78 130 Bus3

December 5% 74,000 7:00PM 4% 576

8:00PM 2% 288

1 – Average vehicle occupancy assumed to be 2.2 persons per vehicle based on data from the Stratosphere Observation Deck in Las Vegas, Nevada. 2 – Reflects hourly arrival attendance. 3 – For purposes of the analysis, coach buses were assumed to carry up to 45 passengers. Inbound and outbound bus trips were rounded to the nearest multiple of five (5) and were assigned to the sub-level intersection of Columbus Drive/Randolph Street.

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Table 5C. Entertainment Venue + Observation Deck Trip Distribution and Peak Hour Generation Estimates: Saturday Monthly Distribution Daily Distribution Hourly Distribution Volume (People) Volume (Vehicles)1 Mode Month Distribution Attendance Day Distribution Attendance Time Distribution Attendance2 In Out Total In Out Total January 4% 59,200 Sun 17% 8,709 8:00AM - - Midday Peak Hour (12:00 to 1:00 PM) Walk/ February 3% 44,400 Mon 13% 6,660 9:00AM 8% 1,440 40% 792 576 1,368 Transit March 7% 103,600 Tues 11% 5,635 10:00AM 14% 2,520 Auto 40% 792 576 1,368 360 260 620 Taxi/ April 8% 118,400 Wed 11% 5,635 11:00AM 15% 2,700 14% 277 202 479 125 90 215 TNC Coach May 10% 148,000 Thurs 12% 6,148 12:00PM 11% 1,980 6% 119 86 205 Bus3 June 10% 148,000 Fri 16% 8,197 1:00PM 10% 1,800

July 15% 222,000 Sat 20% 10,246 2:00PM 10% 1,800 PM Peak Hour (4:45 to 5:45 PM) Walk/ August 13% 192,400 3:00PM 8% 1,440 40% 288 720 1,008 Transit September 10% 148,000 4:00PM 4% 720 Auto 40% 288 720 1,008 130 325 455 Taxi/ October 8% 118,400 5:00PM 5% 900 14% 101 252 353 45 115 160 TNC Coach November 7% 103,600 6:00PM 5% 900 6% 43 108 151 Bus3 December 5% 74,000 7:00PM 4% 720

8:00PM 4% 720

9:00PM 2% 360

1 – Average vehicle occupancy assumed to be 2.2 persons per vehicle based on data from the Stratosphere Observation Deck in Las Vegas, Nevada. 2 – Reflects hourly arrival attendance. 3 – For purposes of the analysis, coach buses were assumed to carry up to 45 passengers. Inbound and outbound bus trips were rounded to the nearest multiple of five (5) and were assigned to the sub-level intersection of Columbus Drive/Randolph Street.

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As shown in Tables 5A to 5C, for purposes of a conservative analysis, the anticipated trip generation was based on the estimated attendance for the month of July, which is expected to have the highest monthly attendance throughout the year. Using these distribution factors summarized in Table 5 and an assumption for average visitor length of stay (2 hours) and average vehicle occupancy (2.2 persons/vehicle based on data from the Stratosphere Observation Deck in Las Vegas), the anticipated trip generation was calculated for each peak hour. These estimated trips were then added to the restaurant trip generation in order to generate the overall site-generated traffic projections presented in Table 6.

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Table 6. Site-Generated Traffic Projections1 Saturday Midday Thursday PM Peak Hour Friday Midday Peak Hour Friday PM Peak Hour Saturday PM Peak Hour Land Use Size Peak Hour In Out Total In Out Total In Out Total In Out Total In Out Total

Total Trips Restaurant2 27,375 sq. ft. 25 20 45 25 20 45 25 20 45 45 45 90 45 45 90 Entertainment Venues 2.6 million 105 265 370 350 425 775 210 315 525 485 350 835 175 440 615 + Observation Deck3 visitors4 Total New Auto Trips 130 285 415 375 445 820 235 335 570 530 395 925 220 485 705 Personal Auto Trips5 Restaurant2 27,375 sq. ft. 20 15 35 20 15 35 20 15 35 35 35 70 35 35 70 Entertainment Venues 2.6 million 80 195 275 260 315 575 155 235 390 360 260 620 130 325 455 + Observation Deck3 visitors4 Total New Personal Auto Trips 100 210 310 280 330 610 175 250 425 395 295 690 165 360 525 Taxi/TNC Trips6 Restaurant2 27,375 sq. ft. 5 5 10 5 5 10 5 5 10 10 10 20 10 10 20 Entertainment Venues 2.6 million 25 70 95 90 110 200 55 80 135 125 90 215 45 115 160 + Observation Deck3 visitors4 Total Taxi/TNC Trips 30 75 105 95 115 210 60 85 145 135 100 235 55 125 180 1 - The trip generation is rounded to the nearest multiple of five. 2 - Based on data published by Barton-Aschman Associates, Inc. in River East Traffic and Parking Operation Review, 1997 for the City of Chicago Department of Transportation that reflects local mode share characteristics. 3 - Based on projected annual attendance and monthly, daily, and hourly distribution of visitors from operators experience with similar venues. 4 Attendance projection includes 2 million visitors for the observation deck and 1 million visitors for the other attractions with a 40 percent capture rate from the observation deck visitors that is promoted, in part, through value pricing for all three venues. 5 - The River East study indicates 73% of restaurant auto-trips to be personal auto trips and 27% to be taxi trips. The mode split for the entertainment venues + observation deck is based on empirical data from the Willis Tower Skydeck summarized in Table 2. 6 - Inbound and outbound taxi trips were assumed to originate outside of the study area and then travel to the curbside drop-off/pick-up area to pick-up or drop-off their passenger prior to traveling out of the study area.

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Directional Distribution The estimated distribution of site-generated traffic on the surrounding street system as it approaches and departs a site is a function of several variables such as site access, directional flow and connectivity of area streets, the ease with which motorists can travel over various sections of the road network, and prevailing traffic volumes/patterns. The estimated trip distribution for the proposed development is heavily based on existing general traffic patterns within the study area and the roadway connectivity associated with the upper- and intermediate-levels of Columbus Drive and Randolph Street. As such, the directional distribution shown in Table 7 summarizes the anticipated direction for which vehicles will travel to and from the site.

Table 7. Estimated Trip Distribution

Auto Trips Taxi Trips Roadway Orientation Inbound Outbound Inbound Outbound North via Upper-Level Columbus Drive – – 50% 50% North via Intermediate-Level Columbus Drive 25% 25% – – South via Intermediate-Level Columbus Drive1 40% 40% – – East via Upper-Level Randolph Street – – – – East via Intermediate-Level Randolph Street 25% 25% – – West via Upper-Level Randolph Street - - 50% 50% West via Intermediate-Level Randolph Street2 10% 10% – – Total 100% 100% 100% 100% 1 – Trips traveling to/from the south were assumed to access the Millennium Park Garage via the driveways on Columbus Drive south of Randolph Street; therefore, these trips are not expected to travel through the study intersections. 2 – Trips traveling from the west access intermediate-level Randolph Street via the ramp on upper-level Randolph Street west of Stetson Avenue; trips traveling to the west from intermediate-level Randolph Street utilize the same ramp to access upper-level Randolph Street.

Site Traffic Assignment The site traffic assignment, representing traffic volumes associated with occupancy of the proposed development, is a function of the estimated trip generation and the directional distribution. The site traffic assignment is presented in Exhibit 5 for personal autos and Exhibit 6 for taxis. The total weekday peak hour site traffic assignment (personal autos + taxis) is presented in Exhibit 7. It should be noted that in addition to the personal autos and taxis, the anticipated charter buses traveling to and from the Aon Center were assigned to the roadway network. As shown in Exhibits 5 and 7, these trips are expected to use the sub-level intersection of Columbus Drive/Randolph Street to access the passenger loading and unloading area along the north curb of sub-level Randolph Street just west of Columbus Drive.

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OOSC COLUMBUS

LEGEND DRIVE

N (5)

(xx) PM Peak Hour Existing Signalized INTERMEDIATE COLUMBUSDRIVE NOT TO SCALE (25) (4:45 - 5:45pm) Intersection - Less than Five Vehicles LAKE STREET

(5) (55) STETSON AVENUE

Sub Level (Randolph and Columbus) (25)

TWO WAYTWO (25) RANDOLPH STREET (10) (55) (55) (20) LAKE SERVICE LAKE STREET STREET ONE WAY ONE WAY UPPERCOLUMBUSDRIVE

Intermediate Level (Randolph and Columbus) BOULEVARD

SITE FIELD

ONE WAY ONE WAY UPPER RANDOLPH STREET INTERMEDIATE RANDOLPH STREET UPPER RANDOLPH STREET ONE WAY ONEO WAY

EXHIBIT 5A SITE TRIP ASSIGNMENT - PERSONAL AUTOS (WEEKDAY) OOSC COLUMBUS DRIVE

LEGEND (5) 5

N 70 (45)

NOT TO SCALE xx Midday Peak Hour Existing Signalized INTERMEDIATE COLUMBUSDRIVE (12:00 - 1:00pm) Intersection (xx) PM Peak Hour - Less than Five Vehicles (4:45 - 5:45pm) LAKE STREET

(5) 5 85 (65) STETSON AVENUE

Sub Level 70 (45) (Randolph and Columbus)

TWO WAYTWO 70 (45) RANDOLPH STREET (15) 25 85 (65) 85 (65) 30 (25) LAKE SERVICE LAKE STREET STREET ONE WAY ONE WAY UPPERCOLUMBUSDRIVE

Intermediate Level (Randolph and Columbus) BOULEVARD

SITE FIELD

ONE WAY ONE WAY UPPER RANDOLPH STREET INTERMEDIATE RANDOLPH STREET UPPER RANDOLPH STREET ONE WAY ONEO WAY

EXHIBIT 5B SITE TRIP ASSIGNMENT - PERSONAL AUTOS (FRIDAY) OOSC COLUMBUS DRIVE

LEGEND (5) 5

N 95 (40)

NOT TO SCALE xx Midday Peak Hour Existing Signalized INTERMEDIATE COLUMBUSDRIVE (12:00 - 1:00pm) Intersection (xx) PM Peak Hour - Less than Five Vehicles (4:45 - 5:45pm) LAKE STREET

(5) 5 (85) 70 STETSON AVENUE

Sub Level 95 (40) (Randolph and Columbus)

TWO WAYTWO 100 (45) RANDOLPH STREET (15) 40 70 (85) 70 (90) 75 30 (40) LAKE SERVICE LAKE STREET STREET ONE WAY ONE WAY UPPERCOLUMBUSDRIVE

Intermediate Level (Randolph and Columbus) BOULEVARD

SITE FIELD

ONE WAY ONE WAY UPPER RANDOLPH STREET INTERMEDIATE RANDOLPH STREET UPPER RANDOLPH STREET ONE WAY ONEO WAY

EXHIBIT 5C SITE TRIP ASSIGNMENT - PERSONAL AUTOS (SATURDAY) OOSC COLUMBUS

LEGEND DRIVE N

NOT TO SCALE (xx) PM Peak Hour Existing Signalized INTERMEDIATE COLUMBUSDRIVE (4:45 - 5:45pm) Intersection - Less than Five Vehicles Taxi Loading Zone LAKE STREET STETSON AVENUE

Sub Level (Randolph and Columbus) TWO WAYTWO (60) (60) RANDOLPH STREET

LAKE SERVICE LAKE STREET STREET ONE WAY ONE WAY (20) UPPERCOLUMBUSDRIVE

Intermediate Level (Randolph and Columbus) BOULEVARD

SITE FIELD (60)

(20) (105) ONE WAY (85) ONE WAY UPPER RANDOLPH STREET INTERMEDIATE RANDOLPH STREET UPPER RANDOLPH STREET ONE WAY ONEO WAY (45) (45) (45)

EXHIBIT 6A SITE TRIP ASSIGNMENT - TAXIS (WEEKDAY) OOSC COLUMBUS

LEGEND DRIVE N

NOT TO SCALE xx Midday Peak Hour Existing Signalized INTERMEDIATE COLUMBUSDRIVE (12:00 - 1:00pm) Intersection (xx) PM Peak Hour - Less than Five Vehicles (4:45 - 5:45pm) Taxi Loading Zone LAKE STREET STETSON AVENUE

Sub Level (Randolph and Columbus) (80) 110(80) TWO WAYTWO RANDOLPH STREET

LAKE SERVICE LAKE STREET STREET ONE WAY ONE WAY 40 (20) UPPERCOLUMBUSDRIVE

Intermediate Level (Randolph and Columbus) BOULEVARD

SITE FIELD (80) 110 (80)

40 (20) 210 (145) ONE WAY 170 (125) ONE WAY UPPER RANDOLPH STREET INTERMEDIATE RANDOLPH STREET UPPER RANDOLPH STREET ONE WAY ONEO WAY (65) 100 (65) 100 (65) 100

EXHIBIT 6B SITE TRIP ASSIGNMENT - TAXIS (FRIDAY) OOSC COLUMBUS

LEGEND DRIVE N

NOT TO SCALE xx Midday Peak Hour Existing Signalized INTERMEDIATE COLUMBUSDRIVE (12:00 - 1:00pm) Intersection (xx) PM Peak Hour - Less than Five Vehicles (4:45 - 5:45pm) Taxi Loading Zone LAKE STREET STETSON AVENUE

Sub Level (Randolph and Columbus) (95) 120 (95) TWO WAYTWO RANDOLPH STREET

LAKE SERVICE LAKE STREET STREET ONE WAY ONE WAY 45 (35) UPPERCOLUMBUSDRIVE

Intermediate Level (Randolph and Columbus) BOULEVARD

SITE FIELD (95) 120 (95)

45 (35) 235 (180) ONE WAY 190 (145) ONE WAY UPPER RANDOLPH STREET INTERMEDIATE RANDOLPH STREET UPPER RANDOLPH STREET ONE WAY ONEO WAY (85) 115 (85) 115 (85) 115

EXHIBIT 6C SITE TRIP ASSIGNMENT - TAXIS (SATURDAY) OOSC COLUMBUS

LEGEND DRIVE

N (5)

(xx) PM Peak Hour Existing Signalized INTERMEDIATE COLUMBUSDRIVE NOT TO SCALE (25) (4:45 - 5:45pm) Intersection - Less than Five Vehicles Taxi Loading Zone LAKE STREET

(5) (55) STETSON AVENUE

Sub Level (Randolph and Columbus) (25) TWO WAYTWO (60) (60) (25) RANDOLPH STREET (10) (55) (55) (20) LAKE SERVICE LAKE STREET STREET ONE WAY ONE WAY (20) UPPERCOLUMBUSDRIVE

Intermediate Level (Randolph and Columbus) BOULEVARD

SITE FIELD (60)

(20) (105) ONE WAY (85) ONE WAY UPPER RANDOLPH STREET INTERMEDIATE RANDOLPH STREET UPPER RANDOLPH STREET ONE WAY ONEO WAY (45) (45) (45)

EXHIBIT 7A SITE TRIP ASSIGNMENT - TOTAL (WEEKDAY) OOSC COLUMBUS DRIVE

LEGEND (5) 5

N 70 (45)

NOT TO SCALE xx Midday Peak Hour Existing Signalized INTERMEDIATE COLUMBUSDRIVE (12:00 - 1:00pm) Intersection (xx) PM Peak Hour - Less than Five Vehicles (4:45 - 5:45pm) Taxi Loading Zone LAKE STREET

(5) 5 85 (65) STETSON AVENUE

Sub Level 70 (45) (Randolph and Columbus) (80) 110(80)

TWO WAYTWO 70 (45) RANDOLPH STREET (15) 25 85 (65) 85 (65) 30 (25) LAKE SERVICE LAKE STREET STREET ONE WAY ONE WAY 40 (20) UPPERCOLUMBUSDRIVE

Intermediate Level (Randolph and Columbus) BOULEVARD

SITE FIELD (80) 110 (80)

40 (20) 210 (145) ONE WAY 170 (125) ONE WAY UPPER RANDOLPH STREET INTERMEDIATE RANDOLPH STREET UPPER RANDOLPH STREET ONE WAY ONEO WAY (65) 100 (65) 100 (65) 100

EXHIBIT 7B SITE TRIP ASSIGNMENT - TOTAL (FRIDAY) OOSC COLUMBUS DRIVE

LEGEND (5) 5

N 95 (40)

NOT TO SCALE xx Midday Peak Hour Existing Signalized INTERMEDIATE COLUMBUSDRIVE (12:00 - 1:00pm) Intersection (xx) PM Peak Hour - Less than Five Vehicles (4:45 - 5:45pm) Taxi Loading Zone LAKE STREET

(5) 5 (85) 70 STETSON AVENUE

Sub Level 95 (40) (Randolph and Columbus) (95) 120 (95)

TWO WAYTWO 100 (45) RANDOLPH STREET (15) 40 70 (85) 70 (90) 75 30 (40) LAKE SERVICE LAKE STREET STREET ONE WAY ONE WAY 45 (35) UPPERCOLUMBUSDRIVE

Intermediate Level (Randolph and Columbus) BOULEVARD

SITE FIELD (95) 120 (95)

45 (35) 235 (180) ONE WAY 190 (145) ONE WAY UPPER RANDOLPH STREET INTERMEDIATE RANDOLPH STREET UPPER RANDOLPH STREET ONE WAY ONEO WAY (85) 115 (85) 115 (85) 115

EXHIBIT 7C SITE TRIP ASSIGNMENT - TOTAL (SATURDAY)

Background Growth In order to estimate the impact of future development and growth within the study area, an annual growth rate was applied to existing traffic volumes. For the purpose of this study, a 0.5 percent growth rate was applied over a period of five years (to Year 2021) to account for increased background traffic volumes. In addition, traffic projected for the planned residential and hotel development on Parcel O at Lakeshore East was included in the estimate of background traffic volumes. Located on the east side of upper-level Columbus Drive, immediately south of the Aqua building and north of the Blue Cross Blue Shield building, Parcel O at Lakeshore East was included based on its proximity to the subject site and anticipated use of the study intersections.

Total Traffic Projections The total traffic volume projections, illustrated in Exhibit 8, represent existing area traffic volumes (Exhibit 3), expected trips associated with the proposed development (Exhibit 7), and anticipated traffic growth associated with area background growth.

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OOSC COLUMBUS

LEGEND DRIVE (1260) (45) N (15) (5) (30) NOT TO SCALE (xx) PM Peak Hour Existing Signalized INTERMEDIATE COLUMBUSDRIVE (50) (4:45 - 5:45pm) Intersection (5) - Less than Five Vehicles (- ) Taxi Loading Zone LAKE STREET (15) (1145) (160) (125) (30) (30) (-) (-) (-) (45) (-) STETSON AVENUE (-) (210) (1135) Sub Level (255) (Randolph and Columbus) (95) (95) (190) (620)

TWO WAYTWO (75) (20) (75) (40) (65) (5) (5) RANDOLPH (85) STREET (- ) (-) (-) (1165) (510) (100) (35) (225) LAKE SERVICE (205) LAKE STREET STREET ONE WAY (70) (10) (280) (95) ONE WAY (-) (5) (145) UPPERCOLUMBUSDRIVE (255) (20) (105) (-) (10) Intermediate Level (Randolph and Columbus) BOULEVARD

SITE FIELD (230) (175) (20) (-) (330) (410)

(-) (220) (150) (800) (340) (15) (10) (205) ONE WAY (730) (20) ONE WAY UPPER RANDOLPH STREET INTERMEDIATE RANDOLPH STREET UPPER RANDOLPH STREET ONE WAY ONEO WAY (575) (80) (60) (145) (495) (165) (210) (280) (275)

EXHIBIT 8A TOTAL TRAFFIC ASSIGNMENT (WEEKDAY) OOSC COLUMBUS (1215) 850 (1215) (35) 35 (35) DRIVE LEGEND 25 (15) (5) 15 (5) N 25 (25)

NOT TO SCALE xx Midday Peak Hour Existing Signalized INTERMEDIATE COLUMBUSDRIVE 40 (45) (12:00 - 1:00pm) Intersection 5 (-) (xx) PM Peak Hour - Less than Five Vehicles - (-) (4:45 - 5:45pm) Taxi Loading Zone LAKE STREET 15 (15) 15 805 (1140) (110) 65 65 (90) 15 (30) (30) 15 - (-) - (-) (5) - (30) 25 STETSON AVENUE (-) - (135) 50 (1080) 740 (1080) (200) 85 (200) Sub Level 90 (85) 80 (65) (550) 585 (550) (Randolph and Columbus) 195 (165) (55) 45 (55) (75) 75 (10) 15 (10) (50) 70 (50)

TWO WAYTWO 115 (75) (5)- 5 (-) RANDOLPH 65 (85) STREET - (-) (-) - - (-) (1155)765 (520)190 80 (95) (35) 35 160 (200) LAKE SERVICE (170) 125 LAKE STREET STREET ONE WAY (65) 85 10 (10) 10 (320) 245 80 (90) ONE WAY 5 (5) 5 (5) 130 (100) UPPERCOLUMBUSDRIVE (195) 205 (5) 15 (85) 105 (-) - (10) 10 Intermediate Level (Randolph and Columbus) BOULEVARD

SITE FIELD (140) 180 (140) (170)125 (260) 260 (260) (405) 425 (405) (10) 10 (10) (-)- (-) - 190 (260) 10 (25) 135 (105) 785 (735) 250 (255) - (-) 190 (195) ONE WAY 695 (685) 25 (10) ONE WAY UPPER RANDOLPH STREET INTERMEDIATE RANDOLPH STREET UPPER RANDOLPH STREET ONE WAY (55) 45 (75) 110 ONEO WAY (160) 150 (590) 530 (535) 485 (165) 150 (150) 140 (295) 225 (255) 220

EXHIBIT 8B TOTAL TRAFFIC ASSIGNMENT (FRIDAY) OOSC COLUMBUS (685) 740(685) (20) 30 (20) (35) 25 (35) LEGEND DRIVE (5) 15 (5) N 15 (30)

NOT TO SCALE xx Midday Peak Hour Existing Signalized INTERMEDIATE COLUMBUSDRIVE 25 (25) (12:00 - 1:00pm) Intersection 5 (-) (xx) PM Peak Hour - Less than Five Vehicles - (-) (4:45 - 5:45pm) Taxi Loading Zone LAKE STREET 15 (10) 15 (895) 495 (35) 25 35 (50) 5 (10) - (-) - (-) (10) - (15) 10 STETSON AVENUE (-) - (60) 45 (550) 630 (550) (110) 95 (110) Sub Level 75 (95) 55 (55) (470) 500 (Randolph and Columbus) 210 (150) (60) 50 (60) (35) 35 (35) (60) 50 (60)

TWO WAYTWO 215 (90) (-)- (-)- - (5) RANDOLPH 50 (55) STREET - (-) (-) - - (5) 470 (875) (300) 255 65 (70) (35) 30 (135) 90 LAKE SERVICE (135) 155 LAKE STREET STREET ONE WAY (70) 95 5 (10) (285) 285 80 (75) ONE WAY - (-) - (-) 80 (70) UPPERCOLUMBUSDRIVE (150) 110 (-) - (70) 40 (-) - (-) - Intermediate Level (Randolph and Columbus) BOULEVARD

SITE FIELD (140) 180 (140) (130) 90 (130) (285) 340 (285) (265) 230 (265) (15) 15 (15) (-)- (-) - 210 (215) 30 (30) 80 (70) 775 (640) 310 (265) - (-) 265 (245) ONE WAY 735 (590) 10 (10) ONE WAY UPPER RANDOLPH STREET INTERMEDIATE RANDOLPH STREET UPPER RANDOLPH STREET ONE WAY (20) 40 (90) 125 ONEO WAY (105) 85 (560) 580 (540) 540 (155) 160 (175) 140 (295) 255 (290) 270

EXHIBIT 8C TOTAL TRAFFIC ASSIGNMENT (SATURDAY)

ANALYSES

This section of the report provides an overview of the capacity analysis conducted for key intersections in the site vicinity under existing and future traffic conditions, evaluates site access conditions, reviews transportation elements of the proposed plan, and identifies recommended improvements to accommodate the proposed development.

Capacity Analysis The capacity of an intersection quantifies its ability to accommodate traffic volumes and is expressed in terms of level of service (LOS) according to the average delay per vehicle as it passes through the intersection. Levels of service range from A to F with LOS A as the highest (best traffic flow and least delay), LOS E as saturated or at-capacity conditions, and LOS F as the lowest (oversaturated conditions). In most cases, LOS D is considered the lowest acceptable threshold by most jurisdictions in the metropolitan area. However, due to the constrained roadways and regular urban-oriented operational challenges, intersections in some areas of the City often experience levels of service below LOS D.

Capacity analysis was performed in Synchro Version 9.1, and the results for a summer weekday, Friday, and Saturday are reported in Tables 8A to 8C for existing and future traffic conditions. It should be noted that particularly in urban areas, several factors may contribute to traffic operations that are not often reflected in capacity analysis results. For example, instances of double parking, loading/delivery activity, or taxis picking up or dropping off passengers while occupying a travel lane are among several events that can negatively impact traffic flow, but may not be indicative in the capacity analysis. A summary of key capacity analysis results follows the table.

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Table 8A. Intersection Capacity Analysis: Weekday (Thursday) Existing Conditions Future Conditions Midday Peak PM Peak Midday Peak PM Peak Intersection Delay Delay Delay Delay LOS LOS LOS LOS (s/veh) (s/veh) (s/veh) (s/veh) Upper Level Stetson Avenue / Lake Street ▲ Eastbound - - 12 B - - 12 B Northbound - - 9 A - - 10- A Southbound - - 9 A - - 9 A Intersection - - 11 B - - 11 B

Stetson Avenue / Randolph Street  Southbound (Right) - - >120 F - - >120 F

Columbus Drive / Lake Street /▲1 Eastbound - - >120 F - - 11 B Westbound - - 26 D - - 13 B Northbound ------13 B Southbound ------24 C Intersection - - 18 B - - 19 C Columbus Drive/ Randolph Street  Eastbound - - 21 C - - 42 D Westbound - - 20- B - - 20- B Southbound - - 25 C - - 31 C Intersection - - 22 C - - 31 C

Field Boulevard / Randolph Street ▲ Eastbound - - 16 C - - 17 C Westbound - - 11 B - - 11 B Southbound - - 12 B - - 12 B Intersection - - 14 B - - 15 B Intermediate Level Columbus Drive / Lake Street  Eastbound - - 33 C - - 36 D Northbound - - 4 A - - 5 A Southbound - - 7 A - - 7 A Intersection - - 8 A - - 9 A  – Signalized Intersection ▲ – All-Way Stop-Controlled Intersection  – Minor-Leg Stop-Controlled Intersection 1 – Analysis of future conditions includes improvement as an all-way stop controlled intersection

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Table 8A. Intersection Capacity Analysis: Weekday (Thursday) (continued) Existing Conditions Future Conditions Midday Peak PM Peak Midday Peak PM Peak Intersection Delay Delay Delay Delay LOS LOS LOS LOS (s/veh) (s/veh) (s/veh) (s/veh) Intermediate Level (continued) Columbus Drive / Randolph Street  Eastbound - - 31 C - - 31 C Westbound - - 34 C - - 34 C Northbound - - 23 C1 - - 33 C3 Southbound - - 36 D2 - - 48 D2 Intersection - - 29 C - - 38 D Sub Level Columbus Drive / Randolph Street ▲ Eastbound - - 9 A - - 9 A Westbound - - 7 A - - 7 A Northbound - - 8 A - - 8 A Southbound - - 8 A - - 8 A Intersection - - 8 A - - 8 A  – Signalized Intersection ▲ – All-Way Stop-Controlled Intersection  – Minor-Leg Stop-Controlled Intersection 1 – NBL LOS E 2 – SBL LOS F 3 – NBL LOS F

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Table 8B. Intersection Capacity Analysis: Friday Existing Conditions Future Conditions Midday Peak PM Peak Midday Peak PM Peak Intersection Delay Delay Delay Delay LOS LOS LOS LOS (s/veh) (s/veh) (s/veh) (s/veh) Upper Level Stetson Avenue / Lake Street ▲ Eastbound 10- A 10- A 10- A 10- A Northbound 9 A 8 A 9 A 9 A Southbound 8 A 8 A 9 A 8 A Intersection 9 A 9 A 10- A 9 A

Stetson Avenue / Randolph Street  Southbound (Right) >120 F >120 F >120 F >120 F

Columbus Drive / Lake Street /▲1 Eastbound >120 F 71 F 10- A 10- A Westbound 92 F 23 C 11 B 12 B Northbound - - - - 11 B 13 B Southbound - - - - 17 C 18 C Intersection 19 B 11 B 15 B 16 C Columbus Drive / Randolph Street  Eastbound 20+ C 20+ C 44 D 40 D Westbound 18 B 17 B 18 B 17 B Southbound 21 C 21 C 28 C 25 C Intersection 20- B 19 B 30 C 27 C

Field Boulevard / Randolph Street ▲ Eastbound 12 B 13 B 12 B 13 B Westbound 9 A 10- A 9 A 10- A Southbound 9 A 10- A 9 A 10+ B Intersection 11 B 12 B 11 B 12 B Intermediate Level Columbus Drive / Lake Street  Eastbound 13 B 20+ C 13 B 24 C Northbound 3 A 3 A 3 A 3 A Southbound 7 A 7 A 7 A 7 A Intersection 5 A 6 A 5 A 6 A  – Signalized Intersection ▲ – All-Way Stop-Controlled Intersection  – Minor-Leg Stop-Controlled Intersection 1 – Analysis of future conditions includes improvement as an all-way stop controlled intersection

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Table 8B. Intersection Capacity Analysis: Friday (continued) Existing Conditions Future Conditions Midday Peak PM Peak Midday Peak PM Peak Intersection Delay Delay Delay Delay LOS LOS LOS LOS (s/veh) (s/veh) (s/veh) (s/veh) Intermediate Level (continued) Columbus Drive / Randolph Street  Eastbound 18 C 29 C 17 B 28 C Westbound 26 C 33 C 26 C 33 C Northbound 16 C 17 B 17 B 23 C1 Southbound 14 C 23 C 15 B 29 C2 Intersection 17 B 21 C 17 B 26 C Sub Level Columbus Drive / Randolph Street ▲ Eastbound 8 A 8 A 8 A 8 A Westbound 7 A 7 A 7 A 7 A Northbound 7 A 8 A 7 A 8 A Southbound 8 A 8 A 8 A 8 A Intersection 8 A 8 A 7 A 8 A  – Signalized Intersection ▲ – All-Way Stop-Controlled Intersection  – Minor-Leg Stop-Controlled Intersection 1 – NBL LOS E 2 – SBL LOS F

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Table 8C. Intersection Capacity Analysis: Saturday Existing Conditions Future Conditions Midday Peak PM Peak Midday Peak PM Peak Intersection Delay Delay Delay Delay LOS LOS LOS LOS (s/veh) (s/veh) (s/veh) (s/veh) Upper Level Stetson Avenue / Lake Street ▲ Eastbound 8 A 9 A 9 A 9 A Northbound 8 A 8 A 8 B 8 A Southbound 8 A 8 A 8 A 8 A Intersection 8 A 9 A 8 A 9 A

Stetson Avenue / Randolph Street  Southbound (Right) >120 F >120 F >120 F >120 F

Columbus Drive / Lake Street /▲1 Eastbound 24 C 24 C 9 A 9 A Westbound 14 B 15 B 10+ B 10+ B Northbound - - - - 11 B 11 B Southbound - - - - 13 B 13 B Intersection 9 A 9 A 12 B 12 B Columbus Drive / Randolph Street  Eastbound 21 C 21 C 46 D 31 C Westbound 19 B 17 B 19 B 17 B Southbound 18 B 20- B 20+ C 20+ C Intersection 19 B 19 B 28 C 23 C

Field Boulevard / Randolph Street ▲ Eastbound 12 B 13 B 13 B 13 B Westbound 10+ B 10- A 10+ B 10+ B Southbound 10+ B 10- A 11 B 10- A Intersection 11 B 12 B 12 B 12 B Intermediate Level Columbus Drive / Lake Street  Eastbound 12 B 11 B 12 B 11 B Northbound 3 A 2 A 3 A 2 A Southbound 6 A 6 A 7 A 6 A Intersection 5 A 4 A 5 A 4 A  – Signalized Intersection ▲ – All-Way Stop-Controlled Intersection  – Minor-Leg Stop-Controlled Intersection 1 – Analysis of future conditions includes improvement as an all-way stop controlled intersection

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Table 8C. Intersection Capacity Analysis: Saturday (continued) Existing Conditions Future Conditions Midday Peak PM Peak Midday Peak PM Peak Intersection Delay Delay Delay Delay LOS LOS LOS LOS (s/veh) (s/veh) (s/veh) (s/veh) Intermediate Level (continued) Columbus Drive / Randolph Street  Eastbound 20- B 19 B 17 B 18 B Westbound 25 C 25 C 29 C 25 C Northbound 11 B 15 B 11 B 15 B Southbound 13 B 14 B 14 B 14 B Intersection 16 B 16 B 16 B 16 B Sub Level Columbus Drive / Randolph Street ▲ Eastbound 7 A 8 A 7 A 8 A Westbound 7 A 7 A 7 A 7 A Northbound 7 A 7 A 7 A 7 A Southbound 7 A 7 A 7 A 7 A Intersection 7 A 7 A 7 A 7 A  – Signalized Intersection ▲ – All-Way Stop-Controlled Intersection  – Minor-Leg Stop-Controlled Intersection

Based on review of the capacity analysis, the specific operational characteristics of each intersection and the individual movements are detailed in the sections below for the existing and future conditions. The results of this analysis are considered conservative as the future traffic volumes reflect a 0.5 percent growth in traffic plus site-generated traffic projected for the Parcel O development, and the introduction of new taxi trips to the study area. For purposes of this analysis, taxi trips were considered new trips in the study area; however, actual taxi trips to and from the restaurant, entertainment venues, and observation deck would likely be derived from existing taxis currently driving in the surrounding area and not necessarily from new taxis adding to the existing volume.

It should also be noted that, particularly in urban areas, several factors may contribute to traffic operations that are not often reflected in capacity analysis results. For example, instances of double parking, loading/delivery activity, or taxis picking up or dropping off passengers while occupying a travel lane are among several events that can negatively impact traffic flow, but may not be indicative in the capacity analysis. In these cases, observations are noted.

Stetson Avenue/Lake Street For existing and future conditions, the Stetson Avenue/Lake Street intersection operates at LOS B during the weekday evening peak hour. During the midday and evening peak hours on Friday and Saturday, the intersection operates at an overall LOS A in both the existing and future conditions. Under the existing and future conditions, each approach of the intersection operates at a LOS B or better. These levels of service are consistent with observations of traffic conditions at the intersection.

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Stetson Avenue/Randolph Street The southbound right-turn movement at the intersection of Stetson Avenue/Randolph Street currently operates at LOS F during each peak hour analyzed. This delay is also anticipated to continue in the future. The proposed development is not expected to contribute new traffic to the southbound right- turn movement. The high delay on this movement is mainly due to the high volume of pedestrian traffic crossing this minor-leg stop controlled intersection. Based on field observations, the pedestrian movements during the weekday peak hours generally occur in large platoons and include gaps for vehicles to turn from Stetson Avenue. Further, when a vehicle is present, pedestrians often provide courtesy gaps for vehicles; and therefore, actual delay may be less than reported by Synchro for existing and future conditions. For comparison purposes, when the pedestrians are removed from the Synchro model, the southbound right-turn at the Stetson Avenue/Randolph Street intersection operates at a LOS B during the peak hours analyzed in both the existing and future conditions.

Columbus Drive/Lake Street The level of delay reported for the eastbound and westbound approaches of the upper-level intersection of Columbus Drive/Lake Street impacts a relatively low volume of vehicular traffic on Lake Street/Private Driveway compared to the volume of traffic on Columbus Drive. Additionally, pedestrian volumes along both sides of Columbus Drive across the driveways in addition to the marked crosswalks on the north and south legs of Columbus Drive.

The capacity analysis indicates that converting the intersection from two-way stop-control to an all- way stop improves the levels of service for the eastbound and westbound approaches of Columbus Drive/Lake Street to LOS B or better while maintaining acceptable levels of service for the northbound and southbound approaches of Upper-Level Columbus Drive. However, it should be noted that methodology for all-way stop control does not consider pedestrian volumes. At this location, the intersection experiences high levels of pedestrian activity and vehicles would be expected to experience higher delay than what is represented in the capacity analysis. Thus, this improvement should be considered in discussion with CDOT in coordination with other factors (e.g., multi-lane approach under stop control, other traffic calming features, vehicle speeds between intersections, etc.) along this upper-level corridor as part of a broader set of modifications along the corridor that may be implemented by others to address pedestrian and traffic conditions.

Columbus Drive/Randolph Street The upper-level intersection of Columbus Drive/Randolph Street currently operates at LOS C during the weekday (Thursday) evening peak hour and LOS C during the Thursday evening peak hour and at LOS B during the Friday and Saturday peak hours. With the addition of background traffic growth and site-generated traffic, the signalized intersection is expected to operate at LOS C during the peak hours analyzed. For purposes of a conservative analysis, the Synchro analysis reflects the U-turn movements at the signalized intersection of Columbus Drive/Randolph Street; therefore, actual delay may be less than reported by Synchro for the future conditions. The proposed development is expected to contribute to the eastbound U-turn movements; however, based on field observations, it is likely that some of these U-turns may occur at the median break west of the signalized intersection.

The intermediate-level intersection of Columbus Drive/Randolph Street currently operates at LOS C during the weekday (Thursday) peak hour. During this peak hour, the northbound left-turn operates

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at LOS E and the southbound left-turn movement operates at LOS F. On Friday, the overall intersection operates at LOS B during the midday peak hour and LOS C during the evening peak hour. On Saturday, the intersection operates at LOS B during both peak hours. With the addition of background traffic and site-generated traffic, the intersection is expected to operate similar to existing conditions during the weekday evening peak hour and the Friday midday and evening peak hours. Based on a review of 95th percentile queues at this intersection, the northbound left-turn queue exceeds the existing storage capacity during the existing evening peak hour; this condition is expected to continue in the future condition. This delay is attributable to the limited green time allocated to the protected left-turn movement. It is important to note that the proposed redevelopment is likely to contribute limited new traffic to the northbound left-turn movement (Exhibit 7). Further, the analysis assumes passenger vehicles would park in the Millennium Park Garage with primary access via Columbus Drive south of the intermediate-level intersection of Columbus Drive/Randolph Street. Alternate access to Millennium Park Garage is provided; therefore, a greater disbursement of site- generated traffic may occur, thereby reducing the projected delay at the study intersection.

The sub-level intersection of Columbus Drive/Randolph Street currently operates at LOS A. With the addition of background traffic growth and site-generated traffic, this intersection is expected to continue to operate with similar delay in the future year condition.

Field Boulevard/Randolph Street This all-way stop controlled intersection currently operates with limited delay during the peak hours analyzed. During the peak hours analyzed, the intersection operates at LOS B. During the future year scenario, the overall intersection is expected to continue to operate at LOS B. The proposed development is not expected to contribute new trips to this intersection; therefore, any increases in delay are likely attributable to the background traffic growth.

Site Plan Evaluation Based on a review of the proposed site plan with consideration for conditions in the surrounding area, the following highlights key aspects or considerations of the plan.

Upper-Level Columbus Drive Modifications Over the last several years, CDOT has been asked on several occasions to review traffic and pedestrian conditions along upper-level Columbus Drive north of Randolph Street to Wacker Drive. In general, the street is wider than necessary to accommodate the traffic it experiences while, at times, pedestrian crossings are considered difficult at Lake Service Street and at South Water Street. While there is not a significant crash history, our understanding is that “near misses” between vehicles and pedestrians have been often reported to the Alderman’s office. CDOT has been contemplating opportunities to modify the lane striping to effectively reduce the width of the travelled way for vehicles and shorten/realign crosswalks to improve conditions for pedestrians.

Through preliminary discussions with CDOT, as part of this project, one opportunity to improve pedestrian conditions adjacent to the site and north through the Columbus Drive/Lake Service Street is to extend the curb along the west side of Columbus Drive approximately 15 feet to the east. This improvement significantly widens the sidewalk to provide ample room for pedestrian flows along the

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block as well as to accommodate passenger loading for CTA buses, tour buses, and taxis/TNCs in the adjacent curb lane. The curb extension also helps to reduce the pavement width for the southbound traveled way along upper-level Columbus Drive while still maintaining a curb lane along the Aon Center frontage and separate left turn and right turn lanes at upper-level Randolph Street. An illustration of this concept is presented in Exhibit 9.

As this concept includes a recommendation for the lane configuration and modifications to the curb line along Columbus Drive, such adjustments must be coordinated with potentially more comprehensive changes to lane striping, crosswalks, medians, and sidewalk along upper-level Columbus Drive north of Randolph Street that may occur as a part of the proposed development nearby at Parcel O or implemented by other adjacent properties.

Curbside Activity Zones (Upper-Level) The proposed entertainment/retail and restaurant uses will attract visitors via transit, taxis/TNCs, and tour/trolley buses that will load and unload passengers curbside adjacent to the site. The west site frontage along Stetson Avenue consists of metered parking and a significant taxi stand. These designations are planned to remain as the currently exist. The south site frontage along Randolph Street includes a CTA bus stop and a loading area (including a curb setback) used by taxis/TNCs and other short-term pick-up/drop-off activity. These curbside functions are also planned to remain as currently configured to serve office tenants at Aon Center in addition to taxi/TNC activity related to the proposed restaurant component in the southwest portion of the site and the entertainment/retail component in the northeastern part of the site.

The east site frontage along Columbus Drive currently consists of a CTA bus stop (approximately 100 feet) at the south end of the block with a loading zone (approximate 13-vehicle capacity) designated north to Lake Service Street. To accommodate curbside activity for the proposed uses, the sidewalk is proposed to widen by approximately 15 feet by extending the existing curb to the east, the CTA bus stop will remain, and the loading zone would be converted to a taxi/TNC loading zone (approximately 150 feet) and trolley/tour bus loading area (approximately 100 feet). This curbside frontage is recommended as a “No Standing” zone for passenger loading/unloading only. The recommended curbside designations are also illustrated on Exhibit 9.

Curbside Activity Zones (Intermediate-Level) No curbside activity is planned on the intermediate-level street system along Randolph Street and Columbus Drive, as existing. An illustration of the intermediate level plan is presented in Exhibit 10.

Curbside Activity Zones (Sub-Level) A passenger loading zone for groups visiting the site via school/charter bus is proposed along the north side of Sub-Level Randolph Street just west of Columbus Drive. This loading area is easily accessible from and to Intermediate-Level Columbus Drive via the ramp system located immediately north of Randolph Street. Ample frontage is available to accommodate more than two buses loading at one time. An elevator is proposed at an adjacent entrance to transfer these groups between the sub- and upper-levels. An illustration of the proposed sub-level loading area is presented in Exhibit 11.

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LEGEND

LAKE STREET CTA Bus Stop

Tour Bus Stop Convert Loading Zone to a Tour Bus Loading Area (100 ft) Taxi/TNC Loading Area STETSON AVENUE STETSON COLUMBUS DRIVE COLUMBUS School/Charter Bus Loading Area

Metered Parking Convert Loading Zone to a Taxi/TNC Loading Area Food Truck Stand (150 ft)

Taxi Stand

ONLY Maintain CTA Bus Stop ONLY (100 ft)

Extend sidewalk +/-15 ft

'1

Aon/Prudential Electric Commuter Shuttle Loading: In front of Prudential Bldg RANDOLPH STREET Parking: On site (sub-level lot)

EXHIBIT 9 AON CENTER OBSERVATORY + RETAIL (UPPER-LEVEL LOADING AREAS) LEGEND

LAKE STREET CTA Bus Stop

Tour Bus Stop

Taxi/TNC Loading Area

COLUMBUS DRIVE COLUMBUS School/Charter Bus Loading Area

Metered Parking

Food Truck Stand

Taxi Stand

'1 83

RANDOLPH STREET

EXHIBIT 10 AON CENTER OBSERVATORY + RETAIL (INTERMEDIATE-LEVEL LOADING AREAS) LEGEND

LAKE STREET CTA Bus Stop

Tour Bus Stop

Taxi/TNC Loading Area

School/Charter Bus Loading Area COLUMBUS DRIVE COLUMBUS Metered Parking

Food Truck Stand

Taxi Stand

Create School/Charter Bus Loading Area (100 ft)

83

RANDOLPH STREET

EXHIBIT 11 AON CENTER OBSERVATORY + RETAIL (SUB-LEVEL LOADING AREA)

School/Charter Bus Parking During the time between dropping off and picking up groups visiting the site, buses will not be permitted to parking adjacent to the site. The City of Chicago has identified a mix of designated off- street (paid) and on-street (free) motorcoach parking locations in or near downtown. Off-site parking is available (and can be reserved in advance) for a fee at the McCormick Place Marshalling Yard (Lake Shore Drive/31st Street) and at Chicago Park District locations including nearby at Soldier Field and the Museum Campus.

Free on-street motorcoach parking is designated at four locations near downtown, including:

 Canal Street: East side of the street south of Roosevelt Road (excluding Sundays)  Kinzie Street: Both sides of the street just west of DesPlaines Avenue  Green Street: East side of the street between Kinzie and Carroll Streets  Elston Avenue: Both sides of the street between Potomac and LeMoyne Streets

Both off-street and on-street parking locations for school and charter buses should be publicized on the websites for the observatory and entertainment venues. In addition, parking information should be conveyed to bus drivers as they drop off visitor groups. Furthermore, since visitor groups arriving via school or charter bus may purchase tickets in advance and coordinate aspects of their visit with the venue operator, this is a key opportunity to communicate access routes and off-site bus parking areas that can be used before returning to Sub-Level Randolph Street to pick up their groups.

Metra Commuter Shuttle Staging and Loading Area In December 2016, 10 new electric shuttle buses, serving Metra commuters at both Aon Center and Prudential Tower, were purchased to replace conventional diesel buses. When not in use, these 10 buses are stored and charged in a lower-level parking facility at Prudential Tower. Thus, these buses are able to travel directly from the parking facility on-site to the north curb along Randolph Street west of Stetson Avenue using the curb setback in front of Prudential Tower, where it picks up/drops off commuters shuttling between downtown Metra stations and Aon Center/Prudential Tower. This direct route and local storage/charging facility avoids the need to arrive from a remote bus facility and stage for long periods on nearby streets as shuttles serving the Blue Cross Blue Shield building have been observed doing along the south side of Randolph Street in front of the Harris Theater.

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SUMMARY

The proposed project consists of multiple entertainment/retail venues, including an observatory and exterior glass elevator, and approximately 27,375 square feet of restaurant space. While the entertainment/retail venues are expected to have broad seasonal appeal with approximately 2.6 million annual visitors, analysis of peak season conditions indicates the surrounding intersections will operate at acceptable levels of service after implementation of recommended modifications to lane striping, curb alignments, and traffic control. Further, recommendations summarized below in Table 9 are identified to establish designated visitor curbside loading areas and improve conditions for pedestrians walking along/crossing the adjacent streets.

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Table 9. Study Recommendations and Benefits

Recommendation Anticipated Benefit

Extend west curb of Upper-Level Columbus Drive  Widens sidewalk for expanded pedestrian zone and curbside approximately 15 feet east from Randolph Street through passenger loading areas Lake Service Street  Provides opportunity for enhanced streetscape amenities and landscaping  Helps to enable a Columbus Drive road diet with reduced pavement width  Shortens the length of the north crosswalk at the Randolph/Columbus intersection and both crosswalks on Columbus Drive at Lake Service Street Restripe southbound Upper-Level Columbus Drive from Coordinates with CDOT road diet to address excessive pavement Lake Service Street to provide a left-turn lane (11 feet width and improve pedestrian conditions along Columbus Drive wide), shift the right-turn lane east (11 feet wide), and maintain a curbside lane (11 feet wide) Convert the existing loading zone along the west side of  Establishes a designated passenger loading zone along Upper-Level Columbus Drive adjacent to the site into a No existing tour bus/trolley routes Standing Zone for Taxi/TNC loading (150 feet) and tour  Provides an additional taxi/TNC passenger loading area to bus/trolley loading (100 feet) supplement the existing zone on Randolph Street

Establish a school/charter bus loading zone (100 feet) Utilizes the multi-level street system to distribute bus loading along the north side of Sub-Level Randolph Street west of zones adjacent to the site and limit impacts on upper- and Columbus Drive intermediate-level streets

Install stop signs on Upper-Level Columbus Drive at Lake Address minor-leg approach levels of service if left as a two-way Service Street to create an all-way stop-controlled stop intersection Install a new high-visibility international-style crosswalk on Facilitates pedestrian crossings between the Millennium Garage Sub-Level Randolph Street west of Columbus Drive and the sub-level site entrance with elevators to the upper level

Restripe the east and west international-style crosswalks Improves visibility of currently faded crosswalks for the eastbound direction on Upper-Level Randolph Street at Columbus Drive

Allow and post signs permitting eastbound to westbound Facilitates access to the Aon Center curb setback and curbside U-turns at the Upper-Level Columbus/Randolph loading area on the north side of Randolph Street as the median intersection U-turn break west of the intersection is primarily west of this curbside loading area

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APPENDIX

Concept Site Plan

Existing Capacity Reports

Future Capacity Reports

Traffic Count Data

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CONCEPT SITE PLAN

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EXISTING CAPACITY REPORTS

Thursday Evening Peak Hour

Friday Midday Peak Hour

Friday Evening Peak Hour

Saturday Midday Peak Hour

Saturday Evening Peak Hour

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FUTURE CAPACITY REPORTS

Thursday Evening Peak Hour

Friday Midday Peak Hour

Friday Evening Peak Hour

Saturday Midday Peak Hour

Saturday Evening Peak Hour

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TRAFFIC COUNT DATA

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