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Arbor Trails

LISLE, ILLINOIS DUPAGE COUNTY

TRAFFIC IMPACT STUDY


PREPARED FOR: K. Hovnanian Homes 1806 S. Highland Avenue Lombard, Illinois 60148 PREPARED BY:

V3 Companies 7325 Janes Avenue Woodridge, Illinois 60517 V3 Project No. 11022ARBOR Contact: Michael J. Rechtorik, P.E., PTOE January 18, 2012

TRAFFIC IMPACT STUDY

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TABLE OF CONTENTS
I. II. INTRODUCTION ........................................................................................................1 PROJECT CONDITIONS ...........................................................................................4
Land Uses Roadway System Traffic Volumes Proposed Development

III.

TRAFFIC FORECASTS .............................................................................................9


Project Traffic Volumes Background Traffic Volumes Future Traffic Volumes

IV. V.

TRAFFIC ANALYSIS ...............................................................................................13


Capacity Analysis

CONCLUSIONS AND RECOMMENDATIONS ........................................................16 TABLES

TABLE 1 TABLE 2

TRIP GENERATION ........................................................................................ 9 CAPACITY ANALYSIS PEAK HOUR LOS SUMMARY ...............................15

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TABLE OF CONTENTS (CONT.)


FIGURES FIGURE 1 FIGURE 2 FIGURE 3 FIGURE 4 FIGURE 5 FIGURE 6 FIGURE 7 FIGURE 8 FIGURE 9 SITE LOCATION MAP............................................................................................ 2 PROPOSED SITE PLAN........................................................................................ 3 LAND USES............................................................................................................ 5 EXISTING LANE CONFIGURATIONS .................................................................. 6 EXISTING TRAFFIC VOLUMES............................................................................ 8 PROJECT TRAFFIC VOLUMES ......................................................................... 10 BACKGROUND TRAFFIC VOLUMES................................................................ 11 FUTURE TRAFFIC VOLUMES............................................................................ 12 FUTURE LANE CONFIGURATIONS .................................................................. 17 APPENDICES APPENDIX A EXISTING TRAFFIC VOLUMES APPENDIX B CAPACITY ANALYSIS WORKSHEETS (EXISTING) APPENDIX C CAPACITY ANALYSIS WORKSHEETS (FUTURE)

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I.

INTRODUCTION

K. Hovnanian Homes is planning to develop a vacant property located on the southeast corner of Maple Avenue and Benedictine Parkway in Lisle, Illinois. A site location map is included as Figure 1. The project site is approximately 60.5 acres and the development (Arbor Trails) will consist of 163 single-family homes. The conceptual site plan is provided in Figure 2. Access to the project site will be provided at two locations along Benedictine Parkway. Windsor Drive and Weeping Willow Drive are currently T-intersections with Benedictine Parkway. As shown in the site plan, the existing T-intersections will be converted to full intersections to provide access to the site. The purpose of this report is to evaluate the anticipated traffic impacts from the proposed project. Traffic estimates were determined for the year 2022, which is five years beyond the anticipated community build-out of 2017. The study area consisted of the following existing intersections: Maple Avenue / Benedictine Parkway Windsor Drive / Benedictine Parkway Weeping Willow Drive / Benedictine Parkway

This report includes a description of existing conditions, data collection and analysis, evaluation of data, and conclusions and recommendations.

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II.

PROJECT CONDITIONS

Land Uses A variety of land uses exist near the project site which include residential, commercial, and institutional properties. The site is adjacent to Benedictine University to the east and residential properties to the west and south. Commercial properties are located on the northeast and southwest corners of the intersection at Maple Avenue and Benedictine Parkway. The land uses and locations are presented in Figure 3. Roadway System The characteristics of the roadways in the vicinity of the site are presented below. The existing lane configurations are illustrated in Figure 4. Maple Avenue is a four-lane east-west roadway under Dupage County s jurisdiction. Maple Avenue borders the northernmost limits of the project site. At the intersection with Benedictine Parkway, both the east and west approaches have an exclusive left-turn lane. The intersection with Benedictine Parkway is signalized and maintained by DuPage County. Curb and gutter and sidewalk are located along both the north and south side of the roadway. The posted speed limit is 40 miles per hour. There are pedestrian crosswalks along all four legs of the intersection. Benedictine Parkway is a two-lane north-south roadway under the Village of Lisle s jurisdiction. Benedictine Parkway borders the westernmost limits of the project site. At the intersection with Maple Avenue, both the north and south approaches have an exclusive left-turn lane. Curb and gutter are located along both sides of the roadway and sidewalk along the west side. The posted speed limit is 30 miles per hour. Windsor Drive is a two-lane east-west access roadway exclusively for the residential properties (Green Trails Apartments) west of Benedictine Parkway. The existing T-intersection with Benedictine Parkway is stop-controlled. Windsor Drive is separated by a raised median. No pavement markings are provided along the roadway. Field observations indicated that there is enough pavement for a separate left-turn and right-turn lane for the eastbound approach. The proceeding analysis reflects the field observations. Windsor Drive has curb and gutter and sidewalk along both sides of the roadway. Weeping Willow Drive is a two-lane east-west access roadway exclusively for the residential properties (Green Trails High Point Homes) west of Benedictine Parkway. The existing Tintersection with Benedictine Parkway is stop-controlled. Weeping Willow Drive has curb and gutter along both sides of the roadway. There is sidewalk along the south side of Weeping Willow Drive.

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Traffic Volumes To assist in the evaluation of the traffic impacts on the roadway system resulting from the proposed development, existing intersection traffic volumes were collected during the times and dates listed below: Maple Avenue / Benedictine Parkway Tuesday (11/15/2011) 7:00 a.m. to 9:00 a.m. Tuesday (11/15/2011) 4:00 p.m. to 6:00 p.m. Windsor Drive / Benedictine Parkway Wednesday (11/16/2011) 7:15 a.m. to 8:15 a.m. Wednesday (11/16/2011) 5:00 p.m. to 6:00 p.m. Weeping Willow Drive / Benedictine Parkway Wednesday (11/16/2011) 7:15 a.m. to 8:15 a.m. Wednesday (11/16/2011) 5:00 p.m. to 6:00 p.m.

The weekday a.m. and weekday p.m. peak hours at the Maple Avenue and Benedictine Parkway occurred between 7:15 a.m. 8:15 a.m. and 5:00 p.m. 6:00 p.m., respectively. Traffic counts were collected at Windsor Drive and Weeping Willow Drive during the established peak hours. The existing peak hour traffic volumes are illustrated in Figure 5. A summary of the traffic volumes in fifteen minute increments are provided in Appendix A. Proposed Development Land Use Development There are not any known proposed land development projects in the vicinity of the site that will impact the study area intersections. Roadway Improvements There are no known planned roadway improvements in the vicinity of the site that will impact the study area intersections.

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III.

TRAFFIC FORECASTS

Project Traffic Volumes Trip Generation As stated earlier, the proposed project will consist of 163 single-family homes. Project traffic for the site was estimated using the Institute of Transportation Engineers (ITE) Trip Generation, 8th Edition. The following category was used to determine project traffic: Single-Family Detached Housing (210) Single-family detached housing includes all single-family detached homes on individual lots. A typical site surveyed is a suburban subdivision. Provided in Table 1 is the trip generation data.
TABLE 1 TRIP GENERATION Land Use Size Weekday AM Peak Hour Enter Exit 31 92 Weekday PM Peak Hour Enter Exit 104 61

Single-Family Detached Housing - 210

163 Units

In addition, to be conservative, no additional reduction factors have been applied for alternative modes of transportation (public transportation, walking, bicycling, etc.). Trip Distribution and Assignment The direction from which traffic will approach and depart a site is a function of numerous variables, including location of residences, location of employment centers, location of commercial/retail centers, available roadway systems, location and number of access points, and levels of congestion on the adjacent road systems. The directional distribution of project traffic determined for this study was based on existing travel patterns in the area. The directional distribution and assignment of project traffic is illustrated in Figure 6. Background Traffic Volumes Background traffic volumes were estimated for the year 2022, which is five years beyond the anticipated community build-out of 2017. These volumes account for future (non-project related) growth in the area. A conservative growth rate of 1.0% per year was applied to the existing traffic volumes. The background traffic volumes are illustrated in Figure 7. Future Traffic Volumes To obtain future year 2022 traffic volumes, the project traffic volumes were added to the background traffic volumes. Figure 8 depicts the future traffic volumes for the year 2022. 9

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IV.

TRAFFIC ANALYSIS

Capacity Analysis The operation of a facility is based on level of service (LOS) calculations using analytical methods defined in the Transportation Research Board s Highway Capacity Manual, 2000 Edition. The concept of LOS is defined as a qualitative measure describing operational conditions within a traffic stream and the perception of motorists. There are six LOS letter designations, from A to F, with LOS A representing the best operating conditions and LOS F the worst. In general, the various LOS are defined as follows: LOS A represents free flow. Individual users are virtually unaffected by the presence of others in the traffic stream. Freedom to select desired speeds and to maneuver within the traffic stream is extremely high. The general level of comfort and convenience provided to the motorist, passenger, or pedestrian is excellent. LOS B is in the range of stable flow, but the presence of other users in the traffic stream begins to be noticeable. Freedom to select desired speed is relatively unaffected, but there is a slight decline in the freedom to maneuver within the traffic stream from LOS A. The level of comfort and convenience provided is somewhat less than at LOS A, because the presence of others in the traffic stream begins to affect individual behavior. LOS C is in the range of stable flow, but marks the beginning of the range of flow in which the operation of individual users becomes significantly affected by interactions with others in the traffic stream. The selection of speed is now affected by the presence of others, and maneuvering within the traffic stream requires vigilance on the part of the user. The general level of comfort and convenience declines at this level. LOS D represents high-density, but stable flow. Speed and freedom to maneuver are restricted and the driver or pedestrian experiences a generally poor level of comfort and convenience. Small increases in traffic flow will generally cause operational problems at this level. LOS E represents operating conditions at or near the capacity level. All speeds are reduced to a low, but relatively uniform value. Freedom to maneuver within the traffic stream is difficult, and it is generally accomplished by forcing a vehicle or pedestrian to "give way" to accommodate such maneuvers. Comfort and convenience levels are poor, and driver or pedestrian frustration is generally high. Operations at this level are usually unstable, because small increases in flow or minor disturbances within the traffic stream will cause breakdowns. LOS F is used to define forced or breakdown flow. This condition exists wherever the amount of traffic approaching a point exceeds the amount, which can traverse the point. Queues form behind such locations. Operations within the queue are characterized by stop-and-go waves, and they are extremely unstable. Vehicles may progress at reasonable speeds for several hundred feet or more, and then be required to stop in a cyclic fashion. LOS F is used to describe the operating conditions within the queue, as well as the point of breakdown. It should be noted, however, that in many cases operating conditions of vehicles or pedestrians discharged from the queue may be quite good. Nevertheless, it is the point at which arrival flow exceeds discharge flow, which causes the queue to form. 13

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The LOS of an intersection is based on the average control delay per vehicle. For a signalized intersection, the delay is calculated for each lane group and then aggregated for each approach and for the intersection as a whole. Generally, the LOS is reported for the intersection as a whole. For an unsignalized intersection, the delay is only calculated and reported for each minor movement. An overall intersection LOS is not calculated. There are different LOS criteria for signalized and unsignalized intersections primarily due to driver perceptions of transportation facilities. The perception is that a signalized intersection is expected to carry higher traffic volumes and experience a greater average delay than an unsignalized intersection. The LOS criteria for signalized and unsignalized intersections are provided below.
LOS A B C D E F Average Control Delay (sec/veh) Signalized Unsignalized 10.0 10.0 > 10.0 and 20.0 > 10.0 and 15.0 > 20.0 and 35.0 > 15.0 and 25.0 > 35.0 and 55.0 > 25.0 and 35.0 > 55.0 and 80.0 > 35.0 and 50.0 > 80.0 > 50.0

Typically, various state and local governments adopt standards varying between LOS C and LOS E, depending on the area s size and roadway characteristics. Based on our past experience in the Village of Lisle and DuPage County, a LOS D or better has been the accepted operating standards. For purposes of this analysis, a LOS D has been assumed to be the threshold. A capacity analysis was performed for the existing and future traffic conditions using the Highway Capacity Software (HCS 2010). Existing signal timings were obtained from the field. LOS evaluations were performed at the following study intersections: Maple Avenue / Benedictine Parkway Windsor Drive / Benedictine Parkway Weeping Willow Drive / Benedictine Parkway

Reported in Table 2 are the weekday a.m. and weekday p.m. peak hour capacity analysis results. Supporting analysis worksheets from HCS 2010 for the existing and future traffic conditions are provided in Appendices B and C, respectively.

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TABLE 2 PEAK HOUR LOS SUMMARY Existing Intersection Maple Avenue / Benedictine Parkway Approach Weekday AM LOS Delay F 89.0 C 28.1 B 19.6 B 16.5 A 7.4 B 11.7 A 7.4 B 10.8 Weekday PM LOS Delay D 48.2 D 47.6 B 12.3 B 13.6 A 8.0 B 11.0 A 7.7 B 10.2 Future Weekday AM LOS Delay F 160.8 C 28.5 C 21.4 B 17.0 A 7.4 A 8.1 C 15.7 B 11.5 A 7.4 A 7.9 B 12.6 B 10.9 Weekday PM LOS Delay E 58.7 D 50.7 B 13.2 B 14.8 A 8.2 A 7.6 B 14.5 B 10.3 A 7.8 A 7.6 B 12.2 A 9.8

NB SB EB WB *Windsor Drive / NB SB Benedictine EB Parkway WB NB *Weeping Willow Drive / SB Benedictine EB Parkway WB *Unsignalized Intersection

Windsor Drive and Weeping Willow Drive were analyzed as 4-way intersections (two-way stop controlled) with Benedictine Parkway under future traffic conditions. These intersections currently function at a LOS A/B. Post development, the LOS for these intersections will be similar to existing conditions, with the greatest impact being a four second increase in delay for the eastbound traffic from Windsor Drive. Existing geometric and signal phasing/timings were maintained at the intersection of Maple Avenue and Benedictine Parkway under future conditions. The northbound approach of Benedictine Parkway, at Maple Avenue, currently functions at a LOS F. Post development, the approach will continue to function at a LOS F, but with increased delay absent other improvements. The primary delay for northbound Benedictine Parkway at Maple Avenue is the right-turn movement which accounts for approximately 60% of the northbound movements. The absence of an exclusive right-turn lane is currently combining the right-turn and through movements; therefore creating extended delay for the right-turn movement. A northbound right-turn lane with signal phasing modifications (right-turn overlap) will reduce the delay for the northbound approach. This improvement is a regional improvement and not directly related to the project. Arbor Trails accounts for merely 3.8% of the anticipated movements at this intersection during the weekday a.m. peak hour and 4.8% during the weekday p.m. peak hour. It is recommended that provisions are made for the installation of a right-turn lane. Specifically, necessary property to accommodate the turn lane should be acquired from the developer of Arbor Trails. The turn lane improvements should by installed by 2017.

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V.

CONCLUSIONS AND RECOMMENDATIONS

This study analyzed the traffic impacts for the proposed development consisting of 163 singlefamily homes. A capacity analysis was performed for the existing and future traffic conditions for the weekday a.m. and weekday p.m. peak hours. Traffic was estimated to the year 2022, which is five years beyond the anticipated community build-out of 2017. Based on the results of the traffic analysis, regional improvements by the Village/County are currently necessary. An exclusive right-turn lane for northbound Benedictine Parkway at Maple Avenue would reduce existing delay for the northbound approach. These improvements will require acquisition of property from the developer of Arbor Trails. The future lane configurations and recommended traffic control for the study area intersections are provided in Figure 9.

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APPENDIX A EXISTING TRAFFIC VOLUMES

V3 Companies
Project: Arbor Trails Location: Lisle, IL Count: AM Peak Hour Counted by: V3

7325 Janes Avenue Woodridge, IL 60517

File Name Site Code Start Date Page No

: AM MapleBenedictine : 00110221 : 11/10/2011 :1

Start Time 07:00 AM 07:15 AM 07:30 AM 07:45 AM Total 08:00 AM 08:15 AM 08:30 AM 08:45 AM Total Grand Total Apprch % Total % Cars % Cars SU % SU Semi % Semi

Left 15 22 13 21 71 17 10 9 14 50 121 18.9 2.9 120 99.2 1 0.8 0 0

Benedictine Pkwy Northbound Thru Right 2 65 3 73 6 88 22 72 33 298 19 7 5 5 36 69 10.8 1.7 58 84.1 11 15.9 0 0 66 30 25 30 151 449 70.2 10.9 447 99.6 1 0.2 1 0.2

Peds 0 0 0 0 0 0 0 0 1 1 1 0.2 0 1 100 0 0 0 0

Left 16 16 21 8 61 24 19 10 8 61 122 40.7 3 120 98.4 2 1.6 0 0

Groups Printed- Cars - SU - Semi Benedictine Pkwy Southbound Thru Right Peds Left 3 12 0 9 1 14 0 16 2 16 0 31 1 21 1 28 7 63 1 84 17 8 1 2 28 35 11.7 0.8 33 94.3 2 5.7 0 0 32 17 11 15 75 138 46 3.3 124 89.9 14 10.1 0 0 4 0 0 0 4 5 1.7 0.1 4 80 1 20 0 0 28 27 24 14 93 177 9.3 4.3 171 96.6 6 3.4 0 0

Maple Ave Eastbound Thru Right 252 4 262 5 251 4 248 2 1013 15 188 194 149 144 675 1688 88.7 40.8 1658 98.2 28 1.7 2 0.1 6 1 3 3 13 28 1.5 0.7 25 89.3 3 10.7 0 0

Peds 0 6 0 2 8 2 0 0 0 2 10 0.5 0.2 10 100 0 0 0 0

Left 9 9 5 15 38 11 14 14 24 63 101 7.8 2.4 96 95 5 5 0 0

Maple Ave Westbound Thru Right 133 5 137 2 172 0 160 3 602 10 115 154 139 154 562 1164 90.2 28.2 1111 95.4 49 4.2 4 0.3 8 0 1 6 15 25 1.9 0.6 22 88 3 12 0 0

Peds 0 0 0 0 0 1 0 0 0 1 1 0.1 0 1 100 0 0 0 0

Int. Total 525 566 609 604 2304 538 481 391 420 1830 4134 4001 96.8 126 3 7 0.2

V3 Companies
Project: Arbor Trails Location: Lisle, IL Count: AM Peak Hour Counted by: V3

7325 Janes Avenue Woodridge, IL 60517

File Name Site Code Start Date Page No

: AM WeepingWillowBenedictine : 00110224 : 11/15/2011 :1

Start Time 07:15 AM 07:30 AM 07:45 AM Total 08:00 AM Grand Total Apprch % Total % Cars % Cars SU % SU Semi % Semi

Left 0 1 1 2 1 3 1 0.8 3 100 0 0 0 0

Benedictine Pkwy Northbound Thru Right 72 0 73 0 84 0 229 0 55 284 99 72.3 277 97.5 7 2.5 0 0 0 0 0 0 0 0 0 0 0 0

Peds 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Left 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Groups Printed- Cars - SU - Semi Benedictine Pkwy Weeping Willow Dr Southbound Eastbound Thru Right Peds Left Thru Right 10 0 0 8 0 1 20 1 0 6 0 1 19 1 0 12 0 0 49 2 0 26 0 2 19 68 93.2 17.3 66 97.1 2 2.9 0 0 3 5 6.8 1.3 5 100 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 28 84.8 7.1 28 100 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5 15.2 1.3 5 100 0 0 0 0

Peds 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Left 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Westbound Thru Right 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Peds 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Int. Total 91 102 117 310 83 393 384 97.7 9 2.3 0 0

V3 Companies
Project: Arbor Trails Location: Lisle, IL Count: AM Peak Hour Counted by: V3

7325 Janes Avenue Woodridge, IL 60517

File Name Site Code Start Date Page No

: AM WindsorBenedictine : 00110223 : 11/15/2011 :1

Start Time 07:15 AM 07:30 AM 07:45 AM Total 08:00 AM Grand Total Apprch % Total % Cars % Cars SU % SU Semi % Semi

Left 3 2 2 7 1 8 2.6 1.5 8 100 0 0 0 0

Benedictine Pkwy Northbound Thru Right 77 0 78 0 94 0 249 0 56 305 97.4 58.8 304 99.7 1 0.3 0 0 0 0 0 0 0 0 0 0 0 0

Peds 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Left 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Groups Printed- Cars - SU - Semi Benedictine Pkwy Windsor Dr Southbound Eastbound Thru Right Peds Left Thru Right 5 9 0 32 0 5 11 2 0 31 0 10 15 5 0 26 0 6 31 16 0 89 0 21 16 47 70.1 9.1 45 95.7 2 4.3 0 0 4 20 29.9 3.9 19 95 1 5 0 0 0 0 0 0 0 0 0 0 0 0 24 113 81.3 21.8 112 99.1 1 0.9 0 0 0 0 0 0 0 0 0 0 0 0 5 26 18.7 5 26 100 0 0 0 0

Peds 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Left 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Westbound Thru Right 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Peds 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Int. Total 131 134 148 413 106 519 514 99 5 1 0 0

V3 Companies
Project: Arbor Trails Location: Lisle, IL Count: PM Peak Hour Counted by: V3

7325 Janes Avenue Woodridge, IL 60517

File Name Site Code Start Date Page No

: PM MapleBenedictine : 00110222 : 11/10/2011 :1

Start Time 04:00 PM 04:15 PM 04:30 PM 04:45 PM Total 05:00 PM 05:15 PM 05:30 PM 05:45 PM Total Grand Total Apprch % Total % Cars % Cars SU % SU Semi % Semi

Left 8 8 10 9 35 2 10 13 12 37 72 28.6 1.7 72 100 0 0 0 0

Benedictine Pkwy Northbound Thru Right 6 12 6 14 3 18 3 13 18 57 5 5 4 4 18 36 14.3 0.8 36 100 0 0 0 0 14 22 29 20 85 142 56.3 3.3 142 100 0 0 0 0

Peds 0 0 0 1 1 0 1 0 0 1 2 0.8 0 2 100 0 0 0 0

Left 13 15 8 12 48 13 13 11 13 50 98 31.9 2.3 95 96.9 3 3.1 0 0

Groups Printed- Cars - SU - Semi Benedictine Pkwy Southbound Thru Right Peds Left 7 15 0 16 7 19 0 16 4 17 0 12 9 26 0 27 27 77 0 71 8 15 8 11 42 69 22.5 1.6 66 95.7 3 4.3 0 0 13 16 16 17 62 139 45.3 3.2 137 98.6 2 1.4 0 0 0 0 0 1 1 1 0.3 0 1 100 0 0 0 0 19 19 22 16 76 147 9.6 3.4 146 99.3 1 0.7 0 0

Maple Ave Eastbound Thru Right 155 8 155 11 135 11 158 21 603 51 166 167 154 154 641 1244 81.6 28.9 1230 98.9 14 1.1 0 0 20 22 22 14 78 129 8.5 3 129 100 0 0 0 0

Peds 3 1 0 0 4 0 0 0 0 0 4 0.3 0.1 4 100 0 0 0 0

Left 20 24 28 35 107 42 40 70 50 202 309 13.9 7.2 307 99.4 2 0.6 0 0

Maple Ave Westbound Thru Right 196 8 174 15 221 14 226 10 817 47 247 262 258 231 998 1815 81.6 42.2 1808 99.6 7 0.4 0 0 11 9 17 13 50 97 4.4 2.3 97 100 0 0 0 0

Peds 0 0 0 0 0 0 0 1 1 2 2 0.1 0 2 100 0 0 0 0

Int. Total 467 465 481 550 1963 560 601 625 557 2343 4306 4274 99.3 32 0.7 0 0

V3 Companies
Project: Arbor Trails Location: Lisle, IL Count: PM Peak Hour Counted by: V3

7325 Janes Avenue Woodridge, IL 60517

File Name Site Code Start Date Page No

: PM WeepingWillowBenedictine : 00110226 : 11/15/2011 :1

Start Time 05:00 PM 05:15 PM 05:30 PM 05:45 PM Total Grand Total Apprch % Total % Cars % Cars SU % SU Semi % Semi

Left 1 2 4 2 9 9 8.3 2.7 9 100 0 0 0 0

Benedictine Pkwy Northbound Thru Right 22 0 17 0 27 0 34 0 100 0 100 91.7 29.9 100 100 0 0 0 0 0 0 0 0 0 0 0 0 0

Peds 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Left 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Groups Printed- Cars - SU - Semi Benedictine Pkwy Weeping Willow Dr Southbound Eastbound Thru Right Peds Left Thru Right 38 4 0 2 0 1 45 10 0 3 0 1 47 9 0 5 0 2 46 9 0 2 0 0 176 32 0 12 0 4 176 84.6 52.5 174 98.9 2 1.1 0 0 32 15.4 9.6 32 100 0 0 0 0 0 0 0 0 0 0 0 0 0 12 66.7 3.6 12 100 0 0 0 0 0 0 0 0 0 0 0 0 0 4 22.2 1.2 4 100 0 0 0 0

Peds 0 0 1 1 2 2 11.1 0.6 2 100 0 0 0 0

Left 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Westbound Thru Right 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Peds 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Int. Total 68 78 95 94 335 335 333 99.4 2 0.6 0 0

V3 Companies
Project: Arbor Trails Location: Lisle, IL Count: PM Peak Hour Counted by: V3

7325 Janes Avenue Woodridge, IL 60517

File Name Site Code Start Date Page No

: PM WindsorBenedictine : 00110225 : 11/15/2011 :1

Start Time 05:00 PM 05:15 PM 05:30 PM 05:45 PM Total Grand Total Apprch % Total % Cars % Cars SU % SU Semi % Semi

Left 2 7 5 4 18 18 16.1 3.8 18 100 0 0 0 0

Benedictine Pkwy Northbound Thru Right 22 0 13 0 27 0 32 0 94 0 94 83.9 19.6 94 100 0 0 0 0 0 0 0 0 0 0 0 0 0

Peds 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Left 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Groups Printed- Cars - SU - Semi Benedictine Pkwy Windsor Dr Southbound Eastbound Thru Right Peds Left Thru Right 39 27 0 10 0 3 50 25 0 12 0 5 53 35 0 9 0 3 52 33 0 8 0 3 194 120 0 39 0 14 194 61.8 40.5 194 100 0 0 0 0 120 38.2 25.1 120 100 0 0 0 0 0 0 0 0 0 0 0 0 0 39 73.6 8.1 39 100 0 0 0 0 0 0 0 0 0 0 0 0 0 14 26.4 2.9 14 100 0 0 0 0

Peds 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Left 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Westbound Thru Right 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Peds 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Int. Total 103 112 132 132 479 479 479 100 0 0 0 0

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APPENDIX B CAPACITY ANALYSIS WORKSHEETS (EXISTING)

2010 HCS Signalized Intersection Results Summary


General Information Agency Analyst Jurisdiction Intersection File Name Project Description Demand Information Approach Movement Demand (v), veh/h Signal Information Cycle, s 90.0 Offset, s 0 Uncoordinated No Force Mode Fixed Intersection Information Duration, h 0.25 Area Type Other PHF 0.95 Analysis Period 1> 7:00

V3 Companies ESI Analysis Date Nov 15, 2011 Lisle Time Period AM Peak Hour Maple Avenue / Benedictine Analysis Year 2011 Parkway AM MapleBenedictine.xus AM Peak Hour (Existing) EB T 949

L 103

R 17

L 40

WB T 584

R 13

L 73

NB T 50

R 299

L 69

SB T 21

R 83

Reference Phase Reference Point Simult. Gap E/W Simult. Gap N/S

2 End On On

Green 6.0 Yellow 4.0 0.0 Red EBL 5 1.1 10.0 4.0 3.1 4.8 0.0 1.00 1.00

42.0 4.0 1.0 EBT 2 4.0 47.0 5.0 0.0 0.0

5.0 3.0 0.0 WBL 1 1.1 10.0 4.0 3.1 3.1 0.0 1.00 1.00

21.0 3.0 1.0

0.0 0.0 0.0

0.0 0.0 0.0 NBL 3 1.1 8.0 3.0 3.1 5.2 0.0 1.00 1.00

Timer Results Assigned Phase Case Number Phase Duration, s Change Period, (Y+Rc), s Max Allow Headway (MAH), s Queue Clearance Time (gs), s Green Extension Time (ge), s Phase Call Probability Max Out Probability Movement Group Results Approach Movement Assigned Movement Adjusted Flow Rate (v), veh/h Adjusted Saturation Flow Rate (s), veh/h/ln Queue Service time (gs ), s Cycle Queue Clearance Time (gc), s Capacity (c), veh/h Volume-to-Capacity Ratio (X) Available Capacity (ca), veh/h Back of Queue (Q), veh/ln Overflow Queue (Q3), veh/ln Queue Storage Ratio (RQ) Uniform Delay (d1), s/veh Incremental Delay (d2), s/veh Initial Queue Delay (d3), s/veh Control Delay (d), s/veh Level of Service (LOS) Approach Delay, s/veh / LOS Intersection Delay s/veh / LOS MultiModal Results Pedestrian LOS Score / LOS Bicycle LOS Score / LOS
Copyright 2010 University of Florida, All Rights Reserved

WBT 6 4.0 47.0 5.0 0.0 0.0

NBT 8 4.0 25.0 4.0 3.3 23.0 0.0 1.00 1.00

SBL 7 1.1 8.0 3.0 3.1 5.1 0.0 1.00 1.00 SB T 4 0 0 0.0 0.0

SBT 4 4.0 25.0 4.0 3.3 8.4 0.9 1.00 0.01

EB WB NB L T R L T R L T 5 2 12 1 6 16 3 8 108 510 507 42 315 313 77 0 1757 1863 1851 1723 1810 1795 1619 0 2.8 18.1 18.1 1.1 10.1 10.1 3.2 0.0 2.8 18.1 18.1 1.1 10.1 10.1 3.2 0.0 476 869 864 337 844 838 381 0.228 0.587 0.587 0.125 0.373 0.374 0.202 0.000 476 869 864 337 844 838 381 1.0 7.7 7.7 0.4 4.1 4.1 1.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.1 0.0 0.0 0.4 0.0 11.1 17.6 17.6 12.0 15.5 15.5 24.1 0.1 2.9 2.9 0.1 1.3 1.3 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 11.2 20.5 20.5 12.1 16.8 16.8 24.2 B C C B B B C 19.6 B 16.5 B 89.0 32.1 EB 2.3 5.1 B F
HCS 2010

R 18 367 1473 21.0 21.0 344 1.069 344 13.7 0.0 0.0 34.5 68.0 0.0 102.5 F F

L 7 73 1587 3.1 3.1 191 0.381 191 1.1 0.0 0.5 26.0 0.5 0.0 26.5 C 28.1 C

R 14 109 1281 6.4 6.4 299 0.000 0.366 299 1.9 0.0 0.0 0.0 0.0 28.9 0.0 0.3 0.0 0.0 29.2 C C

WB 2.3 4.7
Version 6.1

NB B E 2.9 4.9 C E 2.9 4.4

SB C E

Generated: 11/17/2011 1:59:01 PM

Two-Way Stop Control

Page 1 of 1

TWO-WAY STOP CONTROL SUMMARY General Information


Analyst Agency/Co. Date Performed Analysis Time Period ESI V3 Companies 11/16/2011 AM Peak Hour (Existing)

Site Information
Intersection Jurisdiction Analysis Year Windsor Dr / Benedictine Pkway Lisle 2011

Project Description 11022 Arbor Trails East/West Street: Windsor Drive Intersection Orientation: North-South

North/South Street: Benedictine Parkway Study Period (hrs): 0.25 Northbound 2 T 305 0.95 321 -Southbound 5 T 47 0.95 49 --

Vehicle Volumes and Adjustments


Major Street Movement Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type RT Channelized Lanes Configuration Upstream Signal Minor Street Movement Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) Flared Approach Storage RT Channelized Lanes Configuration 1 L 1 L 8 0.95 8 2 3 R 1.00 0 -Undivided 0 LT 1 0 7 L 113 0.95 118 2 Eastbound 8 T 1.00 0 0 0 N 0 0 9 R 26 0.95 27 2 10 L 1.00 0 0 0 0 0 1 0 Westbound 11 T 1.00 0 0 0 N 0 0 1 R Westbound 7 8 9 10 L 118 605 0.20 0.72 12.4 B --HCS+TM Version 5.6

4 L 1.00 0 0

6 R 20 0.95 21 -0 0 TR

12 R 1.00 0 0

0 0

Delay, Queue Length, and Level of Service Approach Northbound Southbound Movement Lane Configuration v (veh/h) C (m) (veh/h) v/c 95% queue length Control Delay (s/veh) LOS Approach Delay (s/veh) Approach LOS 1 LT 8 1531 0.01 0.02 7.4 A --4

Eastbound 11 12 R 27 1005 0.03 0.08 8.7 A 11.7 B


Generated: 11/17/2011 1:51 PM

Copyright 2010 University of Florida, All Rights Reserved

file://C:\Documents and Settings\eibay\Local Settings\Temp\u2k1F9.tmp

11/17/2011

Two-Way Stop Control

Page 1 of 1

TWO-WAY STOP CONTROL SUMMARY General Information


Analyst Agency/Co. Date Performed Analysis Time Period ESI V3 Companies 11/16/2011 AM Peak Hour (Existing)

Site Information
Intersection Jurisdiction Analysis Year Weeping Willow Dr/Benedictine Lisle 2011

Project Description 11022 Arbor Trails East/West Street: Weeping Willow Drive Intersection Orientation: North-South

North/South Street: Benedictine Parkway Study Period (hrs): 0.25 Northbound 2 T 284 0.95 298 -Southbound 5 T 68 0.95 71 --

Vehicle Volumes and Adjustments


Major Street Movement Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type RT Channelized Lanes Configuration Upstream Signal Minor Street Movement Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) Flared Approach Storage RT Channelized Lanes Configuration 0 1 L 3 0.95 3 2 3 R 1.00 0 -Undivided 0 LT 1 0 7 L 28 0.95 29 2 Eastbound 8 T 1.00 0 0 0 N 0 0 LR 9 R 5 0.95 5 0 10 L 1.00 0 0 0 0 0 1 0 Westbound 11 T 1.00 0 0 0 N 0 0 0 0 0 0 0 12 R 1.00 0 0 0 0 TR 4 L 1.00 0 0 6 R 5 0.95 5 --

Delay, Queue Length, and Level of Service Approach Northbound Southbound Movement Lane Configuration v (veh/h) C (m) (veh/h) v/c 95% queue length Control Delay (s/veh) LOS Approach Delay (s/veh) Approach LOS 1 LT 3 1523 0.00 0.01 7.4 A ----4 7

Westbound 8 9 10

Eastbound 11 LR 34 659 0.05 0.16 10.8 B 10.8 B 12

Copyright 2010 University of Florida, All Rights Reserved

HCS+TM

Version 5.6

Generated: 11/17/2011

1:53 PM

file://C:\Documents and Settings\eibay\Local Settings\Temp\u2k1F3.tmp

11/17/2011

2010 HCS Signalized Intersection Results Summary


General Information Agency Analyst Jurisdiction Intersection File Name Project Description Demand Information Approach Movement Demand (v), veh/h Signal Information Cycle, s 120.0 Offset, s 0 Uncoordinated No Force Mode Fixed Intersection Information Duration, h 0.25 Area Type Other PHF 0.95 Analysis Period 1> 7:00

V3 Companies ESI Analysis Date Nov 15, 2011 Lisle Time Period PM Peak Hour Maple Avenue / Benedictine Analysis Year 2011 Parkway PM MapleBenedictine.xus PM Peak Hour (Existing) EB T 641

L 76

R 78

L 202

WB T 998

R 50

L 37

NB T 18

R 85

L 50

SB T 42

R 62

Reference Phase Reference Point Simult. Gap E/W Simult. Gap N/S

2 End On On

Green 8.0 Yellow 4.0 0.0 Red EBL 5 1.1 12.0 4.0 3.1 3.8 0.0 1.00 0.20

73.0 4.0 1.0 EBT 2 4.0 78.0 5.0 0.0 0.0

7.0 3.0 0.0 WBL 1 1.1 12.0 4.0 3.1 7.3 0.0 1.00 1.00

16.0 3.0 1.0

0.0 0.0 0.0

0.0 0.0 0.0 NBL 3 1.1 10.0 3.0 3.0 4.4 0.0 1.00 1.00

Timer Results Assigned Phase Case Number Phase Duration, s Change Period, (Y+Rc), s Max Allow Headway (MAH), s Queue Clearance Time (gs), s Green Extension Time (ge), s Phase Call Probability Max Out Probability Movement Group Results Approach Movement Assigned Movement Adjusted Flow Rate (v), veh/h Adjusted Saturation Flow Rate (s), veh/h/ln Queue Service time (gs ), s Cycle Queue Clearance Time (gc), s Capacity (c), veh/h Volume-to-Capacity Ratio (X) Available Capacity (ca), veh/h Back of Queue (Q), veh/ln Overflow Queue (Q3), veh/ln Queue Storage Ratio (RQ) Uniform Delay (d1), s/veh Incremental Delay (d2), s/veh Initial Queue Delay (d3), s/veh Control Delay (d), s/veh Level of Service (LOS) Approach Delay, s/veh / LOS Intersection Delay s/veh / LOS MultiModal Results Pedestrian LOS Score / LOS Bicycle LOS Score / LOS
Copyright 2010 University of Florida, All Rights Reserved

WBT 6 4.0 78.0 5.0 0.0 0.0

NBT 8 4.0 20.0 4.0 3.2 10.4 0.2 1.00 0.10

SBL 7 1.1 10.0 3.0 3.0 5.4 0.0 1.00 1.00 SB T 4 0 0 0.0 0.0

SBT 4 4.0 20.0 4.0 3.2 10.3 0.2 1.00 0.09

EB WB L T R L T 5 2 12 1 6 80 406 351 213 556 1774 1863 1609 1774 1863 1.8 13.1 13.1 5.3 20.0 1.8 13.1 13.1 5.3 20.0 403 1133 979 530 1133 0.199 0.358 0.359 0.401 0.491 403 1133 979 530 1133 0.6 5.3 4.6 1.8 8.2 0.0 0.0 0.0 0.0 0.0 0.1 0.0 0.0 0.4 0.0 8.6 11.8 11.8 8.2 13.1 0.1 0.9 1.0 0.2 1.5 0.0 0.0 0.0 0.0 0.0 8.7 12.7 12.8 8.4 14.6 A B B A B 12.3 B 13.6 17.5 EB 2.3 4.8 B E
HCS 2010

NB R L T R 16 3 8 18 547 39 0 108 1831 1587 0 1451 20.0 2.4 0.0 8.4 20.0 2.4 0.0 8.4 1114 234 193 0.491 0.166 0.000 0.560 1114 234 193 8.1 1.0 3.1 0.0 0.0 0.0 0.0 0.0 0.3 0.0 0.0 13.1 40.5 48.7 1.5 0.1 0.0 2.2 0.0 0.0 0.0 0.0 14.7 40.6 50.9 B D D B 48.2 D

L 7 53 1572 3.4 3.4 232 0.227 232 1.3 0.0 0.6 40.9 0.2 0.0 41.1 D 47.6 B

R 14 109 1476 8.3 8.3 197 0.000 0.556 197 3.1 0.0 0.0 0.0 0.0 48.7 0.0 2.1 0.0 0.0 50.8 D D

WB 2.3 5.2
Version 6.1

NB B F 2.9 4.4 C E 2.9 4.4

SB C E

Generated: 11/17/2011 2:00:44 PM

Two-Way Stop Control

Page 1 of 1

TWO-WAY STOP CONTROL SUMMARY General Information


Analyst Agency/Co. Date Performed Analysis Time Period ESI V3 Companies 11/16/2011 PM Peak Hour (Existing)

Site Information
Intersection Jurisdiction Analysis Year Windsor Dr / Benedictine Pkway Lisle 2011

Project Description 11022 Arbor Trails East/West Street: Windsor Drive Intersection Orientation: North-South

North/South Street: Benedictine Parkway Study Period (hrs): 0.25 Northbound 2 T 94 0.95 98 -Southbound 5 T 194 0.95 204 --

Vehicle Volumes and Adjustments


Major Street Movement Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type RT Channelized Lanes Configuration Upstream Signal Minor Street Movement Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) Flared Approach Storage RT Channelized Lanes Configuration 1 L 1 L 18 0.95 18 2 3 R 1.00 0 -Undivided 0 LT 1 0 7 L 39 0.95 41 2 Eastbound 8 T 1.00 0 0 0 N 0 0 9 R 14 0.95 14 0 10 L 1.00 0 0 0 0 0 1 0 Westbound 11 T 1.00 0 0 0 N 0 0 1 R Westbound 7 8 9 10 L 41 596 0.07 0.22 11.5 B --HCS+TM Version 5.6

4 L 1.00 0 0

6 R 120 0.95 126 -0 0 TR

12 R 1.00 0 0

0 0

Delay, Queue Length, and Level of Service Approach Northbound Southbound Movement Lane Configuration v (veh/h) C (m) (veh/h) v/c 95% queue length Control Delay (s/veh) LOS Approach Delay (s/veh) Approach LOS 1 LT 18 1229 0.01 0.04 8.0 A --4

Eastbound 11 12 R 14 777 0.02 0.06 9.7 A 11.0 B


Generated: 11/17/2011 1:52 PM

Copyright 2010 University of Florida, All Rights Reserved

file://C:\Documents and Settings\eibay\Local Settings\Temp\u2k202.tmp

11/17/2011

Two-Way Stop Control

Page 1 of 1

TWO-WAY STOP CONTROL SUMMARY General Information


Analyst Agency/Co. Date Performed Analysis Time Period ESI V3 Companies 11/16/2011 PM Peak Hour (Existing)

Site Information
Intersection Jurisdiction Analysis Year Weeping Willow Dr/Benedictine Lisle 2011

Project Description 11022 Arbor Trails East/West Street: Weeping Willow Drive Intersection Orientation: North-South

North/South Street: Benedictine Parkway Study Period (hrs): 0.25 Northbound 2 T 100 0.95 105 -Southbound 5 T 176 0.95 185 --

Vehicle Volumes and Adjustments


Major Street Movement Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type RT Channelized Lanes Configuration Upstream Signal Minor Street Movement Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) Flared Approach Storage RT Channelized Lanes Configuration 0 1 L 9 0.95 9 2 3 R 1.00 0 -Undivided 0 LT 1 0 7 L 12 0.95 12 2 Eastbound 8 T 1.00 0 0 0 N 0 0 LR 9 R 4 0.95 4 0 10 L 1.00 0 0 0 0 0 1 0 Westbound 11 T 1.00 0 0 0 N 0 0 0 0 0 0 0 12 R 1.00 0 0 0 0 TR 4 L 1.00 0 0 6 R 32 0.95 33 --

Delay, Queue Length, and Level of Service Approach Northbound Southbound Movement Lane Configuration v (veh/h) C (m) (veh/h) v/c 95% queue length Control Delay (s/veh) LOS Approach Delay (s/veh) Approach LOS 1 LT 9 1352 0.01 0.02 7.7 A ----4 7

Westbound 8 9 10

Eastbound 11 LR 16 702 0.02 0.07 10.2 B 10.2 B 12

Copyright 2010 University of Florida, All Rights Reserved

HCS+TM

Version 5.6

Generated: 11/17/2011

1:52 PM

file://C:\Documents and Settings\eibay\Local Settings\Temp\u2k1FE.tmp

11/17/2011

TRAFFIC IMPACT STUDY

ARBOR TRAILS

LISLE

APPENDIX C CAPACITY ANALYSIS WORKSHEETS (FUTURE)

2010 HCS Signalized Intersection Results Summary


General Information Agency Analyst Jurisdiction Intersection File Name Project Description Demand Information Approach Movement Demand (v), veh/h Signal Information Cycle, s 90.0 Offset, s 0 Uncoordinated No Force Mode Fixed Intersection Information Duration, h 0.25 Area Type Other PHF 0.95 Analysis Period 1> 7:00

V3 Companies ESI Analysis Date Nov 15, 2011 Lisle Time Period AM Peak Hour Maple Avenue / Benedictine Analysis Year 2022 Parkway AM MapleBenedictine.xus AM Peak Hour (Future) EB T 1053

L 114

R 30

L 56

WB T 648

R 14

L 113

NB T 61

R 369

L 77

SB T 25

R 92

Reference Phase Reference Point Simult. Gap E/W Simult. Gap N/S

2 End On On

Green 6.0 Yellow 4.0 0.0 Red EBL 5 1.1 10.0 4.0 3.1 5.1 0.0 1.00 1.00

42.0 4.0 1.0 EBT 2 4.0 47.0 5.0 0.0 0.0

5.0 3.0 0.0 WBL 1 1.1 10.0 4.0 3.1 3.5 0.0 1.00 1.00

21.0 3.0 1.0

0.0 0.0 0.0

0.0 0.0 0.0 NBL 3 1.1 8.0 3.0 3.1 7.0 0.0 1.00 1.00

Timer Results Assigned Phase Case Number Phase Duration, s Change Period, (Y+Rc), s Max Allow Headway (MAH), s Queue Clearance Time (gs), s Green Extension Time (ge), s Phase Call Probability Max Out Probability Movement Group Results Approach Movement Assigned Movement Adjusted Flow Rate (v), veh/h Adjusted Saturation Flow Rate (s), veh/h/ln Queue Service time (gs ), s Cycle Queue Clearance Time (gc), s Capacity (c), veh/h Volume-to-Capacity Ratio (X) Available Capacity (ca), veh/h Back of Queue (Q), veh/ln Overflow Queue (Q3), veh/ln Queue Storage Ratio (RQ) Uniform Delay (d1), s/veh Incremental Delay (d2), s/veh Initial Queue Delay (d3), s/veh Control Delay (d), s/veh Level of Service (LOS) Approach Delay, s/veh / LOS Intersection Delay s/veh / LOS MultiModal Results Pedestrian LOS Score / LOS Bicycle LOS Score / LOS
Copyright 2010 University of Florida, All Rights Reserved

WBT 6 4.0 47.0 5.0 0.0 0.0

NBT 8 4.0 25.0 4.0 3.3 23.0 0.0 1.00 1.00

SBL 7 1.1 8.0 3.0 3.1 5.4 0.0 1.00 1.00 SB T 4 0 0 0.0 0.0

SBT 4 4.0 25.0 4.0 3.3 9.3 1.2 1.00 0.02

EB WB NB L T R L T R L T 5 2 12 1 6 16 3 8 120 573 567 59 350 347 119 0 1757 1863 1844 1723 1810 1796 1619 0 3.1 21.3 21.3 1.5 11.5 11.5 5.0 0.0 3.1 21.3 21.3 1.5 11.5 11.5 5.0 0.0 447 869 861 305 844 838 366 0.268 0.659 0.659 0.194 0.414 0.414 0.325 0.000 447 869 861 305 844 838 366 1.1 9.2 9.1 0.5 4.7 4.7 1.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.1 0.0 0.0 0.6 0.0 11.4 18.5 18.5 13.0 15.9 15.9 25.0 0.1 3.9 3.9 0.1 1.5 1.5 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 11.5 22.4 22.4 13.1 17.4 17.4 25.2 B C C B B B C 21.4 C 17.0 B 160.8 49.3 EB 2.3 5.2 B F
HCS 2010

R 18 453 1473 21.0 21.0 344 1.317 344 22.7 0.0 0.0 34.5 162.0 0.0 196.5 F F

L 7 81 1587 3.4 3.4 189 0.429 189 1.3 0.0 0.6 26.2 0.6 0.0 26.7 C 28.5 D

R 14 123 1284 7.3 7.3 300 0.000 0.411 300 2.2 0.0 0.0 0.0 0.0 29.3 0.0 0.3 0.0 0.0 29.6 C C

WB 2.3 4.8
Version 6.1

NB B E 2.9 5.1 C F 2.9 4.5

SB C E

Generated: 1/16/2012 10:34:15 AM

Two-Way Stop Control

Page 1 of 1

TWO-WAY STOP CONTROL SUMMARY General Information


Analyst Agency/Co. Date Performed Analysis Time Period ESI V3 Companies 11/16/2011 AM Peak Hour (Future)

Site Information
Intersection Jurisdiction Analysis Year Windsor Dr / Benedictine Pkway Lisle 2022

Project Description 11022 Arbor Trails East/West Street: Windsor Drive Intersection Orientation: North-South

North/South Street: Benedictine Parkway Study Period (hrs): 0.25 Northbound 2 T 375 0.95 394 -Southbound 5 T 64 0.95 67 --

Vehicle Volumes and Adjustments


Major Street Movement Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type RT Channelized Lanes Configuration Upstream Signal Minor Street Movement Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) Flared Approach Storage RT Channelized Lanes Configuration 1 L 1 L 8 0.95 8 2 3 R 2 0.95 2 -Undivided 0 LTR 1 0 7 L 126 0.95 132 2 Eastbound 8 T 0 0.95 0 2 0 N 0 1 9 R 29 0.95 30 2 10 L 9 0.95 9 2 0 0 0 LTR 1 0 Westbound 11 T 0 0.95 0 2 0 N 0 0 0 TR Westbound 7 8 LTR 47 598 0.08 0.25 11.5 B 11.5 B
HCS+TM Version 5.5

4 L 13 0.95 13 2

6 R 22 0.95 23 -0 0

12 R 37 0.95 38 2

1 LTR Eastbound 9 10 L 132 424 0.31 1.31 17.3 C 15.7 C 11

0 0

Delay, Queue Length, and Level of Service Approach Northbound Southbound Movement Lane Configuration v (veh/h) C (m) (veh/h) v/c 95% queue length Control Delay (s/veh) LOS Approach Delay (s/veh) Approach LOS 1 LTR 8 1505 0.01 0.02 7.4 A --4 LTR 13 1163 0.01 0.03 8.1 A ---

12 TR 30 983 0.03 0.09 8.8 A

Copyright 2010 University of Florida, All Rights Reserved

Generated: 1/17/2012

9:44 AM

file://C:\Documents and Settings\eibay\Local Settings\Temp\u2kC7.tmp

1/17/2012

Two-Way Stop Control

Page 1 of 1

TWO-WAY STOP CONTROL SUMMARY General Information


Analyst Agency/Co. Date Performed Analysis Time Period ESI V3 Companies 11/16/2011 AM Peak Hour (Future)

Site Information
Intersection Jurisdiction Analysis Year Weeping Willow Dr/Benedictine Lisle 2022

Project Description 11022 Arbor Trails East/West Street: Weeping Willow Drive Intersection Orientation: North-South

North/South Street: Benedictine Parkway Study Period (hrs): 0.25 Northbound 2 T 317 0.95 333 -Southbound 5 T 84 0.95 88 --

Vehicle Volumes and Adjustments


Major Street Movement Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type RT Channelized Lanes Configuration Upstream Signal Minor Street Movement Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) Flared Approach Storage RT Channelized Lanes Configuration 0 1 L 3 0.95 3 2 3 R 4 1.00 4 -Undivided 0 LTR 1 0 7 L 31 0.95 32 2 Eastbound 8 T 0 1.00 0 0 0 N 0 1 LTR 9 R 6 0.95 6 0 10 L 9 1.00 9 0 0 0 0 LTR 1 0 Westbound 11 T 0 1.00 0 0 0 N 0 0 0 0 1 LTR Eastbound 9 10 11 LTR 38 511 0.07 0.24 12.6 B 12.6 B
Version 5.5 Generated: 1/17/2012 9:48 AM

4 L 12 1.00 12 0

6 R 6 0.95 6 -0 0

12 R 37 1.00 37 0

0 0

Delay, Queue Length, and Level of Service Approach Northbound Southbound Movement Lane Configuration v (veh/h) C (m) (veh/h) v/c 95% queue length Control Delay (s/veh) LOS Approach Delay (s/veh) Approach LOS 1 LTR 3 1500 0.00 0.01 7.4 A --4 LTR 12 1234 0.01 0.03 7.9 A --7

Westbound 8 LTR 46 660 0.07 0.22 10.9 B 10.9 B


HCS+TM

12

Copyright 2010 University of Florida, All Rights Reserved

file://C:\Documents and Settings\eibay\Local Settings\Temp\u2kDF.tmp

1/17/2012

2010 HCS Signalized Intersection Results Summary


General Information Agency Analyst Jurisdiction Intersection File Name Project Description Demand Information Approach Movement Demand (v), veh/h Signal Information Cycle, s 120.0 Offset, s 0 Uncoordinated No Force Mode Fixed Intersection Information Duration, h 0.25 Area Type Other PHF 0.95 Analysis Period 1> 7:00

V3 Companies ESI Analysis Date Nov 15, 2011 Lisle Time Period PM Peak Hour Maple Avenue / Benedictine Analysis Year 2022 Parkway PM MapleBenedictine.xus PM Peak Hour (Future) EB T 712

L 84

R 123

L 266

WB T 1108

R 56

L 62

NB T 24

R 118

L 56

SB T 52

R 69

Reference Phase Reference Point Simult. Gap E/W Simult. Gap N/S

2 End On On

Green 8.0 Yellow 4.0 0.0 Red EBL 5 1.1 12.0 4.0 3.1 4.0 0.0 1.00 0.28

73.0 4.0 1.0 EBT 2 4.0 78.0 5.0 0.0 0.0

7.0 3.0 0.0 WBL 1 1.1 12.0 4.0 3.1 9.3 0.0 1.00 1.00

16.0 3.0 1.0

0.0 0.0 0.0

0.0 0.0 0.0 NBL 3 1.1 10.0 3.0 3.0 6.2 0.0 1.00 1.00

Timer Results Assigned Phase Case Number Phase Duration, s Change Period, (Y+Rc), s Max Allow Headway (MAH), s Queue Clearance Time (gs), s Green Extension Time (ge), s Phase Call Probability Max Out Probability Movement Group Results Approach Movement Assigned Movement Adjusted Flow Rate (v), veh/h Adjusted Saturation Flow Rate (s), veh/h/ln Queue Service time (gs ), s Cycle Queue Clearance Time (gc), s Capacity (c), veh/h Volume-to-Capacity Ratio (X) Available Capacity (ca), veh/h Back of Queue (Q), veh/ln Overflow Queue (Q3), veh/ln Queue Storage Ratio (RQ) Uniform Delay (d1), s/veh Incremental Delay (d2), s/veh Initial Queue Delay (d3), s/veh Control Delay (d), s/veh Level of Service (LOS) Approach Delay, s/veh / LOS Intersection Delay s/veh / LOS MultiModal Results Pedestrian LOS Score / LOS Bicycle LOS Score / LOS
Copyright 2010 University of Florida, All Rights Reserved

WBT 6 4.0 78.0 5.0 0.0 0.0

NBT 8 4.0 20.0 4.0 3.2 14.0 0.1 1.00 1.00

SBL 7 1.1 10.0 3.0 3.0 5.8 0.0 1.00 1.00 SB T 4 0 0 0.0 0.0

SBT 4 4.0 20.0 4.0 3.2 11.8 0.2 1.00 0.40

EB WB L T R L T 5 2 12 1 6 88 475 404 280 618 1774 1863 1585 1774 1863 2.0 16.1 16.1 7.3 23.3 2.0 16.1 16.1 7.3 23.3 366 1133 964 476 1133 0.242 0.419 0.419 0.588 0.545 366 1133 964 476 1133 0.7 6.6 5.6 2.7 9.6 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.6 0.0 9.5 12.4 12.4 9.5 13.8 0.1 1.1 1.3 1.3 1.9 0.0 0.0 0.0 0.0 0.0 9.6 13.5 13.7 10.8 15.7 A B B B B 13.2 B 14.8 19.9 EB 2.3 4.9 B E
HCS 2010

NB R L T R 16 3 8 18 608 65 0 149 1831 1587 0 1450 23.4 4.2 0.0 12.0 23.4 4.2 0.0 12.0 1114 218 193 0.546 0.300 0.000 0.773 1114 218 193 9.4 1.6 5.1 0.0 0.0 0.0 0.0 0.0 0.5 0.0 0.0 13.8 41.3 50.2 1.9 0.3 0.0 16.0 0.0 0.0 0.0 0.0 15.7 41.6 66.2 B D E B 58.7 E

L 7 59 1572 3.8 3.8 193 0.306 193 1.5 0.0 0.7 41.4 0.3 0.0 41.7 D 50.7 B

R 14 127 1482 9.8 9.8 198 0.000 0.644 198 3.9 0.0 0.0 0.0 0.0 49.3 0.0 5.5 0.0 0.0 54.8 D D

WB 2.3 5.4
Version 6.1

NB B F 2.9 4.5 C E 2.9 4.4

SB C E

Generated: 1/17/2012 11:27:18 AM

Two-Way Stop Control

Page 1 of 1

TWO-WAY STOP CONTROL SUMMARY General Information


Analyst Agency/Co. Date Performed Analysis Time Period ESI V3 Companies 11/16/2011 PM Peak Hour (Future)

Site Information
Intersection Jurisdiction Analysis Year Windsor Dr / Benedictine Pkway Lisle 2022

Project Description 11022 Arbor Trails East/West Street: Windsor Drive Intersection Orientation: North-South

North/South Street: Benedictine Parkway Study Period (hrs): 0.25 Northbound 2 T 129 0.95 135 -Southbound 5 T 256 0.95 269 --

Vehicle Volumes and Adjustments


Major Street Movement Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type RT Channelized Lanes Configuration Upstream Signal Minor Street Movement Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) Flared Approach Storage RT Channelized Lanes Configuration 1 L 1 L 20 0.95 21 2 3 R 10 0.95 10 -Undivided 0 LTR 1 0 7 L 43 0.95 45 2 Eastbound 8 T 0 0.95 0 2 0 N 0 1 9 R 16 0.95 16 2 10 L 6 0.95 6 2 0 0 0 LTR 1 0 Westbound 11 T 0 0.95 0 2 0 N 0 0 0 TR Westbound 7 8 LTR 32 717 0.04 0.14 10.3 B 10.3 B
HCS+TM Version 5.5

4 L 42 0.95 44 2

6 R 133 0.95 140 -0 0

12 R 25 0.95 26 2

1 LTR Eastbound 9 10 L 45 370 0.12 0.41 16.1 C 14.5 B 11

0 0

Delay, Queue Length, and Level of Service Approach Northbound Southbound Movement Lane Configuration v (veh/h) C (m) (veh/h) v/c 95% queue length Control Delay (s/veh) LOS Approach Delay (s/veh) Approach LOS 1 LTR 21 1150 0.02 0.06 8.2 A --4 LTR 44 1437 0.03 0.09 7.6 A ---

12 TR 16 703 0.02 0.07 10.2 B

Copyright 2010 University of Florida, All Rights Reserved

Generated: 1/17/2012

9:45 AM

file://C:\Documents and Settings\eibay\Local Settings\Temp\u2kD3.tmp

1/17/2012

Two-Way Stop Control

Page 1 of 1

TWO-WAY STOP CONTROL SUMMARY General Information


Analyst Agency/Co. Date Performed Analysis Time Period ESI V3 Companies 11/16/2011 PM Peak Hour (Future)

Site Information
Intersection Jurisdiction Analysis Year Weeping Willow Dr/Benedictine Lisle 2022

Project Description 11022 Arbor Trails East/West Street: Weeping Willow Drive Intersection Orientation: North-South

North/South Street: Benedictine Parkway Study Period (hrs): 0.25 Northbound 2 T 121 0.95 127 -Southbound 5 T 202 0.95 212 --

Vehicle Volumes and Adjustments


Major Street Movement Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Median Type RT Channelized Lanes Configuration Upstream Signal Minor Street Movement Volume (veh/h) Peak-Hour Factor, PHF Hourly Flow Rate, HFR (veh/h) Percent Heavy Vehicles Percent Grade (%) Flared Approach Storage RT Channelized Lanes Configuration 0 1 L 10 0.95 10 2 3 R 11 0.95 11 -Undivided 0 LTR 1 0 7 L 14 0.95 14 2 Eastbound 8 T 0 0.95 0 0 0 N 0 1 LTR 9 R 4 0.95 4 0 10 L 6 0.95 6 2 0 0 0 LTR 1 0 Westbound 11 T 0 0.95 0 0 0 N 0 0 0 0 1 LTR Eastbound 9 10 11 LTR 18 515 0.03 0.11 12.2 B 12.2 B
Version 5.5 Generated: 1/17/2012 9:48 AM

4 L 41 0.95 43 2

6 R 35 0.95 36 -0 0

12 R 24 0.95 25 0

0 0

Delay, Queue Length, and Level of Service Approach Northbound Southbound Movement Lane Configuration v (veh/h) C (m) (veh/h) v/c 95% queue length Control Delay (s/veh) LOS Approach Delay (s/veh) Approach LOS 1 LTR 10 1318 0.01 0.02 7.8 A --4 LTR 43 1446 0.03 0.09 7.6 A --7

Westbound 8 LTR 31 786 0.04 0.12 9.8 A 9.8 A


HCS+TM

12

Copyright 2010 University of Florida, All Rights Reserved

file://C:\Documents and Settings\eibay\Local Settings\Temp\u2kE5.tmp

1/17/2012

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