traffic impact study - ward...

Traffic Impact Study

For

The Proposed Condominium Development

Prepared By:

Kenig, Lindgren, O’Hara, Aboona, Inc.

July 30, 2014

Proposed Condominium Development i i Chicago, Illinois

Contents List of Figures and Tables, ii 1. Introduction ............................................................................................................................1 2. Existing Conditions ................................................................................................................5 Existing Street System Characteristics ...............................................................................5 Alternative Modes of Transportation ..................................................................................7 Existing Vehicle, Pedestrian and Bicycle Traffic Volumes ...............................................8 3. Traffic Characteristics of the Development ...........................................................................11 Site Location .......................................................................................................................11 Proposed Development Plan ...............................................................................................11 Development Access ...........................................................................................................11 Directional Distribution of Development Traffic ...............................................................12 Development Traffic Generation ........................................................................................12 Trip Generation Comparison ..............................................................................................15 Development Traffic Assignment .......................................................................................15 Existing Plus Development-Generated Traffic Volumes ...................................................15 4. Total Projected Traffic Conditions ........................................................................................18 Background Development Traffic ......................................................................................18 Total Projected Traffic Conditions .....................................................................................18 5. Traffic Analysis and Recommendations ................................................................................20 Discussion and Recommendations .....................................................................................24 Transportation Sustainability Recommendations ...............................................................25 6. Conclusion .............................................................................................................................26

Proposed Condominium Development ii Chicago, Illinois

List of Figures and Tables Figures 1. Site Location ..........................................................................................................................2 2. Aerial View of Site Location .................................................................................................3 3. Existing Street Characteristics ...............................................................................................6 4. Existing Vehicular Volumes ..................................................................................................9 5. Existing Pedestrian and Bicycle Volumes .............................................................................10 6. Estimated Directional Distribution ........................................................................................13 7. Development-Generated Volumes .........................................................................................16 8. Existing Plus Development-Generated Volumes ..................................................................17 9. Total Vehicular Volumes .......................................................................................................19 Tables 1. Estimated Development-Generated Traffic Volumes ............................................................14 2. Level of Service Criteria ........................................................................................................20 3. Capacity Analyses Results - Existing Volumes .....................................................................21 4. Capacity Analyses Results - Existing plus Development-Generated Volumes .....................21 5. Capacity Analyses Results - Total Projected Volumes .........................................................22

Proposed Condominium Development 1 Chicago, Illinois

1. Introduction This report summarizes the methodologies, results and findings of a traffic impact study conducted by Kenig, Lindgren, O’Hara, Aboona, Inc. (KLOA, Inc.) for a proposed condominium development to be located at 2775 North Hampton Court in Chicago, Illinois. The development is to be located on the following two parcels. The north parcel, which currently contains the approximate 16,500 square-foot Market Place

grocery store, is located on the east side of Hampden Court bounded by Diversey Parkway on the north and a public alley on the south.

The south parcel, which currently contains a 47-space parking lot for the Market Place

grocery store, is located on the south side the public alley bounded by Hampden Court on the west and a public alley on the east.

Figure 1 shows the location of the two parcels in relation to the area street system. Figure 2 shows an aerial view of the area. As proposed, the north parcel will be developed with a 17-story, condominium building that is to contain 78 condominiums and approximately 10,000 square feet of ground floor commercial space. A total of 82 parking spaces are to be provided on the second and third floors with access provided via a single access drive located on Hampden Court. The south parcel is to be developed with four single family homes with access provided via the east-west alley and the north-south alley.


Site Location Figure 1


Aerial View of Site Location Figure 2


The purpose of this study includes the following. Determine the existing traffic, pedestrian and bicycle conditions in the area to establish a

base condition. Assess the impact that the proposed development will have on traffic, pedestrian and bicycle

conditions in the area. Determine if any street, access, bicycle or pedestrian improvements are necessary to

accommodate the proposed development plan. The following sections of this report present the following. Existing street conditions. A description of the proposed development plan. Directional distribution of development-generated traffic. Vehicle trip generation for the proposed development. Traffic analyses for the weekday morning and weekday evening peak hours for both the

existing and future conditions. Recommendations with respect to development access and circulation to the surrounding

street network and pedestrian and bicycle facilities for the future condition.


2. Existing Conditions Existing street and transportation conditions near the two parcels were documented based on field visits and transportation counts. The following provides a detailed description of the physical characteristics of the streets including geometry and traffic control, adjacent land uses and peak hour traffic flows along area streets. Existing Street System Characteristics The characteristics of the existing streets near the two parcels are illustrated in Figure 3 and described below. All streets are under the jurisdiction of the Chicago Department of Transportation (CDOT). Diversey Parkway is an east-west street that has one lane in each direction with metered parking generally permitted on both sides of the street. Traffic signal control is provided on Diversey Parkway at its intersections with Broadway Street/Clark Street and Pine Grove Avenue. The City of Chicago classifies Diversey Parkway as a Pedestrian Street between Pine Grove Avenue and Burling Street. Diversey Parkway has a posted speed limit of 30 mph. Continental style crosswalks are provided on Diversey Parkway along the east and west sides of its intersection with Hampden Court. Hampden Court is generally a northwest-to-southeast street that extends between Diversey Parkway and Deming Place. It has one lane in each direction with parking or loading generally permitted on both sides of the street. Hampden Court is under stop sign control at its intersection with Diversey Parkway and all-way stop sign control at its intersection with Wrightwood Avenue. Crosswalks are provided along Hampden Court at its intersections with Diversey Parkway (continental style) and Wrightwood Avenue. Cambridge Avenue is a one-way northbound street that extends from Diversey Parkway to Surf Street. It has one moving lane with parking generally permitted on both sides of the street. A crosswalk is provided on Cambridge Avenue at its intersection with Diversey Parkway.

PROJECT: TITLE:

N

NOT TO SCALE

PARKWAY

DIVERSEY

PARCELNORTH

PARCELSOUTH

AVENUE

WRI

GHTWOOD

ALLEY

PUBLIC

AV

EN

UE

CA

MB

RID

GE

CO

UR

TH

AM

PD

EN

Chicago, Illinois

Development

Diversey/Hampden

Figure: 3

Job No: 14-164

P

- TRAVEL LANE

- STOP SIGN

- ON-STREET PARKING

LEGEND

- LOADING AREAL

P

P

P

P

P

P

P P

P

P

- STANDARD CROSSWALK

- CONTINENTAL CROSSWALK

L L

Existing Street Characteristics

P

P

PP

6


Wrightwood Avenue is generally an east-west street that that has one lane in each direction with parking generally permitted on both sides of the street. Traffic signal control is provided at its intersection with Clark Street. All-way stop sign control is provided at its intersections with Hampden Court and Lakeview Avenue. Crosswalks are provided along Wrightwood Avenue at its intersection with Hampden Court. Alternative Modes of Transportation Accessibility to and from the area is enhanced by the various alternative modes of transportation serving the area as summarized below. Public Transportation. The area is served by Chicago Transit Authority CTA Brown and Purple Lines. A local stop for both lines is provided on Diversey Parkway just east of Sheffield Avenue approximately ½ mile west of the two parcels. The Belmont Avenue and Fullerton Avenue stations are located just north and south of the Diversey Parkway station and provide transfers to the Red Line. In addition, the following CTA bus routes serve the immediate area and all have stops within several blocks of the two parcels. Route Number 8 - Halsted Route Number 22 - Clark Route Number 36 - Broadway Route Number 76 - Diversey Route Number 134 - Stockton/LaSalle Express Route Number 143 - Stockton/Michigan Express Route Number 151 - Sheridan Route Number 156 - LaSalle Bicycle Routes. The Chicago's Streets for Cycling Plan 2020 identifies Clark Street as a Spoke Route and Halsted Street as a Crosstown Bike Route. Bike lanes are currently provided on both streets. Additionally, a Divvy bike sharing station is located adjacent to the north parcel on Hampden Court. Pedestrian Facilities. All of the streets in the immediate area generally have sidewalks on both sides of the street. In addition, crosswalks are provided at the intersections of Hampden Court with Diversey Parkway and Hampden Court with Wrightwood Avenue.


Existing Vehicle, Pedestrian and Bicycle Traffic Volumes In order to determine current traffic, pedestrian, and bicycle conditions near the proposed development and on the surrounding streets, KLOA, Inc. conducted peak period traffic, pedestrian, and bicycle counts at the following intersections: Diversey Parkway with Hampden Court Diversey Parkway with Cambridge Avenue Hampden Court with the public alley south of Diversey Parkway Hampden Court with Wrightwood Avenue The counts were conducted on Tuesday, July 14 and Wednesday, July 23, 2014 during the morning (7:00 to 9:00 A.M.), and the evening (4:00 to 7:00 P.M.) peak periods. It is important to note that the Cubs had a home night game when the counts were conducted at the Diversey Parkway/Hampden Court intersection. The results of the traffic counts showed that the weekday morning peak hour of traffic occurs between 7:45 A.M. and 8:45 A.M. and the weekday evening peak hour of traffic occurs between 5:00 P.M. and 6:00 P.M., Figure 4 illustrates the existing peak hour vehicular volumes. Figure 5 illustrates the existing peak hour pedestrian and bicycle volumes.

PROJECT: TITLE:

N

NOT TO SCALE

PARKWAY

DIVERSEY

PARCELNORTH

PARCELSOUTH

AVENUE

WRI

GHTWOOD

ALLEY

PUBLIC

AV

EN

UE

CA

MB

RID

GE

CO

UR

TH

AM

PD

EN

29 (21)

316 (470)

20 (21)

38 (37)

476 (340)

19 (14)

17 (18)

37 (15)

2 (2)

0 (0)

2 (0)

37 (3

5)

56 (3

5)

2 (1)

Chicago, Illinois

Development

Diversey/Hampden

Figure: 4

Job No: 14-164

LEGEND

00

(00)

- MORNING PEAK HOUR

- EVENING PEAK HOUR

16 (31)

101 (11

3)

14 (23

)

12 (20

)

58 (5

4)

4 (16)

25 (13)

4 (14)

22 (3

2)

13 (12)

12 (10)

10 (2

2)

Existing Vehicle Volumes

57 (3

4)

1 (2)

0 (1)

37 (3

0)

0 (5)

0 (2)

9

PROJECT: TITLE:

N

NOT TO SCALE

PARKWAY

DIVERSEY

PARCELNORTH

PARCELSOUTH

AVENUE

WRI

GHTWOOD

ALLEY

PUBLIC

AV

EN

UE

CA

MB

RID

GE

CO

UR

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AM

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EN

Chicago, Illinois

Development

Diversey/Hampden

Figure: 5

Job No: 14-164

LEGEND

00

(00)

- MORNING PEAK HOUR

- EVENING PEAK HOUR

- PEDESTRIAN VOLUME

- BICYCLE VOLUME00 (00)

00 (00)

179 (350)

22 (23)

35 (6

3)

157 (243)

46 (5

6)

9 (53)

3 (10)

47 (7

8)

36 (6

0)

5 (0)

0 (1)7

(8)

9 (20

)

41 (8

0)

67 (5

2)

22 (4

6)

116 (1

21)

and Bicycle VolumesExisting Pedestrian

10


3. Traffic Characteristics of the Development To evaluate the impact of the subject development on the area street system, it was necessary to quantify the number of vehicle trips the development will generate during the weekday morning and weekday evening peak hours and then determine the directions from which this traffic will approach and depart the development. Site Location The site of the development is located within an urban neighborhood area and includes the following two parcels. The north parcel, which currently contains the approximate 16,500 square-foot Market Place

grocery store, is located on the east side of Hampden Court bounded by Diversey Parkway on the north and a public alley on the south.

The south parcel, which currently contains a 47-space parking lot for the Market Place

grocery store, is located on the south side the public alley bounded by Hampden Court on the west and a public alley on the east.

Proposed Development Plan As proposed, the north parcel will be developed with a 17-story, condominium building that is to contain 78 condominiums and approximately 10,000 square feet of ground floor commercial space. A total of 82 parking spaces are to be provided on the second and third floors. The south parcel is to be developed with four single family homes. Development Access Access to the parking garage serving the condominium building will be provided via a single access drive located on the east side of Hampden Court at the south end of the parcel north of the alley. The access drive will provide one inbound lane and one outbound lane with the outbound lane under stop sign control. In addition, the access drive should be equipped with all appropriate safety enhancements such as gates and visual/audible alarms to avoid conflicts between exiting vehicles and pedestrians. It is important to note that no access will be provided on Diversey Parkway which is classified as a Pedestrian Street.


Loading for the condominium building will be provided via a loading dock located in the southeast corner of the parcel. Access to the loading dock will be provided via the public alley and will require trucks to back into the loading dock. Access to the four single family homes will be provided via separate garage access to each home via the public alleys located along the east (three houses) and north (one house) sides of the parcel. Directional Distribution of Development Traffic The directional distribution of development-generated trips on the external streets is based on existing travel patterns. Figure 6 illustrates the directional distribution of traffic. Development Traffic Generation The number of peak hour vehicle trips estimated to be generated by the proposed development was based on vehicle trip generation rates contained in Trip Generation Manual, 9th Edition, published by the Institute of Transportation Engineers (ITE). The Single-Family Detached Housing (Land-Use Code 210), the Residential Condominium/Townhouse (Land Use Code 230) and Shopping Center (Land-Use Code 820) rates were used for the study. However, the ITE rates are based on suburban developments where the primary mode of transportation is the automobile. As indicated previously, the parcels are located within a dense urban neighborhood that contains a large population of people who live and work within walking distance of the parcels. Further, the CTA’s Diversey Parkway station is located approximately ½ mile west of the site and several CTA bus lines serve the area. In addition, a Divvy bike sharing station is located adjacent to the north parcel on Hampden Court and car sharing facilities are located at 600 West Diversey Parkway, 3114 North Broadway Street and 2836 North Clark Street. As such, the number of vehicle trips to be generated by the development will be reduced due to these factors. Based on census data (included in the Appendix) and previous studies conducted in the area, the estimated traffic to be generated by the residential uses were reduced by 75 percent and the traffic to be generated by the commercial space was reduced by 50 percent. Table 1 shows the estimated number of peak hour trips to be generated by the proposed development. It should be noted that the north parcel contains the Market Square grocery store that is currently generating traffic that will be eliminated with the redevelopment of the parcels. However, to provide a conservative (worst case) analyses, no reductions were assumed in the trip generation estimates for the traffic currently generated by the existing use.

PROJECT: TITLE:

N

NOT TO SCALE

PARKWAY

DIVERSEY

PARCELNORTH

PARCELSOUTH

AVENUE

WRI

GHTWOOD

ALLEY

PUBLIC

AV

EN

UE

CA

MB

RID

GE

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Chicago, Illinois

Development

Diversey/Hampden

Figure: 6

Job No: 14-164

LEGEND

00% - PERCENT DISTRIBUTION

35%

40%

10%

10%

5

%

Estimated Directional Distribution

13


Table 1 ESTIMATED DEVELOPMENT-GENERATED TRAFFIC VOLUMES

ITE

Land-Use Code

Weekday A.M. Peak Hour

Weekday P.M. Peak Hour

Type/Size In Out Total In Out Total Single Family Homes

210 4 Homes 1 2 3 3 1 4

Less Reduction (75%) -0 -1 -1 -1 -0 -1

Total Trips: 1 1 2 2 1 3

Condominiums

230 78 Units 8 38 46 35 18 53

Less Reduction (75%) -6 -28 -34 -26 -13 -39

Total Trips 2 10 12 9 5 14

Commercial Space

820 10,000 s.f. 6 3 9 18 19 37

Less Reduction (75%): -3 -1 -4 -9 -9 -18

Total Trips 3 2 5 9 10 19

Total New Development Trips: 6 13 19 20 16 36


Trip Generation Comparison The two parcels are currently occupied by the approximate 16,500 square-foot Market Place grocery store and a 47-space surface parking lot. Given the other new grocery stores developed in the area, the existing traffic counts at the parking lot access drive shows that the grocery store is not generating the same type of business that it once did in the past. However, it has been estimated that a grocery store of this size could generate approximately 30 total trips during the morning peak hour and 80 trips during the evening peak hour. Therefore, the existing grocery store was once a greater traffic intense use than the proposed development. Development Traffic Assignment The peak-hour traffic volumes projected to be generated by the proposed development (refer to Table 1) were assigned to the street system based on the previously established directional distribution analysis. Figure 7 shows the assignment of the development-generated peak hour traffic volumes. Existing plus Development-Generated Traffic Volumes The development-generated traffic was added to the existing volumes to obtain the projected traffic volumes with just the proposed development. Figure 8 illustrates the existing plus development-generated traffic volumes.

PROJECT: TITLE:

N

NOT TO SCALE

PARKWAY

DIVERSEY

PARCELNORTH

PARCELSOUTH

AVENUE

WRI

GHTWOOD

ALLEY

PUBLIC

AV

EN

UE

CA

MB

RID

GE

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AM

PD

EN

1 (1)

0 (0)

1 (1)

0 (1)

2 (4)

3 (14)

9 (11)

3 (4)

Chicago, Illinois

Development

Diversey/Hampden

Figure: 7

Job No: 14-164

LEGEND

00

(00)

- MORNING PEAK HOUR

- EVENING PEAK HOUR

1 (0)

Development-Generated Volumes

2 (7)

2 (8)

5 (6)

5 (6)

1 (1)

1 (1)

3 (4)

2 (4)

1 (2)

1 (2)

0 (1)

1 (2)

1 (2)

16

PROJECT: TITLE:

N

NOT TO SCALE

PARKWAY

DIVERSEY

PARCELNORTH

PARCELSOUTH

AVENUE

WRI

GHTWOOD

ALLEY

PUBLIC

AV

EN

UE

CA

MB

RID

GE

CO

UR

TH

AM

PD

EN

22 (2

4)

42 (2

1)

3 (3)

0 (0)

3 (1)

40 (3

9)

54 (3

5)

2 (2)

55 (3

4)

2 (4)

3 (14)

40 (3

6)

9 (11)

3 (4)

Chicago, Illinois

Development

Diversey/Hampden

Figure: 8

Job No: 14-164

LEGEND

00

(00)

- MORNING PEAK HOUR

- EVENING PEAK HOUR

Development-Generated VolumesExisting Plus

38 (37)

476 (340)

21 (22)

29 (21)

316 (470)

22 (28)

26 (15)

5 (14)

23 (3

4) 17

(33)

101 (11

3)

14 (23

)

13 (12)

12 (11)

10 (2

2)

13 (21)

58 (5

4)

4 (16)

17


4. Total Projected Traffic Conditions The total projected traffic volumes include the existing traffic volumes, traffic estimated to be generated by background developments in the area, and the traffic estimated to be generated by the proposed subject development. Background Development Traffic When projecting future traffic conditions, the traffic from the following developments that were proposed/planned at the time the traffic study was conducted was generated and added to the area intersections: The Redevelopment of the Inn at Lincoln Park The 3030 Broadway Street Development Saint Joseph Hospital Medical Office Building Total Projected Traffic Conditions The total projected traffic volumes include the existing traffic volumes increased by a regional growth factor of two percent, traffic that will be generated by the full buildout of the three proposed/planned developments noted above estimated to traverse on the adjacent street network of this proposed development, and the traffic that will be generated by the proposed subject development (refer to Table 1 and Figure 7). Figure 9 shows the total projected traffic volumes.

PROJECT: TITLE:

N

NOT TO SCALE

PARKWAY

DIVERSEY

PARCELNORTH

PARCELSOUTH

AVENUE

WRI

GHTWOOD

ALLEY

PUBLIC

AV

EN

UE

CA

MB

RID

GE

CO

UR

TH

AM

PD

EN

30 (22)

345 (570)

23 (29)

39 (38)

545 (402)

22 (23)

23 (2

5)

43 (2

2)

3 (3)

0 (0)

3 (1)

42 (4

1)

56 (3

7)

2 (2)

57 (3

6)

2 (4)

3 (14)

42 (3

8)

9 (11)

3 (4)

Chicago, Illinois

Development

Diversey/HampdenTotal Vehicle Volumes

Figure: 9

Job No: 14-164

LEGEND

00

(00)

- MORNING PEAK HOUR

- EVENING PEAK HOUR

18 (34

)

103 (1

15)

15 (24

)

14 (23

)

59 (5

6)

5 (17)

27 (16)

5 (15)

24 (3

5)

14 (12)

13 (12)

11 (23)

19


5. Traffic Analysis and Recommendations Traffic capacity analyses were performed to determine the operation of the existing street system, evaluate the impact of the proposed development plan, and determine the ability of the existing street system to accommodate projected traffic demands. Analyses were performed for the weekday morning and evening peak hours for the existing traffic volumes, the existing plus development-generated traffic volumes and the total projected traffic volumes upon development of the parcels. The traffic analyses were performed using the methodologies outlined in the Transportation Research Board’s Highway Capacity Manual (HCM), 2010 and modeled/analyzed using Synchro/SimTraffic software. The analyses for the unsignalized intersections determine the average control delay to vehicles at an intersection. The methodology analyzes each intersection approach controlled by a stop sign and considers traffic volumes on all approaches and lane characteristics. The ability of an intersection to accommodate traffic flow is expressed in terms of level of service, which is assigned a letter grade from A to F based on the average control delay experi-enced by vehicles passing through the intersection. Control delay is that portion of the total delay attributed to the traffic signal or stop sign control operation, and includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. Level of Service A is the highest grade (best traffic flow and least delay), Level of Service E represents saturated or at-capacity conditions, and Level of Service F is the lowest grade (oversaturated conditions, extensive delays). The Highway Capacity Manual definitions for levels of service and the corresponding control delay for both signalized and unsignalized intersections are shown in Table 2. Summaries of the traffic analysis results are presented in Tables 3 through 5. A discussion of the intersections and recommendations follows.


Table 2 LEVEL OF SERVICE CRITERIA

Signalized Intersections

Level of Service

Interpretation

Average Control Delay

(seconds per vehicle)A

Favorable progression. Most vehicles arrive during the green indication and travel through the intersection without stopping.

10

B

Good progression, with more vehicles stopping than for Level of Service A.

>10 - 20

C

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

>20 - 35

D

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

>35 - 55

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

>55 - 80

F The volume-to-capacity ratio is very high, progression is very poor and the cycle length is long. Most cycles fail to clear the queue.

>80.0

Unsignalized Intersections

Level of Service Average Total Delay (SEC/VEH)

A 0 - 10

B > 10 - 15

C > 15 - 25

D > 25 - 35

E > 35 - 50

F > 50

Source: Highway Capacity Manual, 2010.


Table 3 CAPACITY ANALYSIS RESULTS - EXISTING VOLUMES Weekday A.M.

Peak Hour Weekday P.M.

Peak Hour Intersection LOS Delay LOS Delay Diversey Parkway and Hampden Court/Cambridge Avenue (stop sign)

Diversey Avenue Eastbound Approach A 1.1 A 1.6

Diversey Avenue Westbound Approach A 1.0 A 1.0

Hampden Court Approach D 28.0 E 46.7

Hampden Court and Wrightwood Avenue (stop sign) A 7.8 A 8.1

Hampden Court and Public Alley (stop sign) A 9.0 A 9.1

Hampden Court and Parking Lot (stop sign) A 8.9 A 9.1

LOS = Level of Service Delay is measured in seconds.

Table 4 CAPACITY ANALYSES RESULTS - EXISTING PLUS DEVELOPMENT-GENERATED VOLUMES Weekday A.M.





Hampden Court Approach D 31.2 F 54.8



Hampden Court and Access Drive (stop sign) A 9.2 A 9.4



Table 5 CAPACITY ANALYSIS RESULTS - TOTAL PROJECTED VOLUMES Weekday A.M.





Hampden Court Approach D 39.0 E 85.9



Hampden Court and Access Drive (stop sign) A 9.2 A 9.4



Discussion and Recommendations Traffic capacity analyses were conducted for existing conditions and the future projected condition, which considers the proposed development, two nearby planned developments, and an increase in existing traffic due to regional growth in the area. The following recommendations and improvements for each analyzed intersection follows. Hampden Court with Diversey Parkway The results of the capacity analyses and field observations have shown that the Hampden Court approach generally operates at a poor level of service during the peak hours. This is due to the higher volume of vehicular, pedestrian and bicycle traffic along Diversey Parkway and the reduced number of gaps for vehicle to enter the Diversey Parkway traffic stream. Further adding to the poor operation of this approach is the fact that the queue of traffic along Diversey Parkway from the downstream signalized intersections (Broadway Street/Clark Street to the west and Pine Grove Avenue to the east) often extends past this intersection. The Hampden Court traffic currently and will be able to enter the Diversey Parkway traffic stream as the queue of traffic clears the intersection or via courtesy gaps. However, during the peak hours, the Hamden Court traffic will experience some additional delay. It is important to note that the proposed development will have a reduced impact on the operation of this intersection and Diversey Parkway due to the following. The development is projected to generate a limited volume of peak hour traffic.

The traffic to be generated by the development will not be all new traffic as the

development will be replacing the existing Market Place grocery store.

The volume of traffic to be generated by the development is less than the grocery store once generated in the past.

Given the location of the access drive on Hampden Court, the development traffic will be

distributed along the area street system and not all of the development traffic will be traveling through the subject intersection or along Diversey Parkway.

The results of the capacity analyses have shown that with the addition of just the development-generated traffic the delay along the Hampden Court approach is projected to increase by only three to eight seconds during the weekday peak hours.

Hampden Court with Wrightwood Avenue This all-way stop sign controlled intersection currently operates at a good Level of Service A during the morning and evening peak hours. With the addition of the development-generated traffic and the other growth in the area, the intersection is projected to continue to operate at a Level of Service A. As such, this intersection has sufficient reserve capacity to accommodate the development-generated traffic and no improvements are required at this intersection.


Hampden Court with Public Alley This stop sign controlled intersection currently operates at a good Level of Service A during the morning and evening peak hours. With the addition of the development-generated traffic and the other growth in the area, the intersection is projected to continue to operate at a Level of Service A. As such, this intersection has sufficient reserve capacity to accommodate the development-generated traffic and no improvements are required at this intersection. Condominium Building Access Drive and Hampden Court Access to the parking garage for the proposed condominium building will be provided via a single access drive located on the east side of Hampden Court at the south end of the parcel. It should be noted that the access drive will be located just north of the existing public ally. However, given the limited volume of traffic projected to use the parking garage and the low volume of traffic traversing the public alley, the proximity of the access drive to the public alley should not pose any operational issues. As proposed, the access drive will provide one inbound lane and one outbound lane with the outbound lane under stop sign control. Adequate stacking should be provided internal to the garage for inbound traffic to prevent development traffic from backing out onto the street system. In addition, the access drive should be equipped with all appropriate safety enhancements such as gates and visual/audible alarms to avoid conflicts between exiting vehicles and pedestrians. The results of the capacity analyses have shown that the intersection is projected to operate at a good Level of Service A. Transportation Sustainability Recommendations The following summarizes measures to be implemented by the development and/or recommendations to further minimize the impact of the development, foster alternative modes of transportation other than the automobile and to enhance pedestrian/bicycle safety. Continental style crosswalks should be installed at the Hampden Court/Wrightwood

Avenue intersection and on Cambridge Avenue at its intersection with Diversey Parkway.

Bike racks should be provided as part of the development.


6. Conclusion Based on the preceding analyses and recommendations, the following conclusions have been made. The volume of vehicle trips generated by the proposed development will be reduced due

to the following.

The dense, urban nature of the neighborhood that contains a large population of people who live and work within walking distance of the two parcels.

The public transportation and non-motorized transportation serving the area. The vehicle trips to be generated by the development will not be all new trips as

the north parcel currently contains a grocery store. Proximity to Divvy bike and car sharing facilities.

The development-generated traffic can be accommodated efficiently without significant impact to the external street system. All of the intersections within the study limits are projected to generally operate at acceptable levels of service with the addition of the development generated traffic.

Access to the parking garage for the condominium building will be provided via a single access drive on Hampden Court and access to the four single-family homes to be located on the south parcel will be provided via the public alleys. The proposed access system will be more than adequate to serve the traffic that will be generated by the proposed development with minimal impact on the operation of Hampden Court.


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

Continental style crosswalks should be installed at the Hampden

Court/Wrightwood Avenue intersection and on Cambridge Avenue at its intersection with Diversey Parkway.

Bike racks should be provided as part of the development.

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B08101 MEANS OF TRANSPORTATION TO WORK BY AGE

Universe: Workers 16 years and over2008-2012 American Community Survey 5-Year Estimates

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

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

Although the American Community Survey (ACS) produces population, demographic and housing unit estimates, it is the Census Bureau's PopulationEstimates Program that produces and disseminates the official estimates of the population for the nation, states, counties, cities and towns andestimates of housing units for states and counties.

Census Tract 701.02, Cook County,Illinois

Estimate Margin of ErrorTotal: 1,872 +/-257 16 to 19 years 0 +/-11 20 to 24 years 372 +/-159 25 to 44 years 1,184 +/-203 45 to 54 years 205 +/-120 55 to 59 years 78 +/-82 60 to 64 years 0 +/-11 65 years and over 33 +/-25 Car, truck, or van - drove alone: 368 +/-187 16 to 19 years 0 +/-11 20 to 24 years 46 +/-52 25 to 44 years 269 +/-180 45 to 54 years 36 +/-35 55 to 59 years 0 +/-11 60 to 64 years 0 +/-11 65 years and over 17 +/-23 Car, truck, or van - carpooled: 41 +/-58 16 to 19 years 0 +/-11 20 to 24 years 0 +/-11 25 to 44 years 41 +/-58 45 to 54 years 0 +/-11 55 to 59 years 0 +/-11 60 to 64 years 0 +/-11 65 years and over 0 +/-11 Public transportation (excluding taxicab): 1,058 +/-190 16 to 19 years 0 +/-11 20 to 24 years 307 +/-141 25 to 44 years 589 +/-167 45 to 54 years 116 +/-77 55 to 59 years 30 +/-39 60 to 64 years 0 +/-11 65 years and over 16 +/-23 Walked: 194 +/-119 16 to 19 years 0 +/-11 20 to 24 years 19 +/-30 25 to 44 years 80 +/-57

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Census Tract 701.02, Cook County,Illinois

Estimate Margin of Error 45 to 54 years 47 +/-76 55 to 59 years 48 +/-75 60 to 64 years 0 +/-11 65 years and over 0 +/-11 Taxicab, motorcycle, bicycle, or other means: 184 +/-152 16 to 19 years 0 +/-11 20 to 24 years 0 +/-11 25 to 44 years 178 +/-156 45 to 54 years 6 +/-10 55 to 59 years 0 +/-11 60 to 64 years 0 +/-11 65 years and over 0 +/-11 Worked at home: 27 +/-28 16 to 19 years 0 +/-11 20 to 24 years 0 +/-11 25 to 44 years 27 +/-28 45 to 54 years 0 +/-11 55 to 59 years 0 +/-11 60 to 64 years 0 +/-11 65 years and over 0 +/-11

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

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

While the 2008-2012 American Community Survey (ACS) data generally reflect the December 2009 Office of Management and Budget (OMB)definitions of metropolitan and micropolitan statistical areas; in certain instances the names, codes, and boundaries of the principal cities shown inACS tables may differ from the OMB definitions due to differences in the effective dates of the geographic entities.

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

Source: U.S. Census Bureau, 2008-2012 American Community Survey

Explanation of Symbols:

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

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