{ "document_id": 487, "page": 33, "width_pt": 612, "height_pt": 792, "engine": "paddleocr_vl", "source_run_id": 613, "item_count": 27, "counts_by_type": { "footer": 3, "header": 2, "heading": 2, "list": 2, "list_item": 7, "text": 11 }, "build_ms": 2, "items": [ { "id": "p33.1", "order": 1, "type": "header", "bbox": { "l": 71.28, "t": 755.28, "r": 117.84, "b": 743.52 }, "text": "May 2025", "attrs": { "block_label": "header" }, "level": 2, "children": [] }, { "id": "p33.2", "order": 2, "type": "header", "bbox": { "l": 316.8, "t": 755.04, "r": 542.88, "b": 742.8 }, "text": "Chicago Avenue & Waterman Drive Corridor Study", "attrs": { "block_label": "header" }, "level": 2, "children": [] }, { "id": "p33.3", "order": 3, "type": "list", "bbox": { "l": 89.28, "t": 720.0552, "r": 540.48, "b": 665.28 }, "text": "", "attrs": { "item_count": 2 }, "children": [ { "id": "p33.3.1", "order": 4, "type": "list_item", "bbox": { "l": 89.76, "t": 720.0552, "r": 540.48, "b": 685.68 }, "text": "- The higher of the existing peak-hour factor as determined by traffic counts or a peak-hour factor of 0.92 for future scenarios;", "children": [] }, { "id": "p33.3.2", "order": 5, "type": "list_item", "bbox": { "l": 89.28, "t": 680.2228, "r": 488.64, "b": 665.28 }, "text": "Heavy-vehicle percentage as determined by the traffic counts (by movement)", "children": [] } ] }, { "id": "p33.4", "order": 6, "type": "heading", "bbox": { "l": 69.6, "t": 646.8, "r": 156.96, "b": 633.36 }, "text": "Queuing Analysis", "attrs": { "block_label": "paragraph_title" }, "level": 3, "children": [] }, { "id": "p33.5", "order": 7, "type": "text", "bbox": { "l": 68.64, "t": 621.6, "r": 541.2, "b": 594 }, "text": "Queuing analysis allows traffic engineers to identify where vehicles queues are not adequately accommodated by existing storage bays and impact adjacent travel lanes.", "children": [] }, { "id": "p33.6", "order": 8, "type": "text", "bbox": { "l": 68.64, "t": 583.44, "r": 541.92, "b": 528.96 }, "text": "Queuing analyses were conducted using both the HCM 2000 methodology (as calculated by SYNCHRO) and SimTraffic simulations. The Synchro 95 th percentile queue is the maximum back of queue for a particular lane within a lane group considering 95 th percentile traffic volumes. The SimTraffic maximum queues are the average maximum queues after 10 runs of 60 minutes each.", "children": [ { "id": "p33.6.1", "order": 9, "type": "text", "bbox": { "l": 68.64, "t": 583.44, "r": 541.92, "b": 528.96 }, "text": "^{th}", "attrs": { "inline": true, "text_offset": 40, "text_span": 9, "bbox_estimated": true }, "children": [] }, { "id": "p33.6.2", "order": 10, "type": "text", "bbox": { "l": 68.64, "t": 583.44, "r": 541.92, "b": 528.96 }, "text": "^{th}", "attrs": { "inline": true, "text_offset": 50, "text_span": 9, "bbox_estimated": true }, "children": [] } ] }, { "id": "p33.7", "order": 11, "type": "text", "bbox": { "l": 68.64, "t": 517.92, "r": 542.88, "b": 464.64 }, "text": "Note that it is possible for the[p33.7.1] percentile queue to be higher than the SimTraffic maximum queue due to the method in which each software calculates its respective value. The[p33.7.2] percentile queue is based on an HCM formula while the SimTraffic maximum queue varies based on simulation results.", "children": [ { "id": "p33.7.1", "order": 12, "type": "text", "bbox": { "l": 68.64, "t": 517.92, "r": 542.88, "b": 464.64 }, "text": "95^{th}", "attrs": { "inline": true, "text_offset": 32, "text_span": 9, "bbox_estimated": true }, "children": [] }, { "id": "p33.7.2", "order": 13, "type": "text", "bbox": { "l": 68.64, "t": 517.92, "r": 542.88, "b": 464.64 }, "text": "95^{th}", "attrs": { "inline": true, "text_offset": 183, "text_span": 9, "bbox_estimated": true }, "children": [] } ] }, { "id": "p33.8", "order": 14, "type": "heading", "bbox": { "l": 78, "t": 452.64, "r": 281.04, "b": 440.16 }, "text": "6.2 2024 EXISTING CONDITIONS ANALYSIS", "attrs": { "block_label": "paragraph_title" }, "level": 3, "children": [] }, { "id": "p33.9", "order": 15, "type": "text", "bbox": { "l": 68.64, "t": 436.8, "r": 542.16, "b": 356.4 }, "text": "Table 6-2 summarizes the 2024 existing intersection LOS, delay,[p33.9.1] percentile queue lengths (Synchro), and maximum queue lengths (SimTraffic) based on the 2024 existing intersection geometry, signal timings, and peak hour traffic volumes. The corresponding SYNCHRO and SimTraffic reports are included in Appendix E. Note that the intersection numbers shown on the LOS, delay, and queue length summary tables correspond to the intersection numbers used in the SYNCHRO models.", "children": [ { "id": "p33.9.1", "order": 16, "type": "text", "bbox": { "l": 68.64, "t": 436.8, "r": 542.16, "b": 356.4 }, "text": "95^{th}", "attrs": { "inline": true, "text_offset": 63, "text_span": 9, "bbox_estimated": true }, "children": [] } ] }, { "id": "p33.10", "order": 17, "type": "text", "bbox": { "l": 68.64, "t": 344.64, "r": 542.16, "b": 291.36 }, "text": "As indicated in Table 6-2, there are no major existing queueing or operational challenges along the Chicago Avenue and Waterman Drive corridor. The signalized intersection of W Market Street and Dogwood Drive carry the highest overall intersection volumes in comparison with the other study area intersections.", "children": [] }, { "id": "p33.11", "order": 18, "type": "text", "bbox": { "l": 69.6, "t": 279.36, "r": 457.92, "b": 266.64 }, "text": "As shown in Table 6-2, the analysis results of 2024 existing conditions indicate:", "children": [] }, { "id": "p33.12", "order": 19, "type": "list", "bbox": { "l": 86.88, "t": 255.74185599999998, "r": 541.92, "b": 188.16 }, "text": "", "attrs": { "item_count": 2 }, "children": [ { "id": "p33.12.1", "order": 20, "type": "list_item", "bbox": { "l": 86.88, "t": 255.74185599999998, "r": 541.2, "b": 214.8 }, "text": "- At the unsignalized intersections of (1) Chicago Avenue/Shenandoah Street and (2) Chicago Avenue/Greystone Street, all movements operate at a LOS B or better during all peak hours (AM/PM/midday).", "children": [] }, { "id": "p33.12.2", "order": 21, "type": "list_item", "bbox": { "l": 87.36, "t": 215.88755600000002, "r": 541.92, "b": 188.16 }, "text": "- At the unsignalized intersection of (3) Chicago Avenue/Waterman Drive, all movements operate at a LOS C or better during all peak hours.", "children": [] } ] }, { "id": "p33.13", "order": 22, "type": "list_item", "bbox": { "l": 123.12, "t": 187.44, "r": 535.44, "b": 174.96 }, "text": "During the midday peak hour, the EB right exceeds the available storage length.", "children": [] }, { "id": "p33.14", "order": 23, "type": "list_item", "bbox": { "l": 123.36, "t": 174, "r": 540.48, "b": 148.8 }, "text": "Due to the length of the EB right storage (50'), queuing for the EB left/thru movement may prohibit EB right movements during the peak hours.", "children": [] }, { "id": "p33.15", "order": 24, "type": "list_item", "bbox": { "l": 86.64, "t": 149.38245600000005, "r": 541.68, "b": 121.44 }, "text": "- At the signalized intersection of (4) W Market Street/Dogwood Drive, the overall intersection operates at a LOS C or better during AM, PM, and midday peak hours.", "children": [] }, { "id": "p33.16", "order": 25, "type": "footer", "bbox": { "l": 71.04, "t": 55.2, "r": 116.16, "b": 9.36 }, "text": "", "attrs": { "block_label": "footer_image" }, "children": [] }, { "id": "p33.17", "order": 26, "type": "footer", "bbox": { "l": 297.12, "t": 51.36, "r": 314.16, "b": 40.8 }, "text": "6-3", "attrs": { "block_label": "number" }, "children": [] }, { "id": "p33.18", "order": 27, "type": "footer", "bbox": { "l": 445.44, "t": 54.72, "r": 558.72, "b": 11.28 }, "text": "", "attrs": { "block_label": "footer_image" }, "children": [] } ], "ai_page_review": { "model": "claude-opus-4-8", "applied": true, "changed": true, "reviewed_at": "2026-09-02T14:03:01+00:00" } }