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TIMMONS GROUP
CITY OF HARRISONBURG PUBLIC WORKS
Prepared for:
City of Harrisonburg
Department of Public Works
Thomas Ruff, PE, PTOE, AI CP
Senior Project Manager
(804) 200-6430
Thomas.Ruff@Timmons.com
608 Preston Ave, Suite 200
Charlottesville, VA 22903
Chicago Avenue & Waterman Drive
Corridor Study
May 2025
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## Corridor Study
## Chicago Avenue & Waterman Drive City of Harrisonburg, Virginia
Prepared For:
City of Harrisonburg
Department of Public Works
320 East Mosby Road
Harrisonburg, VA 22801
Project Manager – Jakob zum Felde
Prepared By:
Timmons Group
608 Preston Avenue
Suite 200
Charlottesville, Virginia 22903
TIMMONS GROUP
YOUR VISION ACHIEVED THROUGH OURS.
Project Manager – Thomas Ruff, PE, PTOE, AICP
Analyst – Rachel Moon
May 2025
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## TABLE OF CONTENTS
1 EXECUTIVE SUMMARY ..... 1-1
1.1 PROJECT OVERVIEW ..... 1-1
1.2 PRINCIPAL FINDINGS ..... 1-1
2 INTRODUCTION ..... 2-1
2.1 PROJECT SCOPE ..... 2-1
3 DATA COLLECTION ..... 3-1
3.1 7-DAY VOLUME/CLASS/SPEED TUBE COUNTS ..... 3-1
3.2 PEAK-HOUR TURNING-MOVEMENT COUNTS ..... 3-1
3.3 7-DAY BICYCLE & PEDESTRIAN COUNTS & OBSERVATIONS ..... 3-1
3.4 SPEED DATA ASSESSMENT ..... 3-3
3.5 HEAVY VEHICLE TRAFFIC ..... 3-5
4 EXISTING DATA REVIEW ..... 4-1
4.1 CITY OF HARRISONBURG PLANS ..... 4-1
4.2 EXISTING CONDITIONS ASSESSMENT ..... 4-2
5 CRASH ANALYSIS ..... 5-1
5.1 CHICAGO AVENUE CRASH ANALYSIS ..... 5-2
5.2 WATERMAN DRIVE CRASH ANALYSIS ..... 5-4
5.3 W MARKET STREET CRASH ANALYSIS ..... 5-6
6 OPERATIONAL ANALYSIS ..... 6-1
6.1 OPERATIONAL ANALYSIS METHODOLOGIES ..... 6-2
6.2 2024 EXISTING CONDITIONS ANALYSIS ..... 6-3
6.3 2034 BACKGROUND ANALYSIS ..... 6-6
7 COMMUNITY ENGAGEMENT ..... 7-1
8 CONCLUSION & RECOMMENDATIONS ..... 8-1
9 APPENDIX ..... 9-1
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## APPENDI CES
Appendix A – Traffic Counts
Appendix B – Capacity Analysis Worksheets for Existing Conditions
Appendix C – Capacity Analysis Worksheets for 2034 Background Conditions
Appendix D – Proposed Improvements and Cost Estimates: Chicago Avenue Corridor Exhibits, Chicago
Avenue and Waterman Drive Intersection Exhibits, Planning Level Cost Estimates
## LI ST OF TABLES
Table 3-1 – Chicago Avenue Speed Data
Table 3-2 – Waterman Drive Speed Data
Table 3-3 – College Avenue Speed Data
Table 3-4 – Greystone Street Speed Data
Table 3-5 – Chicago Avenue Heavy Vehicle Traffic Data
Table 3-6 – Waterman Drive Heavy Vehicle Traffic Data
Table 3-7 – College Avenue Heavy Vehicle Traffic Data
Table 3-8 – Greystone Street Heavy Vehicle Traffic Data
Table 4-1 – Existing Conditions
Table 6-1 – Level of Service Criteria
Table 6-2 – LOS, Delay and Queue Length Summary – 2024 Existing Conditions
Table 6-3 – LOS, Delay and Queue Length Summary – 2034 Background Conditions
Table 6-4 – LOS, Delay and Queue Length Summary – 2034 Background Conditions – Roundabout
## LI ST OF FI GURES
Figure 1 – Overview
Figure 2 & 3 – Existing Land Use and Traffic Control
Figure 4 – 2024 Existing Pedestrian Traffic Volumes (Total)
Figure 5 – 2024 Existing Bicycle Traffic Volumes (Total)
Figure 6 – 2024 Bike/Pedestrian Traffic Volumes Summary (Total)
Figure 7 – Chicago Avenue and Waterman Drive Corridor – Crash Heat Map
Figure 8 – Chicago Avenue – Crash Summary by Collision Type
Figure 9 – Chicago Avenue – Crash Summary by Roadway Surface Conditions
Figure 10 – Chicago Avenue – Crash Summary by Light Conditions
Figure 11 – Waterman Drive – Crash Summary by Collision Type
Figure 12 – Waterman Drive – Crash Summary by Roadway Surface Conditions
Figure 13 – Waterman Drive – Crash Summary by Light Conditions
Figure 14 – W Market Street – Crash Summary by Year
Figure 15 – W Market Street – Crash Summary by Collision Type
Figure 16 – W Market Street – Crash Summary by Roadway Surface Conditions
Figure 17 – W Market Street – Crash Summary by Light Conditions
Figure 18 & 19 – 2024 Existing Peak Hour Traffic Volumes
Figure 20 & 21 – 2034 Background Peak Hour Traffic Volumes
Figure 22 – Northend Greenway to Friendly City Trail Alignments
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## 1 EXECUTIVE SUMMARY
### 1.1 PROJECT OVERVIEW
At the request of the City of Harrisonburg Department of Public Works, a transportation study was conducted for the Chicago Avenue and Waterman Drive corridors. The study area extends to the Harrisonburg City limit to the west, Dogwood Drive to the east, Westover Park to the south, and Mt Clinton Pike to the north. The intent of the study was to establish existing conditions of vehicular and active transportation movements, perform operational and safety assessments, and ultimately provide recommendations for (1) the overall corridor, (2) the Chicago Avenue and Waterman Drive intersection, and (3) potential alignments for a bicycle and pedestrian connection between the Northend Greenway to the north and the Friendly City Trail to the south.
A list of the tasks associated with the corridor study are included below.
• Collection of 7-day directional traffic volume/class/speed counts at four (4) locations
• Collection of peak-hour turning movement counts at four (4) locations
• Collection of 7-day bicycle/pedestrian counts and observations at seven (7) locations
• Assessment of the existing roadway conditions
- Analysis of the crash history in the study area over five (5) years
Operational analysis of existing conditions with existing geometry
Operational analysis of 2034 background conditions with existing geometry and with a roundabout at the Chicago Avenue and Waterman Drive intersection
Community engagement with City residents to better understand bicycle and pedestrian experiences in the area and to gather feedback on possible improvements to bicycle and pedestrian facilities and the Chicago Avenue/Waterman Drive intersection
- Identification of proposed improvements for the study area, the Chicago Avenue/Waterman Drive intersection, and potential trail alignments between the Northend Greenway and the Friendly City Trail
### 1.2 PRINCIPAL FINDINGS
Alignment between the Northend Greenway and the Friendly City Trail
Three potential alignments between the Northend Greenway and the Friendly City Trail were developed as part of this study, along with variations of these alignments. Each alignment would provide a significant north-south connection for those biking and walking. Pursuing any of these three alignments would not only provide improved access to the Northend Greenway and the Friendly City Trail, but other primary destinations such as Eastern Mennonite University, City public schools, commercial and retail services, and many nearby residences.
With the approved rezoning and special-use permit applications of the Quarry Heights property, the City may consider tying the alignment through the development, as conditions of approval included the completion of a shared-use path by the developer, from Waterman Drive to the development's frontage on W Market Street.
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## Chicago Avenue Corridor
The Chicago Avenue corridor should be improved with continuous bicycle-pedestrian facilities from Mt Clinton Pike to Waterman Drive and from Waterman Drive to the shared-use path at the Quarry Heights development. Due to the presence of large concrete utility poles on the NB side of Chicago Avenue, the larger path facility is recommended for the SB portion of Chicago Avenue. The NB side of Chicago Avenue is recommended to be improved with a narrower facility to accommodate the large concrete utility poles that are adjacent to the roadway.
The recommended improvements to Chicago Avenue may be pursued in phases as indicated by the phased planning-level cost estimates in Appendix D.
## Chicago Avenue and Waterman Drive Intersection
Two primary recommendations are provided for the Chicago Avenue and Waterman Drive intersection. To address the skewed intersection geometry and the pattern of angle crashes at this location, an offset intersection could be installed; curb extensions would modify both Waterman Drive approaches to meet Chicago Avenue at a perpendicular (90-degree) angle and improve a driver's field-of-vision from Waterman Drive onto Chicago Avenue. Improving the intersection with curb and gutter would also 'harden' the intersection edges and provide a traffic-calming effect. Moreover, the NB bike lane that ends at Rockingham Drive could be extended to Waterman Drive, where marked crossings could be installed at the time of the intersection improvement.
Alternatively, a peanut roundabout could be pursued at the Chicago Avenue and Waterman Drive intersection. Similarly to the offset intersection, a peanut roundabout would address the visibility issues currently present with the skewed approaches. The peanut roundabout would provide traffic calming as well, forcing drivers to slow down as they approach the roundabout. Compared to the offset intersection, the peanut roundabout would have better capacity for future peak-hour projections, however, the offset intersection would still provide adequate service for the future peak hour.
## W Market Street Crossing
A new crossing of W Market Street adjacent to Thomas Harrison Middle School is needed, along with a trail connection between the crossing and the Friendly City Trail. At this location, W Market Street is a four-lane divided roadway with a posted speed limit of 35 miles per hour and serves approximately 7,800 vehicles per day. It is recommended that a Rectangular Rapid-Flashing Beacon (RRFB) is installed at this midblock crossing to improve motorist yielding and pedestrian safety.
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## LEGEND
VEHICLE/BIKE/PED COUNTS
BIKE/PED COUNTS
CHICAGO AVENUE & SHENANDOAH STREET
CHICAGO AVENUE & GREYSTONE STREET
CHICAGO AVENUE & WATERMAN DRIVE
CHICAGO AVENUE & ROCKINGHAM DRIVE
CHICAGO AVENUE & W GAY STREET
W MARKET STREET & N DOGWOOD DRIVE WESTOVER PARK ENTRANCE & FRIENDLY CITY TRAIL ENTRANCE
W MARKET STREET & TRAIL ENTRANCE
GREYSTONE STREET & COLLEGE AVENUE WOODLEIGH COURT & STUART STREET
EASTERN
MENNONITE
UNIVERSITY
WOODLEIGH COURT
SHENANDOAH STREET
COLLEGE AVENUE
STUART STREET
NORTHEND GREENWAY
THOMAS HARRISON MIDDLE SCHOOL
TIMMONS GROUP
Overview
Chicago Avenue & Waterman Drive Corridor Study
City of Harrisonburg, Virginia
Figure
1
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## 2 INTRODUCTION
At the request of the City of Harrisonburg Department of Public Works, a corridor study was performed for the Chicago Avenue and Waterman Drive project area in the City of Harrisonburg, VA. The project area is bounded by Mt Clinton Pike, the Harrisonburg City limit, Westover Park, and Dogwood Drive.
### 2.1 PROJECT SCOPE
Per the scope of services, the following steps were taken to determine the existing conditions of the roadway segments, to identify where safety and operational improvements may occur, and to assess possible alignments for the Northend Greenway/Friendly City Trail multimodal connector:
- Data Collection – 7-day volume/class/speed tube counts were completed at four (4) locations the week of April 14, 2024. Peak hour (7-9 AM, 11-1 PM, and 4-6 PM) weekday directional turning movement counts performed at four (4) locations. 7-day bicycle and pedestrian counts and observations (5 AM-9 PM) were collected at seven (7) locations.
• Existing Conditions Assessment – Timmons Group evaluated the existing roadway infrastructure to understand the constraints for future improvements.
- Crash Analysis – Using publicly available crash data from VDOT, Timmons Group reviewed and compiled the relevant data within the study area for the period of 2019-2023.
- Operational Analysis – Timmons Group evaluated Chicago Avenue at three (3) intersections and W Market Street at one (1) intersection during the morning (7-9 AM), midday (11-1 PM), and evening (4-6 PM) peak periods under existing conditions (with existing geometry) and 2034 background conditions (with existing geometry and with a roundabout at the Chicago Avenue/Waterman Drive intersection).
Background Traffic Growth – Per Virginia Department of Transportation (VDOT) Pathways for Planning Route Analysis Network, the volume on Chicago Avenue and Waterman Drive have experienced a growth rate of approximately 0.5% from 2021-2023. For conservative estimates, an annual growth rate of 2% was applied to analyze future conditions. 2034 traffic volumes were determined using the adjusted existing traffic counts as well as a 2% background growth rate on all existing intersection movements.
- Conceptual Design – Timmons Group prepared four alternatives for corridor improvements, five alternatives for intersection improvements, and three alignments for the Northend Greenway/Friendly City Trail Connector. The alternatives were narrowed down to the final recommendations following community engagement and ongoing discussion with City Staff.
## ○ Alternative Corridor Improvements
i. Improving SB Chicago Avenue only with a shared-use path
ii. Improving SB Chicago Avenue only with a sidewalk
iii. I'm proving both sides of Chicago Avenue with a shared-use path and a sidewalk
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iv. Improving both sides of Chicago Avenue with a sidewalk and a NB on-road, climbing bike lane
## ○ Alternative Intersection Improvements
i. Peanut Roundabout
ii. Mini Roundabout
iii. Offset Intersection
iv. Curb Extensions
v. Curb Extensions (Removing the EB Slip Lane)
o Alternative Northend Greenway/Friendly City Trail Connector Alignments
i. Alignment A – Along College Avenue and through private property
ii. Alignment B – Along Chicago Avenue and Waterman Drive
iii. Alignment C – Along Woodleigh Court, Stuart Street, and Dogwood Drive
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Legend
S' Existing Road Effective Storage (Feet)
STOP Stop Controlled Intersection
Stop Controlled Approach
Channelization
Lane Configuration
*Per TOSAM, Effective Storage is the length of the full width lane plus 1/2 the length of the taper
NOT TO SCALE
TIMMONS GROUP
Existing Lane Use and Traffic Control
Chicago Avenue & Waterman Drive Corridor Study
City of Harrisonburg, Virginia
Figure 2
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W Market Street
Legend
Existing Road
Effective Storage (Feet)
Signalized Intersection
Channelization
Lane Configuration
*Per TOSAM, Effective Storage is the length of the full width lane plus 1/2 the length of the taper
NOT TO SCALE
TIMMONS GROUP
Existing Lane Use and Traffic Control
Chicago Avenue & Waterman Drive Corridor Study
City of Harrisonburg, Virginia
Figure
3
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## 3 DATA COLLECTIVE ON
### 3.1 7-DAY VOLUME/CLASS/SPEED TUBE COUNTS
Data collection was completed with 7-day tube counts at 4 locations during the week of April 14, 2024. This data collection effort included vehicle classification, direction, speed, and volume, and within the study area:
1. Chicago Avenue – From Mt Clinton Pike to Waterman Drive
2. Waterman Drive – From Chicago Avenue to US Route 33 Market Street
3. Greystone Street – From Chicago Avenue to College Avenue
4. College Avenue – From Shenandoah Street to Mt Clinton Pike
### 3.2 PEAK-HOUR TURNING-MOVEMENT COUNTS
Data collection was completed with peak-hour (7-9 AM, 11-1 PM, and 4-6 PM) directional turning-movement counts at four (4) locations on Tuesday, April 16, 2024. This data collection effort included vehicle classification, direction, and pedestrian/bicycle counts:
○ Chicago Avenue at Greystone Street
○ US Route 33 Market Street at Dogwood Drive
○ Chicago Avenue at Shenandoah Street
○ Chicago Avenue at Waterman Drive
A copy of the collected traffic data is contained in Appendix A.
### 3.3 7-DAY BICYCLE & PEDESTRIAN COUNTS & OBSERVATIONS
Data collection was completed with 7-day counts and observations (from 5 AM-9 PM) during the week of April 14, 2024. This data collection effort included vehicle classification, direction, and pedestrian/bicycle counts at seven (7) locations:
1. Chicago Avenue at Shenandoah Street
2. Chicago Avenue at Rockingham Drive
3. Chicago Avenue at Gay Street
4. Market Street at the Westover Park Entrance
5. Market Street near Thomas Harrison Middle School
6. Greystone Street at College Avenue
7. Woodleigh Court at Stuart Street
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NOTE: Figure shows day of highest total volume for each intersection. See Figure 6 for volume averages
NOT TO SCALE
| [F2]L | 2024 Existing Pedestrian Traffic Volumes (Total) Chicago Avenue & Waterman Drive Corridor Study City of Harrisonburg, Virginia | Figure 4 |
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NOT TO SCALE
| [F2] TIMMONS GROUP | 2024 Existing Bicycle Traffic Volumes (Total) Chicago Avenue & Waterman Drive Corridor Study City of Harrisonburg, Virginia | Figure 5 |
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| Pedestrian |
| Max Daily | Weekday Daily Avg | Weekend Daily Avg | Overall Daily Avg |
| A | Chicago and Shenandoah | 84 | 63 | 76 | 67 |
| B | Chicago and Rockingham | 160 | 131 | 151 | 137 |
| C | Chicago and Gay | 198 | 174 | 154 | 168 |
| D | Market and Westover Park | 102 | 77 | 95 | 82 |
| E | Market near Thomas Harrison MS | 89 | 66 | 58 | 63 |
| F | Greystone and College | 151 | 135 | 122 | 131 |
| G | Woodleigh and Stuart | 69 | 55 | 43 | 52 |
| Bikes |
| Max Daily | Weekday Daily Avg | Weekend Daily Avg | Overall Daily Avg |
| A | Chicago and Shenandoah | 95 | 71 | 43 | 63 |
| B | Chicago and Rockingham | 136 | 117 | 100 | 108 |
| C | Chicago and Gay | 127 | 76 | 110 | 86 |
| D | Market and Westover Park | 136 | 49 | 102 | 64 |
| E | Market near Thomas Harrison MS | 68 | 52 | 34 | 47 |
| F | Greystone and College | 72 | 51 | 51 | 51 |
| G | Woodleigh and Stuart | 47 | 19 | 24 | 21 |
| Weekend | |
Weekday
TIMMONS GROUP
2024 Bike/Pedestrian Traffic Volumes Summary (Total)
Chicago Avenue & Waterman Drive Corridor Study
City of Harrisonburg, Virginia
Figure 6
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### 3.4 SPEED DATA ASSESSMENT
The collected tube count data was assessed to determine whether drivers are speeding in the study area and to what extent they are speeding. Speed data was collected at the following four (4) locations: Chicago Avenue, with a posted speed limit of 25 mph, Waterman Drive, with a posted speed limit of 35 MPH, Greystone Street, with a posted speed limit of 25 mph, and College Avenue, with a posted speed limit of 25 mph. A summary of the vehicle speeds is shown in Table 3-1, Table 3-2, Table 3-3, and Table 3-4.
The VDOT Road Design Manual classifies roadways with speeds of 45 MPH or less as low-speed roadways that are typically designed for speeds equal to the posted speed limit.
Table 3-1: Chicago Avenue Speed Data
| Chicago Avenue | 25 MPH |
| Location | Mt. Clinton Pike to Waterman Drive |
| Direction | NB | SB |
| 85th Percentile Speed | 33 | 32 |
| 95th Percentile Speed | 35 | 35 |
| Average Speed | 28.3 | 28 |
| 10 MPH Pace Speed | 25-34 | 25-34 |
| Percent of Vehicles in Pace | 72.3% | 67.5% |
| Percent of Vehicles > 25 MPH | 78.8% | 74.7% |
Table 3-2: Waterman Drive Speed Data
| Waterman Drive | 35 MPH |
| Location | W Market Street to Chicago Avenue |
| Direction | WB | EB |
| 85th Percentile Speed | 41 | 42 |
| 95th Percentile Speed | 45 | 45 |
| Average Speed | 36.6 | 36.8 |
| 10 MPH Pace Speed | 30-39 | 30-39 |
| Percent of Vehicles in Pace | 66.3% | 66.0% |
| Percent of Vehicles > 35 MPH | 62.4% | 65.1% |
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Table 3-3: College Avenue Speed Data
| College Avenue | 25 MPH |
| Location | Mt. Clinton Pike to Shenandoah Street |
| Direction | NB | SB |
| 85th Percentile Speed | 28 | 29 |
| 95th Percentile Speed | 31 | 32 |
| Average Speed | 22.6 | 22.5 |
| 10 MPH Pace Speed | 20-29 | 20-29 |
| Percent of Vehicles in Pace | 64.1% | 60.6% |
| Percent of Vehicles > 25 MPH | 34.5% | 35.5% |
Table 3-4: Greystone Street Speed Data
| Greystone Street | 25 MPH |
| Location | College Avenue to Chicago Avenue |
| Direction | WB | EB |
| 85th Percentile Speed | 33 | 32 |
| 95th Percentile Speed | 36 | 36 |
| Average Speed | 26.5 | 26.1 |
| 10 MPH Pace Speed | 20-29 | 20-29 |
| Percent of Vehicles in Pace | 57.4% | 60.9% |
| Percent of Vehicles > 25 MPH | 62.5% | 58.6% |
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### 3.5 HEAVY VEHICLE TRAFFIC
The collected tube count data was assessed to determine the proportion of heavy vehicle traffic on Chicago Avenue, Waterman Drive, College Avenue, and Greystone Street. A summary of heavy vehicle traffic is shown in Table 3-5, Table 3-6, Table 3-7, and Table 3-8.
Table 3-5: Chicago Avenue Heavy Vehicle Traffic Data
| Chicago Avenue | Number of HV | % of HV |
| Mt. Clinton Pike to Waterman Drive |
| NB HV Weekday Average | 83 | 4% |
| SB HV Weekday Average | 72 | 3% |
| | |
| NB HV Weekend Average | 14 | 1% |
| SB HV Weekend Average | 17 | 1% |
Table 3-6: Waterman Drive Heavy Vehicle Traffic Data
| Waterman Drive | Number of HV | % of HV |
| W Market Street to Chicago Avenue |
| EB HV Weekday Average | 74 | 4% |
| WB HV Weekday Average | 77 | 4% |
|
| EB HV Weekend Average | 10 | 1% |
| WB HV Weekend Average | 13 | 1% |
Table 3-7: College Avenue Heavy Vehicle Traffic Data
| College Avenue | Number of HV | % of HV |
| Mt. Clinton Pike to Shenadoah Street |
| NB HV Weekday Average | 3 | 1% |
| SB HV Weekday Average | 6 | 2% |
|
| NB HV Weekend Average | 1 | 0.3% |
| SB HV Weekend Average | 5 | 2% |
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Table 3-8: Greystone Street Heavy Vehicle Traffic Data
| Greystone Street | Number of HV | % of HV |
| College Avenue to Chicago Avenue |
| EB HV Weekday Average | 14 | 2% |
| WB HV Weekday Average | 4 | 1% |
|
| EB HV Weekend Average | 1 | 0.2% |
| WB HV Weekend Average | 0 | 0% |
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## 4 EXI STI NG DATA REVI EW
Existing conditions and historical count data were assessed to determine suitable alignments for a bicycle and pedestrian connection between the Northend Greenway along Mt. Clinton Pike and the Friendly City Trail at Westover Park to the south.
### 4.1 CITY OF HARRISONBURG PLANS
With their Comprehensive Plan (2018, amended 2022) and Bicycle & Pedestrian Plan (2017), the City of Harrisonburg has formally incorporated multimodal transportation goals into their City plans.
The Comprehensive Plan seeks to serve all modes of traveling. The Plan acknowledges that although the Downtown area has established pedestrian infrastructure, network improvements to the surrounding area should be pursued to connect new walking and cycling facilities. Chicago Avenue, and the Chicago Avenue & Waterman Drive intersection are specifically identified within the Street Improvement Plan (SIP). The SIP identifies locations with safety, congestion, operational, bicycle-pedestrian, and land use needs. For Chicago Avenue, the SIP describes a need to address safety, congestion mitigation or alternative routes, and bicycle-pedestrian infrastructure; the SIP suggests widening Chicago Avenue to three lanes with sidewalk on one side and a shared-use path on the other side, from Mt Clinton Pike to West Gay Street. For Chicago Avenue & Waterman Drive, the SIP specifies a safety issue, with the recommendation to construct a roundabout.
The Bicycle & Pedestrian Plan provides a focused analysis on and priorities for improving active transportation in the City. The Bicycle & Pedestrian Plan describes that the ability to walk and bike increases quality of life, expands commuting choices and recreational activities, provides a sense of community and place, and encourages independence for both younger and older residents, those with disabilities, and other individuals that do not drive. Furthermore, bicycle tourism is a major economic driver for the Central Shenandoah Valley. Through the Bicycle & Pedestrian Plan, a prioritization methodology was applied, following data collection, community and stakeholder engagement, and connectivity and equity analysis.
Identified priorities for pedestrian segments that may be applicable to this corridor study are as follows (order of priority):
• Chicago Avenue (from Mt Clinton Pike to Rockingham Drive)
• Mt Clinton Pike (from College Avenue to Virginia Avenue) – recently completed
Hillside Avenue (from Greystone Street to its terminus)
- S Dogwood Drive (from W Market Street to Hidden Creek Lane)
• Waterman Drive (from Chicago Avenue to W Market Street)
• Greystone Street (from Smith Avenue to Chicago Avenue)
• 3rd Street (from Stuart Street to N Dogwood Drive)
• Smith Avenue (from existing sidewalk to Mt Clinton Pike)
• Greystone Street (entire length)
• Shenandoah Street (from College Avenue to Chicago Avenue)
• Stuart Street (from Taliaferro Drive to 3rd Street)
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Identified priorities for pedestrian intersections that may be applicable to this corridor study are as follows (order of priority):
• Chicago Avenue & Waterman Drive
Mt Clinton Pike & College Avenue
Mt Clinton Pike & Chicago Avenue
Mt Clinton Pike & Summit Avenue
Identified priorities for bicycle segments that may be applicable to this corridor study are as follows (order of priority):
• Waterman Drive (from Chicago Avenue to W Market Street)
- W Market Street (from West City Limits to Market Street)
• Chicago Avenue (from Mt Clinton Pike to Rockingham Drive)
Mt Clinton Pike (from West City Limits to Chicago Avenue/Park Road)
Identified priorities for shared-use paths that may be applicable to this corridor study are as follows (order of priority):
- W Market Street (from Dogwood Drive to Westover Park Entrance)
• Trail Connection: Woodleigh Court Terminus (to Mt Clinton Pike)
### 4.2 EXISTING CONDITIONS ASSESSMENT
The roadway segments in the study area were assessed in the field to understand various design constraints inclusive of existing geometry, speed limits, parking allowances, and presence of bus stops or bicycle accommodations.
Chicago Avenue is a two-lane, undivided facility with a posted speed limit of 25 MPH and is classified as a major collector road, as defined by the 2022 VDOT Approved Functional Classification Map. According to 2022 VDOT ADT, Chicago Avenue has a volume of approximately 4,700 vehicles per day. There is an existing Harrisonburg Department of Public Transportation route through the corridor between Mt. Clinton Pike and Waterman Drive, with three bus stops northbound. Chicago Avenue primarily has a grass ditch section without curb and gutter and on-street parking is prohibited. This roadway primarily serves residential and commercial uses and provides access to Waterman Elementary School and Morrison Park. There are frequent driveway and commercial entrances along both sides of the street. Additionally, there are large utility poles present along the eastern side of Chicago Avenue.
Chicago Avenue has varied, incomplete bicycle and pedestrian facilities through the corridor. There is a short length of a 5' asphalt path, a short length of a 5' concrete sidewalk, and a 10' shared-use path between Greystone Street and Waterman Drive, approximately 280 linear feet, all on the west side. Notably, there is an on-street two-way bike lane with a painted buffer south of the Chicago Avenue/Waterman Drive intersection. There is an existing 10' shared-use path to the west, initially along the north side of Rockingham Drive and continuing along the Rockingham Drive right-of-way or "paper street" to Dogwood Drive and 3rd Street.
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Waterman Drive is a two-lane, undivided facility with a posted speed limit of 35 MPH and is classified as a major collector road, as defined by the 2022 VDOT Approved Functional Classification Map. From its intersection with W Market Street to its northern terminus, Waterman Drive serves approximately 3,400 vehicles per day, per 2022 VDOT ADT data. The study area limits are between West Market Street and Chicago Avenue, where on-street parking is not permitted, and the roadway is mostly a grass ditch section without curb and gutter. This segment of Waterman Drive primarily serves a commercial corridor, with businesses largely located on the eastern side of the street. There are several commercial entrances along this eastern side of Waterman with occasional curb and gutter or paved shoulder. There are large utility poles present along the east side of Waterman Drive.
College Avenue is a local, two-lane undivided facility with a posted speed limit of 25 MPH. On-street parking is permitted on both sides of the street. The segment of College Avenue from Mt. Clinton Pike to Shenandoah Street features curb and gutter on both sides and sidewalk and planting buffer on the western side; the sidewalk terminates approximately 60' north of its intersection with Shenandoah Street. Between Shenandoah Street and Greystone Street, the road features a primarily a rural grass ditch section, without sidewalks. College Avenue serves as local access for residents and the street features driveways on both sides of the street.
Greystone Street is a local, two-lane undivided facility with a posted speed limit of 25 MPH. On-street parking is permitted on both sides of the street. From College Avenue to Chicago Avenue, there is some curb and gutter present, but primarily features a rural grass ditch section. There are a mix of residential and commercial uses on Greystone Street; the roadway serves a few residential driveways, several commercial entrances, and access to other local residential streets, such as College Avenue. There are utility poles along the southern side and one short segment of sidewalk along a commercial frontage on the southern side; otherwise, the roadway does not have active transportation facilities.
A summary of the existing conditions on each of the four roadway typical sections is shown in Table 4-1.
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| Roadway Typical Section | Parking | Bus Stops | Sidewalk | Bicycle Accommodations | Approximate ROW |
| Chicago Avenue
Mt. Clinton Pike to Waterman Drive | No | Yes;
3 HDPT Route 5
northbound stops | 325 LF of 5'
asphalt path (west side)
75 LF of 5'
sidewalk (west side)
280 LF of 10'
multituse path (west side) | 325 LF of 5' asphalt path (west side)
280 LF of 10' multituse path (west side) | 36' Large utility poles present along east side of Chicago Avenue |
| Waterman Drive
Chicago Avenue to W Market Street | No | No | 100 LF of 5' sidewalk (both sides around W Market Street intersection) | No | 52' Large utility poles present along south side of Waterman Drive |
| College Avenue
Mt. Clinton Pike to Greystone Street | Yes, both sides | No | Yes (west side), ends 60' north of Shenandoah Street intersection | No | 42' |
| Greystone Street
College Avenue to Chicago Avenue | Yes, both sides | No | 270 LF of 5' sidewalk (south side) | No; signage present to share road with cyclists | 40' |
| Roadway Typical Section | Number of Lanes | Posted Speed Limit (mph) | Minimum Pavement Width (ft) | Gutter Pan Width (ft) | Median |
| Chicago Avenue
Mt. Clinton Pike to Waterman Drive | 2 | 25 mph | 26' | No | No |
| Waterman Drive
Chicago Avenue to W Market Street | 2 | 35 mph | 28' | No | No |
| College Avenue
Mt. Clinton Pike to Greystone Street | 2 | 25 mph | 29' | 2' | No |
| Greystone Street
College Avenue to Chicago Avenue | 2 | 25 mph | 20' | 2', infrequent | No |
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Figure 7: Chicago Avenue and Waterman Drive Corridor – Crash Heat Map
A crash analysis was completed using publicly available VDOT crash data for a five-year period from 2019 to 2023. A summary of the crash data for Chicago Avenue, Waterman Drive, and W Market Street is presented herein. Crashes were summarized by collision type, surface conditions, and light condition to analyze suitable paths and accommodations for a bicycle and pedestrian connection.
CRASH ANALYSIS
===== PAGE 25 =====
### 5.1 CHICAGO AVENUE CRASH ANALYSIS
The VDOT crash data set indicates that 16 crashes occurred on Chicago Avenue, from Mt. Clinton Pike to Waterman Drive, during the five-year study period. None of the crashes along Chicago Avenue struck pedestrians or bicyclists, however, bicycle crashes did occur at the Chicago Avenue/Waterman Drive intersection. It appears that there are about four crashes per year on Chicago Avenue, except for in 2022, which had only two crashes.
Angle crashes were the most common crash type during the study period, approximately 38% of all reported crashes. Following the angle crashes, rear end crashes comprised of approximately 19% of all reported crashes.
It should be noted that 12 crashes of the combined 26 crashes on Chicago Avenue and Waterman Drive took place within 250' of the Chicago Avenue/Waterman Drive intersection, including two collisions with bicyclists.
Compared to the statewide percentages, the proportion of angle crashes is similar for other major collector roadways in Virginia, whereas the proportion of rear ends is lower.
Figure 8: Chicago Avenue – Crash Summary by Collision Type
===== PAGE 26 =====
When observing the driving conditions of the reported crashes, approximately 69% of crashes occurred in the daylight and on a dry roadway surface. Four crashes occurred at dark; however, it is noted that there is existing lighting along the roadway. Figures 9 and 10 show the summary of crashes by surface and lighting conditions.
Figure 9: Chicago Avenue – Crash Summary by Roadway Surface Conditions
Figure 10: Chicago Avenue – Crash Summary by Light Conditions
===== PAGE 27 =====
### 5.2 WATERMAN DRIVE CRASH ANALYSIS
The VDOT crash data set indicates that 10 crashes occurred on Waterman Drive, from Chicago Avenue to W Market Street, during the five-year study period. Again, it should be noted that 12 of the combined 26 crashes on Chicago Avenue and Waterman Drive took place within 250' of the Chicago Avenue/Waterman Drive intersection, including two collisions with bicyclists. The crash reports for these incidents are coded as angle or other; if the two collisions had been coded as a bicyclist crash, these would consist of 20% of all crashes on Waterman Drive.
None of the crashes on Waterman Drive struck pedestrians. Crash rate seems to vary from year-to-year, with no crashes taking place in 2019, two crashes in 2020, two crashes in 2021, four crashes in 2022, and two crashes in 2023. The most common crash type during the study period were fixed object, off-road collisions, consisting of 50% of total crashes. The rate of fixed object – off-road crashes is significantly higher compared to the statewide average for this crash type.
Figure 11: Waterman Drive – Crash Summary by Collision Type
===== PAGE 28 =====
Approximately 60% of crashes occurred in the daylight and on a dry roadway surface, although of those six daylight crashes, only four of these crashes occurred on a dry surface. Of the total ten crashes, 50% of the collisions occurred on a wet surface. Three crashes occurred at dark; however, it is noted that there is existing lighting along the roadway. Figures 12 and 13 show the summary of crashes by surface and lighting conditions.
Figure 12: Waterman Drive – Crash Summary by Roadway Surface Conditions
Figure 13: Waterman Drive – Crash Summary by Light Conditions
===== PAGE 29 =====
### 5.3 W MARKET STREET CRASH ANALYSIS
According to the VDOT crash data set, 34 crashes occurred on W Market Street, from Westfield Court (Thomas Harrison Middle School entrance) to Dogwood Drive, during the five-year study period. One of these crashes struck a bicyclist; this crash occurred at the entrance of the Harrisonburg 24/7 Family Fitness Center, with the driver making a left-out onto W Market Street. There were no crashes from 2019-2023 that involved pedestrians along this corridor. Crash rate seems to vary from year-to-year, with five crashes occurring in 2019, seven crashes in 2020, three crashes in 2021, ten crashes in 2022, and nine crashes in 2023. The most common crash type during the study period were angle collisions, comprising approximately 38% of crashes, about 5% more than the statewide average.
Figure 14: W Market Street – Crash Summary by Year
Figure 15: W Market Street – Crash Summary by Collision Type
===== PAGE 30 =====
Figure 17: W Market Street – Crash Summary by Light Conditions
Figure 16: W Market Street – Crash Summary by Roadway Surface Conditions
Most crashes occurred during the day, approximately 79%. Seven of the crashes occurred when it was dark, however, the road is lighted through this segment of W Market Street. Most crashes occurred on dry surfaces (94%).
===== PAGE 31 =====
## 6 OPERATI ONAL ANALYSIS
The operations within the study-area network were analyzed for 2024 Existing Conditions (with existing geometry) and 2034 Background Conditions. Future traffic volumes were determined using the adjusted existing traffic counts and a 2% background growth rate on all existing intersection movements. Additionally, a roundabout improvement is evaluated at the Chicago Avenue and Waterman Drive intersection. This process allowed for capacity and queuing comparison between the scenarios to determine alignments and accommodations for bicycle and pedestrian movement through the corridor, as well as analyzing roundabout operations at a future time.
At the time of this analysis, the rezoning and special-use permit applications to redevelop the former quarry property, tax parcel 36-T-1, 36-T-5, 37-C-3, 37-C-2, and 37-G-9, are now approved. These parcels are located on the western side of Waterman Drive. At full buildout, the development Quarry Heights could provide a residential density of 6 units per acre, or over 900 units. These units would be a mixture of townhomes and multifamily units. The traffic impact analysis (TIA) accompanying the approved application indicates that utilizing an overall background growth rate of 2% for this operational analysis would generally capture the traffic impacts of the development's full build-out. To be additionally conservative in our estimates, trip generation of specific movements from Quarry Heights' full build-out was incorporated into the analysis of the Chicago Avenue and Waterman Drive intersection, specifically the EB Waterman Drive left and right movements and the SB Chicago Avenue right movement. It should be noted that the midday peak does not incorporate any Quarry Heights' trip generation as this data was not provided with the TIA.
===== PAGE 32 =====
### 6.1 OPERATIONAL ANALYSIS METHODOLOGIES
## Capacity Analyses
Capacity analyses allow traffic engineers to determine the impacts of traffic on the surrounding roadway network. The Transportation Research Board's (TRB) Highway Capacity Manual (HCM) methodologies govern how the capacity analyses are conducted and how the results are interpreted. There are six letter grades of Levels of Service (LOS) from A to F, with LOS A representing the best operating conditions and LOS F representing the worst operating conditions.
For signalized and unsignalized intersections, LOS is defined in terms of delay, a measure of driver discomfort, frustration, fuel consumption, and lost travel time. Table 6-1 summarizes the delay associated with each LOS category:
Table 6-1: Level of Service Criteria
| Signalized Intersections | Unsignalized Intersections |
| Level of Service | Control Delay per Vehicle (sec/veh) | Level of Service | Average Control Delay (sec/veh) |
| A | ≤ 10 | A | 0 to 10 |
| B | > 10 to ≤ 20 | B | > 10 to ≤ 15 |
| C | > 20 to ≤ 35 | C | > 15 to ≤ 25 |
| D | > 35 to ≤ 55 | D | > 25 to ≤ 35 |
| E | > 55 to ≤ 80 | E | > 35 to ≤ 50 |
| F | > 80 | F | > 50 |
Source: Exhibit 16-2 and Exhibit 17-2 from
TRB's "Highway Capacity Manual 2000"
Generally, the standard acceptable minimum for the overall intersection is LOS D, while the standard acceptable minimum for an individual traffic movement is LOS E.
I he Chicago Avenue and Waterman Drive corridor was analyzed using both the existing geometry and with proposed intersection improvements. The intersections were analyzed using SYNCHRO based on Highway Capacity Manual 2000 methodologies. Capacity analysis was performed with the following assumptions:
Level terrain;
• 12-foot lane widths;
No parking activity or bus stops;
Existing peak-hour factor as determined by the traffic counts (by intersection) for existing scenario;
===== PAGE 33 =====
- The higher of the existing peak-hour factor as determined by traffic counts or a peak-hour factor of 0.92 for future scenarios;
Heavy-vehicle percentage as determined by the traffic counts (by movement)
## Queuing Analysis
Queuing analysis allows traffic engineers to identify where vehicles queue are not adequately accommodated by existing storage bays and impact adjacent travel lanes.
Queuing analyses were conducted using both the HCM 2000 methodology (as calculated by SYNCHRO) and SimTraffic simulations. The Synchro 95th percentile queue is the maximum back of queue for a particular lane within a lane group considering 95th percentile traffic volumes. The SimTraffic maximum queues are the average maximum queues after 10 runs of 60 minutes each.
Note that it is possible for the 95th percentile queue to be higher than the SimTraffic maximum queue due to the method in which each software calculates its respective value. The 95th percentile queue is based on an HCM formula while the SimTraffic maximum queue varies based on simulation results.
### 6.2 2024 EXISTING CONDITIONS ANALYSIS
Table 6-2 summarizes the 2024 existing intersection LOS, delay, 95th 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.
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.
As shown in Table 6-2, the analysis results of 2024 existing conditions indicate:
- 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).
- At the unsignalized intersection of (3) Chicago Avenue/Waterman Drive, all movements operate at a LOS C or better during all peak hours.
During the midday peak hour, the EB right exceeds the available storage length.
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.
- 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.
===== PAGE 34 =====
Table 6-2: LOS, Delay and Queue Length Summary 2024 Existing Conditions
SYNCHRO CAPACITY ANALYSES - Delay, LOS, and Maximum Queue Length Summary Existing Weekday 2024
| Intersection and Type of Control | Movement and Approach | Turn Lane Storage (ft) | AM PEAK HOUR | PM PEAK HOUR | MIDDAY PEAK HOUR |
| Delay1 (sec/veh) | LOS1 | HCS 95th Percentile Queue Length (ft) | Simulated Maximum Queue Length (ft) | Delay1 (sec/veh) | LOS1 | HCS 95th Percentile Queue Length (ft) | Simulated Maximum Queue Length (ft) | Delay1 (sec/veh) | LOS1 | HCS 95th Percentile Queue Length (ft) | Simulated Maximum Queue Length (ft) |
| 1. Chicago Avenue (N-S) at Shenandoah Street (E-W) Unsignalized | EB Left/Thru/Right | | 10.1 | B | 2 | 45 | 11.1 | B | 3 | 30 | 10.0 | B | 3 | 28 |
| EB Approach | | 10.1 | B | 2 | - | 11.1 | B | 3 | - | 10.0 | B | 3 | - |
| WB Left/Thru/Right | | 0.0 | A | 0 | 0 | 13.2 | B | 2 | 35 | 11.9 | B | 1 | 35 |
| WB Approach | | 0.0 | A | 0 | - | 13.2 | B | 2 | - | 11.9 | B | 1 | - |
| NB Left/Thru/Right | | 0.5 | A | 1 | 26 | 1.1 | A | 2 | 51 | 0.6 | A | 1 | 36 |
| NB Approach | | 0.5 | - | 1 | - | 1.1 | - | 2 | - | 0.6 | - | 1 | - |
| SB Left/Thru/Right | | 0.2 | A | 0 | 26 | 0.2 | A | 0 | 16 | 0.0 | | 0 | - |
| SB Approach | | 0.2 | - | 0 | - | 0.2 | - | 0 | - | 0.0 | - | 0 | - |
| 2. Chicago Avenue (N-S) at Greystone Street (E-W) Unsignalized | EB Left/Thru/Right | | 9.7 | A | 7 | 42 | 11.5 | B | 9 | 48 | 10.0 | B | 6 | 42 |
| EB Approach | | 9.7 | A | 7 | - | 11.5 | B | 9 | - | 10.0 | B | 6 | - |
| NB Left/Thru/Right | | 1.6 | A | 2 | 53 | 2.8 | A | 7 | 79 | 2.1 | A | 4 | 54 |
| NB Approach | | 1.6 | | 2 | - | 2.8 | | 7 | - | 2.1 | | 4 | - |
| SB Left/Thru/Right | | 0.0 | | 0 | 0 | 0.0 | | 0 | 2 | 0.0 | | 0 | - |
| SB Approach | | 0.0 | | 0 | - | 0.0 | | 0 | - | 0.0 | | 0 | - |
| 3. Chicago Avenue (N-S) at Waterman Drive Unsignalized | EB Left/Thru | | 12.9 | B | 15 | 75 | 19.8 | C | 49 | 121 | 13.0 | B | 21 | 72 |
| EB Right | 50 | 12.9 | B | 15 | 43 | 19.8 | C | 49 | 49 | 13.0 | B | 21 | 60 |
| EB Approach | | 12.9 | B | 15 | - | 19.8 | C | 49 | - | 13.0 | B | 21 | - |
| WB Left/Thru/Right | | 11.4 | B | 4 | 46 | 14.8 | B | 8 | 57 | 10.1 | B | 2 | 31 |
| WB Approach | | 11.4 | B | 4 | - | 14.8 | B | 8 | - | 10.1 | B | 2 | - |
| NB Left/Thru/Right | | 2.1 | A | 2 | 49 | 1.0 | A | 2 | 75 | 1.3 | A | 2 | 42 |
| NB Approach | | 2.1 | | 2 | - | 1.0 | | 2 | - | 1.3 | | 2 | - |
| SB Left/Thru/Right | | 0.2 | A | 0 | 12 | 0.6 | A | 1 | 40 | 0.5 | A | 1 | 24 |
| SB Approach | | 0.2 | | 0 | - | 0.6 | | 1 | - | 0.5 | | 1 | - |
| 4. W Market Street (E-W) at Dogwood Drive (N-S) Signalized | EB Left/Thru | | 8.3 | A | 82 | 130 | 10.0 | B | 62 | 128 | 9.3 | A | 41 | 113 |
| EB Thru/Right | | 8.3 | A | 82 | 98 | 10.0 | B | 62 | 103 | 9.3 | A | 41 | 86 |
| EB Approach | | 8.3 | A | 82 | - | 10.0 | B | 62 | - | 9.3 | A | 41 | - |
| WB Left/Thru | | 7.7 | A | 59 | 120 | 10.7 | B | 81 | 153 | 9.3 | A | 42 | 118 |
| WB Thru/Right | | 7.7 | A | 59 | 58 | 10.7 | B | 81 | 121 | 9.3 | A | 42 | 61 |
| WB Approach | | 7.7 | A | 59 | - | 10.7 | B | 81 | - | 9.3 | A | 42 | - |
| NB Left/Thru | | 24.3 | C | 54 | 91 | 10.2 | B | 55 | 94 | 9.0 | A | 32 | 91 |
| NB Approach | | 23.6 | C | 54 | - | 9.8 | A | 55 | - | 8.8 | A | 32 | - |
| NB Right | 100 | 21.9 | C | 0 | 46 | 8.2 | A | 12 | 54 | 8.2 | A | | 45 |
| SB Left/Thru/Right | | 27.5 | C | 25 | 60 | 8.4 | A | 17 | 61 | 8.3 | A | 13 | 48 |
| SB Approach | | 27.5 | C | 25 | - | 8.4 | A | 17 | - | 8.3 | A | 13 | - |
===== PAGE 35 =====

Legend
00 (00) [00] AM (PM) [Midday] Peak Hour
Existing Road
S' Effective Storage (Feet)
STOP Stop Controlled Intersection
Stop Controlled Approach
Channelization
Lane Configuration
*Per TOSAM, Effective Storage is the length of the full width lane plus 1/2 the length of the taper
NOT TO SCALE

2024 Existing Peak Hour Traffic Volumes
Chicago Avenue & Waterman Drive Corridor Study
City of Harrisonburg, Virginia
TIMMONS GROUP
Figure 18
===== PAGE 36 =====

Legend
00 (00) [00] AM (PM) [Midday] Peak Hour
Existing Road
S' Effective Storage (Feet)
Signalized Intersection
Channelization
Lane Configuration
*Per TOSAM, Effective Storage is the length of the full width lane plus 1/2 the length of the taper
NOT TO SCALE
TIMMONS GROUP
2024 Existing Peak Hour Traffic Volumes
Chicago Avenue & Waterman Drive Corridor Study
City of Harrisonburg, Virginia
Figure 19
===== PAGE 37 =====
### 6.3 2034 BACKGROUND ANALYSIS
Table 6-3 summarizes the 2034 background conditions intersection LOS, delay, 95th 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.
Per VDOT Pathways for Planning Route Analysis Network, the volumes on Chicago Avenue and Waterman Drive have experienced a growth rate of approximately 0.5% from 2021-2023. For conservative estimates, an annual growth rate of 2% was applied in the background projects. The 2% annual growth rate was compounded annually for the ten-year period from 2024 to 2034 and applied to all movements at the study intersections. As noted above, to be additionally conservative in our estimates, trip generation of specific movements from Quarry Heights' full build-out was incorporated into the analysis of the Chicago Avenue and Waterman Drive intersection, specifically the EB Waterman Drive left and right movements and the SB Chicago Avenue right movement. It should be noted that the midday peak does not incorporate any Quarry Heights' trip generation as this data was not provided with the TIA.
As shown in Table 6-3, the 2034 background traffic is anticipated to continue operating at somewhat similar service operations:
- 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).
- At the unsignalized intersection of (3) Chicago Avenue/Waterman Drive, all movements operate at a LOS E or better during all peak hours.
During the PM peak hour, the EB left/thru and EB right movements operate at a LOS E.
During the midday peak hour, the EB right exceeds the available storage length (50').
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.
- 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.
===== PAGE 38 =====
Table 6-3: LOS, Delay and Queue Length Summary 2034 Background Conditions
SYNCHRO CAPACITY ANALYSES - Delay, LOS, and Maximum Queue Length Summary
Background Weekday 2034
| Intersection and Type of Control | Movement and Approach | Turn Lane Storage (ft) | AM PEAK HOUR | PM PEAK HOUR | MIDDAY PEAK HOUR |
| Delay1 (sec/veh) | LOS1 | HCS 95th Percentile Queue Length (ft) | Simulated Maximum Queue Length (ft) | Delay1 (sec/veh) | LOS1 | HCS 95th Percentile Queue Length (ft) | Simulated Maximum Queue Length (ft) | Delay1 (sec/veh) | LOS1 | HCS 95th Percentile Queue Length (ft) | Simulated Maximum Queue Length (ft) |
| 1. Chicago Avenue (N-S) at Shenandoah Street (E-W) Unsignalized | EB Left/Thru/Right | | 10.5 | B | 3 | 48 | 11.8 | B | 4 | 38 | 10.2 | B | 3 | 31 |
| EB Approach | | 10.5 | B | 3 | - | 11.8 | B | 4 | - | 10.2 | B | 3 | - |
| WB Left/Thru/Right | | 0.0 | A | 0 | 0 | 14.4 | B | 3 | 38 | 12.2 | B | 1 | 31 |
| WB Approach | | 0.0 | A | 0 | - | 14.4 | B | 3 | - | 12.2 | B | 1 | - |
| NB Left/Thru/Right | | 0.5 | A | 1 | 36 | 1.2 | A | 2 | 70 | 0.6 | A | 1 | 37 |
| NB Approach | | 0.5 | - | 1 | - | 1.2 | - | 2 | - | 0.6 | - | 1 | - |
| SB Left/Thru/Right | | 0.2 | A | 0 | 42 | 0.2 | A | 0 | 33 | 0.0 | | 0 | 3 |
| SB Approach | | 0.2 | - | 0 | - | 0.2 | - | 0 | - | 0.0 | - | 0 | - |
| 2. Chicago Avenue (N-S) at Greystone Street (E-W) Unsignalized | EB Left/Thru/Right | | 10.0 | B | 9 | 55 | 12.6 | B | 12 | 51 | 10.2 | B | 7 | 40 |
| EB Approach | | 10.0 | B | 9 | - | 12.6 | B | 12 | - | 10.2 | B | 7 | - |
| NB Left/Thru/Right | | 1.6 | A | 3 | 61 | 3.1 | A | 8 | 87 | 2.1 | A | 4 | 66 |
| NB Approach | | 1.6 | | 3 | - | 3.1 | | 8 | - | 2.1 | | 4 | - |
| SB Left/Thru/Right | | 0.0 | | 0 | 0 | 0.0 | | 0 | 6 | 0.0 | | 0 | 2 |
| SB Approach | | 0.0 | | 0 | - | 0.0 | | 0 | - | 0.0 | | 0 | - |
| 3. Chicago Avenue (N-S) at Waterman Drive Unsignalized | EB Left/Thru | | 16.1 | C | 43 | 100 | 39.4 | E | 146 | 169 | 14.3 | B | 28 | 86 |
| EB Right | 50 | 16.1 | C | 43 | 44 | 39.4 | E | 146 | 50 | 14.3 | B | 28 | 55 |
| EB Approach | | 16.1 | C | 43 | - | 39.4 | E | 146 | - | 14.3 | B | 28 | - |
| WB Left/Thru/Right | | 12.7 | B | 6 | 49 | 17.8 | C | 12 | 58 | 10.7 | B | 3 | 37 |
| WB Approach | | 12.7 | B | 6 | - | 17.8 | C | 12 | - | 10.7 | B | 3 | - |
| NB Left/Thru/Right | | 2.2 | A | 3 | 63 | 1.2 | A | 2 | 74 | 1.3 | A | 2 | 52 |
| NB Approach | | 2.2 | | 3 | - | 1.2 | | 2 | - | 1.3 | | 2 | - |
| SB Left/Thru/Right | | 0.2 | A | 0 | 25 | 0.6 | A | 2 | 64 | 0.5 | A | 1 | 44 |
| SB Approach | | 0.2 | | 0 | - | 0.6 | | 2 | - | 0.5 | | 1 | - |
| 4. W Market Street (E-W) at Dogwood Drive (N-S) Signalized | EB Left/Thru | | 7.2 | A | 101 | 121 | 10.7 | B | 78 | 146 | 9.6 | A | 50 | 123 |
| EB Thru/Right | | 7.2 | A | 101 | 94 | 10.7 | B | 78 | 121 | 9.6 | A | 50 | 94 |
| EB Approach | | 7.2 | A | 101 | - | 10.7 | B | 78 | - | 9.6 | A | 50 | - |
| WB Left/Thru | | 6.6 | A | 71 | 103 | 11.6 | B | 102 | 203 | 9.7 | A | 51 | 137 |
| WB Thru/Right | | 6.6 | A | 71 | 49 | 11.6 | B | 102 | 161 | 9.7 | A | 51 | 72 |
| WB Approach | | 6.6 | A | 71 | - | 11.6 | B | 102 | - | 9.7 | A | 51 | - |
| NB Left/Thru | | 21.6 | C | 60 | 95 | 11.0 | B | 68 | 118 | 9.3 | A | 38 | 96 |
| NB Approach | | 20.7 | C | 60 | - | 10.4 | B | 68 | - | 9.0 | A | 38 | - |
| NB Right | 100 | 18.4 | B | 4 | 51 | 8.3 | A | 13 | 70 | 8.2 | A | | 50 |
| SB Left/Thru/Right | | 24.5 | C | 29 | 57 | 8.5 | A | 19 | 60 | 8.3 | A | 15 | 46 |
| SB Approach | | 24.5 | C | 29 | - | 8.5 | A | 19 | - | 8.3 | A | 15 | - |
===== PAGE 39 =====

Legend
00 (00) [00] AM (PM) [Midday] Peak Hour
Existing Road
S' Effective Storage (Feet)
STOP Stop Controlled Intersection
→ Stop Controlled Approach
Channelization
Lane Configuration
*Per TOSAM, Effective Storage is the length of the full width lane plus 1/2 the length of the taper
NOT TO SCALE

TIMMONS GROUP
2034 Background Peak Hour Traffic Volumes
Chicago Avenue & Waterman Drive Corridor Study
City of Harrisonburg, Virginia
Figure 20
===== PAGE 40 =====

Legend
00 (00) [00] AM (PM) [Midday] Peak Hour
Existing Road
S' Effective Storage (Feet)
Signalized Intersection
Channelization
Lane Configuration
*Per TOSAM, Effective Storage is the length of the full width lane plus 1/2 the length of the taper
NOT TO SCALE
TIMMONS GROUP
2034 Background Peak Hour Traffic Volumes
Chicago Avenue & Waterman Drive Corridor Study
City of Harrisonburg, Virginia
Figure 21
===== PAGE 41 =====
For the Chicago Avenue and Waterman Drive intersection, further analysis was performed, considering that (1) the EB left/thru movements on Waterman Drive are expected to increase; (2) the stacking of the EB left/thru movement on Waterman Drive prohibits the EB right turning movement; and (3) two cyclist crashes have occurred at this intersection in 2022, or 20% of all crashes on Waterman Drive during the crash study period. A roundabout analysis was completed in SIDRA 9 to evaluate roundabout operations at the Chicago Avenue and Waterman Drive intersection.
As shown in Table 6-4, the suboptimal queueing conditions of the EB movements in Table 6-3 is resolved with a proposed roundabout. Moreover, a roundabout would provide a safer condition for all transportation modes, considering the two crashes with bicyclists in 2022.
Table 6-4: LOS, Delay and Queue Length Summary 2034 Background Conditions Chicago Avenue/ Waterman Drive Roundabout
SIDRA CAPACITY ANALYSES - Delay, LOS, and Maximum Queue Length Summary Background Weekday 2034 Chicago Avenue/Waterman Drive Roundabout
| Intersection and Type of Control | Movement and Approach | Turn Lane Storage (ft) | AM PEAK HOUR | PM PEAK HOUR | MIDDAY PEAK HOUR |
| Delay1 (sec/veh) | LOS1 | HCS 95th Percentile Queue Length (ft) | Delay1 (sec/veh) | LOS1 | HCS 95th Percentile Queue Length (ft) | Delay1 (sec/veh) | LOS1 | HCS 95th Percentile Queue Length (ft) |
| 1. Chicago Avenue (N-S) | EB Approach | | 6.4 | A | 37.3 | 7.2 | A | 45.4 | 4.9 | A | 19.6 |
| Waterman Drive (E-W) | WB Approach | | 4.7 | A | 5.4 | 5.3 | A | 8.1 | 4.0 | A | 2.2 |
| Roundabout | NB Approach | | 5.7 | A | 29.7 | 7.6 | A | 59.2 | 5.0 | A | 24.2 |
| SB Approach | | 6.4 | A | 50.9 | 7.9 | A | 85.2 | 4.9 | A | 32.3 |
| Overall | | 5.0 | A | 50.9 | 7.6 | A | 85.2 | 4.9 | A | 32.3 |
===== PAGE 42 =====
## 7 COMMUNITY ENGAGEMENT
To inform residents about this corridor study and to provide an opportunity to ask questions and encourage discussion about walking and biking in the area, the City hosted a community meeting on October 15, 2024 at the Price Rotary Senior Center. Participants were also asked to complete a paper or online survey about being a cyclist, pedestrian, or both in Harrisonburg; for those unable to attend the meeting, information about the corridor study and survey was posted on the City website and publicized through social media and local news.
61 responses were submitted at the close of survey on November 12, 2024. Of the 61 responses, respondents primarily (1) drive, (2) walk, (3) bike, or (4) ride as a passenger in a vehicle through the City. Few utilize other wheeling (scooter, skateboard, etc.), ride a City bus, or ride a school bus. Notably, 21 respondents bike as their primary mode of transportation and 29 respondents drive as their primary mode of transportation. A majority of the survey responses expressed a desire to walk, bike, drive/ride a passenger car; over a third of the responses expressed that they would like to ride a City bus, indicating a desire for expanded public transportation service.
For those that currently walk, they usually walk with others. For those that currently bike, they sometimes bike with others, sometimes bike with children, and sometimes transport cargo. In both bicycle and pedestrian scenarios, the responses indicate that a separated facility may be needed for adequate accommodations.
Nearly all survey participants that walk or bike do so for recreation and exercise and the majority of respondents walk or bike as part of their commute to school or work. Others noted that they walk or bike to run errands or go shopping, go to a 'third place' destination (such as breweries, restaurants, downtown, or public amenities like libraries), to supervise children to school, to create a sense of place to connect with neighbors, to avoid traffic and parking, and to reduce carbon emissions.
When asked what kind of pedestrian facility is the most comfortable, respondents overwhelmingly chose a separated path with a buffer, shared with people walking and biking (97%). Survey takers also felt comfortable walking on a sidewalk, shared with people walking and biking (79%) and on a separated path without a buffer, shared with people walking and biking (69%). 61% of respondents would feel comfortable walking on a low-traffic residential street, without a sidewalk. Two free responses would prefer bicycles to utilize a separate, protected bike lane if a sidewalk was only provided and one free response noted that while they would be comfortable with any of the options, that they would like to see a speed limit reduction to 25 mph.
When asked what kind of bicycle facility is the most comfortable, respondents similarly selected as separated path with a buffer, shared with people walking and biking (93%). Bicyclists also felt comfortable biking on a low-traffic neighborhood street (75%), or on a connector road in a bike lane (69%). Fewer bicyclists would feel comfortable riding on a separated path without a buffer, shared with people walking or biking (61%) and even fewer felt comfortable riding on a sidewalk with others walking and biking (46%). Only 26% of bicyclists would feel comfortable riding in a shared lane with vehicles. All three free responses noted that they would be comfortable in an on-road bike lane, only if there was a buffer with a physical barrier and separation from vehicles.
Participants noted that they would like to walk or bike along Mt Clinton Pike, Waterman Drive, and Chicago Avenue but currently do not. Many described that the lack of shoulder, existing truck traffic, and speeding vehicles create an unpleasant walking experience. A few responses specifically noted that they would like to bike on Chicago Avenue with their children, however, they currently do
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not due to children being “wobbly on bikes and tend[ing] to veer when they look over their shoulders [for oncoming traffic].” A few responses also identified Gift and Thrift, schools, the Eastern Mennonite University campus, Downtown Harrisonburg, and other retail and service businesses as other destinations they hope to walk or bike to in the future.
When asked for their recommendations on other transportation improvements, many responses called for additional traffic calming (such as speed bumps, enforcement, lane narrowing, and lowering speed limits) as they've experienced close calls with speeding drivers and 'rolling stop' drivers at intersections, violating right-of-way of oncoming bicycle traffic. Several responses supported bike lanes that are physically protected or separated from vehicle traffic. One free response noted that if a west-side improvement on Chicago Avenue is pursued, there needs to be a safe way for NB bicyclists on Chicago Avenue (south of Rockingham Drive) to cross over to the improvement on the west-side of Chicago, north of Waterman Drive.
Participants were additionally asked to review and rank five intersection improvements to the Chicago Avenue and Waterman Drive intersection or if the intersection should remain in its existing condition. Results indicate a strong preference for the peanut roundabout, followed closely by a mini roundabout, or an offset intersection improvement as a third selection.
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## 8 CONCLUSION ON S & PROPOSED IMPROVEMENTS
Improvements were proposed based on the analyses performed for the 2024 existing volumes and the 2034 background volumes, community engagement with City residents, and ongoing collaboration with the Department of Public Works.
## Alignment between the Northend Greenway and the Friendly City Trail
Three potential alignments between the Northend Greenway along Mount Clinton Pike and the Friendly City Trail in Westover Park were developed as part of this study. These three overall alignments, along with variations, are shown in Figure 22. Alignment A follows Mount Clinton Pike to College Avenue, then proceeds through the Quarry Heights property, and crosses W Market Street at a new crossing and follows the eastern boundary of Thomas Harrison Middle School to the Friendly City Trail at the rear of the school property. Alignment B follows Chicago Avenue to Waterman Drive, crosses W Market Street at the existing signalized intersection at Waterman Drive and through the Westover Park property to the Friendly City Trail. Alignment C connects Mount Clinton Pike to Woodleigh Court and jogs along Stuart Street Waterman Drive, and Chicago Avenue, then follows N Dogwood Drive to the signalized intersection at W Market Street, connecting to the Friendly City Trail through the Westover Park grounds. Proposed variations include utilizing Smith Avenue and Hillside Avenue with Alignment A or Willow Street with Alignment C.
These alignments demonstrate many options for connectivity in this area and can be combined in a variety of ways. Each alignment would provide a significant north-south connection for those biking and walking. Pursuing any or all of these alignments would not only provide improved access to the Northend Greenway and the Friendly City Trail, but other primary destinations such as Eastern Mennonite University, City public schools, commercial and retail services, and many nearby residences.
With the approved rezoning and special-use permit applications of the Quarry Heights property, the City may consider tying the alignment through the development, as conditions of approval included the completion of a shared-use path by the developer, from Waterman Drive to the development's frontage on W Market Street. Furthermore, funding and design of the Chicago Avenue corridor improvements should also be a consideration; if the timing of corridor improvements coincides well with establishing the connection, a variation of Alignment B would likely be appropriate.
## Chicago Avenue Corridor
The Chicago Avenue corridor should be improved with continuous bicycle-pedestrian facilities from Mt. Clinton Pike to Waterman Drive, including the existing substandard SB facility between Waterman Drive and Rockingham Drive. Improvements should continue along Waterman Drive and connect to the shared-use path to be included in the Quarry Heights development, with details of that connection to be determined in the future. Due to the presence of large concrete utility poles on the NB side of Chicago Avenue, the larger path facility is recommended for the SB portion of Chicago Avenue. This path will likely be asphalt, intended to serve as an off-road facility for both bicyclists and pedestrians. The path should feature grass buffers along the length, however, the path and buffer width may vary, or the buffer may be omitted in certain locations. This may be due to constraints such as the location of existing buildings.
The NB side of Chicago Avenue is recommended to be improved with a narrower facility to accommodate the large concrete utility poles that are adjacent to the roadway. As relocation of these
===== PAGE 45 =====
poles is not feasible, the facility and buffer width will be adjusted, or the buffer may be omitted, at the time of preliminary engineering and design. While it is currently envisioned as a NB sidewalk to serve pedestrians, the facility material may take shape as asphalt or concrete, to be determined at a future time.
The recommended improvements to Chicago Avenue may be pursued in phases as indicated by the phased planning-level cost estimates in Appendix D.
## Chicago Avenue and Waterman Drive Intersection
Two primary recommendations are provided for the Chicago Avenue and Waterman Drive intersection. To address the skewed intersection geometry and the pattern of angle crashes at this location, an offset intersection could be installed; curb extensions would modify both Waterman Drive approaches to meet Chicago Avenue at a perpendicular (90-degree) angle and improve a driver's field-of-vision from Waterman Drive onto Chicago Avenue. Improving the intersection with curb and gutter would also 'harden' the intersection edges and provide a traffic-calming effect. Moreover, the NB bike lane that ends at Rockingham Drive could be extended to Waterman Drive, where marked crossings could be installed at the time of the intersection improvement.
Alternatively, a peanut roundabout could be pursued at the Chicago Avenue and Waterman Drive intersection. Similarly to the offset intersection, a peanut roundabout would address the visibility issues currently present with the skewed approaches. The peanut roundabout would provide traffic calming as well, forcing drivers to slow down as they approach the roundabout. Compared to the offset intersection, the peanut roundabout would have better capacity for future peak-hour projections, however, the offset intersection would still provide adequate service for the future peak hour.
Whether an offset intersection or a peanut roundabout is pursued, it is recommended that the improvement is designed for a WB-40 vehicle. Due to the constraints of existing structures, utilities, and right-of-way, the urban context surrounding the intersection, and the desire for traffic calming while facilitating bike-pedestrian traffic, an improvement that accommodates a WB-40 vehicle would be best suited for the Chicago Avenue and Waterman Drive intersection. For a comprehensive analysis, exhibits and cost estimates for each scenario, accommodating WB-40 or WB-62 design vehicles, are included in Appendix D.
## W Market Street Crossing
A new crossing of W Market Street adjacent to Thomas Harrison Middle School is needed, along with a trail connection between the crossing and the Friendly City Trail. To determine the appropriate crossing treatment, two guidelines were used: (1) the Virginia Department of Transportation (VDOT) Traffic Engineering Instructional and Informational Memorandum Pedestrian Crossing Accommodations at Unsignalized Locations (IIM-TE-384.1) and (2) the Federal Highway Administration (FHWA) Guide for Improving Pedestrian Safety at Uncontrolled Crossing Locations. W Market Street has an existing AADT of 7,800 and a speed limit of 35 miles per hour, with a four-lane divided roadway cross section. Based on this existing cross section, the guides recommend a Rectangular Rapid-Flashing Beacon (RRFB) and/or roadway reconfiguration, also known as a “road diet” to reduce the travel lanes from two lanes in each direction to one lane in each direction. Though the roadway reconfiguration is feasible based on the recent traffic data, implementation would require changes beyond the limits of the crossing. Thus, a RRFB was selected as the appropriate
===== PAGE 46 =====
countermeasure for the midblock crossing of W Market Street for the concept design and cost estimate.
===== PAGE 47 =====


TIMMONS GROUP
Northend Greenway to Friendly City Trail Alignments
Chicago Avenue & Waterman Drive Corridor Study
City of Harrisonburg, Virginia
Figure 22
===== PAGE 48 =====
## 9 APPENDIX
===== PAGE 49 =====
APPENDIX A – TRAFFIC COUNTS
===== PAGE 50 =====
| Chicago Ave | Grouping | Grouping Percent | Grouping Total |
| From North | Driveway From East | Driveway | From North | Driveway | From East |
| Start Time | UTm | Left | Thru | Right | App. Total | UTm | Left | Thru | Right | App. Total | UTm | Left | Thru | Right | App. Total | UTm | Left | Thru | Right | App. Total |
| 07:00 AM | 0 | 0 | 37 | 1 | 38 | 0 | 0 | 0 | 0 | 0 | 0 | 5 | 25 | 0 | 30 | 0 | 10 | 0 | 4 | 14 |
| 07:15 AM | 0 | 0 | 42 | 2 | 44 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 22 | 0 | 22 | 0 | 2 | 0 | 7 | 9 |
| 07:30 AM | 0 | 0 | 32 | 2 | 34 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 31 | 0 | 33 | 0 | 0 | 0 | 9 | 9 |
| 07:45 AM | 0 | 0 | 38 | 0 | 38 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 45 | 0 | 47 | 0 | 1 | 0 | 6 | 7 |
| Total | 0 | 0 | 149 | 5 | 154 | 0 | 0 | 0 | 0 | 0 | 0 | 9 | 123 | 0 | 132 | 0 | 13 | 0 | 26 | 39 |
| 08:00 AM | 0 | 0 | 34 | 0 | 34 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 33 | 0 | 34 | 0 | 1 | 0 | 4 | 5 |
| 08:15 AM | 0 | 1 | 47 | 0 | 48 | 0 | 0 | 0 | 0 | 0 | 0 | 3 | 32 | 1 | 36 | 0 | 2 | 0 | 2 | 4 |
| 08:30 AM | 0 | 1 | 39 | 1 | 41 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 30 | 3 | 35 | 0 | 1 | 0 | 2 | 3 |
| 08:45 AM | 0 | 2 | 38 | 1 | 41 | 0 | 0 | 0 | 0 | 0 | 0 | 3 | 46 | 3 | 52 | 0 | 0 | 0 | 7 | 7 |
| Total | 0 | 4 | 158 | 2 | 164 | 0 | 0 | 0 | 0 | 0 | 0 | 9 | 141 | 7 | 157 | 0 | 4 | 0 | 15 | 19 |
| 11:00 AM | 0 | 1 | 33 | 0 | 34 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 29 | 2 | 32 | 0 | 1 | 0 | 2 | 3 |
| 11:15 AM | 0 | 0 | 35 | 0 | 35 | 0 | 0 | 0 | 0 | 0 | 0 | 5 | 28 | 0 | 33 | 0 | 2 | 0 | 2 | 4 |
| 11:30 AM | 0 | 1 | 34 | 0 | 35 | 0 | 0 | 0 | 1 | 1 | 0 | 1 | 32 | 0 | 33 | 0 | 2 | 0 | 0 | 2 |
| 11:45 AM | 0 | 2 | 35 | 3 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 30 | 0 | 31 | 0 | 1 | 1 | 3 | 5 |
| Total | 0 | 4 | 137 | 3 | 144 | 0 | 0 | 0 | 1 | 1 | 0 | 8 | 119 | 2 | 129 | 0 | 6 | 1 | 7 | 14 |
| 12:00 PM | 0 | 0 | 58 | 2 | 60 | 0 | 3 | 0 | 0 | 3 | 0 | 3 | 44 | 1 | 48 | 0 | 0 | 0 | 3 | 3 |
| 12:15 PM | 0 | 0 | 31 | 2 | 33 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 37 | 0 | 39 | 0 | 1 | 0 | 6 | 7 |
| 12:30 PM | 0 | 0 | 28 | 2 | 30 | 0 | 1 | 0 | 1 | 2 | 0 | 7 | 39 | 0 | 46 | 0 | 1 | 0 | 6 | 7 |
| 12:45 PM | 0 | 0 | 35 | 1 | 36 | 0 | 0 | 1 | 0 | 1 | 0 | 0 | 46 | 2 | 48 | 0 | 3 | 0 | 4 | 7 |
| Total | 0 | 0 | 152 | 7 | 159 | 0 | 4 | 1 | 1 | 6 | 0 | 12 | 166 | 3 | 181 | 0 | 5 | 0 | 19 | 24 |
| 04:00 PM | 0 | 0 | 43 | 5 | 48 | 0 | 2 | 0 | 1 | 3 | 0 | 10 | 66 | 4 | 80 | 0 | 7 | 0 | 3 | 10 |
| 04:15 PM | 0 | 0 | 53 | 5 | 58 | 0 | 0 | 0 | 1 | 1 | 0 | 7 | 49 | 0 | 56 | 0 | 4 | 0 | 4 | 8 |
| 04:30 PM | 0 | 0 | 60 | 3 | 63 | 0 | 0 | 0 | 0 | 0 | 0 | 9 | 52 | 0 | 61 | 0 | 0 | 0 | 5 | 5 |
| 04:45 PM | 0 | 3 | 55 | 1 | 59 | 0 | 1 | 0 | 0 | 1 | 0 | 4 | 28 | 1 | 33 | 0 | 2 | 0 | 4 | 6 |
| Total | 0 | 3 | 211 | 14 | 228 | 0 | 3 | 0 | 2 | 5 | 0 | 30 | 195 | 5 | 230 | 0 | 13 | 0 | 16 | 29 |
| 05:00 PM | 0 | 1 | 75 | 8 | 84 | 0 | 7 | 0 | 2 | 9 | 0 | 5 | 46 | 0 | 51 | 0 | 3 | 0 | 2 | 5 |
| 05:15 PM | 0 | 1 | 59 | 0 | 60 | 0 | 0 | 0 | 1 | 1 | 0 | 7 | 66 | 0 | 73 | 0 | 0 | 0 | 6 | 6 |
| 05:30 PM | 0 | 0 | 42 | 0 | 42 | 0 | 2 | 0 | 2 | 4 | 0 | 3 | 48 | 1 | 52 | 0 | 4 | 0 | 6 | 10 |
| 05:45 PM | 0 | 0 | 39 | 3 | 42 | 0 | 3 | 0 | 0 | 3 | 0 | 9 | 32 | 1 | 42 | 0 | 3 | 0 | 8 | 11 |
| Total | 0 | 2 | 215 | 11 | 228 | 0 | 12 | 0 | 5 | 17 | 0 | 24 | 192 | 2 | 218 | 0 | 10 | 0 | 22 | 32 |
| Grand Total | 0 | 13 | 1022 | 42 | 1077 | 0 | 19 | 1 | 9 | 29 | 0 | 92 | 936 | 19 | 1047 | 0 | 51 | 1 | 105 | 157 |
| Approx % | 0 | 1.2 | 94.9 | 3.9 | | 0 | 65.5 | 3.4 | 31 | | 0 | 8.8 | 89.4 | 1.8 | | 0 | 32.5 | 0.6 | 66.9 | |
| Total % | 0 | 0.6 | 44.2 | 1.8 | 46.6 | 0 | 0.8 | 0 | 0.4 | 1.3 | 0 | 4 | 40.5 | 0.8 | 45.3 | 0 | 2.2 | 0 | 4.5 | 6.8 |
| Passenger Veh | 0 | 13 | 966 | 41 | 1020 | 0 | 19 | 1 | 9 | 29 | 0 | 88 | 890 | 19 | 997 | 0 | 44 | 1 | 101 | 146 |
| % Passenger Veh | 0 | 100 | 94.5 | 97.6 | 94.7 | 0 | 100 | 100 | 100 | 100 | 0 | 95.7 | 95.1 | 100 | 95.2 | 0 | 86.3 | 100 | 96.2 | 93 |
| Trucks | 0 | 0 | 56 | 1 | 57 | 0 | 0 | 0 | 0 | 0 | 0 | 4 | 46 | 0 | 50 | 0 | 7 | 0 | 4 | 11 |
| 118 | | | | | | | | | | | | | | | | | | | | |
File Name : Chicago and Shenandoah Site Code :
Start Date : 4/16/2024
Page No : 1
===== PAGE 51 =====
| Data Collection Group
LSmith@DataCollectionGroup.net | |
| % Trucks | 0 | 0 | 5.5 | 2.4 | 5.3 | 0 | 0 | 0 | 0 | 0 | 0 | 4.3 | 4.9 | 0 | 4.8 | 0 | 13.7 | 0 | 3.8 | 7 | 5.1 |
===== PAGE 52 =====
# Data Collection Group LSmith@DataCollectionGroup.net
File Name : Chicago and Shenandoah
Site Code :
Start Date : 4/16/2024
Page No : 3
| Chicago Ave | Driveway | Chicago Ave | Shenandoah St | |
| From North | From East | From South | From West | |
| Start Time | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | Int. Total |
| Peak Hour Analysis From 07:00 AM to 09:45 AM - Peak 1 of 1 | |
| Peak Hour for Entire Intersection Begins at 08:00 AM | |
| 08:00 AM | 0 | 0 | 34 | 0 | 34 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 33 | 0 | 34 | 0 | 1 | 0 | 4 | 5 | 73 |
| 08:15 AM | 0 | 1 | 47 | 0 | 48 | 0 | 0 | 0 | 0 | 0 | 0 | 3 | 32 | 1 | 36 | 0 | 2 | 0 | 2 | 4 | 88 |
| 08:30 AM | 0 | 1 | 39 | 1 | 41 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 30 | 3 | 35 | 0 | 1 | 0 | 2 | 3 | 79 |
| 08:45 AM | 0 | 2 | 38 | 1 | 41 | 0 | 0 | 0 | 0 | 0 | 0 | 3 | 46 | 3 | 52 | 0 | 0 | 0 | 7 | 7 | 100 |
| Total Volume | 0 | 4 | 158 | 2 | 164 | 0 | 0 | 0 | 0 | 0 | 0 | 9 | 141 | 7 | 157 | 0 | 4 | 0 | 15 | 19 | 340 |
| % App. Total | 0 | 2.4 | 96.3 | 1.2 | | 0 | 0 | 0 | 0 | | 0 | 5.7 | 89.8 | 4.5 | | 0 | 21.1 | 0 | 78.9 | | |
| PHF | .000 | .500 | .840 | .500 | .854 | .000 | .000 | .000 | .000 | .000 | .000 | .750 | .766 | .583 | .755 | .000 | .500 | .000 | .536 | .679 | .850 |
| Passenger Veh | 0 | 4 | 147 | 1 | 152 | 0 | 0 | 0 | 0 | 0 | 0 | 8 | 130 | 7 | 145 | 0 | 2 | 0 | 13 | 15 | 312 |
| % Passenger Veh | 0 | 100 | 93.0 | 50.0 | 92.7 | 0 | 0 | 0 | 0 | 0 | 0 | 88.9 | 92.2 | 100 | 92.4 | 0 | 50.0 | 0 | 86.7 | 78.9 | 91.8 |
| Trucks | 0 | 0 | 11 | 1 | 12 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 11 | 0 | 12 | 0 | 2 | 0 | 2 | 4 | 28 |
| % Trucks | 0 | 0 | 7.0 | 50.0 | 7.3 | 0 | 0 | 0 | 0 | 0 | 0 | 11.1 | 7.8 | 0 | 7.6 | 0 | 50.0 | 0 | 13.3 | 21.1 | 8.2 |
===== PAGE 53 =====
### Data Collection Group LSmith@DataCollectionGroup.net

File Name : Chicago and Shenandoah
Site Code :
Start Date : 4/16/2024
Page No : 4
===== PAGE 54 =====
# Data Collection Group LSmith@DataCollectionGroup.net
File Name : Chicago and Shenandoah
Site Code :
Start Date : 4/16/2024
Page No : 5
| Chicago Ave | Driveway | Chicago Ave | Shenandoah St | |
| From North | From East | From South | From West | |
| Start Time | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | Int. Total |
| Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1 |
| Peak Hour for Entire Intersection Begins at 12:00 PM |
| 12:00 PM | 0 | 0 | 58 | 2 | 60 | 0 | 3 | 0 | 0 | 3 | 0 | 3 | 44 | 1 | 48 | 0 | 0 | 0 | 3 | 3 | 114 |
| 12:15 PM | 0 | 0 | 31 | 2 | 33 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 37 | 0 | 39 | 0 | 1 | 0 | 6 | 7 | 79 |
| 12:30 PM | 0 | 0 | 28 | 2 | 30 | 0 | 1 | 0 | 1 | 2 | 0 | 7 | 39 | 0 | 46 | 0 | 1 | 0 | 6 | 7 | 85 |
| 12:45 PM | 0 | 0 | 35 | 1 | 36 | 0 | 0 | 1 | 0 | 1 | 0 | 0 | 46 | 2 | 48 | 0 | 3 | 0 | 4 | 7 | 92 |
| Total Volume | 0 | 0 | 152 | 7 | 159 | 0 | 4 | 1 | 1 | 6 | 0 | 12 | 166 | 3 | 181 | 0 | 5 | 0 | 19 | 24 | 370 |
| % App. Total | 0 | 0 | 95.6 | 4.4 | | 0 | 66.7 | 16.7 | 16.7 | | 0 | 6.6 | 91.7 | 1.7 | | 0 | 20.8 | 0 | 79.2 | | |
| PHF | .000 | .000 | .655 | .875 | .663 | .000 | .333 | .250 | .250 | .500 | .000 | .429 | .902 | .375 | .943 | .000 | .417 | .000 | .792 | .857 | .811 |
| Passenger Veh | 0 | 0 | 142 | 7 | 149 | 0 | 4 | 1 | 1 | 6 | 0 | 12 | 158 | 3 | 173 | 0 | 5 | 0 | 19 | 24 | 352 |
| % Passenger Veh | 0 | 0 | 93.4 | 100 | 93.7 | 0 | 100 | 100 | 100 | 100 | 0 | 100 | 95.2 | 100 | 95.6 | 0 | 100 | 0 | 100 | 100 | 95.1 |
| Trucks | 0 | 0 | 10 | 0 | 10 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 8 | 0 | 8 | 0 | 0 | 0 | 0 | 0 | 18 |
| % Trucks | 0 | 0 | 6.6 | 0 | 6.3 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 4.8 | 0 | 4.4 | 0 | 0 | 0 | 0 | 0 | 4.9 |
===== PAGE 55 =====
### Data Collection Group LSmith@DataCollectionGroup.net

File Name : Chicago and Shenandoah
Site Code :
Start Date : 4/16/2024
Page No : 6
===== PAGE 56 =====
# Data Collection Group LSmith@DataCollectionGroup.net
File Name : Chicago and Shenandoah
Site Code :
Start Date : 4/16/2024
Page No : 7
| Chicago Ave | Driveway | Chicago Ave | Shenandoah St | |
| From North | From East | From South | From West | |
| Start Time | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | Int. Total |
| Peak Hour Analysis From 02:00 PM to 05:45 PM - Peak 1 of 1 |
| Peak Hour for Entire Intersection Begins at 04:30 PM |
| 04:30 PM | 0 | 0 | 60 | 3 | 63 | 0 | 0 | 0 | 0 | 0 | 0 | 9 | 52 | 0 | 61 | 0 | 0 | 0 | 5 | 5 | 129 |
| 04:45 PM | 0 | 3 | 55 | 1 | 59 | 0 | 1 | 0 | 0 | 1 | 0 | 4 | 28 | 1 | 33 | 0 | 2 | 0 | 4 | 6 | 99 |
| 05:00 PM | 0 | 1 | 75 | 8 | 84 | 0 | 7 | 0 | 2 | 9 | 0 | 5 | 46 | 0 | 51 | 0 | 3 | 0 | 2 | 5 | 149 |
| 05:15 PM | 0 | 1 | 59 | 0 | 60 | 0 | 0 | 0 | 1 | 1 | 0 | 7 | 66 | 0 | 73 | 0 | 0 | 0 | 6 | 6 | 140 |
| Total Volume | 0 | 5 | 249 | 12 | 266 | 0 | 8 | 0 | 3 | 11 | 0 | 25 | 192 | 1 | 218 | 0 | 5 | 0 | 17 | 22 | 517 |
| % App. Total | 0 | 1.9 | 93.6 | 4.5 | | 0 | 72.7 | 0 | 27.3 | | 0 | 11.5 | 88.1 | 0.5 | | 0 | 22.7 | 0 | 77.3 | | |
| PHF | .000 | .417 | .830 | .375 | .792 | .000 | .286 | .000 | .375 | .306 | .000 | .694 | .727 | .250 | .747 | .000 | .417 | .000 | .708 | .917 | .867 |
| Passenger Veh | 0 | 5 | 243 | 12 | 260 | 0 | 8 | 0 | 3 | 11 | 0 | 24 | 185 | 1 | 210 | 0 | 5 | 0 | 16 | 21 | 502 |
| % Passenger Veh | 0 | 100 | 97.6 | 100 | 97.7 | 0 | 100 | 0 | 100 | 100 | 0 | 96.0 | 96.4 | 100 | 96.3 | 0 | 100 | 0 | 94.1 | 95.5 | 97.1 |
| Trucks | 0 | 0 | 6 | 0 | 6 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 7 | 0 | 8 | 0 | 0 | 0 | 1 | 1 | 15 |
| % Trucks | 0 | 0 | 2.4 | 0 | 2.3 | 0 | 0 | 0 | 0 | 0 | 0 | 4.0 | 3.6 | 0 | 3.7 | 0 | 0 | 0 | 5.9 | 4.5 | 2.9 |
===== PAGE 57 =====
### Data Collection Group LSmith@DataCollectionGroup.net
File Name : Chicago and Shenandoah
Site Code :
Start Date : 4/16/2024
Page No : 8
===== PAGE 58 =====
File Name : Chicago and Shenandoah Site Code :
Start Date : 4/16/2024
Page No : 1
Groups Printed-Bikes - Peds
| Chicago Ave From North | Driveway From East | Chicago Ave From South | Shenandosh St From West | Excl. Total | Incl. Total | Int. Total | | |
| Start Time | UTm | Left | Thru | Right | Peds | App. Total | UTm | Left | Thru | Right | Peds | App. Total | UTm | Left | Thru | Right | Peds | App. Total | UTm | Left | Thru | Right | Peds | App. Total | |
| 07:00 AM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 1 |
| 07:15 AM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 1 |
| 07:45 AM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 2 |
| Total | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 0 | 0 | 2 | 0 | 1 | 0 | 0 | 0 | 0 | 4 |
| 08:00 AM | 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 |
| 08:15 AM | 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 |
| 08:30 AM | 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 |
| 08:45 AM | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Total | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| 11:00 AM | 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 |
| 11:15 AM | 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 |
| 11:30 AM | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| 11:45 AM | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Total | 0 | 0 | 2 | 0 | 0 | 2 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 0 | 0 | 2 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| 12:00 PM | 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 |
| 12:15 PM | 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 |
| 12:30 PM | 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 |
| 12:45 PM | 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 |
| Total | 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 |
| 04:00 PM | 0 | 0 | 2 | 1 | 0 | 3 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| 04:15 PM | 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 |
| 04:30 PM | 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 |
| 04:45 PM | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Total | 0 | 0 | 3 | 1 | 0 | 4 | 0 | 0 | 0 | 0 | 2 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| 05:00 PM | 0 | 0 | 3 | 0 | 0 | 3 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| 05:15 PM | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| 05:30 PM | 0 | 0 | 2 | 0 | 0 | 2 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| 05:45 PM | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Total | 0 | 0 | 7 | 0 | 0 | 7 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Grand Total | 0 | 0 | 13 | 1 | 0 | 14 | 0 | 0 | 0 | 0 | 2 | 0 | 0 | 4 | 15 | 0 | 1 | 19 | 0 | 2 | 0 | 2 | 24 | 4 | 27 |
| Apprch % | 0 | 0 | 92.9 | 7.1 | | | 0 | 0 | 0 | 0 | | | 0 | 21.1 | 78.9 | 0 | | 0 | 0 | 50 | 0 | 50 | | | 64 |
| Total % | 0 | 0 | 35.1 | 2.7 | | 37.8 | 0 | 0 | 0 | 0 | | | 0 | 10.8 | 40.5 | 0 | | 51.4 | 0 | 5.4 | 0 | 5.4 | | | 57.8 |
| Bikes | 0 | 0 | 13 | 1 | | 14 | 0 | 0 | 0 | 0 | | | 0 | 4 | 15 | 0 | | 19 | 0 | 2 | 0 | 2 | | | 37 |
| % Bikes | 0 | 0 | 100 | 100 | 0 | 100 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 100 | 100 | 0 | 0 | 95 | 0 | 100 | 0 | 100 | 0 | 14.3 | 0 |
===== PAGE 59 =====
| File Name : Chicago and Shenandoah Site Code : Start Date : 4/16/2024 Page No : 2 |
| Groups Printed- Bikes - Peds |
| Chicago Ave From North | Driveway From East | Chicago Ave From South | Shenandoah St From West | |
| UTrn | Left | Thru | Right | Peds | App. Total | UTrn | Left | Thru | Right | Peds | App. Total | UTrn | Left | Thru | Right | Peds | App. Total | UTrn | Left | Thru | Right | Peds | App. Total | Excl. Total | Incl. Total | Int. Total | 27 | |
| Peds | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 24 | 0 | 0 | 0 | 0 | 0 | 0 |
| % Peds | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 100 | 0 | 0 | 0 | 0 | 0 | 100 | 5 | 0 | 0 | 0 | 0 | 100 | 85.7 | 0 | 0 | 0 | 42.2 | |
===== PAGE 60 =====
# Data Collection Group LSmith@DataCollectionGroup.net
File Name : Chicago and Greystone
Site Code :
Start Date : 4/7/2024
Page No : 1
| Groups Printed- Passenger Veh - Trucks | |
| Chicago Ave | From North | Chicago Ave | Greystone St | |
| From North | From East | From South | From West | |
| Start Time | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | Int. Total |
| 07:00 AM | 0 | 0 | 45 | 2 | 47 | 0 | 1 | 0 | 0 | 1 | 0 | 4 | 30 | 0 | 34 | 0 | 1 | 0 | 9 | 10 | 92 |
| 07:15 AM | 0 | 0 | 50 | 0 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 6 | 24 | 0 | 30 | 0 | 1 | 0 | 20 | 21 | 101 |
| 07:30 AM | 0 | 0 | 37 | 2 | 39 | 0 | 0 | 0 | 0 | 0 | 0 | 12 | 32 | 0 | 44 | 0 | 1 | 0 | 26 | 27 | 110 |
| 07:45 AM | 0 | 0 | 48 | 1 | 49 | 0 | 0 | 0 | 0 | 0 | 0 | 8 | 39 | 0 | 47 | 0 | 2 | 0 | 17 | 19 | 115 |
| Total | 0 | 0 | 180 | 5 | 185 | 0 | 1 | 0 | 0 | 1 | 0 | 30 | 125 | 0 | 155 | 0 | 5 | 0 | 72 | 77 | 418 |
| 08:00 AM | 0 | 0 | 40 | 1 | 41 | 0 | 0 | 0 | 0 | 0 | 0 | 10 | 35 | 0 | 45 | 0 | 0 | 0 | 19 | 19 | 105 |
| 08:15 AM | 0 | 0 | 46 | 1 | 47 | 0 | 0 | 0 | 0 | 0 | 0 | 9 | 31 | 0 | 40 | 0 | 2 | 0 | 12 | 14 | 101 |
| 08:30 AM | 0 | 0 | 39 | 4 | 43 | 0 | 0 | 0 | 0 | 0 | 0 | 7 | 32 | 0 | 39 | 0 | 0 | 0 | 17 | 17 | 99 |
| 08:45 AM | 0 | 0 | 49 | 1 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 8 | 57 | 0 | 65 | 0 | 0 | 0 | 18 | 18 | 133 |
| Total | 0 | 0 | 174 | 7 | 181 | 0 | 0 | 0 | 0 | 0 | 0 | 34 | 155 | 0 | 189 | 0 | 2 | 0 | 66 | 68 | 438 |
| 11:00 AM | 0 | 0 | 32 | 2 | 34 | 0 | 0 | 0 | 0 | 0 | 0 | 4 | 27 | 0 | 31 | 0 | 1 | 0 | 5 | 6 | 71 |
| 11:15 AM | 0 | 0 | 36 | 0 | 36 | 0 | 0 | 0 | 0 | 0 | 0 | 6 | 34 | 1 | 41 | 0 | 0 | 0 | 5 | 5 | 82 |
| 11:30 AM | 0 | 0 | 34 | 0 | 34 | 0 | 0 | 0 | 0 | 0 | 0 | 9 | 32 | 0 | 41 | 0 | 1 | 0 | 10 | 11 | 86 |
| 11:45 AM | 0 | 0 | 41 | 2 | 43 | 0 | 0 | 0 | 0 | 0 | 0 | 13 | 33 | 0 | 46 | 0 | 0 | 0 | 7 | 7 | 96 |
| Total | 0 | 0 | 143 | 4 | 147 | 0 | 0 | 0 | 0 | 0 | 0 | 32 | 126 | 1 | 159 | 0 | 2 | 0 | 27 | 29 | 335 |
| 12:00 PM | 0 | 0 | 63 | 1 | 64 | 0 | 0 | 0 | 0 | 0 | 0 | 13 | 51 | 0 | 64 | 0 | 0 | 0 | 10 | 10 | 138 |
| 12:15 PM | 0 | 0 | 36 | 1 | 37 | 0 | 0 | 0 | 0 | 0 | 0 | 18 | 36 | 0 | 54 | 0 | 1 | 0 | 14 | 15 | 106 |
| 12:30 PM | 0 | 0 | 30 | 2 | 32 | 0 | 0 | 0 | 0 | 0 | 0 | 9 | 45 | 0 | 54 | 0 | 1 | 0 | 11 | 12 | 98 |
| 12:45 PM | 0 | 0 | 45 | 4 | 49 | 0 | 0 | 0 | 0 | 0 | 0 | 12 | 49 | 0 | 61 | 0 | 2 | 0 | 8 | 10 | 120 |
| Total | 0 | 0 | 174 | 8 | 182 | 0 | 0 | 0 | 0 | 0 | 0 | 52 | 181 | 0 | 233 | 0 | 4 | 0 | 43 | 47 | 462 |
| 04:00 PM | 0 | 0 | 48 | 0 | 48 | 0 | 0 | 0 | 0 | 0 | 0 | 14 | 74 | 1 | 89 | 0 | 3 | 0 | 15 | 18 | 155 |
| 04:15 PM | 0 | 0 | 58 | 2 | 60 | 0 | 0 | 0 | 0 | 0 | 0 | 15 | 54 | 0 | 69 | 0 | 0 | 0 | 11 | 11 | 140 |
| 04:30 PM | 0 | 0 | 68 | 2 | 70 | 0 | 0 | 0 | 0 | 0 | 0 | 21 | 65 | 0 | 86 | 0 | 3 | 0 | 10 | 13 | 169 |
| 04:45 PM | 0 | 0 | 67 | 2 | 69 | 0 | 0 | 0 | 0 | 0 | 0 | 19 | 33 | 0 | 52 | 0 | 1 | 0 | 14 | 15 | 136 |
| Total | 0 | 0 | 241 | 6 | 247 | 0 | 0 | 0 | 0 | 0 | 0 | 69 | 226 | 1 | 296 | 0 | 7 | 0 | 50 | 57 | 600 |
| 05:00 PM | 0 | 0 | 83 | 2 | 85 | 0 | 0 | 0 | 0 | 0 | 0 | 29 | 64 | 0 | 93 | 0 | 0 | 0 | 11 | 11 | 189 |
| 05:15 PM | 0 | 0 | 67 | 1 | 68 | 0 | 0 | 0 | 0 | 0 | 0 | 21 | 72 | 0 | 93 | 0 | 4 | 0 | 13 | 17 | 178 |
| 05:30 PM | 0 | 0 | 56 | 2 | 58 | 0 | 0 | 0 | 0 | 0 | 0 | 16 | 48 | 0 | 64 | 0 | 4 | 0 | 19 | 23 | 145 |
| 05:45 PM | 0 | 0 | 48 | 3 | 51 | 0 | 0 | 0 | 0 | 0 | 0 | 14 | 39 | 0 | 53 | 0 | 0 | 0 | 18 | 18 | 122 |
| Total | 0 | 0 | 254 | 8 | 262 | 0 | 0 | 0 | 0 | 0 | 0 | 80 | 223 | 0 | 303 | 0 | 8 | 0 | 61 | 69 | 634 |
| Grand Total | 0 | 0 | 1166 | 38 | 1204 | 0 | 1 | 0 | 0 | 1 | 0 | 297 | 1036 | 2 | 1335 | 0 | 28 | 0 | 319 | 347 | 2887 |
| Approx % | 0 | 0 | 96.8 | 3.2 | | 0 | 100 | 0 | 0 | | 0 | 22.2 | 77.6 | 0.1 | | 0 | 8.1 | 0 | 91.9 | | |
| Total % | 0 | 0 | 40.4 | 1.3 | 41.7 | 0 | 0 | 0 | 0 | 0 | 0 | 10.3 | 35.9 | 0.1 | 46.2 | 0 | 1 | 0 | 11 | 12 | |
| Passenger Veh | 0 | 0 | 1105 | 35 | 1140 | 0 | 1 | 0 | 0 | 1 | 0 | 288 | 983 | 2 | 1273 | 0 | 26 | 0 | 314 | 340 | 2754 |
| % Passenger Veh | 0 | 0 | 94.8 | 92.1 | 94.7 | 0 | 100 | 0 | 0 | 100 | 0 | 97 | 94.9 | 100 | 95.4 | 0 | 92.9 | 0 | 98.4 | 98 | 95.4 |
| Trucks | 0 | 0 | 61 | 3 | 64 | 0 | 0 | 0 | 0 | 0 | 0 | 9 | 53 | 0 | 62 | 0 | 2 | 0 | 5 | 7 | 133 |
===== PAGE 61 =====
| Data Collection GroupLSmith@DataCollectionGroup.net |
| % Trucks | 0 | 0 | 5.2 | 7.9 | 5.3 | 0 | 0 | 0 | 0 | 0 | 0 | 3 | 5.1 | 0 | 4.6 | 0 | 7.1 | 0 | 1.6 | 2 | 4.6 |
===== PAGE 62 =====
# Data Collection Group LSmith@DataCollectionGroup.net
File Name : Chicago and Greystone
Site Code :
Start Date : 4/7/2024
Page No : 3
| Chicago Ave | From East | Chicago Ave | Greystone St | Int. Total |
| Start Time | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | | |
| Peak Hour Analysis From 07:00 AM to 09:45 AM - Peak 1 of 1 | |
| Peak Hour for Entire Intersection Begins at 08:00 AM | |
| 08:00 AM | 0 | 0 | 40 | 1 | 41 | 0 | 0 | 0 | 0 | 0 | 0 | 10 | 35 | 0 | 45 | 0 | 0 | 0 | 19 | 19 | 105 | |
| 08:15 AM | 0 | 0 | 46 | 1 | 47 | 0 | 0 | 0 | 0 | 0 | 0 | 9 | 31 | 0 | 40 | 0 | 2 | 0 | 12 | 14 | 101 | |
| 08:30 AM | 0 | 0 | 39 | 4 | 43 | 0 | 0 | 0 | 0 | 0 | 0 | 7 | 32 | 0 | 39 | 0 | 0 | 0 | 17 | 17 | 99 | |
| 08:45 AM | 0 | 0 | 49 | 1 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 8 | 57 | 0 | 65 | 0 | 0 | 0 | 18 | 18 | 133 | |
| Total Volume | 0 | 0 | 174 | 7 | 181 | 0 | 0 | 0 | 0 | 0 | 0 | 34 | 155 | 0 | 189 | 0 | 2 | 0 | 66 | 68 | 438 | |
| % App. Total | 0 | 0 | 96.1 | 3.9 | | 0 | 0 | 0 | 0 | | 0 | 18 | 82 | 0 | | 0 | 2.9 | 0 | 97.1 | | | |
| PHF | .000 | .000 | .888 | .438 | .905 | .000 | .000 | .000 | .000 | .000 | .000 | .850 | .680 | .000 | .727 | .000 | .250 | .000 | .868 | .895 | .823 | |
| Passenger Veh | 0 | 0 | 161 | 5 | 166 | 0 | 0 | 0 | 0 | 0 | 0 | 31 | 141 | 0 | 172 | 0 | 2 | 0 | 65 | 67 | 405 | |
| % Passenger Veh | 0 | 0 | 92.5 | 71.4 | 91.7 | 0 | 0 | 0 | 0 | 0 | 0 | 91.2 | 91.0 | 0 | 91.0 | 0 | 100 | 0 | 98.5 | 98.5 | 92.5 | |
| Trucks | 0 | 0 | 13 | 2 | 15 | 0 | 0 | 0 | 0 | 0 | 0 | 3 | 14 | 0 | 17 | 0 | 0 | 0 | 1 | 1 | 33 | |
| % Trucks | 0 | 0 | 7.5 | 28.6 | 8.3 | 0 | 0 | 0 | 0 | 0 | 0 | 8.8 | 9.0 | 0 | 9.0 | 0 | 0 | 0 | 1.5 | 1.5 | 7.5 | |
===== PAGE 63 =====
### Data Collection Group LSmith@DataCollectionGroup.net

File Name : Chicago and Greystone Site Code :
Start Date : 4/7/2024
Page No : 4
===== PAGE 64 =====
# Data Collection Group LSmith@DataCollectionGroup.net
File Name : Chicago and Greystone
Site Code :
Page No : 5
Start Date : 4/7/2024
| Chicago Ave | From East | Chicago Ave | Greystone St |
| From North | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | Int. Total | |
| Start Time | UTrn | Left | Thru | Right | App. Total | |
| Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1 | |
| Peak Hour for Entire Intersection Begins at 12:00 PM | |
| 12:00 PM | 0 | 0 | 63 | 1 | 64 | 0 | 0 | 0 | 0 | 0 | 0 | 13 | 51 | 0 | 64 | 0 | 0 | 0 | 10 | 10 | 138 | |
| 12:15 PM | 0 | 0 | 36 | 1 | 37 | 0 | 0 | 0 | 0 | 0 | 0 | 18 | 36 | 0 | 54 | 0 | 1 | 0 | 14 | 15 | 106 | |
| 12:30 PM | 0 | 0 | 30 | 2 | 32 | 0 | 0 | 0 | 0 | 0 | 0 | 9 | 45 | 0 | 54 | 0 | 1 | 0 | 11 | 12 | 98 | |
| 12:45 PM | 0 | 0 | 45 | 4 | 49 | 0 | 0 | 0 | 0 | 0 | 0 | 12 | 49 | 0 | 61 | 0 | 2 | 0 | 8 | 10 | 120 | |
| Total Volume | 0 | 0 | 174 | 8 | 182 | 0 | 0 | 0 | 0 | 0 | 0 | 52 | 181 | 0 | 233 | 0 | 4 | 0 | 43 | 47 | 462 | |
| % App. Total | 0 | 0 | 95.6 | 4.4 | | 0 | 0 | 0 | 0 | 0 | 0 | 22.3 | 77.7 | 0 | | 0 | 8.5 | 0 | 91.5 | | | |
| PHF | .000 | .000 | .690 | .500 | .711 | .000 | .000 | .000 | .000 | .000 | .000 | .722 | .887 | .000 | .910 | .000 | .500 | .000 | .768 | .783 | .837 | |
| Passenger Veh | 0 | 0 | 165 | 8 | 173 | 0 | 0 | 0 | 0 | 0 | 0 | 51 | 171 | 0 | 222 | 0 | 4 | 0 | 42 | 46 | 441 | |
| % Passenger Veh | 0 | 0 | 94.8 | 100 | 95.1 | 0 | 0 | 0 | 0 | 0 | 0 | 98.1 | 94.5 | 0 | 95.3 | 0 | 100 | 0 | 97.7 | 97.9 | 95.5 | |
| Trucks | 0 | 0 | 9 | 0 | 9 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 10 | 0 | 11 | 0 | 0 | 0 | 1 | 1 | 21 | |
| % Trucks | 0 | 0 | 5.2 | 0 | 4.9 | 0 | 0 | 0 | 0 | 0 | 0 | 1.9 | 5.5 | 0 | 4.7 | 0 | 0 | 0 | 2.3 | 2.1 | 4.5 | |
===== PAGE 65 =====
### Data Collection Group LSmith@DataCollectionGroup.net

File Name : Chicago and Greystone Site Code :
Start Date : 4/7/2024
Page No : 6
===== PAGE 66 =====
# Data Collection Group LSmith@DataCollectionGroup.net
File Name : Chicago and Greystone
Site Code :
Start Date : 4/7/2024
Page No :7
| Chicago Ave | From East | Chicago Ave | Greystone St | Int. Total |
| Start Time | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | | |
| Peak Hour Analysis From 02:00 PM to 05:45 PM - Peak 1 of 1 | |
| Peak Hour for Entire Intersection Begins at 04:30 PM | |
| 04:30 PM | 0 | 0 | 68 | 2 | 70 | 0 | 0 | 0 | 0 | 0 | 0 | 21 | 65 | 0 | 86 | 0 | 3 | 0 | 10 | 13 | 169 | |
| 04:45 PM | 0 | 0 | 67 | 2 | 69 | 0 | 0 | 0 | 0 | 0 | 0 | 19 | 33 | 0 | 52 | 0 | 1 | 0 | 14 | 15 | 136 | |
| 05:00 PM | 0 | 0 | 83 | 2 | 85 | 0 | 0 | 0 | 0 | 0 | 0 | 29 | 64 | 0 | 93 | 0 | 0 | 0 | 11 | 11 | 189 | |
| 05:15 PM | 0 | 0 | 67 | 1 | 68 | 0 | 0 | 0 | 0 | 0 | 0 | 21 | 72 | 0 | 93 | 0 | 4 | 0 | 13 | 17 | 178 | |
| Total Volume | 0 | 0 | 285 | 7 | 292 | 0 | 0 | 0 | 0 | 0 | 0 | 90 | 234 | 0 | 324 | 0 | 8 | 0 | 48 | 56 | 672 | |
| % App. Total | 0 | 0 | 97.6 | 2.4 | | 0 | 0 | 0 | 0 | | 0 | 27.8 | 72.2 | 0 | | 0 | 14.3 | 0 | 85.7 | | | |
| PHF | .000 | .000 | .858 | .875 | .859 | .000 | .000 | .000 | .000 | .000 | .000 | .776 | .813 | .000 | .871 | .000 | .500 | .000 | .857 | .824 | .889 | |
| Passenger Veh | 0 | 0 | 276 | 7 | 283 | 0 | 0 | 0 | 0 | 0 | 0 | 90 | 227 | 0 | 317 | 0 | 8 | 0 | 47 | 55 | 655 | |
| % Passenger Veh | 0 | 0 | 96.8 | 100 | 96.9 | 0 | 0 | 0 | 0 | 0 | 0 | 100 | 97.0 | 0 | 97.8 | 0 | 100 | 0 | 97.9 | 98.2 | 97.5 | |
| Trucks | 0 | 0 | 9 | 0 | 9 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 7 | 0 | 7 | 0 | 0 | 0 | 1 | 1 | 17 | |
| % Trucks | 0 | 0 | 3.2 | 0 | 3.1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 3.0 | 0 | 2.2 | 0 | 0 | 0 | 2.1 | 1.8 | 2.5 | |
===== PAGE 67 =====
### Data Collection Group LSmith@DataCollectionGroup.net
File Name : Chicago and Greystone Site Code : Start Date : 4/7/2024
Page No : 8
===== PAGE 68 =====
# Data Collection Group LSmith@DataCollectionGroup.net
Groups Printed- Bikes - Peds
File Name : Chicago and Greystone
Site Code :
Start Date : 4/7/2024
Page No : 1
| Groups Printed- Bikes - Peds |
| Chicago Ave | From East | Chicago Ave | Greystone St | |
| Start Time | UTrn | Left | Thru | Right | Peds | App. Total | UTrn | Left | Thru | Right | Peds | App. Total | UTrn | Left | Thru | Right | Peds | App. Total | UTrn | Left | Thru | Right | Peds | App. Total | Excl. Total | Incl. Total | Int. Total | | | | |
| 07:00 AM | 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 | 1 | 1 | |
| 07:15 AM | 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 | 1 | 1 | |
| 07:30 AM | 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 | 1 | 0 | 1 | |
| 07:45 AM | 0 | 0 | 1 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 2 | |
| Total | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 1 | 0 | 0 | 0 | 2 | 0 | 0 | 0 | 1 | 1 | 1 | 1 | 1 | 4 | 5 | | |
| 08:00 AM | 0 | 0 | 0 | 0 | 2 | 0 | 0 | 0 | 0 | 0 | 2 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 4 | 0 | 4 | | |
| 08:15 AM | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 4 | 0 | 4 | | |
| 08:30 AM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 3 | 0 | 0 | 0 | 0 | 4 | 4 | | |
| 08:45 AM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 1 | 0 | 0 | 0 | 2 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 2 | | |
| Total | 0 | 0 | 0 | 0 | 3 | 0 | 0 | 0 | 0 | 0 | 2 | 0 | 0 | 1 | 2 | 0 | 0 | 3 | 0 | 0 | 0 | 3 | 3 | 3 | 3 | 8 | 6 | 14 | | | |
| 11:00 AM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 4 | 0 | 4 | 0 | 4 | | | |
| 11:15 AM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 1 | | |
| 11:30 AM | 0 | 0 | 0 | 1 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 1 | | |
| 11:45 AM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 1 | 0 | 0 | 2 | 0 | 0 | 0 | 0 | 2 | 0 | 0 | 0 | 2 | 2 | 4 | | |
| Total | 0 | 0 | 0 | 1 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 1 | 0 | 0 | 3 | 0 | 0 | 0 | 0 | 6 | 0 | 6 | 4 | 10 | | | | |
| 12:00 PM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 1 | | | |
| 12:15 PM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 1 | 1 | | | |
| 12:30 PM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 0 | 1 | 2 | 0 | 0 | 0 | 0 | 2 | 0 | 0 | 3 | 2 | 5 | | | |
| 12:45 PM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 1 | 0 | 0 | 1 | 1 | | | |
| Total | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 3 | 0 | 1 | 3 | 0 | 0 | 0 | 2 | 2 | 2 | 3 | 5 | 8 | | | | |
| 04:00 PM | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 1 | 1 | 2 | | | |
| 04:15 PM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 1 | 1 | 2 | | | |
| 04:30 PM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 3 | 0 | 0 | 3 | 0 | 3 | | | |
| 04:45 PM | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 1 | 0 | 0 | 2 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 2 | 3 | | | |
| Total | 0 | 0 | 1 | 0 | 1 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 1 | 0 | 0 | 3 | 0 | 0 | 0 | 0 | 5 | 0 | 6 | 4 | 10 | | | | |
| 05:00 PM | 0 | 0 | 3 | 0 | 0 | 3 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 1 | 1 | 1 | 1 | 5 | 6 | | | | |
| 05:15 PM | 0 | 0 | 0 | 0 | 2 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 2 | 0 | 0 | 3 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 3 | 5 | | | | |
| 05:30 PM | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 1 | 0 | 1 | 2 | 2 | | | | |
| 05:45 PM | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 2 | 0 | 2 | 2 | 4 | | | | |
| Total | 0 | 0 | 5 | 0 | 2 | 5 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 4 | 0 | 0 | 6 | 0 | 0 | 0 | 1 | 4 | 1 | 6 | 12 | 18 | | | | |
| Grand Total | 0 | 0 | 7 | 1 | 6 | 8 | 0 | 0 | 0 | 0 | 2 | 0 | 0 | 8 | 12 | 0 | 1 | 20 | 0 | 0 | 0 | 7 | 21 | 7 | 30 | 35 | 65 | | | | |
| Approach % | 0 | 0 | 87.5 | 12.5 | | | 0 | 0 | 0 | 0 | | | 0 | 40 | 60 | 0 | | 0 | 0 | 0 | 100 | | | | | | | | | | |
| Total % | 0 | 0 | 20 | 2.9 | | 22.9 | 0 | 0 | 0 | 0 | | | 0 | 22.9 | 34.3 | 0 | | 57.1 | 0 | 0 | 0 | 20 | | 20 | 46.2 | 53.8 | | | | | |
| Bikes | 0 | 0 | 7 | 1 | | 8 | 0 | 0 | 0 | 0 | | | 0 | 8 | 12 | 0 | | 20 | 0 | 0 | 0 | 7 | | 7 | 0 | 0 | 35 | | | | |
| % Bikes | 0 | 0 | 100 | 100 | 0 | 57.1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 100 | 100 | 0 | 0 | 95.2 | 0 | 0 | 0 | 100 | 0 | 25 | 0 | 0 | 53.8 | | | | |
===== PAGE 69 =====
| File Name : Chicago and Greystone Site Code : Start Date : 4/7/2024 Page No : 2 |
| Groups Printed- Bikes - Peds |
| Chicago Ave From North | From East | Chicago Ave From South | Greystone St From West | |
| UTrn | Left | Thru | Right | Peds | App. Total | UTrn | Left | Thru | Right | Peds | App. Total | UTrn | Left | Thru | Right | Peds | App. Total | UTrn | Left | Thru | Right | Peds | App. Total | Excl. Total | Incl. Total | Int. Total | 30 |
| Peds | 0 | 0 | 0 | 0 | 6 | 0 | 0 | 0 | 0 | 2 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 21 | 0 | 0 | 0 | 0 | 0 |
| % Peds | 0 | 0 | 0 | 0 | 100 | 42.9 | 0 | 0 | 0 | 100 | 100 | 0 | 0 | 0 | 0 | 100 | 4.8 | 0 | 0 | 0 | 0 | 100 | 75 | 0 | 0 | 46.2 | |
===== PAGE 70 =====
# Data Collection Group LSmith@DataCollectionGroup.net
File Name : Chicago and Waterman
Site Code :
Start Date : 4/16/2024
Page No : 1
Groups Printed- Passenger Veh - Trucks
| Groups Printed- Passenger Veh - Trucks |
| Chicago Ave | Waterman Dr | Chicago Ave | Waterman Dr |
| From North | From East | From South | From West |
| Start Time | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total |
| 07:00 AM | 0 | 2 | 26 | 26 | 54 | 0 | 3 | 1 | 4 | 8 | 0 | 4 | 13 | 1 | 18 | 0 | 16 | 1 | 3 | 20 |
| 07:15 AM | 0 | 1 | 33 | 37 | 71 | 0 | 1 | 6 | 4 | 11 | 0 | 10 | 8 | 0 | 18 | 0 | 14 | 1 | 6 | 21 |
| 07:30 AM | 0 | 0 | 43 | 23 | 66 | 0 | 1 | 2 | 4 | 7 | 0 | 7 | 17 | 0 | 24 | 0 | 27 | 3 | 6 | 36 |
| 07:45 AM | 0 | 0 | 38 | 25 | 63 | 0 | 0 | 5 | 4 | 9 | 0 | 3 | 29 | 1 | 33 | 0 | 18 | 0 | 4 | 22 |
| Total | 0 | 3 | 140 | 111 | 254 | 0 | 5 | 14 | 16 | 35 | 0 | 24 | 67 | 2 | 93 | 0 | 75 | 5 | 19 | 99 |
| 08:00 AM | 0 | 1 | 33 | 21 | 55 | 0 | 2 | 3 | 2 | 7 | 0 | 16 | 24 | 0 | 40 | 0 | 17 | 0 | 6 | 23 |
| 08:15 AM | 0 | 2 | 36 | 23 | 61 | 0 | 1 | 3 | 3 | 7 | 0 | 7 | 15 | 0 | 22 | 0 | 23 | 1 | 5 | 29 |
| 08:30 AM | 0 | 2 | 33 | 19 | 54 | 0 | 2 | 1 | 3 | 6 | 0 | 5 | 25 | 2 | 32 | 0 | 13 | 1 | 6 | 20 |
| 08:45 AM | 0 | 0 | 36 | 26 | 62 | 0 | 2 | 4 | 1 | 7 | 0 | 6 | 39 | 3 | 48 | 0 | 23 | 1 | 4 | 28 |
| Total | 0 | 5 | 138 | 89 | 232 | 0 | 7 | 11 | 9 | 27 | 0 | 34 | 103 | 5 | 142 | 0 | 76 | 3 | 21 | 100 |
| 11:00 AM | 0 | 1 | 16 | 20 | 37 | 0 | 1 | 1 | 2 | 4 | 0 | 8 | 13 | 2 | 23 | 0 | 17 | 4 | 3 | 24 |
| 11:15 AM | 0 | 5 | 20 | 19 | 44 | 0 | 1 | 1 | 4 | 6 | 0 | 7 | 23 | 3 | 33 | 0 | 13 | 3 | 7 | 23 |
| 11:30 AM | 0 | 1 | 26 | 14 | 41 | 0 | 1 | 2 | 0 | 3 | 0 | 2 | 24 | 4 | 30 | 0 | 16 | 2 | 7 | 25 |
| 11:45 AM | 0 | 1 | 26 | 22 | 49 | 0 | 2 | 0 | 2 | 4 | 0 | 10 | 25 | 1 | 36 | 0 | 20 | 0 | 2 | 22 |
| Total | 0 | 8 | 88 | 75 | 171 | 0 | 5 | 4 | 8 | 17 | 0 | 27 | 85 | 10 | 122 | 0 | 66 | 9 | 19 | 94 |
| 12:00 PM | 0 | 9 | 29 | 40 | 78 | 0 | 0 | 0 | 2 | 2 | 0 | 6 | 34 | 1 | 41 | 0 | 22 | 1 | 9 | 32 |
| 12:15 PM | 0 | 1 | 26 | 20 | 47 | 0 | 1 | 1 | 0 | 2 | 0 | 2 | 33 | 0 | 35 | 0 | 22 | 1 | 7 | 30 |
| 12:30 PM | 0 | 1 | 24 | 19 | 44 | 0 | 1 | 2 | 2 | 5 | 0 | 6 | 32 | 3 | 41 | 0 | 23 | 2 | 9 | 34 |
| 12:45 PM | 0 | 0 | 34 | 18 | 52 | 0 | 0 | 0 | 7 | 7 | 0 | 8 | 33 | 2 | 43 | 0 | 22 | 1 | 12 | 35 |
| Total | 0 | 11 | 113 | 97 | 221 | 0 | 2 | 3 | 11 | 16 | 0 | 22 | 132 | 6 | 160 | 0 | 89 | 5 | 37 | 131 |
| 04:00 PM | 0 | 4 | 34 | 22 | 60 | 0 | 0 | 2 | 1 | 3 | 0 | 10 | 52 | 5 | 67 | 0 | 41 | 4 | 8 | 53 |
| 04:15 PM | 0 | 4 | 36 | 34 | 74 | 0 | 4 | 0 | 2 | 6 | 0 | 4 | 44 | 4 | 52 | 0 | 24 | 3 | 7 | 34 |
| 04:30 PM | 0 | 5 | 44 | 26 | 75 | 0 | 6 | 3 | 3 | 12 | 0 | 8 | 48 | 5 | 61 | 0 | 33 | 2 | 9 | 44 |
| 04:45 PM | 0 | 4 | 42 | 29 | 75 | 0 | 2 | 3 | 1 | 6 | 0 | 4 | 40 | 3 | 47 | 0 | 17 | 3 | 10 | 30 |
| Total | 0 | 17 | 156 | 111 | 284 | 0 | 12 | 8 | 7 | 27 | 0 | 26 | 184 | 17 | 227 | 0 | 115 | 12 | 34 | 161 |
| 05:00 PM | 0 | 7 | 54 | 37 | 98 | 0 | 4 | 2 | 4 | 10 | 0 | 5 | 60 | 8 | 73 | 0 | 26 | 3 | 15 | 44 |
| 05:15 PM | 0 | 3 | 48 | 34 | 85 | 0 | 1 | 3 | 4 | 8 | 0 | 9 | 63 | 4 | 76 | 0 | 31 | 4 | 4 | 39 |
| 05:30 PM | 0 | 1 | 42 | 33 | 76 | 0 | 1 | 0 | 2 | 3 | 0 | 5 | 38 | 3 | 46 | 0 | 25 | 2 | 11 | 38 |
| 05:45 PM | 0 | 3 | 45 | 23 | 71 | 0 | 0 | 0 | 2 | 2 | 0 | 5 | 33 | 2 | 40 | 0 | 21 | 2 | 7 | 30 |
| Total | 0 | 14 | 189 | 127 | 330 | 0 | 6 | 5 | 12 | 23 | 0 | 24 | 194 | 17 | 235 | 0 | 103 | 11 | 37 | 151 |
| Grand Total | 0 | 58 | 824 | 610 | 1492 | 0 | 37 | 45 | 63 | 145 | 0 | 157 | 765 | 57 | 979 | 0 | 524 | 45 | 167 | 736 |
| Approx % | 0 | 3.9 | 55.2 | 40.9 | | 0 | 25.5 | 31 | 43.4 | | 0 | 16 | 78.1 | 5.8 | | 0 | 71.2 | 6.1 | 22.7 | |
| Total % | 0 | 1.7 | 24.6 | 18.2 | 44.5 | 0 | 1.1 | 1.3 | 1.9 | 4.3 | 0 | 4.7 | 22.8 | 1.7 | 29.2 | 0 | 15.6 | 1.3 | 5 | 22 |
| Passenger Veh | 0 | 57 | 796 | 572 | 1425 | 0 | 36 | 44 | 60 | 140 | 0 | 145 | 739 | 55 | 939 | 0 | 492 | 45 | 163 | 700 |
| % Passenger Veh | 0 | 98.3 | 96.6 | 93.8 | 95.5 | 0 | 97.3 | 97.8 | 95.2 | 96.6 | 0 | 92.4 | 96.6 | 96.5 | 95.9 | 0 | 93.9 | 100 | 97.6 | 95.1 |
| Trucks | 0 | 1 | 28 | 38 | 67 | 0 | 1 | 1 | 3 | 5 | 0 | 12 | 26 | 2 | 40 | 0 | 32 | 0 | 4 | 36 |
| 148 | | | | | | | | | | | | | | | | | | | | |
===== PAGE 71 =====
| Data Collection Group
LSmith@DataCollectionGroup.net | |
| % Trucks | 0 | 1.7 | 3.4 | 6.2 | 4.5 | 0 | 2.7 | 2.2 | 4.8 | 3.4 | 0 | 7.6 | 3.4 | 3.5 | 4.1 | 0 | 6.1 | 0 | 2.4 | 4.9 | 4.4 |
===== PAGE 72 =====
# Data Collection Group LSmith@DataCollectionGroup.net
File Name : Chicago and Waterman
Site Code :
Start Date : 4/16/2024
Page No : 3
| Chicago Ave | Waterman Dr | Chicago Ave | Waterman Dr |
| From North | From East | From South | From West |
| Start Time | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total |
| Peak Hour Analysis From 07:00 AM to 09:45 AM - Peak 1 of 1 |
| Peak Hour for Entire Intersection Begins at 07:15 AM |
| 07:15 AM | 0 | 1 | 33 | 37 | 71 | 0 | 1 | 6 | 4 | 11 | 0 | 10 | 8 | 0 | 18 | 0 | 14 | 1 | 6 | 21 |
| 07:30 AM | 0 | 0 | 43 | 23 | 66 | 0 | 1 | 2 | 4 | 7 | 0 | 7 | 17 | 0 | 24 | 0 | 27 | 3 | 6 | 36 |
| 07:45 AM | 0 | 0 | 38 | 25 | 63 | 0 | 0 | 5 | 4 | 9 | 0 | 3 | 29 | 1 | 33 | 0 | 18 | 0 | 4 | 22 |
| 08:00 AM | 0 | 1 | 33 | 21 | 55 | 0 | 2 | 3 | 2 | 7 | 0 | 16 | 24 | 0 | 40 | 0 | 17 | 0 | 6 | 23 |
| Total Volume | 0 | 2 | 147 | 106 | 255 | 0 | 4 | 16 | 14 | 34 | 0 | 36 | 78 | 1 | 115 | 0 | 76 | 4 | 22 | 102 |
| % App. Total | 0 | 0.8 | 57.6 | 41.6 | | 0 | 11.8 | 47.1 | 41.2 | | 0 | 31.3 | 67.8 | 0.9 | | 0 | 74.5 | 3.9 | 21.6 | |
| PHF | .000 | .500 | .855 | .716 | .898 | .000 | .500 | .667 | .875 | .773 | .000 | .563 | .672 | .250 | .719 | .000 | .704 | .333 | .917 | .708 |
| Passenger Veh | 0 | 2 | 145 | 100 | 247 | 0 | 4 | 15 | 14 | 33 | 0 | 33 | 75 | 1 | 109 | 0 | 71 | 4 | 20 | 95 |
| % Passenger Veh | 0 | 100 | 98.6 | 94.3 | 96.9 | 0 | 100 | 93.8 | 100 | 97.1 | 0 | 91.7 | 96.2 | 100 | 94.8 | 0 | 93.4 | 100 | 90.9 | 93.1 |
| Trucks | 0 | 0 | 2 | 6 | 8 | 0 | 0 | 1 | 0 | 1 | 0 | 3 | 3 | 0 | 6 | 0 | 5 | 0 | 2 | 7 |
| % Trucks | 0 | 0 | 1.4 | 5.7 | 3.1 | 0 | 0 | 6.3 | 0 | 2.9 | 0 | 8.3 | 3.8 | 0 | 5.2 | 0 | 6.6 | 0 | 9.1 | 6.9 |
===== PAGE 73 =====
### Data Collection Group LSmith@DataCollectionGroup.net

File Name : Chicago and Waterman
Site Code :
Start Date : 4/16/2024
Page No : 4
===== PAGE 74 =====
# Data Collection Group LSmith@DataCollectionGroup.net
File Name : Chicago and Waterman
Site Code :
Page No : 5
Start Date : 4/16/2024
| Chicago Ave | Waterman Dr | Chicago Ave | Waterman Dr |
| From North | From East | From South | From West |
| Start Time | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total |
| Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1 |
| Peak Hour for Entire Intersection Begins at 12:00 PM |
| 12:00 PM | 0 | 9 | 29 | 40 | 78 | 0 | 0 | 0 | 2 | 2 | 0 | 6 | 34 | 1 | 41 | 0 | 22 | 1 | 9 | 32 |
| 12:15 PM | 0 | 1 | 26 | 20 | 47 | 0 | 1 | 1 | 0 | 2 | 0 | 2 | 33 | 0 | 35 | 0 | 22 | 1 | 7 | 30 |
| 12:30 PM | 0 | 1 | 24 | 19 | 44 | 0 | 1 | 2 | 2 | 5 | 0 | 6 | 32 | 3 | 41 | 0 | 23 | 2 | 9 | 34 |
| 12:45 PM | 0 | 0 | 34 | 18 | 52 | 0 | 0 | 0 | 7 | 7 | 0 | 8 | 33 | 2 | 43 | 0 | 22 | 1 | 12 | 35 |
| Total Volume | 0 | 11 | 113 | 97 | 221 | 0 | 2 | 3 | 11 | 16 | 0 | 22 | 132 | 6 | 160 | 0 | 89 | 5 | 37 | 131 |
| % App. Total | 0 | 5 | 51.1 | 43.9 | | 0 | 12.5 | 18.8 | 68.8 | | 0 | 13.8 | 82.5 | 3.8 | | 0 | 67.9 | 3.8 | 28.2 | |
| PHF | .000 | .306 | .831 | .606 | .708 | .000 | .500 | .375 | .393 | .571 | .000 | .688 | .971 | .500 | .930 | .000 | .967 | .625 | .771 | .936 |
| Passenger Veh | 0 | 10 | 110 | 91 | 211 | 0 | 2 | 3 | 11 | 16 | 0 | 19 | 128 | 6 | 153 | 0 | 83 | 5 | 35 | 123 |
| % Passenger Veh | 0 | 90.9 | 97.3 | 93.8 | 95.5 | 0 | 100 | 100 | 100 | 100 | 0 | 86.4 | 97.0 | 100 | 95.6 | 0 | 93.3 | 100 | 94.6 | 93.9 |
| Trucks | 0 | 1 | 3 | 6 | 10 | 0 | 0 | 0 | 0 | 0 | 0 | 3 | 4 | 0 | 7 | 0 | 6 | 0 | 2 | 8 |
| % Trucks | 0 | 9.1 | 2.7 | 6.2 | 4.5 | 0 | 0 | 0 | 0 | 0 | 0 | 13.6 | 3.0 | 0 | 4.4 | 0 | 6.7 | 0 | 5.4 | 6.1 |
===== PAGE 75 =====
### Data Collection Group LSmith@DataCollectionGroup.net

File Name : Chicago and Waterman
Site Code :
Start Date : 4/16/2024
Page No : 6
===== PAGE 76 =====
# Data Collection Group LSmith@DataCollectionGroup.net
File Name : Chicago and Waterman
Site Code :
Page No : 7
Start Date : 4/16/2024
| Chicago Ave | Waterman Dr | Chicago Ave | Waterman Dr |
| From North | From East | From South | From West |
| Start Time | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total | UTrn | Left | Thru | Right | App. Total |
| Peak Hour Analysis From 02:00 PM to 05:45 PM - Peak 1 of 1 |
| Peak Hour for Entire Intersection Begins at 04:30 PM |
| 04:30 PM | 0 | 5 | 44 | 26 | 75 | 0 | 6 | 3 | 3 | 12 | 0 | 8 | 48 | 5 | 61 | 0 | 33 | 2 | 9 | 44 |
| 04:45 PM | 0 | 4 | 42 | 29 | 75 | 0 | 2 | 3 | 1 | 6 | 0 | 4 | 40 | 3 | 47 | 0 | 17 | 3 | 10 | 30 |
| 05:00 PM | 0 | 7 | 54 | 37 | 98 | 0 | 4 | 2 | 4 | 10 | 0 | 5 | 60 | 8 | 73 | 0 | 26 | 3 | 15 | 44 |
| 05:15 PM | 0 | 3 | 48 | 34 | 85 | 0 | 1 | 3 | 4 | 8 | 0 | 9 | 63 | 4 | 76 | 0 | 31 | 4 | 4 | 39 |
| Total Volume | 0 | 19 | 188 | 126 | 333 | 0 | 13 | 11 | 12 | 36 | 0 | 26 | 211 | 20 | 257 | 0 | 107 | 12 | 38 | 157 |
| % App. Total | 0 | 5.7 | 56.5 | 37.8 | | 0 | 36.1 | 30.6 | 33.3 | | 0 | 10.1 | 82.1 | 7.8 | | 0 | 68.2 | 7.6 | 24.2 | |
| PHF | .000 | .679 | .870 | .851 | .849 | .000 | .542 | .917 | .750 | .750 | .000 | .722 | .837 | .625 | .845 | .000 | .811 | .750 | .633 | .892 |
| Passenger Veh | 0 | 19 | 184 | 122 | 325 | 0 | 13 | 11 | 12 | 36 | 0 | 26 | 206 | 20 | 252 | 0 | 103 | 12 | 38 | 153 |
| % Passenger Veh | 0 | 100 | 97.9 | 96.8 | 97.6 | 0 | 100 | 100 | 100 | 100 | 0 | 100 | 97.6 | 100 | 98.1 | 0 | 96.3 | 100 | 100 | 97.5 |
| Trucks | 0 | 0 | 4 | 4 | 8 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 5 | 0 | 5 | 0 | 4 | 0 | 0 | 4 |
| % Trucks | 0 | 0 | 2.1 | 3.2 | 2.4 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 2.4 | 0 | 1.9 | 0 | 3.7 | 0 | 0 | 2.5 |
===== PAGE 77 =====
### Data Collection Group LSmith@DataCollectionGroup.net
File Name : Chicago and Waterman Site Code : Start Date : 4/16/2024 Page No : 8
===== PAGE 78 =====
# Data Collection Group LSmith@DataCollectionGroup.net
Groups Printed- Bikes - Peds
File Name : Chicago and Waterman
Site Code :
Start Date : 4/16/2024
Page No : 1
| Groups Printed- Bikes - Peds |
| Chicago Ave | Waterman Dr | Chicago Ave | Waterman Dr | |
| From North | From East | From South | From West | |
| Start Time | UTm | Left | Thru | Right | Peds | App. Total | UTm | Left | Thru | Right | Peds | App. Total | UTm | Left | Thru | Right | Peds | App. Total | UTm | Left | Thru | Right | Peds | App. Total | Excl. Total | Incl. Total | Int. Total | | | | | | |
| 07:00 AM | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 2 | 0 | 2 | 3 | | | |
| 07:15 AM | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 1 | 2 | 0 | 2 | 3 | | | |
| 07:30 AM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 2 | 0 | 2 | 3 | | | |
| 07:45 AM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 3 | 0 | 3 | 1 | 4 | 4 | | | |
| Total | 0 | 0 | 1 | 0 | 1 | 1 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 2 | 0 | 0 | 0 | 2 | 0 | 0 | 0 | 0 | 6 | 0 | 8 | 3 | 3 | 11 | | | | |
| 08:00 AM | 0 | 0 | 0 | 1 | 0 | 1 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 1 | 1 | 2 | | | | |
| 08:15 AM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 4 | 0 | 4 | 0 | 4 | | | | |
| 08:30 AM | 0 | 0 | 1 | 0 | 1 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 5 | 0 | 6 | 1 | 7 | 4 | | | | |
| 08:45 AM | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 0 | 1 | 2 | 0 | 1 | 0 | 0 | 2 | 1 | 3 | 4 | 7 | 4 | | | | |
| Total | 0 | 0 | 2 | 1 | 1 | 3 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 2 | 0 | 1 | 2 | 0 | 1 | 0 | 0 | 11 | 1 | 14 | 6 | 20 | 2 | 4 | 4 | 4 | 4 | 4 |
| 11:00 AM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 4 | 0 | 4 | 0 | 4 | 0 | 4 | 4 | 4 | 4 | 4 |
| 11:15 AM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 2 | 0 | 2 | 1 | 3 | 3 | 4 | 4 | 4 | 4 | 4 |
| 11:30 AM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 1 | 0 | 1 | 0 | 1 | 1 | 1 | 1 | 1 |
| 11:45 AM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 0 | 0 | 0 | 2 | 0 | 0 | 0 | 2 | 0 | 2 | 0 | 2 | 2 | 4 | 4 | 4 | 4 | 4 |
| Total | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 3 | 0 | 0 | 0 | 3 | 0 | 0 | 0 | 9 | 0 | 9 | 3 | 12 | 12 | 12 | 12 | 12 | 12 | 12 |
| 12:00 PM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 1 | 1 | 0 | 0 | 0 | 0 | 1 | 0 | 2 | 1 | 3 | 1 | 3 | 1 | 3 | 1 |
| 12:15 PM | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 2 | 0 | 2 | 0 | 2 | 0 | 2 | 0 |
| 12:30 PM | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 3 | 0 | 0 | 0 | 3 | 0 | 0 | 0 | 1 | 0 | 0 | 2 | 4 | 6 | 4 | 4 | 4 | 4 | 4 |
| 12:45 PM | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 0 | 3 | 1 | 4 | 4 | 4 | 4 | 4 | 4 | 4 |
| Total | 0 | 0 | 2 | 0 | 1 | 2 | 0 | 0 | 0 | 0 | 2 | 0 | 0 | 0 | 4 | 0 | 1 | 4 | 0 | 0 | 0 | 0 | 5 | 0 | 9 | 6 | 15 | 15 | 15 | 15 | 15 | 15 | 15 |
| 04:00 PM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 6 | 0 | 6 | 0 | 6 | 0 | 6 | 6 | 6 | 6 | 6 |
| 04:15 PM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 1 | 1 | 1 | 1 | 1 | 1 | 1 | 1 |
| 04:30 PM | 0 | 0 | 1 | 0 | 0 | 1 | 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 |
| 04:45 PM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 2 | 0 | 0 | 0 | 2 | 0 | 0 | 0 | 3 | 0 | 4 | 2 | 6 | 4 | 4 | 4 | 4 | 4 | 4 |
| Total | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 3 | 0 | 0 | 0 | 3 | 0 | 0 | 0 | 10 | 0 | 11 | 4 | 15 | 15 | 15 | 15 | 15 | 15 | 15 |
| 05:00 PM | 0 | 0 | 2 | 0 | 0 | 2 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 2 | 0 | 2 | 3 | 5 | 5 | 5 | 5 | 5 | 5 | 5 |
| 05:15 PM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 0 | 2 | 1 | 3 | 3 | 3 | 3 | 3 | 3 | 3 |
| 05:30 PM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 3 | 0 | 3 | 2 | 5 | 5 | 5 | 5 | 5 | 5 | 5 |
| 05:45 PM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 3 | 0 | 3 | 0 | 3 | 3 | 3 | 3 | 3 | 3 | 3 |
| Total | 0 | 0 | 2 | 0 | 0 | 2 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 4 | 0 | 0 | 0 | 4 | 0 | 0 | 0 | 10 | 0 | 10 | 6 | 16 | 16 | 16 | 16 | 16 | 16 | 16 |
| Grand Total | 0 | 0 | 8 | 1 | 3 | 9 | 0 | 0 | 0 | 0 | 5 | 0 | 0 | 0 | 18 | 0 | 2 | 18 | 0 | 1 | 0 | 0 | 51 | 1 | 61 | 28 | 89 | 89 | 89 | 89 | 89 | 89 | 89 |
| Approx % | 0 | 0 | 88.9 | 11.1 | | 32.1 | 0 | 0 | 0 | 0 | | 0 | 0 | 100 | 0 | | | 0 | 100 | 0 | 0 | | | | | | | | | | | | |
| Total % | 0 | 0 | 28.6 | 3.6 | | | | 0 | 0 | 0 | | 0 | 0 | 64.3 | 0 | | 64.3 | 0 | 3.6 | 0 | 0 | | 3.6 | 68.5 | 31.5 | | | | | | | | |
| Bikes | 0 | 0 | 8 | 1 | | 9 | 0 | 0 | 0 | 0 | | 0 | 0 | 18 | 0 | | 18 | 0 | 1 | 0 | 0 | | | 1 | 0 | 0 | 28 | | | | | | |
| % Bikes | 0 | 0 | 100 | 100 | 0 | 75 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 100 | 0 | 0 | 90 | 0 | 100 | 0 | 0 | 0 | 1.9 | 0 | 0 | 31.5 | | | | | | |
===== PAGE 79 =====
| File Name | : Chicago and Waterma |
| Site Code | : |
| Start Date | : 4/16/2024 |
| Page No | : 2 |
===== PAGE 80 =====
Chicago Ave and Rockingham Dr 4/14/2024
LOCATION DATE
| PEDESTRIANS | BIKES |
| SB Chicago | EB Rockingham | NB Chicago | WB Rockingham | SB Chicago | EB Rockingham | NB Chicago | WB Rockingham | Left | Left | Left | Left |
| Left | Thru | Right | Left | Thru | Right | Left | Left | Thru | Right | Left | Left | Thru | Right | Left | Left | Left | Left | Left | Left |
| 5-6 AM | 2 | | | | | | | | | | | | | | | | | | | |
| 6-7 AM | 1 | | | | | | | | | | | | | | | | | | | |
| 7-8 AM | | | | 1 | | | 1 | | | | | | | | 2 | | | | | |
| 8-9 AM | 3 | 2 | 3 | 1 | | | 1 | | 1 | | | | | | 1 | | | | | |
| 9-10 AM | 2 | 4 | 2 | | | | 3 | | 1 | | 1 | | 2 | | 1 | | | | | |
| 10-11 AM | | 4 | 1 | | 1 | 1 | 1 | | 1 | | 2 | 1 | 1 | 1 | | 1 | | | | |
| 11-12 PM | 4 | 3 | | | | 2 | 3 | | | | 5 | | | | 3 | | | | | |
| 12-1 PM | 3 | 2 | 2 | | | 1 | 2 | | 1 | | 4 | | 1 | | 4 | | | | | |
| 1-2 PM | 4 | 1 | | | | | 6 | 1 | 1 | 1 | | | 3 | | | 4 | | | | |
| 2-3 PM | 2 | | 2 | | | 1 | 4 | | 1 | | 4 | 3 | 1 | 1 | | 1 | 1 | | | |
| 3-4 PM | 5 | 1 | 3 | 1 | | | 1 | | 2 | 1 | 1 | | 1 | 1 | | 2 | | 1 | | |
| 4-5 PM | 3 | | | | | | 4 | 3 | 2 | | 2 | 3 | 5 | 6 | | 7 | | | | |
| 5-6 PM | 1 | | | 1 | | | 2 | 1 | | | | 3 | 3 | 3 | | 2 | | | | 1 |
| 6-7 PM | 5 | 2 | 1 | | | 1 | 3 | 1 | 1 | | | 1 | 2 | 4 | | 2 | 1 | | 2 | 1 |
| 7-8 PM | 2 | 2 | 1 | 3 | | | 3 | | 1 | | | | | | | 2 | | 2 | | |
| 8-9 PM | 3 | | | | | | 1 | | 1 | | | 1 | 1 | | 1 | 2 | 1 | 1 | | |
| Total | 2 | 40 | 21 | 15 | 7 | 1 | 6 | 35 | 6 | 8 | 7 | 2 | 150 | 28 | 18 | 22 | 4 | 0 | 0 | 110 |
===== PAGE 81 =====
Chicago Ave and Rockingham Dr 4/15/2024
LOCATION DATE
| SB Chicago | EB Rockingham | NB Chicago | WB Rockingham | SB Chicago | EB Rockingham | NB Chicago | WB Rockingham | | | | |
===== PAGE 82 =====
Chicago Ave and Rockingham Dr 4/16/2024
LOCATION DATE
| SB Chicago | PEDESTRIANS | BIKES |
| Left | Thru | Right | EB Rockingham | NB Chicago | WB Rockingham | SB Chicago | EB Rockingham | NB Chicago | WB Rockingham |
| | | | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right |
| 5-6 AM | 1 | | | 1 | 1 | | | | | | 1 | | | | | | | | | | |
| 6-7 AM | 1 | | | | | | | | | | 4 | | | | | | 2 | | | | |
| 7-8 AM | 1 | | | 1 | | | 1 | | | | 1 | | 2 | 1 | | | 3 | | | 1 | |
| 8-9 AM | 5 | 1 | 3 | | 1 | | | 2 | | | 1 | | 3 | | | | 2 | | | 2 | |
| 9-10 AM | 3 | | | | | 3 | 1 | 1 | | | | | 1 | | 1 | | | 1 | 1 | | 2 |
| 10-11 AM | 5 | | | | | | | 1 | | | | | 4 | 1 | | | | 1 | | | |
| 11-12 PM | 2 | | | 1 | 1 | | | 5 | | 1 | 1 | 1 | | | | | | 3 | | | |
| 12-1 PM | 1 | 1 | | 1 | 1 | | | 3 | | | | | 2 | | 1 | | | 4 | | | |
| 1-2 PM | 3 | | | | | | 1 | 4 | 1 | 2 | | | 3 | | | 1 | | 5 | 3 | | |
| 2-3 PM | 2 | 1 | 2 | | | | | 3 | | 1 | | | 1 | 1 | 1 | 1 | | | | | |
| 3-4 PM | 2 | 2 | | | | | 1 | 1 | | 1 | 2 | 1 | 1 | 4 | 1 | | | 3 | | | |
| 4-5 PM | 5 | 2 | | | | | | 5 | 1 | 1 | | 1 | 2 | 1 | | | | 2 | | | |
| 5-6 PM | 3 | | | 1 | | | | 4 | | | | | 5 | 4 | 3 | | 1 | 4 | 1 | | |
| 6-7 PM | 1 | 3 | | 1 | | | 1 | 5 | | | | | 2 | 2 | | | | 5 | | | |
| 7-8 PM | 2 | 1 | 1 | | | | | 2 | 1 | 1 | | | 2 | | 2 | | | 1 | | | |
| 8-9 PM | 4 | 39 | 5 | 12 | 3 | 4 | 5 | 37 | 3 | 7 | 3 | 10 | 3 | 31 | 11 | 10 | 0 | 1 | 37 | 5 | 0 |
| Total | 4 | 39 | 5 | 12 | 3 | 4 | 5 | 37 | 3 | 7 | 3 | 10 | 3 | 31 | 11 | 10 | 0 | 1 | 37 | 5 | 0 |
===== PAGE 83 =====
Chicago Ave and Rockingham Dr 4/17/2024
LOCATION DATE
| SB Chicago | PEDESTRIANS | BIKES |
| Left | Thru | Right | EB Rockingham | NB Chicago | WB Rockingham | SB Chicago | EB Rockingham | NB Chicago | WB Rockingham |
| | | | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right |
| 5-6 AM | 2 | | | | | | | 2 | | | | | | | | | | | | | |
| 6-7 AM | 2 | 1 | | | | | | 3 | | 1 | 1 | | | | | | | | | | |
| 7-8 AM | 3 | | | 1 | 1 | | | 3 | 1 | | | | 1 | 3 | | | | | | 1 | |
| 8-9 AM | 1 | 1 | | | | | | | | | | 3 | 2 | 2 | 1 | | 3 | | | 1 | |
| 9-10 AM | 4 | | | 1 | | | | 2 | | | 1 | | 3 | | 3 | 1 | | | | 1 | 3 |
| 10-11 AM | 1 | | | | | | | 3 | | | | 1 | 1 | | | | | | | | |
| 11-12 PM | 2 | | | | | 1 | | 1 | | | | | | 2 | | | | | | | |
| 12-1 PM | | 1 | 1 | | 1 | | 2 | | | | | 1 | 5 | | 1 | | | 4 | | | |
| 1-2 PM | 2 | 1 | | | | | | 1 | | | 1 | | 3 | 2 | | | | 2 | | | 2 |
| 2-3 PM | 3 | | | | 1 | | | 1 | | 2 | | | 2 | 1 | 1 | | 1 | 4 | 1 | | |
| 3-4 PM | 1 | 2 | | | | 1 | 1 | 5 | 1 | 2 | | | 1 | | | 1 | 1 | 2 | | | |
| 4-5 PM | 2 | | | | 1 | | | 3 | | | | 1 | 2 | 1 | 3 | | | | | 1 | |
| 5-6 PM | 1 | 5 | 1 | 1 | 1 | | | 5 | | | 1 | 1 | | 5 | 2 | | | 6 | | | |
| 6-7 PM | 1 | 2 | | | | | | 1 | | | | | 5 | | | | 1 | 4 | | | 2 |
| 7-8 PM | 2 | | | 1 | 1 | 1 | | 2 | | | | | | 1 | 1 | | | 3 | | | 1 |
| 8-9 PM | 2 | | | | | | | 1 | 1 | | 1 | | 1 | | 1 | | | 2 | | | |
| Total | 2 | 34 | 7 | 5 | 5 | 4 | 1 | 35 | 3 | 2 | 5 | 4 | 2 | 32 | 13 | 14 | 3 | 30 | 0 | 1 | 7 |
===== PAGE 84 =====
Chicago Ave and Rockingham Dr 4/18/2024
LOCATION DATE
| SB Chicago | PEDESTRIANS | BIKES |
| SB Chicago | SB Chicago | SB Chicago | EB Rockingham | NB Chicago | WB Rockingham |
| Left | Thru | Right | Left | Thru | Right | Left | NB Chicago | WB Rockingham | SB Chicago | SB Chicago | SB Chicago | WB Rockingham |
| | | | | | | | Left | Thru | Right | Left | Left | Thru | Right | Left | Left | Left | Left | Thru | Right | Left |
| 5-6 AM | 1 | | | | | | | | | | | | | 1 | | | | 1 | | | |
| 6-7 AM | 1 | | | | | | | 2 | | | | 4 | | 1 | 1 | | | 2 | | | 1 |
| 7-8 AM | 2 | 2 | | 1 | | | | | 1 | | 1 | 1 | | 3 | | | | | | 1 | |
| 8-9 AM | 10 | 1 | 2 | 2 | | | | 2 | | | | | 3 | 1 | 1 | | | 4 | | | 1 |
| 9-10 AM | 5 | | 2 | | | | | 1 | | | | | 1 | | | | 3 | | | 2 | |
| 10-11 AM | 6 | 2 | 1 | | 2 | | | 3 | | | | 2 | | | | | 1 | | | | |
| 11-12 PM | 1 | 5 | 2 | 1 | | 1 | 1 | 3 | 1 | | | | 2 | | | 1 | | 3 | | | |
| 12-1 PM | 1 | 1 | 2 | | | | | | | | 1 | | 3 | | 2 | | 2 | | | | |
| 1-2 PM | 3 | | | | | | | 2 | 1 | 1 | 3 | | 3 | | 1 | | | 1 | | | |
| 2-3 PM | 2 | | | | | | | 2 | 1 | | | | 4 | | 1 | 2 | 1 | 2 | 1 | | |
| 3-4 PM | 1 | 4 | 1 | 2 | | | | 2 | | 1 | | | 3 | | | | 1 | 4 | | | |
| 4-5 PM | 1 | 6 | | | | | 1 | 4 | 1 | 1 | | | 1 | 8 | 2 | 2 | 1 | | 9 | | |
| 5-6 PM | 6 | 1 | 1 | | | | 2 | 2 | 2 | 1 | 2 | | 3 | 4 | 2 | 4 | | 5 | | | |
| 6-7 PM | 2 | | | 1 | 1 | | | 5 | 1 | 1 | 1 | | | 5 | 1 | | | 6 | | | 1 |
| 7-8 PM | 6 | | 1 | | | | 1 | 4 | | | | | | 1 | | 3 | | 3 | | | |
| 8-9 PM | 1 | | | | | | 1 | | | | | | | 1 | | 1 | | 1 | | | |
| Total | 3 | 61 | 10 | 12 | 4 | 4 | 6 | 32 | 8 | 5 | 8 | 7 | 4 | 43 | 7 | 12 | 6 | 3 | 47 | 1 | 0 |
===== PAGE 85 =====
Chicago Ave and Rockingham Dr 4/19/2024
LOCATION DATE
| SB Chicago | PEDESTRIANS | BIKES |
| Left | Thru | Right | SB Chicago | NB Chicago | WB Rockingham | SB Chicago | EB Rockingham | NB Chicago | WB Rockingham | Left | Right | Left | Thru |
| | | | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Right | Left | Left | Left | Right |
| 5-6 AM | | 1 | | | | | | 2 | | | | | | | | | | | | | |
| 6-7 AM | | | | | | | | | | | | | | | | | | | | | |
| 7-8 AM | | 1 | 1 | 1 | | | | 2 | | | | 1 | 2 | | | 2 | | | | 1 | |
| 8-9 AM | | 3 | 1 | 2 | | | 1 | 1 | | 1 | | 2 | 1 | 1 | | 2 | | | | 2 | 1 |
| 9-10 AM | 1 | 5 | 2 | 1 | 1 | | 1 | 2 | | 1 | 1 | | | | | 2 | | | | | |
| 10-11 AM | 1 | 2 | | | 1 | 1 | | 2 | | | | 2 | | 1 | | 2 | | | | | |
| 11-12 PM | | 5 | | | | | | 4 | | | 1 | 5 | | 1 | | 2 | | | | | |
| 12-1 PM | | 3 | 1 | 1 | | | | 3 | 1 | 1 | 1 | | | 1 | 1 | | | | | | |
| 1-2 PM | | 4 | | | | 1 | | | | | | 2 | | 2 | 1 | | 2 | | | | |
| 2-3 PM | 2 | 2 | | | | | | 2 | | 1 | 1 | | 1 | | 1 | | 2 | | | | |
| 3-4 PM | 1 | 3 | | | | | | 1 | | | 1 | | 2 | | | 2 | | | | | |
| 4-5 PM | | 2 | 1 | 3 | 1 | | | 5 | | 2 | | 1 | | | | 4 | | | | | |
| 5-6 PM | | 6 | 2 | | 1 | | | 2 | 1 | 1 | | 1 | 5 | 1 | 4 | | 4 | | | | |
| 6-7 PM | | | 2 | 1 | | | 2 | 5 | 1 | 1 | 1 | | 4 | | | 4 | 1 | | | | |
| 7-8 PM | | 4 | | 3 | | 1 | | 4 | 1 | 1 | | | 1 | | | | 3 | 1 | | | |
| 8-9 PM | | 3 | | | | | | 2 | | | | | 2 | | | 2 | | | | | |
| Total | 5 | 44 | 10 | 12 | 4 | 3 | 4 | 37 | 4 | 6 | 6 | 4 | 2 | 28 | 5 | 10 | 2 | 0 | 0 | 33 | 2 |
===== PAGE 86 =====
Chicago Ave and Rockingham Dr 4/20/2024
LOCATION DATE
| SB Chicago | PB Rockingham | NB Chicago | WB Rockingham | SB Chicago | EB Rockingham | NB Chicago | WB Rockingham | Left | Thru | Right | Left | Thru | Right | Left | Thru | Left | Right | Left | Thru | Right | Left | SB Chicago | NB Chicago | WB Rockingham | Left | Thru | Right | Left | Thru | Right | Left | NB Chicago | Left | Th |
===== PAGE 87 =====
Chicago Ave and Gay St 4/14/2024
LOCATION DATE
===== PAGE 88 =====
Chicago Ave and Gay St 4/15/2024
LOCATION DATE
===== PAGE 89 =====
Chicago Ave and Gay St 4/16/2024
LOCATION DATE
===== PAGE 90 =====
Chicago Ave and Gay St 4/17/2024
LOCATION DATE
| DATE | 7/27/2024 | PEDESTRIANS | BIKES |
| WB Gay | SB Chicago | EB Gay | NB Chicago | WB Gay | SB Chicago | EB Gay | NB Chicago | |
| Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Right |
| 5-6 AM | | | 1 | 1 | | | | | | | 2 | 1 | | | | | | | | | | | | | | |
| 6-7 AM | | | 1 | | 1 | | | | | | 1 | | | | | | | | | | | | | | | |
| 7-8 AM | 1 | | | | | | | 2 | | | | 1 | | 2 | 1 | | | 1 | | | | | | | | |
| 8-9AM | | | 15 | 1 | 3 | | 1 | | | | 8 | | | | | 1 | 4 | | | | | | | | | |
| 9-10 AM | 1 | | 1 | 2 | 2 | | 3 | | | | 3 | 1 | | | | | 2 | | | | | | | | | |
| 10-11 AM | | 1 | 1 | 2 | | 1 | | 1 | | | | | | | | 1 | | | | | | 1 | | | | |
| 11-12 PM | 1 | | | | 1 | | | 1 | | | 2 | | | | | | | | | | | | | | | |
| 12-1 PM | 1 | 2 | 1 | | | | | 1 | | | 2 | | | | | 1 | | | | | | | 2 | | | |
| 1-2 PM | 2 | | 1 | | | | | | | 2 | 1 | 1 | | | 1 | 2 | 2 | | | | | | | | | 1 |
| 2-3 PM | | | | | | | | | | | | | | | | | | | | | | | | | | |
| 3-4 PM | | | | | | | | | | | | | | | 1 | | | | | | | | | | | |
| 4-5 PM | | 3 | 5 | 3 | 1 | 1 | | 2 | | | 1 | 1 | | | | 2 | 1 | | | 2 | | | | 4 | | |
| 5-6 PM | 4 | 1 | 4 | 1 | | | | | | | 3 | 1 | 3 | 2 | 1 | | 4 | | | | | | 4 | 1 | | |
| 6-7 PM | | | | 3 | | | | | | 3 | 2 | 1 | | | | 2 | | | | | 4 | | 4 | | | |
| 7-8 PM | 1 | 2 | 3 | 1 | | | | 2 | 2 | | | 2 | | | | | 1 | | | | | | | 1 | 3 | |
| 8-9 PM | | 2 | 2 | 2 | 1 | 1 | | 5 | | 1 | | | | 1 | 4 | 1 | | | | | | | 1 | 1 | 1 | 6 |
| 9-10 PM | 11 | 11 | 35 | 16 | 9 | 3 | 4 | 14 | 2 | 6 | 25 | 9 | 4 | 4 | 5 | 18 | 1 | 0 | 2 | 4 | 1 | 16 | 6 | 66 | | |
===== PAGE 91 =====
Chicago Ave and Gay St 4/18/2024
LOCATION DATE
198
===== PAGE 92 =====
Chicago Ave and Gay St 4/19/2024
LOCATION DATE
| DAIL | WB Gay | PEDESTRIANS | BIKES |
| Left | Thru | Right | SB Chicago | EB Gay | NB Chicago | WB Gay | SB Chicago | EB Gay | NB Chicago |
| Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left |
| 5-6 AM | | 1 | | | | | | | | | 1 | 1 | | | | 1 | | | | | | 1 |
| 6-7 AM | | 1 | | | | | | | | | | | | | | 1 | | | | | | |
| 7-8 AM | | 1 | | | | | | 2 | | | | 1 | | | | 1 | 1 | | 1 | | | |
| 8-9 AM | | 4 | 10 | 3 | 4 | 1 | 2 | 1 | | | 10 | | | 1 | | | | | | | | 1 |
| 9-10 AM | 4 | 2 | 1 | 1 | 3 | | 1 | 1 | 1 | | 4 | | | | | | 1 | | | | | 2 |
| 10-11 AM | | 3 | 3 | | 1 | | | 1 | | | | | | 1 | | 2 | | | | | | 1 |
| 11-12 PM | | | | | 3 | | | | | 1 | 1 | 1 | 1 | | 1 | 1 | 4 | | | | | |
| 12-1 PM | | | | | | 1 | | 1 | | | 2 | | | | | | | | | | | |
| 1-2 PM | 1 | | 2 | 1 | 1 | | | | | | | | | | | 2 | | | | | | |
| 2-3 PM | | 2 | | 7 | | | | | | | 1 | | | 1 | 1 | 2 | 1 | | 1 | | | 1 |
| 3-4 PM | 3 | | 2 | 12 | 9 | | 2 | 4 | | 2 | 2 | | | | | 2 | | | | | | 1 |
| 4-5 PM | 1 | 1 | 1 | 2 | 1 | | 1 | | | 3 | 1 | 2 | | | | | 1 | | 2 | | | |
| 5-6 PM | 2 | | 1 | | 1 | | 2 | | | 3 | 1 | 1 | | | 1 | | 2 | 1 | | | | 1 |
| 6-7 PM | | | 4 | 1 | | | | 4 | | | 1 | 1 | | 2 | | 5 | 3 | | | | | |
| 7-8 PM | 1 | 1 | 1 | 2 | | 1 | | | 8 | 1 | | 2 | | | 2 | 1 | | | | | 1 | 2 |
| 8-9 PM | | | 1 | 1 | | 2 | | | | | 1 | | | | | | | | | | | 1 |
| 12 | 16 | 26 | 30 | 23 | 5 | 8 | 22 | 2 | 9 | 27 | 7 | 1 | 4 | 6 | 8 | 20 | 5 | 0 | 4 | 0 | 1 | 11 |
===== PAGE 93 =====
Chicago Ave and Gay St 4/20/2024
BIKES
PEDESTRIANS
LOCATION DATE
| WB Gay | SB Chicago | EB Gay | NB Chicago | WB Gay | SB Chicago | EB Gay | NB Chicago |
| Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right |
| 5-6 AM | | | | | 1 | | | | | | | | | | | | | |
| 6-7 AM | | | | | 1 | | | | | 1 | | | 1 | | | 1 | | |
| 7-8 AM | | 4 | 1 | 1 | | 3 | 1 | | | 1 | | | 1 | | | | | |
| 8-9AM | 1 | 4 | | 1 | 1 | | | 1 | | | | 1 | | | | | | 1 |
| 9-10 AM | | | 3 | 3 | | | | | | | | | 1 | | | | | |
| 10-11 AM | 1 | 1 | 1 | | 1 | | 4 | | | 1 | | | 1 | 2 | | | | 18 |
| 11-12 PM | 1 | 5 | 1 | | 1 | 2 | | 2 | | 1 | 1 | | 1 | 1 | | 3 | 1 | |
| 12-1 PM | 1 | 1 | 1 | 1 | | | 1 | | | 1 | | 1 | | 2 | | | | 4 |
| 1-2 PM | | 2 | 3 | | 4 | | | | 2 | | 1 | | | | 2 | | | |
| 2-3 PM | 1 | 5 | 5 | 1 | | 1 | | | | 1 | | | 9 | 14 | | | | 2 |
| 3-4 PM | 2 | 1 | 4 | 4 | | | 1 | | | 2 | | 4 | 3 | 10 | | 1 | | 2 |
| 4-5 PM | 1 | 1 | 2 | 1 | 4 | | | 2 | | 1 | 2 | | 2 | 2 | 1 | 1 | | 1 |
| 5-6 PM | | 1 | 4 | 1 | 1 | | | 5 | | 2 | 2 | 1 | 1 | | | 1 | | 1 |
| 6-7 PM | 1 | 1 | | 1 | 2 | | 3 | | | 1 | 1 | | 2 | 5 | | 1 | | 2 |
| 7-8 PM | | | | | 2 | 2 | | | | | | | 1 | 1 | | 1 | | 4 |
| 8-9 PM | 1 | | | | | | 1 | | | 2 | | | | 3 | 1 | | | 4 |
| 10 | 26 | 25 | 14 | 18 | 8 | 1 | 18 | 2 | 0 | 15 | 9 | 5 | 13 | 15 | 2 | 0 | 30 |
===== PAGE 94 =====
File Name : Market and Dogwood
Site Code :
Start Date : 4/16/2024
Page No : 1
| Dogwood Dr
From North | Groups Printed-Passenger Veh - Trucks | | |
| Market St
From East | Dogwood Dr
From South | Market St
From West | | |
| Start Time | Left | Thru | Right | U-Turn | App. Total | Left | Thru | Right | U-Turn | App. Total | Left | Thru | Right | U-Turn | App. Total | Left | Thru | Right | U-Turn | App. Total | |
| 07:00 AM | 0 | 6 | 5 | 0 | 11 | 3 | 49 | 0 | 0 | 52 | 15 | 2 | 2 | 0 | 19 | 1 | 49 | 8 | 0 | 58 | 140 |
| 07:15 AM | 1 | 2 | 8 | 0 | 11 | 1 | 79 | 0 | 0 | 80 | 26 | 1 | 2 | 0 | 29 | 3 | 52 | 13 | 0 | 68 | 188 |
| 07:30 AM | 2 | 1 | 4 | 0 | 7 | 7 | 65 | 1 | 0 | 73 | 18 | 2 | 5 | 0 | 25 | 5 | 117 | 14 | 0 | 136 | 241 |
| 07:45 AM | 2 | 4 | 8 | 0 | 14 | 2 | 67 | 2 | 0 | 71 | 18 | 1 | 11 | 0 | 30 | 2 | 97 | 21 | 0 | 120 | 235 |
| Total | 5 | 13 | 25 | 0 | 43 | 13 | 260 | 3 | 0 | 276 | 77 | 6 | 20 | 0 | 103 | 11 | 315 | 56 | 0 | 382 | 804 |
| 08:00 AM | 2 | 5 | 5 | 0 | 12 | 1 | 93 | 0 | 0 | 94 | 26 | 2 | 7 | 0 | 35 | 1 | 92 | 16 | 0 | 109 | 250 |
| 08:15 AM | 0 | 3 | 4 | 0 | 7 | 6 | 48 | 0 | 0 | 54 | 11 | 6 | 8 | 0 | 25 | 3 | 107 | 15 | 0 | 125 | 211 |
| 08:30 AM | 1 | 3 | 6 | 0 | 10 | 2 | 51 | 2 | 0 | 55 | 7 | 0 | 6 | 0 | 13 | 3 | 69 | 8 | 0 | 80 | 158 |
| 08:45 AM | 0 | 1 | 3 | 0 | 4 | 2 | 63 | 1 | 0 | 66 | 16 | 2 | 8 | 0 | 26 | 3 | 67 | 5 | 0 | 75 | 171 |
| Total | 3 | 12 | 18 | 0 | 33 | 11 | 255 | 3 | 0 | 269 | 60 | 10 | 29 | 0 | 99 | 10 | 335 | 44 | 0 | 389 | 790 |
| 11:00 AM | 6 | 2 | 2 | 0 | 10 | 2 | 53 | 2 | 0 | 57 | 9 | 1 | 5 | 0 | 15 | 3 | 56 | 7 | 0 | 66 | 148 |
| 11:15 AM | 4 | 1 | 3 | 0 | 8 | 3 | 54 | 0 | 0 | 57 | 9 | 3 | 6 | 0 | 18 | 1 | 55 | 7 | 0 | 63 | 146 |
| 11:30 AM | 1 | 3 | 4 | 0 | 8 | 4 | 53 | 6 | 0 | 63 | 14 | 1 | 3 | 0 | 18 | 3 | 65 | 7 | 0 | 75 | 164 |
| 11:45 AM | 0 | 2 | 2 | 0 | 4 | 4 | 72 | 1 | 0 | 77 | 3 | 1 | 4 | 0 | 8 | 3 | 51 | 6 | 0 | 60 | 149 |
| Total | 11 | 8 | 11 | 0 | 30 | 13 | 232 | 9 | 0 | 254 | 35 | 6 | 18 | 0 | 59 | 10 | 227 | 27 | 0 | 264 | 607 |
| 12:00 PM | 3 | 1 | 2 | 0 | 6 | 4 | 63 | 4 | 0 | 71 | 14 | 8 | 6 | 0 | 28 | 3 | 61 | 13 | 0 | 77 | 182 |
| 12:15 PM | 1 | 1 | 7 | 0 | 9 | 4 | 48 | 4 | 0 | 56 | 11 | 7 | 5 | 0 | 23 | 1 | 60 | 12 | 0 | 73 | 161 |
| 12:30 PM | 3 | 4 | 1 | 0 | 8 | 5 | 74 | 1 | 0 | 80 | 15 | 3 | 3 | 0 | 21 | 2 | 66 | 8 | 0 | 76 | 185 |
| 12:45 PM | 1 | 3 | 1 | 0 | 5 | 5 | 60 | 2 | 0 | 67 | 16 | 3 | 8 | 0 | 27 | 2 | 55 | 15 | 0 | 72 | 171 |
| Total | 8 | 9 | 11 | 0 | 28 | 18 | 245 | 11 | 0 | 274 | 56 | 21 | 22 | 0 | 99 | 8 | 242 | 48 | 0 | 298 | 699 |
| 04:00 PM | 1 | 3 | 2 | 0 | 6 | 2 | 105 | 3 | 0 | 110 | 22 | 4 | 3 | 0 | 29 | 3 | 87 | 18 | 0 | 108 | 253 |
| 04:15 PM | 5 | 5 | 6 | 0 | 16 | 8 | 125 | 3 | 0 | 136 | 33 | 5 | 2 | 0 | 40 | 5 | 87 | 15 | 0 | 107 | 299 |
| 04:30 PM | 2 | 1 | 9 | 0 | 12 | 9 | 116 | 2 | 0 | 127 | 35 | 6 | 5 | 0 | 46 | 2 | 89 | 27 | 0 | 118 | 303 |
| 04:45 PM | 0 | 1 | 4 | 0 | 5 | 4 | 114 | 2 | 0 | 120 | 19 | 5 | 7 | 0 | 31 | 2 | 83 | 18 | 0 | 103 | 259 |
| Total | 8 | 10 | 21 | 0 | 39 | 23 | 460 | 10 | 0 | 493 | 109 | 20 | 17 | 0 | 146 | 12 | 346 | 78 | 0 | 436 | 1114 |
| 05:00 PM | 2 | 4 | 5 | 0 | 11 | 5 | 112 | 4 | 0 | 121 | 27 | 10 | 7 | 0 | 44 | 3 | 91 | 23 | 0 | 117 | 293 |
| 05:15 PM | 2 | 7 | 6 | 0 | 15 | 4 | 134 | 6 | 0 | 144 | 32 | 5 | 17 | 0 | 54 | 1 | 89 | 16 | 0 | 106 | 319 |
| 05:30 PM | 1 | 2 | 6 | 0 | 9 | 7 | 91 | 1 | 0 | 99 | 23 | 5 | 8 | 0 | 36 | 3 | 87 | 19 | 0 | 109 | 253 |
| 05:45 PM | 3 | 3 | 1 | 0 | 7 | 4 | 85 | 4 | 0 | 93 | 19 | 4 | 11 | 0 | 34 | 3 | 90 | 17 | 0 | 110 | 244 |
| Total | 8 | 16 | 18 | 0 | 42 | 20 | 422 | 15 | 0 | 457 | 101 | 24 | 43 | 0 | 168 | 10 | 357 | 75 | 0 | 442 | 1109 |
| Grand Total | 43 | 68 | 104 | 0 | 215 | 98 | 1874 | 51 | 0 | 2023 | 438 | 87 | 149 | 0 | 674 | 61 | 1822 | 328 | 0 | 2211 | 5123 |
| Approx % | 20 | 31.6 | 48.4 | 0 | 215 | 4.8 | 92.6 | 2.5 | 0 | 39.5 | 65 | 12.9 | 22.1 | 0 | 13.2 | 2.8 | 82.4 | 14.8 | 0 | 43.2 | |
| Total % | 0.8 | 1.3 | 2 | 0 | 4.2 | 1.9 | 36.6 | 1 | 0 | 39.5 | 8.5 | 1.7 | 2.9 | 0 | 13.2 | 1.2 | 35.6 | 6.4 | 0 | 43.2 | |
| Passenger Veh | 42 | 68 | 102 | 0 | 212 | 95 | 1797 | 50 | 0 | 1942 | 431 | 81 | 146 | 0 | 658 | 53 | 1741 | 321 | 0 | 2115 | 4927 |
| % Passenger Veh | 97.7 | 100 | 98.1 | 0 | 98.6 | 96.9 | 95.9 | 98 | 0 | 96 | 98.4 | 93.1 | 98 | 0 | 97.6 | 86.9 | 95.6 | 97.9 | 0 | 95.7 | 96.2 |
| Trucks | 1 | 0 | 2 | 0 | 3 | 3 | 77 | 1 | 0 | 81 | 7 | 6 | 3 | 0 | 16 | 8 | 81 | 7 | 0 | 96 | 196 |
===== PAGE 95 =====
| Data Collection Group
LSmith@DataCollectionGroup.net | |
| % Trucks | 2.3 | 0 | 1.9 | 0 | 1.4 | 3.1 | 4.1 | 2 | 0 | 4 | 1.6 | 6.9 | 2 | 0 | 2.4 | 13.1 | 4.4 | 2.1 | 0 | 4.3 | 3.8 |
===== PAGE 96 =====
## Data Collection Group
### LSmith@DataCollectionGroup.net
File Name : Market and Dogwood
Site Code :
Start Date : 4/16/2024
Page No : 3
| Dogwood Dr From North | Market St From East | Dogwood Dr From South | Market St From West | |
| Start Time | Left | Thru | Right | U-Turn | App. Total | Left | Thru | Right | U-Turn | App. Total | Left | Thru | Right | U-Turn | App. Total | Left | Thru | Right | U-Turn | App. Total | Int. Total |
| Peak Hour Analysis From 07:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM |
| 07:30 AM | 2 | 1 | 4 | 0 | 7 | 7 | 65 | 1 | 0 | 73 | 18 | 2 | 5 | 0 | 25 | 5 | 117 | 14 | 0 | 136 | 241 |
| 07:45 AM | 2 | 4 | 8 | 0 | 14 | 2 | 67 | 2 | 0 | 71 | 18 | 1 | 11 | 0 | 30 | 2 | 97 | 21 | 0 | 120 | 235 |
| 08:00 AM | 2 | 5 | 5 | 0 | 12 | 1 | 93 | 0 | 0 | 94 | 26 | 2 | 7 | 0 | 35 | 1 | 92 | 16 | 0 | 109 | 250 |
| 08:15 AM | 0 | 3 | 4 | 0 | 7 | 6 | 48 | 0 | 0 | 54 | 11 | 6 | 8 | 0 | 25 | 3 | 107 | 15 | 0 | 125 | 211 |
| Total Volume | 6 | 13 | 21 | 0 | 40 | 16 | 273 | 3 | 0 | 292 | 73 | 11 | 31 | 0 | 115 | 11 | 413 | 66 | 0 | 490 | 937 |
| % App. Total | 15 | 32.5 | 52.5 | 0 | | 5.5 | 93.5 | 1 | 0 | | 63.5 | 9.6 | 27 | 0 | | 2.2 | 84.3 | 13.5 | 0 | | |
| PHF | .750 | .650 | .656 | .000 | .714 | .571 | .734 | .375 | .000 | .777 | .702 | .458 | .705 | .000 | .821 | .550 | .882 | .786 | .000 | .901 | .937 |
| Passenger Veh | 6 | 13 | 20 | 0 | 39 | 15 | 254 | 3 | 0 | 272 | 72 | 10 | 31 | 0 | 113 | 7 | 385 | 64 | 0 | 456 | 880 |
| % Passenger Veh | 100 | 100 | 95.2 | 0 | 97.5 | 93.8 | 93.0 | 100 | 0 | 93.2 | 98.6 | 90.9 | 100 | 0 | 98.3 | 63.6 | 93.2 | 97.0 | 0 | 93.1 | 93.9 |
| Trucks | 0 | 0 | 1 | 0 | 1 | 1 | 19 | 0 | 0 | 20 | 1 | 1 | 0 | 0 | 2 | 4 | 28 | 2 | 0 | 34 | 57 |
| % Trucks | 0 | 0 | 4.8 | 0 | 2.5 | 6.3 | 7.0 | 0 | 0 | 6.8 | 1.4 | 9.1 | 0 | 0 | 1.7 | 36.4 | 6.8 | 3.0 | 0 | 6.9 | 6.1 |
===== PAGE 97 =====
### Data Collection Group LSmith@DataCollectionGroup.net
| Market St
Out
In
456
346
21
367 | 7
4
11
385
28
413
64
2
66
U-Turn | Left
Right
Left
Left
U-Turn | Peak Hour Data
North
Peak Hour Begins at 07:30 AM
Passenger Veh
Trucks | Out
Total
Right
Left
U-Turn
3
3
273
19
15
Left
254
16
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|
File Name : Market and Dogwood
Site Code :
Start Date : 4/16/2024
Page No : 4
===== PAGE 98 =====
# Data Collection Group LSmith@DataCollectionGroup.net
File Name : Market and Dogwood
Site Code :
Start Date : 4/16/2024
Page No : 5
| Dogwood Dr From North | Market St From East | Dogwood Dr From South | Market St From West | |
| Start Time | Left | Thru | Right | U-Turn | App. Total | Left | Thru | Right | U-Turn | App. Total | Left | Thru | Right | U-Turn | App. Total | Left | Thru | Right | U-Turn | App. Total | Int. Total |
| Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:00 PM |
| 12:00 PM | 3 | 1 | 2 | 0 | 6 | 4 | 63 | 4 | 0 | 71 | 14 | 8 | 6 | 0 | 28 | 3 | 61 | 13 | 0 | 77 | 182 |
| 12:15 PM | 1 | 1 | 7 | 0 | 9 | 4 | 48 | 4 | 0 | 56 | 11 | 7 | 5 | 0 | 23 | 1 | 60 | 12 | 0 | 73 | 161 |
| 12:30 PM | 3 | 4 | 1 | 0 | 8 | 5 | 74 | 1 | 0 | 80 | 15 | 3 | 3 | 0 | 21 | 2 | 66 | 8 | 0 | 76 | 185 |
| 12:45 PM | 1 | 3 | 1 | 0 | 5 | 5 | 60 | 2 | 0 | 67 | 16 | 3 | 8 | 0 | 27 | 2 | 55 | 15 | 0 | 72 | 171 |
| Total Volume % App. Total | 8 | 9 | 11 | 0 | 28 | 18 | 245 | 11 | 0 | 274 | 56 | 21 | 22 | 0 | 99 | 8 | 242 | 48 | 0 | 298 | 699 |
| PHF | 28.6 | 32.1 | 39.3 | 0 | | 6.6 | 89.4 | 4 | 0 | | 56.6 | 21.2 | 22.2 | 0 | | 2.7 | 81.2 | 16.1 | 0 | | |
| Passenger Veh % Passenger Veh | .667 | .563 | .393 | .000 | .778 | .900 | .828 | .688 | .000 | .856 | .875 | .656 | .688 | .000 | .884 | .667 | .917 | .800 | .000 | .968 | .945 |
| Trucks % Trucks | 8 | 9 | 11 | 0 | 28 | 17 | 229 | 11 | 0 | 257 | 54 | 20 | 22 | 0 | 96 | 8 | 229 | 47 | 0 | 284 | 665 |
| Passenger Veh % Passenger Veh | 100 | 100 | 100 | 0 | 100 | 94.4 | 93.5 | 100 | 0 | 93.8 | 96.4 | 95.2 | 100 | 0 | 97.0 | 100 | 94.6 | 97.9 | 0 | 95.3 | 95.1 |
| Trucks % Trucks | 0 | 0 | 0 | 0 | 0 | 1 | 16 | 0 | 0 | 17 | 2 | 1 | 0 | 0 | 3 | 0 | 13 | 1 | 0 | 14 | 34 |
| Passenger Veh % Passenger Veh | 0 | 0 | 0 | 0 | 0 | 5.6 | 6.5 | 0 | 0 | 6.2 | 3.6 | 4.8 | 0 | 0 | 3.0 | 0 | 5.4 | 2.1 | 0 | 4.7 | 4.9 |
===== PAGE 99 =====
### Data Collection Group LSmith@DataCollectionGroup.net

File Name : Market and Dogwood
Site Code :
Start Date : 4/16/2024
Page No : 6
===== PAGE 100 =====
# Data Collection Group LSmith@DataCollectionGroup.net
File Name : Market and Dogwood
Site Code :
Start Date : 4/16/2024
Page No :7
| Dogwood Dr From North | Market St From East | Dogwood Dr From South | Market St From West | |
| Start Time | Left | Thru | Right | U-Turn | App. Total | Left | Thru | Right | U-Turn | App. Total | Left | Thru | Right | U-Turn | App. Total | Left | Thru | Right | U-Turn | App. Total | Int. Total |
| Peak Hour Analysis From 02:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM |
| 04:30 PM | 2 | 1 | 9 | 0 | 12 | 9 | 116 | 2 | 0 | 127 | 35 | 6 | 5 | 0 | 46 | 2 | 89 | 27 | 0 | 118 | 303 |
| 04:45 PM | 0 | 1 | 4 | 0 | 5 | 4 | 114 | 2 | 0 | 120 | 19 | 5 | 7 | 0 | 31 | 2 | 83 | 18 | 0 | 103 | 259 |
| 05:00 PM | 2 | 4 | 5 | 0 | 11 | 5 | 112 | 4 | 0 | 121 | 27 | 10 | 7 | 0 | 44 | 3 | 91 | 23 | 0 | 117 | 293 |
| 05:15 PM | 2 | 7 | 6 | 0 | 15 | 4 | 134 | 6 | 0 | 144 | 32 | 5 | 17 | 0 | 54 | 1 | 89 | 16 | 0 | 106 | 319 |
| Total Volume % App. Total | 6 | 13 | 24 | 0 | 43 | 22 | 476 | 14 | 0 | 512 | 113 | 26 | 36 | 0 | 175 | 8 | 352 | 84 | 0 | 444 | 1174 |
| PHF | 14 | 30.2 | 55.8 | 0 | | 4.3 | 93 | 2.7 | 0 | | 64.6 | 14.9 | 20.6 | 0 | | 1.8 | 79.3 | 18.9 | 0 | | |
| Passenger Veh % Passenger Veh | .750 | .464 | .667 | .000 | .717 | .611 | .888 | .583 | .000 | .889 | .807 | .650 | .529 | .000 | .810 | .667 | .967 | .778 | .000 | .941 | .920 |
| Trucks % Trucks | 5 | 13 | 23 | 0 | 41 | 22 | 476 | 14 | 0 | 512 | 113 | 25 | 36 | 0 | 174 | 8 | 347 | 84 | 0 | 439 | 1166 |
| % Trucks | 83.3 | 100 | 95.8 | 0 | 95.3 | 100 | 100 | 100 | 0 | 100 | 100 | 96.2 | 100 | 0 | 99.4 | 100 | 98.6 | 100 | 0 | 98.9 | 99.3 |
| Passenger Veh % Passenger Veh | 1 | 0 | 1 | 0 | 2 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 5 | 0 | 0 | 5 | 8 |
| % Trucks | 16.7 | 0 | 4.2 | 0 | 4.7 | 0 | 0 | 0 | 0 | 0 | 0 | 3.8 | 0 | 0 | 0.6 | 0 | 1.4 | 0 | 0 | 1.1 | 0.7 |
===== PAGE 101 =====
### Data Collection Group LSmith@DataCollectionGroup.net
| Market St
Out
In
612
1
613 | Out
In
47
1
48
23
13
24
13
23
13
24
13
23
13
24
13 | Out
In
41
2
43
3
47
1
48
23
13
24
13
23
13 | Out
In
388
6
512
0
900
6
906
0
394
14
476
22
22
0
Left
U-Turn
Left
U-Turn
Left
Left
|
File Name : Market and Dogwood
Site Code :
Start Date : 4/16/2024
Page No : 8
===== PAGE 102 =====
| Dogwood Dr From North | Group 1: Market St From East | Group 2: Dogwood Dr From South | Market St From West | |
| Start Time | Left | Thru | Right | Peds | App. Total | Left | Thru | Right | Peds | App. Total | Left | Thru | Right | Peds | App. Total | Left | Thru | Right | Peds | App. Total | Int. Total |
| 07:00 AM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 |
| 07:15 AM | 0 | 0 | 0 | 1 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 2 |
| 07:45 AM | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 0 | 0 | 2 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 3 |
| Total | 0 | 0 | 0 | 1 | 1 | 0 | 2 | 0 | 0 | 2 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 2 | 3 | 6 |
| 08:00 AM | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 1 | 0 | 0 | 0 | 0 | 0 | 2 |
| 08:15 AM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 1 |
| 08:30 AM | 0 | 0 | 0 | 1 | 1 | 0 | 0 | 1 | 2 | 3 | 0 | 0 | 0 | 2 | 2 | 0 | 1 | 0 | 0 | 1 | 7 |
| Total | 0 | 1 | 0 | 1 | 2 | 0 | 0 | 1 | 2 | 3 | 0 | 0 | 0 | 3 | 3 | 0 | 2 | 0 | 0 | 2 | 10 |
| 11:00 AM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 1 | 2 |
| 11:15 AM | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 1 | 2 |
| 11:30 AM | 0 | 0 | 0 | 1 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 |
| 11:45 AM | 0 | 0 | 0 | 1 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 1 | 0 | 0 | 0 | 0 | 0 | 2 |
| Total | 0 | 0 | 0 | 2 | 2 | 0 | 1 | 0 | 1 | 2 | 0 | 0 | 0 | 1 | 1 | 0 | 0 | 1 | 1 | 2 | 7 |
| 12:00 PM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 1 | 0 | 0 | 0 | 0 | 0 | 1 |
| 12:15 PM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 0 | 2 | 2 |
| 12:30 PM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 1 | 1 |
| Total | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 1 | 0 | 1 | 2 | 0 | 3 | 4 |
| 04:00 PM | 0 | 0 | 0 | 0 | 0 | 0 | 3 | 1 | 0 | 4 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 1 | 5 |
| 04:15 PM | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 3 | 4 | 0 | 0 | 0 | 1 | 1 | 1 | 0 | 0 | 0 | 1 | 6 |
| 04:30 PM | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1 | 1 | 0 | 0 | 0 | 1 | 1 | 0 | 0 | 0 | 1 | 1 | 3 |
| 04:45 PM | 0 | 1 | 0 | 0 | 1 | 0 | 2 | 0 | 1 | 3 | 0 | 0 | 0 | 1 | 1 | 0 | 0 | 0 | 0 | 0 | 5 |
| Total | 0 | 1 | 0 | 0 | 1 | 0 | 6 | 1 | 5 | 12 | 0 | 0 | 0 | 3 | 3 | 1 | 0 | 0 | 2 | 3 | 19 |
| 05:00 PM | 0 | 2 | 1 | 1 | 4 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 0 | 0 | 2 | 0 | 0 | 2 | 0 | 2 | 8 |
| 05:15 PM | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 0 | 0 | 2 | 0 | 0 | 0 | 2 | 2 | 5 |
| 05:30 PM | 0 | 1 | 0 | 1 | 2 | 0 | 0 | 0 | 0 | 0 | 0 | 9 | 0 | 7 | 16 | 0 | 0 | 0 | 2 | 2 | 20 |
| 05:45 PM | 0 | 0 | 0 | 1 | 1 | 0 | 0 | 0 | 2 | 2 | 0 | 0 | 0 | 0 | 0 | 0 | 2 | 0 | 1 | 3 | 6 |
| Total | 0 | 4 | 1 | 3 | 8 | 0 | 0 | 0 | 2 | 2 | 0 | 13 | 0 | 7 | 20 | 0 | 2 | 2 | 5 | 9 | 39 |
| Grand Total | 0 | 6 | 1 | 7 | 14 | 0 | 9 | 2 | 10 | 21 | 0 | 13 | 0 | 15 | 28 | 1 | 6 | 5 | 10 | 22 | 85 |
| Approx % | 0 | 42.9 | 7.1 | 50 | | 0 | 42.9 | 9.5 | 47.6 | | 0 | 46.4 | 0 | 53.6 | | 4.5 | 27.3 | 22.7 | 45.5 | | |
| Total % | 0 | 7.1 | 1.2 | 8.2 | 16.5 | 0 | 10.6 | 2.4 | 11.8 | 24.7 | 0 | 15.3 | 0 | 17.6 | 32.9 | 1.2 | 7.1 | 5.9 | 11.8 | 25.9 | |
| Bikes | 0 | 6 | 1 | 0 | 7 | 0 | 9 | 2 | 0 | 11 | 0 | 13 | 0 | 0 | 13 | 1 | 6 | 5 | 0 | 12 | 43 |
| % Bikes | 0 | 100 | 100 | 0 | 50 | 0 | 100 | 100 | 0 | 52.4 | 0 | 100 | 0 | 0 | 46.4 | 100 | 100 | 100 | 0 | 54.5 | 50.6 |
| Peds | 0 | 0 | 0 | 7 | 7 | 0 | 0 | 0 | 10 | 10 | 0 | 0 | 0 | 15 | 15 | 0 | 0 | 0 | 10 | 10 | 42 |
===== PAGE 103 =====
| Data Collection Group
LSmith@DataCollectionGroup.net |
| % Peds | 0 | 0 | 0 | 100 | 50 | 0 | 0 | 0 | 100 | 47.6 | 0 | 0 | 0 | 100 | 53.6 | 0 | 0 | 0 | 100 | 45.5 | 49.4 |
===== PAGE 104 =====
(see graphic for description of Area A and Area B)
| NB Park Rd | SB Park Rd | EB Park Rd | Area | NB Park Rd | SB Park Rd | EB Park Rd | Area | Area |
| Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Left | |
| 5-6 AM | | | | | | | | | | | | | | | | | | | | | |
| 6-7 AM | | | | | | | | | | 1 | 1 | | | | | | | | | | |
| 7-8 AM | 1 | | | | 1 | | 1 | | | 2 | 1 | | | | | | | | | | |
| 8-9AM | 1 | | | | | 1 | 4 | | 1 | | 1 | | | | | | | | | | |
| 9-10 AM | | 2 | | | | 1 | 1 | | 3 | 2 | 1 | 1 | | | | 4 | | | | | |
| 10-11 AM | 1 | 2 | | | 3 | 1 | 3 | | 4 | | 1 | 1 | | | 1 | | 2 | | | | |
| 11-12 PM | | 1 | | | 5 | 2 | | | 2 | 10 | 12 | | 1 | | 1 | | 2 | | | | |
| 12-1 PM | 1 | | | | 2 | | 2 | | | 5 | 4 | | | | 1 | | | | 5 | | |
| 1-2 PM | 7 | | | | 1 | | | | | 10 | 14 | 1 | | | 2 | 1 | 1 | | 2 | | |
| 2-3 PM | | 1 | | | 1 | 2 | 2 | | | 26 | 24 | 3 | | | 2 | | 1 | | 2 | | |
| 3-4 PM | | | | | 2 | | 3 | | | 12 | 13 | 2 | 1 | | | 2 | 2 | | 3 | | |
| 4-5 PM | 1 | 1 | | | 5 | | 2 | | | 2 | 2 | 1 | 2 | | | | 2 | | 4 | | |
| 5-6 PM | 1 | | | | | | | | | 6 | 4 | | | 1 | | 2 | 2 | | 4 | | |
| 6-7 PM | 2 | 3 | | | 2 | 3 | | | | 1 | 3 | 1 | | | | | 1 | | 2 | | |
| 7-8 PM | 1 | 3 | | | 2 | 1 | 3 | | 2 | 2 | 2 | 1 | | | | | | | | | |
| 8-9 PM | | | | | | | 5 | | | 4 | | | | | | | | | | | |
| 16 | 13 | 0 | 0 | 0 | 24 | 11 | 26 | 0 | 12 | 83 | 83 | 11 | 5 | 0 | 1 | 7 | 9 | 13 | 0 | 0 | |
| 102 | | | | | | | | | | | | | | | | | | | | 68 | |
===== PAGE 105 =====
LOCATION Market St at Westover Park
DATE 4/15/2024
(see graphic for description of Area A and Area B)
| NB Park Rd | SB Park Rd | EB Park Rd | Area | NB Park Rd | SB Park Rd | EB Park Rd | Area | Area |
| Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Area | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Area | Left |
| 5-6 AM | | | | | 1 | | | | | | | | | | | | | | | | |
| 6-7 AM | 1 | 1 | | | | | | | | 1 | 1 | | | | | | | 1 | | | |
| 7-8 AM | 2 | 2 | | | 1 | | 1 | | 3 | | 4 | | | | | 1 | | | 1 | | |
| 8-9AM | | | | | 3 | | | | | 1 | | | | | | | | | | | |
| 9-10 AM | 3 | | | | | | | | 1 | 4 | 1 | | | | | | | | 1 | | |
| 10-11 AM | 1 | | | | | 2 | 1 | | 5 | 2 | 1 | 1 | | | | | | | | | |
| 11-12 PM | | | | | | | 2 | | 1 | 4 | 3 | | | | 2 | | | | | | |
| 12-1 PM | 2 | 2 | | | | | | | 3 | 4 | 5 | | 1 | | | | | 1 | | 2 | |
| 1-2 PM | 1 | | | | | | 1 | | | 2 | 4 | | | | 1 | | | | 4 | | |
| 2-3 PM | | 1 | | | | | | | | 2 | 4 | 2 | | | 5 | | | | 2 | | |
| 3-4 PM | 1 | 2 | | | 1 | | | | 1 | 2 | 2 | | | | | | 2 | | 1 | | |
| 4-5 PM | 1 | | | | 4 | 1 | 1 | | | 5 | 4 | 1 | | | | | | | 1 | | |
| 5-6 PM | | 3 | | | 1 | | | | 1 | 10 | 10 | | | | | | 1 | | | | |
| 6-7 PM | 5 | | | | 1 | 2 | | | | 1 | 2 | | | | | | | | | | |
| 7-8 PM | 4 | | | | | | | | 7 | 2 | 6 | 2 | | | | 1 | 1 | | 2 | | |
| 8-9 PM | | | | | 1 | | | | | 1 | 1 | | | | | | | | | | |
| 21 | 11 | 0 | 0 | 0 | 13 | 5 | 6 | 0 | 22 | 41 | 44 | 10 | 1 | 0 | 0 | 8 | 2 | 6 | 0 | 14 | 0 |
| | | | | 13 | 5 | 6 | 0 | 22 | 41 | 44 | 10 | 1 | 0 | 0 | 8 | 2 | 6 | 0 | 14 | 0 |
===== PAGE 106 =====
LOCATION Market St at Westover Park DATE 4/16/2024 (see graphic for description of Area A and Area B)
PEDESTRIANS
===== PAGE 107 =====
LOCATION Market St at Westover Park DATE 4/17/2024 (see graphic for description of Area A and Area B)
PEDESTRIANS
BIKES
===== PAGE 108 =====
LOCATION Market St at Westover Park DATE 4/18/2024 (see graphic for description of Area A and Area B)
PEDESTRIANS
BIKES
===== PAGE 109 =====
(see graphic for description of Area A and Area B)
| NB Park Rd | SB Park Rd | EB Park Rd | Area | NB Park Rd | SB Park Rd | EB Park Rd | Area | Area |
| Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | Left | Left | Thru |
| 5-6 AM | | | | | 1 | | | | | | | | | | | | | | | | |
| 6-7 AM | 3 | 1 | | | | 2 | 2 | | 1 | | 1 | | | | | | | | | | |
| 7-8 AM | 1 | 1 | | | | | 1 | | 2 | | 1 | 5 | | | | 1 | | | | | |
| 8-9AM | 3 | 1 | | | | 1 | 1 | | | | | 1 | | | | | | | | | |
| 9-10 AM | 1 | 1 | | | | 1 | | | 1 | | 2 | 1 | 1 | | | | | | | | |
| 10-11 AM | | | | | 2 | | 1 | | 1 | 2 | 1 | 1 | | | 2 | | 1 | | 1 | | |
| 11-12 PM | 1 | 3 | | | 1 | | | | 1 | 1 | 2 | 1 | | | | | | | 2 | | |
| 12-1 PM | | | | | | 1 | | | | 9 | 10 | | | | 1 | | | | | | |
| 1-2 PM | | | | | | 1 | | | | 7 | 6 | | | | | | 1 | | | | |
| 2-3 PM | | | | | | | | | 2 | 1 | 3 | | | | 2 | | 2 | | 2 | | |
| 3-4 PM | | | | | | | | | 2 | 9 | 10 | 1 | | | | 5 | 1 | | | | |
| 4-5 PM | 1 | | | | 6 | | 3 | | 2 | 3 | 3 | | | | | | 1 | | 2 | | |
| 5-6 PM | | | | | | | | | 1 | 5 | 5 | 1 | 1 | | | 1 | | | 1 | | |
| 6-7 PM | 3 | | | | 1 | 1 | | | 1 | 4 | 6 | 3 | | | 5 | | | | | | |
| 7-8 PM | 2 | | | | | | | | 2 | 3 | 3 | | | | | 1 | 1 | | 2 | | |
| 8-9 PM | | | | | | | 1 | | | | | | | | | | | 2 | | | |
| 11 | 11 | 0 | 0 | 11 | 7 | 9 | 0 | 16 | 44 | 53 | 15 | 2 | 0 | 0 | 11 | 7 | 7 | 0 | 12 | 0 |
| | | | | | | | | | | | | | | | | | | | | 54 |
===== PAGE 110 =====
LOCATION Market St at Westover Park
DATE####
(see graphic for description of Area A and Area B)
| NB Park Rd | PEDESTRIANS | BIKES |
| Left | Thru | Right | SB Park Rd | EB Park Rd | Area | NB Park Rd | SB Park Rd | EB Park Rd | Area | Area | |
| | | | Left | Thru | Right | Left | Thru | Right | A | B | Left | Thru | Right | Left | Thru | Right | Left | Thru | Right | A |
| 5-6 AM | | 1 | | | | | | | | | | | | | | | | | | | |
| 6-7 AM | 2 | 1 | | | | | 3 | | 2 | | 2 | | 1 | | | | | | | | |
| 7-8 AM | 4 | | | | 1 | | 1 | | 1 | | | 99 | | | | | 1 | | | | |
| 8-9AM | 3 | | | | | 1 | 2 | | 2 | | | | | | | | | | | | |
| 9-10 AM | | | | | 4 | | 1 | | 3 | 10 | 15 | 1 | | | | | | | | | |
| 10-11 AM | | 1 | | | 1 | | 1 | | 2 | 18 | 17 | | 1 | | | | | | | | |
| 11-12 PM | 1 | | | | | | | | 1 | 10 | 10 | 1 | | | | 1 | | | 1 | | |
| 12-1 PM | | | | | 1 | | | | 3 | 2 | 2 | 1 | 1 | | | | | | | | |
| 1-2 PM | | 2 | | | 3 | | | | 3 | 15 | 14 | | | | | | | | | | |
| 2-3 PM | | | | | 1 | 1 | 4 | | | 15 | 11 | 2 | | | | | | | | | |
| 3-4 PM | | 2 | | | 2 | | | | | 10 | 12 | 1 | | | 1 | 3 | | | | | |
| 4-5 PM | 1 | 1 | | | | 1 | 1 | | | 2 | 2 | 3 | | | 1 | 1 | 1 | | 5 | | |
| 5-6 PM | 1 | | | | | | | | 2 | 2 | 2 | 2 | | | 1 | | 3 | | | | |
| 6-7 PM | 1 | 3 | | | 3 | | | | | | | | | | | | | | | | |
| 7-8 PM | | 2 | | | 7 | | | | 2 | 2 | 2 | 1 | | | | | 1 | | 1 | | |
| 8-9 PM | | | | | | | 1 | | | 2 | 2 | | | | | 1 | | | | | |
| 13 | 13 | 0 | 0 | 23 | 3 | 14 | 0 | 21 | 88 | 91 | 111 | 3 | 0 | 0 | 3 | 6 | 6 | 0 | 7 | 0 |
| | | | | | | | | | | | | | | | | | | | | 0 |
| | | | | | | | | | | | | | | | | | | | | 136 |
===== PAGE 111 =====
There was considerable use of the areas labeled "Area A" and "Area B". These bicyclists / ped's cut thru the grass areas and did not stay on the roads.
===== PAGE 112 =====
Market St near Thomas Harrison Middle School
LOCATION DATE
===== PAGE 113 =====
Market St near Thomas Harrison Middle School
LOCATION DATE
===== PAGE 114 =====
Market St near Thomas Harrison Middle School
LOCATION DATE
===== PAGE 115 =====
Market St near Thomas Harrison Middle School
LOCATION DATE
===== PAGE 116 =====
Market St near Thomas Harrison Middle School 4/18/2024
LOCATION DATE
PEDESTRIANS
WB Market
Left | Thru | Right | EB Market
2 | 5 | 2 | 2
7-8 AM | 1 | 1 | 1
8-9 AM | 1 | 3 | 1
9-10 AM | 10-11 AM | 3 | 1
11-12 PM | 12-1 PM | 3 | 1
1-2 PM | 2-3 PM | 1 | 4
3-4 PM | 4-5 PM | 1 | 1
5-6 PM | 6-7 PM | 1 | 2
7-8 PM | 8-9 PM | 1 | 2
WB Market
Left | Thru | Right | EB Market
1 | 1 | 1 | 1
2 | 3 | 1 | 1
3 | 4 | 2 | 1
4 | 5 | 1 | 1
5-6 PM | 6-7 PM | 2 | 1
7-8 PM | 8-9 PM | 2 | 1
===== PAGE 117 =====
Market St near Thomas Harrison Middle School
LOCATION DATE
===== PAGE 118 =====
LOCATION Market St near Thomas Harrison Middle School DATE 4/20/2024
| WB Market | PEDESTRIANS | BIKES |
| Left | Thru | Right | Left | EB Market | NB Trail | | | | | WB Market | EB Market | NB Trail | | | | | |
| 5-6 AM | | | | | 3 | | | | | | | | | | | | | | | | | | | | | | |
| 6-7 AM | | | | | | | | | | | | | | | | | | | | | | | | | | | |
| 7-8 AM | 2 | | | | 1 | 1 | | | | | | | | | | | 1 | | | | | | | | | | |
| 8-9AM | 2 | | | | 1 | | | | | | | | | | | | | | | | | | | | | | |
| 9-10 AM | | | | | 1 | | | | | | | | | | 1 | | | 2 | | | | | | | | | |
| 10-11 AM | 1 | | | | | | | | | | | | | | 1 | | | 1 | | | | | | | | | |
| 11-12 PM | 1 | | | | | | 1 | | | | | | | | | | 2 | | | | | | | | | | |
| 12-1 PM | 1 | | | | 2 | | | | | | | | | | 1 | | | 1 | | | | | | | | | |
| 1-2 PM | 1 | 3 | | | 3 | | | | | | | | | | 1 | | | | | | | | | | | | |
| 2-3 PM | 3 | | | | 1 | | | | | | | | | | | | 2 | | | | | | | | | | |
| 3-4 PM | 2 | | | | 1 | | | | | | | | | | 2 | | | | | | | | | | | | |
| 4-5 PM | 2 | | | | | | | | 2 | | | | | | 2 | | | 3 | | | | 1 | | | | | |
| 5-6 PM | 2 | | | | 1 | | | | | | | | | 1 | 1 | | | | | | | 1 | | | | | |
| 6-7 PM | 1 | | | | | | | | | | | | | | 2 | | | | | | | | | | | | |
| 7-8 PM | 1 | | | | 2 | | 1 | | 1 | | | | | | | | 1 | | | | | | | | | | |
| 8-9 PM | | | | | | | | | 1 | | | | | | | | | | | | | 1 | | | | | |
===== PAGE 119 =====
APPENDIX B – CAPACI TY ANALYSIS WORKSHEETS FOR EXISTING CONDI TIONS
===== PAGE 120 =====
[F2]  |
| Movement | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
| Lane Configurations | | | | | | | | | | | | |
| Traffic Volume (veh/h) | 4 | 0 | 15 | 0 | 0 | 0 | 9 | 141 | 7 | 4 | 158 | 2 |
| Future Volume (Veh/h) | 4 | 0 | 15 | 0 | 0 | 0 | 9 | 141 | 7 | 4 | 158 | 2 |
| Sign Control | | Stop | | | Stop | | | Free | | | Free | |
| Grade | | 0% | | | 0% | | | 0% | | | 0% | |
| Peak Hour Factor | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 |
| Hourly flow rate (vph) | 4 | 0 | 16 | 0 | 0 | 0 | 10 | 153 | 8 | 4 | 172 | 2 |
| Pedestrians | | 7 | | | | | | | | | 7 | |
| Lane Width (ft) | | 12.0 | | | | | | | | | 12.0 | |
| Walking Speed (ft/s) | | 3.5 | | | | | | | | | 3.5 | |
| Percent Blockage | | 1 | | | | | | | | | 1 | |
| Right turn flare (veh) | | | | | | | | | | | | |
| Median type | | | | | | | | None | | | None | |
| Median storage veh) | | | | | | | | | | | | |
| Upstream signal (ft) | | | | | | | | | | | | |
| pX, platoon unblocked | | | | | | | | | | | | |
| vC, conflicting volume | 372 | 369 | 180 | 374 | 366 | 164 | 181 | | | 161 | | |
| vC1, stage 1 conf vol | | | | | | | | | | | | |
| vC2, stage 2 conf vol | | | | | | | | | | | | |
| vCu, unblocked vol | 372 | 369 | 180 | 374 | 366 | 164 | 181 | | | 161 | | |
| tC, single (s) | 7.6 | 6.5 | 6.3 | 7.1 | 6.5 | 6.2 | 4.2 | | | 4.1 | | |
| tC, 2 stage (s) | | | | | | | | | | | | |
| tF (s) | 4.0 | 4.0 | 3.4 | 3.5 | 4.0 | 3.3 | 2.3 | | | 2.2 | | |
| p0 queue free % | 99 | 100 | 98 | 100 | 100 | 100 | 99 | | | 100 | | |
| cM capacity (veh/h) | 493 | 554 | 830 | 568 | 556 | 880 | 1333 | | | 1430 | | |
| Direction, Lane # | EB 1 | WB 1 | NB 1 | SB 1 | | | | | | | | |
| Volume Total | 20 | 0 | 171 | 178 | | | | | | | | |
| Volume Left | 4 | 0 | 10 | 4 | | | | | | | | |
| Volume Right | 16 | 0 | 8 | 2 | | | | | | | | |
| cSH | 730 | 1700 | 1333 | 1430 | | | | | | | | |
| Volume to Capacity | 0.03 | 0.01 | 0.01 | 0.00 | | | | | | | | |
| Queue Length 95th (ft) | 2 | 0 | 1 | 0 | | | | | | | | |
| Control Delay (s) | 10.1 | 0.0 | 0.5 | 0.2 | | | | | | | | |
| Lane LOS | B | A | A | A | | | | | | | | |
| Approach Delay (s) | 10.1 | 0.0 | 0.5 | 0.2 | | | | | | | | |
| Approach LOS | B | A | | | | | | | | | | |
| Intersection Summary |
| Average Delay | | | 0.9 | | | | | | | | | |
| Intersection Capacity Utilization | | | 22.2% | | ICU Level of Service | | | | A | | | |
| Analysis Period (min) | | | 15 | | | | | | | | | |
===== PAGE 121 =====
 |
| Movement | EBL | EBR | NBL | NBT | SBT | SBR |
| Lane Configurations | | | | uparrow | uparrow | |
| Traffic Volume (veh/h) | 2 | 66 | 34 | 155 | 174 | 7 |
| Future Volume (Veh/h) | 2 | 66 | 34 | 155 | 174 | 7 |
| Sign Control | Stop | | | Free | Free | |
| Grade | 0% | | | 0% | 0% | |
| Peak Hour Factor | 0.95 | 0.95 | 0.95 | 0.95 | 0.95 | 0.95 |
| Hourly flow rate (vph) | 2 | 69 | 36 | 163 | 183 | 7 |
| Pedestrians | | | | | | |
| Lane Width (ft) | | | | | | |
| Walking Speed (ft/s) | | | | | | |
| Percent Blockage | | | | | | |
| Right turn flare (veh) | | | | | | |
| Median type | | | | None | None | |
| Median storage veh) | | | | | | |
| Upstream signal (ft) | | | | | | |
| pX, platoon unblocked | | | | | | |
| vC, conflicting volume | 422 | 186 | 190 | | | |
| vC1, stage 1 conf vol | | | | | | |
| vC2, stage 2 conf vol | | | | | | |
| vCu, unblocked vol | 422 | 186 | 190 | | | |
| tC, single (s) | 6.4 | 6.2 | 4.2 | | | |
| tC, 2 stage (s) | | | | | | |
| tF (s) | 3.5 | 3.3 | 2.3 | | | |
| p0 queue free % | 100 | 92 | 97 | | | |
| cM capacity (veh/h) | 577 | 856 | 1343 | | | |
| Direction, Lane # | EB 1 | NB 1 | SB 1 | | | |
| Volume Total | 71 | 199 | 190 | | | |
| Volume Left | 2 | 36 | 0 | | | |
| Volume Right | 69 | 0 | 7 | | | |
| cSH | 844 | 1343 | 1700 | | | |
| Volume to Capacity | 0.08 | 0.03 | 0.11 | | | |
| Queue Length 95th (ft) | 7 | 2 | 0 | | | |
| Control Delay (s) | 9.7 | 1.6 | 0.0 | | | |
| Lane LOS | A | A | | | | |
| Approach Delay (s) | 9.7 | 1.6 | 0.0 | | | |
| Approach LOS | A | | | | | |
| Intersection Summary | | | | | | |
| Average Delay | | | 2.2 | | | |
| Intersection Capacity Utilization | | | 33.8% | ICU Level of Service | A | |
| Analysis Period (min) | | | 15 | | | |
===== PAGE 122 =====
| uparrow | uparrow | uparrow | downarrow | downarrow | downarrow | uparrow | → | uparrow | downarrow | downarrow | downarrow | downarrow |
| Movement | NBL | NBT | NBR | SBL | SBT | SBR | NEL | NET | NER | SWL | SWT | SWR | |
| Lane Configurations | | | | | | | | uparrow | uparrow | | | | |
| Traffic Volume (veh/h) | 34 | 103 | 5 | 5 | 138 | 89 | 76 | 3 | 21 | 7 | 11 | 9 | |
| Future Volume (Veh/h) | 34 | 103 | 5 | 5 | 138 | 89 | 76 | 3 | 21 | 7 | 11 | 9 | |
| Sign Control | | Free | | | Free | | | Stop | | | Stop | | |
| Grade | | 0% | | | 0% | | | 0% | | | 0% | | |
| Peak Hour Factor | 0.94 | 0.94 | 0.94 | 0.94 | 0.94 | 0.94 | 0.94 | 0.94 | 0.94 | 0.94 | 0.94 | 0.94 | |
| Hourly flow rate (vph) | 36 | 110 | 5 | 5 | 147 | 95 | 81 | 3 | 22 | 7 | 12 | 10 | |
| Pedestrians | | | | | | | | 11 | | | | | |
| Lane Width (ft) | | | | | | | | 12.0 | | | | | |
| Walking Speed (ft/s) | | | | | | | | 3.5 | | | | | |
| Percent Blockage | | | | | | | | 1 | | | | | |
| Right turn flare (veh) | | | | | | | | | 2 | | | | |
| Median type | | None | | | None | | | | | | | | |
| Median storage veh) | | | | | | | | | | | | | |
| Upstream signal (ft) | | | | | | | | | | | | | |
| pX, platoon unblocked | | | | | | | | | | | | | |
| vC, conflicting volume | 253 | | | 115 | | | 416 | 402 | 206 | 402 | 448 | 112 | |
| vC1, stage 1 conf vol | | | | | | | | | | | | | |
| vC2, stage 2 conf vol | | | | | | | | | | | | | |
| vCu, unblocked vol | 253 | | | 115 | | | 416 | 402 | 206 | 402 | 448 | 112 | |
| tC, single (s) | 4.2 | | | 4.1 | | | 7.2 | 6.5 | 6.2 | 7.1 | 6.5 | 6.3 | |
| tC, 2 stage (s) | | | | | | | | | | | | | |
| tF (s) | 2.3 | | | 2.2 | | | 3.6 | 4.0 | 3.3 | 3.5 | 4.0 | 3.4 | |
| p0 queue free % | 97 | | | 100 | | | 84 | 99 | 97 | 99 | 98 | 99 | |
| cM capacity (veh/h) | 1259 | | | 1487 | | | 494 | 517 | 831 | 528 | 488 | 922 | |
| Direction, Lane # | NB 1 | SB 1 | NE 1 | SW 1 | | | | | | | | | |
| Volume Total | 151 | 247 | 106 | 29 | | | | | | | | | |
| Volume Left | 36 | 5 | 81 | 7 | | | | | | | | | |
| Volume Right | 5 | 95 | 22 | 10 | | | | | | | | | |
| cSH | 1259 | 1487 | 625 | 595 | | | | | | | | | |
| Volume to Capacity | 0.03 | 0.00 | 0.17 | 0.05 | | | | | | | | | |
| Queue Length 95th (ft) | 2 | 0 | 15 | 4 | | | | | | | | | |
| Control Delay (s) | 2.1 | 0.2 | 12.9 | 11.4 | | | | | | | | | |
| Lane LOS | A | A | B | B | | | | | | | | | |
| Approach Delay (s) | 2.1 | 0.2 | 12.9 | 11.4 | | | | | | | | | |
| Approach LOS | | | B | B | | | | | | | | | |
| Intersection Summary | | | | | | | | | | | | | |
| Average Delay | | | 3.8 | | | | | | | | | | |
| Intersection Capacity Utilization | | | 42.0% | | ICU Level of Service | | | | A | | | | |
| Analysis Period (min) | | | 15 | | | | | | | | | | |
===== PAGE 123 =====
 |
| Lane Group | EBT | WBT | NBT | NBR | SBT | |
| Lane Group Flow (vph) | 493 | 341 | 89 | 37 | 42 | |
| v/c Ratio | 0.27 | 0.18 | 0.31 | 0.10 | 0.16 | |
| Control Delay | 9.1 | 9.0 | 23.4 | 0.6 | 15.6 | |
| Queue Delay | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | |
| Total Delay | 9.1 | 9.0 | 23.4 | 0.6 | 15.6 | |
| Queue Length 50th (ft) | 29 | 20 | 19 | 0 | 4 | |
| Queue Length 95th (ft) | 82 | 59 | 54 | 0 | 25 | |
| Internal Link Dist (ft) | 1315 | 467 | 445 | | 637 | |
| Turn Bay Length (ft) | | | | 100 | | |
| Base Capacity (vph) | 1829 | 1873 | 669 | 693 | 682 | |
| Starvation Cap Reductn | 0 | 0 | 0 | 0 | 0 | |
| Spillback Cap Reductn | 0 | 0 | 0 | 0 | 0 | |
| Storage Cap Reductn | 0 | 0 | 0 | 0 | 0 | |
| Reduced v/c Ratio | 0.27 | 0.18 | 0.13 | 0.05 | 0.06 | |
| Intersection Summary |
===== PAGE 124 =====

| uparrow | → | downarrow | downarrow | ← | uparrow | uparrow | uparrow | downarrow | downarrow | downarrow | downarrow |
| Movement | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
| Lane Configurations | | uparrowuparrow | | | uparrowuparrow | | | uparrow | uparrow | | uparrowdownarrow | |
| Traffic Volume (vph) | 10 | 335 | 44 | 11 | 255 | 3 | 60 | 10 | 29 | 3 | 12 | 18 |
| Future Volume (vph) | 10 | 335 | 44 | 11 | 255 | 3 | 60 | 10 | 29 | 3 | 12 | 18 |
| Ideal Flow (vphpl) | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 |
| Total Lost time (s) | | 6.7 | | | 6.7 | | | 5.5 | 5.5 | | 5.5 | |
| Lane Util. Factor | | 0.95 | | | 0.95 | | | 1.00 | 1.00 | | 1.00 | |
| Frt | | 0.98 | | | 1.00 | | | 1.00 | 0.85 | | 0.93 | |
| Flt Protected | | 1.00 | | | 1.00 | | | 0.96 | 1.00 | | 1.00 | |
| Satd. Flow (prot) | | 3249 | | | 3390 | | | 1752 | 1615 | | 1751 | |
| Flt Permitted | | 0.94 | | | 0.93 | | | 0.96 | 1.00 | | 1.00 | |
| Satd. Flow (perm) | | 3067 | | | 3157 | | | 1752 | 1615 | | 1751 | |
| Peak-hour factor, PHF | 0.79 | 0.79 | 0.79 | 0.79 | 0.79 | 0.79 | 0.79 | 0.79 | 0.79 | 0.79 | 0.79 | 0.79 |
| Adj. Flow (vph) | 13 | 424 | 56 | 14 | 323 | 4 | 76 | 13 | 37 | 4 | 15 | 23 |
| RTOR Reduction (vph) | 0 | 9 | 0 | 0 | 0 | 0 | 0 | 0 | 32 | 0 | 22 | 0 |
| Lane Group Flow (vph) | 0 | 484 | 0 | 0 | 341 | 0 | 0 | 89 | 5 | 0 | 20 | 0 |
| Heavy Vehicles (%) | 20% | 9% | 7% | 0% | 6% | 33% | 3% | 10% | 0% | 0% | 0% | 0% |
| Turn Type | Perm | NA | | Perm | NA | | Split | NA | Perm | Split | NA | |
| Protected Phases | | 2 | | | 6 | | 8 | 8 | | 4 | 4 | |
| Permitted Phases | 2 | | | 6 | | | | | 8 | | | |
| Actuated Green, G (s) | | 29.3 | | | 29.3 | | | 6.9 | 6.9 | | 2.7 | |
| Effective Green, g (s) | | 29.3 | | | 29.3 | | | 6.9 | 6.9 | | 2.7 | |
| Actuated g/C Ratio | | 0.52 | | | 0.52 | | | 0.12 | 0.12 | | 0.05 | |
| Clearance Time (s) | | 6.7 | | | 6.7 | | | 5.5 | 5.5 | | 5.5 | |
| Vehicle Extension (s) | | 3.0 | | | 3.0 | | | 3.0 | 3.0 | | 3.0 | |
| Lane Grp Cap (vph) | | 1587 | | | 1634 | | | 213 | 196 | | 83 | |
| v/s Ratio Prot | | | | | | | | c0.05 | | | c0.01 | |
| v/s Ratio Perm | | c0.16 | | | 0.11 | | | | 0.00 | | | |
| v/c Ratio | | 0.31 | | | 0.21 | | | 0.42 | 0.02 | | 0.24 | |
| Uniform Delay, d1 | | 7.8 | | | 7.4 | | | 23.0 | 21.9 | | 26.0 | |
| Progression Factor | | 1.00 | | | 1.00 | | | 1.00 | 1.00 | | 1.00 | |
| Incremental Delay, d2 | | 0.5 | | | 0.3 | | | 1.3 | 0.0 | | 1.5 | |
| Delay (s) | | 8.3 | | | 7.7 | | | 24.3 | 21.9 | | 27.5 | |
| Level of Service | | A | | | A | | | C | C | | C | |
| Approach Delay (s) | | 8.3 | | | 7.7 | | | 23.6 | | | 27.5 | |
| Approach LOS | | A | | | A | | | C | | | C | |
| Intersection Summary |
| HCM 2000 Control Delay | | | 10.8 | | HCM 2000 Level of Service | | | | B | | | |
| HCM 2000 Volume to Capacity ratio | | | 0.32 | | | | | | | | | |
| Actuated Cycle Length (s) | | | 56.6 | | Sum of lost time (s) | | | | 17.7 | | | |
| Intersection Capacity Utilization | | | 38.7% | | ICU Level of Service | | | | A | | | |
| Analysis Period (min) | | | 15 | | | | | | | | | |
| c Critical Lane Group | | | | | | | | | | | | |
===== PAGE 125 =====
Intersection: 1: Chicago Avenue & Shenandoah Street
| Movement | EB | NB | SB |
| Directions Served | LTR | LTR | LTR |
| Maximum Queue (ft) | 45 | 26 | 26 |
| Average Queue (ft) | 11 | 1 | 2 |
| 95th Queue (ft) | 33 | 11 | 13 |
| Link Distance (ft) | | 941 | 249 |
| Upstream Blk Time (%) | | | |
| Queuing Penalty (veh) | | | |
| Storage Bay Dist (ft) | | | |
| Storage Blk Time (%) | | | |
| Queuing Penalty (veh) | | | |
Intersection: 2: Greystone Street & Chicago Avenue
| Movement | EB | NB | | | | | |
| Directions Served | LR | LT | | | | | |
| Maximum Queue (ft) | 42 | 53 | | | | | |
| Average Queue (ft) | 17 | 8 | | | | | |
| 95th Queue (ft) | 34 | 33 | | | | | |
| Link Distance (ft) | 845 | 196 | | | | | |
| Upstream Blk Time (%) | | | | | | | |
| Queuing Penalty (veh) | | | | | | | |
| Storage Bay Dist (ft) | | | | | | | |
| Storage Blk Time (%) | | | | | | | |
| Queuing Penalty (veh) | | | | | | | |
| Intersection: 3: Waterman Drive & Chicago Avenue |
| Movement | NB | SB | NE | NE | SW | | |
| Directions Served | LTR | LTR | LT | R | LTR | | |
| Maximum Queue (ft) | 49 | 12 | 75 | 43 | 46 | | |
| Average Queue (ft) | 7 | 1 | 24 | 17 | 15 | | |
| 95th Queue (ft) | 28 | 6 | 55 | 45 | 39 | | |
| Link Distance (ft) | 679 | 196 | 463 | | 396 | | |
| Upstream Blk Time (%) | | | | | | | |
| Queuing Penalty (veh) | | | | | | | |
| Storage Bay Dist (ft) | | | | 50 | | | |
| Storage Blk Time (%) | | | 1 | 0 | | | |
| Queuing Penalty (veh) | | | 0 | 0 | | | |
===== PAGE 126 =====
Intersection: 4: Dogwood Drive & W Market Street
| Movement | EB | EB | WB | WB | NB | NB | SB |
| Directions Served | LT | TR | LT | TR | LT | R | LTR |
| Maximum Queue (ft) | 130 | 98 | 120 | 58 | 91 | 46 | 60 |
| Average Queue (ft) | 52 | 24 | 37 | 8 | 38 | 15 | 23 |
| 95th Queue (ft) | 101 | 66 | 82 | 33 | 73 | 42 | 51 |
| Link Distance (ft) | | | 508 | 508 | 483 | | 676 |
| Upstream Blk Time (%) | | | | | | | |
| Queuing Penalty (veh) | | | | | | | |
| Storage Bay Dist (ft) | | | | | | 100 | |
| Storage Blk Time (%) | | | | | 0 | 0 | |
| Queuing Penalty (veh) | | | | | 0 | 0 | |
| Zone Summary | | | | | | | |
| Zone wide Queuing Penalty: 0 |
===== PAGE 127 =====
| Movement | EBL | EBT | EBR | WBL | WBT | [F3] | [F5] | [F2] |
| Lane Configurations | | | | | | | | | | | | | |
| Traffic Volume (veh/h) | 5 | 0 | 19 | 4 | 1 | 1 | 12 | 166 | 3 | 0 | 152 | 7 | |
| Future Volume (Veh/h) | 5 | 0 | 19 | 4 | 1 | 1 | 12 | 166 | 3 | 0 | 152 | 7 | |
| Sign Control | | Stop | | | Stop | | | Free | | | Free | | |
| Grade | | 0% | | | 0% | | | 0% | | | 0% | | |
| Peak Hour Factor | 0.81 | 0.81 | 0.81 | 0.81 | 0.81 | 0.81 | 0.81 | 0.81 | 0.81 | 0.81 | 0.81 | 0.81 | 0.81 |
| Hourly flow rate (vph) | 6 | 0 | 23 | 5 | 1 | 1 | 15 | 205 | 4 | 0 | 188 | 9 | |
| Pedestrians | | 6 | | | | | | | | | | | |
| Lane Width (ft) | | 12.0 | | | | | | | | | | | |
| Walking Speed (ft/s) | | 3.5 | | | | | | | | | | | |
| Percent Blockage | | 1 | | | | | | | | | | | |
| Right turn flare (veh) | | | | | | | | | | | | | |
| Median type | | | | | | | | | None | | | None | |
| Median storage veh) | | | | | | | | | | | | | |
| Upstream signal (ft) | | | | | | | | | | | | | |
| pX, platoon unblocked | | | | | | | | | | | | | |
| vC, conflicting volume | 437 | 438 | 198 | 452 | 440 | 207 | 203 | | | | 209 | | |
| vC1, stage 1 conf vol | | | | | | | | | | | | | |
| vC2, stage 2 conf vol | | | | | | | | | | | | | |
| vCu, unblocked vol | 437 | 438 | 198 | 452 | 440 | 207 | 203 | | | | 209 | | |
| tC, single (s) | 7.1 | 6.5 | 6.2 | 7.1 | 6.5 | 6.2 | 4.1 | | | | 4.1 | | |
| tC, 2 stage (s) | | | | | | | | | | | | | |
| tF (s) | 3.5 | 4.0 | 3.3 | 3.5 | 4.0 | 3.3 | 2.2 | | | | 2.2 | | |
| p0 queue free % | 99 | 100 | 97 | 99 | 100 | 100 | 99 | | | | 100 | | |
| cM capacity (veh/h) | 522 | 507 | 843 | 500 | 506 | 839 | 1373 | | | | 1374 | | |
| Direction, Lane # | EB 1 | WB 1 | NB 1 | SB 1 | | | | | | | | | |
| Volume Total | 29 | 7 | 224 | 197 | | | | | | | | | |
| Volume Left | 6 | 5 | 15 | 0 | | | | | | | | | |
| Volume Right | 23 | 1 | 4 | 9 | | | | | | | | | |
| cSH | 748 | 532 | 1373 | 1374 | | | | | | | | | |
| Volume to Capacity | 0.04 | 0.01 | 0.01 | 0.00 | | | | | | | | | |
| Queue Length 95th (ft) | 3 | 1 | 1 | 0 | | | | | | | | | |
| Control Delay (s) | 10.0 | 11.9 | 0.6 | 0.0 | | | | | | | | | |
| Lane LOS | B | B | A | | | | | | | | | | |
| Approach Delay (s) | 10.0 | 11.9 | 0.6 | 0.0 | | | | | | | | | |
| Approach LOS | B | B | | | | | | | | | | | |
| Intersection Summary |
| Average Delay | | | 1.1 | | | | | | | | | | |
| Intersection Capacity Utilization | | | 28.8% | | ICU Level of Service | | | | | A | | | |
| Analysis Period (min) | | | 15 | | | | | | | | | | |
===== PAGE 128 =====
 |
| Movement | EBL | EBR | NBL | NBT | SBT | SBR | |
| Lane Configurations | | | | uparrow | uparrow | | |
| Traffic Volume (veh/h) | 4 | 43 | 52 | 181 | 175 | 8 | |
| Future Volume (Veh/h) | 4 | 43 | 52 | 181 | 175 | 8 | |
| Sign Control | Stop | | | Free | Free | | |
| Grade | 0% | | | 0% | 0% | | |
| Peak Hour Factor | 0.84 | 0.84 | 0.84 | 0.84 | 0.84 | 0.84 | |
| Hourly flow rate (vph) | 5 | 51 | 62 | 215 | 208 | 10 | |
| Pedestrians | | | | | | | |
| Lane Width (ft) | | | | | | | |
| Walking Speed (ft/s) | | | | | | | |
| Percent Blockage | | | | | | | |
| Right turn flare (veh) | | | | | | | |
| Median type | | | | None | None | | |
| Median storage veh) | | | | | | | |
| Upstream signal (ft) | | | | | | | |
| pX, platoon unblocked | | | | | | | |
| vC, conflicting volume | 552 | 213 | 218 | | | | |
| vC1, stage 1 conf vol | | | | | | | |
| vC2, stage 2 conf vol | | | | | | | |
| vCu, unblocked vol | 552 | 213 | 218 | | | | |
| tC, single (s) | 6.4 | 6.2 | 4.1 | | | | |
| tC, 2 stage (s) | | | | | | | |
| tF (s) | 3.5 | 3.3 | 2.2 | | | | |
| p0 queue free % | 99 | 94 | 95 | | | | |
| cM capacity (veh/h) | 475 | 827 | 1352 | | | | |
| Direction, Lane # | EB 1 | NB 1 | SB 1 | | | | |
| Volume Total | 56 | 277 | 218 | | | | |
| Volume Left | 5 | 62 | 0 | | | | |
| Volume Right | 51 | 0 | 10 | | | | |
| cSH | 776 | 1352 | 1700 | | | | |
| Volume to Capacity | 0.07 | 0.05 | 0.13 | | | | |
| Queue Length 95th (ft) | 6 | 4 | 0 | | | | |
| Control Delay (s) | 10.0 | 2.1 | 0.0 | | | | |
| Lane LOS | B | A | | | | | |
| Approach Delay (s) | 10.0 | 2.1 | 0.0 | | | | |
| Approach LOS | B | | | | | | |
| Intersection Summary | | | | | | | |
| Average Delay | | | 2.1 | | | | |
| Intersection Capacity Utilization | | | 35.4% | ICU Level of Service | A | |
| Analysis Period (min) | | | 15 | | | | |
===== PAGE 129 =====
| | uparrow | uparrow | uparrow | downarrow | downarrow | downarrow | uparrow | uparrow | downarrow | downarrow | downarrow | downarrow |
| Movement | NBL | NBT | NBR | SBL | SBT | SBR | NEL | NET | NER | SWL | SWT | SWR | |
| Lane Configurations | | ≤ ftrightarrow | | | ≤ ftrightarrow | | | uparrow | uparrow | | | ≤ ftrightarrow | |
| Traffic Volume (veh/h) | 22 | 132 | 6 | 11 | 113 | 97 | 89 | 5 | 37 | 2 | 3 | 11 | |
| Future Volume (Veh/h) | 22 | 132 | 6 | 11 | 113 | 97 | 89 | 5 | 37 | 2 | 3 | 11 | |
| Sign Control | | Free | | | Free | | | Stop | | | Stop | | |
| Grade | | 0% | | | 0% | | | 0% | | | 0% | | |
| Peak Hour Factor | 0.86 | 0.86 | 0.86 | 0.86 | 0.86 | 0.86 | 0.86 | 0.86 | 0.86 | 0.86 | 0.86 | 0.86 | |
| Hourly flow rate (vph) | 26 | 153 | 7 | 13 | 131 | 113 | 103 | 6 | 43 | 2 | 3 | 13 | |
| Pedestrians | | | | | | | | 5 | | | | | |
| Lane Width (ft) | | | | | | | | 12.0 | | | | | |
| Walking Speed (ft/s) | | | | | | | | 3.5 | | | | | |
| Percent Blockage | | | | | | | | 0 | | | | | |
| Right turn flare (veh) | | | | | | | | | 2 | | | | |
| Median type | | None | | | None | | | | | | | | |
| Median storage veh) | | | | | | | | | | | | | |
| Upstream signal (ft) | | | | | | | | | | | | | |
| pX, platoon unblocked | | | | | | | | | | | | | |
| vC, conflicting volume | 249 | | | 160 | | | 442 | 430 | 192 | 446 | 484 | 156 | |
| vC1, stage 1 conf vol | | | | | | | | | | | | | |
| vC2, stage 2 conf vol | | | | | | | | | | | | | |
| vCu, unblocked vol | 249 | | | 160 | | | 442 | 430 | 192 | 446 | 484 | 156 | |
| tC, single (s) | 4.2 | | | 4.2 | | | 7.2 | 6.5 | 6.2 | 7.1 | 6.5 | 6.2 | |
| tC, 2 stage (s) | | | | | | | | | | | | | |
| tF (s) | 2.3 | | | 2.3 | | | 3.6 | 4.0 | 3.3 | 3.5 | 4.0 | 3.3 | |
| p0 queue free % | 98 | | | 99 | | | 79 | 99 | 95 | 100 | 99 | 99 | |
| cM capacity (veh/h) | 1244 | | | 1378 | | | 492 | 502 | 837 | 481 | 469 | 894 | |
| Direction, Lane # | NB 1 | SB 1 | NE 1 | SW 1 | | | | | | | | | |
| Volume Total | 186 | 257 | 152 | 18 | | | | | | | | | |
| Volume Left | 26 | 13 | 103 | 2 | | | | | | | | | |
| Volume Right | 7 | 113 | 43 | 13 | | | | | | | | | |
| cSH | 1244 | 1378 | 687 | 717 | | | | | | | | | |
| Volume to Capacity | 0.02 | 0.01 | 0.22 | 0.03 | | | | | | | | | |
| Queue Length 95th (ft) | 2 | 1 | 21 | 2 | | | | | | | | | |
| Control Delay (s) | 1.3 | 0.5 | 13.0 | 10.1 | | | | | | | | | |
| Lane LOS | A | A | B | B | | | | | | | | | |
| Approach Delay (s) | 1.3 | 0.5 | 13.0 | 10.1 | | | | | | | | | |
| Approach LOS | | | B | B | | | | | | | | | |
| Intersection Summary | | | | | | | | | | | | | |
| Average Delay | | | 4.1 | | | | | | | | | | |
| Intersection Capacity Utilization | | | 34.0% | ICU Level of Service | | A | | | | |
| Analysis Period (min) | | | 15 | | | | | | | | | | |
===== PAGE 130 =====
| Lane Group | EBT | WBT | NBT | NBR | SBT |
| Lane Group Flow (vph) | 310 | 285 | 80 | 23 | 28 |
| v/c Ratio | 0.24 | 0.23 | 0.13 | 0.03 | 0.04 |
| Control Delay | 8.0 | 9.2 | 9.3 | 3.0 | 6.7 |
| Queue Delay | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Total Delay | 8.0 | 9.2 | 9.3 | 3.0 | 6.7 |
| Queue Length 50th (ft) | 21 | 23 | 12 | 0 | 3 |
| Queue Length 95th (ft) | 41 | 42 | 32 | 7 | 13 |
| Internal Link Dist (ft) | 1315 | 467 | 164 | | 637 |
| Turn Bay Length (ft) | | | | 100 | |
| Base Capacity (vph) | 1307 | 1252 | 601 | 667 | 687 |
| Starvation Cap Reductn | 0 | 0 | 0 | 0 | 0 |
| Spillback Cap Reductn | 0 | 0 | 0 | 0 | 0 |
| Storage Cap Reductn | 0 | 0 | 0 | 0 | 0 |
| Reduced v/c Ratio | 0.24 | 0.23 | 0.13 | 0.03 | 0.04 |
| Intersection Summary |
===== PAGE 131 =====
Intersection: 1: Chicago Avenue & Shenandoah Street
| Movement | EB | WB | NB |
| Directions Served | LTR | LTR | LTR |
| Maximum Queue (ft) | 28 | 35 | 36 |
| Average Queue (ft) | 9 | 5 | 3 |
| 95th Queue (ft) | 24 | 25 | 20 |
| Link Distance (ft) | | 134 | 941 |
| Upstream Blk Time (%) | | | |
| Queuing Penalty (veh) | | | |
| Storage Bay Dist (ft) | | | |
| Storage Blk Time (%) | | | |
| Queuing Penalty (veh) | | | |
Intersection: 2: Greystone Street & Chicago Avenue
| Movement | EB | NB | | | | | |
| Directions Served | LR | LT | | | | | |
| Maximum Queue (ft) | 42 | 54 | | | | | |
| Average Queue (ft) | 14 | 11 | | | | | |
| 95th Queue (ft) | 30 | 40 | | | | | |
| Link Distance (ft) | 845 | 196 | | | | | |
| Upstream Blk Time (%) | | | | | | | |
| Queuing Penalty (veh) | | | | | | | |
| Storage Bay Dist (ft) | | | | | | | |
| Storage Blk Time (%) | | | | | | | |
| Queuing Penalty (veh) | | | | | | | |
| Intersection: 3: Waterman Drive & Chicago Avenue |
| Movement | NB | SB | NE | NE | SW | | |
| Directions Served | LTR | LTR | LT | R | LTR | | |
| Maximum Queue (ft) | 42 | 24 | 72 | 60 | 31 | | |
| Average Queue (ft) | 5 | 1 | 25 | 26 | 12 | | |
| 95th Queue (ft) | 22 | 10 | 55 | 55 | 32 | | |
| Link Distance (ft) | 679 | 196 | 463 | | 396 | | |
| Upstream Blk Time (%) | | | | | | | |
| Queuing Penalty (veh) | | | | | | | |
| Storage Bay Dist (ft) | | | | 50 | | | |
| Storage Blk Time (%) | | | 1 | 0 | | | |
| Queuing Penalty (veh) | | | 0 | 0 | | | |
===== PAGE 132 =====
Intersection: 4: Dogwood Drive & W Market Street
| Movement | EB | EB | WB | WB | NB | NB | SB |
| Directions Served | LT | TR | LT | TR | LT | R | LTR |
| Maximum Queue (ft) | 113 | 86 | 118 | 61 | 91 | 45 | 48 |
| Average Queue (ft) | 56 | 30 | 56 | 14 | 32 | 10 | 13 |
| 95th Queue (ft) | 94 | 66 | 99 | 42 | 69 | 35 | 39 |
| Link Distance (ft) | | | 508 | 508 | 483 | | 676 |
| Upstream Blk Time (%) | | | | | | | |
| Queuing Penalty (veh) | | | | | | | |
| Storage Bay Dist (ft) | | | | | | 100 | |
| Storage Blk Time (%) | | | | | 0 | 0 | |
| Queuing Penalty (veh) | | | | | 0 | 0 | |
| Zone Summary | | | | | | | |
| Zone wide Queuing Penalty: 1 |
===== PAGE 133 =====
Chicago Ave - PM Peak Hour 1: Chicago Avenue & Shenandoah Street
PM Peak Hour HCM Unsignalized Intersection Capacity Analysis
 |
| Movement | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
| Lane Configurations | | | | | | | | | | | | |
| Traffic Volume (veh/h) | 5 | 0 | 17 | 8 | 0 | 3 | 25 | 192 | 1 | 5 | 249 | 12 |
| Future Volume (Veh/h) | 5 | 0 | 17 | 8 | 0 | 3 | 25 | 192 | 1 | 5 | 249 | 12 |
| Sign Control | | Stop | | | Stop | | | Free | | | Free | |
| Grade | | 0% | | | 0% | | | 0% | | | 0% | |
| Peak Hour Factor | 0.87 | 0.87 | 0.87 | 0.87 | 0.87 | 0.87 | 0.87 | 0.87 | 0.87 | 0.87 | 0.87 | 0.87 |
| Hourly flow rate (vph) | 6 | 0 | 20 | 9 | 0 | 3 | 29 | 221 | 1 | 6 | 286 | 14 |
| Pedestrians | | 5 | | | | | | | | | | |
| Lane Width (ft) | | 12.0 | | | | | | | | | | |
| Walking Speed (ft/s) | | 3.5 | | | | | | | | | | |
| Percent Blockage | | 0 | | | | | | | | | | |
| Right turn flare (veh) | | | | | | | | | | | | |
| Median type | | | | | | | | None | | | None | |
| Median storage veh) | | | | | | | | | | | | |
| Upstream signal (ft) | | | | | | | | | | | | |
| pX, platoon unblocked | | | | | | | | | | | | |
| vC, conflicting volume | 592 | 590 | 298 | 604 | 596 | 222 | 305 | | | 222 | | |
| vC1, stage 1 conf vol | | | | | | | | | | | | |
| vC2, stage 2 conf vol | | | | | | | | | | | | |
| vCu, unblocked vol | 592 | 590 | 298 | 604 | 596 | 222 | 305 | | | 222 | | |
| tC, single (s) | 7.1 | 6.5 | 6.3 | 7.1 | 6.5 | 6.2 | 4.1 | | | 4.1 | | |
| tC, 2 stage (s) | | | | | | | | | | | | |
| tF (s) | 3.5 | 4.0 | 3.4 | 3.5 | 4.0 | 3.3 | 2.2 | | | 2.2 | | |
| p0 queue free % | 99 | 100 | 97 | 98 | 100 | 100 | 98 | | | 100 | | |
| cM capacity (veh/h) | 407 | 409 | 729 | 392 | 406 | 823 | 1239 | | | 1359 | | |
| Direction, Lane # | EB 1 | WB 1 | NB 1 | SB 1 | | | | | | | | |
| Volume Total | 26 | 12 | 251 | 306 | | | | | | | | |
| Volume Left | 6 | 9 | 29 | 6 | | | | | | | | |
| Volume Right | 20 | 3 | 1 | 14 | | | | | | | | |
| cSH | 616 | 451 | 1239 | 1359 | | | | | | | | |
| Volume to Capacity | 0.04 | 0.03 | 0.02 | 0.00 | | | | | | | | |
| Queue Length 95th (ft) | 3 | 2 | 2 | 0 | | | | | | | | |
| Control Delay (s) | 11.1 | 13.2 | 1.1 | 0.2 | | | | | | | | |
| Lane LOS | B | B | A | A | | | | | | | | |
| Approach Delay (s) | 11.1 | 13.2 | 1.1 | 0.2 | | | | | | | | |
| Approach LOS | B | B | | | | | | | | | | |
| Intersection Summary | | | | | | | | | | | | |
| Average Delay | | | 1.3 | | | | | | | | | |
| Intersection Capacity Utilization | | | 34.1% | ICU Level of Service | | A | | | |
| Analysis Period (min) | | | 15 | | | | | | | | | |
===== PAGE 134 =====
 |
| Movement | EBL | EBR | NBL | NBT | SBT | SBR |
| Lane Configurations | | | | uparrow | uparrow | |
| Traffic Volume (veh/h) | 8 | 48 | 90 | 234 | 285 | 7 |
| Future Volume (Veh/h) | 8 | 48 | 90 | 234 | 285 | 7 |
| Sign Control | Stop | | | Free | Free | |
| Grade | 0% | | | 0% | 0% | |
| Peak Hour Factor | 0.89 | 0.89 | 0.89 | 0.89 | 0.89 | 0.89 |
| Hourly flow rate (vph) | 9 | 54 | 101 | 263 | 320 | 8 |
| Pedestrians | | | | | | |
| Lane Width (ft) | | | | | | |
| Walking Speed (ft/s) | | | | | | |
| Percent Blockage | | | | | | |
| Right turn flare (veh) | | | | | | |
| Median type | | | | None | None | |
| Median storage veh) | | | | | | |
| Upstream signal (ft) | | | | | | |
| pX, platoon unblocked | | | | | | |
| vC, conflicting volume | 789 | 324 | 328 | | | |
| vC1, stage 1 conf vol | | | | | | |
| vC2, stage 2 conf vol | | | | | | |
| vCu, unblocked vol | 789 | 324 | 328 | | | |
| tC, single (s) | 6.4 | 6.2 | 4.1 | | | |
| tC, 2 stage (s) | | | | | | |
| tF (s) | 3.5 | 3.3 | 2.2 | | | |
| p0 queue free % | 97 | 92 | 92 | | | |
| cM capacity (veh/h) | 333 | 717 | 1243 | | | |
| Direction, Lane # | EB 1 | NB 1 | SB 1 | | | |
| Volume Total | 63 | 364 | 328 | | | |
| Volume Left | 9 | 101 | 0 | | | |
| Volume Right | 54 | 0 | 8 | | | |
| cSH | 616 | 1243 | 1700 | | | |
| Volume to Capacity | 0.10 | 0.08 | 0.19 | | | |
| Queue Length 95th (ft) | 9 | 7 | 0 | | | |
| Control Delay (s) | 11.5 | 2.8 | 0.0 | | | |
| Lane LOS | B | A | | | | |
| Approach Delay (s) | 11.5 | 2.8 | 0.0 | | | |
| Approach LOS | B | | | | | |
| Intersection Summary | | | | | | |
| Average Delay | | | 2.3 | | | |
| Intersection Capacity Utilization | | | 46.1% | ICU Level of Service | A | |
| Analysis Period (min) | | | 15 | | | |
===== PAGE 135 =====
| | uparrow | uparrow | uparrow | downarrow | downarrow | downarrow | uparrow | → | → | downarrow | downarrow | downarrow | downarrow |
| Movement | NBL | NBT | NBR | SBL | SBT | SBR | NEL | NET | NER | SWL | SWT | SWR | | |
| Lane Configurations | | uparrowdownarrow | | | uparrowdownarrow | | | uparrowuparrow | uparrowuparrow | | | uparrowdownarrow | | |
| Traffic Volume (veh/h) | 26 | 211 | 20 | 19 | 188 | 126 | 107 | 12 | 38 | 13 | 11 | 12 | | |
| Future Volume (Veh/h) | 26 | 211 | 20 | 19 | 188 | 126 | 107 | 12 | 38 | 13 | 11 | 12 | | |
| Sign Control | | Free | | | Free | | | Stop | | | Stop | | | |
| Grade | | 0% | | | 0% | | | 0% | | | 0% | | | |
| Peak Hour Factor | 0.87 | 0.87 | 0.87 | 0.87 | 0.87 | 0.87 | 0.87 | 0.87 | 0.87 | 0.87 | 0.87 | 0.87 | 0.87 | |
| Hourly flow rate (vph) | 30 | 243 | 23 | 22 | 216 | 145 | 123 | 14 | 44 | 15 | 13 | 14 | | |
| Pedestrians | | | | | | | | 7 | | | | | | |
| Lane Width (ft) | | | | | | | | 12.0 | | | | | | |
| Walking Speed (ft/s) | | | | | | | | 3.5 | | | | | | |
| Percent Blockage | | | | | | | | 1 | | | | | | |
| Right turn flare (veh) | | | | | | | | | 2 | | | | | |
| Median type | | None | | | None | | | | | | | | | |
| Median storage veh) | | | | | | | | | | | | | | |
| Upstream signal (ft) | | | | | | | | | | | | | | |
| pX, platoon unblocked | | | | | | | | | | | | | | |
| vC, conflicting volume | 368 | | | 266 | | | 674 | 666 | 296 | 676 | 726 | 254 | | |
| vC1, stage 1 conf vol | | | | | | | | | | | | | | |
| vC2, stage 2 conf vol | | | | | | | | | | | | | | |
| vCu, unblocked vol | 368 | | | 266 | | | 674 | 666 | 296 | 676 | 726 | 254 | | |
| tC, single (s) | 4.1 | | | 4.1 | | | 7.1 | 6.5 | 6.2 | 7.1 | 6.5 | 6.2 | | |
| tC, 2 stage (s) | | | | | | | | | | | | | | |
| tF (s) | 2.2 | | | 2.2 | | | 3.5 | 4.0 | 3.3 | 3.5 | 4.0 | 3.3 | | |
| p0 queue free % | 97 | | | 98 | | | 63 | 96 | 94 | 95 | 96 | 98 | | |
| cM capacity (veh/h) | 1194 | | | 1310 | | | 333 | 365 | 744 | 326 | 336 | 789 | | |
| Direction, Lane # | NB 1 | SB 1 | NE 1 | SW 1 | | | | | | | | | | |
| Volume Total | 296 | 383 | 181 | 42 | | | | | | | | | | |
| Volume Left | 30 | 22 | 123 | 15 | | | | | | | | | | |
| Volume Right | 23 | 145 | 44 | 14 | | | | | | | | | | |
| cSH | 1194 | 1310 | 445 | 410 | | | | | | | | | | |
| Volume to Capacity | 0.03 | 0.02 | 0.41 | 0.10 | | | | | | | | | | |
| Queue Length 95th (ft) | 2 | 1 | 49 | 8 | | | | | | | | | | |
| Control Delay (s) | 1.0 | 0.6 | 19.8 | 14.8 | | | | | | | | | | |
| Lane LOS | A | A | C | B | | | | | | | | | | |
| Approach Delay (s) | 1.0 | 0.6 | 19.8 | 14.8 | | | | | | | | | | |
| Approach LOS | | | C | B | | | | | | | | | | |
| Intersection Summary | | | | | | | | | | | | | | |
| Average Delay | | | 5.2 | | | | | | | | | | | |
| Intersection Capacity Utilization | | | 42.0% | | ICU Level of Service | | | | A | | | | | |
| Analysis Period (min) | | | 15 | | | | | | | | | | | |
===== PAGE 136 =====
| Lane Group | EBT | WBT | NBT | NBR | SBT |
| Lane Group Flow (vph) | 483 | 556 | 151 | 39 | 47 |
| v/c Ratio | 0.36 | 0.42 | 0.27 | 0.06 | 0.07 |
| Control Delay | 8.8 | 10.8 | 10.7 | 3.9 | 5.7 |
| Queue Delay | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Total Delay | 8.8 | 10.8 | 10.7 | 3.9 | 5.7 |
| Queue Length 50th (ft) | 35 | 50 | 25 | 0 | 3 |
| Queue Length 95th (ft) | 62 | 81 | 55 | 12 | 17 |
| Internal Link Dist (ft) | 1315 | 467 | 164 | | 637 |
| Turn Bay Length (ft) | | | | 100 | |
| Base Capacity (vph) | 1358 | 1334 | 568 | 669 | 663 |
| Starvation Cap Reductn | 0 | 0 | 0 | 0 | 0 |
| Spillback Cap Reductn | 0 | 0 | 0 | 0 | 0 |
| Storage Cap Reductn | 0 | 0 | 0 | 0 | 0 |
| Reduced v/c Ratio | 0.36 | 0.42 | 0.27 | 0.06 | 0.07 |
| Intersection Summary |
===== PAGE 137 =====
c Critical Lane Group

| uparrow | → | downarrow | downarrow | ← | uparrow | uparrow | uparrow | downarrow | downarrow | downarrow | downarrow |
| Movement | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
| Lane Configurations | | uparrowuparrow | | | uparrowuparrow | | | uparrow | uparrow | | | |
| Traffic Volume (vph) | 8 | 352 | 84 | 22 | 476 | 14 | 113 | 26 | 36 | 6 | 13 | 24 |
| Future Volume (vph) | 8 | 352 | 84 | 22 | 476 | 14 | 113 | 26 | 36 | 6 | 13 | 24 |
| Ideal Flow (vphpl) | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 |
| Total Lost time (s) | | 4.5 | | | 4.5 | | | 4.5 | 4.5 | | 4.5 | |
| Lane Util. Factor | | 0.95 | | | 0.95 | | | 1.00 | 1.00 | | 1.00 | |
| Frt | | 0.97 | | | 1.00 | | | 1.00 | 0.85 | | 0.93 | |
| Flt Protected | | 1.00 | | | 1.00 | | | 0.96 | 1.00 | | 0.99 | |
| Satd. Flow (prot) | | 3477 | | | 3588 | | | 1812 | 1615 | | 1666 | |
| Flt Permitted | | 0.94 | | | 0.93 | | | 0.75 | 1.00 | | 0.96 | |
| Satd. Flow (perm) | | 3285 | | | 3326 | | | 1420 | 1615 | | 1619 | |
| Peak-hour factor, PHF | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 |
| Adj. Flow (vph) | 9 | 383 | 91 | 24 | 517 | 15 | 123 | 28 | 39 | 7 | 14 | 26 |
| RTOR Reduction (vph) | 0 | 44 | 0 | 0 | 4 | 0 | 0 | 0 | 23 | 0 | 16 | 0 |
| Lane Group Flow (vph) | 0 | 439 | 0 | 0 | 552 | 0 | 0 | 151 | 16 | 0 | 31 | 0 |
| Heavy Vehicles (%) | 0% | 1% | 0% | 0% | 0% | 0% | 0% | 4% | 0% | 17% | 0% | 4% |
| Turn Type | Perm | NA | | Perm | NA | | Perm | NA | Perm | Perm | NA | |
| Protected Phases | | 4 | | | 8 | | | 2 | | | 6 | |
| Permitted Phases | 4 | | | 8 | | | 2 | | 2 | 6 | | |
| Actuated Green, G (s) | | 18.0 | | | 18.0 | | | 18.0 | 18.0 | | 18.0 | |
| Effective Green, g (s) | | 18.0 | | | 18.0 | | | 18.0 | 18.0 | | 18.0 | |
| Actuated g/C Ratio | | 0.40 | | | 0.40 | | | 0.40 | 0.40 | | 0.40 | |
| Clearance Time (s) | | 4.5 | | | 4.5 | | | 4.5 | 4.5 | | 4.5 | |
| Lane Grp Cap (vph) | | 1314 | | | 1330 | | | 568 | 646 | | 647 | |
| v/s Ratio Prot | | | | | | | | | | | | |
| v/s Ratio Perm | | 0.13 | | | c0.17 | | | c0.11 | 0.01 | | 0.02 | |
| v/c Ratio | | 0.33 | | | 0.41 | | | 0.27 | 0.02 | | 0.05 | |
| Uniform Delay, d1 | | 9.3 | | | 9.7 | | | 9.1 | 8.2 | | 8.3 | |
| Progression Factor | | 1.00 | | | 1.00 | | | 1.00 | 1.00 | | 1.00 | |
| Incremental Delay, d2 | | 0.7 | | | 1.0 | | | 1.1 | 0.1 | | 0.1 | |
| Delay (s) | | 10.0 | | | 10.7 | | | 10.2 | 8.2 | | 8.4 | |
| Level of Service | | B | | | B | | | B | A | | A | |
| Approach Delay (s) | | 10.0 | | | 10.7 | | | 9.8 | | | 8.4 | |
| Approach LOS | | B | | | B | | | A | | | A | |
| Intersection Summary |
| HCM 2000 Control Delay | | | 10.2 | | HCM 2000 Level of Service | | | | B | | | |
| HCM 2000 Volume to Capacity ratio | | | 0.34 | | | | | | | | | |
| Actuated Cycle Length (s) | | | 45.0 | | Sum of lost time (s) | | | | 9.0 | | | |
| Intersection Capacity Utilization | | | 51.6% | | ICU Level of Service | | | | A | | | |
| Analysis Period (min) | | | 15 | | | | | | | | | |
===== PAGE 138 =====
Intersection: 1: Chicago Avenue & Shenandoah Street
| Movement | EB | WB | NB | SB |
| Directions Served | LTR | LTR | LTR | LTR |
| Maximum Queue (ft) | 30 | 35 | 51 | 16 |
| Average Queue (ft) | 9 | 11 | 7 | 1 |
| 95th Queue (ft) | 25 | 35 | 33 | 9 |
| Link Distance (ft) | | 134 | 941 | 249 |
| Upstream Blk Time (%) | | | | |
| Queuing Penalty (veh) | | | | |
| Storage Bay Dist (ft) | | | | |
| Storage Blk Time (%) | | | | |
| Queuing Penalty (veh) | | | | |
Intersection: 2: Greystone Street & Chicago Avenue
| Movement | EB | NB | SB | | |
| Directions Served | LR | LT | TR | | |
| Maximum Queue (ft) | 48 | 79 | 2 | | |
| Average Queue (ft) | 16 | 26 | 0 | | |
| 95th Queue (ft) | 35 | 66 | 2 | | |
| Link Distance (ft) | 845 | 196 | 941 | | |
| Upstream Blk Time (%) | | | | | |
| Queuing Penalty (veh) | | | | | |
| Storage Bay Dist (ft) | | | | | |
| Storage Blk Time (%) | | | | | |
| Queuing Penalty (veh) | | | | | |
| Intersection: 3: Waterman Drive & Chicago Avenue |
| Movement | NB | SB | NE | NE | SW |
| Directions Served | LTR | LTR | LT | R | LTR |
| Maximum Queue (ft) | 75 | 40 | 121 | 49 | 57 |
| Average Queue (ft) | 9 | 4 | 38 | 27 | 19 |
| 95th Queue (ft) | 42 | 20 | 84 | 54 | 44 |
| Link Distance (ft) | 679 | 196 | 463 | | 396 |
| Upstream Blk Time (%) | | | | | |
| Queuing Penalty (veh) | | | | | |
| Storage Bay Dist (ft) | | | | 50 | |
| Storage Blk Time (%) | | | 5 | 0 | |
| Queuing Penalty (veh) | | | 2 | 1 | |
===== PAGE 139 =====
Intersection: 4: Dogwood Drive & W Market Street
| Movement | EB | EB | WB | WB | NB | NB | SB |
| Directions Served | LT | TR | LT | TR | LT | R | LTR |
| Maximum Queue (ft) | 128 | 103 | 153 | 121 | 94 | 54 | 61 |
| Average Queue (ft) | 68 | 41 | 82 | 31 | 42 | 15 | 18 |
| 95th Queue (ft) | 109 | 80 | 132 | 78 | 79 | 43 | 48 |
| Link Distance (ft) | | | 508 | 508 | 483 | | 676 |
| Upstream Blk Time (%) | | | | | | | |
| Queuing Penalty (veh) | | | | | | | |
| Storage Bay Dist (ft) | | | | | | 100 | |
| Storage Blk Time (%) | | | | | 0 | 0 | |
| Queuing Penalty (veh) | | | | | 0 | 0 | |
| Zone Summary | | | | | | | |
| Zone wide Queuing Penalty: 3 |
===== PAGE 140 =====
APPENDIX C – CAPACITY ANALYSIS FOR 2034 BACKGROUND CONDI TIONS
===== PAGE 141 =====

| uparrow | → | downarrow | downarrow | ← | uparrow | [F4] | uparrow | [F3] | [F5] | downarrow | [F2] |
| Movement | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
| Lane Configurations | | | | | uparrow | | | uparrow | | | uparrow | |
| Traffic Volume (veh/h) | 5 | 0 | 18 | 0 | 0 | 0 | 11 | 172 | 9 | 5 | 193 | 2 |
| Future Volume (Veh/h) | 5 | 0 | 18 | 0 | 0 | 0 | 11 | 172 | 9 | 5 | 193 | 2 |
| Sign Control | | Stop | | | Stop | | | Free | | | Free | |
| Grade | | 0% | | | 0% | | | 0% | | | 0% | |
| Peak Hour Factor | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 |
| Hourly flow rate (vph) | 5 | 0 | 20 | 0 | 0 | 0 | 12 | 187 | 10 | 5 | 210 | 2 |
| Pedestrians | | 7 | | | | | | | | | 7 | |
| Lane Width (ft) | | 12.0 | | | | | | | | | 12.0 | |
| Walking Speed (ft/s) | | 3.5 | | | | | | | | | 3.5 | |
| Percent Blockage | | 1 | | | | | | | | | 1 | |
| Right turn flare (veh) | | | | | | | | | | | | |
| Median type | | | | | | | | None | | | None | |
| Median storage veh) | | | | | | | | | | | | |
| Upstream signal (ft) | | | | | | | | | | | | |
| pX, platoon unblocked | | | | | | | | | | | | |
| vC, conflicting volume | 451 | 449 | 218 | 457 | 445 | 199 | 219 | | | 197 | | |
| vC1, stage 1 conf vol | | | | | | | | | | | | |
| vC2, stage 2 conf vol | | | | | | | | | | | | |
| vCu, unblocked vol | 451 | 449 | 218 | 457 | 445 | 199 | 219 | | | 197 | | |
| tC, single (s) | 7.6 | 6.5 | 6.3 | 7.1 | 6.5 | 6.2 | 4.2 | | | 4.1 | | |
| tC, 2 stage (s) | | | | | | | | | | | | |
| tF (s) | 4.0 | 4.0 | 3.4 | 3.5 | 4.0 | 3.3 | 2.3 | | | 2.2 | | |
| p0 queue free % | 99 | 100 | 97 | 100 | 100 | 100 | 99 | | | 100 | | |
| cM capacity (veh/h) | 433 | 498 | 790 | 497 | 501 | 841 | 1290 | | | 1388 | | |
| Direction, Lane # | EB 1 | WB 1 | NB 1 | SB 1 | | | | | | | | |
| Volume Total | 25 | 0 | 209 | 217 | | | | | | | | |
| Volume Left | 5 | 0 | 12 | 5 | | | | | | | | |
| Volume Right | 20 | 0 | 10 | 2 | | | | | | | | |
| cSH | 678 | 1700 | 1290 | 1388 | | | | | | | | |
| Volume to Capacity | 0.04 | 0.00 | 0.01 | 0.00 | | | | | | | | |
| Queue Length 95th (ft) | 3 | 0 | 1 | 0 | | | | | | | | |
| Control Delay (s) | 10.5 | 0.0 | 0.5 | 0.2 | | | | | | | | |
| Lane LOS | B | A | A | A | | | | | | | | |
| Approach Delay (s) | 10.5 | 0.0 | 0.5 | 0.2 | | | | | | | | |
| Approach LOS | B | A | | | | | | | | | | |
| Intersection Summary | | | | | | | | | | | | |
| Average Delay | | | 0.9 | | | | | | | | | |
| Intersection Capacity Utilization | | | 24.9% | | ICU Level of Service | | | | A | | | |
| Analysis Period (min) | | | 15 | | | | | | | | | |
===== PAGE 142 =====
 |
| Movement | EBL | EBR | NBL | NBT | SBT | SBR |
| Lane Configurations |
| Traffic Volume (veh/h) | 2 | 80 | 41 | 189 | 212 | 9 |
| Future Volume (Veh/h) | 2 | 80 | 41 | 189 | 212 | 9 |
| Sign Control | Stop | | | Free | Free | |
| Grade | 0% | | | 0% | 0% | |
| Peak Hour Factor | 0.95 | 0.95 | 0.95 | 0.95 | 0.95 | 0.95 |
| Hourly flow rate (vph) | 2 | 84 | 43 | 199 | 223 | 9 |
| Pedestrians |
| Lane Width (ft) | | | | | | |
| Walking Speed (ft/s) | | | | | | |
| Percent Blockage | | | | | | |
| Right turn flare (veh) | | | | | | |
| Median type | | | | None | None | |
| Median storage veh) | | | | | | |
| Upstream signal (ft) | | | | | | |
| pX, platoon unblocked | | | | | | |
| vC, conflicting volume | 512 | 228 | 232 | | | |
| vC1, stage 1 conf vol | | | | | | |
| vC2, stage 2 conf vol | | | | | | |
| vCu, unblocked vol | 512 | 228 | 232 | | | |
| tC, single (s) | 6.4 | 6.2 | 4.2 | | | |
| tC, 2 stage (s) | | | | | | |
| tF (s) | 3.5 | 3.3 | 2.3 | | | |
| p0 queue free % | 100 | 90 | 97 | | | |
| cM capacity (veh/h) | 508 | 812 | 1295 | | | |
| Direction, Lane # | EB 1 | NB 1 | SB 1 | | | |
| Volume Total | 86 | 242 | 232 | | | |
| Volume Left | 2 | 43 | 0 | | | |
| Volume Right | 84 | 0 | 9 | | | |
| cSH | 801 | 1295 | 1700 | | | |
| Volume to Capacity | 0.11 | 0.03 | 0.14 | | | |
| Queue Length 95th (ft) | 9 | 3 | 0 | | | |
| Control Delay (s) | 10.0 | 1.6 | 0.0 | | | |
| Lane LOS | B | A | | | | |
| Approach Delay (s) | 10.0 | 1.6 | 0.0 | | | |
| Approach LOS | B | | | | | |
| Intersection Summary |
| Average Delay | | | 2.3 | | | |
| Intersection Capacity Utilization | | | 39.0% | ICU Level of Service | A | |
| Analysis Period (min) | | | 15 | | | |
===== PAGE 143 =====
| uparrow | uparrow | uparrow | downarrow | downarrow | downarrow | uparrow | uparrow | downarrow | downarrow | downarrow | downarrow | downarrow |
| Movement | NBL | NBT | NBR | SBL | SBT | SBR | NEL | NET | NER | SWL | SWT | SWR | |
| Lane Configurations | | | | | | | | uparrow | uparrow | | | | |
| Traffic Volume (veh/h) | 41 | 126 | 6 | 6 | 168 | 125 | 144 | 4 | 60 | 9 | 13 | 11 | |
| Future Volume (Veh/h) | 41 | 126 | 6 | 6 | 168 | 125 | 144 | 4 | 60 | 9 | 13 | 11 | |
| Sign Control | | Free | | | Free | | | Stop | | | Stop | | |
| Grade | | 0% | | | 0% | | | 0% | | | 0% | | |
| Peak Hour Factor | 0.94 | 0.94 | 0.94 | 0.94 | 0.94 | 0.94 | 0.94 | 0.94 | 0.94 | 0.94 | 0.94 | 0.94 | |
| Hourly flow rate (vph) | 44 | 134 | 6 | 6 | 179 | 133 | 153 | 4 | 64 | 10 | 14 | 12 | |
| Pedestrians | | | | | | | | 11 | | | | | |
| Lane Width (ft) | | | | | | | | 12.0 | | | | | |
| Walking Speed (ft/s) | | | | | | | | 3.5 | | | | | |
| Percent Blockage | | | | | | | | 1 | | | | | |
| Right turn flare (veh) | | | | | | | | | 2 | | | | |
| Median type | | None | | | None | | | | | | | | |
| Median storage veh) | | | | | | | | | | | | | |
| Upstream signal (ft) | | | | | | | | | | | | | |
| pX, platoon unblocked | | | | | | | | | | | | | |
| vC, conflicting volume | 323 | | | 140 | | | 512 | 496 | 256 | 516 | 560 | 137 | |
| vC1, stage 1 conf vol | | | | | | | | | | | | | |
| vC2, stage 2 conf vol | | | | | | | | | | | | | |
| vCu, unblocked vol | 323 | | | 140 | | | 512 | 496 | 256 | 516 | 560 | 137 | |
| tC, single (s) | 4.2 | | | 4.1 | | | 7.2 | 6.5 | 6.2 | 7.1 | 6.5 | 6.3 | |
| tC, 2 stage (s) | | | | | | | | | | | | | |
| tF (s) | 2.3 | | | 2.2 | | | 3.6 | 4.0 | 3.3 | 3.5 | 4.0 | 3.4 | |
| p0 queue free % | 96 | | | 100 | | | 63 | 99 | 92 | 98 | 97 | 99 | |
| cM capacity (veh/h) | 1186 | | | 1456 | | | 419 | 453 | 779 | 414 | 417 | 893 | |
| Direction, Lane # | NB 1 | SB 1 | NE 1 | SW 1 | | | | | | | | | |
| Volume Total | 184 | 318 | 221 | 36 | | | | | | | | | |
| Volume Left | 44 | 6 | 153 | 10 | | | | | | | | | |
| Volume Right | 6 | 133 | 64 | 12 | | | | | | | | | |
| cSH | 1186 | 1456 | 591 | 506 | | | | | | | | | |
| Volume to Capacity | 0.04 | 0.00 | 0.37 | 0.07 | | | | | | | | | |
| Queue Length 95th (ft) | 3 | 0 | 43 | 6 | | | | | | | | | |
| Control Delay (s) | 2.2 | 0.2 | 16.1 | 12.7 | | | | | | | | | |
| Lane LOS | A | A | C | B | | | | | | | | | |
| Approach Delay (s) | 2.2 | 0.2 | 16.1 | 12.7 | | | | | | | | | |
| Approach LOS | | | C | B | | | | | | | | | |
| Intersection Summary | | | | | | | | | | | | | |
| Average Delay | | | 5.9 | | | | | | | | | | |
| Intersection Capacity Utilization | | | 51.4% | ICU Level of Service | | | A | | | | |
| Analysis Period (min) | | | 15 | | | | | | | | | | |
===== PAGE 144 =====
 |
| Lane Group | EBT | WBT | NBT | NBR | SBT | |
| Lane Group Flow (vph) | 515 | 356 | 92 | 38 | 44 | |
| v/c Ratio | 0.28 | 0.19 | 0.36 | 0.10 | 0.19 | |
| Control Delay | 8.8 | 8.6 | 21.6 | 1.1 | 14.1 | |
| Queue Delay | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | |
| Total Delay | 8.8 | 8.6 | 21.6 | 1.1 | 14.1 | |
| Queue Length 50th (ft) | 23 | 15 | 16 | 0 | 3 | |
| Queue Length 95th (ft) | 101 | 71 | 60 | 4 | 29 | |
| Internal Link Dist (ft) | 1315 | 467 | 164 | | 637 | |
| Turn Bay Length (ft) | | | | 100 | | |
| Base Capacity (vph) | 1828 | 1879 | 542 | 717 | 524 | |
| Starvation Cap Reductn | 0 | 0 | 0 | 0 | 0 | |
| Spillback Cap Reductn | 0 | 0 | 0 | 0 | 0 | |
| Storage Cap Reductn | 0 | 0 | 0 | 0 | 0 | |
| Reduced v/c Ratio | 0.28 | 0.19 | 0.17 | 0.05 | 0.08 | |
| Intersection Summary |
===== PAGE 145 =====
Intersection: 1: Chicago Avenue & Shenandoah Street
| Movement | EB | NB | SB |
| Directions Served | LTR | LTR | LTR |
| Maximum Queue (ft) | 55 | 40 | 30 |
| Average Queue (ft) | 13 | 3 | 2 |
| 95th Queue (ft) | 39 | 20 | 15 |
| Link Distance (ft) | | 941 | 249 |
| Upstream Blk Time (%) | | | |
| Queuing Penalty (veh) | | | |
| Storage Bay Dist (ft) | | | |
| Storage Blk Time (%) | | | |
| Queuing Penalty (veh) | | | |
Intersection: 2: Greystone Street & Chicago Avenue
| Movement | EB | NB | | | | | |
| Directions Served | LR | LT | | | | | |
| Maximum Queue (ft) | 57 | 84 | | | | | |
| Average Queue (ft) | 20 | 14 | | | | | |
| 95th Queue (ft) | 40 | 50 | | | | | |
| Link Distance (ft) | 845 | 196 | | | | | |
| Upstream Blk Time (%) | | | | | | | |
| Queuing Penalty (veh) | | | | | | | |
| Storage Bay Dist (ft) | | | | | | | |
| Storage Blk Time (%) | | | | | | | |
| Queuing Penalty (veh) | | | | | | | |
| Intersection: 3: Waterman Drive & Chicago Avenue |
| Movement | NB | SB | NE | NE | SW | | |
| Directions Served | LTR | LTR | LT | R | LTR | | |
| Maximum Queue (ft) | 77 | 30 | 128 | 50 | 54 | | |
| Average Queue (ft) | 12 | 2 | 48 | 32 | 19 | | |
| 95th Queue (ft) | 46 | 15 | 102 | 56 | 45 | | |
| Link Distance (ft) | 274 | 196 | 462 | | 396 | | |
| Upstream Blk Time (%) | | | | | | | |
| Queuing Penalty (veh) | | | | | | | |
| Storage Bay Dist (ft) | | | | 50 | | | |
| Storage Blk Time (%) | | | 7 | 1 | | | |
| Queuing Penalty (veh) | | | 4 | 1 | | | |
===== PAGE 146 =====
Intersection: 4: Dogwood Drive & W Market Street
| Movement | EB | EB | WB | WB | NB | NB | SB |
| Directions Served | LT | TR | LT | TR | LT | R | LTR |
| Maximum Queue (ft) | 130 | 90 | 116 | 54 | 90 | 53 | 54 |
| Average Queue (ft) | 56 | 28 | 41 | 8 | 36 | 20 | 25 |
| 95th Queue (ft) | 106 | 70 | 85 | 33 | 72 | 48 | 53 |
| Link Distance (ft) | | | 507 | 507 | 204 | | 676 |
| Upstream Blk Time (%) | | | | | | | |
| Queuing Penalty (veh) | | | | | | | |
| Storage Bay Dist (ft) | | | | | 100 | | |
| Storage Blk Time (%) | | | | 0 | 0 | | |
| Queuing Penalty (veh) | | | | 0 | 0 | | |
Intersection: 6: Chicago Avenue & Mount Clinton Pike
| Movement |
| Directions Served |
| Maximum Queue (ft) |
| Average Queue (ft) |
| 95th Queue (ft) |
| Link Distance (ft) |
| Upstream Blk Time (%) |
| Queuing Penalty (veh) |
| Storage Bay Dist (ft) |
| Storage Blk Time (%) |
| Queuing Penalty (veh) |
Intersection: 7: College Avenue & Shenandoah Street
| Movement |
| Directions Served |
| Maximum Queue (ft) |
| Average Queue (ft) |
| 95th Queue (ft) |
| Link Distance (ft) |
| Upstream Blk Time (%) |
| Queuing Penalty (veh) |
| Storage Bay Dist (ft) |
| Storage Blk Time (%) |
| Queuing Penalty (veh) |
===== PAGE 147 =====
Midday Peak Hour HCM Unsignalized Intersection Capacity Analysis
 |
| Movement | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
| Lane Configurations | | | | | | | | | | | | |
| Traffic Volume (veh/h) | 6 | 0 | 23 | 5 | 1 | 1 | 15 | 202 | 4 | 0 | 185 | 9 |
| Future Volume (Veh/h) | 6 | 0 | 23 | 5 | 1 | 1 | 15 | 202 | 4 | 0 | 185 | 9 |
| Sign Control | | Stop | | | Stop | | | Free | | | Free | |
| Grade | | 0% | | | 0% | | | 0% | | | 0% | |
| Peak Hour Factor | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 |
| Hourly flow rate (vph) | 7 | 0 | 25 | 5 | 1 | 1 | 16 | 220 | 4 | 0 | 201 | 10 |
| Pedestrians | | 6 | | | | | | | | | | |
| Lane Width (ft) | | 12.0 | | | | | | | | | | |
| Walking Speed (ft/s) | | 3.5 | | | | | | | | | | |
| Percent Blockage | | 1 | | | | | | | | | | |
| Right turn flare (veh) | | | | | | | | | | | | |
| Median type | | | | | | | | None | | | None | |
| Median storage veh) | | | | | | | | | | | | |
| Upstream signal (ft) | | | | | | | | | | | | |
| pX, platoon unblocked | | | | | | | | | | | | |
| vC, conflicting volume | 468 | 468 | 212 | 485 | 471 | 222 | 217 | | | 224 | | |
| vC1, stage 1 conf vol | | | | | | | | | | | | |
| vC2, stage 2 conf vol | | | | | | | | | | | | |
| vCu, unblocked vol | 468 | 468 | 212 | 485 | 471 | 222 | 217 | | | 224 | | |
| tC, single (s) | 7.1 | 6.5 | 6.2 | 7.1 | 6.5 | 6.2 | 4.1 | | | 4.1 | | |
| tC, 2 stage (s) | | | | | | | | | | | | |
| tF (s) | 3.5 | 4.0 | 3.3 | 3.5 | 4.0 | 3.3 | 2.2 | | | 2.2 | | |
| p0 queue free % | 99 | 100 | 97 | 99 | 100 | 100 | 99 | | | 100 | | |
| cM capacity (veh/h) | 498 | 487 | 828 | 474 | 485 | 823 | 1357 | | | 1357 | | |
| Direction, Lane # | EB 1 | WB 1 | NB 1 | SB 1 | | | | | | | | |
| Volume Total | 32 | 7 | 240 | 211 | | | | | | | | |
| Volume Left | 7 | 5 | 16 | 0 | | | | | | | | |
| Volume Right | 25 | 1 | 4 | 10 | | | | | | | | |
| cSH | 723 | 507 | 1357 | 1357 | | | | | | | | |
| Volume to Capacity | 0.04 | 0.01 | 0.01 | 0.00 | | | | | | | | |
| Queue Length 95th (ft) | 3 | 1 | 1 | 0 | | | | | | | | |
| Control Delay (s) | 10.2 | 12.2 | 0.6 | 0.0 | | | | | | | | |
| Lane LOS | B | B | A | | | | | | | | | |
| Approach Delay (s) | 10.2 | 12.2 | 0.6 | 0.0 | | | | | | | | |
| Approach LOS | B | B | | | | | | | | | | |
| Intersection Summary | | | | | | | | | | | | |
| Average Delay | | | 1.1 | | | | | | | | | |
| Intersection Capacity Utilization | | | 33.2% | | ICU Level of Service | | | | A | | | |
| Analysis Period (min) | | | 15 | | | | | | | | | |
===== PAGE 148 =====
 |
| Movement | EBL | EBR | NBL | NBT | SBT | SBR |
| Lane Configurations | | | | uparrow | uparrow | |
| Traffic Volume (veh/h) | 5 | 52 | 63 | 221 | 212 | 10 |
| Future Volume (Veh/h) | 5 | 52 | 63 | 221 | 212 | 10 |
| Sign Control | Stop | | | Free | Free | |
| Grade | 0% | | | 0% | 0% | |
| Peak Hour Factor | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 |
| Hourly flow rate (vph) | 5 | 57 | 68 | 240 | 230 | 11 |
| Pedestrians | | | | | | |
| Lane Width (ft) | | | | | | |
| Walking Speed (ft/s) | | | | | | |
| Percent Blockage | | | | | | |
| Right turn flare (veh) | | | | | | |
| Median type | | | | None | None | |
| Median storage veh) | | | | | | |
| Upstream signal (ft) | | | | | | |
| pX, platoon unblocked | | | | | | |
| vC, conflicting volume | 612 | 236 | 241 | | | |
| vC1, stage 1 conf vol | | | | | | |
| vC2, stage 2 conf vol | | | | | | |
| vCu, unblocked vol | 612 | 236 | 241 | | | |
| tC, single (s) | 6.4 | 6.2 | 4.1 | | | |
| tC, 2 stage (s) | | | | | | |
| tF (s) | 3.5 | 3.3 | 2.2 | | | |
| p0 queue free % | 99 | 93 | 95 | | | |
| cM capacity (veh/h) | 436 | 804 | 1326 | | | |
| Direction, Lane # | EB 1 | NB 1 | SB 1 | | | |
| Volume Total | 62 | 308 | 241 | | | |
| Volume Left | 5 | 68 | 0 | | | |
| Volume Right | 57 | 0 | 11 | | | |
| cSH | 752 | 1326 | 1700 | | | |
| Volume to Capacity | 0.08 | 0.05 | 0.14 | | | |
| Queue Length 95th (ft) | 7 | 4 | 0 | | | |
| Control Delay (s) | 10.2 | 2.1 | 0.0 | | | |
| Lane LOS | B | A | | | | |
| Approach Delay (s) | 10.2 | 2.1 | 0.0 | | | |
| Approach LOS | B | | | | | |
| Intersection Summary | | | | | | |
| Average Delay | | | 2.1 | | | |
| Intersection Capacity Utilization | | | 40.4% | ICU Level of Service | A | |
| Analysis Period (min) | | | 15 | | | |
===== PAGE 149 =====
| uparrow | uparrow | uparrow | downarrow | downarrow | downarrow | uparrow | uparrow | downarrow | downarrow | downarrow | downarrow | downarrow |
| Movement | NBL | NBT | NBR | SBL | SBT | SBR | NEL | NET | NER | SWL | SWT | SWR | |
| Lane Configurations | | | | | | | | uparrow | uparrow | | | | |
| Traffic Volume (veh/h) | 27 | 161 | 7 | 13 | 138 | 118 | 108 | 6 | 45 | 4 | 3 | 13 | |
| Future Volume (Veh/h) | 27 | 161 | 7 | 13 | 138 | 118 | 108 | 6 | 45 | 4 | 3 | 13 | |
| Sign Control | | Free | | | Free | | | Stop | | | Stop | | |
| Grade | | 0% | | | 0% | | | 0% | | | 0% | | |
| Peak Hour Factor | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | |
| Hourly flow rate (vph) | 29 | 175 | 8 | 14 | 150 | 128 | 117 | 7 | 49 | 4 | 3 | 14 | |
| Pedestrians | | | | | | | | 5 | | | | | |
| Lane Width (ft) | | | | | | | | 12.0 | | | | | |
| Walking Speed (ft/s) | | | | | | | | 3.5 | | | | | |
| Percent Blockage | | | | | | | | 0 | | | | | |
| Right turn flare (veh) | | | | | | | | | 2 | | | | |
| Median type | | None | | | None | | | | | | | | |
| Median storage veh) | | | | | | | | | | | | | |
| Upstream signal (ft) | | | | | | | | | | | | | |
| pX, platoon unblocked | | | | | | | | | | | | | |
| vC, conflicting volume | 283 | | | 183 | | | 500 | 488 | 219 | 507 | 548 | 179 | |
| vC1, stage 1 conf vol | | | | | | | | | | | | | |
| vC2, stage 2 conf vol | | | | | | | | | | | | | |
| vCu, unblocked vol | 283 | | | 183 | | | 500 | 488 | 219 | 507 | 548 | 179 | |
| tC, single (s) | 4.2 | | | 4.2 | | | 7.2 | 6.5 | 6.2 | 7.1 | 6.5 | 6.2 | |
| tC, 2 stage (s) | | | | | | | | | | | | | |
| tF (s) | 2.3 | | | 2.3 | | | 3.6 | 4.0 | 3.3 | 3.5 | 4.0 | 3.3 | |
| p0 queue free % | 98 | | | 99 | | | 74 | 98 | 94 | 99 | 99 | 98 | |
| cM capacity (veh/h) | 1208 | | | 1351 | | | 448 | 464 | 809 | 432 | 429 | 869 | |
| Direction, Lane # | NB 1 | SB 1 | NE 1 | SW 1 | | | | | | | | | |
| Volume Total | 212 | 292 | 173 | 21 | | | | | | | | | |
| Volume Left | 29 | 14 | 117 | 4 | | | | | | | | | |
| Volume Right | 8 | 128 | 49 | 14 | | | | | | | | | |
| cSH | 1208 | 1351 | 626 | 649 | | | | | | | | | |
| Volume to Capacity | 0.02 | 0.01 | 0.28 | 0.03 | | | | | | | | | |
| Queue Length 95th (ft) | 2 | 1 | 28 | 3 | | | | | | | | | |
| Control Delay (s) | 1.3 | 0.5 | 14.3 | 10.7 | | | | | | | | | |
| Lane LOS | A | A | B | B | | | | | | | | | |
| Approach Delay (s) | 1.3 | 0.5 | 14.3 | 10.7 | | | | | | | | | |
| Approach LOS | | | B | B | | | | | | | | | |
| Intersection Summary | | | | | | | | | | | | | |
| Average Delay | | | 4.4 | | | | | | | | | | |
| Intersection Capacity Utilization | | | 38.7% | | ICU Level of Service | | | | A | | | | |
| Analysis Period (min) | | | 15 | | | | | | | | | | |
===== PAGE 150 =====
 |
| Lane Group | EBT | WBT | NBT | NBR | SBT | |
| Lane Group Flow (vph) | 378 | 348 | 98 | 28 | 35 | |
| v/c Ratio | 0.29 | 0.28 | 0.17 | 0.04 | 0.05 | |
| Control Delay | 8.4 | 9.6 | 9.7 | 3.5 | 6.6 | |
| Queue Delay | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | |
| Total Delay | 8.4 | 9.6 | 9.7 | 3.5 | 6.6 | |
| Queue Length 50th (ft) | 27 | 28 | 15 | 0 | 3 | |
| Queue Length 95th (ft) | 50 | 51 | 38 | 9 | 15 | |
| Internal Link Dist (ft) | 1315 | 467 | 164 | | 637 | |
| Turn Bay Length (ft) | | | | 100 | | |
| Base Capacity (vph) | 1309 | 1244 | 591 | 667 | 684 | |
| Starvation Cap Reductn | 0 | 0 | 0 | 0 | 0 | |
| Spillback Cap Reductn | 0 | 0 | 0 | 0 | 0 | |
| Storage Cap Reductn | 0 | 0 | 0 | 0 | 0 | |
| Reduced v/c Ratio | 0.29 | 0.28 | 0.17 | 0.04 | 0.05 | |
| Intersection Summary |
===== PAGE 151 =====
c Critical Lane Group

| uparrow | → | downarrow | downarrow | ← | uparrow | uparrow | uparrow | downarrow | downarrow | downarrow | downarrow |
| Movement | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
| Lane Configurations | | uparrowuparrow | | | uparrowuparrow | | | uparrow | uparrow | | uparrowdownarrow | |
| Traffic Volume (vph) | 10 | 295 | 59 | 22 | 299 | 13 | 68 | 26 | 27 | 10 | 11 | 13 |
| Future Volume (vph) | 10 | 295 | 59 | 22 | 299 | 13 | 68 | 26 | 27 | 10 | 11 | 13 |
| Ideal Flow (vphpl) | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 |
| Total Lost time (s) | | 4.5 | | | 4.5 | | | 4.5 | 4.5 | | 4.5 | |
| Lane Util. Factor | | 0.95 | | | 0.95 | | | 1.00 | 1.00 | | 1.00 | |
| Frt | | 0.98 | | | 0.99 | | | 1.00 | 0.85 | | 0.95 | |
| Flt Protected | | 1.00 | | | 1.00 | | | 0.97 | 1.00 | | 0.99 | |
| Satd. Flow (prot) | | 3370 | | | 3353 | | | 1758 | 1615 | | 1772 | |
| Flt Permitted | | 0.94 | | | 0.92 | | | 0.81 | 1.00 | | 0.94 | |
| Satd. Flow (perm) | | 3186 | | | 3094 | | | 1477 | 1615 | | 1690 | |
| Peak-hour factor, PHF | 0.96 | 0.96 | 0.96 | 0.96 | 0.96 | 0.96 | 0.96 | 0.96 | 0.96 | 0.96 | 0.96 | 0.96 |
| Adj. Flow (vph) | 10 | 307 | 61 | 23 | 311 | 14 | 71 | 27 | 28 | 10 | 11 | 14 |
| RTOR Reduction (vph) | 0 | 35 | 0 | 0 | 7 | 0 | 0 | 0 | 17 | 0 | 8 | 0 |
| Lane Group Flow (vph) | 0 | 343 | 0 | 0 | 341 | 0 | 0 | 98 | 11 | 0 | 27 | 0 |
| Heavy Vehicles (%) | 0% | 5% | 2% | 6% | 7% | 0% | 4% | 5% | 0% | 0% | 0% | 0% |
| Turn Type | Perm | NA | | Perm | NA | | Perm | NA | Perm | Perm | NA | |
| Protected Phases | | 4 | | | 8 | | | 2 | | | 6 | |
| Permitted Phases | 4 | | | 8 | | | 2 | | 2 | 6 | | |
| Actuated Green, G (s) | | 18.0 | | | 18.0 | | | 18.0 | 18.0 | | 18.0 | |
| Effective Green, g (s) | | 18.0 | | | 18.0 | | | 18.0 | 18.0 | | 18.0 | |
| Actuated g/C Ratio | | 0.40 | | | 0.40 | | | 0.40 | 0.40 | | 0.40 | |
| Clearance Time (s) | | 4.5 | | | 4.5 | | | 4.5 | 4.5 | | 4.5 | |
| Lane Grp Cap (vph) | | 1274 | | | 1237 | | | 590 | 646 | | 676 | |
| v/s Ratio Prot | | | | | | | | | | | | |
| v/s Ratio Perm | | 0.11 | | | c0.11 | | | c0.07 | 0.01 | | 0.02 | |
| v/c Ratio | | 0.27 | | | 0.28 | | | 0.17 | 0.02 | | 0.04 | |
| Uniform Delay, d1 | | 9.1 | | | 9.1 | | | 8.7 | 8.2 | | 8.2 | |
| Progression Factor | | 1.00 | | | 1.00 | | | 1.00 | 1.00 | | 1.00 | |
| Incremental Delay, d2 | | 0.5 | | | 0.6 | | | 0.6 | 0.0 | | 0.1 | |
| Delay (s) | | 9.6 | | | 9.7 | | | 9.3 | 8.2 | | 8.3 | |
| Level of Service | | A | | | A | | | A | A | | A | |
| Approach Delay (s) | | 9.6 | | | 9.7 | | | 9.0 | | | 8.3 | |
| Approach LOS | | A | | | A | | | A | | | A | |
| Intersection Summary |
| HCM 2000 Control Delay | | | 9.5 | | HCM 2000 Level of Service | | | | A | | | |
| HCM 2000 Volume to Capacity ratio | | | 0.22 | | | | | | | | | |
| Actuated Cycle Length (s) | | | 45.0 | | Sum of lost time (s) | | | | 9.0 | | | |
| Intersection Capacity Utilization | | | 42.0% | | ICU Level of Service | | | | A | | | |
| Analysis Period (min) | | | 15 | | | | | | | | | |
===== PAGE 152 =====
Intersection: 1: Chicago Avenue & Shenandoah Street
| Movement | EB | WB | NB | SB |
| Directions Served | LTR | LTR | LTR | LTR |
| Maximum Queue (ft) | 31 | 31 | 37 | 3 |
| Average Queue (ft) | 11 | 6 | 4 | 0 |
| 95th Queue (ft) | 26 | 26 | 21 | 3 |
| Link Distance (ft) | | 134 | 941 | 249 |
| Upstream Blk Time (%) | | | | |
| Queuing Penalty (veh) | | | | |
| Storage Bay Dist (ft) | | | | |
| Storage Blk Time (%) | | | | |
| Queuing Penalty (veh) | | | | |
Intersection: 2: Greystone Street & Chicago Avenue
| Movement | EB | NB | SB | | |
| Directions Served | LR | LT | TR | | |
| Maximum Queue (ft) | 40 | 66 | 2 | | |
| Average Queue (ft) | 16 | 14 | 0 | | |
| 95th Queue (ft) | 31 | 47 | 2 | | |
| Link Distance (ft) | 845 | 196 | 941 | | |
| Upstream Blk Time (%) | | | | | |
| Queuing Penalty (veh) | | | | | |
| Storage Bay Dist (ft) | | | | | |
| Storage Blk Time (%) | | | | | |
| Queuing Penalty (veh) | | | | | |
| Intersection: 3: Waterman Drive & Chicago Avenue |
| Movement | NB | SB | NE | NE | SW |
| Directions Served | LTR | LTR | LT | R | LTR |
| Maximum Queue (ft) | 52 | 44 | 86 | 55 | 37 |
| Average Queue (ft) | 7 | 2 | 32 | 31 | 13 |
| 95th Queue (ft) | 32 | 18 | 69 | 55 | 34 |
| Link Distance (ft) | 274 | 196 | 462 | | 396 |
| Upstream Blk Time (%) | | | | | |
| Queuing Penalty (veh) | | | | | |
| Storage Bay Dist (ft) | | | | 50 | |
| Storage Blk Time (%) | | | 3 | 1 | |
| Queuing Penalty (veh) | | | 1 | 1 | |
===== PAGE 153 =====
Intersection: 4: Dogwood Drive & W Market Street
| Movement | EB | EB | WB | WB | NB | NB | SB |
| Directions Served | LT | TR | LT | TR | LT | R | LTR |
| Maximum Queue (ft) | 123 | 94 | 137 | 72 | 96 | 50 | 46 |
| Average Queue (ft) | 63 | 32 | 64 | 17 | 37 | 12 | 16 |
| 95th Queue (ft) | 106 | 69 | 111 | 47 | 75 | 41 | 42 |
| Link Distance (ft) | | | 507 | 507 | 204 | | 676 |
| Upstream Blk Time (%) | | | | | | | |
| Queuing Penalty (veh) | | | | | | | |
| Storage Bay Dist (ft) | | | | | | 100 | |
| Storage Blk Time (%) | | | | | 0 | 0 | |
| Queuing Penalty (veh) | | | | | 0 | 0 | |
| Zone Summary | | | | | | | |
| Zone wide Queuing Penalty: 2 |
Zone wide Queuing Penalty: 2
===== PAGE 154 =====

| ↗ | → | ↘ | [F3] | ↖ | [F6] | uparrow | [F5] | [F2] | downarrow | [F8] |
| Movement | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
| Lane Configurations | | ↔ | | | ↔ | | | ↔ | | | ↔ | |
| Traffic Volume (veh/h) | 6 | 0 | 21 | 10 | 0 | 4 | 30 | 234 | 1 | 6 | 304 | 15 |
| Future Volume (Veh/h) | 6 | 0 | 21 | 10 | 0 | 4 | 30 | 234 | 1 | 6 | 304 | 15 |
| Sign Control | | Stop | | | Stop | | | Free | | | Free | |
| Grade | | 0% | | | 0% | | | 0% | | | 0% | |
| Peak Hour Factor | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 |
| Hourly flow rate (vph) | 7 | 0 | 23 | 11 | 0 | 4 | 33 | 254 | 1 | 7 | 330 | 16 |
| Pedestrians | | 5 | | | | | | | | | | |
| Lane Width (ft) | | 12.0 | | | | | | | | | | |
| Walking Speed (ft/s) | | 3.5 | | | | | | | | | | |
| Percent Blockage | | 0 | | | | | | | | | | |
| Right turn flare (veh) | | | | | | | | | | | | |
| Median type | | | | | | | | None | | | None | |
| Median storage veh) | | | | | | | | | | | | |
| Upstream signal (ft) | | | | | | | | | | | | |
| pX, platoon unblocked | | | | | | | | | | | | |
| vC, conflicting volume | 682 | 678 | 343 | 696 | 686 | 254 | 351 | | | 255 | | |
| vC1, stage 1 conf vol | | | | | | | | | | | | |
| vC2, stage 2 conf vol | | | | | | | | | | | | |
| vCu, unblocked vol | 682 | 678 | 343 | 696 | 686 | 254 | 351 | | | 255 | | |
| tC, single (s) | 7.1 | 6.5 | 6.3 | 7.1 | 6.5 | 6.2 | 4.1 | | | 4.1 | | |
| tC, 2 stage (s) | | | | | | | | | | | | |
| tF (s) | 3.5 | 4.0 | 3.4 | 3.5 | 4.0 | 3.3 | 2.2 | | | 2.2 | | |
| p0 queue free % | 98 | 100 | 97 | 97 | 100 | 99 | 97 | | | 99 | | |
| cM capacity (veh/h) | 353 | 363 | 687 | 337 | 359 | 789 | 1191 | | | 1322 | | |
| Direction, Lane # | EB 1 | WB 1 | NB 1 | SB 1 | | | | | | | | |
| Volume Total | 30 | 15 | 288 | 353 | | | | | | | | |
| Volume Left | 7 | 11 | 33 | 7 | | | | | | | | |
| Volume Right | 23 | 4 | 1 | 16 | | | | | | | | |
| cSH | 563 | 398 | 1191 | 1322 | | | | | | | | |
| Volume to Capacity | 0.05 | 0.04 | 0.03 | 0.01 | | | | | | | | |
| Queue Length 95th (ft) | 4 | 3 | 2 | 0 | | | | | | | | |
| Control Delay (s) | 11.8 | 14.4 | 1.2 | 0.2 | | | | | | | | |
| Lane LOS | B | B | A | A | | | | | | | | |
| Approach Delay (s) | 11.8 | 14.4 | 1.2 | 0.2 | | | | | | | | |
| Approach LOS | B | B | | | | | | | | | | |
| Intersection Summary | | | | | | | | | | | | |
| Average Delay | | | 1.4 | | | | | | | | | |
| Intersection Capacity Utilization | | | 39.2% | | ICU Level of Service | | | | A | | | |
| Analysis Period (min) | | | 15 | | | | | | | | | |
===== PAGE 155 =====
 |
| Movement | EBL | EBR | NBL | NBT | SBT | SBR |
| Lane Configurations | | | | uparrow | uparrow | |
| Traffic Volume (veh/h) | 10 | 59 | 110 | 285 | 347 | 7 |
| Future Volume (Veh/h) | 10 | 59 | 110 | 285 | 347 | 7 |
| Sign Control | Stop | | | Free | Free | |
| Grade | 0% | | | 0% | 0% | |
| Peak Hour Factor | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 |
| Hourly flow rate (vph) | 11 | 64 | 120 | 310 | 377 | 8 |
| Pedestrians | | | | | | |
| Lane Width (ft) | | | | | | |
| Walking Speed (ft/s) | | | | | | |
| Percent Blockage | | | | | | |
| Right turn flare (veh) | | | | | | |
| Median type | | | | None | None | |
| Median storage veh) | | | | | | |
| Upstream signal (ft) | | | | | | |
| pX, platoon unblocked | | | | | | |
| vC, conflicting volume | 931 | 381 | 385 | | | |
| vC1, stage 1 conf vol | | | | | | |
| vC2, stage 2 conf vol | | | | | | |
| vCu, unblocked vol | 931 | 381 | 385 | | | |
| tC, single (s) | 6.4 | 6.2 | 4.1 | | | |
| tC, 2 stage (s) | | | | | | |
| tF (s) | 3.5 | 3.3 | 2.2 | | | |
| p0 queue free % | 96 | 90 | 90 | | | |
| cM capacity (veh/h) | 268 | 666 | 1185 | | | |
| Direction, Lane # | EB 1 | NB 1 | SB 1 | | | |
| Volume Total | 75 | 430 | 385 | | | |
| Volume Left | 11 | 120 | 0 | | | |
| Volume Right | 64 | 0 | 8 | | | |
| cSH | 547 | 1185 | 1700 | | | |
| Volume to Capacity | 0.14 | 0.10 | 0.23 | | | |
| Queue Length 95th (ft) | 12 | 8 | 0 | | | |
| Control Delay (s) | 12.6 | 3.1 | 0.0 | | | |
| Lane LOS | B | A | | | | |
| Approach Delay (s) | 12.6 | 3.1 | 0.0 | | | |
| Approach LOS | B | | | | | |
| Intersection Summary | | | | | | |
| Average Delay | | | 2.6 | | | |
| Intersection Capacity Utilization | | | 54.0% | ICU Level of Service | | A |
| Analysis Period (min) | | | 15 | | | |
===== PAGE 156 =====
| | uparrow | uparrow | uparrow | downarrow | downarrow | downarrow | uparrow | uparrow | downarrow | downarrow | downarrow | downarrow |
| Movement | NBL | NBT | NBR | SBL | SBT | SBR | NEL | NET | NER | SWL | SWT | SWR | |
| Lane Configurations | | uparrowdownarrow | | | uparrowdownarrow | | | uparrowuparrow | uparrowuparrow | | uparrowdownarrow | | |
| Traffic Volume (veh/h) | 32 | 257 | 24 | 23 | 229 | 204 | 163 | 15 | 68 | 16 | 13 | 15 | |
| Future Volume (Veh/h) | 32 | 257 | 24 | 23 | 229 | 204 | 163 | 15 | 68 | 16 | 13 | 15 | |
| Sign Control | | Free | | | Free | | | Stop | | | Stop | | |
| Grade | | 0% | | | 0% | | | 0% | | | 0% | | |
| Peak Hour Factor | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | 0.92 | |
| Hourly flow rate (vph) | 35 | 279 | 26 | 25 | 249 | 222 | 177 | 16 | 74 | 17 | 14 | 16 | |
| Pedestrians | | | | | | | | 7 | | | | | |
| Lane Width (ft) | | | | | | | | 12.0 | | | | | |
| Walking Speed (ft/s) | | | | | | | | 3.5 | | | | | |
| Percent Blockage | | | | | | | | 1 | | | | | |
| Right turn flare (veh) | | | | | | | | | 2 | | | | |
| Median type | | None | | | None | | | | | | | | |
| Median storage veh) | | | | | | | | | | | | | |
| Upstream signal (ft) | | | | | | | | | | | | | |
| pX, platoon unblocked | | | | | | | | | | | | | |
| vC, conflicting volume | 478 | | | 305 | | | 802 | 792 | 367 | 817 | 890 | 292 | |
| vC1, stage 1 conf vol | | | | | | | | | | | | | |
| vC2, stage 2 conf vol | | | | | | | | | | | | | |
| vCu, unblocked vol | 478 | | | 305 | | | 802 | 792 | 367 | 817 | 890 | 292 | |
| tC, single (s) | 4.1 | | | 4.1 | | | 7.1 | 6.5 | 6.2 | 7.1 | 6.5 | 6.2 | |
| tC, 2 stage (s) | | | | | | | | | | | | | |
| tF (s) | 2.2 | | | 2.2 | | | 3.5 | 4.0 | 3.3 | 3.5 | 4.0 | 3.3 | |
| p0 queue free % | 97 | | | 98 | | | 34 | 95 | 89 | 93 | 95 | 98 | |
| cM capacity (veh/h) | 1088 | | | 1267 | | | 268 | 305 | 678 | 243 | 268 | 752 | |
| Direction, Lane # | NB 1 | SB 1 | NE 1 | SW 1 | | | | | | | | | |
| Volume Total | 340 | 496 | 267 | 47 | | | | | | | | | |
| Volume Left | 35 | 25 | 177 | 17 | | | | | | | | | |
| Volume Right | 26 | 222 | 74 | 16 | | | | | | | | | |
| cSH | 1088 | 1267 | 358 | 328 | | | | | | | | | |
| Volume to Capacity | 0.03 | 0.02 | 0.75 | 0.14 | | | | | | | | | |
| Queue Length 95th (ft) | 2 | 2 | 146 | 12 | | | | | | | | | |
| Control Delay (s) | 1.2 | 0.6 | 39.4 | 17.8 | | | | | | | | | |
| Lane LOS | A | A | E | C | | | | | | | | | |
| Approach Delay (s) | 1.2 | 0.6 | 39.4 | 17.8 | | | | | | | | | |
| Approach LOS | | | E | C | | | | | | | | | |
| Intersection Summary | | | | | | | | | | | | | |
| Average Delay | | | 10.5 | | | | | | | | | | |
| Intersection Capacity Utilization | | | 53.1% | ICU Level of Service | | | A | | | | |
| Analysis Period (min) | | | 15 | | | | | | | | | | |
===== PAGE 157 =====
| Lane Group | EBT | WBT | NBT | NBR | SBT |
| Lane Group Flow (vph) | 588 | 677 | 185 | 48 | 57 |
| v/c Ratio | 0.43 | 0.51 | 0.33 | 0.07 | 0.09 |
| Control Delay | 9.7 | 11.8 | 11.5 | 3.7 | 5.6 |
| Queue Delay | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Total Delay | 9.7 | 11.8 | 11.5 | 3.7 | 5.6 |
| Queue Length 50th (ft) | 46 | 64 | 31 | 0 | 4 |
| Queue Length 95th (ft) | 78 | 102 | 68 | 13 | 19 |
| Internal Link Dist (ft) | 1315 | 467 | 164 | | 637 |
| Turn Bay Length (ft) | | | | 100 | |
| Base Capacity (vph) | 1353 | 1323 | 554 | 674 | 665 |
| Starvation Cap Reductn | 0 | 0 | 0 | 0 | 0 |
| Spillback Cap Reductn | 0 | 0 | 0 | 0 | 0 |
| Storage Cap Reductn | 0 | 0 | 0 | 0 | 0 |
| Reduced v/c Ratio | 0.43 | 0.51 | 0.33 | 0.07 | 0.09 |
| Intersection Summary |
===== PAGE 158 =====
Intersection: 1: Chicago Avenue & Shenandoah Street
| Movement | EB | WB | NB | SB |
| Directions Served | LTR | LTR | LTR | LTR |
| Maximum Queue (ft) | 35 | 36 | 65 | 26 |
| Average Queue (ft) | 11 | 13 | 11 | 1 |
| 95th Queue (ft) | 28 | 37 | 43 | 10 |
| Link Distance (ft) | | 134 | 941 | 249 |
| Upstream Blk Time (%) | | | | |
| Queuing Penalty (veh) | | | | |
| Storage Bay Dist (ft) | | | | |
| Storage Blk Time (%) | | | | |
| Queuing Penalty (veh) | | | | |
Intersection: 2: Greystone Street & Chicago Avenue
| Movement | EB | NB | SB | | | |
| Directions Served | LR | LT | TR | | | |
| Maximum Queue (ft) | 53 | 85 | 2 | | | |
| Average Queue (ft) | 17 | 33 | 0 | | | |
| 95th Queue (ft) | 37 | 73 | 2 | | | |
| Link Distance (ft) | 845 | 196 | 941 | | | |
| Upstream Blk Time (%) | | | | | | |
| Queuing Penalty (veh) | | | | | | |
| Storage Bay Dist (ft) | | | | | | |
| Storage Blk Time (%) | | | | | | |
| Queuing Penalty (veh) | | | | | | |
| Intersection: 3: Waterman Drive & Chicago Avenue |
| Movement | NB | SB | NE | NE | SW | |
| Directions Served | LTR | LTR | LT | R | LTR | |
| Maximum Queue (ft) | 83 | 77 | 261 | 50 | 64 | |
| Average Queue (ft) | 14 | 9 | 90 | 36 | 25 | |
| 95th Queue (ft) | 51 | 41 | 202 | 64 | 53 | |
| Link Distance (ft) | 274 | 196 | 462 | | 396 | |
| Upstream Blk Time (%) | | | | | | |
| Queuing Penalty (veh) | | | | | | |
| Storage Bay Dist (ft) | | | | 50 | | |
| Storage Blk Time (%) | | | 26 | 2 | | |
| Queuing Penalty (veh) | | | 18 | 3 | | |
===== PAGE 159 =====
Intersection: 4: Dogwood Drive & W Market Street
| Movement | EB | EB | WB | WB | NB | NB | SB |
| Directions Served | LT | TR | LT | TR | LT | R | LTR |
| Maximum Queue (ft) | 155 | 124 | 195 | 158 | 124 | 78 | 63 |
| Average Queue (ft) | 78 | 48 | 99 | 43 | 52 | 21 | 22 |
| 95th Queue (ft) | 126 | 90 | 162 | 105 | 95 | 55 | 54 |
| Link Distance (ft) | | | 507 | 507 | 204 | | 676 |
| Upstream Blk Time (%) | | | | | | | |
| Queuing Penalty (veh) | | | | | | | |
| Storage Bay Dist (ft) | | | | | 100 | | |
| Storage Blk Time (%) | | | | 1 | 0 | | |
| Queuing Penalty (veh) | | | | 0 | 0 | | |
Intersection: 6: Chicago Avenue & Mount Clinton Pike
| Movement |
| Directions Served |
| Maximum Queue (ft) |
| Average Queue (ft) |
| 95th Queue (ft) |
| Link Distance (ft) |
| Upstream Blk Time (%) |
| Queuing Penalty (veh) |
| Storage Bay Dist (ft) |
| Storage Blk Time (%) |
| Queuing Penalty (veh) |
Intersection: 7: College Avenue & Shenandoah Street
| Movement |
| Directions Served |
| Maximum Queue (ft) |
| Average Queue (ft) |
| 95th Queue (ft) |
| Link Distance (ft) |
| Upstream Blk Time (%) |
| Queuing Penalty (veh) |
| Storage Bay Dist (ft) |
| Storage Blk Time (%) |
| Queuing Penalty (veh) |
===== PAGE 160 =====
# MOVEMENT SUMMARY
# Site: 101 [2034 Background AM Peak (Site Folder: General)]
New Site
Site Category: (None)
Roundabout
| Vehicle Movement Performance |
| Mov ID | Turn | INPUT VOLUMES [Total veh/h | DEVAND FLOWS [Total veh/h | DEV. Sat. HV] % | Deg. Sat. v/c | Aver. Level of Delay sec | 95% BACK OF QUEUE [Veh. veh | Prop. Que | Effective Stop Rate | Aver. No. Cycles | Aver. Speed mph | | | |
| South: Chicago Avenue |
| 3 | L2 | 41 | 9.0 | 45 | 9.0 | 0.199 | 5.9 | LOS A | 1.1 | 29.7 | 0.43 | 0.28 | 0.43 | 22.9 |
| 8 | T1 | 126 | 5.0 | 137 | 5.0 | 0.199 | 5.7 | LOS A | 1.1 | 29.7 | 0.43 | 0.28 | 0.43 | 23.0 |
| 18 | R2 | 6 | 20.0 | 7 | 20.0 | 0.199 | 6.3 | LOS A | 1.1 | 29.7 | 0.43 | 0.28 | 0.43 | 22.6 |
| Approach | 173 | 6.5 | 188 | 6.5 | 0.199 | 5.7 | LOS A | 1.1 | 29.7 | 0.43 | 0.28 | 0.43 | 22.9 |
| East: Waterman Drive |
| 1 | L2 | 9 | 0.0 | 10 | 0.0 | 0.043 | 4.5 | LOS A | 0.2 | 5.4 | 0.50 | 0.34 | 0.50 | 23.1 |
| 6 | T1 | 13 | 0.0 | 14 | 0.0 | 0.043 | 4.5 | LOS A | 0.2 | 5.4 | 0.50 | 0.34 | 0.50 | 23.1 |
| 16 | R2 | 11 | 11.0 | 12 | 11.0 | 0.043 | 5.1 | LOS A | 0.2 | 5.4 | 0.50 | 0.34 | 0.50 | 22.8 |
| Approach | 33 | 3.7 | 36 | 3.7 | 0.043 | 4.7 | LOS A | 0.2 | 5.4 | 0.50 | 0.34 | 0.50 | 23.0 |
| North: Chicago Avenue |
| 7 | L2 | 6 | 0.0 | 7 | 0.0 | 0.305 | 6.1 | LOS A | 1.9 | 50.9 | 0.30 | 0.14 | 0.30 | 22.9 |
| 4 | T1 | 168 | 6.0 | 183 | 6.0 | 0.305 | 6.3 | LOS A | 1.9 | 50.9 | 0.30 | 0.14 | 0.30 | 22.9 |
| 14 | R2 | 125 | 8.0 | 136 | 8.0 | 0.305 | 6.4 | LOS A | 1.9 | 50.9 | 0.30 | 0.14 | 0.30 | 22.6 |
| Approach | 299 | 6.7 | 325 | 6.7 | 0.305 | 6.4 | LOS A | 1.9 | 50.9 | 0.30 | 0.14 | 0.30 | 22.8 |
| West: Waterman Drive |
| 5 | L2 | 144 | 11.0 | 157 | 11.0 | 0.246 | 6.6 | LOS A | 1.4 | 37.3 | 0.46 | 0.32 | 0.46 | 22.4 |
| 2 | T1 | 4 | 0.0 | 4 | 0.0 | 0.246 | 6.1 | LOS A | 1.4 | 37.3 | 0.46 | 0.32 | 0.46 | 22.5 |
| 12 | R2 | 60 | 0.0 | 65 | 0.0 | 0.246 | 6.1 | LOS A | 1.4 | 37.3 | 0.46 | 0.32 | 0.46 | 22.2 |
| Approach | 208 | 7.6 | 226 | 7.6 | 0.246 | 6.4 | LOS A | 1.4 | 37.3 | 0.46 | 0.32 | 0.46 | 22.4 |
| All Vehicles | 713 | 6.8 | 775 | 6.8 | 0.305 | 6.2 | LOS A | 1.9 | 50.9 | 0.39 | 0.24 | 0.39 | 22.7 |
Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control
Roundabout LOS Method: Same as Sign Control.
Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement.
LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection).
Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6).
Roundabout Capacity Model: SIDRA Standard.
Delay Model: HCM Delay Formula (Geometric Delay is not included).
Queue Model: HCM Queue Formula.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
===== PAGE 161 =====
# MOVEMENT SUMMARY
# Site: 101 [2034 Background PM Peak (Site Folder: General)]
New Site
Site Category: (None)
Roundabout
| Vehicle Movement Performance |
| Mov ID | Turn | INPUT VOLUMES | DEMAND FLOWS | Deg. Satn | Aver. Delay sec | Level of Service | 95% BACK OF QUEUE | Prop. Que | Effective Stop Rate | Aver. No. Cycles | Aver. Speed mph |
| [Total veh/h | HV] % | [Total veh/h | HV] % | [Veh. veh | Dist ] ft |
| South: Chicago Avenue |
| 3 | L2 | 32 | 0.0 | 35 | 0.0 | 0.355 | 7.5 | LOS A | 2.3 | 59.2 | 0.53 | 0.38 | 0.53 | 22.6 |
| 8 | T1 | 257 | 2.0 | 279 | 2.0 | 0.355 | 7.6 | LOS A | 2.3 | 59.2 | 0.53 | 0.38 | 0.53 | 22.6 |
| 18 | R2 | 24 | 0.0 | 26 | 0.0 | 0.355 | 7.5 | LOS A | 2.3 | 59.2 | 0.53 | 0.38 | 0.53 | 22.3 |
| Approach | 313 | 1.6 | 340 | 1.6 | 0.355 | 7.6 | LOS A | 2.3 | 59.2 | 0.53 | 0.38 | 0.53 | 22.6 |
| East: Waterman Drive |
| 1 | L2 | 16 | 0.0 | 17 | 0.0 | 0.062 | 5.3 | LOS A | 0.3 | 8.1 | 0.59 | 0.44 | 0.59 | 22.9 |
| 6 | T1 | 13 | 0.0 | 14 | 0.0 | 0.062 | 5.3 | LOS A | 0.3 | 8.1 | 0.59 | 0.44 | 0.59 | 22.9 |
| 16 | R2 | 15 | 0.0 | 16 | 0.0 | 0.062 | 5.3 | LOS A | 0.3 | 8.1 | 0.59 | 0.44 | 0.59 | 22.6 |
| Approach | 44 | 0.0 | 48 | 0.0 | 0.062 | 5.3 | LOS A | 0.3 | 8.1 | 0.59 | 0.44 | 0.59 | 22.8 |
| North: Chicago Avenue |
| 7 | L2 | 23 | 0.0 | 25 | 0.0 | 0.441 | 7.8 | LOS A | 3.3 | 85.2 | 0.33 | 0.16 | 0.33 | 22.5 |
| 4 | T1 | 229 | 2.0 | 249 | 2.0 | 0.441 | 7.9 | LOS A | 3.3 | 85.2 | 0.33 | 0.16 | 0.33 | 22.5 |
| 14 | R2 | 204 | 3.0 | 222 | 3.0 | 0.441 | 7.9 | LOS A | 3.3 | 85.2 | 0.33 | 0.16 | 0.33 | 22.2 |
| Approach | 456 | 2.3 | 496 | 2.3 | 0.441 | 7.9 | LOS A | 3.3 | 85.2 | 0.33 | 0.16 | 0.33 | 22.4 |
| West: Waterman Drive |
| 5 | L2 | 163 | 4.0 | 177 | 4.0 | 0.299 | 7.3 | LOS A | 1.8 | 45.4 | 0.55 | 0.42 | 0.55 | 22.3 |
| 2 | T1 | 15 | 0.0 | 16 | 0.0 | 0.299 | 7.1 | LOS A | 1.8 | 45.4 | 0.55 | 0.42 | 0.55 | 22.3 |
| 12 | R2 | 68 | 0.0 | 74 | 0.0 | 0.299 | 7.1 | LOS A | 1.8 | 45.4 | 0.55 | 0.42 | 0.55 | 22.0 |
| Approach | 246 | 2.7 | 267 | 2.7 | 0.299 | 7.2 | LOS A | 1.8 | 45.4 | 0.55 | 0.42 | 0.55 | 22.2 |
| All Vehicles | 1059 | 2.1 | 1151 | 2.1 | 0.441 | 7.6 | LOS A | 3.3 | 85.2 | 0.45 | 0.30 | 0.45 | 22.4 |
Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control
Roundabout LOS Method: Same as Sign Control.
Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement.
LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection).
Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6).
Roundabout Capacity Model: SIDRA Standard.
Delay Model: HCM Delay Formula (Geometric Delay is not included).
Queue Model: HCM Queue Formula.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
===== PAGE 162 =====
APPENDIX D – PROPOSED IMPROVEMENTS AND COST ESTIMATES: CHI CAGO AVENUE CORRIDOR EXHI BI TS, CHI CAGO AVENUE AND WATERMAN DRIVE I INTERSECTI ON EXHI BI TS, PLANNING LEVEL COST ESTIMATES
===== PAGE 163 =====

CHICAGO AVENUE
FROM MT CLINTON PIKE TO SHENADOAH STREET
## FIGURE F-1 CHICAGO AVENUE CORRIDOR IMPROVEMENTS




===== PAGE 164 =====

CHICAGO AVENUE
FROM SHENANDOAH STREET TO WATERMAN DRIVE
## FIGURE F-2 CHICAGO AVENUE CORRIDOR IMPROVEMENTS


TIMMONS GROUP YOUR VISION ACHIEVED THROUGH OURS.
CITY OF HARRISONBURG

LEGEND
PROPOSED ASPHALT PATH
PROPOSED CONCRETE SIDEWALK
PROPOSED ADA PEDESTRIAN CURB RAMP
PROPOSED DRIVEWAY APRON
PROPOSED GRASS/LANDSCAPE AREA
PROPOSED CURB & GUTTER
EXISTING PARCELS (GIS)
PROPOSED RIGHT-OF-WAY

===== PAGE 165 =====

APPROXIMATE LOCATION OF UTILITY POLE
AT THE TIME OF DESIGN, SIZE OF SIDEWALK, BUFFER, AND PROPOSED RIGHT-OF-WAY MAY BE ADJUSTED BASED ON SURVEYED LOCATION OF U/P
EXISTING HDPT BUS STOP
CHICAGO AVENUE
FROM WATERMAN DRIVE TO ROCKINGHAM DRIVE
CHICAGO AVENUE
RELOCATE PARKING SPACES AT THE TIME OF DESIGN, IMPACTED PARKING MAY BE ADJUSTED BASED ON SURVEY DATA AND FINALIZED ENTRANCE DESIGN. THE SHOWN IMPROVEMENTS ARE CONCEPTUAL AND FOR FEASIBILITY PURPOSES ONLY.
CHICAGO AVENUE
FROM SHENANDOAH STREET TO WATERMAN DRIVE
## FIGURE F-3 CHICAGO AVENUE CORRIDOR IMPROVEMENTS



## LEGEND
PROPOSED ASPHALT PATH

PROPOSED CONCRETE SIDEWALK
PROPOSED ADA PEDESTRIAN CURB RAMP
PROPOSED DRIVEWAY APRON
PROPOSED GRASS/LANDSCAPE AREA
PROPOSED CURB & GUTTER
EXISTING PARCELS (GIS)
PROPOSED RIGHT-OF-WAY
===== PAGE 166 =====
END WATERMAN DRIVE PROPOSED IMPROVEMENTS
SHARED-USE PATH CONNECTION TO W MARKET
STREET TO BE COMPLETED BY OTHERS

WATERMAN DRIVE
FROM CHICAGO AVENUE TO TAX PARCEL 036-T-1
## FIGURE F-4 WATERMAN DRIVE CORRIDOR IMPROVEMENTS


CITY OF HARRISONBURG



===== PAGE 167 =====

PROPOSED PEDESTRIAN CROSSING WITH RECTANGULAR RAPID-FLASHING BEACON (RRFB)
PER THE APPROVED QUARRY HEIGHTS REZONING, THE PROPERTY SHALL PROVIDE A PUBLIC SHARED USE PATH CONNECTION TO W MARKET STREET AT THIS LOCATION*CITY OF HARRISONBURG IS CURRENTLY STUDYING A POTENTIAL ROAD DIET ON W MARKET STREET. IF A ROAD DIET IS PURSUED, A BUFFER AREA COULD BE INCLUDED FOR THE 10' EXISTING SIDEWALK.
## FIGURE F-5 W MARKET STREET CROSSING & FRIENDLY CITY TRAIL CONNECTION

LEGEND

PROPOSED ASPHALT PATH
PROPOSED CONCRETE SIDEWALK

PROPOSED ADA PEDESTRIAN CURB RAMP
PROPOSED GRASS/LANDSCAPE AREA


PROPOSED DRIVEWAY APRON
PROPOSED CURB & GUTTER
EXISTING PARCELS (GIS)


PROPOSED RIGHT-OF-WAY
===== PAGE 168 =====

## FIGURE F-6 OFFSET INTERSECTION CONCEPTUAL PLAN (WB-40)




===== PAGE 169 =====

CONNECT TO ASPHALT PATH IF CONSTRUCTED AT THE TIME OF INTERSECTION IMPROVEMENT
## FIGURE F-7 PEANUT ROUNDABOUT CONCEPTUAL PLAN (WB-40)


===== PAGE 170 =====
CONNECT TO SIDEWALK IF
CONSTRUCTED AT THE
TIME OF INTERSECTION
IMPROVEMENT

CONTINUE ON-STREET
BIKE LANE FROM SOUTH OF ROCKINGHAM DRIVE
CONNECT TO ASPHALT PATH IF CONSTRUCTED AT THE TIME OF INTERSECTION IMPROVEMENT
CONNECT TO ASPHALT PATH IF CONSTRUCTED AT THE TIME OF INTERSECTION IMPROVEMENT
## FIGURE F-8 OFFSET INTERSECTION CONCEPTUAL PLAN (WB-62)




===== PAGE 171 =====
CONNECT TO SIDEWALK IF CONSTRUCTED AT THE TIME OF INTERSECTION IMPROVEMENT

CONTINUE ON-STREET BIKE
LANE FROM SOUTH OF ROCKINGHAM DRIVE
CONNECT TO ASPHALT PATH IF CONSTRUCTED AT THE TIME OF INTERSECTION IMPROVEMENT
CONNECT TO ASPHALT PATH IF CONSTRUCTED AT THE TIME OF INTERSECTION IMPROVEMENT
## FIGURE F-9 PEANUT ROUNDABOUT CONCEPTUAL PLAN (WB-62)

TIMMONS GROUP YOUR VISION ACHIEVED THROUGH OURS.
## LEGEND

===== PAGE 172 =====
 | City of Harrisonburg |
| TIMMONS GROUP | Chicago Avenue & Waterman Drive Corridor |
| YOUR VISION ACHIEVED THROUGH OURS. | Preliminary Planning Cost Estimate - March 2025 |
| City of Harrisonburg, Virginia |
| Chicago Avenue SB (Mt Clinton Pike to Shenandoah Street) |
| SUMMARY OF BUDGET PHASES | C&G + 6' Facility |
| Preliminary Engineering (PE) | $ 202,000.00 |
| Right of Way (RW) | $ 558,000.00 |
| Construction (CN) | $ 915,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ 1,675,000.00 |
| Chicago Avenue SB (Shenandoah Street to Greystone Street)\nSUMMARY OF BUDGET PHASES | C&G + 10' Facility |
| Preliminary Engineering (PE) | $ 222,000.00 | |
| Right of Way (RW) | $ 1,253,000.00 | |
| Construction (CN) | $ 1,005,000.00 | |
| TOTAL RECOMMENDED PROJECT BUDGET | $ 2,480,000.00 | |
| Chicago Avenue SB (Greystone Street to Rockingham Drive)\nSUMMARY OF BUDGET PHASES |
| C&G + 10' Facility |
| Preliminary Engineering (PE) | $ 137,000.00 |
| Right of Way (RW) | $ 333,000.00 |
| Construction (CN) | $ 618,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ 1,088,000.00 |
| Waterman Drive (Chicago Avenue to Quarry Heights Property)\nSUMMARY OF BUDGET PHASES | C&G + 10' Facility |
| Preliminary Engineering (PE) | $ 182,000.00 | |
| Right of Way (RW) | $ 410,000.00 | |
| Construction (CN) | $ 825,000.00 | |
| TOTAL RECOMMENDED PROJECT BUDGET | $ 1,417,000.00 | |
| W Market Street Crossing (Quarry Heights Property towards Thomas Harrison Middle School) |
| SUMMARY OF BUDGET PHASES | Signalized Crossing + 10' Facility |
| Preliminary Engineering (PE) | $ | 80,000.00 |
| Right of Way (RW) | $ | 126,000.00 |
| Construction (CN) | $ | 479,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ | 685,000.00 |
| Trail Connection to Friendly City Trail (from W Market Street)\nSUMMARY OF BUDGET PHASES | 10' Facility |
| Preliminary Engineering (PE) | $ 168,000.00 | |
| Right of Way (RW) | $ 210,000.00 | |
| Construction (CN) | $ 759,000.00 | |
| TOTAL RECOMMENDED PROJECT BUDGET | $ 1,137,000.00 | |
===== PAGE 173 =====
| Chicago Avenue NB (Mt Clinton Pike to Shenandoah Street)\nSUMMARY OF BUDGET PHASES | C&G + 6' Facility |
| Preliminary Engineering (PE) | $ | 196,000.00 |
| Right of Way (RW) | $ | 638,000.00 |
| Construction (CN) | $ | 888,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ | 1,722,000.00 |
| Chicago Avenue NB (Shenandoah Street to Waterman Drive)\nSUMMARY OF BUDGET PHASES | C&G + 6' Facility |
| Preliminary Engineering (PE) | $ | 268,000.00 |
| Right of Way (RW) | $ | 1,052,000.00 |
| Construction (CN) | $ | 1,211,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ | 2,531,000.00 |
 | City of Harrisonburg |
| Chicago Avenue & Waterman Drive Intersection |
| Preliminary Planning Cost Estimate - March 2025 |
| City of Harrisonburg, Virginia |
| Chicago Avenue & Waterman Drive - Peanut Roundabout (WB-40) |
| SUMMARY OF BUDGET PHASES |
| Preliminary Engineering (PE) | $ | 602,000.00 |
| Right of Way (RW) | $ | 1,245,000.00 |
| Construction (CN) | $ | 2,732,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ | 4,579,000.00 |
| Chicago Avenue & Waterman Drive - Peanut Roundabout (WB-62) |
| SUMMARY OF BUDGET PHASES |
| Preliminary Engineering (PE) | $ | 904,000.00 |
| Right of Way (RW) | $ | 1,934,000.00 |
| Construction (CN) | $ | 4,103,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ | 6,941,000.00 |
| Chicago Avenue & Waterman Drive -Offset Intersection (WB-40) |
| SUMMARY OF BUDGET PHASES |
| Preliminary Engineering (PE) | $ 273,000.00 |
| Right of Way (RW) | $ 413,000.00 |
| Construction (CN) | $ 1,238,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ 1,924,000.00 |
| Chicago Avenue & Waterman Drive -Offset Intersection (WB-62) |
| SUMMARY OF BUDGET PHASES |
| Preliminary Engineering (PE) | $ 275,000.00 |
| Right of Way (RW) | $ 435,000.00 |
| Construction (CN) | $ 1,248,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ 1,958,000.00 |
===== PAGE 174 =====
City of Harrisonburg
Chicago Avenue Corridor Phase 1 (SB)
Mt Clinton Pike to Shenandoah Street
YOUR VISION ACHIEVED THROUGH OURS.
Preliminary Planning Cost Estimate - March 2025
City of Harrisonburg, Virginia |
| (Input Length of Roadway, (FT))
Facility Classification | |
|
| C&G + Shared-Use Path + Sidewalk |
| CONSTRUCTION BID COSTS | |
| Grading & Earthwork | $ | 93,000.00 |
| Roadway Improvements | $ | 168,000.00 |
| Stormwater & Hydraulics | $ | 131,000.00 |
| Miscellaneous Construction | $ | 79,000.00 |
| Subtotal A = $ | 471,000.00 |
| OTHER BID COSTS FOR CONSTRUCTION |
| Mobilization for Subtotal A (Calc from VDOT formula) | $ | 41,000.00 |
| Construction Surveying | $ | 8,000.00 |
| Materials Testing | $ | 10,000.00 |
| Construction Engineering & Inspection | $ | 80,000.00 |
| Contingency for CN (Construction + Other) | $ | 305,000.00 |
| Subtotal B = $ | 444,000.00 |
| TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): $ | 915,000.00 |
| PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS) |
| Survey, Design Services, & Permitting | $ | 183,000.00 |
| Environmental Coordination | $ | - |
| Contingency for PE | $ | 19,000.00 |
| Subtotal C = $ | 202,000.00 |
| GRAND TOTAL ROADWAY ITEMS (A+B+C): $ | 1,117,000.00 |
| RIGHT OF WAY & UTILITY COSTS |
| Utility Coordination & Relocation | $ | 168,000.00 |
| Right of Way - Administrative Costs | $ | 80,000.00 |
| Right of Way - Acquisition Costs | $ | 124,000.00 |
| Contingency for Right of Way/Utility | $ | 186,000.00 |
| ROW Subtotal = $ | 558,000.00 |
| SUMMARY OF BUDGET PHASES |
| Preliminary Engineering (PE) | $ | 202,000.00 |
| Right of Way (RW) | $ | 558,000.00 |
| Construction (CN) | $ | 915,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ | 1,675,000.00 |
===== PAGE 175 =====
City of Harrisonburg
Chicago Avenue Corridor Phase 2 (NB)
Mt Clinton Pike to Shenandoah Street
YOUR VISION ACHIEVED THROUGH OURS.
Preliminary Planning Cost Estimate - March 2025
City of Harrisonburg, Virginia |
| (Input Length of Roadway, (FT))
Facility Classification | |
|
| C&G + Sidewalk |
| CONSTRUCTION BID COSTS | |
| Grading & Earthwork | $ | 98,000.00 |
| Roadway Improvements | $ | 168,000.00 |
| Stormwater & Hydraulics | $ | 133,000.00 |
| Miscellaneous Construction | $ | 80,000.00 |
| Subtotal A = $ | 479,000.00 |
| OTHER BID COSTS FOR CONSTRUCTION |
| Mobilization for Subtotal A (Calc from VDOT formula) | $ | 41,000.00 |
| Construction Surveying | $ | 8,000.00 |
| Materials Testing | $ | 10,000.00 |
| Construction Engineering & Inspection | $ | 54,000.00 |
| Contingency for CN (Construction + Other) | $ | 296,000.00 |
| Subtotal B = $ | 409,000.00 |
| TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): | 888,000.00 |
| PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS) |
| Survey, Design Services, & Permitting | $ | 178,000.00 |
| Environmental Coordination | $ | - |
| Contingency for PE | $ | 18,000.00 |
| Subtotal C = $ | 196,000.00 |
| GRAND TOTAL ROADWAY ITEMS (A+B+C): | 1,084,000.00 |
| RIGHT OF WAY & UTILITY COSTS |
| Utility Coordination & Relocation | $ | 163,000.00 |
| Right of Way - Administrative Costs | $ | 100,000.00 |
| Right of Way - Acquisition Costs | $ | 162,000.00 |
| Contingency for Right of Way/Utility | $ | 213,000.00 |
| ROW Subtotal = $ | 638,000.00 |
| SUMMARY OF BUDGET PHASES |
| Preliminary Engineering (PE) | $ | 196,000.00 |
| Right of Way (RW) | $ | 638,000.00 |
| Construction (CN) | $ | 888,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ | 1,722,000.00 |
===== PAGE 176 =====
City of Harrisonburg
Chicago Avenue Corridor Phase 1 (SB)
Shenandoah Street to Greystone Street
YOUR VISION ACHIEVED THROUGH OURS.
Preliminary Planning Cost Estimate - March 2025
City of Harrisonburg, Virginia |
| (Input Length of Roadway, (FT))
Facility Classification | |
|
| C&G + Shared-Use Path |
| CONSTRUCTION BID COSTS | | |
| Grading & Earthwork | $ | 103,000.00 |
| Roadway Improvements | $ | 185,000.00 |
| Stormwater & Hydraulics | $ | 144,000.00 |
| Miscellaneous Construction | $ | 87,000.00 |
| Subtotal A = $ | 519,000.00 |
| OTHER BID COSTS FOR CONSTRUCTION |
| Mobilization for Subtotal A (Calc from VDOT formula) | $ | 44,000.00 |
| Construction Surveying | $ | 8,000.00 |
| Materials Testing | $ | 11,000.00 |
| Construction Engineering & Inspection | $ | 88,000.00 |
| Contingency for CN (Construction + Other) | $ | 335,000.00 |
| Subtotal B = $ | 486,000.00 |
| TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): $ | 1,005,000.00 |
| PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS) |
| Survey, Design Services, & Permitting | $ | 201,000.00 |
| Environmental Coordination | $ | - |
| Contingency for PE | $ | 21,000.00 |
| Subtotal C = $ | 222,000.00 |
| GRAND TOTAL ROADWAY ITEMS (A+B+C): $ | 1,227,000.00 |
| RIGHT OF WAY & UTILITY COSTS |
| Utility Coordination & Relocation | $ | 185,000.00 |
| Right of Way - Administrative Costs | $ | 90,000.00 |
| Right of Way - Acquisition Costs | $ | 560,000.00 |
| Contingency for Right of Way/Utility | $ | 418,000.00 |
| ROW Subtotal = $ | 1,253,000.00 |
| SUMMARY OF BUDGET PHASES |
| Preliminary Engineering (PE) | $ | 222,000.00 |
| Right of Way (RW) | $ | 1,253,000.00 |
| Construction (CN) | $ | 1,005,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ | 2,480,000.00 |
===== PAGE 177 =====
City of Harrisonburg
Chicago Avenue Corridor Phase 2 (NB)
Shenandoah Street to Waterman Drive
YOUR VISION ACHIEVED THROUGH OURS.
Preliminary Planning Cost Estimate - March 2025
City of Harrisonburg, Virginia |
| (Input Length of Roadway, (FT))
Facility Classification | |
|
| C&G + Sidewalk |
| CONSTRUCTION BID COSTS | | |
| Grading & Earthwork | $ | 134,000.00 |
| Roadway Improvements | $ | 229,000.00 |
| Stormwater & Hydraulics | $ | 182,000.00 |
| Miscellaneous Construction | $ | 109,000.00 |
| Subtotal A = $ | 654,000.00 |
| OTHER BID COSTS FOR CONSTRUCTION |
| Mobilization for Subtotal A (Calc from VDOT formula) | $ | 55,000.00 |
| Construction Surveying | $ | 10,000.00 |
| Materials Testing | $ | 14,000.00 |
| Construction Engineering & Inspection | $ | 74,000.00 |
| Contingency for CN (Construction + Other) | $ | 404,000.00 |
| Subtotal B = $ | 557,000.00 |
| TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): $ | 1,211,000.00 |
| PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS) |
| Survey, Design Services, & Permitting | $ | 243,000.00 |
| Environmental Coordination | $ | - |
| Contingency for PE | $ | 25,000.00 |
| Subtotal C = $ | 268,000.00 |
| GRAND TOTAL ROADWAY ITEMS (A+B+C): $ | 1,479,000.00 |
| RIGHT OF WAY & UTILITY COSTS |
| Utility Coordination & Relocation | $ | 222,000.00 |
| Right of Way - Administrative Costs | $ | 110,000.00 |
| Right of Way - Acquisition Costs | $ | 369,000.00 |
| Contingency for Right of Way/Utility | $ | 351,000.00 |
| ROW Subtotal = $ | 1,052,000.00 |
| SUMMARY OF BUDGET PHASES |
| Preliminary Engineering (PE) | $ | 268,000.00 |
| Right of Way (RW) | $ | 1,052,000.00 |
| Construction (CN) | $ | 1,211,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ | 2,531,000.00 |
===== PAGE 178 =====
City of Harrisonburg
Chicago Avenue Corridor Phase 1 (SB)
Greystone Street to Rockingham Drive
YOUR VISION ACHIEVED THROUGH OURS.
Preliminary Planning Cost Estimate - March 2025
City of Harrisonburg, Virginia |
| (Input Length of Roadway, (FT))
Facility Classification | |
|
| C&G + Shared-Use Path |
| CONSTRUCTION BID COSTS | | |
| Grading & Earthwork | $ | 25,000.00 |
| Roadway Improvements | $ | 151,000.00 |
| Stormwater & Hydraulics | $ | 88,000.00 |
| Miscellaneous Construction | $ | 53,000.00 |
| Subtotal A = $ | 317,000.00 |
| OTHER BID COSTS FOR CONSTRUCTION |
| Mobilization for Subtotal A (Calc from VDOT formula) | $ | 29,000.00 |
| Construction Surveying | $ | 5,000.00 |
| Materials Testing | $ | 7,000.00 |
| Construction Engineering & Inspection | $ | 54,000.00 |
| Contingency for CN (Construction + Other) | $ | 206,000.00 |
| Subtotal B = $ | 301,000.00 |
| TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): $ | 618,000.00 |
| PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS) |
| Survey, Design Services, & Permitting | $ | 124,000.00 |
| Environmental Coordination | $ | - |
| Contingency for PE | $ | 13,000.00 |
| Subtotal C = $ | 137,000.00 |
| GRAND TOTAL ROADWAY ITEMS (A+B+C): $ | 755,000.00 |
| RIGHT OF WAY & UTILITY COSTS |
| Utility Coordination & Relocation | $ | 114,000.00 |
| Right of Way - Administrative Costs | $ | 30,000.00 |
| Right of Way - Acquisition Costs | $ | 78,000.00 |
| Contingency for Right of Way/Utility | $ | 111,000.00 |
| ROW Subtotal = $ | 333,000.00 |
| SUMMARY OF BUDGET PHASES |
| Preliminary Engineering (PE) | $ | 137,000.00 |
| Right of Way (RW) | $ | 333,000.00 |
| Construction (CN) | $ | 618,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ | 1,088,000.00 |
===== PAGE 179 =====
City of Harrisonburg\nWaterman Drive Corridor\nPreliminary Planning Cost Estimate - March 2025 \nCity of Harrisonburg, Virginia |
| (Input Length of Roadway, (FT))\nFacility Classification |
|
|
| CONSTRUCTION BID COSTS |
| Grading & Earthwork | $ 88,000.00 |
| Roadway Improvements | $ 148,000.00 |
| Stormwater & Hydraulics | 50% | $ 118,000.00 |
| Miscellaneous Construction | 20% | $ 71,000.00 |
| Subtotal A = $ 425,000.00 |
| OTHER BID COSTS FOR CONSTRUCTION |
| Mobilization for Subtotal A (Calc from VDOT formula) | $ 37,000.00 |
| Construction Surveying | 1.5% | $ 7,000.00 |
| Materials Testing | 2% | $ 9,000.00 |
| Construction Engineering & Inspection | 15% | $ 72,000.00 |
| Contingency for CN (Construction + Other) | 50% | $ 275,000.00 |
| Subtotal B = $ 400,000.00 |
| TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): $ 825,000.00 |
| PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS) |
| Survey, Design Services, & Permitting | 20% | $ 165,000.00 |
| Environmental Coordination | 0% | - |
| Contingency for PE | 10% | $ 17,000.00 |
| Subtotal C = $ 182,000.00 |
| GRAND TOTAL ROADWAY ITEMS (A+B+C): $ 1,007,000.00 |
| RIGHT OF WAY & UTILITY COSTS |
| Utility Coordination & Relocation | 15% | $ 152,000.00 |
| Right of Way - Administrative Costs | | $ 30,000.00 |
| Right of Way - Acquisition Costs | | $ 91,000.00 |
| Contingency for Right of Way/Utility | 50% | $ 137,000.00 |
| ROW Subtotal = $ 410,000.00 |
| SUMMARY OF BUDGET PHASES |
| Preliminary Engineering (PE) | $ 182,000.00 |
| Right of Way (RW) | $ 410,000.00 |
| Construction (CN) | $ 825,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ 1,417,000.00 |
===== PAGE 180 =====
City of Harrisonburg\nW Market Street Crossing &\nQuarry Heights Connection\nPreliminary Planning Cost Estimate - March 2025\n |
| City of Harrisonburg, Virginia |
| (Input Length of Roadway, (FT))\nFacility Classification | Signalized Ped Crossing + Shared Use Path |
| CONSTRUCTION BID COSTS |
| Grading & Earthwork | $ 16,000.00 |
| Roadway Improvements | $ 153,000.00 |
| Stormwater & Hydraulics | 20% | $ 34,000.00 |
| Miscellaneous Construction | 20% | $ 41,000.00 |
| Subtotal A = $ 244,000.00 |
| OTHER BID COSTS FOR CONSTRUCTION |
| Mobilization for Subtotal A (Calc from VDOT formula) | $ 24,000.00 |
| Construction Surveying | 1.5% | $ 4,000.00 |
| Materials Testing | 2% | $ 5,000.00 |
| Construction Engineering & Inspection | 15% | $ 42,000.00 |
| Contingency for CN (Construction + Other) | 50% | $ 160,000.00 |
| Subtotal B = $ 235,000.00 |
| TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): | $ 479,000.00 |
| PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS) |
| Survey, Design Services, & Permitting | 15% | $ 72,000.00 |
| Environmental Coordination | 0% | - |
| Contingency for PE | 10% | $ 8,000.00 |
| Subtotal C = $ 80,000.00 |
| GRAND TOTAL ROADWAY ITEMS (A+B+C): | $ 559,000.00 |
| RIGHT OF WAY & UTILITY COSTS |
| Utility Coordination & Relocation | 15% | $ 84,000.00 |
| Right of Way - Administrative Costs | | |
| Right of Way - Acquisition Costs | | |
| Contingency for Right of Way/Utility | 50% | $ 42,000.00 |
| ROW Subtotal = $ 126,000.00 |
| SUMMARY OF BUDGET PHASES |
| Preliminary Engineering (PE) | $ 80,000.00 |
| Right of Way (RW) | $ 126,000.00 |
| Construction (CN) | $ 479,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ 685,000.00 |
===== PAGE 181 =====
| City of Harrisonburg
Friendly City Trail Connection
Preliminary Planning Cost Estimate - March 2025
City of Harrisonburg, Virginia | CITYOF HARRISONBURG
PUBLIC WORKS |
| (Input Length of Roadway, (FT))
Facility Classification | |
| Shared Use Path |
| CONSTRUCTION BID COSTS | |
| Grading & Earthwork | $ 78,000.00 |
| Roadway Improvements | $ 59,000.00 |
| Stormwater & Hydraulics | 50% | | $ 69,000.00 |
| Miscellaneous Construction | 50% | | $ 103,000.00 |
| Subtotal A = $ 309,000.00 |
| OTHER BID COSTS FOR CONSTRUCTION |
| Mobilization for Subtotal A (Calc from VDOT formula) | $ 29,000.00 |
| Construction Surveying | 1.5% | $ 5,000.00 |
| Materials Testing | 2% | $ 7,000.00 |
| Construction Engineering & Inspection | 15% | $ 53,000.00 |
| Contingency for CN (Construction + Other) | 50% | $ 356,000.00 |
| Subtotal B = $ 450,000.00 |
| TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): $ 759,000.00 |
| PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS) |
| Survey, Design Services, & Permitting | 20% | $ 152,000.00 |
| Environmental Coordination | 0% | - |
| Contingency for PE | 10% | $ 16,000.00 |
| Subtotal C = $ 168,000.00 |
| GRAND TOTAL ROADWAY ITEMS (A+B+C): $ 927,000.00 |
| RIGHT OF WAY & UTILITY COSTS |
| Utility Coordination & Relocation | 15% | $ 140,000.00 |
| Right of Way - Administrative Costs | | |
| Right of Way - Acquisition Costs | | |
| Contingency for Right of Way/Utility | 50% | $ 70,000.00 |
| ROW Subtotal = $ 210,000.00 |
| SUMMARY OF BUDGET PHASES |
| Preliminary Engineering (PE) | $ 168,000.00 |
| Right of Way (RW) | $ 210,000.00 |
| Construction (CN) | $ 759,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ 1,137,000.00 |
===== PAGE 182 =====

| TIMMONS GROUP\nYOUR VISION ACHIEVED THROUGH OURS. | Chicago Avenue/Waterman Drive\nPeanut Roundabout (WB-40)\nPreliminary Planning Cost Estimate - March 2025\nCity of Harrisonburg, Virginia |
| (Input Length of Roadway, (FT))\nFacility Classification | |
| Peanut Roundabout |
| Designed for WB-40 |
| CONSTRUCTION BID COSTS | |
| Grading & Earthwork | $ | 83,000.00 |
| Roadway Improvements | $ | 564,000.00 |
| Stormwater & Hydraulics | $ | 453,000.00 |
| Miscellaneous Construction | $ | 330,000.00 |
| Subtotal A = $ | 1,430,000.00 |
| OTHER BID COSTS FOR CONSTRUCTION |
| Mobilization for Subtotal A (Calc from VDOT formula) | $ | 102,000.00 |
| Construction Surveying | $ | 22,000.00 |
| Materials Testing | $ | 29,000.00 |
| Construction Engineering & Inspection | $ | 238,000.00 |
| Contingency for CN (Construction + Other) | $ | 911,000.00 |
| Subtotal B = $ | 1,302,000.00 |
| TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): | 2,732,000.00 |
| PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS) |
| Survey, Design Services, & Permitting | $ | 547,000.00 |
| Environmental Coordination | $ | - |
| Contingency for PE | $ | 55,000.00 |
| Subtotal C = $ | 602,000.00 |
| GRAND TOTAL ROADWAY ITEMS (A+B+C): | 3,334,000.00 |
| RIGHT OF WAY & UTILITY COSTS |
| Utility Coordination & Relocation | $ | 501,000.00 |
| Right of Way - Administrative Costs | $ | 70,000.00 |
| Right of Way - Acquisition Costs | $ | 259,000.00 |
| Contingency for Right of Way/Utility | $ | 415,000.00 |
| ROW Subtotal = $ | 1,245,000.00 |
| SUMMARY OF BUDGET PHASES |
| Preliminary Engineering (PE) | $ | 602,000.00 |
| Right of Way (RW) | $ | 1,245,000.00 |
| Construction (CN) | $ | 2,732,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ | 4,579,000.00 |
===== PAGE 183 =====
| (Input Length of Roadway, (FT)) Facility Classification | Peanut Roundabout |
| Designed for WB-62 |
| CONSTRUCTION BID COSTS | | |
| Grading & Earthwork | $ | 93,000.00 |
| Roadway Improvements | $ | 885,000.00 |
| Stormwater & Hydraulics | $ | 685,000.00 |
| Miscellaneous Construction | $ | 499,000.00 |
| Subtotal A = $ | 2,162,000.00 |
| OTHER BID COSTS FOR CONSTRUCTION |
| Mobilization for Subtotal A (Calc from VDOT formula) | $ | 139,000.00 |
| Construction Surveying | $ | 33,000.00 |
| Materials Testing | $ | 44,000.00 |
| Construction Engineering & Inspection | $ | 357,000.00 |
| Contingency for CN (Construction + Other) | $ | 1,368,000.00 |
| Subtotal B = $ | 1,941,000.00 |
| TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): $ | 4,103,000.00 |
| PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS) |
| Survey, Design Services, & Permitting | $ | 821,000.00 |
| Environmental Coordination | $ | - |
| Contingency for PE | $ | 83,000.00 |
| Subtotal C = $ | 904,000.00 |
| GRAND TOTAL ROADWAY ITEMS (A+B+C): $ | 5,007,000.00 |
| RIGHT OF WAY & UTILITY COSTS |
| Utility Coordination & Relocation | $ | 752,000.00 |
| Right of Way - Administrative Costs | $ | 70,000.00 |
| Right of Way - Acquisition Costs | $ | 467,000.00 |
| Contingency for Right of Way/Utility | $ | 645,000.00 |
| ROW Subtotal = $ | 1,934,000.00 |
| SUMMARY OF BUDGET PHASES |
| Preliminary Engineering (PE) | $ | 904,000.00 |
| Right of Way (RW) | $ | 1,934,000.00 |
| Construction (CN) | $ | 4,103,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ | 6,941,000.00 |
===== PAGE 184 =====
| (Input Length of Roadway, (FT)) Facility Classification | Offset Intersection |
| Designed for WB-40 |
| CONSTRUCTION BID COSTS | |
| Grading & Earthwork | $ | 47,000.00 |
| Roadway Improvements | $ | 230,000.00 |
| Stormwater & Hydraulics | 70% | $ | 194,000.00 |
| Miscellaneous Construction | 30% | $ | 142,000.00 |
| Subtotal A = $ | 613,000.00 |
| OTHER BID COSTS FOR CONSTRUCTION |
| Mobilization for Subtotal A (Calc from VDOT formula) | $ | 51,000.00 |
| Construction Surveying | 1.5% | $ | 10,000.00 |
| Materials Testing | 2% | $ | 13,000.00 |
| Construction Engineering & Inspection | 20% | $ | 138,000.00 |
| Contingency for CN (Construction + Other) | 50% | $ | 413,000.00 |
| Subtotal B = $ | 625,000.00 |
| TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): $ | 1,238,000.00 |
| PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS) |
| Survey, Design Services, & Permitting | 20% | $ | 248,000.00 |
| Environmental Coordination | 0% | $ | - |
| Contingency for PE | 10% | $ | 25,000.00 |
| Subtotal C = $ | 273,000.00 |
| GRAND TOTAL ROADWAY ITEMS (A+B+C): $ | 1,511,000.00 |
| RIGHT OF WAY & UTILITY COSTS |
| Utility Coordination & Relocation | 15% | $ | 227,000.00 |
| Right of Way - Administrative Costs | | $ | 20,000.00 |
| Right of Way - Acquisition Costs | | $ | 28,000.00 |
| Contingency for Right of Way/Utility | 50% | $ | 138,000.00 |
| ROW Subtotal = $ | 413,000.00 |
| SUMMARY OF BUDGET PHASES |
| Preliminary Engineering (PE) | $ | 273,000.00 |
| Right of Way (RW) | $ | 413,000.00 |
| Construction (CN) | $ | 1,238,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | $ | 1,924,000.00 |
===== PAGE 185 =====

| TIMMONS GROUP\nYOUR VISION ACHIEVED THROUGH OURS. | Chicago Avenue/Waterman Drive\nOffset Intersection (WB-62)\nPreliminary Planning Cost Estimate - March 2025\nCity of Harrisonburg, Virginia |
| (Input Length of Roadway, (FT))\nFacility Classification | |
| Offset Intersection |
| Designed for WB-62 |
| CONSTRUCTION BID COSTS | | |
| Grading & Earthwork | | $ 47,000.00 |
| Roadway Improvements | | $ 232,000.00 |
| Stormwater & Hydraulics | 70% | $ 196,000.00 |
| Miscellaneous Construction | 30% | $ 143,000.00 |
| Subtotal A = $ 618,000.00 |
| OTHER BID COSTS FOR CONSTRUCTION |
| Mobilization for Subtotal A (Calc from VDOT formula) | | $ 52,000.00 |
| Construction Surveying | 1.5% | $ 10,000.00 |
| Materials Testing | 2% | $ 13,000.00 |
| Construction Engineering & Inspection | 20% | $ 139,000.00 |
| Contingency for CN (Construction + Other) | 50% | $ 416,000.00 |
| Subtotal B = $ 630,000.00 |
| TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): $ 1,248,000.00 |
| PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS) |
| Survey, Design Services, & Permitting | 20% | $ 250,000.00 |
| Environmental Coordination | 0% | - |
| Contingency for PE | 10% | $ 25,000.00 |
| Subtotal C = $ 275,000.00 |
| GRAND TOTAL ROADWAY ITEMS (A+B+C): $ 1,523,000.00 |
| RIGHT OF WAY & UTILITY COSTS |
| Utility Coordination & Relocation | 15% | $ 229,000.00 |
| Right of Way - Administrative Costs | | $ 20,000.00 |
| Right of Way - Acquisition Costs | | $ 41,000.00 |
| Contingency for Right of Way/Utility | 50% | $ 145,000.00 |
| ROW Subtotal = $ 435,000.00 |
| SUMMARY OF BUDGET PHASES |
| Preliminary Engineering (PE) | | $ 275,000.00 |
| Right of Way (RW) | | $ 435,000.00 |
| Construction (CN) | | $ 1,248,000.00 |
| TOTAL RECOMMENDED PROJECT BUDGET | | $ 1,958,000.00 |