Ordinance 2006-147 200700013897
Filed for Record in
KENDALL COUNTYY ILLINOIS
ORDINANCE NO. 2006- 1` 0 PAUL ANDERSON
04 -27 -2007 At 11:03 an.
AN ORDINANCE DESIGNATING ORDINANCE 184.00
RHSP Surcharge 10.00
UNITED CITY OF YORKVILLE
]KENDALL MARKETPLACE BUSINESS DISTRICT
AND IMPOSING A RETAILERS' OCCUPATION TAX
AND SERVICE OCCUPATION TAX THEREIN
BE IT ORDAINED BY THE CITY COUNCIL OF THE UNITED CITY OF
YORKVILLE, KENDALL COUNTY, ILLINOIS, AS FOLLOWS:
Section 1. Authoritv. The United City of Yorkville (the " City ") is authorized,
pursuant to the provisions of the Business District Development and Redevelopment Act, 65
ILCS 5/11 -74.3 et sec.. (the "Act "), to designate business districts to promote development or
redevelopment in the City and to impose a retailers' occupation tax and a service occupation tax
therein and to issue bonds to provide for the payment of business district project costs.
Section 2. Findings. (a) The designation of the area hereinafter described as the
Kendall Marketplace Business District (the "Business District ") was considered at public
hearings held on October 17, 2006 and October 24, 2006 (the "Public Hearings"). The Public
Hearings were held pursuant to notice duly published in the Aurora Beacon News and the
Kendall Countv Record, newspapers of general circulation within the City, on September 30,
2006 and October 5, 2006, respectively. Certificates of publication of notice are attached to this
Ordinance as Exhibit A and Exhibit B, respectively. Said notices conform in all respects to the
requirements of the Act.
(b) At the Public Hearings, all interested persons were given an opportunity to
be heard on the question of the designation of the Business District, the approval of a business
district development plan for the Business District, the imposition of a retailers' occupation tax
and a service occupation tax in the Business District for the planning, execution and
implementation of the business district development plan and for the payment of business district
project costs as set forth in such plan, and the issuance of obligations by the City to provide for
the payment of business district project costs secured by the business district tax allocation fund
established pursuant to the Act.
i
(c) After considering the data as presented to the City Council of the City and
at the Public Hearings, the City Council of the City finds that it is in the best interests of the City
and of the residents and property owners of the Business District that the Business District be
designated.
(d) The Business District is contiguous and includes only parcels of real
property directly and substantially benefited by the proposed business district development plan
as required by the Act.
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CH12 656711.3
(e) The Business District is a blighted area that, by reason of the
predominance of defective or inadequate street layout, constitutes an economic liability to the
public health, safety, morals, or welfare in its present condition and use.
(f) The Business District on the whole has not been subject to growth and
development through investment by private enterprises and would not reasonably be anticipated
to be developed without the adoption of the business district development plan.
(g) It is in the best interests of the City that the Business District be designated
for the financing of the Business District project costs as set forth in the Business District Plan
hereinafter described, that a retailers' occupation tax and a service occupation tax be imposed in
the Business District for the planning, execution, and implementation of the Business District
Plan and for the payment of Business District project costs as set forth in the Business District
Plan, and that obligations by the City be issued to provide for the payment of Business District
project costs secured by the Kendall Marketplace Business District Tax Allocation Fund
established pursuant to the Act and hereinafter described.
Section 3. Designation of United Citv of Yorkville Kendall Marketplace Business
District. A business district to be known and designated as "United City of Yorkville Kendall
Marketplace Business District" is hereby designated and shall consist of the contiguous territory
legally described in Exhibit C hereto, and outlined on the map of a portion of the City attached as
Exhibit D hereto, which description and map are by this reference incorporated herein and made
a part hereof.
Section 4. Approval of United Citv of Yorkville Kendall Marketplace Business
District Development Plan. There has heretofore been presented to the City Council and
considered at the Public Hearings a plan for the development of the Business District prepared
by Ehlers & Associates, Inc. (the "Business District Plan"), attached as Exhibit E hereto and by
this reference incorporated herein and made a part hereof. The Business District Plan is found to
conform to the requirements of the Business District Act and to promote the public interest. The
Business District Plan is hereby approved.
Section 5. Imposition of Tax, Creation of Kendall Marketplace Business District Tax,
Allocation Fund. Pursuant to the Business District Act, there is hereby imposed a retailers'
occupation tax and a service occupation tax in the Business District at the rate of one -half of one
percent (0.50 %) for the planning, execution and implementation of the Business District Plan,
the payment of Business District project costs as set forth in the Business District Plan and the
payment of obligations of the City issued to provide for the payment of Business District project
costs. Such tax shall be collected and enforced by the Department of Revenue in and the same
manner as all retailers' occupation taxes and service occupation taxes imposed in the City. The
proceeds of such tax shall be deposited into a special fund of the City which is hereby created
and designated the "Kendall Marketplace Business District Tax Allocation Fund."
Section 6. Filing. A certified copy of this Ordinance, together with a description of
the boundaries of the Business District, shall be filed with the Department of Revenue on or
before April 1, 2007.
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CH12 656711.3
Section 7. Sunercede Conflictiniz Ordinance. All ordinances or parts of ordinances in
conflict with the provisions of this ordinance are repealed to the extent of such conflict.
Section 8. Effective Date. This Ordinance shall be in full force and effect from and
after its passage and approval in the manner provided by law.
PASSED BY THE CITY COUNCIL OF THE UNITED CITY OF YORKVILLE,
KENDALL COUNTY, ILLINOIS this 12th day of December, 2006.
VOTING AYE: 0 '
VOTING NAY:
ABSENT:
ABSTAINED: '
NOT VOTING: —'
APPROVED:
Mayor
ATTEST:
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Published in pamphlet form December 12, 2006.
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CHI2_656711.3
EXHIBIT A Suburban Chicago Newspapers
Certificates of Publication
State of llllnois — County of ❑Cook [P Kane []Lake ❑ McHenry
DuPage
Suburban Chicago Newspapers, does hereby certify it has published the attached
advertisements in the following secular newspapers. All newspapers meet Illinois Compiled
Statue requirements for publication of Notices per Chapter 715 ILCS 5 /0.01 et seq. R.S. 1874,
-_— _ - - -- _ _ -- _ _ v=_ - =�_ _ 1 1 =�I
-1= =_ 1. —V td 1, 1874. Amended By Laws 1959, P1494,EFF.JuI 17
y ,1959. Formerly
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the following checked po
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El The Courier News
TL i e - Tews ❑ The News Sun
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RK ��r.� IM FOF, the undersi being duly authorized, has ca use this hi C
rlificate
&Md fttifcial seal affixed at Glenview , Illinois
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gager (Official Title)
to before me this
Day of A. D.
=,—. °= __ - - -- — Notary Public
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EKHIBIT B SECO7465`V.'EST, $62.81 .DEGREES ZD h11NV Ito a,
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THENCE- NOATHWESTERLY�. ' ,SO UUTH67DEGREE3:14 i
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Public l�ta�ice DEeaEE ao�Air s�B'• `DEGI Ess S i
' NOTICE .,,':SECONDS VBS.; {:,A.,.AFlE:: 5EC3NO :WEST'.'AL4NG - I
1LHR OFD::' N GT�iiOFrS? 53 i - _ FEE7� :;`.SAID:NORTH3]NE:.�988;3E
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( KENDATYEWRKE3pJ iq' CE=;' DEGREESs 'S:`�:i1N{7i£5:5,7., •
I, Jeffery A. Farren, do hereby certify that I am the publisher of $ECaNDSxsrz�ss;�9, :..Q�rirERK oaF sAID.:
wOtrrElsT>E 9taIVE>S M " ; 744EW1cE '
the Kendall County Record, a weekly secular newspaper of sE:noH,• _r11ENCE,
ftl DdbWr`T7;2DN' SO
iW VTI•IEAETEO&ALONG.A NORTH 01, .DEGREES'; 1_,9
eneral circulation, regularly p ublished in the Ci of Yorkville ` Oowi424�wD6,a[790,Fme1- NONTANGENTIAL CUR MINNTES'.,12,SECDNDS:
g g Y P ty ; tna,xulluaga, ,Hell; ADD TO; .LEFT :W 17f -A, - WEST ALONG S' iDVEST'
S Game: FaR gRgBAiYal cvJlli ',;,,ftADl{S'OF300.DDf,EEiAN6: - LNE,37B:4BF .T07HE':
in the County of Kendall and the State of Illinois; and I hereby : -, '
further certify hat the notice a co of which i SOUT14 D ` $ � N ° ` D � �' I 'DF•BEpINNING
Y PY s attached } �' :�: %r.;�Ujiis;3l- 'DEGFa.EES,' Dp "� 7FfE- 1;':�NIT:ED �:CITYs: •OF t
hereto in the matter of �''Iy 7P.0 Lte11+4Tr1p'�` "�INGiES. 0 ,SECONDS ; . VORkVjLLg , KENOALL
+ bUB9�CCdt51iIQ'�!r �rsfrea : ,-AID Alto fNGT YAF' COIiNTY; _1L_19NWlSr :IJJD
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j O S *'� $i7L�7F7 -4$ DEGREES _Da.. + , " :OF3;ANDUORt4 LE55
mn6TittlrpaS MINyiE AB' _ SECONDS .. ar,
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Public Notice: - United City of Yorkville Kendall Marketplace FOM14ox1a1Joio := `y+, �i;; alu
Business District e, FG7iEES aez - 00OOt9i:
- �LT`i�= �ECON�
:D! NC't %�`__ _:-^- ..;acs- aait•
1 lsatl'!�e]I11a'riga6en ii �/::, ;Sobr* 'T,AEES '
a,idfa!art®Clis9r # ie: _: 06 '.�'�'
D; nma q�ulpbieflFO Ni- . :EASI;.71+�L` -T Ej�7HENCE
was published once each week for 1 successive weeks in said 1 ertnBhDn . ol�ir- 1,,91na>e = ND,�rrs 31
Dl6tikiaF 1°,piwide opnv -dpel MINU7:E5�_I , {i5):Cf3ND,3
Newspaper, the first insertion being on the 5th day of October to rie�; •:Li'rm!'81idPse' EAST: 16228 FEET; T}{EHCE
Oletriot;WFICT�,ioay irleT4de: 'NOT,7T•I' d9'DEGREE$r'DB
2006, and the Iasi insertion being on the 5th October 2006, enyineeeitnp cliyeyli�g abY: :tinNOTEfi. 4g•:, '1iE6b s
i and we further certify that the said Kendall Count Record was tesL°gant jM WETM 7;OD FEE AHENDE
Y = ^A . NORTH. 4v DEGFjF
fad III
- 51
regularly published continuously for more than six months in sae wetetCPlanepemNIINUTES:AE°'SECDND6
ll0lie;•.etoYilPrdrailneis. t4ft" 7¢FEET;"T#,,ENCE
the City of Yorkville in said County, next preceding the first cyNeioceri€alomfeeilelc,aNe. •► Rlv{�SbNGB
publication of said notice, and that we are duly Ieafr S an°'ne °: ;r3move4 Cuhm. Tp Tt,e, T31GH
Y authorized to P(mDe�i�errel l liar..
WITH I - bs;'gE'3s�D�
make proof of matters published in the said Kendall County :e�erae�•�iiea "1.E ; AuD A �cHDaD
Record. m eBSOrac ;.;raptly:zReetv;;::•EEI1RIWb dr.`:HGRS .`56
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Given under m hand and seal at Yorkville Illinois this """� €•r w t: H EN�'E
y +vB.;teleioAr#ASt£RL► LNG 9
5th day of October 2006 --.OUR p �}Tp/Ry
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The Kendall County : EGAEES��B,;#M.NUTEB 20
i Record is a newspaper er as defined in Act - 1 :as ECDbi�±$ ;; A1I 8 9 6
ty P P v Ia r • GD -4, L>
LEN�_ae 64,fEEr
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EXHIBIT C
Legal Description of Property
THAT PART OF THE SOUTHEAST QUARTER OF SECTION 19, PART OF THE SOUTH
HALF OF SECTION 20 AND PART OF THE NORTHWEST QUARTER OF SECTION 29,
TOWNSHIP 37 NORTH, RANGE 7 EAST OF THE THIRD PRINCIPAL MERIDIAN
DESCRIBED AS FOLLOWS: BEGINNING AT THE SOUTHEAST CORNER OF THE
SOUTHEAST QUARTER OF SAID SECTION 19; THENCE NORTH 01 DEGREES 13
MINUTES 53 SECONDS WEST, ALONG THE EAST LINE OF SAID SOUTHEAST
QUARTER 310.20 FEET; THENCE WESTERLY PERPENDICULAR TO SAID EAST LINE
198.00 FEET; THENCE NORTH 16 DEGREES 23 MINUTES 58 SECONDS WEST, 862.81
FEET; THENCE NORTH 46 DEGREES 51 MINUTES 14 SECONDS EAST, 126.15 FEET;
THENCE WESTERLY ALONG A NONTANGENTIAL CURVE TO THE RIGHT WITH A
RADIUS OF 25.00 FEET AND A CHORD BEARING OF NORTH 86 DEGREES 29
MINUTES 53 SECONDS WEST, AN ARC LENGTH OF 40.71 FEET; THENCE
NORTHWESTERLY ALONG A CURVE TO THE RIGHT WITH A RADIUS OF 950.00
FEET AND A CHORD BEARING OF NORTH 30 DEGREES 00 MINUTES 26 SECONDS
WEST, AN ARC LENGTH OF 326.41 FEET; THENCE NORTH 67 DEGREES 35 MINUTES
57 SECONDS EAST, 243.73 FEET; THENCE SOUTHEASTERLY ALONG A
NONTANGENTIAL CURVE TO THE LEFT WITH A RADIUS OF 500.00 FEET AND A
CHORD BEARING OF SOUTH 31 DEGREES 07 MINUTES 50 SECONDS EAST, AN ARC
LENGTH OF 209.70 FEET; THENCE SOUTH 43 DEGREES 08 MINUTES 45 SECONDS
EAST, 52.80 FEET; THENCE NORTH 46 DEGREES 51 MINUTES 15 SECONDS EAST,
287.40 FEET; THENCE SOUTH 43 DEGREES 08 MINUTES 45 SECONDS EAST, 80.00
FEET; THENCE NORTH 46 DEGREES 51 MINUTES 15 SECONDS EAST, 162.29 FEET;
THENCE NORTH 43 DEGREES 08 MINUTES 45 SECONDS WEST, 7.00 FEET; THENCE
NORTH 46 DEGREES 51 MINUTES 15 SECONDS EAST, 60.76 FEET; THENCE
NORTHEASTERLY ALONG A CURVE TO THE RIGHT WITH A RADIUS OF 367.00 FEET
AND A CHORD BEARING OF NORTH 58 DEGREES 18 MINUTES 15 SECONDS EAST,
AN ARC LENGTH OF 146.68 FEET; THENCE NORTH 69 DEGREES 45 MINUTES 15
SECONDS EAST, 121.97 FEET; THENCE NORTHEASTERLY ALONG A CURVE TO THE
LEFT WITH A RADIUS OF 433.00 FEET AND A CHORD BEARING OF NORTH 37
DEGREES 51 MINUTES 31 SECONDS EAST, AN ARC LENGTH OF 482.09 FEET;
THENCE NORTHEASTERLY ALONG A CURVE TO THE RIGHT WITH A RADIUS OF
25.00 FEET AND A CHORD BEARING OF NORTH 51 DEGREES 23 MINUTES 20
SECONDS EAST, AN ARC LENGTH OF 39.64 FEET; THENCE SOUTH 83 DEGREES I1
MINUTES 08 SECONDS EAST, 763.20 FEET; THENCE SOUTHEASTERLY ALONG A
CURVE TO THE RIGHT WITH A RADIUS OF 367.00 FEET AND A CHORD BEARING OF
SOUTH 57 DEGREES 07 MINUTES 07 SECONDS EAST, AN ARC LENGTH OF 333.94
FEET; THENCE SOUTH 31 DEGREES 03 MINUTES 05 SECONDS EAST, 123.11 FEET;
THENCE SOUTH 58 DEGREES 56 MINUTES 55 SECONDS WEST, 7.00 FEET; THENCE
SOUTHEASTERLY ALONG A NONTANGENTIAL CURVE TO THE LEFT WITH A
RADIUS OF 440.00 FEET AND A CHORD BEARING OF SOUTH 42 DEGREES 20
MINUTES 40 SECONDS EAST, AN ARC LENGTH OF 173.45 FEET; THENCE NORTH 32
DEGREES 01 MINUTES 21 SECONDS EAST, 80.28 FEET; THENCE SOUTHEASTERLY
CH12_656540.1
ALONG A NONTANGENTIAL CURVE TO THE LEFT WITH A RADIUS OF 360.00 FEET
AND A CHORD BEARING OF SOUTH 60 DEGREES 42 MINUTES 59 SECONDS EAST,
AN ARC LENGTH OF 101.11 FEET; THENCE SOUTH 68 DEGREES 45 MINUTES 32
SECONDS EAST, 784.84 FEET TO THE CENTER LINE OF CANNONBALL TRAIL;
THENCE SOUTH 21 DEGREES 40 MINUTES 31 SECONDS WEST, ALONG SAID
CENTER LINE, 331.43 FEET; THENCE SOUTH 21 DEGREES 14 MINUTES 17 SECONDS
WEST, ALONG SAID CENTER LINE, 1261.58 FEET; THENCE NORTH 68 DEGREES 45
MINUTES 43 SECONDS WEST, 48.00 FEET; THENCE SOUTH 21 DEGREES 14 MINUTES
17 WEST, 470.00 FEET; THENCE SOUTH 57 DEGREES 14 MINUTES 17 SECONDS
WEST, 74.81 FEET TO THE NORTH LINE OF U.S. ROUTE 34; THENCE NORTH 85
DEGREES 32 MINUTES 10 SECONDS WEST ALONG SAID NORTH LINE, 1983.32 FEET
j TO THE WEST LINE OF THE NORTHWEST QUARTER OF SAID SECTION 29; THENCE
NORTH 01 DEGREES 14 MINUTES 12 SECONDS WEST ALONG SAID WEST LINE,
378.99 FEET TO THE POINT OF BEGINNING, IN THE UNITED CITY OF YORKVILLE,
KENDALL COUNTY, ILLINOIS, AND CONTAINING 143.40 ACRES OF LAND MORE OR
LESS.
PIN'S
02 -19- 400 -003
02 -29- 100 -001
02 -20- 351 -001
I
CHI2 658540.1 2
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I
UNITED CITY OF YORKVILLE
KENDALL MARKE TPLACE
BUSINESS DISTRICT DEVELOPMENT PLAN
UNITED CITY OF YORKVILLLE, ILLINOIS
II
November 21, 2006
Prepared by:
Ehlers & Associates, Inc.
TABLE OF CONTENTS
I . Introduction ........................................................................ ..............................
II. Description of Business District Boundaries .................... ............................... 5
III. Business District Qualifications & Analysis .................... ............................... 6
IV. Business District Development Goals and Projects ......... ............................... 8
V. Estimated Development Project Costs ............................... .............................10
VI. Sources of Funds to Pay Development Project Costs ...... ............................... 11
VII. Issuance of Obligations ....................................................... .............................12
VIII. Establishment & Term of the Kendall Marketplace Business District ........... 13
IX. Formal Findings .................................................................. .............................
X. Provisions for Amending the Business District Plan ......... .............................15
EZIBBITS
Exhibit A: Map of the Kendall Marketplace Business District
Exhibit B: Legal Description
Exhibit C: Traffic Impact & Access Study, Kendall Marketplace, Yorkville, Illinois,
by Kenig, Lindgren, O'Hara, Aboona, Inc. June 29, 2006
I. INTRODUCTION
This document, entitled United City of Yorkville Kendall Marketplace Business District
Development Plan (the "Business District Plan"), is to serve as a business district development plan
for an approximately 143.4 acre farmland/vacant area at the northwest quadrant of the intersection
of US Route 34 and Cannonball Trail in the United City of Yorkville (the "City ") in Kendall
County, Illinois. The City has determined that this area would benefit from designation as a
business district as specifically provided for in the Illinois Business District Development and
Redevelopment Act (the "Business District Act"), 65 ILCS 5/11- 74.3 -1 et seq., as amended. This
approximately 143.4 acre area is subsequently referred to in this Business District Plan as the
"Kendall Marketplace Business District."
Ehlers & Associates, Inc. ( "Ehlers ") was retained to assist the City -in assessing the qualifications of
the Kendall Marketplace Business District for business district designation under the Business
District Act and in preparing this Business District Plan. In accordance with the Business District
Act, this Business District Plan includes: formal findings of the City regarding Kendall
Marketplace Business District qualifications; a map, general description and legal description of
the boundaries of the Kendall Marketplace Business District; a general description of each project,
including the approximate location, proposed to be undertaken in the Kendall Marketplace
Business District; the anticipated sources of funds to pay for Kendall Marketplace Business District
project costs; the anticipated type and terms of any obligations to be issued; and the rate and term
of any taxes to be imposed on the businesses within the Kendall Marketplace Business District.
The Kendall Marketplace Business District boundaries are generally described in Section II,
depicted in a map presented as Exhibit A and legally described in Exhibit B.
j A. The United City of Yorkville and the Kendall Marketplace Business District
The United City of Yorkville is located in the Fox River Valley of Kendall County approximately
50 miles southwest of Chicago. The City includes land on both sides of the Fox River and is
generally bounded by unincorporated portions of Kendall County with the neighboring
communities of Montgomery to the north, Oswego to the east, and Plano to the west.
Since 1960, the City has steadily grown to a current population of approximately 12,000 persons
and is poised for substantial future growth -- projected at nearly 25,000 by 2010. According to the
latest figures from the U.S. Census Bureau, Yorkville is located in the fastest growing county in
Illinois, and the third fastest growing county in the U.S. The City is primarily a residential
community with attractive homes, a traditional downtown area and growing residential
neighborhoods and subdivisions, commercial corridors and industrial areas. The Fox River is a
major asset as a natural resource and recreational amenity. As regional growth of the Chicago
metropolitan area proceeds southwestward, the City has focused its planning efforts on guiding
development to assure a compatible and efficient balance of land uses reflective of the City's small
town heritage but also responsive to contemporary development opportunities.
Kendall Marketplace Business District Development Plan page 1
United City of Yorkville
November 21, 2006
Yorkville's Downtown was the only commercial district in the City up until the early 1970s when
the City annexed a large area at the intersection of US Route 34 and IL Route 47 known as
Countryside Center. Over the past three decades, Countryside Shopping Center (now demolished)
and additional retail/commercial businesses have been developed along the intersecting corridors of
US Route 34 and IL Route 47 in a pattern that has been traditionally auto - oriented to include strip
retail centers, big box uses and businesses with drive -thru facilities.
The City recognizes the changing needs and opportunities for growth and commercial development
of the US Route 34 corridor and the incumbent responsibility to plan for such needs and changes
on a coordinated and comprehensive basis. Recent planning efforts which address this concern
include the United City of Yorkville 2002 Comprehensive Plan and United City of Yorkville
Comprehensive Plan Update (February 22, 2005). These plans set forth recommendations for
development of the US Route 34 corridor and the Kendall Marketplace Business District and form
the basis for many of the recommendations presented in this Business District Plan.
The US Route 34 corridor is identified in the City's comprehensive plan as a primary arterial to be
developed generally as a commercial corridor. The commercial land use classification includes
uses such as retail, service, restaurant, entertainment and professional and small business offices
and is intended to promote market- sensitive development of commercial uses within strategically
located areas to efficiently, effectively and conveniently serve the growing local population, while
advancing the importance of the City as a regional center. The Kendall Marketplace Business
District is identified for commercial development at a scale that is consistent with a regional
shopping center. The City's comprehensive plan also indicates that US Route 34 will need to be
widened with controlled access points and improved traffic signalization- to accommodate the
City's land planning goals for this primary east -west arterial.
As part of its strategy to develop the US Route 34 corridor and stimulate private investment in new
development, the City engaged Ehlers to investigate whether the Kendall Marketplace Business
District qualifies as a business district under the Business District Act. Ehlers surveyed the study
area identified by the City and reviewed various documents related to the proposed development of
the area to identify any business district factors that may be present. Overall, the Kendall
Marketplace Business District lacks adequate street infrastructure and is not reasonably anticipated
to be developed in a manner consistent with the City's comprehensive plan unless the City assists
in addressing infrastructure deficiencies through business district planning and financing.
B. Business District Development and Redevelopment Act
The Business District Act authorizes Illinois municipalities to designate a contiguous area within
their corporate limits as a business district. The Business District Act is found in Illinois Compiled
Statutes, Chapter 65, Section 5/11- 74.3 -1 et seq., as amended The Business District Act states that
it may be considered essential to the economic and social welfare of a municipality to maintain and
revitalize business districts by assuring opportunities for development and redevelopment and
attracting sound and stable commercial growth. A business district must be established in
Kendall Marketplace Business District Development Plan page 2
United City of Yorkville
November 21, 2006
conformance with a comprehensive plan and a specific plan for the business district must be
officially approved by the corporate authorities of the municipality after public hearings.
I
In accordance with the Business District Act, the City may exercise the following powers in
carrying out a business district plan:
• Approve all development and redevelopment proposals for a business district;
• Exercise the use of eminent domain for the acquisition of real and personal property for the
purpose of a development or redevelopment project;
v Acquire, manage, convey or otherwise dispose of real and personal property acquired
pursuant the provisions of a development or redevelopment plan;
• Apply for and accept capital grants and loans from the United States and the State of
Illinois, or any instrumentality of the United States or the State, for business district
development and redevelopment;
• Borrow funds as it may be deemed necessary for the purpose of business district
development and redevelopment, and in this connection issue such obligations or revenue
bonds as it shall be deemed necessary, subject to applicable statutory limitations;
• Enter into contracts with any public or private agency or person;
i Sell, lease, trade or improve such real property as may be acquired in connection with
business district development and redevelopment plans;
Employ all such persons as may be necessary for the planning, administration and
implementation of business district plans;
Expend such public funds as may be necessary for the planning, execution and
implementation of the business district plans;
• Establish by ordinance or resolution procedures for the planning, execution and
implementation of business district plans;
a Create a Business District Development and Redevelopment Commission to act as agent
for the municipality for the purposes of business district development and redevelopment;
• Impose a retailers' occupation tax and a service occupation tax ("Sales Tax') in the
business district for the planning, execution, and implementation of business district plans
and to pay for business district project costs as set forth in the business district plan
approved by the municipality;
• Impose a hotel operators' occupation tax in the business district for the planning, execution
and implementation of business district plans and to pay for the business district project
costs as set forth in the business district plan approved by the municipality; and
• Issue obligations in one or more series bearing interest at rates determined by the corporate
authorities of the municipality by ordinance and secured by the business district tax
Kendall Marketplace Business District Development Plan page 3
United City of Yorkville
November 21, 2006
i
allocation fund set forth in Section 11- 74.3 -6 [65 ILCS 5/11- 74.3 -6] for the business district
project costs.
The retailers' occupation and service occupation taxes ( "Sales Taxes ") may be imposed in quarter
percent increments at a total rate not to exceed one percent (1 %). The Sales Taxes may not be
imposed for more than 23 years and may not be imposed on "food for human consumption that is
to be consumed off the premises where it is sold (other than alcoholic beverages, soft drinks, and
food that has been prepared for immediate consumption), prescription and nonprescription
medicines, drugs, medical appliances, modifications to a motor vehicle for the purposes of
rendering it usable by a disabled person, and insulin, urine testing materials, syringes, and needles
I
used by diabetics, for human use." Sales Taxes, if imposed, shall be collected by the Illinois
Department of Revenue and then disbursed to the City. The hotel operators' occupation tax
( "Hotel Taxes ") may be imposed at a rate not to exceed one percent (1%), must be imposed in
quarter percent (.25 %) increments, must not be imposed for more than 23 years and must be
collected by the issuing City.
Kendall Marketplace Business District Development Plan page 4
United City of Yorkville
November 21, 2006
H. DESCRIPTION OF BUSINESS DISTRICT BOUNDARIES
The boundaries of the Kendall Marketplace Business District have been carefully drawn to include
only eal roe directly and substantially benefited b the
Y property rtY Y Y y proposed project to be undertaken as
part of this Business District Plan. The Kendall Marketplace Business Distri ct encompasses
approximately 143.4 acres at the northwest quadrant of the intersection of US Route 34 and
Cannonball Trail and includes frontage along US Route 34 from Cannonball Trail on the east to the
southerly extension of the proposed new alignment of Beecher Road on the west. The Kendall
Marketplace Business District is depicted in a map presented as Exhibit A and is legally described
in Exhibit B.
I
�I
Kendall Marketplace Business District Development Plan page S
United City of Yorkville-
November 11, 2006
III. BUSINESS DISTRICT QUALIFICATIONS & ANALYSIS
Business district development and redevelopment is specifically provided for in 65 ILCS 5111-
74.3-1 et seq. Pursuant to 65 ILCS 5/11- 74.3 -2 and 65 ILCS 5/11- 74.3 -5, the City Council may
designate a specific area of the City as a business district, with the authority to levy additional
retailers' occupation and service occupation taxes therein, but only after conducting at least two
public hearings and making a formal finding as to the following:
(i) the business district is a blighted area that by reason of the predominance of defective or
inadequate street layout, unsanitary or unsafe conditions, deterioration of site improvements,
improper subdivision or obsolete platting, or the existence of conditions which endanger life or
property by fire or other causes, or any combination of those factors, retards the provision of
housing accommodations or constitutes an economic or social liability or a menace to the
public health, safety, morals, or welfare in its present condition and use; and
(ii) the business district on the whole has not been subject to growth and development through
investment by private enterprises or would not be reasonably anticipated to be developed or
redeveloped without the adoption of the business district development or redevelopment plan.
Blighted Area Analysis
The Kendall Marketplace Business District is a "blighted area" as defined in the Business District
Act due to the predominance of "defective or inadequate street layout" which presents an economic
liability to the City in its present condition. The development of a regional scale shopping center at
the northwest quadrant of the intersection of US Route 34 and Cannonball Trail requires significant
investment in on -site and off -site improvements and infrastructure. Exhibit C, "Traffic Impact and
Access Study, Kendall Marketplace, Yorkville, Illinois" by Kenig, Lindgren, O'Hara, Aboona, Inc.
dated June 29, 2006 (the "KLOA Study "), presents (i) detailed findings and data on the existing
conditions of the street and access infrastructure serving the Kendall Marketplace Business District
site and (ii) findings related to the level of street and traffic control infrastructure that would be
required to service a regional scale shopping center at this location as anticipated in the City's
comprehensive plan.
The KLOA Study identifies that both US Route 34 and Cannonball Trail currently provide one
through lane in each direction, and the intersection of US Route 34 and Cannonball Trail is
signalized. The existing average daily traffic (ADT) on US Route 34 is 20,000 vehicles. The
proposed Kendall Marketplace Business District development anticipates a daily traffic volume of
approximately 26,000 vehicles. As such, the existing street layout is inadequate. Based on the
anticipated traffic generated by the proposed development, the traffic report concludes that US
Route 34 must be widened, from west of the proposed Beecher Road alignment to east of
Cannonball Trail, to provide two through lanes in each direction with a continuous median. In
addition, Cannonball Trail must be widened from US 34 to north of the Kendall Marketplace
property line to provide for a continuous two -way left -turn lane. The main access driveway on US
Kendall Marketplace Business District Development Plan page 6
United City of Yorkville
November 21, 2006
Route 34 will need to be signalized, providing an eastbound left -turn lam
deceleration lane (right -turn lane). The other two driveways on
e and a westbound
in/right -out only ta movements, must each provide a decelerati nRee 34, restricted to ri ght-
The costs associated with the required infrastructure improvements constitute
j private investment and the Kendall Marketplace impediment to
area would not reasonably be anticipated t t
developed without the leadership of the City and the deli tion
establish a mechanism for paying for such extraordinary of the area as a busine s district o
imposition of additional retailers' and service occupation taxesprovements primarily through the
Kendall Marketplace Business Dfsmct Development Plan
United City ofYorkville
November 21, 2006 page
IV. BUSINESS DISTRICT DEVELOPMENT GOALS &
PROJECTS
ared in accordance with the roves
ions of the Business
This Business District Plan has been prep P
District Act and is intended to guide improvements, activities and projects within the Kendall
Marketplace Business District in order to stimulate private investment. The goal of the City,
District Plan, is that the Kendall Marketplace through the implementation of this Business D an, Business
District be developed on a comprehensive and planned development basis in order to
ensure that
private investment in new development occurs (i) on a coordinated rather than piecemeal basis to
ensure that the land use, pedestrian access, vehicular circulation, parking, service and urban design
systems are functionally integrated and meet present -day principles and standards and (ii) within a
reasonable and defined time period so that the Kendall Marketplace Business District may
contribute productively to the economic vitality of the City.
During the implementation of this Business District Plan, the City may (i) undertake or cause to be
undertaken public improvements and activities and (ii) enter into redevelopment agreements with
private entities to achieve goals, implement projects and construct public or private improvements
(redevelopment agreements may contain terms and provisions, which are more specific than the
general principles set forth in this Business District Plan). Successful implementation of this
Business District Plan requires that the City uti lize powers and financing resources in accordance
with the Business District Act to stimulate the comprehensive and coordinated development of the
Kendall Marketplace Business District. This development will benefit the City, its residents, and
all taxing districts having jurisdiction over the Kendall Marketplace Business District. Listed below
are the general goals and anticipated projects for the development of the Kendall Marketplace
Business District
A. Kendall Marketplace Business District Goals
General goals for the Kendall Marketplace Business District include:
• An environment that will contribute more positively to the health, safety and general
welfare of the City and surrounding communities;
• Improved street, t control and water detention infrastructure that will provide safe and
efficient access to the Kendall Marketplace Business District and will benefit the US Route
34 corridor as a whole;
• The creation of a new high- quality regional shopping center with destination, anchor and
convenient retail goods and services to support the local and regional populations and
enhance the overall quality, vitality and character of the community;
• New investment and development that will increase the value of properties within and
adjacent to the Kendall Marketplace Business District, improving the real estate and sales
tax base of the City and other taxing districts;
Kendall Marketplace Business District Development Plan pa ge 8
United City of Yorkville
November 21, 2006
• An increase in constructio
n, part-time, and full-time employment
of the City; opportunities for residents
• Elimination of the factors that qualified the Kendall Marketplace Business District as a
blighted area; and
• A strong, positive visual image of the Kendall Marketplace Business District through
attractive and high - quality building design and site improvements.
A Kendall Marketplace Business Di s t r i ct p ro j ect s
s
The City proposes to achieve its development goals for the Kendall Marketplace Business District
through the use of public financing techniques authorized under the Business District Act to
undertake the activities, improvements and projects described below. The City also maintains the
flexibility to undertake additional activities, improvements and projects authorized under the
Business District Act and other applicable laws, if the need for activities, improvements and
projects changes as development occurs in the Kendall Marketplace Business District.
Planned improvements, activities and projects are based on the overall land plannin in the Kendall
goal of
developing an approximately 800,000 square foot regional scale shopping center
Marketplace Business District. The shopping center should provide a range of anchor, destination
and convenient retail goods /services and restaurants. Improvements, activities and projects to
support this scale of development include:
• improvements to existing roadway infrastructure (e.g. road wide nin
etc.) and the construction of new roadway infrastructure, includin g, installing turn lane
Route 34, Cannonball Trail and the extension of Beecher Road; s,
g improvements to US
• land assembly and site preparation into parcels of appropriate shape and sufficient size for
development in accordance with this Business District Plan;
• installation of or enhancements efficient and effective access to and circulation traffic signalization/control pa improvements to provide safe, convenient,
within the Kendall Marketplace Business District for automobiles, trucks, buses,
pedestrians and bicycles, as appropriate;
• construction of and improvements to utility and stormwater management infrastructure,
including a regional stormwater detention facility; and
• site planning and construction methods that are characterized by cohesive urban design
features that org and provide focus to the streetscape and shopping center, including
use of quality building materials a nd installation of pedestrian amenities, distinctive
lighting, signage and landscaping, and other appropriate site amenities.
The projects, improvements and activities presented in this Business District Plan conform to the
land -use development policies and standards for the City as set forth in the 2002 Comprehensive
Plan and the 2005 Update to the Comprehensive Plan.
Kendall Marketplace Business District Development Plan
United City of Yorkville page 9
November 21, 2006
V. Estimated Development Project Costs
A range of development projects, activities and improvements will be required to implement
this Business District Plan as discussed in Section IV. In undertaking these activities and
improvements, the City may incur and expend funds related to the projects described in
Section IV of this Business District Plan. The activities and improvements and their
estimated costs are set forth in Table 1 of this Business District Plan. All estimates are based
on 2006 dollars. Funds may be moved from one line item to another or to another project
cost category described in this Business District Plan at the City's discretion.
Projects described in Table 1 of this Business District Plan are intended to provide an upper
estimate of expenditures ( "Total Maximum Project Costs "). Within the Total Maximum
Project Costs, adjustments increasing or decreasing line items may be mad e without
amending this Business District Plan. Total Maximum Project Costs exclude any additional
financing costs, including any interest expense, reasonably required reserves, issuing costs,
capitalized interest and costs associated with optional redemptions. These financing costs
may be substantial, are subject to prevailing market conditions and are in addition to Total
Maximum Project Costs.
Table 1: United City of Yorkville, Kendall Marketplace Business District
Business District Project Costs and Estimated Budget Allocations
Estimated Kendall Marketplace Business District project costs are shown below. Adjustments to these cost
items may be made without amendment to the Business District Plan. The costs represent estimated amounts
and do not represent actual City commitments or expenditures. Rather, these amounts are a ceiling on
possible expenditures of funds in the Kendall Marketplace Business District
TYPES OF PROJECTS ESTIMATED COST
Kendall Marketplace Retail Project
*On -Site Improvements (non - public) $3,250,000
*Utilities (non - public) $4,650,000
*Fees, insurance, contingency $1.250.000
subtotal $9,150,000
Stormwater/Water Improvement Projects
* Land acquisition $3,050,000
* Detention pond, water system, retaining wall & related improvements & fees $4,500,000
* Municipal administrative costs $500,000
* Additional public infrastructure projects $3.000.000
subtotal $11,050,000
Cannonba"eecher Road Project
* Land acquisition $1,450,000
* Off -site improvements & fees $9.500.000
subtotal $9,950,000
TOTAL MAxOMUM PROJECT COSTS $30,150,000
Total Maximum Project Costs exclude any additional financing costs, including any interest expense, reasonably
required reserves, issuing costs, capitalized interest and costs associated with optional redemptions which may be
substantial. These costs are subject to prevailing market conditions and are in addition to Total Maximum Project
Costs.
Kendall Marketplace Business District Development Plan page 10
United City of Yorkville
November 21, 2006
VI. SOURCES OF FUNDS TO PAY DEVELOPMENT PROJECT
COSTS
Upon designation of the Kendall Marketplace Business District by City ordinance, the City intends
to impose the retailers' occupation and service occupation taxes provided for by the Business
District Act within the Kendall Marketplace Business District, at a rate of one -half of one percent
(.5 %) of gross sales ( "Kendall Marketplace Business District Sales Taxes" or "Kendall
Marketplace Business District Sales Tax "). The Kendall Marketplace Business District Sales
Taxes will be imposed for the term of the Kendall Marketplace Business District (not to exceed 23
years from the date of adoption of this Business District Plan) to pay for business district project
costs within the Kendall Marketplace Business District and obligations issued to pay those costs.
I
A separate City ordinance shall also be adopted by the City Council to create a separate fund
entitled the "Kendall Marketplace Business District Tax Allocation Fund" in order to receive the
Kendall Marketplace Business District Sales Tax revenues from the Illinois Department of
Revenue. Pursuant to the Business District Act, all funds received from the Kendall Marketplace
Business District Sales Taxes must be deposited into this special fund. .
Funds necessary to pay for business district project costs and secure municipal obligations issued
for such costs are to be derived primarily from Kendall Marketplace Business District Sales Taxes
and a portion of the City's local retailers' occupation and service occupation tax revenues
generated by businesses within the Kendall Marketplace Business District. Other sources of funds
which may be used to pay for business district project costs or to secure municipal obligations are
state and federal grants, investment income, private financing and other legally permissible funds
the City may deem appropriate. All such funds shall be deposited in the Kendall Marketplace
Business District Tax Allocation Fund.
In addition, the City expects to issue special service area ad valorem tax bonds payable from ad
valorem taxes levied against all taxable real property within the Kendall Marketplace Business
District to pay certain business district project costs.
Kendall Marketplace Business District Development Plan page 11
United City of Yorkville
November 21, 2006
VII. ISSUANCE OF OBLIGATIONS
The City may issue obligations pursuant to the Business District Act and other authorities in order
to pay for business district project costs. The obligations may be secured by the Kendall
Marketplace Business District Sales Taxes, a portion of the City's local retailers' occupation and
service occupation tax revenues generated by businesses within the Kendall Marketplace Business
District and other sources that the City may deem appropriate. Additionally, the City may provide
other legally permissible credit enhancements to any obligations issued pursuant to the Business
District Act.
All obligations issued by the City pursuant to this Business District Plan and the Business District
Act shall be retired within twenty -three (23) years from the date of adoption of the ordinance
approving this Business District Plan. One or more series of obligations may be issued from time
to time in order to implement this Business District Plan.
In addition, the City expects to issue special service area ad valorem tax bonds payable from ad
valorem taxes levied against all taxable real property within the Kendall Marketplace Business
District to pay certain business district project costs.
Obligations may be issued on either a taxable or tax- exempt basis, as general obligation bonds,
general obligation debt certificates, alternate bonds or revenue bonds, or other debt instruments,
with either fixed rate or floating interest rates; with our without capitalized interest; with or without
deferred principal retirement; with or without interest rate limits except as limited by law; with or
without redemption provisions, and on such other terms, all as the City may determine and deem
appropriate.
Kendall Marketplace Business District Development Plan page 12
United Oty of Yorkville
November 21, 2006
VIII. ESTABLISHMENT AND TERM OF TAIL KENDALL
MARKE TPLACE BUSINESS DISTRICT
The establishment of the Kendall Marketplace Business District shall become effective upon
adoption of an ordinance by the City Council adopting this Business District Plan and designating
the Kendall Marketplace Business District. Development agreements between the City and any
developers or other private parties shall be consistent with the provisions of the Business District
Act and this Business District Plan.
Pursuant to the Business District Act, Kendall 1 Marketplace Business Distract Sales Taxes
described in Section VI may not be imposed for more than twenty three (23) years pursuant to the
provisions of the Business District Act. The Business District shall expire upon the termination of
the imposition of the Kendall Marketplace Business District Sales Taxes and the final payout of the
same from the Kendall Marketplace Business District Tax Allocation Fund, which shall be no later
than 23 years from the date of adoption of the ordinance approving this Business District Plan.
i
Kendall Marketplace Business District Development Plan page 13
United City of Yorkville
November 21, 2006
IX. FO RMAL FINDINGS
Based upon the information described in Section III and the attached Exhibit C, the City Council of
the United City of Yorkville finds and determines the following:
(a) The Kendall Marketplace Business District is a contiguous area and includes only parcels of
real property directly and substantially benefited by the proposed business district development
or redevelopment plan;
(b) The Kendall Marketplace Business District Plan is consistent with the United City of
Yorkville's Comprehensive Plan for the development of the City as a whole;
(c) The Kendall Marketplace Business District is a blighted area as defined in the Business District
Act by reason of the predominance of defective or inadequate street layout;
(d) The Kendall Marketplace Business District constitutes an economic liability to the City in its
present condition and use; and
(e) The Kendall Marketplace Business District on the whole has not been subject to growth and
development by private enterprises or would not reasonably be anticipated to be developed or
redeveloped without the adoption of the business district development or redevelopment plan.
Kendall Marketplace Business District Development Plan page 14
United City of Yorkville
November 21, 2006
X. PROVISIONS FOR AME NDING THE BUSINESS DISTRICT
PLAN
The United City of Yorkville's City Council may amend this Business District Plan from time to
time by adopting an ordinance providing for such amendment.
I
I
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Kendall Marketplace Business Distfict Development Plan page 15
United City of Yorkville
November 21, 2006
EDIT A:
MAP OF KENDALL MARKETPLACE BUSINESS DISTRICT
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Exhibit A:
Kendall Marketplace Business District Boundaries
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US Route 34 Veterans Parkway
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EXIMIT B:
LEGAL DESCRIPTION
i
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II
YORKVILLE, IL
i
BUSINESS DISTRICT LEGAL DESCRIPTION
THAT PART OF THE SOUTHEAST QUARTER OF SECTION 19, PART OF THE SOUTH
HALF OF SECTION 20 AND PART OF THE NORTHWEST QUARTER OF SECTION 29,
TOWNSHIP 37 NORTH, RANGE 7 EAST OF THE THIRD PRINCIPAL MERIDIAN
DESCRIBED AS FOLLOWS: BEGINNING AT THE SOUTHEAST CORNER OF THE
SOUTHEAST QUARTER OF SAID SECTION 19; THENCE NORTH 01 DEGREES 13
MINUTES 53 SECONDS WEST, ALONG THE EAST LINE OF SAID SOUTHEAST
QUARTER 310.20 FEET; THENCE WESTERLY PERPENDICULAR TO SAID EAST LINE
198.00 FEET; THENCE NORTH 16 DEGREES 23 MINUTES 58 SECONDS WEST, 862.81
FEET; THENCE NORTH 46 DEGREES 51 MINUTES 14 SECONDS EAST, 126.15 FEET;
THENCE WESTERLY ALONG A NONTANGENTIAL CURVE TO THE RIGHT WITH A
RADIUS OF 25.00 FEET AND A CHORD BEARING OF NORTH 86 DEGREES 29
MINUTES 53 SECONDS WEST, AN ARC LENGTH OF 40.71 FEET; THENCE
NORTHWESTERLY ALONG A CURVE TO THE RIGHT WITH A RADIUS OF 950.00 FEET
AND A CHORD BEARING OF NORTH 30 DEGREES 00 MINUTES 26 SECONDS WEST,
AN ARC LENGTH OF 326.41 FEET; THENCE NORTH 67 DEGREES 35 MINUTES 57
SECONDS EAST, 243.73 FEET; THENCE SOUTHEASTERLY ALONG A
NONTANGENTIAL CURVE TO THE LEFT WITH A RADIUS OF 500.00 FEET AND A
CHORD BEARING OF SOUTH 31 DEGREES 07 MINUTES 50 SECONDS EAST, AN ARC
LENGTH OF 209.70 FEET; THENCE SOUTH 43 DEGREES 08 MINUTES 45 SECONDS
EAST, 52.80 FEET; THENCE NORTH 46 DEGREES 51 MINUTES 15 SECONDS EAST,
287.40 FEET; THENCE SOUTH 43 DEGREES 08 MINUTES 45 SECONDS EAST, 80.00
FEET; THENCE NORTH 46 DEGREES 51 MINUTES 15 SECONDS EAST, 162.29 FEET;
THENCE NORTH 43 DEGREES 08 MINUTES 45 SECONDS WEST, 7.00 FEET; THENCE
NORTH 46 DEGREES 51 MINUTES 15 SECONDS EAST, 60.76 FEET; THENCE
NORTHEASTERLY ALONG A CURVE TO THE RIGHT WITH A RADIUS OF 367.00 FEET
AND A CHORD BEARING OF NORTH 58 DEGREES 18 MINUTES 15 SECONDS EAST,
AN ARC LENGTH OF 146.68 FEET; THENCE NORTH 69 DEGREES 45 MINUTES 15
SECONDS EAST, 121.97 FEET; THENCE NORTHEASTERLY ALONG A CURVE TO THE
LEFT WITH A RADIUS OF 433.00 FEET AND A CHORD BEARING OF NORTH 37
DEGREES 51 MINUTES 31 SECONDS EAST, AN ARC LENGTH OF 482.09 FEET;
THENCE NORTHEASTERLY ALONG A CURVE TO THE RIGHT WITH A RADIUS OF
25.00 FEET AND A CHORD BEARING OF NORTH 51 DEGREES 23 MINUTES 20
SECONDS EAST, AN ARC LENGTH OF 39.64 FEET; THENCE SOUTH 83 DEGREES I 1
MINUTES 08 SECONDS EAST, 763.20 FEET; THENCE SOUTHEASTERLY ALONG A
CURVE TO THE RIGHT WITH A RADIUS OF 367.00 FEET AND A CHORD BEARING OF
SOUTH 57 DEGREES 07 MINUTES 07 SECONDS EAST, AN ARC LENGTH OF 333.94
FEET; THENCE SOUTH 31 DEGREES 03 MINUTES 05 SECONDS EAST, 123.11 FEET;
THENCE SOUTH 58 DEGREES 56 MINUTES 55 SECONDS WEST, 7.00 FEET; THENCE
SOUTHEASTERLY ALONG A NONTANGENTIAL CURVE TO THE LEFT WITH A
RADIUS OF 440.00 FEET AND A CHORD BEARING OF SOUTH 42 DEGREES 20
MINUTES 40 SECONDS EAST, AN ARC LENGTH OF 173.45 FEET; THENCE NORTH 32
DEGREES 01 MINUTES 21 SECONDS EAST, 80.28 FEET; THENCE SOUTHEASTERLY
ALONG A NONTANGENTIAL CURVE TO THE LEFT WITH A RADIUS OF 360.00 FEET
AND A CHORD BEARING OF SOUTH 60 DEGREES 42 MINUTES 59 SECONDS EAST,
AN ARC LENGTH OF 101.11 FEET; THENCE SOUTH 68 DEGREES 45 MINUTES 32
SECONDS EAST, 784.84 FEET TO THE CENTER LINE OF CANNONBALL TRAIL;
C: \DOCUME- 1 \llyons \LOCALS -1 \Temp \2 \06 -10 -12 LEGAL DESCRIPTION OF THE BUSINESS
DISTRICT.doc
i
THENCE SOUTH 21 DEGREES 40 MINUTES 31 SECONDS WEST, ALONG SAID CENTER
LINE, 331.43 FEET; THENCE SOUTH 21 DEGREES 14 MINUTES 17 SECONDS WEST,
ALONG SAID CENTER LINE, 1261.58 FEET; THENCE NORTH 68 DEGREES 45
MINUTES 43 SECONDS WEST, 48.00 FEET; THENCE SOUTH 21 DEGREES 14 MINUTES
17 WEST, 470.00 FEET; THENCE SOUTH 57 DEGREES 14 MINUTES 17 SECONDS
WEST, 74.81 FEET TO THE NORTH LINE OF U.S. ROUTE 34; THENCE NORTH 85
DEGREES 32 MINUTES 10 SECONDS WEST ALONG SAID NORTH LINE, 1983.32 FEET
TO THE WEST LINE OF THE NORTHWEST QUARTER OF SAID SECTION 29; THENCE
NORTH 01 DEGREES 14 MINUTES 12 SECONDS WEST ALONG SAID WEST LINE,
378.99 FEET TO THE POINT OF BEGINNING, IN THE UNITED CITY OF YORKVILLE,
KENDALL COUNTY, ILLINOIS, AND CONTAINING 143.40 ACRES
1
I
C: \DOCUME- 1 \llyons \LOCALS -1 \Temp \2 \06 -10 -12 LEGAL DESCRIPTION OF THE BUSINESS
DISTRICT.doc
EXHIBIT C:
TRAFFIC IMPACT AND ACCESS STUDY, KENDALL MARKETPLACE, YORKVILLE,
ILLINOIS
KENIG, LINDGREN, O'HARA, ABOONA, INC.
JUNE 29, 2006
SITE v J
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i
Contents
List of Figures and Tables, iii
INTRODUCTION............................ ............................... ................... ............................... I
EXISTINGCONDITIONS ......................................................................... ............................... 2
TRAFFIC CHARACTERISTICS OF THE
KENDALL MARKETPLACE DEVELOPMENT ........................................... ..............................8
i
BACKGROUND TRAFFIC DEVELOPMENTS AND
FUTURE ROADWAY IMPROVEMENTS ................................................ ............................... 14
TOTAL PROJECTED TRAFFIC CONDITIONS ........................................ .............................17
EVALUATION........................................................................................... .............................17
RECOMMENDATIONS............................................................................ .............................24
CONCLUSION................................................................................................. .............................28
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Figures
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l ' Site Location ....................................................... .-_. —. _----.--_-----.—_—__..
2 ' Aer View of Site Location ......................... ... ......... ... ............................................. ......... *
0
]. Existing Roadway System ------------'----'-------'—^~~—'--^--^'' ''--
4 lia11 c Vm�ooeo —_' ---------_—_—_.—_ ______~__,~.______ _
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6' Estimated Directional Distribution ....... ............ ............. ..................................... .......
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7' 0 Irnf�c��obzoneo-_--.------'----.._._____._________. _ �
8, razroc—.---'----.--.--- .--.—'---' ---.' —.—. -' 18 �
9_ - � ~'-,eztyd Development Volumes - Year 2O1U .............................................. ....... - ..... ' ...18 �
lC\ Total �/o�cx�ed Traƒ�cn�obzo�em-Yeu�20]6-.-- -' . _---_-' --~—.-' _' _. .-'- .. ' 19 �
ll' 7otal� ^�utod�raf�c"�obzoz�o-`�eaz2D26_.--------.--.-------_--_--' 20
�� ' ��az2U]0 25
l2L Roadway Improvements - ..--..__._._.______._________
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Tables
l' Directional Distribution of Traffic ..... .................................. ....... ....... _ .. .
2' Estimated S Peak Hour Traffic Volumes ... '''.. ................................... . ...... l2
' 3. 2otinuah;dB Peak Hour Tra{ficVolumes .................................. .. ...... l5
4 . Level of Service Criteria ......... ........................... ... ... ........................................................... 22
5 Results—Exist Conditions .......................................................... ._..2]
K�ood�ioon
8. Ana _............................................................. _ _ . 2
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Introduction
This report summarizes the methodologies, results and findings of a site traffic and access analysis
conducted by Kenig, Lindgren, O'Hara, Aboona, Inc. (KLOA, Inc.) for the proposed Kendall
Marketplace commercial and residential development proposed in the northwest quadrant of the
intersection of US 34 and Cannonball Trail in Yorkville. Illinois. The 193 -acre site is currently_
undeveloped.
The commercial development proposes approximately 1,000,468 square feet of gross leasable retail
area, which includes several anchor tenants, inline retail, and outlots that will front both US 34 and
Cannonball Trail. The residential development, located north/behind the retail development,
proposes 28 single - family homes and 164 townhomes. Lot 20, an 8.35 -acre parcel, located at the
northeast section of the development (along Cannonball Trail) has been dedicated for civic use.
The site has over 2,000 feet of frontage along US 34, and over 2,100 feet of frontage along
Cannonball Trail.
Five access driveways are proposed with this development: two on Cannonball Trail and three on
US 34. A traffic signal is proposed for the main access driveway on US 34 serving this
development.
In addition, Kendall Marketplace will also have access to the planned Beecher Road, which will run
i adjacent to the western edge of the property, continuing south of US 34. It is important to note that
for the purposes of this study, it was assumed that Beecher Road would be built as a five -lane cross-
: section (two through lanes in each direction with a landscaped median to provide left -turn lanes)
and will serve as a driveway to the Kendall Marketplace development north of US 34. No through
traffic generations from regional growth were added to this roadway for the traffic analysis.
In addition to the proposed access driveways for this development, the following two existing
intersections were analyzed in this study:
1. Cannonball Trail and US 34
2. Cannonball Trail and IL 47
The following sections of this report present the following:
F,xisting roadway conditions, including manual turning movement traffic volumes for the
weekday morning and afternoon peak hours
A detailed description of the proposed development
Vehicle trip generation for the proposed development
Directional distribution of development - generated traffic
1
i
Future transportation conditions, including access to and from the site
Traffic analyses for the weekday morning and afternoon peak hours for the
following four conditions:
1. Condition 1: Existing Conditions (Year 2006) - Analyzes the capacity of the
existing roadway system using currently recorded traffic volumes in the surrounding
area.
2. Condition 2: Build Condition (Year 2010) - This condition analyzes the site
buildout by incorporating the existing traffic volumes with the projected site-
' generated traffic volumes, nearby planned developments, and an ambient regional
traffic growth factor of 1.24 (6 percent per year for four years) applied to all twelve
movements at the intersection of US 34 and Cannonball Trail. These volumes were
added to the through volumes for the access driveway intersections along both
Cannonball Trail and along US 34.
3. Condition 3: Year 2016 - In compliance with the Illinois Department of
Transportation (IDOT), traffic for the study area was projected to Year 2016. which
includes Condition 2 data, but with a traffic growth factor of 1.60 (60 percent of
Year 2006 existing traffic volumes).
i
4. Condition 4 Year 2026 — Similar to Condition 3, in compliance with MOT
requirements, traffic was projected to Year 2026, which incorporates Condition 2
data, but with a traffic growth factor of 2.20 (120 percent of Year 2006 existing
traffic volumes).
Recommendations with respect to site access and circulation and to the surrounding
roadway network for each analyzed condition, as appropriate.
The primary purpose of this study was to assess the impact that the proposed development would
have on traffic conditions in the area upon full buildout (Condition 2), and determine if any street or
access improvements are necessary to solely accommodate the proposed development.
Existing Conditions
Existing traffic and roadway conditions were documented based on field visits and traffic counts
conducted by KLOA, Inc. The following provides a detailed description of the physical
characteristics of the roadways including geometry and traffic control, adjacent land uses and
peak how traffic flows along area roadways.
The 193 -acre site is bordered by farmland to the north and west, Cannonball Trail to the east, and
US 34 to the south. Figure 1 shows the location of the site in relation to the area street system
Figure 2 shows an aerial view of the site area
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Existing Roadway System Characteristics
The characteristics of the existing streets that surround the proposed development are illustrated
in Figure 3 and described below.
UE Route 34 is a two -lane (one travel lane in each direction) east -west arterial highway At its
signalized intersection with Cannonball Trail, a left -turn lane, through lane, and a right -turn lane
are provided on both the east and west approaches. The pasted speed limit in the vicinity is 55
mph, and on- street parking is prohibited. It is our understanding with conversations with IDOT.
that there are eventual plans to widen US 34 to a five -lane cross - section, providing two through
lanes in each direction with a landscaped median that can be used to carve left -turn lanes at mayor
access roadways. This highway is under the,jurisdiction of IDOT.
Cannonball Trail is a two -lane north -south major collector roadway that runs east of IL 47 to
south of US 34. At its signalized intersection with 11. 47, a shared left/through /right -turn lane is
provided on both the east and west approaches. At its signalized intersection with US 34. a
separate left -turn lane and a shared through/right -turn lane are provided on both the north and
south approaches. The posted speed limit is 45 mph, and on- street parking is prohibited This
roadway is under the jurisdiction of the United City of Yorkville.
Existing Traffic Volumes
Manual traffic movement counts were conducted on December 1, 2005 during the weekday
morning (6.30 to 8:30 A.M.) and the weekday afternoon (4 30 to 6:30 P.M.) peak traffic periods
at the following two intersections:
1. Cannonball Trail and US 34
2. Cannonball Trail and IL 47
The traffic count data indicates that the weekday morning peak hour occurs between 7.15 and 8 15
A.M. and the weekday afternoon peak hour occurs between 4:45 and 5:45 P.M. Observations of
signalized intersections noted significant vehicle queuing during peak periods.
Average Daily Traffic (ADT) count data was obtained from the Illinois Department of'
Transportation. According to 24 -hour counts conducted in July 2005, the ADT on US 34 is 20.000
vehicles (10,000 vehicles eastbound; 10,000 vehicles westbound), and the ADT on I1.47 is 16.800
vehicles (8,500 vehicles northbound; 8,300 vehicles southbound).
Figure 4 shows the recorded traffic volume counts for the morning and aftemoon peak hours, as
well as the ADT volumes.
i
LEGEND
- TRAVEL LANE '-
8 - TRAFFIC SIGNAL �*
- -•- - PROPOSED DRIVEWAY '1 t
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55 MPH VETERANS PARKWAY
9
i
PROJECT: TITLE: PROJECT N0: 05 -384
KENDALL MARKETPLACE EXISTING ROADWAY SYSTEM lazol,
YORKVILLE, ILLINOIS FIGURE NO: 3
LEGE D ,r 115 t10
00 - WEEKDAY AM PEAK HOUR (7:15 -8:15 AM) `"" 40 1751
(00) - WEEKDAY PM PEAK HOUR (4:45 -5:45 PM) V -1 5, 60 1451
- ADT VOLUMES PROVIDED BY IDOT L 4
NOT TO SCALE
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PROJECT: TITLE:
KENDALL MARKETPLACE PROJECT No:
YORKVILLE, ILLINOIS EXISTING TRAFFIC VOLUMES 05 -384
l
FIGURE N0: 4
Traffic Characteristics of the Kendall Marketplace Development
To evaluate the impact of the subject development on the area street system, it was necessary to
quantify the number of vehicle trips the site will generate during; the weekday morning and
afternoon peak hours, and then determine the directions from which this traffic will approach and
depart the site.
Proposed Site and Development Plan
As mentioned, the site is currently undeveloped and is located in the northwest quadrant of the
intersection of Cannonball Trail and US 34 in Yorkville, Illinois.
The commercial development proposes approximately 1.000,468 square feet of gross leasable retail
area, which includes several anchor tenants, inline retail, and outlots that will front both US 34 and
Cannonball Trail. The residential development, located north/behind the retail development.
proposes 28 single- family homes and 164 townhomes. Lot 20. an 8 35 -acre parcel, located at the
northeast section of the development (along Cannonball 'frail) has been dedicated for civic use
Site Access
The site has over 2,000 feet of frontage along US 34. and over 2,100 feet of frontage along,
Cannonball Trail. As such, five access points arc proposed for this development
Access 1 and Cannonball Trail — Located approximately 2,100 feet northeast of lJS 34 . t1
proposed full access driveway will provide access to both the residential and commercial
developments, in addition to the civic use parcel (I,ot 20).
• Access 2 and Cannonball 'trail — Located approximately 930 feet northeast of t JS )4 and
approximately 340 feet southwest of Hickory lane, this proposed full access driveway xNill
serve the outlots and commercial along Cannonball Trail
Access 3 and US 34 — Located approximately 400 feet west of Cannonball Trail, this
proposed access driveway will be restricted to nght -in /right -out (BIRO) only movements.
under stop -sign control. This driveway will supplement Access 4.
• /Access 4 and US 34 - A full access driveway on US 34, located approximately 1,120 feet
west of Cannonball Trail and approximately 900 feet east of the proposed Beecher Road
alignment intersection (to be signalized) Access 4 proposes to be signalized, providing frill
access to US 34.
8
Access 5 and US 34 — Located approximately mid- distance between Access 4 and the
proposed Beecher Road (approximately 450 feet in either direction), this proposed access
driveway will be restricted to RIRO only movements, under stop -sign control. Similar to
Access 3, this driveway will supplement Access 4
As mentioned, Beecher Road will be constructed as a five -lane cross- section, extending north ol'tlS
34 to the extent of the Kendall Marketplace property line. As such, it was assumed for the purposes
of this study that the intersection of US 34 and Beecher Road would serve as a sixth access
driveway to the Kendall Marketplace development, where internal driveways (for both the
commercial and residential sections) in the Kendall Marketplace development would intersect
Beecher Road
Figure 5 illustrates the proposed access driveways to this development with their respectn e
spacing (distance in feet) to each other and the existing signalized intersections
Directional Distribution of Site Traffic
Two directional distributions were established for the proposed site; one for the residential land
use, the other for the retail land use The residential directional distribution was based on the
existing travel patterns near the site and the operational characteristics of the street system
The retail directional distribution was estimated based on the location of existing and proposed
surrounding residential developments. The anticipated directional distributions of site traffic are
shown ni Table 1 and illustrated in Figure 6.
Table 1
DIRECTIONAL DISTRIBUTION ,Or SITE GENERATED.TRAFFIC
Direction To /From Residential Distribution Retail Distribution
North on IL 47 40% 10%
East on Cannonball Trail (east of 11, 47) 5% 5%
South on Cannonball Trail (south of US 34) 0% 5%
West on US 34 15% 35%
East on US 34 40%, 45
Total 100% 100%
9
LEGEN
—Do— - DISTANCE BETWEEN INTERSECTIONS
(IN FEET)
woI 10 SCALE
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pnn�r/, TITLE.
KENOALi MARKETPLACE pR[)p{]SED /1[[ES'5) SPACING AZACFAI,-,
YOR%V|LLE, ILLINOIS rIGunc NO: 5
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LEGEND
00 - RESIDENTIAL DISTRIBUTION
(00) - COMMERCIAL DISTRIBUTION i
- - LESS THAN 5%
NOT TO SCALE
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PROJECT: TITLE: PROJECT NU: 05 384
KENDALL MARKETPLACE [STIMAT DIRECTIONAL DISTRIBUTION AX424t,
YORKVILLE, ILLINOIS FIGURE NO:
c
LEGEND
00 - WEEKDAY AM PEAK HOUR (7 :15 -8:15 AM) (T
(00) - WEEKDAY PM PEAK HOUR (4:45 -5:45 PM) +
NOT 10 SCALE
A
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.) t `--------'---------------:-- ------ -----------------------�,[ —(41(5601
t US 34
42 11541 16 12721 20 (GO?- f VETERANS PARKWAY
96 17321 -► ' 50 12611 -► 90 ISM
5 1341
22
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PROJECT: TI711: PROJECI N0: Ur 384
KLNDALL MARKETPLACE ;I1 E- GENERATED TRAFFIC VOLUMES l"
YORKVILLE, ILLINOIS FIGURE NO 7
Site Traffic Generation
The estimates of traffic to be generated h} the proposed Kendall Marketplace developmCnt arc
based upon the proposed land use types and sizes l he %olume of traffic generated was estriiritrd
using data published in the Institute of Transportation Engineers (I` E) Trip Generalion H nurul.
7' Edition. The number of single - family homes and townhoines and the square footage of the
retail development were used as the independent variables in determining the site - generated
traffic. In addition, a pass -by trip reduction of 20 was applied to the retail traffic.
Table 2 tabulates the total trips anticipated with this de\ clopment during the weekda) morning
and afternoon peak hour periods, as well as dail)
Table 2
ESTIMATED SITE GENERATED PEAK IIOUlt l R AFFIC VOL UMIS
Weekday A M Weekday P M
Peal. Ilotir Peak Hour
iTE Land-
Use Code Type /Size in Out total In Out 'total Dail\
210 Simile- Family— 28 Units 10 20 30 25 10 35
230 Townhomes— 164 Units L5 60 75 60 3.0 SM 980
Total Residential Trips: 25 80 105 85 40 125 1,305
820 Retail — 1,000,468 s f 380 245 o25 1,380 1,490 2.870 10 19�
Less Retail Pass-By (20%) --7.5 _50 _195 _-M :30.0 -575 -6.020
Total New Retail Trips: 305 195 500 1,105 1,190 2,295 24,325
Total Kendall Marketplace Trips: 330 275 605 1,190 1,230 2,420 25,580
Site Traffic Assignment
The peak hour traffic volumes projected to be generated by the proposed Kendall Marketplace
development (refer to 'fable 2) were assigned to the area roadways based on the directional
distribution analysis (Table 1: Figure 6) and the proposed access driveways. Figure 7 Shoes the
assignment of the site - generated peak hour traffic volumes.
12
Background Traffic Developments and Future Roadway Improvements
Traffic volumes in the study area were projected to Year 2010 (the Year the proposed Kendall
Marketplace development is expected to be Completed) and to Year 2016 and Year 2026 (per 1 UO1
requirements). Projected non -site traffic volumes include all existing traffic and traffic related to
any nearby specific developments expected to he completed and /or occupied by Year 2010. in
addition to a regional traffic growth factor applied to all three future condition,. Aniicipatcd site -
generated traffic volumes (refer to Table 2 and Figure 7) were then superimposed upon these nnn-
site related volumes to reflect the total traffic conditions Ibr these respective years «ith the
proposed site development. The analysis also considered roadway improvements proposed \\ ithun
the study area environs.
Future Roadway Improvements
The following roadway improvements were considered when analyzing the fixture condition~
IC R l111tP. �4
According to IDOT, US Route 34 is ultimately planned to provide two travel lanes in each direction
with an 18 -feet wide median
IT 47 and Cannonball Trail
It is our understanding that an eastbound left -turn lane is to be constructed at the intersection of
11.47 and Cannonball Trail This turn lane was incorporated into all three projected conditions
Beecher Road rxtens
As mentioned, Beecher Road has been identified as a five -lane cross - section, providing tNko throu.�h
lanes in each direction For the purposes of this study, it was assumed that Beecher extended only
to the north edge of the Kendall Marketplace de\ clopment and to the river to the south, servin>< ati
the primary access to the Rush - Copley Medical Center Campus.
14
Planned Development
Three planned developments were included in the future tral lie projections for the purpose~ of tht5
traffic study: Blackberry Woods. Kimball Hills Homes. and the Rush - Copley Medical Center
Campus.
131ackberry Woods development. located south of I IS 34 on Cannonball "frail, proposes 1"5
single- family homes.
Kimball Hills Homes development is located on C tuznonhall Trail, north of the sublcct
development. Construction of the planned 445 single- flamily homes development has
already begun. A school and park is also planned liar this development
Rush- Copley Medical Center Campus will include a 100.000 square feet hospital. it -h.()(ttt
square feet medical office building ,N ith a surgicenier and urgent care, a 115.000 square feet
fitness center, and 40,000 square feet of retail. 'I his development will be located south of
US 34, with primary access from the Beecher Road extension The total trips expected tot
these three developments are tabulated in I able
Table 3
ES TIMATED BACKGR GENERA I'ED I FAK I IOIJ VOLUMES _
Weekday A M Weekday P M
Peak Hour Peak Hour
Develonment In Out fatal In Out total Dail\
Kniiball Hill Homes 155 295 150 265 150 415 4.540
Blackberry Woods 25 80 105 90 50 140 1.3'0
Rush- Copley Medical Campus 520 115 M 915. M IM5 16-745
Total Trips: 180 3 75 555 355 200 555 5,910
Figure 8 shows the assignment of the background development peak hour traffic volumes as they
relate to the study area involved with the Kendall Marketplace development 'Tile residential and
commercial directional distributions established fbr the Kendall Marketplace were used tint the
respective planned background developments.
Background Growth
To comply with 1DOT's standards, analyses were conducted for Year 2010, Year 2016. and Year
2026 conditions, where the pre - established grovtth factor of 6 percent per year was applied to the
existing traffic volumes recorded at the US 34 and Cannonball 1'rail intersection (24 percent lot
Year 2010; 60 percent for Year 2016. 120 percent for Year 2026)
15
w
LEGEND
a
00 - WEEKDAY AM PEAK HOUR (7:15 -8:15 AM) 0 4p t69
(Do)- WEEKDAY PM PEAK HOUR (4:45 -5:45 PM)
NOT TO SCALE Wj506S o
a0 trot -a
,o 'r
A
--------- ---- - -- -0� J
I I
A
<m' SITE
I
s
3 : ' 4CCESS 2 O
Xp
•{ 1 , G7
1 D n I
f7 0 '
IH SN iN h , F
19 6� r
30 ,
t I I i aQA
y I { �/ 1 4 .- 40 1701
} 45 IZ51 I 430 16201 i �- 265 14101
_______- .__._- ..._.__. - - - - - - - - - - - - - 4-10051 US 34
S 385 159517: • • - -
201401 i �► 240 16101 6511751 -� t (' VETERANS PARKWAY
20513201 -
05 13201 I55 14301 -. _
I o0 201651 -'Z
� PR
i sO
i n
PROJLC f:
PROJEL I NU: O ,. i84
1111.1 =:
KENDALI MARKETPLACE BACKGROUND DEVELOPMENT TRAFFIC /d7.da I
YORKVILLL. ILLINOIS FIGURE N0: 8
i
i
Total Projected Traffic Conditions
Roadway and adjacent or nearby intersection capacity analyses were performd•d for the fi 11o\�inp
four conditions:
1 Condition l: Existing Conditions (Year 2006) - Analyzes the capacity of the emstinp
roadway system using currently recorded traffic volumes in the surrounding area
2 Condition 2: Budd Condition (Year 2010) - •I his condition analyzes the site buildout b%
incorporating the existing traffic volumes with the projected site - generated traffic Nolume
nearby planned developments, and an ambient regional traffic growth factor of 1 24 (6
percent per year for four years) applied to all twel� e movements at the intersection oft S 34
and Cannonball Trail. These %olumcs were added to the through volimmes for the aece,
driveway intersections along both Cannonball 1 iad and along US 34 Total proJec;ted
traffic volumes for Year 2010 arc shown in Figure 9
3 Condition 3• Year 2016 - In compliance \kith the Illinois i)epartment of Transportation
(IDOT), traffic for the study area was prc.lected to Year 2016. which includes Condition 2
data but with a traffic growth factor of 1 60 (60 percent of Year 2006 existing traific
volumes). Total projected traffic volumes for Year 2016 are shown in Figure 10
4 Condition 4• Year 2026 — Similar to Condition 3, in compliance with MOT requirements.
traffic was projected to Year 2026, which incorporates Condition 3 but with a tiafiic:
growth factor of 2.20 (120 percent of Year 2006 existing traffic volumes) Total pi
traffic volumes for Year 2026 arc shown in Figure 11
Evaluation
The following provides an evaluation conducted for the weekday morning and afternoon peak
hours to determine the impact of projected site traffic and future planned background traffic on
the surrounding roadway network and at the site access locations. The analysts includes
conducting capacity analyses to provide an indication of ho\% well the roadway facilities sere the
anticipated traffic demands placed upon them fair the future (Year 2010. 2016, and 2020)
conditions.
17
N �
w' u ° ti 15 aoi
L EG EN w a :oo Iz13i
00 - WEEKDAY AM PEAK HOUR (7 :15 -8:15 AM)
(00) - WEEKDAY PM PEAK HOUR 14:45 -5 :45 PM) X. r
NOT TO SCALE
'r
_ J
m ACCESS 1 J
T' S0 079 ; t
c--
SITE
m ACC S O 2
es z
i ZS f1501
i n
P. 0 � Ly
\ 0
' n m .m I
1 iy ;fA
{ I 3
to =� ' 1
\ tl im �� iA m i41 b Gr I
>7 o I S i L 16 \6] r , t I6 11261 = t 62 ?13\ tl : 4— 59 11671 r / ^ 4 -142 (7251
\ 1 116371 — 1164 (22141 4 I �"' 050 (2169) + IZ00 123311 — 933 119001
u - 3851595 )_4-- ------------ -7-- ---- "_- • ------- -----1 4-1651140) US 34
42 0541 t (� 76 12721 -f 210 Q951- t VETERANS PARKWAY
1266 110371 -+ 1440 116161 -. a65 115331 -+
205132017 a °gin° 13011491 -+ 8`+e
n
1
PHUJEC ( PROJErT ISO-
: l 11 l C: U;1 Sb�
KENDALL MARKLTPLACL T01 AL PROJECTED TRAFFIC VOLUME- YEAR .010 ja4r►
YORK VILLE. ILLINOIS FIGURE NO:
9
N N
LEGEND w
° t 6 aol
00 - WEEKDAY AM PEAK HOUR (7 :15 - 8:15 AMI m° o X 100 1213
(00) - WEEKDAY PM PEAK HOUR 14:45 - 5145 PM) { - 60 lag
NOT TO SCALF J i
0
r
--------------- ----------------- ----------------------------------
AC ^'
N
r � �
Zm: 59
A Xl so 014! t
{pi ' SITE =s°
in 4C yA: �
. 253" lo)- - ,, ,
90) 1 �� 2
Q
U �r
n n
•m • 1^
:
_ ly N :N r n�
is m • .fn 4 r p
lb Ib31 t-16 1126) t- 62 (2431 (1631 r
J 1 ' +- 915 119821; 1364 175591 '� �► '- U50 (25141 .� . -1400 126 T61 '� ' 4 -162 8451
85 15951 ------d_-__._---- ' .- 1006 421701
42 11541
r- 210 11701
--1' t f 76 IIf21 -t 245 (3151 -: t 1 . VETERANS PARKWAY
1626 112311 --►
2050201--, 1 Qo G S 1000 115161 --. 1460 116901-►
160 11641
4
PROJI C T: TOT[ F:
KLNDALL MARKE I PL AU PROJFF1 NO:
YUHKVII_LE, ILLINOIS
TOTAL PROJLC I �0 TRAFFIC VOL.UM -YEAR 2016 KLcwh
I NO: 10
w"s
LEG EN ��c Flog 03
00 - WEEKDAY AM PEAK HOUR (7:15 -8:15 AM) o 6 0149
(00) — WEEKDAY PM PEAK HOUR (4 :45 -5c45 PM)
1 �Sf
NOT TO SCALE
'
m
� � AC
r � +
50 rr241 �I t
{mt SITE Q �°
jr
� b
G)p�
m ' ACCESS z rj e� o
..25'riSW 7
' V
, n n n � e
0 m C1 n N
. m ' co I V ,r
I
n 1 1„ Ia mice. .
,
L^ n ' t 16 0261 e I 1_ 62 12431 a L 59 11631 , t 192 2751
i ` 16 1631 �„_ 1679 13r29� '� 1. I �- 1665 130841 r I �- 1715 172461 1347 126201
1290125521 ______________�
' - 4 - 38515951 - -. --------- 4---------- - - - - -, T78512201 US 34
42 1154) 16 12721 -t 305 1745{ '� t )' VETERANS PARKWAY
2146 05621 -. 2320 121411 -. IB 10 1 -.
205 (3201-4. I �_',°, 210 11891
N
N
rRO.)rCT: 1m1 r-
PRO IF( 7 NO. see
KI_ L MARKL IPLAU TOTAL PROJECTED TRAFFIC VOLUME YEAR 2026 /XdA14
YORKVILLE, ILLINOIS FIGURE N0:
u
Traffic Analyses
The traffic analyses were performed using thL' ntethOL101 0gies outlined in the Transportation
Research Board's Highway Culnic•iN :ffunt«rl (1W. 000 and modeled using Synchro 6 0
software
The analyses for the traffic - signal controlled in[orsLrticns were accomplished usutg field
observed cycle lengths to determine the a%crage on crall \ ehicle delay. voltune- to- capacit} ratiuti.
and levels of service.
The analyses far the unsi naliLed intersection~ dctcrmm >
y (, c the. avo.ragc, control delay to vchicic< <it
an intersection. Control delay is the elapsed time from a vehicle joining the queue at a step siun
(includes the time required to decelerate to a ~top) until its departure from the stop sign and
resumption of free -flow speed. The methodology analyses each intersection approach controlled
by a stop sign and considers traffic volumes on all appionches, lane characteristics. and the
percentage of heavy vehicles.
]he ability of an intersection to acccnnmodatt traffic How is expressed nt terms of is \el cif
ser\ iec. which is assigned a letter from A to 1• b ased on the average control delay experienced h\
vehicles passing through the intersection ('cnttrol dcld) is that portion of the tot'll dcl,I\
attributed to the traffic signal or stop sign control operation. and includes initial deceleration
delay. queue move -up time. stopped delay, and final acceleration delay. Level of Service :k is the
highest grade (best traffic flow and least delay). Level of Service T represents saturated of
at- capacity conditions, and I,evel of Service I is the lowest grade (oversaturated conditions.
extensive delays). Typically, Level of Service 1) is the lowest acceptable grade for peal. hems
conditions in a suburbanizing environment
The lfrghivay t upac•uy M U172arl definitions for levels of service and the corresponding control Bela%
for both signalized and unsignalized intersections arc shon%n in Table d
Summaries of the capacity analysis results for the exiting traffic conditions .ire shown in Table
5. Summaries for the future conditions are presented in Table 6. A discussion of the ke\
intersections follows.
�1
Tablc 4
LEVEL. OF SERVICE CRITE
Signalized Intersections _
Level of Interpretation Avcrage C ontrol
Service Delay
( second , , per � chit. Ic )
A Very short delay, with extremely fa%oiab]L progression Most _ 10
vehicles arrive during the green phase and do not stop at all
R Good progression. with more vchicleN ,topping t han for Level of - 10-20
Service A. causing her level-, Is of'aveia�_e delay
hi 6
C light congestion, with individual cycle failure 11comning to appear . > 2 0 35
Number of vehicles stopping i% significant at thi% lew I
D Congestion is more noticeable, with longer delays resulting from > 35 55
combinations of unfavorable progression, lung e.%cle len =lhs, or high
V/C ratios Many vehicles stop, and the proportion of %ehicles licit
stopping declines
I• Limit of acceptable delay Ifigh delays remit from poor progression, > 55 90
high cycle lengths, and high WC ratios
F Unacceptable delays occurring. with o%etsatiu -80
Unsignalized Intersections _
Level of Service A%erare Control Delay (seconds per %ehicle)
A 0-10
B >10 -15
C• I5 -?:
D >25 -3`
1; > 35 - ih
F > 50
Source lligl?rray Cbnurny Afunual, 2000 _
i
Table 5
CAPACITY ANAL,YSI;S RI SU - I?XIS"I M) C` HON
��'eckda} hq Weekdav 1' M
Intersection Peak How Peak 1-lour
t C - 2 242
Tr ail at US �4 (si _. 1 C' -- _ _
Cannonball Tr ( b
Cannonball 'frail at IL 47 (signal) li - l:+ 4 B - 14 7
LOS - Represents the intersection as a whole. the approach is noted
Delav is measured in seconds. _
Table 6
CAPACITY ANALYSES RESULTS FUTORE' C OND I IONS
Weekda} \ %I Weekda} 1' M
Peal. Hour Peak I lour
Year Yew YLdr Year Ycai 1 Ldu 2026
Intersection 2010 2016 2026 2010 2016
Cannonball Trail at US 34
(signal) C-226 8* C'- 31 '* C 1 � `* D - 510* I; -- 77 5* 1 S
Cannonball Trail at IL 47
(signal) C- 21 4* C- 23 0 C 24 1 C - 27 5* C -29 0 1)
US 34 at Beecher Road
(signal) C - 24 3* D 35 6 C 26 " * D - 38 3*
US 34 at Access 4
(signal) B - 10 0* 13 - 120 A 9 8* C -31 1* I: 56 6 13 16 t1
Cannonball Trail at
AccetiS I (TWSC) 13- 13 8* C - I5 0 C - 17 3 D -28 3* D 34 3 1 11,
Cannonball Trail at
Access 3 (TWSC) 13 - 12 7* 13 - 13 6 C -15 -' C- 19 7+ C 22 4 1) N, 8
US 34 at Access 3
(RIRO) 13 -115* 13- 133 A 1 ) 2* C -237* f- 506 13 1_ ;'
4 3
US at Access 5
US 34 13 -112* 13 11 A .93* C-151* D -274
* - Geometric and/or traffic control improvements are needed
LOS -Represents the intersection as a whole. I'or I WS( the I OS ��Inf,eniti the mmot appm,ich
Dela) is measured in seconds
TWSC - rwo -wav stop controlled intersection —
'? i
Recommendations
Based on the analyses It>r the three projected Condition, road\kay geometric improvement~ and
traffic control improvements will be needed I he improvements recommended dui the
Year2010 condition (hulld of the subject dcAclopment and planned background
developments) are also applicable to the Year 2016 condition. , % no additional ►mprox enient.
are needed. except for the intersection of i iS 34 and Cannonball Trail. which will require dual
left -turn lanes on US 34 for the Year 2016 condition file Year 2026 condition include,
additional improvements to US 34
Figure 12 illustrates the recommended improvements for Year 2010 conditions t he
improvements are distinguished between "C'on►dor Improvenients" and "Site Impnnement,
Corridor ► improvements that are needed based on a combination tit
� • ►
im rovcmcnts are those nnprt mve
planned background developments and overall regional growth in the area. Site Improx enment"
are those improvements specifically linked to the Kendall Marketplace development
Year 2010
1 Cannonball l rail and II 47
o Eastbound left -turn fume 1 prox ided by others)
o Additional through lane on 11 47
• North approach light -ttnn lane. two through Dines. left -turn lane
South approach Shared tlmrough /right -turn lane. through lane. and
left -turn lane
Note. 11, 47 widening is not directly related to the Kendall Marketplace
development and is considered a corridor improvement
2 Cannonball 'frail and US 34
0 Southbound right -turn lane
o Northbound right -turn lane
o Additional through lane for both eastbound and westbound traffic tin
US 34.
o Eastbound right -turn lane
1 4
LEGEND
* - SITE IMPROVEMENT
•• - CORRIDOR IMPROVEMENT
•o- - PROPOSED STOP SIGN
® - PROPOSED TRAFFIC SIGNAL
NOTTO SCALE ---------------------------------------------------------------- - - - - -1 J
� 1 I
m � qC • r
SITE
f.7 y i m
Z ACLES
• ' w
0 � 0 ,
n n
m
1A rn
'u, :A
ww. � ' �w � � L • t
riit.; --* - - - - - -- -- - --- -----------------------
- r . .--.
Z 34
• ��T t tf . r ,�.) t T . VETERANS PARKWAY
I
{
PR0,1( C I NU
KENDAL L MARKL TPLACE f)' ', h4 YUFiKVII LE. ILLINOIS �;f)r��'I,� 0 �' ^ v 1 -P - - ��r ni r� - r,
I �LG f��ALWH .MI f,� Crvf��� YCAI, �v�� O. -
FIGURE N ��
US 34 Corridor
o Widen i:iS 34 Irom a mo -lane cios -section to a live -lane cross- ,ectum
beginning east of C'annonhalI "hail and tapering hack to a two -lane cro',
section west of Beecher Road
It is important to note that the mdenmg of US, 34 to a fivelane cross - section i�
needed to accommodate not onh the traffic generated by the Kendall Marl.etplaLe
development. but also to accommodate the traffic generated by the planned
background developments and the expected general growth m tr, i is assumed
under the luture conditions.
4 Cannonball Trail Corridor
o Widen Cannonball 'I rail io a three -Lane cross- section heginnmg north of
Access 1, where the center two -"m left -turn lane becomes the southbound
left -turn lane at its intersection \\ith I S 34
i. Cannonball Trail at Access 1
i
• Northbound ieft -turn lane on Cannonball 'frail
• Access 1 drive\ \ay should pro\tde one inbound and t\-,o outbound lanes.
striped as a left -turn lane and a right -turn lane The outhound lanes zhould
be under stop -sign control
o This intersection should be periodically monitored to deternrrne it a traffic
signal is warranted /needed to allovti protected passage for exiting traffic
onto Cannonball 'l rail
6. Cannonball 'I rail at Access
• Northbound left -turn lane on Cannonball I rail
• Southbound right -turn lane on Cannonball 1'rail
• Access 2 drive\kay should pi—mile one inbound and WO outhound ltu1e�.
striped as a lelt -turn lane and a right -turn lane The outhound lanes 41ould
be under stop -sign control
o 'llie traffic volumes at this intersection do not warrant a traffic "Ignal.
however. it is recommended that this intersection continue to be Monitored
once the development is completed to determine ii" the tuff is \ olumes then
warrant a traffic signal the analyst-~ indicate that this intersection \\ill
operate at an acceptable I.( )S m tth Access 2 under stop -tiign control
26
7 US 34 at Access 3 (BIRO) and 1 IS 34 at ACLCsti i (R[R())
o Westbound right -turn lanL cal I )S 4
o Access driveway should pro%ide one 111110Llnd and one outbound lanL. IIIC
outbound lane should be under star -sign control
o A raised island should he constructed to physically restrict tile turnnl��
movements The design of the raised island should c11SLIre that 5erX ILe
delivery trucks and ernergenc} re,polnsc N•ehicles could make the reyuirl•L1
turning movement.
R US 34 at Access 4
O Signalize the intersection — the projected lral•fic volunnes %jil
O Westbound right -turn lane on 1 IS 3-1
o Eastbound left -turn lane on I ►S 34
o Access 4 should he a fix•c -lane cross- sL•ction. providing iwo Inbound lane,.
two southbound left -turn lane, and one sc right -turn lane
q US 34 at Becc11er Road
o Signalize the intersection
o North Approach left - iwn l right -taro lane
O South Approach- left -turn lane. two through lanes. right -turn lane
O West Approach lelt - turn lane, two throu�11h lanes, right - turn lane
o Fast Approach lent -turn lane. t%�o through lanes, right -turn lane
Year 2016
i
At the intersection of US 34 and Cannonball 11101, dual lefi -turn lanes will be needed on the 0aa
and west approaches. The need lilr these dual left -turn I<<nL, Is a result of the increase u1 oge1a11
traffic growth applied to the movements at this ultci:section (60 percent), and is not direct,\
attributable to the Kendall Marketplace development
Year 2026
This projected condition Incorporates all of 111 gconleli ie and traffic control recommendanou,
for the Year 2010 and Year 2016 condition. In addition to the lollowing:
Based on the 2.20 growth factor applied to Lh0 eKISting lraltiC \011.111leS. the analyses indicate 111,11
US 34 will need to be widened to provide three thr0ugh lanes in each direction AN mentioned.
projecting to Year 2026 is an I'DOT reyturement and I% use(I for Informational purposes onlN
27
Conclusion
The Kendall Marketplace development will haNc o%c► 2,000 IM of Irontage, along IIS 34 anti oNcr
2.100 feet of frontage along Cannonball ]'rail, neczssltattnt! the need for the proposed 5 accc„
driveways (in addition to those access driveway, that \,kill bt de% on BCL•chcr Road) 1 he"e
driveways. according; to the capacity analyses. mll elleelkely disperse the site- generated t►allic
to /from the adjacent roadway network 'I he traffic control and roadway geometric imprm ement"
can he phased to coincide with the development title
The proposed Access 1 and Access 2 on Cannonball I rail should he periodically monitored lu
determine if traffic signals are warranted
i
kendall hurketplace in 1'orL%dlL 6- 29.2006 wa des.
28
Traffic Impact and A ccess Stu
Kend M
Y
- � • a - - °'+_ - I • � u�' - -`' -.� �.�i�� �35� ?o❑ AirPhDfoUSA
Submitte b y
Lind O'H Aboona, Inc.
May 11, •
R evised J • 2 006
I
Appendix
I
I
Existing Conditions
Kendall Marketplace: Yorkville, IL
3: US 34 & Cannonball Trl 6i27�2o06
Lane Group J EBL'_ E43T -EBR WBL4� WBR Ti3L ,,,hI T - i R SBA.,, SBT SBR
Lane Configurations '� + f I 4 r I T T
Ideal Flow (vphpl) 1900 2000 1900 1900 2000 1900 1900 1900 1900 1900 1900 1900
Total Lost Time (s) 40 40 40 40 40 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trading Detector (ft) 0 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Utd Factor 1 00 100 100 1 00 100 1 00 1 00 1 00 100 100 1 00 1 00
Frt 0 850 0 850 0.877 0 911
Flt Protected 0.950 0 950 0 950 0 950
Satd. Flow (prot) 1770 1905 1583 1770 1905 1583 1770 1634 0 1770 1697 0
Flt Permitted 0 455 0 150 0 579 0 578
Satd. Flow (perm) 848 1905 1583 279 1905 1583 1079 1634 0 1077 1697 0
Right Turn on Red No No No No
Satd Flow (RTOR)
Headway Factor 100 100 100 1 00 100 100 100 100 100 100 100 1 00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 509 1732 847 499
Travel Time (s) 116 39.4 193 113
Volume (vph) 100 740 85 125 425 50 30 20 90 60 55 80
Peak Hour Factor 095 0.95 0.95 0.95 095 095 095 095 0.95 095 095 095
Heavy Vehicles ( %) 2% 5% 2% 2% 5% 2% 2% 2% 2% 2% 2% 2%
Add. Flow (vph) 105 779 89 132 447 53 32 21 95 63 58 84
Lane Group Flow (vph) 105 779 89 132 447 53 32 116 0 63 142 0
Turn Type pm +pt Perm pm +pt Perm pm +pt pm +pt
Protected Phases 5 2 1 6 3 8 7 4
Permitted Phases 2 2 6 6 8 4
Detector Phases 5 2 2 1 6 6 3 8 7 4
Minimum Initial (s) 40 4.0 4.0 40 4.0 4.0 4.0 40 4.0 40
Minimum Split (s) 80 220 220 80 220 220 80 220 80 220
Total Split (s) 80 640 64.0 130 690 690 80 24.0 0.0 90 250 00
Total Split ( %) 73% 582% 582% 118% 627% 627% 73% 218% 00% 82% 227% 00%
Maximum Green (s) 50 580 580 10.0 630 630 50 18.0 60 190
Yellow Time (s) 30 45 45 30 45 45 30 45 30 45
All -Red Time (s) 0.0 15 15 00 15 1 5 0.0 1.5 00 15
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Vehicle Extension (s) 30 30 3 0 30 30 30 30 30 30 30
Recall Mode None None None None None None None Max None Max
Walk Time (s) 50 50 50 50 50 50
Flash Dont Walk (s) 11 0 11.0 11.0 110 11.0 11.0
Pedestrian Calls ( # /hr) 0 0 0 0 0 0
Act Effct Green (s) 44.8 420 420 50.0 447 447 24.5 22.3 266 247
Actuated g/C Ratio 050 048 048 056 051 051 027 025 030 028
v/c Ratio 022 086 012 0.48 046 007 010 028 018 030
Control Delay 89 308 132 136 150 106 285 377 289 358
Queue Delay 00 2.2 00 00 00 00 00 0.0 00 00
Total Delay 89 330 132 136 150 106 285 377 289 358
LOS A C B B B B C D C D
Approach Delay 286 144 357 337 a
E
Weekday AM - Existing Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
3. US 34 & Cannonball Trl
6/27/2006
Approach LOS C h€BL� fB N% Sgt SB'I-
90th /ode Green (s) 50 58 0 58 0 10 0 B D SBR
90th %ile Term Code Max Max Max 63 0 63 0 5 0 18 0 C
70th %Ile Green (s) 5 0 52 2 52 2 Max Hold Hold Max MaxR 6 0 19 0
70th %de Term Code 0 Max MaxR
Gap Hold Hold 93 565 565 50 180 Max Max
50th % a Green o Max 5 0 440 44 6 0 19 0
8 4 47 4 Max MaxR
50th %de Term Code Max Gap 7 4 5 0 18
30th %Ile Green (s) 50 356 35a6 Gap Hold Hold Max MaxR 6 0 19 0
30th %d e Green Max G e Term Code 7 5 38 1 381 00 ISO
Max MaxR
10th % /o s p Ga p Gap Hold Hold Skip M 6 0 270
° a 4 164 0 MaxR
10th de Term Code S 0 0 16 kip Gap Gap 16 4 16 4 p 0 19 0 Max Hold
Queue Length 50th (ft) 24 388 28 S 3 p H old Sk 0 0 190
Ski Hold Skip MaxR
Queue Length 95th (ft) 43 565 b4 15 13 59
53 27 73
Internal Link Dist (ft) 429 227 32 42 129
Turn Bay Length (ft) 1652 767 � 153
Base Capacity (vph) 467 1097 912 419
307 1164 967
Starvation Ca Reductn 322 413 359 475
Splllback Cap Reductn 0 188 0 0
Storage Cap Reductn 0
0
0 0 0 0 0 0 0 0
0 0 0 0
Reduced v/c Ratio 0 0 0 0 0
0 22 0 86 0 10 043 038 0 05 010 028 0 0
Intersection =Sumaiy� �• �_ +fe 0 18
030
Area Type Other ; <
Cycle Length 110
Actuated Cycle Length 88 1
Natural Cycle 80
Control Type Actuated - Uncoordinated
Maximum v/c Ratio. 0.86
Intersection Signal Delay 25 1
Intersection Capacity Utilization 68.4% Intersection LOS C
Analysis Period (min) 15 ICU Level of Service C
90th %Ile Actuated Cycle. 110
70th %Ile Actuated Cycle 103 5
50th %Ile Actuated Cycle. 94.4
30th %Ile Actuated Cycle. 85 1
10th %de Actuated Cycle 47.4
Splits and Phases 3 US 34 & Cannonball Trl
I 0 --► 02
031,E e4
05 06
- 07 t aB
Weekday AM - Existing
Kerng, Lindgren, O'hara, Aboana, Inc
Synchro 6 Report
Kendall Marketplace. Yorkville, IL
3: US 34 & Cannonball Trl 6/27/2006
Lane Group EBT • EBR W,BL4 -WBT WBP, BBL _ NB_'° NBR,' SBL SBT SBR
Lane Configurations + �.
Ideal Flow (vphpl) 1900 2000 1900 1900 2000 1900 1900 1900 1900 1900 1900 1900
Total Lost Time (s) 40 40 40 40 40 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
i Trading Detector (ft) 0 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Utd Factor 100 100 100 100 100 100 1 00 100 100 100 100 1 00
Frt 0.850 0 850 0 881 0 886
Flt Protected 0 950 0 950 0 950 0 950
Satd Flow (prat) 1770 1905 1583 1770 1905 1583 1770 1641 0 1770 1650 0
Flt Permitted 0 184 0 396 0 423 0 588
Satd Flow (perm) 343 1905 1583 738 1905 1583 7BB 1641 0 1095 1650 0
Right Turn on Red No No No No
Satd Flow (RTOR)
Headway Factor 100 100 100 100 100 100 1 00 100 100 100 100 1 00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 509 1732 847 499
Travel Time (s) 11.6 394 19.3 113
Volume (vph) 50 450 40 85 750 50 80 30 115 50 40 125
Peak Hour Factor 095 095 095 0.95 0.95 095 0.95 095 0.95 095 095 095
Heavy Vehicles ( %) 2% 5% 2% 2% 5% 2% 2% 2% 2% 2% 2% 2%
Add Flow (vph) 53 474 42 89 789 53 84 32 121 53 42 132
Lane Group Flow (vph) 53 474 42 89 789 53 84 153 0 53 174 0
Turn Type pm +pt Perm pm +pt Perm pm +pt pm +pt
Protected Phases 5 2 1 6 3 8 7 4
Permitted Phases 2 2 6 6 8 4
Detector Phases 5 2 2 1 6 6 3 8 7 4
Minimum Initial (s) 4.0 4.0 40 40 40 4.0 40 40 40 40
Minimum Split (s) 80 220 220 80 220 220 80 220 80 220
Total Split (s) 8.0 68.0 68.0 80 680 680 100 260 0.0 80 240 00
Total Split ( %) 7 3% 61 8% 618% 73% 618% 618% 91% 23 6% 00% 73% 218% 00%
Maximum Green (s) 50 620 620 50 62.0 620 70 200 50 180
Yellow Time (s) 30 45 45 30 45 45 30 45 30 45
All -Red Time (s) 00 15 15 00 15 15 00 1 5 00 15
Lead /Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Vehicle Extension (s) 30 30 30 30 30 30 30 30 30 30
Recall Mode None None None None None None None Max None Max
Walk Time (s) 50 50 50 50 50 50
Flash Dont Walk (s) 110 110 11.0 110 110 110
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 422 393 393 431 412 412 282 25.7 247 224
Actuated g/C Ratio 049 047 047 051 049 049 033 031 028 027
v/c Ratio 022 053 006 021 084 007 026 0.30 015 039
Control Delay 104 174 114 92 273 11 1 275 330 272 367
Queue Delay 00 04 00 00 00 00 00 00 00 00
Total Delay 104 177 114 92 273 11 1 275 330 272 367
LOS B B B A C B C C C D
Approach Delay 166 247 31 0 344
Weekday PM - Existing Synchro 6 Report
Kerng, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
3• US 34 & Cannonball Trl 6/27/2006
Lane Group.; , ..; s•, .: E L = r ,E_B_,T EBt� 4W134_ 1 BT' WBR _ NBL 1_B_T �f 1313 S3L , sBT SBR
Approach LOS B C C C
90th %de Green (s) 50 620 620 50 620 620 70 200 50 180
90th %ile Term Code Max Hold Hold Max Max Max Max MaxR Max MaxR
70th %ile Green (s) 50 506 506 50 506 506 70 200 50 180
70th %ile Term Code Max Hold Hold Max Gap Gap Max MaxR Max MaxR
50th %ile Green (s) 50 432 432 50 432 432 70 200 50 180
50th %ile Term Code Max Hold Hold Max Gap Gap Max MaxR Max MaxR
30th %ile Green (s) 00 220 220 50 300 300 66 276 00 180
30th %ile Term Code Skip Hold Hold Max Gap Gap Gap Hold Skip MaxR
10th %ile Green (s) 00 172 172 00 172 172 00 200 00 200
10th %ile Term Code Skip Hold Hold Skip Gap Gap Skip MaxR Skip Hold
Queue Length 50th (ft) 12 175 12 21 375 15 34 74 21 88
Queue Length 95th (ft) 26 250 27 39 524 33 86 162 60 187
Internal Link Dist (ft) 429 1652 767 419
Turn Bay Length (ft)
Base Capacity (vph) 236 1147 953 424 1164 968 331 504 343 442
Starvation Cap Reductn 0 260 0 0 0 0 0 0 0 0
Spolback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 022 053 004 021 068 005 025 030 015 039
InterSeCtion ��• ��f .� ° - . ,:�. ' .I a � . „
Area Type Other
Cycle Length: 110
Actuated Cycle Length 83 7
Natural Cycle. 75
Control Type Actuated - Uncoordinated
Maximum v/c Ratio: 0.84
Intersection Signal Delay 24 2 Intersection LOS C
Intersection Capacity Utilization 68.4% ICU Level of Service C
Analysis Period (min) 15
90th %ile Actuated Cycle. 110
70th %ile Actuated Cycle 98 6
50th %ile Actuated Cycle 912
30th %ile Actuated Cycle 69 6
10th %ile Actuated Cycle. 49.2
Splits and Phases 3 US 34 & Cannonball Trl
"'� I _. o4
01 02 _ ............... 03
o5 r--- o6 o7 I 08
Weekday PM - Existing Synchro 6 Report
Kenig, Lindgren, Ohara, Aboana, Inc
i
I
Kendall Marketplace; Yorkville, IL
9: Cannonball TrI & IL 47 6/27/2006
i
Lane Group3 °� `�' 3i vEBT ,gBR WB'L_��1llBT WBf w ,) fBL� -_ NBA = l B SBL SBT SBR
Lane Configurations 4 + 4 r
Ideal Flow(vphpq 1900 1900 1900 1900 1900 1900 1900 2000 1900 1900 2000 1900
Total Lost Time (s) 40 40 40 40 40 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
j Lane Utd Factor 1 00 100 100 100 100 100 100 1 00 100 100 1 00 100
Frt 0 981 0 982 0 850 0 850
Fit Protected 0 985 0 975 0 950 0 950
II Satd Flow (prot) 0 1800 0 0 1783 0 1770 1905 1583 1770 1905 1583
Flt Permitted 0 874 0 761 0 352 0 379
Satd. Flow (perm) 0 1597 0 0 1392 0, 656 1905 1583 706 1905 1583
Right Turn on Red No No No No
Satd Flow (RTOR)
Headway Factor 100 100 100 100 100 100 100 1 00 100 100 1 00 1 00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1452 1033 1093 1017
Travel Time (s) 33.0 23.5 24.8 231
Volume (vph) 65 120 30 60 40 15 25 365 50 10 390 55
Peak Hour Factor 0.95 095 095 0.95 095 095 095 095 0.95 095 095 095
Heavy Vehicles ( %) 2% 2% 2% 2% 2% 2% 2% 5% 2% 2% 5% 2%
Adl Flow (vph) 68 126 32 63 42 16 26 384 53 11 411 58
Lane Group Flow (vph) 0 226 0 0 121 0 26 384 53 11 411 58
Turn Type Perm Perm pm +pt Perm pm +pt Perm
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 8 2 2 6 6
Detector Phases 4 4 8 8 5 2 2 1 6 6
Minimum Initial (s) 40 40 40 4.0 40 40 40 40 4.0 40
Minimum Split (s) 220 220 220 220 80 220 220 80 220 220
Total Split (s) 41.0 410 0.0 410 410 00 19.0 500 500 190 500 500
Total Split ( %) 373% 373% 00% 373% 373% 00% 173% 455% 455% 173% 455% 45
Maximum Green (s) 35.0 35.0 35.0 350 160 44.0 440 16.0 440 440
Yellow Time (s) 45 45 45 45 30 45 45 30 45 45
All -Red Time (s) 1 5 15 15 1 5 0.0 1 5 1 5 0.0 1 5 15
Lead /Lag Lead Lag Lag Lead Lag Lag
Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes
Vehicle Extension (s) 30 30 30 30 30 30 30 30 30 3 0
Recall Mode None None None None None Max Max None Max Max
Walk Time (s) 50 50 50 50 50 50 50 50
Flash Dont Walk (s) 11.0 110 110 11D 11 0 110 110 110
Pedestrian Calls ( # /hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 179 179 512 50.5 505 502 487 487
Actuated g/C Ratio 023 023 062 065 065 059 062 062
v/c Ratio 0.62 038 006 031 005 002 035 008
Control Delay 342 284 67 86 77 74 102 90
Queue Delay 00 00 00 00 00 00 00 00
Total Delay 342 284 67 86 77 74 102 90
LOS C C A A A A B A
Approach Delay 342 284 84 100
Weekday AM - Existing Synchro 6 Report
Kerng, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
9: Cannon Trl & IL 47 6/27/2006
Lane Group- °" ` ' $1 -.. EBT "EI3R -WBGa. T� = ll►BR NB4 B _ fIBR �W BT" SBR
� ��g. __.. 9 .<.
Approach LOS C C A B
90th %ile Green (s) 245 245 245 245 68 446 446 62 440 440
90th %ile Term Code Gap Gap Hold Hold Gap Hold Hold Gap MaxR MaxR
70th %ile Green (s) 197 197 197 197 64 534 534 00 440 440
70th %ile Term Code Gap Gap Hold Hold Gap Hold Hold Skip MaxR MaxR
50th %ile Green (s) 151 151 151 151 00 440 440 00 440 440
50th %ile Term Code Gap Gap Hold Hold Slop MaxR MaxR Skip MaxR MaxR
30th %ile Green (s) 124 124 124 124 00 440 440 00 440 440
30th %ile Term Code Gap Gap Hold Hold Skip MaxR MaxR Skip MaxR MaxR
10th %ile Green (s) 91 91 91 91 00 544 544 00 544 544
10th %ile Term Code Gap Gap Hold Hold Skip Dwell Dwell Skip Dwell Dwell
Queue Length 50th (ft) 88 44 4 64 7 2 70 8
Queue Length 95th (ft) 176 100 15 192 33 8 211 36
Internal Link Dist (ft) 1372 953 1013 937
Turn Bay Length (ft)
Base Capacity (vph) 611 533 544 1232 1024 553 1187 987
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spolback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 037 023 005 031 005 002 035 006
Intersectt5mS4ml ; , �-Yj., _, , ~ x, . I '"—,"
Area Type Other
Cycle Length. 110
Actuated Cycle Length 78 1
Natural Cycle. 55
Control Type Actuated - Uncoordinated
Maximum v/c Ratio: 0.62
Intersection Signal Delay 15 4 Intersection LOS B
Intersection Capacity Utilization 40 1 % ICU Level of Service A
Analysis Period (min) 15
90th %ile Actuated Cycle. 90.3
70th %ile Actuated Cycle 85 1
50th %ile Actuated Cycle. 71.1
30th %ile Actuated Cycle 68 4
10th %ile Actuated Cycle 75 5
Splits and Phases 9 Cannonball Tri & IL 47
#
A I m2 J=14
l s5 06 08
Weekday AM - Existing Synchro 6 Report
Kell Lindgren, Ohara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
9 Cannonball Trl & IL 47 s/27/2oos
.. �' --► `fir � f— � � � � �'°' � `�
Lane Group EST EVR- WBLr - 3T .V31 NB,I�,"'�'NBT9„_��__M SB_L' SBT SBR
Lane Configurations 4+ + I 1 t �
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 2000 1900 1900 2000 1900
Total Lost Time (s) 40 40 40 40 40 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util Factor 100 1 00 1 00 1 00 1 00 100 1 00 1 00 1 00 1 00 1 00 1 00
Frt 0 978 0 989 0 850 0.850
Flt Protected 0 977 0 983 0 950 0 950
Satd Flow (prot) 0 1780 0 0 1811 0 1770 1905 1583 1770 1905 1583
Flt Permitted 0 784 0 868 0 217 0 459
Satd Flow (perm) 0 1428 0 0 1599 0 404 1905 1583 855 1905 1583
Right Turn on Red No No No No
Satd Flow (RTOR)
Headway Factor 100 1 00 100 1 00 1 00 100 100 100 100 100 100 1 00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1452 1 033 1093 1017
Travel Time (s) 33.0 235 24.8 231
Volume (vph) 60 45 20 45 75 10 40 375 50 10 675 95
Peak Hour Factor 0.95 095 095 095 095 095 095 095 095 095 095 095
Heavy Vehicles ( %) 2% 2% 2% 2% 2% 2% 2% 5% 2% 2% 5% 2%
Adj. Flow (vph) 63 47 21 47 79 11 42 395 53 11 711 100
Lane Group Flow (vph) 0 131 0 0 137 0 42 395 53 11 711 100
Turn Type Perm Perm pm +pt Perm pm +pt Perm
Protected Phases 4 8 5 2 1 6
Permuted Phases 4 8 2 2 6 6
Detector Phases 4 4 8 8 5 2 2 1 6 6
Minimum Initial (s) 4.0 40 40 40 4 0 40 4 0 4 0 4 0 40
Minimum Split (s) 220 220 220 220 80 220 220 80 220 220
Total Split (s) 29.0 29.0 0.0 29.0 290 00 150 670 670 140 660 660
Total Split ( %) 264% 264% 00% 264% 264% 00% 136% 609% 609% 127% 600% 600%
Maximum Green (s) 230 230 23.0 230 120 610 610 11.0 600 600
Yellow Time (s) 45 45 45 45 30 45 45 30 45 45
All -Red Time (s) 15 15 1.5 1 5 00 15 1 5 00 15 15
Lead /Lag Lead Lag Lag Lead Lag Lag
Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes
Vehicle Extension (s) 30 30 30 30 30 3 0 3 0 30 3 0 30
Recall Mode None None None None None Max Max None Max Max
Walk Time (s) 50 50 50 50 50 50 50 50
Flash Dont Walk (s) 110 11 0 11.0 11.0 11.0 11 0 110 110
Pedestrian Calls ( #/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 159 159 71 1 701 701 688 661 661
Actuated g/C Ratio 017 017 072 073 073 067 069 069
v/c Ratio 0 55 052 0.12 0.28 0.05 0.02 054 0.09
Control Delay 446 423 4 8 61 54 53 11 1 7 0
Queue Delay 00 00 00 0.0 0.0 0.0 00 00
Total Delay 446 423 4 8 61 54 5 3 11 1 70
LOS D D A A A A B A
Approach Delay 446 423 5 9 105
Weekday PM - Existing Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
9. Cannonball TH & I 47 ¢ 6/27/2006
LaneGroup -•; ; ; =.E$l:� .;.EBT: r�SR.u� -VBL ►1BTt:UII)3R �3 BLBR; °SBL SBT SBR
Approach LOS D D A B
90th %ile Green (s) 207 207 207 207 72 61 1 61 1 61 60 0 60o
90th %ile Term Code Gap Gap Hold Hold Gap Hold Hold Gap MaxR MaxR
70th %ile Green (s) 167 167 167 167 68 698 698 00 600 600
70th %ile Term Code Gap Gap Hold Hold Gap Hold Hold Skip MaxR MaxR
50th %ile Green (s) 139 139 139 139 63 693 693 00 600 600
50th %Ile Term Code Gap Gap Hold Hold Gap Hold Hold Skip MaxR MaxR
30th %ile Green (s) 107 107 107 107 00 613 61 3 00 613 613
30th %ile Term Code Gap Gap Hold Hold Skip Dwell Dwell Skip Dwell Dwell
10th %ile Green (s) 81 8 1 81 81 00 781 781 00 781 781
10th %ile Term Code Gap Gap Hold Hold Skip Dwell Dwell Skip Dwell Dwell
Queue Length 50th (ft) 74 76 5 62 7 1 215 20
Queue Length 95th (ft) 133 136 17 172 28 7 391 48
Internal Link Dist (ft) 1372 953 1013 937
Turn Bay Length (ft)
Base Capacity (vph) 342 382 420 1395 1159 653 1316 1093
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 038 036 010 028 005 002 054 009
Area Type Other
Cycle Length: 110
Actuated Cycle Length 95 8
Natural Cycle. 60
Control Type Actuated - Uncoordinated
Maximum v/c Ratio: 0 55
Intersection Signal Delay. 14 7 Intersection LOS B
Intersection Capacity Utilization 50 8% ICU Level of Service A
Analysis Period (min) 15
90th %ile Actuated Cycle 102.9
70th %ile Actuated Cycle 98 5
50th Ve Actuated Cycle 95 2
30th %de Actuated Cycle 84
10th %ile Actuated Cycle: 98.2
Splits and Phases 9 Cannonball Trl & IL 47
01 I o2 _ "" o4
I
4 \ 05 06 08
WeeKday PM - Existing Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
I
i
I
Year 2010 - Build Condition
i
Kendall Marketplace; Yorkville, IL
3. U S 34 & Cann onball Trl 6/2712006
Lane.0roup _ EBL ERL�E 3R WJ3L `WBT WBR NBL ' IBT 'NBR � S.BL,, SBT SBR
Lane Configurations ft r tt r t P I f
Ideal Flow (vphpl) 1900 2000 1900 1900 2000 1900 1900 2000 1900 1900 2000 1900
Total Lost Time (s) 40 40 40 40 40 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util Factor 1 00 095 100 1 00 095 100 1 00 1 00 100 1 00 1 00 1 00
Fit 0 850 0850 0.850 0 850
Flt Protected 0 950 0 950 . 0 950 .850 0 950
Satd Flow (prot) 1770 3619 1583 1770 3619 1583 1770 1961 1583 1770 1961 1583
Flt Permitted 0 139 0 089 0 704 0 570
Satd. Flow (perm) 259 3619 1583 166 3619 1583 1311 1961 1583 1062 1961 1583
Right Turn on Red No No No No
Said Flow (RTOR)
Headway Factor 1 00 1 00 100 1 00 100 1 00 100 1 00 100 1 00 100 1 00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 509 1732 847 1487
Travel Time (s) 116 394 193 338
Volume (vph) 210 1165 130 165 933 142 90 75 135 202 77 236
Peak Hour Factor 095 095 095 095 0.95 095 095 0 095 095 095 095
Heavy Vehicles ( %) 2% 5% 2% 2 5% 2% 2% 2% 2% 2% 2% 2%
Add Flow (vph) 221 1226 137 174 982 149 95 79 142 213 81 248
Lane Group Flow (vph) 221 1226 137 174 982 149 95 79 142 213 81 248
Turn Type pm +pt Perm pm +pt Perm pm +pt pm +ov pm +pt pm +ov
Protected Phases 5 2 1 6 3 8 1 7 4 5
Permitted Phases 2 2 6 6 8 8 4 4
Detector Phases 5 2 2 1 6 6 3 8 1 7 4 5
Minimum Initial (s) 40 40 40 40 40 40 40 40 40 40 40 40
Minimum Split (s) 80 220 220 80 220 220 80 220 80 80 220 80
Total Split (s) 220 520 520
190 490 49.0 100 220 190 170 290 220
Total Split ( %) 20 47 47 173% 44 44 91% 20 0% 17 155% 26 200%
Maximum Green (s) 19.0 460 46.0 160 430 43.0 7.0 16.0 160 140 230 190
Yellow Time (s) 30 45 45 30 45 45 30 45 30 30 45 30
All -Red Time (s) 00 1.5 1 5 0.0 is 1 5 00 1.5 0.0 00 1 5 00
Lead /Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lead Lag Lead
Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Vehicle Extension (s) 30 30 30 30 30 30 30 30 30 30 30 30
Recall Mode None C -Max C -Max None C -Max C -Max None Max None None Max None
Walk Time (s) 50 50 50 50 50 50
Flash Dont Walk (s) 110 110 110 11 0 110 11 0
Pedestrian Calls ( # /hr) 0 0 0 0 0 0
Act Effct Green (s) 640 52.4 524 620 514 614 248 189 335 349 251 407
Actuated g/C Ratio 058 048 048 056 047 047 023 017 030 032 023 037
ft Ratio 071 071 018 070 058 020 030 023 029 051 018 042
Control Delay 265 263 182 345 238 192 31 1 421 307 341 356 278
Queue Delay 0.0 00 00 00 0.0 00 00 00 00 0.0 00 00
Total Delay 265 263 182 345 238 192 31 1 421 307 341 356 278
LOS C C B C C B C D C C D C
Approach Delay 256 247 336 314
Weekday AM - Year 2010 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
3: US 34 & Cannonball Trl 627/2006
Lane. Croup _ EBB EBT ERR. WBL WBT� 301SR,. AB ".NBT— 'L-NBf r SB6 SBT SBR
Approach LOS j C C C C
Queue Length 50th (ft) 65 350 54 58 254 59 48 49 77 116 46 132
Queue Length 95th (ft) 132 467 100 134 363 115 89 95 125 184 88 182
Internal Link Dist (ft) 429 1652 767 1407
Turn Bay Length (ft)
Base Capacity (vph) 405 1724 754 317 1690 739 321 337 545 422 448 678
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spolback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
I Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
{ Reduced v/c Ratio 055 071 018 055 058 020 030 023 0 26 050 018 037
Intersection Suffimar? r1'
Area Type Other
Cycle Length. 110
Actuated Cycle Length 110
Offset 72 (65 %), Referenced to phase 2 EBTL and 6.WBTL. Start of Green
Natural Cycle 70
Control Type Actuated - Coordinated
Maximum v/c Ratio 0 71
Intersection Signal Delay. 26 8 Intersection LOS. C
Intersection Capacity Utilization 67 6% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases 3 US 34 & Cannonball Trl -
11f m1 m2 - 03 1� a4
Novo
. � 05 m6 - -- -
i
I
I
�I
i
I
Weekday AM - Year 2010 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
i
Kendall Marketplace; Yorkville, IL
3 US 34 & Cannonball Trl 6/27/2006
�— t
Lanearoup 54 t: EBL* EBT EBR WB4 WBT WBR NBL NBT -. 6 NBR L SBT SBR
Lane Configurations ++ r �' + t
Ideal Flow (vphpl) 1900 2000 1900 1900 2000 1900 1900 2000 1900 1900 2000 1900
Total Lost Time (s) 40 40 40 40 40 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trading Detector (ft) 0 0 0 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util Factor 1 00 095 1 00 1 00 095 1 00 1 00 1 00 1 00 1 00 1 00 1 00
Fit 0.850 0 850 0 850 0 850
Flt Protected 0 950 0 950 0 950 0 950
Satd Flow (prot) 1770 3619 1583 1770 3619 1583 1770 1961 1583 1770 1961 1583
Flt Permitted 0 068 0 073 0 531 0 641
Satd. Flow (perm) 127 3619 1583 136 3619 1583 989 1961 1583 1194 1961 1583
Right Turn on Red No No No No
Satd Flow (RTOR)
Headway Factor 1 00 1 00 1 00 100 1 00 1 00 100 100 1 00 1 00 1 00 1 00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 509 1732 847 1487
Travel Time (s) 116 394 193 338
Volume (vph) 295 1533 149 140 1900 225 190 94 125 233 132 404
Peak Hour Factor 095 095 0.95 095 095 095 0.95 0.95 095 095 095 095
Heavy Vehicles ( %) 2% 5% 2% 2% 5% 2% 2% 2% 2% 2% 2% 2%
Add Flow (vph) 311 1614 157 147 2000 237 200 99 132 245 139 425
Lane Group Flow (vph) 311 1614 157 147 2000 237 200 99 132 245 139 425
Turn Type pm +pt Perm pm +pt Perm pm +pt pm +ov pm +pt pm +ov
Protected Phases 5 2 1 6 3 8 1 7 4 5
Permitted Phases 2 2 6 6 8 8 4 4
Detector Phases 5 2 2 1 6 6 3 8 1 7 4 5
Minimum Initial (s) 4.0 40 4.0 40 40 4.0 40 4.0 4.0 4.0 40 40
Minimum Split (s) 80 220 220 80 220 220 80 220 80 80 220 80
Total Split (s) 200 660 66.0 130 590 590 90 22.0 13.0 9.0 220 200
Total Split ( %) 182% 600% 600% 11 8% 536% 536% 82% 200% 118% 82% 200% 182%
Maximum Green (s) 160 60.0 600 90 530 530 60 160 90 60 16 0 160
Yellow Time (s) 30 45 45 30 45 45 30 45 30 30 45 30
All -Red Time (s) 1.0 1.5 1.5 10 15 15 00 15 10 00 15 1 0
Lead /Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lead Lag Lead
Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Vehicle Extension (s) 30 30 30 30 30 30 30 30 30 30 30 30
Recall Mode None C -Max C -Max None C -Max C -Max None Max None None Max None
Walk Time (s) 50 50 50 50 50 50
Flash Dont Walk (s) 11.0 11 0 110 110 110 110
Pedestrian Calls ( # /hr) 0 0 0 0 0 0
Act Effct Green (s) 75.0 626 626 634 550 550 230 18.0 30.4 230 180 380
Actuated g/C Ratio 068 057 057 058 050 050 021 016 028 021 016 035
v/c Ratio 095 078 017 072 1 10 030 083 031 030 089 043 078
Control Delay 712 221 121 419' 839 175 665 436 335 731 462 436
Queue Delay 00 0.0 00 00 00 00 0.0 00 00 00 00 00
Total Delay 712 221 121 419 839 175 665 436 335 731 462 436
LOS E C B D F B E D C E D D
Approach Delay 287 747 51 1 530
Weekday PM - Year 2010 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
I
Kendall Marketplace; Yorkville, PL 6/27/2006
3: US 34 & Cannonball Trl ¢ .._ ._... .
Lane Group .•�T EBR WBL WBT V�IBi , ,NBA. 'f ZV.I�BR� SBI. SBT SBR
Approach LOS C E D D
Queue Length 50th (ft) 168 447 51 49 --B48 95 121 62 73 152 89 266
Queue Length 95th (ft) #343 545 86 #138 9987 150 #243 114 127 9304 152 #406
Internal Link Dist (ft) 429 1652 767 1407
Turn Bay Length (ft)
Base Capacity (vph) 326 2058 900 213 1810 792 242 321 446 276 321 547
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spolback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 095 078 017 069 1 10 030 083 031 030 089 043 078
Intersecctj<0&Summary
Area Type Other
Cycle Length' 110
Actuated Cycle Length 110
Offset. 83 (75 %), Referenced to phase 2.EBTL and 6 WBTL, Start of Green
Natural Cycle 120
Control Type. Actuated - Coordinated
Maximum v/c Ratio 1 10
Intersection Signal Delay. 53 0 Intersection LOS D
Intersection Capacity Utilization 97 2% ICU Level of Service F
Analysis Period (min) 15
Volume exceeds capacity, queue is theoretically infinite
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer
Queue shown is maximum after two cycles
Splits and Phases 3 US 34 & Cannonball Trl
1401 o2
03 � 04
~' 06 07 m8
05 - -
Weekday PM - Year 2010 Synchro 6 Report
Kerng, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace: Yorkville, IL
9: Cannon Trl & IL 47 q� 1 6/27/2006
Lane Group ,. EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations tt r
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 2000 1900 1900 2000 1900 j
Total Lost Time (s) 40 40 40 40 40 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trading Detector (ft) 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util Factor 1 00 1 00 1 00 100 100 1 00 1 00 095 095 1 00 095 1 00
Frt 0.956 0 988 0 985 0 850
Flt Protected 0 950 0 983 0 950 0 950
Satd. Flow rot 1770 1781 0 0 1809 0 1770 3575 0 1770 3619 1583
Flt Permitted 0 530 0 811 0 286 0 297
Satd Flow (perm) 987 1781 0 0 1493 0 533 3575 0 553 3619 1583
Right Turn on Red No No No No
Satd Flow (RTOR)
Headway Factor 1 00 1 00 1 00 100 100 1 00 100 1 00 1 00 1 00 100 1 00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1452 1033 1093 1017
Travel Time (s) 330 235 248 231
Volume (vph) 311 171 70 60 100 15 45 450 50 10 480 233
Peak Hour Factor 095 095 095 095 095 095 095 095 095 095 095 095
Heavy Vehicles ( %) 2% 2% 2% 2% 2% 2% 2% 5% 2% 2% 5% 2%
Adj Flow (vph) 327 180 74 63 105 16 47 474 53 11 505 245
Lane Group Flow (vph) 327 254 0 0 184 0 47 527 0 11 505 245
Turn Type pm +pt Perm pm +pt pm +pt pm +ov
Protected Phases 7 4 8 5 2 1 6 7
Permitted Phases 4 8 2 6 6
Detector Phases 7 4 8 8 5 2 1 6 7
Minimum Initial (s) 40 40 40 40 40 40 40 40 40
Minimum Split (s) 80 220 220 220 80 220 80 220 80
Total Split (s) 300 630 00 330 330 00 150 330 00 140 320 300
Total Split ( %) 273% 573% 00% 300% 300% 00% 136% 300% 00% 127% 291% 273%
Maximum Green (s) 260 570 270 270 120 270 11 0 260 260
Yellow Time (s) 30 45 45 45 30 45 30 45 30
All -Red Time (s) 1 0 15 1 5 15 00 15 00 15 10
Lead /Lag Lead Lag Lag Lead Lag Lead Lag Lead
Lead -Lag Optimize?
Vehicle Extension (s) 30 30 30 30 30 30 30 30 30
Recall Mode None None None None None Max None Max None
Walk Time (s) 50 50 50 so 50
Flash Dont Walk (s) 110 110 110 110 110
Pedestrian Calls ( # /hr) 0 0 0 0 0
Act Effct Green (s) 410 410 175 350 341 322 298 533
Actuated g/C Ratio 048 048 021 040 040 035 035 063
v/c Ratio 050 0.30 06D 016 037 004 040 025
Control Delay 166 141 410 200 21 8 21 3 261 101
Queue Delay 00 00 00 00 0.0 0.0 00 00
Total Delay 166 141 410 200 218 21 3 261 101
LOS B B D C C C C B
Approach Delay 155 41 0 21 7 209
Weekday AM - Year 2010 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
I
I
Kendall Marketplace; Yorkville, IL 6/27/2006
9. Cannonball Trl_& IL 47 -
--�
Lane.Group EBL EBT EBR WBL . YVBT WBR NBL NBT - , N PR- SBL SB
96 SBR
Approach LOS B 6 15 103 4 120 61
C
Queue Lengtn 50th (ft) 112 82
Queue Length 95th (ft) 178 136 176 44 208 16 206 132
Internal Link Dist (ft) 1372 953 1013 937
Turn Bay Length (ft) 458 349 1433 325 1269 1030
Base Capacity (vph) 676 1031
0 0 0 0 0 0
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 D
Storage Cap Reductn 0 0
Reduced v/c Ratio 048 025
0 40 0 13 0 37 0 03 0 40 0 24
Intersection Summ'ar'y
Area Type Other
Cycle Length 110
Actuated Cycle Length 85
Natural Cycle 60
Control Type Actuated - Uncoordinated
Maximum v/c Ratio. 0 60 Intersection LOS C
Intersection Signal Delay 214 ICU Level of Service B
Intersection Capacity Utilization 56 7%
Analysis Period (min) 15
Splits and Phases 9 Cannonball Trl & IL 47
01 t 02 104 -
05 06_.. m7 .- 06
Synchro 6 Report
Weekday AM - Year 2010
Kenig, Lindgren, O'hara, Aboana, Inc
I
Kendall Marketplace; Yorkville, IL
9: Ca nnonball Trl & IL-47- _ 6
Lane Group EBL EBT EBR. WBL WBT WM NBL_., t48Tn .NBR SBL SBT SBR
Lane Configurations V1 0 tt
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 2000 1900 1900 2000 1900
Total Lost Time (s) 40 40 40 40 40 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trading Detector (ft) 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Utd Factor 1 00 100 100 100 100 1 00 100 095 095 1 00 095 1 00
0 974 0 995 0 985 0 85D
Frt
Flt Protected 0 950 0 992 0 950 0950 3619
Satd Flow (prot) 1770 1814 0 0 1839 0 1770 3575 0 1770 3619 1583
Flt Permitted 0 341 0 905 0 122 0 355
Satd Flow (perm) 635 1814 0 0 1677 0 227 3575 0 661 3619 1 583
Right Turn on Red No No No No
Satd Flow (RTOR)
Headway Factor 100 100 100 1 00 100 1 00 1 00 1 00 1 00 1 00 1 00 100
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1452 1033 1093 1017
Travel Time (s) 33.0 235 24.8 231
Volume (vph) 405 187 40 45 213 10 80 465 50 10 835 496
Peak Hour Factor 0.95 095 0.95 095 095 095 0.95 095 095 095 095 095
Heavy Vehicles ( %) 2% 2% 2% 2% 2% 2% 2% 5% 2% 2% 5% 2%
Add Flow (vph) 426 197 42 47 224 11 84 489 53 11 879 522
Lane Group Flow (vph) 426 239 0 0 282 0 84 542 0 11 879 522
Turn Type pm +pt Perm pm +pt pm +pt pm +ov
Protected Phases 7 4 8 5 2 1 6 7
Permitted Phases 4 8 2 6 6
Detector Phases 7 4 8 8 5 2 1 6 7
Minimum Initial (s) 40 40 40 40 40 40 40 40 40
Minimum Split (s) 80 220 22 0 22 0 8 0 22 0 8 0 22 0 8 0
Total Split (s) 300 600 00 300 300 00 100 420 00 80 400 300
Total Split ( %) 273% 545% 00% 273% 273% 00% 91% 38 2% 00% 73% 364% 273%
Maximum Green (s) 26.0 540 240 24.0 70 36.0 50 340 260
Yellow Time (s) 30 45 45 45 30 45 30 45 30
All -Red Time (s) 1.0 1 5 1.5 1.5 00 1 5 00 1 5 10
Lead /Lag Lead Lag Lag Lead Lag Lead Lag Lead
Lead -Lag Optimize?
Vehicle Extension (s) 30 30 30 30 30 30 30 30 30
Recall Mode None None None None None Max None Max None
Walk Time (s) 50 50 50 50 50
Flash Dont Walk (s) 110 110 110 110 11 0
Pedestrian Calls (#/hr) 0 0 0 0 0
Act Effct Green (s) 504 504 224 441 43.1 400 37 0 650
Actuated g/C Ratio 049 049 022 042 042 037 036 063
v/c Ratio 074 0.27 077 047 0.36 004 068 052
Control Delay 264 164 540 280 230 209 332 143
Queue Delay 00 00 00 00 00 00 00 00
Total Delay 264 164 540 280 230 209 332 143
LOS C B D C C C C B
Approach Delay 228 540 237 261
Weekday PM - Year 2010 Synchro 6 Report
Kerng, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL 6/27/2006
9: Cannonball TH & IL 47
_.. �' --► '`fir � �-- �`' "°� I �` �°
Lane Group .k EBL EBT EBR� ]IIfBL WBT WBR NBL NBT �-NBR SBL SBT SBR
Approach LOS C D C C
Queue Length 50th (ft) 187 92 184 35 134 4 286 203
Queue Length 95th (ft) 272 143 281 68 204 16 363 301
Internal Link Dist (ft) 1372 953 1013 937
Turn Bay Length (ft)
Base Capacity (vph) 587 938 411 184 1495 282 1300 1008
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spolback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced We Ratio 073 025 069 046 036 004 068 052
Intersection Summarq
Area Type Other
Cycle Length 110
Actuated Cycle Length 103 1
Natural Cycle 70
Control Type Actuated - Uncoordinated
Maximum We Ratio 0.77 Intersection LOS C
Intersection Signal Delay 27 5 ICU Level of Service D
Intersection Capacity Utilization 76 4%
Analysis Period (min) 15
Splits and Phases 9 Cannonball Trl & IL 47
+
01 I o2 �" 04 INS
m8
05 06 - 07
Synchro 6 Report
Weekday PM - Year 2010
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace: Yorkville, IL
5: US 34 & Beecher R 6/27/2006
Lane Group , • EBL EBr — E8R WBL WBT WBR N13L 'NBT2 °NBR�_ SBL SBT SBR
Lane Configurations�!1
Ideal Flow (vphpl) 1900 2000 1900 1900 2000 1900 1900 2000 1900 1900 2000 1900
Total Lost Times 4 0 4 0 4 0 4 0 4 0 4 0 4
O 0 40 40 40 40
40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Utd Factor 1 00 095 1 00 1 00 095 1 00 1 00 095 1 00 1 00 095 1 00
Frt 0 850 0 850 0 850 0 850
Flt Protected 0 950 0 950 0 950 0 950
Satd Flow (prot) 1770 3725 1583 1770 3725 1583 1770 3725 1583 1770 3725 1583
Fit Permitted 0 344 0 082 0 754 0 754
Satd. Flow (perm) 641 3725 1583 153 3725 1583 1405 3725 1583 1405 3725 1583
Right Turn on Red No No No No
Satd. Flow (RTOR)
Headway Factor 100 1 00 100 100 100 100 1 00 100 100 100 100 1 00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1305 580 1072 1436
Travel Time (s) 29.7 132 244 326
Volume (vph) 42 1266 205 385 775 16 115 5 220 30 5 27
Peak Hour Factor 095 0.95 095 095 095 095 095 095 095 095 095 095
Add Flow (vph) 44 1333 216 405 816 17 121 5 232 32 5 28
Lane Group Flow (vph) 44 1333 216 405 816 17 121 5 232 32 5 28
Turn Type pm +pt Perm pm +pt Perm pm +pt pm +ov pm +pt pm +ov
Protected Phases 5 2 1 6 3 8 1 7 4 5
Permitted Phases 2 2 6 6 8 8 4 4
Detector Phases 5 2 2 1 6 6 3 8 1 7 4 5
Minimum Initial (s) 40 40 40 40 40 40 40 40 40 40 40 40
Minimum Split (s) 80 220 22.0 80 22.0 22.0 80 22.0 8.0 8.0 220 80
Total Split (s) 80 490 490 310 720 720 80 220 310 80 220 80
Total Split ( %) 7.3% 445% 445% 282% 655% 655% 7.3% 20.0% 282% 73% 200% 73%
Maximum Green (s) 50 430 430 280 660 660 50 160 280 50 160 50
Yellow Time (s) 30 45 45 30 45 45 30 45 30 30 45 30
All -Red Time (s) 00 1 5 15 00 15 15 00 1 5 00 00 15 00
Lead /Lag Lead Lag Lag Lead - Lag Lag Lead Lag Lead Lead Lag Lead
Lead -Lag Optimize?
Vehicle Extension (s) 30 30 30 30 30 3.0 30 3.0 3.0 30 30 30
Recall Mode None C -Max C -Max None C -Max C -Max None Max None None Max None
Walk Time (s) 5.0 50 50 50 so 50
Flash Dont Walk (s) 11 0 110 110 110 110 110
Pedestrian Calls ( # /hr) 0 0 0 0 0 0
Act Effct Green (s) 533 493 493 760 696 696 236 212 479 220 180 260
Actuated g/C Ratio 0.48 045 045 0.69 063 063 021 019 044 020 016 024
v/c Ratio 012 080 030 092 035 002 039 001 034 Oil 001 007
Control Delay 96 31.5 220 393 41 13 402 386 221 339 386 335
Queue Delay 00 00 00 00 00 00 00 00 00 00 00 00
Total Delay 96 31 5 220 393 41 13 40.2 386 221 339 386 335
LOS A C C D A A D D C C D C
Approach Delay 296 156 285 341
Approach LOS C B C C
Weekday AM - Year 2010 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace, Yorkville, IL 6/27/2006
5: US 34 & Beecher R 4 --- . -... - .
Lana Group, R Ems EBT EBR WBL;._ WBT WBR hIBL .'NETT. to =�89� SBL- SBT SBR
Queue Length 50th (ft) 9 425 97 35 114 2 70 1 109 18 1 16
Queue Length 95th (ft) 20 547 164 #352 76 m2 124 7 164 44 7 40
Internal Link Dist (ft) 1225 500 992 1356
Turn Bay Length (ft)
Base Capacity (vph) 352 1669 709 503 2357 1002 314 718 751 294 610 374
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spolback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.13 080 0.30 0.81 0.35 002 0.39 0.01 031 011 0.01 0.07
Intersection Summai ,_' 06441 W ` " -
Area Type* Other
Cycle Length 110
Actuated Cycle Length 110
Offset 45 (41 %), Referenced to phase 2 EBTL and 6 WBTL, Start of Green
Natural Cycle 90
Control Type Actuated - Coordinated
Maximum v/c Ratio: 0.92
Intersection Signal Delay 24 3 Intersection LOS C
Intersection Capacity Utilization 77 6% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer
Queue shown is maximum after two cycles
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases 5 US 34 & Beecher Rd I
@2 m3 '1 m4
PEEIIIIIIIIIIIII
m7 1 08
o 06
Weekday AM - Year 2010 Synchro 6 Report
Kerng. Lindgren. O'hara, Aboana, Inc
I
Kendall Marketplace; Yorkville, IL
5: US 34 & Be echer Rd 6/27/2006
Lane Group EBL EBT, EBR WBL WBT. WBR NBL_ NOT - N BR, , SBi. SBT SBR
Lane Configurations j ft - r tt r I tt tt r
Ideal Flow (vphpl) 1900 2000 1900 1900 2000 1900 1900 2000 1900 1900 2000 1900
Total Lost Time (s) 40 40 40 40 40 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util Factor 1 00 095 100 1 00 095 100 1 00 095 1 00 1 00 095 1 00
Frt 0 850 0 850 0 850 0 850
Flt Protected 0 950 0 950 0 950 0 950
Satd Flow (prot) 1770 3725 1583 1770 3725 1583 1770 3725 1583 1770 3725 1583
Flt Permitted 0 121 0 108 0 715 0 754
Satd. Flow (perm) 225 3725 1583 201 3725 1583 1332 3725 1583 1405 3725 1583
Right Turn on Red No No No No
Satd Flow (RTOR)
Headway Factor 1 00 1 00 1 00 1 00 100 1 00 1 00 1 00 1 00 1 00 1 00 1 00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1305 580 1072 1436
Travel Time (s) 297 132 244 326
Volume (vph) 154 1037 320 595 1637 63 340 5 630 221 5 101
Peak Hour Factor 095 095 095 095 095 095 095 . 095 095 095 095 095
Add Flow (vph) 162 1092 337 626 1723 66 358 5 663 233 5 106
Lane Group Flow (vph) 162 1092 337 626 1723 66 358 5 663 233 5 106
Turn Type pm +pt Perm pm +pt Perm pm +pt pm +ov pm +pt pm +ov
Protected Phases 5 2 1 6 3 8 1 7 4 5
Permitted Phases 2 2 6 6 8 8 4 4
Detector Phases 5 2 2 1 6 6 3 8 1 7 4 5
Minimum Initial (s) 40 40 40 40 40 40 40 40 40 40 40 40
Minimum Split (s) 80 220 220 80 220 220 80 220 8.0 80 220 80
Total Split (s) 130 370 370 38 0 620 620 130 230 380 120 220 130
Total Split ( %) 11 8% 336% 336% 34.5% 564% 564% 118% 209% 345% 109% 200% 11 8%
Maximum Green (s) 90 310 310 340 560 560 100 170 340 90 160 90
Yellow Time (s) 30 45 4.5 30 45 45 30 45 30 3.0 45 30
All -Red Time (s) 10 1 5 15 10 15 15 00 15 1 0 00 15 1 0
Lead /Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lead Lag Lead
Lead -Lag Optimize?
Vehicle Extension (s) 30 3.0 30 30 30 30 30 30 30 30 30 30
Recall Mode None C -Max C -Max None C -Max C -Max None Max None None Max None
Walk Time (s) 5.0 5.0 50 50 50 50
Flash Dont Walk (s) 11 0. 110 110 110 110 110
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 417 330 330 710 583 583 280 190 570 260 180 307
Actuated g/C Ratio 038 030 030 065 053 053 025 017 052 024 016 028
v/c Ratio 078 098 071 102 087 008 095 001 081 065 001 024
Control Delay 520 606 438 546 116 38 758 378 31 5 442 386 323
Queue Delay 00 00 00 00 00 00 00 00 00 00 00 00
Total Delay 52.0 606 438 546 116 38 758 378 31 5 442 386 323
LOS D E D D B A E D C D D C
Approach Delay 561 225 470 405
Approach LOS E C D D
Weekday PM - Year 2010 Synchro 6 Report
Kenig, Lindgren, Ohara, Aboana, Inc
Kendall Marketplace; Yorkville, IL 6/27/2006
5' US 34 & Beecher Rd
Lane Group _EBL EBT EBR WDL WB-T WBR NBL ,_NBT� � )VBR $BL SBT SBR
Queue Length 50th (ft) 58 401 211 -355 353 7 228 1 372 136 1 58
Queue Length 95th (ft) #167 #545 319 m312 m500 m7 #434 99 2 5 213 135 105
Internal Link Dist (ft) 1225
Turn Bay Length (ft)
Base Capacity(vph) 212 1118 475 615 1973 839 375 643 820 359 610 446
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spolback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 076 098 0.71 102 087 008 095 0.01 0.81 065 001 024
Intersection Su.m1nary
Area Type Other
Cycle Length 110
Actuated Cycle Length 110
Offset 58 (53 %), Referenced to phase 2 EBTL and 6 WBTL, Start of Green
Natural Cycle 110
Control Type Actuated - Coordinated
Maximum We Ratio' 1.02
Intersection Signal Delay 38 3 Intersection LOS D
Intersection Capacity Utilization 95.7% ICU Level of Seance F
Analysis Period (min) 15
-- Volume exceeds capacity, queue is theoretically infinite
Queue shown is maximum after two cycles
# 95th percentile volume exceeds capacity, queue may be longer
Queue shown is maximum after two cycles
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases 5 US 34 & Beecher Rd II
f m1 lam" m2 m3 i m4
05 �f— 06 m7 t 08
i
Weekday PM - Year 2010 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
15: US 3 & Acces 4 6/27/2006
Lane Group e EBL EBB , WBT W13R SBL SBR
Lane Configurations �1 +��►
Ideal Flow (vphpl) 1900 2000 2000 1900 1900 1900
Total Lost Time (s) 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9
Lane Utd Factor 1 00 095 095 100 097 1 00
Frt 0.850 0 850
Flt Protected 0 950 0 950
Satd Flow (prot) 1770 3725 3725 1583 3433 1583
Flt Permitted 0 105 0 950
Satd Flow (perm) 196 3725 3725 1583 3433 1583
Right Turn on Red No No
Satd Flow (RTOR)
Headway Factor 1 00 100 100 100 100 100
Link Speed (mph) 30 30 30
Link Distance (ft) 732 872 824
Travel Time (s) 16.6 198 187
Volume (vph) 76 1440 1150 62 65 30
Peak Hour Factor 095 0.95 0.95 095 095 095
Add Flow (vph) 60 1516 1211 65 68 32
Lane Group Flow (vph) 80 1516 1211 65 68 32
Turn Type pm +pt pm +ov pm +ov
Protected Phases 5 2 6 4 4 5
Permitted Phases 2 6 4
Detector Phases 5 2 6 4 4 5
Minimum Initial (s) 40 40 40 40 40 40
Minimum Split (s) 80 22.0 220 220 220 80
Total Split (s) 220 790 570 31 0 310 220
Total Split ( %) 20.0% 718% 51.8% 282% 28.2% 200%
Maximum Green (s) 190 730 510 250 250 190
Yellow Time (s) 30 4.5 45 45 45 30
All -Red Time (s) 00 1 5 15 1 5 1 5 00
Lead/Lag Lead Lag Lead
Lead -Lag Optimize?
Vehicle Extension (s) 30 3.0 3.0 30 30 30
Recall Mode None C -Max C -Max Max Max None
Walk Time (s) 50 5.0 50 50
Flash Dont Walk (s) 110 110 110 110
Pedestrian Calls ( # /hr) 0 0 0 0
Act Effct Green (s) 750 750 666 984 270 371
Actuated g/C Ratio 0.68 068 0.61 089 025 034
v/c Ratio 036 060 054 005 008 006
Control Delay 10.4 106 81 0.2 32.4 247
Queue Delay 00 00 00 00 00 00
Total Delay 104 106 8.1 02 324 247
LOS B B A A C C
Approach Delay 106 77 29.9
Approach LOS B A C
Weekday AM - Year 2010 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
15: US 34 & Access 4 6/272006
Lane Group -WBT WBR SBL SBR
Queue Length 50th (ft) 17 271 101 1 19 15
Queue Length 95th (ft) 33 329 124 m2 37 37
Internal Link Dist (ft) 652 792 744
Turn Bay Length (ft)
Base Capacity (vph) 391 2540 2256 1416 843 705
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.20 060 0 54 005 008 005
Intersection Sufrimary 4
Area Type Other
Cycle Length 110
Actuated Cycle Length 110
Offset 104 (95 %). Referenced to phase 2 EBTL and 6 WBT, Start of Green
Natural Cycle 60
Control Type Actuated - Coordinated
Maximum v/c Ratio. 0 60
Intersection Signal Delay 100 Intersection LOS B
Intersection Capacity Utilization 47.8% ICU Level of Service A
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal
Splits and Phases 15 US 34 & Access 4
—► o m4
2
= * 06 m 5
Weekday AM - Year 2010 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace, Yorkville, IL
15: US 34 & Ac cess 4 6/27/2006
i
—a. A, of
Lane Group EBL :EBT WBT WBR SBL SBR
Lane Configurations tt tt r
Ideal Flow (vphpl) 1900 2000 2000 1900 1900 1900
Total Lost Time (s) 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9
Lane Util Factor 1 00 095 095 1 00 097 100
Frt 0 850 0 850
Flt Protected 0 950 0 950
Satd Flow (prot) 1770 3725 3725 1583 3433 1583
Flt Permitted 0 062 0 950
Satd Flow (perm) 115 3725 3725 1583 3433 1583
Right Turn on Red No No
Satd. Flow (RTOR)
Headway Factor 1 00 1 00 100 1 00 100 100
Link Speed (mph) 30 30 30
Link Distance (ft) 732 872 824
Travel Time (s) 166 198 18.7
Volume (vph) 272 1616 2169 243 361 171
Peak Hour Factor 0.95 095 0.95 095 095 095
Ad) Flow (vph) 286 1701 2283 256 360 180
Lane Group Flow (vph) 286 1701 2283 256 380 180
Turn Type pm +pt pm +ov pm +ov
Protected Phases 5 2 6 4 4 5
Permitted Phases 2 6 4
Detector Phases 5 2 6 4 4 5
Minimum Initial (s) 40 40 40 40 40 40
Minimum Split (s) 80 22.0 22.0 220 220 80
Total Split (s) 230 880 650 220 220 230
Total Split ( %) 20.9% 800% 591% 200% 200% 20.9%
Maximum Green (s) 190 820 590 160 160 190
Yellow Time (s) 30 45 4.5 4.5 45 30
All -Red Time (s) 10 15 15 1 5 15 10
Lead /Lag Lead Lag Lead
Lead -Lag Optimize?
Vehicle Extension (s) 30 30 30 30 30 30
Recall Mode None C -Max C -Max Max Max None
Walk Time (s) 5.0 50 50 50
Flash Dont Walk (s) 110 110 11 0 110
Pedestrian Calls ( # /hr) 0 0 0 0
Act Effct Green (s) 840 840 634 854 180 386
Actuated g/C Ratio 076 076 0.58 0.78 0.16 0.35
v/c Ratio 085 060 106 021 068 032
Control Delay 51 1 67 472 26 500 274
Queue Delay 00 00 00 00 00 00
Total Delay 51 1 67 47.2 26 500 274
LOS D A D A D C
Approach Delay 131 427 428
Approach LOS B D D
Weekday PM - Year 2010 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
6/27/2006
15• US 34 & Access4
Lane Group EBL EBT WBT WSR SBL SBR
Queue Length 50th (ft) 140 228 - 953 30 131 89
Queue Length 95th (ft) #264 277 m #866 m28 182 146
Internal Link Dist (ft) 652 792 744
Turn Bay Length (ft)
Base Capacity (vph) 374 2845 2146 1228 562 590
Starvation Cap Reductn 0 0 0 0 0 0
Spolback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 076 060 106 021 068 031
Intersection Sup)mar�. x
Area Type* Other
Cycle Length 110
Actuated Cycle Length 110
Offset 104 (95 %), Referenced to phase 2 EBTL and 6 WBT, Start of Green
Natural Cycle. 110
Control Type Actuated - Coordinated
Maximum v/c Ratio 106
Intersection Signal Delay 31 1 Intersection LOS C
Intersection Capacity Utilization 92 3% ICU Level of Service F
Analysis Period (min) 15
-- Volume exceeds capacity, queue is theoretically infinite
Queue shown is maximum after two cycles
# 95th percentile volume exceeds capacity, queue may be longer
Queue shown is maximum after two cycles
m Volume for 95th percentile queue Is metered by upstream signal.
Splits and Phases 15 US 34 & Access 4
L _ o2 I m4
05 � 06
Weekday PM - Year 2010 Synchro 6 Report
Kerng, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
21: Access 1 & C annonball Trl 6/27/2006
Movement EBL. EBR, NBG NBT SBT SBR
Lane Configurations t t
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh /h) 59 50 42 368 455 53
Peak Hour Factor 095 095 095 095 095 095
Hourly flow rate (vph) 62 53 44 387 479 56
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type TWLTL
Median storage veh) 1
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 955 479 535
vC1, stage 1 conf vol 479
vC2, stage 2 conf vol 476
vCu, unblocked vol 955 479 535
tC, single (s) 64 62 41
tC, 2 stage (s) 54
tF(s) 35 33 22
p0 queue free % 85 91 96
cM capacity (veh /h) 404 587 1033
Direction, Lane* . h w. EB.1. EB,2 _NB •1 N132 SB 1 SBA. _,, �•
Volume Total 62 53 44 387 479 56
Volume Left 62 0 44 0 0 0
Volume Right 0 53 0 0 0 56
cSH 404 587 1033 1700 1700 1700
Volume to Capacity 0.15 009 004 023 028 003
Queue Length 95th (ft) 13 7 3 0 0 0
Control Delay (s) 155 117 86 00 00 00
Lane LOS C B A
Approach Delay (s) 138 09 00
Approach LOS B
Intersection Summa
Average Delay 1 8
Intersection Capacity Utilization 406% ICU Level of Seance A
Analysis Period (min) 15
Weekday AM - Year 2010 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL 6/27/2006
' 21 •Access 1 &Cannonball Tr
- 4 \ t 1 4/
Movement ,, -. , E64r EBR NJ3) NBT SBTA, SBR
Lane Configurations + + r
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh /h) 152 124 100 515 651 88
Peak Hour Factor 095 095 095 o95 095 095
Hourly flow rate (vph) 160 131 105 542 685 93
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type TWLTL
Median storage veh) 1
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1438 685 778
vC1, stage 1 conf vol 685
vC2, stage 2 conf vol 753
vCu, unblocked vol 1438 685 778
tC, single (s) 64 6.2 41
tC, 2 stage (s) 54
tF (s) 3.5 33 22
p0 queue free % 39 71 87
cM capacity (veh /h) 263 448 839
Direction, Lane-0 E&I EB 2 NBA j f32 S 1 SB 2, ra �„
Volume Total 160 131 105 542 685 93
Volume Left 160 0 105 0 0 0
Volume Right 0 131 0 0 0 93
cSH 263 448 839 1700 1700 1700
Volume to Capacity 0.61 029 0.13 0.32 0.40 005
Queue Length 95th (ft) 91 30 11 0 0 0
Control Delay (s) 380 16.3 99 00 00 00
Lane LOS E C A
Approach Delay (s) 283 1.6 0 0
Approach LOS D
Intersection•Sumrlary.. �.
Average Delay 54
Intersection Capacity Utilization 582% ICU Level of Service B
Analysis Period (min) 15
Weekday PM -Year 2010 Synchro 6 Report
Kerng. Lindgren, O'hara. Aboana, Inc
Kendall Marketplace, Yorkville, IL
22. Access 2 & Can nonball Trl = __ ____ 6/27/2006
- t
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations t t
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh /h) 13 25 30 397 490 15
Peak Hour Factor 0 95 095 095 095 095 095
Hourly flow rate (vph) 14 26 32 418 516 16
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type TWLTL
Median storage veh) 1
Upstream signal (ft)
pX, platoon unblocked
vC, conflicbng volume 997 516 532
vC1. stage 1 conf vol 516
vC2, stage 2 conf vol 481
vCu, unblocked vol 997 516 532
tC, single (s) 6.4 62 4.1
tC, 2 stage (s) 54
tF(s) 35 33 22
p0 queue free % 97 95 97
cM capacity (veh /h) 394 559 1036
Direction, Lane # EB 1 EB 2 NB.1 NB 2 SB 1 SB 2
Volume Total 14 26 32 418 516 16
Volume Left 14 0 32 0 0 0
Volume Right 0 26 0 0 0 16
cSH 394 559 1036 1700 1700 1700
Volume to Capacity 003 005 0.03 025 030 001
Queue Length 95th (ft) 3 4 2 0 0 0
Control Delay (s) 145 118 8.6 00 00 00
Lane LOS B B A
Approach Delay (s) 127 06 00
Approach LOS B
Intersection Summary -"
Average Delay 08
Intersection Capacity Utilization 358% ICU Level of Service A
Analysis Period (min) 15
Weekday AM - Year 2010 Synchro 6 Report
Kenig, Lindgren. O'hara. Aboana. Inc
Kendall Marketplace; Yorkville, IL
6/27/2006
22. Access 2 &Cannonball TO
Movement EBL . F,$RA - NBL NBT SBT SBR
Lane Configurations
Sign Free Free
n Control P
g o 0
% % 0%
Grade 0 0
�
Volume (veh /h) 90 150 89 525 619 156
Peak Hour Factor 095 095 095 095 095 095
Hourly flow rate (vph) 95 158 94 553 652 164
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type TWLTL
Median storage veh) 1
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1392 652 816
vC1, stage 1 conf vol 652
vC2, stage 2 conf vol 740
vCu, unblocked vol 1392 652 816
tC, single (s) 64 6.2 41
tC, 2 stage (s) 54
tF (s) 3.5 3.3 22
p0 queue free % 65 66 88
cM capacity (veh /h) 273 468 812
Direction, Lane # XB 1 FB =2_ NB'` "B 2 SB.1 SB 2
Volume Total 95 158 94 553 652 164
Volume Left 95 0 94 0 0 0
Volume Right 0 158 0 0 0 164
cSH 273 468 812 1700 1700 1700
Volume to Capacity 035 034 012 0.33 0.38 010
Queue Length 95th (ft) 37 37 10 0 0 0
Control Delay (s) 250 166 10.0 00 00 00
Lane LOS D C B
Approach Delay (s) 197 1.5 00
Approach LOS C
Intersection Surgrnar .:.
Average Delay 3 5
Intersection Capacity Utilization 525% ICU Level of Service A
Analysis Period (min) 15
Weekday PM - Year 2010 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, I
23: US 34 & Access 3 6/27/2006
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations `fit +t r
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume (veh /h) 0 0 1200 59 0 12
Peak Hour Factor 095 095 095 095 095 095
Hourly flow rate (vph) 0 0 1263 62 0 13
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 872 509
pX, platoon unblocked 080 080 080
vC, conflicting volume 1325 1263 632
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 1159 1082 294
tC, single (s) 4.1 68 69
tC. 2 stage (s)
tF (s) 2.2 35 33
p0 queue free % 100 100 98
cM capacity (veh /h) 480 170 563
Direction, Lane EB 1 EB 2 WB 1 WS 2 VVR 3 SB 1
Volume Total 0 0 632 632 62 13
Volume Left 0 0 0 0 0 0
Volume Right 0 0 0 0 62 13
cSH 1700 1700 1700 1700 1700 563
Volume to Capacity 0.00 0.00 037 037 004 002
Queue Length 95th (ft) 0 0 0 0 0 2
Control Delay (s) 00 00 00 00 00 115
Lane LOS B
Approach Delay (s) 0.0 00 115
Approach LOS B
Intersection Summary
Average Delay 01
Intersection Capacity Utilization 41 5% ICU Level of Service A
Analysis Period (min) 15
Weekday AM - Year 2010 Synchro 6 Report
Kenig, Lindgren, Ohara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
23: US 34 & Access 3 6/27/2006
Movement- EBL EBT WBT WBR SBL SBR Y
Lane Configurations tt tt r ?
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume (veh /h) 0 0 2331 163 0 81
Peak Hour Factor 095 o95 095 095 095 095
Hourly flow rate (vph) 0 0 2454 172 0 85
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 872 509
pX, platoon unblocked 050 050 050
vC, conflicting volume 2625 2454 1227
vC 1 • stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 3250 2907 454
tC, single (s) 41 68 69
tC, 2 stage (s)
tF(s) 22 35 33
p0 queue free % 100 100 69
cm capacity (veh /h) 45 6 277
Direction, Lafle # ES-1 EB 2 •-• W$, K 'I , a WI3 2 WB,3_ T SB 'l,
Volume Total 0 0 1227 1227 172 85
Volume Left 0 0 0 0 0 0
Volume Right 0 0 0 0 172 85
cSH 1700 1700 1700 1700 1700 277
Volume to Capacity 0.00 000 072 072 010 031
Queue Length 95th (ft) 0 0 0 0 0 32
Control Delay (s) 00 00 0 0 00 00 237
Lane LOS C
Approach Delay (s) 00 00 237
Approach LOS C
Intersection- Summaryp. —
Average Delay 07
Intersection Capacity Utilization 729% ICU Level of Service C
Analysis Period (min) 15
Weekday PM - Year 2010 Synchro 6 Report
Kerng, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
24• US 34 & Access 5 6/27/2006
Movement EBL EBT WBT WBR SBL SBR „
Lane Configurations tt r
Sign Control Free Free Stop
Grade 0% 0% 0%
j Volume (veh /h) 0 0 1164 16 0 12
Peak Hour Factor 095 095 095 095 095 095
Hourly flow rate (vph) 0 0 1225 17 0 13
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 580 732
pX, platoon unblocked 079 079 079
vC, conflicting volume 1242 1225 613
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 1042 1021 247
tC, single (s) 41 68 69
tC, 2 stage (s)
tF (s) 22 3.5 33
p0 queue free % 100 100 98
cM capacity (veh /h) 525 184 596
Direction, Lane #— WB WB 2 WB 3 SB 1
Volume Total 613 613 17 13
Volume Left 0 0 0 0
Volume Right 0 0 17 13
cSH 1700 1700 1700 596
Volume to Capacity 036 036 001 002
Queue Length 95th (ft) 0 0 0 2
Control Delay (s) 00 0.0 0.0 112
Lane LOS B
Approach Delay (s) 0.0 112
Approach LOS B
Intersection Summary
Average Delay 01
Intersection Capacity Utilization 40.6% ICU Level of Service A
Analysis Period (min) 15
Weekday AM - Year 2010 Synchro 6 Report
Kenig, Lindgren, Ohara, Aboana, Inc
Kendall Marketplace: Yorkville, IL 627/2006
24: US 34 & Access 5
Movement„ h =EBL. EBT WBT WSR SBL SBR
Lane Configurations tt r ?
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume (vehlh) 0 0 2214 126 0 81
Peak Hour Factor 095 095 095 095 095 095
Hourly flow rate (vph) 0 0 2331 133 0 85
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
9
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 580 732
pX, platoon unblocked 041 041 041
vC, conflicting volume 2463 2331 1165
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 3133 2809 0
tC, single (s) 4.1 68 69
tC, 2 stage (s)
tF (s) 22
3 5 3 3
p0 queue free % 100 100 81
cM capacity (veh /h) 41 6 443
Direction, Lart # a WBj • VVB-g, AW 3 SB 1 - . r�
Volume Total 1165 1165 133 85
Volume Left 0 0 0 0
Volume Right 0 0 133 85
cSH 1700 1700 1700 443
Volume to Capacity 069 0.69 0 OB 019
Queue Length 95th (ft) 0 0 0 18
Control Delay (s) 00 0o 0.0 15.1
Lane LOS C
Approach Delay (s) 00 151
Approach LOS C
Intersection$9MMMv --
Average Delay 0 5
Intersection Capacity Utilization 69
ICU Level of Service C
Analysis Period (min) 15
Weekday PM - Year 2010 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana. Inc
i
I
I
Year 2016 Conditions
I
Kendall Marketplace; Yorkville, IL
3: US 34 & Cannonball.Trl 6/27/2006
Lane Group 1 � EBL EBT EBR WBL WBT WBRI 13L„ N8 tklai_BR SBL SBT SBR
Lane Configurations 1 1) tt + I t
Ideal Flow (vphpl) 1900 2000 1900 1900 2000 1900 1900 2000 1900 1900 2000 1900
Total Lost Time (s) 40 40 40 40 40 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Ubi Factor 097 095 100 097 0 95 100 100 100 1 00 1 100 1 00
Frt 0 850 0 850 0 850 0 850
Flt Protected 0 950 0 950 0 950 0 950
Said Flow (Prot) 3433 3619 1583 3433 3619 1583 1770 1961 1583 1770 1961 1583
Fit Permitted 0 950 0 950 0 684 0 559
Said Flow (Perm) 3433 3619 1583 3433 3619 1583 1274 1961 1583 1041 1961 1583
Right Turn on Red No No No No
Said Flow (RTOR)
Headway Factor 100 100 100 100 100 100 100 100 1 00 100 100 1 00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 509 1732 847 1487
Travel Time (s) 11.6 394 19.3 338
Volume (vph) 245 1460 160 210 1088 162 105 80 170 222 107 266
Peak Hour Factor 095 095 095 0.95 095 095 095 0.95 0 95 0 95 095 095
Heavy Vehicles ( %) 2% 5% 2% 2% 5% 2% 2% 2% 2% 2% 2% 2%
Adj. Flow (vph) 258 1537 168 221 1145 171 111 84 179 234 113 280
Lane Group Flow (vph) 258 1537 168 221 1145 171 111 84 179 234 113 280
Turn Type Prot Perm Prot Perm pm +pt pm +ov pm +pt pm +ov
Protected Phases 5 2 1 6 3 8 1 7 4 5
Permitted Phases 2 6 8 8 4 4
Detector Phases 5 2 2 1 6 6 3 8 1 7 4 5
Minimum Initial (s) 40 40 40 40 40 40 40 40 40 40 40 40
Minimum Split (s) 8 0 220 220 8 0 220 220 8 0 220 8 0 8 0 220 8 0
Total Split (s) 18.0 59.0 59.0 140 550 55 0 100 22.0 140 15.0 270 180
Total Split ( %) 164% 536% 536% 127% 500% 500% 91% 20 0% 127% 136% 245% 164%
Maximum Green (s) 14.0 53.0 530 100 490 490 7 0 160 100 12.0 21 0 140
Yellow Time (s) 30 45 45 30 45 45 30 45 30 30 45 30
All -Red Time (s) 10 15 15 10 15 15 0 0 15 10 0.0 1 5 10
Lead /Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lead Lag Lead
Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Vehicle Extension (s) 3 0 3 0 3 0 3 0 30 3 0 3 0 3 0 3 0 3 0 3 0 3 0
Recall Mode None C -Max C -Max None C -Max C -Max None Max None None Max None
Walk Time (s) 5 0 5 0 5 0 5 0 5 0 5 0
Flash Dont Walk (s) 110 110 110 11.0 110 110
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 126 55 2 552 9 8 524 524 24 2 182 320 33.0 230 396
Actuated g/C Ratio 011 050 050 009 048 048 022 017 029 030 0 21 0 36
v/c Ratio 0.65 0 85 021 072 065 023 036 026 039 0 61 028 049
Control Delay 54 8 294 162 628 247 183 340 426 343 391 387 306
Queue Delay 00 00 0.0 00 00 00 00 00 00 00 00 00
Total Delay 54 8 294 162 628 247 183 340 426 343 391 387 306
LOS D C B E C B C D C D D C
Approach Delay 316 29 5 361 352
Weekday AM - Year 2016 Synchro 6 Report
Kerng, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
3: US 34 & Ca nnon b all Trl 6/27/2006
Lane Group =EBL EBT EBK. WBT WBR NBL , NBT - -. NBR� SL3L= SBT SBR
,approach LOS C C D D
Queue Length 50th (ft) 90 478 64 79 321 70 58 52 101 133 67 150
Queue Length 95th (ft) 132 583 106 #128 401 117 104 99 166 208 120 229
Internal Link Dist (ft) 429 1652 767 1407
Turn Bay Length (ft)
Base Capacity(vph) 437 1816 794 312 1723 754 307 324 463 385 410 590
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spolback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 059 085 021 071 066 023 036 026 0,39 061 028 047
Intersection Summary -V
Area Type Other
Cycle Length 110
Actuated Cycle Length 110
Offset 72 (65 %), Referenced to phase 2 and 6 WBT, Start of Green
Natural Cycle BO
Control Type Actuated - Coordinated
Maximum v/c Ratio 0 85
Intersection Signal Delay 31 7 Intersection LOS C
Intersection Capacity Utilization 73 3% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer
Queue shown is maximum after two cycles.
Splits and Phases 3 US 34 & Cannonball Trl II
4`t 01 . p. 02 - - 4 _ e3 I i_ _ 04
r --
05 06 o7 t 0B
Weekday AM - Year 2016 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL 6/27/2006
3: US 34 & Cannonball Trl
Lane Group EBL, , EST EBR WBI__ WBTT WBR NBr_. NB,T -NBR .SBL SBT SBR
Lane Configurations tt tt t
Ideal Flow (vphpl) 1900 2000 1900 1900 2000 1900 1900 2000 1900 1 0 2 4 0 1 4 0
4
Total Lost Time (s) 40 40 40 40 40 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 5D 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Utd Factor 097 095 1 00 097 095 1 00 1 00 1 00 100 1 00 1 00 1 00
Frt 0 850 0 850 0 850 0 850
Flt Protected 0 950 0 950 0 950 0 950
Satd Flow (prot) 3433 3619 1583 3433 3619 1583 1770 1961 1583 1770 1961 1583
Flt Permitted 0 950 0 950 0 488 0 597
Satd Flow (perm) 3433 3619 1583 3433 3619 1583 909 1961 1583 1112 1961 1583
Right Turn on Red No No No No
Satd. Flow (RTOR)
Headway Factor 100 1 00 100 1 00 100 100 100 100 100 100 100 1 00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 509 1732 847 1487
Travel Time (s) 116 394 193 338
Volume (vph) 315 1698 164 170 2170 245 220 109 200 253 147 449
Peak Hour Factor 0.95 095 095 0.95 095 095 095 095 095 0.95 095 095
Heavy Vehicles ( %) 2% 5% 2% 2% 5% 2% 2% 2% 2% 2% 2% 2%
Add Flow (vph) 332 1787 173 179 2284 258 232 115 211 266 155 473
Lane Group Flow (vph) 332 1787 173 179 2284 258 232 115 211 266 155 473
Turn Type . Prot Perm Prot Perm pm +pt pm +ov pm +pt pm +ov
Protected Phases 5 2 1 6 3 8 1 7 4 5
Permitted Phases 2 6 8 8 4 4
Detector Phases 5 2 2 1 6 6 3 8 1 7 4 5
Minimum Initial (s) 4.0 40 40 40 40 40 40 40 40 40 40 40
Minimum Split (s)
80 220 220 80 220 220 80 220 80 80 220 80
Total Split (s) 170 63.0 630 140 600 600 110 220 140 11.0 220 170
Total Split ( %) 155% 573% 573% 127% 545% 545% 100% 200% 127% 100% 200% 155%
Maximum Green (s) 130 570 570 100 540 540 80 160 100 8.0 16 0 130
Yellow Time (s) 30 45 45 30 45 45 30 45 30 30 45 30
All -Red Time (s) 10 1 5 15 10 15 15 00 15 10 00 1 5 10
Lead /Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lead Lag Lead
Lead -Lag Optimize? Yes Yes
Vehicle Extension (s) 30 30 30 30 30 30 30 30 30 30 30 30
Recall Mode None C -Max C -Max None C -Max C -Max None Max None None Max 5 None
Walk Time (s) 50 50 50 50 50
Flash Dont Walk (s) 110 110 110 110 110 11 0
Pedestrian Calls (A /hr) 0 0 0 0 0 0
Act Effct Green (s) 13.0 595 595 95 560 560 250 180 31.5 25.0 180 350
Actuated g/C Ratio 012 054 054 009 051 051 023 016 029 023 016 032
v/c Ratio 082 0.91 020 060 124 032 089 0.36 046 090 048 094
Control Delay 645 317 140 572 1397 172 721 446 362 721 475 650
Queue Delay 00 00 0.0 00 00 00 00 00 00 0.0 00 00
Total Delay 645 31 7 140 572 1397 172 72 1 446 362 721 475 650
LOS E C B E F B E D D E D E
Approach Delay 351 1227 528 640
Weekday PM - Year 2016 Synchro 6 Report
Kenig, Lindgren, Ohara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
3: US 34 & Cannonball Trl 6/27/2
Lane Group, EBL EBT EBB WBL WBT WBR NBL NBT-- NBR SBL SBT SBR
Approach LOS D F D E
Queue Length 50th (ft) 119 581 61 63 —1056 103 139 73 122 163 101 323
Queue Length 95th (ft) #189 #730 100 100 #1193 160 #285 129 195 #324 167 #528
Internal Link Dist (ft) 429 1652 767 1407
Turn Bay Length (ft)
Base Capacity(vph) 406 1956 856 312 1842 806 261 321 461 295 321 504
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spolback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 082 091 020 057 1 24 032 089 036 046 090 048 094
Intersection SuErimary R
Area Type Other
Cycle Length. 110
Actuated Cycle Length 110
Offset. 83 (75 %), Referenced to phase 2 EBT and 6 WBT, Start of Green
Natural Cycle 120
Control Type. Actuated - Coordinated
Maximum v/c Ratio 124
Intersection Signal Delay. 77.5 Intersection LOS E
Intersection Capacity Utilization 107 0% ICU Level of Service G
Analysis Period (min) 15
- Volume exceeds capacity, queue is theoretically infinite
Queue shown is maximum after two cycles
# 95th percentile volume exceeds capacity, queue may be longer
Queue shown is maximum after two cycles
Splits and Phases 3 US 34 & Cannonball Trl
401 "" o2 J1 1� o4
05 a6 - 07 08
Weekday PM - Year 2016 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL 6/27/2006
9. Cannonball Trl & IL 47
Lane Group �, EBL EBT.� W 13L WBT 1r�!B�3_ , „NBR BBL SBT SBR
Lane Configurations Ts. �`�`
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 2000 1900 1900 2000 1900
Total LostTime(s) 40 40 40 40 40 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Utd Factor 1 00 1 00 1 00 100 100 1 00 100 095 095 100 095 1 00
Frt 0.956 0 988 0 990 0 850
Flt Protected 0 950 0 983 0 950 0 950
Satd Flow (prot) 1770 1781 0 0 1809 0 1770 3590 0 1770 3619 1583
Flt Permitted 0 519 0 808 0 224 0 174
Satd Flow (perm) 967 1781 0 0 1487 0 417 3590 0 324 3619 1583
Right Turn on Red No No No No
Satd. Flow (RTOR)
Headway Factor 1 00 100 100 100 100 100 100 100 100 100 100 1 00
Link Speed (mph) 30 30
Link Distance (ft) 1452 1033 1093 1017
Travel Time (s) 33.0 23.5 248 231
Volume (vph) 311 171 70 60 100 15 45 680 50 10 620 233
Peak Hour Factor 0.95 095 0.95 0.95 095 095 095 095 095 095 095 095
Heavy Vehicles ( %) 2% 2% 2% 2% 2% 2% 2% 5% 2% 2% 5% 2%
Adj Flow (vph) 327 180 74 63 105 16 47 716 53 11 653 245
Lane Group Flow (vph) 327 254 0 0 184 0 47 769 0 11 653 245
Turn Type pm +pt Perm pm +pt pm +pt pm +ov
Protected Phases 7 4 8 5 2 1 6 7
Permitted Phases 4 8 2 6 6
Detector Phases 7 4 8 8 5 2 1 6 7
Minimum Initial (s) 40 4 0 4 0 4.0 40 4.0 4 0 4 0 40
Minimum Split (s) 80 220 220 220 80 220 80 220 80
Total Split (s)
300 610 0.0 310 310 00 120 38.0 0 0 110 37 0 300
Total S lit ( %) 27 3% 55 5% 0 0% 28 2% 282% 00% 109% 345% 00% 100% 336% 273%
P
Maximum Green (s) 26.0 550 25 0 25 0 9 0 32 0 8.0 31 0 26 0
YellowTime (s) 30 45 45 45 30 45 30 45 30
All -Red Time (s) 10 15 1 5 1.5 0 0 1.5 0 0 1 5 1 0
Lead /Lag Lead Lag Lag Lead Lag Lead Lag Lead
Lead -Lag Optimize'
Vehicle Extension (s) 30 3 0 30 30 30 30 30 30 30
Recall Mode None None None None None Max None Max None
Walk Time (s) 5 0 50 50
Flash Dont Walk (s) 110 11 0 110 11.0 11 0
Pedestrian Calls ( # /hr) 0 0 0
Act Effct Green (s) 42.4 424 182 399 390 372 347 590
Actuated g/C Ratio 046 046 020 042 043 038 038 065
v/c Ratio 052 0.31 062 0.18 0.50 006 047 024
Control Delay
191 162 448 198 232 209 264 96
Queue Delay 0.0 00 00 00 00 0 0 00 00
Total Delay 19 1
162 448 198 232 209 264 96
LOS B B D B C Cr C A
Approach Delay 178 448 230
21 8
Weekday AM - Year 2016 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
9 Ca nnonb all Trl & IL 47 6/2 7/2006
t l
Lane Group EBL.. EBTP ,EBR,. =Wft WBT WBR NBL ,,NBT�, --NBR _SBL SBT SBR
Approach LOS B D C C
Queue Length 50th (ft) 126 93 105 16 172 4 170 63
Queue Length 95th (ft) 195 150 185 44 314 16 267 129
Internal Link Dist (ft) 1372 953 1013 937
Turn Bay Length (ft)
Base Capacity (vph) 644 968 408 285 1532 226 1377 1052
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spolback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced We Ratio 051 026 045 016 050 005 047 023
Intersection Summary - b
Area Type Other
Cycle Length 110
Actuated Cycle Length 91 3
Natural Cycle 60
Control Type Actuated - Uncoordinated
Maximum v/c Ratio: 0 62
Intersection Signal Delay 23 0 Intersection LOS C
Intersection Capacity Utilization 62 8% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases 9 Cannonball Trl & IL
¢ 04.
01 I mZ
11 I Ill ill adwoft
I d---
I 05 # m6 ... o7 oB
Weekday AM - Year 2016 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
i
i
Kendall Marketplace; Yorkville, IL
9: Cannonball Trl & IL 47 6/27i2oos
Lane Group EBL EBTWUEBR -VVBL WBT WBR NBL•. N&54. NBR? SBL SBT SBR
Lane Configurations I A 4+ +T* tt r
Ideal Flow (vphpt) 1900 1900 1900 1900 1900 1900 1900 2000 1900 1900 2000 1900
Total Lost Time (s) 40 40 40 40 40 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trading Detector (ft) 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util Factor 1 00 1 00 100 1 00 1 00 1 00 1 00 095 095 1 00 0 95 1 00
Fit 0 974 0 995 0 988 0 850
Flt Protected 0 950 0 992 0 950 0 950
Satd. Flow (prot) 1770 1814 0 0 1839 0 1770 3584 0 1770 3619 1583
Fit Permitted 0 315 0 903 0 095 0 270
Satd Flow (perm) 587 1814 0 0 1674 0 177 3584 0 503 3619 1583
Right Turn on Red No No No No
Satd. Flow (RTOR)
Headway Factor 1 00 100 100 100 '100 1 00 100 100 1 00 1 00 1 00 1 00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1452 1033 1093 1017
Travel Time (s) 330 235 248 231
Volume (vph) 405 187 40 45 213 10 80 600 50 10 1075 496
Peak Hour Factor 095 0.95 095 095 095 095 095 095 095 095 095 0 95
Heavy Vehicles ( %) 2% 2% 2% 2% 2% 2% 2% 5% 2% 2% 5% 2%
Ad) Flow (vph) 426 197 42 47 224 11 84 632 53 11 1132 522
Lane Group Flow (vph) 426 239 0 0 282 0 84 685 0 11 1132 522
Turn Type pm +pt Perm pm +pt pm +pt pm +ov
Protected Phases 7 4 8 5 2 1 6 7
Permitted Phases 4 8 2 6 6
Detector Phases 7 4 8 8 5 2 1 6 7
Minimum Initial (s) 4 0 40 4 0 40 40 '4 0 4 0 4 0 40
Minimum Spit (s) 8 0 220 220 220 80 220 80 220 80
Total Split (s) 28.0 560 00 280 280 00 80 46 0 00 8 0 460 280
Total Split ( %) 255% 509% 00% 255% 255% 00% 73% 418% 00% 73% 418% 255%
Maximum Green (s) 240 500 220 220 50 400 50 400 240
Yellow Time (s) 30 45 45 45 30 45 30 45 30
All -Red Time (s) 1 0 15 1 5 15 00 15 00 1 5 10
Lead /Lag Lead Lag Lag Lead Lag Lead Lag Lead
Lead -Lag Optimize?
Vehicle Extension (s) 30 30 30 30 30 3 0 30 3 0 30
Recall Mode None None None None None Max None Max x None
Walk Time (s) 50 so 50 50
Flash Dont Walk (s) 110 110 110 110 110 0
Pedestrian Calls ( # /hr) 0 0 0
Act Effct Green (s) 488 488 219 476 469 454 423 692
Actuated g/C Ratio 046 046 021 045 045 041 040 066
v/c Ratio 081 028 081 061 0.43 004 078 050
Control Delay 335 187 593 384 220 186 332 122
Queue Delay 00 00 00 00 0.0 00 0 0 00
Total Delay 335 187 593 3B4 220 186 332 122
LOS C B E D C B C B
Approach Delay 282 593 238 265
Weekday PM - Year 2016 Synchro 6 Report
Kenig, Lindgren, Ohara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
9• Cannonball TO & IL 47 6/27i2006
Lane Group EBL EBT< EBR WBE WBT WBR NBL i 15 NBR SBL SBT SBR
Approach LOS C E C C
Queue Length 50th (ft) 203 100 189 33 167 4 373 184
Queue Length 95th (ft) #313 154 #314 #79 247 15 462 270
Internal Link Dist (ft) 1372 953 1013 937
Turn Bay Length (ft)
Base Capacity (vph) 537 871 375 138 1598 250 1455 1045
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 079 027 075 061 043 004 078 050
Intersection SufffMary,.
Area Type Other °
Cycle Length 110
Actuated Cycle Length 105 3
Natural Cycle 80
Control Type Actuated - Uncoordinated
Maximum v/c Ratio 0.81
Intersection Signal Delay 29 0 Intersection LOS C
Intersection Capacity Utilization 82.7% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer
Queue shown is maximum after two cycles
Splits and Phases 9 Cannonball Trl & IL 47
01 t 02 —► 0 4
Lon
05 06 07 08
Weekday PM - Year 2016 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
5 US 34 & Beecher Rd {► 6/27/2006
Lane Group. EBL EBT EBR WBL . WBT WBR �NBL; NBT— SR4 SBL SBT SBR
Lane Configurations I tt tt r* tt F `� tf r
Ideal Flow (P
v P h l) 1900 2000 1900 1900 2000 1900 1900 2000 1900 1900 2000 1900
Total 40 40 - 40 40 40
tai Lost Time s) 40 40 40 40 40 40 4
o f
Leading Detector ft )
o 50 50 50 50 50 50 50 50 50 50 50 50
(
Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util Factor 1 00 095 1 00 1 00 095 1 00 1 00 095 1 00 1 00 095 1 00
Frt 0 850 0 850 0 850 0 850
Fit Protected 0 950 0 950 0 950 0 950
Satd Flow(prot) 1770 3725 1583 1770 3725 1583 1770 3725 1583 1770 3725 1583
Flt Permitted 0 279 0 073 0 754 0 754
Satd Flow (Perm) 520 3725 1583 136 3725 1583 1405 3725 1583 1405 3725 1583
Right Turn on Red No No No No
Satd Flow (RTOR)
Headway Factor 100 100 100 100 100 100 1 00 100 100 100 100 1 00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1305 580 1072 1436
Travel Time (s) 297 132 244 326
Volume (vph) 42 1626 205 385 975 16 115 5 220 30 5 27
Peak Hour Factor 095 095 o95 095 095 095 095 095 095 095 095 095
Add Flow (vph) 44 1712 216 405 1026 17 121 5 232 32 5 28
Lane Group Flow (vph) 44 1712 216 405 1026 17 121 5 232 32 5 28
Turn Type pm +pt Perm pm +pt Perm pm +pt pm +ov pm +pt pm +ov
Protected Phases 5 2 1 6 3 8 1 7 4 5
Permitted Phases 2 2 6 6 8 8 4 4
Detector Phases 5 2 2 1 6 6 3 8 1 7 4 5
Minimum initial (s) 40 40 40 40 40 40 40 40 40 40 40 40
Minimum Split (s) 8.0 220 220 80 22.0 22.0 80 220 80 80 220 80
Total Split (s) 80 550 550 250 720 720 80 220 250 80 220 80
Total Spilt ( %) 7.3% 50.0% 500% 22.7% 65.5% 65.5% 73% 200% 227% 73% 200% 73%
Maximum Green (s) 50 490 490 220 660 660 50 160 220 50 160 50
Yellow Time (s) 30 45 4.5 30 45 45 30 4.5 3.0 30 45 30
All -Red Time (s) 00 1 5 15 00 15 15 00 15 00 00 1 5 00
Lead /Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lead Lag Lead
Lead -Lag Optimize?
Vehicle Extension (s) 30 30 30 30 30 30 30 30 30 30 30 30
Recall Mode None C -Max C -Max None C -Max C -Max None Max None None Max None
Walk Time (s) 50 50 50 50 50 50
Flash Dont Walk (s) 110 110 110 110 110 11 0
Pedestrian Calls ( #/hr) 0 0 0 0 0
Act Effct Green (s) 550 510 510 760 696 696 236 212 462 220 180 260
Actuated g/C Ratio 0.50 046 0.46 069 063 063 021 0.19 042 020 016 024
v/c Ratio 014 099 029 100 044 002 039 001 035 011 001 007
Control Delay 88 495 197 636 83 26 402 386 245 339 386 335
Queue Delay 00 00 00 00 00 00 00 00 00 00 00 00
Total Delay 8.8 49.5 197 636 83 26 402 386 245 339 386 335
LOS A D B E A A D D C C D C
Approach Delay 453 237 30.0 341
Approach LOS D C C C
Weekday AM - Year 2016 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
5: US 34 & Beecher Rd 6/27/2006
Lane Group : _ EBL EBT EBR W$L - WST 1/VB NBU, iq8 NBR, SBL SBT SBR
Queue Length 50th (ft) 9 614 92 176 267 3 70 1 115 18 1 16
Queue Length 95th (ft) 20 #796 147 #425 248 m3 124 7 182 44 7 40
Internal Link Dist (ft) 1225 500 992 1356
Turn Bay Length (ft)
Base Capacity (vph) 305 1727 734 406 2357 1002 314 718 665 294 610 374
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 014 099 029 1.00 044 002 0.39 001 035 011 001 007
Intersection Summary. M "
Area Type* Other
Cycle Length 110
Actuated Cycle Length. 110
Offset 45 (41 %), Referenced to phase 2 EBTL and 6 WBTL, Start of Green
Natural Cycle 100
Control Type Actuated - Coordinated
Maximum v/c Ratio 1 00
Intersection Signal Delay 356 Intersection LOS D
Intersection Capacity Utilization 871 % ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer
Queue shown is maximum after two cycles
m Volume for 95th percentile queue is metered by upstream signal
Splits and Phases 5 US 34 & Beecher Rd
4 01 2 - - _ 03 - o4
05 06 o7 1 oB
Weekday AM - Year 2016 Synchro 6 Report
Kerng, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL 6/27/2006
5: US 34 & Beecher Rd -
Lane Group E13L EBT EBR WBL WBT WBR NBL NBT , NBR SBL SBT SBR
Lane Configurations tt
Ideal Flow (vphpl) 1900 2000 1900 1900 2000 1900 1900 2000 1900 1900 2000 1900
40 40 40 40 40
Total Lost Time (s) 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util Factor 1 00 095 0 850 1 00 095 01800 100 095 0 850 0
1 00 095 1 0 0
Frt
Flt Protected 0 950 0 950 0 950 0 950
Satd Flow (prot) 1770 3725 1583 1770 3725 1583 1770 3725 1583 1770 3725 1583
Flt Permitted 0 114 0 103 0 754 0 754
Satd Flow (Perm) 212 3725 1583 192 3725 1583 1405 3725 1583 1405 3725 1563
Right Turn on Red No No No No
Satd. Flow (RTOR)
Headway Factor 1 00 100 100 100 100 100 100 100 00 100 100 100 1 00
Link Speed (mph) 30 30
Link Distance (ft) 1305 580 1072 1436
Travel Time (s) 297 132 24.4 326
Volume (vph) 154 1237 320 595 1982 63 340 5 630 221 5 101
Peak Hour Factor 095 095 095 095 095 095 095 095 0.95 095 095 095
Add Flow (vph) 162 1302 337 626 2086 66 358 5 663 233 5 106
Lane Group Flow (vph) 162 1302 337 626 2086 66 358 5 663 233 5 106
Turn Type Pm +pt Pm +ov Pm +pt pm + °v Pm +pt P +OV Pm +pt Pm +OV
Protected Phases 5 2 3 1 6 7 3 8 8 4 4 4
Permitted Phases 2 2 6 6 8
Detector Phases 5 2 3 1 6 7 3 8 1 7 4 5
Minimum Initial (s) 40 40 40 40 40 40 40 40 40 40 40 40
Minimum Split (s) 80 220 80 80 220 80 80 220 80 80 220 80
Total Split (s) 130 390 130 360 620 130 130 220 360 130 220 130
Total Split ( %) 11.8% 35.5% 1118% 327% 564% 11.8% 11.8% 200% 327% 118% 200% 11 8%
Maximum Green (s) 100 330 100 330 560 100 100 160 330 100 160 100
Yellow Time (s) 30 45 30 30 45 30 30 45 30 30 45 30
All -Red Time (s)
Lead /Lag Lad Lag Lad Lead Lag Lead Lad Lag Lead Lead Lag Lead
Lead -Lag Optimize
Vehicle Extension (s) 30 30 30 30 30
3 0 3 0 3 0 3 0 3 0 3 0 3 0
Recall Mode None C -Max None None C- Max None None Ma None None Max 0 N
Walk Time (s) 50
Flash Dont Walk (s) 110 110 110 110
Pedestrian Calls ( #/hr) 0 0 0 0
Act Effct Green (s)
434 350 4B 0 71 0 586 716 270 180
54 0 27 0 18 0 30 4
Actuated g/C Ratio 039 032 0.44 065 053 065 0.25 016 04 9 025 016 028
vlc Ratio 080 1 10 049 107 105 006 095 001 085 062 001 024
Control Delay 54.3 936 252 696 379 16 761 38.6 372 423 386 324
Queue Delay 00 00 00 00 00 00 00 00 00 00 00 00
Total Delay 543 936 252 696 379 16 761 386 372 423 386 324
LOS D F C E D A E D D D 39 2 C
Ap Delay 773 442 50 8
Approach LOS E D D D
Weekday PM -Year 2016 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
5: US 34 & Be echer R 6/27/2006
�► t -
Lane Group E-B.lx, �,,ERT -$R WBL WBT WBR NBL _ . B -a NBR SB,L SBT 5BR
Queue Length 50th (ft) 58 - -550 167 -432 - -865 4 228 1 396 136 1 58
Queue Length 95th (ft) #167 #686 252 m279 m3B6 m5 #434 7 #628 213 7 105
Internal Link Dist (ft) 1225 500 992 1356
Turn Bay Length (ft)
Base Capacity(vph) 212 1185 691 583 1984 1030 375 610 777 375 610 446
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 076 1 10 049 107 1.05 006 095 001 085 062 0 01 024
Intersection Summary. M z
Area Type Other
Cycle Length 110
Actuated Cycle Length. 110
Offset 57 (52 %), Referenced to phase 2 EBTL and 6 WBTL, Start of Green
Natural Cycle 130
Control Type Actuated - Coordinated
Maximum v/c Ratio. 1 10
Intersection Signal Delay 55 1 Intersection LOS E
Intersection Capacity Utilization 101.0% ICU Level of Service G
Analysis Period (min) 15
-- Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles
# 95th percentile volume exceeds capacity, queue may be longer
Queue shown is maximum after two cycles
m Volume for 95th percentile queue is metered by upstream signal
Splits and Phases 5 US 34 & Beecher Rd
f of -i o2 - '*k o3 LI M
4—
o5 oB
Weekday PM - Year 2016 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL 6/2712006
15: US 34 & Access 4 _
Lane roup EBL EB �,WBT WBR SBL SBR '
Lane Configurations
Ideal Flow (vphpl) 1900 2000 2000 1900 1900 1900
Total Lost Time (s) 40
50 50 50 50 50 50
Leading Detector (ft)
Trading Detector (ft) 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9
Lane Utd Factor 1 00 095 095 100 097 100
Frt 0.850 0 850
Flt Protected 0 950 0 950
Said. Flow (prot) 1770 3725 3725 1583 3433 1583
Flt Permitted 0 070 0 950
Satd Flow (pe rm ) 130 3725 3725 1583 3433 1583
Right Turn on Red No No
Said Flow (RTOR)
Headway Factor 1 00 100 1 00 100 100 100
Link Speed (mph) 30 30 30
Link Distance (ft) 732 872 824
Travel Time (s) 166 198 18.7
Volume (vph) 76 1800 1350 62 65 30
Peak Hour Factor 095 095 095 095 095 095
Adl Flow (vph) 80 1895 1421 65 68 32
Lane Group Flow (vph) 80 1895 1421 65 68 32
Turn Type pm +pt pm +ov pm +ov
Protected Phases 5 2 6 4 4 5
Permitted Phases 2 6 4
Detector Phases 5 2 6 4 4 5
Minimum Initial (s) 40 40 40 40 40 40
Minimum Split (s) 80 220 22.0 220 220 80
Total Split (s) 220 790 570 310 310 220
Total Split ( %) 20.0% 718% 51 282% 282% 20
Maximum Green (s) 190 730 510 250 250 190
Yellow Time (s) 3.0 45 45 45 45 30
All -Red Time (s) 00 1 5 15 15 1 5 00
Lead /Lag Lead Lag Lead
Lead -Lag Optimize
Vehicle Extension (s) 30 3.0 3.0 3 0 3.0 3 0
Recall Mode None C -Max C -Max Max Max None
Walk Time (s) So 50 50 50
Flash Dont Walk (s) 110 110 110 11 0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 750 750 665 983 270 372
Actuated g/C Ratio 068 068 060 089 025 034
v1c Ratio 044 075 063 005 008 006
Control Delay 152 137 89 04 324 245
Queue Delay 00 00 00 00 00 00
Total Delay 152 137 8.9 04 324 245
LOS B B A A C C
Approach Delay 138 86 29.
Approach LOS B A C
Synchro 6 Report
Weekday AM - Year 2015
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
15: US 3 4 & Access 4 6/27
Lane Group EBL. FEBT WBT WBR, SBL SBR -
Queue Length 50th (ft) 17 408 144 1 19 15
Queue Length 95th (ft) 42 497 164 m3 37 36
Internal Link Dist (ft) 652 792 744
Turn Bay Length (ft)
Base Capacity (vph) 357 2540 2252 1415 843 705
Starvation Cap Reductn 0 0 0 0 0 0
Spolback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.22 0.75 0.63 0.05 008 005
Intersection Summary4- -
Area Type Other
Cycle Length 110
Actuated Cycle Length 110
Offset 104 (95 %), Referenced to phase 2 EBTL and 6 WBT, Start of Green
Natural Cycle 60
Control Type Actuated - Coordinated
Maximum v/c Ratio: 0.75
Intersection Signal Delay 12 0 Intersection LOS B
Intersection Capacity Utilization 57.3% ICU Level of Service B
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal
Splits and Phases 15 US 34 & Access 4
I ' — ► o2 o4
05 06
Weekday AM - Year 2016 Synchro 6 Report
Kerng, Lindgren, O'hara, Aboana, Inc
I
Kendall Marketplace; Yorkville, IL 6/27/2006
15 US 34 & Access 4 _ --
Lane Group EBL� . ERT__�, 1[BT WBM SBL SBR '
Lane Configurations I t4 tt r "M I
Ideal Flow (vphpl) 1900 2000 2000 1900 1900 1900
Total Lost Time (s) 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50
Trading Detector (ft) 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9
Lane Utd Factor 1 00
095 095 0 850 0 97 0 850
Fit 0 950
Flt Protected 0 950
Satd Flow (prot) 1770 3725 3725 1583 3433 1583
Flt Permitted 0 057 0 950
Satd Flow (perm) 106
3725 3725 1583 3433 1583
Right Turn on Red No No
Satd Flow (RTOR)
Headway Factor 1 00 100 1 30 1 00 100 100
0
Link Speed (mph)
Link Distance (ft) 732 872 824
Travel Time (s) 166 198 187
Volume (vph) 272 1816 2514 243 361 171
Peak Hour Factor 286 1992 2646 0
Add Flow (vph) 256 380 80
Lane Group Flow (vph) 286 1912 2646 256 380 180
Turn Type pm +pt pm +ov pm +ov
Protected Phases 5 2 6 6 4 4
P Phases 2
Detector Phases 5 2 6 4 4 5
Minimum Initial (s) 40 40 40 40 40 40
Minimum Split (s) 80 220 220 220 220 8.0
Total Split (s) 180 880 700 220 220 18 0
Total Split ( %) 16.4% 80.0% 636% 200% 200% 164%
Maximum Green (s) 150 820 640 160 160 150
Yellow Time (s) 30 45 45 45 45 30
All -Red Time (s) 00 1 5 15 15 15 00
Lead /Lag Lead Lag Lead
Lead -Lag Optimize?
Vehicle Extension (s) 3.0 30 3 0 3 0 3.0 3 0
Recall Mode None C -Max C -Max Max Max None
Walk Time (s) 50 5.0 50 50
Flash Dont Walk (s) 11 0 110 110 110
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 840 840 660 880 180 360
Actuated g/C Ratio 0.76 076 060 080 016 033
v/c Ratio. 098 067 1 18 020 068 035
Control Delay 797 78 974 18 500 305
Queue Delay 00 0 0 0 0 0 0 0 0 0 0
Total Delay 797 7.8 974 1 8 500 305
LOS E A F A D C
Approach Delay 171 890 43.8
Approach LOS B F D '
Synchro 6 Report
Weekday PM - Year 2016
Kenig, Lindgren, O'hara. Aboana, Inc
Kendall Marketplace, Yorkville, IL
15 US 34 & Ac cess 4 6/27/2006
Lane Group 5 EBL EBT WBT WBR SBL SBR -
Queue Length 50th (ft) 152 287 --1172 22 131 96
Queue Length 95th (ft) #327 348 m #908 m19 182 157
Internal Link Dist (ft) 652 792 744
{ Turn Bay Length (ft)
Base Capacity (vph) 293 2845 2235 1266 562 518
Starvation Cap Reductn 0 0 0 0 0 0
Spolback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.98 0.67 1.18 020 068 035
Intersection Sumrn gry x
Area Type Other
Cycle Length 110
Actuated Cycle Length 110
Offset 104 (95 %), Referenced to phase 2 EBTL and 6 WBT, Start of Green
Natural Cycle. 140
Control Type Actuated - Coordinated
Maximum v/c Ratio. 1 18
Intersection Signal Delay 56 6 Intersection LOS E
Intersection Capacity Utilization 1014% ICU Level of Service G
Analysis Period (min) 15
Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles
# 95th percentile volume exceeds capacity, queue may be longer
Queue shown is maximum after two cycles
m Volume for 95th percentile queue is metered by upstream signal
Splits and Phases 15 US 34 & Access 4
-- O► 02 04
05 F 06
Weekday PM - Year 2016 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL 6/27/2006
21: Access 1 & Cannonball Trl
t �►
Movement a' EBL EBR NK NBT SBT SBR ,
Lane Configurations r + + r
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh /h) 59 50 42 428 535 53
Peak Hour Factor 095 095 095 095 095 095
Hourly flow rate (vph) 62 53 44 451 563 56
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type TWLTL
Median storage veh) 1
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1102 563 619
vC1. stage 1 conf Vol 563
vC2, stage 2 conf Vol 539
vCu, unblocked Vol 1102 563 619
IC, single (s) 6.4 62 41
tC, 2 stage (s) 54
tF (s) 35 3.3 22
p0 queue free % 83 90 95
cM capacity (veh 359 526 961
Direction, Lane # EB -4 EB NB 1 NB 2- SB 1 SB 2
Volume Total 62 53 44 451 563 56
Volume Left 62 0 44 0 0 0
Volume Right 0 53 0 0 0 56
cSH 359 526 961 1700 1700 1700
j Volume to Capacity 0.17 010 005 0.27 0.33 0.03
Queue Length 95th (ft) 15 B 4 0 0 0
Control Delay (s) 171 126 89 00 00 00
Lane LOS C B A
Approach Delay (s) 15.0 08 00
Approach LOS C
Intersection SumMarp,'j
Average Delay 17
Intersection Capacity Utilization 448% ICU Level of Service A
Analysis Period (min) 15
Weekday AM - Year 2016 Synchro 6 Report
Kemg, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
21. Access 1 & Cannonball TO
6/27/2006
Movement EBL EBR %.o 44BL NBT SBT SBR_
Lane Configurations j 1 t t r
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh /h) 152 124 100 570 731 88
Peak Hour Factor 095 095 095 095 095 095
Hourly flow rate (vph) 160 131 105 600 769 93
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type TWLTL
Median storage veh) 1
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1580 769 862
vC1, stage 1 conf vol 769
vC2, stage 2 conf vol 811
vCu, unblocked vol 1580 769 862
tC, single (s) 64 62 41
tC, 2 stage (s) 54
tF (s) 3.5 33 22
p0 queue free % 32 67 87
cM capacity (veh /h) 236 401 780
Direction, Lane E$-1 EB 2 NB 1 NB 2 . SB 1 SB 2
Volume Total 160 131 105 600 769 93
Volume Left 160 0 105 0 0 0
Volume Right 0 131 0 0 0 93
cSH 236 401 780 1700 1700 1700
Volume to Capacity 0.68 033 013 035 045 005
Queue Length 95th (ft) 109 35 12 0 0 0
Control Delay (s) 474 183 103 00 00 00
Lane LOS E C B
Approach Delay (s) 343 1 5 00
Approach LOS D
Intersection Summary_
Average Delay 6 0
Intersection Capacity Utilization 624% ICU Level of Service B
Analysis Period (min) 15
Weekday PM - Year 2016 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace, Yorkville, IL
22: Access 2 & Cannonball TO 6/27/2006
Movement EBL EBR, NBL NBT SBT SBR
Lane Configurations I ? 1 1 t 4
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh /h) 13 25 30 457 570 15
Peak Hour Factor 095 095 095 095 095 095
Hourly flow rate (vph) 14 26 32 481 600 16
i Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type TWLTL
Median storage veh) 1
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1144 600 616
vC1, stage 1 conf vol 600
vC2, stage 2 conf vol 544
vCu, unblocked vol 1144 600 616
tC, single (s) 64 62 41
IC, 2 stage (s) 54
tF(s) 35 33 22
p0 queue free % 96 95 97
cM capacity (veh /h) 351 501 964
Direction, Lane #.' E6J EB NB„1 -NB 2 S%1 SB 2 _
Volume Total 14 26 32 481 600 16
Volume Left 14 0 32 0 0 0
Volume Right 0 26 0 0 0 16
cSH 351 501 964 1700 1700 1700
Volume to Capacity 004 005 0.03 028 035 001
Queue Length 95th (ft) 3 4 3 0 0 0
Control Delay (s) 157 126 8 9 0.0 00 00
Lane LOS C B A
Approach Delay (s) 136 05 00
Approach LOS B
Intersection Summary
Average Delay 07
Intersection Capacity Utilization 400% ICU Level of Service A
Analysis Period (min) 15
Weekday AM - Year 2016 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana. Inc
I
Kendall Marketplace; Yorkville, IL 6/27/2006
22: Acc 2 & Cann Trl
Movement EBL EBR NBL NBT SBT SBR _
Lane Configurations 11- ? + t
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh /h) 90 150 89 580 699 156
Peak Hour Factor 095 095 095 095 095 095
Hourly flow rate (vph) 95 158 94 611 736 164
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type TWLTL
Median storage veh) 1
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1534 736 900
vC1, stage 1 conf vol 736
vC2, stage 2 conf vol 798
vCu, unblocked vol 1534 736 900
tC, single (s) 64 62 41
tC, 2 stage (s) 54
tF (s) 3.5 33 22
p0 queue free % 61 62 88
cM capacity (vehlh) 245 419 755
Direction, Lane #-t-- EB 1 )7=B NB 1 NB 2 SB 1 SB 2
Volume Total 95 15B 94 611 736 164
Volume Left 95 0 94 0 0 0
Volume Right 0 158 0 0 0 164
cSH 245 419 755 1700 1700 1700
Volume to Capacity 0.39 038 012 036 043 010
Queue Length 95th (ft) 43 43 11 0 0 0
Control Delay (s) 286 187 10 4 00 00 00
Lane LOS D C B
Approach Delay (s) 224 14 00
Approach LOS C
Intersection Summary "
Average Delay 36
Intersection Capacity Utilization 567% ICU Level of Service B
Analysis Period (min) 15
Weekday PM - Year 2016 Synchro 6 Report
Kerng, Lindgren. O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL 6/27/2006
23: US 34 & Access 3 -
Moverpent EBL EBT WBT WBR S,BL SBA
Lane Configurations tt
Sign Control Free Free Stop
Grade
0% 0% 0%
Volume (veh /h) 0 0 1400 59 0 12
Peak Hour Factor 095 o95 095 095 095 095
Hourly flow rate (vph) 0 0 1474 62 0 13
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh) None
Median type
Median storage veh)
Upstream signal (ft) 872 509
pX, platoon unblocked 075
0 75 0 75
vC, conflicting volume 1536 1474 737
vC1. stage 1 conf vol
vC2, stage 2 conf vol 1301 323
vCu, unblocked vol 1384 6 69
tC, single (s) 41
tC, 2 stage (s) 35 33
tF (s) 2.2
p0 queue free % 100 100 1 507
cM capacity (veh /h) 370
Direction,..Lane# •EB 1 EB 2,,WB -t WB 2 WB 3 SB 1 ,
Volume Total 0 0 737 737 62 13
Volume Left 0 0 0 0 0 0
Volume Right 0 0 0 0 62 13
cSH 1700 1700 1700 1700 1700 507
Volume to Capacity 000 000 043 0.43 004 002
Queue Length 95th (ft) 0 0 0 0 0 2
Control Delay (s) 00 0.0 00 00 00 12 3
Lane LOS B
Approach Delay (s) 00 00 123
Approach LOS B
Intersection Summary M `
Average Delay
Intersection Capacity Utilization 468% ICU Level of Service A
Analysis Period (min) 15
Synchro 6 Report
Weekday AM - Year 2016
Kenig. Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
23: US 34 & Access 3 6
Movement EBL EBT ,WBT WBR , SBL SBR 01 n
Lane Configurations tt tt r
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume (veh /h) 0 0 2676 163 0 81
Peak Hour Factor o95 095 095 095 095 095
Hourly flow rate (vph) 0 0 2817 172 0 85
Pedestrians
Lane Width (ft)
Walking Speed (fl/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 872 509
pX, platoon unblocked 050
0 50 0 50
vC, conflicting volume 2988 2817 1408
vC1. stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 3980 3636 815
tC, single (s) 41 68 69
tC, 2 stage (s) 3 5 3 3
tF (s) 22
p0 queue free % 100 100 47
cM capacity (veh /h) 22 2 160
Direction, Lane -* . �� E81 EB 2 WB 1 VNB 2 WB 3 SB 1
Volume Total 0 0 1408 1408 172 85
Volume Left 0 0 0 0 0 0
Volume Right 0 0 0 0 172 85
cSH 1700 1700 1700 1700 1700 160
Volume to Capacity 0 00 0.00 083 083 010 053
Queue Length 95th (ft) 0 0 0 0 0 67
Control Delay (s) 00 00 0.0 00 00 50.6
Lane LOS F
Approach Delay (s) 0.0 0.0 506
Approach LOS F
Intersection Summary
Average Delay 14
Intersection Capacity Utilization 82.0% ICU Level of Service D
Analysis Period (min) 15
�I
Weekday PM - Year 2016 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace, Yorkville, IL 6/27/2006
24: U- S ... 34 & Access
Movement EBL EBT WBT WBR SBL SBR•
Lane Configurations
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume (veh /h) 0 0 1364 16 0 12
Peak Hour Factor 095 095 095 095 095 095
Hourly flow rate (vph) 0 0 1436 17 0 13
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh) None
Median type
Median storage veh)
Upstream signal (ft) 580 732
pX, platoon unblocked 072 072 072
vC, conflicting volume 1453 1436 718
vC1, stage 1 conf vol
vC2, stage 2 conf vol 1220 227
vCu, unblocked vol 1243 68 6.9
tC, single (s) 41
tC, 2 stage (s) 3 5 3 3
tF (s) 22
p0 queue free % 100 125 561
cM capacity (veh /h) 402
Direction, Lane # WB W� 2 WB 3 SB 1
Volume Total 718 718 17 13
Volume Left 0 0 0 0
Volume Right 0 0 17 13
cSH 1700 1700 1700 561
Volume to Capacity 042 0.42 001 0.02
Queue Length 95th (ft) 0 0 0 2
Control Delay (s) 0.0 00 00 116
Lane LOS B
Approach Delay (s) 00 116
Approach LOS B
Intersection Summary
Average Delay
Intersection Capacity Utilization 45 B % ICU Level of Service A
Analysis Period (min) 15
Synchro 6 Report
Weekday AM - Year 2016
Kenig. Lindgren. O'hara, Aboana, Inc
i
Kendall Marketplace; Yorkville, IL
24. US 34 & Access 5 __- 6/27/2006
- -- 4-- '.
i
Movement EBL EBT� WBT WBR SBL SBR
Lane Configurations i t r
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume (veh /h) 0 0 2559 126 0 81
Peak Hour Factor 095 095 095 095 095 095
Hourly flown rate (vph) 0 0 2694 133 0 85
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh) -
Upstream signal (ft) 580 732
pX, platoon unblocked 041 041 041
vC, conflicting volume 2826 2694 1347
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 4025 3700 399
tC, single (s) 41 68 69
tC, 2 stage (s)
tF(s) 22 35 33
p0 queue free % 100 100 65
cM capacity (veh /h) 18 1 245
Direction, Lane # WB 1 WB 2 WB 3 S$1
Volume Total 1347 1347 133 85
Volume Left 0 0 0 0
Volume Right 0 0 133 85
cSH 1700 1700 1700 245
Volume to Capacity 079 079 008 035
Queue Length 95th (ft) 0 0 0 37
Control Delay (s) 00 00 00 274
Lane LOS D
Approach Delay (s) 0.0 274
Approach LOS D
Intersection Summary-'
Average Delay 08
Intersection Capacity Utilization 78.9% ICU Level of Service D
Analysis Period (min) 15
Weekday PM - Year 2016 Synchro 6 Report
Kerng, Lindgren, O'hara, Aboana, Inc
i
I
i
Year 2026 Conditions
Kendall Marketplace: Yorkville, IL
3: US 34 & Cannonb T rl 6/27/2006
Lane Group _ EBL . EBT EBR. WBL WBT .WBRi NBL ; ,- - M13r NBRXs - SB1:_ S13T SBR
Lane Configurations M ttt r ttt r 1) + r i t r
Ideal Flow (vphpl) 1900 2000 1900 1900 2000 1900 1900 2000 1900 1900 2000 1900
Total Lost Time (s) 40 40 40 40 40 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trading Detector (ft) 0 0 0 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util Factor 097 091 100 097 091 100 097 1 00 100 097 1 00 1 00
Fit 0 850 0 850 0 850 0 850
Flt Protected 0 950 0 950 0 950 0 950
Satd Flow (prot) 3433 5200 1583 3433 5200 1583 3433 1961 1583 3433 1961 1583
Flt Permitted 0 950 0 950 0 950 0 950
Said Flow (perm) 3433 5200 1583 3433 5200 1583 3433 1961 1583 3433 1961 1583
Right Turn on Red No No No No
Said Flow (RTOR)
Headway Factor 100 1 00 1 00 100 100 100 1 00 1 00 100 100 1 00 1 00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 509 1732 847 1487
Travel Time (s) 116 394 193 338
Volume (vph) 305 1870 210 285 1342 192 120 95 225 257 137 311
Peak Hour Factor 095 095 095 0.95 095 095 095 095 095 095 095 095
Heavy Vehicles ( %) 2% 5% 2% 2% 5% 2% 2% 2% 2% 2% 2% 2%
Add. Flow (vph) 321 1968 221 300 1413 202 126 100 237 271 144 327
Lane Group Flow (vph) 321 1968 221 300 1413 202 126 100 237 271 144 327
Turn Type Prot pm +ov Prot pm +ov Prot pm +ov Prot pm +ov
Protected Phases 5 2 3 1 6 7 3 8 1 7 4 5
Permitted Phases 2 6 8 4
Detector Phases 5 2 3 1 6 7 3 8 1 7 4 5
Minimum Initial (s) 40 40 4.0 40 40 40 40 4.0 40 40 40 40
Minimum Split (s) 80 220 80 80 220 80 80 220 80 80 220 80
Total Split (s) 250 590 12.0 200 540 190 120 220 200 190 290 250
Total Split ( %) 208% 492% 100% 167% 450% 158% 100% 183% 167% 158% 242% 208%
Maximum Green (s) 210 530 8.0 160 480 150 80 16.0 16.0 150 230 21 0
Yellow Time (s) 30 45 30 30 45 30 30 45 30 30 45 30
All -Red Time (s) 10 1.5 10 10 15 10 1 0 15 10 1.0 1 5 1 0
Lead /Lag Lead Lag Lead Lead Lag Lead Lead Lag Lead Lead Lag Lead
Lead -Lag Optimize?
Vehicle Extension (s) 30 30 30 30 30 30 30 30 30 30 30 30
Recall Mode None C -Max None None C -Max None None Max None None Max None
Walk Time (s) 50 50 50 50
Flash Dont Walk (s) 11.0 110 11.0 110
Pedestrian Calls ( # /hr) 0 0 0 0
Act Effct Green (s) 166 56.4 682 146 544 720 78 19.3 379 137 252 458
Actuated g/C Ratio 014 047 057 012 045 060 006 016 032 011 021 038
v/c Ratio 067 080 025 072 060 021 0.57 032 047 069 035 054
Control Delay 561 306 141 610 265 120 647 483 369 608 434 323
Queue Delay 00 0.0 00 00 00 00 00 00 00 00 00 00
Total Delay 551 306 141 610 265 120 647 483 369 608 434 323
LOS E C B E C B E D D E D C
Approach Delay 324 303 469 449
Weekday AM - Year 2026 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana. Inc
Kendall Marketplace, Yorkville, IL 6/27/2006
3: US 34 & Cannonball Trl
Lane Group .. EBT . -EBR WBL . WBT W5,R, NBL NBT. NBR SBL SBT SBR
Approach LOS C C D D
Queue Length 50th (ft) 122 472 83 115 296 67 49 70 147 104 96 195
Queue Length 95th (ft) 165 541 131 163 368 114 82 125 227 150 159 272
Internal Link Dist (ft) 429 1652 767 1407
Turn Bay Length (ft)
Base Capacity(vph) 601 2446 903 456 2357 96B 229 316 519 429 412 663
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spolback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 24 0 66 0 60 0 2 055 032 046 0 63 035 049
Reduced v/c Ratio 053 080
Intersection Summary
Area Type Other
Cycle Length 120
Actuated Cycle Length 120
Offset 100 (83 %), Referenced to phase 2 EBT and 6 WBT, Start of Green
Natural Cycle 90
Control Type Actuated - Coordinated
Maximum v/c Ratio 0 80 Intersection LOS C
Intersection Signal Delay 34 5 ICU Level of Service C
Intersection Capacity Utilization 67 9%
Analysis Period (min) 15
Splits and Phases 3 US 34 & Cannonball TrI
Im1
�„"►
e2 m3 i m4 -
m5 �— m6 r .7 I m6
Synchro 6 Report
Weekday AM - Year 2026
Kenig. Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
3 US 34 & Ca nnonball Trl 6127!2006
Lane Group EBL° EBT, EBR Wt 0 WBT WBR NBL _ NBT h[BR SBL SBT SBR
Lane Configurations �j�j T �1�1 t f �1'� t
Ideal Flow (vphpl) 1900 2000 1900 1900 2000 1900 1900 2000 1900 1900 2000 1900
Total Lost Time (s) 40 40 40 40 40 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Utd Factor 097 091 1 00 097 091 100 097 1 00 1 00 097 1 00 1 00
Frt 0 850 0 850 0 850 0 850
Flt Protected 0 950 0 950 0 950 0 950
Satd. Flow (prot) 3433 5200 1583 3433 5200 1583 3433 1961 1583 3433 1961 1583
Flt Permitted 0 950 0 950 0 950 0 950
Satd Flow (perm) 3433 5200 1583 3433 5200 1583 3433 1961 1583 3433 1961 1583
Right Turn on Red No No No No
Satd Flow (RTOR)
Headway Factor 1 00 100 1 00 100 100 1 00 1 00 100 1 00 1 00 100 1 00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 509 1732 847 1487
Travel Time (s) 116 394 19.3 338
Volume (vph) 345 1968 189 220 2620 275 265 124 265 283 172 524
Peak Hour Factor 095 095 095 0.95 0.95 095 0.95 095 095 095 095 095
Heavy Vehicles ( %) 2% 5% 2% 2% 5% 2% 2% 2% 2% 2% 2% 2%
Add Flow (vph) 363 2072 199 232 2758 289 279 131 279 298 181 552
Lane Group Flow (vph) 363 2072 199 232 2758 289 279 131 279 298 181 552
Turn Type Prot pm +ov Prot pm +ov Prot pm +ov Prot pm +ov
Protected Phases 5 2 3 1 6 7 3 8 1 7 4 5
Permitted Phases 2 6 8 4
Detector Phases 5 2 3 1 6 7 3 8 1 7 4 5
Minimum Initial (s) 40 40 40 40 40 40 40 40 - 4.0 40 40 40
Minimum Split (s) 80 220 80 80 220 80 80 220 80 80 220 80
Total Split (s) 21.0 640 14 200 630 140 140 220 200 140 220 210
Total Split ( %) 175% 533% 11 7% 167% 525% 117% 117% 183% 167% 11 7% 183% 175%
Maximum Green (s) 170 580 10.0 160 570 100 100 160 160 100 160 170
Yellow Time (s) 30 45 30 30 45 30 30 45 30 30 45 30
All -Red Time (s) 10 1.5 10 10 15 10 10 1.5 1 0 10 15 10
Lead /Lag Lead Lag Lead Lead Lag Lead Lead Lag Lead Lead Lag Lead
Lead -Lag Optimize?
Vehicle Extension (s) 30 30 30 30 30 30 30 30 30 30 30 30
Recall Mode None C -Max None None C -Max None None Max None None Max None
Walk Time (s) 50 50 50 50
Flash Dont Walk (s) 11 0 11 0 110 110
Pedestrian Calls ( # /hr) 0 0 0 0
Act Effct Green (s) 170 629 769 131 59.0 730 100 18.0 351 100 180 390
Actuated g/C Ratio 014 052 064 011 040 061 008 015 029 008 015 032
v/c Ratio 075 076 0.20 062 108 030 098 0.45 060 104 062 107
Control Delay 599 252 98 583 736 123 1024 519 423 1177 577 1002
Queue Delay 00 00 00 0.0 00 0.0 00 0.0 00 00 00 00
Total Delay 599 252 98 583 736 123 1024 519 423 1177 577 1002
LOS E C A E E B F D D F E F
Approach Delay 288 671 685 978
Weekday PM - Year 2026 Synchro 6 Report
Kerng, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL 6/27/2006
3. US 34 & Cannonball TH
Lane Group EBL F-:$T EBR. WBL WBT WBR- NBL� NIT .: N
�O SBL SBT SBR
Approach LOS C E E F
Queue Length 50th (ft) 140 448 59 89 —873 101 112 94 185 --128 133 —475
Queue Length 95th (ft) 194 537 100 128 #962 151 #202 158 270 #221 211 #694
Internal Link Dist (ft) 429 1652 767 1407
Turn Bay Length (ft)
Base Capacity (vph) 486 2727 1015 458 2557 963 286 294 501 286 294 514
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 075 076 020 051 108 030 098 045 056 104 062 107
Intersection Summary
Area Type Other
Cycle Length 120
Actuated Cycle Length 120
Offset 100 (83 %), Referenced to phase 2 EBT and 6 WBT, Start of Green
Natural Cycle 140
Control Type Actuated - Coordinated
Maximum v/c Ratio 1 08
Intersection Signal Delay. 58 2 Intersection LOS E
Intersection Capacity Utilization 98 1% ICU Level of Service F
Analysis Period (min) 15
— Volume exceeds capacity, queue is theoretically infinite
Queue shown is maximum after two cycles
# 95th percentile volume exceeds capacity, queue may be longer
Queue shown is maximum after two cycles
Splits and Phases 3 US 34 & Cannonball Trl I
1 m1 _m3 - i m4
m2
m5 i — 06
97 t 09
Weekday PM - Year 2026 Synchro 5 Report
Kenig, Lindgren. O'hara. Aboana. Inc
Kendall Marketplace; Yorkville, IL
9: Cannonb TO & 6/27
Lane Group l A'3 EBL EBT ,.EBR' 'W8L WBT WBW NBL' T NBT NBR SBL SBT SBR
Lane Configurations T 4* 0 tt e
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 2000 1900 1900 2000 1900
Total Lost Time (s) 40 40 40 40 40 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trading Detector (ft) 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util Factor 1 00 1 00 1 00 1 00 100 100 1 00 095 0 95 1 00 095 1 00
Frt 0 956 0 988 0 992 0 850
Flt Protected 0 950 0 983 0 950 0 950
Satd Flow (prot) 1770 1781 0 0 1809 0 1770 3596 0 1770 3619 1583
Flt Permitted 0 506 0 805 0 160 0 132
Satd Flow (perm) 943 1781 0 0 1482 0 298 3596 0 246 3619 1583
Right Turn on Red No No No No
Satd. Flow (RTOR)
Headway Factor 100 1 00 1 00 1 00 100 1 00 1 00 100 1 00 1 00 100 1 00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1452 1033 1093 1017
Travel Time (s) 330 23.5 248 231
Volume (vph) 311 171 70 60 100 15 45 900 50 10 855 233
Peak Hour Factor 095 095 095 095 095 o95 095 095 095 095 095 095
Heavy Vehicles ( %) 2% 2% 2% 2% 2% 2% 2% 5% 2% 2% 5% 2%
Add Flow (vph) 327 180 74 63 105 16 47 947 53 11 900 245
Lane Group Flow (vph) 327 254 0 0 184 0 47 1000 0 11 900 245
Turn Type pm +pt Perm pm +pt pm +pt pm +ov
Protected Phases 7 4 8 5 2 1 6 7
Permitted Phases 4 8 2 6 6
Detector Phases 7 4 8 8 5 2 1 6 7
Minimum Initial (s) 40 4 0 4 0 4 0 40 4.0 40 4 0 4 0
Minimum Split (s) 8 0 220 220 220 8 0 220 8 0 220 8 0
Total Split (s) 25 0 540 0 0 290 29 0 0 0 100 470 0 0 9 0 460 25 0
Total Split ( %) 227% 491% 00% 264% 264% 00% 91% 427% 00% 82% 41 8% 227%
Maximum Green (s) 21.0 48.0 230 230 7 0 41 0 6 0 400 21 0
Yellow Time (s) 30 45 45 45 30 45 30 45 30
All -Red Time (s) 10 1 5 1 5 15 0 0 1 5 0.0 1 5 1 0
Lead /Lag Lead Lag Lag Lead Lag Lead Lag Lead
Lead -Lag Optimize?
Vehicle Extension (s) 3 0 3 0 3 0 3 0 3 0 3 0 3 0 3 0 3 0
Recall Mode None None None None None Max None Max None
Walk Time (s) 5 0 5 0 5 0 5 0 5 0
Flash Dont Walk (s) 110 11 0 110 11.0 11 0
Pedestrian Calls ( # /hr) 0 0 0 0 0
Act Effct Green (s) 421 421 189 496 487 464 429 661
Actuated g/C Ratio 042 042 019 048 048 043 043 066
v/c Ratio 059 0.34 066 021 057 0 06 0 58 024
Control Delay 25 6 212 505 172 21 9 17 5 259 9 1
Queue Delay 0 0 0 0 0 0 0 0 0.0 0 D 0 0 0 0
Total Delay 25 6 212 505 172 21 9 175 259 9 1
LOS C C D B C B C A
Approach Delay 237 505 217 223
Weekday AM - Year 2026 Synchro 6 Report
Kenig, Lindgren, O'hara. Aboana, Inc
Kendall Marketplace: Yorkville, IL 6/27/2006
9: Cannonball Trl & IL 47 _ _.. _..._.
Lane Group EBJ, EBT BBR ,WBL WBT WBRx )BBL NBT NBR SBL SBT SBR
Approach LOS C D C C
Queue Length 50th (ft) 150 111 115 16 238 4 250 65
Queue Length 95th (ft) 224 172 190 39 386 14 341 117
Internal Link Dist (ft) 1372 953 1013 937
Turn Bay Length (ft)
Base Capacity (vph) 559 825 350 230 1742 178 1544 1048
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0 58 0 31 053 020 057 006 058 023
Intersection SttynMary6
Area Type Other
Cycle Length. 110
Actuated Cycle Length 100 6
Natural Cycle. 60
Control Type Actuated - Uncoordinated
Maximum v/c Ratio 0.66
Intersection Signal Delay 24 1 Intersection LOS C
Intersection Capacity Utilization 68 5% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases 9 Cannonball Trl & IL 47
¢ —!_o4-
01 I 02 .
m5 * m6 -o7
Weekday AM - Year 2026 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana. Inc
Kendall Marketplace; Yorkville, IL
9• Cannonbal Trl & I 47 6127/2006
Lane Group _EBL EBT EBR WBt: WBT WBR NBL NBT _gNBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 2000 1900 1900 2000 1900
Total Lost Time (s) 40 40 40 40 40 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util Factor 1 00 1 00 1 00 1 00 1 00 1 00 1 00 095 095 1 00 095 1 00
Frt 0 974 0 995 0 991 0 850
Flt Protected 0 950 0 992 0 950 0 950
Satd Flow (prof) 1770 1814 0 0 1839 0 1770 3592 0 1770 3619 1583
Flt Permitted 0 232 0 897 0 080 0 198
Satd Flow (perm) 432 1814 0 0 1663 0 149 3592 0 369 3619 1583
Right Turn on Red No No No No
Satd Flow (RTOR)
Headway Factor 100 100 1 00 100 100 1 00 100 100 1 00 1 00 1 00 1 00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1452 1033 1093 1017
Travel Time (s) 330 235 248 231
Volume (vph) 405 187 40 45 213 10 80 825 50 10 1480 496
Peak Hour Factor 095 0.95 095 0.95 095 095 095 095 095 095 .095 095
Heavy Vehicles ( %) 2% 2% 2% 2% 2% 2% 2% 5% 2% 2% 5% 2%
Add Flow (vph) 426 197 42 47 224 11 84 868 53 11 1558 522
Lane Group Flow (vph) 426 239 0 0 282 0 84 921 0 11 1558 522
Turn Type pm +pt Perm pm +pt pm +pt pm*ov
Protected Phases 7 4 8 5 2 1 6 7
Permitted Phases 4 8 2 6 6
Detector Phases 7 4 8 8 5 2 1 6 7
Minimum Initial (s) 40 4.0 40 40 40 40 40 40 40
Minimum Split (s) 80 220 220 220 80 220 80 220 80
Total Split (s) 250 480 00 230 230 00 80 540 0.0 8.0 540 250
Total Split ( %) 227% 436% 00% 209% 209% 00% 73% 491% 00% 73% 491% 227%
Maximum Green (s) 21 0 420 170 170 50 480 50 480 21 0
Yellow Time (s) 30 45 45 45 30 45 30 45 30
All -Red Time (s) 1.0 15 15 15 00 15 00 1 5 10
Lead /Lag Lead Lag Lag Lead Lag Lead Lag Lead
Lead -Lag Optimize?
Vehicle Extension (s) 30 30 30 30 30 30 30 30 30
Recall Mode None None None None None Max None Max None
Walk Time (s) 50 50 50 50 50
Flash Dont Walk (s) 11 0 11 0 110 110 110
Pedestrian Calls ( # /hr) 0 0 0 0 0
Act Effct Green (s) 440 440 190 556 548 532 500 751
Actuated g/C Ratio 041 041 018 051 051 046 046 069
v/c Ratio 098 032 097 062 051 005 093 048
Control Delay 668 240 909 357 194 144 395 97
Queue Delay 0.0 00 00 00 00 0.0 00 00
Total Delay 668 240 909 357 194 144 395 97
LOS E C F D B B D A
Approach Delay 514 90 208 319
Weekday PM - Year 2026 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL 6/27/2006
9:_ Cannonball TO & IL 47 - -. - - -
Lane Group -. EB6 EBT I=BR WBL . WBT •-WI3R, NBL -14U F NBRr SBA. $BT SBR
Approach LOS D F C C
Queue Length 50th (ft) 234 115 200 28 208 4 540 157
Queue Length 95th (ft) #441 178 #372 #69 307 12 #708 230
Internal Link Dist (ft) 1372 953 1013 937
Turn Bay Length (ft)
Base Capacity (vph) 435 737 292 135 7815 220 1671 1096
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spolback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 098 032 097 062 051 005 093 048
Intersection Summary a , L, h
Area Type Other
Cycle Length. 110
Actuated Cycle Length 108 4
Natural Cycle. 10D
Control Type Actuated - Uncoordinated
Maximum v/c Ratio 0 98
Intersection Signal Delay 36 5 Intersection LOS D
Intersection Capacity Utilization 93 4 %u ICU Level of Service F
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer
Queue shown I s maximum after two cycles
Splits and Phases 9 Cannonball Td & IL 47
01 t e2 -
05 06 e7 r-- 06
Weekday PM - Year 2026 Synchro 6 Report
Kerng, Lindgren. Ohara. Aboana, Inc
Kendall Marketplace; Yorkville, IL
5. U S 34 & Beecher Rd 6/27/
t'
Lane Group _ ~ " Ej3L• EBT. EBR WBL WBT WBR NBL ' NBT NBI A „ . SBA SBT SBR
Lane Configurations tt r tt
Ideal Flow (vphpl) 1900 2000 1900 1900 2000 1900 1900 2000 1900 1900 2000 1900
Total Lost Time (s) 40 40 40 40 40 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util Factor 1 00 091 1 00 100 091 1 00 100 095 1 00 1 00 095 1 00
j Frt 0.850 0 850 0 850 0 850
Flt Protected 0 950 0 950 0 950 0 950
Satd Flow (prot) 1770 5353 1583 1770 5353 1583 1770 3725 1583 1770 3725 1583
Flt Permitted 0 188 0 068 0 754 0 754
Satd Flow (perm) 350 5353 1583 127 5353 1583 1405 3725 1583 1405 3725 1583
Right Turn on Red No No No No
Satd Flow (RTOR)
Headway Factor 100 100 1 00 100 100 1 00 100 100 1 00 1 00 1 00 1 00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1305 580 1072 1436
Travel Time (s) 297 132 24.4 326
Volume (vph) 42 2146 205 385 1290 16 115 5 220 30 5 27
Peak Hour Factor 095 095 095 0.95 095 095 095 095 095 095 095 095
Add Flow (vph) 44 2259 216 405 1358 17 121 5 232 32 5 28
Lane Group Flow (vph) 44 2259 216 405 1358 17 121 5 232 32 5 28
Turn Type pm +pt pm +ov pm +pt pm +ov pm +pt pm +ov pm +pt pm +ov
Protected Phases 5 2 3 1 6 7 3 8 1 7 4 5
Permitted Phases 2 2 6 6 8 8 4 4
Detector Phases 5 2 3 1 6 7 3 8 1 7 4 5
Minimum Initial (s) 40 40 40 40 40 40 40 40 40 40 40 40
Minimum Split (s) 80 220 8.0 80 22.0 80 80 220 80 80 220 80
Total Split (s)
80 590 80 310 820 80 80 220 310
80 220 80
Total Split ( %) 67% 492% 6.7% 258% 683% 67% 67% 183% 258% 67% 183% 67%
Maximum Green (s) 50 530 50 280 760 50 50 160 280 50 160 50
Yellow Time (s) 30 45 3.0 30 45 30 30 45 30 30 45 30
All -Red Time (s) 00 15 00 00 1 5 00 00 15 00 00 15 00
Lead /Lag Lead Lag Lead Lead Lag Lead Lead Lag Lead Lead Lag Lead
Lead -Lag Optimize?
Vehicle Extension (s) 30 30 30 30 30 30 30 30 30 30 30 30
Recall Mode None C -Max None None C -Max None None Max None None Max None
Walk Time (s) 50 50 50 50
Flash Dont Walk (s) 110 110 110 110
Pedestrian Calls ( # /hr) 0 0 0 0
Act Effct Green (s) 618 578 658 860 796 876 236 212 494 220 180 260
Actuated g/C Ratio 052 048 055 072 066 073 020 018 041 018 015 022
v /cRatio 019 088 025 096 038 001 042 001 036 012 001 0 O
Control Delay 106 334 159 58.4 63 33 46.5 436 263 389 436 384
Queue Delay 00 00 00 00 00 00 00 00 00 00 00 00
Total Delay 106 334 15.9 584 63 33 465 436 263 389 436 384
LOS B C B E A A D D C D D D
Approach Delay 315 181 333 390
Approach LOS C B C D
Weekday AM - Year 2026 Synchro 6 Report
Kerng, Lindgren, O'hara, Aboana, Inc
I
Kendall Marketplace, Yorkville, IL 6/27/2006
5 US 34 & Beecher Rd
Lane Group EBL EST°" EBF� VIBL WBT YBR N,BL, NBlr INDR SQL SBT 5BR
Queue Length 50th (ft) 9 587 89 142 138 3 79 1 123 20 1 17
Queue Length 95th (ft) 19 662 138 #410 114 m6 136 7 190 48 7 43
1225 500 992 1356
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph) 227 2577 868 461 3550 1155 289 658 688 270 559 343
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spolback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.19 0.88 0.25 088 038 001 0.42 001 034 012 0.01 008
Intersection SumnIaLn `
Area Type Other
Cycle Length 120
Actuated Cycle Length 120
Offset 60 (50 %), Referenced to phase 2 EBTL and 6 WBTL, Start of Green
Natural Cycle 90
Control Type Actuated - Coordinated
Maximum v/c Ratio. 0.96 Intersection LOS C
Intersection Signal Delay 26 7
Intersection Capacity Utilization 83 8% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer
Queue shown is maximum after two cycles
m Volume for 95th percentile queue is metered by upstream signal
Splits and Phases 5 US 34 & Beecher Rd
m1
L � s2. --
I m m4
m
06
Weekday AM - Year 2026 Synchro 6 Report
Kenrg, Lindgren, O'hara, Aboana. Inc
Kendall Marketplace; Yorkville, IL
5. US 34 & Beecher Rd _ 6_/27/2006
Lane Group - EBT EBR WSL W8T WBRf :4131- NBT -'-NBR -SBL SBT SBR
Lane Configurations ) ttt r ) 1 ttt r I $4 r tt
Ideal Flow (vphpl) 1900 2000 1900 1900 2000 1900 1900 2000 1900 1900 2000 1900
Total Lost Time (s) 40 40 40 40 40 40 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util Factor 1 00 091 1 00 1 00 091 1 00 1 00 095 1 OD 1 00 095 1 00
Frt 0 850 0 850 0 850 0 850
Flt Protected 0 950 0 950 0 950 0 950
i Satd. Flow (prot) 1770 5353 1583 1770 5353 1583 1770 3725 1583 1770 3725 1583
Fit Permitted 0 108 0 098 0 679 0 754
Satd Flow (perm) 201 5353 1583 183 5353 1583 1265 3725 1583 1405 3725 1583
Right Turn on Red No No No No
Satd. Flow (RTOR)
Headway Factor 100 100 100 1 00 1 00 1 00 100 1 00 1 00 1 00 1 00 100
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1305 580 1072 1436
Travel Time (s) 297 132 244 32.6
Volume (vph) 154 1562 320 595 2552 63 340 5 630 221 5 101
Peak Hour Factor 0.95 095 095 095 095 095 0 95 095 0 95 0 95 0 95 095
Add Flow (vph) 162 1644 337 626 2686 66 358 5 663 233 5 106
Lane Group Flow (vph) 162 1644 337 626 2686 66 358 5 663 233 5 106
Turn Type pm +pt pm +ov pm +pt pm +ov pm +pt pm +ov pm +pt pm +ov
Protected Phases 5 2 3 1 6 7 3 8 1 7 4 5
Permitted Phases 2 2 6 6 8 8 4 4
Detector Phases 5 2 3 1 6 7 3 8 1 7 4 5
Minimum Initial (s) 40 40 40 40 40 40 40 40 40 40 40 40
Minimum Split (s) 80 220 80 80 220 80 80 22.0 8 0 8.0 220 8-0
Total Split (s) 120 410 150 420 710 130 150 240 420 130 220 120
Total Split { %) 100% 342% 12.5% 350% 592% 10.8% 125% 20.0% 350% 10.8% 183% 100%
Maximum Green (s) 90 350 120 390 650 100 120 180 39 0 100 16 0 9 0
Yellow Time (s) 30 45 30 30 45 30 30 45 30 30 45 30
All -Red Time (s) 00 1 5 00 00 15 00 00 15 00 0 0 1 5 00
Lead /Lag Lead Lag Lead Lead Lag Lead Lead Lag Lead Lead Lag Lead
Lead -Lag Optimize?
Vehicle Extension (s) 30 30 30 30 30 30 3 0 30 3 0 3 0 3 0 3 0
Recall Mode None C -Max None None C -Max None None Max None None Max None
Walk Time (s) 50 50 so 50
Flash Dont Walk (s) 110 11 0 11 0 11 0
Pedestrian Calls ( # /hr) 0 0 0 0
Act Effct Green (s) 450 370 520 790 670 800 310 200 62 0 270 180 300
Actuated g/C Ratio 038 031 0.43 0.66 056 067 026 0.17 052 022 015 025
v/c Ratio 090 100 049 100 090 006 096 001 0 81 068 0 01 027
Control Delay 78.1 62.8 275 617 9.9 15 800 418 337 49.7 436 384
Queue Delay 00 00 00 00 00 00 00 00 00 00 00 00
Total Delay 78.1 628 275 617 99 15 800 41 8 337 497 436 384
LOS E E C E A A F D C D D D
Approach Delay 584 194 499 461
Approach LOS E B D D
Weekday PM - Year 2026 Synchro 6 Report
Kenig, Lindgren. Ohara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
5: US 34 & Beecher Rd x/27/2006
Lane Group sg ER . EST EBR Vjl. ,._WBT WBR NBL- NBT- FNBR SBL SBT SBR
Queue Length 50th (ft) 70 464 184 -390 213 3 253 1 412 151 1 66
Queue Length 95th (ft) #207 #580 272 m#479 m279 m3 #465 7 593 232 7 118
Internal Link Dist (ft) 1225 500 992 1356
Turn Bay Length (ft)
Base Capacity(vph) 180 1651 686 623 2989 1055 373 621 818 344 559 396
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spolback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 090 100 049 100 090 006 0.96 0.01 081 0 68 001 027
IntersectionSurriffiary
Area Type Other
Cycle Length 120
Actuated Cycle Length 120
Offset 60 (50 %), Referenced to phase 2 EBTL and 6 WBTL, Start of Green
Natural Cycle. 110
Control Type Actuated - Coordinated
Maximum v/c Ratio 1 00
Intersection Signal Delay 37 4 Intersection LOS D
Intersection Capacity Utilization 97 1% ICU Level of Service F
Analysis Period (min) 15
- Volume exceeds capacity, queue is theoretically infinite
Queue shown is maximum after two cycles
# ' 95th percentile volume exceeds capacity, queue may be longer
Queue shown is maximum after two cycles
m Volume for 95th percentile queue is metered by upstream signal
Splits and Phases 5 US 34 & Beecher Rd
1 401 "'r` 02 l* o3- 04
0 05 -- 06 o7 I 08
Weekday PM - Year 2026 Synchro 6 Report
Kerng. Lindgren, Ohara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
15: US 34 & Access 4 6/2 7/2006
Lane Group . _� EB!<,,�rEBT WBT.,, WBIRv— SBL SBR;, £ 7
Lane Configurations}
Ideal Flow (vphpl) 1900 2000 2000 1900 1900 1900
Total Lost Time (s) 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9
Lane LIN Factor 1 00 091 091 1 00 097 1 00
Frt 0 850 0 850
Flt Protected 0 950 0 950
Satd Flow (prot) 1770 5353 5353 1583 3433 1583
Flt Permitted 0 062 0 950
Satd. Flow (perm) 115 5353 5353 1583 3433 1583
Right Turn on Red No No
Satd Flow (RTOR)
Headway Factor 1 00 1 00 100 100 100 1 00
Link Speed (mph) 30 30 30
Link Distance (ft) 732 872 824
Travel Time (s) 166 198 187
Volume (vph) 76 2320 1665 62 65 30
Peak Hour Factor 095 0.95 095 0.95 095 095
Add Flow (vph) 80 2442 1753 65 68 32
Lane Group Flow (vph) 80 2442 1753 65 68 32
Turn Type pm +pt pm +ov pm +ov
Protected Phases 5 2 6 4 4 5
Permitted Phases 2 6 4
Detector Phases 5 2 6 4 4 5
Minimum Initial (s) 40 40 40 40 40 40
Minimum Split (s) 8.0 220 220 220 220 80
Total Split (s) 230 880 650 320 320 230
Total Split ( %) 192% 733% 542% 26.7% 267% 192%
Maximum Green (s) 200 820 590 260 260 200
Yellow Time (s) 30 45 45 45 45 30
All -Red Time (s) 00 1 5 1 5 15 15 00
Lead /Lag Lead Lag Lead
Lead -Lag Optimize?
Vehicle Extension (s) 30 30 3.0 30 3.0 30
Recall Mode None C -Max C -Max Max Max None
Walk Time (s) 50 50 50 50
Flash Dont Walk (s) 110 110 110 110
Pedestrian Calls (0 /hr) 0 0 0 0
Act Effct Green (s) 840 840 753 1081 280 384
Actuated g/C Ratio 0.70 070 063 090 023 032
v/c Ratio 047 065 052 005 008 006
Control Delay 183 110 69 0.6 364 28.2
Queue Delay 00 00 00 00 00 00
Total Delay 183 11 0 69 06 364 282
LOS B B A A D C
Approach Delay 112 66 33.8
Approach LOS B A C
Weekday AM - Year 2026 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
i
Kendall Marketplace; Yorkville. IL 6/27/2006
15: US 34 & Access 4
Lane Groqp EBl_ EBT WBT . WBR $BL SBR .
Queue Length 50th (ft) 17 342 121 2 21 17
Queue Length 95th (ft) 50 3B5 132 m5 40 40
Internal Link Dist (ft) 652 792 744
Turn Bay Length (ft)
Base Capacity (vph) 343 3747 3361 1427 801 673
Starvation Cap Reductn 0 0 0 0 0 0
Spolback Cap Redu ctn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0
0
0 0
Reduced v/c Ratio 023 065 052 005 008 005
Intersection Summary
Area Type Other
Cycle Length 120
Actuated Cycle Length: 120
Offset 0 (0 %), Referenced to phase 2 EBTL and 6 WBT, Start of Green
Natural Cycle. 60
Control Type Actuated - Coordinated
Maximum v/c Ratio: 0.65 Intersection LOS A
Intersection Signal Delay 9 8 ICU Level of Service A
Intersection Capacity Utilization 52 6%
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal
Splits and Phases 15 US 34 & Access 4
I — ► 02 � m4
05 06
Synchro 6 Report
Weekday AM - Year 2026
Kerng, Lindgren, O'hara. Aboana. Inc
I
Kendall Marketplace; Yorkville, IL
15. US 34 & A 4 6/27/2006
Lane Group EBL•. EBT WBT WBR SBL SBR
Lane Configurations ttt ttt r 1) r
Ideal Flow (vphpl) 1900 2000 2000 1900 1900 1900
Total Lost Time (s) 40 40 40 40 40 40
Leading Detector (ft) 50 50 50 50 50 50
Trading Detector (ft) 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9
Lane U61 Factor 1 00 091 091 1 00 097 1 00
Frt 0 850 0 850
Flt Protected 0 950 0 950
Satd Flow (prot) 1770 5353 5353 1583 3433 1583
Flt Permitted 0 051 0 950
Said Flow (perm) 95 5353 5353 1583 3433 1583
Right Turn on Red No No
Satd Flow (RTOR)
Headway Factor 1 00 1 00 100 100 100 1 00
Link Speed (mph) 30 30 30
Link Distance (ft) 732 872 824
Travel Time (s) 166 198 187
Volume (vph) 272 2141 3084 243 361 171
Peak Hour Factor 0.95 095 095 095 095 0.95
Adl Flow (vph) 286 2254 3246 256 380 180
Lane Group Flow (vph) 286 2254 3246 256 380 180
Turn Type pm +pt pm +ov pm +ov
Protected Phases 5 2 6 4 4 5
Permitted Phases 2 6 4
Detector Phases 5 2 6 4 4 5
Minimum Initial (s) 40 40 40 40 40 40
Minimum Split (s) 80 22.0 220 220 220 80
Total Split (s) 200 980 780 220 220 200
Total Split ( %) 16.7% 817% 650% 183% 183% 167%
Maximum Green (s) 170 920 720 160 160 170
Yellow Time (s) 30 45 45 45 45 30
All -Red Time (s) 00 15 15 1 5 1 5 00
Lead /Lag Lead Lag Lead
Lead -Lag Optimize?
Vehicle Extension (s) 30 30 30 30 30 3.0
Recall Mode None C -Max C -Max Max Max None
Walk Time (s) 50 50 5.0 50
Flash Dont Walk (s) 110 110 110 110
Pedestrian Calls ( # /hr) 0 0 0 0
Act Effct Green (s) 940 940 740 960 180 3B 0
Actuated g/C Ratio 078 078 0.62 080 015 032
v/c Ratio 096 054 0 98 020 074 036
Control Delay 793 54 130 20 583 34.2
Queue Delay 00 00 00 00 00 00
Total Delay 793 5.4 13.0 20 583 34.2
LOS E A B A. E C
Approach Delay 137 122 50.5
Approach LOS B B D
Weekday PM - Year 2026 Synchro 6 Report
Kerng, Lindgren, Ohara, Aboana. Inc
Kendall Marketplace; Yorkville, IL 6/2712006
15 US 34 & Access 4 - - -
�, --- \ 4 /
Lane-Group e'EBL EBT V S_T- WBR SBI_ , SBR
Queue Length 50th (ft) 171 198 235 23 146 107
Queue Length 95th (ft) #346 223 m216 m21 201 173
Internal Link Dist (ft) 652 792 744
Turn Bay Length (ft)
Base Capacity (vph) 298 4193 3301 1266 515 501
' Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio o96 054 098 020 074 036
Intersection. $uMmaryra
Area Type. Other
Cycle Length 120
Actuated Cycle Length. 120
Offset 0 (0 %), Referenced to phase 2 EBTL and 6 WBT, Start of Green
Natural Cycle 110
Control Type Actuated - Coordinated
Maximum v/c Ratio. 0 96 Intersection LOS B
Intersection Signal Delay 16 0 ICU Level n Service F
Intersection Capacity Utilization 92 0%
Analysis Penod (min) 15
# 95th percentile volume exceeds capacity, queue may be longer
Queue shown is maximum after two cycles
m Volume for 95th percentile queue is metered by upstream signal
Splits and Phases 15 US 34 & Access 4
1--I* m2 04
I
05 06
Synchro 6 Report
Weekday PM - Year 2026
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
21 Access 1 & Cannonball Trl 6/27/2006
t
Movement 4 .•.. EBL , -EBR, • -NBL NBT SBT SBR.:.
Lane Configurations , t t r
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume veh/h) 59 50 42 533 645 53
Peak Hour Factor 095 095 095 095 095 095
Hourly flow rate (vph) 62 53 44 561 679 56
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type TWLTL
Median storage veh) 1
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1328 679 735
vC1, stage 1 conf vol 679
vC2, stage 2 conf vol 649
vCu, unblocked vol 1328 679 735
tC, single (s) 64 6.2 41
tC, 2 stage (s) 54
tF(s) 35 33 22
p0 queue free % 79 88 95
cM capacity (veh /h) 302 452 870
Direcoptr, L ne EB_ J.,:.' EM NB 1 NB�2 SED - ...SB 2
Volume Total 62 53 44 561 679 56
Volume Left 62 0 44 0 0 0
Volume Right 0 53 0 0 0 56
cSH 302 452 870 1700 1700 1700
Volume to Capacity 0.21 012 005 033 0.40 003
Queue Length 95th (ft) 19 10 4 0 0 0
Control Delay (s) 200 140 9.4 00 00 00
Lane LOS C B A
Approach Delay (s) 17.3 07 00
Approach LOS C
Intersection.&M
Average Delay 16
Intersection Capacity Utilization 44.9% ICU Level of Service A
Analysis Period (min) 15
I
Weekday AM - Year 2026 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL 6/27/2006
21: Access 1 & Cannonball Trl _
4 �►
Movement EBL EBR• : , NBL , NBT - SBT . :$BR•.,
Lane Configurations I ? + + f
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh /h) 152 124 100 645 861 88
Peak Hour Factor 095 095 o95 095 095 095
Hourly flow rate (Vph) 160 131 105 679 906 93
Pedestrians
Lane Width (ft)
j Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type TWLTL
Median storage veh) 1
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1796 905 999
vC1, stage 1 conf Vol 906
vC2, stage 2 conf vol 889
vCu, unblocked vol 1796 906 999
tC, single (s) 64 6.2 41
tC, 2 stage (s) 54
tF (s) 3.5 3.3 2.2
p0 queue free % 20 61 85
cM capacity (veh /h) 201 334 693
Direction,_ LaneO M.1 1=B 24, NB 1 NB 2 AB 1 SB
Volume Total 160 131 105 679 906 93
Volume Left 160 0 105 0 0 0
Volume Right 0 131 0 0 0 93
cSH 201 334 693 1700 1700 1700
Volume to Capacity 0 N 039 0.15 040 053 005
Queue Length 95th (ft) 140 45 13 0 0 0
Control Delay (s) 696 22.5 11 1 00 00 00
Lane LOS F C B
Approach Delay (s) 485 1 5 00
Approach LOS E
Intersection Summary
Average Delay 74
Intersection Capacity Utilization 69 ICU Level of Service C
Analysis Period (min) 15
Weekday PM - Year 2026 Synchro 6 Report
Kerog, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
22: Access 2 & Cannonball Trl 6/27/2006
Movement EBL, , EBR - NBL NBT SBT SBR _
Lane Configurations t t
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh /h) 13 25 30 562 680 15
Peak Hour Factor 095 095 095 095 095 095
Hourly flow rate (vph) 14 26 32 592 716 16
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type TWLTL
Median storage veh) 1
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1371 716 732
vC 1, stage 1 conf vol 716
vC2, stage 2 conf vol 655
vCu, unblocked vol 1371 716 732
tC, single (s) 64 62 4.1
tC. 2 stage (s) 54
tF (s) 35 33 2.2
p0 queue free % 95 94 96
cM capacity (vehlh) 295 430 873
Direction, Lane # EB I ER 2x.-NE�1 NBL2 SB 1 8132
Volume Total 14 26 32 592 716 16
Volume Left 14 0 32 0 0 0
Volume Right 0 26 0 0 0 16
cSH 295 430 873 1700 1700 1700
Volume to Capacity 0.05 006 004 035 042 001
I Queue Length 95th (ft) 4 5 3 0 0 0
Control Delay (s) 178 13.9 93 00 00 00
Lane LOS C B A
Approach Delay (s) 152 05 00
Approach LOS C
Intersection;Summary
Average Delay 06
Intersection Capacity Utilization 458% ICU Level of Service A
Analysis Period (min) 15
Weekday AM - Year 2026 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
22: Access 2 & Cannonball TH
# si27i2oos
Movement EBL^ EBR w NBL NBT SBT SBR
Lane Configurations '� t + r
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (vehlh) 90 150 89 562 829 156
Peak Hour Factor 095 095 095 095 095 095
Hourly flow rate (vph) 95 158 94 592 873 164
Pedestrians
Lane Width (ft)
Walking Speed (ftls)
Percent Blockage
Right turn flare (veh)
Median type TWLTL
Median storage veh) 1
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1652 873 1037
vC1, stage 1 conf vol 873
vC2, stage 2 conf vol 779
vCu, unblocked vol 1652 873 1037
tC, single (s) 6.4 62 41
tC. 2 stage (s) 54
tF (s) 35 3.3 22
p0 queue free %, 58 55 86
cM capacity (vehlh) 225 350 670
Direction, Lane E13F1 EB 2 NB 4. NB,2 _ SB 1 SB 2
Volume Total 95 158 94 592 873 164
Volume Left 95 0 94 0 0 0
Volume Right 0 158 0 0 0 164
cSH 225 350 670 1700 1700 1700
Volume to Capacity 042 0.45 014 035 0 51 0.10
Queue Length 95th (ft) 49 56 12 0 0 0
Control Delay (s) 32.3 23.5 11.2 0.0 00 00
Lane LOS D C B
Approach Delay (s) 263 15 00
Approach'LOS D
Intersection Summary
Average Delay 40
Intersection Capacity Utilization 63.5% ICU Level of Seance B
Analysis Penod (min) 15
Weekday PM - Year 2026 Synchro 6 Report
Kerng, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
23: US 3 & Access 3 6/27/2006
Movement EBL EBT WBT WBR ' SBL SBR ffi
Lane Configurations tt fff r r
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume (veh /h) 0 0 1715 59 0 12
Peak Hour Factor 095 095 095 095 095 095
Hourly flow rate (vph) 0 0 1805 62 0 13
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) B72 509
pX, platoon unblocked 080 0 BO 080
vC, conflicting volume 1867 1805 602
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 1584 1506 2
tC, single (s) 41 68 69
tC, 2 stage (s)
tF(s) 22 35 33
p0 queue free % 100 100 99
cM capacity (vehlh) 329 89 865
Direction,. Lqne - #:. _ w- EBA= EB 2 -WB,1 —ZR2 , WB 3 WB 4, , SB,11
Volume Total 0 0 602 602 602 62 13
Volume Left 0 0 0 0 0 0 0
Volume Right 0 0 0 0 0 62 13
cSH 1700 1700 1700 1700 1700 1700 865
Volume to Capacity 000 000 0.35 0.35 035 004 001
Queue Length 95th (ft) 0 0 0 0 0 0 1
Control Delay (s) 00 0.0 00 00 00 00 92
Lane LOS A
Approach Delay (s) 00 00 92
Approach LOS A
Intersection Summary►- 'ca
Average Delay 01
Intersection Capacity Utilization 41 5% ICU Level of Service A
Analysis Period (min) 15
Weekday AM - Year 2026 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace, Yorkville, IL
23 US 34 & Access 3 6/27/2006
Movement EBT WBT WBR. SBL SBR-�
Lane Configurations tt ttt r r
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume (veh /h) 0 0 3246 163 0 81
Peak Hour Factor 095 095 095 095 095 095
Hourly flow rate (vph) 0 0 3417 172 0 85
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Medan type None
Median storage veh)
Upstream signal (ft) 872 509
pX, platoon unblocked 052 052 052
vC, conflicting volume 3588 3417 1139
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 4133 3802 0
tC, single (s) 41 68 69
tC, 2 stage (s) 35 33
tF (s) 2.2
p0 queue free % 100 100 85
cM capacity (veh /h) 20 1 563
Direction, Lan *#- . EB''I EB 2 WB 1 W13-4 WS 3 ' W&4 Sj we
g ,
Volume Total 0 0 1139 1139 1139 172 85
Volume Left 0 0 0 0 0 0 0
Volume Right 0 0 0 0 0 172 85
cSH 1700 1700 1700 1700 1700 1700 563
Volume to Capacity 0.00 000 067 067 067 0.10 0.15
Queue Length 95th (ft) 0 0 0 0 0 0 13
Control Delay (s) 00 00 00 0 0 00 00 125
Lane LOS B
Approach Delay (s) 0.0 00 12.5
Approach LOS B
Intersection,Sum.Mary - `
Average Delay 03
Intersection Capacity Utilization 71.3% ICU Level of Service C
Analysis Period (min) 15
Weekday PM - Year 2026 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
24. US 34 & Access 5 6/27/2006
Movement EBL EBT WBT WBR SBI_ SBR
Lane Configurations ttt r
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume (veh /h) 0 0 1679 16 0 12
Peak Hour Factor 095 095 095 095 095 095
Hourly flow rate (vph) 0 0 1767 17 0 13
j Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 580 732
pX, platoon unblocked 081 081 081
vC, conflicting volume 1784 1767 589
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 1495 1475 16
tC, single (s) 4.1 6.8 69
tC, 2 stage (s)
tF (s) 2.2 35 33
p0 queue free % 100 100 99
cM capacity (vehlh) 359 95 855
Direction, LaneA,, v WE0 _ WB,2 WB3-4 WS 4 SBA
Volume Total 589 589 589 17 13
Volume Left 0 0 0 0 0
Volume Right 0 0 0 17 13
cSH 1700 1700 1700 1700 855
Volume to Capacity 0.35 035 0.35 001 001
Queue Length 95th (ft) 0 0 0 0 1
Control Delay (s) 0.0 00 00 00 9 3
Lane LOS A
Approach Delay (s) 00 93
Approach LOS A
Intersection. Summary
Average Delay 01
Intersection Capacity Utilization 408% ICU Level of Service A
Analysis Period (min) 15
Weekday AM - Year 2026 Synchro 6 Report
Kenig, Lindgren. Ohara, Aboana, Inc
Kendall Marketplace; Yorkville, IL
24: US 34 & Access 5 6/27/2006
Movement EBL., &BBT. WBT WBR E_ SBL S13R
Lane Configurations ttt i
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume (veh /h) 0 0 3129 126 0 81
Peak Hour Factor 095 095 095 095 095 095
Hourly flow rate (vph) 0 0 3294 133 0 85
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 580 732
pX, platoon unblocked 041
0 41 0 41
vC, conflicting volume 3426 3294 1098
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 4043 371 8 0
6
tC, single (s) 4.1 6 8 6 9
tC, 2 stage (s)
tF(s) 22 35 33
p0 queue free % 100 100 81
cM capacity (veh /h) 17 1 443
Direction, Lane #. WD 1 - WB 2 rWB 3 =WB 4,..$B 1 � +
Volume Total 1098 1098 1098 133 85
Volume Left 0 0 0 0 0
Volume Right 0 0
0 133 85
cSH 1700 1700 1700 1700 443
Volume to Capacity 0.65 065 065 008 019
Queue Length 95th (ft) 0 0 0 0 18
i Control Delay (s) 00 00 00 00 150
Lane LOS C
Approach Delay (s) 00 150
Approach LOS C
Intersection Summary
Average Delay 04
Intersection Capacity Utilization 691% ICU Level of Service C
Analysis Period (min) 15
Weekday PM - Year 2026 Synchro 6 Report
Kenig, Lindgren, O'hara, Aboana, Inc