TRAFFIC IMPACT STUDY
Anthony Scully
AVALON
To:
Karim Khoja
Northshore Management Group, Inc.
From:
Bill Grieve
Date:
April 11, 2014
Subject:
Proposed Dunkin’ Donuts
Willow Road @ Shermer Road – SE Corner
Glenview, Illinois
PART I. PROJECT CONTEXT AND SUMMARY STATEMENT
GEWALT HAMILTON ASSOCIATES, INC. (GHA) has conducted a traffic impact study (TIS) for the above captioned
project. As proposed, the former McGovern’s tavern located in the southeast corner of the Willow Road /
Shermer Road intersection in Glenview, Illinois would become a Dunkin’Donuts. A drive-thru operation would
be provided for their customers’convenience, as would meeting space for groups and clubs to rent out.
The following summarizes our TIS findings and provides various recommendations for your consideration.
Exhibits and Appendices referenced are located at the end of this document.
Briefly summarizing, we believe that the adjacent roadways and the site access drives can accommodate the
commercial center’s traffic activity. Reasons include:
 The Dunkin’Donuts busiest hours from 5-10 AM do not coincide with the busiest hours of the
adjacent businesses in WilSher Commons.
 No additional access is requested on either Willow Road or Shermer Road, nor is it needed to
accommodate Dunkin’Donuts traffic.
 Ample drive-thru stacking is provided, so as to not detrimentally impact on-site circulation.
 Sufficient parking is available on-site to meet Village requirements.
Dunkin’ Donuts
Glenview, Illinois
PART II. BACKGROUND INFORMATION
Site Location Map and Roadway Inventory
Exhibit 1 provides an aerial photo of the site location. Pertinent comments to the adjacent roadways include:

Willow Road is a major east-west route throughout the northern suburbs that is under the jurisdiction
of the Illinois Department of Transportation (IDOT) and is classified as a Strategic Regional Arterial
(SRA). Willow Road has two through travel lanes in each direction separated by a barrier median,
which limits access to the site to right turns in/out only. There is one existing drive on Willow at the
east end of the site that will remain. The posted speed limit on Willow is 40-mph.

Shermer Road is a north-south route that extends from Dundee Road in Northbrook south to West
Lake Avenue in The Glen. Shermer is also under IDOT jurisdiction south of Willow Road to Old
Willow Road. The railroad viaduct just south of WilSher Commons has been closed since the
accident that occurred in July 2012. Shermer has a 5-lane pavement adjacent to WilSher Commons
that has two full access drives which will also be used by Dunkin’Donuts traffic. The posted speed
limit on Shermer is 35-mph.

The Willow / Shermer intersection has traffic signal control. Both Willow and Shermer provide
separate left turn lanes on all intersection approaches.
Baseline Traffic – Year 2019
The railroad accident in 2012 and the road construction along Willow Road in 2013 and 2014 has changed
traffic volumes and travel patterns in the site vicinity. Since conducting traffic counts at the important Willow /
Shermer intersection would not provide accurate data, GHA obtained Year 2019 traffic projections from Sam
Schwartz Engineering (SSE), who conducted an extensive traffic impact study for the recently approved
Willow Creek Church in The Glen.
To augment the SSE data, GHA conducted weekday morning and late afternoon / evening traffic counts at
the WilSher Commons drives on Shermer and the site drive on Willow in April 2014. No unusual events
occurred during the counts, such as road construction, emergency vehicle activity, or severe weather, which
would have impacted the collected data.
Exhibit 2 illustrates the resulting Baseline Traffic –Year 2019 volumes for the weekday morning and evening
peak hours. Pertinent comments and observations from the count data include:

Many of the vehicles that turn left into the WilSher Commons north drive then right out of the drive on
Willow are avoiding the queue of southbound left turns from Shermer Road to Willow Road during
both peak hours.

The WilSher Commons driveway volumes were increased by 35% and the travel patterns adjusted
(left and right turns in and out of the drives) to reflect the currently closed railroad viaduct.
GEWALT HAMILTON ASSOCIATES, INC. - Page | 2
Dunkin’ Donuts
Glenview, Illinois
PART III. TRAFFIC EVALUATION
Dunkin’ Donuts Traffic Characteristics
Exhibit 3 – Part A lists the traffic generation calculations for Dunkin’Donuts, based on rate data published by
the Institute of Transportation Engineers (ITE), and the anticipated hours of operation, which may be 24hours at least for the drive-thru. The traffic generations also include trips potentially generated by the planned
meeting space, which will be available to be rented by groups and clubs.
Discussion Point. The traffic generations are probably overstated, because vehicles already “passing by”
on the adjacent streets will make many of the site trips and in particular Dunkin’Donuts, which has up to
65-70% pass-by trips in the morning peak period. In addition, this location may attract neighborhood
walking or biking trips, such as from Glenbrook North High School, which aren’t generally factored into
the ITE trip generation rates.
Exhibit 3 – Part B provides the anticipated trip distribution, which is primarily based on current / anticipated
travel patterns and the access drives. As can be seen, the majority of trips would be oriented along Willow
Road. The distribution also reflects the convenience of right turn movements, for example as a quick stop at
Dunkin’Donuts for coffee on the way to work in the morning.
Site and Total Traffic – Year 2019 Assignments
Exhibit 4 illustrates the site traffic assignment, which is based on the traffic characteristics summarized in
Exhibit 3 (e.g. traffic generations and trip distribution) and the site access drives. Site traffic and the Year
2019 baseline volumes (see Exhibit 2) were combined to produce the Total Traffic –Year 2019 assignment,
which is illustrated in Exhibit 5.
Discussion Point. The total traffic volumes are probably too high, because the ITE allowed discount for
“pass-by” trips was not taken, nor were the generations (see Exhibit 2) reduced for walking and biking
trips that may be generated. Also, the SSE Year 2019 projections included background growth, which
Dunkin’Donuts traffic could be considered part of.
Intersection Capacity Analyses
Intersection capacity analyses were conducted using the “Synchro” traffic simulation model. At signalized
intersections, Level of Service (LOS) reports operations using the letter designations “A” (best) through “F”
(worst) and measures the average control delay per vehicle in seconds. At unsignalized intersections where
the minor approaches have stop control, the Synchro measurement is approach delay in seconds, with the
results reported from LOS A to LOS F.
GEWALT HAMILTON ASSOCIATES, INC. - Page | 3
Dunkin’ Donuts
Glenview, Illinois
The Synchro traffic modeling software was used for the “static” capacity analyses. Synchro also provides a
“dynamic” representation of vehicles traveling the adjacent streets, which can be used as a powerful
transportation engineering tool to test potential changes in traffic signal timings. Exhibit 6 summarizes the
intersection capacity analysis results for the weekday morning and evening peak hours. The Synchro
software printouts are also provided in Appendix A for reference.
Traffic Impact Discussion
Reviewing the Year 2019 baseline traffic volumes (see Exhibit 2), the site traffic characteristics and
assignment, and the total traffic assignment (see Exhibits 3, 4, and 5) indicates that:

New Dunkin’Donuts traffic would comprise less than 1% of the volumes entering the Willow / Shermer
intersection.

Dunkin’Donuts busiest activity occurs during the morning hours, before most of the businesses in
WilSher Commons are open.

The results of the capacity analyses (see Exhibit 6) indicate that intersection operations would be
minimally impacted, especially at the important Willow Road intersection with Shermer Road.
Key Finding. Based on the above, the site impacts on traffic volumes and operations at the Willow /
Shermer intersection are very small. Thus, our recommendations focus on the access operations and site
plan elements (see Exhibit 7).
PART IV. RECOMMENDATIONS
Access Operations
Willow Road Access Drive
1. The existing access geometry will be maintained.
2. A review of the Year 2019 total traffic assignment (see Exhibit 5) indicates that a separate eastbound
right turn lane should not be needed.
3. Appropriate signage should be provided to help visually and physically remind drivers that access is
restricted to right turns in/out only.
4. Exiting site traffic should have Stop control.
5. The existing sidewalk should be reconstructed and a connection made to Dunkin’Donuts.
Shermer Road Access Drives
1. The existing access geometry will be maintained at both drives.
2. Exiting site traffic should have Stop control.
3. Appropriate directional signing to Dunkin’Donuts would be beneficial.
GEWALT HAMILTON ASSOCIATES, INC. - Page | 4
Dunkin’ Donuts
Glenview, Illinois
Drive-Thru Operations
Dunkin’Donuts proposes to operate a drive-thru for their customers. Drive-thru characteristics include:

The drive-thru window will be located on the south side of the building and will provide stacking for 11
vehicles from the beverage and food pick-up window prior to reaching the site circulation aisle (see
Exhibit 8).

Customers will be able to easily navigate the drive-thru, as shown in the AutoTurn vehicle turning
movement diagram (see Appendix B).

About 65-70% of all Dunkin’Donuts business occurs during the morning peak period before 10 AM.

About 65-70% of all Dunkin’Donuts business uses the convenience of the drive-thru. This helps
minimize the customer parking demands.

The targeted transaction time from when the Dunkin’Donuts customer orders to when they pick up
their beverage and/or food is 90 seconds. This quick timeframe can be accomplished, because
Dunkin’Donuts has a much more limited menu and there are fewer special order options available
than other coffee shops and drive-thru restaurants.
Discussion Point. GHA has observed drive-thru stacking at many Dunkin’Donuts throughout the
Chicago area. Typically, 6-7 vehicles of stacking are sufficient even during peak usage (e.g. inclement
weather). The only occasions a longer queue have been observed were usually when a special order
took much longer than the target 90-second transaction time.
Key Finding. Based on the above characteristics and discussion, more than adequate Dunkin’Donuts
drive-thru stacking will be provided.
Parking and Internal Circulation
On-site planning elements that are included in the Hague Architecture and GHA site plan (see Exhibit 6):

The drive aisle around the building Dunkin’Donuts would operate one-way counterclockwise. On-site
signage is to be provided to direct traffic properly to avoid wrong-way turns / maneuvers.

24 vehicle parking spaces are proposed, which exceeds the Village code calculation requirement of
23 spaces. The parking dimensions also meet Village code. Employees would be directed to park in
the spaces closest to Willow Road so as to minimize movement conflicts near the site access.

A bicycle rack will be provided to encourage non-auto trips.

A crosswalk connection to the public sidewalks should be provided on-site and should be identified
by appropriate pavement markings and signage.
GEWALT HAMILTON ASSOCIATES, INC. - Page | 5
Dunkin’ Donuts
Glenview, Illinois
Service Area Operations
Based on information provided by Dunkin’Donuts:

Dunkin’Donuts will have minimal service area activity, as 15 or fewer trips (e.g. refuse pick-up twice
to three times a week, daily donut deliveries, etc.) are usually generated during the entire week.

Deliveries are expected to occur either through the front door or the rear doors of the building. And
the refuse container is proposed to be located in the southwest corner of the site (see Exhibit 7).
Deliveries and refuse pick-up are typically scheduled to not coincide with busy restaurant hours.

The AutoTurn templates for delivery vehicles, fire trucks, and refuse trucks are shown in Appendix B.
PART V. TECHNICAL ADDENDUM
The following Exhibits and Appendix were previously referenced. They provide technical support for our
observations, findings, and recommendations discussed in the text.
Exhibits
1. Site Location Map
2. Baseline Traffic –Year 2019
3. Project Traffic Characteristics
4. Dunkin’Donuts Traffic
5. Total Traffic –Year 2019
6. Intersection Capacity Analyses
7. Site Plan
8. Vehicle Stacking Exhibit
Appendix
A. Capacity Analysis Worksheets
B. AutoTurn Exhibit
GEWALT HAMILTON ASSOCIATES, INC. - Page | 6
EXHIBITS
Dunkin’ Donuts
Glenview, Illinois
Proposed Dunkin’ Donuts - Glenview, Illinois
Exhibit 1
Location Map
Exhibit 3
Project Traffic Characteristics
Dunkin' Donuts; Glenview, Illinois
Part A. Traffic Generation Calculations
Weekday Peak Hours
Dunkin' Donuts
Conference Room
ITE
Code
#937
Size
2,200 SF / 50 seats
Walk-in
Drive-Thru
Subtotals =
1,100 SF / 20 seats
n/a
Totals =
In
Morning
Out
Sum
Daily
Evening
Out
Sum
New
In
15
30
45
New
Sum
New
30
65
95
30
630
1170
1800
630
35
75
110
35
75
110
70
150
220
80
15
35
50
5
5
10
10
5
10
15
15
75
75
115
115
230
90
55
55
110
45
1875
705
Notes:
1) Sources: Institute of Transportation Engineers (ITE) Trip Generation Manual (9th Edition) and Dunkin' Donuts data.
2) Per ITE and Dunkin' Donuts, about 65-70% of their traffic could be "pass-by" in nature.
This discount was not taken to ensure that the maximum site impacts were tested.
Part B. Trip Distribution
Percent Use
Approach Site From
Depart Site To
Route & Direction
Shermer Road
- North of Willow Road
- South of Site
Willow Road
- East of Site
- West of Shermer Road
Totals =
20%
15%
20%
15%
20%
45%
100%
45%
20%
100%
Exhibit 6
Intersection Capacity Analyses
Proposed Dunkin' Donuts - Glenview, Illinois
Part A. Parameters - Type of Traffic Control
(Source: 2010 Highway Capacity Manual)
I. Traffic Signals
LOS Delay (sec / veh)
A
£ 10
II. Stop Sign
All signal phases clear waiting vehicles without delay
Description
LOS
A
Delay (sec / veh)
£ 10
B
>10 and £ 20
Minimal delay experienced on select signal phases
B
>10 and £ 15
C
>20 and £ 35
Some delay experienced on several phases; often used as design criteria
C
>15 and £ 25
D
>35 and £ 55
Usually considered as the acceptable delay standard
D
>25 and £ 35
E
>55 and £ 80
Very long delays experienced during the peak hours
E
>35 and £ 50
F
>80
Unacceptable delays experienced throughout the peak hours
F
>50
Part B. Results
LOS Per Movement Group By Approach
Roadway
Conditions
> = Shared Lane
- = Non Critical or not Allowed Movement
TRT - Shared Through/Right lane (with an additonal Through lane)
Eastbound
1. Willow Rd @ Shermer Rd
Westbound
Northbound
Southbound
Intersection /
Approach
Delay
(sec / veh)
LOS
Traffic Signal
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
Baseline Traffic (See Exhibit 2 )
• Current
D
D
<
D
D
<
D
E
<
E
C
<
42.0
D
Total Traffic (See Exhibit 5 )
• Current
D
D
<
E
D
<
D
E
<
E
C
<
46.0
D
Baseline Traffic (See Exhibit 2 )
• Current
F
D
<
F
D
<
E
F
<
F
E
<
59.7
E
Total Traffic (See Exhibit 5 )
• Current
F
D
<
F
D
<
F
F
<
F
E
<
61.4
E
TWSC - NB Stops
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
Baseline Traffic (See Exhibit 2 )
• Current
-
-
-
-
-
-
-
-
C
-
-
-
19.6
C
Total Traffic (See Exhibit 5 )
• Current
-
-
-
-
-
-
-
-
C
-
-
-
24.8
C
Baseline Traffic (See Exhibit 2 )
• Current
-
-
-
-
-
-
-
-
C
-
-
-
19.6
C
Total Traffic (See Exhibit 5 )
• Current
-
-
-
-
-
-
-
-
C
-
-
-
21.7
C
TWSC - WB Stops
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Baseline Traffic (See Exhibit 2 )
• Current
-
-
-
>
C
<
-
-
-
A
A
-
15.3
C
Total Traffic (See Exhibit 5 )
• Current
-
-
-
>
B
<
-
-
-
A
A
-
13.2
B
Baseline Traffic (See Exhibit 2 )
• Current
-
-
-
>
B
<
-
-
-
A
A
-
11.2
B
Total Traffic (See Exhibit 5 )
• Current
-
-
-
>
B
<
-
-
-
A
A
-
12.4
B
TH TRT Intersection Delay
A. Weekday Morning Peak Hour
B. Weekday Evening Peak Hour
2. Willow Rd @ RIRO Drive
RT NB Approach Delay
A. Weekday Morning Peak Hour
B. Weekday Evening Peak Hour
3. Shermer Rd @ North Drive
WB Approach
Delay
A. Weekday Morning Peak Hour
B. Weekday Evening Peak Hour
APPENDIX A
Capacity Analysis Worksheets
Dunkin’ Donuts
Glenview, Illinois
Queues
3: Shermer Rd & Willow Rd
Lane Group
Lane Configurations
Volume (vph)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Satd. Flow (RTOR)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Total Split (s)
Total Lost Time (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Shermer Rd AM Baseline
4/10/2014
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
168
1770
0.060
112
1496
3511
88
0
1137
3440
262
0
119
0
206
0
3440
28
1473
NA
6
0
3376
44
408
NA
8
0
249
1770
0.202
376
196
3267
0
105
1770
0.505
941
269
3376
3511
7
1668
NA
2
126
1770
0.064
119
3267
183
423
NA
4
0
177
pm+pt
5
2
21.0
3.5
81.1
0.62
0.75
47.5
0.0
47.5
D
92
170
150
293
0
0
0
0.60
72.0
6.0
67.0
0.52
0.92
38.7
0.0
38.7
D
39.5
D
670
#853
459
1813
0
0
0
0.92
0
133
pm+pt
1
6
13.0
3.5
74.2
0.57
0.73
49.6
0.0
49.6
D
57
#157
65
188
0
0
0
0.71
64.0
6.0
62.8
0.48
0.88
37.6
0.0
37.6
D
38.6
D
572
#776
286
0
111
pm+pt
3
8
13.0
3.5
27.9
0.21
0.43
38.8
0.0
38.8
D
1676
0
0
0
0.88
68
116
90
265
0
0
0
0.42
22.0
6.0
16.3
0.13
0.89
71.4
0.0
71.4
E
64.4
E
162
#257
134
461
0
0
0
0.89
0
262
pm+pt
7
4
23.0
3.5
41.0
0.32
0.82
57.0
0.0
57.0
E
176
#288
165
328
0
0
0
0.80
0
32.0
6.0
25.9
0.20
0.53
28.5
0.0
28.5
C
39.4
D
94
148
433
799
0
0
0
0.53
Intersection Summary
Cycle Length: 130
Actuated Cycle Length: 130
Offset: 122 (94%), Referenced to phase 2:EBTL and 6:WBTL, Start of 1st Green
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.92
Intersection Signal Delay: 42.0
Intersection LOS: D
Intersection Capacity Utilization 92.8%
ICU Level of Service F
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases:
3: Shermer Rd & Willow Rd
Shermer Rd AM Baseline
Gewalt Hamilton Associates, Inc.
Synchro 8 Report
Page 1
HCM 2010 TWSC
6: East Driveway & Willow Rd
Intersection
Int Delay, s/veh
Shermer Rd AM Baseline
4/10/2014
0
Movement
Vol, veh/h
Conflicting Peds, #/hr
Sign Control
RT Channelized
Storage Length
Veh in Median Storage, #
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
EBT
1864
0
Free
0
0
95
2
1962
Major/Minor
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Major1
0
-
Approach
HCM Control Delay, s
HCM LOS
EB
0
Minor Lane/Major Mvmt
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)
Shermer Rd AM Baseline
Gewalt Hamilton Associates, Inc.
NBLn1
249
0.013
19.6
C
0
EBT
-
EBR
0
0
Free
None
95
2
0
WBL
0
0
Free
95
2
0
Major2
1962
4.14
2.22
293
-
0
-
293
WB
0
EBR
-
WBL
293
0
A
0
WBT
1525
0
Free
None
0
0
95
2
1605
0
-
NBL
0
0
Stop
0
0
95
2
0
NBR
3
0
Stop
None
0
95
2
3
Minor1
2765
1962
803
6.84
5.84
5.84
3.52
15
95
401
981
6.94
3.32
249
-
15
15
95
401
249
-
NB
19.6
C
WBT
-
Synchro 8 Report
Page 2
HCM 2010 TWSC
8: Shermer Rd & North Driveway
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Conflicting Peds, #/hr
Sign Control
RT Channelized
Storage Length
Veh in Median Storage, #
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
Shermer Rd AM Baseline
4/10/2014
0.1
WBL
1
0
Stop
0
0
0
95
2
1
WBR
0
0
Stop
None
95
2
0
Major/Minor
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Minor1
740
519
221
6.84
5.84
5.84
3.52
352
562
795
260
6.94
3.32
739
-
351
351
562
792
739
-
Approach
HCM Control Delay, s
HCM LOS
WB
15.3
C
Minor Lane/Major Mvmt
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)
NBT
-
Shermer Rd AM Baseline
Gewalt Hamilton Associates, Inc.
NBT
493
0
Free
0
0
95
2
519
Major1
0
NB
0
NBR WBLn1
351
- 0.003
15.3
C
0
SBL
1042
0.003
8.5
A
0
NBR
1
0
Free
None
95
2
1
0
-
SBL
3
0
Free
95
2
3
Major2
520
4.14
2.22
1042
1042
-
SBT
407
0
Free
None
0
0
95
2
428
0
-
SB
0.1
SBT
0
A
-
Synchro 8 Report
Page 3
HCM 2010 TWSC
10: Shermer Rd & Harvard Ct
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Conflicting Peds, #/hr
Sign Control
RT Channelized
Storage Length
Veh in Median Storage, #
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
Shermer Rd AM Baseline
4/10/2014
0.4
EBL
10
0
Stop
95
2
11
EBT
1
0
Stop
0
0
95
2
1
EBR
8
0
Stop
None
95
2
8
WBL
1
0
Stop
95
2
1
Major/Minor
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Minor2
941
430
511
7.12
6.12
6.12
3.518
243
603
545
941
430
511
6.52
5.52
5.52
4.018
263
583
537
426
6.22
3.318
628
-
Minor1
944
509
435
7.12
6.12
6.12
3.518
242
547
600
241
241
602
541
262
262
582
536
628
-
237
237
546
590
Approach
HCM Control Delay, s
HCM LOS
EB
16.7
C
Minor Lane/Major Mvmt
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)
Shermer Rd AM Baseline
Gewalt Hamilton Associates, Inc.
NBL
1132
0.001
8.2
A
0
WBT
0
0
Stop
0
0
95
2
0
WBR
3
0
Stop
None
95
2
3
NBL
1
0
Free
95
2
1
941
509
432
6.52
5.52
5.52
4.018
263
538
582
507
6.22
3.318
566
-
Major1
427
4.12
2.218
1132
-
262
262
537
581
566
-
1132
-
WB
13.7
B
NBT
0
A
-
NBR EBLn1 WBLn1
327
420
- 0.061
0.01
16.7
13.7
C
B
0.2
0
NBT
481
0
Free
0
0
95
2
506
NBR
2
0
Free
None
95
2
2
0
-
0
-
NB
0
SBL
1057
0.002
8.4
A
0
SBT
0
A
-
SBR
-
Synchro 8 Report
Page 4
HCM 2010 TWSC
10: Shermer Rd & Harvard Ct
Shermer Rd AM Baseline
4/10/2014
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Conflicting Peds, #/hr
Sign Control
RT Channelized
Storage Length
Veh in Median Storage, #
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
SBL
2
0
Free
95
2
2
Major/Minor
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Major2
508
4.12
2.218
1057
-
Approach
HCM Control Delay, s
HCM LOS
SB
0
1057
-
SBT
403
0
Free
0
0
95
2
424
SBR
3
0
Free
None
95
2
3
0
-
0
-
Minor Lane/Major Mvmt
Shermer Rd AM Baseline
Gewalt Hamilton Associates, Inc.
Synchro 8 Report
Page 5
Queues
3: Shermer Rd & Willow Rd
Lane Group
Lane Configurations
Volume (vph)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Satd. Flow (RTOR)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Total Split (s)
Total Lost Time (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Shermer Rd AM Total
4/10/2014
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
168
1770
0.061
114
1548
3511
88
0
1137
3440
262
0
119
0
206
0
3440
28
1473
NA
6
0
3387
39
432
NA
8
0
249
1770
0.198
369
219
3281
0
128
1770
0.489
911
292
3387
3511
6
1722
NA
2
149
1770
0.064
119
3281
163
448
NA
4
0
177
pm+pt
5
2
21.0
3.5
80.2
0.62
0.74
47.0
0.0
47.0
D
91
169
150
294
0
0
0
0.60
72.0
6.0
66.1
0.51
0.96
45.2
0.0
45.2
D
45.3
D
713
#903
459
1788
0
0
0
0.96
0
157
pm+pt
1
6
13.0
3.5
74.2
0.57
0.84
64.7
0.0
64.7
E
79
#208
65
188
0
0
0
0.84
64.0
6.0
62.3
0.48
0.89
38.4
0.0
38.4
D
40.9
D
572
#776
286
0
135
pm+pt
3
8
13.0
3.5
28.5
0.22
0.52
42.0
0.0
42.0
D
1662
0
0
0
0.89
84
138
90
263
0
0
0
0.51
22.0
6.0
16.7
0.13
0.92
76.8
0.0
76.8
E
68.5
E
176
#285
134
469
0
0
0
0.92
0
262
pm+pt
7
4
23.0
3.5
41.5
0.32
0.82
56.9
0.0
56.9
E
176
#290
165
327
0
0
0
0.80
0
32.0
6.0
26.2
0.20
0.57
32.4
0.0
32.4
C
41.4
D
114
171
433
791
0
0
0
0.57
Intersection Summary
Cycle Length: 130
Actuated Cycle Length: 130
Offset: 122 (94%), Referenced to phase 2:EBTL and 6:WBTL, Start of 1st Green
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.96
Intersection Signal Delay: 46.0
Intersection LOS: D
Intersection Capacity Utilization 96.2%
ICU Level of Service F
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases:
3: Shermer Rd & Willow Rd
Shermer Rd AM Total
Gewalt Hamilton Associates, Inc.
Synchro 8 Report
Page 1
HCM 2010 TWSC
6: East Driveway & Willow Rd
Intersection
Int Delay, s/veh
Shermer Rd AM Total
4/10/2014
0.4
Movement
Vol, veh/h
Conflicting Peds, #/hr
Sign Control
RT Channelized
Storage Length
Veh in Median Storage, #
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
EBT
1864
0
Free
0
0
95
2
1962
Major/Minor
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Major1
0
-
Approach
HCM Control Delay, s
HCM LOS
EB
0
Minor Lane/Major Mvmt
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)
Shermer Rd AM Total
Gewalt Hamilton Associates, Inc.
NBLn1
239
0.242
24.8
C
0.9
EBT
-
EBR
52
0
Free
None
95
2
55
WBL
0
0
Free
95
2
0
Major2
2017
4.14
2.22
279
-
0
-
279
WB
0
EBR
-
WBL
279
0
A
0
WBT
1548
0
Free
None
0
0
95
2
1629
0
-
NBL
0
0
Stop
0
0
95
2
0
NBR
55
0
Stop
None
0
95
2
58
Minor1
2804
1989
815
6.84
5.84
5.84
3.52
15
92
396
1008
6.94
3.32
239
-
15
15
92
396
239
-
NB
24.8
C
WBT
-
Synchro 8 Report
Page 2
HCM 2010 TWSC
8: Shermer Rd & North Driveway
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Conflicting Peds, #/hr
Sign Control
RT Channelized
Storage Length
Veh in Median Storage, #
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
Shermer Rd AM Total
4/10/2014
1.3
WBL
18
0
Stop
0
0
0
95
2
19
WBR
46
0
Stop
None
95
2
48
Major/Minor
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Minor1
845
528
317
6.84
5.84
5.84
3.52
302
556
711
269
6.94
3.32
729
-
282
282
556
663
729
-
Approach
HCM Control Delay, s
HCM LOS
WB
13.2
B
Minor Lane/Major Mvmt
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)
NBT
-
Shermer Rd AM Total
Gewalt Hamilton Associates, Inc.
NBT
493
0
Free
0
0
95
2
519
Major1
0
NB
0
NBR WBLn1
504
- 0.134
13.2
B
0.5
SBL
1026
0.05
8.7
A
0.2
NBR
18
0
Free
None
95
2
19
0
-
SBL
49
0
Free
95
2
52
Major2
538
4.14
2.22
1026
1026
-
SBT
407
0
Free
None
0
0
95
2
428
0
-
SB
1.1
SBT
0.2
A
-
Synchro 8 Report
Page 3
HCM 2010 TWSC
10: Shermer Rd & Harvard Ct
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Conflicting Peds, #/hr
Sign Control
RT Channelized
Storage Length
Veh in Median Storage, #
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
Shermer Rd AM Total
4/10/2014
0.4
EBL
10
0
Stop
95
2
11
EBT
1
0
Stop
0
0
95
2
1
EBR
8
0
Stop
None
95
2
8
WBL
1
0
Stop
95
2
1
Major/Minor
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Minor2
977
448
529
7.12
6.12
6.12
3.518
230
590
533
976
448
528
6.52
5.52
5.52
4.018
251
573
528
444
6.22
3.318
614
-
Minor1
980
527
453
7.12
6.12
6.12
3.518
229
535
586
228
228
589
529
250
250
571
527
614
-
224
224
534
575
Approach
HCM Control Delay, s
HCM LOS
EB
17.3
C
Minor Lane/Major Mvmt
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)
Shermer Rd AM Total
Gewalt Hamilton Associates, Inc.
NBL
1115
0.001
8.2
A
0
WBT
0
0
Stop
0
0
95
2
0
WBR
3
0
Stop
None
95
2
3
NBL
1
0
Free
95
2
1
976
527
449
6.52
5.52
5.52
4.018
251
528
572
525
6.22
3.318
552
-
Major1
445
4.12
2.218
1115
-
250
250
527
570
552
-
1115
-
WB
14
B
NBT
0
A
-
NBR EBLn1 WBLn1
312
404
- 0.064
0.01
17.3
14
C
B
0.2
0
NBT
498
0
Free
0
0
95
2
524
NBR
2
0
Free
None
95
2
2
0
-
0
-
NB
0
SBL
1041
0.002
8.5
A
0
SBT
0
A
-
SBR
-
Synchro 8 Report
Page 4
HCM 2010 TWSC
10: Shermer Rd & Harvard Ct
Shermer Rd AM Total
4/10/2014
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Conflicting Peds, #/hr
Sign Control
RT Channelized
Storage Length
Veh in Median Storage, #
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
SBL
2
0
Free
95
2
2
Major/Minor
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Major2
526
4.12
2.218
1041
-
Approach
HCM Control Delay, s
HCM LOS
SB
0
1041
-
SBT
420
0
Free
0
0
95
2
442
SBR
3
0
Free
None
95
2
3
0
-
0
-
Minor Lane/Major Mvmt
Shermer Rd AM Total
Gewalt Hamilton Associates, Inc.
Synchro 8 Report
Page 5
Queues
3: Shermer Rd & Willow Rd
Lane Group
Lane Configurations
Volume (vph)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Satd. Flow (RTOR)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Total Split (s)
Total Lost Time (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Shermer Rd PM Baseline
4/10/2014
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
250
1770
0.042
78
1479
3497
133
0
1347
3429
351
0
96
0
183
0
3429
30
1787
NA
6
0
3376
33
328
NA
8
0
274
1770
0.191
356
257
3320
0
164
1770
0.362
674
216
3376
3497
9
1697
NA
2
147
1770
0.043
80
3320
91
464
NA
4
0
263
pm+pt
5
2
20.0
3.5
113.4
0.67
1.22
176.7
0.0
176.7
F
~306
#502
150
216
0
0
0
1.22
100.0
6.0
95.1
0.56
0.87
38.0
0.0
38.0
D
56.6
E
838
953
459
1960
0
0
0
0.87
0
155
pm+pt
1
6
18.0
3.5
107.9
0.63
0.84
80.4
0.0
80.4
F
119
#240
65
195
0
0
0
0.79
98.0
6.0
92.0
0.54
0.96
49.2
0.0
49.2
D
51.7
D
964
#1158
286
0
173
pm+pt
3
8
17.0
3.5
33.4
0.20
0.79
76.2
0.0
76.2
E
154
#226
1869
0
0
0
0.96
90
219
0
0
0
0.79
23.0
6.0
17.4
0.10
0.87
90.3
0.0
90.3
F
85.4
F
174
#267
134
376
0
0
0
0.87
0
288
pm+pt
7
4
29.0
3.5
48.5
0.29
0.93
88.4
0.0
88.4
F
276
#446
165
313
0
0
0
0.92
0
35.0
6.0
29.1
0.17
0.72
60.4
0.0
60.4
E
71.1
E
211
278
433
642
0
0
0
0.72
Intersection Summary
Cycle Length: 170
Actuated Cycle Length: 170
Offset: 166.4 (98%), Referenced to phase 2:EBTL and 6:WBTL, Start of 1st Green
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.22
Intersection Signal Delay: 59.7
Intersection LOS: E
Intersection Capacity Utilization 103.2%
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: Shermer Rd & Willow Rd
Shermer Rd PM Baseline
Gewalt Hamilton Associates, Inc.
Synchro 8 Report
Page 1
HCM 2010 TWSC
6: East Driveway & Willow Rd
Intersection
Int Delay, s/veh
Shermer Rd PM Baseline
4/10/2014
0
Movement
Vol, veh/h
Conflicting Peds, #/hr
Sign Control
RT Channelized
Storage Length
Veh in Median Storage, #
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
EBT
1848
0
Free
0
0
95
2
1945
Major/Minor
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Major1
0
-
Approach
HCM Control Delay, s
HCM LOS
EB
0
Minor Lane/Major Mvmt
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)
Shermer Rd PM Baseline
Gewalt Hamilton Associates, Inc.
NBLn1
252
0.021
19.6
C
0.1
EBT
-
EBR
1
0
Free
None
95
2
1
WBL
0
0
Free
95
2
0
Major2
1946
4.14
2.22
297
-
0
-
297
WB
0
EBR
-
WBL
297
0
A
0
WBT
1845
0
Free
None
0
0
95
2
1942
0
-
NBL
0
0
Stop
0
0
95
2
0
NBR
5
0
Stop
None
0
95
2
5
Minor1
2917
1946
971
6.84
5.84
5.84
3.52
12
97
328
973
6.94
3.32
252
-
12
12
97
328
252
-
NB
19.6
C
WBT
-
Synchro 8 Report
Page 2
HCM 2010 TWSC
8: Shermer Rd & North Driveway
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Conflicting Peds, #/hr
Sign Control
RT Channelized
Storage Length
Veh in Median Storage, #
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
Shermer Rd PM Baseline
4/10/2014
0.5
WBL
4
0
Stop
0
0
0
95
2
4
WBR
18
0
Stop
None
95
2
19
Major/Minor
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Minor1
798
485
313
6.84
5.84
5.84
3.52
323
585
715
244
6.94
3.32
757
-
314
314
585
696
757
-
Approach
HCM Control Delay, s
HCM LOS
WB
11.2
B
Minor Lane/Major Mvmt
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)
NBT
-
Shermer Rd PM Baseline
Gewalt Hamilton Associates, Inc.
NBT
458
0
Free
0
0
95
2
482
Major1
0
NB
0
NBR WBLn1
602
- 0.038
11.2
B
0.1
SBL
1072
0.019
8.4
A
0.1
NBR
5
0
Free
None
95
2
5
0
-
SBL
19
0
Free
95
2
20
Major2
487
4.14
2.22
1072
1072
-
SBT
518
0
Free
None
0
0
95
2
545
0
-
SB
0.4
SBT
0.1
A
-
Synchro 8 Report
Page 3
HCM 2010 TWSC
10: Shermer Rd & Harvard Ct
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Conflicting Peds, #/hr
Sign Control
RT Channelized
Storage Length
Veh in Median Storage, #
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
Shermer Rd PM Baseline
4/10/2014
0.5
EBL
4
0
Stop
95
2
4
EBT
3
0
Stop
0
0
95
2
3
EBR
2
0
Stop
None
95
2
2
WBL
3
0
Stop
95
2
3
Major/Minor
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Minor2
1052
551
501
7.12
6.12
6.12
3.518
204
519
552
1054
551
503
6.52
5.52
5.52
4.018
226
515
541
538
6.22
3.318
543
-
Minor1
1050
497
553
7.12
6.12
6.12
3.518
205
555
517
198
198
515
539
222
222
511
537
543
-
200
200
551
508
Approach
HCM Control Delay, s
HCM LOS
EB
20.5
C
Minor Lane/Major Mvmt
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)
Shermer Rd PM Baseline
Gewalt Hamilton Associates, Inc.
NBL
1026
0.006
8.5
A
0
WBT
3
0
Stop
0
0
95
2
3
WBR
5
0
Stop
None
95
2
5
NBL
6
0
Free
95
2
6
1053
497
556
6.52
5.52
5.52
4.018
226
545
513
484
6.22
3.318
583
-
Major1
543
4.12
2.218
1026
-
222
222
541
509
583
-
1026
-
WB
17.6
C
NBT
0
A
-
NBR EBLn1 WBLn1
241
297
- 0.039 0.039
20.5
17.6
C
C
0.1
0.1
NBT
454
0
Free
0
0
95
2
478
NBR
12
0
Free
None
95
2
13
0
-
0
-
NB
0.1
SBL
1072
0.006
8.4
A
0
SBT
0
A
-
SBR
-
Synchro 8 Report
Page 4
HCM 2010 TWSC
10: Shermer Rd & Harvard Ct
Shermer Rd PM Baseline
4/10/2014
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Conflicting Peds, #/hr
Sign Control
RT Channelized
Storage Length
Veh in Median Storage, #
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
SBL
6
0
Free
95
2
6
Major/Minor
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Major2
491
4.12
2.218
1072
-
Approach
HCM Control Delay, s
HCM LOS
SB
0.1
1072
-
SBT
506
0
Free
0
0
95
2
533
SBR
10
0
Free
None
95
2
11
0
-
0
-
Minor Lane/Major Mvmt
Shermer Rd PM Baseline
Gewalt Hamilton Associates, Inc.
Synchro 8 Report
Page 5
Queues
3: Shermer Rd & Willow Rd
Lane Group
Lane Configurations
Volume (vph)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Satd. Flow (RTOR)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Total Split (s)
Total Lost Time (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Shermer Rd PM Total Traffic
4/10/2014
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
250
1770
0.042
78
1504
3497
133
0
1347
3429
351
0
96
0
183
0
3429
30
1787
NA
6
0
3380
30
340
NA
8
0
274
1770
0.191
356
268
3323
0
175
1770
0.338
630
227
3380
3497
9
1723
NA
2
158
1770
0.043
80
3323
86
475
NA
4
0
263
pm+pt
5
2
20.0
3.5
113.3
0.67
1.22
176.7
0.0
176.7
F
~306
#502
150
216
0
0
0
1.22
100.0
6.0
94.7
0.56
0.88
39.6
0.0
39.6
D
57.7
E
864
980
459
1951
0
0
0
0.88
0
166
pm+pt
1
6
18.0
3.5
108.3
0.64
0.88
87.4
0.0
87.4
F
132
#272
65
195
0
0
0
0.85
98.0
6.0
92.0
0.54
0.96
49.2
0.0
49.2
D
52.5
D
964
#1158
286
0
184
pm+pt
3
8
17.0
3.5
33.4
0.20
0.86
85.8
0.0
85.8
F
165
#265
1869
0
0
0
0.96
90
214
0
0
0
0.86
23.0
6.0
17.4
0.10
0.91
96.3
0.0
96.3
F
92.6
F
184
#286
134
374
0
0
0
0.91
0
288
pm+pt
7
4
29.0
3.5
48.5
0.29
0.93
88.4
0.0
88.4
F
276
#446
165
313
0
0
0
0.92
0
35.0
6.0
29.0
0.17
0.74
62.5
0.0
62.5
E
72.3
E
221
290
433
638
0
0
0
0.74
Intersection Summary
Cycle Length: 170
Actuated Cycle Length: 170
Offset: 166.4 (98%), Referenced to phase 2:EBTL and 6:WBTL, Start of 1st Green
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.22
Intersection Signal Delay: 61.4
Intersection LOS: E
Intersection Capacity Utilization 103.5%
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: Shermer Rd & Willow Rd
Shermer Rd PM Total Traffic
Gewalt Hamilton Associates, Inc.
Synchro 8 Report
Page 1
HCM 2010 TWSC
6: East Driveway & Willow Rd
Intersection
Int Delay, s/veh
Shermer Rd PM Total Traffic
4/10/2014
0.2
Movement
Vol, veh/h
Conflicting Peds, #/hr
Sign Control
RT Channelized
Storage Length
Veh in Median Storage, #
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
EBT
1848
0
Free
0
0
95
2
1945
Major/Minor
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Major1
0
-
Approach
HCM Control Delay, s
HCM LOS
EB
0
Minor Lane/Major Mvmt
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)
Shermer Rd PM Total Traffic
Gewalt Hamilton Associates, Inc.
NBLn1
247
0.128
21.7
C
0.4
EBT
-
EBR
26
0
Free
None
95
2
27
WBL
0
0
Free
95
2
0
Major2
1973
4.14
2.22
290
-
0
-
290
WB
0
EBR
-
WBL
290
0
A
0
WBT
1856
0
Free
None
0
0
95
2
1954
0
-
NBL
0
0
Stop
0
0
95
2
0
NBR
30
0
Stop
None
0
95
2
32
Minor1
2936
1959
977
6.84
5.84
5.84
3.52
12
96
325
986
6.94
3.32
247
-
12
12
96
325
247
-
NB
21.7
C
WBT
-
Synchro 8 Report
Page 2
HCM 2010 TWSC
8: Shermer Rd & North Driveway
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Conflicting Peds, #/hr
Sign Control
RT Channelized
Storage Length
Veh in Median Storage, #
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
Shermer Rd PM Total Traffic
4/10/2014
1
WBL
12
0
Stop
0
0
0
95
2
13
WBR
40
0
Stop
None
95
2
42
Major/Minor
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Minor1
848
489
359
6.84
5.84
5.84
3.52
300
582
677
248
6.94
3.32
752
-
283
283
582
638
752
-
Approach
HCM Control Delay, s
HCM LOS
WB
12.4
B
Minor Lane/Major Mvmt
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)
NBT
-
Shermer Rd PM Total Traffic
Gewalt Hamilton Associates, Inc.
NBT
458
0
Free
0
0
95
2
482
Major1
0
NB
0
NBR WBLn1
544
- 0.101
12.4
B
0.3
SBL
1064
0.041
8.5
A
0.1
NBR
13
0
Free
None
95
2
14
0
-
SBL
41
0
Free
95
2
43
Major2
496
4.14
2.22
1064
1064
-
SBT
518
0
Free
None
0
0
95
2
545
0
-
SB
0.8
SBT
0.2
A
-
Synchro 8 Report
Page 3
HCM 2010 TWSC
10: Shermer Rd & Harvard Ct
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Conflicting Peds, #/hr
Sign Control
RT Channelized
Storage Length
Veh in Median Storage, #
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
Shermer Rd PM Total Traffic
4/10/2014
0.5
EBL
4
0
Stop
95
2
4
EBT
3
0
Stop
0
0
95
2
3
EBR
2
0
Stop
None
95
2
2
WBL
3
0
Stop
95
2
3
Major/Minor
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Minor2
1068
559
509
7.12
6.12
6.12
3.518
199
513
547
1071
559
512
6.52
5.52
5.52
4.018
221
511
536
546
6.22
3.318
538
-
Minor1
1067
505
562
7.12
6.12
6.12
3.518
200
549
512
193
193
509
534
217
217
507
532
538
-
195
195
545
503
Approach
HCM Control Delay, s
HCM LOS
EB
21
C
Minor Lane/Major Mvmt
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)
Shermer Rd PM Total Traffic
Gewalt Hamilton Associates, Inc.
NBL
1018
0.006
8.6
A
0
WBT
3
0
Stop
0
0
95
2
3
WBR
5
0
Stop
None
95
2
5
NBL
6
0
Free
95
2
6
1069
505
564
6.52
5.52
5.52
4.018
221
540
508
493
6.22
3.318
576
-
Major1
552
4.12
2.218
1018
-
217
217
536
504
576
-
1018
-
WB
17.9
C
NBT
0
A
-
NBR EBLn1 WBLn1
235
290
0.04
0.04
21
17.9
C
C
0.1
0.1
NBT
462
0
Free
0
0
95
2
486
NBR
12
0
Free
None
95
2
13
0
-
0
-
NB
0.1
SBL
1065
0.006
8.4
A
0
SBT
0
A
-
SBR
-
Synchro 8 Report
Page 4
HCM 2010 TWSC
10: Shermer Rd & Harvard Ct
Shermer Rd PM Total Traffic
4/10/2014
Intersection
Int Delay, s/veh
Movement
Vol, veh/h
Conflicting Peds, #/hr
Sign Control
RT Channelized
Storage Length
Veh in Median Storage, #
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
SBL
6
0
Free
95
2
6
Major/Minor
Conflicting Flow All
Stage 1
Stage 2
Critical Hdwy
Critical Hdwy Stg 1
Critical Hdwy Stg 2
Follow-up Hdwy
Pot Cap-1 Maneuver
Stage 1
Stage 2
Platoon blocked, %
Mov Cap-1 Maneuver
Mov Cap-2 Maneuver
Stage 1
Stage 2
Major2
499
4.12
2.218
1065
-
Approach
HCM Control Delay, s
HCM LOS
SB
0.1
1065
-
SBT
514
0
Free
0
0
95
2
541
SBR
10
0
Free
None
95
2
11
0
-
0
-
Minor Lane/Major Mvmt
Shermer Rd PM Total Traffic
Gewalt Hamilton Associates, Inc.
Synchro 8 Report
Page 5
APPENDIX B
AutoTurn Exhibits
Dunkin’ Donuts
Glenview, Illinois