CITY COUNCIL 12-7-09 council agenda w attachmentsTHE CITY OF LAKE FOREST
CITY COUNCIL AGENDA
Monday, December 7, 2009 7:30 p.m.
City Hall Council Chambers
CALL TO ORDER AND ROLL CALL 7:30 p.m.
Honorable James J. Cowhey, Jr., Mayor
David D. Grumhaus, Jr., Alderman First Ward Thomas H. Morsch, Jr., Alderman Third Ward
Kent E. Novit, Alderman First Ward Greg C. Hanrahan, Alderman Third Ward
Stuart M. Widman, Alderman Second Ward John A. Looby III, Alderman Fourth Ward
Renard Goltra, Alderman Second Ward Robert T. Palmer, Alderman Fourth Ward
PLEDGE OF ALLEGIANCE
REPORTS OF CITY OFFICERS 7:30 p.m.
1. Comments by Mayor
A. Resolution of Sympathy for Robert F. Carr III
Recommended Action: Approval of the Resolution.
B. Report on Senior Cottages, presented by Foundation President Tom Tropp
2. Comments by City Manager 7:45 p.m.
A. Resolution of Appreciation for Gregory Symons for Over
17 Years of Service
A copy of the Resolution of Appreciation is attached beginning on page 12.
Recommended Action: Approval of the Resolution as presented.
B. Lake Forest Garden Club Annual Awards Presentation, presented by Prue Beidler
C. IRMA Report, presented by Director of Human Resources DeSha Kalmar
3. Comments by Council Members 8:15 p.m.
4. Council Committee Reports
A. Finance Committee Report
1. Consideration of an Ordinance Establishing the Tax Levy for 2009 (Final
Approval)
PRESENTED BY FINANCE DIRECTOR KATHY REINERTSEN
The annual tax levy must be filed with the County Clerk before the last Tuesday
in December. Spreadsheets reviewing the tax levy for 2009 are attached for
your consideration. These include: 1) the tax levy limitations under the tax cap
2) the tax levy adjustments made for the incorporation of the General Fund
Forestry function to Parks 3) the tax levy distributed by fund without new growth
December 7, 2009 Agenda Page 2
and allowances distributed, 4) the tax levy by fund with new growth and
allowances distributed 5) an explanation of the tax increase to an average
homeowner and 6) an explanation of the tax increase to an average homeowner
if the police and fire pension levy increases were not under the tax cap. It
should be noted that if SB 2011 had passed, the amount of $247,000 could
have been utilized by the General Fund to mitigate the estimated $500,000
operating budget shortfall.
The tax levy to be approved includes the needs of all City departments, as well
as for pensions and debt service requirements. The tax levy for School District
67 is also included. A summary of the proposed levies is as follows:
Proposed
FUND 2009 LEVY 2008 Extension $ CHANGE % CHANGE
City General 11,449,494$ 13,012,343$ (1,562,849)$ -12.01%
Pension Funds 3,827,905$ 3,390,745$ 437,160$ 12.89%
Fire Pension PA 93-0689 41,198$ 57,961$ (16,763)$ -28.92%
Recreation 1,218,407$ 1,217,190$ 1,217$ 0.10%
Parks 2,738,102$ 1,449,036$ 1,289,066$ 88.96%
Special Recreation 290,097$ 289,807$ 290$ 0.10%
Library 2,957,920$ 2,927,053$ 30,867$ 1.05%
Library sites 377,126$ 376,749$ 377$ 0.10%
Bond Funds 2,566,660$ 2,492,342$ 74,318$ 2.98%
TOTAL TAX LEVY - CITY 25,466,909$ 25,213,226$ 253,683$ 1.01%
School District 67-2009 EST 27,030,191$ 26,611,837 418,354$ 1.57%
GRAND TOTAL 52,497,100 51,825,063 672,037$ 1.30%
The proposed tax levy for 2009 reflects a 1.01% increase over the 2008 tax levy
extensions for the City and Library operating funds and City pension and debt
service funds. This increase is in full compliance with the property tax cap limit
of a 0.1% increase plus new growth. Legislation allows for the exclusion of
special recreation ($290,097) and a portion of the fire pension levy ($41,198)
from the tax cap. Both amounts are in the above chart and are further detailed in
the attached spreadsheets. The average increase to existing residents will
be approximately .23% or $6 on an $865,000 home.
Recommended Action: Grant Final approval of the proposed tax levy
ordinance for 2009, which is attached beginning on page 13.
2. Abating 2009 Tax Levies for Various G.O. Alternate Revenue Bond Issues
(Final Approval)
PRESENTED BY FINANCE DIRECTOR KATHY REINERTSEN
a) An Ordinance Abating the Total Tax Being Levied in 2009 for the Annual
Payment of the Principal and Interest on the 1997B General Obligation
(PARKING DECK) Bond Issue ($152,235.00)
December 7, 2009 Agenda Page 3
b) An Ordinance Abating the Total Tax Being Levied in 2009 for the Annual
Payment of the Principal and Interest on the 1999 General Obligation
(Cemetery) Bond Issue ($153,558.00).
c) An Ordinance Abating the Total Tax Being Levied in 2009 for the Annual
Payment of the Principal and Interest on the 2002-A General Obligation
(Waterworks and Sewerage System) Bond Issue ($2,233,336.00)
d) An Ordinance Abating the Total Tax Being Levied in 2009 for the Annual
Payment of the Principal and Interest on the 2003-C General Obligation
(Waterworks and Sewerage System) Bond Issue ($149,858.00)
e) An Ordinance Abating the Total Tax Being Levied in 2009 for the Annual
Payment of the Principal and Interest on the 2003-D General Obligation
(Storm Sewer) Bond Issue ($237,500.00)
f) An Ordinance Abating the Total Tax Being Levied in 2009 for the Annual
Payment of the Principal and Interest on the 2004-A General Obligation
(Golf Course) Bond Issue ($96,750.00)
g) An Ordinance Abating the Total Tax Being Levied in 2009 for the Annual
Payment of the Principal and Interest on the 2004-B General Obligation
(Storm Sewer) Bond Issue ($314,150.00)
A summary of the proposed tax levy abatements are noted below:
Bond Issue
Original
Tax Levy
Tax
Abatement
Net Bond Tax
Levy
1997B G.O. Bonds (PARKING) $152,235.00 $152,235.00 $0
1999 G.O. Bonds (CEMETERY) $153,558.00 $153,558.00 $0
2002A G.O. Bonds (WATER) $2,233,336.00
$2,233,336.00
$0
2003C G.O. Bonds (WATER) $149,858.00 $149,858.00 $0
2003D G.O. Bonds (STM SEWER) $237,500.00 $237,500.00 $0
2004A G.O. Bonds (GOLF) $96,750.00
$96,750.00
$0
2004B G.O. Bonds (STM SEWER) $314,150.00 $314,150.00 $0
TOTALS $3,337,387.00 $3,337,387.00 $0
These ordinances provide for the abatement of 2009 taxes levied for the various
outstanding general obligation ALTERNATE REVENUE bond issues. The tax
levies for all bond issues are established and recorded with the County Clerk at
the time the bonds are issued. Therefore, in order to reduce the bond tax levies,
an abatement ordinance must be approved and filed with the County Clerk
before December 29, 2009.
December 7, 2009 Agenda Page 4
The abatement of these general obligation (ALTERNATE REVENUE) bonds is
possible due to the fact these bond funds have an adequate revenue source
from water sales, Cemetery revenue, parking charges, golf fees, or sales tax.
Therefore, the general obligation tax levy can be abated as was planned at the
time the bonds were issued.
Recommended Action: Grant Final Approval of the ordinances abating tax
levies for various general obligation bond issues(attached beginning on
page 21). (Staff Contact Person: Kathy Reinertsen 847-810-3612)
B. Public Works Committee Report 8:25 p.m.
PRESENTED BY ALDERMAN JOHN LOOBY
1. Acceptance of the Everett Road Traffic Study Report
Earlier this year, the City Council directed City staff to prepare a traffic study for
the Everett-Waukegan-Telegraph-Conway Road area. The City Council
expressed an interest in evaluating solutions for improving existing traffic flow in
this area. The City retained traffic consultants Kenig, Lindgren, O’Hara,
Aboona, Inc. (KLOA) to conduct the study. This past summer, public
information meetings were held with residents to solicit input on the proposed
findings and recommendations. In September and October the Public Works
Committee met and reviewed the various Corridor Improvement Options
discussed in the report. A cost-benefit analysis was prepared to assist with
prioritizing the options. Based on this analysis, the Public Works Committee has
recommended the following priorities for improving traffic flow and pedestrian
safety in the Everett Road/Waukegan Road area:
1. Traffic Signal Improvement Option #5 – Waukegan/Everett
Intersection Signal Timing Modification (p.35), to lengthen the
clearance phase of east bound traffic on Everett Road following a
train event;
2. Pedestrian Safety Improvements Options (p.37);
3. Roadway Construction Options #1 - Extend East Bound Right Turn
Lane on Everett at Waukegan, and #2 – Add a North Bound Right
Turn Lane on Telegraph at Everett Road, should be considered in
combination based on cost estimates and funding availability. Option
4 – Add a South Bound Right Turn Lane on Waukegan at Everett
Road, is a lower priority that should be considered if there is
available funding.
If approved by the City Council, these priorities will be incorporated in the City’s
Capital Improvement Plan. A complete copy of the Everett Road Traffic Study
report is provided to the City Council under separate cover.
Recommended Action: Accept the Everett Road Traffic Study report and
Public Works Committee priority recommendations.
OPPORTUNITY FOR PUBLIC TO ADDRESS THE CITY COUNCIL ON NON-AGENDA ITEMS
December 7, 2009 Agenda Page 5
CONSENT AGENDA 8:40 p.m.
1. Approval of the Minutes of the November 16, 2009 Regular City Council Meeting
A copy of the minutes is attached beginning on page 28.
2. Approval of Authorized Invoices and Payrolls
During the month of November the following amounts were disbursed from the Cashier’s
Account:
GENERAL FUND WATER TOTALS
INVOICES $848,746.11 $88,274.47 $937,020.58
PAYROLL $1,743,962.46 $180,038.01 $1,924,000.47
TOTALS $2,592,708.57 $268,312.48 $2,861,021.05
The motion is for the approval of Authorized Invoices and Payrolls for November, 2009.
3. Authorization of Treasurer’s Warrants to Meet Expenses of December, 2009
The motion is to authorize the Mayor and City Clerk to sign such warrants as may be
necessary to meet the December, 2009 audited accounts.
4. Consideration of an Ordinance approving a Fee Schedule For The City of Lake Forest
(Final Approval)
As part of the budget process, all departments reviewed their user fees. Total fee increases for
established fees are estimated to be $186,605 in the General Fund, $5,000 in the Parks and
Recreation Fund and $58,000 in the Golf Fund. The General Fund revenue has increased.
$80,100 from the first reading as a result of eliminating the discount for Senior vehicle stickers.
A copy of the ordinance is attached beginning on page 35.
Recommended Action: Grant final approval to the ordinance approving a fee schedule for The
City of Lake Forest. (Staff Contact person: Kathy Reinertsen 847-810-3612)
5. Consideration of an Ordinance Amending the City Code Relating to City Vehicle
Licenses (Final Approval)
In addition to the City’s fee schedule ordinance, amendments to the City Code relating to City
vehicle licenses are being submitted for City Council review and consideration. At the
September 21, 2009 Finance Committee meeting, it was recommended the staff adjust vehicle
sticker fees to encourage internet use and recoup the cost of the program. The last time that
sticker prices were raised was May 1, 2003. A draft ordinance beginning on page 41 includes
these proposed fee changes.
Recommended Action: Grant first reading to the ordinance amending the City Code relating to
City Vehicle Licenses. (Staff contact person: Kathy Reinertsen
847-810-3612)
December 7, 2009 Agenda Page 6
6. Consideration of an Ordinance Adopting New Fees related to Development Activity for
Incorporation into the Supplemental Fee Schedule (Final Approval)
The Community Development Department has been reviewing ways to recoup costs based on
development activity, and address certain circumstances where currently the City does not
charge a fee. Attached beginning on page 45 is an ordinance adopting new fees related to
development activity for incorporation into the fee schedule, and, a memo with background
information on the proposed new fees.
Recommended Action: Grant final approval of the ordinance adopting new fees related to
development activity.
7. Consideration of an Ordinance Amending Chapter 16 “Fire Prevention” of the City Code
relating to the Fee Schedule (Final Approval)
Over the past several months, Fire Department Staff has been analyzing ways to recuperate
the costs of performing inspections and additional duties required for life safety and fire
prevention requirements. The draft ordinance lists several different inspections and work
orders that have been performed over the past several years that the City currently does not
charge a fee. The rationale for charging these fees include, the enhancement of life safety
measures, aiding Fire and Police departments in keeping them more informed and allowing
them to be better prepared for large scale events in The City of Lake Forest that may require
emergency assistance or alter an emergency response, and recouping some of the overhead
that are ensued from this labor.
Department staff has researched pricing other near-by Fire Departments have been charging
for these equivalent items, and the proposed fees in the ordinance are in line with what other
departments are presently charging.
In addition, staff has been concerned with the way that ambulance fees are handled which are
highly impacted by Medicare rates. Medicare does not publish their new fees until the
beginning of each year which is in conflict with when the City’s fees are usually reviewed. After
discussions between staff and the city attorney, it has been determined that the City can legally
adopt a fee schedule for ambulance fees by reference, to charge what the current Medicare
rates are, thus having the flexibility to adjust the City’s rates when Medicare has a rate
increase. This will ensure the City’s costs are always being recuperated.
A copy of the draft ordinance and other materials is attached beginning on page 48.
Recommended Action: Grant final approval of an ordinance amending Chapter 16, “Fire
Prevention” of the City Code relating to the fee schedule.
8. Consideration Of An Ordinance AmendingThe Agreement Establishing The Solid Waste
Agency Of Lake County, Illinois (First Reading and Final Approval)
The Solid Waste Agency of Lake County wishes to amend its bylaws by clarifying the eligibility
of individuals to be a Director or Alternate Director and the make-up of the Executive
Committee. All SWALCO communities must approve this amendment before it is adopted into
the Agency’s bylaws. Attached beginning on page 51 is the ordinance relating to this
amendment.
Recommended Action: Waive first reading, and if desired by the City Council, grant final
approval of the SWALCO ordinance.
December 7, 2009 Agenda Page 7
Recommended Action: Approval of the Consent Agenda as presented.
ORDINANCES 8:50 p.m.
1. Consideration of an Ordinance Amending Chapter 39 of the City Code relating to the
Real Estate Transfer Tax Exemption Stamps (Final Approval)
PRESENTED BY CITY ATTORNEY VICTOR FILIPPINI
Since the Real Estate Transfer Tax has been implemented, there has been a large amount of
staff time spent on processing exemption stamps which are needed for a number of reasons
per our City Code. These are transactions where normally consideration is not involved in the
transaction, thus the applicant of the stamp does not pay a tax to the City. However, the
amount of staff time spent on processing the application for an exemption stamp is the same
amount of time spent on ones that are for consideration, where the applicant is required to pay
the tax.
Attached beginning on page 55 is an ordinance that would allow for an administrative filing fee
of $50.00 to be charged for each exemption stamp in order to cover the staff time involved in
processing these applications. Staff also contacted a few other municipalities that have a real
estate transfer tax to find out if they charge an administrative filing fee for such exemption
stamps. Currently the City of Highland Park is considering charging a fee, Evanston charges
$100.00, and Skokie charges $25.00.
If the new administrative filing fee is approved, it is estimated that this will generate an
estimated $14,000-$15,000 per year in new revenue.
Recommended Action: Grant final approval to the ordinance amending Chapter 39 of
the City Code relating to allowing for an administrative filing fee for real estate transfer
tax exemption stamps.
2. Consideration of a Recommendation to Approve the Tentative Plat of 9:00 p.m.
Subdivision for the White Stable Vineyard Planned Preservation Subdivision
Proposed for the Southwest corner of Route 60 and Ridge Road Commonly
known as the Reilly Property. (Waive first reading, if desired by the Council,
and grant approval of an Ordinance.)
PRESENTED BY CATHERINE CZERNIAK
DIRECTOR OF COMMUNITY DEVELOPMENT (847-810-3504))
On October 14, 2009 the Plan Commission began consideration of a request for approval of
the tentative subdivision plat for the White Stable Vineyard Planned Preservation Subdivision
presented by The Highview Group, contract purchaser. The proposed development of this 47
acre parcel includes 34 single family homes, a vineyard, a winery and several outlots.
Consistent with the Historic Residential and Open Space Preservation District within which the
site is located, over 25 acres of the site will be preserved as open space and various historic
structures on the site will be preserved and adaptively reused.
The Plan Commission continued the public hearing on this matter on November 18, 2009
hearing more detailed information on the proposed development as well as additional public
testimony. The Commission discussed various aspects of the proposed development
December 7, 2009 Agenda Page 8
including, but not limited to, the density and layout of the proposed development, traffic and
impact on surrounding roads and adjacent neighborhoods, the vineyard and winery uses, the
ownership and maintenance of the outlots and drainage. Details on these and other aspects of
the proposed development are provided in the Plan Commission’s report to the City Council
beginning on page 74 of the Council’s packet.
At the conclusion of the discussion, the Commission determined that the proposed
development satisfies the requirements for tentative plat approval. The Plan Commission
voted 6 to 1 to recommend approval of the tentative plat to the City Council subject to a series
of conditions which will need to be satisfied prior to final consideration of this project by the
Commission. An ordinance in support of this recommendation is included beginning on page
63 of the Council packet.
If the Council grants tentative approval of the plat, the petitioner will be responsible for
preparing all required final plans and documents, consistent with the conditions of tentative
approval, for submittal to City staff. Once staff has determined that all the conditions are met,
this petition will be presented to the Plan Commission for final consideration and further public
comment. This matter will return to the City Council for final consideration.
Recommended Action: Waive first reading and approve an ordinance granting approval
of the tentative plat of subdivision for the White Stable Vineyard Planned Preservation
Subdivision.
3. Consideration of an Ordinance Proposing the Establishment of the 9:10 p.m.
Lake Forest Special Service Area No. 38 (Holland Ct Curb and Storm
Sewer System)
PRESENTED BY ASST. CITY ENGINEER RAMESH KANAPAREDDY (847-810-3552)
The homeowners residing on Holland Ct requested the City to install new curb and new storm
sewer system on their street. Holland Ct is a dead-end residential street with no existing curb,
broken road drain system, no storm sewer system, and the pavement is in deteriorated
condition. The current policy states that City will maintain and improve, if necessary, all existing
infrastructure and residents pay for any new public infrastructure. Upon installation and
acceptance, the City will take the on-going maintenance responsibility of the new public
infrastructure.
A total of six (6) homeowners, who reside on Holland Ct, will benefit from the infrastructure
improvements. City staff met with Holland Ct residents on April 8, 2009 to discuss the
necessary infrastructure upgrades and the possibility of a Special Service Area (SSA) funding
mechanism to pay for the upgrades. At the meeting, the SSA process was discussed at length
and preliminary cost estimates per lot was given to the homeowners. Also, a SSA interest
ballot was sent to the homeowners to gauge the interest in paying for the infrastructure (curb
and storm sewer) upgrades. City received all six (6) YES replies to forming a SSA based on
per lot basis with the amortization period not to exceed 15 years. This might be the only SSA,
we can recall, that received unanimous approval on an infrastructure project.
City engineering staff proceeded with the design of Holland Ct improvements. The existing
watermain on Holland Ct is only 4”, as identified by the Water & Sewer section. Also, it was
observed that the pavement is in poor condition with major surface and base failures. The
Holland Ct Improvements plan upgrades include installation of new curb on both sides (paid by
homeowners via SSA); new storm sewer system for drainage (paid by homeowners via SSA);
December 7, 2009 Agenda Page 9
upsizing the watermain to City standard of 8” watermain (paid by City); replacement of existing
road drains (paid by City); and pavement reconstruction of Holland Ct (paid by City and the
homeowners). The homeowners are paying a minor portion of the road construction costs due
to the new curb and storm sewer work. This project also requires receiving permit from IEPA-
Public Water Supply Division. The inspection work will also be performed by in-house
engineering staff during construction.
With Deerpath Rd scheduled to be resurfaced in summer 2009 and the possibility of Holland Ct
Improvements project be programmed for 2010 construction, it was necessary to get all
possible utility connections under Deerpath be completed prior to the road being paved. City
installed the watermain and storm sewer connection stubs under Deerpath Rd at Holland Ct
intersection this summer to avoid excavating a newly paved Deerpath Rd and provide cost
savings to the homeowners.
City staff met with the homeowners on October 22, 2009 to go over the final engineering
design plans. The plans provided details on the layout of the curbs, proposed locations of new
storm sewer system and the replacement watermain, and the impact to existing parkway trees
and private landscaping in the right-of-way. A revised cost estimate was also presented to the
homeowners showing the breakdown of the costs. The annual cost of SSA for each
homeowner, based on 15-yr amortization period, was also given with the interest rate assumed
at 5%. At this meeting it was also mentioned, to the homeowners, that City’s portion of the
costs are not guaranteed prior to Council budget discussions.
The Holland Ct Improvements plan was discussed at November 16, 2009 Capital
Improvements Plan Council meeting. At this meeting the Council was favorable in funding the
City’s portion of the project and also financing homeowners’ portion of the SSA costs. We are
revising the City’s Fiscal Policy to establish parameters for financing SSA projects in the future.
The Holland Ct Improvement SSA was discussed with the homeowners prior to the proposed
revisions to the Fiscal Policy and are slightly different than those set forth in the policy. City
staff also received confirmation from Lake County on administering the SSA by dividing the
costs of improvements equally among all benefiting homeowners. Most of the homeowners on
Holland Ct have expressed their willingness to pay the entire cost of their share in an upfront
lump sum amount.
The Ordinance proposing the establishment of SSA No. 38 for Holland Ct Curb and Storm
Sewer System is attached beginning on page 81. Also attached is a tentative schedule
showing the Holland Ct Improvements SSA. The proposed SSA No. 38 Ordinance that
accomplishes the following:
1. acknowledges homeowners request of necessary infrastructure upgrades,
2. calls for a public hearing on January 19, 2010 to start the 60-day objection period prior
to establishment of the SSA, and
3. tentatively establish SSA No. 38 at the Council meeting on April 5, 2010.
Recommended Action: Grant first reading, and if desired by the City Council, grant final
approval to the Ordinance proposing the establishment of Lake Forest Special Service
Area No. 38 for Holland Ct Curb and Storm Sewer System.
December 7, 2009 Agenda Page 10
4. Consideration on an Ordinance Approving and Adopting Rules, Regulations, 9:20 p.m.
and Forms for the Implementation of the Illinois Freedom of Information Act
(First Reading and Final Approval)
PRESENTED BY CITY ATTORNEY VICTOR FILIPPINI
On August 17, 2009 the Governor signed into law comprehensive amendments to the Freedom
of Information Act which take effect on January 1, 2010. This new law requires that each
public entity appoint a Freedom of Information Officer, whereby the officer will be required to be
trained annually by the Attorney General’s Office, and will be responsible for the
implementation of the new rules and regulations set forth by the State Legislature. Attached
beginning on page 87 is an ordinance approving and adopting rules, regulations, and forms to
be used in the implementation of the new law. The City Attorney will be present to detail some
of the major changes in the Act and its impact on the municipality.
Recommended Action: Waive first reading, and if desired by the City Council, grant
final approval to an ordinance approving and adopting rules and regulations for the
implementation of the FOIA.
NEW BUSINESS
1. Information Regarding Proposed Change to On Street Parking Time 9:40 p.m.
Limits in the Central Business District. (Information only, no Council
action is required.)
PRESENTED BY CATHERINE CZERNIAK
DIRECTOR OF COMMUNITY DEVELOPMENT (847-810-3504))
In response to feedback from residents, business owners and shoppers from outside of Lake
Forest, and based on a unanimous recommendation from the Central Business District
Advocacy Group, staff is proposing that the 90 minute limitation for on street parking in the
Central Business District be changed to 2 hours. In addition, the Central Business District
Parking Study completed by the Plan Commission in 2006, recommended that the time limits
for parking in the Central Business District be reconsidered and adjusted periodically in
response to feedback and experience.
This is a minor shift but it has been identified by many, including the Chamber of Commerce
and the CBD Advocacy Group, as a fairly simple and quick way to make the core area more
welcoming to customers. The duration of 2 hours attempts to balance the need for more time
for customers with the realization that extending the time frame too long could encourage more
employees to park in spaces intended for customers.
This change does not require any Council action, but instead, the matter is being presented for
information and input. Section 40-1-1302.1 of the City Code authorizes the City Manager to
determine the duration of time allowed for continuous parking on streets. Pending any Council
input to the contrary, the City Manager intends to direct that this change be implemented and
that proper public notice be provided advising residents, customers and businesses of the
change.
In addition to the change proposed above, as part of the budget process, staff will present, for
Council consideration, some options for reducing the cost of remote employee parking permits.
December 7, 2009 Agenda Page 11
Currently, permits are required for remote employee parking lots. Information on the revenues
received from those permits will be provided to the Council as well as a forecast of how those
revenues might be reduced if some lots are offered at reduced rates to employees. Several
businesses have approached the City about the possibility of providing reduced rates for
employee parking to assist businesses and employees during this challenging economic time
as well as to incent employees to park in remote areas rather than in spaces intended for
customers.
Recommended Action: Provide input to staff, no Council action is required.
ADDITIONAL ITEMS FOR COUNCIL DISCUSSION
ADJOURNMENT 10:00 p.m.
Office of the City Manager
December 3 2009
The City of Lake Forest is subject to the requirements of the Americans with Disabilities Act of 1990.
Individuals with disabilities who plan to attend this meeting and who require certain accommodations
in order to allow them to observe and/or participate in this meeting, or who have questions regarding
the accessibility of the meeting or the facilities, are required to contact City Manager Robert R. Kiely,
Jr., at (847) 234-2600 promptly to allow the City to make reasonable accommodations for those
persons.
THE CITY OF LAKE FOREST
ORDINANCE NO. 09-___
AN ORDINANCE PROPOSING THE ESTABLISHMENT
OF THE LAKE FOREST SPECIAL SERVICE AREA NO. 38
(HOLLAND CT CURB & STORM SEWER SYSTEM)
WHEREAS, The City of Lake Forest is a home rule, special charter
municipal corporation; and
WHEREAS, residents ("Petitioners") of The City of Lake Forest, Lake
County, Illinois (“City”) have filed petitions with the City requesting the establishment of a
special service area for curb and storm sewer system; and
WHEREAS, the City desires to establish Special Service Area No. 38 to
install curb and improve storm sewer system for the area legally described in Exhibit A
attached to and, by this reference, made a part of this Ordinance ("SSA No. 38"), as
authorized pursuant to 35 ILCS 200/27-5, et seq. (“SSA Law”); and
WHEREAS, the City Council of the City has determined that it is in the best
interest of the residents of SSA No. 38 and the City to conduct a public hearing pursuant to
the SSA Law to consider the establishment of SSA No. 38 for the purpose of installing curb
and improving storm sewer system;
NOW, THEREFORE, BE IT ORDAINED BY THE CITY COUNCIL OF
THE CITY OF LAKE FOREST, COUNTY OF LAKE, STATE OF ILLINOIS, as follows:
SECTION ONE: Recitals. The foregoing recitals are incorporated
herein as if fully set forth.
SECTION TWO: Findings.
(a) Pursuant to Section 27-20 of the SSA Law, the Petitioners have filed
petitions with the City requesting that the City establish the proposed SSA No. 38.
(b) It is in the public interest that the Mayor and City Council consider
the establishment of the proposed SSA No. 38.
(c) The properties within the proposed SSA No. 38 are contiguous as
required by the SSA Law and are within the corporate limits of The City of Lake Forest.
The proposed SSA No. 38 territory is depicted on the map of the proposed SSA No. 38
attached as Exhibit B and, by this reference, made a part of this Ordinance.
(d) The proposed SSA No. 38 is zoned for single family residences and
does not have a curbed street and an adequate storm sewer system. The proposed curb and
storm sewer system improvements will provide properties within the proposed SSA No. 38
with an established public street and appropriate storm sewer system for drainage.
(e) The properties within the proposed SSA No. 38 will benefit specifically
from the improvements to be provided, in addition to any benefit to The City of Lake Forest
as a whole, and it is, therefore in the best interest of The City of Lake Forest that the levy
of a special tax against said area for the improvements to be provided be considered.
SECTION THREE: Proposal. In its determination of the need to promote
the public health, safety, and welfare of the City and its residents, the City Council of the
City hereby proposes the establishment of SSA No. 38 in order to provide services in the
nature of installing curb and improving storm sewer system in accordance with the
conditions set forth in Section Four of this Ordinance .
SECTION FOUR: Public Hearing. Pursuant to the SSA Law, a public
hearing shall be held on January 19, 2010, at 7:30 p.m., in the City Council Chambers of
the Lake Forest City Hall, 220 Deerpath Road, Lake Forest, Illinois, to consider
establishment of SSA No. 38. At the hearing, the City will consider the issuance of bonds
on behalf of said SSA No. 38 in an amount not to exceed $300,000, payable over a period of
not more than fifteen years with an interest rate not to exceed 8% per annum. Said bonds
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shall be retired by the imposition or levy by the City of a tax in the proposed SSA No. 38
sufficient enough to produce revenues to pay interest on such bonds as they fall and to
discharge the principal thereof at maturity and to provide special municipal services to the
proposed SSA No. 38. This tax shall be levied based upon an equal share per each zoning
lot within the proposed SSA No. 38 , pursuant to a special tax roll.
SECTION FIVE: Notice of Hearing. The City shall provide notice of the
public hearing at least 15 days prior to the date scheduled for the commencement of the
public hearing in the Lake Forester, a newspaper of general circulation within the City
(“Notice”). In addition, notice will be given to the persons in whose name the general taxes
for the last preceding year were paid on the property located within SSA No. 29 by United
States mail not less than 10 days prior to the time set for public hearing in the manner
required by the SSA Law.
SECTION SIX: Objections. If a petition signed by at least 51 percent
of the electors residing within the proposed SSA No. 38 and at least 51 percent of the
owners of record of property within the proposed SSA No. 38 is filed with the City Clerk
within sixty days following the adjournment of the public hearing, objecting to the
establishment of SSA No. 38, then SSA No. 38 shall not be established.
SECTION SEVEN: Effective Date. This Ordinance shall be in full force
and effect upon its passage, approval, and publication in pamphlet form in the manner
provided by law.
PASSED this ____ day of _______________, 2009.
AYES:
NAYS:
ABSENT:
ABSTAIN:
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APPROVED this ____ day of December, 2009.
______________________________
Mayor
ATTEST:
______________________________________
City Clerk
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EXHIBIT A
LEGAL DESCRIPTION OF SSA NO. 38
The following property in Southeast ¼ of the Northwest ¼ of Section 32, Township
44 North, Range 12 East of the Third Principal Meridian in Lake County, Illinois,
generally described as follows:
Beginning at the Northwest corner of Lot 8 of Mauric Pincoff’s Subdivision, thence
continuing easterly along the North property lines of Lot 8 and Lot 1 of Subdivision
to the Northeast corner of Lot 1 of Subdivision, thence continuing South along the
East property lines of Lot 1 thru Lot 4 of Subdivision to the Southeast corner of Lot
4 of Subdivision, thence continuing West along the South property line of Lot 4 to
the Southwest corner of Lot 4 of Subdivision, thence continuing West across
Holland Court to the Southeast corner of Lot 5 of Maurice Pincoff’s Subdivision,
thence continuing North along the East property line of Lot 5 of Subdivision to the
Southeast corner of Lot 6 of Subdivision, thence continuing West along the South
property line of Lot 6 of Subdivision to the Southwest corner of Lot 6 Subdivision,
thence continuing North along the West property lines of Lot 6 thru 8 to the point of
beginning.
The properties included within the aforementioned described area are commonly
known as:
414 W. Deerpath Rd, Lake Forest, Illinois 60045
460 N. Holland Ct, Lake Forest, Illinois 60045
465 N. Holland Ct, Lake Forest, Illinois 60045
480 N. Holland Ct, Lake Forest, Illinois 60045
485 N. Holland Ct, Lake Forest, Illinois 60045
500 N. Holland Ct, Lake Forest, Illinois 60045
Exhibit A
EXHIBIT B
MAP OF PROPOSED SSA NO. 38
Exhibit B
Everett Road Traffic Study
Lake Forest, Illinois
Prepared for:
Prepared by:
October 2009
Everett Road Traffic Study
Lake Forest, Illinois
ii KLOA, Inc.
October 2009
Contents
List of Figures and Tables, iii
Executive Summary, iv
1. Introduction 1
2. Existing Traffic Conditions 6
Site Location 6
Existing Roadway Characteristics 6
Existing Traffic and Pedestrian Volumes 9
Public Transportation 12
Train Activity 12
School Bus Activity 13
Traffic Crash History 16
3. Traffic Characteristics of the Proposed Residential Development 17
Site Accessibility 17
Directional Distribution of Traffic 17
Site Traffic Generation 18
Traffic Assignment 19
4. Total Projected Traffic Conditions 21
5. Traffic Analysis 23
6. Corridor Improvement Options 27
Roadway Construction Options 27
Traffic Signal Improvement Options 35
Pedestrian Safety Improvement Options 37
Traffic Management Measures 40
7. Evaluation of Corridor Improvement Options 41
8. Conclusions and Recommendations 43
Appendix
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List of Figures and Tables
Figures
1. Regional Roadway System 2
2. Local Roadway System 3
3. Aerial View of Study Area 3
4. Aerial View of Everett Road Corridor 4
5. Existing Roadway Characteristics 8
6. Existing Traffic Volumes 10
7. Existing Pedestrian Volumes 11
8. Everett Elementary School Bus Routes 14
9. Deer Path Middle School Bus Routes 15
10. Site-Generated Traffic 20
11. Projected Traffic Volumes 22
12. Roadway Improvement Option 1 28
13. Roadway Improvement Option 2 30
14. Roadway Improvement Option 3 32
15. Roadway Improvement Option 4 34
16. Example of Zebra-Striped Crosswalk 38
17. Examples of Pedestrian-Activated Crossing Signs 39
Tables
1. Train Activity on the Canadian Pacific Railroad 13
2. Directional Distribution of Site-Generated Traffic 18
3. Site-Generated Peak-Hour Traffic Volumes 18
4. Level of Service Criteria 25
5. Evaluation of Everett Road Corridor Improvement Options 42
Everett Road Traffic Study
Lake Forest, Illinois
iv KLOA, Inc.
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Executive Summary
The purpose of the Everett Road Traffic Study was to evaluate existing traffic conditions along
Everett Road between Waukegan Road and Telegraph Road, assess the traffic impacts of the
planned 16-unit residential development on the City-owned parcel at the Everett/Telegraph
intersection, and develop recommendations to mitigate those impacts as well as improve existing
traffic operations on Everett Road.
The traffic evaluation took into consideration the operation of the traffic signal at Everett
Road/Waukegan Road, the peak period traffic flows through the Everett Road corridor,
commuter traffic surges to and from the Lake Forest Metra station, traffic generated by Everett
Elementary School and Deer Path Middle School, future traffic to be generated by the approved
CVS/pharmacy retail development at Everett Road/Waukegan Road and the Costco Wholesale
store in Mettawa at Everett Road/Riverwoods Road, and the frequent passenger and freight train
activity on the Canadian Pacific railroad.
The key findings and recommendations from this study are summarized below:
Key Findings
• Traffic moves well on Waukegan Road and the Waukegan/Everett intersection overall
operates at a satisfactory level of service C or D during the peak hours.
• However, peak hour traffic flow on Everett Road is congested, especially during the morning
peak hour when the commuter rush hour and school start times overlap.
• Frequent train activity combined with the short spacing on Everett Road between Waukegan
Road, the railroad tracks, and Telegraph Road is the cause for much of the congestion.
• The proximity of the railroad crossing to the signalized intersection of Waukegan/Everett
results in a railroad—traffic signal interconnect that favors Waukegan Road.
• The current lane configuration on Everett lacks adequate turn lane storage capacity for the
large percentage of turning vehicles, which contributes to lengthy vehicle queues on Everett.
Everett Road Traffic Study
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• Eastbound traffic on Everett consistently queues back from Waukegan Road past Telegraph
Road during the morning peak period regardless of whether the railroad gates are down.
• When the gates are down, the eastbound vehicle queues at times extend as far as Arcady
Drive, ¼-mile west of Waukegan Road, and can take two or more full signal cycles at the
Waukegan/Everett intersection to clear out.
• When eastbound traffic on Everett extends beyond Telegraph Road, motorists on Telegraph
can be blocked and rely on courtesy gaps to turn onto or cross Everett Road.
• The proposed 16-unit residential development will result in a negligible increase in traffic
(14 or fewer vehicles over a 60-minute period) during the peak periods.
• The Costco and CVS developments, on the other hand, may increase peak period traffic
levels on Everett Road by up to 10 percent, causing further congestion on Everett and
possibly degrading the level of service at the Waukegan/Everett intersection by one grade.
Recommendations
• A series of corridor improvement options were developed in this study to improve existing
traffic operations on Everett Road, reduce traffic congestion and crash potential, improve
pedestrian safety, and mitigate the traffic impacts of the planned developments.
• Improvements to Everett Road are needed, in some form, regardless of whether the proposed
16-unit residential development is constructed.
• The options were evaluated against several criteria to determine the most cost effective
solutions for the City. These criteria included improvement to traffic operations and
pedestrian safety, crash reduction potential, right-of-way needs, other agency coordination,
construction cost, grant funding potential, and timeline to implement.
• The options that rated highest from the evaluation are recommended to be pursued by the
City in the following order of priority:
1. Modify the Waukegan Road/Everett Road Traffic Signal Timings (Option 5)
2. Implement Pedestrian Safety Measures (Option 7)
3. Extend Eastbound Right-Turn Lane on Everett Road (Option 1)
4. Add Northbound Right-Turn Lane on Telegraph Road (Option 2)
5. Add Southbound Right-Turn Lane on Waukegan Road (Option 4)
• This order of priority first pursues the lower cost signal timing improvements and pedestrian
safety measures, allowing for some degree of congestion relief in the near term.
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vi KLOA, Inc.
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• These measures would be followed by more effective and higher-priced roadway capacity
improvements, if approved by the City and other agencies, to provide a greater degree of
congestion relief for the long term.
• Many of the recommended improvements can be implemented in combination to achieve
maximum effectiveness, such as Options 1 and 2.
• The roadway improvement options have only been developed at the conceptual level in this
study. Topographic land surveys will be required, right-of-way and utility locations will need
to be verified, and engineering plans will need to be developed to refine the overall
construction costs for each improvement and obtain the required approvals.
• Most of the recommended solutions would be eligible for state grant funding and multiple
grant applications can be submitted on any given project.
• Once the City Council approves a course of action to improve traffic conditions in the
Everett Road pcorridor, it is recommended that the City meet with IDOT, Canadian Pacific,
Metra, Amtrak and their state and federal elected officials to inform them of the projects
being pursued and determine if other cost sharing opportunities are available.
Everett Road Traffic Study
Lake Forest, Illinois
1 KLOA, Inc.
October 2009
1.
Introduction
The City of Lake Forest retained Kenig, Lindgren, O’Hara, Aboona, Inc. (KLOA, Inc.) to
conduct a traffic study of Everett Road and the proposed redevelopment of the property at the
northwest corner of Everett Road and Telegraph Road in Lake Forest, Illinois. The subject
property is owned by the City and was recently approved by the City Council for transfer to the
non-profit Lake County Residential Development Corporation for development. The
redevelopment plan consists of 16 residential units contained within 8 duplex buildings.
Access to the property will be provided from a driveway on Everett Road near the existing curb
cut to the property and on Telegraph Road aligned with the southernmost driveway to the Metra
station parking lot.
KLOA, Inc. attended the public open house on March 12, 2009 regarding the proposed
development. Many of the Lake Forest residents that attended the open house expressed concerns
regarding traffic congestion on Everett Road and pedestrian safety.
The purpose of this traffic study is to evaluate existing traffic conditions in the area, assess the
traffic impacts of the planned residential development, and develop recommendations to mitigate
those impacts as well as improve existing traffic operations on Everett Road, primarily between
Telegraph Road and Waukegan Road. Consideration was given to the traffic effects of the Lake
Forest Metra Station parking lots, Everett Elementary School and Deer Path Middle School, as
well as passenger and freight train activity on the Canadian Pacific railroad, which includes
Metra-Milwaukee District Northwest line and Amtrak services.
Figure 1 shows the location of the development site in relation to the regional roadway system.
Figure 2 shows the site location in relation to the local roadway system. Figure 3 shows an aerial
view of the study area. Figure 4 shows a close-up aerial view of Everett Road between Telegraph
Road and Waukegan Road.
Everett Road Traffic Study
Lake Forest, Illinois
2 KLOA, Inc.
October 2009
Figure 1
Regional Roadway System
SITE
Everett Road Traffic Study
Lake Forest, Illinois
3 KLOA, Inc.
October 2009
Figure 2
Local Roadway System
Everett Road Traffic Study
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4 KLOA, Inc.
October 2009
Figure 3
Aerial View of Study Area
Everett Road Traffic Study
Lake Forest, Illinois
5 KLOA, Inc.
October 2009
Figure 4
Aerial View of Everett Road Corridor
Everett Road Traffic Study
Lake Forest, Illinois
6 KLOA, Inc.
October 2009
2.
Existing Traffic Conditions
Transportation conditions in the vicinity of the development site were inventoried to obtain a
database for evaluation and for projecting future conditions. Seven components of existing
conditions were considered: (1) the geographical location of the site; (2) the characteristics of the
area roadway system, including lane usage and traffic control devices; (3) existing traffic and
pedestrian volumes, (4) public transportation, (5) train activity, (6) Everett School and Deer Path
School bus activity, and (7) traffic crash history.
Site Location
The development site is located at the northwest corner of the intersection of Everett Road and
Telegraph Road. The property presently contains a small commercial building housing the
Downey Robbins Szafarz Architecture studio. The site is bounded by Telegraph Road on the
north and east, Everett Road on the south, and a residential subdivision on the west. Immediately
east of Telegraph Road is the Lake Forest Metra Station and parking lots. To the south of Everett
Road is another residential subdivision, Everett Elementary School and Fire Station No. 2.
Existing Roadway Characteristics
The principal roadways serving the development site are Everett Road, Telegraph Road,
Waukegan Road, and Conway Road. A description of these roadways follows.
Everett Road is a two-lane, east-west facility that extends from St. Mary’s Road in Mettawa on
the west to Evergreen Drive on the east, where it continues east as Old Elm Road to Sheridan
Road. With the City limits, Everett Road is under the jurisdiction of the City of Lake Forest and
is classified by the City as a major road. Everett Road can also be used as a truck route upon
approval from the City. It carries approximately 7,500 vehicles per day (vpd) in the vicinity of
Telegraph Road. There are auxiliary turn lanes on Everett Road at key intersections such as
Telegraph Road and Waukegan Road. There is a mid-block crosswalk located between the
railroad and Telegraph Road. The posted speed limit on Everett is 35 miles per hour and parking
is not permitted on the roadway.
Everett Road Traffic Study
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October 2009
Telegraph Road is a two-lane, north-south roadway that extends from Conway Road south to
North Avenue in Deerfield. Telegraph Road is also under City jurisdiction within the City limits
and is classified by the City as a collector road. Telegraph Road carries approximately 2,650 vpd
south of Everett Road and is the primary access road for the Lake Forest Metra Station and
Everett Elementary School. Trucks are prohibited on Telegraph to the south of Everett. The
intersection of Telegraph Road with Everett Road is stop sign controlled on Telegraph and there
are crosswalks on the north, east and south approaches of the intersection. To the north of Everett
Road, the posted speed limit on Telegraph Road is 30 mph and permit parking is provided on the
west side of the roadway from 6:00 A.M.-6:00 P.M., Monday-Saturday. To the south of Everett
Road, the posted speed limit on Telegraph is 25 mph and parking is not permitted on the
roadway.
Waukegan Road is a four lane, north-south facility in the study area that is under the jurisdiction
of the Illinois Department of Transportation (IDOT) and is designated as Illinois Route 43 (IL
43). Waukegan Road is also an IDOT posted Class II truck route that is classified by the City as
a major road. Waukegan Road carries approximately 19,500-21,000 vpd and 1,000-1,100 trucks
per day in the vicinity of Everett Road. Its intersection with Everett Road is under traffic signal
control with dedicated left-turn lanes on Waukegan Road and crosswalks and pedestrian signals
on all legs of the intersection. The posted speed limit on Waukegan Road is 35 miles per hour
and parking is not permitted on the roadway.
Conway Road is two-lane, east-west facility that extends from Stablewood Lane on the west to
Waukegan Road on the east. Conway Road is under City jurisdiction and is classified by the City
as a collector road to the east of Telegraph Road and a residential road to the west of Telegraph.
The intersection of Conway Road with Telegraph Road is stop sign controlled on Telegraph. The
intersection of Conway Road with Waukegan Road is stop sign controlled on Conway and the
access driveway to the Sunset Corners shopping center located opposite Conway Road on the
east side of Waukegan Road. The posted speed limit on Conway Road is 25 mph and parking is
not permitted on the roadway.
The existing roadway characteristics, including lane configurations and traffic controls, at the
key intersections in the study area are shown in Figure 5.
Everett Road Traffic Study
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9 KLOA, Inc.
October 2009
Existing Traffic and Pedestrian Volumes
Traffic and pedestrian counts were conducted at the following intersections on Thursday, March
19, 2009 while all District 67 schools were in session:
• Everett Road / Waukegan Road
• Waukegan Road / Conway Road
• Everett Road / Telegraph Road
• Telegraph Road / Conway Road
• Telegraph Road / Everett School Road
• Telegraph Road / Everett School loop drive
The counts were conducted during the weekday morning period (7:00 to 9:00 A.M.) that
coincides with the commuter rush hours and school start time, and during the weekday afternoon
period (2:30 to 6:00 P.M.) that coincides with the school dismissal time and commuter rush
hours. The traffic count data indicates that the weekday morning peak hour for school and
commuter traffic occurs from 7:15-8:15 A.M., the weekday afternoon school peak hour occurs
from 2:30-3:30 P.M., and the weekday afternoon commuter peak hour occurs from 4:45-5:45
P.M. The existing weekday peak-hour traffic volumes are shown in Figure 6. The existing
weekday peak-hour pedestrian volumes are shown in Figure 7.
At the request of the City, supplemental traffic and pedestrian counts were conducted on
Tuesday, August 18, 2009 while District 67 was on summer break. The counts indicated that the
peak-hour traffic volumes were approximately 12 percent less on Everett Road in August when
compared to the March data. The August peak-hour traffic volumes on Waukegan Road were
about 23 percent less on average than in March. Pedestrian volumes crossing Everett Road were
comparable in both August and March. Summaries of the traffic and pedestrian count data
collected in March and August are contained in the Appendix of this memorandum.
PROJECT:TITLE:FIGURE NO:PROJECT NO:7EVERETT ROADTRAFFIC STUDYLAKE FOREST, ILLINOIS09-05443CONWAYROADTELEGRAPHROADLAKE FORESTMETRA STATIONSETTLERSSQUAREWAUKEGANROADSUNSETCORNERSFIRESTATION#2EVERETTROADEVERETT SCHOOLROADEVERETTELEMENTARYSCHOOLLAKEFORESTHOUSINGSITECANADIAN PACIFIC RAILROAD/AMTRAKMETRA MILWAUKEE DISTRICT NORTH LINELEGEND00[00]- WEEKDAY MORNING PEAK HOUR (7:15-8:15 AM)- WEEKDAY AFTERNOON PEAK HOUR (2:30-3:30 PM)- WEEKDAY EVENING PEAK HOUR (4:45-5:45 PM)(00)NOT TO SCALE0 (0) [0]
0 (1) [3]0 (4) [3]0 (0) [0]0 (0) [0]1 (0) [1]
0 (0) [0]1 (0) [1]1 (0) [2]1 (0) [0]
1 (0) [1]
1 (3) [4]0 (2) [0]0 (1) [0]2 (0) [1]
0 (0) [4]EXISTING PEDESTRIAN VOLUMES
Everett Road Traffic Study
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October 2009
Public Transportation
The development site is located approximately 300 feet from the Lake Forest Metra station,
which is served by the Milwaukee District North line offering daily service between Fox Lake
and downtown Chicago. Metra service at the Lake Forest station generally operates from 5:20
A.M. to 1:21 A.M. on weekdays and from 6:11 A.M. to 1:21 A.M. on weekends and holidays.
The Lake Forest station is also served by Pace Bus Route 625 (Lake Forest Shuttle Bug), which
provides weekday rush hour service between the Lake Forest Metra station on the Union Pacific
North Line and the CDW corporate headquarters and HSBC North American headquarters
facilities on Riverwoods Boulevard in Mettawa via Deerpath Road, Waukegan Road, Everett
Road, and Riverwoods Road. The route also serves Lake Forest Hospital and the Lake Forest
Metra station on the Milwaukee District North line. The route makes three stops at the Lake
Forest Milwaukee District North Metra station in the morning (from 6:44 A.M.-8:47 A.M.) and
four stops in the evening (from 4:29 P.M.-6:58 P.M.). Route 625 does not operate on weekends
or holidays.
The United States Census Bureau conducts surveys of numerous demographic, social, economic
and housing conditions, including commuting modes. Based on the results of the 2000 Census,
approximately 16 percent of working residents in the study area (Census Tract 8646.01 Block 1)
travel to work by means other than automobile.
Train Activity
The two-track railroad that crosses Everett Road is owned by the Canadian Pacific Railway,
which runs daily freight shipments on the line. Metra and Amtrak run daily passenger trains on
the line as well. Table 1 summarizes the current train volume on the railroad by each of these
services. In total, an average of 82 trains cross Everett Road on weekdays and 58 trains cross
Everett on weekend days. During the morning and afternoon commuter rush hours, eight and
four Metra trains were observed crossing Everett Road, respectively. During the afternoon school
peak hour, four Metra trains and two Amtrak trains were observed crossing Everett Road. Freight
trains operate sporadically throughout the day with only one train observed to cross Everett
during the peak periods, occurring during the afternoon commuter peak hour.
Overall, the railway experiences frequent train activity which results in a significant amount of
time in which the railroad gates are down at Everett Road. The gate times vary depending on the
type and direction of the train and, specific to Metra trains, if the train stops at the Lake Forest
station. For Metra and Amtrak trains that do not stop at the station, the railroad gates were
observed to be in the down position 30 to 40 seconds on average for northbound trains and 35 to
45 seconds for southbound trains. For Metra trains that do stop at the station, the gates were
observed to be in the down position 60 to 75 seconds on average for northbound trains and two
to three minutes for southbound trains due to the gates staying down while the train boards. The
times the gates were down for freight trains varied between one and three minutes depending on
the length of the trains and the travel speeds.
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Table 1
TRAIN ACTIVITY ON THE CANADIAN PACIFIC RAILROAD
Number of Daily Trains
Metra Amtrak Canadian Pacific
Day of Week (Average) NB SB
NB SB (Two-Way) Total
Monday 24 21 7 7 20-25 79-84
Tuesday 24 21 7 7 20-25 79-84
Wednesday 24 21 7 7 20-25 79-84
Thursday 24 21 7 7 20-25 79-84
Friday 24 21 7 7 20-25 79-84
Saturday 12 12 7 7 20-25 58-63
Sunday 10 10 6 6 20-25 52-57
NB – Northbound SB-Southbound
Metra-Milwaukee District North Line
Amtrak – Hiawatha Service (Chicago-Milwaukee) 14 trains/day, M-Sat, and 12 trains/day, Sun.
Empire Builder Service (Chicago-Portland/Seattle) 2 train/day, M-Sun.
School Bus Activity
Everett Elementary School currently operates 10 routing buses during the morning and afternoon
peak periods. Everett School begins at 8:00 AM with all buses scheduled to arrive at the school
around 7:45 AM. After Everett students are dropped off at school in the morning, all 10 buses
pick up students attending Deer Path Middle School, which begins at 8:35 AM. In the
afternoons, Everett School dismisses at 1:45 PM on Monday and 2:50 PM Tuesday through
Friday with buses departing the school promptly after dismissal to drop off students. After
completion of the Everett School routes in the afternoon, all 10 buses travel to the Deer Path
Middle School campus to pick up students and take them home. Of the 10 routes, six cross the
railroad tracks on Everett Road traveling to Everett School and nine cross the tracks traveling to
Deer Path School, for a total of 15 trips during both the morning and afternoon peak hours.
Figure 8 and Figure 9 diagram the Everett School and Deer Path School bus routes that traverse
through the study area, respectively. School District 67 operates other routing buses that do not
traverse the study area, such as those serving Cherokee and Sheridan schools.
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Figure 8
Everett Elementary School Bus Routes
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Figure 9
Deer Path Middle School Bus Routes
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October 2009
Traffic Crash History
Three years of collision data was collected from the City of Lake Forest for the intersections of
Everett Road/Waukegan Road, Everett Road/Telegraph Road, Conway Road/Waukegan Road,
and Conway Road/Telegraph Road. The data was collected between January 1, 2006 and
December 31, 2008 and is shown in the Appendix of this memorandum. According to a list
compiled by the Lake Forest Police Department, none of these four intersections are included in
the City’s top 10 crash locations.
Everett Road / Waukegan Road
The data shows that an average of approximately 14 traffic crashes per year occurred at this
intersection. The crash reports from these accidents indicate a large majority (68 percent) are
rear-end collisions occurring on Waukegan Road. Based on the type of accident predominantly
occurring, intersections improvements that draw turning movements out of the through lanes
may be effective at reducing the number of accidents at this intersection.
Everett Road / Telegraph Road
The data shows that an average of five traffic crashes per year occurred at this intersection of
which most (73 percent) were angle collisions. The traffic crash reports from these accidents
indicate a trend by northbound and southbound vehicles on Telegraph Road, which is under stop
sign control, to turn or cross in front of vehicles on Everett Road. Based on this data and
observations of limited sight distance on Telegraph caused by lengthy vehicle queues on Everett
Road, intersection improvements to help reduce queues and delay may reduce the number of
angle collisions at this intersection.
Conway Road / Waukegan Road
The data shows that an average of two traffic crashes per year occurred at this intersection of
which half were angle collisions caused by an eastbound vehicle on Conway Road turning in
front of a southbound vehicle on Waukegan Road. Based on this limited amount of data, no
conclusions can be drawn as to whether these few accidents could have been prevented with the
presence of a traffic signal.
Conway Road / Telegraph Road
No intersection related crashes were recorded at this intersection from 2005 through 2008.
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3.
Traffic Characteristics of the Proposed
Residential Development
To determine the impact of the proposed residential development on the area roadway system, it
was necessary to understand the site access system, determine the directions from which traffic
would approach and depart the site, and estimate the number of peak-hour vehicle trips that
would be generated by the project.
Site Accessibility
Vehicular access to the development site will be provided from a driveway on Everett Road near
the existing curb cut to the property (approximately 235 feet west of Telegraph Road) and on
Telegraph Road aligned with the southernmost driveway to the Metra station parking lot
(approximately 225 feet north of Everett Road).
Directional Distribution of Traffic
The directions from which traffic will approach and depart the development site are a function of
several variables, including the location of the regional access arterials, driveway locations, and
the ease with which motorists can travel over various sections of the roadway system without
encountering congestion. Based on the above as well as current traffic patterns in the area, the
directional distribution of site-generated traffic was estimated and is shown in Table 2.
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Table 2
DIRECTIONAL DISTRIBUTION OF SITE-GENERATED TRAFFIC
Direction To/From Percentage of Traffic
North on Waukegan Road 30 %
South on Waukegan Road 15 %
East on Everett Road 10 %
West on Everett Road 30 %
South on Telegraph Road 15 %
Total 100%
Site Traffic Generation
The volume of traffic generated by a development is based on the type of land use and the size of
the development, with consideration given to the availability of public transportation. Following
standard industry methods, the number of peak-hour vehicle trips estimated to be generated by the
proposed residential units was based on vehicle trip generation rates contained in Trip Generation,
8th Edition, 2008 published by the Institute of Transportation Engineers (ITE) and is shown in
Table 3. Approximately 11 to 14 new vehicle trips are estimated to be added to the roadway
system during the weekday morning and afternoon school and commuter peak hours.
Based on the site’s proximity to the Lake Forest Metra station and the previously mentioned
2000 Census data, it is possible that some of the residents of the residential development may
utilize public transportation for the work commute. However, to maintain a conservative
analysis, the traffic generation projections in Table 3 do not discount for other modes of travel
and assume all trips will be by automobile.
Table 3
SITE-GENERATED PEAK-HOUR TRAFFIC VOLUMES
Number of Vehicle Trips1
Morning School &
Commuter Peak Hour
Afternoon School
Peak Hour
Afternoon Commuter
Peak Hour
Land Use In Out Total In Out Total In Out Total
16 Residential Units2 2 10 12 4 7 11 9 5 14
1According to Trip Generation, 8th Edition, Institute of Transportation Engineers, 2008.
2Based on ITE Land Use Code 230 – Residential Condominium/Townhouse
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Traffic Assignment
The peak-hour traffic volumes projected to be generated by the proposed development were
assigned to the area roadway system and the proposed site access driveways based on directional
distribution shown in Table 2. The site-generated traffic assignment is shown in Figure 10.
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October 2009
4.
Total Projected Traffic Conditions
Projected (future) traffic conditions were estimated for the Everett Road corridor by combining
the site-generated traffic volumes from the proposed 16-unit residential project (Figure 10) with
the existing traffic volumes (Figure 6) and traffic projected to be generated by the approved but
yet-to-be-built developments in the area. These developments include the Costco Wholesale
store to be located in the southeast quadrant of IL 60 and Riverwoods Road/Riverwoods
Boulevard in Mettawa and the CVS/pharmacy retail development to be located in the southeast
quadrant of the Everett Road/Waukegan Road intersection. Traffic estimates for these
developments were obtained from the traffic impact studies for these projects.
The resulting projected peak hour traffic volumes are shown in Figure 11.
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5.
Traffic Analysis
Traffic capacity analyses were performed for the study area intersections and site access
driveways to determine the operation of the existing roadway system, evaluate the impact of the
proposed residential development and other planned area developments, and determine the
ability of the existing roadway system to accommodate future traffic demands. Analyses were
performed for the following weekday morning and afternoon peak-hour traffic conditions:
1. Existing traffic conditions
2. Projected traffic conditions
The analysis of the study area intersections was accomplished using SYNCHRO 6.0 and
SimTraffic computer software, which generally follows the methodologies outlined in the
Transportation Research Board’s Highway Capacity Manual (HCM), 2000. The methodologies
use traffic controls, traffic volumes, and roadway characteristics to determine the average control
delay and levels of service for vehicles at an intersection.
Traffic signal timings for the intersection of Everett Road with Waukegan Road were obtained
from IDOT. This signal is part of an interconnected traffic signal system on Waukegan Road that
extends from Everett Road north past Illinois Route 176 in Lake Bluff.
The ability of an intersection to accommodate traffic flow is expressed in terms of level of
service, which is a qualitative term developed to express the operating conditions along
roadways and at intersections. Alpha designations from A to F are assigned based on the average
control delay experienced by vehicles passing through the intersection. Control delay is that
portion of the total delay attributed to the traffic signal or stop sign control operation, and
includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration
delay until resumption of free flow speed. Level of Service A is the highest grade (best traffic
flow, least delays), Level of Service E represents saturated or at-capacity conditions, and Level
of Service F is the lowest grade (oversaturated conditions, extensive delays). For suburban two-
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way arterials such as Waukegan Road, IDOT geometric criteria (Figure 48-6A from BDE
manual) identifies the limit of acceptable delay as level of service C.
For signal-controlled intersections, levels of service are calculated for lane groups, intersection
approaches, and the intersection as a whole. For two-way stop controlled (TWSC) intersections,
levels of service are only calculated for the approaches controlled by a stop sign (not for the
intersection as a whole). Level of Service F at TWSC intersections occurs when there are not
enough suitable gaps in the flow of traffic on the major (uncontrolled) street to allow minor-
street traffic to safely enter the major street flow.
The Highway Capacity Manual criteria for levels of service and the corresponding control delay
for signalized and unsignalized intersections are shown in Table 4. The results of the capacity
analysis for existing peak hour traffic conditions are shown in Table A6 of the Appendix. The
results of the analysis of projected peak hour traffic conditions on the existing roadway system
(i.e., with no improvements or “no-build” condition) is shown in Table A7 of the Appendix.
Overall, peak hour traffic flow on Everett Road between Waukegan Road and Telegraph Road is
congested, especially during the morning peak hour when the commuter rush hour and school
start times overlap. Frequent train activity combined with the short spacing on Everett Road
between Waukegan Road, the railroad tracks, and Telegraph Road is the cause for much of the
congestion in the area. The proximity of the railroad crossing to the signalized intersection of
Waukegan Road and Everett Road results in a railroad—traffic signal interconnect that favors
Waukegan Road due to the high traffic volumes on that roadway. The current lane configuration
on Everett Road lacks adequate turn lane storage capacity for the large percentage of turning
vehicles, which contributes to lengthy queues on Everett Road. Furthermore, periodic surges of
auto and bus traffic around the school start/dismissal times and the peak Metra station commuter
times exacerbates the congested conditions on Everett Road.
Observations of the Everett Road corridor in the Metra Station area indicate eastbound traffic
consistently queues back from Waukegan Road to or past Telegraph Road during the morning
peak period regardless of whether the railroad gates are down. When the gates are down, the
vehicle queues extend even further back, at times as far as Arcady Drive ¼-mile west of
Waukegan Road, particularly when the gates are down for more than two minutes, which occurs
when freight trains come through, southbound Metra trains stop at the Metra station, and
northbound and southbound trains cross Everett one immediately following the other. When
these train delays occur, it can take two or more full signal cycles at the Waukegan/Everett
intersection to clear eastbound traffic from blocking Telegraph Road as well as clearing the
vehicle queues on westbound Everett Road to the east of Waukegan Road.
During the morning peak period when eastbound traffic extends beyond Telegraph Road,
motorists on Telegraph rely on courtesy gaps to turn onto or cross Everett Road. Observations of
traffic on Telegraph Road during this time revealed peak vehicle queuing of eight vehicles on
northbound Telegraph at Everett and two vehicles on southbound Telegraph.
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Table 4
LEVEL OF SERVICE CRITERIA
Signalized Intersections
Level of
Service Interpretation
Average Control
Delay (seconds per
vehicle)
A Very short delay, with extremely favorable progression. Most
vehicles arrive during the green phase and do not stop at all.
≤10
B Good progression, with more vehicles stopping than for Level of
Service A, causing higher levels of average delay.
>10-20
C Light congestion, with individual cycle failures beginning to
appear. Number of vehicles stopping is significant at this level.
>20-35
D Congestion is more noticeable, with longer delays resulting from
combinations of unfavorable progression, long cycle lengths, or
high V/C ratios. Many vehicles stop, and the proportion of
vehicles not stopping declines.
>35-55
E High delays result from poor progression, high cycle lengths, and
high V/C ratios.
>55-80
F Unacceptable delays occurring, with oversaturation. >80.0
Unsignalized Intersections
Level of Service Average Control Delay (seconds per vehicle)
A 0-10
B >10-15
C >15-25
D >25-35
E >35-50
F >50
Source: Highway Capacity Manual, 2000.
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During the afternoon peak periods, eastbound traffic on Everett Road sporadically queues back
from Waukegan Road to or past Telegraph Road, but clears the Waukegan/Everett intersection
each signal cycle. Northbound queues on Telegraph Road typically consist of two to four
vehicles during these peak periods with isolated occurrences of five or more vehicles. Typical
southbound vehicle queues on Telegraph during these times were observed to be four or fewer.
The results of the capacity analyses correspond to these observations with traffic on Telegraph
Road currently experiencing some degree of delay under the current stop sign control.
Observations of the Waukegan Road corridor indicate traffic flow operates adequately. As
indicated by the capacity analyses, the signalized intersection of Waukegan Road and Everett
Road operates at a level of service C or D overall during the peak hours with vehicle queues of
approximately 340 feet in the southbound direction in the morning and approximately 530 feet in
the northbound direction in the afternoon. During the afternoon commuter peak hour, the
northbound left-turn volume is heavy (over 200 vehicles) and as many as 15 left-turning vehicles
were observed to be queued when the movement is delayed by train activity.
Traffic on Conway Road at its intersection with Waukegan Road experiences lengthy delays
attempting to turn left onto Waukegan Road during the morning and afternoon peak hours due to
high volumes and traffic speeds on Waukegan Road and the stop sign control on Conway.
The other intersections in the study area (Telegraph Road with Conway Road and the Everett
School access roads) operate at good levels of service with minimal delays during the peak hours
as indicated by the capacity analyses and field observations.
With the addition of traffic generated by the proposed 16-unit residential development and the
other planned development in the area (i.e., Costco, CVS development), Everett Road will
continue to experience congestion while Waukegan Road is expected to continue to operate
adequately. Traffic delays at the study area intersections are projected to increase by a marginal
amount and the peak hour levels of service at the Waukegan/Everett intersection may degrade by
one letter grade. The proposed residential development alone will only increase traffic in the area
by a negligible amount (14 or fewer vehicles over a 60-minute period), resulting in an
imperceptible traffic increase on Everett Road (less than one-half percent) during the peak
periods. The Costco and CVS developments on the other hand are conservatively projected to
increase peak period traffic levels on Everett Road by approximately 10 percent.
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6.
Corridor Improvement Options
Based on the analysis of existing and projected traffic conditions, a series of options were
developed to improve existing traffic operations on Everett Road, reduce traffic congestion, and
mitigate the traffic impacts of the planned developments. These improvement options, which are
needed regardless of whether the proposed 16-unit residential development on the City-owned
parcel is developed or not, reflect roadway construction improvements, traffic signal
improvements, and pedestrian safety improvements, as discussed below.
Roadway Construction Options
Capacity improvements to Everett Road, Waukegan Road, and/or Telegraph Road will help the
roadway network better accommodate existing and projected traffic volumes. Analyses were
performed to evaluate the impact of four capacity improvement options. The capacity analysis
results are summarized in the Appendix. The following describes each option and summarizes
the benefits and requirements of each.
1. Extend eastbound right-turn lane on Everett Road at Waukegan Road. The existing right-
turn lane has a minimal storage capacity of approximately 50 feet, which only accommodates
around two vehicles. Additional right-turning vehicles desiring to turn onto southbound
Waukegan Road are often blocked from accessing the right-turn lane by vehicles queued in
the eastbound through lane on Everett, which increases the length of the through lane queues.
The proposed extension of the right-turn lane would extend across the railroad tracks and
increase the vehicle storage space to approximately 200 feet, as shown in Figure 12.
• Reduces peak period delays to eastbound right-turning vehicles on Everett by up to 80%
and delays to eastbound through and left-turning vehicles by up to 20%. The peak hour
level of service for the eastbound right-turn lane improves by one or two letter grades
(from C to A) while the eastbound left-turn level of service improves by one grade in the
morning. The Waukegan/Everett intersection overall improves by one letter grade in the
morning peak hour as the combined intersection delay is lowered by up to 45%.
997
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ONLY48’ EX43’ EX
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175’ PROPOSED TAPER 193’ PROPOSED STORAGE 15’ ADDITIONAL R.O.W. NEEDED
PROJECT:TITLE:PROJECT NO:
12
09-054
FIGURE NO:
EVERETT ROAD
TRAFFIC STUDY
LAKE FOREST, ILLINOIS
SCALE: 1" = 40’
ROADWAY IMPROVEMENT OPTION 1
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• Reduces eastbound peak period vehicle queues on Everett Road by up to 35%.
• Reduces peak hour vehicle delays and level of service at the Everett/Telegraph
intersection as well as the shorter eastbound queues on Everett (at Waukegan) do not
extend beyond this intersection as frequently.
• Has some degree of benefit to pedestrian safety at the Everett/Telegraph intersection. The
reduction in eastbound vehicle queues on Everett will result in fewer situations in which
pedestrians crossing Everett at Telegraph must walk between stopped vehicles on Everett.
• At the mid-block crosswalk between Telegraph and the railroad, pedestrians will have to
cross an additional lane of traffic if this crossing remains in place.
• Reduces the potential for rear-end collisions on Everett and angle collisions at Telegraph.
• Requires additional right-of-way on the south side of Everett Road. The needed right-of-
way is owned by the City.
• Because the project widens the railroad crossing, it requires railroad equipment
modifications and approval from the Illinois Commerce Commission (ICC) and Canadian
Pacific Railway.
• Engineer’s opinion of probable construction cost is $523,000 (see Appendix).
• This project may be eligible for several state grants, including Surface Transportation
Program (STP) funds, Congestion Mitigation and Air Quality (CMAQ) funds, and
Crossing Safety Improvement Program funds. See Appendix for description of grant
programs.
2. Add right-turn lane on northbound Telegraph Road at Everett Road. The majority of
northbound traffic on Telegraph Road turns right onto Everett Road. However, the lack of a
separate right-turn lane to accommodate this movement results in right-turning vehicles often
being delayed by left-turn vehicles and vehicles traveling straight on Telegraph Road that
must await a suitable gap in the flow of traffic on Everett Road. The proposed northbound
right-turn lane would provide approximately 125 feet of vehicle storage, as shown in Figure
13.
• As a stand-alone project, results in minimal peak period delay and queue reductions on
northbound Telegraph Road as the right-turning volumes are often blocked by eastbound
traffic queues on Everett Road. Delays to the northbound left- and through movements
would be reduced by up to 50%.
• When installed in combination with other auxiliary lane capacity improvements on
Everett Road, such as Option 1 above, delays to northbound peak period right-turning
traffic are reduced by up to 65%, the level of service for the northbound right-turn and
through/left-turn movements are improved by one or two letter grades, and vehicle
queues on northbound Telegraph are reduced by up to 66%.
1035S1045S1061S1178-1180WFIRE STATIONFIFTH THIRDONLY100’ PROPOSED TAPER125’ PROPOSED STORAGE5’ ADDITIONAL R.O.W. NEEDEDPROJECT:TITLE:PROJECT NO:1309-054FIGURE NO:EVERETT ROADTRAFFIC STUDYLAKE FOREST, ILLINOISSCALE: 1" = 40’ROADWAY IMPROVEMENT OPTION 2
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• Provides minimal benefit to pedestrian safety as the crossing distance on Telegraph will
increase by one lane width.
• Has limited potential to reduce traffic crashes at the Everett/Telegraph intersection.
• Requires additional right-of-way on east side of Telegraph Road. The needed right-of-
way is owned by the City.
• The City has sole jurisdiction of Telegraph Road.
• Engineer’s opinion of probable construction cost is $104,000 (see Appendix).
• This project may be eligible for CMAQ funds.
3. Extend left-turn lanes on Everett Road between Waukegan Road and Telegraph Road. The
existing left-turn lanes on Everett Road serving eastbound-to-northbound traffic movements
onto Waukegan Road and westbound-to-southbound traffic movements onto Telegraph Road
utilize the same center lane on Everett in a “back-to-back” left-turn lane configuration. The
eastbound and westbound left-turn lanes on Everett each provide approximately 145 feet of
vehicle storage and are often fully-utilized with traffic due to the high peak period turning
volumes and the number of school buses, which are longer than automobiles and take up
make space. The left-turning volume waiting to turn onto Waukegan Road often fills the left-
turn lane and extends into the eastbound through lane, which increases the length of the
eastbound queues. Without widening the roadway, any extension of one of the left-turn lanes
would be at the expense of the other left-turn lane. However, Everett Road could be widened
to provide a “side-by-side” left-turn lane configuration that would increase the vehicle
storage space in each of the left-turn lanes to approximately 285 feet, as shown in Figure 14.
• Reduces peak period delays to eastbound left-turning vehicles on Everett at Waukegan by
up to 24% and delays to eastbound through and right-turning vehicles by up to 49%. The
morning peak hour level of service for all eastbound movements improves by one letter
grade. The Waukegan/Everett intersection overall also improves by one letter grade
during the morning peak hour as the combined intersection delay is lowered by up to
35%.
• Reduces eastbound peak period vehicle queues on Everett Road by up to 39%.
• Reduces peak hour vehicle delays and level of service at the Everett/Telegraph
intersection as well as the shorter eastbound queues on Everett (at Waukegan) do not as
often extend beyond this intersection.
• Provides minimal benefit to pedestrian safety as the crossing distance on Everett at
Telegraph and at Waukegan will increase by one lane width.
• Reduces the potential for rear-end collisions on Everett and angle collisions at Telegraph.
• Requires additional right-of-way from both sides of Everett Road. The additional right-
of-way is both publicly-owned and privately-owned.
Teleg
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NORTHERN TRUST
BANK
FIRE
STATION
PRIVATEBANK
FIFTH THIRD
BANK
ST PATRICK’S CHURCH
PARISH
ONLYONLYONLYONLYONLYONLYONLYONLYTAPER
123’ EX AND PROP STORAGE90’ EX AND PROP
145’ EXISTING STORAGE100’ EXISTING TAPER145’ EXISTING STORAGE
100’ PROPOSED TAPER285’ PROPOSED STORAGE
285’ PROPOSED STORAGE100’ PROPOSED TAPER
100’ EXISTING TAPER165’ EXISTING STORAGE
335’ PROPOSED APPROACH TAPER 192’ PROPOSED APPROACH TAPER AND STORAGE 100’ PROPOSED TAPER 8’ ADDITIONAL R.O.W. NEEDED 8’ ADDITIONAL R.O.W. NEEDED
CORNER CLIP OF R.O.W. NEEDED
PROJECT:TITLE:PROJECT NO:
14
09-054
FIGURE NO:
EVERETT ROAD
TRAFFIC STUDY
LAKE FOREST, ILLINOIS
SCALE: 1" = 80’
ROADWAY IMPROVEMENT OPTION 3
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• Because the project widens the railroad crossing, it requires railroad equipment
modifications and approval from the Illinois Commerce Commission (ICC) and Canadian
Pacific Railway.
• Engineer’s opinion of probable construction cost is $732,500 (see Appendix). If IDOT
requires the complete modernization of the traffic signals at the Waukegan/Everett
intersection, the cost would increase to approximately $1 million.
• This project may be eligible for several state grants, including STP funds, CMAQ funds,
and Crossing Safety Improvement Program funds.
4. Add southbound right-turn lane on Waukegan Road at Everett Road. Approximately 20-30
percent of southbound traffic on Waukegan Road was observed turning right onto Everett
Road during the peak hours. However, the lack of a separate right-turn lane to accommodate
this movement results in right-turning vehicles often stacking in the through lane closest to
the curb when the railroad gates are down, which restricts the through capacity on Waukegan
Road to a single lane. The proposed southbound right-turn lane would provide approximately
145 feet of vehicle storage, as shown in Figure 15.
• Allows storage of right turn vehicles when railroad gates are down so Waukegan Road
through movements operate more efficiently.
• Reduces peak period delays to southbound through traffic by up to 15%. The morning
peak hour level of service for the southbound through movement improves by one letter
grade (from C to B). The Waukegan/Everett intersection overall improves by one letter
grade as well during the peak hours as the combined intersection delay is lowered by up
to 20%.
• Reduces southbound peak period vehicle queues on Waukegan Road by up to 26%.
• Provides minimal benefit to pedestrian safety as the crossing distance on Waukegan Road
will increase by one lane width.
• Significant potential to reduce rear-end traffic crashes on Waukegan Road.
• Requires additional right-of-way from the west side of Waukegan Road. The additional
right-of-way is privately-owned (Fifth-Third Bank).
• The traffic signal at the Waukegan/Everett intersection is interconnected with the railroad
grade crossing signals. Any changes to the signal phasing or equipment will require
approval from IDOT, the ICC and the Canadian Pacific Railway.
• Engineer’s opinion of probable construction cost is $163,000 (see Appendix). If IDOT
requires the complete modernization of the traffic signals at the Waukegan/Everett
intersection, the cost would increase to $435,000.
• This project may be eligible for funding through the STP and CMAQ programs.
9971025W990S959S915S920SNORTHERN TRUST BANKPRIVATEBANKFIFTH THIRDBANKLOVELL’SST PATRICK’S CHURCHPARISHONLY175’ PROPOSED TAPER145’ PROPOSED STORAGE 7’ ADDITIONAL R.O.W. NEEDEDPROJECT:TITLE:PROJECT NO:1509-054FIGURE NO:EVERETT ROADTRAFFIC STUDYLAKE FOREST, ILLINOISSCALE: 1" = 40’ROADWAY IMPROVEMENT OPTION 4
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Traffic Signal Improvement Options
These options reflect modifications to the existing signal timings at the Waukegan Road/Everett
Road intersection and the installation of a new signal at Waukegan Road/Conway Road
intersection. The following describes each option and summarizes the benefits and requirements
of each.
5. Waukegan/Everett Intersection Signal Timing Modifications. Timing modifications were
tested to reduce vehicle delays and queuing on Everett Road. The signal timings could
potentially be improved to be more favorable to Everett Road during the standard peak
period signal cycle and after train events during the railroad pre-emption exit phase
particularly during train events. These modifications could be investigated further with the
traffic signal equipment suppliers, IDOT and the ICC.
The most effective changes to the current timing plan would:
a. Lengthen green time allotted to Everett Road during the morning peak hour.
b. Give greater priority to clearing eastbound traffic on Everett Road during a railroad pre-
emption exit phase.
During normal operations when no trains are present, the existing signal timings often
provide insufficient green time for all vehicles queued on Everett Road to clear the
Waukegan/Everett intersection on a single signal cycle, resulting in lengthy vehicle delays
for eastbound traffic on Everett. Immediately after a train event when the railroad crossing
gates rise, the traffic signal timing plan should provide a green phase to Everett Road that is
long enough to clear the lengthy vehicle queues that have developed on Everett. This can be
accomplished is different ways. Under the current phasing plan, which includes a lead left-
turn phase for eastbound and westbound Everett followed by a green ball phase, the green
time allotted to the green ball phase could be extended during a railroad pre-emption exit
phase. An alternative phasing plan for Everett that could be implemented during the railroad
pre-emption exit phase would include a dedicated eastbound green phase first (for left,
through and right movements) followed by a green ball phase for both eastbound and
westbound traffic on Everett Road. This alternative plan would omit the westbound lead left-
turn phase following train events to dedicate more green time to clear eastbound traffic.
• Reduces peak period delays to eastbound traffic on Everett by up to 50%. The peak hour
level of service for eastbound movements improves by one letter grade. Nb
• Reduces eastbound peak period vehicle queues on Everett Road by up to 14%.
• The modified signal timing plans would have minimal impact to traffic flow on
Waukegan Road or the overall level of service at the intersection.
• The improvements would create more gaps in traffic for left-turning movements at the
Everett/Telegraph intersection to utilize, reducing delays and vehicle queues and
improving the level of service for these movements.
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• Has some degree of benefit to pedestrian safety at the Everett/Telegraph intersection. The
reduction in eastbound vehicle queues on Everett will result in fewer situations in which
pedestrians crossing Everett at Telegraph must walk between stopped vehicles on Everett.
• No significant crash reduction expected.
• Does not require additional right-of-way.
• Requires IDOT approval and coordination with the ICC.
• Engineer’s opinion of probable construction cost is $10,000.
• This project may be eligible for CMAQ funds and possibly Crossing Safety Improvement
Program funds.
6. New traffic signal installation at Waukegan Road/Conway Road intersection. Traffic was
observed to utilize Conway Road and Telegraph Road to bypass of the Everett
Road/Waukegan Road intersection. While the current traffic volumes at the
Waukegan/Conway intersection do not satisfy traffic signal warrants, the diversion of
approximately 10-15% of traffic from Everett Road to Conway Road (between Telegraph
and Waukegan) would result in the satisfaction of the peak hour warrant. Signalizing the
Waukegan/Conway intersection may provide the incentive for motorists that otherwise would
use Everett Road to access Waukegan Road, such as Metra commuter traffic, to utilize
Convway Road instead.
• Would result in a slight (approximately 10%) reduction in vehicle delay at the
Waukegan/Everett intersection.
• Eastbound vehicle queues on Everett Road would also be reduced by approximately 10%,
which would reduce delays to turning movements at the Everett/Telegraph intersection.
• Minimal effect on pedestrian safety along Everett Road.
• Crash reduction potential minimal.
• Probably no need for additional right-of-way to accommodate signal equipment and
interconnect.
• Requires IDOT approval.
• Engineer’s opinion of probable construction cost is $300,000.
• This project may be eligible for STP funds and CMAQ funds.
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Pedestrian Safety Improvement Options
Several improvements have been recommended to increase pedestrian safety in the Everett Road
corridor. For evaluation purposes, these improvements have been combined into a single
improvement option (Option 7).
- Replace transverse-line crosswalks on all legs of the Everett Road/Waukegan Road
intersection and the east leg of the Everett Road/Telegraph Road intersection with wide
white longitudinal lines (aka. zebra-striping) to increases the visibility of the crosswalks,
as shown in the example photo in Figure 16.
- Install pedestrian-activated crossing signs with yellow flashers on east leg of Everett
Road at Telegraph Road to increase the visibility of the pedestrian crossing and alerts
motorists of a pedestrian desiring to cross Everett Road, as shown in the example photos
in Figure 17.
- Install sidewalk on the east side of Telegraph Road, south of Everett Road to allow
pedestrians traveling between the Metra station and neighborhood to the south to utilize a
paved surface.
- Remove mid-block crosswalk on Everett Road between Telegraph Road and the railroad,
which is often blocked by eastbound traffic queued back from the Waukegan/Everett
intersection, causing pedestrians to walk between cars to cross Everett.
The benefits and requirements for the potential pedestrian safety improvements are discussed
below.
• Results in significant improvement to pedestrian safety by making crosswalks more
visible, alerting motorists of pedestrian movements, directing pedestrians to cross at an
intersection, and providing a paved surface for pedestrians to utilize versus having to
walk in the street.
• Reduces the potential for vehicular-pedestrian accidents.
• Does not require additional right-of-way.
• Requires IDOT and City approval.
• Engineer’s opinion of probable construction cost is $75,000.
• This project may be eligible for Illinois Safe Routes to School funds, Illinois
Transportation Enhancement Program (ITEP) funds, and possibly CMAQ funds.
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Figure 16
Example of Zebra-Striped Crosswalk
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Figure 17
Examples of Pedestrian-Activated Crossing Signs
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Traffic Management Measures
In addition to roadway construction and traffic signal improvements in the Everett Road corridor,
other traffic management measures not evaluated in this study could have positive effects on
improving traffic conditions in the Everett Road corridor by diverting traffic away from Everett
Road and/or reducing the volume of traffic on Everett during peak hours.
Conclusion of roadway construction on IL 60 and IL 22. - Possible temporary increases in traffic
volume on Everett Road are expected to return to pre-construction levels at the conclusion of the
IL 60 and IL 22 construction projects.
Staggering of school start / dismissal times. – The morning start time at Everett Elementary
School is 8:00 A.M. Deer Path Middle School starts at 8:35 A.M. As a result, school buses and
student drop-off traffic travels on Everett Road during the peak commuting hour, observed to be
7:15-8:15 A.M. Later start times in the morning would shift school-related traffic on Everett
towards the end of the peak morning commuting period rather than the when traffic congestion
on Everett is at its worst. The District 67 School Board could be consulted on this.
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7.
Evaluation of Corridor Improvement Options
To evaluate the benefits and cost effectiveness of the various corridor improvement options
against one another, a matrix was created to rate the options against several criteria, as shown in
Table 5. Each of the criteria received an equal weight in the matrix. A description of the rating
system for each criteria is shown in the legend at the bottom of the table. The options that had the
highest total score were determined to be the most cost effective solutions for the corridor.
As shown in Table 5, the projects that rated highest were the traffic signal timing modifications
to the Waukegan/Everett intersection (Option 5) and the pedestrian safety measure for the
corridor (Option 7). These projects can be completed at the least cost and in an expeditious time
frame and should be the first priority for the City. These improvements, however, have a limited
affect on reducing traffic delays and vehicle queuing on eastbound Everett Road, southbound
Waukegan Road, and on Telegraph Road.
To more effectively reduce these traffic delays and queues, the next highest rated projects would
be beneficial, including the extension of the eastbound right-turn lane on Everett (Option 1), the
addition of a northbound right-turn lane on Telegraph (Option 2), and the addition of a
southbound right-turn lane on Waukegan (Option 4). These projects carry considerably higher
price tags that would need to be weighed against other needs in the City. State grant funds would
be available for many of these projects, which could lessen the local financial burden to
implement these projects.
Options 3 and 6 rated lowest due to cost implications, right-of-way impacts, net operational
improvement, and/or likelihood of agency approval.
Table 5 EVALUATION OF EVERETT ROAD CORRIDOR IMPROVEMENT OPTIONS Option Traffic Operations Improvement Traffic Queue Reduction Effect on Pedestrian Safety Crash Reduction Potential Need for Right-of-Way Agency Coordination Required Likelihood of Agency Approval Implementation Timeline Cost State Grant Funding Potential Total Score 1 Extend EB Right-Turn Lane on Everett at Waukegan 3 3 2 2 2 1 3 2 2 3 23 2 Add NB Right-Turn Lane on Telegraph at Everett 1 3* 1 3* 1 1233341* 22122* 3 Extend Left-Turn Lanes on Everett between Waukegan & Telegraph 3 313112113194 Add SB Right-Turn Lane on Waukegan at Everett 3 313113233235 Waukegan/Everett TrafficSignal Timing Modifications 3 3 2 1 3 1 2 3 5 2 25 6 New Traffic Signal at Waukegan/Conway 1 222321323217 Pedestrian Safety Measures 1 1 3 2 3 2 3 3 4 3 25 LEGENDTraffic Operations Improvement 1 – Minimal change in Level of Service or Delay 2 – Level of Service unchanged but delays significantly reduced 3 – Level of Service improved by one letter grade and delays significantly reduced Traffic Queue Reduction 1 – Minimal change in queue length (<10%) 2 – Length of queue reduced by 10-25% 3 – Length of queue reduced by >25% Effect on Pedestrian Safety 1 – No benefit 2 – Some benefit 3 – Significant improvement Crash Reduction Potential 1 – Minimal reduction likely 2 – Some reduction expected 3 – Significant reduction possible Need for Public Right-of-Way 1 – Privately-owned ROW needed 2 – Publicly-owned ROW needed 3 – No ROW needed Agency Coordination Required 1 – City, IDOT, ICC & CP RR approvals needed 2 – City & IDOT approvals needed 3 – City approval only Likelihood of Agency Approval 1 – Low 2 – Medium 3 – High Implementation Timeline 1 – > 2 years 2 – 1-2 years 3 – < 1 year Cost 1 - $$$$$ (> $550,000) 2 - $$$$ ($200,000-550,000) 3 - $$$ ($106,000-199,999) 4 - $$ ($25,000-105,999) 5 - $ (<25,000) State Grant Funding Potential 1 – Low, City-funding only 2 – Medium, at least one source possible 3 – High, multiple sources possible * When completed in combination with Option 1.
Everett Road Traffic Study
Lake Forest, Illinois
43 KLOA, Inc.
October 2009
8.
Conclusions and Recommendations
This traffic study evaluated existing traffic conditions along Everett Road in the Lake Forest
Metra Station area as well as projected traffic conditions that considered construction of a 16-
unit residential development on the City-owned parcel at Everett Road/Telegraph Road, the
CVS/pharmacy retail development at Everett Road/Waukegan Road, and the Costco Wholesale
store in Mettawa at Everett Road/Riverwoods Road. The traffic evaluation took into
consideration the operation of the traffic signal at Everett Road/Waukegan Road, the peak period
commuter traffic flows to and from the Metra station, traffic generated by Everett Elementary
School and Deer Path Middle School, and the frequent passenger and freight train activity on the
Canadian Pacific railroad.
The proposed residential development alone will increase traffic in the area by a negligible
amount (14 or fewer vehicles over a 60-minute period), resulting in an imperceptible traffic
increase on Everett Road (less than one-half percent) during the peak periods. The Costco and
CVS developments on the other hand are conservatively projected to increase peak period traffic
levels on Everett Road by approximately 10 percent, which may increase traffic delays at the
study area intersections by a marginal amount and may degrade the peak hour levels of service at
the Waukegan/Everett intersection by one letter grade.
A series of corridor improvement options were developed to improve existing traffic operations
on Everett Road, reduce traffic congestion and crash potential, improve pedestrian safety, and
mitigate the traffic impacts of the planned developments. Improvements to Everett Road are
needed, in some form, regardless of whether the proposed 16-unit residential development is
constructed. The options were evaluated against several criteria to determine the most cost
effective solutions for the City.
Everett Road Traffic Study
Lake Forest, Illinois
44 KLOA, Inc.
October 2009
The options that rated highest from the evaluation are recommended to be pursued by the City in
the following order of priority:
6. Modify the Waukegan Road/Everett Road Traffic Signal Timings (Option 5)
7. Implement Pedestrian Safety Measures (Option 7)
8. Extend Eastbound Right-Turn Lane on Everett Road (Option 1)
9. Add Northbound Right-Turn Lane on Telegraph Road (Option 2)
10. Add Southbound Right-Turn Lane on Waukegan Road (Option 4)
This order of priority first pursues the lower cost signal timing improvements and pedestrian
safety measures, which would allow for the realization of some degree of congestion relief in the
near term. These measures would be followed by more effective and higher-priced roadway
capacity improvements, if approved by the City and other agencies, to provide a greater degree
of congestion relief for the long term. Many of the recommended improvements can be
implemented in combination to achieve maximum effectiveness, such as Options 1 and 2.
It should be noted that the roadway improvement options presented in this study are conceptual
in nature and are not engineering plans. The engineer’s opinion of probable construction cost are
based on the conceptual plans and field reviews and do not include land acquisition costs, utility
relocations and permit/review fees. Right-of-way information was provided from the City’s GIS
system and needs to be field verified. Topographic surveys of the Everett Road corridor will be
required prior to the preparation of any roadway engineering plans.
Most of these recommendations would be eligible for state grant funding and multiple grant
applications can be submitted on any given project. Once the City Council approves a course of
action to improve traffic conditions in the corridor, it is recommended that the City meet with
IDOT, Canadian Pacific, Metra, Amtrak and their state and federal elected officials to inform
them of the projects being pursued and determine if other cost sharing opportunities are
available.
Appendix
Traffic and Pedestrian Counts
Traffic Crash Data Summary
Table A1
TRAFFIC CRASH EXPERIENCE – EVERETT RD & WAUKEGAN RD
Year
Type 2006 2007 2008
Total
Rear-End 9 11 8 28
Angle 2 3 1 6
Side Swipe 0 1 2 3
Pedestrian Related 1 0 0 1
Railroad 0 1 2 3
Total 12 16 13 41
Table A2
TRAFFIC CRASH EXPERIENCE – EVERETT RD & TELEGRAPH RD
Year
Type 2006 2007 2008
Total
Rear-End 1 0 1 2
Angle 5 2 5 11
Side Swipe 0 0 1 1
Railroad 1 0 0 1
Total 7 2 7 15
Table A3
TRAFFIC CRASH EXPERIENCE – CONWAY RD & WAUKEGAN RD
Year
Type 2006 2007 2008
Total
Rear-End 0 1 1 2
Angle 1 1 1 3
Side Swipe 0 1 0 1
Total 1 3 2 6
Table A4
TRAFFIC CRASH EXPERIENCE – CONWAY RD & TELEGRAPH RD
Year
Type 2006 2007 2008
Total
Rear-End 1 0 0 1
Angle 1 0 1 2
Total 2 0 1 3
Summary of Capacity Analysis Results
Table A5
CAPACITY ANALYSIS RESULTS – EXISTING TRAFFIC VOLUMES
Description: Existing roadway system
Morning
Peak Hour Midday
Peak Hour Evening
Peak Hour
Intersection LOS Delay Queue LOS Delay Queue LOS Delay Queue
Everett Rd/Waukegan Rd
Eastbound Left-Turn D 45.2 190 C 30.5 125 D 47.1 160
Eastbound Thru D 39.1 1230 C 26.7 420 D 40.7 700
Eastbound Right-Turn C 23.3 65 B 8.0 65 B 12.8 65
Westbound Left-Turn C 28.4 40 C 31.7 40 E 58.0 65
Westbound Thru/Right-Turn D 47.6 200 C 32.2 165 E 68.2 390
Northbound Left-Turn B 12.6 35 C 21.2 80 F 84.6 330
Northbound Thru/Right-Turn B 14.9 135 B 14.2 175 C 23.8 530
Southbound Left-Turn B 10.2 45 B 12.6 60 C 29.1 85
Southbound Thru/Right-Turn B 19.6 340 B 13.4 135 C 23.2 350
Intersection Total C 27.8 -- B 16.8 -- D 36.3 --
Everett Rd/Telegraph Rd
Eastbound Left-Turn F 90.3 145 A 7.0 25 A 8.2 25
Westbound Left-Turn C 20.0 160 A 3.7 40 A 5.6 60
Northbound Thru/Left/Right-Turn F 100 250 B 14.5 100 C 23.0 125
Southbound Left-Turn F 89.7 30 C 19.1 35 F 80.4 60
Southbound Thru/Right-Turn C 21.0 75 B 10.5 50 B 13.2 65
Conway Rd/Waukegan Rd
Eastbound Left-Turn F 72.1 75 D 34.5 35 F 80.9 75
Eastbound Thru/Right-Turn B 14.3 10 B 13.8 10 B 14.1 15
Northbound Left-Turn B 11.1 5 A 8.9 5 A 9.5 5
Conway Rd/Telegraph Rd
Northbound Left-Turn B 10.5 5 A 9.4 5 A 9.7 5
Northbound Right-Turn A 8.9 10 A 8.5 5 A 8.7 5
Westbound Left-Turn A 5.9 5 A 5.1 0 4 4.0 5
Telegraph Rd/Everett School Rd
Northbound Left-Turn A 3.6 5 A 1.7 0 A 0.1 0
Eastbound Left/Right-Turn B 12.3 25 B 10.9 20 A 9.3 5
Telegraph Rd/Everett School Loop
Northbound Left-Turn A 0.2 0 A 0.2 0 A 0.3 0
Eastbound Left/Right-Turn A 9.9 5 A 9.8 5 A 9.8 5
Table A6
CAPACITY ANALYSIS RESULTS –PROJECTED TRAFFIC VOLUMES (NO BUILD)
Description: Existing roadway system
Morning
Peak Hour Midday
Peak Hour Evening
Peak Hour
Intersection LOS Delay Queue LOS Delay Queue LOS Delay Queue
Everett Rd/Waukegan Rd
Eastbound Left-Turn E 58.1 190 C 34.8 145 E 62.3 190
Eastbound Thru D 42.6 1350 C 25.0 440 D 43.1 950
Eastbound Right-Turn C 28.6 65 A 9.3 65 B 15.8 65
Westbound Left-Turn C 28.4 115 D 41.4 50 F 90.0 65
Westbound Thru/Right-Turn D 49.8 300 D 38.7 225 E 68.2 450
Northbound Left-Turn B 14.4 85 C 22.0 80 F 100 375
Northbound Thru/Right-Turn B 15.9 145 B 17.5 200 D 49.3 655
Southbound Left-Turn B 11.0 60 C 20.5 120 D 39.0 150
Southbound Thru/Right-Turn C 21.0 405 B 18.4 200 C 31.0 360
Intersection Total D 36.6 -- C 21.3 -- E 56.6 --
Everett Rd/Telegraph Rd
Eastbound Left-Turn F 100 145 A 8.2 25 A 9.5 80
Westbound Left-Turn C 20.0 160 A 8.2 55 A 8.5 60
Northbound Thru/Left/Right-Turn F 100 300 C 17.8 100 F 69.5 250
Southbound Left-Turn F 100 85 C 19.0 40 F 100 100
Southbound Thru/Right-Turn C 21.0 100 B 13.2 55 C 26.7 100
Conway Rd/Waukegan Rd
Eastbound Left-Turn F 82.7 90 E 39.8 40 F 100 95
Eastbound Thru/Right-Turn B 14.9 10 B 14.2 10 C 16.0 15
Northbound Left-Turn B 11.1 5 A 9.1 5 A 9.7 5
Conway Rd/Telegraph Rd
Northbound Left-Turn B 10.5 5 A 9.5 0 A 9.8 5
Northbound Right-Turn A 8.9 10 A 8.6 5 A 8.7 5
Westbound Left-Turn A 5.9 5 A 5.2 5 A 4.0 5
Telegraph Rd/Everett School Rd
Northbound Left-Turn A 3.6 5 A 1.7 5 A 0.4 0
Eastbound Left/Right-Turn B 12.3 25 B 11.0 20 A 9.5 5
Telegraph Rd/Everett School Loop
Northbound Left-Turn A 0.4 0 A 0.4 0 A 0.4 0
Eastbound Left/Right-Turn A 10.1 5 A 9.8 5 A 9.6 5
Table A7
CAPACITY ANALYSIS RESULTS –PROJECTED TRAFFIC VOLUMES (OPTION 1)
Description: Increase storage of eastbound right-turn lane on Everett Road at Waukegan Road
Morning
Peak Hour Midday
Peak Hour Evening
Peak Hour
Intersection LOS Delay Queue LOS Delay Queue LOS Delay Queue
Everett Rd/Waukegan Rd
Eastbound Left-Turn D 39.1 190 C 34.5 140 E 62.3 190
Eastbound Thru D 34.1 830 C 27.6 380 D 36.6 790
Eastbound Right-Turn A 7.2 195 A 2.2 40 A 2.9 100
Westbound Left-Turn C 28.3 80 C 25.0 50 F 90.0 100
Westbound Thru/Right-Turn D 48.3 200 D 38.5 225 E 68.2 450
Northbound Left-Turn B 12.7 70 C 21.8 80 F 100 375
Northbound Thru/Right-Turn B 15.3 145 B 18.2 200 D 47.6 655
Southbound Left-Turn B 10.6 60 B 16.9 70 D 39.0 135
Southbound Thru/Right-Turn C 20.7 355 A 9.3 170 C 22.9 360
Intersection Total C 24.0 -- B 18.1 -- E 56.5 --
Everett Rd/Telegraph Rd
Eastbound Left-Turn B 10.2 60 A 9.2 20 A 9.2 30
Westbound Left-Turn B 11.1 75 A 3.2 45 A 8.3 45
Northbound Thru/Left/Right-Turn E 52.1 285 B 11.3 70 F 52.1 225
Southbound Left-Turn F 52.1 30 B 13.2 40 F 65.2 45
Southbound Thru/Right-Turn B 14.9 50 B 10.6 55 C 21.1 75
Conway Rd/Waukegan Rd
Eastbound Left-Turn F 82.7 90 E 39.8 40 F 100 95
Eastbound Thru/Right-Turn B 14.9 10 B 14.2 10 C 16.0 15
Northbound Left-Turn B 11.1 5 A 9.1 5 A 9.7 5
Conway Rd/Telegraph Rd
Northbound Left-Turn B 10.5 5 A 9.5 0 A 9.8 5
Northbound Right-Turn A 8.9 10 A 8.6 5 A 8.7 5
Westbound Left-Turn A 5.9 5 A 5.2 5 A 4.0 5
Telegraph Rd/Everett School Rd
Northbound Left-Turn A 3.6 5 A 1.7 5 A 0.4 0
Eastbound Left/Right-Turn B 12.3 25 B 11.0 20 A 9.5 5
Telegraph Rd/Everett School Loop
Northbound Left-Turn A 0.4 0 A 0.4 0 A 0.4 0
Eastbound Left/Right-Turn A 10.1 5 A 9.8 5 A 9.6 5
Table A8
CAPACITY ANALYSIS RESULTS – PROJECTED TRAFFIC VOLUMES (OPTION 2)
Description: Add northbound right-turn lane on Telegraph Road at Everett Road
Morning
Peak Hour Midday
Peak Hour Evening
Peak Hour
Intersection LOS Delay Queue LOS Delay Queue LOS Delay Queue
Everett Rd/Waukegan Rd
Eastbound Left-Turn E 58.1 190 C 34.8 145 E 62.3 190
Eastbound Thru D 42.6 1350 C 25.0 440 D 43.1 950
Eastbound Right-Turn C 28.6 65 A 9.3 65 B 15.8 65
Westbound Left-Turn C 28.4 115 D 41.4 50 F 90.0 65
Westbound Thru/Right-Turn D 49.8 300 D 38.7 225 E 68.2 450
Northbound Left-Turn B 14.4 85 C 22.0 80 F 100 375
Northbound Thru/Right-Turn B 15.9 145 B 17.5 200 D 49.3 655
Southbound Left-Turn B 11.0 60 C 20.5 120 D 39.0 150
Southbound Thru/Right-Turn C 21.0 405 B 18.4 200 C 31.0 360
Intersection Total D 36.6 -- C 21.3 -- E 56.6 --
Everett Rd/Telegraph Rd
Eastbound Left-Turn F 100 145 A 8.7 25 A 9.5 80
Westbound Left-Turn C 20.0 160 A 8.7 40 A 8.5 60
Northbound Thru/Left-Turn E 49.9 50 B 11.8 50 E 49.2 45
Northbound Right-Turn F 100 250 B 10.5 85 F 67.4 200
Southbound Left-Turn F 100 85 C 16.5 40 F 100 100
Southbound Thru/Right-Turn C 21.0 100 A 8.7 50 C 26.7 100
Conway Rd/Waukegan Rd
Eastbound Left-Turn F 82.7 90 E 39.8 40 F 100 95
Eastbound Thru/Right-Turn B 14.9 10 B 14.2 10 C 16.0 15
Northbound Left-Turn B 11.1 5 A 9.1 5 A 9.7 5
Conway Rd/Telegraph Rd
Northbound Left-Turn B 10.5 5 A 9.5 0 A 9.8 5
Northbound Right-Turn A 8.9 10 A 8.6 5 A 8.7 5
Westbound Left-Turn A 5.9 5 A 5.2 5 A 4.0 5
Telegraph Rd/Everett School Rd
Northbound Left-Turn A 3.6 5 A 1.7 5 A 0.4 0
Eastbound Left/Right-Turn B 12.3 25 B 11.0 20 A 9.5 5
Telegraph Rd/Everett School Loop
Northbound Left-Turn A 0.4 0 A 0.4 0 A 0.4 0
Eastbound Left/Right-Turn B 10.1 5 A 9.8 5 A 9.6 5
Table A9
CAPACITY ANALYSIS RESULTS – PROJECTED TRAFFIC VOLUMES (OPTION 1 & 2)
Description: Increase storage of eastbound right-turn lane on Everett Road at Waukegan Road and add a
northbound right-turn lane on Telegraph Road at Everett Road
Morning
Peak Hour Midday
Peak Hour Evening
Peak Hour
Intersection LOS Delay Queue LOS Delay Queue LOS Delay Queue
Everett Rd/Waukegan Rd
Eastbound Left-Turn D 39.1 190 C 34.5 140 E 62.3 190
Eastbound Thru D 34.1 830 C 27.6 380 D 36.6 790
Eastbound Right-Turn A 7.2 195 A 2.2 40 A 2.9 100
Westbound Left-Turn C 28.3 80 C 25.0 50 F 90.0 100
Westbound Thru/Right-Turn D 48.3 200 D 38.5 225 E 68.2 450
Northbound Left-Turn B 12.7 70 C 21.8 80 F 100 375
Northbound Thru/Right-Turn B 15.3 145 B 18.2 200 D 47.6 655
Southbound Left-Turn B 10.6 60 B 16.9 70 D 39.0 135
Southbound Thru/Right-Turn C 20.7 355 A 9.3 170 C 22.9 360
Intersection Total C 24.0 -- B 18.1 -- E 56.5 --
Everett Rd/Telegraph Rd
Eastbound Left-Turn B 10.2 60 A 9.2 20 A 9.2 30
Westbound Left-Turn B 11.1 75 A 3.2 45 A 8.3 45
Northbound Thru/Left-Turn D 34.0 30 B 11.2 30 C 23.1 30
Northbound Right-Turn E 35.8 200 B 11.3 70 F 52.1 205
Southbound Left-Turn F 52.1 30 B 13.2 40 F 65.2 45
Southbound Thru/Right-Turn B 14.9 50 B 10.6 55 C 21.1 75
Conway Rd/Waukegan Rd
Eastbound Left-Turn F 82.7 90 E 39.8 40 F 100 95
Eastbound Thru/Right-Turn B 14.9 10 B 14.2 10 C 16.0 15
Northbound Left-Turn B 11.1 5 A 9.1 5 A 9.7 5
Conway Rd/Telegraph Rd
Northbound Left-Turn B 10.5 5 A 9.5 0 A 9.8 5
Northbound Right-Turn A 8.9 10 A 8.6 5 A 8.7 5
Westbound Left-Turn A 5.9 5 A 5.2 5 A 4.0 5
Telegraph Rd/Everett School Rd
Northbound Left-Turn A 3.6 5 A 1.7 5 A 0.4 0
Eastbound Left/Right-Turn B 12.3 25 B 11.0 20 A 9.5 5
Telegraph Rd/Everett School Loop
Northbound Left-Turn A 0.4 0 A 0.4 0 A 0.4 0
Eastbound Left/Right-Turn A 10.1 5 A 9.8 5 A 9.6 5
Table A10
CAPACITY ANALYSIS RESULTS – PROJECTED TRAFFIC VOLUMES (OPTION 3)
Description: Increase storage of eastbound left-turn lane on Everett Road at Waukegan Road and westbound left-
turn lane at Telegraph Road
Morning
Peak Hour Midday
Peak Hour Evening
Peak Hour
Intersection LOS Delay Queue LOS Delay Queue LOS Delay Queue
Everett Rd/Waukegan Rd
Eastbound Left-Turn D 44.3 285 C 27.3 150 E 60.3 285
Eastbound Thru C 33.2 825 C 25.2 330 C 33.8 695
Eastbound Right-Turn B 19.0 65 A 7.1 65 A 7.7 65
Westbound Left-Turn C 27.8 90 C 32.0 55 F 88.6 100
Westbound Thru/Right-Turn D 49.8 215 D 39.4 205 E 68.2 450
Northbound Left-Turn B 14.3 80 C 20.9 75 F 100 375
Northbound Thru/Right-Turn B 16.2 145 B 16.7 185 D 44.9 655
Southbound Left-Turn B 11.3 60 B 15.9 65 D 39.0 160
Southbound Thru/Right-Turn C 21.5 355 B 10.2 185 C 23.2 360
Intersection Total C 22.9 -- B 17.6 -- E 55.6 --
Everett Rd/Telegraph Rd
Eastbound Left-Turn C 15.0 85 A 8.9 25 A 9.2 30
Westbound Left-Turn B 11.9 75 A 3.2 45 A 8.3 45
Northbound Thru/Left/Right-Turn F 50.2 145 B 11.3 70 F 67.4 205
Southbound Left-Turn F 54.9 55 B 12.0 40 F 78.0 80
Southbound Thru/Right-Turn C 20.2 65 B 12.7 55 C 26.7 100
Conway Rd/Waukegan Rd
Eastbound Left-Turn F 82.7 90 E 39.8 40 F 100 95
Eastbound Thru/Right-Turn B 14.9 10 B 14.2 10 C 16.0 15
Northbound Left-Turn B 11.1 5 A 9.1 5 A 9.7 5
Conway Rd/Telegraph Rd
Northbound Left-Turn B 10.5 5 A 9.5 0 A 9.8 5
Northbound Right-Turn A 8.9 10 A 8.6 5 A 8.7 5
Westbound Left-Turn A 5.9 5 A 5.2 5 A 4.0 5
Telegraph Rd/Everett School Rd
Northbound Left-Turn A 3.6 5 A 1.7 5 A 0.4 0
Eastbound Left/Right-Turn B 12.3 25 B 11.0 20 A 9.5 5
Telegraph Rd/Everett School Loop
Northbound Left-Turn A 0.4 0 A 0.4 0 A 0.4 0
Eastbound Left/Right-Turn B 10.1 5 A 9.8 5 A 9.6 5
Table A11
CAPACITY ANALYSIS RESULTS – PROJECTED TRAFFIC VOLUMES (OPTION 4)
Description: Add southbound right-turn lane on Waukegan Road at Everett Road
Morning
Peak Hour Midday
Peak Hour Evening
Peak Hour
Intersection LOS Delay Queue LOS Delay Queue LOS Delay Queue
Everett Rd/Waukegan Rd
Eastbound Left-Turn E 58.1 190 C 29.5 115 E 62.3 190
Eastbound Thru D 42.6 1350 C 28.9 440 D 43.1 950
Eastbound Right-Turn C 28.6 65 A 7.8 65 B 15.8 65
Westbound Left-Turn C 28.3 115 C 27.4 45 F 90.0 65
Westbound Thru/Right-Turn D 50.2 300 D 37.4 235 E 68.2 450
Northbound Left-Turn B 12.6 85 C 26.0 110 F 92.8 350
Northbound Thru/Right-Turn B 15.9 145 C 26.4 255 D 38.5 615
Southbound Left-Turn B 11.0 60 C 24.8 110 D 37.4 135
Southbound Thru B 19.0 300 C 23.4 155 C 26.5 320
Southbound Right-Turn A 6.1 185 A 7.4 75 D 36.4 225
Intersection Total C 29.3 -- C 21.3 -- D 45.6 --
Everett Rd/Telegraph Rd
Eastbound Left-Turn F 100 145 A 8.2 25 A 9.5 80
Westbound Left-Turn C 20.0 160 A 8.2 55 A 8.5 60
Northbound Thru/Left/Right-Turn F 100 300 C 17.8 100 F 69.5 250
Southbound Left-Turn F 100 85 C 19.0 40 F 100 100
Southbound Thru/Right-Turn C 21.0 100 B 13.2 55 C 26.7 100
Conway Rd/Waukegan Rd
Eastbound Left-Turn F 82.7 90 E 39.8 40 F 100 95
Eastbound Thru/Right-Turn B 14.9 10 B 14.2 10 C 16.0 15
Northbound Left-Turn B 11.1 5 A 9.1 5 A 9.7 5
Conway Rd/Telegraph Rd
Northbound Left-Turn B 10.5 5 A 9.5 0 A 9.8 5
Northbound Right-Turn A 8.9 10 A 8.6 5 A 8.7 5
Westbound Left-Turn A 5.9 5 A 5.2 5 A 4.0 5
Telegraph Rd/Everett School Rd
Northbound Left-Turn A 3.6 5 A 1.7 5 A 0.4 0
Eastbound Left/Right-Turn B 12.3 25 B 11.0 20 A 9.5 5
Telegraph Rd/Everett School Loop
Northbound Left-Turn A 0.4 0 A 0.4 0 A 0.4 0
Eastbound Left/Right-Turn B 10.1 5 A 9.8 5 A 9.6 5
Table A12
CAPACITY ANALYSIS RESULTS – PROJECTED TRAFFIC VOLUMES (OPTION 5)
Description: Railroad preemption exit phase modifications to clear all eastbound movement on Everett Road first
after gates rise
Morning
Peak Hour Midday
Peak Hour Evening
Peak Hour
Intersection LOS Delay Queue LOS Delay Queue LOS Delay Queue
Everett Rd/Waukegan Rd
Eastbound Left-Turn D 54.0 190 C 29.3 135 E 55.5 160
Eastbound Thru C 24.3 1165 C 22.0 410 C 34.2 890
Eastbound Right-Turn B 14.3 65 A 6.8 65 B 11.7 65
Westbound Left-Turn E 77.0 140 D 46.0 55 F 90.0 90
Westbound Thru/Right-Turn E 71.7 300 D 38.7 210 E 79.4 465
Northbound Left-Turn B 16.7 90 C 22.7 100 F 100 375
Northbound Thru/Right-Turn B 18.8 155 B 16.2 205 D 41.3 635
Southbound Left-Turn B 13.5 140 B 17.1 90 D 37.3 165
Southbound Thru/Right-Turn C 25.1 415 B 17.5 175 C 32.4 440
Intersection Total D 35.9 -- C 20.1 -- E 50.3 --
Everett Rd/Telegraph Rd
Eastbound Left-Turn C 24.4 75 A 7.4 25 A 9.3 65
Westbound Left-Turn B 13.6 90 A 8.2 40 A 8.2 50
Northbound Thru/Left/Right-Turn F 100 275 C 17.5 90 F 56.0 160
Southbound Left-Turn D 39.4 35 C 17.5 35 F 78.0 80
Southbound Thru/Right-Turn C 21.1 100 B 14.0 55 C 23.7 75
Conway Rd/Waukegan Rd
Eastbound Left-Turn F 82.7 90 E 39.8 40 F 100 95
Eastbound Thru/Right-Turn B 14.9 10 B 14.2 10 C 16.0 15
Northbound Left-Turn B 11.1 5 A 9.1 5 A 9.7 5
Conway Rd/Telegraph Rd
Northbound Left-Turn B 10.5 5 A 9.5 0 A 9.8 5
Northbound Right-Turn A 8.9 10 A 8.6 5 A 8.7 5
Westbound Left-Turn A 5.9 5 A 5.2 5 A 4.0 5
Telegraph Rd/Everett School Rd
Northbound Left-Turn A 3.6 5 A 1.7 5 A 0.4 0
Eastbound Left/Right-Turn B 12.3 25 B 11.0 20 A 9.5 5
Telegraph Rd/Everett School Loop
Northbound Left-Turn A 0.4 0 A 0.4 0 A 0.4 0
Eastbound Left/Right-Turn A 10.1 5 A 9.8 5 A 9.6 5
Table A13
CAPACITY ANALYSIS RESULTS – PROJECTED TRAFFIC VOLUMES (OPTION 6)
Description: Signalize intersection of Waukegan Road and Conway Road
Morning
Peak Hour Midday
Peak Hour Evening
Peak Hour
Intersection LOS Delay Queue LOS Delay Queue LOS Delay Queue
Everett Rd/Waukegan Rd
Eastbound Left-Turn E 57.5 190 C 25.5 125 E 56.5 145
Eastbound Thru D 42.6 1200 C 25.0 390 D 39.7 900
Eastbound Right-Turn C 20.7 65 B 10.9 90 B 15.8 65
Westbound Left-Turn C 28.4 115 C 28.6 50 F 90.0 65
Westbound Thru/Right-Turn D 49.8 300 D 39.5 225 E 68.2 450
Northbound Left-Turn B 14.4 85 C 22.6 80 F 100 375
Northbound Thru/Right-Turn B 15.9 145 B 17.3 180 D 49.3 655
Southbound Left-Turn B 11.0 60 B 19.1 80 D 39.0 150
Southbound Thru/Right-Turn C 21.0 405 C 20.2 215 C 31.0 360
Intersection Total C 32.2 -- C 21.2 -- E 54.0 --
Everett Rd/Telegraph Rd
Eastbound Left-Turn C 30.3 100 A 7.5 25 A 9.5 80
Westbound Left-Turn C 20.0 160 A 7.9 40 A 8.5 60
Northbound Thru/Left/Right-Turn F 100 250 C 17.8 95 F 67.4 205
Southbound Left-Turn E 43.9 50 C 15.9 40 F 82.1 85
Southbound Thru/Right-Turn C 21.0 75 C 17.9 70 C 26.7 100
Conway Rd/Waukegan Rd
Eastbound Left-Turn E 66.2 160 C 29.9 125 E 64.8 135
Eastbound Thru/Right-Turn B 14.9 35 B 14.2 35 B 14.1 45
Northbound Left-Turn A 2.7 20 A 3.8 15 A 3.5 5
Intersection Total A 7.2 -- A 9.9 -- A 9.0 --
Conway Rd/Telegraph Rd
Northbound Left-Turn B 10.5 5 A 9.5 0 A 9.8 5
Northbound Right-Turn A 8.9 10 A 8.6 5 A 8.7 5
Westbound Left-Turn A 5.9 5 A 5.2 5 A 4.0 5
Telegraph Rd/Everett School Rd
Northbound Left-Turn A 3.6 5 A 1.7 5 A 0.4 0
Eastbound Left/Right-Turn B 12.3 25 B 11.0 20 A 9.5 5
Telegraph Rd/Everett School Loop
Northbound Left-Turn A 0.4 0 A 0.4 0 A 0.4 0
Eastbound Left/Right-Turn B 10.1 5 A 9.8 5 A 9.6 5
Construction Cost Estimates
Summary of Possible Funding Sources
GrantAgencyDescriptionMatchNotesSurface Transportation Program (STP) Lake County Council of MayorsFederal funds programmed by the councils of mayors for infrastructure improvements on FAU designated routes. Only construction and construction engineering are eligible. 30% local matchLake County Council of Mayors will be doing a call for projects shortly. All that is needed to apply is a completed project scope form, a location map showing the limits of the project and a cover letter from the project sponsor.Congestion Mitigation & Air Quality Program (CMAQ)Chicago Metropolitan Agency for Planning (CMAP)Federal funds programmed by CMAP for projects that reduce congestion or provide alternative modes of transportation. This program funds land acquisition, Phase I, Phase II and Construction, including construction engineering.20% local matchCMAP has an annual call for projects - each February.Illinois Safe Routes to SchoolIllinois Department of Transportation (IDOT)Federal funds administered by IDOT for projects that promote, encourage, improve safety or other infrastructure improvements that enable children to walk or bike to school. Improvements need to occur within a 2-mile radius of the school. Only grade schools, both public and private, are eligible - not high schools. All project phases are eligible but a cap has been implemented by IDOT in the past. no match requiredIDOT has said it will not do another call for projects until the passage of a new federal transportation bill.Illinois Transportation Enhancement Program (ITEP)IDOTFederal funds programmed by IDOT to enhance the transportation system through beautification projects, streetscapes, historic preservation, bikeways and sidewalk improvements. 20% local matchIDOT still has not announced the projects submitted in their last call for projects which occurred Spring of 2008. There is no set schedule of when applications are due. IDOT may not do another call for projects until the passage of a new federal transportation bill.Crossing Safety Improvement ProgramIllinois Commerce Commission (ICC)For local roads, the Illinois General Assembly created the Grade Crossing Protection Fund (GCPF) to bear the majority of the costs of improvements at public highway-rail crossings. Eligible improvements include grade separations, warning device upgrades, interconnects, highway approaches, remote monitoring devices, and crossing closures. No defined match, but rarely does the ICC program cover the cost of the entire project.The ICC prepares an annual program, but accepts applications at any time. Innovation, Coordination, and Enhancement Program (ICE) Regional Transportation Authority (RTA)The Innovation, Coordination, and Enhancement (ICE) program, established as part of the 2008 Mass Transit Reform Legislation (P.A. 95-0708), provides operating and/or capital funding for projects that provide cost-effective ways to enhance the coordination and integration of public transportation, and develop and implement innovations to improve the quality and delivery of public transportation.20% local matchRTA does a call for projects each Spring. ICE was not part of their last cycle. Coordination with RTA staff needs to take place early to determine which elements, if any, of the project would be eligible for ICE funding. This is a new program. Only two towns have received ICE funding for local improvements - Skokie and Riverside. Rail Line Relocation and Improvement Capital GrantFederal Railroad Administration (FRA)Under this program, a State is eligible for a grant from FRA for any construction project that improves the route or structure of a rail line and 1) involves a lateral or vertical relocation of any portion of the rail line, or 2) is carried out for the purpose of mitigating the adverse effects of rail traffic on safety, motor vehicle traffic flow, community quality of life, or economic development.IDOT would apply for the funding for FY10 once a call for projects happens next year. This is dependent on how much funding is secured in the not-yet-passed FY 10 Federal Transportation Appropriations bill. Much of the funding is earmarked by Congress, working with your member may secure funding. Everett Road Possible Funding Sources