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HomeMy WebLinkAboutOrd 5026 06/01/1999 ORDINANCE NO. 5026 AN ORDINANCE GRANTING A CONDITIONAL USE IN THE NATURE OF A PLANNED UNIT DEVELOPMENT FOR PROPERTY COMMONLy KNOWN AS 1-3 WEST CENTRAL ROAD, 10-30 SOUTH MAIN STREET, 3-17 SOUTH WlLLE STREET Passed and approved by the President and Board of Trustees the 1 st day of June, 1999 Published in pamphlet form by authority of the corporate authorities of the Village of Mount Prospect, Illinois, the 2nd day of June, 1999 vwl/ 5/12/99 5/13/99 ORDINANCE NO. 5026 AN ORDINANCE GRANTING A CONDITIONAL USE IN THE NATURE OF A PLANNED UNIT DEVELOPMENT FOR PROPERTY COMMONLY KNOWN AS 1-3 WEST CENTRAL ROAD, 10-30 SOUTH MAIN STREET. 3-17 SOUTH WlLLE STREET WHEREAS, Norwood Builders (hereinafter referred to as Petitioner), has filed a petition for a Conditional Use in the nature of a Planned Unit Development with respect to property generally known as 1~3 West Central Road, 10-30 South Main Street, and 3-17 South Wille Street hereinafter referred to as Subject Property); and WHEREAS, the Subject Property is legally described as follows: The South 50 feet of the North 100 feet of Lot 2 in Block 3 in Busse and Wille's Resubdivision in Mount Prospect, in the West half of Section 12, Township 41 North, Range 11 East of the Third Principal Meridian, in Cook County, Illinois. Aisc Lots "E" and "F" in Laudermilk's Subdivision of Lots 3, 4, 5, 6, and 7 in Block 7 in Mount Prospect, being a subdivision in Section 12, Township 41 North, Range 11 East of the Third Principal Meridian, in Cook County, Illinois. *Parcel 1 Aisc All of Lot 1 and Lot 2 (except the South 1.11 feet of the West 37.37 feet thereof) in Mount Prospect Central district Subdivision of part of the West half of Section 12, Township 41 North, Range 11 East of the Third Principal Meridian, in Cook County, Illinois. Aisc Lot 17 and Lot 18 in block 7 in Mount Prospect, all being a subdivision in Section 12, Township 41 North, Range 11 East of the Third Principal Meridian, in Cook County, Illinois. Aisc Lot 19 in block 7 in Mount Prospect, being a Subdivision in Section 12, Township 41 North, Range 11 East of the Third Principal Meridian, in Cook County, Illinois. Aisc Lot 16 in Block 7 in Mount Prospect, being a subdivision in Section 12, Township 41 North, Range 11 East of the Third Principal Meridian, in Cook County, Illinois. Page 2 of 4 Norwood condos Also The North 50 feet of Lot 2 in block 3 Busse and Wille's Resubdivision in Mount Prospect in the West half of Section 12, Township 41 North, Range 11 East of the Third Principal Meridian, in Cook County, Illinois. Also Lot 1 (except the West 20 feet thereof), In Raymond R. Chmelik's Subdivision, being a Resubdivision of the North 50 feet of the Right of Way of the Public Alley (now vacated). Together with Lots A, B, C and D in Laudermilk's Subdivision of Lots 3, 4, 5 and 6 and 7 in block 7 in Mount Prospect, being a subdivision in Section 12, Township 41 North, Range 11 East of the Third Principal Meridian. According to Plat of Said Raymond R. Chmelik's Subdivision Registered in the Office of the Registrar of Title of Cook County, Illinois, on February 25, 1969 as Document 2437155, in Cook County, Illinois. Also Lot I in McLean Resubdivision in Mount Prospect being a Resubdivision in the West half of Section 12, Township 41 North, Range 11 East of the Third Principal Meridian, as shown on the Plat Field October 20, 1975 as Document LR2835833, in Cook County, Illinois. Also Lot 1 (except the West 64 feet thereof), Lot 2 (except the West 64 feet thereof) in Block 7 in Mount Prospect, being a Subdivision in Section 12, Township 41 North, Range 11 East of the Third Principal Meridian, in Cook County, Illinois, Also The East 44 feet of the West 64 feet of Lot 1, the East 44 feet of the West 64 feet of Lot 2, in Block 7 in Mount Prospect, being a Subdivision in Section 12, Township 41 North, Range 11 East of the Third Principal Meridian, in Cook County, Illinois. WHEREAS, Petitioner desires to create a Planned Unit Development providing for the construction of a 205-unit condominium development consisting of three (3) condominium buildings, and a 43 space public parking lot, as provided in Section 14.203.F.8 and Section 14.504.C of the Village Code; and WHEREAS, a public headng was held on the requests for Conditional Use, designated as ZBA Case No. 11-99, before the Zoning Board of Appeals of the Village of Mount Prospect on the 22"d day of April, 1999, pursuant to due and proper notice thereof having been published in the Mount Prospect Journal and Topics on the 7th day of April, 1999; and WHEREAS, the Zoning Board of Appeals has submitted its findings and recommendation to the President and Board of Trustees of the Village of Mount Prospect; and Page 3 of 4 Norwood condos WHEREAS, the President and Board of Trustees of the Village of Mount Prospect have considered the requests being the subject ofZBA 11-99 and have determined that the best interests of the Village of Mount Prospect would be served by granting to the Subject Property the Conditional Use in the nature of a Planned Unit Development as requested in ZBA 11-99. NOW, THEREFORE, BE IT ORDAINED BY THE PRESIDENT AND BOARD OF TRUSTEES OF THE VILLAGE OF MOUNT PROSPECT, COOK COUNTY, ILLINOIS: SECTION ONE: That the recitals set forth hereinabove are incorporated herein as findings of fact by the President and Board of Trustees of the Village of Mount Prospect. SECTION TWO: That the Conditional Use in the nature of a Planned Unit Development being the subject of this Ordinance is subject to the following conditions: 1. Development of the site in conformance with the site plan prepared by Haylock Design, Inc., dated April 2, 1999 and revised April 16, 1999, attached as Exhibit "A", basement garage plan prepared by Haylock Design, Inc., dated April 2, 1999 and revised April 16, 1999, attached as Exhibit "B", and colored elevations prepared by Norwood Builders, attached as Exhibit 2. Approval by the Plan Commission and Village Board of a Plat of Subdivision for the subject property prior to the issuance of a building permit; 3. Submission of a final landscape plan in general conformance with the preliminary plan prepared by Jack Gabriel DiClementi, and dated April 1,1999, attached as Exhibit "D"; 4. Submission and approval of final engineering plans meeting Development Code requirements and/or approval by the Plan Commission of any necessary Development Code exceptions; 5. Submission of final building plans meeting all applicable Building Code and Fire Code requirements; 6. Approval of appropriate permits by the Illinois Department of Transportation and the Metropolitan Water Reclamation District; 7. Completion of all improvements (on-site and off-site) recommended in the submitted traffic study, prepared by Kenig, Lindgren, O'Hara, Aboona, Inc., dated April 6, 1999 and determined to be appropriate by Village Planning and Engineering Department existing service station to be located within the Subject Property, attached as Exhibit "E". age 4 of 4 Norwood condos SECTION THREE: This Ordinance shall be in full fome and effect from and after its passage, approval and publication in pamphlet form in the manner provided by law. AYES: Corcoran, Hoefert, Lohrstorfer, Wilks NAYS: None ABSENT: Skowron ABSTAIN: Nocchi PASSED and APPROVED this 1 s t day of June , 1999. ATTEST: Velrr~a W. Lowe Village Clerk Wille Street Elevation Elmhurst Road Elevation Central Road Elevation KENIG, LINDG~,..., O'HARA, ABOONA, INC. 9575 W. Higgins Road · Suite 400 · Rosemont, Illinois 60018 · (847) 518-9990 · Fax (847) $18-9987 MEMORANDUM TO: Ron Radzik Norwood Builders PROM: Luay R. Aboona, P.E. Principal DATE: April 6, 1999 SUBSECT: Site Traffic Analysis Proposed Residential Development Mt. Prospect, Illinois This memorandum summarizes the results of a site traffic analysis conducted by Kenig, Lindgren, O'Hara, Aboona, Inc. (KLOA, Inc.) for a proposed residential development, to be located in Mt. Prospect, Illinois. The site is located in the southwest quadrant of IL 83 and Central Road intersection and is proposed to contain a residential development with 197 condominium units in three buildings. Access is proposed on IL 83 and Wille Street. This study was conducted to assess the impact that the proposed development would have on traffic conditions in the area and .to determine any roadway and access improvements necessary to accommodate development-generated traffic. The scope of this traffic analysis included the following items: 1. Data Collection. Tiffs preliminary phase of the analysis included a reconnaissance of the site and its environs to determine the physical and operational aspects of the existing mad network. Discussions were held with public officials from the Village of Mt. Prospect and the Illinois Department of Transportation ([DOT). Traffic counts were conducted at critical intersections in the area to determine existing traffic volumes on adjacent road~vays. 2. Directional Distribution Analysis. The directional distribution of traffic approaching and departing the site Was estimated based on observations of traffic movements in the area. 3. Traffic Generation Analysis. Peak-hour traffic volumes that would be generated by the development were estimated based on rates published by the Institute of Transportation Engineers. 4. Site Traffic Assignment. The site-generated traffic volumes were combined with through (nonsite) traffic volumes and assigned to the adjacent road network according to the directional distribution analysis. These assigv_ments were used to analyze the impact that the development would have on traffic conditions in the area. 5. Evaluation and Recommendations. Based on the analyses described above, the traffic impacts of the new development were evaluated, and recommendations were determined with respect to roadway improvements and site access needs. KLOA, Inc. Transportation and Parking Planning Consultants ;~c./;//~,~" /i~ '/f Existing Conditions Transportation conditions in the site area were inventoried to obtain a database for projecting future conditions. Three general components of existing conditions were considered: (1) the geographical location of thc site, (2) the characteristics of the roadways and traffic control devices in the site area, and (3) traffic characteristics on these roadways. Site Location The site of the proposed development is located in the southwest quadrant of the intersection of IL 83 and Central Road. The site is currently occupied by an auto shop and an electric supply store. Land uses in the site vicinity include Mt. Prospect Public Library, Prospect Medical Center, Clock Tower Residential Development and a number of retail stores along Busse Avenue south of the site. Site Accessibility The principal roadways in the vicinity of the site are illustrated in Figure 1 and described in the following paragraphs. IL 83 is a north-south major arterial that is under the jurisdiction of the Illinois Department of Transportation (IDOT). The roadway hay a four-lane undivided cross-section that is widened at its intersections with Central Road, Busse Avenue, and Northwest Highway to provide lei~-tum lanes. The speed limit is posted at 30 mph. Central Road is an east-west major arterial that is under the jurisdiction oflDOT. The roadway has four through lanes separated by a striped median along the site frontage. At its signalized intersection with IL 83 and unsignalized intersection with Wille Street, lef~-tum lanes are provided. The speed limit is posted at 35 mph. Wille Street is a north-south two-lane roadway that is widened between Central Road and Northwest Highway to allow diagonal parking on the east side. Its approaches to Central Road and Northwest Highway are under stop sign control. The south leg of its intersection with Northwest Highway is the access drive to the commuter parking lot. The speed limit is posted at 25 mph. Busse Avenue is an east-west two-Iane roadway that is under stop sign control at its approaches to IL 83 and Wille Street. The road~vay is restricted to one-way westbound traffic fi-om IL 83 to its terminus at Wille Street where the westbound traffic is restricted to right tums only. The speed limit is posted at 25 mph. Northwest Highway (U.S. 14) is a northwest to southeast four-lane major arterial that is under the jurisdiction of IDOT. Left-turn lanes are provided at its intersections with IL 83 and Wille Street. The speed limit is posted at 30 mph. 2 Existing Peak-Hour Traffic Volumes Manual traffic counts were conducted by KLOA, Inc. at the intersections of IL 83 with Central Road and Busse Avenue and at the intersections of Wille Street with Central Road, Busse Avenue and Northwest Highway. The counts were conducted on Thursday, March 18, 1999 during the weekday morning (7:00 to 9:00 A.M.) and evening (4:00 to 6:00 P.M.) peak periods. Based on the counts, it was determined that the morning peak hour of traffic is from 7:15 to 8:15 A.M. and the evening peak hour is from 5:00 to 6:00 P.M. The existing peak hour traffic volumes are illustrated in Figure 2. It should be noted that the traffic currently generated by the existing land uses on site were accounted for in the traffic counts and as such were included in the traffic study as part of the background traffic volumes. Development Traffic Characteristics In order to evaluate future traffic conditions at the proposed access drives for the development, it was necessary to determine the traffic characteristics of the development, including the directional distribution and volumes of traffic that would be generated by the development traffic. Directional Distribution The directional distribution of future site-generated trips on the external roadways is a function of several variables, including the operational characteristics of the street system and the ease with which drivers can travel over various sections of the road system without encountering congestion. The directional distribution of traffic generated by the proposed residential development was determined based on an analysis of traffic movements in the area, as derived from the traffic counts. The results of the directional distribution analysis are illustrated in Figure 3. Site Traffic Generation Site access and roadway requirements for the proposed development were based on an analysis of a combined assignment of site-generated and through (nonsite) traffic movements on the adjacent roadways. The estimate of site traffic generation was based on the number of units and character of the proposed development. The site traffic volumes were determined based on trip generation surveys published by the Institute of Transportation Engineers (ITE) in its 6th Edition of the Trip Generation Manual. Table 1 shows the estimated peak-hour traffic generation for the proposed development with 197 condominium units. 4 SOo) ~,~' - ~ +o(7o) 805(825) ~ ~ N SITE NOT TO PARKrNG LOT · EXISTING SIGNAL 00 (7:15 -8::15) A.M~ (00) (5:00 - 6:00) EXISTING PEAK - HOUR TRAFFIC VOLUMES FIGURE 2 5 · 17% 17% CENTRAL ROAD N SITE ~ NOT TO SCALE 3% BUS.RE AVENUE · EXISTING SIGNAL ESTIMATED DIRECTIONAL DISTRIBUTION FIGLrP, E 3 Table 1 ESTIMATED SITE-GENERATED PEAK-HOUR TRAFFIC VOLUMES Weekday Peak-Hgur Traffic Volumes A.M. P.M. Land Use Size In Out In Out Proposed Residential Development 197 Units 20 75 75 35 It should be noted that no reduction in. the estimated trip generation were assumed to take into account the future residents of the development, which wilt mostly be empty nesters, and the proximity of the site to the train station. As such, our analyses assume worst case conditions. Traffic Assignment The site-generated traffic that will occur during the morning and evening peak hours was assigned to the area road~vays according to the directional distribution discussed previously (see Figure 4). The total traffic assignment (site plus nonsite traffic), illustrated in Figure 5, was analyzed to determine the impact of the development on the adjacent roadways and to design the site access drive. Included in the total assignment is the traffic currently generated by the existing uses on site as well as growth in background traffic volumes of 5 percent assumed to occur over the next two years. Evaluation and Recommendation Site Access Access to the proposed development will be provided on IL 83 and Wille Street. The access drive on IL 83 wilt be located approximately 150 feet north of Busse Avenue. Based On our discussions with iDOT officials, due to the Proximity of the access drive to Busse Avenue and its location relative to the existing southbound left-turn lane on IL 83 at Busse Avenue, the driveway will be restricted to prokibit inbound left turns. This restriction will be enforced via signage on weekdays from 7:00 to 9:00 in the morning and from 4:00 to 6:00 in the evening. The driveway as shown on the site plan is proposed to be 25 feet wide allowing one inbound lane and one outbound lane. It is desirable, if physically possible, to provide two outbound lanes striped to indicate a separate left-turn lane and a separate fight-turn lane. The access drive on Wille Street will be located 150 feet north of Busse Avenue. The driveway should have one inbound lane and one outbound lane and should allow full movements in and out of the site. The outbound movements from both driveways should be under stop sign control. 7 N SITE ~ NOT TO SCALE · EXISTING SIGNAL 00 (7:15 - 8::15) A.M. (00) (5:00 - 6:00) ESTIMATED SITE - GENERATED TRAFFIC VOLUMES FIGUt~. 4 }~"' 20(15) ~ ~ ~ ~ 625(795) ROAD 5(15) ~ 20(20) ~ 8S0(aT0) N SITE NOT TO SCALI~ ~- o(s) ~ ~(~o) O EXISTING SIGNAL 00 (7:15 - 8::15) A.M. (00) (5:00 - 6:00) PROJECTED TOTAL TRAFFIC VOLUMES FIGURE 5 9 The two access drives previously described will provide access to the underground parking garage as well as to the surface parking spaces. A total of 337 on-site parking spaces will be provided as follows: 279 interior spaces 16 spaces in the center courtyard 42 spaces in the south surface lot The majority of the interior parking spaces (190+) will be located under Building 3 and will be accessed via a 25-foot wide ramp. The design of the ramp and the provision of double doors at the garage entry/exit will be more than sufficient to accommodate the projected site traffic entering and exiting the garage (approximately 65 vehicles per hour or about one vehicle per minute). The remaining interior parking spaces wilt be provided in two parking structures under Buildings 1 and 2 with separate access drives for each garage as shown on the site plan. It should be noted that the surface parking spaces in the south lot will be open to the public primarily to serve customers of businesses along Busse Avenue. A drop-off/pick-up area is also proposed on Central Road in front of Building 3. Based on our preliminary discussions with IDOT officials, such area will be allowed if it is designed with longer tapers and the ability to store 3 to 4 vehicles. Signs should be posted indicating that standing or parking is now allowed and that the area is restricted for drop-off/pick-up activity only. Roadway Improvement Needs Capacity analyses were conducted at the signalized intersection of IL 83 with Central Road and at the unsignalized intersections of IL 83 with the proposed access drive and Busse Avenue and at Wille Street with Central Road, proposed access drive, Busse Avenue, and Northwest Highway. The results of the capacity analyses, expressed in terms of level of service and average delays, are shown in Table 2. (For a description of Ievels of service, please see the Appendix.) As can be seen from the table, the analyses indicate that the signalized intersection is and will continue to operate at an acceptable level of service indicating that no roadway improvements will be necessary. At the other unsignalized intersections, in order to reduce some of the delays experienced at the minor approaches, the following modifications are recommended: At IL 83 and Busse Avenue, restripe the east approach to provide two westbound lanes striped to indicate a separate left-mm lane and a shared through and fifight-mm lane. With this improvement, delays at the approach can be reduced by approximately 60 percent. At the intersection of Central Road and Wille Street, the northbound approach should be restriped to allow for the provision ora northbound right- turn lane. This modification will reduce delays at the south approach by approximately 25 percent. 10 Table 2 LEVEL OF SERVICE SUMMARY Existing Future A.M. P.M. A.M. P.M. Intersection LOS Delay LOS Delay LOS Delay LOS Delay IL 83/Central(u C 21.7 C 24.5 C 23.2 D+ 26.0 IL 83/Busse B 9.8 E 37.4 C 11.0 F 69.4(2) Wille/Central D 27.7 F 48.5 F 72.6(3) F 69.0(3) Wille/Busse A 2.9 A 3.0 A 2.9 A 3.1 Wille/Northwest E 32.6 E 34.3 E 34.7 E 39.1 Highway IL 83/Access ........ C 17.4 E 34.3 Drive Wille/Access. - ....... A 3.5 A 3.7 Drive °)Signalized intersection (2)Delays can be reduced by 60 percent by restfiping the westbound approach to provide a separate left-turn lane and a shared through and right-mm lane. (3)Delays can be reduced by 25 percent by restriping the northbound approach to provide a separate right-mm Iane and a shared through and leR-tum lane. LOS - Level of Service Detay - Measured in seconds. Conclusion The proposed site is well situated with respect to the roadway system. Given the recommendations presented in the study, the traffic generated by the proposed residential development will be accommodated by the area roadways with minimal impact. The site access system as proposed will provide efficient and safe traffic movement between the proposed development and the adjacent roadways. LRA\ps radz0406.1ra 11 LEVEL OF SERVICE CPdTERIA--SIGNALIZED INTERSECTIONS Delay per Vehicle Level of Service Interpretation (seconds) A Very short delay, with extremely favorable <5.0 progression. Most vehicles arrive during the green phase and do not stop at all. B Good progression, with more vehicles stopping 5.1-15.0 than for Level of Service A, causing higher levels of average delay. C Light congestion, with individual cycle failures 15.1-25.0 beginning to appear. Number of vehicles stopping is signiticant at this level. D Congestion is more noticeable, with longer 25.1-40.0 delays resulting from combination oftmfavorable progression, long cycle lengths, or high V/C ratios. Many vehicles stop and the proportion of vehicles not stopping declines. E Limit of acceptable delay. High delays result 40.1-60.0 from poor progression, high cycle lengths and high V/C ratios. F Unacceptable delays occurring, with >60.0 oversaturation. Source: Highway Capacity Manual, 1994. LEVEL OF SERVICE CRITERIA--UNSIGNALIZED INTERSECTIONS Level of Service Average Total Delay (SEC/VEH) A <5 B >5 and <10 C >10 and <20 D >20 and <30 E >30 and <45 F >45 Source: Highway Capacity Manual, 1994.