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V111age oif'Mount Prospect Community i•e,rtment CASE SUMMARY – PZ -20-18 LOCATION: 301 S. Maple Street, 215 E. Prospect Avenue, 225-235 E. Prospect Avenue, and 232-240 E. Lincoln Street OWNER: Jackson Four, LLC, PEC Development, LLC, Raptor 4, LLC, LF Properties, LLC, and the Village of Mount Prospect PARCEL #: 08-12-122-034-0000, 08-12-122-015-00009 08-12-122-019-00009 08-12-122-016-0000, 08-12-122-036-10079 08-12-122-036-10085 08-12-122-036-1009 LOT SIZE: 6.504 acres (283,306 sq. ft.) ZONING: P-1 Off Street Parking and I-1 Limited Industrial LAND USE: Commuter Parking, Vacant gravel lot REQUEST: 1) A plat of subdivision titled "Final Plat of Planned Unit Development Maple Street Lofts" 2) Zoning map amendment to B -5C Central Commercial Core for Lots I and 2 of the Final Plat of Planned Unit Development Maple Street Lofts 3) Zoning map amendment to B-5 Central Commercial for Lot 3 of the Final Plat of Planned Unit Development Maple Street Lofts 4) Conditional use for a final planned unit development with ground floor dwelling units .. . ................... -", — --- – ----- LOCATION MAP . .... . ............ . ................. .......... ' . ..................................................................................... ....... — .............................. Vi,1,'11,ag!e of MolUnt Prospect Community Development Department MEMORANDUM TO# MOUNT PROSPECT PLANNING & ZONING COMMISSION JOSEPH DONNELLY, CHAIRPERSON FROM: JASON C. SHALLCROSS, AICD, DEVELOPMENT REVIEW PLANNER DATE: MARCH 7, 2019 SUBJECT: P1-20-18 / 301 S. MAPLE STREET, 215 E. PROSPECT AVENUE, 225-235 E. PROSPECT AVENUE, AND 232-240 E. LINCOLN STREET / PLAT, ZONING MAP AMENDMENT, AND CONDITIONAL USE BACKGROUND A public hearing has been scheduled for the March 14, 2019 Planning & Zoning Commission meeting to review the application by Nicholas & Associates (the "Petitioner"), regarding the property located at 301 S. Maple Street, 215. E. Prospect Avenue, 225-235 E. Prospect Avenue, and 232-240 E. Lincoln Street (the "Subject Property"). The Petitioner is seeking a plat of subdivision, zoning map amendment, and a conditional use for a final planned unit development (PUD). The P&Z Commission hearing was properly noticed in the February 27, 2019 edition of the Daily Herald newspaper. In addition, the Petitioner completed the required written notice to property owners within 250 -feet and staff posted public hearing signs on the Subject Property. In addition to the required residents to be noticed, the Petitioner notified property owners in the area generally bound by Main Street, Evergreen Avenue, William Street, and Council Trail. A maintained list of interested parties with concerns about the project were also notified of the hearing. PROPERTY DESCRIPTION The Subject Property is generally defined as the western half of the block bound by Maple Street, Prospect Avenue, School Street, and Lincoln Street. Existing improvements include full access onto Maple Street, Prospect Avenue, and Lincoln Street. The western half of the Subject Property is zoned P-1 Off Street Parking and is currently a Village owned resident -only commuter parking lot consisting of 285 stalls. The eastern half of the Subject Property consists of a vacant gravel lot and a small industrial center. The vacant gravel lot is the former Parenti & Raffaelli Ltd. (Parenti) location, which operated an industrial woodworking facility on the site from 1988 until 2018. Both the former Parenti site and the immediately adjacent industrial center are zoned 1-1 Limited Industrial. The Subject Property is bordered by the B-5 Central Commercial, P-1 Off Street Parking, and R -I Single Family Residential Districts to the west, the Metra train tracks to the north, the 1-1 Limited Industrial District to the east,, and the C-R Conservation Recreation District to the south. HISTORY As stated above, Parenti & Raffaelli Ltd. operated their woodworking facility on the Subject Property for several decades. While they were, and continue to be, a very successful business, the location along Prospect Avenue in the heart of the downtown district was not ideal for an industrial use. The Village had several meetings with Parenti to discuss relocating their operation to other more appropriate locations in the Village, but was ultimately unable to structure a deal that worked. The Petitioner intervened and negotiated a relocation and expansion plan for Parenti at 1401 Feehanville Drive. The Village assisted in the Parenti relocation by pledging $3 million in tax increment financing (TIF) funds in 2018, keeping Parenti and their 100 employees in the Village and opening up the Subject Property for redevelopment. PZ -20-18 Planning& Zoning Commission Meeting March 14, 2019 Page 3 SUMMARY OF ORIGINAL PROPOSAL The original proposal featured an eight story apartment building ("Building A"), seven story apartment building ("Building D"), and 66 rowhomes. The Petitioner held two open houses in September and October of 2018 and reworked their proposal to address concerns raised by residents related to height, school impact, and density. SUMMARY OF REVISED PROPOSAL The Petitioner substantially revised their al proposal to address the concerns raised at the open houses. Building A's height was reduced from eight stories to six, the number of rowhomes was reduced from 66 units to 56, and an interior court complete with open space is now provided. The rowhome portion of the project was redesigned to providA street frontages on Maple Street, Lincoln Street, Elm Street, and Dawson Drive. Dawson Drive, Elm Street, and Elm Court are new private roads. Elm Court provides access to the rear -load rowhomes. The easternmost rowhomes are now faded design, allowing for greenspace behind the units. Building materials for Buildings A5 D, and the rowhomes have been substantially revised to include more masonry and to provide quality materials consistent with existing downtown buildings. Plat of Subdivision The Sub ect Property is made up of -five separate parcels and a condominium subdivision. To achieve the final j design of the proposed development, a plat of subdivision is required. The parcels on the property will be resubdivided f the following: I - The proposed Lot I will contain apartment buildings "A"Dawson Drive, a portion of Elm Street, and be privately held 2. The proposed Lot 2 will contain a new commuter parking deck and be owned by the Village 3. The proposed Lot 3 will contain the proposed fifty-six (56) rowhomes, a portion of Elm Street, Elm Court, and be privately held The proposed lots all have frontages and comply with code requirements. zo,q!" MWAmendibent, The Subject Property is zoned P-1 Off Street Parking and 1-1 Limited Industrial. ■A zoning map amendment is required as the current zoning for the Subject Property does not allow for residential, commercial, or mixed use development. The Petitioner is seeking for the Subject Property to be rezoned to B -5C Central Commercial Core and B-5 Central Commercial as the •property is along the railroad tracks running through the Village's downtown, adjacent to B-5 zoning, and kitty-corner from the B -5C zoning district at Maple Street and Northwest Highway. The northern half of the site would be zoned B -5C Central Commercial Core and the southern half would be zoned B-5 Central Commercial. Plan,ried, A Planned Unit Development (PUD) is required as multiple buildings are proposed to be located on individual lots. PUDs provide a tool to accommodate development which is in the public interest, provides a public benefit, and which would not otherwise be permitted by the zoning ordinance. A planned unit development may be for residential, commercial, office, industriaL and mixed use development. Site Plan The proposed site plan includes a private road network, two apartment buildings, a commuter parking deck, and 56 rowhomes. The proposed private road network consists of three private roads - Elm Street, Dawson Drive, and Elm Court. Elm Street is a proposed north -south street that connects Prospect Avenue to Lincoln Street. Dawson Drive is a proposed east -west drive that connects Maple Street to the proposed Elm Street. Elm Court is a private court serving the proposed rear -load rowhomes that is accessible off of the proposed Elm Street. Building A fronts onto Prospect Avenue, Elm Street and Maple Street. The building are 's entrance and lobby located off Maple Street. Vehicular access to the building is provided via Maple Street and a commercial loading bay is provided on Elm Street. PZ -20-18 Planning& Zoning Commission Meeting March 14, 2019 O -W * Building D fronts onto Prospect Avenue •and Elm Street. The building has two automobile entrances on Elm Street; the northern. entrance serves the first floor parking area and the southern entrance services below -grade parking. The lobby is located off Elm Street. a The proposed commuter parking deck fronts onto Maple Street, Elm Street, and Dawson Drive. Vehicular access into the parking deck is provided on both Maple Street and Elm Street. 0 The 56 proposed rowhomes are accessed by Elm Street and Elm Court. The 13 front load rowhomes are accessed off of Elm Street, and the 43 rear load rowhomes are serviced by Elm Court. The court enables the rowhome frontages to face outward onto Maple Street, Dawson Drive, Elm Street, and Lincoln Street. A green space is to be provided in the center of the rear load rowhomes. Several off-site improvements are proposed as part of this project. Stormwater access will be provided via an existing storm sewer located in Lions Park. Sixteen angled, on -street parking stalls are to be constructed on Maple Street, including one accessible stall, and 20 angled, on -street parking stalls are to be provided on Prospect Avenue, including two accessible stalls. These stalls would be available to the public and have an hourly restriction during the work week. The proposed plans include the extension of Village streetscape from the comer of Prospect Avenue and Maple Street to Elm Street and Dawson Drive, terminating ovat their intersection in the site. Streetscape improvements are also proposed on Prospect Avenue in front of Building D. A plaza space at the northwestern comer of the Subject Property is also prided. Planters are to be set into the streetscape along Prospect Avenue, with a larger planter proposed near the comer of Elm Street and Prospect Avenue as the site's elevation changes. Foundation plantings and a public art space are proposed near the northwest comer of Building A in addition to planters with seat -walls, an outdoor dining space, and a large metal pergola. The proposed streetscape extension and plaza would give the proposal a walkable feel, add to the development's sense of place, and create a community gathering space on the south part of the downtown district. Floor Plans The floor plans indicate Building A will have a total of 245 parking deck spaces serving 192 dwelling units to be located on the second through sixth floors. The first floor of Building A will have more than 14,000 square feet of commercial retail space, a commercial loading dock, tenant storage, bicycle storage, a garbage room, and a leasing office. The second floor will have a more than 15.,000 square foot outdoor amenity space with a pool. An outdoor kitchen, puppy park with synthetic grass, fire table with lounge chairs, ping pong tables, bag toss, pool -side lounge chairs, a hot tub, and cabanas are proposed in addition to the rooftop pool. Finally, an indoor amenity space of more than 3,000 square feet is also planned for the second floor. Building D will have 65 parking deck spaces on the lower level and first floor with 65 dwelling units to be located on the second through seventh floors. An approximately 2,000 square foot roof terrace and more than 2,200 square foot indoor amenity space are proposed for the second floor. The rowhomes will have a two -car garage and recreation room on the first floor. The second floors will contain the kitchen, living, and dining areas. Balconies are proposed to be located on the rear of the second floor. Bedrooms are to be located on the third floor. Both front -load and rear -load rowhomes may either be a two bedroom with a study or a three bedroom unit. In addition to the two -car garages, the front -load rowhomes provide parking for two vehicles in the driveways serving the homes and the rear-1oad rowhomes, provide space for one vehicle to parallel park behind each unit. ,Park,' 11'arKIP91 Buildings A and D have a combined 3 10 parking spaces and 257 dwelling units, resulting in a 1.21 parking stall per dwelling unit ratio. Village Code requires 282 stalls to be provided. Thirteen parking stalls in Building A will be reserved for tenants in Building D, to ensure that residents of that building have sufficient parking available. Customer parking is provided via 36 diagonal on-street parking spaces along Maple Street and Prospect Avenue, includinF three handicap accessible stalls. Additionally, 21 privately -owned stalls are provided on site, and street parking is available both on the Subject Property and in the immediate area. PZ -20-18 Planning & Zoning Commission Meeting March 14, 2019 Page 5 Con itnut: er Parkiqg, The current Maple Street commuter lot on the Subject Property provides 285 stalls reserved for Mount Prospect residents. Aside from these stalls, there are 63 on -street commuter parking spaces on Prospect Avenue, which are available on a first come, first serve basis and 283 spaces at the East and West Commuter Lots. Therefore, the total existing commuter parking inventory consists of 631 stalls, with 285 reserved for residents. The Village recently opened 100 commuter parking spaces at the Emerson Street Parking Deck. Fifty of the Emerson Street Parking Deck stalls are reserved for Mount Prospect residents with a 50% discount for those living north of the railroad tracks. The purpose of the discount for northern residents is to discourage them from traveling back and forth over the railroad tracks, reducing traffic in the area. These stalls were made available in February of this year. Two hundred seventy-four (274) resident commuter stalls will be available south of the tracks for the duration of the Maple Street Parking Deck's construction. These spaces will be located in the south half of the existing Maple Street commuter lot, along Prospect Avenue, and in the Lion's Park parking lot. After construction, the overall commuter parking inventory would be increased to 668 parking stalls, with 33 reserved for residents. This inventory includes 222 parking spaces in the proposed Maple Street Parking Deck, 6 spaces on Prospect Avenue, and 50 spaces reserved in the Emerson Street Parking Deck. Existing and proposeil conditions are presented in the following table: I The Village plans to regularly monitor the use of the entire commuter parking inventory to determine the final mix of resident commuter stalls in the proposed Maple Street Parking Deck. The proposed 285 resident commuter stalls south of the tracks show no major impact on intersection performance, ultimately allowing us to match the 285 currently provided in the area. Bu LiagElevati"ons Building A is an 84'- 10" tall loft -style building that incorporates many classic loft conversion details into the overall design. The building as a whole reads as a heavy masonry building with smaller punched openings for windows, much like one would see in a major city center during the mid- I 900s. The design gradually changes from a traditional masonry product as the building extends upwards, with brick transitioning to expose large, expansive windows in the upper comers of the building, along with steel and metal panel materials. The top floor of the building appears to float above the "historic" masonry building and ties the comers into the entire building's highest story. To complete the design, the building features hanging metal balconies that are tied back into the building with angled tie rods. Matching the projecting balconies, the first floor entries are protected with thin horizontal awnings that also have angled tie backs. All of these architectural features combine to make the bulook as if an old factory building had been converte ilding d into lofts. i aDie i: rxistin ana irro, (ostia I Exist n imesiaent tommuter lar In Durine Construction After Construction rRe Parking location - — -------------- --- Resident Only U restricted Resident Only Unrestricted Resident Only Unrestricted Resident Ma le Street lot 285 0 ....................... 120 ................ ............. . 0 ................................................ .................................... 0 0 Pro —17 0 63 63 0 63 0 '1 Lions Park 11 0 0 91 0 0 0 Emerson Street Parking . . ................... . . ........................... . ............... Deck 0 0 50 50 1— 50 50 Maple Street Parking Deck t 0 0 0 0 222 0 Total 285 I 63L 324 50 335 50 The Village plans to regularly monitor the use of the entire commuter parking inventory to determine the final mix of resident commuter stalls in the proposed Maple Street Parking Deck. The proposed 285 resident commuter stalls south of the tracks show no major impact on intersection performance, ultimately allowing us to match the 285 currently provided in the area. Bu LiagElevati"ons Building A is an 84'- 10" tall loft -style building that incorporates many classic loft conversion details into the overall design. The building as a whole reads as a heavy masonry building with smaller punched openings for windows, much like one would see in a major city center during the mid- I 900s. The design gradually changes from a traditional masonry product as the building extends upwards, with brick transitioning to expose large, expansive windows in the upper comers of the building, along with steel and metal panel materials. The top floor of the building appears to float above the "historic" masonry building and ties the comers into the entire building's highest story. To complete the design, the building features hanging metal balconies that are tied back into the building with angled tie rods. Matching the projecting balconies, the first floor entries are protected with thin horizontal awnings that also have angled tie backs. All of these architectural features combine to make the bulook as if an old factory building had been converte ilding d into lofts. PZ -20-18 Planning & Zoning Commission Meeting March 14, 2019 Page 6 Building D is an 86'-4" tall loft -style building, but it follows a different design theory. It begins as a solid masonry building with punched openings like Building A, but instead of exposing the building comers, this design applies "wood" elements. These corner elements are taller than the rest of the building and have recessed terraces,, unlike the Building A design that uses projected balconies. In addition, in the areas where metal panel was used on Building A, cementitious panel is proposed in Building D. The top floor between the four "wood" comer towers is cementitious panel with punched openings. A series of bump -outs are proposed from the body of the masonry base. These bump -outs are clad in cemcntitious panel. If the concept of Building A is a masonry building that has some carve -outs and an additional floor added to what was a historic building, Building D is meant to appear as if these elements were instead added onto the original building. The proposed terrace on the second floor is attractively contained with metal railins to match those of the balconies and terrace gs. The rowhomes have a design to match the contemporary, urban nature of Buildings A and D. The front -load product is proposed to be 34'-9.25" tall, while the rear -load product is to be 32%10" tall. Each unit has a different face -plane to allow for separation, depth, and architectural interest on what else would be a flat facade. Each unit has a unique set of architectural elements and material coloring that set them apart. There are projecting bay window units, flush bay units that project very little, and small punched openings within the all masonry facades. Virtually flat roofs are trimmed with painted cornices, while the windows have masonry accent sills and headers to frame those openings. Unit entries are protected with flat awnings tied back into the building with angled ties. The rowhomes have a water table stone feature that wraps the sides and rear of the buildings with full masonry facades and similar high quality materials on all sides. Metal railings on the front of the buildings match those of the two apartment buildings, while the more private rear yards have a conventional wood railing system. Overall there is potential for stepped foundations to respond to the natural grade change on the site that will further accentuate the individuality of each unit. The proposed three story Maple Street Parking Deck to be used for commuter, visitor, retail, and employee parking is 25'-6" tall. Building materials include stone, steel, and brick to match Building A. Planter boxes are to be built into the ardrails. Access into and out of the deck is provided on both Maple Street and Elm Stree gut. 0, Laodscao,"Wg Significant landscaping will be provided throughout the site. Foundation landscaping will be provided along the western and eastern sides of both buildings A and D and on all exterior sides of the proposed rowhomes. Raised planter beds with seat -walls are proposed at the comer of Maple Street and Prospect Avenue. The planters continue the length of the Subject Property down Prospect Avenue. Movable planters with annual plantings are also proposed along Prospect Avenue and a recessed area on the northern side of Building A will provide a planting area and potential art location. Parkway trees will be provided on Prospect Avenue, Maple Street, and Lincoln Street. An open space is to be provided on the interior greenspace serving the proposed rowhomes. Construction phasing will be critical to ensure resident commuters have parking available from groundbreaking to construction completion. Staff understands this necessity and has a commuter parking plan in place to address the issue. A tentative agreement is in place between the Village and the Mount Prospect Park District to secure 91 spaces in the Lions Park parking lot at the southeast comer of Maple Street and Lincoln Street for resident use. Construction of the proposal would occur in five phases: I . Reserve 63 parking spaces located along the north side of Prospect Avenue for resident only parking; 2. Open 91 spaces in the Lions Park parking lot for resident only parking; 3. Preserye approximately 120 existing Maple Street Lot parking spaces on the south end of the Subject Property for resident only parking; 4. Designate 100 parking spaces in the Emerson Street Parking Deck for commuter parking, reserving 50 spaces for resident commuters; and 5. Eliminate use of the Lions Park and southern surface spaces once the Maple Street Parking Deck is 11 1r.] Von ore d I rol IN$, I Alam=6 I - 0 The proposed phasing plan ensures that resident commuters have access to 324 reserved stalls during construction. PZ -20-18 Planning& Zoning Commission Meeting March 14, 2019 Page 7 Stormwater The Subject Property is nearly completely impervious at this time. The existing Maple Street commuter lot, 301 S. Maple Street, is paved to provide parking. No landscape islands are present in order to maximize the number of commuter stalls provided. The former Parenti & Raffaelli site (215 E. Prospect and 225-235 E. Prospect) is an impervious gravel lot. An industrial condominium surrounded by an asphalt parking lot that extends to three out of four property lines sits on 232-240 E. Lincoln Street. Stormwater on site sheet drains onto adjacent properties and right-of-way, ultimately ending up in the combined sewer system, as no engineered system is in place. Site stormwater is proposed to be collected and contained in multiple chambers that are to be buried below privately - owned Elm Street and the open space area in the center of the proposed rowhome development. The contained system will then be restricted and flow east underground along Lincoln Street right-of-way, ultimately terminating into an existing stormwater system located in Lions Park. The engineered system will not tap into the existing combined sewer system, and will function more effectively than current conditions. PUBLIC INPUT & RESPONSE Public input has played an integral part in shaping the proposed redevelopment. The Petitioner held two open house meetings in the fall of 2018 to take public comment on the proposal. Taking all of this input into consideration, the Petitioner substantially revised the proposal. The main concerns cited by objectors are related to height and density, market demand, traffic impacts, tax increment financing (TIF) implications, and school district impact. Hetialit and Detis," The original proposal included an eight -story, 107' tall Building A, and combined with Building D and the rowhomes for a total of 323 dwelling units. In response to citizen concerns, Building A was reduced to a six -story, 87 foot tall building and the total number of dwelling units was reduced to 313 thanks to a reduction in the number of rowhome units. The proposed 313 dwelling units are located on 6.5 acres, making the proposed density 48.15 dwelling units per acre. Existing and approved project density in the Village of Mount Prospect is listed below: 0, Table 2: Matile, Street Lofts Delitv nsCom narisoln Project Dwelling Units ._# -( Land Area (Acres) Densitv ("Units/Acre 20 West 73 0.62 117 ... ..... . . . ......................... Emerson 54 0.75 . . ..... . ... — ---- 72 Residences at Vi!lLlage Centre i 205 3.30 62 10 N. Main 971.70 57 U' le Street Lofts 313 ................. mmmmmm�mmmm�mm 6.50 48 Cloetower 139 2.95 47 Lofts and Shops 34 1.17 29 As noted in the chart above, the 20 West development approved in 2018 has a density of 117 dwelling units per acre (73 dwelling units on 0.62 acres). Maple Street Lofts has a density of 48 dwelling units per acre (313 dwelling units on 6.5 acres). The proposed development is most similar to the Clocktower development in terms of density. ni To help prepare our Planning and Zoning Commission and Village Board review redevelopment projects in the downtown, staff prepared a white paper discussing best practices for downtown Mount Prospect, making a technical case for density. It is understandable that residents near key development sites would have anxiety related to concerns for traffic, parking, safety, stormwater, building height, density, and neighborhood character. The attached paper and table on the previous page show that the proposed Maple Street Lofts project is actually less dense than projects approved in the 1980s and 1990s. The forwarded report is fact based with recommendations based on reports, articles, and information from the American Planning Association, Urban Land Institute, the Chicago Metropolitan Agency for Planning, and other scholarly institutions. PZ -20-18 Planning & Zoning Commission Meeting March 14, 2019 Page 8 PZ -20-18 Planning& Zoning Commission Meeting March 14, 2019 Page 9 Traffic Studies and improvements The potential for increased area traffic is a chief concern among residents due in part to existing traffic issues. To study potential traffic impacts, the Petitioner hired Kenig, Lindgren, O'Hara, Aboona, Inc. (KLOA) to perform a full traffic analysis. The report finds that peak -time traffic congestion in the downtown area is primarily attributable to the at -grade rail crossings at IL Route 83 (Main Street) and Emerson Street which are regularly blocked by Metra commuter trains,, not a shortage of network capacity. Furthermore, traffic congestion is exacerbated by traffic signal preemption of emergency vehicles departing the Mount Prospect Police and Fire Station and pedestrian push buttons that stop traffic in both directions when activated. The report makes several short and long-term recommendations for the Village to consider to improve traffic levels of service in the area. Because traffic issues are created by non -vehicle related issues (train crossings, signal preemption of emergency vehicles, and pedestrian push button phasing), the capacity analysis indicates that the traffic estimated to be generated by the proposed development would have a minimal impact on the operations of adjacent intersections and existing levels of service. The report makes several area improvement recommendations including the following: I Installation of directional pedestrian push buttons at signalized intersections, separated for each leg of the intersection 2. Relocation of Mount Prospect Police and Fire Station to eliminate the signal interruption caused by emergency vehicles 3. Coordination with Metra Train Engineers to adjust where trains stop along the tracks, allowing the gates to open in certain conditions 4. Relocation of Permit Parking Spaces from the Maple Street Commuter Parking Lot to the Emerson Street Parking Deck The Village is working toward achieving all of these proposed improvements in order to decrease unnecessary downtown traffic. Directional pedestrian push buttons will be installed in the near future, the Village is in the process of relocating Mount Prospect Police and Fire operations, Village staff has met with Metra staff in an effort to minimize train blockages, and the proposed redevelopment reduces the number of permit parking spaces south of the tracks by 63. As previously explained, the gross number of resident -only commuter spaces on the Subject Property would be reduced from the existing 285 to 222. However, the 63 first-come, first -serve commuter spots currently available to all commuters would be reserved for resident commuters, bringing the final number of resident commuter stalls to 285 south of the tracks, which is consistent with the current number of resident commuter spaces provided south of the tracks. 100 commuter spaces were recently opened in the Emerson Street Parking Deck, with 50 reserved for resident commuters. Allocating 50 spaces in the Emerson Street Parking Deck for resident commuters will further improve intersection performance as northern residents now no longer need to cross the train tracks twice each day. The report by KLOA posits that the traffic projected to be generated will be reduced due to the proximity of the development to the Mount Prospect Metra Train Station, qualifying the development as a transit -oriented development (TOD). When carefully planned, TOD proposals have a significantly smaller impact on surrounding roadways than initially believed. These sites are near transit, allowing commuting or visiting to be done by train or bus, they are built in areas that are walkable or bikeable, and apartments included in TOD projects can have smaller household sizes than found in traditional single-family neighborhoods, due to the unit type (studio apartments versus a four-bedroom home). To that end, the Institute of Transportation Engineers (ITE) has determined that suburban, IM TOD generates an average of 3.44 vehicle trips per dwelling unit. Detached single-family residences generate an average of 10 vehicle trips per unit, almost three times as many on a per unit basis. Village engineers have reviewed the report by KLOA and agree with its findings. In addition,, at I traffic associated with the former Parenti business operations and the multi -tenant industrial building (232 — 240 E. Lincoln Ave.) have or will be eliminated from the Subject Property, further mitigating the overall traffic generated by the site. The two properties had over 130 combined parking spaces and multiple truck daily deliveries during peak operations. PZ -20-18 Planning& Zoning Commission Meeting March 14, 2019 Page 10 C* "I Eton,omc',Develo,,)m,,en,t,,a,,i,id, The Maple Street Lofts proposal represents more than $110 Million in private investment on what is now vacant industrial property and a Village -owned parking lot. This redevelopment would be the single largest private investment in Mount Prospect since Randhurst Village was redeveloped more than a decade ago. The proposed redevelopment would have a significant positive economic impact on the downtown district and TIF district. Adding nearly 600 new residents at this location will provide an increased customer base to support downtown restaurants and shops. The average tenant in these apartment units will have an above average household income, as the units will rent for over $2.25 per square foot. The proposed 14,148 square feet of retail space in Building A will provide new rental product downtown. This new commercial space would be buoyed by the new apartments, rowhomes, and Metra commuters walking past each day. The Petitioner is actively seeking tenants such as a brewery restaurant to locate in the comer suite and a small market user who would serve the new residents and surrounding community. The commercial space is completed by a loading bay on the eastern side of Building A and an interior corridor that provides access to all of the proposed suites. This project will generate significant incremental property tax revenues that will not only cover the cost of the Parenti relocation ($3 million), the Maple Street Parking Deck construction ($6 million) and the stormwater improvements ($2.17 million), but will also provide funds to make additional public improvements within the TIF district. These improvements could include proposed pedestrian crossings, streetscape improvements,, train platform modifications, and other improvements designed to improve vehicular and pedestrian movements in the downtown. The estimated present value of the increment over the life of the TIF ranges between $13.6M and $21 M, depending on the actual number of students generated by the project. Siltudent tni,pact One of the main concerns from the general public has been the potential impact Maple Street Lofts would have on area school districts. The Petitioner has provided estimated student generation numbers by the project. The generation rate is calculated based on the type of residential unit and the number of bedrooms in a given unit, The rates used are based on the School Consulting Services' 1996 study of the Chicago Metropolitan Area. The model predicts that the proposed Maple Street lofts development would ►generate 24 students. Estimates for the generation 4-1 at each grade level are shown in the following table: Table 3:Proliected Student l,mt)a,ct 1 Project K -51h Grade ��L4 ............ . . . . . . . . . . . . .......................................... uni.or Hhzh ............................ Hig4 School ............... A Street Lofts - -partments 5.328 Ma le Street Lofts Rowhomes► E, The projected student impact numbers clearly show that the proposed 257 apartment units in buildings A and D will enerate a very small number of children. This is largely due to the unit mix proposed in the two apartment g buildings. The proposed apartment buildings provide 43 studio units, 164 one bedroom units, and 50 two-bedroom units. No three-bedroom rental units are proposed as part of this project. The rowhomes will generate more children because they are larger two bedroom or three bedroom units. It should be noted that state TIF statutes require the Village pay all applicable school districts an annual payment for any students generated by housing developments located in the TIF district. The payment is equal to the average cost the district incurs to educate each pupil, therefore the school districts are made whole for the cost of educating any students generated by this project. This dollar amount is adjusted each year as costs of education change. PZ -20-18 Planning & Zoning Commission Meeting March 14, 2019 Page 11 LONG — RANGE PLANNING The proposal is consistent with surrounding commercial zoning and land uses found to the west and north. Th Subject Property borders the B-5 Central Commercial District to the west and an R3 Low Density Residential PU across the railroad tracks to the north. A B -5C Central Commercial Core PUD is kitty-corner from the developme across the railroad tracks as well. Townhomes border the project to the west and a high-density multi-famil development exists on the block immediately east of the Subject Property. The proposal is consistent with Villaor long range plans and the Village's Strategic Plan. The Village's Downtown Implementation Plan, accepted in 2013, identifies the Subject Property as a key opportunity site for redevelopment. One concept proposed the construction of six multi -family buildings on the Subject Property's block and an adjacent property nearby. A second redevelopment concept of the block proposes the construction of a mixed use building containing commercial retail space at the comer of Prospect Avenue and Maple Street, a new commuter parking deck, and six condominium or apartment buildings. The proposed redevelopment largely aligns with these proposals, except that it provides rowhomes, on the southern portion of the site which serve as a transition between the proposed multi -family development and existing townhomes and detached single family homes in the area. The Village Comprehensive Plan designates these parcels, as well as the rest of the parcels on the Subject Property's block, as downtown mixed-use. Primary uses in this district consist of a mix of uses including retail, specialty shops, restaurants, bars, coffee shops, professional, service, arts and entertainment, and civic uses. Secondary uses include townhomes, medium to high density multifamily residential uses, health services, community amenities, as well as plazas, squares, pocket parks, recreational uses, and community gathering spaces. The proposed development is consistent with these uses. The Village Strategic Plan's objectives includes expanding the development of Downtown, creating a unique and vibrant sense of place, creating a flexible vision of Downtown that is reflective of market conditions, attracting businesses and residential development projects to Downtown,, and partnering with business organizations to make our commercial business districts attractive destinations. The removal of an industrial building built in the 1950s, a paved surface lot, and an unimproved gravel lot in the heart of the Village's Downtown in favor of new Class A multi -family rental product and 56 rowhomes is instrumental in achieving these objectives. Redevelopment of this site is listed as a top priority in the Village's 2018 and 2019 Strategic Plan. The standards for map amendments are listed in Section 14.203.D.8.a of the Village Zoning Ordinance. When i Map Amendment is proposed, the Planning and Zoning Commission shall make findings based upon the evidence presented to it in each specific case with respect to, but not limited to, the following matters: • The compatibility with existing uses and zoning classifications of property within the general area of the property in question; • The compatibility of the surrounding property with the permitted uses listed in the proposed zoning Classification; • The suitability of the property in question to the uses permitted under the existing and proposed zoning classifications; and • Consistency with the trend of development in the general area of the property in question,, and the objectives of the current Comprehensive Plan for the Village The Petitioner states that the proposed map amendment is compatible with existing uses in the general area of the Subject Property. The proposed plan is more dense on the northern portion of the Subject Property (which is bordered by commercial uses to the west, Metra tracks to the north, and industrial to the east), transitioning to a less dense use on the southern portion of the property (which is bordered by residential to the west, the park district to the south, and office uses to the east. PZ -20-18 Planning& Zoning Commission Meeting March 14, 2019 Page 12 CONDITIONAL USE STANDARDS The standards for conditional uses are listed in Section 14.203.F.8 of the Village Zoning Ordinance and include seven specific findings that must be made in order to approve a conditional use. The following list is a summary of these findings: The conditional use will not have a detrimental impact on the public health, safety, morals, comfort or general welfare; The conditional use will not be injurious to the use, enjoyment, or value of other properties in the vicini or impede the orderly development of those properties; I There is adequate provision for utilities, drainage, and design of access and egress to minimize congestio on Village streets; and I The request is in compliance of the conditional use with the provisions of the Comprehensive Plan, Zonin Code, and other Village Ordinances. i The Petitioner states that the proposed project will not be detrimental to, or endanger the public health, safety, morals, comfort, or general welfare. The proposed development will not be injurious to the uses and enjoyment of other property in the immediate vicinity for the purposes already permitted, nor substantially diminish and impair property values within the neighborhood. The proposed mixed use redevelopment is consistent with surrounding uses in the area. Commercial and attached single family uses exist to the west. The Union Pacific Northwest Line train tracks and downtown development exists to the north. Industrial and office uses exist to the east, and a park exists to the south. The proposed redevelopment improve property's value and be an improvement to an otherwise vacant, underutilized property and paved commuter oparking lot. Per the Petitioner, the proposal will not decrease levels of service f the surrounding roadway system and the proposal will not compromise utility availability in the area. RECOMMENDATION Staff is supportive of the proposed zoning map amendments from P- I Off Street Parking and I- I Limited Industrial to B-5 Central Commercial and B -5C Central Commercial Core. The proposed amendments are consistent with the trend of development in the general area. Several multi -story apartment buildings are located to the north, west, and east of the Subject Property and attached single family uses exist to the west. Properties located to the north are zoned B5 Central Commercial and B5 Central Commercial Core and the property borders the Metra tracks to the north. The proposed B-5 Central Commercial zone would serve as a buffer between more dense uses on the northern end of the site and the park and residential uses in the neighborhood to the south. Further, the Village's Comprehensive Plan identifies the Subject Property as being part of the downtown area and suggests a mix of commercial and residential uses be allowed. The proposed development is consistent with the Village's Comprehensive Plan. The proposed conditional use will be located in the downtown area of the Village, on a site currently vacant with little or no landscaping and a paved commuter parking lot. The proposed development adds a development of attractive, high-value, and well -landscaped mixed-use apartment buildings and attached single-family dwelling units to the downtown area. The development will have a positive effect on nearby properties, support businesses, and stimulate investment in the general area. The increased landscape and proposed stormwater system will greatly improve current drainage conditions for the site. The proposal will have no significant impact on traffic conditions in the vicinity. The development will have a limited impact on the adjacent neighborhoods, utility provision, and public streets. The proposed conditional use is in compliance with the Comprehensive Plan, Downtown Implementation Plan, Strategic Plan, and Zoning Ordinance requirements. Staff finds that the proposal meets the zoning map amendment and conditional use standards and that granting suc requests would be in the best interest of the Village. Staff recommends that the Planning & Zoning Commissio make a motion to adopt staff s findings as the findings of the Planning and Zoning Commission and recommen g� proval of the following motions: PZ -20-18 Planning& Zoning Commission Meeting March 149 2019 Page 13 "To approve: I - A plat of subdivision titled "Final Plat of Planned Unit Development Maple Street Lofts". 2. A zoning map amendment to B -5C Central Commercial Core for Lots I and 2 of the Final Plat of Planned Unit Development Maple Street Lofts; 3. A zoning map amendment toB-5 Central Commercial for Lot 3 of the Final Plat of Planned Unit Development Maple Street Lofts; and 4. A conditional use for a final planned unit development (PUD) consisting of a six (6) story, one hundred ninety-two (1. 92) unit apartment building with two hundred forty-five (245) garage stalls ["Building.A"], a seven (7) story, sixty-five (65) unit apartment building with sixty-five (65) garage stalls ["Building.13"], a commuter parking deck containing two hundred sixty-eight (268) garage stalls ["Maple Street Parking Deck"], nine (9) principal structures containing fifty-six (56) rowhomes, and a private road network. consisting of Elm Street, Dawson Drive, Elm Court, and twenty-one (21) on -street, on-site parking stalls, subject the following conditions of - approval '. N Submittal of a landscape, irrigation, and photometric plan that comply with Village codes and regulations,, bCompliance with all applicable development, fire, building, and other Village . Codes and regulations, cDevelopment of the site "in general conformance with the site . plan prepared by The Lakota Group dated March 111, 201.9; dOne wood deck or patio . with a maximum dimension of ten feet by twelve feet (1. 0' x, IT) may be constructed on each of the proposed thirteen (13) front -load rowhorne units,- eAn eight -foot (8') privacy fence made of trex material set back a minimum of ten feet (10' . ) from Prospect Avenue and Lincoln Street shall run the length of the eastern property line; N Owners of the proposed front -load rowhomes may construct a ten -foot (1. 0') long, six-foot (6 9) tal I privacy fence section that 'is consi stent with the fencing along the eastern property I ine between each unitl; g. Development of BuildingA in general conformance with the elevation and floor plans prepared by 222 Architects dated February 22 "', 2019; except that the plans shall be modified by thePetitioner so that the proposed horizontal fiber cement material be made out of metal; h. Development ofBitilding D in general conformance with the elevation and floor plans prepared by 222 Architects dated FebN ruary 22 nd , 2019, except that the plans shall be modified by the Petitioner so that the proposed vertical fiber cement material be made of metal; iDevelopment of the rowhomes 'in general conformance wi .th the elevations prepared by Lessard Design dated March 5, 201.9, and floor plans prepared by Lessard Design dated January 16", 2019; j. Development of the Maple Street Parking Deck 'in general conformance with the elevations prepared by 222 Architects dated January 22nd 2019; and N Prior to obtaining the first Certificate of Occupancy for the rowhomes, the Petitioner shall submit owner s association documents for staff review and approval. The document must address long- term site maintenance 5 including snow removal and paving." The Village Board's decision is final for this case. William J. Cooney, At IP Director of Community Development H.-VLANTIanning & Zoning COMMNP&Z 20191Slaff RporIOZ-03-19 10 N, Main Strea(ZMA & CIJ- PUD) drjcx Village of Mount Prospect Community Development DepartQht'GW1 Copy 50 S. Emerson Street Mount Prospect, Illinois 60056 VILLAGEOF Phone: (847) 818-5328 M, To PROSPECT Zoning Request Application 0 CT, Offolcial Use Only (To be com p,letedby' vflllaig'e�StA .......... . . . Oil ww., Date of Submission: NNW 0 . a Address (es)* Z-1 qe'# Z :4 Zoning District (s): Pro ert Area S .Pt. and/or Acreage): .. .. ..... . on2, "i is 'Oct 0, 0 Parcel Index Number(s) (PIN(s 15 .................. W (e.g. owner, buyer, developer, lessee, architect, etc...) 11 4 21 V. Property Owner ❑ Check if Same as Applicant Name: Corporation. - Address: City, State, ZIP Code: J Phone: e 249e Email: I hereby affirm that all information provided herein and in all materials submitted in association with this application are true and accurate to the best of my knowledge. Applicant: Date: (Signature) (Print or Type Name) K V# , Proplorty, P*"r E]Check if Sarne, aS Applicant In consideration of the information contained in this petition as well as all supporting documentation, it is requested that approval be given to this request. The applicant is the owner or authorized representative of the owner of the property. The petitioner and the owner of the property grant employees of the -Village of .fount Prospect and their agent's permission to enter on the property during reasonable hours for, v.1s.ual inspection of the subject property. I hereby affirm that all information provided herein and in all materials submitted in association with this application are true and accurate to the best of my knowledge. Applicant: Date: (Signature) (Print or Type Name) If applicant is not property owner: I hereby designate the applicant to act as my agent for the purpose of seeking the zoning request(s) described in this application and the associated supporting material. Property Owner: Datdx e: 110 (Signature) (Print or Type Narn, 4) K V. Property Owner El Check if Same as Applicant In consideration of the information contained in this petition as well as all supporting documentation, It Is requested that approval be given to this request. The applicant is the owner or authorized representative of the owner of the property. The petitioner and the owner of the property grant employees of the Village of Mount Prospect and their agent's permission to enter on the property during reasonable hours for visual Inspection of the subject property. I hereby affirm that all Information provided herein and In all materials submitted In association with this application are true and accurate to the best my knowledge, Applicant: Date: (Signature) "I e4 I7� (Print or Type Name) If applicant is not property owner: I hereby designate the applicant to act as my agent for the purpose of seeking the zoning request(s) described in this application and theassorill ted supporting material. Property Owner: -1 '0 Oil Date: Id A /do (Signature) ... . .. .. ..... (Print or Type Name) .. ... . . ....... 4 . . . . ...... V. 'Property, Owner El Check if Same as Applicant Name: Corporation: Address: 1 City, State, ZIP Code: Phone: Email: ci 0 ffim, In consideration of the 'Information contained in this petition as well as all supporting documentation, it is requested that approval be given to this request. The applicant is the owner or authorized representative of the owner of the property. The petitioner and the owner of the property grant employees of the Village of Mount Prospect and their agent's permission to enter on the property during reasonable hours for visual inspection of the subject property. I hereby affirm that all information provided herein and in all materials submitted In association with this application are true and accurate to the best of my knowledge. Applicant: Date:160- . ..... el (Signature) (Print or Type Name) If applicant is not property owner: I hereby designate the applicant, to act as my agent for the purpose of seeking the zoning request(s) described in this application and the asso ciated supporting material. Property Owner: Date: . .... .... .. . ---------- tgnatur,6) VN '11 to -S, V1 --7 (Print or Type Name) ,y, ,n �611 V . . . ... ... . . 2 Pr' o` � Check if Same as Applicant Name: Corporation: -7 .1 r.? v Address: G111111111111 el; City, State, ZIP Code: Phone: Email: In consideration of the information contained In this petition as well as all supporting documentation, it is requested that approval be given to this request "he applicant is the owner or authorized representative of the owner of the property. The petitioner and the owner of the property grant employpes of the "lila a of Mount Prospect and their agent's permission to enter on the property during reasonable hours for :visual :inspection of the subject property. I hereby affirm that all information provided herein and in all materials submitted in association with this application are true and accurate to the best of my knowledge. Applicant: Date: (signature) (Print or Type Name) If applicant is not property owner: I hereby designate the applicant to act as my agent for the purpose of seeking the zoning request(s) described in this application and the associated supporting material. Date. Property owner. (Signature) .Onvt (Pnt or Type 0 H r' i i 'lei umum uwwwwu Hk 9° 4 I � [ w :dmmi waw,,. uy1r i , a�wu� ,- or JJ I M Ir(r +If i i 1 2 a V. Property Owner Fl] Check if Same as Applicant Name: Corporation.k V/ Address: City, State, ZIP Code: X4 ev, Phone: 2- Email: In consideration of the information contained in this petition as well as all supporting documentation, it is requested that approval be given to this request. The applicant is the owner or authorized representative of the owner of the property. The petitioner and the owner of the property grant employees of the Village of Mount Prospect and their agent's permission to enter on the property during reasonable hours for visual inspection of the subject property. I hereby affirm that all information provided herein and in all materials submitted in association with this application are true and accurate to the best of my knowledge. Applicant: 14(14�- Date:./ 0- I -z - (Signature) I (Print or Type Name) If applicant is not property owner: I hereby designate the applicant to act as my agent for the purpose of seeking the zoning request(s) described in this application and the associated supporting material. Property Ownler: Datem, V 711- 9 (Sign6t,bre) . .. .. .. .. ............ P (Print or Type Name) 004 111001HURS1111 1"*IIID 3 nll III ppi�idJ lilt dw- Jill," 11—,; li--i � f )� �, , ; [.— 20 West Development Rendering, Downtown Mount Prospect A CASE FOR DENSITY IN DOWNTOWN MOUNT PROSPECT flDNS VILLAGE OF MOUNT PROSPECT COMMUNITY DEVELOPMENT DEPARTMENT Forward: By Village Manager Mike Cassady The Village of Mount Prospect has been studying best practices for downtown revitalization for the past several years. In 2012, the Village participated in a downtown study funded by the Metropolitan Mayor's Caucus and CMAP. This consortium of northwest suburban communities partnered to author the Homes for a Changing Region report. This report provided many suggestions for the Village of Mount Prospect to consider to allow for our community to reach its full potential in all areas of the Village. Specific to downtown, there were suggestions to include multi -family rental developments to attract a younger demographic currently missing from the downtown district. The Village then commissioned the Downtown Implementation Plan, which was completed in 2013. This plan identified specific key redevelopment opportunities, including the Busse Triangle, Central and Main and the Maple -Prospect -School -Lincoln area. There was significant community engagement involved with this study, which was ultimately accepted by the Village Board in November, 2013. Flash forward to 2016: The Village discussed the use of economic development incentives to drive downtown redevelopment initiatives. In 2017, the Prospect and Main TIF was adopted and private sector development projects began to formulate. In 2018, the Village Board approved the 20 west Transit Oriented, Mixed Use Development at the Busse Triangle. The Board also approved the Park Terrace luxury rowhome project. Both of these projects are well into construction and will have occupancies in late 2019. The Village Board have or will be reviewing redevelopment projects in the downtown, such as the Central and Main property which has been blighted for the past decade. They will also be reviewing the proposed Maple Street Lofts project. To help prepare our Planning and Zoning Commission and Village Board for these complex redevelopment initiatives, I asked our planning and economic development team to provide a white paper discussing best practices for downtown Mount Prospect, making a technical case for density. It is understandable that residents near key redevelopment sites would have anxiety related to concerns for traffic, parking, safety, stormwater, building height, density, and character of the neighborhood. This paper discusses how some upcoming projects are actually less dense than projects approved in the 198o's and 199o's. The staff reports for all projects attempt to address all areas of concern expressed by residents and business owners. This report is not meant to be political, nor is this report in any way endorsed by our Mayor or Village Board. Sincerely, Mike Cassady, Village Manager Village of Mount Prospect Executive Summary......................................................................3 Demographic Trends....................................................................4 The Case for Density....................................................................6 Sustainability................................................................................ 7 Senseof Place..............................................................................8 Financial Viability.........................................................................9 Property Value Impacts..............................................................10 Traffic Impact of Density............................................................11 Density in Surrounding Communities ........................................1 Strategies for Mount Prospect...................................................13 Summary....................................................................................15 Endnotes....................................................................................16 Executive Summary THE ONGOING SHIFT IN POPULATION DEMOGRAPHICS IS HAVING A SIGNIFICANT IMPACT ON BOTH THE HOUSING MARKET AND COMMUNITY DEVELOPMENT PATTERNS. A rising millennial age group, now in their career years and late to marry or buy single family homes, need housing that suits their desire to be in a community which provides convenience and housing choice. This is not a localized issue; cities and suburbs across the country are experiencing an increased demand for rental units and high density development to address this shift in housing demand. It's not just millennials that contribute to the desire for density - generations both young and old are placing a renewed interest in walkable, appealing communities. Retiring baby -boomers looking to age in place, single -parent families, and college graduates beginning their careers are creating a significant demand for high-density rental units. Notwithstanding current housing preference, sprawling detached single-family development is not sustainable. This type of development is among the highest traffic generators on a per unit basis, is an inefficient and expensive way to pay for basic infrastructure, and does very little to create a meaningful sense of place in a community. This is particularly true of older suburban communities where majority of development sites are infill. Dense, architecturally interesting, and walkable communities create natural efficiencies in paying for infrastructure, establish a unique sense of place if executed thoughtfully, and generate less traffic compared to detached single-family homes. Driven by ideal location and market demand, downtown Mount Prospect is experiencing significant downtown reinvestment. More than 48o dwelling units are either under construction or coming before the Village Board of Trustees for consideration over the next year. Given this information, the Community Development Department was instructed to provide the best practices for downtown revitalization and density. The recommendations presented in this paper are based on reports, articles, and information from the American Planning Association, Urban Land Institute, the Chicago Metropolitan Agency for Planning, and other scholarly institutions. Page 13 pff ,kyr, America's changing population is creating demand for diverse housing development. The traditional two- parent household with children made up 23.5 percent of the total housing market in 20001. That number dwindled to only 19.1 percent in 2017 and is getting proportionally smallerii. Single -parent households, single - person households, empty nesters, and couples without children make up the new majority of American households, and they have quite different real estate needs. These groups are more likely to choose higher -density housing in mixed -density communities that offer vibrant neighborhoods over single-family houses in sprawling exurban communities. Millennials are the largest generational population group in the United States. Born between 1981 and 1997, this group (average age of 29) is the most diverse, marries later in life, and has the highest educational attainment and a higher level of debt than other generations. Just 35% of millennials are homeowners, compared to 64% of the US populationiii. Aside from sheer population numbers, it's important to address housing needs of this generation as they are 35% of the current US labor force. When choosing where to live, millennials tend to: • Value proximity to employment — feel convenience to a job is as important as neighborhood quality • Prefer a variety of mobility opportunities: walk, drive, bike, or mass transit options • Seek housing variety (rent/own, single/multi-family) at an affordable price point • Seek amenities that focus on lifestyle: mixed-use developments with commercial components These preferences tend to lean millennials toward higher -density developments, in part due to the strong amenities and access to transportation that is often provided. Outside of the millennial generation, higher -density development is also a viable housing choice for a variety of income groups and people in all phases of their lives. Many financially secure baby boomers, or "empty nesters", have chosen to leave behind the yard maintenance and repairs required of a single-family house for the more carefree and convenient lifestyle multi -family housing provides. Their children, just starting careers, are also looking for the flexibility of apartment living to follow job opportunitiesiv. This group prefers to be located near the downtown of a community, to be within walking distance of a major public transportation line, and desire properties with abundant amenities — again a feature of supporting density. Page 14 On a regional level, the Chicago Metropolitan Agency for Planning (CMAP) has been tracking changes in demand by tenure through their Homes for a Changing Region collaborative. CMAP has developed projections to help the Collaborative and its member municipalities anticipate changes in demand by tenure (rent vs. own) and price point through the year 2040. Recommendation strategies in their 2013 report include encouraging the construction of new housing that fits the need of additional residents, going on to denote that "while largely built out, new housing development opportunities existing in [Mount Prospect's region] . In planning for additional growth, the communities should create a true mix of housing, including rental, small -lot single family homes, town homes, and attached homes, as well as large -lot single-family homes. It is important that new developments respond to projected population increases incrementally as the economy slowly climbs out of the [2008] recession."v Related to tenure, many are surprised to learn that 41 percent of renters say they rent by choice and not out of necessity, and households making more than $50,00o a year have been the fastest-growing segment of the rental market for the past three years12. The shift in population demographics results in a need for all communities, including Mount Prospect, to assess their current community environment. This includes not just offering housing variety, but also community amenities and transportation options. This can be done in a variety of ways which are directly related to density. Graphic, right: Demand vs. Vacancy and Capacity by Housing Type. Homes for a Changing Region Report" Page 15 Mount Prospect d vs. vacapacityhousing type, Us 2010-40 DEVELOPMENT CAPACITY (2010) 0 VACANT ITS(2010) ESTIMATED INCREASE IN DEMANDI"TS (204 'I, ("�) 1,60 1,400 00 1,000 0 0 400 0 LARGE LOT SF SMALL LOT SF TOWNHOME MULTIFAMILY o r(,.,e C M AP yon, vs apm, p0 nes 0"" [ 11uV11 uaa V("")mmc)W (3 au irw(,,,c�cl f4c,)sN irn9 NA ckd mpo Cook, Gouiiiaty Property mI Aj, ancj �J S (ent"as, Bufe,iu amrop utk ,� Density isn't solely high-rise condominium or office buildings. Density is relative based upon the character of the community; higher -density simply means a mix of residential and commercial development at a unit count that is higher than what is typically found in the existing community. In traditional urban development, downtown areas have a tendency to be more dense thanks to the natural accumulation of business, residential and transportation uses, often times stemming from a train stop or convergence of major roadways. People want to live where it is convenient for them to shop, work, or travel. The mix of what make density successful and sustainable is provided in these downtown areas and can be improved upon over time; it is why most "high density" redevelopment tends to occur in a downtown's core. In addition to location, zoning has large implications on a community's ability to create or control density. Zoning controls can permit attached single-family homes and low-rise residential buildings to serve as a buffer between a community's downtown and detached single-family neighborhoods. Zoning regulatory processes, such as planned unit developments, provide a mechanism for the careful consideration that should take place to ensure that new development accentuates and complements a community's existing sense of place. Dense housing provides the population needed to patronize downtown businesses, and downtown residents help create a safe and lived-in atmosphere. Housing, retail, and office uses interact together to create a symbiotic relationship where sectors reinforce each other. vi As an added benefit of density, these commercial areas are often supported by the community as a whole; those that live in traditional single family neighborhoods also shop or dine there. 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With this in mind, sprawling, low-density development is unsustainable. Low density development is an inefficient and expensive way for cities to pay for basic infrastructure (roadways and schools, libraries, fire, police, and water/sewer services). While renters do not pay property taxes themselves, building owners do and at a higher rate than a traditional detached single-family home owner. Sprawling residential development tends to create increasingly longer commutes, forcing residents to travel via car to work or into commercial areas at a significant cost to the resident. Arguably, no tool is more important than increasing the density of existing communities when planning for sustainable growth.iv Dense, architecturally interesting, and walkable communities generate one-third of the amount of traffic compared to detached single-family homes (on a per unit basis). Related specifically to Mount Prospect, Village households drive more miles than the Cook County average, which is not only contributing to negative environmental impacts and increased traffic, it's also expensive. According to the Center for Neighborhood Technology, Mount Prospect residents travel 19,145 miles per year on average, nearly 3,500 miles more than the Cook County average. This equates to an additional $3,60o per year in transportation costs.vii As noted in the Homes for a Changing Region report, the biggest factor in reducing vehicle miles traveled is "putting offices, shops, restaurants, residences, and other codependent activities in close proximity to each other". Bikes parked in the Covered Bike Shelters, Downtown Mount Prospect, 2019 Page 17 Attractive, well-designed, and well-maintained higher -density mixed use development attracts good residents and creates a sense of place and community. By its design, multi -family mixed used developments seek to fill the needs of several population cohorts listed previously — empty nesters, millennials, and the like. Unlike traditional single-family housing, mixed use developments often address these needs in a public or shared -space realm. Attractive architecture, plantings, and outdoor amenities such as pocket parks, amenity decks, and indoor community/ social room space take the place of large backyards and built -out basements. walkable restaurants and parks provided in dense areas serve as gathering space to meet with family or friends. These features make dense development a more desirable place to live for certain segments of the population. Simply put, these residents view attractive apartments with a bevy of amenities as a unique community and not as a traditional rental property. Low-density subdivisions can isolate owners not only from shops and the greater downtown, but also from neighbors. Characteristics of mixed use, dense development create a unique sense of place - a neighborhood feel that is driven and supported by the constant interaction of residents, businesses, visitors and workers in a compact geographical area. Page 18 Image, above: City of Falls Church, Virginia [Patch.com] Image, below: Main Street Mural Art, Dubuque, Iowa. [www.otheplaceswego.com/amazing-public- art-in-dubuque-iowa] Developers cannot afford to provide the amenities desired by prospective tenants without having significant dwelling unit density to defray the costs. The most sought-after amenities (community kitchens, pools, dog parks, television entertainment spaces, sports courts, accessible rooftops, and lounge rooms) all represent significant investments by a developer and future property manager. These costs, which require ongoing maintenance to be successful, are only financially feasible if a rental property has enough tenants paying rent to support them. In addition, the most successful mixed-use projects locate near convenient transportation and viable businesses. Ideal locations for mixed-use in this regard are often infill or redevelopment sites, resulting in higher land acquisition costs when compared to greenfield development. To provide the type of high -amenity housing sought by many, the development should contain a mix of uses (both commercial and residential) and be dense enough to be financially viable. Page 19 Common Area Space at Hancock Square, Arlington Heights [www.hancocksquarearlington.com] While dense, mixed-use development benefits downtown activity, researchers at Virginia Tech University have concluded that over the long run, well-placed market -rate apartments with attractive design and landscaping also increase the overall value of detached houses nearby.viii Per the report, three possible reasons include: 1. The apartments themselves indicate an area's economic vibrancy and growth; 2. Multi -family housing increases the pool of potential future homebuyers, creating more possible buyers for existing owners when they decide to sell their homes; and 3. New multi -family housing, particularly as part of mixed- use development, makes an area more attractive than nearby communities that have fewer housing and retail choices. Another possible factor would be the redevelopment former vacant or industrial land located in or near a municipality's downtown. Removing vacant or derelict property from a municipality's downtown and turning it into a high-quality development is very likely to increase surrounding property values. Most people are surprised to learn that dense redevelopment could improve housing values, as opposed to harm them. The general public most often cite the negative externalities associated with dense development, such as traffic, for why property values are likely to decrease. Page 110 Image, top: Founder's Row, Emerson Street, Mount Prospect Image, bottom: Rowhomes at 105 E. Prospect Avenue, Mount Prospect Many transit -oriented development (TOD) proposals are abruptly halted or redesigned at lower densities due to fears that dense development will flood surrounding streets with automobile traffic. This was largely due to inaccurate trip generation estimates, which overstated the traffic -inducing impacts of TOD. Until very recently, there were no widely accepted trip generation numbers for transit -oriented development in suburban communities. In its latest traffic modeling update, the Institute of Transportation Engineers (ITE) determined that mid- rise residential development located in a TOD setting only generates 3.44 vehicle trips per dwelling unit. The ITE has determined that detached single-family residences generate an average of 10 vehicle trips per unit, almost three times as many on a per unit basis.ix When carefully planned, TOD proposals have a significantly smaller impact on surrounding roadways than initially believed. There are many contributing factors to support this vehicle trip reduction: TOD sites are near transit, allowing commuting or visiting to be done by train or bus, they are built in areas that are walkable or bikeable, and apartments or condominiums included in TOD projects can have smaller household sizes than found in traditional single-family neighborhoods, due to the unit type (studio apartments versus a four-bedroom home). Mount Prospect has several developments which would be considered TOD: The existing Lofts and Shops building, Emerson, Village Centre, Clocktower, and Founders Row are examples. Future projects include 20 West, Central and Main [lo N. Main], and Maple Street Lofts would also qualify as transit -oriented development due to their close proximity to the Union Pacific Northwest (UP -NW) Metra line. Page 111 Image, top: Mount Prospect PACE stop, downtown Image, bottom: Mount Prospect Metra Station Several surrounding communities are experiencing significant downtown revitalization through an increase in density. Des Plaines is either building or planning to build 325 dwelling units on 3.23 acres in its downtown, a proposed density of 1oo.6 dwelling units per acre. The proposed Arlington 425 redevelopment in downtown Arlington Heights has a density of 111.5 dwelling units per acre (358 dwelling units on 3.21 acres). The planned 483 dwelling units in Mount Prospect have a density of only 55.5 dwelling units per acre (8.7 acres planned). For Mount Prospect, the current density of existing or approved projects is as follows: Project # of Units Acres Units/Acre 20 West 73 0.62 118 Emerson 54 0.75 72 Residences at Village Centre 205 3.30 62 Maple Street Lofts 313 6.5 48 Clocktower 139 2.95 47 Lofts and Shops 34 1.17 29 As noted in the chart above, 20 West development was approved in 2018 and has a density of 118 dwelling units per acre (73 dwelling units on o.62 acres). For proposed projects, Maple Street Lofts has a density of 48 dwelling units per acre (313 dwelling units on 6.5 acres) . The 10 N. Main Street proposal has a density of 62 dwelling units per acre (97 dwelling units on 1.57 acres). Only the 20 West development has a density which rivals the planned mid and high-rise developments in surrounding communities. Dense mid and high-rise development is experiencing a renaissance in the northwestern suburbs of Chicago. With very little rental product built over the ten years post the 2008 recession, the market supply is only now catching up with the demand for rental units. The Village of Mount Prospect must be keenly aware of this opportunity and would be wise to capitalize on it. Page 112 Image, top: Bayview/Compasspoint Development at Ellinwood and Graceland, Des Plaines [Daily Herald] Image, bottom: Opus Development at 1555 Ellinwood Ave, Des Plaines [Daily Herald] Mount Prospect is not immune to the demographic shift that is occurring across the country and within the region. Taking into account available capacity, Mount Prospect can accommodate just 33% of the projected housing units that could be desired by future residents by 2040. The remaining 67%, or nearly 6,00o people, represent unmet demand — people who want to live in Mount Prospect, but cannot find available units. v The Homes for a Changing Region Report states: "Many of these people would be looking for small - lot single-family homes, townhomes, and multi- family units. The Village's current codes likely would not be able to accommodate this future demand without changes." [Emphasis added]v The report continues to show and estimated increase in demand for units by type, indicating a shortage of over Boo "small lot single family", 350 townhomes, and 1,300 multi -family units. This high demand for housing in Mount Prospect also includes rental units, particularly for those earning less than $35,000 or more than $5O,000 annually. Future rental housing demand for the next 30 years will be driven specifically by those age 25 to 44, particularly for both lower and upper income rental housing.v To address this anticipated shortage, it is important for the Village to create rental housing stock that targets that specific age group — the Millennials. Due to the community preferences of this age group (noted previously), the most suitable location within the Village to generate rental housing stock is downtown. The Village of Mount Prospect has not added rental dwelling units to its downtown in more than 30 years. Adding more than 480 dwelling units (of which 427 are planned as rental) within downtown through the use of greater density will make living in the Village a possibility for a sector of the population that has had to look elsewhere for housing. With residential density comes supports for the local business economy. Considering the current state of Mount Prospect's downtown lacks the luxury rental dweller (which tends to have disposable income), many businesses in the downtown lament low patronage. The more than 48o planned downtown dwelling units would go a long way toward achieving the aforementioned symbiotic relationship and creating a centripetal force for the downtown. Page 113 Image, top: 20 West Development Rendering, Mount Prospect Image, bottom: Park Terrace Rowhomes under construction, Mount Prospect, 2019 The changing opinion of what constitutes desirable housing and community - thanks to shifting demographics - combined with the future housing demand projections, point to necessary density. This idea is further supported by sheer geographical location; Mount Prospect's train line, easy access to Chicago and the lack of open "greenspace" for new development also support density through redevelopment. Smart, sustainable, and thoughtful use of density will help address a true housing need, support viable business, protect and improve property values, and create a stronger sense of place. Moving forward, staff and elected officials should continue to monitor Village demographics and housing stock. Modifications to the Village's zoning code should be completed where applicable. It is recommended that staff and elected officials carefully evaluate mixed-use development projects on a basis of what is best for the community moving forward, understanding generational demand, future population projections, and differentiating between development impacts with or without basis. Image, top: 10 N. Main Rendering Image, middle: Maple Street Lofts Rendering, Buildings D and A Image, bottom: Maple Street Lofts Rowhomes Page 114 A shift in population demographics brought about by the millennial generation, now with an average age of 29, is having a significant impact on both the housing market and community development patterns. The sheer demand created by those that need housing combined with the desire to live in a community which provides convenience and housing choice are factors that should be addressed when planning for future development. The Chicago area is taking future housing planning seriously — the Homes for a Changing Region Report contains useful data on future housing needs for the suburban Chicago region and specifically, Mount Prospect. This 2013 report's future projections are starting to become evident, as surrounding communities respond with dense developments within their own downtown or key location areas (such as near highway access or major retail). It is important for Mount Prospect to understand future housing demand, assess the availability of the existing real estate and housing market, and consider the social and economic benefits of density. By not building any rental units in the Village for more than 30 years, Mount Prospect is missing out on a significant population that could support the existing commercial and office community, particularly downtown. The desirability of Mount Prospect (location, access to transit, and great amenities) continues to fuel demand for housing, specifically for the millennial age group and those making greater than $50,000 annually. This, coupled with the lack of units built in the region over the last ten years as a result of 2oo8's Great Recession, has significantly increased the demand for new multi -family rental product in the northwestern suburbs and Mount Prospect specifically. With more than 48o dwelling units planned in the downtown, of which 427 are market -rate rentals, the Village has an opportunity like never before to create a significant rental population in its downtown. Successful, well-planned housing density strengthens existing relationships between the business, office, and residential communities. It creates a unique sense of place of which residents throughout the Village would benefit. A rising tide lifts all boats; increased density and downtown rental units are a potential rising tide that the Village of Mount Prospect would be wise to capture. Page 115 A 7 r4TTo=- ' U.S. Census Bureau. (2019, January 17). Profile of General Demographic Characteristics: 2000. Retrieved from American Fact Finder: https://factfinder.census.gov/faces/tableservices/jsf/pages/ groductview.xhtml?src=bkmk ii U.S. Census Bureau. (2019, January 17). Selected Social Characteristics in the United States 2013-2017 American Community Survey 5 -Year Estimates. Retrieved from American Fact Finder: https://factfinder.census.gov/faces/tableservices/jsf/pages/prod uctview.xhtml?pid=ACS 17 5YR DP02&src=pt "' Davis, Alice and LeBlanc, Wesley. (2019, February 5) Preferences of Millennials: Implications for Chicago's Suburbs. Webinar. 'V Richard M. Haughey, (2005). Higher -Density Development: Myth and Fact. Washington, D.C.: ULI-the Urban Land Institute. V CMAP, Metropolitan Mayors Caucus (MMC), Metropolitan Planning Council (MPC). (2013, January) Homes for a Changing Region Phase 3: Implementing Balanced Housing Plans at the Local Level. Year Six: Arlington Heights, Buffalo Grove, Mount Prospect, Palatine, and Rolling Meadows. V' Michael A. Burayidi, (2018). PAS Report 590: Downtown Revitalization in Small and Midsized Cities. Chicago: American Planning Association. V" Center for Neighborhood Technology's Housing and Transportation (H+T®) Affordability Index, (2019, February 27). Retrieved from https://htaindex.cnt.org/total-driving-costs/. Viii Arthur C. Nelson and Mitch Moody, (2003). Price Effects of Apartments on Nearby Single -Family Detached Residential Homes. Blacksburg, Virginia: Virginia Tech University. 'X Kelly Conolly, (2019, January 17). Institute of Transportation Engineers (ITE) Average Daily Trip Multipliers. (M. Lawrie, nterviewer) Page 116 Maple Street Lofts PUD Zoning Map Amendment 1. Compatibility with existing uses in the general area of the Subject Property. The proposed amendment is compatible with existing uses in the general area of the Subject Property. The proposed plan is more dense on the north portion of the property (which is bordered by commercial use to the west, Metra tracks to the north, industrial use to the east) transitioning to a less dense use on the south portion of the property (which is bordered by residential use to the west, park district use to the south and office use to the east). 2. Compatibility with the zoning classification of properties within the general area of the Subject Property The proposed amendment is compatible with the zoning classification of properties in the general area of the Subject Property. 3. The suitability of the Subject Property with regards to the uses permitted under the property's existing zoning classification. The permitted uses under the existing zoning classification do not provide for the proposed development's uses. 4. Consistency with the trend of development in the general area of the Subject Property, including changes that have occurred under the existing zoning classification. The proposed amendment is consistent with the Village's efforts to redevelop the downtown. S. The compatibility of the surrounding property with the permitted uses listed in the proposed zoning classification. The surrounding property is compatible with the permitted uses listed in the proposed zoning classification. 6. The objectives of the current Comprehensive Plan for the Village and the impact of the proposed amendment on the said objectives. The proposed amendment fulfills a longstanding objective of the Village to bring vibrant redevelopment to these parcels. 7. The suitability of the property in question for permitted uses listed in the proposed zoning classification. The property is uniquely suited to the uses in the zoning classification and in the development proposal. The Subject Property is in the downtown directly across the street from the Metra platform. The size of the property allows for a development of appropriate scale to improve foot traffic for downtown businesses and offer a lifestyle community unavailable in Mount Prospect today. LEGAL DESCRIPTION LOT "A'IN CORPORATE SUBDIVISION NO. 10-A, BEING A RESUBDIVISION OF BOTH LOT A IN SOESCHES RESUBDIVISION AND LOT A'IN CORPORATE SUBDIVISION NO. 10, BEING IN THE EAST HALF OF THE NORTHWEST QUARTER OF SECTION 12, TOWNSHIP 41 NORTH, RANGE 11 EAST OF THE THIRD PRINCIPAL MERIDIAN, ACCORDING TO THE PLAT OF SAID CORPORATE SUBDIVISION NO. 10-A RECORDED JANUARY 21, 19131 AS DOCUMENT NUMBER 257553B5, IN COOK COUNTY. ILLINOIS. z STSTRUCTURE i'7 CLOSED RIM 7 .90 7. 80(NS)24 :: M E5666.70(NW)l O'RCP BOUNDARY AND TOPOGRAPHIC SURVEY CLOSEDFVALVE VAULT] GRAPHIC SCALE 3D 0 15 30 40 120 WATER VALVE RIM=671.79 IN FEET VALVE VAULT I inch = 30 ft CLOSED Qb -\� IPA, oy FOUND I' O.D.I.P. IR 0 HELD NORTHERr- - KKK e Ic 1.48' O.D.I.P. gg - --------- 9 yyW 18, H RM J: 'TRU N GRA C BENCHMARKS REFERENCE BENCHMARK: NATIONAL GEODETIC SURVEY MONUMENT #DM3899 STAINLESS STEEL ROD IN FLANGE LOCATED 1.58 MILES SOUTH OF US HIGHWAY 14 ON EAST SIDE OF NEW WILKE ROAD I STORM STRcFsLEJ a E=617.II=16'24� DATUM: NAVD 88 ELEVATION = 690.96 SITE BENCHMARKS: SITE BENCHMARK #1 SOUTHEAST BONNET BOLT 2ND FIRE HYDRANT EAST OF MAPLE STREET ON NORTH SIDE OF EAST LINCOLN STREET ELEVATION = 659.79 SITE BENCHMARK #2 SOUTHEAST BONNET BOLT 2ND FIRE HYDRANT EAST OF MAPLE STREET ON NORTH SIDE OF EAST PROSPECT STREET ELEVATION = 663.98 SITE BENCHMARK #3 Know what's below. Call before you dig. Gbb mb VALVE VAULT CLOSED RIM=666.92 DIP BONNET BOLT ON FIRE HYDRANT LOCATED ALONG THE EAST SDE OF MAPLE STREET AND MIDWAY ALONG THE VEST PROPERTY LINE. ELEVATION = 669.59 LINE LEGEND LIMITS OF LAND PER LEGAL DESCRIPTION ADJACENT LAND PARCEL LINE EASEMENT LINE CENTERLINE BUILDING SETBACK LINE SECTION LINE EXISTING CONTOURR ABBREVIATIONS I STORMSZU�C� I OPEN Mj `7 IE=2.37 EIBN�VC . O.D.I.P -OUTSIDE DIAMETER IRON PIPE TF =TOP OF FOUNDATIONFF FINISHED FLOOR FES = FLARED END SECTION VCPVITRIFIED CLAY PIPE DIP DUCTILE IRON PPE PVC POLYVINYL CHLORIDE STRUCTURE CLOSED -S)24" E=656.81(W)�O"Pvc IE=660.71(E 12"DIP RCP = REINFORCED CONCRETE PIPE MP = CORRUGATED METAL PIPE (AR)) RECORD BEARING OR DISTANCE MEASURED BEARING OR DISTANCE (C) CALCULATED BEARING OR DISTANCE D DEED BEARING OR DISTANCE A ARC LENGTH R = RADIUS CH = CHORD CB = CHORD BEARING ELS L. = BUILDING SETBACK LINE U. E. UTILITY -1TY EASEMENT D.E. DRAINAGE EASEMENT P.U.E. PUBLIC UTILITY EASEMENT P PONT OF COMMENCEMENT P�'NEPOINT OF BEGINNING p . U 6, D.E. = PUBLIC UTILITY AND DRAINAGE EASEMENT BC BACK OF CURB BDC = BACK OF DEPRESSED FL FLOW LINE C CONCRETE PPAVEMENT G GRAVEL EW = EDGE OF WALK TW = TOP OF WALL 0 0 A VALVE VAULT A z TP=B6j..(R.1M �%41[- P .1 00 1 TP TOP OF PIPE IE INVERT ELEVATION PL - PROPERTY LINE DS = DOWN SPOUT S.F. = SQUARE FEET SL = SHORE LINE TSF = TRANSFORMER B = PAVERS LEGEND • FOUND 7/8- O.D.I.P. UNLESS OTHERWISE NOTED 2.0 GAS METER (HELD LOCATION) OF GAS VALVE ■ CONCRETE MONUMENT * GAS MARKER CROSS IN CONCRETE Ob. DOWN SPOUT MANHOLE @ STORM STRUCTURE 0" BORING HOLE (3) SANITARY MANHOLE MONITORING WELL CIC' CLEANOUT CP GATE POST b SANITARY MANHOLE CLOSED RIM=664.39 IE=6544(SE-N)24' IE=.6655.1 g(W)BI I .91 SANITARY MANHOLE CLOSED Rim=6oa.99 JE B 28 S)�12 (N IE=65 28( 2'RCP OFFSET INTO STRUCTURE 17 0' Know what's below. Call before you dig. 'Al < 0 0 m S OPEN ERA R IE=663.4B(W0B"P Qb -g?K- 0' qP b 598.76'(R) N � 'z m k" mmE! 46 T" �4 I--' 41 1 DO m 'Al < 0 0 m S OPEN ERA R IE=663.4B(W0B"P Qb SANITARY MANHOLE CLOSED RIM =666.1 aa IE=655 69(N-S)l 2"R P IE=655:85(W)8-RCP IE=662.03(E)6"RCP N00'43 32"W(M) 598.38'(M) L) L) jr V) z m En < b 598.76'(R) V) 46 T" �4 -10 010 1 DO < C; in • STORM STRUCTURE OPEN GRATE RIM=653.92 NO VISIBLE PIPES 10 90 >u. 4 g lip, q W1 -- 10, A II STOR S UCTURE OPEN GRATE RIM=660.26 IE=654.92(N)12"RCP IE=657.22(NW):PVC IE=65797(NW) PVC TRASH 'FILTER :4 z X FOUND 1* O.D.I.P. HELD 66 �ba CERTIFICATION HW-DHW-W_ STATE COUNTY OF ILLINOIS TY OF KANE SS 7. a, 00 . �j THE ABOVE DESCRIBED PROPERTY WAS SURVEYED UNDER THE DIRECTION OF AN ILLINOIS PROFESSIONAL LAND SURVEYOR ON 08/10/2018. ALL > DISTANCES SHOWN ARE IN FEET AND DECIMAL PARTS THEREOF. THIS PROFESSIONAL SERVICE CONFORMS TO THE CURRENT ILLINOIS MINIMUM STANDARDS FOR A BOUNDARY SURVEY. 2 THIS PROFESSIONAL SERVICE CONFORMS TO THE CURRENT ILLINOIS MINIMUM A% STANDARDS FOR TOPOGRAPHIC SURVEYS. 2F, COMPASS SURVEYING LM PROFESSIONAL DESIGN FIRM LAND SURVEYOR CORPORATION NO. 184.002778 SANITARY MANHOLE LICENSE EXPIRES 4/30/19 CLOSED z RIM=660.20 IE=645.79(E-W)36"RCP BY. 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AO 1Wd AO No6Rg9t'6 V '1DAEDW 'IN of NOLLxxlr &HMO V 'r N LL ow SL 5107 2 -GOVVd lww'NYx34Li1 'lrsafHMd OMIML 3NL AD LSY3 i tik ' I* w 'Ll 14011036 A4 i/L 15310#LHON 3)a AD i 1,3 ,, d0. r 103dSOMd '1N OL NOLLN10r ffiM3M YT w LI DNY 01 51.07 S%IC1I,Z.cIT2I�S�Q 'I�3'13MN'1 Sam Schwartz Consulting, L.L.C. 223 W Jackson Blvd, Suite iioi Chicago, IL 6o6o6 phone: (773) 305-0800 u wai Yaw � samschwartz.com �� ���CII'"� 0 IIII'° �.�"' r s u I ta nI 1 ,orll m%ry uoill i ,nn 111111 �nui dunillill To: Sean Dorsey, Director of Public Works Kelly Conolly, P.E. From: peter Wojltkiewicz, P.E., PTOE Date: October 15, 2018 Re: Mount Prospect Downtown Transportation Study ADDENDUM #1 Sam Schwartz Consulting (Sam Schwartz) was retained by the Village of Mount Prospect to update its Downtown Transportation Study (March 2018) to reflect the proposed residential development, Maple Street Lofts, to be located along Maple Street between Prospect Avenue and Lincoln Street. The following memorandum serves as an addendum to the March report, documenting new data collection and Sam Schwartz's methodology for traffic demand forecasting and analyses for this study. Recommended improvements are documented to improve the functionality of the existing local transportation system and mitigate anticipated traffic -related impacts resulting from the proposed development. Study Area The study area for the original transportation study generally included the downtown Mount Prospect intersections on either side of the railroad tracks from IL 83 to School Street, both signalized and unsignalized locations, as well as at Mount Prospect Road. To evaluate the proposed development, the study area was expanded for this addendum to include the following additional intersections: 1. Maple Street with Lincoln Street 2. Maple Street with the commuter parking lot driveway 3. Lincoln Street with the commuter parking lot driveway 4. Prospect Avenue with (future) Elm Street 5. Lincoln Street with (future) Elm Street Existing Traffic Volumes Sam Schwartz conducted field visits to collect relevant information pertaining to the site, the surrounding street network, traffic volumes, traffic controls, lane geometry, and infrastructure at the study intersections. The Village of Mount Prospect collected new morning (7:00 to 9:00 AM) and evening (4:00 to 6:00 PM) peak period traffic counts in September 2018 to supplement previous counts collected in May 2017. The Existing Traffic volume diagrams for the weekday AM and PM peak hours are shown in Figure 1. Counts indicate the peak hour of traffic occurs 7:15 to 8:15 AM and 5:00 to 6:00 PM. It should be noted that northbound Maple Street was closed just north of Lincoln Street for Mount Prospect Downtown Transportation Study - ADDENDUM 2 October 15, 2018 construction from 7:30 to 9:00 AM during the morning counts so that all vehicles intending to enter the commuter parking lot from the west/south entered using the Lincoln Street driveway rather than the Maple Street driveway. Review of the existing peak hour traffic volumes indicates the following: • Traffic on Prospect Avenue has decreased approximately 5 to 7 percent in the morning and evening peak hours, respectively, since the previous counts were collected in 2017. This may be in part attributable to the closure of the mill shop, Parenti & Raffaelli, Ltd., on Prospect Avenue and its relocation outside of downtown. Thus, traffic generated by Parenti & Raffaelli was generally eliminated from the study area. • The existing 280 -space commuter surface parking lot generate 185 trips (mostly inbound) during the morning peak hour and 130 peak hour trips (all outbound) during the evening peak hour. Additionally, the Appendix includes the Average Daily Traffic (ADT) map available from the Illinois Department of Transportation (IDOT). Daily traffic flow on the street network through and surrounding downtown indicates the primary traffic pattern avoids Northwest Highway through downtown, choosing to use Central Road and Mount Prospect Road to bypass the downtown area, and presumably, the delays experienced crossing IL 83/railroad tracks. This is indicated by the much lower traffic volumes on the segment of Northwest Highway between Central Road and Mount Prospect Road when compared to north of Central Road and south of Mount Prospect Road. Signal and Railroad Crossing Characteristics Peak period traffic congestion through the downtown area is caused by large traffic volumes crossing the Union Pacific (UP) railroad tracks at -grade, interrupted by a high number of commuter trains during the same peak period times, as well as emergency vehicles. The only two railroad crossings in the downtown area are IL 83 and Emerson Street. The traffic delays are compounded by the condition that the IL 83 and Emerson Street railroad gates remain down while Metra passengers board and alight the train, increasing the time traffic is stopped and significantly decreasing the efficiency of the three interconnected traffic signals along IL 83 and at Emerson Street and Northwest Highway. Data pulled from the IL 83 with Northwest Highway and Prospect Avenue signal controller shows that the crossing gates are down 32 to 34 of the peak 90 -minute traffic periods. This signal and railroad crossing information is summarized in Table 1. Table 1: Mount Prospect Railroad Crossing Summary Average Daily # of Cycle Length No. of Train Min Gate Location Traffic Signal Interruptions Down N/S E/W Phases AM PM AM PM AM PM Route Route Peak Peak Peak Peak Peak Peak IL 83 @ Northwest Hwy 13,900 10,900 10 160 170 17 14 34 32 &Prospect Ave Mount Prospect Downtown Transportation Study - ADDENDUM 3 October 15, 2018 Maple Street Lofts Development Plan A residential development is proposed on Maple Street between Prospect Avenue and Lincoln Street. The site is currently occupied by a 280 -space commuter parking lot. The adjacent site was formerly home to Parenti & Raffaelli, Ltd. Mill shop, which currently sits vacant on the site. The proposed site consists of the following: • 257 residential units in two apartment buildings with a total of 306 residential parking spaces • 10,000 square feet of ground -floor retail • 66 townhomes with two parking spaces per unit • 250 public parking spaces in a three-story parking structure • On -street parking along Prospect Avenue, (future) Elm Street, and other internal streets Elm Street will be a new public street extending through the site from Prospect Avenue to Lincoln Street. A new street will also extend east from Maple Street. Access to the uses on the site will be provided via these new streets and a series of driveways on Lincoln Street that directly serve the rear -loaded townhomes. As part of the development plan, the Village is planning to relocate 100 commuter parking permits from the Maple Street facility to the Village Hall parking garage in an effort to balance the additional traffic generated by the residential units. Commuters residing north of the tracks will be directed to the Village Hall parking garage to reduce traffic across the tracks during peak periods. This initiative will also remove trips coming to and leaving from the Maple Street Lofts site during peak hours. The remaining approximately 180 commuter parking spaces will be reserved in the new public parking garage on the site. The other parking spaces will be available to the public, including customers of the retail component of the site, as well as other existing businesses and events. Trip Generation The estimate of traffic to be generated in the future condition is based upon proposed land use type and size. The Institute of Transportation Engineer's (ITE) Trip Generation, 10th Edition was used to identify traffic generated by the Maple Street Lofts development concept. Table 2 summarizes the peak hour trip generation estimates, as well as the applicable Land Use Code reference. The data for the residential units, the apartments in particular, indicate they will be transit -oriented dwellings with a lower vehicular traffic demand than traditional suburban units. Many of the trips expected to be generated by the site in the morning and evening peaks will be person -trips oriented to and from the Metra station. The table also summarizes the commuter parking trips that are currently entering and exiting the surface lot on the site and the portion that will no longer be using the Maple Street facility as they are relocated to the Village Hall parking garage. Note that the total trips never equal the number of parking spaces because the table shows the peak one-hour period and the trips are disbursed across a two to three-hour window, not all arriving or departing in the same hour. Mount Prospect Downtown Transportation Study - ADDENDUM October 15, 2018 Table 2: Vehicular Trip Generation 5! New Trip Assignment The directional distribution of site -generated traffic is a function of several variables, including existing travel patterns, characteristics of the area street network, and characteristics of the surrounding neighborhoods. The resulting percentages are a best estimate using engineering judgment, familiarity with the area, and logical travel paths to likely origins and destinations for site users. The new residential/retail trips were assigned to the street network according to the directional distribution and are shown in Figure 2. The existing commuter trips captured in the traffic counts were assumed to remain on the street network to present a conservative worst-case scenario. However, 40 to 45 trips during the peak hour will actually be reassigned to the Village Hall parking garage and no longer enter or exit the site. The development -generated traffic was added to the existing traffic volumes to develop near- term future traffic conditions. The resulting Future Traffic volumes are shown in Figure 3. Capacity Analysis The operational effectiveness of transportation facilities is measured in terms of Level of Service (LOS). LOS ranges from LOS A to LOS F, with LOS A being the best level of operation for an intersection and LOS F being the worst. LOS A represents free-flow conditions where motorists experience a high level of comfort and convenience. LOS E represents saturated or at -capacity conditions, and LOS F represents oversaturated conditions. LOS at a signalized intersection is defined in terms of average control delay (measured in seconds per vehicle), which is the portion of total delay experience by a motorist that is attributable to the traffic signal. LOS A describes operations with minimal delays (up to 10 seconds per vehicle), while LOS F describes operations with delays in excess of 80 seconds per vehicle. At intersections with long cycle lengths, the quantity of red time that is allocated to an approach or movement may near or exceed that 80 -second threshold, increasing the likelihood of poor LOS. The LOS criteria for signalized intersections, as defined in the Highway Capacity Manual, Sixth Edition (HCM), are provided in Table 3. Weekday AM Weekday PM Land Use /Size Peak Hour Peak Hour In Out Total In Out Total Maple Street Lofts Mid -Rise Residential with Ground -floor Retail — 257 units + 10,000 SF 20 55 75 65 30 95 Low -Rise Multifamily Housing 5 25 30 25 15 40 (Townhouse) — 66 DU (LUC 221) New Residential/Retail Trips 25 80 105 90 45 135 Commuter Parking Existing 280 spaces 170 15 185 0 130 130 Relocation of 100 permits -40 0 -40 0 -45 -45 Commuter Parking Trips 130 15 145 0 85 85 New Trip Assignment The directional distribution of site -generated traffic is a function of several variables, including existing travel patterns, characteristics of the area street network, and characteristics of the surrounding neighborhoods. The resulting percentages are a best estimate using engineering judgment, familiarity with the area, and logical travel paths to likely origins and destinations for site users. The new residential/retail trips were assigned to the street network according to the directional distribution and are shown in Figure 2. The existing commuter trips captured in the traffic counts were assumed to remain on the street network to present a conservative worst-case scenario. However, 40 to 45 trips during the peak hour will actually be reassigned to the Village Hall parking garage and no longer enter or exit the site. The development -generated traffic was added to the existing traffic volumes to develop near- term future traffic conditions. The resulting Future Traffic volumes are shown in Figure 3. Capacity Analysis The operational effectiveness of transportation facilities is measured in terms of Level of Service (LOS). LOS ranges from LOS A to LOS F, with LOS A being the best level of operation for an intersection and LOS F being the worst. LOS A represents free-flow conditions where motorists experience a high level of comfort and convenience. LOS E represents saturated or at -capacity conditions, and LOS F represents oversaturated conditions. LOS at a signalized intersection is defined in terms of average control delay (measured in seconds per vehicle), which is the portion of total delay experience by a motorist that is attributable to the traffic signal. LOS A describes operations with minimal delays (up to 10 seconds per vehicle), while LOS F describes operations with delays in excess of 80 seconds per vehicle. At intersections with long cycle lengths, the quantity of red time that is allocated to an approach or movement may near or exceed that 80 -second threshold, increasing the likelihood of poor LOS. The LOS criteria for signalized intersections, as defined in the Highway Capacity Manual, Sixth Edition (HCM), are provided in Table 3. Mount Prospect Downtown Transportation Study - ADDENDUM October 15, 2018 Table 3: LOS Criteria for Signalized Intersections Level of Service (LOS) I Average Delay A <_ 10.0 seconds B > 10.0 and <_ 20.0 seconds C > 20.0 and <_ 35.0 seconds D > 35.0 and <_ 55.0 seconds E > 55.0 and <_ 80.0 seconds F > 80.0 seconds Transportation Research Board. Highway Capacity Manual, 2010. 5 For unsignalized intersections, total delay is defined as the total elapsed time from the moment a vehicle stops at the back of the queue until the vehicle departs from the stop bar on the stop -sign controlled approach. This includes the time required for the vehicle to travel from the last -in -queue to the first -in -queue position. The LOS thresholds for unsignalized intersections, which differ from those for signalized intersections, are summarized in Table 4. Table 4: LOS Criteria for Unsignalized Intersections Level of Service (LOS) I Average Delay A <_ 10.0 seconds B > 10.0 and <_ 15.0 seconds C > 15.0 and <_ 25.0 seconds D > 25.0 and <_ 35.0 seconds E > 35.0 and <_ 50.0 seconds F > 50.0 seconds Transportation Research Board. Highway Capacity Manual, 2010. Synchro 9 traffic analysis software was used to analyze the study intersections for the weekday peak hours under both existing traffic conditions and projected future traffic conditions with the addition of site -generated traffic. The capacity analysis results from Synchro provide average vehicle delays and LOS for each study intersection. SimTraffic, the traffic simulation module of the Synchro software package, was also used to develop traffic simulations for the existing and future scenarios to further inform traffic operations and to assist in determining the effectiveness of the existing roadway system. Traffic signal timings for the signalized intersections were obtained from IDOT's system and verified in the field. Summaries of the capacity analysis results under existing and future projected conditions are presented in Table 5. Mount Prospect Downtown Transportation Study - ADDENDUM October 15, 2018 Table 5: Intersection Level of Service Comparison Existing Future AM Peak PM Peak AM Peak PM Peak Intersection/Lane Notes Hour Hour Hour Hour IL 83 at Northwest Hwy (s) Eastbound L B B B B Eastbound TR C C C C Westbound L C D D D Westbound TR D D D D Northbound L A A A A Northbound TR A A A A Southbound L F E F E Southbound TR D D D D Overall Intersection C C C C IL 83 at Prospect Ave (s) Eastbound L F F F F Eastbound TR D D D D Westbound L E E E E Westbound T E E E E Westbound R E E E E Northbound L E E E E Northbound TR E E E E Southbound L C C C C Southbound TR A A A A Overall Intersection D D D D Emerson St at Northwest Hwy (s) Eastbound L A A A A Eastbound TR A A A A Westbound L A A A A Westbound T/R A A A A Northbound L C C C C Northbound TR C C C C Southbound L C C C C Southbound TR C C C C Overall Intersection B B B B Emerson St at Prospect Avenue Eastbound UT C C C C Eastbound R C C C C Westbound LT B B B C Westbound R B B B C Northbound A A A A Southbound A A A A Minor Approach C C C C Maple St at Northwest Hwy Eastbound A A A A Westbound A A A A Northbound LTR B C C C Southbound LTR C C C C Southbound Approach/Overall C C C C Maple St at Prospect Ave Westbound A A A A Northbound Approach B B B B Maple Street at Lincoln Street Maintain AWSC Eastbound A A A A Westbound A A A A Northbound A A A A Southbound A A A A Overall Intersection A A A A Mount Prospect Downtown Transportation Study - ADDENDUM October 15, 2018 Table 5: Intersection Level of Service Comparison (Coni.) 7 (s) Signalized intersection. (AWSC) All -way Stop Control intersection. (TWSC) Two-way Stop Control intersection. Existing Traffic Operations All unsignalized intersections operate at LOS C or better. There are several movements and lane groups under traffic signal control that currently operate below LOS D during the peak hours. Signalized traffic movements or lane groups that currently operate at LOS E or LOS F include the following: IL 83 and Northwest Hi, hwa_. • The southbound left -turn movement operates at LOS F during the AM peak hour and LOS E during the PM peak hour as it is under protected -only phasing. IL 83 and Prospect Avenue • The eastbound left -turn movement operates at LOS F during the AM and PM peak hour. • All westbound movements operate at LOS E during the AM and PM peak hour. • All northbound movements operate at LOS E during the AM and PM peak hour. Mount Prospect Road and Northwest Highway • The eastbound through movements operates at LOS F during the AM and PM peak hour. Existing Future Intersection/Lane AM Peak PM Peak AM Peak PM Peak Notes Hour Hour Hour Hour Elm Street at Prospect Ave . TWSC Westbound L n/a n/a A A Northbound Approach A A Elm Street at Lincoln Ave • TWSC Eastbound L n/a n/a A A Southbound Approach A A School St at Northwest Hwy Eastbound L A A A A Southbound Approach B C B C School St at Prospect Ave Westbound L A A A A Northbound Approach A A A A Mount Prospect Rd at Northwest Hwy (s) Future condition Eastbound L D D D D shown with Eastbound TR F F F F improvements Westbound L E F E F planned by IDOT Westbound TR E E E E Northbound L A B A A Northbound TR A A A A Southbound L E E E E Southbound TR E E E E Overall Intersection D D D D Mount Prospect Rd at Prospect Ave (s) Future condition Eastbound L F F F F shown with Eastbound R C C C C improvements Northbound T D D D D planned by IDOT Northbound L E E E E . Village should Southbound TR A A A A study eastbound Overall Intersection D D D D dual left -turn lanes (s) Signalized intersection. (AWSC) All -way Stop Control intersection. (TWSC) Two-way Stop Control intersection. Existing Traffic Operations All unsignalized intersections operate at LOS C or better. There are several movements and lane groups under traffic signal control that currently operate below LOS D during the peak hours. Signalized traffic movements or lane groups that currently operate at LOS E or LOS F include the following: IL 83 and Northwest Hi, hwa_. • The southbound left -turn movement operates at LOS F during the AM peak hour and LOS E during the PM peak hour as it is under protected -only phasing. IL 83 and Prospect Avenue • The eastbound left -turn movement operates at LOS F during the AM and PM peak hour. • All westbound movements operate at LOS E during the AM and PM peak hour. • All northbound movements operate at LOS E during the AM and PM peak hour. Mount Prospect Road and Northwest Highway • The eastbound through movements operates at LOS F during the AM and PM peak hour. Mount Prospect Downtown Transportation Study - ADDENDUM 8 October 15, 2018 • The westbound left -turn movements operate at LOS E during the AM peak hour and LOS F during the PM peak hour. • The westbound through movements operate at LOS E during the AM and PM peak hours. • All southbound movements operate at LOS E during the AM and PM peak hour. Mount ProSDect Road and ProSDect Avenue • The eastbound left -turn movement operates at LOS F during the AM and PM peak hour. • The northbound left -turn movements operate at LOS E during the AM and PM peak hours. • Long queues were noted on eastbound Prospect Avenue at Mount Prospect Road. Synchro analysis shows the 95th percentile for the eastbound left queue to be approximately 275 feet during the AM Peak which is longer than the 150 feet of storage currently provided. Projected Future Traffic Operations The capacity analysis results show that almost all approaches and lane groups would operate at the same LOS as existing conditions and none would change beyond LOS D that are not already under LOS D, showing the increase in traffic is limited in its impact to LOS street operations. Alternatives Evaluation The overall purpose of the Downtown Transportation Study is to improve transportation conditions in the downtown. Through an alternatives evaluation, numerous improvement scenarios have been evaluated in the last several years. As detailed in the March report, however, traffic operations and the railroad signal system in the downtown area are complicated and highly interconnected, making a silver bullet solution difficult. Instead, the evaluation indicates several incremental improvements will overall result in marked operational improvements. Below is a brief summary of the alternatives studied and the outcome of those evaluations: Feasibility of At -Grade Crossing All railroads, including the Union Pacific Railroad (UPRR), are generally opposed to any new at - grade crossings due to safety and maintenance issues. In the case of Mount Prospect, the UPRR has stated that for a new at -grade crossing, they would like to see three existing crossings closed. The Illinois Commerce Commission (ICC) is the final authority for the authorization of any at - grade crossing in the state, and the UPRR will have significant input with the ICC for a crossing on their line. The ICC also would prefer to close crossings rather than open new crossings and even has a Crossing Closure Incentive Program to provide incentives for communities to close at -grade crossings. Considering these policies and that the crossing would require approval or permitting from ICC, UPRR, IDOT, and Metra, permitting a new at -grade crossing would need significant political support to be approved by those agencies. Physically, the analysis of a third at -grade crossing at Maple Street shows it is feasible with right-of-way acquisition, roadway and sidewalk realignment, and modifications (loss of parking) to the existing Metra parking lot. It also improves traffic operations and delay for through and turning movements at the IL 83 signalized intersections. The cost analysis projected a cost of approximately $5 million. Feasibility of Underpass The Downtown Transportation Study evaluated an underpass at School Street but determined substantial impact to resident and business access along Northwest Highway, Prospect Avenue, Mount Prospect Downtown Transportation Study - ADDENDUM 9 October 15, 2018 and School Street due to clearance needed under the tracks and maximum allowed slopes. In addition, a grade -separated crossing also requires approval from ICC, UPRR, and IDOT and UPRR policy for adding a grade -separated crossing is to attempt to eliminate one at -grade crossing. A detailed cost analysis has not been completed for this alternative but would be expected at $20 million or more. Closure of Prospect Avenue Long traffic signal cycle lengths at two of three signalized intersections along Northwest Highway and IL 83 are required because the current signal sequences require safety clear -out phases. Those long cycles cause all movements to experience lengthier delays than if the cycle length were shorter. In 2016, Sam Schwartz studied the elimination of several signalized phases at IL 83 and Prospect Avenue which would significantly improve the downtown traffic signal system but would require that Prospect Avenue be closed with cul-de-sacs at its current intersection with IL 83. The shorter cycle lengths would improve LOS at the IL 83/Northwest Highway intersection, as well as other intersections on the closed loop system. However, this alternative was not received well by key stakeholders and the public. Traffic Management Center Sam Schwartz previously looked at cost estimates for the Village to construct a Traffic Management Center (TMC), similar to Lake County's PASSAGE system, that would provide advanced real-time management of signalized intersections on certain systems in the Village. Our basic analysis in 2016 estimated a cost for a TMC that could easily exceed $1.5 million to convert several closed systems and cost approximately $150,000 annually in staffing and maintenance. Move Train Station/Platforms The Metra station in Downtown Mount Prospect is a key component in attracting residents and businesses to the area. However, the current location of the station and loading platform parallel to Northwest Highway between IL 83 and Maple Street causes traffic operational problems. The Downtown Transportation Study evaluated relocation options that would allow trains to be parked in the station and a clear zone set between the front of the engine and the IL 83 and/or Emerson crossings, potentially allowing the gates to reopen while the train is loading. Platform relocation either eastward or westward would require moving the train station depot to a point near the center of the relocated platform. To provide the same width between the railroad tracks and Northwest Highway that exists at the current depot location, significant land acquisition and the realignment of Northwest Highway would be required. Sam Schwartz estimates that either an eastbound or westward relocation would require a minimum land acquisition of 1.0 acre and a cost of $12-14 million. It would also move the Metra station from the heart of downtown. Move Inbound Trains In discussions between the Village, UPRR, and Metra, Metra is open to instructing eastbound train engineers to hit a certain pre -determined mark with the last engine to maintain the required clear zone that allows the railroad gates at the IL 83 crossing to return to the upright position once the train passes through the IL 83 crossing. This operational change may decrease the time gates are closed up to 11 minutes during the peak 90 -minute morning rush period and 4 minutes during the peak 90 -minute evening rush. Moving the inbound trains may require that the south platform Mount Prospect Downtown Transportation Study - ADDENDUM 10 October 15, 2018 be extended eastward approximately 250 feet. The cost analysis projected a cost of approximately $900,000. Relocation of Fire Station out of Downtown The Village is currently in the process of relocating its Police and Fire Department from its downtown Station 13 location on Northwest Highway. According to the department's information, there are approximately 4,500 emergency responses per year out of that station. Considering that two units typically respond to each call, there are at least 2,000 traffic interruptions per year caused by the pre-emptions. Observations and signal controller information indicate there is, on average, one call during both the morning and evening peak hours, which impacts traffic for approximately two minutes on each occurrence and is typically compounding or lengthening an already occurring traffic interruption. Relocation of the station so that emergency vehicles may avoid IL 83/Northwest Highway congestion would allow normal coordination plans to run for approximately 10 more minutes at programmed offsets by eliminating the transition period. The following Table 6 was compiled to illustrate the estimated incremental improvements that both moving inbound trains and relocating the fire station will have on the peak 90 -minute periods of traffic. Table 6: IL 83/Emerson Railroad Crossing Summary Morning (7:00-8:30) Evening (4:30-6:00) Train EmergencyI Train Emergency Vehicle Vehicle Total (Projected Condition) 17 23 0 0 1 14 26 0 0 Pedestrian Push -Button Signals The current traffic signals at IL 83/Northwest Highway/Prospect Avenue and Emerson Street/Northwest Highway have one pedestrian push button on each corner. When pressed, the button calls for both crossings from the corner to be activated. This causes a false call in the unused direction which can create unnecessary green time for minor approaches and corresponding delays for major approaches. Morning pedestrian calls account for 22 seconds of delay per signal cycle (160 seconds total) and afternoon calls account for 16 seconds of delay cn Cn o cn C: Cn C o 0 0 'v, o o Q_CIO 70 E i .� .� 0 E o CD += --' U) 0 E �O o = n o CZ - 0 E o O Z (o V 0- O Z W0- O o Z 0 a_ O }, . Z W� Existing Condition 17 34 1 10 14 32 1 10 Improvements Relocation of Fire Station -1 -10 -1 -10 Move inbound trains -11 -4 Total (Projected Condition) 17 23 0 0 1 14 26 0 0 Pedestrian Push -Button Signals The current traffic signals at IL 83/Northwest Highway/Prospect Avenue and Emerson Street/Northwest Highway have one pedestrian push button on each corner. When pressed, the button calls for both crossings from the corner to be activated. This causes a false call in the unused direction which can create unnecessary green time for minor approaches and corresponding delays for major approaches. Morning pedestrian calls account for 22 seconds of delay per signal cycle (160 seconds total) and afternoon calls account for 16 seconds of delay Mount Prospect Downtown Transportation Study - ADDENDUM 11 October 15, 2018 per cycle (170 seconds total). By adding several push buttons and posts to these signalized intersections, pedestrians will be able to choose the crosswalk they intend to use, reducing the false calls and giving back green time to the highest traffic demand. The required process would be to submit plans and specifications to IDOT permits for approval and meetings with IDOT have indicated they are supportive of the improvement. IDOT Traffic Operations Department would handle coordination with ICC before IDOT ultimately issues the permit for construction. This is seen as a low-cost (approximately $65,000) improvement that would benefit traffic operations during 25 to 30 percent of the peak hour (five to six cycle lengths). Mount Prospect Road and Prospect Avenue This intersection is slated to be improved by IDOT and the signal timing may be adjusted by IDOT or one of their timing consultants after construction in the next five years. No street widening/capacity improvements are planned at this time. Field observations noted long queues eastbound on Prospect Avenue at Mount Prospect Road. The traffic volume distribution estimates approximately 10-20 vehicles will be added to the eastbound movements in the peak hours at that intersection under future conditions. Synchro analysis estimates this could lengthen the queue approximately 20-35 feet or one to two vehicles during the peaks. To accommodate the queues, Sam Schwartz evaluated the operational improvements of adding dual eastbound left -turn lanes on Prospect Avenue at the signal and the analysis shows the capacity improvement would reduce average delay by approximately 20 seconds and reduce eastbound queues by approximately 100 feet. The addition of dual lefts would require that Mount Prospect Road be widened (to approximately 35 feet) across the railroad tracks to accept the turning vehicles. Widening across the tracks is an expensive improvement considering a proposed crossing improvement would need to proceed through an ICC and IDOT approval process and involve train signal pre-emption equipment coordination. However, in the past, both IDOT and ICC have authorized geometric capacity improvements for existing railroad crossings. Signalization at Prospect Avenue/Emerson Street As part of the analysis, Sam Schwartz modeled the intersection of Emerson Street and Prospect Avenue under traffic signal control to test the operations compared to three-way stop sign control. The advantage of signalization is that the track clearance phasing will guarantee passage for both northbound traffic crossing the tracks through Northwest Highway and southbound traffic crossing the tracks through Prospect Avenue. The disadvantage, however, is that signalization will not significantly improve intersection LOS operations and it will degrade LOS at the Emerson Street and Northwest Highway intersection as more time will be required to be dedicated to clearance track phases, thus increasing the cycle lengths, for example from 85 seconds to 170 seconds in the PM period to match IL 83. The Emerson/Northwest Highway cycle length currently runs at half the length of the IL 83 signal cycles which has significantly reduced delays and queuing at the intersection. Move Permit Parking As part of the development plan, the Village is planning to relocate 100 commuter parking permits from the Maple Street facility to the Village Hall parking garage in an effort to reduce traffic demand in the immediate site area and balance the additional traffic generated by the residential units. The Village will target permit holders that live north of Northwest Highway to relocate to the Mount Prospect Downtown Transportation Study - ADDENDUM October 15, 2018 12 Village Hall parking garage where there is excess capacity and no need to cross the UP railroad tracks. This will reduce traffic crossing the tracks by 40 to 45 vehicles during the peak hour which will result in lower delays and shorter queues, particularly on IL 83 and Emerson Street. It also has the potential to offset over 30 percent of the traffic generated by the development, as summarized in Table 7. Table 7: Net New Trips to/from Site Land Use /Size Weekday AM Peak Hour Weekday PM Peak Hour In Out Total In Out Total New Residential/Retail Trips 25 80 105 90 45 135 Relocation of 100 permits -40 0 -40 0 -45 -45 Net Vehicular Trips -15 80 95 90 0 90 Recommendations The evaluation indicates several incremental improvements will overall result in marked operational improvements. Sam Schwartz offers the following recommendations as incremental, near-term projects to improve traffic operations in the downtown area that have a high cost -benefit ratio (or are already planned). • The Village should continue to work with Metra to instruct engineers on eastbound (inbound) trains to hit a certain pre -determined mark with the last engine to maintain a clear zone that would allow the railroad gates at the IL 83 crossing to return to the upright position while the train is loading in the station but has passed through the IL 83 crossing. This operational change will reduce the duration gates are in the down position by 11 minutes in the peak morning period and 4 minutes in the peak evening period. Metra may require that the south platform be ultimately extended approximately 250 feet east. • Pedestrian posts and pushbuttons should be installed at the intersections of IL 83 with Northwest Highway and Prospect Avenue and the intersection of Northwest Highway with Emerson Street to improve the operational efficiency by eliminating unused green time caused by false pedestrian calls. This would benefit traffic operations during 25 to 30 percent of the peak hour (5-6 cycle lengths), and could reduce delay caused by unused vehicle green time up to 22 seconds per cycle length. • Relocation of the police and fire station will minimize pre-emption calls through the critical cluster of signalized intersections, particularly during the peak 90 -minute morning and evening rush periods, reducing signal offset transitions by approximately 10 minutes. • Neighborhood traffic control surrounding the Maple Street Lofts site should be provided as follows: o The intersection of Maple Street with Lincoln Street should remain under all -way stop sign control. Mount Prospect Downtown Transportation Study - ADDENDUM October 15, 2018 13 o The Elm Street (future) approaches at both Prospect Avenue and Lincoln Street should be under stop sign control, with Prospect Avenue and Lincoln Street remaining free flow (two-way stop controlled). o The new east -west street that will intersect Maple Street should also be under stop sign control with Maple Street remaining free flow. • As part of the development plan, the Village should relocate 100 permit parkers from the Maple Street facility to the Village Hall parking lot. In order for this to benefit traffic operations and eliminate trips crossing the railroad tracks, the relocated parkers will need to reside north of the railroad tracks. This relocation can offset over 30 percent of the peak hour development -generated traffic to and from the site. • As more pedestrian activity will occur at the intersection of Prospect Avenue and Maple Street with the development of the site, staff should evaluate pedestrian crossing placement and signage at the intersection in coordination with site plan development. • Staff should continue to monitor traffic volumes and speeds on surrounding neighborhood streets in the future and consider traffic calming measures as warranted as part of the Village's traffic calming program. Additionally, the following longer-term alternatives have merit and should continue to be evaluated by the Village: • In the long-term, the Village should pursue discussions with legislative representatives, the UPRR, and the Illinois Commerce Commission to determine if there is flexibility in the UPRR policy that requires three existing at -grade crossings be eliminated for one new at - grade crossing to be considered. • The Village should further study the intersection of Prospect Avenue with Mount Prospect Road to determine the costs and implications of widening Mount Prospect Road over the railroad tracks to accept dual eastbound left -turn lanes from Prospect Avenue. 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