TIA May 2003Yelm Subdivision
Yelm, WA
Transportation Impact Study
May 12, 2003
Prepared for:
DND Associates, LLC
PO Box 310
Gig Harbor, Washington 98335
Prepared by:
Transportation Engineering Northwest, LLC
Transportation Engineering/Operations • Impact Studies • Design Services • Transportation Planning • Forecasting
Seattle Office: PO Box 65254 • Seattle, WA 98155 • Office/Fax (206) 361-7333 • Toll Free (888) 220-7333
Eastside Office: 16625 Redmond Way, Suite M, PMB #323 • Redmond, WA 98052 • Office (425) 485-4663 • Fax (425) 398-5779
Yelm Subdivision
Yelm, WA Transportation Impact Study
Table of Contents
INTRODUCTION .....................................................................................................................................1
Project Description .............................................................................................................................1
EXISTING CONDITIONS ........................................................................................................................4
Roadway Conditions ..........................................................................................................................4
Intersection Traffic Control .................................................................................................................4
Existing Traffic Volumes ....................................................................................................................5
Intersection Level of Service ..............................................................................................................5
Public Transportation Services .......................................................................................................... 8
Nonmotorized Transportation ............................................................................................................8
Planned Roadway Improvements ......................................................................................................8
TRANSPORTATION IMPACT ANALYSIS .............................................................................................8
Non-Project Traffic Forecasts ............................................................................................................ 9
Project Trip Generation ......................................................................................................................9
Trip Distribution and Assignment .......................................................................................................9
Traffic Volume Impacts ....................................................................................................................11
Future Levels of Service ..................................................................................................................11
Site Access, Safety, and Circulation Issues .....................................................................................13
Public Transportation Impacts .........................................................................................................13
Nonmotorized Impacts .....................................................................................................................13
PROJECT MITIGATION MEASURES ..................................................................................................16
List of Figures
Figure 1: Project Site Vicinity ..................................................................................................................2
Figure 2: Conceptual Project Site Plan ...................................................................................................3
Figure 3: 2003 Existing P.M. Peak Hour Traffic ......................................................................................6
Figure 4: Project Trip Distribution .........................................................................................................10
Figure 5: 2008 Daily Traffic Volume Impacts ........................................................................................12
Figure 6: P.M. Peak Hour Project Generated Traffic Volumes .............................................................14
Figure 7: P.M. Peak Hour Traffic Volume Impacts ...............................................................................15
List of Tables
Table 1: Level of Service Criteria for Signalized and Unsignalized Intersections ...................................7
Table 2: Estimated 2003 P.M. Peak Intersection Levels of Service .......................................................7
Table 3: 2008 Intersection Level of Service Impacts ............................................................................11
~~ Transportation Engineering North~/est, LLC May 12, 2003
Page i
Yelm Subdivision
Yelm, WA Transportation Impact Study
INTRODUCTION
This report summarizes traffic impacts associated with the Yelm Subdivision, a proposed 205-
unit single-family residential development in Yelm, WA. The study area and site vicinity are
shown in Figure 1. For the purpose of this analysis, the year 2008 was selected as the build-out
year for full completion of the project. Vehicular site access would be provided via two separate
access roadways, one onto Killion Road and the other onto Cullens Street. A conceptual site
plan has been developed for the project and is shown in Figure 2.
This study addresses the following traffic impacts associated with the proposed action:
- Assessment of existing conditions through field reconnaissance.
- Estimation of weekday vehicular and p.m. peak hour trips generated by the proposed
action.
- .Assignment of daily and p.m. peak hour project trips onto the existing roadway network.
- Analysis of daily traffic volume impacts.
- Evaluation of level of service (LOS) impacts at the following study intersections:
1. Cullens Street at Coates Koad
2. Edwards Street/Crystal Spring Koad at Coates Koad
3. SK 5101 Yelm Avenue at Killion Koad
4. SK S 10/ Yelm Avenue at Cullens Street
5. SK 510/Yelm Avenue at SK 507/ 1 J` Street
- Site access, safety, and circulation issues;
- Public transportation and nonmotorized impacts;
- Identification of mitigation measures to maintain acceptable levels of mobility and safety
based upon the City of Yelm and the Washington State Department of Transportation
(WSDO'I~ standards and guidelines.
Project Description
The proposed residential development known as the Yelm Subdivision would consist of up to 205
single-family dwelling units in Yelm, WA. Vehicular site access would be provided onto two
public roadways; Killion Road and Cullens Street. As part of the project, Killion Road and
Cullens Street would be upgraded to provide full curbs, gutters and sidewalks on all property
frontages of the development site.
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Yelm Subdivision
Yelm, WA Transportation Impact Study
EXISTING CONDITIONS
This section describes existing transportation system conditions in the study area. It includes an
inventory of existing roadway conditions, traffic volumes, intersection levels of service, and
planned roadway improvements.
Roadway Conditions
The following paragraphs describe existing arterial roadways and intersections that would be
used for site access. Roadway characteristics are described in terms of number of lanes, posted
speed limits and shoulder types and widths.
SR 510/Yelm Avenue is a two-lane roadway providing east-west access within the City of
Yelm. It is classified by WSDOT as a rural minor arterial. The roadway consists of 11- to 12-
foot travel lanes and 4-foot paved shoulders. Curbs, gutters and sidewalks are located along
various parts of the roadway. The speed limit ranges from 25 mph east to 35 mph west of
Cullens Street.
Killion Road is a two-lane, north-south roadway providing access to the subject property along
its western boundary. The total pavement width is approximately 19 feet. The speed limit is
posted at 25 mph.
Cullens Street is a two-lane, north-south roadway providing access to property area along its
eastern boundary. The total pavement width is approximately 19 feet with 4-foot grass
shoulders. The posted speed limit is 25 mph.
Coates Road is a two-lane, unchannelized east-west roadway. The pavement width ranges
between 19 feet and 32 feet. The speed limit is posted at 25 mph.
Edwards Street/Crystal Springs Road is two-lane, north-south roadway with approximate 11-
foot travel lanes. North of Coates Road, the roadway consists of 8-foot gravel shoulders on the
east side and 4-foot gravel shoulders on the west side. South of Coates Road, curbs, gutters and
sidewalks are provided. The posted speed limit is 25 mph.
SR 507 is a two-lane roadway with 11-foot travel lanes, curbs, gutters, sidewalks, and 4- to 6-
foot paved shoulders along various parts of the street. WSDOT classifies this roadway as a rural
minor arterial. The speed limit in the vicinity of SR 510 and the general business district of
Yelm is 25 mph.
Intersection Traffic Control
The following paragraphs describe traffic control at each of the 5 intersections evaluated as part
of this study.
Cullens Street at Coates Road
This two-way stop controlled intersection consists of stop signs on the minor legs of Coates
Road. All legs of the intersection consist of single lane approaches.
~~ May 12, 2003
Transportation Engineering Northwest, i.~C Page 4
Yelm Subdivision
Yelm, WA Transportation Impact Study
Edwards Street/Crystal Springs Road at Coates Road
This two-way stop controlled T-intersection consists of a stop sign on the minor leg of Coates
Road. All legs of the intersection consist of single lane approaches.
SR S10/Yelm Avenue at Killion Road
This two-way stop controlled T-intersection consists of a stop sign on the minor leg of Killion
Road. All legs of the intersection consist of single lane approaches.
SR SIO/Yelm Avenue dt Cullens Street
This two-way stop controlled intersection consists of stop signs on the minor leg of Cullens
Street. All legs of the intersection consist of single lane approaches.
SR SIO/Yelm Avenue at SR 507/151 Street
This intersection is controlled by afully-actuated traffic signal. Left-turn only lanes are provided
at all legs of the intersection, and all left-turns are provided with protected signal phases.
Eastbound and westbound right-turn only lanes are also provided. A separate phase occurs for
eastbound/westbound and northbound/southbound movements.
Existing Traffic Volumes
Average weekday daily traffic volumes (AWDT) represent the number of vehicles traveling a
roadway segment over a 24-hour period on an average weekday. Peak hour traffic volumes
typically represent the highest hourly volume of vehicles of the average day passing through an
intersection during the 4-6 p.m. peak period. Therefore, p.m. peak period volumes were used to
evaluate traffic impacts that would occur as a result of the development. Figure 3 shows
existing .year daily and p.m. peak hour volumes in the project site vicinity. WSDOT provided
historical daily traffic counts. Tra~c Count conducted p.m. peak hour turning movements counts
at all 5 intersections analyzed in April/May 2003.
ADT volumes not counted in 2003 were factored by 2 percent per year to estimate existing daily
traffic volumes based upon historical growth rates in the study area.
Intersection Level of Service
Level of service (LOS) serves as an indicator of the quality of traffic flow at an intersection or
road segment. The LOS grading ranges from A to F, such that LOS A is assigned when minimal
delays are present and low volumes axe experienced. LOS F indicates long delays and/or forced
flow. Table 1 summarizes the delay range for each level of service at both signalized and
unsignalized intersections. The methods used to calculate the levels of service are described in
the updated 2000 Highway Capacity Manual (Special Report 209, Transportation Research Board).
Level of service for .signalized intersections is defined in terms of control delay, which is a
measure of driver discomfort, frustration, and increased travel time. The delay experienced by a
motorist is made of up a number of factors that relate to traffic control, geometries, traffic
demand, and incidents. Total control delay is the difference between the travel time actually
experienced and the refe~znce travel time that would result during base conditions (i.e., the absence
of traffic control, geometric delay, any incidents, or as a result other vehicles).
~~ Transportation Engineering Northwest, LLC May 12,Fa~5
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~J Transportation Engineering North~/est, LLC May 12, 2003
Page 6
Yelm Subdivision
Yelm, WA Transportation Impact Study
LOS F at signalized intersections is often considered unacceptable to most drivers, but does not
automatically imply that the intersection is over capacity. Jammed conditions could occur on
one or all approaches, with periods of long delays and drivers waiting for multiple signal cycles
to progress through the intersection.
For unsignalized intersections, a level of service and estimate of average control delay is
determined for each minor or controlled movement based upon a sequential analysis of gaps in
the major traffic streams and conflicting traffic movements. In addition, given that unsignalized
intersections create different driver expectations and congestion levels than signalized
intersections, their delay criteria axe lower. Control delay at unsignalized intersections include
deceleration delay, queue move-up time, stopped delay in waiting for an adequate gap in flows
through the intersection, and final acceleration delay. The City of Yelm's level of service
standard is LOS D.
Table 1: Level of Service Criteria for Signalized and lJnsignalized Intersections
Level of Service Signalized Intersection
Delay Range (sec) llnsignalized Intersection
Delay Range (sec)
A < 10 < 10
B > lOto<_20 > lOtos 15
C > 20 to<_35 > 15 to<_25
D > 35tos55 > 25 to<_35
E > 55tos80 > 35 to<_50
F > 80 > 50
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Existing p.m. peak hour levels of service at study intersections are summarized in Table 2. As
shown, all intersections currently operate at LOS D or better under existing conditions.
Detailed level of service summary worksheets are provided in Appendix A.
Table 2: Estimated 2003 P_M_ Peak Intersection Levels ~f Service
Signalized Intersections P.M. Peak
LOS Average Delay
(seconds)
SR 510/Yelm Avenue at SR 507/ 1st Street D 47
Clnsignalized Intersections P.M. Peak
LOS Average Delay
(seconds)
Cullens Street at Coates Road A 9
Edwards Street/Crystal at Coates Road B 10
SR 510/Yelm Avenue at Killion Road D 32
SR 510/Yelm Avenue at Cullens Street C 24
LVJ A-r -Average L(JS for stop controlled and yield movements.
Average Delay (seconds) -Average delay per vehicle of stop controlled and yield movements (in seconds).
~~ Transportation Engineering Northwest, LLC May 12, 2003
Page 7
Yelm Subdivision
Yelm, WA Transportation Impact Study
Public Transportation Services
Intercity Transit provides public transportation services within Thurston County. Transit route
93 stops on Cullens Street in the vicinity of the Easthaven Villa Assisted Living Community and
on Coates Road. Route 94 stops along SR 510. All stops are within reasonable walking distance
to the project site at less than'/2 mile.
Route 93 provides Saturday service within the City of Yelm to major attractors such as the
Nisqually Plaza and the Post Office. Service is provided from 8:30 a.m. until 7:25 p.m. with
stops every hour.
Route 94 provides weekday and Saturday service from Olympia to Yelm. Weekday service is
provided between 6:15 a.m. and 6:55 a.m. with stops every hour. Saturday service is provided
from 8:25 a.m. until 7:55 p.m. with stops every 2 hours.
Nonmotorized Transportation
Paved and/or gravel shoulders are provided on Cullens Street, SR 510, Edwards Street/Crystal
Springs Road, and SR 507. Raised sidewalks are provided along parts of SR 510 and on
Edwards Street/Crystal Springs Road, south of Coates Road.
Planned Roadway Improvements
The City of Yelm's Six-Year Transportation Improvement Plan ~I7P), 2003-2008, identified the
following transportation improvement projects that would be impacted by vehicular trips from
the proposed residential complex:
- Yelm Avenue (SR 510) at Killion Road Intersection. Widen roadway, re-align
intersection and provide safety improvements.
- Yelm Avenue (SR 510) from Solberg Street to First Street. Widen roadway to
neighborhood collector standards. These standards would include two lanes with 10-
foot travel lanes, a 7-foot parking lane on one side, and an 8-foot planting strip between
curbs and 5-foot sidewalks on both sides.
- SR 507/Mosman Street from SR 507 to Railroad Street. Realign roadway, repair
shoulders, improve pavement, drainage, provide partial sidewalks, lighting.
TRANSPORTATION IMPACT ANALYSIS
The following section describes transportation impacts-the proposed Yelm Subdivision would have
on critical intersections in the site vicinity. The discussion includes non-project related traffic
forecasts, new trips generated by the proposed development, distribution and assignment of new
project trips, impacts on levels of service at nearby significant intersections, site access,
circulation, and safety issues, and public transit and nonmotorized transportation impacts.
~~ Transportation Engineering Nonh~/est, LLC May 12, 2003
Page 8
Yelm Subdivision
Yelm WA Transportation Impact Study
Non-Project Traffic Forecasts
For the purpose of this traffic analysis, year 2008 was selected as the build-out year based upon
completion of the project as anticipated by the proponent. Based on historical traffic volumes
in the site vicinity, the average annual traffic growth rate is estimated at approximately 2 percent.
As such, to estimate future traffic volumes, existing traffic volumes were factored by 2 percent
per year to estimate 2008 baseline conditions.
Project Trip Generation
Trip generation rates compiled by the Institute of Transportation Engineers (ITE) Trip
Generation, 6'h Edition, 1997, were used to estimate daily traffic and the City of Yelm's Trip
Generation Kate Default Valuer (Yelm's Municipal Code, Table 15.40.030B) were used to estimate
p.m. peak hour traffic that would be generated by the proposed action. Average trip rates (ITE
land use code 210 and City of Yelm's Single Family Detached land use) were applied based upon
total dwelling units (the maximum potential number of 205 dwelling units) to estimate new trips
generated. Entering and exiting distribution percentages during the p.m. peak hour were
obtained from the ITE Trip Generation.
Table 1 summarizes estimated trip generation by the proposed action. An estimated total of
1,960 daily and 205 p.m. peak hour vehicular trips (130 entering and 75 exiting) would be
generated at full build-out and occupancy of the project.
Table 1: Project Trip Generation
ITE P.M. Peak Trip
Land Use Generation Daily Trip
Land Use Code Units Enter Exit Total Generation
Single Family 210 205 130 75 205 1,960
Detached Housing
Source: ITE Trip Generation Manual, G'~ Edition, 1997.
Trip Distribution and Assignment
Based upon traffic studies previously completed for residential projects within the immediate site
vicinity, historical traffic volumes and patterns, and the regional employment distribution within
the area, p.m. peak hour traffic volumes generated by the proposed action would be generally
distributed as follows (also shown in Figure 4):
- 45 percent westerly via SR 510/Yelm Avenue;
- 35 percent southeasterly/easterly via SR 507;
- 5 percent southerly via SR 507; and
- 15 percent locally within the City of Yelm.
r"•' Transportation Engineering Northwest, LLC May 12, 2003
Page 9
Yelm Subdivision
Yelm, WA Transportation Impact Study
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Transportation Engineering North~/est, LLC May 12, 2003
Page 10
Yelm Subdivision
Yelm WA Transportation Impact Study
Traffic Volume Impacts
Figure 5 summarizes daily traffic impacts along the major corridors of SR 510 and SR 507. SR
510 west of SR 507/15` Street would experience the greatest increase in daily traffic volumes at
1,100 vehicles. Daily traffic volumes would also increase on SR 510 east of Longmire Street
with 800 additional vehicles and on SR 507 east of SR 50/15L Street with 700 additional vehicles.
SR 510 and SR 507 are minor arterials, which are designed to carry these additional vehicular
capacities.
Future Levels of Service
Intersection levels of service impacts were evaluated at study area intersections assuming full
occupancy and operation in 2008 and are summarized in Table 3. As shown, the intersection of
SR 510/Yelm Avenue at Cullens Street would both operate at LOS E without the project in
2008 and LOS E with the project. Given that the intersection would not meet Ciry LOS
standards in 2008, additional intersection improvements were identified to include separate left-
turning lanes on SR 510 or a two-way center left-turning lane to better facilitate flow along SR
510 and provide queue storage for critical left turns onto/off of SR 510. With. these
improvements, this intersection would operate at LOS C with or without the project in 2008.
Left-turn movements represent critical turning movements at unsignalized intersections,
increasing the potential for intersection delay and safety issues. As such, the potential need for
an eastbound left-turn lane on SR 510 at its intersection with Cullens Street was conducted
considering typical evening commute periods. Based upon procedures and guidelines found in
Highway Kesearch Kecord No. 211 -Volume lY/arrants for Left-Turn Storage Lanes at Unsignali~ed Grade
Intersections and WSDOT's Design Manual, Left-Turn Storage Guidelines, Two-Lane, Unsignali~ed, May
2001, a separate eastbound left-turn (minimum 125-foot length) is warranted at this location
under existing conditions and under future 2008 conditions with and without the project.
Table 3: 2008 Intersection Level of Service Impacts
Without Average Delay With Project Average Delay
Signalized Intersections Project LOS (seconds) LOS (seconds)
SR 510/Yelm Avenue at D 42 D 46
SR 507/ln Street
Without Average Delay With Project Average Delay
llnsignalized Intersections Project LOS (seconds) LOS (seconds)
Cullens Street at Coates Road A 9 A 9
Edwards Street/Crystal Springs Rd at B 11 B 11
Coates Road
SR 510/Yelm Avenue at Killion Rd D 34 D 27
SR 510/Yelm Avenue at Cullens St E 36 F 90
.With /ntersection Improvements C 14 C 17
LUS A-N -Average LUS Eor stop controlled and yield movements.
Average Delay (seconds) -Average delay per vehicle of stop controlled and yield movements (in seconds).
~~ Trans ortation May 12, 2003
p Engineering Northwest, LLC Page 11
Yelm Subdivision
Yelm, WA Transportation Impact Study
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t~ Transportation Engineering Northwest, LLC May 12, 2003
Page 12
Yelm Subdivision
Yelm, WA Transportation Impact Study
All other intersections analyzed would operate at LOS D or better with and without the project.
Detailed level of service summary worksheets are provided in Appendix A. Figure G shows
peak hour project generated traffic, and Figure 7 summarizes traffic volumes with and without
the project during the p.m. peak hour.
Site Access, Safety, and Circulation Issues
Vehicular site access would be provided via two separate driveways: 1) on Killion Road and 2)
on Cullens Street. All driveway approaches would consist of single lane approaches. The
internal roadway within the development would provide adequate on-site, two-way circulation
and fire and emergency vehicle access with separate driveway entrances onto Killion Road and
Cullens Street.
Sight distance is the length of the roadway or straight-line distance a driver can see ahead at any
particular time, and is taken as the minimum sight distance required for a driver to stop a vehicle
after seeing an object in the vehicle's path without hitting that object. Sight distance is directly
related to vehicle speeds and resultant distances traversed during perception and breaking
reaction time. Entering sight distance is the minimum sight distance needed for the driver of a
vehicle stopped at an intersection to safely cross a roadway or enter and achieve average running
speed without interrupting approaching vehicles on the major street.
The minimum stopping sight distance is 200 feet and entering sight distance is 310 feet fora 30
mph design speed based upon guidelines in the City of Olympia's Develo~iment Guidelines and Public
IdWorks Standards, November 21, 2000, which is used by the City of Yelm. These sight distance
requirements were originally set forth by the American Association of State and Highway
Transportation Officials (AASHTO's) A Policy on Geometric Design of Highway and St~zets, 2001
(commonly referred to as the "Green Book"). Field estimates made by TENW in February
2003 indicate both project site driveways onto Killion Road and Cullens Street would exceed
AASHTO's minimum sight distance requirements by 400 feet for both stopping sight distance
(650 feet field estimate) and entering sight distance (750 feet field estimate).
Public Transportation Impacts
There are no significant public transportation impacts related to the proposed project. Existing
bus stops served by Intercity Transit are within proximity (less than '/2 mile) to the proposed site
with stops on SR 510, Cullens Street and Coates Road.
Nonmotorized Impacts
As part of the project, full curbs, gutters and sidewalks would be provided on all property
frontages of the project site. No additional impacts would occur to nearby nonmotorized
facilities as a result of the proposed action.
~~ Transportation Engineering Northwest, LLC May 12, 2003
Page 13
Yelm Subdivision
Yelm, WA Transportation Impact Study
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~~ Transportation Engineering Northwest, LLC May 1 Z, 2003
Page 14
Yelm Subdivision
Yelm, WA Transportation Impact Study
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Valiev Rd
SR 510/Yelm Ave/Cullens St
to 11955 R~ 5Z l6Sl /11C
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o
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(xz)? 2008 PeM. Peak HourkTraftic Volumes wtthePro)ect Ve ` 1 ti\10.1 ~
~ U
(Not to Scale)
Transportation Figure 7 Yelm
Engineering 2008 P.M. Peak Hour Subdivision
Northwest, Li.c Traffic Volume Impacts
T ramportation Impact Study
~.l _ - -
Transportation Engineering North~/est, LLC May 12, 2003
Page 15
Yelm Subdivision
Yelm, WA Transportation Impact Study
PROJECT MITIGATION MEASURES
The following system improvements are necessary to accommodate future traffic volumes in the
site vicinity regardless of the proposed Yelm Subdivision.
- Enhance the SR 510 at Cullens Street intersection by providing the following: separate
left-turn only lanes on east/west legs of the intersections or installation of a two-way
center left-turning lane on SR 510.
This improvement would be a candidate project for inclusion in the transportation facility charge
ordinance, and is consistent with the planned SR 510 (Y-5) improvements identified as part of
the City's Comprehensive Plan, 2001.
To mitigate project traffic impacts, the project would be required to construct full curbs, gutters,
and sidewalks along its property frontages on Cullens Street and Killion Road and widen the
roadway cross-section to the City's minimum standards between the site access roadway and the
improved road section. In addition, the City of Yeltn administers a traffic mitigation impact fee
rate on all proposed developments within the City to be applied to traffic-related improvements
projects. The City of Yelm would determine and apply the charge on a per unit basis at the time
of building permit issuance. Currently, this traffic impact fee is approximately $750 per single-
family home.
No other mitigation measures would be required as part of the proposed Yelm Subdivision.
~~ Transportation Engineering Northwest, LLC May 12, 2003
Page 16
Appendix A
Detailed Level of Service Summary Sheets
~~ Transportation Engineering Northwest, I.LC
HC52000: Unsignalized Intersections Release 4.1c
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 5/1/2003
Analysis Time Period: PM Peak
Intersection: Cullens St at Coates Rd
Jurisdiction: City of Yelm
Units: U. S. Customary
Analysis Year: 2003 Existing
Project ID: Yelm Subdivision
East/West Street: Coates Road
North/South Street: Cullens Street
Intersection Orientation: NS Study period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street: Approach Northbound Southbound
Movement 1 2 3 ~ 4 5 6
_ L T R I L T R
Volume 2 16 86 7 11 0
Peak-Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Hourly Flow Rate, HFR 2 19 104 8 13 0
Percent Heavy Vehicles 1 -- -- 1 -- --
Median Type Und ivided
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street: Approach Westboun d E astbound
Movement 7 8 9 10 11 12
L T R L T R
Volume 20 2 9 0 2 5
Peak Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Hourly Flow Rate, HFR 24 2 10 0 2 6
Percent Heavy Vehicles 1 1 1 1 1 1
Percent Grade (~) 0 0
Median Storage
Flared Approach: Exists? No No
Storage
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Delay, Queue Length, and Level of Service
Approach NB SB We stbound East bound
Movement 1 4 1 7 8 9 10 11 12
Lane Config LTR LTR LTR ~ LTR
v (vph) 2 8 36 8
C(m) (vph) 1612 1470 890 960
v/c 0.00 0.01 0.04 0.01
95~ queue length 0.00 0.02 0.13 0.03
Control Delay 7.2 7.5 9.2 8.8
LOS A A A A
Approach Delay 9.2 8.8
Approach LOS A A
HCS2000: Unsignalized Intersections Release 4.1c
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 5/1/2003
Analysis Time Period: PM Peak
Intersection: Cullens St at Coates Rd
Jurisdiction: City of Yelm
Units: U. S. Customary
Analysis Year: 2008 Baseline
Project ID: Yelm Subdivision
East/West Street: Coates Road
North/South Street: Cullens Street
Intersection Orientation: NS Study period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street: Approach Northbound Southbound
Movement 1 2 3 ~ 4 5 6
L T R ~ L T R
Volume 2 18 95 8 12 0
Peak-Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Hourly Flow Rate, HFR 2 21 115 9 14 0
Percent Heavy Vehicles 1 -- -- 1 -- --
Median Type Undivided
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street: Approach Westbound E astbound
Movement 7 8 9 ~ 10 11 12
L T R I L T R
Volume 22 2 10 0 2 6
Peak Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Hourly Flow Rate, HFR 26 2 12 0 2 7
Percent Heavy Vehicles 1 1 1 1 1 1
Percent Grade (~) 0 0
Median Storage
Flared Approach: Exists? No No
Storage
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Delay, Queue Length, and Level of Service
Approach NB SB Westbound Eastbound
Movement 1 4 7 8 9 ~ 10 11 12
Lane Config LTR LTR LTR LTR
v (vph) 2 9 40 9
C(m) (vph) 1611 1454 880 964
v/c 0.00 0.01 0.05 0.01
95~ queue length 0.00 0.02 0.14 0.03
Control Delay 7.2 7.5 9.3 8.8
LOS A A A A
Approach Delay 9.3 8.8
Approach LOS A A
HCS2000: Unsignalized Intersections Release 4.1c
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 5/1/2003
Analysis Time Period: PM Peak
Intersection: Cullens St at Coates Rd
Jurisdiction: City of Yelm
Units: U. S. Customary
Analysis Year: 2008 with Project
Project ID: Yelm Subdivision
East/West Street: Coates Road
North/South Street: Cullens Street
Intersection Orientation: NS Study period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street: Approach Northbound Southbound
Movement 1 2 3 4 5 6
L T R L T R
Volume 2 70 95 19 42 0
Peak-Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Hourly Flow Rate, HFR 2 85 115 23 51 0
Percent Heavy Vehicles 1 -- -- 1 -- --
Median Type Und ivided
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street: Approach Westboun d E astbound
Movement 7 8 9 ~ 10 11 12
L T R I L T R
Volume 22 2 29 0 2 6
Peak Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Hourly Flow Rate, HFR 26 2 35 0 2 7
Percent Heavy Veh icles 1 1 1 1 1 1
Percent Grade (~) 0 0
Median Storage
Flared Approach: Exists? No No
Storage
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Delay, Queue Length, and Level of Service
Approach NB SB Westbound East bound
Movement 1 4 1 7 8 9 ~ 10 11 12
Lane Config LTR LTR ~ LTR I LTR
v (vph) 2 23 63 9
C(m) (vph) 1562 1378 795 884
v/c 0.00 0.02 0.08 0.01
95~ queue length 0.00 0.05 0.26 0.03
Control Delay 7.3 7.7 9.9 9.1
LOS A A A A
Approach Delay 9.9 9.1
Approach LOS A A
HCS2000: Unsignalized Intersections Release 4.1c
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 5/1/03
Analysis Time Period: PM Peak
Intersection: Crystal Sp/Edwards/Coates
Jurisdiction: City of Yelm
Units: U. S. Customary
Analysis Year: 2003 Existing
Project ID: Yelm Subdivision
East/West Street: Coates Road
North/South Street: Crystal Springs/Edwards
Intersection Orientation: NS Study period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street: Approach Northbound Southbound
Movement 1 2 3 ~ 4 5 6
L T R L T R
Volume 34 86 70 13
Peak-Hour Factor, PHF 0.93 0.93 0.93 0.93
Hourly Flow Rate, HFR 36 92 75 13
Percent Heavy Vehicles 5 -- -- -- --
Median Type Undivided
RT Channelized?
Lanes 0 1 1 0
Configuration LT TR
Upstream Signal? No No
Minor Street: Approach Westbound Eastbound
Movement 7 8 9 ~ 10 11 12
L T R L T R
Volume 117 20
Peak Hour Factor, PHF 0.93 0.93
Hourly Flow Rate, HFR 125 21
Percent Heavy Vehicles 5 5
Percent Grade (~) 0 0
Median Storage
Flared Approach: Exists? No
Storage
RT Channelized?
Lanes 0 0
Configuration LR
Delay, Queue Length, and Level of Service
Approach NB SB Westbound Eastbound
Movement 1 4 7 8 9 10 11 12
Lane Config LT ~ ~ LR
v (vph) 36 146
C(m) (vph) 1489 746
v/c 0.02 0.20
95~ queue length 0.07 0.72
Control Delay 7.5 11.0
LOS A B
Approach Delay 11.0
Approach LOS B
HC52000: Unsignalized Intersections Release 4.1c
TWO-WAY STOP CONTROL SUMMAR
Analyst: JGT
Agency/Co.: TENW
Date Performed: 5/1/03
Analysis Time Period: PM Peak
Intersection: Crystal Sp/Edwards/Coates
Jurisdiction: City of Yelm
Units: U. S. Customary
Analysis Year: 2008 Baseline
Project ID: Yelm Subdivision
East/West Street: Coates Road
North/South Street: Crystal Springs/Edwards
Intersection Orientation: NS Study period (hrs) 0.25
vehicle Volumes and Adjustments
Major Street: Approach Northbound Southbound
Movement 1 2 3 ~ 4 5 6
L T R I L T R
Volume 38 95 77 14
Peak-Hour Factor, PHF 0.93 0.93 0.93 0.93
Hourly Flow Rate, HFR 40 102 82 15
Percent Heavy Vehicles 5 -- -- -- --
Median Type Undivided
RT Channelized?
Lanes 0 1 1 0
Configuration LT TR
Upstream Signal? No No
Minor Street: Approach Westbound Eastbound
Movement 7 8 9 ~ 10 11 12
L T R L T R
Volume 129 22
Peak Hour Factor, PHF 0.93 0.93
Hourly Flow Rate, HFR 138 23
Percent Heavy Vehicles 5 5
Percent Grade (~) 0 0
Median Storage
Flared Approach: Exists? No
Storage
RT Channelized?
Lanes 0 0
Configuration LR
Approach
Movement
Lane Config
12
v (vph)
C(m) (vph)
v/c
95~ queue length
Control Delay
LOS
Approach Delay
Approach LOS
lay, Queue Length, and Level of Service
NB SB Westbound Eastbound
1 4 ~ 7 8 9 ~ 10 11
LT LR
40 161
1478 721
0.03 0.22
0.08 0.85
7,5 11.4
A B
11.4
B
HC52000: Unsignalized Intersections Release 4.1c
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 5/1/03
Analysis Time Period: PM Peak
Intersection: Crystal Sp/Edwards/Coates
Jurisdiction: City of Yelm
Units: U. S. Customary
Analysis Year: 2008 with Project
Project ID: Yelm Subdivision
East/West Street: Coates Road
North/South Street: Crystal Springs/Edwards
Intersection Orientation: NS Study period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street: Approach Northbound Southbound
Movement 1 2 3 ~ 4 5 6
L T R ~ L T R
Volume 57 95 77 14
Peak-Hour Factor, PHF 0.93 0.93 0.93 0.93
Hourly Flow Rate, HFR 61 102 82 15
Percent Heavy Vehicles 5 -- -- -- --
Median Type Undivided
RT Channelized?
Lanes 0 1 1 0
Configuration LT TR
Upstream Signal? No No
Minor Street: Approach Westbound Eastbound
Movement 7 8 9 ~ 10 11 12
L T R I L T R
Volume 129 33
Peak Hour Factor, PHF 0.93 0.93
Hourly Flow Rate, HFR 138 35
Percent Heavy Vehicles 5 5
Percent Grade (~) 0 0
Median Storage
Flared Approach: Exists? No
Storage
RT Channelized?
Lanes 0 0
Configuration LR
Delay, Queue Length, and Level of Service
Approach NB SB Westbound Eastbound
Movement 1 4 ~ 7 8 9 ~ 10 11 12
Lane Config LT I I LR
v (vph) 61 173
C(m) (vph) 1478 691
v/c 0.04 0.25
95~ queue length 0.13 0.99
Control Delay 7.5 11.9
LOS A B
Approach Delay 11.9
Approach LOS B
HCS2000: Unsignalized Intersections Release 4.1c
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 5/1/2003
Analysis Time Period: PM Peak
Intersection: SR 510 at Killion Road
Jurisdiction: WSDOT/City of Yelm
Units: U. S. Customary
Analysis Year: 2003 Existing
Project ID: Yelm Subdivision
East/West Street: SR 510
North/South Street: Killion Road
Intersection Orientation: EW Study period (hrs ): 0.25
Vehicle Volumes and Adjustments
Major Street: Approach Eastbound Westboun d
Movement 1 2 3 ~ 4 5 6
L T R L T R
Volume 0 871 614 8
Peak-Hour Factor, PHF 0.93 0.93 0.93 0.93
Hourly Flow Rate, HFR 0 936 660 8
Percent Heavy Vehicles 3 -- -- -- --
Median Type Undivided
RT Channelized?
Lanes 0 1 1 0
Configuration LT TR
Upstream Signal? No No
Minor Street: Approach Northbound Southbound
Movement 7 8 9 ~ 10 11 12
L T R L T R
Volume 7 1
Peak Hour Factor, PHF 0.93 0.93
Hourly Flow Rate, HFR 7 1
Percent Heavy Vehicles 3 3
Percent Grade (~) 0 0
Median Storage
Flared Approach: Exists? No
Storage
RT Channelized?
Lanes 0 0
Configuration LR
Delay, Queue Length, and Level of Service
Approach EB WB Northbound Southbound
Movement 1 4 7 8 9 ~ 10 11 12
Lane Config LT I LR
v (vph) 0 8
C(m) (vph) 917 128
v/c 0.00 0.06
95~ queue length 0.00 0.20
Control Delay 8.9 35.0-
LOS A D
Approach Delay 35.0-
Approach LOS D
HCS2000: Unsignalized Intersections Release 4.1c
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 5/1/2003
Analysis Time Period: PM Peak
Intersection: SR 510 at Killion Road
Jurisdiction: WSDOT/City of Yelm
Units: U. S. Customary
Analysis Year: 2008 Baseline
Project ID: Yelm Subdivision
East/West Street: SR 510
North/South Street: Killion Road
Intersection Orientation: EW Study period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street: Approach Eastbound Westbound
Movement 1 2 3 ~ 4 5 6
L T R I L T R
Volume 0 962 678 9
Peak-Hour Factor, PHF 0.93 0.93 0.93 0.93
Hourly Flow Rate, HFR 0 1034 729 9
Percent Heavy Vehicles 3 -- -- -- --
Median Type Undivided
RT Channelized?
Lanes 0 1 1 0
Configuration LT TR
Upstream Signal? No No
Minor Street: Approach Northbound Southbound
Movement 7 8 9 ~ 10 11 12
L T R I L T R
Volume 8 1
Peak Hour Factor, PHF 0.93 0.93
Hourly Flow Rate, HFR 8 1
Percent Heavy Vehicles 3 3
Percent Grade (~) 0 0
Median Storage
Flared Approach: Exists? No
Storage
RT Channelized?
Lanes 0 0
Configuration LR
Approach
Movement
Lane Config
lay, Queue Length, and Level of Service
EB WB Northbound Southbound
1 4 7 8 9 ~ 10 11 12
LT LR
v (vph) 0 9
C(m) (vph) 863 100
v/c 0.00 0.09
95~ queue length 0.00 0.29
Control Delay 9.2 44.5
LOS A E
Approach Delay 44.5
Approach LOS E
HCS2000: Unsignalized Intersections Release 4.1c
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 5/1/2003
Analysis Time Period: PM Peak
Intersection: SR 510 at Killion Road
Jurisdiction: WSDOT/City of Yelm
Units: U. S. Customary
Analysis Year: 2008 with Project
Project ID: Yelm Subdivision
East/West Street: SR 510
North/South Street: Killion Road
Intersection Orientation: EW Study period (hrs): 0.25
vehicle volumes and Adjustments
Major Street: Approach Eastbound Westbound
Movement 1 2 3 ~ 4 5 6
L T R ~ L T R
Volume 38 981 689 28
Peak-Hour Factor, PHF 0.93 0.93 0.93 0.93
Hourly Flow Rate, HFR 40 1054 740 30
Percent Heavy Vehicles 3 -- -- -- --
Median Type Undivided
RT Channelized?
Lanes 0 1 1 0
Configuration LT TR
Upstream Signal? No No
Minor Street: Approach Northbound Southbound
Movement 7 8 9 ~ 10 11 12
L T R ~ L T R
Volume 19 24
Peak Hour Factor, PHF 0.93 0.93
Hourly Flow Rate, HFR 20 25
Percent Heavy Vehicles 0 0
Percent Grade (~) 0 0
Median Storage
Flared Approach: Exists? No
Storage
RT Channelized?
Lanes 0 0
Configuration LR
Delay, Queue Length, and Level of Service
Approach EB WB Northbound Southbound
Movement 1 4 17 8 9 ~ 10 11 12
Lane Config LT LR
v (vph) 40 45
C(m) (vph) 840 136
v/c 0.05 0.33
95~ queue length 0.15 1.33
Control Delay 9.5 44.0
LOS A E
Approach Delay 44.0
Approach LOS E
HC52000: Unsignalized Intersections Release 4.1c
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 5/1/2003
Analysis Time Period: PM Peak
Intersection: SR 510 at Cullens Street
Jurisdiction: City of Yelm/WSDOT
Units: U. S. Customary
Analysis Year: 2003 Existing
Project ID: Yelm Subdivision
East/West Street: SR 510
North/South Street: Cullens Street
Intersection Orientation: EW Study period (hrs) 0.25
Vehicle Volumes and Adjustments
Major Street: Approach Eastbound Westbound
Movement 1 2 3 ~ 4 5 6
L T R ~ L T R
Volume 68 785 24 16 564 31
Peak-Hour Factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96
Hourly Flow Rate, HFR 70 817 25 16 587 32
Percent Heavy Vehicles 2 -- -- 2 -- --
Median Type Undivided
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street: Approach Northbound Southbound
Movement 7 8 9 ~ 10 11 12
L T R I L T R
Volume 2 0 13 27 2 47
Peak Hour Factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96
Hourly Flow Rate, HFR 2 0 13 28 2 48
Percent Heavy Vehicles 0 0 0 0 0 0
Percent Grade (~) 0 0
Median Storage
Flared Approach: Exists? No
Storage
RT Channelized? No
Lanes 0 1 0 0 1 1
Configuration LTR LT R
Delay, Queue Length, and Level of Service
Approach
Movement
Lane Config EB
1
LTR WB
4
LTR Northbound
7 8 9
LTR Southbound
~ 10 11
LT
12
R
v (vph) 70 16 15 30 48
C(m) (vph) 961 794 225 72 503
v/c 0.07 0.02 0.07 0.42 0.10
95o queue length 0.24 0.06 0.21 1.63 0.31
Control Delay 9.0 9.6 22.1 86.8 12.9
LOS A A C F B
Approach Delay 22.1 41.3
Approach LOS C E
HCS2000: Unsignalized Intersections Release 4.1c
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 5/1/2003
Analysis Time Period: PM Peak
Intersection: SR 510 at Cullens Street
Jurisdiction: City of Yelm/WSDOT
Units: U. S. Customary
Analysis Year: 2008 Baseline
Project ID: Yelm Subdivision
East/West Street: SR 510
North/South Street: Cullens Street
Intersection Orientation: EW Study period (hrs):
Vehicle Volumes and Adjustments
Major Street: Approach Eastbound Westbound
Movement 1 2 3 ~ 4 5 6
L T R I L T R
0.25
Volume 75 867 26 18 623 34
Peak-Hour Factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96
Hourly Flow Rate, HFR 78 903 27 18 648 35
Percent Heavy Vehicles 2 -- -- 2 -- --
Median Type Undivided
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street: Approach Northbound Southbound
Movement 7 8 9 ~ 10 11 12
L T R ~ L T R
Volume 2 0 14 30 2 52
Peak Hour Factor, PHF 0. 96 0.96 0.96 0.96 0.96 0.96
Hourly Flow Rate, HFR 2 0 14 31 2 54
Percent Heavy Vehicles 0 0 0 0 0 0
Percent Grade (~) 0 0
Median Storage
Flared Approach: Exists? No
Storage
RT Channelized? No
Lanes 0 1 0 0 1 1
Configuration LTR LT R
Delay, Queue Length, and Level of Service
Approach
Movement
Lane Config EB
1
LTR WB
4 ~
LTR ~ Northbound
7 8 9
LTR Southbound
~ 10 11
~ LT
12
R
v (vph) 78 18 16 33 54
C(m) (vph) 910 736 183 52 463
v/c 0.09 0.02 0.09 0.63 0.12
95~ queue length 0.28 0.08 0.28 2.53 0.39
Control Delay 9.3 10.0+ 26.5 154.9 13.8
LOS A B D F B
Approach Delay 26.5 67.3
Approach LOS D F
HCS2000: Unsignalized Intersections Release 4.1c
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 5/1/2003
Analysis Time Period: PM Peak
Intersection: SR 510 at Cullens Street
Jurisdiction: City of Yelm/WSDOT
Units: U. S. Customary
Analysis Year: 2008 with Project
Project ID: Yelm Subdivision
East/West Street: SR 510
North/South Street: Cullens Street
Intersection Orientation: EW Study period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street: Approach Eastbound Westbound
Movement 1 2 3 ~ 4 5 6
L T R ~ L T R
Volume 95 878 26 18 642 66
Peak-Hour Factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96
Hourly Flow Rate, HFR 98 914 27 18 668 68
Percent Heavy Vehicles 2 -- -- 2 -- --
Median Type Undivided
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street: Approach Northbound Southbound
Movement 7 8 9 ~ 10 11 12
L T R ~ L T R
Volume 2 0 14 49 2 63
Peak Hour Factor, PHF 0. 96 0.96 0.96 0.96 0.96 0.96
Hourly Flow Rate, HFR 2 0 14 51 2 65
Percent Heavy Vehicles 0 0 0 0 0 0
Percent Grade (~) 0 0
Median Storage
Flared Approach: Exists? No
Storage
RT Channelized? No
Lanes 0 1 0 0 1 1
Configuration LTR LT R
Delay, Queue Length, and Level of Service
Approach
Movement
Lane Config EB
1
LTR WB
4 ~
LTR ~ Northbound
7 8 9
LTR Southbound
~ 10 11
~ LT
12
R
v (vph) 98 18 16 53 65
C(m) (vph) 870 729 160 42 442
v/c 0.11 0.02 0.10 1.26 0.15
95o queue length 0.38 0.08 0.33 5.20 0.51
Control Delay 9.7 10.1 30.0 378.0 14.5
LOS A B D F B
Approach Delay 30.0 177.8
Approach LOS D F
HCS2000: Unsignalized Intersections Release 4.1c
TWO-WAY STOP CONTROL SUMMAR
Analyst: JGT
Agency/Co.: TENW
Date Performed: 5/12/2003
Analysis Time Period: PM Peak
Intersection: SR 510 at Cullens Street
Jurisdiction: City of Yelm/WSDOT
Units: U. S. Customary
Analysis Year: 2008 with Project with Impr
Project ID: Yelm Subdivision
East/West Street: SR 510
North/South Street: Cullens Street
Intersection Orientation: EW Study period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street: Approach Eastbound Westbound
Movement 1 2 3 ~ 4 5 6
L T R I L T R
Volume 95 878 26 18 642 66
Peak-Hour Factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96
Hourly Flow Rate, HFR 98 914 27 18 668 68
Percent Heavy Vehicles 0 -- -- 0 -- --
Median Type TWLTL
RT Channelized?
Lanes 1 1 0 1 1 0
Configuration L TR L TR
Upstream Signal? No No
Minor Street: Approach Northbound Southbound
Movement 7 8 9 10 11 12
L T R ~ L T R
Volume 2 0 14 49 3 63
Peak Hour Factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96
Hourly Flow Rate, HFR 2 0 14 51 3 65
Percent Heavy Vehicles 0 0 0 0 0 0
Percent Grade (~) 0 0
Median Storage 1
Flared Approach: Exists? No
Storage
RT Channelized? No
Lanes 0 1 0 0 1 1
Configuration LTR LT R
Delay, Queue Length, and Level of Service
Approach EB WB Northbound Southbound
Movement 1 4 7 8 9 ~ 10 11 12
Lane Config L L LTR LT R
v (vph) 98 18 16 54 65
C(m) (vph) 879 737 285 171 442
v/c 0.11 0.02 0.06 0.32 0.15
95~ queue length 0.38 0.08 0.18 1.27 0.51
Control Delay 9.6 10.0+ 18.4 35.5 14.5
LOS A B C E B
Approach Delay 18.4 24.0
Approach LOS C C
HCS2000: Signalized Intersections Release 4.1c
Analyst: JGT Inter.: SR510/SR507/1st Ave
Agency: TENW Area Type: All other areas
Date: 5/1/2003 Jurisd: City of Yelm
Period: PM Peak Year 2003 Existing
Project ID: Yelm Subdivision
E/W St: SR 510-SR 507 N/S St: SR 507-1st Ave
SIGNALIZED INTERSECTION SUMMARY
Eastbound ~ Westbound ~ Northbound ~ Southbound
L T R I L T R I L T R L T R
No . Lanes ~ 1 1 1 1 1 1 ~ 1 1 0 ~ 1 1 0
LGConfig I L T R L T R ~ L TR I L TR
Volume 121 583 5 223 548 26 165 110 254 ~66 78 119
Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0
RTOR Vol ~ 0 ~ 0 ~ 0 ~ 0
Duration 0.25 Area Type: All other areas
Signal Operations
Phase Combination 1 2 3 4 ~ 5 6 7 8
EB Left A NB Left A A
Thru A Thru A A
Right A Right A A
Peds X Peds X
WB Left A I SB Left A
Thru A I Thru A
Right A ~ Right A
Peds X ~ Peds X
NB Right I EB Right P P
SB Right WB Right P P
Green 14.0 31.0 6.0 13.0 6.0
Yellow 3.0 3.0 3.0 3.0 3.0
All Red 1.0 1.0 1.0 1.0 1.0
Cycle Length: 90.0
Intersection Performance Summary
Appr/ Lane Adj Sat Ratios Lane Group Approach
Lane Group Flow Rate
Grp Capacity (s) v/c g/C Delay LOS Delay LOS
Eastbound
L 273 1752 0.45 0.16 35.7 D
T 636 1845 0.93 0.34 48.1 D 45.7 D
R 1010 1568 0.00 0.64 5.7 A
Westbound
L 273 1752 0.82 0.16 55.0+ E
T 636 1845 0.87 0.34 40.2 D 43.2 D
R 1010 1568 0.03 0.64 5.8 A
Northbound
L 234 1752 0.71 0.13 47.2 D
TR 422 1651 0.87 0.26 49.9 D 49.0 D
Southbound
L 117 1752 0.57 0.07 47.4 D
TR 242 1678 0.82 0.14 57.3 E 54.8 D
Interse ction Delay = 46.6 (sec/v eh) In ters ection LOS = D
secs
HCS2000: Signalized Intersections Release 4.1c
Analyst: JGT Inter.: SR510/SR507/1st Ave
Agency: TENW Area Type: All other areas
Date: 5/1/2003 Jurisd: City of Yelm
Period: PM Peak Year 2008 Baseline
Project ID: Yelm Subdivision
E/W St: SR 510-SR 507 N/S St: SR 507-1st Ave
SIGNALIZED INTERSECTION SUMMARY
Eastbound ~ Westbound ~ Northbound ~ Southbound
L T R I L T R I L T R L T R
I I I I I
No. Lanes
LGConfig
Volume
Lane Width
RTOR Vol
1 1 1
L T R
115 555 4
12.0 12.0 12.0
0
1 1 1
L T R
212 522 24
12.0 12.0 12.0
0
1 1 0
L TR
157 105 242
12.0 12.0
0
1 1 0
L TR
63 75 114
12.0 12.0
0
Duration 0.25 Area Type: All other areas
Signal Operations
Phase Combination 1 2 3 4 ~ 5 6 7 8
EB Left A I NB Left A A
Thru A ( Thru A A
Right A I Right A A
Peds X Peds X
WB Left A SB Left A
Thru A Thru A
Right A I Right A
Peds X ~ Peds X
NB Right I EB Right P P
SB Right I WB Right P P
Green 14.0 31.0 6.0 13.0 6.0
Yellow 3.0 3.0 3.0 3.0 3.0
All Red 1.0 1.0 1.0 1.0 1.0
Cycle Length: 90.0 secs
Intersection Performance Summary
Appr/ Lane Adj Sat Ratios Lane Group Approach
Lane Group Flow Rate
Grp Capacity (s) v/c g/C Delay LOS Delay LOS
Eastbound
L 273 1752 0.42
T 636 1845 0.88
R 1010 1568 0.00
Westbound
L 273 1752 0.78
T 636 1845 0.83
R 1010 1568 0.02
Northbound
L 234 1752 0.68
TR 422 1652 0.83
Southbound
L 117 1752 0.55
TR 242 1678 0.79
Intersection Delay = 42.2
0.16 35.4 D
0.34 41.5 D 40.3 D
0.64 5.7 A
0.16 50.4 D
0.34 36.0 D 39.1 D
0.64 5.8 A
0.13 44.9 D
0.26 44.7 D 44.7 D
0.07 46.0 D
0.14 53.2 D 51.4 D
(sec/v eh) Inters ection LOS = D
HCS2000: Signalized Intersections Release 4.1c
Analyst: JGT Inter.: SR510/SR507/1st Ave
Agency: TENW Area Type: All other areas
Date: 5/1/2003 Jurisd: City of Yelm
Period: PM Peak Year 2008 with Project
Project ID: Yelm Subdivision
E/W St: SR 510-SR 507 N/S St: SR 507-1st Ave
SIGNALIZED INTERSECTION SUNII~4ARY
Eastbound ~ Westbound ~ Northbound ~ Southbound
L T R L T R L T R I L T R
I I I I
No. Lanes
LGConfig
Volume
Lane Width
RTOR Vol
1 1 1
L T R
119 582 12
12.0 12.0 12.0
0
1 1 1
L T R
212 568 24
12.0 12.0 12.0
0
1 1 0
L TR
170 105 242
12.0 12.0
0
1 1 0
L TR
63 75 120
12.0 12.0
0
Duration 0.25 Area Type: All other areas
Signal Operations
Phase Combination 1 2 3 4 ~ 5 6 7 8
EB Left A NB Left A A
Thru A Thru A A
Right A Right A A
Peds X ~ Peds X
WB Left A I SB Left A
Thru A I Thru A
Right A I Right A
Peds X ~ Peds X
NB Right ~ EB Right P P
SB Right I WB Right P P
Green 14.0 31.0 6.0 13.0 6.0
Yellow 3.0 3.0 3.0 3.0 3.0
All Red 1.0 1.0 1.0 1.0 1.0
Cycle Leng th: 90.0 secs
Intersec tion Per formance Summary
Appr/ Lane Adj Sat Ratio s Lane Group Appr oach
Lane Group Flow Rate
Grp Capacity (s) v/c g/C Delay LOS Delay LOS
Eastbound
L 273 1752 0.44 0.16 35.6 D
T 636 1845 0.92 0.34 47.8 D 45.1 D
R 1010 1568 0.01 0.64 5.7 A
Westbound
L 273 1752 0.78 0.16 50.4 D
T 636 1845 0.90 0.34 44.3 D 44.8 D
R 1010 1568 0.02 0.64 5.8 A
Northbound
L 234 1752 0.74 0.13 48.9 D
TR 422 1652 0.83 0.26 44.7 D 46.1 D
Southbound
L 117 1752 0.55 0.07 46.0 D
TR 242 1675 0.81 0.14 56.2 E 53.7 D
Intersection Delay = 46.2 (sec/veh) Intersec tion LOS = D