Traffic®®® HEATH & ASSOCIATES, INC.
Transportation and Civil Engineering
PRAIIZIE PLAZA
TRAFFIC IMPACT ANALYSIS
YELM, WA
Prepared for: Rocky Prairie Development Co.
c/o Geoff Sherwin
Apex Engineering
2601 South 35th Street
Tacoma, WA 98409
January 2005
2214 Tacoma Road • Puyallup, WA 98371 • (253) 770-1401 • Fax (253) 770-1473
PRAIltIE PLAZA
TRAFFIC IMPACT ANALYSIS
TABLE OF CONTENTS
I. Introduction .................................................................................................................3
II. Project Description ......................................................................................................3
III. Existing Conditions .....................................................................................................3
IV. Future Traffic Demand ................................................................................................9
V. Conclusions and Mitigation ......................................................................................14
Appendix
LIST OF TABLES
1. Existing Level of Service ............................................................................................8
2. Trip Generation Volumes ...........................................................................................9
3. Future Level of Service .............................................................................................14
LIST OF FIGURES
1. Vicinity Map and Roadway System ............................................................................4
2. Site Plan ......................................................................................................................5
3. Existing Peak Hour Volumes ......................................................................................7
4. Trip Distribution and Assignment ............................................................................11
5. 2006 Peak Hour Volumes Without Project ...............................................................12
6. 2006 Peak Hour Volumes With Project ....................................................................13
2
PRAIItIE PLAZA
TRAFFIC IMPACT ANALYSIS
I. INTRODUCTION
This study serves to investigate traffic impacts related to the proposed Prairie Plaza. The
main goals of this study focus on the assessment of existing traffic conditions and
intersection congestion, forecasts of newly generated project traffic, and estimations of
future intersection delay. The first task includes the collection of general roadway
information, road improvement information, entering sight distance data, and peak hour
traffic counts. Next, a detailed level of service analysis of the existing volumes is made
to determine the present degree of intersection congestion. Forecasts of future traffic and
dispersion patterns on the street system are then determined using established trip
generation and distribution techniques. Following this forecast, the future service levels
for the key intersections are investigated. As a final step, appropriate conclusions and
possible off-site mitigation measures are defined.
II. PROJECT DESCRIPTION
The proposed project consists of 20,200 square feet of shopping but would best be
described as specialty retail use. The site is located at the intersection of Plaza Drive and
Algiers Drive, a private roadway in the City of Yelm, WA. Access to the site would be
via two driveways to Algiers and a single access to Plaza Drive. Based on management
projections and for study purposes, project construction and occupancy was determined to
be by 2006 which would be designated the horizon year for traffic study purposes. Figure
1 shows the general site location and site plan showing the overall lot configuration and
internal roadway is shown in Figure 2.
III. EXISTING CONDITIONS
A. Surrounding Roadway System
Roadways serving the proposed site range from two lane major arterials to two-lane
collector roads which vary in width, terrain, and posted speeds. These roadways vary in
their overall function as part of the general network. The key streets near the site are
described on page 6.
3
N
PRAIRIE PLAT
HEATH & ASSOCIATES, INC
Transportation and Civil Engineering
SITE PLAN
FIGURE 2
Yelm Avenue is also State Route 507. This is a multi lane road, with a two way left turn
lane and right turn lanes at the intersection with Plaza Drive. The speed limit near this
intersection is 35 mph, while to the areas outside of town, the speed limit is 55 mph.
Shoulder/bike lanes are roughly 5 feet wide and consist of asphalt along with curb and
sidewalk. Grades for the roadway are flat.
Plaza Drive is a two lane road, with a southbound left turn lane at its intersection with
SR-507. The speed limit on the roadway is assumed to be 25 mph. Parking is allowed on
this commercial street and curb gutter is installed with sidewalk planned along its length.
Grades on the road are flat.
Algiers Drive is a two lane private road with asphalt wedge curbs. The speed limit is
assumed to be 25 mph. Grades are flat and the area adjacent to the road is primarily grass
and gravel with future plans for sidewalks.
B. Existing Peak Hour Volumes
Field data for this study was collected within the past 12 months. The traffic count was
taken during the evening peak period between the hours of 4 PM and 6 PM. This specific
peak period is targeted for analysis purposes since it generally represents a worst case
scenario for most developments with respect to traffic conditions. This is primarily due
to the common 8 AM to 5 PM work schedule and the greater number of recreation and
shopping trips associated with the early evening period. Drivers often travel home after
work at approximately the same time of day, typically between 5 PM and 6 PM, which
translates to a natural peak in intersection and arterial traffic loads. Figure 3 on the
following page shows the evening peak hour count taken at several intersections
identified during scoping with the city of Yelm. Average daily traffic (ADT) volumes for
State Routes are available from the Washington State Department of Transportation.
C. Level of Service Description
Existing peak hour delays were determined through the use of the Highway Capacity
Manual. Capacity analysis is used to determine level of service (LOS) which is an
established measure of congestion for transportation facilities. LOS is defined for a
variety of facilities including intersections, freeways, arterials, etc. A complete definition
of level of service and related criteria can be found in the HCM. The methodology for
determining the LOS at signalized intersections strives to determine the volume to
capacity (v/c) ratios for the various intersection movements as well as the average control
delay for those movements. Delay is generally used to measure the degree of driver
discomfort, frustration, fuel consumption, and lost time. Control delay, in particular,
includes movements at slower speeds and stops on intersection approaches as vehicles
move up in queue position or slow down upstream of an intersection.
6
Aside from the overall quantity of traffic, three specific factors influence signalized
intersection LOS. These include the type of signal operation provided, the signal phasing
pattern, and the specific allocation of green time. The methodology for determining the
LOS at unsignalized intersections strives to determine the potential capacities for the
various vehicle movements and ultimately determines the average total delay for each
movement. Potential Capacity represents the number of additional vehicles that could
effectively utilize a particular movement, which is essentially the equivalent of the
difference between the movement capacity and the existing movement volume. Total
delay is described as the elapsed time from when a vehicle stops at the end of a queue
until the vehicle departs from the stop line. Average total delay is simply the mean total
delay over the entire stream. A number of factors influence potential capacity and total
delay including the availability/usefulness of gaps.
The range for intersection level of service is LOS A to LOS F with the former indicating
the best operating conditions with low control delays and the latter indicating the worst
conditions with heavy control delays. Existing LOS is shown in Table 1 below. This
analysis involved the Signa12000 and HCS-2000 programs which is based on the 2000
Highway Capacity Manual.
D. Level of Service Results
The results of the level of service analysis were determined through the use of the
automated intersection analysis programs known as HCM 2000. This program is based
on Highway Capacity Manual analysis procedures for unsignalized intersections.
TABLE 1
Existing Level of Service
Delays given in seconds per vehicle
Intersection Control Approach LOS Delay
Plaza/SR-507 Stop Eastbound A 9.5
Westbound B 10.2
Northbound C 21.9
Southbound F 52.3
Plaza/103rd Ave Stop Northbound B 10.1
Westbound A 7.6
As shown in Table 1, the intersection of Plaza/SR-507 experiences delays of LOS F for
the southbound movement.
E. Pedestrian and Bicycle Traffic
Observations for pedestrian and bicycle activity were made during the vehicle count and
during other visits to gather field information. Very little non-motorist activity was
noted. Non-motorist volumes did not appear to have much influence on vehicle
progression.
F. Transit
The nearest transit service available is on Yelm Avenue and 103rd Avenue. Intercity
Routes 93 and 94 have stops near the project. Only minor transit usage would most likely
occur as most project trips would be made via passenger car. No trip generation
reductions were made for transit.
G. Sight Distance at Accesses
Preliminary examinations of the proposed accesses onto both Plaza Drive and Algiers
Drive were made to determine whether or not adequate entering and stopping sight
distance can be provided for inbound and outbound project traffic. Based on field
reviews, it appears that all accesses have sufficient available sight distance. No
obstructions or horizontal or vertical road curvature was noted which would affect exiting
and entering the site.
IV. FUTURE TRAFFIC DEMAND
A. Trip Generation
Trip generation is used to determine the magnitude of project impacts on the surrounding
street system. Data presented in this report was taken from the Institute of Transportation
Engineer's publication Trip Generation, Seventh Edition. The designated land use for
this project is defined by Shopping Center (LUC 820). Data for the 4 PM to 6 PM peak
hour was used for future traffic estimations. Table 2 gives a summary of the estimated
project trip generation. Included are the average weekday volume and the AM and PM
peak hour volumes for the 20,200 square feet.
TABLE 2
Trip Generation Volumes
20,200 SF Shopping Center
Total Net New
Time Period Volume Volume
Average Weekday Traffic 867 vpd 572 vpd
AM Peak Inbound 13 vph 9 vph
AM Peak Outbound 8 vph 5 vph
AM Peak Total 21 vph 14 vph
PM Peak Inbound 36 vph 24 vph
PM Peak Outbound 39 vph 26 vph
PM Peak Total 75 vph 50 vph
Given the shopping nature of the development, a significant number of project trips are
expected to be in the form of linked or pass-by trips. A linked trip is associated with two
or more of the uses in the complex, such as a trip from an insurance agent to a hair salon
on the same site. Linked trips are totally contained within the site, with no effect on
project entrances or roadway intersections. Pass-by trips are trips that are already a part
of the existing traffic stream, and that enter the project site on the "spur of the moment"
and normally exit the site in the same original direction of travel. Pass-by trips add
volumes to the entrance turning movements and roadway intersections bracketed by
entrances, but have no effect on outlying intersections. For the Prairie Plaza project the
assumed rate for pass-by traffic is 34 percent as presented in the original scoping to the
city of Yelm. Because of its location the traffic normally assumed to be pass-by operates
as a diverted trip with the emphasis of diversion occurring at the Plaza/Yelm intersection.
B. Trip Distribution Pattern
Trip distribution describes the process by which project generated trips are dispersed on
the street network surrounding the site. Site generated trips are expected to follow the
trip pattern shown in Figure 4 on the following page. As shown in the figure, the
distribution is split with 20 percent southwesterly on SR-507, 60 percent northeasterly on
SR-507, 5 percent northerly, 10 percent southerly, and 5 percent easterly on 103rd
avenue.
C. Peak Hour Volumes With and Without the Project
Completion of this subdivision is expected by the year 2006, therefore, future traffic
volumes for the 2006 horizon year is targeted and analyzed. Baseline 2006 peak hour
volumes without the project were derived by applying a 5 percent growth rate per year to
the existing volumes of Figure 3. This growth rate would allow for both background and
pipeline traffic volumes. 2006 intersection volumes without the project are given in
Figure 6, with background traffic included, while volumes with the project are shown in
Figure 7.
D. Level of Service
A level of service analysis was made of the future peak hour volumes with and without
project generated trips added to the primary intersections and entrance nodes. Results for
intersection delay conditions were determined through the use of the HCM 2000 and
Signa12000 programs. A summary of the analysis results is shown in Table 3 on page
14.
10
TABLE 3
Future 2006 Level of Service
Delays given in seconds per vehicle
Without Project With Project
Intersection Control Geometry LOS Delay LOS Delay
Plaza/SR-507 Stop Eastbound A 9.9 A 9.9
Westbound B 10.8 B 10.7
Northbound D 27.4 D 27.6
Southbound F - F -
Plaza/103rd Ave Stop Northbound B 10.4 B 10.7
Westbound A 7.6 A 7.6
Plaza/Entrance Stop Westbound - - A 9.6
Southbound - - A 7.5
The 2006 LOS analysis both with and without the project indicate delays of LOS F for the
southbound movement at the intersection of Plaza/SR-507. The movement affected is the
southbound left turn only as lane separation is available for the left turn from the other
southbound movements. The project traffic has the ability to divert to Creek Road via
Algiers with easier access to travel east on the SR-507 corridor.
E. Left Turn Lane Warrants
Left turn lanes are a means of providing a necessary storage area for left turning vehicles
at intersections. For atwo-lane or four-lane arterial with no left turn storage, delays are
often created by vehicles waiting to complete the desired left turn movement. These
turning vehicles typically block the heavier through movement, thereby causing some
disruptions to traffic flow and subsequent congestion. Methods have been developed by
various agencies to determine under what circumstances a left turn lane would be needed.
For this impact study, procedures from the WSDOT Design Manual, Figure 910-8 were
reviewed. The results of this assessment indicate that a left turn lane is not needed on
Plaza Drive at or near the entrance or Algiers. The city of Yehn has assured the ability to
provide this in the future by requiring an adequate street width when Plaza was built.
V. CONCL USIONS AND MITIGATION
The Prairie Plaza commercial project proposes to create 20,200 square of retail space for
the benefit of the Yelm citizens. The site is located on the west side of the City of Yelm
with access provided to both Plaza and Algiers. The primary roadway serving the site is
Plaza Drive from which distribution to the road network can be accomplished as shown
on Figure 4. This project is expected to create an average of 867 total trip movements of
which 572 trips are new with the remainder deemed to be diverted in this case versus
pass-by. An estimated 14 new vehicle trips are associated with the AM peak hour and 50
trips during the PM peak hour.
14
The project does not result in a change in LOS for any of the studied intersections though
more trips are added to the southbound movement at Plaza/SR-507 which currently has
some congestion. The location of the project with direct access to Algiers will allow
project traffic to divert away from the Plaza/SR-507 intersection to more easily travel
easterly at the Creek/SR-507 signalized intersection. The LOS did not assume the
redirection for eastbound travel. Sight distance at all project entrances appear to be
adequate, based on the 25 mph assumed speed limit.
Based on this analysis the following recommendations are made:
1. Provide the city of Yelm mitigation fee for 50 new PM peak hour trips.
No other mitigation is identified.
15
PRAIRIE PLAZA
RESIDENTIAL SUBDIVISION
TRAFFIC IMPACT ANALYSIS
APPENDIX
16
LEVEL OF SERVICE
The following are excerpts from the 2000 Highway Capacity Manual -Transportation
Research Board Special Report 209.
Quality of service requires quantitative measures to characterize operational conditions
within a traffic stream. Level of service (LOS) is a quality measure describing
operational conditions within a traffic stream, generally in terms of such service measures
as speed and travel time, freedom to maneuver, traffic interruptions, and comfort and
convenience.
Six LOS are defined for each type of facility that has analysis procedures available.
Letters designate each level, from A to F, with LOS A representing the best operating
conditions and LOS F the worst. Each level of service represents a range of operating
conditions and the driver's perception of those conditions.
Level-of-Service definitions
The following definitions generally define the various levels of service for arterials.
Level of service A represents primarily free-flow operations at average travel speeds,
usually about 90 percent of the free-flow speed for the arterial classification. Vehicles are
seldom impeded in their ability to maneuver in the traffic stream. Delay at signalized
intersections is minimal.
Level of service B represents reasonably unimpeded operations at average travel speeds,
usually about 70 percent of the free-flow speed for the arterial classification. The ability
to maneuver in the traffic stream is only slightly restricted and delays are not bothersome.
Level of service C represents stable operations; however, ability to maneuver and change
lanes in midblock locations maybe more restricted than in LOS B, and longer queues,
adverse signal coordination, or both may contribute to lower average travel speeds of
about 50 percent of the average free-flow speed for the arterial classification.
Level of service D borders on a range in which small increases in flow may cause
substantial increases in approach delay and hence decreases in arterial speed. LOS D may
be due to adverse signal progression, inappropriate signal timing, high volumes, or some
combination of these. Average travel speeds are about 40 percent of free-flow speed.
Level of service E is characterized by significant delays and average travel speeds of one-
third the free-flow speed or less. Such operations are caused by some combination of
adverse progression, high signal density, high volumes, extensive delays at critical
intersections, and inappropriate signal timing.
17
Level of service F characterizes arterial flow at extremely low speeds, from less than one-
third to one-quarter of the free-flow speed. Intersection congestion is likely at critical
signalized locations, with long delays and extensive queuing.
These definitions are general and conceptual in nature, and they apply primarily to
uninterrupted flow. Levels of service for interrupted flow facilities vary widely in terms
of both the user's perception of service quality and the operational variables used to
describe them.
For each type of facility, levels of service are defined based on one or more operational
parameters that best describe operating quality for the subject facility type. While the
concept of level of service attempts to address a wide range of operating conditions,
limitations on data collection and availability make it impractical to treat the full range of
operational parameters for every type of facility. The parameters selected to define levels
of service for each facility type are called "measures of effectiveness" or "MOE's", and
represent available measures that best describe the quality of operation on the subject
facility type.
Each level of service represents a range of conditions, as defined by a range in the
parameters given. Thus, a level of service is not a discrete condition, but rather a range of
conditions for which boundaries are established.
The following tables describe levels of service for signalized and unsignalized
intersections. Level of service for signalized intersections is defined in terms of average
control delay. Delay is a measure of driver discomfort, frustration, fuel consumption and
lost travel time, as well as time from movements at slower speeds and stops on
intersection approaches as vehicles move up in queue position or slow down upstream of
an intersection. Level of service for unsignalized intersections is determined by the
computed or measured control delay and is determined for each minor movement.
Signalized Intersections -Level of Service
Control Delay per
Level of Service Vehicle (sec)
A <_ 10
B > 10 and <_ 20
C > 20 and <_ 35
D > 35 and s55
E >SSand<_80
F > 80
18
Unsignalized Intersections -Level of Service
Level of Service
A
B
C
D
E
F
Average Total Delay
per Vehicle (sec)
<_10
>l0and<_15
>15and<25
>25and<_35
>35and<_50
> 50
As described in the 2000 Highway Capacity Manual, level of service breakpoints for all-
way stop controlled (AWSC) intersections are somewhat different than the criteria used
for signalized intersections. The primary reason for this difference is that drivers expect
different levels of performance from distinct kinds of transportation facilities. The
expectation is that a signalized intersection is designed to carry higher traffic volumes
than an AWSC intersection. Thus a higher level of control delay is acceptable at a
signalized intersection for the same level of service.
AWSC Intersections -Level of Service
Level of Service
A
B
C
D
E
F
Average Total Delay
per Vehicle (sect
<_10
> 10 and <_ 15
>15and<_25
>25 and <_35
>35and<_50
> 50
19
Summary of Trip Generation Calculation
For 20.2 T.G.L.A. of Shopping Center
February 11, 2004
Average
Rate Standard
Deviation Adjustment
Factor Driveway
Volume
Avg. Weekday 2-way Volume 42.94 21.38 1.00 867
7-9 AM Peak Hour Enter 0.63 0.00 1.00 13
7-9 AM Peak Hour Exit 0.40 0.00 1.00 8
7-9 AM Peak Hour Total 1.03 1.40 1.00 21
9-6 PM Peak Hour Enter 1.80 0.00 1.00 36
9-6 PM Peak Hour Exit 1.95 0.00 1.00 39
4-6 PM Peak Hour Total 3.75 2.75 1.00 ~"y5
AM Pk Hr, Generator, Enter 0.00 0.00 1.00 0
AM Pk Hr, Generator, Exit 0.00 0.00 1.00 0
AM Pk Hr, Generator, Total 0.00 0.00 1.00 0
PM Pk Hr, Generator, Enter 0.00 0.00 1.00 0
PM Pk Hr, Generator, Exit 0.00 0.00 1.00 0
PM Pk Hr, Generator, Total 0.00 0.00 1.00 0
Saturday 2-Way Volume 49.97 22.62 1.00 1009
Saturday Peak Hour Enter 2.58 0.00 1.00 52
Saturday Peak Hour Exit 2.39 0.00 1.00 48
Saturday Peak Hour Total 4.97 3.11 1.00 100
Sunday 2-Way Volume 25.24 17.23 1.00 510
Sunday Peak Hour Enter 1.53 0.00 1.00 31
Sunday Peak Hour Exit 1.59 0.00 1.00 32
Sunday Peak Hour Total 3.12 2.78 1.00 63
Note: A zero indicates no data available.
Source: Institute of Transp ortation Engineers
Trip Generation, 7t h Editio n, 2003.
TRIP GENERATION BY MICROTRANS
Heath & Associates Inc.
Transportation Division
2214 Tacoma Road
Puyallup, WA 98371
rrniins Printed-Unshifted
File Name : untitled1
Site Code :00002145
Start Date :02/12/2004
Page No : 1
--- --
Pl_AZA DR -
YELM AVE
PLAZA DR
YELM AVE
Southbound Westbound Northbound
-
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__
Start Time Ri ht Thru Left Ri ht Thru Left Ri ht Thru
- Left
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Total 23 1 --
7 19 693 118 149 3 6 1 22 76 35' 1843
Grand Total 44 3 17 38 1399 231 294 11 17 52 1466 61 3633
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PLAZA DR
Heath & Associates Inc.
Transportation Division
2214 Tacoma Road
Puyallup, WA 98371
File Name : untitled1
Site Code :00002145
Start Date :02/12/2004
Page No : 2
__
PLAZA DR YELM AVE
Southbound Westbound
PLAZA DR
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04:45 5 0 1 6 6 193 37 236 43 1 1 45' 8 164 6 178 465
Volume
Peak Factor 0.991
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Volume 5 0 4 9 6 193 37 236 43 1 1 45 ; 4 201 10 215
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55 30 85
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Transportation Division
2214 Tacoma Road File Name : untitled1
Puyallup, WA 98371 Site Code :00002145
Start Date :02/17/2004
_ _ - r -____ _
103RD AVE --- -
Westbound _
Start Time Ri ht Thru Left
- Right
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Factor 1.0 --
1.0 -
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04:00 PM 0 __
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04:15 PM 0 10 4', 9
04:30 PM 0 14 9 9
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05:00 PM 0 14 8 7
05:15 PM 0 16 6 19
05:30 PM 0 9 6 7
05:45 PM 0 22 5 14
Total 0 61 25 I 47
Grand Total 0 121 52 82
ApprCh % 0.0 69.9 30.1 58.2
Total % 0.0 21.2 9.1 14.4
Page No : 1
~ted- Unshifted ----
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0 4 2 31 0 60
0 9 6 21 0 68
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0 8 6 33 0 76
0 8 5 16 0' 70
0 6 9 29 0I, 66
0 7 9 32 0~ 89
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Heath & Associates Inc.
Transportation Division
2214 Tacoma Road
Puyallup, WA 98371
File Name : untitled1
Site Code :00002145
Start Date :02/17/2004
Page No : 2
103RD AVE
PLAZA DR - -
103RD AVE
Westbound ~ Northbound Eastbound
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Volume 0 61 25 86 47 0 29 76 29 110 0
Percent 0.0 70.9 29.1 61.8 0.0 38.2 20.9 79.1 0.0
05:45 Volume 0 22 5 27 14 0 7 21 I 9 32 0
Peak Factor
High Int. 05:45 PM 05:15 PM 05:45 PM
Volume 0 22 5 27 19 0 8 27 9 32 0
Peak Factor 0.796 0.704
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Out In Total
PLAZA DR
App' Int. Total
Total
139 301
41 89
0.846
41
0.848
TWO-WAY STOP CONTROL SUMMARY
General Information Site Information
nal st Intersection
enc /Co. urisdiction
Date Performed 3/18/2004 nal sis Year
nal sis Time Period
Pro'ect Descri lion PRAR/E PLAZA -EXISTING PM PEAK HOUR VOLUMES
East/West Street: BALD HILL ROAD North/South Street: PLAZA DR
Intersection Orientation: East-West tud Period hrs : 0.25
ehicle Volumes and Ad'ustments
Ma'or Street Eastbound Westbound
Movement 1 2 3 4 5 6
L T R L T R
olume veh/h 33 755 28 122 695 17
Peak-hour factor, PHF 0.95 0.95 0.95 0.88 0.88 0.88
Hourly Flow Rate (veh/h) 34 794 29 138 789 19
Proportion of heavy vehides,
PHV 1 __ 1 __ __
Median type Two Way Left Turn Lane
RT Channelized? 1 1
Lanes 1 1 1 1 1 1
onfiguration L T R L T R
U stream Si nal 0 0
Minor Street Northbound Southbound
Movement 7 8 9 10 11 12
L T R L T R
olume veh/h 8 5 151 7 0 23
Peak-hour factor, PHF 0.91 0.91 0.91 0.83 0.83 0.83
Hourly Flow Rate (veh/h) 8 5 165 8 0 27
Proportion of heavy vehides,
PHV 0 0 0 0 0 0
Percent grade (%) 0 0
Flared approach N N
Storage 0 0
RT Channelized? 0 0
Lanes 0 1 1 1 1 0
onfiguration LT R L TR
ontrol Dela Queue Len th Level of Serv ice
pproach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Configuration L L LT R L TR
olume, v (vph) 34 138 13 165 8 27
apacity, c,,, (vph) 835 832 128 391 28 394
/c ratio 0.04 0.17 0.10 0.42 0.29 0.07
ueue length (95%) 0.13 0.59 0.33 2.04 0.89 0.22
ontrol Delay (s/veh) 9.5 10.2 36.3 20.8 178.7 14.8
LOS A B E C F B
pproach delay (s/veh) -- -- 21.9 52.3
pproach LOS -- -- C F
HCS'OOOrs~ Copyright C~ 2003 University of Florida, All Rights Reserved Version 4 I d
TWO-WAY STOP CONTROL SUMMARY
eneral Information Site Information
nal st Intersection
enc /Co. urisdiction
Date Performed 3/18/2004 nal sis Year
nal sis Time Period
Pro'ect Descri tion PRARIE PLAZA - 2006 PM PEAK HOUR VOLUMES WITHOUT
East/West Street: BALD HILL ROAD North/South Street: PLAZA DR
Intersection Orientation: East-West Stud Period hrs : 0.25
ehicle Volumes and Ad'ustments
Ma'or Street Eastbound Westbound
Movement 1 2 3 4 5 6
L T R L T R
olume veh/h 36 832 31 135 766 19
Peak-hour factor, PHF 0.95 0.95 0.95 0.88 0.88 0.88
Hourly Flow Rate (veh/h) 37 875 32 153 870 21
Proportion of heavy vehides,
PHV 1 1
Median type Two Way Left Turn Lane
RT Channelized? 1 1
Lanes 1 1 1 1 1 1
onfiguration L T R L T R
U stream Si nal 0 0
Minor Street Northbound Southbound
Movement 7 8 9 10 11 12
L T R L T R
olume veh/h 9 6 166 8 0 25
Peak-hour factor, PHF 0.91 0.91 0.91 0.83 0.83 0.83
Hourly Flow Rate (veh/h) 9 6 182 9 0 30
Proportion of heavy vehides,
PHv 0 0 0 0 0 0
Percent grade (%) 0 0
Flared approach N N
Storage 0 0
RT Channelized? 0 0
Lanes 0 1 1 1 1 0
onfiguration LT R L TR
ontrol Dela Queue Len th Level of Serv ice
pproach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Configuration L L LT R L TR
olume, v (vph) 37 153 15 182 9 30
apacity, c,T, (vph) 779 776 102 351 0 354
/c ratio 0.05 0.20 0.15 0.52 0.08
ueue length (95%) 0.15 0.73 0.49 2.85 0.28
ontrol Delay (s/veh) 9.9 10.8 46.3 25.8 16.1
LOS A B E D F C
pproach delay (s/veh) -- -- 27.4
pproach LOS -- -- D
NC.S?000>~ Copyright c 2003 University of Florida, All Rights Reserved Versiun 4 Id
TWO-WAY STOP CONTROL SUMMARY
General Information Site Information
nal st Intersection
enc /Co. urisdiction
Date Performed 3/18/2004 nal sis Year
nal sis Time Period
Pro'ect Descri tion PRARIE PLAZA - 2006 PM PEAK HOUR VOLUMES WITH
EasUWest Street: BALD HILL ROAD North/South Street: PLAZA DR
Intersection Orientation: East-West tud Period hrs : 0.25
ehicle Volumes and Ad'ustments
Ma'or Street Eastbound Westbound
Movement 1 2 3 4 5 6
L T R L T R
olume veh/h 51 826 31 135 761 29
Peak-hour factor, PHF 0.95 0.95 0.95 0.88 0.88 0.88
Hourly Flow Rate (veh/h) 53 869 32 153 864 32
Proportion of heavy vehides,
PHv 1 1 __ __
Median type Two Way Left Turn Lane
RT Channelized? 1 1
Lanes 1 1 1 1 1 1
onfiguration L T R L T R
U stream Si nal 0 0
Minor Street Northbound Southbound
Movement 7 8 9 10 11 12
L T R L T R
olume veh/h 9 6 166 19 0 41
Peak-hour factor, PHF 0.91 0.91 0.91 0.83 0.83 0.83
Hourly Flow Rate (veh/h) 9 6 182 22 0 49
Proportion of heavy vehides,
PHV 0 0 0 0 0 0
Percent grade (%) 0 0
Flared approach N N
Storage 0 0
RT Channelized? 0 0
Lanes 0 1 1 1 1 0
onfiguration LT R L TR
ontrol Dela Queue Len th Level of Serv ice
pproach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Configuration L L LT R L TR
olume, v (vph) 53 153 15 182 22 49
apacity, ct„ (vph) 783 780 88 354 0 357
/c ratio 0.07 0.20 0.17 0.51 0.14
ueue length (95%) 0.22 0.73 0.58 2.81 0.47
ontrol Delay (s/veh) 9.9 10.7 54.1 25.4 16.7
LOS A 8 F D F C
pproach delay (s/veh) -- -- 27.6
pproach LOS -- -- D
HCS'000~~~ Copyright'z 2003 University of Florida, All Rights Reserved Vcrsion 4.Id
TWO-WAY STOP CONTROL SUMMARY
General Information Site Information
nal st Intersection
enc /Co. urisdiction
Date Performed 3/18/2004 nal sis Year
nal sis Time Period
Pro'ect Descri tion PRAIRIE PLAZA -EXISTING PM PEAK HOUR VOLUMES
East/West Street: 103RD AVENUE North/South Street: PLAZA DR.
Intersection Orientation: East-West tud Period hrs : 0.25
ehicle Volumes and Ad'ustments
Ma'or Street Eastbound Westbound
Movement 1 2 3 4 5 6
L T R L T R
olume vehJh 0 110 29 25 61 0
Peak-hour factor, PHF 1.00 0.85 0.80 0.80 1.00
Hourly Flow Rate (veh/h) 0 129 32 31 76 0
Proportion of heavy vehides,
PHv 0 _- __ p __ __
Median type Undivided
RT Channelized? 0 0
Lanes 0 1 0 0 1 0
onfiguration TR LT
U stream Si nal 0 0
Minor Street Northbound Southbound
Movement 7 8 9 10 11 12
L T R L T R
olume veh/h 29 0 47 0 0 0
Peak-hour factor, PHF 0.70 1.00 0.70 1.00 1.00 1.00
Hourly Flow Rate (veh/h) 41 0 67 0 0 0
Proportion of heavy vehides,
PHv 0 0 0 0 0 0
Percent grade (%) 0 0
Flared approach N N
Storage 0 0
RT Channelized? 0 0
Lanes 0 0 0 0 0 0
onfiguration LR
ontrol Dela Queue Len th Level of Service
proach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Configuration LT LR
olume, v (vph) 31 108
apacity, ct„ (vph) 1430 814
/c ratio 0.02 0.13
ueue length (95%) 0.07 0.46
ontrol Delay (s/veh) 7.6 10.1
LOS A B
pproach delay (s/veh) -- -- 10.1
pproach LOS -- -- 8
HCS'000~~~~ Copyright c 2003 University of Florida, All Rights Reserved Vcrsion 4.Id
TWO-WAY STOP CONTROL SUMMARY
General Information Site Information
nal st Intersection
enc /Co. urisdiction
Date Performed 3/18/2004 nal sis Year
nal sis Time Period
Pro ect Descri lion PRAIRIE PLAZA - 2006 PM PEAK HOUR VOLUMES WITHOUT
East/West Street: 103RD AVENUE North/South Street: PLAZA DR.
Intersection Orientation: East-West tud Period hrs : 0.25
ehicle Volumes and Ad'ustments
Ma'or Street Eastbound Westbound
Movement 1 2 3 4 5 6
L T R L T R
olume veh/h 0 121 32 28 67 0
Peak-hour factor, PHF 1.00 0.85 0.85 0.80 0.80 1.00
Hourly Flow Rate (veh/h) 0 142 37 34 83 0
Proportion of heavy vehides,
PHV 0 __ __ 0 -- __
Median type Undivided
RT Channelized? 0 0
Lanes 0 1 0 0 1 0
onfiguration TR LT
U stream Si nal 0 0
Minor Street Northbound Southbound
Movement 7 8 9 10 11 12
L T R L T R
olume veh/h 32 0 52 0 0 0
Peak-hour factor, PHF 0.70 1.00 0.70 1.00 1.00 1.00
Hourly Flow Rate (veh/h) 45 0 74 0 0 0
Proportion of heavy vehides,
PHv 0 0 0 0 0 0
Percent grade (%) 0 0
Flared approach N N
Storage 0 0
RT Channelized? 0 0
Lanes 0 0 0 0 0 0
onfiguration LR
ontrol Dela Queue Len th Level of Serv ice
pproach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Configuration LT LR
olume, v (vph) 34 119
apacity, c,,, (vph) 1409 791
/c ratio 0.02 0.15
ueue length (95%) 0.07 0.53
ontrol Delay (s/veh) 7.6 10.4
LOS A B
pproach delay (s/veh) -- -- 10.4
pproach LOS -- -- 8
HCS?OOOr>~ Copyright .~ 2003 University of Florida, All Rights Reserved Version 4.Id
TWO-WAY STOP CONTROL SUMMARY
General Information Site Information
nal st Intersection
enc /Co. urisdiction
Date Performed 3/18/2004 nal sis Year
nal sis Time Period
Pro ect Descri lion PRAIRIE PLAZA - 2006 PM PEAK HOUR VOLUMES WITH
East/West Street: 103RD AVENUE North/South Street: PLAZA DR.
Intersection Orientation: East-West tud Period hrs : 0.25
ehicle Volumes and Ad'ustments
Ma'or Street Eastbound Westbound
Movement 1 2 3 4 5 6
L T R L T R
olume (veh/h 0 121 41 30 66 0
Peak-hour factor, PHF 1.00 0.85 0.85 0.80 0.80 1.00
Hourly Flow Rate (veh/h) 0 142 48 37 82 0
Proportion of heavy vehides,
PHv 0 -- __ p -- --
Median type Undivided
RT Channelized? 0 0
Lanes 0 1 0 0 1 0
onfiguration TR LT
U stream Si nal 0 0
Minor Street Northbound Southbound
Movement 7 8 9 10 11 12
L T R L T R
olume veh/h 43 0 53 0 0 0
Peak-hour factor, PHF 0.70 1.00 0.70 1.00 1.00 1.00
Hourly Flow Rate (veh/h) 61 0 75 0 0 0
Proportion of heavy vehides,
PHV 0 0 0 0 0 0
Percent grade (%) 0 0
Flared approach N N
Storage 0 0
RT Channelized? 0 0
Lanes 0 0 0 0 0 0
onfiguration LR
ontrol Dela Queue Len th Level of Serv ice
pproach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Configuration LT LR
olume, v (vph) 37 136
apacity, c,,, (vph) 1396 766
/c ratio 0.03 0.18
ueue length (95%) 0.08 0.64
ontrol Delay (s/veh) 7.6 10.7
LOS A 8
pproach delay (s/veh) -- -- 10.7
pproach LOS -- -- B
HCS?000>~ Copyright c 2003 University of Florida, All Rights Reserved Version 4 Id
TWO-WAY STOP CONTROL SUMMARY
eneral Information ite Information
alyst
ency/Co.
ate Performed 3/18/2004
al sis Time Period Intersection
urisdiction
alysis Year
ro'ect Descri tion PRAIRIE PLAZA - 2006 PM PEAK HOUR VOLUMES WITH
ast/VNest Street: ENTRANCE orth/South Street: PLAZA DR.
Intersection Orientation: Norfh-South tud Period hrs : 0.25
ehicle Volumes and Ad'ustments
a'or Street Northbound Southbound
ovement 1 2 3 4 5 6
L T R L T R
olume 0 84 25 11 60 0
eak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
ourly Flow Rate, HFR 0 93 27 12 66 0
ercent Heavy Vehicles 0 -- - 0 -- -
Median Type Undivided
T Channelized 0 0
anes 0 1 0 0 1 0
onfiguration TR LT
U stream Si nal 0 0
Minor Street Westbound Eastbound
Movement 7 8 9 10 11 12
L T R L T R
olume 27 0 12 0 0 0
eak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
ourly Flow Rate, HFR 30 0 13 0 0 0
ercent Heavy Vehices 0 0 0 0 0 0
ercent Grade (%) 0 0
Flared Approach N N
forage 0 0
T Channelized 0 0
Lanes 0 0 0 0 0 0
onfiguration LR
ela Queue Len th and Level of Service
proach NB SB Westbound Eastbound
ovement 1 4 7 8 9 10 11 12
ane Configuration LT LR
(vph) 12 43
(m)(vph) 1480 834
lc 0.01 0.05
5% queue length 0.02 0.16
ontrol Delay 7.5 9.6
LOS A A
proach Delay - - 9.6
proach LOS -- -- A
Rights Reserved
HCS2000~*+ Copyright ®2003 University of Florida, All Rights Reserved Version 4.Id
Version 4. I d
Traffic Scoping Information Worksheet (Include Site Plan)
Project Information
Project Title: Prairie Plaza
Project Description: 20,200 sf of shopping center off Plaza Drive & Algiers Drive
Parcel Number(s): 22730110103,104, 22730k10101, lots 2-4 ss-8017
Trip Generation: Trip Gen 7 -equations
Quantity
Units Land Use Code
and
Description Daily
Generation
Rate AM
Generation
Rate PM
Generation
Rate Proposed
Pass-by
Rate
20.2 Tsf 820 867 21 76 34%
Total PM Peak Hour Trips:
New PM Peak Hour Trips:
Total AM Peak Hour Trips
Total Daily Trips: 867
76
50
21
Year of Occupancy (Horizon Year of Project): 2004-2005
Phasing Plan:
Identify all intersections that are affected by more than 20 new PM Peak Hour Trips:
Use additional sheets if necessary.
1. SR-507 & Plaza Dr NE
2. NE 103rd St & Plaza Dr NE
3. Algiers Rd NE & Plaza Dr NE
4.
5.
6.
7.
8.
9.
10.
Include Name, address, phone number and fax number of project developer and traffic
consultant. Include site plan showing all existing roadways and driveways.
Developer: Geoff Sherwin Traffic Consultant: Greg Heath
Apex Engineering Heath & Associates, Inc.
2601 S 35th, Suite 200 2214 Tacoma Rd
Tacoma, WA 98409 Puyallup, WA 98371
253 473 4494 Fax 253 473 0599 253 770 1401 Fax 253 770 1473