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Traffic G B HEATH AND ASSOCIATES (206) 770~ 1401 H z nand Czvzl En neerzn f' l.J n LJ n u II u n , u 11 U 11 u 11 LJ ,.---, u n LJ 1'1 u 'I u 1'1 LJ 1'1 u i1 u 11 LJ n U n LJ 11 U Transportat 0 Project Proponent gz g lP J '\> 0...' J' \~ o..~fufS' r. ,\..' ,$"."'i' J' '~S/~;;~~.~;~;~:~,..f , ~...",........",...,.. c=r t~ \..1. r I ExpiRES: 6/30/<11I{" 1 2214 Tacoma Road · Puyallup, Washington 98371 NISQUALLY ESTATES RESIDENTIAL SUBDIVISION TRAFFIC IMPACT ANALYSIS THURSTON COUNTY, W A Landmark Development POBox 77 McKenna, W A 98558 Revised SEPTEMBER 1995 n u n u NISQUALL Y ESTATES RESIDENTIAL SUBDIVISION TRAFFIC IMPACT ANALYSIS n LJ n u n LJ TABLE OF CONTENTS .. n u I. IntroductIon II. ProJect DescnptIon III. Roadway System IV Forecasted Traffic Demand V ConclusIOns 3 3 3 11 17 11 U n AppendIX u n LISt of Tables LJ l.J 1 1995 EXIStIng LOS 2. Tnp GeneratIon 3 Future LOS With and Without the ProJect 10 11 16 n n LJ LISt of Figures n n U 1 ViCInIty Map 2. Roadway System 3 SIte Plan 4 1995 EXIsting Street Volumes 5 Tnp DIstributIon - ProJect Traffic 6 1998 Street Volumes Without the ProJect 7 1998 Street Volumes With the ProJect 4 5 6 9 13 14 15 u n LJ n LJ n u Il U r u n u 2 n L.J n LJ , I U NISQUALL Y ESTATES RESIDENTIAL SUBDIVISION TRAFFIC IMPACT ANALYSIS n n LJ I. Introduction n Li VehIcular travel IS an Important and dynamiC element of new development whIch dIrectly Impacts eXIstIng street tJ,etworks and IntersectIons near a proJect. New development tYPIcally translates Into added vehIcle tnps on adjacent roadways whIch often results In an Increase In traffic congestIon to the local area. Traffic Impact Analyses (TIA's) serve to assess the Impacts of new development and provIde mumcIpal agenCIes and developers wIth mItIgatIng measures to counteract these Impacts. The purpose of thIS study IS to assess the traffic Impacts assocIated with the proposed Nisqually Estates resIdential subdIvIsIon. To make such assessments, a data base of current traffic conditIons and operatIons on the pnmary roadways and IntersectIons servIng the SIte IS first developed. The key roadways Include Yelm Avenue, State Route 507, Bald Hill Road, 1st Street, Solberg Street, Mosman Street, Edwards Street, 103rd Avenue, Creek Street, and Morns Road. StandardIzed tnp generatIon and tnp distributIon techmques are then employed to determIne the magmtude of proJect Impacts and to determIne where proJect traffic travels to and from. Finally, appropnate conclusIOns are made to summanze the Impacts assocIated wIth thIS development. In additIOn, the expected contributIOn of thIS proJect toward future roadway Improvement costs IS also determIned. ThIS study ultImately serves to Insure safe and effiCient operatIOn of traffic In the area. n i LJ n LJ n u n LJ n LJ II LJ II. Project Description n U The proJect as proposed IS a 120 lot resIdentIal development located In the CIty ofYelm of Thurston County The site lIes southwest ofYelm Avenue and borders along the northwest SIde of SR-507 ThIS plat IS expected to utilize two pnmary access pOInts dIrectly to SR-507 The land use for the SIte IS entIrely SIngle famIly detached resIdentIal dwellIngs. Most nelghbonng development directly surroundIng the proposed project IS also reSIdentIal. However, sIgmficant commercIal development lIes northeast of the SIte along Yelm Avenue and 1st Street. For traffic purposes and based on the owner's proJectIOns, the proJect IS antICIpated to be bUIlt and occupIed by 1998 Figures 1 and 2 show the proJect locatIOn and the surroundIng street network. The proposed SIte plan shOWIng the entrance and the overall lot layout IS shown on Figure 3 n LJ n U II LJ n J ID. Existing Conditions A. EXIStIng Street System n I U n LJ 1 Yelm Avenue IS a two lane artenal which lIes northeast of the SIte and has a posted speed lImit which ranges from 20 mph to 35 mph near the project. The roadway surface IS pnmarily composed of asphalt concrete. Shoulders adjacent to the traveled n U 3 n U n u If U \~SH~\I_ .RP. ~( CAR A ~ n LJ w VJ o a: l- I- W Z a: :J CD 13 '1 J w VJ o a: n , i u w VJ o rr w VJ n , LJ ~l n I u 24 RD SE n l- V) I-w ZV) ~ ~ is DURANT 5T SE n LJ u n J r; Li ) 105 WAY SE w lU VJ VJ 0 0 a: a: :.:: ~ ~ a: 0 ::! <:: ~ 0 z HILL RD SE ~ t) <:: > UJ x 0 (/) u.. 109 AV SE n u n LJ n I LJ II U n J Vicinity Map n U Figure 1 J IlERR"l \l1>-t.t.'E"l RV S'E' , .J n o n 1>- \I'E S' '\ 05 ~1>-"l S'E ~ tn ~ ~ tn ~ ~ A: j ..J '\09 .".\I'E S'E t) ~ o n LJ " u n. u n J " J n u n \ tJ 1\ J '\ 03 .".V'E'S'E ~ ';>l. til ~ U 1>1 \ Roadway System Figure 2 J J 7 8 , 9 to I'll 12 ><J ~-" ""\ J G n , 1 U n J \, ., \ \ \ \ ' ;\ \ \ \ ,\ I \ \ \ \ , \ , .. \ , \ ' , I ,I \ \ \...- ~ n J n . \ U n \ U site pla.n --- fig\lJ:e 3 n J J ond Tt'ontJPort&.\.ion r.ng\:p'eer\ll& r\ \J J n J 'l I L.J II , roadway are 3 to 5 feet and are composed of eIther asphalt and gravel or concrete curb and sIdewalk. Grades are generally level (0 to 2 percent) The roadway wIdens at ItS IntersectIOn with SR-507 to accommodate nght and left turn lanes In the southeast dIrectIon and a left turn lane In the northwest dIrectIon. Lane WIdths are roughly 11 to 12 feet. rr J LJ 2. SR-507 IS a two lane desIgnated state hIghway whIch borders the southeast edge of the sIte. It WIdens at ItS IntersectIon WIth Yelm Avenue to accommodate left turn lanes on both the nQnheast and southwest approaches (the northeast leg becomes 1st Avenue) The posted speed lImIt along thIS roadway IS 25 mph near the Yelm Avenue/SR-507 IntersectIon. All lane WIdths are roughly 12 feet. The roadway surface consIsts of asphalt concrete wIth asphalt/gravel shoulders or curb and SIdewalk on both SIdes J II LJ n LJ 3 Solberg Street IS a two lane roadway whIch has a posted speed lImIt of 25 mph near the proJect. Road surfacIng consIsts of asphalt concrete while shoulders are a combInation of asphalt and gravel and range from 3 to 5 feet In WIdth. Lane WIdths are generally 11 feet and grades are level (0 to 2 percent) n L.J i[ J II i L.J 4 Mosman Avenue IS a two lane roadway wIth a posted speed lImIt of25 mph. Lane WIdths are roughly 10 5 feet while shoulders are 3 to 5 feet Wide. Road surfacing consIsts of asphalt concrete and shoulders are composed of gravel. Grades along the roadway are generally level. n Li 5 Edwards Street lIes north of the sIte and has two lanes wIth a posted speed lImIt of 20 mph. Lane WIdths are approxImately 11 5 feet and road sUrfacmg consists of asphalt. Shoulders adJacent to the travel lanes are eIther curb and SIdewalk or gravel and range from 3 to 6 feet In WIdth. n LJ rr 6 103rd Avenue IS a two lane roadway whIch lIes east of the sIte and has a posted speed lImIt of25 mph. Lane WIdths are generally 11 feet and road surfacIng consIsts of asphalt concrete. Shoulders are m the form of curb and SIdewalk and are 3 to 5 feet In WIdth. At the roadway's IntersectIOn wIth Yelm Avenue, the roadway WIdens to accommodate an exclusIve left turn lane. Roadway terraIn IS generally flat. Il J LJ 'l J 7 Bald Hill Road IS a two lane roadway whIch lIes east of the SIte and has a posted speed lImIt of 40 mph. Lane WIdths for thIS road are roughly 11 feet and the road surface lS composed of asphalt concrete. Shoulders are composed of asphalt and gravel. Il i L.J 8 Morns Road IS two lane roadway whIch Intersects Bald Hill Road and SR-507 as a one way segment to form the "five corners" IntersectIOn. Roadway surfacIng IS composed of asphalt concrete and lane WIdths are 11 to 14 feet. Shoulders are narrow along thIS roadway and are composed of gravel or grass. 'l J 'l I U 'I J 7 '1 I L.J n LJ 9 Creek Street compnses the fifth leg of the "five corners" IntersectIon. ThIs two lane roadway lIes east of the sIte and has a posted speed lImIt of 25 mph. Grass shoulders flank the travel lanes whIch are roughly 10 feet wIde. The road surface consists of asphalt concrete. 11 J 11 B EXIStIng Street Volumes and Patterns u '1 L.J All field data for this study was collected dunng August of 1995 Traffic counts used were taken dunng the ~yenIng peak penod between the hours of 4 and 6 PM. The PM peak hour was used for analysIs purposes SInce It generally represents a worse case scenano for a resIdentIal development wIth respect to traffic condItIons. ThIS IS pnmanly due to the common 8 AM to 5 PM work schedule and the greater number of recreatIon and shoppIng tnps assocIated wIth the late afternoon penod. ResIdents tYPIcally return home after work at approxImately the same tIme of day, usually between 5 PM and 6 PM. 1 LJ n u u Shown below In Figure 4 are the PM peak hour counts taken at the SIX pnmary IntersectIons of Interest. These Include Solberg StreetlYelm Avenue, SR-507/Yelm Avenue, Edwards StreetlYelm Avenue, Mosman Street/SR-507, 103rd Avenue/SR-507, and SR-507/Bald Hill Road. All turnIng movements and avaIlable average daily traffic volumes are Included In this figure. [i 11 LJ n C 1995 EXistIng Level of Service n The peak hour InfOrmatIOn along With the general geometnc Intersection data was used to perform capacIty computatIons In accordance With TransportatIOn Research Board Special Report 209, commonly known as the 1985 Highway CapacIty Manual. CapacIty analysIs IS used to determIne level of servIce (LOS) The methodology for determInIng the LOS at SIgnalIzed IntersectIOns stnves to detemllne the stopped delay for vehIcles desmng to move across conflIctIng traffic streams whIch have the nght-of-way Delay IS generally used to measure the degree of dnver discomfort, frustratIon, fuel consumptIOn, and lost time. Stopped delay, in particular, is defined as the amount of tIme a vehIcle, on average, spends not In motIon or statIonary at an IntersectiOn. u n L.J L.J 11 LJ LJ The methodology for determInIng the LOS at unsIgnalIzed IntersectiOns, on the otherhand, stnves to determIne the reserve capaCItIes for the vanous vehIcle movements. Reserve capaCIty measures the number of addItiOnal vehIcles that could effectIvely use a partIcular movement, whIch IS essentIally the eqUIvalent of the dIfference between the movement capaCIty and the eXIstIng movement volume. The range for SIgnalIzed IntersectIOn level of servIces IS LOS lA', IndIcatIng lIttle or no delay, to LOS 'EI, IndIcatIng capaCIty For unsIgnalized IntersectIons, LOS lA' IndIcates a large reserve capaCIty, translatIng to very lIttle delay, while LOS IE' IndIcates a small reserve capaCIty, I.e. near capaCIty condItIons. n J '1 J n '1 J Note that for analYSIS purposes, Yelm Avenue IS generally labeled as an east-west route while SR-507 (near the proJect) IS conSIdered a north-south route. The exceptIons lIe WIth the 103rd Avenue/Yelm Avenue and the SR-507/Bald Hill Road IntersectIons In whIch n > J 'I J 8 .., .J (\ J (\ o (\ o 'I J (\ J ,'\ \ LJ lume5 t \]0 Stree e 1\ g . gur . tin "f:l. "B~1.S ,995 r"\, cJ n J '\ u J n I U n L.J 'l I L.J Yelm Avenue IS consIdered a north-south route and SR-507 IS consIdered an east-west route. Also note that the five-leg SR-507/Bald Hill Road IntersectIon was treated as a four-leg Intersection SInce Morns Road IS a one way outbound leg whIch does not Impact conflictIng vehIcles much dIfferently from vehIcles entenng the Bald Hill Road sectIon. In order to replIcate a four leg IntersectIon scheme, SImIlar turnIng and through volumes were combmed. For example, eastbound nght turmng vehIcles from SR-507 to either Morns Road or Bald Hill Road affect traffic In a SImilar manner Therefore, these nght turmng volumes were combIned Into one nght turn movement. ThIS approach is reasonable SInce only fqVr legs of thIS locatIon actually contribute traffic Into the IntersectIon. II J 'l I U n The results of the LOS analysIs IS found In Table 1 below A detailed defimtIOn oflevel of service as well as appropnate cntena measures are provIded In the first sectIon of the appendix. u n u n TABLE 1 1995 Existing LOS Intersection Control Geometry 1995 Solberg StlYelm Ave Stop Northbound D Southbound D Edwards StlYelm Ave Stop Northbound B Southbound D SR-507IYelm Ave Signal Southbound C Westbound C Northbound D Eastbound C SR-507 !Mosman St Stop Westbound B Eastbound A 103rd AveIYelm Ave Stop Eastbound C Southbound L T A SR-507/Bald Hill Rd Stop Northbound F Southbound D n LJ '1 I U II u n u n u LJ n n U As shown In the table above, most of the approaches at these IntersectIons are operatIng above acceptable levels of congestIon. ThIS IS expected conSIderIng the moderate volumes on most SIde streets along the maJor corndors. However, sIgmficant congestIon IS noted at the SR-507/Bald Hill Road IntersectIOn. The northbound approach for thIS "five corner" locatIon presently expenences LOS F condItIons whIch IndIcates severe delays and the need for mItIgatIng measures. VehIcles on the Bald Hill Road approach are notIceably delayed while attemptIng theIr movements Into the SR-507 traffic stream whIch IS moderately congested dunng the peak hour City of Yelm standards state that LOS D tYPically represents the minimal acceptable level of congestIon WIthIn CIty lImIts while LOS C represents the mInimum outSIde CIty lImIts. For the most part, vehicles at the other five locatIons expenence mInor to moderately long delays dunng the PM peak hour penod. I U n u n U n I U n L.J 10 II LJ n LJ D Pedestnan and BIcycle ACtIVIty n LJ n While no desIgnated pedestnan and bIcycle paths presently eXIst In the Immediate area near the proJect, asphalt/gravel shoulders and sIdewalks on SR-507 (northeast of the sIte) provIde adequate space for thIS type of traffic. In addItIon, an abandoned railway corndor whIch borders the entIre southeast edge of the sIte IS planned to be converted Into a pedestnan walkway for foot traffic along SR-507 and mto and out of the central CIty core. According to CIty ofYelm forecasts, thIS "Rails-to-Trails" proJect IS expected to be undertaken In the near ,~ture. Negligible bIcycle actIvIty was noted dunng field observatIons for the subJect IntersectIOns. SImilarly, very little pedestnan actIvIty was observed. n I LJ n LJ u IV. Forecasted Traffic Demand and Analysis n LJ A. Tnp GeneratIon n L.J Tnp generatIon IS used to determIne the magnItude of proJect Impacts. Tills IS usually denoted by the quantIty or specIfic number of new tnps that enter and eXIt a proJect dunng a deSIgnated tIme penod, such as a peak hour (AM or PM) or an entIre day The tnp generation data presented In thIS report was based on the InstItute of TransportatIon EngIneer's publIcatIon Trip Generation, Fifth EdItIon. The land use code used for thIS proJect was SIngle Family Detached Housmg less than 300 UnIts (LUC 210) The PM peak hour between the 4 PM to 6 PM was used as the deSign hour Data for thiS partIcular tIme penod was applIed to the street system In order to be used for future capacIty analYSIs. Table 2 below summanzes the tnp generatIon used for thIS proJect. I) ~ n : U n u TABLE 2 Trip Generation, LUC 210 n LJ Time Period AWDT PM Peak Inbound PM Peak Outbound PM Peak Total AM Peak Inbound AM Peak Outbound AM Peak Total 120 Units 1,221 vph 83 vph '45 vph 127 vph 25 vph 70 vph 95 vph I) ~ n I LJ I) ~ '1 J As shown In the table, approxImately 75 percent of the total PM peak tnps are generated for the AM peak hour penod. Though AM peak hour penod usually contaInS a SImilar number of work related tnps, It tYPIcally does not contaIn as many recreatIOnal and shoppIng tnps as the PM peak hour penod WhICh IS the reason the PM peak IS used for analysIs purposes. For the most part, adJacent street volumes follow about the same mbound/outbound pattern In the reSidentIal areas. n U fl tJ '1 J 11 '1 LJ '1 ~ B Tnp ASSignment and Distribution 'I I U The destInatIon and ongInatIon of the generated traffic directly Influences the SIX key intersectIOns whIch will effectIvely receive the bulk of proJect related traffic. In traffic engIneenng, tnp assIgnment and dIstributIOn IS used to determIne and apply the expected future proJect traffic, I.e. the number oftnps as determIned by tnp generatIOn, to the road system and the pnmary roadways. 'I LJ n J The tnps generated by tbe proJect are expected to follow the general tnp patterns as shown In Figure 5 ThIS figure reflects pnmarily the home based and work based tnps expected to be taken by proJect related traffic dunng the peak hour The dIstributIon pattern of traffic IS based pnmarily on the results ofa tnp dIstributIOn and assIgnment model known as T-ModeI2. ThIS model was run by ChamberlaIn & AssocIates of Lacey, W A to determIne expected travel patterns based on commercIal actIVIty and forecasted reSIdentIal development. Roughly 30 percent of all proJect traffic IS expected to be to and from the northwest VIa Yelm Avenue. Another 30 percent of traffic IS expected to be to and from the southeast along SR-507, Bald Hill Road, and Morns Road. 10 percent of traffic should be toward the northeast along 1st Avenue while 5 percent of traffic should be toward the southwest along SR-507 The remaInIng portIOn of traffic should be Into and out of the nearby reSIdentIal areas. Based on thiS distributIon, detailed assignment on how traffic will access the roadway system IS determIned. II U '1 LJ '1 U 'I ~ II C Future Traffic Volumes With and Without the ProJect I LJ '1 LJ The owners of the proJect anticIpate a completIon date for the buildout of thIS proJect by 1998 for traffic purposes. As dIrected by the City of Yelm, the 1998 was used as the honzon forecast year The future 1998 traffic volumes WIthout the proJect built out were denved by applYIng a 4 percent growth rate per year to the eXIstIng traffic volumes shown In Figure 4 ThIS growth rate IS based on hIstoncal traffic growth In the area as well as on antIcIpated development patterns as determIned by the CIty of Yelm. Figure 6 represents 1998 traffic WIthout the proJect In place. Figure 7 represents 1998 traffic With the proJect and was denved by applYIng the project generated tnps from Figure 5 and distributIng them to the roadway volumes found on Figure 6 ' n LJ '1 u '1 I LJ D Future LOS With the ProJect n J A level of servIce analysis was performed USIng the new peak hour volumes With the proJect peak hour tnps applIed. ThIS analysIs Involved the use of two traffic analysIs computer packages known as the NCAP and Signal 85 analYSIS programs. The NCAP program, which follows the Highway Capacity Manual's Chapter 9 and 10 procedures for SIgnalIzed and unsIgnahzed IntersectIons, was used to analyze the stop-controlled IntersectIons of Solberg Street/Yelm Avenue, Edwards Street/Yelm Avenue, SR- 507/Mosman Avenue, 103rd Avenue/Yelm Avenue and SR-507/Bald Hill Road. The Signal 85 program, whIch follows the Chapter 9 procedures for SIgnalIzed IntersectIOns, was used to analyze the SIgnalIzed Intersection ofYelm Avenue/SR-507 A general n J '1 LJ n J 'l I U 12 30 o o .MI./60 D y.- ,. L.. ~~ ::0 \'0/ ~3~ \1 -aJ;:RR'/ ""........E'f R!> s'" J ..., 0 n U n U II LJ 5 " J n 0 1\ J % ~'1,.-~Cj 2-0 ~ I ~ )! (\~1, Os I \1 "3 itftLD ~ l..l?/) :z %~4 D ct. If 0 '5 ~~~ o"t:'l ,fO \ 3\ 0 '\ 09 p>',rf. St. II project Tra.ffic TriP DistributiOn - "figure 5 u n U t . C\.:;& o.nd 'rro.ns-po-rt6.\.1.on f;J:lltineerin& i\ u n u BERR"l 'Vl\U...E"l RD sF. 1...1.- 'L~' 41-6 ,~~~/I;O J$~ / '~?k 3~1 ~ \\ 1b 34- . "\ J .., u '1 ~ 11 o 11 u 11 u I' U 11 LJ '1 LJ f\ o 1\ U ti\ V1 ~ j ~ '\ 09 l\'VE SE 1996 street Volumes ~ithout the project Figure 6 f\ U Ci-vU and Transportation F;ngineerlng Il U BERR~ V~LLE~ RD SE J "\ ~ 1\ o [\ LJ (I LJ " LJ " LJ n o n U " u I' U 1,1- 1.-1 e~?f(JJ 4b ~ If 3D~1 ,?A b'5 f'IJf'. \ \ '2..1 3b " 0<::> 4/ o o \\~0 IS! 362.-- '\09 ~"\]E SF. 1998 street volumes with the project Figure 1 I' o [\ u n U n LJ summary of the LOS analysIs results for the Intersections companng the vanous scenanos IS found m Table 3 below r! U r! U TABLE 3 Future LOS With and Without the Project Intersection Control Geometry 1995 1998 1998w Solberg St/Yelm Ave Stop Northbound D D D .1 Southbound D D D Edwards St/Yelm Ave Stop Northbound B B C Southbound D D D SR-507/Yelm Ave SIgnal Southbound C C C Westbound C D D Northbound D D E Eastbound C D E SR-507/Mosman St Stop Westbound B B C Eastbound A A B 103rd Ave/Yelm Ave Stop Eastbound C C D Southbound L T A A A SR-507/Bald Hill Rd Stop Northbound F F F Southbound D E E SR-507/N Entrance Stop Eastbound D Northbound LT A SR-507 IS Entrance Stop Eastbound C Northbound LT A 'l LJ '\ LJ I) u n LJ n LJ II LJ n u I) As shown m the table, by the year 1998, some congestIon IS expected for most of the approaches at the eIght IntersectIons studied. The pnmary cause of thIS degradation IS antIcIpated traffic growth In the local area. As one will notIce, only a portIon of the mtersectIOn approaches show a fall In LOS as a result of the proJect. The level of servIce for the SR-507/Bald Hill IntersectIon northbound approach reaches LOS F condItIons by the year 1998 wmch Indicates heavy congestIOn and substantIal delays to motOrIsts. The southbound approach for thIS intersectIon falls to LOS E. The intersectIOn of SR-507 and y elm Avenue is also expected to operate at hIgh levels of congestIon by 1998 with the project. The northbound and eastbound approaches should operate at LOS E conditIOns wIth the proJect completed. Recall that the range of LOS C to LOS D IS generally used to describe the mInImal acceptable level of congestIon accordIng to City of Yelm standards. All movements and approaches not listed In the above table should operate wIth only mInor delays by the year 1998 VehIcles entenng and eXItIng at the proJect entrance location should do so wIth only moderate delays. !l u II u L.J n , LJ r! U '1 LJ E. Left Turn Warrant AnalysIs for SR-507 II U When necessary, left turn lanes may be used as an effectIve means for allevIatIng potentIal safety and progressIOn problems at an IntersectIon. When congestIon occurs at a proJect r! U 16 n I LJ n n entrance, It IS often the result of left turnIng vehIcles "blockIng" the larger through traffic volume In the same dIrection. Left turn lanes enable left turnIng vehicles to WaIt In a desIgnated pocket to complete theIr maneuvers while caUSIng lIttle dIsruptIOn to through traffic. A left turn warrant analYSIS was conducted to determIne whether or not a left turn pocket would be necessary to mItIgate potentIal progressIOn and safety hazards at the proJect entrances. ThIS analYSIS was based on procedures described In the 1990 AASHTO publication, "A PolIcy on Geometnc DeSIgn of Highways and Streets" as well as those described In the WSDOT DeSIgn Manual. The results of the analYSIS IndIcate that left turn pockets would not be Q~eded at these locatIons In the near future. A detaIled summary of the analYSIS IS gIven near the end of the appendix. LJ n L.J LJ n J 'l U F RIght Turn ChannelIzatIOn for SR-507 n RIght turn lanes and tapers are often necessary at certaIn IntersectIons on two-lane and multI-lane roadways to allow smoother, more effiCIent, and safer through-traffic progresSIOn. These lanes and tapers enable nght turnIng vehIcles to decelerate III a deSIgnated area while affectIng through traffic only mInimally As dIrected by WSDOT, nght turn channelIzatIon was studIed at the two proJect entrances on SR-507 to determIne whether or not nght turn lanes or tapers would be reqUIred at these locatIons. ThIS study was based on procedures described In the WSDOT DeSIgn Manual. The results of the study IndIcate that no nght turn lane would be needed at the south entrance for the proJect. However, at the north entrance, a deSIgnated nght turn lane would be needed. AccordIng to the deSIgn procedures described, thIS turn lane should be a mInImUm of 60 meters In length (includIng taper) and 3 6 meters Wide. An illustratIon oftms type of deceleratIOn faCIlIty IS given In the appendix. 'I LJ n I LJ 'I J II I LJ u V. Conclusions and Mitigating Measures n J The Nisqually Estates proJect IS expected to generate 1221 new tnps per day to the local traffic stream. Of thIS daily traffic, approXImately 83 tnps are expected Into the SIte and 45 tnps are expected to travel out of the site dunng the PM peak hour Dunng the AM peak hour, 25 tnps are expected mto the site With 70 tnps outbound. n u 'I J As dIscussed In the preVIOUS sectIon, notIceable congestIon IS expected In the general area by the year 1998 AntICIpated traffic growth IS the pnmary cause of thIS congestIOn. Most of the key movements and approaches for the studIed IntersectIons should operate at acceptable levels of delay by 1998 WIth the proJect built out. However, as mentIOned earlIer, certaIn approaches are expected to expenence hIgh levels of delay m the next five years. Of partIcular concern are the northbound and southbound approaches (Bald Hill Road) for the five corner SR-507/Bald Hill Road IntersectIon WhICh are expected to operate at LOS F and LOS E by 1998 WIth the proJect built out. ThIS IntersectIOn has been targeted for extensive Improvements by the CIty of Yelm. As directed by thIS agency, all proJects ImpactIng the five corners IntersectIOn should be requIred to contribute theIr faIr share of Improvement costs based on the total number of peak hour project generated tnps utilizmg the IntersectIOn. For each peak hour tnp, an arbitrary II LJ n J n U '1 U n I U 17 n LJ 'l I LJ Improvement contributIOn of$300 IS reqUIred. For this proJect, a total of39 peak hour proJect tnps utilIze this locatIon. Therefore, a total of(39)($300) = $11,700 should be contributed by the developer toward mtersectIOn Improvements. 'l LJ [I In additIon to the planned Improvements at the five corners IntersectIOn, a nght turn lane should be constructed at the north proJect entrance to alleviate potentIal congestIOn at thIS locatIon. As mentIOned In SectIOn F above, thIS nght turn lane should have a total length of at least 60 meters. ThIs lane should be constructed to meet all applIcable WSDOT standards as described .111 chapter 9 of the deSIgn manual. L.J 'l J 'l LJ Due to the hIgh speeds of vehIcles along SR-507 near the proJect, a nght turn taper should be constructed at the south entrance for the southbound approach on SR-507 ThIS taper would mInImize the disruptIon of southbound through traffic and would help reduce the occurrence of rear-end accidents. Though the nght turn lane analysIs for the south entrance does not IndIcate a need for thIS taper (see appendIx), the benefits of thIS measure would be sIgnIficant and would ensure safe velucle progressIon at thIS locatIOn. n , LJ n u Site frontage Improvements to SR-507 conformIng to an urban artenal standard should be deferred until other adjacent properties develop ThIS method of ImplementIng roadway Improvements ensures that a SIngle proJect can be built out WIthout the problem of pIece- meal constructIon. '1 J I) J The proJect owner should be willing to SIgn a "WaIver of Protest" for a future Local Improvement DIstnct (LID) II L.J The above mentIOned Improvements at the locatIon of SR-507 & Bald Hill Road, the nght turn lane and taper at the proJect entrances, and the comments regardIng SIte frontage Improvements constItute the only recommended mItIgatIng measures for thiS proJect. Traffic into and out of the SIte should expenence moderate delays In the future WIth generally safe progressIOn at the proJect entrances. With the Improvements Incorporated at SR-507 & Bald Hill Road and the entrances, area WIde traffic should contInue to operate satIsfactorily Overall, the Nisqually Estates resIdential development IS only a moderate generator of traffic and should not Impact area WIde traffic congestIOn severely II U II J 11 J II I LJ 1 LJ n LJ n LJ I) J 18 n i U II J n I LJ n \ U n J " NISQUALLY ESTATES 11 RESIDENTIAL SUBDIVISION I LJ TRAFFIC IMPACT ANALYSIS n APPENDIX J n I LJ 'l J n I J n LJ 'I u n LJ 'I J n I U J 11 J 'I U n 19 I LJ 11 I LJ 11 , u LEVEL OF SERVICE II J n I LJ The follOWIng are excerpts from the 1985 Highway Capacity Manual - Special Report 209 fl LJ The concept oflevel of servIce IS defined as a qualitatIve measure describIng operatIonal condItIons WIthIn a traffic stream, and their perceptIon by motonsts and/or passengers. A level of servIce (LOS) ,defimtIon generally describes these conditIons in terms of such factors as speed and travel tIme, freedom to maneuver, traffic InterruptIOns, comfort and convemence, and safety n J '1. LJ SIX levels of service are defined for each facilIty for which analYSIS procedures are available. They are gIven letter deSIgnatIOns, from A to F, WIth LOS A representing the best operatIng conditIons and LOS F the worst. 11 ~ Level-of-ServIce defimtIons 11 I LJ The follOWIng defimtIons generally define the vanous levels of service for umnterrupted flow facilItIes. II J Level of service A represents free flow condItIons. IndiVIdual users are VIrtually unaffected by the presence of others In the traffic stream. Freedom to select deSIred speeds and to maneuver WithIn the traffic stream IS extremely hIgh. The general level of comfort and convemence proVIded to the motonst, passenger, and pedestnan IS excellent. n ~ II Level of sen'ice B IS In the range of stable flow, but the presence of other users In the traffic stream begInS to be notIceable. Freedom to select deSIred speeds IS relatIvely unaffected, but there IS a slIght decline In the freedom to maneuver wIthm the traffic stream from level of servIce A. The level of comfort and convemence proVIded IS somewhat less than at the level of servIce A, because the presence of others begInS to affect IndiVIdual behaVIOr i ! u '1 LJ If J Level of sen'ice C IS In the range of stable flow, but marks the begInnIng of the range of flow in which the operatIon of IndIVIdual users becomes sIgmficantly affected by the InteractIOns WIth others In the traffic stream. The selectIon of speed IS now affected by the presence of others, and maneuvenng WIthIn the traffic stream reqUIres substantIal VIgilance on the part of the user The general level of comfort and convemence declines notIceably at thIS level. J 11 J Level of service D represents hIgh-denSIty, but stable, flow conditIons. Speed and freedom to maneuver are severely restricted, and the dnver or pedestnan expenences a generally poor level of comfort and convemence. Small Increases In traffic flow will generally result in the occurrence of operatIOnal problems at thIS level. n U n u 11 20 , I LJ '1 i U n , U Level of service E represents operatIng conditIons at or near the capacIty level of a gIven facilIty All speeds are reduced to a low but relatIvely umform level. Freedom to maneuver withIn the traffic stream IS extremely dIfficult, and It IS generally accomplIshed by forcIng a vehIcle or pedestnan to "gIve way" to accommodate such maneuvers. Comfort and convemence levels are extremely poor, and dnver or pedestnan frustratIon is generally hIgh. OperatIOns at thIS level are usually unstable, because small Increases In flow or mInor perturbatIons wIthIn the traffic stream will cause breakdowns. LJ n n ~ n J Il LJ Level of service F IS used to define forced or breakdown flow ThIs condItIon eXIsts whenever the amount of traffic approachIng a pOInt exceeds the amount whIch can traverse the pOInt. Queues form behInd such locatIons. OperatIOns wIthIn the queue are charactenzed by stop-and-go waves, and they are extremely unstable. VehIcles may progress at reasonable speeds for several hundred feet or more, then be reqUIred to stop In a cyclIc fashIOn. Level-of-servIce F IS used to describe the operatIng condItIons WIthIn the queue, as well as the pOInt of the breakdown. It should be noted, however, that In many cases operatIng condItIons of vehIcles or pedestnans discharged from the queue may be quite good. Nevertheless, it is the pOInt at whIch arrival flow exceeds dIscharge flow WhICh causes the queue to form, and the level-of-servIce F IS an appropnate deSIgnatIon for such pOInts. II , LJ n u n LJ 11 I U These defimtIons are general and conceptual In nature, and they apply pnmarily 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 vanables used to describe them. n I For each type of facilIty, levels of servIce are defined based on one or more operatIOnal parameters whIch best describe operatIng qualIty for the subJect facilIty type. While the concept oflevel 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 each type of facilIty The parameters selected to define levels of servIce for each facilIty type are called "measures of effectIveness" or "MaE's", and represent those available measures that best describe the qualIty of operatIOn on the subJect facilIty type. l.J n u n u J 'l LJ Each level of service represents a range of condItIons, as defined by a range III the parameters given. Thus, a level of servIce IS not a dIscrete condItIon, but rather a range of condItIons for whIch boundanes are establIshed. n U The follOWIng tables describe levels of service for SignalIzed and unsIgnalIzed intersections. Level of service for SIgnalIzed Intersections IS defined In terms of delay Delay IS a measure of dnver discomfort, frustratIOn, fuel consumptIon and lost travel tIme. SpeCifically, level-of-servlce cntena are stated In terms of the average stopped delay per vehIcle for a IS-mInute analYSIS penod. Level of servIce for unsIgnalized IntersectIOns IS measured In terms of unused, or reserve capaCIty of the lane In question. n I LJ n LJ rr , 21 J 'l i LJ n L.J Signalized Intersections - Level of Service n LJ rr LJ Level of ServIce A B C D.. E F n J il LJ Stopped delay per VehIcle (sec) less than 5 1 5 1 to 15 0 15 1 to 25 0 25 1 to 40 0 40 1 to 60 0 greater than 60 0 'I J Unsignalized Intersections - Level of Service The level of service for a four-way stop controlled IntersectIOn IS not as well defined as other forms of control. The follOWIng three tables show the capacIty for a four-way stop and the approXImate level of servIce C volumes for four-way stop-controlled IntersectIons. n Reserve CapacIty 400+ 300-399 200-299 100-199 0-99 <0 LJ Level of ServIce A B C D E F n I LJ II U n u ("I LJ Expected Delay to Minor Street Traffic Little to no delay Short traffic delay Average traffic delay Long traffic delays Very long traffic delays u Capacity of Two-by-Two Lane Four-Way Stop Controlled Intersection for Various Demand Splits n rr i LJ Demand SplIt 50/50 55/45 60/40 65/35 70/30 1 LJ n I U n ! u n u n 22 L.J CapacIty(vph) 1900 1800 1700 1600 1500 n LJ n , LJ n Capacity of Four-Way Stop Controlled Intersections with 50/50 Demand Split for Various Approach Configurations n IntersectIOn Type 2-lane by 2-lane 2-lane by 4-lane 4-lane by 4-lane CapaCIty (vph) 1900 2800 3600 u u n J .1 '1 LJ Approximate Level of Service C Service Volumes for Four-Way Stop-Controlled Intersections n LOS C Service Volume, vph Number of Lanes LJ n Demand SplIt 50/50 55/45 60/40 65/35 70/30 2 by2 1200 1140 1080 1010 960 2 by4 1800 1720 1660 1630 1610 4 by4 2200 2070 1970 1880 1820 u n ~ II , U n u n u n , LJ n J n I J '1 J n J n u n 23 LJ n U n I LJ NISQUALLY ESTATES SUMMARY OF TRIP GENERATION CALCULATION fi LJ FOR 120 DWELLING UNITS OF SINGLE FAMILY DWELLINGS fi U n L.J DRIVE AVERAGE STANDARD ADJUSTMENT WAY " RATE DEVIATION FACTOR VOLUME AVG WKDY 2-WAY VOL 10.17 0.00 1.00 1221 7-9 AM PK HR ENTER 0.20 0.00 1. 00 25 7-9 AM PK HR EXIT 0.58 0.00 1. 00 70 7-9 AM PK HR TOTAL 0.79 0.00 1.00 95 4-6 PM PK HR ENTER 0.69 0.00 1.00 83 4-6 PM PK HR EXIT 0.37 0.00 1.00 45 4-6 PM PK HR TOTAL 1.06 0.00 1. 00 127 AM GEN PK HR ENTER 0.21 0.00 1.00 25 AM GEN PK HR EXIT 0.60 0.00 1.00 72 AM GEN PK HR TOTAL 0.81 0.00 1. 00 97 PM GEN PK HR ENTER 0.70 0.00 1.00 84 PM GEN PK HR EXIT 0.38 0.00 1.00 45 PM GEN PK HR TOTAL 1.08 0.00 1.00 129 SATURDAY 2-WAY VOL 11.17 0.00 1.00 1341 PK HR ENTER 0.56 0.00 1. 00 68 PK HR EXIT 0.48 0.00 1. 00 58 PK HR TOTAL 1. 04 0.00 1.00 125 SUNDAY 2-WAY VOL 8.67 0.00 1.00 1041 PK HR ENTER 0.50 0.00 1.00 61 PK HR EXIT 0.50 0.00 1. 00 61 PK HR TOTAL 1. 01 0.00 1.00 121 Note: A zero rate indicates no rate data available The above rates were calculated from these equations: 'I L.J n u II u II t.J n , LJ n u n u n u n I U 24-Hr. 2-Way Volume: LN(T) = .921LN(X) + 2.698, R^2 = .96 7-9 AM Peak Hr. Total: LN(T) = .867LN(X) + .398 R^2 = .89 , .26 Enter, .74 Exit 4-6 PM Peak Hr. Total: LN(T) = .902LN(X) + .528 R^2 = .92 , .65 Enter, .35 Exit AM Gen Pk Hr. Total: LN(T) = .858LN(X) + .464 R^2 = .89 , .26 Enter, .74 Exit PM Gen Pk Hr. Total: LN(T) = .892LN(X) + .59 R^2 = .91 , .65 Enter, .35 Exit Sat. 2-Way Volume: T = 9.217(X) + 234.586, R^2 = .93 Sat. Pk Hr. Total: T = .871(X) + 20.759 R^2 = .9 , .54 Enter, .46 Exit Sun. 2-Way Volume: T = 8.881(X) + -25.166, R^2 = .94 Sun. Pk Hr. Total: T = .761(X) + 29.705 R^2 = .88 , .5 Enter, .5 Exit Il i U n LJ n LJ II LJ fi LJ Source: Institute of Transportation Engineers Trip Generation, 5th Edition, Wlth Feb. 1995 Update. n u i' I U NISQUALLY ESTATES YEIMAVE & SR-507 1995 EXISTING IDS 09/14/95 08:29:34 II I LJ SIGNAL94 /TEAPAC [V1 L1.4] - HCM Input Worksheet n i i' Intersection # o - 95 60 60 .0 '12.0 12.0 0 1 1 ------------- / \ Area Location Type: NONCBD LJ u Key: VOLUMES -- > I WIlJI'HS v LANES n \ 35 . 0 0 . / \ u 405 12.0 1 LJ North I n 135 12.0 1 / + / 160 12.0 1 515 12.0 1 -- n U \ / ------------- 70 12.0 1 \ n LJ IDSTI'IME = 3.0 see. 135 12.0 1 85 12.0 1 195 Phasing: SEQUENCE 54 .0 PERMSV N N N N o ~ YYYY LEADLAG LD LD n LJ Appr Grade % Heavy Veh. Adj.Pkg Bus Pk.Hr.Factor Conf.Ped Actuated Arr.Type ---- ----- -------------- ------- --- -------------- -------- -------- -------- % Rl' TH LT Loc Nm Nb Rl' TH LT peds/hr Rl' TH LT Rl' TH LT n U ---- ----- -------------- ------- --- -------------- -------- -------- -------- II I LJ SB WE NB EB .0 2.0 2.0 2.0 NO 0 .0 2.0 2.0 2.0 NO 0 .0 2.0 2.0 2.0 NO 0 .0 2.0 2.0 2.0 NO 0 o .90 .90 .90 o .90 .90 .90 o .90 .90 .90 o .90 .90 .90 0- 0- 0- 0- N N N 3 3 3 N N N 3 3 3 N N N 3 3 3 N N N 3 3 3 ---- ----- -------------- ------- --- -------------- -------- -------- -------- 11 , LJ ------------------------------------------------------------------------- 11 U 'l LJ Sq 54 I Phase 1 I Phase 2 I Phase 3 I Phase 4 I Phase 5 I Phase 6 I **/** ------------------------------------------------------------------------- + +++ ++ ^ + +++ ++ +++t +> <+ + +> <+ + <+++t v v ^ **** . / \ ^ +++t v North I <* +++t * v* * *> * * * * ****> +++t V n U ------------------------------------------------------------------------- o G/C= .093 G= 5.6" Y+R= 4.0" OFF= .0% G/C= .000 G= .0" Y+R= .0" OFF=16.0% G/C= .204 G= 12.2" Y+R= 4.0" OFF=16.0% G/C= .111 G= 6.7" Y+R= 4.0" 0FF=43.0% G/C= .326 G= 19.5" Y+R= 4.0" OFF=60.8% G/C= .000 G= .0" Y+R= .0" OFF= .0% ------------------------------------------------------------------------- C= 60 see G= 44.0 see = 73.3% Y=16.0 see = 26.7% Ped= .0 see = .0% 'l LJ II I L.J n I U Ii n NISQUALLY ESTATES YEIM AVE & SR-507 1995 EXISTING LOS 09/14/95 08:29:38 u u SIGNAL94/TEAPAC[V1 L1.4] - HCM Vollll'OO AdjustJ:rent Worksheet Ii LJ Ii Appr Mvt Flow lane Group No.of lane Adj Prop. of -Mvt Vol PHF Rate Group Flow lanes util Flow LT Rl' vph vph vph vph SB-Rl' 95 .90 106' 0 0 1.00 0 .00 .00 SB-TH 60 .90 67 TH+Rl' 173 1 1.00 173 .00 .61 SB-LT 60 .90 67 LT 67 1 1.00 67 1. 00 .00 II L.J ------------------------------------------------------------------ l.J WB-Rl' 35 .90 39 WB-TH 405 .90 450 WB-LT 160 .90 178 o TH+Rl' 489 LT 178 o 1 1 1.00 1.00 1.00 o .00 .00 489 .00 .08 178 1.00 .00 n LJ ------------------------------------------------------------------ 11 J NB-Rl' 195 .90 217 NB-TH 85 .90 94 NB-LT 135 .90 150 o TH+Rl' 311 LT 150 o 1 1 1.00 1.00 1.00 o .00 .00 311 .00 .70 150 1.00 .00 ------------------------------------------------------------------ 11 U EB-Rl' 70 .90 78 EB-TH 515 .90 572 EB-LT 135 .90 150 Rl' TH LT 78 572 150 1 1 1 1.00 1.00 1.00 78 .00 1.00 572 .00 .00 150 1.00 .00 ------------------------------------------------------------------ J SIGNAL94/TEAPAC[V1 L1.4] - HCM Saturation Flow AdjustJ:rent Worksheet in U '1 U Ap pr ch lane No AdjustJ:rent Factors Adj Group Ideal of -------------------------------------------------- Sat- Mvrnts Satfl Lns lane Heavy Bus Ar Right left Adj flow p::phg - Width Vehs Grade Parkg Bleck IDe Turn Turn Fact vphg TH+Rl' 1900 1 1.000 .980 1.000 1.000 1.000 1.0 .908 1.000 1.00 1692 LT 1900 1 1.000 .980 1.000 1.000 1.000 1.0 1.000 .950 1.00 1770 SB- SB- Ii ------------------------------------------------------------------------------- l.J WB- TH+Rl' 1900 1 1.000 .980 1.000 1.000 1.000 1.0 .988 1.000 1.00 1840 WB- LT 1900 1 1.000 .980 1.000 1.000 1.000 1.0 1.000 .950 1.00 1770 ------------------------------------------------------------------------------- Ii LJ NB- TH+Rl' 1900 1 1.000 .980 1.000 1.000 1.000 1.0 .895 1.000 1.00 1668 NB- LT 1900 1 1.000 .980 1.000 1.000 1.000 1.0 1.000 .950 1.00 1770 ------------------------------------------------------------------------------- n , I EB- Rl' EB- TH EB- LT 1900 1900 1900 1 1.000 .980 1.000 1.000 1.000 1.0 .850 1.000 1.00 1583 1 1.000 .980 1.000 1.000 1.000 1.0 1.000 1.000 1.00 1863 1 1.000 .980 1.000 1.000 1.000 1.0 1.000 .950 1.00 1770 u ------------------------------------------------------------------------------- n LJ n , U n U Ii J n u n n u NISQUALLY ESTATES 09/14/95 YEI.M AVE & SR-507 08:29:41 1995 EXISTING IDS SIGNAL94/TEAPAC[V1 L1.4] - HCM Capacity Analysis Worksheet Ap Lane LT Adj Adj FlCM' Green Lane V/C Crit pr Group Phase FlCM' Satfl Ratio Ratio Group Ratio Lane ch Mvts Type Rate Rate vis g/C Capac v/c Grp vph vphg vph SB- TH+RT 173 1692 .102 .220 372 .465 SB- LT Pri. 67 1770 .038 .110 194 .345 * u n u n J II i U WB- TH+RT 489 WB- LT Prl. 178 1840 1770 .266 .342 .101 .128 630 .776 226 .788 * n n NB- TH+RT 311 1668 .186 .220 367 .847 * NB- LT pri. 150 1770 .085 .110 194 .773 ------------------------------------------------------------------ EB- RT 78 1583 .049 .502 795 .098 EB- TH 572 1863 .307 .342 638 .897 * EB- LT Pri. 150 1770 .085 .128 226 .664 ------------------------------------------------------------------ Cycle length, C 60 see Sum(v/s) = .632 Lost Ti.Ire Per Cycle, L 12.0 see Xc = .790 u u 'l J n u SIGNAL94/TEAPAC[V1 L1.4] - HCM Ievel-of-Service Worksheet n l.J Ap Lane pr Group ch Mvts Vol Green Unif Delay Ratio Ratio Delay Fact v/c g/C d1 DF -- see/v Lane Cal Group Teon Capac m vph Incr Lane Lan Delay Group Grp Appr Appr d2 Delay IDS Delay IDS see/v see/v - see/v II U n SB- TH+RT .465 .220 15.4 1.00 372 16 .69 16.1 C+ SB- LT .345 .110 18.8 1.00 194 16 .44 19.2 C+ ------------------------------------------------------------------> 17.0 C+ WB- TH+RT .776 .342 13.4 1.00 630 16 4.21 17.6 C+ WB- LT .788 .128 19.3 1.00 226 16 11.29< 30.6 D+ ------------------------------------------------------------------> 21.1 C NB- TH+RT .847 .220 17.0 1.00 367 16 11.53 28.6 D+ NB- LT .773 .110 19.7 1.00 194 16 11.65 31.4 D+ ------------------------------------------------------------------> 29.5 D+ EB- RT .098 .502 5.9 1.00 795 16 .00 5.9 B+ EB- TH .897 .342 14.2 1.00 638 16 10.95 25.2 D+ EB- LT .664 .128 19.0 1.00 226 16 4.86 23.8 C ------------------------------------------------------------------> 23.0 C Cycle= 60" Int Total .749 > 23.1 C u n U J n U n U n U n I L.J n u n u NISQUALLY ESTATES YEIM AVE & SR-507 1995 EXISTING IDS r---1 u 09/14/95 08:29:43 n SIGNAL94/TEAPAC[V1 L1.4] - Evaluation of Intersection PerfoIIIlaIlce Sq 54 I Phase 1 I Phase 2 I Phase 3 I Phase 4 I Phase 5 I **/** ------------------------------------------------------------- + +++ ++ ^ + +,+ + + + ++++ +> <+ + +> <+ + <++++ v v ^ **** l.J n u . / \ n LJ North I <* ++++ * v* n u fl G/C= .093 G= 5.6" Y+R= 4.0" OFF= .0% G/C= .000 G= .0" Y+R= .0" OFF=16.0% u 'l LJ ^ * *> * * * * G/C= .204 G= 12.2" Y+R= 4.0" OFF=16.0% ++++ v ****> ++++ v G/C= .111 G= 6.7" Y+R= 4.0" 0FF=43.0% G/C= .326 G= 19.5" Y+R= 4.0" OFF=60.8% C= 60 sec G= 44.0 sec = 73.3% Y=16.0 sec = 26.7% Ped= .0 sec = .0% '1 MVMI' 'lOl'AI.S Param: units , LJ n AdjVol: vph wid/Ln:ft/# g/C Rqd@C:% g/C Used: % SV @E: vph u r---1 LJ Svc Lvl:IDS Deg Sat:v/c Avg Del:s/v Tot Del:min # Stops:veh (I u n Max Que :veh Max Que: ft u '1 Li APPR 'lOl'AI.S Param:Units fl U AdjVol: vph fI LJ SVc Lvl:IDS Deg Sat:v/c Avg Del:s/v Tot Del:min # Stops:veh n LJ Max Que:veh Max Que: ft n u SB Approach WE Approach NB Approach EB Approach Int ~ ~ m ~ ~ m ~ ~ m ~ ~ mTo~ 106 67 67 0/0 12/1 12/1 o 14 7 o 22 11 o 372 187 C+ C+ .00 .47 .34 .0 22.7 27.2 o 16 8 o 38 15 39 450 178 0/0 12/1 12/1 o 30 14 o 34 13 o 630 222 C+ Dt .00 .78 .79 .0 23.8 44.9 o 49 33 o 109 43 16 271 217 94 150 78 572 150 2168 0/0 12/1 12/1 12/1 12/1 12/1 o 23 12 8 34 12 o 22 11 50 34 13 o 367 187 795 638 222 3620 Dt Dt B+ Dt C C .00 .85 .77 .10 .90 .66 .75 .0 41.9 46.6 8.1 37.4 33.5 33.4 o 54 29 3 89 21 302 o 75 36 10 136 36 498 0 4 2 0 11 5 0 8 4 1 13 4 52 0 114 50 0 271 131 0 205 113 33 317 110 317 - Int SB Approach WE Approach NB Approach EB Approach To~ - 240 667 461 800 2168 -------------- -------------- -------------- -------------- ----- C+ C Dt C C .43 .78 .82 .77 .75 24.0 29.4 43.4 33.8 33.4 24 82 83 113 302 53 152 111 182 498 12 205 18 317 52 317 6 114 n u n rI NISQUALLY ESTATES YEIM AVE & SR-507 1998 IDS W/OTJr pRQJECl' 09/14/95 08:35:51 u u SIGNAL94 lTEAPAC [V1 L1.4] - HCM Input Worksheet rI u Intersection # o - 107 67 67 .0 "12.0 12.0 0 1 1 ------------- 1 \ Area Ia::ation Type: NONCBD u n Key: VOLUMES -- > I WIIYl'HS v IANES Li n \ 39 .0 0 . 1 \ 456 12.0 1 n LJ North I 152 12.0 1 1 + 1 180 12.0 1 579 12.0 1 -- n \ 1 ------------- u 79 12.0 1 \ 11 IDS'ITIME = 3. 0 see. 152 12.0 1 96 12.0 1 219 .0 o Phasing: SEQUENCE 54 PERMSV N N N N OVERLP Y Y Y Y LEADIAG LD LD LJ n Appr Grade % Heavy Veh. Adj.Pkg Bus Pk.Hr.Factor ConLPed Actuated Arr.Type LJ ---- ----- -------------- ------- --- -------------- -------- -------- -------- % Rl' TH LT Ia:: Nm Nb Rl' TH LT peds/hr Rl' TH LT Rl' TH LT n ---- ----- -------------- ------- --- -------------- -------- -------- -------- u SB WE NB EB .0 2.0 2.0 2.0 NO 0 .0 2.0 2.0 2.0 NO 0 .0 2.0 2.0 2.0 NO 0 .0 2.0 2.0 2.0 NO 0 o .90 .90 .90 o .90 .90 .90 o .90 .90 .90 o .90 .90 .90 0- 0- 0- 0- N N N 3 3 3 N N N 3 3 3 N N N 3 3 3 N N N 3 3 3 (I U ---- ----- -------------- ------- --- -------------- -------- -------- -------- n ------------------------------------------------------------------------- rI Sq 54 I Phase 1 I Phase 2 I Phase 3 I Phase 4 I Phase 5 I Phase 6 I **1** ------------------------------------------------------------------------- + +++ ++ ^ + +++ ++ ++++ +> <+ + +> <+ + <++++ v v ^ **** . 1 \ LJ u ^ ++++ v n u North I <* ++++ * v * * *> * * * * ****> ++++ v II ------------------------------------------------------------------------- L.J G/c= .113 G= 10.2" Y+R= 4.0" OFF= .0% G/c= .000 G= .0" Y+R= .0" OFF=15.7% G/c= .227 G= 20.4" Y+R= 4.0" OFF=15.7% G/c= .131 G= 11.8" Y+R= 4.0" 0FF=42.9% G/c= .351 G= 31.6" Y+R= 4.0" OFF=60.4% G/C= .000 G= .0" Y+R= .0" OFF= .0% n u c= 90 see G= 74.0 see = 82.2% Y=16.0 see = 17 .8% Ped= .0 see = .0% n u II u n u n '1 u NISQUAIJ..Y ESTATES YEIM AVE & SR-507 1998 IDS W/our PROJECT SIGNAL94/TEAPAC[V1 L1.4] - HCM Voll.lIIe AdjustIrent Worksheet Appr Mvt Flow Lane Group No.of Lane Adj Prop. of -Mvt Vol PHF Rate Group Flow Lanes util Flow LT Rl' vph vph vph vph SB-Rl' 107 .90 119' 0 0 1.00 0 .00 .00 SB-TH 67 .90 74 TH+Rl' 193 1 1.00 193 .00 .62 SB-LT 67 .90 74 LT 74 1 1.00 74 1.00 .00 09/14/95 08:35:54 u n LJ n U '1 u ------------------------------------------------------------------ n WB-Rl' 39 .90 43 0 0 1.00 0 .00 .00 WB-TH 456 .90 507 TH+Rl' 550 1 1.00 550 .00 .08 WB-LT 180 .90 200 LT 200 1 1.00 200 1. 00 .00 ------------------------------------------------------------------ NB-Rl' 219 .90 243 0 0 1.00 0 .00 .00 NB-TH 96 .90 107 TH+Rl' 350 1 1.00 350 .00 .69 NB-LT 152 .90 169 LT 169 1 1.00 169 1. 00 .00 n u u ------------------------------------------------------------------ n EB-Rl' 79 .90 88 EB-TH 579 .90 643 EB-LT 152 .90 169 Rl' TH LT 88 643 169 1 1 1 1.00 1.00 1.00 88 .00 1.00 643 .00 .00 169 1.00 .00 u ------------------------------------------------------------------ n u SIGNAL94/TEAPAC[V1 L1.4] - HCM Saturation Flow AdjustIrent Worksheet 11 l.J Ap pr ch Lane No AdjustIrent Factors Group Ideal of -------------------------------------------------- Mvrnts Satfl Lns Lane Heavy Bus Ar Right Left Adj p::phg - Width Vehs Grade Parkg Block IDc Turn Turn Fact Adj Sat- flow vphg rl U SB- TH+Rl' 1900 1 1.000 .980 1.000 1.000 1.000 1.0 .908 1.000 1.00 1690 SB- LT 1900 1 1.000 .980 1.000 1.000 1.000 1.0 1.000 .950 1.00 1770 n ------------------------------------------------------------------------------- I U WB- TH+RT 1900 1 1.000 .980 1.000 1.000 1.000 1.0 .988 1.000 1.00 1841 WB- LT 1900 1 1.000 .980 1.000 1.000 1.000 1.0 1.000 .950 1.00 1770 ------------------------------------------------------------------------------- '1 NB- TH+Rl' 1900 1 1.000 .980 1.000 1.000 1.000 1.0 .896 1.000 1.00 1669 LJ NB- LT 1900 1 1.000 .980 1.000 1.000 1.000 1.0 1.000 .950 1.00 1770 ------------------------------------------------------------------------------- n i L.J EB- Rl' EB- TH EB- LT 1900 1900 1900 1 1.000 .980 1.000 1.000 1.000 1.0 .850 1.000 1.00 1583 1 1.000 .980 1.000 1.000 1.000 1.0 1.000 1.000 1.00 1863 1 1.000 .980 1.000 1.000 1.000 1.0 1.000 .950 1.00 1770 ------------------------------------------------------------------------------- n u n LJ n i U n , u n L.J n '1 LJ NlSQUALLY ESTATES 09/14/95 YEI.M AVE & SR-507 08:35:57 1998 IDS W/our PROJECI' SlGNAL94/TEAPAC[V1 L1.4] - HCM Capacity Analysis worksheet Ap Lane LT Adj Adj Flow Green Lane V/C Crit pr Group Phase Flow Satfl Ratio Ratio Group Ratio Lane ch Mvts Type Rate Rate v/s g/C Capac v/c GI:p vph vphg vph SB- TH+RI' 193 1690 .114 .238 403 .479 SB- LT Pri. 74 1770 .042 .124 219 .338 * i U n U '1 I LJ II 1 I LJ WB- TH+RI' 550 WB- LT Pri. 200 1841 1770 .299 .362 .113 .142 667 .825 252 .794 * n u NB- TH+RI' 350 NB- LT Pri. 169 1669 1770 .210 .238 .096 .124 398 .879 219 .772 * n ------------------------------------------------------------------ u EB- Rl' 88 1583 .056 .520 823 .107 EB- TH 643 1863 .345 .362 675 .953 * EB- LT Pri. 169 1770 .096 .142 252 .671 ------------------------------------------------------------------ Cycle length, C 90 see Sum(v/s) = .710 Lost T.ine Per Cycle, L 12.0 see Xc = .819 II LJ n U SlGNAL94/TEAPAC[V1 L1.4] - HCM level-of-Service Worksheet n Ap Lane pr Group ch Mvts Vol Ratio v/c Green Unif Delay Ratio Delay Fact g/C d1 DF -- see/v Lane Cal lncr Lane Lan Group Tenn Delay Group GI:p Appr Appr Capac m d2 Delay IDS Delay IDS vph - see/v see/v - see/v u n u n SB- TH+RI' .479 .238 22.4 1.00 403 16 .71 23.1 C SB- LT .338 .124 27.4 1.00 219 16 .36 27.8 D+ ------------------------------------------------------------------> 24.4 C WB- TH+Rl' .825 .362 19.8 1.00 667 16 5.81 25.6 D+ WB- LT .794 .142 28.4 1.00 252 16 10.74' 39.1 D , ------------------------------------------------------------------> 29.2 D+ NB- TH+Rl' .879 .238 25.1 1.00 398 16 13.75 38.9 D NB- LT .772 .124 29.0 1.00 219 16 10.41 39.4 D ------------------------------------------------------------------> 39.0 D EB- RI' .107 .520 8.4 1.00 823 16 .00 8.4 B+ EB- TH .953 .362 21.2 1.00 675 16 17.29 38.5 D EB- LT .671 .142 27.8 1.00 252 16 4.61 32.4 D+ ------------------------------------------------------------------> 34.4 D Cycle= 90" lnt Total .781 > 32.7 D LJ J '1 J n I i U n , U n LJ '1 I U n LJ n , I U NISQUALLY ESTATES YEIM AVE & SR-507 1998 IDS W/OTJr PROJECT n , U 09/14/95 08:36:00 SIGNAL94 /TEAPAC [VI Ll.4] - Evaluation of Intersection Perfo:r:nance n I U J Sq 54 I Phase 1 I Phase 2 I Phase 3 I Phase 4 I Phase 5 I **/** ------------------------------------------------------------- + +++ ++ ^ + +,+ + + + ++++ +> <+ + +> <+ + <++++ v v ^ **** . / \ n , LJ North I <* ++++ * v * n LJ n I U G/C= .113 G= 10.2" Y+R= 4.0" OFF= .0% '1 u G/C= .000 G= .0" Y+R= .0" OFF=15.7% ^ * *> * * * * G/C= .227 G= 20.4" Y+R= 4.0" OFF=15.7% ++++ v ****> ++++ v G/C= .131 G= 11.8" Y+R= 4.0" 0FF=42.9% G/C= .351 G= 31.6" Y+R= 4.0" OFF=60.4% C= 90 see G= 74.0 see = 82.2% Y=16.0 see = 17.8% Ped= .0 see = .0% n MVMI' 'lOI'.ALS Param:Units SB Approach WE Approach NB Approach EB Approach Int ~ lli m ~ lli m ~ lli m ~ lli mfu~ -------------- -------------- -------------- -------------- ----- 0 7 3 0 18 9 0 13 7 2 21 7 87 0 186 82 0 444 217 0 337 187 53 519 183 519 - lnt SB Approach WE Approach NB Approach EB Approach fu~ - 267 750 519 900 2436 u AdjVol: vph wid/Ln:ft/# g/C Rqd@C:% g/C Used: % SV @E: vph n LJ n SVc Lvl:IDS Deg Sat:v/c Avg Del: s/v Tot Del:min # Stops:veh u n LJ n I Max Que:veh Max Que: ft u n I U APPR 'lOI'.ALS Param:Units n AdjVol: vph I LJ Svc Lvl:IDS Deg Sat:v/c Avg Del:s/v Tot Del:min # Stops:veh n I LJ n Max Que:veh Max Que: ft LJ 119 74 74 0/0 12/1 12/1 o 21 16 o 24 12 o 403 205 C D+ .00 .48 .34 .0 31.6 38.0 o 25 12 o 41 17 C .44 33.4 37 58 10 186 II J 43 507 200 0/0 12/1 12/1 o 37 21 o 36 14 o 667 239 D+ D .00 .82 .79 .0 33.9 54.1 o 78 45 o 125 48 D+ .82 39.3 123 173 27 444 - - 243 107 169 88 643 169 0/0 12/1 12/1 12/1 12/1 12/1 o 29 20 17 41 20 o 24 12 52 36 14 o 397 205 823 675 239 2436 3853 D D B+ D D+ D .00 .88 .77 .11 .95 .67 .78 .0 56.9 54.6 11.3 42.9 43.6 42.5 o 83 38 4 115 31 431 o 84 41 11 157 40 564 D .84 56.2 121 125 D .82 39.9 150 208 D .78 42.5 431 564 20 337 30 519 87 519 - - n u n n NISQUALLY ESTATES YEI.M AVE & SR-507 1998 IDS WITH PROJEcr 09/14/95 08:39:10 LJ u SIGNAL94/TEAPAC[V1 L1.4] - HCM Input Worksheet n U n J Interseetion # o - 107 75 67 .0 "12.0 12.0 0 1 1 ------------- 1 \ Area Location Type: NONCBD II J Key: VOLUMES -- > I WIDl'HS v IANES \ 39 .0 0 . 1 \ 456 12.0 1 n u North I 152 12.0 1 1 + 1 211 12.0 1 579 12.0 1 -- n LJ \ 1 ------------- 108 12.0 1 \ '1 I L.J IDS'ITIME = 3.0 see. 168 12.0 1 101 12.0 1 236 .0 o Phasing: SEQUENCE 54 PERMSV N N N N OVERLP Y Y Y Y IEADLAG LD LD n LJ n Appr Grade % Heavy Veh. Adj .Pkg Bus Pk. Hr . Factor Conf .Ped Actuated Arr. Type ---- ----- -------------- ------- --- -------------- -------- -------- -------- % Rr TH LT Loc Nm Nb Rr TH LT peds/hr Rr TH LT Rr TH LT ---- ----- -------------- ------- --- -------------- -------- -------- -------- SB .0 2.0 2.0 2.0 NO 0 0 .90 .90 .90 o- N N N 3 3 3 WE .0 2.0 2.0 2.0 NO 0 0 .90 .90 .90 o- N N N 3 3 3 NB .0 2.0 2.0 2.0 NO 0 0 .90 .90 .90 o- N N N 3 3 3 EB .0 2.0 2.0 2.0 NO 0 0 .90 .90 .90 O- N N N 3 3 3 ---- ----- -------------- ------- --- -------------- -------- -------- -------- n 1 ~ U u n I , I U ------------------------------------------------------------------------- n Sq 54 I Phase 1 I Phase 2 I Phase 3 I Phase 4 I Phase 5 I Phase 6 I **1** ------------------------------------------------------------------------- + +++ ++ ^ + +++ ++ ++++ +> <+ + +> <+ + <++++ v v ^ **** . 1 \ tJ J ^ ++++ v North I <* ++++ * v* * *> * * * * ****> ++++ v n i L.J ------------------------------------------------------------------------- n I U G/C= .095 G= 5.7" Y+R= 4.0" OFF= .0% G/c= .000 G= .0" Y+R= .0" OFF=16.1% G/C= .206 G= 12.3" Y+R= 4.0" OFF=16.1% G/c= .119 G= 7.1" Y+R= 4.0" 0FF=43.4% G/c= .314 G= 18.8" Y+R= 4.0" OFF=61. 9% G/c= .000 G= .0" Y+R= .0" OFF= .0% ------------------------------------------------------------------------- c= 60 see G= 44.0 see = 73.3% Y=16.0 see = 26.7% Ped= .0 see = .0% n U n LJ n u n , LJ n I ' u II U n LJ II U II l.J II U r; LJ n U II I u n NISQUALLY ESTATES YErM AVE & SR-507 1998 IDS WITH PROJECT 09/14/95 08:39:13 SIGNAL94/'IEAPAC[V1 L1.4] - HCM Volume Adjusbrent Worksheet Appr Mvt Flow Lane Group No.of Lane Adj Prop. of -Mvt Vol PHF Rate Group Flow Lanes Db.l Flow LT Rl' vph vph vph vph SB-Rl' 107 .90 119.' 0 0 1.00 0 .00 .00 SB-TH 75 .90 83 TH+Rl' 202 1 1.00 202 .00 .59 SB-LT 67 .90 74 LT 74 1 1.00 74 1.00 .00 ------------------------------------------------------------------ WB-Rl' 39 .90 43 WB-TH 456 .90 507 WB-LT 211 .90 234 o TH+Rl' 550 LT 234 o 1 1 1.00 1.00 1.00 o .00 .00 550 .00 .08 234 1.00 .00 ------------------------------------------------------------------ NB-Rl' 236 .90 262 NB-TH 101 .90 112 NB-LT 168 .90 187 o TH+Rl' 374 LT 187 o 1 1 1.00 1.00 1.00 o .00 .00 374 .00 .70 187 1.00 .00 ------------------------------------------------------------------ EB-Rl' 108 .90 120 EB-TH 579 .90 643 EB-LT 152 .90 169 120 643 169 1.00 1.00 1.00 120 .00 1.00 643 .00 .00 169 1.00 .00 Rl' TH LT 1 1 1 ------------------------------------------------------------------ SIGNAL94/'IEAPAC[V1 L1.4] - HCM Saturation Flow Adjusbrent Worksheet Ap pr ch Lane No Adjusbrent Factors Group Ideal of -------------------------------------------------- Mvrnts Satfl Lns Lane Heavy Bus Ar Right Left Adj pcphg - Width Vehs Grade Parkg Block Loc Turn Turn Fact Adj Sat- flow vphg LJ SB- TH+Rl' 1900 1 1.000 .980 1.000 1.000 1.000 1.0 .912 1.000 1.00 1698 SB- LT 1900 1 1.000 .980 1.000 1.000 1.000 1.0 1.000 .950 1.00 1770 II ------------------------------------------------------------------------------- u WB- TH+RT 1900 1 1.000 .980 1.000 1.000 1.000 1.0 .988 1.000 1.00 1841 WB- LT 1900 1 1. 000 .980 1. 000 1. 000 1. 000 1. 0 1. 000 .950 1. 00 1770 ------------------------------------------------------------------------------- ~ NB- TH+RT 1900 1 1.000 .980 1.000 1.000 1.000 1.0 .895 1.000 1.00 1667 LJ NB- LT 1900 1 1.000 .980 1.000 1.000 1.000 1.0 1.000 .950 1.00 1770 n J n , J n LJ n I ' U n I L.l ------------------------------------------------------------------------------- EB- Rl' EB- TH EB- LT 1900 1900 1900 1 1.000 .980 1.000 1.000 1.000 1.0 .850 1.000 1.00 1583 1 1.000 .980 1.000 1.000 1.000 1.0 1.000 1.000 1.00 1863 1 1.000 .980 1.000 1.000 1.000 1.0 1.000 .950 1.00 1770 ------------------------------------------------------------------------------- '1 L.J n u NISQUALLY ESTATES 09/14/95 YEIM AVE & SR-507 08:39:16 1998 LOS WITH PROJECT SIGNAL94/TEAPAC[V1 L1.4] - HCM Capacity Analysis Worksheet Ap Lane LT Adj Adj FlCM Green Lane V/C Crit pr Group Phase FlCM Satfl Ratio RatlO Group Ratio Lane ch Mvts Type Rate Rate vis g/C Capac v/c Grp vph vphg vph SB- TH+RI' 202 1698 .119 .222 378 .534 SB- LT Prio 74 1770 .042 .111 197 .376 * u f! ! I U f! f! i I L.J il J WB- TH+RI' 550 WB- LT Prio 234 1841 1770 .299 .331 .132 .136 608 .905 240 .975 * n U NB- TH+RI' 374 NB- LT Prio 187 1667 1770 .224 .222 .106 .111 371 1. 008 197 .949 * n u EB- RI' EB- TH EB- LT 120 643 Prio 169 1583 1863 1770 .076 .492 .345 .331 .096 .136 779 .154 616 1.044 240 .704 * J Cycle length, C 60 see Lost Time Per Cycle, L 12.0 see Smn(v/s) = Xc = .744 .929 n LJ SIGNAL94/TEAPAC[V1 L1.4] - HCM level-of-Service Worksheet u Ap Lane pr Group ch Mvts Vol Ratio v/c Green unif Delay Ratio Delay Fact g/C d1 DF -- see/v Lane Cal Incr Lane Lan Group Tenn Delay Group Grp Appr Appr Capac m d.2 Delay LOS Delay LOS vph - see/v see/v - see/v n , i n n SB- TH+RI' .534 .222 15.6 1.00 378 16 1.17 16.8 C+ SB- LT .376 .111 18.8 1.00 197 16 .59 19.4 C+ ------------------------------------------------------------------> 17.5 C+ WB- TH+RT .905 .331 14.6 1.00 608 16 12.18 26.8 D+ WB- LT .975 .136 19.6 1.00 240 16 38.02 57.6 E ------------------------------------------------------------------> 36.0 D NB- TH+RI' 1.008 .222 17.7 1.00 371 16 38.11 55.8 E NB- LT .949 .111 20.1 1.00 197 16 36.09 56.2 E ------------------------------------------------------------------> 56.0 E EB- RI' .154 .492 6.4 1.00 779 16 .01 6.4 B+ EB- TH 1.044 .331 15.3 1.00 616 16 40.38 55.6 E EB- LT .704 .136 18.8 1.00 240 16 6.08 24.9 C ------------------------------------------------------------------> 43.7 E+ Cycle= 60" Int Total .871 > 41.2 E+ u n , U u n J n , u n LJ J f! I LJ 11 u II U NISQUAILY ESTATES YEIM AVE & SR-507 1998 IDS WITH PROJEcr 09/14/95 08:39:19 II i LJ SIGNAL94 /TEAPAC [VI L1.4] - Evaluation of Intersection Performance r: LJ ------------------------------------------------------------- n U Sq 54 I Phase 1 I Phase 2 I Phase 3 I Phase 4 I Phase 5 I **/** ------------------------------------------------------------- + +++ ++ ^ + ~'+ + + + ++++ +> <+ + +> <+ + <++++ v v ^ **** . / \ II , I U ^ ++++ v II i U North <* I ++++ * v* * *> * * * * ****> ++++ v ------------------------------------------------------------- J J G/C= .095 G= 5.7" Y+R= 4.0" OFF= .0% G/C= .000 G= .0" Y+R= .0" OFF=16.1% G/C= .206 G= 12.3" Y+R= 4.0" OFF=16.1% G/C= .119 G= 7.1" Y+R= 4.0" 0FF=43 .4% G/C= .314 G= 18.8" Y+R= 4.0" OFF=61. 9% ------------------------------------------------------------- C= 60 see G= 44.0 see = 73.3% Y=16.0 see = 26.7% Ped= .0 see = .0% n MVMI' 'lOI'ALS SB Approach WE Approach NB Approach EB Approach Int Param:Units R1' TH LT R1' TH LT R1' TH LT R1' TH LT Total - - 1\djVol: vph 119 83 74 43 507 234 262 112 187 120 643 169 2553 wid/Ln:ft/# 0/0 12/1 12/1 0/0 12/1 12/1 0/0 12/1 12/1 12/1 12/1 12/1 g/C Rqd@C:% 0 16 7 0 34 17 0 27 15 12 38 14 g/C Used: % 0 22 11 0 33 14 0 22 11 49 33 14 SV @E: vph 0 378 191 0 608 237 0 371 191 779 616 237 3608 ----------- -------------- -------------- -------------- -------------- ----- Svc Lvl:IDS C+ C+ D+ E E E B+ E C E+ Deg Sat:v/c .00 .53 .38 .00 .90 .98 .00 1.01 .95 .15 1. 04 .70 .87 Avg Del:s/v .0 23.6 27.5 .0 41.1 58.6 .0 55.6181.4 8.8 54.1 35.0 54.7 Tot Del:llIlll 0 20 8 0 94 57 0 87 141 4 145 25 581 # Stops:veh 0 45 17 0 131 58 0 93 46 16 160 40 606 ----------- -------------- -------------- -------------- -------------- ----- Max Que :veh 0 5 2 0 12 7 0 10 6 2 20 5 69 Max Que: ft 0 132 55 0 311 171 0 262 140 51 519 123 519 - APPR 'lOI'ALS Int Param:Units SB Approach WE Approach NB Approach EB Approach Total - - 1\djVol: vph 276 784 561 932 2553 ----------- -------------- -------------- -------------- -------------- ----- Svc Lvl:IDS C+ D E E+ E+ Deg Sat:v/c .49 .93 .99 .87 .87 Avg Del:s/v 24.6 46.3 97.5 44.8 54.7 Tot Del:min 28 151 228 174 581 # Stops:veh 62 189 139 216 606 ----------- -------------- -------------- -------------- -------------- ----- Max Que:veh 7 19 16 27 69 Max Que: ft 132 311 262 519 519 - - ;l U n I I U n i u n LJ n u n J n LJ n I U , I u fI I u n LJ LOCATION:YELM AVE & EDWARDS NAME LO,TONY n HOURLY VOLUMES Grade 0% N = 1 u 35 V12 '1 LJ 5 V11 I N N= 1 < v 25 V10 I> "----------V6-- 35 <----------V5-- 540 N= 1 v----------V4-- 10 major road Grade 0% > YELM AVE 'l U Grade 0% 30 --V1------------" 690 --V2------------> 15 --V3------------v <I V7 o '1 LJ II J minor road EDWARDS ST Grade 0 % V9 10 STOP xx YIELD Date of Counts 1995 EXIST Time Period PM PEAK HR Prevailing Speed 25 PHF 0.90 Population 20000 N= 1 ., va 2 VOLUME ADJUSTMENTS n L.J Movement no 1 1 1 2 I 3 1 4 I 5 1 6 I 7 1 a I 9 1 10 1 11 1 12 I ------------------------------------------------------------------------------- Volume (vph) I 301 6901 151 101 5401 351 01 21 101 251 51 351 ------------------------------------------------------------------------------- Vol(pcph),Tab 10 11 30lxxxXlxxxxI 10lxxxxlxxxxl 01 21 101 251 51 351 '1 1 LJ VOLUMES IN PCPH n 1 I U 35 V12 5 V11 I 25 V10 < v I> "----------V6-- <----------V5-- v----------V4-- 10 n J n 30 --V1------------" --V2------------> --V3------------v u n va 2 u V9 10 n u n u II J n u n U n 1 i U n u n I [ U LOCATION YELM AVE & EDWARDS NAME:LO,TONY n U STEP 1 RT From Minor Street I ------------------------------------------------------------------------------- ------------------------------------------------------------------------------- <-I V12 1-> V9 ========================================================c====================== Conflicting Flows, Vc II U Critical Gap, Tc (Tab.l0.2) Potential Capacity,Cp(Fig10 3) \ of Cp utilized Impedance Factor, P (Fig.l0.5) Actual Capacity, Cm o 1/2 V3+V2=Vc9 8+ 690= 698 vph 5 5 (secs ) Cp9 = 486 pcph (V9/Cp9)xl00= 2 1\ P9= 99 Cm9=Cp9= 486 pcph 1/2 V6+V5=Vc12 18+ 540= 558 vph 5.5 (secs ) Cp12 = 582 pcph (V12/Cp12)xl00= 6\ P12= .96 Cm12=Cp12= 582 pcph STEP 2 : LT From Major Street I a=====================_=================================ca=c==_=======__======= __A Vl v-- V4 cec=======_==c=_=e=======================-===================================== Conflicting Flows, Vc o critical Gap, Tc (Tab 10.2) Potential Capacity,Cp(Figl0.3) \ of Cp utilized Impedance Factor, P (Fig 10.5) Actual Capacity, Cm n LJ V3+V2=Vc4 15+ 690= 705 vph 5 (secs ) Cp4 =' '562 pcph (V4/Cp4)xl00= 1.8\ P4= 99 Cm4=Cp4= 562 pcph V6+V5=Vcl 35+ 540= 575 vph 5 (secs ) Cpl = 650 pcph (VI/Cpl)xl00= 4 6\ Pl= .97 Cml=Cpl= 650 pcph STEP 3 : TH From Minor Street I cecace=ceca_c____=___===__======_============_=_===================c=========_= v Vll V8 =============c:================================================================ o Conflicting Flows, Vc o Critical Gap, Tc (Tab 10 2) Potential Capacity,Cp(Figl0 3) \ of Cp utilized Impedance Factor, P (Fig.l0.5) Actual Capacity, Cm o .5V3+V2+Vl+V6+V5+V4=Vc8 8+ 690+ 30+ 35+ 540+ 10= 1313 vph 6 (secs ) Cp8 = 172 pcph (V8/cp8)xl00= 1 2\ P8= .99 Cm8=Cp8xPlxP4 165= 172x.97x 99pcph 5V6+V5+V4+V3+V2+Vl=Vcll 18+ 540+ 10+ 15+ 690+ 30= 1303 vph 6 (secs ) Cpll = 174 pcph (VII/Cpll)x100= 2.9\ Pll= 98 Cmll=CpllxPlxP4 167= 174x.97x 99pcph STEP 4 : LT From Minor Street I aa==========~================================================================== \-> VI0 <-\ V7 c===c=========c=c============================================================== ~ conflicting Flows, Vc critical Gap, Tc (Tab 10.2) Potential Capacity,Cp(Figl0.3) Actual Capacity, Cm (I I ' U Vc8(step3)+Vll+V12=Vc7 1313+ 5+ 35= 1353vph 6.5 (secs.) Cp7 = 134 pc ph Cm7=Cp7xPlxP4xPllxP12 134x.97x.99x 98x 96 = 121 pcph Vcll (step3)+V8+V9=Vcl0 1303+ 2+ 10= 1315vph 6.5 (secs ) Cpl0 = 142 pcph Cml0=Cpl0xP4xPlxP8xP9 142x.99x.97x.99x.99 = 134 pcph aa=_===============_=========================================================== I' u n u n u n U n i U Il LJ n , u n J n LJ LOCATION YELM AVE & EDWARDS NAME LO,TONY n MOVEMENT SHARED LANE CAPACITY APPROACH MOVEMENTS 7, 8 , 9 CR CM(PCPH) CSH(PCPH) (CM-V) CR (CSH-V) LOS CM LOS CSH u V(PCPH) 'l LJ ============================================================================== 7 8 9 o 2 10 121 165 486 367 367 367 121 163 476 355 355 355 D D A B B B 'l U MOVEMENT V(PCPH) APPROACH MOVEMENTS 10,11,12 CR CM(PCPH) CSH(PCPH) (CM-V) CR (CSH-V) LOS CM LOS CSH a=ce=e======================================================================== J 10 25 134 235 109 170 D D 11 5 167 235 162 170 D D 12 35 582 . 235 547 170 A D MAJOR STREET LEFT TURNS 1,4 MOVEMENT V(PCPH) CM(PCPH) CR(CM-V) LOS J ==c=aee======================================================================= 1 4 30 10 650 562 620 552 A A n J COMMENTS: II J II 1 U n I U n u n u n u n i U '1 U n J II LJ (I LJ n LJ n U LOCATION YELM AVE & EDWARDS I'IOURLY VOLUMES I N = 1 ------------------------------------------------------------------------------- NAME:LO,TONY Grade 0\ u 39 V12 n 6 V11 I 28 V10 I> u N= 1 < v I';rade 0\ I L.J 34 --V1------------^ 776 --V2------------> 17 --V3------------v <I V7 o '1 J ====================== N= 1 n minor road EDWARDS ST Grade 0 \ u N ---------------------- ---------------------- ^----------V6-- 39 <----------V5-- 607 N= 1 v----------V4-- 11 major road Grade 0\ > YELM AVE va 2 STOP xx YIELD Date of Counts:1998 W/OUT V9 Time Period PM PEAK HR 11 prevailing Speed 25 PHF 0 90 Population 20000 =============================================================================== r-YOLUME ADJUSTMENTS ~~:~::::~-::~---------~-i--;-i--;-i--~-i--~-i--~-i--;-i--;-i--;-i-~~-i-~~-i-~;-i ------------------------------------------------------------------------------- Volume (vph) I 3417761 171 1116071 391 01 21 111 281 61 391 /1_------------------------------------------------------------------------------ ~~~=l=(P=C=p=~~~~a=~==l=O-=l=I--~~!x=x=~~!x=~~x=!--~~!~~~~!~~~~!___~!___~!__~~!_=~~!-=-~!--~~! -- ---- - - ----- --- -- -------------------------------- ---- -------- r-YOLUMES IN PCPH I LJ 39 V12 6 V11 I 28 V10 < v I> n J n U 34 --V1------------^ --V2------------> --V3------------v V8 2 V9 11 n L.J LOCATION YELM AVE & EDWARDS NAME LO,TONY n STEP 1 : RT From Minor Street I =========================================================e===================== <-I V12 1-> V9 ======================================================c====e=================== l.J Conflicting Flows, Vc n I LJ Critical Gap, Tc (Tab 10.2) Potential Capacity,Cp(Fig10 3) % of Cp utilized Impedance Factor, P (Fig.lO 5) Actual Capacity, Cm n 1/2 V3+V2=Vc9 9+ 776= 7B5 vph 5 5 (secs ) Cp9 = 434 pcph (V9/Cp9)x100= 2 5% P9= .99 Cm9=Cp9= 434 pcph 1/2 V6+V5=Vc12 20+ 607= 627 vph 5 5 (secs.) Cp12 = 532 pc ph (V12/Cp12)x100= 7.3% P12= 96 Cm12=Cp12= 532 pcph =================================================================:============= __A VI LJ STEP 2 : LT From Major Street I v-- V4 Conflicting Flows, Vc ===cc====================================================c===================== Ii J critical Gap, Tc (Tab.lO.2) Potential Capacity,Cp(Fig10 3) % of Cp utilized Impedance Factor, P (Fig 10 5) Actual Capacity, Cm n LJ V3+V2=Vc4 17+ 776= 793 vph 5 (secs ) Cp4 = 'S09 pcph (V4/Cp4)xlOO= 2.2% P4= 99 Cm4=Cp4= 509 pcph V6+V5=Vc1 39+ 607= 646 vph 5 (secs ) Cp1 = 600 pcph (VI/Cp1)x100= 5.7% P1= 97 Cml=Cpl= 600 pcph STEP 3 TH From Minor Street I aa=c==e=========:=====================================c===ce=================== v Vll n VB c=====e======================================================================== Conflicting Flows, Vc u n Critical Gap, Tc (Tab 10.2) Potential Capacity,Cp(Fig10.3) % of Cp utilized Impedance Factor, P (Fig 10 5) Actual Capacity, Cm LJ 'I ~ 5V3+V2+Vl+V6+V5+V4=VcB 9+ 776+ 34+ 39+ 607+ 11= 1476 vph 6 (secs ) CpB = 140 pcph (VB/cpB)xlOO= 1 4% PB= 99 CmB=CpBxP1xP4 134= 140x.97x.99pcph .5V6+V5+V4+V3+V2+Vl=Vcl1 20+ 607+ 11+ 17+ 776+ 34= 1465 vph 6 (secs ) Cpll = 142 pcph (V11/cpll)xlOO= 4.2% Pll= 97 Cml1=CpllxP1xP4 136= 142x 97x 99pcph STEP 4 : LT From Minor Street I =============================================================================== \-> V10 <-\ V7 =============================================================================== 'I u conflicting Flows, Vc Critical Gap, Tc (Tab 10.2) Potential Capacity,Cp(Fig10 3) Actual Capacity, Cm n l.J VcB(step3)+Vll+V12=Vc7 1476+ 6+ 39= 1521vph 6.5 (secs ) Cp7 _ 107 pcph Cm7=Cp7xP1xP4xP11xP12 107x.97x 99x 97x 96 96 pcph Vcl1(step3)+VB+V9=VclO 1465+ 2+ 11= 147Bvph 6.5 (secs ) Cp10 = 113 pc ph Cm10=Cp10xP4xP1xPBxP9 113x 99x 97x.99x 99 = 106 pcph aa=acc=ac==c=========================CC======================================== n u 'I LJ n u 11 u n LJ n LJ 11 U ,.., ...J II u LOCATION,YELM AVE & EDWARDS NAME LO,TONY II MOVEMENT SHARED LANE CAPACITY APPROACH MOVEMENTS 7, 8 , 9 CR CM(PCPH) CSH(PCPH) (CM-V) CR (CSH-V) LOS CM LOS CSH u V(PCPH) n L.J ============================================================================== 7 8 9 o 2 11 96 134 434 323 323 323 96 132 423 310 310 310 E D A B B B n LJ MOVEMENT V(PCPH) CM(PCPH) CSH(PCPH) 10,11,12 CR (CM-V) CR (CSH-V) LOS CM LOS CSH APPROACH MOVEMENTS _ca==c=_==c=_================================================================= '1 U 10 28 106 191 78 118 E D 11 6 136 191 130 118 D D 12 39 532 '191 493 118 A D MAJOR STREET LEFT TURNS 1,4 MOVEMENT V(PCPH) CM(PCPH) CR(CM-V) LOS m_=_cceca==aa_===e====__======_====================================c========== n U 1 4 34 11 600 509 566 498 A A II U COMMENTS, n u 'l J n u 'l LJ n LJ n i U n U l' U il LJ n U n L.J n u n u LOCATION YELM AVE & EDWARDS ------------------------------------------------------------------------------- NAME LO,TONY n HOURLY VOLUMES Grade 0\ I I N 1 U = 39 V12 Ii 6 U V11 I 30 ~======~============== V10 N= 1 < v I> n Grade 0\ I ^ U 34 --V1------------ a03 --V2------------> 17 --V3------------v YELM AVE V9 11 STOP xx YIELD Date of Counts:199a W/PROJ Time Period PM PEAK HR Prevailing Speed 25 PHF 0 90 Population 20000 [' , U VOLUME ADJUSTMENTS ===_====================================================c=c==================== ------------------------------------------------------------------------------- Movement no 1 1 1 2 1 3 I 4 1 5 1 6 I 7 1 a I 9 I 10 1 11 I 12 I ------------------------------------------------------------------------------- Volume (vph) I 341 a03\ 171 111 6211 401 01 21 11\ 30\ 6\ 391 ------------------------------------------------------------------------------- Vol(pcph),Tab.10.11 341xxxxlxxxxl 111xxxxlxxxxl 01 21 111 301 61 391 n J J VOLUMES IN PCPH c============================================================================== n LJ 39 V12 6 V11 I 30 V10 < v I> r: , i 34 --V1------------^ --V2------------> --V3------------v va 2 V9 11 n I I U LOCATION YELM AVE & EDWARDS NAME:LO,TONY n u STEP 1 : RT From Minor Street I ==D=C===a=~~8~==a=m============================================c======c======== <-I V12 1-> V9 ce=a==e=======c================================================================ Conflicting Flows, Vc n U critical Gap, Tc (Tab.l0 2) Potential Capacity,Cp(Figl0.3) , of Cp utilized Impedance Factor, P (Fig.l0 5) Actual Capacity, Cm o STEP 2 LT From Major Street I =============================================================================== __A Vl Conflicting Flows, Vc o critical Gap, Tc (Tab 10 2) Potential Capacity,Cp(Figl0.3) , of Cp utilized Impedance Factor, P (Fig 10 5) Actual Capacity, Cm o 1/2 V3+V2=Vc9 9+ 803= 812 vph 5 5 (secs ) Cp9 = 419 pcph (V9/Cp9)xl00= 2 6' P9= 98 Cm9=Cp9= 419 pcph v-- V4 V3+V2=Vc4 17+ 803= 820 vph 5 (sees ) Cp4 = '493 peph (V4/Cp4)xl00= 2 2' P4= 99 Cm4=Cp4= 493 pcph 1/2 V6+V5=Vc12 20+ 621= 641 vph 5 5 (secs ) Cp12 = 523 pcph (V12/Cp12)xl00= 7.5' P12= 96 Cm12=Cp12= 523 pcph V6+V5=Vcl 40+ 621= 661 vph 5 (secs ) Cpl = 590 peph (VI/Cpl)xl00= 5 8' Pl= 97 Cml=Cpl= 590 peph STEP 3 TH From Minor Street I =============================================================================== v Vll n I I U V8 =============================================================================== Conflicting Flows, Vc o critical Gap, Tc (Tab.l0 2) Potential Capacity,Cp(Figl0 3) , of Cp utilized Impedance Factor, P (Fig 10.5) Actual Capacity, Cm J 5V3+V2+Vl+V6+V5+V4=Vc8 9+ 803+ 34+ 40+ 621+ 11= 1518 vph 6 (secs ) Cp8 = 131 pcph (V8/Cp8)xl00= 1.5' P8= 99 Cm8=Cp8xPlxP4 126= 131x 97x.99pcph .5V6+V5+V4+V3+V2+Vl=Vcll 20+ 621+ 11+ 17+ 803+ 34= 1506 vph 6 (secs.) Cpll = 134 pcph (VII/Cpll)x100= 4.5' Pll= 97 Cmll=CpllxPlxP4 129= 134x 97x 99pcph STEP 4 LT From Minor Street I ====__=_==__========c===================================c====c================= \-> VI0 <-\ V7 =e============================================================================= n U Conflicting Flows, Vc critical Gap, Tc (Tab 10 2) Potential Capacity,Cp(Figl0 3) Actual Capacity, Cm n U Vc8(step3)+Vll+V12=Vc7 1518+ 6+ 39= 1563vph 6 5 (secs ) Cp7 = 101 pcph Cm7=Cp7xPlxP4xPllxP12 101x.97x 99x 97x 96 90 pcph Vcll (step3)+V8+V9=Vcl0 1506+ 2+ 11= 1519vph 6 5 (secs ) Cpl0 = 107 pcph Cml0=Cpl0xP4xPlxP8xP9 107x.99x 97x 99x.98 = 100 peph =============================================================================== n U Il J n J o '1 u o J o n LJ LOCATION:YELM AVE & EDWARDS NAME LO,TONY n SHARED APPROACH LANE CAPACITY MOVEMENTS 7,8,9 CR (CM-V) CR (CSH-V) LOS CM LOS CSH LJ MOVEMENT V(PCPH) CM(PCPH) CSH(PCPH) II I U 7 8 9 o 2 11 90 126 419 309 309 309 90 124 408 296 296 296 E D A C C C n J MOVEMENT V(PCPH) CM(PCPH) CSH(PCPH) 10,11,12 CR (CM-V) CR (CSH-V) LOS CM LOS CSH APPROACH MOVEMENTS '1 LJ maaaa=c======================================================================= 10 30 100 178 70 103 E D 11 6 129 178 123 103 D D 12 39 523 '178 484 103 A D MAJOR STREET LEFT TURNS 1,4 MOVEMENT V(PCPH) CM(PCPH) CR(CM-V) LOS n I . U 1 4 34 11 590 493 556 482 A A n U COMMENTS: n u 'l i U II U n u n u n LJ n U n LJ 'l LJ n u n LJ n LJ n u LOCATION:YELM AVE & SOLBERG ST n HOURLY VOLUMES Grade 0\ I N = 1 U 3 V12 n 2 I Vll LJ I 9 aa==a~==a=a_=a==m====a V10 n N= 2 < v I> , I Grade 0\ U 5 --V1------------ ^ 706 --V2------------> 31 --V3------------v YELM AVE V9 20 STOP xx YIELD Date of Counts 1995 EXIST Time Period PM PEAK HR Prevailing Speed:25 PHF 0 90 population 20000 ______ama___=______________==__====___________===____=c__cec=___==_____________ n VOLUME ADJUSTMENTS u 101 9 I 10 I 11 I 12 I 201 91 21 91 21 fI I LJ Volume (vph) 51 7061 311 221 5431 a I 11 ------------------------------------------------------------------------------- 11 20 I 201 31 31 Movement no. 51xxxxlxxxxl 221xxxxlxxxxl ___________=______________=__=______=__a__=_=__====___=ec=_a_____=c______=____= 201 Vol(pcph),Tab 10 11 II VOLUMES IN PCPH J 3 V12 2 Vll I 9 VIO < v I> n i u n 5 --V1------------^ --V2------------> --V3------------v va 1 V9 20 n LJ LOCATION YELM AVE & SOLBERG ST NAME LO,TONY II STEP 1 RT From Minor Street I ===w==_===_================================================a=====c==_c_=====_== <-I V12 /-> V9 =============================================================================== Conflicting Flows, Vc 1/2 V3+V2=Vc9 1/2 V6+V5=VcI2 16+ 706= 722 vph 5+ 543= 548 vph critical Gap, Tc (Tab 10 2) 5.5 (secs ) 5 5 (secs ) Potential Capacity,Cp(Figl0 3) Cp9 472 pcph Cp12 = 589 pcph \ of Cp utilized (V9/Cp9)xl00= 4.2\ (VI2/CpI2)xl00= .5\ Impedance Factor, P (Fig.l0 5) P9= .97 P12= 1 Actual Capacity, Cm Cm9=Cp9= 472 pcph CmI2=CpI2= 589 pcph u II u n I I U STEP 2 LT From Major Street I =======c=========_============================================================= __A VI v-- V4 ====m=a___=========_===============================================-=========== Conflicting Flows, Vc n I U critical Gap, Tc (Tab.l0 2) Potential capacity,Cp(Figl0 3) \ of Cp utilized Impedance Factor, P (Fig 10 5) Actual Capacity, Cm 'l i , LJ V3+V2=Vc4 31+ 706= 737 vph 5 (secs.) Cp4 = '543 pcph (V4/Cp4)xl00= 4 1\ P4= 98 Cm4=Cp4= 543 pcph V6+V5=Vcl 10+ 543= 553 vph 5 (secs.) Cpl = 668 pcph (Vl/Cpl)xl00= .7\ Pl= 1 Cml=Cpl= 668 pcph STEP 3 TH From Minor Street I a=a=_==____C__==_=_==_======_===_===_=__===_=================================== v Vll n V8 _ceca_c=___====___==____=_=====___============================================= Conflicting Flows, Vc u '1 J critical Gap, Tc (Tab 10 2) Potential Capacity,Cp(Figl0 3) , of Cp utilized Impedance Factor, P (Fig 10 5) Actual Capacity, Cm 1 L.J .5V3+V2+Vl+V6+V5+V4=Vc8 16+ 706+ 5+ 10+ 543+ 22= 1302 vph 6 (secs ) Cp8 _ 17 5 pc ph (V8/Cp8)xl00= 6\ P8= 1 Cm8=Cp8xPlxP4 172= 175x Ix 98pcph 5V6+V5+V4+V3+V2+Vl=Vcll 5+ 543+ 22+ 31+ 706+ 5= 1312 vph 6 (secs ) Cpll = 17 3 pcph (Vll/Cpll)xl00= 1 2\ Pll= 99 Cmll=CpllxPlxP4 170= 173x Ix 98pcph STEP 4 : LT From Minor Street I ==========================:==================================================== \-> VI0 <-\ V7 a~D__a___=_a_________==__=_=_==========================================e=_===== c Conflicting Flows, Vc critical Gap, Tc (Tab 10 2) Potential Capacity,Cp(Figl0.3) Actual capacity, Cm II I L.J Vc8(step3)+Vll+VI2=Vc7 1302+ 2+ 3= 1307vph 6.5 (secs ) Cp7 = 144 pcph Cm7=Cp7xPlxP4xPllxPl2 = 144x Ix 98x 99x 1 = 140 pc ph Vcll (step3)+V8+V9=Vcl0 1312+ 1+ 20= 1333vph 6 5 (secs ) Cpl0 = 138 pcph cml0=Cpl0xP4xPlxP8xP9 138x 98x Ix Ix 97 = 131 pcph n _a_======_======================:========:===:=======================e========= LJ n u 1) I U n , I U II i U I u n LJ n I L.J '""l I U LOCATION:YELM AVE & SOLBERG ST NAME LO,TONY n u SHARED APPROACH LANE CAPACITY MOVEMENTS 7,8,9 CR (CM-V) CR (CSH-V) LOS CM LOS CSH MOVEMENT V(PCPH) CM(PCPH) CSH(PCPH) rt ============================================================================== u 7 8 9 20 1 20 140 172 472 215 215 215 120 171 452 174 174 174 D D A D D D n l.J MOVEMENT V(PCPH) APPROACH MOVEMENTS 10,11,12 CR CM(PCPH) CSH(PCPH) (CM-V) CR (CSH-V) LOS CM LOS CSH rt mmm=a=m~D========DC=========================================================== 10 9 131 164 122 150 D D 11 2 170 164 168 150 D D 12 3 589 '164 586 150 A D MAJOR STREET LEFT TURNS 1,4 MOVEMENT V(PCPH) CM(PCPH) CR(CM-V) LOS , I U 'I u ==ccce======================================================================== 1 4 5 22 668 543 663 521 A A n U COMMENTS rt I I U n I U n u !l U Il u n u Il l.J n J n l.J rt L.J rt LJ n u n I LJ LOCATION YELM AVE & SOLBERG ST n HOURLY VOLUMES Grade 0\ N = 1 U 3 V12 n 2 Vll U I 10 ==_==c========_===__== VI0 N= 2 < v I> n Grade 0\ U 6 --Vl------------^ 794 --V2------------> 35 --V3------------v <I n e:c==c===============_ V7 22 U " V8 N= 1 1 n minor road SOLBERG ST Grade 0 \ u '1 U VOLUME ADJUSTMENTS Movement no Volume (vph) n I I U 61xxxxlxxxxl 251xxxxlxxxxl Vol(pcph),Tab.l0 11 '1 LJ VOLUMES IN PCPH n U 3 V12 2 Vll I 10 VI0 < v I> n 6 --Vl------------^ --V2------------> --V3------------v YELM AVE V9 22 STOP xx YIELD Date of Counts 1998 W/OUT Time Period PM PEAK HR prevailing Speed 25 PHF 0.90 Population 20000 21 21 31 31 221 ^----------V6-- <----------V5-- v----------V4-- 25 > V8 1 V9 22 n I I LJ LOCATION,YELM AVE & SOLBERG ST NAME LO,TONY STEP 1 RT From Minor Street I a====a=============================a======================ce========c==acee==== <-I V12 n /-> V9 ------------------------------------------------------------------------------- ------------------------------------------------------------------------------- u Conflicting Flows, Vc n I ; LJ critical Gap, Tc (Tab 10 2) Potential capacity,Cp{Figl0.3) \ of Cp utilized Impedance Factor, P (Fig 10 5) Actual Capacity, Cm r, LJ 1/2 V3+V2~Vc9 18+ 794~ 812 vph 5 5 (secs ) Cp9 419 pcph (V9/Cp9)xl00~ 5 3\ P9~ .97 cm9cCp9c 419 pcph 1/2 V6+V5~Vcl2 6+ 611~ 617 vph 5 5 (secs ) Cp12 ~ 539 pcph {V12/Cp12)xl00~ 6\ P12~ 1 Cm12~Cp12= 539 pcph STEP 2 LT From Major Street I ce====ece=cc==cee==_==================================ce====ec========e======== __A Vl v-- V4 maaa_===maa_=mac======================================ccc=============_======== Conflicting Flows, Vc 11 J critical Gap, Tc (Tab 10 2) Potential Capacity,Cp{Figl0 3) \ of cp utilized Impedance Factor, P (Fig.l0 5) Actual Capacity, Cm 11. , 1 , U V3+V2=Vc4 35+ 794= 829 vph 5 (secs ) Cp4 = '488 pcph {V4/Cp4)x100= 5.1\ P4= 97 Cm4=Cp4= 488 pcph V6+V5=Vcl 11+ 611~ 622 vph 5 (secs ) Cp1 = 616 pcph {V1/Cp1 )xl00~ 1\ Pl= 99 CmlcCpl= 616 pcph STEP 3 TH From Minor Street I ce==_==ce=c======_======================================c==========c=========== v V11 V8 ==c==c=ce=====c================================================================ n u Conflicting Flows, Vc Il J critical Gap, Tc (Tab 10.2) Potential Capacity,Cp{Figl0 3) \ of Cp utilized Impedance 'Factor, P (Fig 10.5) Actual Capacity, Cm '1 J 5V3+V2+Vl+V6+V5+V4~Vc8 18+ 794+ 6+ 11+ 611+ 25= 1465 vph 6 (secs ) Cp8 c 142 pcph {V8/Cp8)xl00= 7\ P8= 1 Cm8=Cp8xPlxP4 136~ 142x 99x 97pcph .5V6+V5+V4+V3+V2+Vl=Vc11 6+ 611+ 25+ 35+ 794+ 6~ 1477 vph 6 (secs ) Cp11 = 140 pcph {Vll/Cpll)x100= 1 4\ P11= 99 Cm11=Cp11xPlxP4 134= 140x.99x 97pcph LT From Minor Street I ==c======ccc=================================================================== \-> Vl0 STEP 4 <-\ V7 ___Q__=_____=aaa~=_====_~_======_=====================c===c=c==c====c=========_ n I I U Conflicting Flows, Vc critical Gap, Tc (Tab.l0 2) Potential Capacity,Cp{Figl0.3) Actual Capacity, Cm I' , U Vc8{step3)+V11+V12=Vc7 1465+ 2+ 3= 1470vph 6 5 (secs.) Cp7 = 115 pcph Cm7~Cp7xPlxP4xPllxP12 115x 99x.97x 99x 1 = 109 pcph Vcll{step3)+V8+V9cvcl0 1477+ 1+ 22= 1500vph 6 5 (secs ) Cpl0 = 110 pcph Cml0=Cp10xP4xPlxP8xP9 = 110x 97x 99x lx 97 = 102 pcph n c===aam======_==========================================c====================== LJ II i U J n I ' U Il U n I LJ n u n J n l.J LOCATION YELM AVE & SOLBERG ST NAME:LO,TONY n LJ MOVEMENT SHARED LANE CAPACITY APPROACH MOVEMENTS 7, 8 , 9 CR CM(PCPH) CSH(PCPH) (CM-V) CR (CSH-V) LOS LOS CM CSH V(PCPH) ~ ============================================================================== I U 7 8 9 22 1 22 109 136 419 172 172 172 87 135 397 127 127 127 E D B D D D '1 , U MOVEMENT V(PCPH) APPROACH MOVEMENTS 10, 11 , 12 CR CM(PCPH) CSH(PCPH) (CM-V) CR (CSH-V) LOS CM LOS CSH n 10 10 102 127 92 112 E D 11 2 134 127 132 112 D D 12 3 539 . '127 536 112 A D MAJOR STREET LEFT TURNS 1,4 MOVEMENT V(PCPH) CM(PCPH) CR(CM-V) LOS u il LJ ------------------------------------------------------------------------------ ------------------------------------------------------------------------------ 1 4 6 25 616 488 610 463 A A II LJ COMMENTS n u ~ I LJ n u n u n J n J ~ u '1 J n U ~ LJ n LJ n U Movement no. 1 I 2 I 3 I 4 1 5 1 6 I 7 1 8 1 9 I 10 I 11 I 12 1 ------------------------------------------------------------------------------- Volume (vph) 61 8151 391 251 6221 121 241 11 221 121 21 31 ------------------------------------------------------------------------------- Vol(pcph),Tab.10 11 61xxxxlxxxxl 25 I xxxxl xxxxl 241 11 221 121 21 31 n LJ LOCATION YELM AVE & SOLBERG ST n HOURLY VOLUMES Grade 0% U N = 1 3 V12 n 2 Vll U I 12 ====================== V10 N= 2 < v I> n Grade 0% U 6 --V1------------ ^ 815 --V2------------> 39 --V3------------v n LJ n 6 --V1------------^ --V2------------> --V3------------v YELM AVE V9 22 STOP xx YIELD Date of Counts 1998 W/PROJ Time Period PM PEAK HR Prevailing Speed 25 PHF 0 90 Population 20000 ^----------V6-- <----------V5-- v------~---V4-- 25 > V8 1 V9 22 '1 LJ LOCATION YELM AVE & SOLBERG ST NAME LO,TONY II STEP 1 RT From Minor Street I ========================================================c====================== <-I V12 /-> V9 =============================================================================== l.J Conflicting Flows, Vc n critical Gap, Tc (Tab.10 2) Potential capacity,Cp(FiglO.3) \ of Cp utilized Impedance Factor, P (Fig.10 5) Actual Capacity, Cm u n 1/2 V3+V2=Vc9 20+ 815= 835 vph 5 5 (secs ) Cp9 407 pcph (V9/Cp9)xlOO= 5 4\ P9= 97 Cm9=Cp9= 407 pcph 1/2 V6+V5=Vc12 6+ 622= 628 vph 5 5 (secs ) Cp12 = 532 pcph (V12/Cp12)xlOO= 6\ P12= 1 Cm12=Cp12= 532 pcph L.J STEP 2 LT From Major Street I ==========================================================c==================== --^ Vl v-- V4 =============================================================================== Conflicting Flows, Vc n L.J Critical Gap, Tc (Tab 10.2) Potential Capacity,Cp(FiglO.3) \ of Cp utilized Impedance Factor, P (Fig.10.5) Actual Capacity, Cm n u V3+V2=Vc4 39+ 815= 854 vph 5 (secs ) Cp4 = '473 pcph (V4/Cp4)xlOO= 5.3\ P4= 97 Cm4=Cp4= 473 pcph V6+V5=Vc1 12+ 622= 634 vph 5 (secs ) Cpl = 608 pcph (Vl/Cpl)xlOO= 1\ Pl= 99 Cml=Cpl= 608 pcph STEP 3 : TH From Minor Street I c=====e=:====================================================================== v Vll V8 II ==_=~==_=_=======aa========================================c=================== Conflicting Flows, Vc u n , I U critical Gap, Tc (Tab 10 2) Potential Capacity,Cp(FiglO 3) \ of Cp utilized Impedance Factor, P (Fig.10.5) Actual Capacity, Cm '1 1 u .5V3+V2+Vl+V6+V5+V4=Vc8 20+ 815+ 6+ 12+ 622+ 25= 1500 vph 6 (secs ) Cp8 = 135 pcph (V8/Cp8)xlOO= 7\ P8= 1 Cm8=Cp8xPlxP4 130= 135x 99x.97pcph 5V6+V5+V4+V3+V2+Vl=Vcll 6+ 622+ 25+ 39+ 815+ 6= 1513 vph 6 (secs ) Cpll = 132 pcph (Vll/Cpll)xlOO= 1 5\ Pll= .99 Cmll=CpllxP lxP4 127= 132x 99x 97pcph STEP 4 LT From Minor Street I =============================================================================== \-> V10 <-\ V7 =======ac====c=====_=========================================================== n Conflicting Flows, Vc u critical Gap, Tc (Tab 10 2) Potential Capacity,Cp(FiglO.3) Actual Capacity, Cm '1 , , L.J Vc8(step3)+Vll+V12=Vc7 1500+ 2+ 3= 1505vph 6 5 (sees ) Cp7 = 109 pcph Cm7=Cp7xPlxP4xPllxP12 = 109x 99x.97x 99x 1 = 104 pcph Vcll(step3)+V8+V9=VclO 1513+ 1+ 22= 1536vph 6 5 (sees ) CplO = 105 pc ph cmlO=CplOxP4xPlxP8xP9 = 105x 97x 99x lx 97 = 98 pcph n U ===c==au======================================================================= II u n I L.J n L.J n LJ 'I J -<1 u ,'I LJ '""! u LOCATION YELM AVE & SOLBERG ST NAME LO,TONY f"I MOVEMENT SHARED LANE CAPACITY APPROACH MOVEMENTS 7,8,9 CR CM(PCPH) CSH(PCPH) (CM-V) CR (CSH-V) LOS LOS CM CSH u V(PCPH) f"I u 7 8 9 24 1 22 104 130 407 161 161 161 80 129 385 114 114 114 E D B D D D f"I u MOVEMENT V(PCPH) APPROACH MOVEMENTS 10,11,12 CR CM(PCPH) CSH(PCPH) (CM-V) CR (CSH-V) LOS CM LOS CSH n 10 12 98 118 86 101 E D 11 2 127 118 125 101 D D LJ 12 3 532 '118 529 101 A D MAJOR STREET LEFT TURNS 1,4 II MOVEMENT V(PCPH) CM(PCPH) CR(CM-V) LOS U 1 6 608 602 A 4 25 473 448 A f"I U COMMENTS n U f"I L.J f"I U f"I U 'l L.J f"I LJ f"I LJ n LJ n u n LJ n U n U Movement no 1 1 2 1 3 1 4 I 5 I 6 1 7 I B 1 9 1 10 1 11 1 12 I ------------------------------------------------------------------------------- Volume (vph) 251 2911 231 271 2791 241 301 101 301 201 71 371 ------------------------------------------------------------------------------- Vol(pcph),Tab.10.11 251XXXXlxxxXl 271XXXXlXXXXl 301 101 301 201 71 371 II LJ LOCATION SR-507 & MOSMAN ST II HOURLY VOLUMES Grade 0\ U N = 1 37 V12 II 7 Vll U I 20 ==__=_============a==a V10 N= 1 < v I> n Grade 0\ U 25 --V1------------ ^ 291 --V2------------> 23 --V3------------v II u n 25 --V1------------^ --V2------------> --V3------------v ^----------V6-- 24 <----------V5-- 279 N= 1 v----------V4-- 27 major road Grade 0\ > SR-507 V9 30 STOP xx YIELD Date of Counts:1995 EXIST Time Period PM PEAK HR Prevailing Speed 25 PHP 0 90 Population 20000 ^----------V6-- <----------V5-- v----------V4-- 27 > VB 10 V9 30 n u LOCATION SR-507 & MOSMAN ST NAME:LO,TONY STEP 1 RT From Minor Street I aaaaaaa=====_a_========================================__===ca=ce=e__=__===_=== <-I V12 I' I 1 U 1-> V9 _caD==_cc_ea==cca__===================_=_======================c======c======== Conflicting Flows, Vc n i I U critical Gsp, Tc (Tab.10 2) Potential Capacity,Cp(Fig10.3) % of Cp utilized Impedance Factor, P (Fig.10 5) Actual Capacity, Cm n LJ 1/2 V3+V2aVc9 12+ 291= 303 vph 5 5 (secs ) Cp9 7B2 pcph (V9/Cp9)x100= 3 B% p9a .9B Cm9=Cp9a 7B2 pcph 1/2 V6+V5=Vc12 12+ 279= 291 vph 5 5 (secs.) Cp12 = 794 pcph (V12/Cp12)x100= 4 7% P12= 97 Cm12=Cp12a 794 pcph STEP 2 LT From Major Street I c=c==========_======================================================c========== --^ VI v-- V4 DDD=c_==m=__=============__====_=======s======================================- Conflicting Flows, Vc n J critical Gap, Tc (Tab.10 2) Potential Capacity,Cp(Fig10 3) % of Cp utilized Impedance Factor, P (Fig.10.5) Actual Capacity, Cm fI I U V3+V2=Vc4 23+ 291= 314 vph 5 (secs.) Cp4 =' I B73 pcph (V4/cp4)x100a 3 1% P4= 9B Cm4=Cp4= B73 pcph V6+V5=Vc1 24+ 279= 303 vph 5 (secs ) Cp1 = BB2 pcph (V1/cp1)x100a 2.B% P1= 9B Cm1=Cp1= BB2 pcph STEP 3 : TH From Minor Street I __===____================__===========================__==eca_C=De_____________ v Vll n VB ____________===_=__========___========================____C=_Dec___=aaca_______ I U Conflicting Flows, Vc n critical Gap, Tc (Tab.10 2) Potential Capacity,Cp(Fig10 3) % of Cp utilized Impedance Factor, P (Fig 10.5) Actual Capacity, Cm u II J .5V3+V2+V1+V6+V5+V4=VcB 12+ 291+ 25+ 24+ 279+ 27= 65B vph 6 (secs.) CpB = 442 pcph (VB/cpB)x100= 2 3% PB= 99 CmB=CpBxP1xP4 424= 442x 9Bx 9Bpcph .5V6+V5+V4+V3+V2+V1aVc11 12+ 279+ 27+ 23+ 291+ 25= 657 vph 6 (secs.) Cpll = 443 pcph (V11/Cp11)x100= 1 6% Pll= 99 Cmll=CpllxP1xP4 425= 443x 9Bx 9Bpcph STEP 4 : LT From Minor Street I =-=-=======:==:================================================================ \-> V10 <-\ V7 _______________________________===_=__=====_=_====__=====a===_=======_=_====:== n LJ Conflicting Flows, Vc Critical Gap, Tc (Tab 10 2) Potential Capacity,Cp(Fig10 3) Actual Capacity, Cm n L.J VcB(step3)+V11+V12:Vc7 65B+ 7+ 37= 702vph 6.5 (secs ) Cp7 = 364 pcph Cm7=Cp7xPlxP4xP11xP12 _ 364x 9Bx 9Bx.99x.97 = 336 pcph Vc11 (step3)+VB+V9=Vc10 657+ 10+ 30= 697vph 6 5 (secs ) Cp10 = 367 pcph Cm10=Cp10xP4xP1xPBxP9 = 367x 9Bx 9Bx 99x.9B = 342 pcph n _a_=_______==__===_:=========_=_=======_============================-========== LJ II U fI U n u '1 LJ n LJ n l.J n u n LJ LOCATION:SR-507 & MOSMAN ST NAME LO,TONY n MOVEMENT SHARED LANE CAPACITY APPROACH MOVEMENTS 7,8,9 CR CM(PCPH) CSH(PCPH) (CM-V) CR (CSH-V) LOS CM LOS CSH u V(PCPH) 11 =c============================================================================ LJ 7 8 9 30 10 30 336 424 782 463 463 463 306 414 752 393 393 393 B A A B B B n U MOVEMENT V(PCPH) APPROACH MOVEMENTS 10,11,12 CR CM(PCPH) CSH(PCPH) (CM-V) CR (CSH-V) LOS CM LOS CSH _a_a____________________________________=_____=_=___=_===========~=-===-===-== n 10 20 342 527 322 463 B A 11 7 425 527 418 463 A A 12 37 794 ' '527 757 463 A A MAJOR STREET LEFT TURNS 1, 4 MOVEMENT V(PCPH) CM(PCPH) CR(CM-V) LOS : LJ n I , U ____a_a_ec=__c__=e==_===_====__=_=_=====_=========_================c========_= 1 4 25 27 882 873 857 846 A A n LJ COMMENTS II LJ n I , L.J n u n LJ n LJ n u n u n J 'l J n I U II U n u n u LOCATION:SR-507 & MOSMAN ST n HOURLY VOLUMES ------------------------------------------------------------------------------- NAME LO,TONY u n u n I l.J N~ 1 < Grade 0' 28 __Vl____________A 327 --V2------------> 26 --V3------------v n ====================== u n I U Grade 0' N = 1 42 V12 8 Vll I 22 VI0 v I> A__________V6__ 27 <----------V5-- 314 N= 1 v----------V4-- 30 major road Grade 0' > SR-507 ---------------------- ---------------------- V9 34 STOP xx YIELD Date of Counts 1998 W/OUT Time Period PM PEAK HR Prevailing Speed 25 PHF:O 90 population 20000 n VOLUME ADJUSTMENTS ==aa____acaa_a=aac__=_accaa_===aac.========_a==----===ce=====c====_==ee==_===== L.J Movement no ------------------------------------------------------------------------------- f1 Volume (vph) u vol(pcph),Tab 10 11 2SIxxxxlxxxxl _=a.========_====.==========================~==========e=a=======cc==e========= n VOLUMES IN PCPH L.l n u c===================== II 28 __Vl____________A --V2------------> --V3------------v u n u n u n I U n I L.J n L.J n u n u n u 30lxxxxlxxxxl 42 V12 8 V11 I 22 VI0 < v I> V8 11 V9 34 n I . u LOCATION SR-507 & MOSMAN ST n , I I i U STEP 1 : RT From Minor Street I =====e==================================================c=======cc============= <-I V12 Conflicting Flows, Vc n I U critical Gap, Tc (Tab 10.2) Potential Capacity,Cp(Fig10 3) \ of Cp utilized Impedance Factor, P (Fig.l0.5) Actual Capacity, Cm n I ! U NAME LO,TONY 1-> V9 1/2 V3+V2=Vc9 13+ 327= 340 vph 5 5 (secs ) Cp9 751 pcph (V9/Cp9)xl00= 4.5\ P9= 97 Cm9=Cp9a 751 pcph 1/2 V6+V5=Vc12 14+ 314a 328 vph 5 5 (secs ) Cp12 = 761 pcph (V12/Cp12)xl00a 5.5\ P12= .97 Cm12=Cp12= 761 pcph STEP 2 LT From Major Street I ====ce====c==c===c=============================================c=============== --^ Vl v-- V4 ____cec=_=_________=___=___=_______==__=____===__=__====c===ec==___==_===_====_ Conflicting Flows, Vc I) I LJ Critical Gap, Tc (Tab 10 2) Potential Capacity,Cp(Figl0 3) \ of Cp utilized Impedance Factor, P (Fig 10 5) Actual Capacity, Cm n U V3+V2=Vc4 26+ 327= 353 vph 5 (secs.) Cp4 =' t 840 pcph (V4/Cp4)xlOOa 3 6\ p4a 98 Cm4=Cp4= 840 pcph V6+V5=Vcl 27+ 314= 341 vph 5 (secs ) Cpl a 850 pcph (Vl/Cpl)xlOO= 3 3\ pla .98 Cml=Cpl= 850 pcph STEP 3 TH From Minor Street I a_c_ca___________________________________====_=_______==c=_=====_c_c___e_______ v Vll II i ! u V8 ____c________________________=__________________________==ca==__=___________=__ Conflicting Flows, Vc II i i U critical Gap, Tc (Tab.10 2) Potential Capacity,Cp(Fig10 3) \ of Cp utilized Impedance Factor, P (Fig 10.5) Actual Capacity, Cm n I U 5V3+V2+V1+V6+V5+V4=Vc8 13+ 327+ 28+ 27+ 314+ 30= 739 vph 6 (secs ) cpa a 394 pcph (V8/Cp8)x100= 2.8\ P8= 98 Cm8=Cp8xPlxP4 378= 394x 98x.98pcph 5V6+V5+V4+V3+V2+V1=Vc11 14+ 314+ 30+ 26+ 327+ 28= 739 vph 6 (secs ) Cpll = 394 pcph (V11/Cp11)x100= 2\ Pll= 99 Cmll=CpllxPlxP4 378= 394x.98x 98pcph STEP 4 LT From Minor Street I ------------------------------------------------------------------------------- ------------------------------------------------------------------------------- \-> VlO <-\ V7 _s____=_m=_a_=______===__===__======_==========__============================-= II i i U Conflicting Flows, Vc Critical Gap, Tc (Tab 10 2) Potential Capacity,Cp(Fig10 3) Actual Capacity, Cm II 1 i U n u I) , L.J n I L.J r; LJ 1 u n I U '1 I I U n u Vc8(step3)+V11+V12=Vc7 739+ 8+ 42= 789vph 6 5 (secs.) Cp7 a 316 pcph Cm7=Cp7xPlxP4xPllxP12 = 316x 98x 98x.99x 97 = 291 pcph Vc11 (step3)+V8+V9=Vc10 739+ 11+ 34= 784vph 6 5 (secs.) Cp10 = 319 pcph CmlO=CplOxP4xPlxP8xP9 = 319x.98x.98x 98x.97 = 291 pcph n LJ LOCATION:SR-507 & MOSMAN ST NAME:LO,TONY II MOVEMENT SHARED LANE CAPACITY APPROACH MOVEMENTS 7, 8 , 9 CR CM(PCPH) CSH(PCPH) (CM-V) CR (CSH-V) LOS CM LOS CSH u V(PCPH) rJ ===cc=c_c===cc=====================================================c========== u 7 8 9 34 11 34 291 378 751 413 413 413 257 367 717 334 334 334 C B A B B B n 1 l.J MOVEMENT V(PCPH) CM(PCPH) CSH(PCPH) 10,11,12 CR (CM-V) CR (CSH-V) LOS CM LOS CSH APPROACH MOVEMENTS ======================================================c=========c============= n 10 22 291 474 269 402 C A 11 8 378 474 370 402 B A 12 42 761 ' '474 719 402 A A MAJOR STREET LEFT TURNS 1,4 MOVEMENT V(PCPH) CM(PCPH) CR(CM-V) LOS _=a~=_====.=======_==a=m_=============================c=c==c===acc====a======= LJ n u 1 4 28 30 850 840 822 810 A A n U COMMENTS n l..J II 1 LJ n U n U II U II u n LJ n I U n u n LJ n u II u n u LOCATION SR-507 & MOSMAN ST n HOURLY VOLUMES Grade 0\ LJ N = 1 46 V12 n B Vll U I 22 c=c======c=c========== V10 N= 1 < v I> n I Grade 0\ U 30 --V1------------^ 365 --V2------------> 27 --V3------------v ^----------V6-- 27 <----------V5-- 3BO N= v----------V4-- 30 major road Grade 0\ > SR-507 V9 34 STOP xx YIELD Date of Counts 199B W/PROJ Time Period PM PEAK HR Prevailing Speed 25 PHF 0 90 Population 20000 l.J Movement no. 111213141516171 BI ------------------------------------------------------------------------------- I 301 3651 271 301 3BOI 271 461 461 n Volume (vph) l.J n VOLUMES IN PCPH LJ 46 V12 B V11 I 22 V10 < v I> n u n I .30 --V1------------^ --V2------------> --V3------------v VB 11 V9 34 n u LOCATION.SR-507 , MOSMAN ST m==~==a=c=====c==================================================~============= <-I V12 n STEP 1 . RT From Minor Street I __acaDeme_eccaea==aaaeae_______===_=___=_=___=_==_==_========ca=__==_=___=====_ u conflicting Flows, Vc n critical Gap, Tc (Tab 10 2) Potential Capacity,Cp(Fig10.3) \ of Cp utilized Impedance Factor, P (Fig.10 5) Actual capacity, Cm LJ /1 NAME LO,TONY /-> V9 1/2 V3+V2~Vc9 14+ 365~ 379 vph 5 5 (sees.) Cp9 718 pcph (V9/Cp9)x100~ 4 7\ P9~ .97 Cm9~Cp9- 718 pcph 1/2 V6+V5~Vc12 14+ 380~ 394 vph 5.5 (sees ) Cp12 = 705 pcph (V12/Cp12)x100= 6 5\ P12~ 96 Cm12-Cp12~ 705 pcph I U STEP 2 : LT From Major Street I _===c=_cec======_e==_=_=_=============_==_===_=====__==c==========c=_======_=== --^ VI v-- V4 =========================================================a=c=c===cc_===__==_=== Conflicting Flows, Vc n LJ critical Gap, Tc (Tab.10.2) Potential Capacity,Cp(Fig10.3) \ of Cp utilized Impedance Factor, P (Fig 10 5) Actual Capacity, Cm n u V3+V2~Vc4 27+ 365= 392 vph 5 (sees ) Cp4 ~"807 pcph (V4/Cp4)x100= 3.7\ P4~ 98 cm4=Cp4= 807 pcph V6+V5~Vc1 27+ 380= 407 vph 5 (sees ) Cp1 = 794 pcph (V1/Cp1)x100= 3 8\ P1~ 98 Cm1=Cp1~ 794 pcph STEP 3 . TH From Minor Street I ceca====e=_==caa_=_=====___=========__==_=======_======__==e=a=========__====== v Vll V8 11 ==========c===============================================cac====cac=a__=__=_=_ Conflicting Flows, Vc u n ! U Critical Gap, Tc (Tab.10.2) Potential capacity,Cp(Fig10.3) \ of Cp utilized Impedance Factor, P (Fig.10.5) Actual Capacity, Cm n .5V3+V2+V1+V6+V5+V4=Vc8 14+ 365+ 30+ 27+ 380+ 30= 846 vph 6 (sees ) Cp8 - 339 pcph (V8/Cp8)x100= 3.2\ P8= 98 Cm8=Cp8xP1xP4 326~ 339x 98x.98pcph .5V6+V5+V4+V3+V2+V1=Vc11 14+ 380+ 30+ 27+ 365+ 30= 846 vph 6 (sees ) Cpll = 339 pcph (V11/Cp11)x100= 2 4\ Pll~ 99 Cm11=Cp11xP1xP4 326~ 339x.98x.98pcph STEP 4 : LT From Minor Street I LJ ====~~========~================================================================ \-> V10 <-\ V7 ===============~===================================================a=========== n Conflicting Flows, Vc u Critical Gap, Tc (Tab 10.2) Potential Capacity,Cp(Fig10 3) Actual Capacity, Cm n u Vc8(step3)+V11+V12=Vc7 846+ 8+ 46= 900vph 6 5 (sees ) Cp7 = 270 pcph Cm7~Cp7xP1xP4xP11xP12 ~ 270x 98x.98x 99x.96 = 246 pcph VeIl (step3)+V8+V9=Vc10 846+ 11+ 34= 891vph 6.5 (sees) Cp10 ~ 274 pcph Cm10~Cp10xP4xP1xP8xP9 274x.98x 98x 98x 97 = 250 pcph Da__Daca_accc_=_e======_=_==============================c===ec====ccc========== n u n u n u n LJ n u n u n u n u n u LOCATION SR-507 & MOSMAN ST NAME:LO,TONY n SHARED APPROACH LANE CAPACITY MOVEMENTS 7,8,9 CR (CM-V) CR (CSH-V) LOS CM LOS CSH u MOVEMENT V(PCPH) CM(PCPH) CSH(PCPH) II caccce======================_:====:=======_====================c============== u 7 8 9 36 11 34 246 326 718 356 356 356 210 315 684 275 275 275 C B A C C C f' LJ MOVEMENT V(PCPH) APPROACH MOVEMENTS 10,11,12 CR CM(PCPH) CSH(PCPH) (CM-V) CR (CSH-V) LOS CM LOS CSH n U a__acc_a_________________________________________=__===____=======__==_======= 10 22 250 427 228 351 C B 11 8 326 427 318 351 B B 12 46 705 . '427 659 351 A B MAJOR STREET LEFT TURNS 1,4 MOVEMENT V(PCPH) CM(PCPH) CR(CM-V) LOS n ! u 1 4 30 30 794 907 764 777 A A n U COMMENTS: n U n LJ n I U n u n I U n u ,.., u n I U ~ , u n u n u n U n u '1 LOCATION YELM AVE & 103RD AVE SE INAME LO,TONY u HOURLY VOLUMES VOLUMES IN PCPH N> Major street:YELM AVE '1 u N= 1 Grade 0% 650---V2---> 10---V3---v ================= <\ <---V5--- 720 v---V4--- 75 N= 2 ---V2---> ---V3---v <---V5--- v---V4--- 75 V9 I X STOP YIELD V7 V9 I I 10 60 ;1 I U Date of Counts 1995 EXIST Time Periocl: PM PEAK HR Approach Speed 25 PHF 0 90 Population 20000 I> n u V7 I 10 60 Minor Street 103RD AVE N= 1 Grade 0% ., cmca=e========================================================================= ;1 VOLUME ADJUSTMENTS u Movement no I 10 I ------------------------------------------------------------------------------- 10 I 2 3 4 5 7 9 n Volume (vph) 650 10 75 720 60 u Vol(pcph),see Table 10 11xxxxxxxXlXXXXXXXXl 75 I xxxxxxxx I 60 cc==a========================================================================== n STEP 1 : RT From Minor Street /-> V9 =============================================================================== u Conflicting Flows, Vc critical Gap, Tc Potential Capacity, Cp Actual Capacity, Cm 1/2 V3+V2= 5 + 650 = 655 vph(Vc9) Tc= 5 5 secs (Tab.10 2) Cp9= 514 pcph (Fig.10.3) Cm9=Cp9= 514 pcph '1 LJ ===e=========================================================================== STEP 2 : LT From Major Street v-- V4 =caacee=================================================================~~~=~~~ '1 U Conflicting Flows, Vc critical Gap, Tc Potential Capacity, Cp % of Cp utilized and Impedance Factor Actual Capacity, Cm (Fig 10.5) V3+V2= 10 + 650 = 660 vph(Vc4) Tc= 5 secs (Tab 10 2) Cp4= 591 pcph (Fig 10 3) (V4/Cp4)x100= 12 7% P4= 92 Cm4=Cp4= 591 pc ph 11 =============================================================================== STEP 3 LT From Minor Street <-\ V7 u =============================================================================== Conflicting Flows, Vc 1/2 V3+V2+V5+V4= 5 + 650 + 720 + 75 = 1450 vph(Vc7) Tc- 6 5 secs (Tab 10 2) Cp7= 11B pcph (Fig 10 3) Cm7=Cp7xP4= 11B X 92 = 109 pcph II critical Gap, Tc Potential Capacity, Cp Actual Capacity, Cm u '1 SHARED LANE CAPACITY SH = (V7+V9)/((V7/Cm7)+(V9/Cm9)) if lane is shared u MOVEMENT V(PCPH) CM(PCPH) CSH(PCPH) CR (CM-V) CR (CSH-V) LOS CM LOS CSH II 7 10 109 336 99 266 E C U 9 60 514 336 454 266 A C 4 75 591 516 A Il I U n U n LJ n U n U n u LOCATION YELM AVE & 103RD AVE SE INAME LO,TONY n u HOURLY VOLUMES VOLUMES IN PCPH N> Major street YELM AVE n 0% <---V5--- 810 v---V4--- 84 N= 2 ---V2---> ---V3---v <---V5--- v---V4--- 84 l.J N= 1 Grade r ~ Date of Counts 1998 W/OUT Time Period PM PEAK HR Approach Speed 25 PHF 0 90 population: 20000 731---V2---> 11---V3---v ================= V9 I X STOP YIELD V7 V9 I I 11 67 n Grade 0% u .1 =============================================================================== n L.J VOLUME ADJUSTMENTS n Movement no 2 3 4 5 7 I 9 ------------------------------------------------------------------------------- Volume (vph) 731 11 84 810 11 I 67 ------------------------------------------------------------------------------- Vol(pcph),see Table 10.1lxxxxxxxxlxxxxxxxxl 84 Ixxxxxxxxl 11 I 67 u =============================================================================== STEP 1 : RT From Minor Street /-> V9 n =============================================================================== u Conflicting Flows, Vc critical Gap, Tc Potential Capacity, Cp Actual Capacity, Cm 1/2 V3+V2= 6 + 731 = 737 vph(Vc9) Tc= 5 5 secs (Tab.10 2) Cp9= 463 pcph (Fig 10 3) Cm9=Cp9= 463 pcph n LJ =c============================================================================= STEP 2 : LT From Major Street v-- V4 c=c============================================================================ n Conflicting Flows, Vc critical Gap, Te Potential Capacity, Cp % of cp utilized and Impedance Factor Actual Capacity, Cm (Fig.10 5) V3+V2= 11 + 731 = 742 vph(Vc4) Tc= 5 sees (Tab 10 2) Cp4= 540 pcph (Fig.10 3) (V4/Cp4)x100= 15 6% P4= .9 Cm4=Cp4= 540 pcph LJ !1 =============================================================================== STEP 3 : LT From Minor Street <-\ V7 LJ ===c=e========================================================================= Conflicting Flows, Vc 1/2 V3+V2+V5+V4= 6 + 731 + 810 + 84 = 1631 vph(Vc7) Tc= 6.5 secs (Tab 10 2) Cp7= 92 pcph (Fig 10 3) Cm7=Cp7xP4= 92 x 9 = 83 pcph II Critical Gap, Te Potential capacity, Cp Actual Capacity, Cm LJ c_=c=c=e======================================================================= n SHARED LANE CAPACITY SH = (V7+V9)/((V7/Cm7)+(V9/Cm9)) if lane is shared MOVEMENT V(PCPH) CM(PCPH) CSH(PCPH) CR (CM-V) CR (CSH-V) LOS CM LOS CSH u a====================cc=c===========~~==================z===================== l' 7 11 83 281 72 203 E C U 9 67 463 281 396 203 B C 4 84 540 456 A n U n U n U n U n U n u LOCATION YELM AVE & 103RD AVE SE n HOURLY VOLUMES u Major street YELM AVE II U N= 1 Grade 0\ <---V5--- 827 v---V4--- 84 N= 2 762---V2---> ll---V3---v =a=aaa=========== c Date of Counts 1998 w/PROJ Time Period: PM PEAK HR Approach Speed: 25 PHF 0.90 Population 20000 L.J V7 I 11 67 Minor Street: 103RD AVE N= 1 V9 I X STOP YIELD Grade 0\ n I Il U VOLUME ADJUSTMENTS INAME LO,TONY VOLUMES IN PCPH N> ---V2---> ---V3---v <---V5--- v---V4--- 84 V7 V9 I I 11 67 ., n U Movement no 2 3 4 5 7 9 I ------------------------------------------------------------------------------- Volume (vph) 762 11 84 827 11 67 I ------------------------------------------------------------------------------- Vol(pcph),see Table 10.1lxxxxxxxxlxxxxxXXXI 84 Ixxxxxxxxl 11 67 I STEP 1 RT From Minor Street n u Conflicting Flows, Vc critical Gap, Tc Potential Capacity, Cp Actual Capacity, Cm n LJ STEP 2 : LT From Major Street n LJ Conflicting Flows, Vc critical Gap, Tc Potential Capacity, Cp \ of Cp utilized and Impedance Factor Actual Capacity, Cm (Fig.l0 5) n STEP 3 , LT From Minor Street u Conflicting Flows, Vc I' L.J critical Gap, Tc Potential Capacity, Cp Actual Capacity, Cm 1-> V9 1/2 V3+V2= 6 + 762 = 768 vph(Vc9) Tc= 5 5 secs (Tab.l0.2) Cp9= 444 pcph (Fig 10 3) Cm9=Cp9= 444 pcph v-- V4 V3+V2= 11 + 762 = 773 vph(Vc4) Tc= 5 secs (Tab 10.2) Cp4= 521 pcph (Fig 10 3) (V4/Cp4)xl00= 16 1\ P4= .89 Cm4=Cp4= 521 pcph <-\ V7 1/2 V3+V2+V5+V4= 6 + 762 + 827 + 84 = 1679 vph(Vc7) Tc= 6 5 secs (Tab.l0 2) Cp7= 87 pc ph (Fig.l0 3) Cm7=Cp7xP4= 87 x 89 = 77 pcph n SHARED LANE CAPACITY SH = (V7+V9)/((V7/Cm7)+(V9/Cm9)) if lane is shared u MOVEMENT V(PCPH) CM(PCPH) CSH(PCPH) CR (CM-V) LOS CSH CR (CSH-V) LOS CM i' 7 11 77 266 66 188 E D 9 67 444 266 377 188 B D LJ 4 84 521 437 A n U n U n U n l.J n U n LJ LOCATION SR-507 & BALD HILL RD rt HOURLY VOLUMES Grade 0\ N = 1 U 8 V12 rt 7 V11 U 11 cec==ce=======ca=e===: V10 N= 2 < v I> n Grade 0\ 4 --V1------------ ^ LJ 471 --V2------------> 245 --V3------------v SR-507 V9 26 STOP xx YIELD Date of Counts 1995 EXIST Time Period PM PEAK HR Prevailing Speed 40 PHF 0 90 Population 20000 =====mm=================_=_===========================cec=_=ac_c==cc_=_===_==== Movement no. 1 1 2 I 31 4 I 5 1 6 I 7 1 8 1 9 1 10 I 11 1 12 I ------------------------------------------------------------------------------- Volume (vph) 41 4711 2451 601 5891 111 1501 131 26\ 111 71 81 ------------------------------------------------------------------------------- Vol(pcph),Tab.10 11 41xxxxlxxxxl 611xxxxlxxxxl 1511 131 261 111 71 81 rt VOLUME ADJUSTMENTS u n u n VOLUMES IN PCPH ace=cec=c_c=====e=_==_========================================================= L.J 8 V12 7 V11 I 11 V10 < v I> n u rt 4 --V1------------^ --V2------------> --V3------------v V8 13 V9 26 n u LOCATION SR-507 & BALD HILL RD =============================================================================== <-I V12 II STEP 1 : RT From Minor Street I ------------------------------------------------------------------------------- ------------------------------------------------------------------------------- u Conflicting Flows, Vc n critical Gap, Tc (Tab.l0 2) Potential Capacity,Cp(Figl0 3) \ of Cp utilized Impedance Factor, P (Fig.l0.5) Actual Capacity, Cm u r' U STEP 2 LT From Major Street I Conflicting Flows, Vc n I LJ critical Gap, Tc (Tab 10.2) Potential Capacity,Cp(Figl0.3) \ of Cp utilized Impedance Factor, P (Fig 10.5) Actual Capacity, Cm n u NAME LO,TONY /-> V9 1/2 V3+V2=Vc9 123+ 471= 594 vph 5 5 (secs.) Cp9 = 555 pcph (V9/Cp9)xl00= 4 7\ P9= .97 Cm9=Cp9= 555 pcph v-- V4 V3+V2=Vc4 245+ 471= 716 vph 5 (sees ) Cp4 =' '555 pcph (V4/Cp4)xl00= 11\ P4= 93 Cm4=Cp4= 555 pcph 1/2 V6+V5=Vc12 6+ 5B9= 595 vph 5.5 (sees ) Cp12 = 554 pcph (V12/Cp12)x100= 1 4\ P12= 99 Cm12=Cp12= 554 pcph --^ Vl V6+V5=Vel 11+ 5B9= 600 vph 5 (sees ) Cpl = 630 pcph (Vl/Cpl)xl00= 6\ Pl= 1 Cml=Cpl= 630 pcph STEP 3 TH From Minor Street I ac==cce=====================================:=============c==================== v Vll VB r! ____=======_=a===_===_ac===c=a==============================e=cc===ccc========= Conflicting Flows, Vc u n critical Gap, Tc (Tab 10.2) Potential Capacity,Cp(Figl0 3) \ of Cp utilized Impedance Factor, P (Fig 10.5) Actual Capacity, Cm u n 5V3+V2+Vl+V6+V5+V4=VcB 123+ 471+ 4+ 11+ 5B9+ 60= 125B vph 6 (sees ) CpB = IBB pcph (VB/CpB)xI00= 6.9\ PB= 96 CmB=CpBxPlxP4 175= IBBx lx.93pcph 5V6+V5+V4+V3+V2+Vl=Vcll 6+ 5B9+ 60+ 245+ 471+ 4= 1375 vph 6 (sees ) Cpll = 160 peph (Vll/Cpll)xl00= 4 4\ Pll= 97 Cmll=CpllxPlxP4 149= 160x lx.93pcph STEP 4 : LT From Minor Street I LJ =======c======================================================================= \-> VI0 n Conflicting Flows, Vc u critical Gap, Tc (Tab.l0 2) Potential Capacity,Cp(Figl0.3) Actual Capacity, Cm II u n LJ n u n LJ n LJ n u n u II u n u <-\ V7 VcB(step3)+Vll+V12~Vc7 125B+ 7+ Bu 1273vph 6.5 (sees.) Cp7 = ~52 pcph Cm7=Cp7xP1xP4xPllxP12 = 152x lx.93x 97x.99 u 136 peph Vcll (step3)+VB+V9=Vcl0 1375+ 13+ 26= 1414vph 6 5 (sees ) Cpl0 = 123 pcph Cm10=Cp10xP4xP1xPBxP9 = 123x.93x lx 96x 97 = 107 peph rl u LOCATION SR-507 & BALD HILL RD NAME:LO,TONY rl SHARED APPROACH LANE CAPACITY MOVEMENTS 7, 8 , 9 CR (CM-V) CR (CSH-V) LOS CM LOS CSH LJ MOVEMENT V(PCPH) CM(PCPH) CSH(PCPH) Il ccm=========================================================================== LJ 7 8 9 151 13 26 136 175 555 154 154 154 -15 162 529 -36 -36 -36 F D A F F F n LJ MOVEMENT V(PCPH) APPROACH MOVEMENTS 10,11,12 CR CM(PCPH) CSH(PCPH) (CM-V) CR (CSH-V) LOS CM LOS CSH II 10 11 107 158 96 132 E D 11 7 149 158 142 132 D D 12 8 554 ' '158 546 132 A D MAJOR STREET LEFT TURNS 1,4 MOVEMENT V(PCPH) CM(PCPH) CR(CM-V) LOS u n u 1 4 4 61 630 555 626 494 A A II L.J COMMENTS rl LJ II LJ II u n u rl u n u rl LJ II u n u n u n u rl u n u LOCATION SR-S07 & BALD BILL RD Il Grade 1 HOURLY VOLUMES 0\ U N = 1 9 V12 '1 8 Vll U I 12 a__a____m_____________ VI0 n N= 2 < V I> Grade 0\ L.J S --V1------------ A S30 --V2------------> 298 --V3------------v <I n ===============:==-=== V7 169 U ,. V8 N= 1 IS Il minor road BALD BILL Grade 0 \ u Il VOLUME ADJUSTMENTS NAME LO,TONY N A__________V6__ 13 <----------VS-- 663 N= 2 v----------V4-- 73 major road Grade 0\ > SR-S07 V9 29 STOP xx YIELD Date of Counts 1998 W/OUT Time Period PM PEAK BR Prevailing Speed 40 PBF 0 90 Population 20000 .Il Volume (vph) SI S301 2981 SIXXXXIXXXXI 731 6631 111213141 SI 61 71 81 131 1691 121 121 741xxxxlxxxxl 1701 u Movement no. u Vol(pcph),Tab.10.11 '1 VOLUMES IN PCPH 9 LJ V12 n 8 Vll I 12 V10 I> u < v n S __V1____________A --V2------------> --V3------------v V8 IS V9 29 n u LOCATION SR-507 & BALD HILL RD NAME LO,TONY II LJ STEP 1 RT From Minor street I a==aa_aaaaaa=aam_a_a_~_=_a=a=====aa==a=_======================================a <-I V12 /-> V9 c========_=_=================================================================== Conflicting Flows, Vc ,n critical Gap, Tc (Tab.10.2) Potential Capacity,Cp(FiglO 3) , of Cp utilized Impedance Factor, P (Fig.10.5) Actual Capacity, Cm u f' U 1/2 V3+V2=Vc9 149+ 530= 679 vph 5 5 (sees ) Cp9 = 499 pcph (V9/Cp9)xlOO= 5 8' P9= 97 Cm9=Cp9= 499 pcph 1/2 V6+V5=Vc12 7+ 663= 670 vph 5 5 (sees ) Cp12 = 505 pcph (V12/Cp12)xlOO= 1 8' P12= 99 Cm12=Cp12= 505 pcph STEP 2 LT From Major Street I =============================================================================== __A Vl v-- V4 c=ca_c_==c=c___c_===_=__===_=_==================_=====c====c=================== Conflicting Flows, Vc n L.J critical Gap, Tc (Tab 10 2) Potential capacity,Cp(FiglO.3) , of cp utilized Impedance Factor, P (Fig 10 5) Actual Capacity, em n u V3+V2=Vc4 298+ 530= 828 vph 5 (sees ) Cp4 = ''488 pcph (V4/Cp4)xlOO= 15 2' P4= .9 Cm4=Cp4= 488 pcph V6+V5=Vcl 13+ 663= 676 vph 5 (sees ) Cpl = 581 pcph (Vl/Cpl)xlOO= 9' Pl= .99 Cml=Cpl= 581 pcph STEP 3 : TH From Minor Street I c=_=ece==_===e=_=============================================================== v Vll V8 rI =_====__=========_====================================c_=====_==_c=====__=_===_ Conflicting Flows, Vc u n critical Gap, Tc (Tab 10 2) Potential Capacity,Cp(FiglO.3) , of Cp utilized Impedance Factor, P (Fig 10 5) Actual Capacity, Cm L..J II LJ 5V3+V2+Vl+V6+V5+V4=Vc8 149+ 530+ 5+ 13+ 663+ 73= 1433 vph 6 (sees.) Cp8 = 148 pcph (V8/Cp8)X100= 10 l' P8= 94 Cm8=Cp8xPlxP4 132= 148x 99x .9pcph 5V6+V5+V4+V3+V2+Vl=Vcll 7+ 663+ 73+ 298+ 530+ 5= 1576 vph 6 (sees ) Cpll = 120 pcph (Vll/Cpll)xlOO= 6.7' Pll= 96 Cmll=CpllxPlxP4 107= 120x 99x .9pcph STEP 4 : LT From Minor Street I =======~======================================================================= \-> V10 <-\ V7 a=================~============================================================ n Conflicting Flows, Vc u Critical Gap, Tc (Tab 10 2) Potential Capacity,Cp(FiglO.3) Actual Capacity, Cm n I U Vc8(step3)+Vll+V12=Vc7 1433+ 8+ 9= 1450vph 6.5 (sees.) Cp7 = 118 pcph Cm7=Cp7xPlxP4xPllxP12 = 118x 99x 9x 96x 99 = 100 pcph Vcll(step3)+V8+V9=VclO 1576+ 15+ 29= 1620vph 6 5 (sees ) CplO = 93 pcph CmlO=CplOxP4xPlxP8xP9 93x 9x 99x.94x 97 = 76 pcph n c===c========================================================================== u Il , U n LJ II L.J n u n L.J n u n LJ n LJ LOCATION SR-507 & BALD HILL RD NAME:LO,TONY 11 MOVEMENT SHARED LANE CAPACITY APPROACH MOVEMENTS 7,8,9 CR CM(PCPH) CSH(PCPH) (CM-V) CR (CSH-V) LOS CM LOS CSH u V(PCPH) II ============================================================================== u 7 8 9 170 15 29 100 132 499 114 114 114 -70 117 470 -100 -100 -100 F D A F F F n u MOVEMENT V(PCPH) APPROACH MOVEMENTS 10,11,12 CR CM(PCPH) CSH(PCPH) (CM-V) CR (CSH-V) LOS CM LOS CSH n aaa=====cac===aa============================================================== 10 12 76 116 64 87 E E 11 8 107 116 99 87 E E 12 9 505 '116 496 87 A E MAJOR STREET LEFT TURNS 1,4 MOVEMENT V(PCPH) CM(PCPH) CR(CM-V) LOS u n l.J c================:============================================================ 1 4 5 74 581 488 576 414 A A " U COMMENTS n u " u n u n u " u n u 11 u n u n u n u n u n u n u LOCATION SR-507 & BALD HILL RD II HOURLY VOLUMES Grade 0\ U N = 1 9 V12 1'1 8 Vll U I 12 aacaacacaaac==aaCDDaaa V10 N= 2 < v I> II Grade 0\ 5 --V1------------ ^ U 541 --V2------------> 301 --V3------------v <I n ---------------------- V7 ---------------------- 174 U ., V8 N= 1 15 n , minor road BALD HILL Grade 0 \ u NAME LO,TONY N ^----------V6-- 13 <----------V5-- 683 N= 2 v----------V4-- 73 major road Grade 0\ > SR-507 V9 29 STOP xx YIELD Date of Counts 1998 W/PROJ Time Period PM PEAK HR Prevailing Speed 40 PHF 0 90 Population 20000 ,n U VOLUME ADJUSTMENTS DDDS=====C====___=====_=DDc_a=========================c__c_cc_=_aca=c=e=_______ Movement no. n Volume (vph) 51 5411 3011 731 683\ 74lxxxxlxxxx\ 1751 131 1741 151 151 91 91 u vol(pcph),Tab 10.11 51xxxxlxxxxl D_D______a_______=_======_============================_===acceDe_cece__________ 'I VOLUMES IN PCPH u 9 V12 8 Vll I 12 V10 < v I> n u 'I 1 LJ 5 --V1------------^ --V2------------> --V3------------v VB 15 V9 29 n , u LOCATION SR-507 & BALD HILL RD a~========_a==e===e==========__=~_================_===========e================ <-I V12 n L.J STEP 1 : RT From Minor Street I =============================================================================== Conflicting Flows, Vc n Critical Gap, Tc (Tab 10 2) Potential Capacity,Cp(Fig10 3) \ of Cp utilized Impedance Factor, P (Fig.10 5) Actual Capacity, Cm u n NAME LO,TONY /-> V9 1/2 V3+V2=Vc9 151+ 541= 692 vph 5 5 (secs ) Cp9 = 490 pcph (V9/Cp9)x100= 5.9\ P9= 96 Cm9=Cp9= 490 pcph 1/2 V6+V5=Vc12 7+ 683= 690 vph 5 5 (secs ) Cp12 = 492 pcph (V12/Cp12)x100= 1 8\ P12= 99 Cm12=Cp12= 492 pcph u STEP 2 : LT From Major Street I _======e_====_==e===============_============================================== --^ V1 v-- V4 =ec==c=cccc===c==ee=_===_===:==:=============================================== Conflicting Flows, Vc n u critical Gap, Tc (Tab.10 2) Potential Capacity,Cp(Fig10 3) \ of cp utilized Impedance Factor, P (Fig 10.5) Actual Capacity, Cm n LJ V3+V2=Vc4 301+ 541= 842 vph 5 (secs ) Cp4 = 'lI80 pcph (V4/Cp4)x100= 15 4\ P4= .9 Cm4=Cp4= 480 pcph V6+V5=Vc1 13+ 683= 696 vph 5 (secs ) Cp1 = 568 pcph (V1/Cp1)x100= 9\ P1= 99 Cm1=Cp1= 568 pcph STEP 3 TH From Minor Street I =============================================================================== v Vll V8 11 _________a__==__====_______=___====__====___==___==__=______ca_cceeece__cc_a_e_ Conflicting Flows, Vc u II critical Gap, Tc (Tab 10 2) Potential Capacity,Cp(Fig10 3) \ of Cp utilized Impedance Factor, P (Fig 10 5) Actual capacity, Cm u n .5V3+V2+V1+V6+V5+V4=Vc8 151+ 541+ 5+ 13+ 683+ 73= 1466 vph 6 (secs ) Cp8 = 142 pc ph (V8/Cp8)x100= 10 6\ P8= 94 Cm8=Cp8xP1xP4 127= 142x.99x .9pcph 5V6+V5+V4+V3+V2+V1=Vc11 7+ 683+ 73+ 301+ 541+ 5= 1610 vph 6 (secs ) Cpll = 114 pcph (V11/Cp11)x100= 7\ Pll= 96 Cm11=Cp11xP1xP4 102= 114x 99x 9pcph STEP 4 : LT From Minor Street I LJ =============================================================================== \-> V10 <-\ V7 ======c===~=a======================================================c=========== n Conflicting Flows, Vc u Critical Gap, Tc (Tab 10 2) Potential Capacity,Cp(Fig10 3) Actual Capacity, Cm n u Vc8(step3)+V11+V12=Vc7 1466+ 8+ 9= 1483vph 6 5 (secs ) Cp7 = 113 pcph Cm7=Cp7xP1xP4xP11xP12 = 113x 99x 9x 96x 99 96 pcph Vc11 (step3)+V8+V9=Vc10 1610+ 15+ 29= 1654vph 6 5 (secs ) Cp10 = 90 pcph Cm10=Cp10xP4xP1xP8xP9 = 90x 9x 99x 94x 96 = 72 pcph _aasaaaa====================_==========================ec===e=e=a=c=cee====_=== n u n LJ II LJ (I u n LJ II u n LJ n LJ rl LJ LOCATION SR-507 & BALD HILL RD NAME LO,TONY n SHARED APPROACH LANE CAPACITY MOVEMENTS 7,8,9 CR (CM-V) CR (CSH-V) LOS CM LOS CSH LJ MOVEMENT V(PCPH) CM(PCPH) CSH(PCPH) 11 ====c========================================================================= LJ 7 8 9 175 15 29 96 127 490 109 109 109 -79 112 461 -110 -110 -110 F D A F F F n u MOVEMENT V(PCPH) CM(PCPH) CSH(PCPH) 10,11,12 CR (CM-V) CR (CSH-V) LOS CM LOS CSH APPROACH MOVEMENTS a__ma__aaaa_______________________________________=_=____=D__===_______=__==__ 11 10 12 72 110 60 81 E E 11 8 102 110 94 81 E E U 12 9 492 '110 483 81 A E MAJOR STREET LEFT TURNS 1,4 n MOVEMENT V(PCPH) CM(PCPH) CR(CM-V) LOS C_D_acme===_====_=====_=_====_=_=======================-=====================- U 1 5 568 4 74 480 rl LJ COMMENTS rl U n LJ rl U rl U rl LJ rl U n LJ rl U rl U n U n LJ rl U 563 406 A A n LJ n LOCATION SR-507 & S. ENTRANCE INAME LO,TONY u HOURLY VOLUMES VOLUMES IN PCPH <N Major street SR-507 n DC=______ca__________________=_________ ==-===-----=-=--=-==-----==--=-===-~- LJ N= 1 Grade 0\ 385---V2---> 20---V3---v ==cc============= ---V3---v <---V5--- v---V4--- 1 u V9 I X STOP YIELD V7 V9 I I 11 0 n Date of Counts 1998 W/PROJ Time Period: PM PEAK HR Approach Speed 55 PHF 0.90 Population 20000 I> n u V7 I 11 0 Minor Street ENTRANCE N= 1 Grade 0\ S " =======---=====---=====================================---====--=-======----=== n VOLUME ADJUSTMENTS u ------------------------------------------------------------------------------- Movement no. I 11 I ------------------------------------------------------------------------------- 11 I 2 3 4 5 7 9 n Volume (vph) 20 1 382 o u Vo1(pcph),see Table 10 11xxxxxxxxlxxxxxxxxl 1 Ixxxxxxxxl o ===-=========================================================================== n STEP 1 : RT From Minor Street /-> V9 ____=______====_======_===============================_==_a_===_==_====_====___ u Conflicting Flows, Vc critical Gap, Tc Potential Capacity, Cp Actual Capacity, Cm 1/2 V3+V2= 10 + 385 = 395 vph(Vc9) Tc= 6 5 secs (Tab.10 2) Cp9= 564 pcph (Fig.10.3) Cm9=Cp9= 564 pcph n =======__==am===============================================e==c====c=c======== u STEP 2 : LT From Major Street v-- V4 ========e====================================================================== fI Conflicting Flows, Vc critical Gap, Tc Potential Capacity, Cp \ of Cp utilized and Impedance Factor Actual Capacity, Cm (Fig 10 5) V3+V2= 20 + 385 = 405 vph(Vc4) Tc= 5 5 sees (Tab 10 2) Cp4= 696 pcph (Fig.10 3) (V4/Cp4)x100= .1\ P4= 1 Cm4=Cp4= 696 pcph LJ II a==e===ec==ccc===c==============================:============================== STEP 3 I LT From Minor Street <-\ V7 LJ ===========================c=================================================== Conflicting Flows, Vc 1/2 V3+V2+V5+V4= 10 + 385 + 382 + 1 = 778 vph(Vc7) Tc= 8 secs (Tab 10 2) Cp7= 215 pcph (Fig.10 3) Cm7=Cp7xP4c 215 x 1 = 215 pcph n critical Gap, Tc Potential Capacity, Cp Actual Capacity, Cm u cec==cec=c=ccc==c==============================:=============c======c==e======= n SHARED LANE CAPACITY SH = (V7+V9)/((V7/Cm7)+(V9/Cm9)) if lane is shared MOVEMENT V(PCPH) CM(PCPH) CSH(PCPH) CR (CM-V) CR (CSH-V) LOS CM LOS CSH LJ ========e==cc=c===================_=========================================== 11 7 11 215 215 204 204 C C 9 0 564 215 564 204 A C U 4 1 696 695 A n U n U II U n U ,.---, LJ Il LJ n LOCATION SR-507 & N. ENTRANCE I NAME: LO, TONY ------------------------------------------------------------------------------- u HOURLY VOLUMES VOLUMES IN PCPH <N Major street:SR-507 n ===============~======================= ===================================== , U N= 1 Grade 0\ 403---V2---> 59---V3---v =c=============== <\ <---V5--- 390 v---V4--- 3 N= 1 ---V2---> ---V3---v <---V5--- v---V4--- 3 u V9 I X STOP YIELD <\ I> V7 V9 I I 32 2 n Date of Counts 1998 W/PROJ Time Period: I> n PM PEAK HR Approach Speed: 55 PHF: 0.90 population. 20000 V7 I 32 2 Minor Street ENTRANCE N= 1 Grade 0\ S LJ ., _=______aa________________________________________z__=______=c=_______ma_______ I) VOLUME ADJUSTMENTS u Movement no 2 3 4 5 7 I 9 ------------------------------------------------------------------------------- Volume (vph) 403 59 3 390 32 I 2 ------------------------------------------------------------------------------- Vol(pcph),see Table 10 11xxxxxxxxlxxxxxxxxl 3 Ixxxxxxxxl 32 I 2 Il u ______c_______=____===_____=_=_=_=___=_===_=_===_============================== STEP 1 . RT From Minor Street /-> V9 II LJ _________aca_aa__aa===a=aa=aa=_====aaa_==a====a=====~===_===ca==a=====c=c_=__== Conflicting Flows, Vc Critical Gap, Tc Potential Capacity, Cp Actual Capacity, Cm 1/2 V3+V2= 30 + 403 = 433 vph(Vc9) Tc= 6.5 secs (Tab 10 2) Cp9= 537 pcph (Fig.10 3) Cm9=Cp9= 537 pcph I) =_==_aaaa=======__=_===a=========__==-===_____===___==========-=========-====== LJ STEP 2 LT From Major Street v-- V4 cec===e====e===_===============================================-=============== n Conflicting Flows, Vc critical Gap, Tc Potential Capacity, Cp \ of Cp utilized and Impedance Factor Actual Capacity, Cm (Fig.10 5) V3+V2= 59 + 403 = 462 vph(Vc4) Tc= 5 5 secs (Tab.10 2) Cp4= 654 pcph (Fig 10 3) (V4/Cp4)x100= 5\ P4= 1 Cm4=Cp4= 654 pcph LJ I) ___===a_==__=========_========___=========================-==================== STEP 3 . LT From Minor Street <-\ V7 LJ =====__a~_====____====___===__C=_=__=_==_=========_=====_=a=====__=_=__=====___ I) Critical Gap, Tc Potential Capacity, Cp Actual Capacity, Cm 1/2 V3+V2+V5+V4= 30 + 403 + 390 + 3 = 826 vph(Vc7) Tc= 8 secs (Tab.10.2) Cp7= 196 pcph (Fig.10 3) Cm7=Cp7xP4= 196 x 1 = 196 pcph Conflicting Flows, Vc u ======c======================================================================== Il SHARED LANE CAPACITY SH = (V7+V9)/((V7/Cm7)+(V9/Cm9)) if lane is shared MOVEMENT V(PCPH) CM(PCPH) CSH(PCPH) CR (CM-V) CR (CSH-V) LOS CM LOS CSH LJ a==c=e======_==_=====_============================================:========:== n 7 32 196 204 164 170 D D 9 2 537 204 535 170 A D L.J 4 3 654 651 A n LJ n U Il LJ n u Il U n u n u Left Turn Warrant Analysis Taken from AASHTO Policy on Geometric Design of Highways and Streets, 1990 AdvancIng Volume OppOSIng 5% 10% 20% 30% Volume Left Turns Left Turns Left Turns Left Turns ., 40 mph Operating Speed 800 330 240 180 160 600 410 305 225 200 400 510 380 275 245 200 640 470 350 305 100 720 515 390 340 50 mph Operating Speed 800 280 210 165 135 600 350 260 195 170 400 430 320 240 210 200 550 400 300 270 100 615 445 335 295 60 mph Operating Speed 800 230 170 135 115 600 290 210 160 140 400 365 270 200 175 200 450 330 250 215 100 505 370 275 240 n u n u n LJ n u n u n u n L...J II u n LJ n u n n Location: SR-507 & North Entrance PM Peak Hour Trip Generation: 83 Entering 45 Exiting Use 50 mph design speed % left turns = 3/393 = 0.0076 or 0.76% Opposing Volume = 462 vph (2000 w/proj traffic) Advancing Volume = 393 vph (2000 w/proj traffic) Allowable Advancing Volume = 415 vph (approx.) u l.J n I LJ n U 415> 393 No left turn pocket required n LJ n LJ n LJ Il L.J Il u Left Turn Warrant Analysis Taken from AASIITO Policy on Geometric Design of Highways and Streets, 1990 Advancmg Volume OppOSIng 5% 10% 20% 30% Volume Left Turns Left Turns Left Turns Left Turns ., 40 111ph Operating Speed 800 330 240 180 160 600 410 305 225 200 400 510 380 275 245 200 640 470 350 305 100 720 515 390 340 50 111ph Operating Speed 800 280 210 165 135 600 350 260 195 170 400 430 320 240 210 200 550 400 300 270 100 615 445 335 295 60 111ph Operating Speed 800 230 170 135 115 600 290 210 160 140 400 365 270 200 175 200 450 330 250 215 100 505 370 275 240 n L.J Il L.J n L.J Il u n u n L.J n u n u Il u Il u n n Location: SR-507 & South Entrance PM Peak Hour Trip Generation: 83 Entering 45 Exiting Use 50 mph design speed % left turns = 1/383 = 0.0026 or 0.26% Opposing Volume = 405 vph (2000 w/proj traffic) Advancing Volume = 383 vph (2000 w/proj traffic) Allowable Advancing Volume = 440 vph (approx.) L.J u n LJ Il LJ 440 > 383 No left turn pocket required n LJ n l.J Il u C J ~~ ~ III "IQ ~~ .... :g~ ~~ ~ - C J L_~ C.J L_J +- C Qj E Qj > 0 E CJl C r- C Q - L .... :J . c! +- .., Qj :J - :;!]C/) CJl C lQ .... .- ~c:: 0 VI ~ Ci} @ ~ ::!. CO CO +- ~Q Q '+- C, G'> QJ c: ..J 0. CJl ~ C .- :J C Q L en :J ...... . > :x: 0 - 0 +- 0 ...... ~ ~ ~ CO .... C;) , .... ~ 25 20 15 10 5 o 300 c ] [ J [ J [ J [ J L J [ J [ J [ J L _J [ J [ J [ J [ J LEFT TURN STORAGE GUIDELINES Unsignal ized intersection Two - lane highway KEY: !Y> Be-! ow curve, storage not needed for capacity. >f! Above curve, storage recommended. '0 ) e. REa..'O) 400 800 1100 1200 S' ;; ~ Q) !:l cr ~ 10 500 600 700 900 1000 Total DHV. *DHV is totel volume from both directions. Current year volume may be used on 3-R Projects. ..Speeds are posted speed limits. n LJ Intersoct/ons II u rr LJ - RIGHT-TURN LANE GUIDELINES n > :c o o 100 LJ If w 2: => 80 -..I o > ~ 60 => l- I- I <.:> ,t Right-Turn Lane (Figure 910-11b) Recommended r4b'l.l 5~ k:? NOR.-rH E c: L.J If I Right-Turn Pocket or Taper (Figure Recommended LJ n L.J n 40 ...... L.J 0:: 0:: => o :c ~ <( w a.. 20 105' I 'W 'SO/,{TH e-rrRA ce II LJ Radius Only Recommended n u o 100 200 300 400 500 600 700 PEAK HOUR APPROACH VOLUME (DDHVl* 'I L.J n u n *For two-lane highways, use the peak hour approach volume (through + right turn). For multilane, high speed (posted at 70 km/h or above) highways, use the right lane peak hour approach volume (through + right turn) For 3-R projects, use CUITCnt year volumes. Note. When all three of the following conditions are met. the DDHV is reduced by 20 VPH. I Posted speed 70 km/h or under. 2. Tight-turn volume greater than 40 VPH. 3. Total approach volume less than 300 VPH. u n u n Lj 'l I L.,J II I LJ Right-Turn Lane Guidelines Figure 910-10 (Molrlc) (I U Pags 910-24 Design Manual March 1994 [I I U [ J ;.? IQ Cl lD .... ~ ~ CD ~il ll> ~ ~ ::-~ -~ :gti .c._ [ J C J ~ CO :::r ,.. ~ c .... :J :n IQ :;;:c: ;:-;: C;lD ~? :1 t; c:r :J a> .~~ [_ .J C J [ ] [ J C J [ J C J [ J [ J L J 15 m MIN Deceleration lone length (See table) 45 m lAIN Toper not steeper than 4 1 Minimum Deceleration Lane Length (Meters) Highway Turning Traffic Design Design Speed Speed Stop* 20 30 50 70 60 60 60 100 90 80 70 115 105 100 80 130 120 120 90 145 135 135 100 150 150 150 110 190 180 170 * For use when the turning traffic is I ikely to stop before completing the turn (eg - ~nere pedestrians are present )- 136m Edge of through-lone -- [ J C J C J For right turn corner design see Figure 910-9 Adjustment Multipl ier for Grades Greater Than 3% Percent Upgrade DO'Nngrade Grade 37. to less o 9 1 2 than 51. 5% or o 8 1 35 more When7he adjusted length of a right-turn lane is less than 60 m, the minimum length of 60 m, os shown, should be used [ ] C J 5' . i n ~ ~ . tt..... ..... '\ "J. O~ II ~s I : 3: :to 4~: ::'4;'t C HArlE EF LA I H F 01 S. Chamberlain & Associates, Inc, Engll'lQQrlng - Planning - Survayi~ POBox 3485. Laoey, Washington ge503 (360) 493-6002 To: Cathie Carlson City of Yelm POBox 479 Yelm t WA 98597 Invoice Date 7/31/95 Invoice #: 11851 :~ rt4tc$$l~ijl):l$t.1'lCf,$.r~,f9fm~df~m$.Mo'1.lh9 t9t~ll\tf..~frt(;$Wd.y SCAir9S0tJU .. . .. P ..l.tCh ..c. .. 'r." .hI2V9~ 17t2519~ . . . . ... . . . C ..f9.l~f....~rgn.m.m.qL.L.P. q.q'..q"~'.' . PrQfosslonal Serv~ . . ,., .... . .. ..." .".. ..--......--.......... ChArl!(' Preparation of scoping sheet/trip gCJ1cratioll IlssisgnmCIII, IInd I11cclillg WWI City ofYelm and developer $26800 F,-cparallon of trip dlstrlbl.Hion net work using Yelm traffic model fOI use in preparing TIA, $692,00 Princip.'\t Technician 2 hrs $9S/hr J4 hI's ~.s5/hr Total; $ 960 00 FXD~nses Faxes (Jt#lmtifl' 600 ll11J1 f!!J1 $ 100 Cl1ar1!C $ 600 600 $ 600 TotAl: $ 600 ,Invo!ce Total Total Services: Late Fee. Rctainage $ 966 00 $ 0,00 $ 000 L~_ Total Now Due $ 966.00 J l> o ~ I 1 ~ 5 I: 4:" 2.: :"(;0 4~:" ':'47(; ... City of Yehn I'roJcd: 95061.1 FIIRe: :1 ACted Receivables; Currenf $ 966 00 31-~.2 P.ArJ $ 0,00 fr2Ject Bllllnq ~ummarv: Professional Scn'lcc!/ Reimbursable Expenses Ouhlde Sel'Vices Late Fcell Rctalnage Currcu( $ 960 00 $ GOO $ 0,00 $ 000 $ 000 $ 966,00 Total: '1'4 "1-90 J!!u:! $ 0,00 91-UO Rlul S 000 Prior $: 000 $ 0.00 $ 0,00 $ 000 $ 000 S 0.00 C HRt'1E EF LR I t~ F Cl1 in\'olce Date: 7/3J195 Inyolce It: 11851 ~ ~u.2~ $ 0.00 1'0181 $ 960 00 $ GOO $ 000 $ 0.00 $ 000 $ 9(;6,00 .11 <A FiIllIllCf' Chur~f' 0/1 "~(IBUpel' anllum) wUlllt added 1(1 "IV' IIIYllla nlllpl1ldwilMn j(J 1111,)'1;' \ \ \ ~.i (\ PO Box 3485 Lacey, Washington 98509"3485 677 Woodland SquareLp SE Lacey, Washington 98503 (360) 493-6002 (360) 493-2476 Facsimile (360)458-2487 Yelm S. Chamberlain & Associates, Inc. r.-::-f=r~-:-~\(~~~-1~~~~~~ll, \1 l' t... \ ' i. / j .) Isa$BP 2J \~!995,' ;; ~ -I 'j o"'C'c-_;o2"..I""''''''~C~~~' ~ - ,,' _ ,~ -J September 8, 1995 Ms. Cathenne Carlson Planmng Departm~nt City of Yelm 105 Yelm Aye. W Yelm, WA 98597 ,L-.- ~ L...;:.....--' - Re: Nisqually Estates Traffic Study Review De~ Ms. Carlson. We have completed our reVIew of the Nisqually Estates Traffic Impact AnalYSIS (TIA) report prepare4 by Heath and Ass9cIates, dated August 1995 We have reVIewed the report for general conformance With the City ofYelm TIA GUIdelines and normal standards of transportatIon engIneenng practIce. We offer the followmg comments and recommendatIOns Page 9 (Fif5!lre 4) The traffic volumes shown in Figure -4 are 15%~20% lower than preVIOUS traffic surveys conducted for the Yelm area and do not represent the .average traffic conditIOns expenenced along the Yelm Avenue comdor The baselme 1995 traffic data used In the TIA should be mcreased to reflect actual conditIOns. (Enclosed is a copy of the 1995 traffic volume flow map for most of the pertInent mtersectIOns along Yelm Avenue) Page 10 (Table 1) The level of servIce (LOS) analyses for 1995 eXistIng conditIons do not accurately represent current traffic operations at the study mtersectIOns. Based on recent ~raffic analyses, the Yelm Avenue mtersectIOns With Edwards Street; 103rd Avenue, Five-Comers; and First Street, currently ~perate at or below the LOS D condItIon for evenmg peak traffic conditIOns. The LOS analyses should be reVIsed USIng the new baselIne traffic data to show the appropnate traffic operatIons for each mtersectIOn. Page 10 The reference to LOS standards should be reVIsed to reflect the adopted servIce levels In the City ofYelm as presented m the ComprehensIve Plan. ENGINEERING SURVEYING PLANNING . . ~ Cathenne Carlson September 12, 1995 Page 2 Page 11 (Section D-Pedestrian and Bicycle Activity) The reference to pedestnan and bIcycle actIVity should be expanded to Include dIScussIon on the proposed "Rails-to- Trails" nght-of-way comdor along' the property frontage. The TIA should state that -a future pedestnan path will be constructed along tills abandoned railway corndor Page 12 (Section C-Future Traffic Volumes With and Without the Project) The forecast of background traffic growth does not account for any of the "pIpeline" development projects In the City of Yelm. The traffic estlmates of the pIpelIne developments need to be Included m the growth projectIOns. Page 16 (Table 3) Based on preVIous comments noted, the LOS Table will need to be re\-'lsed to reflect the new traffic projectIOns. Page 17 (Section F-Right-Turn Channelizationfor SR 507) The proJected nght-turn volume for the north entrance will reqUire a nght-turn lane. A taper should not be consIqered for tills IntersectIOn. Any reference to a taper should be orrutted from the report. Page 17 (Conclusions and Mitigating Measures) In additIon to the "five-corners" contributlon and the InstallatIon of a nght-turn lane for the north entrance, the folloWIng Items should be mcluded as rrutigatlon measures. . Site. frontage Improvements to SR 507 conformIng to an urban arterial standard. These improvements should be deferred until other adjacent propertIes develop, so a smgle proJect can be Implemented to aVOId pIece-meal constructIon. . Signed Waiver of Protest for a future L.I.D . InstallatIOn of a nght-turn taper for the south entrance. Because of the illgh speed of traffic along the SIte frontage, a taper IS needed to reduce and rrumrruze the dIsruptlon to the pass-by traffic. Tills improvement will also reduce the occurrence of rear-end type accidents. It JS recommended that the Nisqually Estates Traffic Impact AnalYSIS be reVised to Incorporate the comments listed above. Based on the new analyses, the ConclUSIOns and Mitlgatlon sectIon of the TIA will need to reVIsed to include addItIonal rrutIgatIon Items If warranted. CIVIL & TRANSPORTATION ENGINEERING PLANNING . ~ Cathenne Carlson September 12, 1995 Page 3 If you have any questions or If I can be offurther assIstance, please call me at 493- 6002. Thank you. Smcerely, ~~SSOCJATES, INe. P~ Shea. P.E. Pnncipal (S041908l.L'IR) CIVIL & TRANSPORTATION ENGINEERING PLANNING . )-; ~4t s~ ~-1v(- S10 ^ r C o z :;0 o ~ ~ .........<=:)RTH NOT TO SCALE xx LEGEND - EVENING PEAK HOUR TRAFFIC VOLUME LESS THAN 5 TRIPS 103RD AVE )-; ~4t S~ "-..-1 v(- SO.> ~~ S. CHAMlIflUAIN ~ ASSOOA'RS,INC. EXISTING 1995 TRAFFIC VOLUMES IT]