3.17 Transportation 0610083.17 Transportation System
The proposed Thurston Highlands Master Planned Community is located within a portion of 2,000 acres that was annexed by the City of Yelm in 1993. An Environmental Impact Statement (EIS)
was prepared for the annexation proposal. The 1993 EIS evaluated development of the area as a mix of residential, recreational and commercial uses similar to the current proposal, although
with a lower residential density. The street and access system in the current proposal is very similar to the transportation system envisioned in the 1993 EIS, and includes several arterial
street connections to the existing City street grid. Figure 3.17-1 illustrates the Thurston Highlands site in relation to the transportation system.
The City of Yelm identified several new transportation routes in its 1992 Comprehensive Transportation Plan that would be necessary to accommodate the Thurston Highlands area future
growth, as well as growth throughout the City’s urban growth area (UGA). These new corridors were analyzed in the following documents:
Southwest Yelm Annexation, DEIS and FEIS (1993)
City of Yelm Comprehensive Plan (1995)
Amendment to the 1995 Comprehensive Plan (December 2000)
Revised Environmental Assessment for the Y2/Y3 Corridor (February 2000)
Updates to City of Yelm Comprehensive Transportation Plan (1997 and 2001)
2025 Thurston Regional Transportation Plan (2004).
Based on the analyses in these documents, the City of Yelm identified 13 projects in its 2001 Transportation Plan to meet projected future transportation needs of the community. Each
project is designated with a “Y” (Yelm), and is listed in numerical order in the current Comprehensive Transportation Plan. The corridors known as Y2 and Y3 loop highways are also listed
in the Washington State Department of Transportation (WSDOT) Route Development Plan (RDP) documents, which support the need for these future loop highways to improve mobility, access
and safety throughout the Yelm UGA.
New corridors being planned include:
Y1. 93rd Avenue SE/Thurston Highlands Connector
Projected growth in the southwest portion of the Yelm UGA indicated the potential need for an arterial roadway between the two major state highways, SR 510 and SR 507. If required, connection
to the north in the vicinity of 93rd Avenue SE would be based on future uses within Thurston Highlands.
Y2. SR 507/Five Corners Connector
Y2 would provide a continuous southern loop around the City Center, reducing through-trips and traffic congestion in the City Center. During the course of the Y2 Corridor Study, it became
apparent that Y2 alone would not reduce the congestion on Yelm Avenue to acceptable levels. In order to thoroughly address traffic problems on SR 507 and SR 510, it is also necessary
to include the northern portion of the loop known as the SR 510 North Loop (Y3).
Insert Figure 3.17-1. Relationship of the Thurston Highlands Site to the Regional Transportation System.
Y3. SR 510 North Loop
Similar to the south loop (Y2), this northern loop would provide an alternative for traffic traveling through and around the Yelm City Center. The future state highway would provide
more than 4 miles of limited-access roadway around the northern area of the City. The north connection would be in the vicinity of Mud Run on SR 510, and the southern terminus near
the Wal-Mart on SR 507. WSDOT is currently purchasing right-of-way for this corridor. Construction could begin as early as 2009, based on current project funding and project schedule
determined by WSDOT.
While it is expected that the Thurston Highlands project would have a measurable impact on the City’s transportation system, the City of Yelm has anticipated master planned community
development of the site, and has identified local and regional transportation facilities to accommodate it. Specific details of planned transportation improvements are described in the
City’s 2001 Comprehensive Transportation Plan.
City of Yelm Connectivity Policy
The City of Yelm has an adopted policy requiring connected streets. The 2001 Comprehensive Transportation Plan, Section 13, includes the following connectivity policy: To provide a
highly interconnected network of streets and trails for ease and variety of travel. Increasing connections throughout the City not only reduces traffic congestion, but also increases
community unity. Therefore, the City limits the use of cul-de-sacs, dead-end streets, loops, and other designs that would result in travel barriers.
Study Context
A Transportation Impact Analysis (TIA) was prepared to evaluate the specific transportation impacts of the Thurston Highlands project as proposed (Transportation Engineering Northwest
2008). A TIA is a specialized study of the impacts that a development will have on the surrounding transportation system. The primary purpose of a TIA is to:
Determine the impacts of new development traffic on the existing and future street network
Determine and assess the appropriate layout and design of the proposed street system
Determine if the new development can meet acceptable traffic performance measures and the City’s regulatory standards for concurrency under the Growth Management Act
Identify appropriate traffic solutions and mitigation measures to accommodate the planned traffic growth and development impacts.
The City of Yelm has adopted specific guidelines and requirements for preparation of a TIA for new development. Because of the potential for the Thurston Highlands proposal to impact
neighboring jurisdictions, the City of Yelm held traffic scoping meetings with Thurston County and WSDOT to identify specific elements to be addressed in the TIA. All jurisdictions agreed
that the TIA must evaluate impacts of the project on area transportation facilities in 2012 and 2015, as well as arterial roadway location impacts in 2025, the estimated date of full
build-out.
The Thurston Highlands Master Planned Community TIA addressed a total of 21 local study area intersections (16 existing and 5 future locations), and 35 regional study area intersections.
The intersections are listed in the TIA for the project and are further discussed below.
3.17.1 The Proposed Action and Development Phasing
The Draft EIS evaluates three conceptual land use alternatives for development of the Thurston Highlands Master Planned Community. Vehicle trip generation estimates were prepared for
each alternative. The Preferred Alternative was found to generate the highest number of evening (PM) peak hour trips. The Preferred Alternative was therefore used to evaluate the transportation
impacts of the project.
The Thurston Highlands Preferred Alternative consists of approximately 3,382 single-family homes, 1,618 multi-family units, 825,000 square feet of neighborhood retail space, and approximately
136,000 square feet of offices. Construction of the Master Planned Community would be phased, with major milestones in 2012 and 2015, and final build-out anticipated by approximately
2025. Each phase is discussed below.
Over the next 20 years, major transportation corridors will be constructed that will affect the traffic flow to the Thurston Highlands site as well as in and around the City. Y3, the
SR 510 North Loop, is anticipated to be in place prior to completion of Thurston Highlands Phase 2 in 2015. Due to this timing, the transportation analysis assumed that the SR 510 North
Loop would be in place at the time Phase 2 opens. Anticipated development within major project phases is as follows:
2012 – Phase 1 Residential (without the SR 510 North Loop)
The Phase 1 conceptual site plan includes construction of approximately 597 single-family homes and 411 condominium/townhouse homes, for a total of approximately 1,008 residential units.
Access to the project would be provided from:
SR 510 at Killion Road
SR 510 at Berry Valley Road/Cullens Street
SR 510 at Longmire Street
SR 507 at Mosman Street.
2015 - Phase 2 Mixed-Use (with the SR 510 North Loop)
The applicant estimates that approximately 1,500 additional residential units would be constructed in Phase 2, including approximately 1,300 single-family homes and 200 condominiums/townhouses.
Phases 1 and 2 would therefore total approximately 2,500 residential units. A neighborhood retail shopping center approximately 100,000 square feet in size is also proposed in Phase
2. Access points would remain the same as in Phase 1, with one additional point of entry, via Tahoma Boulevard at the property southern terminus with SR 507.
2025 – Full Build-out (with the SR 510 North Loop)
It is estimated that the remaining 1,485 single-family homes and 1,007 condominiums/townhouses would be constructed by 2025, for a total of 5,000 dwelling units at full build-out. An
additional 725,000 square feet of neighborhood retail shopping space, and approximately 135,000 square feet of general office space are also anticipated as part of full build-out. The
primary access system would remain the same as in Phase 2, with future planning and considerations for roadway extensions to the west via 118th Avenue SE and to the north via 93rd Avenue
SE.
Trips generated by the Regional Sports Complex component of Thurston Highlands Master Planned Community have not been included in this analysis, but will be analyzed with later phases.
Final facilities within this complex had not yet been defined at the time of this writing; therefore, traffic impacts associated with the Regional Sports Complex will be evaluated when
the sports program is determined in future phases. Only small components of this area would be developed initially, and it will function as a community park rather than a Regional Sports
Complex in the early phases of Thurston Highlands.
3.17.2 Transportation Study Area Context
3.17.2.1 Roadway Inventory
Several existing roadways that will be used as major routes for access to Thurston Highlands are described below. Thurston Highlands would impact roads within the City of Yelm and the
Cities of Lacey and Rainier, Thurston County, Pierce County, and several Washington State Department of Transportation facilities. Roads serving the development are managed by each local
jurisdiction if within the corporate limits, with the exception of three State routes. Outside the City, Thurston County or Pierce County manage and maintain their own facilities.
Roadways are designated by “functional classification;” i.e., arterial, commercial collector, neighborhood collector, etc. The functional classification identifies specific traffic volume
thresholds, carrying capacities and design and construction requirements for each type of roadway.
Local Roadways
Major Arterials
The City of Yelm classifies First Street as a major arterial from the Y1/Y2 intersection to Yelm Avenue.
Urban Arterial
Urban Arterials within the City include: Yelm Avenue East (SR 507) and Yelm Avenue West (SR 510), First Street north of Yelm Avenue, and Bald Hills Road SE
Neighborhood Collectors
93rd Avenue SE, Cullens Road, Mosman Avenue SE, and Killion Road NW
Commercial Collector
Killion Road NW (adjacent to commercially-zoned areas)
Local Access Commercial
Longmire Street SW
Boulevard Swale
Berry Valley Road SW
WSDOT Roadways
Urban Principal Arterial
Marvin Road SE (SR 510) and SR 7 are classified by WSDOT as Urban Principal Arterials. Each has four travel lanes with a two-way center turn lane.
Rural Minor Arterial
SR 702 is a two-lane Rural Minor Arterial.
Thurston County Roadways
Arterial
Old Pacific Highway, Reservation Road, Rainier Road SE, and Yelm Highway SE, Old Highway 99 N and Highway 99 S.
Local Access
Manke Road SE (Koeppen Road).
Collector
Mullen Road SE is classified as a Collector in Thurston County and Minor Arterial in the City of Lacey.
City of Lacey Roadways
Martin Way SE and College Street are four-lane Major Arterials, and Pacific Avenue is classified by the City as a Minor Arterial.
City of Rainier Roadways
Centre Street is a two-lane urban arterial.
Pierce County Roadways
Nisqually Road, 228th Street S, 40th Avenue S, and Harts Lake Road are all two-lane Secondary Arterials.
3.17.2.2 Study Area Intersections
A total of 21 local study area intersections (16 existing and 5 future intersections), and 35 regional study area intersections were analyzed in the Thurston Highlands Master Planned
Community TIA. The intersections are identified with the following letters indicating the jurisdiction in which they are located:
Y – Yelm
L – Lacey
R – Rainier
PC – Pierce County
T – Tenino
TC – Thurston County
Several of the intersections are WSDOT facilities that are located within the identified City or County. The study area intersections are shown on Figures 3.17-2 and 3.17-3. Channelization
and traffic control at each intersection is discussed further in the sections below, and also illustrated in the Thurston Highlands Master Planned Community TIA.
3.17.3 Existing Traffic Conditions
3.17.3.1 Existing Traffic Volumes
The two time periods of the day with the highest volume of vehicles on the road and the most vehicle delays occur between 6:00 AM and 8:00 AM, and between 4:00 PM and 6:00 PM. Typically,
the evening (PM) peak traffic period represents the highest volume of traffic and the most congested time of the day for commuter and local trips.
Traffic counts were taken at the study area intersections in September 2006 and February 2007. These counts were used to establish a baseline of current PM peak hour traffic conditions.
3.17.3.2 Level of Service
Existing traffic operations were analyzed to determine the current Level of Service (LOS). LOS serves as an indicator of the quality of traffic flow at an intersection or along a road
segment during a specific time period. It ranges from LOS A (little or no delay) to LOS F (long delays, congestion). Each type of intersection (signalized, unsignalized, roundabout)
has different criteria to measure Level of Service.
Level of service for signalized intersections is defined in terms of control delay, which is a measure of driver discomfort, frustration, and increased travel time. The average delay
for all movements is used to measure LOS at signalized intersections.
At two-way stop-controlled intersections, the movement with the poorest LOS defines the overall intersection LOS. This is typically the minor street left-turn for vehicles waiting for
an acceptable gap in the traffic stream before entering the major street. Given that unsignalized intersections create different driver expectations and congestion levels than signalized
intersections, delay criteria are lower for unsignalized intersections. Table 3.17.3-1 illustrates how LOS criteria for unsignalized intersections differ from those used at signalized
intersections.
Table 3.17.3-1. Level of service criteria.
Level of Service
Signalized Average Total Delay per Vehicle (seconds)
Unsignalized (Stop-Sign) Stopped Delay per Vehicle (seconds)
A
±10
±10
B
>10-20
>10-15
C
>20-35
>15-25
D
>35-55
>25-35
E
>55-80
>35-50
F
>80
>50
Insert Figure 3.17-2. Local Study Area Intersection Locations.
Insert Figure 3.17-3. Regional Study Area Intersection Locations.
Each of the affected jurisdictions has adopted level of service standards for use in assessing the impacts of new developments. The level of service standards for each study area jurisdiction
is summarized below:
City of Yelm
LOS C in all residential zones.
LOS D in all commercial and light industrial zones.
LOS F is considered acceptable in the urban core on Yelm Avenue (Solberg Street to 4th Street) where mitigation to create traffic diversions, alternate routes and modes of transportation
are being planned, funded and implemented. The LOS standard for the urban core area does not preclude the City’s ability to require necessary safety improvements (i.e., signalization
and channelization) of intersections impacted by “new development.”
Thurston County
LOS C for all rural roadway and intersection facilities.
LOS D for roadway and intersections within the UGA.
LOS E for designated “core” areas and “High Density Urban” corridors as defined in the TRPC 2025 Regional Transportation Plan. Martin Way is designated as a strategy corridor within
the high-density urban area in the Lacey UGA.
City of Lacey
LOS D for roadways and intersections within the UGA.
LOS E for designated “core” and “High Density Urban” corridors as defined in the TRPC 2025 Regional Transportation Plan.
Pierce County
The study area roadways and intersections located within Pierce County are all state-owned facilities. The LOS standards for these facilities follow the adopted regional and local designations,
including specific exception areas and strategy corridors.
3.17.3.3 Traffic Evaluation Software
The computer program Synchro 6, Traffic Signal Coordination Software was used for analysis of signalized and unsignalized intersections within the City of Yelm, and for all signalized
regional study area intersections. The Highway Capacity Software (version 4.1e/f) was used to evaluate LOS at unsignalized regional study area intersections, and the SIDRA software program
was used to analyze roundabout intersections.
3.17.3.4 Existing Intersection Level of Service
Tables 3.17.3-2 and 3.17.3-3 summarize the LOS and delay for each of the study intersections during the PM peak period for base year (2007) conditions. Following the tables is a brief
description of current traffic operations and intersection performance.
Table 3.17.3-2. Local Study Area PM peak hour level of service and delay summary: 2007 (TENW 2008).
Intersection #
Intersection
Signalized Intersection Average LOS (Delay)
Unsignalized Intersection
Minor Street Left Turn LOS (Delay
Intersection Average LOS (Delay
8
Yelm Ave (SR 510)/First Street
D (38)
11
Yelm Ave (SR 510)/Clark Road SE
B (20)
12
Yelm Ave/Bald Hills Rd/Creek St.
D (36)
1
Yelm Ave (SR 510)/Burnett Road
C (24)
A (1)
2
Yelm Ave (SR 510)/93rd Avenue
D (28)
A (3)
3
Yelm Ave/Mountain View Road
D (42)
A (1)
4
Yelm Ave/Killion Road
E (49)
A (1)
5
Yelm Ave/Cullens Road
F (63)
A (3)
6
Yelm Ave/Longmire St.
E (41)
A (1)
7
Yelm Ave/Edwards St.
F (>100)
A (10)
9
Rhoton Road/Northern Pacific Rd.
B (11)
A (3)
10
First St NE/Railway NE
B (12)
A (2)
13
Yelm Ave/(SR 507)/Grove Road
D (30)
A (1)
14
First St. /Mosman Ave. WB
C (24)
A (7)
15
Longmire St/Terra Glen St.
A (9)
A (2)
Note: Unsignalized intersections show LOS and control delays for the worst directional movement and weighted average delay for all approaches.
Table 3.17.3-2 above illustrates that a number of unsignalized intersections along Yelm Avenue have turning movements that currently operate at poor service levels during the PM peak
hour, including:
Yelm Avenue/Mountain View (southbound movements)
Yelm Avenue/Killion Road (southbound movements)
Yelm Avenue/Cullens Road (northbound and southbound movements)
Yelm Avenue/Edwards Street (southbound movements).
While some of the intersection approaches and movements operate below accepted levels, the overall intersection operates at or above adopted LOS standards. All other signalized intersections
and the weighted average of all approach movements at unsignalized intersections within the local study area operate at LOS D or better under existing conditions.
Table 3.17.3-3. Regional study area PM peak hour level of service and delay summary: 2007 (TENW 2008).
Intersection #
Intersection
Signalized Intersection Average LOS (Delay)
Unsignalized Intersection
Minor Street Left Turn LOS (Delay
Intersection Average LOS (Delay
L1
Marvin Road/I-5 SB Ramps
C (31)
L2
Marvin Road/I-5 NB Ramps
B (13)
L3
Marvin Road/Martin Way
D (39)
L4
Marvin Road/Steilacoom Road
D (38)
L6
College Street/Yelm Highway SE
C (31)
PC2
SR 507/SR 7
B (13)
PC3
SR 7/SR 702
B (13)
PC5
SR 507/SF 702
B (14)
TC14
SR 510/Muk Sut Wei Dr.
B (16)
TC1
SR 510/Old Pacific Hwy
F (>100)
D (26)
TC2
SR 510/Mullen Road SE
B (13)
B (11)
TC3
Old Pacific Hwy/Kuhlman Rd SE
C (23)
C (19)
TC4
Old Pacific Hwy/Reservation Rd SE
B (10)
A (8)
TC5
SR 510/Reservation Rd SE
F (>100)
D (33)
TC6
SR 510/Yelm Hwy SE
F (>100)
F (>100)
TC7
SR 507/Vail Rd SE
F (>100)
F (>100)
TC8
Bald Hills Rd/Vail Rd SE
All Way Stop
B (13)
TC9
Vail Rd SE/Hannus Rd SE
B (12)
A (1)
TC10
SR 507/Manke Road
C (17)
A (3)
TC11
SR 507/Vail Cutoff Rd SE
B (12)
A (3)
TC12
SR 507/Military Rd SE
A (10)
A (2)
TC13
Rainier Rd SE/Stedman Rd SE
C (16)
A (2)
R1
SR 507/Centre St.
D (31)
D (25)
R2
SR 507/Minnesota Ave
A (10)
B (10)
T1
SR 507/Old Hwy 99N
B (15)
A (6)
T2
SR 507/Morningside/Wichman St
B (14)
A (2)
T3
SR 507/Hwy 99S
B (14)
A (5)
PC1
Nisqually Rd/I-5 SB Ramps
C (18)
C (17)
PC2
Nisqually Rd/I-5 NB Ramps
C (16)
A (1)
PC4
SR 507/288th St. S
B (14)
A (1)
PC6
SR 702/Harts Lake Rd SE
C (17)
A (6)
PC7
SR 702/40th Ave S
B (12)
A (2)
TC15
I-5 SB Ramps/US 12
D (27)
A (6)
TC16
I-5 NB Ramps/US 12
C (16)
B (10)
Note: Unsignalized intersections show LOS and control delays for the worst directional movement and weighted average delay for all approaches.
Existing PM peak hour LOS results for the regional study area intersections show that the following unsignalized intersections have movements that presently operate at poor service levels:
SR 510/Old Pacific Highway (westbound movement)
SR 510/Reservation Road (southbound movement)
SR 510/Yelm Highway (northbound movement)
SR 507/Vail Road (northbound movement)
SR 702/SR 7 (eastbound movement).
Each of these intersections, with the exception of the SR 507/Vail Road and SR 510/Yelm Highway locations, operate at acceptable levels based on the overall intersection performance.
All signalized intersections and other controlled movements at unsignalized intersections within the regional study area operate at LOS D or better under existing conditions.
3.17.3.5 High Accident Locations
WSDOT examines accident histories over two-year periods to determine high accident locations or corridors, and identifies severity, frequency and proximity of accidents. Accidents are
assigned a severity score on a ten-point scale (property damage only is assigned one point, possible injury 3 points, evident injury 5 points, and disabling injury 9 points). Within
a 0.1 mile interval, if six or more accidents with a total severity score of 10 points or higher are observed within a two-year period, the roadway segment is classified as a severe
accident location (SAL).
Accident clusters classified as severe accident locations are then combined into one of six roadway categories (rural and full access control, urban and full access control, etc.)
The length of a roadway segment resulting from combining accident clusters is typically less than one mile. Any roadway segment with accident clusters that exceed the average severity
rate for its category is designated as a High Accident Location (HAL). Additionally, if two or more fatal accidents occur on the 0.1-mile segment within a two-year period, classification
as a HAL is warranted.
The following study area locations were identified as high accident locations by WSDOT between January 1, 2003 and December 31, 2004:
I-5 between milepost 110.84 and 112.43 (SR 510 Off-Ramp to SR 510 On-Ramp)
I-5 between Milepost 113.70 to 114.65 (between Nisqually Road ramps)
SR 510 between milepost 0.00 to 15.67 (between I-5 and the SR 507/First Street intersection in the City of Yelm).
3.17.3.6 Public Transportation
Intercity Transit Route 94 provides weekday service between Olympia, Lacey and Yelm approximately every hour between 5:50 AM and 7:25 PM. Weekend service is provided approximately every
two hours between 8:45 AM and 7:10 PM. The stops closest to the Thurston Highlands site are on Yelm Avenue (SR 510) in the vicinity of Burnett Road SE, Mountain View Road SE, Cullens
Street, and Rice Street.
3.17.3.7 Nonmotorized Transportation Facilities
Raised sidewalks and bicycle lanes are provided on Longmire Street and Tahoma Boulevard, and raised sidewalks are also available on Berry Valley Road. A paved trail, separated from
vehicle traffic, is located on the west side of SR 507 west of City Hall. Raised sidewalks and/or wide paved shoulders are also provided along various segments of Yelm Avenue and First
Street SE.
The Yelm-Tenino Trail was completed in 2004 and is approximately 14.5 miles in length. This trail connects with the 22-mile Chehalis-Western Trail, linking to the Olympia-Lacey-Tumwater
area. The trail includes a 10-foot wide, paved surface for multi-purpose nonmotorized use. Also see the Parks and Recreation section of this Draft EIS for additional information (Section
3.15).
3.17.4 Transportation System Impacts
Construction of Thurston Highlands will generate additional traffic on area roadways and will have a measurable impact on those roadways and intersections. This section describes potential
transportation system impacts of the phased build-out of the Thurston Highlands Master Planned Community.
3.17.4.1 Planned Transportation Improvements
A number of transportation improvements are planned by the City of Yelm, Thurston County, Pierce County and WSDOT for roadways and intersections that may be impacted by the Thurston
Highlands Master Planned Community. A complete list of these improvements is included in Appendix C of the TIA prepared for the project. In general, projects on the list of improvements
are not guaranteed to be constructed; the list identifies transportation needs that should be addressed as funding becomes available. The following funded projects have been identified
in coordination with the City of Yelm, and have been assumed as completed by 2012 and 2015 as baseline conditions for the Thurston Highlands analysis:
2012 Baseline Conditions
Y4 – Installation of a traffic signal at Yelm Avenue (SR 510) and Killion Road.
Y17 – Installation of a fully-actuated traffic signal at the intersection of Longmire Street and Tahoma Boulevard (to be constructed as part of Thurston Highlands Phase 1 development).
Y20 – Installation of a traffic signal and construction of a roadway connection to private development at the future SR 507/SR 510 North Loop intersection.
Realignment of Mosman Avenue between Edwards Street and SR 507.
Construction of a Stevens Avenue connection from First Street to Edwards Street. The road will be widened to new collector standards and a new connection will be constructed between
First Street and Railroad Avenue.
2015 Baseline Conditions
All improvements listed above as 2012 baseline conditions, plus
SR 510 North Loop - Construction of the North Yelm Loop SR 510 bypass.
Three future land use and transportation network scenarios were evaluated for development of the Thurston Highlands Master Planned Community. All future scenarios were analyzed both
with phased development of Thurston Highlands and without the project.
2012 – Phase 1 without the SR 510 North Loop. This scenario assumes the existing transportation network plus planned improvements listed in 2012 baseline conditions above (see Figure
3.17-4).
2015 – Phase 2 with the SR 510 North Loop. This scenario assumes the same transportation network as 2012 Phase 1, along with construction of the SR 510 North Loop (see Figure 3.17-5).
2025 – Full Build-Out with the SR 510 North Loop. This scenario assumes the same transportation network as 2015 Phase 2, along with the transportation improvements identified in Appendix
C of the Thurston Highlands Master Planned Community TIA (see Figure 3.17-6).
3.17.4.2 Travel Demand Forecasts: 2012 and 2015
Future traffic volumes with and without the Thurston Highlands Master Planned Community were estimated for PM peak hour conditions in 2012 and 2015; i.e., at the projected occupancy
dates of Phases 1 and 2. Future traffic projections include traffic forecasts for “pipeline” developments and background growth.
Pipeline Developments
A pipeline development project is defined as a development within the project study area that is either under construction, approved for construction, or in the permitting process. For
this study, nine local area projects and 32 projects within the City of Lacey and its UGA were identified. The trip generation potential of these projects was calculated and assigned
to the area road network using data in the TIA for each of the projects. If the TIA was not available, the traffic was assigned to the network using engineering judgment. The Thurston
Highlands Master Planned Community TIA lists the pipeline projects included in the analysis.
Background Traffic Growth
In addition to traffic from the identified pipeline developments, it is anticipated that other background growth will occur within the study area that may affect traffic volume conditions
at study area intersections. To estimate the non-specific traffic growth that will occur, an annual growth rate of 2 percent was applied to the base year traffic volumes, as determined
by the City of Yelm. The combined effect of including the high amount of pipeline development traffic and background growth traffic provides a conservative representation of traffic
conditions by the 2012 and 2015 project horizons.
The 2012 and 2015 traffic forecasts for the future baseline conditions are illustrated in Appendix B of the Thurston Highlands Master Planned Community TIA.
Insert Figure 3.17-4. 2012 Network 1 Baseline Transportation Improvement Assumptions.
Insert Figure 3.17-5. 2015 Network 2 Baseline Transportation Improvement Assumptions.
Insert Figure 3.17-6. 2025 Network 3 Baseline Transportation Improvement Assumptions.
3.17.4.3 Southwest Yelm Area EMME/2 Model: 2025
For the 2025 full build-out scenario, travel demand forecasts were estimated based on land use forecasting information from the 2025 Southwest Yelm Area EMME/2 Model. Turning movement
counts taken at intersections in 2006 during PM peak hours were used as “existing conditions.” A forecasting distribution method developed by Thomas Frater was used to adjust traffic
forecasts associated with the 2025 future network. A complete description of the steps involved in estimating the distribution of trips is included in the Thurston Highlands Master Planned
Community TIA.
3.17.5 Project Trip Generation
Project vehicle trip generation was calculated using the trip generation rates contained in the Trip Generation Handbook (2003), prepared by the Institute of Transportation Engineers
(ITE). The Trip Generation Handbook outlines recommended methods and procedures that were used to estimate Thurston Highlands vehicle trips. Because the Thurston Highlands Preferred
Alternative would generate the highest number of PM peak hour trips, this alternative was the basis for the analysis.
3.17.5.1 Phase 1 Trip Generation: 2012
Trip generation rates for Single-Family Detached Housing (ITE Land Use Code 210) and Residential Condominium/Townhouse (ITE Land Use Code 230) were used to calculate traffic that would
be generated by the Thurston Highlands Phase 1 development concept. Total trip generation expected from Phase 1 development was calculated by applying the appropriate trip generation
rate to the conceptual land uses. Thus, total estimated Phase 1 project trip generation is shown in Table 3.17.5-1.
Table 3.17.5-1. Thurston Highlands conceptual Phase 1 project trip generation: 2012 (TENW 2008).
Land Use
Size (2)
AM Peak Hour Trip Generation (1)
PM Peak Hour Trip Generation (1)
Daily Trip Generation
Enter
Exit
Total
Enter
Exit
Total
Single-family Detached Housing (LU 210)
591 DU
107
320
427
337
198
535
5,400
Residential Condominium / Townhouse (LU 230)
411 DU
27
133
160
129
63
192
3,800
Total
1008
134
453
587
466
261
727
9,200
(1) Average rate equations for single-family detached housing and residential condominium/townhouse, ITE Trip Generation Manual, 7th Edition, 2003.
(2) DU is dwelling unit.
3.17.5.2 Phase 2 Trip Generation: 2015
In addition to the Single-family Detached Housing and Residential Condominium/Townhouse land uses, the average rate for Shopping Center (ITE Land Use Code 820) was used to estimate Phase
2 vehicle trips.
Retail Pass-by Trips. Many of the vehicle trips to new retail developments are not “new” trips. A project such as a commercial center tends to attract a large amount of traffic from
people already driving on area roadways. These trips are not new trips added to the local roadways, but represent “pass-by” trips, defined as follows:
Pass-by trips are trips made as an intermediate stop from an origin to a primary destination (i.e., stopping to shop on the way home from work) by vehicles passing directly by the project
driveway.
Pass-by trips are not considered to have direct impacts on adjacent roadways; it is only the impacts created by trips diverted onto different routes and “new” trips that would not be
made unless the retail development occurred, that are considered to be transportation impacts specific to the retail development. The ITE Trip Generation Handbook identifies an average
34 percent pass-by rate for a shopping center use; for this study pass-by rates were assumed to be half of the average rate, or 17 percent.
Internal Trips. Because the Master Planned Community would be a mixed-use development, it is expected that a certain amount of traffic would be “captured” within the development. These
trips would occur among uses within the community, and therefore would not impact the off-site street network. ITE research shows that the potential for internal trips ranged from approximately
5 percent to 25 percent depending upon the type, size and amount of retail, jobs and residents. For the Thurston Highlands development, a conservative adjustment of 10 percent was used
to account for trips that would occur internally between land uses.
2015 Phase 2 Trip Generation Estimates. Table 3.17.5-2 summarizes total estimated traffic potential following completion of Thurston Highlands Phase 2. As shown, a total of approximately
1,884 new-to-network peak hour trips and 22,200 daily trips would be generated at completion of Thurston Highlands Phase 2.
Table 3.17.5-2. Thurston Highlands Phase 2 project trip generation: 2015 (TENW 2008).
Land Use
Size (2)
AM Peak Hour Trip Generation (1)
PM Peak Hour Trip Generation (1)
Daily Trip Gener-ation
Enter
Exit
Total
Enter
Exit
Total
Single-family Detached Housing
1,900 DU
334
1,005
1,339
956
561
1,517
15,600
Residential Condominium/ Townhouse
610 DU
37
182
219
178
87
265
5,500
Shopping Center
100,000 GLA
49
54
103
180
195
375
4,300
Total Project Trip Generation
420
1,241
1,661
1314
843
2,157
25,400
Less Pass-by Trips (17%)
-9
-9
-18
-32
-32
-64
-700
Less Internal Trips (10%)
-41
-123
-164
-128
-81
-209
-2,500
Net Project Trip Generation
371
1,109
1,480
1,154
730
1,884
22,200
(1) Average rate equations, ITE Trip Generation Manual, 7th Edition, 2003.
(2) DU is dwelling unit; GLA is square feet of Gross Leasable Area.
3.17.5.3 Full Build-Out Trip Generation Estimates: 2025
Table 3.17.5-3 summarizes estimated net new trip generation by 2025 of full site build-out of the Thurston Highlands Master Planned Community. Three conceptual land use alternatives
(Preferred Alternative, Traditional Development Alternative, and Urban Village Alternative) are evaluated in this Draft EIS, and are compared below. For reasons previously described
in Section 3.17.1, the Preferred Alternative was selected for analysis because it would generate the highest number of PM peak hour trips at full build-out of the three land use alternatives
evaluated.
Table 3.17.5-3. Thurston Highlands full build-out trip generation: 2025 (TENW 2008).
Land Use
Size (2)
AM Peak Hour Trip Generation (1)
PM Peak Hour Trip Generation (1)
Daily Trip Gener-ation
Enter
Exit
Total
Enter
Exit
Total
PREFERRED ALTERNATIVE (Hybrid)
Single-family Detached Housing
3,382 DU
595
1,785
2,375
1,605
945
2,550
26,500
Residential Condominium/ Townhouse
1,618 DU
80
395
480
395
195
590
13,500
Shopping Center
825,000 sf GLA
410
440
850
1,495
1,610
3,095
35,400
Office
135,000 sf GFA
210
30
240
40
190
230
1,700
Total New Preferred Alternative Trips
1,295
2,650
3,945
3,535
2,940
6,465
77,100
Less Pass-by Trips (17%)
-75
-70
-145
-260
-265
-525
-6,000
Less Internal Trips (10%)
-120
-260
-380
-325
-270
-595
-7,100
Total Net New Preferred Alternative Trips
1,100
2,320
3,420
2,940
2,405
5,345
64,000
TRADITIONAL DEVELOPMENT ALTERNATIVE
Single-family Detached Housing
4,280 DU
750
2,255
3,005
1,985
1,165
3,150
33,000
Residential Condominium/ Townhouse
720 DU
40
210
250
205
100
305
6,400
Shopping Center
480,000 sf GLA
240
255
495
865
935
1800
20,600
Office
150,000 sf GFA
230
30
260
40
205
245
1,800
Total New Traditional Development Alternative Trips
1,260
2,750
4,010
3,095
2,405
5,500
61,800
Less Pass-by Trips (17%)
-40
-45
-85
-155
-150
-305
-3,500
Less Internal Trips (10%)
-125
-270
-395
-295
-225
-520
-5850
Total Net New Traditional Development Alternative Trips
1,095
2,435
3,530
2,645
2,030
4,675
52,450
URBAN VILLAGE ALTERNATIVE
Single-family Detached Housing
1,868 DU
330
990
1,320
940
555
1,495
15,400
Residential Condominium/ Townhouse
3,132 DU
135
675
810
680
335
1,015
24,700
Shopping Center
850,000 sf GLA
420
455
875
1,530
1,660
3,190
36,500
Office
620,000 sf GFA
710
95
805
130
640
770
5,400
Total New Urban Village Alternative Trips
1,595
2,215
3,810
3,280
3,190
6,470
82,000
Less Pass-by Trips (17%)
-75
-75
-150
-270
-270
-540
-6,200
Less Internal Trips (10%)
-150
-215
-365
-300
-295
-595
-7,600
Total Net Urban Village Alternative Trips
1,370
1,925
3,295
2,710
2,625
5,335
68,200
(1) Institute of Transportation Engineers, Trip Generation Manual, 7th Edition, 2003.
(2) DU is dwelling unit; GLA is Gross Leasable Area, GFA is Gross Floor Area.
3.17.5.4 Trip Distribution and Assignment
The directional distribution of traffic to and from Thurston Highlands was estimated using the 2025 Southwest Yelm Area transportation model. The model, developed using the EMME/2 software
package, has been calibrated to accurately represent the existing vehicle travel patterns throughout Thurston County.
In addition, the EMME/2 model has been enhanced to include more detail and definition for the Yelm Urban Growth Area (UGA). The enhancements were made to improve the reliability of
the traffic assignment and distribution patterns for vehicle trips entering and leaving the Yelm UGA. Based on these model improvements, a trip-distribution analysis was performed for
this project by conducting a “Select Zone Analysis” for the area that includes the Thurston Highlands site.
This feature of the EMME/2 software package allows all of the traffic into and out of a particular zone to be isolated and shown separately from the rest of the traffic on the network.
This graphically shows the percentage of vehicles currently using each of the available routes into and out of the area (Yelm Avenue, First Street, etc.). From this information, regional
distribution percentages were calculated for future traffic attributable to the proposed Thurston Highlands Master Planned Community for the horizon years 2012 Phase 1 (without the SR
510 North Loop), and 2015 Phase 2 (with the SR 510 North Loop).
Project traffic distribution to and from the site is based primarily on:
Area street system characteristics
Current travel patterns on area roadways
The proposed access system for the project
The location of residential and employment areas and shopping/commercial centers.
The Phase 2 development concept includes a retail shopping center in addition to residential uses, which would affect the travel pattern of project-generated trips. By completion of
Phase 2, it is also anticipated that the SR 510 North Loop would be constructed. The percentage of vehicles using various routes in and out of the project would therefore vary between
Phase 1 and 2.
Projected trip distribution in 2012 and 2015 is shown on Figures 3.17-7 through 3.17-10. Phase 1 local trips from the project are generally distributed as follows:
28 percent via Killion Road
5 percent via Cullens Street
33 percent via Longmire Street
24 percent via Mosman Avenue.
2015 Phase 2 local trips are distributed:
41 percent via Killion Road
5 percent via Cullens Street
22 percent via Longmire Street
32 percent via Mosman Avenue.
Insert Figure 3.17-7. 2012 Phase 1 Project Trip Distribution (Local Study Area).
Insert Figure 3.17-8. 2015 Phase 2 with Y-3 Loop Project Trip Distribution (Local Study Area).
Insert Figure 3.17-9. 2012 Phase 1 Project Trip Distribution (Regional Study Area).
Insert Figure 3.17-10. 2015 Phase 2 Project Trip Distribution (Regional Study Area).
Regional trip distribution was assumed to be as follows for 2012 Phase 1 and 2015 Phase 2 conditions:
35 percent northwesterly via SR 510
25 percent (Phase 1) and 20 percent (Phase 2) northeasterly and easterly via SR 507, SR 702, and SR 7
20 percent (Phase 1) and 25 percent (Phase 2) southwesterly and westerly via SR 507 and Rainier Road SE
20 percent local within the Yelm commercial district on SR 510, SR 507 and First Street.
Project trip turning movements at all study area intersections are illustrated on Figures 20 through 25 in the Thurston Highlands Master Planned Community TIA.
3.17.6 Traffic Operations Analysis
3.17.6.1 Phase 1: 2012
Without the addition of Thurston Highlands conceptual Phase 1 traffic, three local study area intersections and four regional study area intersections would operate at LOS F by 2012,
and two local study area intersections and four regional study area intersection would operate at LOS E. With the addition of Thurston Highlands Phase 1 traffic, six local study area
intersections and seven regional study area intersections would operate at LOS F.
Table 3.17.6-1 summarizes the results of the operations analysis for local study area intersections, with and without Thurston Highlands conceptual Phase 1 traffic. For unsignalized
intersections, the LOS is shown for the worst stop-controlled movement and for the weighted average of all approaches. The delay is indicated in seconds.
Table 3.17.6-1. Local study area PM peak hour intersection level of service impacts: 2012 with and without Thurston Highlands conceptual Phase 1 development (TENW 2008).
Intersection
Control
Movement
2012 Without
Project
2012 With
Project
LOS
Delay
LOS
Delay
SR 510/Burnett Road
Unsignalized
SB
All
F
A
52
1
F
A
85
2
SR 510/93rd Avenue SE
Unsignalized
NB
All
F
A
>100
8
F
C
>100
20
SR 510/Mountain View
Unsignalized
SB
All
F
C
>100
18
F
F
>100
>100
SR 510/Killion Road
Signalized
All
C
26
C
31
SR 510/Cullens Road
Unsignalized
NB/SB
All
F
A
>100
3
F
F
>100
>100
SR 510/Longmire St.
Unsignalized
NB/SB
All
F
F
>100
>100
F
F
>100
>100
SF 510/Edwards St.
Unsignalized
NB/SB
All
F
F
>100
>100
F
F
>100
>100
SR 510/First St/SR 507
Signalized
All
F
88
F
>100
Rhoton Road/NP Road
Unsignalized
WB
All
B
A
13
4
B
A
14
4
First St/Railway Road
Unsignalized
WB
All
C
A
21
3
C
A
23
4
SR 507/Clark Road
Signalized
All
E
56
F
82
SR 507/Bald Hills/Creek
Signalized
All
E
57
E
71
SR 507/Grove Road
Unsignalized
SB
All
F
B
>100
11
F
C
>100
17
SR 507/Mosman
Signalized
All
B
13
B
14
Longmire/Terra Glen
Unsignalized
SF
All
B
A
11
2
C
A
19
1
Longmire/Terra Glen
Unsignalized
SF
All
B
A
11
2
C
A
19
1
Tahoma Terra Blvd/ Tahoma Terra Circle
Unsignalized
NB
All
A
A
9
3
A
A
10
2
Longmire/Tahoma Terra Blvd
Unsignalized
Signalized
A
8
E
B
49
10
SR 510/510 North Yelm Loop
Signalized
D
38
D
38
Local Study Area Intersections
As shown in Table 3.17.6-1 above, the following intersections would operate at LOS F in 2012 during the PM peak hour without conceptual Phase 1 development within Thurston Highlands:
Y6 – SR 510/Longmire Street
Y7 – SR 510/Edwards Street
Y8 – SR 510/First Street/SR 507.
The following local study area intersections would operate at LOS E during the 2012 PM peak hour without Thurston Highlands traffic:
Y11 – SR 507/Clark Road SE
Y12 – SR 507/Bald Hills Road/NE Creek Street.
With the addition of Thurston Highlands conceptual Phase 1 traffic, three additional local study area intersections would decline to LOS F during the 2012 PM peak hour:
Y3 - SR 510 (Yelm Avenue)/Mountain View Road
Y5 – SR 510 (Yelm Avenue)/Cullens Road
Y11 – SR 507/Clark Road SE.
Southbound movements at Intersection Y1 (SR 510/Burnett Road) would operate at LOS F either without or with Thurston Highlands conceptual Phase 1 traffic in 2012. Overall operations
at this intersection would be LOS A.
Figures 26 through 31 in the Thurston Highlands Master Planned Community TIA illustrate PM peak hour traffic volumes at all intersections.
Regional Study Area Intersections
Results of the Thurston Highlands Phase 1 operations analysis for the regional study area intersections are shown in Table 3.17.6-2 below.
Table 3.17.6-2. Regional study area PM peak hour intersection level of service impacts: 2012 with and without Thurston Highlands conceptual Phase 1 development (TENW 2008).
Intersection
Control
Movement
2012 Without
Project
2012 With
Project
LOS
Delay
LOS
Delay
Marvin Road/I-5 SB Ramps
Signalized
D
50
D
50
Marvin Road/I-5 NB ramps
Signalized
C
32
C
32
Marvin Road/Martin Way
Signalized
E
71
E
74
Marvin Road/Steilacoom Rd
Signalized
E
66
E
66
Marvin Road/Pacific Ave
Roundabout
B
13
B
13
College St/Yelm Hwy SE
Signalized
D
38
D
40
SR 510/Old Pacific Hwy
Unsignalized
WB
All
F
F
>100
82
F
F
>100
92
SR 510/Mullen Road
Unsignalized
NB
All
C
A
16
1
C
A
17
1
Old Pacific Hwy/ Kuhlman Road SE
Unsignalized
EB
All
E
A
42
6
F
A
51
7
Old Pacific Hwy/ Reservation Road
Unsignalized
WB
All
B
A
12
6
B
A
12
7
SR 510/ Reservation Road
Unsignalized
SB
All
F
F
>100
>100
F
F
>100
>100
SR 510/Yelm Hwy
Unsignalized
NB
All
F
F
>100
>100
F
F
>100
>100
SR 507/Vail Road
Unsignalized
NB
All
F
F
>100
>100
F
F
>100
>100
Bald Hills Rd/Vail Road
Unsignalized
AWSC
B
14
B
15
Vail Road SE/Hannus Rd SE
Unsignalized
EB
All
B
A
13
1
B
A
13
1
SR 507/Manke Road
Unsignalized
EB
All
D
A
33
5
E
A
49
6
SR 507/Vail Cutoff Rd
Unsignalized
NB
All
C
A
15
3
C
A
16
3
SR 507/Waldrick Rd/ Military Road SE
Unsignalized
SB
All
B
A
11
1
B
A
12
1
Rainier Road SE/Stedman Rd SE
Unsignalized
EB
All
C
A
18
2
C
A
18
2
SR 507/Center Ave
Unsignalized
EB/WB
All
F
E
>100
44
F
F
>100
61
SR 507/Minnesota Ave
Unsignalized
EB
All
F
E
>100
44
F
F
>100
62
SR 507/Old Hwy 99
Unsignalized
SB
All
C
A
22
8
C
A
25
9
SR 507/Morningside Dr SE/Wichman St
Unsignalized
SB
All
C
A
17
2
C
A
17
2
SR 507/Hwy 99 SE
Unsignalized
NB
All
C
A
19
6
C
A
20
6
Nisqually Road/ I-5 SB Ramps
Unsignalized
WB
All
D
D
32
31
E
E
41
39
Nisqually Road/ I-5 NB Ramps
Unsignalized
EB
All
C
A
21
1
C
A
22
1
SR 507/SR 7
Signalized
B
17
B
17
SR 507/228th St S
Unsignalized
WB
All
C
A
22
2
E
A
39
3
SR 507/SR 702
Signalized
C
24
C
32
SR 702/Harts Lake Rd
Unsignalized
NB
All
D
A
28
8
D
A
34
10
SR 702/40th Ave S
Unsignalized
NB/SB
All
C
A
16
3
C
A
17
3
SR 510/Muk Sut Wei Dr
Signalized
B
12
B
16
SR 7/SR 702
Unsignalized
EB
All
F
C
>100
74
F
F
>100
>100
US 12/I-5 SB Ramps
Unsignalized
SB
All
F
C
100
23
F
C
>100
24
US 12/I-5 NB Ramps
Unsignalized
NB
All
F
D
96
29
F
E
>100
35
Without the addition of traffic from Thurston Highlands concneptual Phase 1, four regional study area intersections would operate at LOS F during the PM peak hour in 2012:
TC1 – SR 510/Old Pacific Highway SE
TC5 – SR 510/Reservation Road
TC6 – SR 510/Yelm Highway SE
TC7 – SR 507/Vail Road SE.
The following additional regional intersections would operate at LOS F during the PM peak hour in 2012 with the addition of Thurston Highlands Phase 1 traffic:
R1 – SR 507/Center Avenue
R2 – SR 510/Minnesota Avenue
PC8 - SR7/SR 702.
In addition, the following regional intersections would have specific traffic movements that would experience poor operations with the Thurston Highlands conceptual Phase 1 (2012) development
scenario.
TC3 – Old Pacific Highway/Kuhlman Road SE. Eastbound movements at this intersection would operate at LOS E in 2012 without Thurston Highlands traffic, and LOS F with project traffic.
However, overall operations would be remain LOS A with or without Phase 1 traffic.
TC10 – SR 507/Manke Road. With the addition of traffic from Thurston Highlands Phase 1 in 2012, eastbound movements at this intersection would operate at LOS E; however, the overall
intersection would continue to operate at LOS A.
TC16 – I-5 NB Ramps/US 12. The overall intersection would operate at LOS D during the 2012 PM peak hour without project traffic. With the addition of Thurston Highlands Phase 1 traffic,
overall intersection operations are anticipated to operate at LOS E and northbound movements at LOS F.
PC4 – SR507/228th Street S. With the addition of Thurston Highlands Phase 1 traffic, westbound movements at this intersection would operate at LOS E by 2012; however, overall operations
would continue to operate at LOS A.
PC25 – Nisqually Road/I-5 SB Ramps. The overall intersection would operate at LOS E during the 2012 PM peak hour with the addition of traffic from Thurston Highlands Phase 1 development.
All other local and regional study area intersections would operate at LOS D or better during the PM peak hour with or without Thurston Highlands conceptual Phase 1 traffic in 2012.
3.17.6.2 Phase 2: 2015
Tables 3.17.6-3 and 3.17.6-4 summarize local and regional study area intersection operations in 2015, with and without traffic from Thurston Highlands conceptual Phase 1 and Phase 2
development.
Table 3.17.6-3. Local study area PM peak hour intersection level of service impacts: 2015 with and without Thurston Highlands conceptual Phase 1/Phase 2 development (TENW 2008).
Intersection
Control
Movement
2015 Without the SR 510 NORTH LOOP
Without Project
2015 With the SR 510 NORTH LOOP With Project
LOS
Delay
LOS
Delay
SR 510/Burnett Road
Unsignalized
SB
All
C
A
16
1
D
A
26
1
SR 510/93rd Avenue SE
Unsignalized
NB
All
C
A
23
3
F
A
58
4
SR 510/Mountain View
Unsignalized
SB
All
E
A
38
2
F
A
>100
4
SR 510/Killion Road
Signalized
All
B
11
D
48
SR 510/Cullens Road
Unsignalized
NB/SB
All
F
F
>100
>100
F
F
>100
>100
SR 510/Longmire St
Unsignalized
NB/SB
All
F
F
>100
>100
F
F
>100
>100
SF 510/Edwards St.
Unsignalized
NB/SB
All
F
E
>100
40
F
F
>100
>100
SR 510/First St/SR 507
Signalized
All
E
78
F
>100
Rhoton Road/NP Road
Unsignalized
WB
All
B
A
13
4
B
A
14
4
First St/Railway Road
Unsignalized
WB
All
C
A
20
3
D
A
29
6
SR 507/Clark Road
Signalized
All
C
23
D
53
SR 507/Bald Hills/Creek
Signalized
All
D
41
E
61
SR 507/Grove Road
Unsignalized
SB
All
F
A
56
3
F
A
>100
4
SR 507/Mosman
Signalized
All
B
13
E
61
Longmire/Terra Glen
Unsignalized
SB
All
B
A
11
2
F
A
>100
8
Tahoma Terra Blvd/ Tahoma Terra Circle
Unsignalized
NB
All
A
A
9
3
A
A
9
1
Longmire/Tahoma Terra Blvd
Unsignalized
AWSC*
A
8
A
8
SR 510/SR 510 North Loop
Signalized
B
12
C
29
SR 510 North Loop/ Killion Road
Unsignalized
NB
All
D
A
28
4
F
F
>100
>100
SR 507/THE SR 510 NORTH LOOP North Yelm Loop
Signalized
B
15
C
26
*AWSC – All Way Stop Control.
Local Study Area Intersections
The following two local study area intersections would operate at LOS F during the PM peak hour in 2015 without the addition of Thurston Highlands Phase 1/Phase 2 traffic:
Y5 – SR 510/Cullens Road
Y6 – SR 510/Longmire Street.
With the addition of traffic from Thurston Highlands conceptual Phase 1/Phase 2 in 2015, three additional local study area intersections would decline to LOS F during the PM peak hour:
Y7 – SR 510/Edwards Street
Y8 – SR 510/First Street/SR 507
Y19 – SR 510 North Loop/Killion Road.
In addition, the following local intersections would have specific traffic movements that would experience poor operations with the 2015 Phase 1/Phase 2 development:
Y2 – SR 510/93rd Avenue SE. With the addition of Thurston Highlands Phase 1/Phase 2 traffic, northbound movements at this intersection would operate at LOS F, through overall intersection
operations would remain at LOS A.
Y3 - SR 510/ Mountain View Road. Without traffic from Phase 1/Phase 2 Thurston Highlands, southbound movements at this intersection would operate at LOS E. However, the overall intersection
would operate at an acceptable LOS A. With the addition of Phase 1/Phase 2 traffic, the southbound movement would decline to LOS F, although overall operations would remain at LOS A.
Y12 – SR 507/Bald Hill Road/NE Creek Road. With the addition of Thurston Highlands Phase 1/Phase 2 traffic, overall intersection operations would decline to LOS E by the 2015 PM peak
hour.
Y13 – SR 507/Grove Road. With the addition of Thurston Highlands Phase 1/Phase 2 traffic, the southbound movements at this intersection would operate at LOS F, through overall intersection
operations would remain at LOS A.
Y14 – SR 507/Mosman Avenue. This intersection would operate at LOS E in 2015 with the addition of Thurston Highlands Phase 1/Phase 2 traffic.
Y15 – Longmire Street/Terra Glen. With the addition of Thurston Highlands Phase 1/Phase 2 traffic, southbound movements at this intersection would operate at LOS F, with overall intersection
operations remaining at LOS A.
Regional Study Area Intersections
Table 3.17.6-4 summarizes operations of the Regional Study Area intersections in 2015, with and without Thurston Highlands conceptual Phase 1/Phase 2 development.
Table 3.17.6-4. Regional study area PM peak hour intersection level of service impacts: 2015 with and without Thurston Highlands conceptual Phase 1/Phase 2 development (TENW 2008).
Intersection
Control
Movement
2015 Without the SR 510 North Loop
Without Project
2015 With the SR 510 North Loop
With Project
LOS
Delay
LOS
Delay
Marvin Road/I-5 SB Ramps
Signalized
E
58
E
61
Marvin Road/I-5 NB ramps
Signalized
D
38
D
39
Marvin Road/Martin Way
Signalized
F
85
F
94
Marvin Road/Steilacoom Rd
Signalized
E
79
F
85
Marvin Road/Pacific Ave
Roundabout
B
14
C
22
College St/Yelm Hwy SE
Signalized
D
42
D
44
SR 510/Old Pacific Hwy
Unsignalized
WB
All
F
E
>100
41
F
F
>100
82
SR 510/Mullen Road
Unsignalized
NB
All
B
A
14
1
C
A
16
1
Old Pacific Hwy/ Kuhlman Road SE
Unsignalized
EB
All
F
A
55
8
F
B
>100
14
Old Pacific Hwy/ Reservation Road
Unsignalized
WB
All
B
A
12
6
B
A
15
8
SR 510/ Reservation Road
Unsignalized
SB
All
F
F
>100
>100
F
F
>100
>100
SR 510/Yelm Hwy
Unsignalized
NB
All
F
F
>100
>100
F
F
>100
>100
SR 507/Vail Road
Unsignalized
NB
All
F
F
>100
>100
F
F
>100
>100
Bald Hills Rd/Vail Road
Unsignalized
AWSC
C
15
C
17
Vail Road SE/Hannus Rd SE
Unsignalized
EB
All
B
A
14
1
B
A
14
1
SR 507/Manke Road
Unsignalized
EB
All
E
A
36
5
F
F
>100
87
SR 507/Vail Cutoff Rd
Unsignalized
NB
All
C
A
16
3
C
A
23
4
SR 507/Waldrick Rd/ Military Road SE
Unsignalized
SB
All
B
A
11
1
B
A
14
1
Rainier Road SE/Stedman Rd SE
Unsignalized
EB
All
C
A
20
2
C
A
20
2
SR 507/Center Ave
Unsignalized
EB/WB
All
F
F
>100
81
F
F
>100
>100
SR 507/Minnesota Ave
Unsignalized
EB
All
F
F
>100
64
F
F
>100
>100
SR 507/Old Hwy 99 SE
Unsignalized
SB
All
D
A
26
9
E
B
40
12
SR 507/Morningside Dr SE/Wichman St
Unsignalized
SB
All
C
A
18
2
C
A
19
2
SR 507/Hwy 99 SE
Unsignalized
NB
All
C
A
20
6
C
A
24
7
Nisqually Road/ I-5 SB Ramps
Unsignalized
WB
All
E
E
44
42
F
F
90
87
Nisqually Road/ I-5 NB Ramps
Unsignalized
EB
All
C
A
22
1
D
A
28
1
SR 507/SR 7
Signalized
B
20
C
22
SR 507/228th St S
Unsignalized
WB
All
C
A
28
2
F
A
60
3
SR 507/SR 702
Signalized
C
30
D
52
SR 702/Harts Lake Rd
Unsignalized
NB
All
D
A
32
9
F
C
55
15
SR 702/40th Ave S
Unsignalized
NB/SB
All
C
A
16
3
C
A
20
3
SR 510/Muk Sut Wei Dr
Signalized
B
13
D
45
SR 7/SR 702
Unsignalized
EB
All
F
F
>100
>100
F
F
>100
>100
US 12/I-5 SB Ramps
Unsignalized
SB
All
F
E
>100
40
F
E
>100
48
US 12/I-5 NB Ramps
Unsignalized
NB
All
F
F
>100
>100
F
F
>100
>100
The following eight regional study area intersections would operate at LOS F in 2015 in the PM peak hour without Thurston Highlands conceptual Phase 1/Phase 2 traffic:
L3 – SR 510 (Marvin Road E)/Martin Way SE
TC5 – SR 510/Reservation Road
TC6 – SR 510/Yelm Highway SE
TC7 – SR 507/Vail Road SE
R1 – SR 507/Center Avenue
R2 – SR 510/Minnesota Avenue
PC15 – SR 7/SR 702
PC16 – I-5 NB Ramps/US 12.
Without Phase 1/Phase 2 traffic, the following four regional study area intersections would operate at LOS E during the PM peak hour:
L1 – Marvin Road/I-5 SB Ramps
L4 – SR 510 (Marvin Road E)/Steilacoom Road SE
TC1 – SR 510/Old Pacific Highway SE
TC15 – I-5 SB Ramps/US 12
PC1 – Nisqually Road/I-5 SB Ramps.
With the addition of Thurston Highlands conceptual Phase 1/Phase 2 traffic, four additional regional study area intersections would decline to LOS F during the PM peak hour:
L4 – SR 510 (Marvin Road E)/Steilacoom Road
TC1 – Old Pacific Highway SE/SR 510
TC10 – SR 507/Manke Road
PC1 – Nisqually Road/I-5 SR Ramps.
Intersection T1 – SR7/Old Highway 99 would operate at LOS E in the PM peak hour. All other local and regional study area intersections would operate at LOS D or better with or without
Thurston Highlands traffic in 2015.
3.17.6.3 Impacts to Local Arterials: 2012 and 2015
As shown above, some local study area intersections along key arterial corridors are forecast to operate at LOS F in 2012 or 2015, with or without Thurston Highlands development. Overall
performance of the arterials was evaluated to determine potential traffic impacts with project development.
Table 3.17.6-5 below summarizes forecasted LOS in 2012, with and without Thurston Highlands traffic. As shown, with build-out and occupancy of conceptual Phase 1 development in 2012,
westbound arterial speeds on SR 507 (Yelm Avenue) between First Street and Clark Road would operate at LOS E. All other eastbound and westbound arterial speeds on SR 507 and SR 510
would operate at LOS D or better.
Table 3.17.6-5. Arterial LOS impacts: 2012 with and without Thurston Highlands conceptual Phase 1 build-out (TENW 2008).
Arterial
Roadway
Location
2012 Without Thurston Highlands
2012 With Thurston Highlands
Eastbound
Westbound
Eastbound
Westbound
Speed (mph)
LOS
Speed (mph)
LOS
Speed (mph)
LOS
Speed (mph)
LOS
SR 510
Tahoma Blvd to First Street
14.3
C
22.1
B
12.5
D
21.2
B
SR 507
First Street to Clark Road
11.2
D
11.4
D
9.5
D
8.4
E
SR 507
Clark Road to Five Corners
16.2
C
17.5
C
15.0
C
14.3
C
SR 507
Five Corners to Wal-Mart
23.0
B
14.2
C
22.8
B
11.6
D
By 2015, westbound speeds on SR 507 between First Street and Clark Road are forecast to operate at LOS F with completion of Thurston Highlands conceptual Phase 1/Phase 2 development.
All other eastbound and westbound speeds on SR 507 and SR 510 are forecast to operate at LOS D or better. Table 3.17.6-6 summarizes forecasted LOS in 2015, both with and without Thurston
Highlands traffic .
Table 3.17.6-6. Arterial LOS impacts: 2015 with and without Thurston Highlands conceptual Phase 1/Phase 2 development (TENW 2008).
Arterial
Roadway
Location
2015 Without Thurston Highlands
2015 With Thurston Highlands
Eastbound
Westbound
Eastbound
Westbound
Speed (mph)
LOS
Speed (mph)
LOS
Speed (mph)
LOS
Speed (mph)
LOS
SR 510
Tahoma Blvd to First Street
14.9
C
22.9
B
9.6
D
20.1
B
SR 507
First Street to Clark Road
15.1
C
12.0
D
11.8
D
5.4
F
SR 507
Clark Road to Five Corners
17.7
C
20.5
B
16.2
C
17.2
C
SR 507
Five Corners to Wal-Mart
22.9
B
19.1
B
22.4
B
15.2
C
3.17.6.4 Arterial Roadway Capacity Thresholds: 2025
Forecasted traffic volumes on arterial roadways were compared to capacity thresholds that were identified in the Southwest Yelm Area EMME/2 model for 2025, both with and without full
build-out of the Thurston Highlands Preferred Alternative. A number of road segments were selected and used to evaluate capacity thresholds on the arterials. Local arterial roadway segments
are shown on Figure 3.17-11 and include:
Northwest Yelm (SR 510, 93rd Avenue SE, and the SR 510/North Yelm Loop)
North Central Yelm
Yelm Core Area
East Yelm (SR 507 and SR 510 North Yelm Loop).
Five local arterials are forecast to be “at” or “over” capacity in 2025. Roadway segments that are projected to be at or over capacity are listed in Table 3.17.6-7, below. Traffic generated
by the Thurston Highlands Preferred Alternative is shown as a percentage of total traffic on the roadway segment. Forecasts of 2025 arterial capacity thresholds on all selected roadway
segments are illustrated in Table 12 in the Thurston Highlands Master Planned Community TIA.
Insert Figure 3.17.11. Local Arterial Roadway Capacity Locations.
Table 3.17.6-7. Arterial capacity threshold analysis (with proposed site access roadways): 2025 (TENW 2008).
Roadway
Segment
Direction
Without Thurston Highlands
With Thurston Highlands
Traffic Volumes
Capacity Thresholds
Difference
Capacity
Traffic Volumes
Capacity Thresholds
Difference
Capacity
% Project Traffic
1b
WB
755
1,200
445
Under
810
1,200
390
Under
EB
1,205
1,200
-5
At
1,285
1,200
-85
At
6%
1c
WB
905
1,200
295
Under
1,005
1,200
195
Under
EB
1,680
1,200
-480
Over
1,880
1,200
-680
Over
11%
2b
WB
655
880
225
Under
660
880
220
Under
EB
1,075
880
-195
Over
1,110
880
-230
Over
3%
3b
WB
820
880
60
Under
825
880
55
Under
EB
955
880
-75
At
955
880
-75
At
0%
3d
NB
895
880
-15
At
1,220
880
-340
Over
27%
SB
645
880
235
Under
900
880
-20
At
28%
3.17.6.5 Site Access and Circulation
The proposed Thurston Highlands Master Planned Community would be constructed in phases, with specific access points included in each phase as follows:
2012 – Phase 1 Residential without SR 510 North Loop – Access would be provided from SR 510 at Killion Road, SR 510 at Berry Valley Road/Cullens Road, SR 510 at Longmire Street, and
SR 507 at Mosman Avenue. Tahoma Boulevard will be constructed as a four-lane internal boulevard with Phase 1 from its eastern terminus to the Phase 1 boundary of Thurston Highlands.
2015 – Phase 2 Mixed-use with SR 510 North Loop – Same access points as 2012 Phase 1, plus additional access to the south via SR 507 at Tahoma Boulevard. Phase 2 will extend Tahoma Boulevard
as a two-lane roadway to SR 507.
2025 – Full Build-Out with SR 510 North Loop – Same access points as 2012 and 2015. Tahoma Boulevard will be widened from two to four travel lanes with a center landscaped median.
The analysis was conducted assuming additional access to the south via SR 507 at Tahoma Boulevard under 2015 Phase 2 conditions. This additional site access is planned to be constructed
with Phase 2, and would alleviate congestion at local study area intersections Y14 (SR 507/Mosman Avenue) and Y15 (Longmire Street at Terra Glen Street). It is anticipated that these
intersections would operate at LOS E/F without the additional access to the south.
Other Connections
As several local arterial segments are forecast to be over capacity in 2025 with or without the Thurston Highlands project, some additional access connections were tested. These are
not presently proposed or required, but they would be instrumental in achieving the City of Yelm Connectivity Policy. The proximity of the Thurston Highlands Master Planned Community
to these potential offsite connections can be viewed on Figure 3.17-2.
Connection to 118th Avenue SE. This connection would involve construction of a two-lane road from the Thurston Highlands site southerly to 118th Avenue SE in order to provide an alternative
route to SR 507 and SR 510 for drivers destined to Olympia/Lacey. It was determined that this site access connection would not result in any significant reduction or elimination of off-site
traffic impacts; however, it would be consistent with the City’s connected streets policy. The connection would improve flow on SR 510 between 93rd Avenue SE and Tahoma Boulevard by
allowing an alternate route to the west to avoid the busy arterial corridors in the City of Yelm.
93rd Avenue SE. This north-south connection would involve construction of a two-lane road between the Thurston Highlands site and SR 510 in the vicinity of 93rd Avenue SE and potentially
to a point west of the future SR 510 North Loop. This connection would provide an alternative route to Yelm Avenue or the SR 510 North Loop for drivers destined to Lacey or Interstate
5. This street connection is not required to mitigate potential traffic impacts of Thurston Highlands and would not eliminate the need for the local and regional transportation improvements.
However, with completion of this site access connection, only two local arterial segments would be over capacity: SR 510 between Tahoma Boulevard and Longmire Street (Segment 2b), and
First Street SE south of Yelm Avenue (Segment 3d). This connection would reduce traffic levels on the SR 510 segment between 93rd Avenue SE and Tahoma Boulevard, which would improve
system performance and travel times through the corridor.
In addition, this connection would be an important linkage and component in creating alternative routes to the primary arterial and highway facilities serving the Yelm community. Street
connections are very important elements of the City’s transportation system and are well-defined by City policy to provide for transportation options and interconnected streets. In addition
to providing good internal vehicular circulation, connected streets would also enhance and improve travel routes and options for emergency services, school buses and other public service
providers.
3.17.6.6 Public Transportation Impacts
Intercity Transit Route 94 provides the nearest transit service to the Thurston Highlands site, with stops on SR 510 (Yelm Avenue). The applicant proposes to work with Intercity Transit
to provide bus stops, shelters, pullouts and layover space for future flexible and fixed-route transit service within and through the Thurston Highlands Master Planned Community. The
proposal also includes making a site available to Intercity Transit for future development of a park-and-ride facility or transit center. Future construction of a park-and-ride facility
within the project would provide opportunities for ridesharing in carpools and vanpools, a destination for visitors to the Farmers Market and retail/commercial area of the development,
and other transit amenities.
3.17.6.7 Nonmotorized Transportation Impacts
Improvements proposed within the Thurston Highlands Master Planned Community will include curbs, gutters and raised sidewalks on all new roadways. Bicycle lanes are planned on Tahoma
Boulevard. An at-grade signalized crossing is proposed to provide access across the Yelm-Tenino trail adjacent to SR 507.
3.17.6.8 School Safe Walk Routes
The Thurston Highlands Master Planned Community is located within both the Yelm Community Schools District and the Rainier School District. Existing schools closest to the project include
Mill Pond Elementary School, Southworth Elementary School, Yelm Middle School and Yelm High School. School sites are proposed within the project for construction of new elementary schools.
Until new schools are constructed, all school children would be bused to the offsite locations within designated school district boundaries and zones. See additional information in Draft
EIS Section 3.18.4. The applicant proposes to work with the school district(s) to provide safe walk routes for students within the development.
3.17.6.9 Construction Impacts
Phased development of the Thurston Highlands site is not expected to generate a significant number of heavy vehicle trips associated with clearing and grading. (See the Clearing and
Grading Proposal described in Draft EIS Section 2.7.) Normal construction activity associated with commercial and individual home building would not generate significant levels of heavy
truck loads or overall traffic levels higher than forecast with phased build-out of the site. Consequently, no specific analysis of construction traffic was performed.
3.17.6.10 Concurrency Evaluation
Transportation Concurrency is typically not addressed at the Master Plan approval level. Instead, the applicable requirements of RCW 36.70A will be addressed for each project development
phase. A separate TIA and concurrency evaluation will be prepared for each phase of the Thurston Highlands Master Planned Community to ensure that the necessary transportation facilities
are in-place at the time of each specific application, or that a financial guarantee has been made by the agency to construct the improvement within 6 years.
3.17.6.11 Thurston Highlands Added to Background Growth
Trips generated by pipeline development projects and background growth were taken into account in the 2012, 2015 and 2025 travel demand forecasts (see Draft EIS Section 3.17.4.2). As
pipeline projects are constructed and as non-specific background growth occurs, additional traffic will use local roadways, and overall congestion will increase. The analysis for Thurston
Highlands used a general growth rate of 2 percent to account for impacts on the local roadway system caused by background growth, or development on existing vacant parcels. At the same
time, transportation improvements will be constructed by the Thurston Highlands Master Planned Community and other pipeline development projects as conditions of their approval in order
to mitigate impacts to transportation facilities.
3.17.6.12 Indirect Impacts
A roadway network will be constructed within the Thurston Highlands Master Planned Community. Once the network is completed, the new roads and sidewalks will allow drivers, bicyclists
and pedestrians new options for traveling around the area. Some of the new roads that will be constructed to serve Thurston Highlands will be extended through areas that currently have
limited vehicular access. Construction of these roads may increase the desirability of the areas they cross for development. However, as development occurs, it will do so at the level
currently anticipated in the City of Yelm Comprehensive Plan and currently
allowed by zoning; permitted densities and zoning would not change because of the improved access.
3.17.7 Mitigation Strategy
Development of the proposed Thurston Highlands Master Planned Community has been anticipated in the City’s planning process for some time. The City of Yelm has prepared comprehensive
and project-specific documents over the past 15 years that address the traffic potential of this large-scale master planned community in the southwest quadrant of the City. While it
is expected that the Thurston Highlands project would have a measurable impact on the City’s transportation system, local and regional transportation corridors have been identified to
accommodate this significant development as well as other anticipated growth in the area not associated with Thurston Highlands. Even with these planned corridors and transportation
improvements in place, project-specific impacts would be realized and mitigation measures will be necessary to accommodate new traffic from the Thurston Highlands development.
The Thurston Highlands Master Planned Community is proposed to be constructed over a 10 to 30-year period, and will be developed in distinct project phases. Overall, the project will
add approximately 5,345 evening PM peak hour trips and 64,000 daily trips on the local and regional transportation system. Given the large scale of this development proposal and the
projected timeline to reach the full build-out potential, specific mitigation measures have only been identified for the initial two development phases.
The Thurston Highlands Master Planned Community TIA has addressed project-related impacts for two development horizons: 2012 (Phase 1) and 2015 (Phase 2). Based on the results of the
technical analyses, each of these development phases would have a measurable impact on the existing transportation network. In order to adequately mitigate these impacts, specific measures
have been identified for these development horizons.
To assist public service providers with planning for early stages of development within Thurston Highlands, a Phase 1 development concept has been quantitatively described (see Draft
EIS Section 2.5.3). Future phases are more conceptual in nature. Phase 2 will be further refined during build-out of Phase 1. Based on the Phase 1 development concept, mitigation can
be more definitive and specific to the proposed action. However, because of the time duration and scale of subsequent phases, potential mitigation measures have been listed and quantified,
but with less certainty that these specific measures will address the full impact of Phase 2 and beyond. Therefore, after each development phase, the project proponent will update the
TIA and assess the impacts based on traffic conditions at the time of the development application. Each updated TIA will be used to identify appropriate mitigation measures and network
strategies.
The mitigation measures listed below are categorized into four types of developer contributions and responsibilities. Each of these types is described briefly below, and the mitigation
that follows for the project is organized according to these types:
Developer-Funded Offsite Infrastructure Improvements – Improvements that are required to meet current level of service and concurrency standards if the proposed development creates
impacts that affect service levels, safety and/or operational constraints. The following thresholds will be evaluated and considered when requiring fully-funded improvements by the developer:
The percentage of site traffic to the total intersection or link is greater than 3 percent
LOS is below adopted standards and can be mitigated to acceptable levels
Intersection approach legs operating below adopted LOS standards, where specific improvement can mitigate back to pre-development conditions.
Site Access and Circulation Improvements – Street and intersection improvements to accommodate internal site access and circulation. These requirements often include provisions for future
street connections and corridors linking to adjacent developable properties and identified transportation routes listed in the City’s comprehensive planning documents.
Traffic Mitigation Fees – Traffic mitigation fees paid in accordance with applicable City and County policies, including WSDOT pro-rata programs for identified highway corridor improvements.
If a developer-funded improvement is contained within the project list, it is eligible for a credit from the mitigation fee.
Developer Proportionate-Share Contributions – Voluntary contributions made to specific City, County or WSDOT improvements that are needed to maintain an acceptable LOS and operational
conditions. These contributions will be considered if one of the following conditions occurs:
The percentage of site traffic is less than 3 percent of total traffic at the intersection or roadway link. This level of traffic increase is not considered a significant impact of the
project, but the development has a proportional responsibility to pay its share of planned improvements.
Project improvements are required to accommodate future development phases, but not at the time of the current project application.
Projects are listed in the agency’s Capital Facilities Plan (CFP).
The following mitigation measures have been identified as necessary to accommodate traffic resulting from the proposed Thurston Highlands Master Planned Community. Mitigation is organized
according to the types described above. Mitigation has been segregated by project phase, and is most specific for Phase 1.
3.17.7.1 Phase 1 Development: 2012
City of Yelm
Developer-Funded Off-site Infrastructure Improvements
Longmire/SR 510 Intersection
Install fully-actuated 8-phase traffic signal system
Install signal interconnect system to link the Killion Road and First Street intersections
Install left-turn lanes on Longmire Street or northbound right-turn lane (based on signal performance, WSDOT input).
Cullens/SR 510 (Yelm Ave) Intersection
Install northbound right-turn lane on Cullens (Berry Valley Road).
93rd Avenue SE/SR 510 (Yelm Ave) Intersection
Install northbound right-turn lane on 93rd Avenue SE.
Mosman Road/SR 507 (First Street)
Install signal or roundabout.
Realign intersection, provide channelization for signal system.
This improvement is a mitigation requirement for other projects; however, if it is not completed prior to Thurston Highlands Phase 1 development, the Thurston Highlands applicant will
be required to construct the improvement.
Mosman Road
Realign and upgrade Mosman Road to Collector street standards between SR 507 and Longmire.
As with Improvement #4, above, this improvement is a mitigation requirement for other projects; however, if it is not completed prior to Thurston Highlands Phase 1 development, the
Thurston Highlands applicant will be required to construct the improvement.
Traffic Mitigation Fees
The applicant shall pay the City of Yelm Transportation Facility Charge adopted at the time of Building Permit issuance, per Section 15.40.030 YMC. The Yelm City Council establishes
the transportation facility charge (TFC) annually as part of the adoption of the most current six-year Transportation Improvement Program (STIP). The TFC is applicable City-wide.
Yelm Traffic Facility Charge
Pay TFC for Phase 1 development.
SR 510 North Loop (Y3) Mitigation Fee
Pay mitigation fee for future SR 510 North Loop based on future adoption by the City Council of a City-wide fee for the corridor.
Thurston County/WSDOT
Developer-Funded Off-Site Infrastructure Improvements
SR 510/Reservation Road Intersection
Install southbound right-turn lane on Reservation Road (existing through-lane will become left-turn lane onto SR 510).
SR 510/Yelm Highway Intersection
Install traffic signal system.
Developer Proportionate-Share Contributions
SR 507/Vail Road
Pay proportionate-share cost for northbound right-turn lane on Vail Road.
SR 702/Harts Lake Road Intersection
Pay proportionate-share cost for eastbound right-turn lane on SR 702.
Old Pacific Hwy/Reservation Road
Pay proportionate-share cost for westbound right-turn lane on Reservation Road.
SR 507/Manke Road
Pay proportionate-share cost toward eastbound left-turn lane and westbound right-turn lane on Manke Road; left-turn channelization on SR 507; and southbound right-turn lane on SR 507.
Old Pacific Hwy/Kuhlman Road Intersection
Pay proportionate-share cost towards northbound left-turn lane and eastbound right-turn lane channelization.
3.17.7.2 Phase 2 Development: 2015
Mitigation measures listed below for Thurston Highlands Phase 2 will be verified upon the analysis provided by the developer in an updated TIA and SEPA/land-use approval at the time
of Phase 2 development applications.
City of Yelm
Developer-Funded Off-Site Infrastructure Improvements
Longmire/SR 510 Intersection
Install dual westbound left-turn lane and rebuild traffic signal.
Cullens/SR 510 (Yelm Ave) Intersection
Install eastbound right-turn lane on SR 510.
SR 510 North Loop (Y3)/Killion Road
Install left-turn lane on Killion Road .
This improvement is a mitigation requirement for other projects; however, it if is not in-place by Phase 2 of the Thurston Highlands development, the Thurston Highlands applicant will
be required to construct it.
Traffic Mitigation Fees
The applicant shall pay the City of Yelm Transportation Facility Charge adopted at the time of Building Permit issuance, per Section 15.40.030 YMC.
SR 507/Tahoma Blvd Access
Extend Tahoma Blvd to SR 507 with 2-lane connection.
Install northbound left-turn channelization on SR 507.
Provide separate eastbound left- and right-turn lanes for site ingress/egress.
Yelm Traffic Facility Charge
Pay TFC for Phase 2 development.
SR 510 North Loop (Y3) Mitigation Fee
Pay mitigation fee for future SR 510 North Loop based on future adoption by the City Council of a City-wide fee for the corridor.
Thurston County/WSDOT
Developer-Funded Off-Site Infrastructure Improvements
Proportionate-share contributions required for Phase 1 mitigation listed above would be applied to the following projects not already constructed.
SR 510/Old Pacific Hwy
Install fully-actuated traffic signal system and required channelization.
SR 507/Manke Road
Install eastbound left-turn lane and westbound right-turn lane on Manke Road
Install left-turn channelization on SR 507
Install southbound right-turn lane on SR 507.
SR 510/Reservation Road Intersection
Install fully-actuated traffic signal system and channelization upgrades.
SR 507/Vail Road
Install fully-actuated traffic signal system and channelization if not already installed following Phase 1.
SR 510/Yelm Highway Intersection
Install dual westbound left-turn lane and rebuild traffic signal system.
SR 702/Harts Lake Road Intersection
Install eastbound right-turn lane on SR 507.
Old Pacific Hwy/Reservation Road
Install westbound right-turn lane on Reservation Road.
Old Pacific Hwy/Kuhlman Road Intersection
Install northbound left-turn lane and eastbound right-turn lane channelization.
Developer Proportionate-Share Contributions
Manke Road
Pay proportionate-share costs toward roadway upgrades to rural collector including structural upgrades to pavement section.
SR 702/SR 7 Intersection
Pay proportionate share for roundabout or fully-actuated traffic signal, including necessary channelization improvements.
Tables 3.17.7-1 and 3.17.7-2 summarize Thurston Highlands mitigation measures for conceptual 2012 Phase 1 and 2015 Phase 2 development.
Table 3.17.7-1. Thurston Highlands Phase 1 mitigation: 2012 (Shea Carr & Jewel 2008).
Improvement
Agency
Mitigation Funding Type
% Site Traffic of Total/ Entering Traffic
Mitigation Strategy
Longmire/SR 510 Intersection
City of Yelm
Developer Funded
10.34%
Install fully-actuated 8-phase traffic signal system.
Install signal interconnect system to link the Killion Road and First Street intersections.
Install left-turn lanes on Longmire Street or northbound right-turn lane (based on signal performance, WSDOT input).
Cullens/SR 510 Intersection
City of Yelm
Developer Funded
1.64%
Install northbound right-turn lane on Cullens Road (Berry Valley Road).
93rd Avenue SE/
SR 510 intersection
City of Yelm
Developer Funded
16.88%
Install northbound right-turn lane on 93rd Avenue SE.
Mosman Road/SR 507 (First Street)
City of Yelm
Developer Funded
11.15%
Install signal or roundabout.
Realign intersection, provide channelization for signal system.
Mosman Road
City of Yelm
Developer Funded
17.28%
Realign and upgrade Mosman Road to Collector street standards between SR 507 and Longmire.
SR 507/Tahoma Blvd access
City of Yelm
Site Access & Circulation
100%
Complete site access connection by extending Tahoma Blvd. to SR 507
Install northbound left-turn channelization on SR 507.
Provide separate eastbound left and right-turn lanes for site ingress/egress.
SR 510/Reservation Road intersection
Thurston County /WSDOT
Developer Funded
7.16%
Install southbound right-turn lane on Reservation Road (existing through lane will become left-turn lane onto SR 510).
SR 510/Yelm Highway intersection
Thurston County /WSDOT
Developer Funded
3.53%
Install traffic signal system.
SR 507/Vail Road
Thurston County /WSDOT
Proportionate Share Contribution
3.05%
Pay proportionate-share cost for northbound right-turn lane on Vail Road.
SR 702/Harts Lake Road intersection
Thurston County /WSDOT
Proportionate Share Contribution
6.67%
Pay proportionate-share cost for eastbound right-turn lane on SR 702.
Old Pacific Hwy/Reservation Road
Thurston County
Proportionate Share Contribution
5.71%
Pay proportionate-share cost for westbound right-turn lane on Reservation Road.
SR 507/Manke Road
Thurston County /WSDOT
Proportionate Share Contribution
11.74%
Pay proportionate-share cost towards eastbound left-turn lane and westbound right-turn lane on Manke Road; left-turn channelization on SR 507, and southbound right-turn lane on SR 507.
Old Pacific Highway/Kuhlman Road intersection
Thurston County
Proportionate Share Contribution
4.98%
Pay proportionate-share cost towards northbound left-turn lane and eastbound right-turn lane channelization .
Table 3.17.7-2. Thurston Highlands Phase 2 mitigation: 2015 (Shea Carr & Jewell 2008).
Improvement
Agency
Mitigation Funding Type
% Site Traffic of Total/ Entering Traffic
Mitigation Strategy
Longmire/SR 510 intersection
City of Yelm
Developer Funded
36.84%
Install dual westbound left-turn lane and rebuild traffic signal.
Cullens/SR 510 intersection
City of Yelm
Developer Funded
8.61%
Install eastbound right-turn lane on SR 510.
SR 510 Loop (THE SR 510 NORTH LOOP)/Killion Road
City of Yelm
Developer Funded
29.68%
Install left-turn lane on Killion Road.
SR 510/Old Pacific Highway
Thurston County /WSDOT
Developer Funded
17.18%
Install fully-actuated traffic signal system and required channelization.
SR 507/Manke Road
Thurston County /WSDOT
Developer Funded
42.01%
Install eastbound left-turn lane and westbound right-turn lane on Manke Road
Install left-turn channelization on SR 507
Install southbound right-turn lane on SR 507.
SR 510/Reservation Road
Thurston County /WSDOT
Developer Funded
20.76%
Install fully-actuated traffic signal system and channelization upgrades.
SR 507/Vail Road
Thurston County /WSDOT
Developer Funded
9.40%
Install fully-actuated traffic signal system and channelization if not already installed following Phase 1.
SR 510/Yelm Highway intersection
Thurston County /WSDOT
Developer Funded
18.76%
Install dual westbound left-turn lane and rebuild traffic signal system.
SR 702/Harts Lake Road intersection
Thurston County /WSDOT
Developer Funded
18.97%
Install eastbound right-turn lane on SR 507.
Old Pacific Hwy/Reservation Road
Thurston County
Developer Funded
20.76%
Install westbound right-turn lane on Reservation Road.
Old Pacific Hwy/Kuhlman Road
Thurston County
Developer Funded
18.35%
Install northbound left-turn lane and eastbound right-turn lane channelization.
Manke Road
Thurston County
Proportionate Share Contribution
55.93%
Pay proportionate-share costs towards roadway upgrades to rural collector including structural upgrades to pavement section.
SR 702/SR 7 Intersection
Pierce County /WSDOT
Proportionate Share Contribution
Pay proportionate-share for roundabout or fully-actuated traffic signal, including necessary channelization improvements.
3.17.7.3 Full Build-Out: 2025
Specific mitigation measures to be required for full build-out of the Thurston Highlands Master Planned Community will be verified upon receipt and review of an updated Transportation
Impact Analysis and SEPA/land use approval at the time of application for phases of development beyond the year 2015.
3.17.8 Significant Unavoidable Adverse Impacts
The Thurston Highlands Master Planned Community will construct transportation improvements as conditions of its approval in order to mitigate impacts to transportation facilities and
operations. After each major phase of project development, a separate Transportation Impact Analysis (TIA) will be prepared to reassess project impacts in the context of actual traffic
conditions at that time - including traffic generated by regional growth, regional land use patterns, and the effect of transportation demand strategy policies on the regional level.
Each updated TIA will be used to identify appropriate mitigation measures and network strategies required to support proposed uses and the trip generation potential of the planned community.
These intermediate traffic reviews and assessments will ensure that no significant unavoidable adverse impacts will result from the project that cannot be adequately mitigated.