Thurston Highlands Preliminary DRAFT TIS
Thurston Highlands Master Planned Community Yelm, WA
Transportation Impact Study (Preliminary Draft - For Internal Team Review Only)
June 12, 2007
Prepared for:
Thurston Highlands, LLC
c/o SCA Consulting Group 4200 – 6th Avenue SE, Suite 301 Lacey, Washington 98503
Prepared by:
Transportation Engineering NorthWest, LLC
Transportation Engineering/Operations ( Impact Studies ( Design Services ( Transportation Planning/Forecasting Seattle Office: PO Box 65254 ( Seattle, WA 98155 ( Office/Fax (206)
361-7333 ( Toll Free (888) 220-7333 Eastside Office: 816 - 6th Street S ( Kirkland, WA 98033
Table of Contents
EXECUTIVE SUMMARY 1
INTRODUCTION 8
Description of Alternatives 9
EXISTING CONDITIONS 14
Roadway Conditions 14
Intersection Channelization and Traffic Control 16
Existing Traffic Volumes 23
Intersection Level of Service 23
High Accident Locations 30
Public Transportation Services 30
Nonmotorized Transportation Facilities 30
Planned Transportation Improvements 30
TRANSPORTATION IMPACTS 32
Baseline Transportation Network Assumptions 32
Baseline Travel Demand Forecasts 32
Trip Generation of Development 34
Trip Distribution and Assignment 37
Intersection Level of Service Impacts 48
2025 Arterial Roadway Capacity Thresholds 64
Site Access and Circulation 69
Public Transportation Impacts 69
Nonmotorized Transportation Impacts 70
School Safe Walk Routes 70
Transportation Concurrency 70
Construction Impacts 70
INFRASTRUCTURE MEASURES 71
Appendix A – Traffic Counts Appendix B – Future Traffic Volume Estimates
List of Figures and Tables
Figure 1: Project Site Vicinity 10
Figure 2: 2012 Phase I Buildout Area 11
Figure 3: 2015 Phase II Buildout Area 12
Figure 4: 2025 Full Build-out Conceptual Site Plan (Preferred Alternative) 13
Figure 5: Local Study Intersection Locations 17
Figure 6: Regional Study Intersection Locations 18
Figure 7: Existing Channelization and Traffic Control (Local Study Intersections) 19
Figure 8: Existing Channelization and Traffic Control (Regional #1-19) 20
Figure 9: Existing Channelization and Traffic Control (Regional #20-35) 21
Figure 10: Existing P.M. Peak Hour Traffic Volumes (Local Study Intersections) 24
Figure 11: Existing P.M. Peak Hour Traffic Volumes (Regional #1-19) 25
Figure 12: Existing P.M. Peak Hour Traffic Volumes (Regional #20-35) 26
Figure 13: 2012 Phase I Project Trip Distribution (Local) 38
Figure 14: 2015 Phase II Project Trip Distribution (Local) 39
Figure 15: 2012 Phase I Project Trip Distribution (Regional) 40
Figure 16: 2015 Phase II Project Trip Distribution (Regional) 41
Figure 17: 2012 Phase I P.M. Peak Hour Project Trip Assignment (Local) 42
Figure 18: 2012 Phase II P.M. Peak Hour Project Trip Assignment (Regional #1-19) 43
Figure 19: 2012 Phase I P.M. Peak Hour Project Trip Assignment (Regional #20-35) 44
Figure 20: 2015 Phase II P.M. Peak Hour Project Trip Assignment (Local) 45
Figure 21: 2015 Phase II P.M. Peak Hour Project Trip Assignment (Regional #1-19) 46
Figure 22: 2015 Phase II P.M. Peak Hour Project Trip Assignment (Regional #20-35) 47
Figure 23: 2012 Phase I P.M. Peak Hour Traffic Volume Impacts (Local) 51
Figure 24: 2012 Phase I P.M. Peak Hour Traffic Volume Impacts (Regional #1-19) 52
Figure 25: 2012 Phase I P.M. Peak Hour Traffic Volume Impacts (Regional #20-35) 53
Figure 26: 2015 Phase II P.M. Peak Hour Traffic Volume Impacts (Local) 54
Figure 27: 2015 Phase II P.M. Peak Hour Traffic Volume Impacts (Regional #1-19) 55
Figure 28: 2015 Phase II P.M. Peak Hour Traffic Volume Impacts (Regional #20-35) 56
Figure 29: Local Arterial Roadway Locations 65
Figure 30: Regional Arterial Roadway Locations 66
Table 1: Level of Service Criteria for Signalized and Unsignalized Intersections 27
Table 2: Existing P.M. Peak Intersection Level of Service (Local) 28
Table 3: Existing P.M. Peak Intersection Level of Service (Regional) 29
Table 4: 2012 Phase I Project Trip Generation 35
Table 5: 2015 Phase II Net Project Trip Generation 36
Table 6: 2025 Phase III Full Build-out Trip Generation of DEIS Alternatives 37
Table 7: 2012 & 2015 P.M. Peak Intersection Level of Service Impacts (Local) 49
Table 8: 2012 & 2015 P.M. Peak Intersection Level of Service Impacts (Regional) 50
Table 9: 2025 Arterial Roadway Location Impacts 67
EXECUTIVE SUMMARY
This report documents an evaluation of transportation impacts associated with development of approximately 1,200 acres of a mixed-use residential Master Planned Community (MPC) known
as Thurston Highlands in Yelm, WA. The development would be constructed in phases, with major milestones in 2012 and 2015. Final build-out anticipated is anticipated by 2025.
The following three alternatives were analyzed as part of this transportation impact study:
2012 – Phase I without Y-3 North Yelm Loop. Phase I would involve the construction of 970 single-family homes and 130 condominiums/townhouses (totaling 1,100 residential units) by 2012.
2015 – Phase II with Y-3 North Yelm Loop. Phase II would construct a total of approximately 1,500 additional residential units; with 1,300 single-family homes and 200 condominiums/townhouses,
and would also include a 100,000 square foot neighborhood retail shopping center by 2015.
2025 – Phase III with Y-3 North Yelm Loop. Full build-out of the project would comprise the remaining 1,112 single-family homes and 1,288 condominiums/townhouses (a total of 2,400 residential
units), an additional 725,000 square feet in neighborhood retail shopping uses, and 135,000 square feet of general office space by 2025.
Detailed trip generation estimates were prepared for future conditions with the development in 2012, 2015, and 2025. A future transportation network without construction of the Y-3
North Yelm Loop was assumed for 2012, but included the Y-3 North Yelm Loop in 2015. Impacts were evaluated at 21 local study intersections and 35 regional study intersections in 2012
and 2015. An arterial roadway capacity threshold analysis was conducted in 2025 to evaluate full buildout of the site.
2012 Phase I
In 2012 without Thurston Highlands, 7 local study intersections and 8 regional study intersections would operate at LOS F, and 2 local study intersections and 1 regional study intersection
would operate at LOS E. In 2012 with the Phase I of Thurston Highlands, 9 local study intersections and 9 regional study intersections would operate at LOS F, and 2 local study intersections
and 2 regional study intersections would operate at LOS E.
2015 Phase II
In 2015 without Thurston Highlands, 4 local study intersections and 9 regional study intersections would operate at LOS F, and 1 local study intersection and 4 regional study intersections
would operate at LOS E. In 2015 with the Phase II of Thurston Highlands, 8 local study intersections and 14 regional study intersections would operate at LOS F, and 3 local study intersections
and 2 regional study intersections would operate at LOS E.
2025 Phase III
There are forecasted to be 5 local arterial roadway locations over capacity with or without Thurston Highlands in 2025. On regional arterial roadway locations that would serve the study
area in 2025, there are forecasted to be 2 arterial segments over capacity without Thurston Highlands, and 3 arterial segments over capacity with Thurston Highlands.
Conclusions
There exists today and will be in the future a moderate to high level of background traffic that travels in the vicinity of the site area. Considerable transportation infrastructure
would need to be constructed without development of Thurston Highlands to accommodate this forecasted growth. Potential baseline transportation improvements include:
2012 Baseline
Local Study Intersections
Intersection #2 – SR 510 (Yelm Avenue) at 93rd Avenue. Provide a two-way, center left-turn lane onto SR 510 (Yelm Avenue) for the intersection to operate at LOS D.
Intersection #3 – SR 510 (Yelm Avenue) at Mountain View Road. Construct a two-way, center left-turn lane onto SR 510 (Yelm Avenue) for the intersection to operate at LOS D.
Intersection #5 – SR 510 (Yelm Avenue) at Cullens Road. Install a fully-actuated traffic signal with eastbound/westbound left-turn permitted+protected phasing for the intersection to
operate at LOS B.
Intersection #6 – SR 510 (Yelm Avenue) at Longmire Street. Install a fully-actuated traffic signal with eastbound/westbound left-turn permitted+protected phasing for the intersection
to operate at LOS C.
Intersection #7 – SR 510 (Yelm Avenue) at Edwards Street. Install a fully-actuated traffic signal with eastbound/westbound left-turn permitted+protected phasing for the intersection
to operate at LOS C.
Intersection #8 – SR 510 (Yelm Avenue) at 1st Street/SR 507. Install a fully-actuated traffic signal, provide separate left, through, and right-turn lanes at all legs of the intersection,
northbound/southbound left-turn permitted+protected phasing, and northbound/southbound right-turn permitted+over phasing. This intersection would operate at LOS D.
Intersection #11 – SR 507 (Yelm Avenue) at Clark Avenue. Change northbound/southbound left-turn phasing to permitted. This intersection would operate at LOS C.
Intersection #12 – SR 507 (Yelm Avenue) at Bald Hills Road/NE Creek Street. Change northbound/southbound left-turn phasing to permitted+protected, construct northbound/southbound right-turn
lanes, and provide permitted+over phasing for all right-turns at the intersection. This intersection would operate at LOS D.
Intersection #13 – SR 507 at Grove Road. Construct a two-way, center left-turn lane onto SR 507 for the intersection to operate at LOS D.
Regional Study Intersections
Intersection #7 – SR 510 at Old Pacific Highway SE. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS D.
Intersection #11 – SR 510 at Reservation Road. Install a fully-actuated traffic signal for this intersection to operate at LOS B.
Intersection #12 – SR 510 at Yelm Highway SE. Install a fully-actuated traffic signal and an additional through lane in the eastbound/westbound direction for this intersection to operate
at LOS D.
Intersection #13 – SR 507 at Vail Road SE. Install a fully-actuated traffic signal, provide an additional through lane in the eastbound/westbound direction, and separate northbound
left- and right-turn lanes for this intersection to operate at LOS D.
Intersection #20 – SR 507 at Center Avenue. Construct a two-way, center left-turn lane onto SR 507 for the intersection to operate at LOS C.
Intersection #21 – SR 510 at Minnesota Avenue. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS C.
Intersection #33 – SR 510 at Muk Sut Wei Drive. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS C.
Intersection #34 – SR 7 at SR 702. Install a roundabout or fully-actuated traffic signal for the intersection to operate at LOS D or better.
Intersection #35 – I-5 NB Ramps at U.S. 12. Install a roundabout or fully-actuated traffic signal for the intersection to operate at LOS D or better.
2012 with Thurston Highlands Phase I
Local Study Intersections
Intersection #1 – SR 510 (Yelm Avenue) at Burnett Road. Construct a two-way, center left-turn lane onto SR 510 (Yelm Avenue) for this intersection to operate at LOS B.
Intersection #2 – SR 510 (Yelm Avenue) at 93rd Avenue. Install a fully-actuated traffic signal with eastbound/westbound permitted+protected left-turn phasing for the intersection to
operate at LOS D.
Intersection #6 – SR 510 (Yelm Avenue) at Longmire Street. Provide an additional through lane in the eastbound/westbound direction. This intersection would operate at LOS B.
Intersection #8 – SR 510 (Yelm Avenue) at 1st Street/SR 507. In addition to without project improvements, change eastbound/westbound right-turn phasing to permitted+over for the intersection
and add additional lane in any direction for this intersection to operate at LOS D or better.
Regional Study Intersections
Intersection #7 – SR 510 at Old Pacific Highway SE. The installation of a two-way, center left-turn lane onto SR 510 without the project would make this intersection operate at LOS
E with the project. The installation of a fully actuated traffic signal would improve operations to LOS B.
Intersection #9 – Old Pacific Highway SE at Kuhlman Road SE. Construct a two-way, center left-turn lane onto Old Pacific Highway SE. This intersection would operate at LOS C.
Intersection #12 – SR 510 at Yelm Highway SE. Provide double westbound left-turn lanes for this intersection to operate at LOS D with the project in 2012.
Intersection #25 – Nisqually Road at I-5 SB Ramps. Construct a two-way, center left-turn lane onto Nisqually Road. This intersection would operate at LOS D.
2015 Baseline
Local Study Intersections
Intersection #5 – SR 510 (Yelm Avenue) at Cullens Road. Install a fully-actuated traffic signal with eastbound/westbound left-turn permitted+protected phasing for the intersection to
operate at LOS B.
Intersection #6 – SR 510 (Yelm Avenue) at Longmire Street. Install a fully-actuated traffic signal with eastbound/westbound left-turn phasing of permitted+protected for the intersection
to operate at LOS B.
Intersection #7 – SR 510 (Yelm Avenue) at Edwards Street. Construct a two-way, center left-turn lane onto SR 510 (Yelm Avenue) for the intersection to operate at LOS C.
Intersection #8 – SR 510 (Yelm Avenue) at 1st Street/SR 507. Install a fully-actuated traffic signal and provide separate left, through, and right-turn lanes at all legs of the intersection
for the intersection to operate at LOS D.
Intersection #13 – SR 507 at Grove Road. Construct a two-way, center left-turn lane onto SR 507 for the intersection to operate at LOS C.
Regional Study Intersections
Intersection #3 – SR 510 (Marvin Road E) at Martin Way SE. Provide double eastbound right-turn lanes for the intersection to operate at LOS D.
Intersection #4 – SR 510 (Marvin Road E) at Steilacoom Road SE. Construct a southbound right-turn only lane for the intersection to operate at LOS D.
Intersection #7 – SR 510 at Old Pacific Highway SE. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS C.
Intersection #9 – Old Pacific Highway SE at Kuhlman Road SE. Construct a two-way, center left-turn lane onto Old Pacific Highway SE for the intersection to operate at LOS C.
Intersection #11 – SR 510 at Reservation Road. Install a fully-actuated traffic signal for this intersection to operate at LOS B.
Intersection #12 – SR 510 at Yelm Highway SE. Install a fully-actuated traffic signal and an additional through lane in the eastbound/westbound direction for this intersection to operate
at LOS D.
Intersection #13 – SR 507 at Vail Road SE. Install a fully-actuated traffic signal, provide an additional through lane in the eastbound/westbound direction, and separate northbound
left- and right-turn lanes for this intersection to operate at LOS D.
Intersection #20 – SR 507 at Center Avenue. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS C.
Intersection #21 – SR 510 at Minnesota Avenue. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS C.
Intersection #25 – Nisqually Road at I-5 SB Ramps. Construct a two-way, center left-turn lane onto Nisqually Road. This intersection would operate at LOS D.
Intersection #33 – SR 510 at Muk Sut Wei Drive. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS C.
Intersection #34 – SR 7 at SR 702. Install a roundabout or fully-actuated traffic signal for the intersection to operate at LOS D or better.
Intersection #35 – I-5 NB Ramps at U.S. 12. Install a roundabout or fully-actuated traffic signal for the intersection to operate at LOS D or better.
2015 with Thurston Highlands Phase II
Local Study Intersections
Intersection #2 – SR 510 (Yelm Avenue) at 93rd Avenue. Construct a two-way, center left-turn lane onto SR 510 (Yelm Avenue). This intersection would operate at LOS C.
Intersection #3 – SR 510 (Yelm Avenue) at Mountain View Road. Construct a two-way, center left-turn lane onto SR 510 (Yelm Avenue). This intersection would operate at LOS C.
Intersection #6 – SR 510 (Yelm Avenue) at Longmire Street. In addition to installing a fully-actuated traffic signal, provide separate northbound left, through, and right lanes and
double westbound left-turn lanes. This intersection would operate at LOS D.
Intersection #7 – SR 510 (Yelm Avenue) at Edwards Street. The installation of a two-way, center left-turn lane onto SR 510 under conditions without the project would make this intersection
operate at LOS F with the project. The installation of a fully actuated traffic signal would improve operations to LOS C.
Intersection #8 – SR 510 (Yelm Avenue) at 1st Street/SR 507. In addition to improvements identified previously, change northbound/southbound left-turn phasing to permitted+protected.
This intersection would operate at LOS D.
Intersection #12 – SR 507 (Yelm Avenue) at Bald Hills Road/NE Creek Street. Change northbound/southbound left-turn phasing to permitted+protected. This intersection would operate at
LOS D.
Intersection #14 – SR 507 at Mosman Avenue. Optimize the signal cycle length from 60 seconds to 80 seconds. This intersection would operate at LOS D.
Intersection #15 – Longmire Street at Terra Glen Street. Provide a two-way, center left-turn lane onto Longmire Street for the intersection to operate at LOS C.
Intersection #19 – Y-3 North Yelm Loop at Killion Road. Construct a two-way, center left-turn lane onto the Y-3 North Yelm Loop. This intersection would operate at LOS C.
Regional Study Intersections
Intersection #16 – SR 507 at Manke Road SE. Provide a two-way, center left-turn lane onto SR 507. This intersection would operate at LOS C.
Intersection #21 – SR 510 at Minnesota Avenue. In addition to a two-way, center left-turn lane onto SR 510, provide an eastbound left-turn only lane for the intersection to operate
at LOS C.
Intersection #25 – Nisqually Road at I-5 SB Ramps. Install a fully actuated traffic signal or a roundabout for this intersection to operate at LOS D or better.
Intersection #30 – SR 702 at Harts Lake Road. Construct a two-way, center left-turn lane onto SR 702. This intersection would operate at LOS C.
Intersection #32 – SR 510 at Muk Sut Wei Drive. Install a fully actuated traffic signal with an eastbound approach of a left-turn only lane, two through lanes, and a righ-turn only
lane. Provide a westbound left-turn only lane. This intersection would operate at LOS C.
Intersection #33 – SR 510 at Muk Sut Wei Drive. In addition to a two-way, center left-turn lane onto SR 510, provide an eastbound left-turn only lane for the intersection to operate
at LOS C.
2025 Baseline
Local Arterial Roadway Locations
#1b (new Y-3 North Yelm Loop east of SR 510). Provide a two-way, center left-turn lane onto the new Y-3 North Yelm Loop or provide two travel lanes in each direction.
#1c (SR 510 northwest of new Y-3 North Yelm Loop). Provide a two-way, center left-turn lane onto SR 510 or provide two travel lanes in each direction.
#2b (SR 510 between Killion Road and Cullens Road). Provide a two-way, center left-turn lane onto SR 510 or provide two travel lanes in each direction.
#3b (general location on SR 507 at Clark Avenue). Provide a two-way, center left-turn lane onto SR 510 or provide two travel lanes in each direction.
#3d (general location on SR 507 at Mosman Avenue). Provide a two-way, center left-turn lane onto SR 507 or provide two travel lanes in each direction.
Regional Arterial Roadway Locations
#2b (SR 510 east of Yelm Highway SE). Provide two travel lanes in each direction.
#3 (SR 507 between Vail Road SE and SR 702). Provide two travel lanes in each direction.
2025 with Thurston Highlands Phase II (Buildout of Site)
Local Arterial Roadway Locations
No improvements are anticipated to be necessary to local area roadway locations with development of the remaining elements of Phase III.
Regional Arterial Roadway Locations
#2a (Old Pacific Highway SE between SR 510 and Reservation Road). Provide a two-way, center left-turn lane onto Old Pacific Highway SE.
Site Access
It is recommended that the Intersection #21 - SR 507 at Tahoma Terra Boulevard site access connection to the south be constructed at the completion of Phase I in 2012. This intersection
should be constructed to provide separate exiting eastbound left- and right-turn lanes, separate northbound left- and through-lanes, and a single lane approach in the southbound direction.
Public Transportation
The applicant would with Intercity Transit to provide for bus stops, shelters, pullouts, and layover space for future flexible and fixed route transit service within and through the
project site. Future construction of XXX-stall park-and-ride facility proposed within the project would also provide for ridesharing in both carpool and vanpool modes as well as provide
for other transit amenities within the project area.
Nonmotorized Transportation
Infrastructure improvements within the proposed development would include full curbs, gutters, and raised sidewalks on all new roadways and a separated trail system throughout the project.
Proposed site access across the Yelm-Tenino regional trail adjacent to SR 507 would be accommodated via an at-grade signalized crossing on SR 507.
School Safe Walk Routes
It is recommended that the applicant work with the Yelm School District to provide appropriate school bus stop locations within the project site and provide for appropriate crossing
treatments within future school zones within residential neighborhoods of Thurston Highlands.
INTRODUCTION
This study summarizes transportation impacts associated with the proposed Thurston Highlands development. This study documents transportation impacts associated with development alternatives
of this site area, including:
Assessment of existing conditions through field reconnaissance and review of existing planning documents.
Estimation of weekday vehicular a.m. peak hour trips, p.m. peak hour trips and daily trips generated by the proposed action in 2012 and 2015.
Assignment of weekday p.m. peak hour project trips onto the existing roadway network in the immediate vicinity in 2012 and 2015.
Evaluation of p.m. peak level of service (LOS) impacts at 21 local study intersections and 35 regional study intersections in 2012 and 2015.
Assessment of p.m. peak level of service (LOS) impacts, including additional analysis for access to the south of the project site in 2015.
Estimation of weekday p.m. peak hour forecasted traffic volumes in 2025.
Analysis of arterial roadway location impacts in 2025.
Assessment of site access and circulation issues.
Analysis of public transportation, nonmotorized transportation, and school safe walking route impacts.
Documentation of transportation concurrency.
Identification of mitigation measures to maintain acceptable levels of mobility and safety based upon the City of Yelm, City of Lacey, Thurston County, Pierce County and Washington State
Department of Transportation (WSDOT) standards and guidelines.
Description of Alternatives
The Thurston Highlands site is generally located south of SR 510 and west of SR 507 in southwest Yelm, Washington. As part of a Draft Environmental Impact Statement (DEIS), three different
land use alternatives were considered, including:
Preferred Alternative (Hybrid of Traditional and Urban Village alternatives). Up to 5,000 residential homes (approximately 3,382 single-family homes and 1,618 multifamily units), 825,000
square-feet of neighborhood retail uses, and approximately 135,000 square-feet of office.
Traditional Development Alternative. Up to 5,000 residential homes (approximately 4,280 single-family homes and 720 multifamily units), 480,000 square-feet of neighborhood retail uses,
and approximately 150,000 square-feet of office.
Urban Village Alternative. Up to 5,000 residential homes (approximately 1,868 single-family homes and 3,132 multifamily units), 850,000 square-feet of neighborhood retail uses, and
approximately 620,000 square-feet of office.
The site area and vicinity are shown in Figure 1.
Under the Preferred Alternative, development would be constructed in phases with Phase I build-out anticipated for 2012, Phase II build-out expected in 2015, and Phase II (full build-out)
in 2025. Specific elements for each phase of buildout under this Alternative includes the following (conceptual site plans are shown in Figures 2 through 4):
2012 - Phase I Residential without Y-3 North Yelm Loop – Phase I would involve the construction of 970 single-family homes and 130 condominiums/townhouses for a total of 1,100 residential
units. Site access would be provided via the following main site access points: SR 510 at Killion Road, SR 510 at Berry Valley Road/Cullens Street, SR 510 at Longmire Street, and SR
507 at Mosman Avenue.
2015 - Phase II Mixed-Use with Y-3 North Yelm Loop – Phase II would construct a total of approximately 1,500 additional residential units; with 1,300 single-family homes and 200 condominiums/townhous
s, and would also include a 100,000 square foot neighborhood retail shopping center. Site access would be provided via the following main site access points: SR 510 at Killion Road,
SR 510 at Berry Valley Road/Cullens Street, SR 510 at Longmire Street, and SR 507 at Mosman Avenue.
2025 – Phase III with Y-3 North Yelm Loop (Full Buildout) – Full build-out of the project would comprise the remaining 1,112 single-family homes and 1,288 condominiums/townhouses (a
total of 2,400 residential units), an additional 725,000 square feet in neighborhood retail shopping uses, and 135,000 square feet of general office space. Main site access points would
be the same as in Alternatives 1 and 2, with additional access to the south via SR 507 at Tahoma Terra Boulevard and to the north via SR 510 at 93rd Avenue.
Figure 1: Project Site Vicinity
Figure 2: 2012 Phase I Buildout Area
Figure 3: 2015 Phase II Buildout Area
Figure 4: 2025 Full Build-out Conceptual Site Plan (Preferred Alternative)
EXISTING CONDITIONS
This section describes existing transportation system conditions in the study area. It includes an inventory of existing roadway conditions, intersection traffic control, traffic volumes,
intersection levels of service, high collision locations, public transportation services, non-motorized transportation facilities, and planned roadway improvements.
Roadway Conditions
The following paragraphs describe existing arterial roadways that would be used as major routes for site access. Roadway characteristics are described in terms of facility type, number
of lanes, posted speed limits and shoulder types and widths.
Local Roadways
Yelm Avenue (SR 510) is classified by the City of Yelm as a Major Arterial and by WSDOT as a Rural Minor Arterial. The roadway consists of 11- to 12-foot travel lanes and 4-foot paved
shoulders. Curbs, gutters and sidewalks are located along various parts of the roadway. Parking is provided on both sides of the roadway in the vicinity of 1st Street (SR 507). A
two-way center, left-turn lane is provided between Edwards Street and 1st Street (SR 507). The speed limit ranges from 25 mph east of to 35 mph west of Cullens Street.
Yelm Avenue (SR 507) is classified by the City of Yelm as a Major Arterial and by WSDOT as a Rural Minor Arterial. The roadway consists of 11- to 12-foot travel lanes and 4-foot paved
shoulders. Curbs, gutters and sidewalks are located along various parts of the roadway. Parking is provided on both sides of the roadway in the vicinity of 1st Street (SR 507). A
two-way center, left-turn lane is provided between 1st Street (SR 507) and Creek Street/Bald Hills Road. The speed limit ranges from 35 mph west of to 50 mph east of Grove Road.
1st Street (SR 507) is classified by the WSDOT as a Rural Minor Arterial and the City of Yelm as a Major Arterial. The roadway consists of two, 12-foot travel lanes, curbs, gutters,
sidewalks, or 4- to 6-foot paved shoulders along various parts of the street. The speed limit in the vicinity of Yelm Avenue (SR 507/SR 510) is 25 mph.
93rd Avenue SE is a two-lane Neighborhood Collector. The total pavement width is approximately 21 feet with o- to 4-foot gravel shoulders. The speed limit is posted at 25 mph.
Killion Road NW is classified as a two-lane Commercial Collector adjacent to commercially zoned areas and a Neighborhood Collector in other areas. Travel lanes are approximately 10
to 11 feet. Curbs, gutters, and sidewalks and/or 4-foot gravel shoulders are located along various parts of the roadway. The posted speed limit is 25 mph.
Berry Valley Road SW is classified by the City of Yelm as a Boulevard Swale. The roadway is unchannelized consisting of two lanes with parking provided along various parts of the roadway.
Rolled curbs, gutters, and sidewalks are located on both sides of the street. The speed limit is posted at 25 mph.
Cullens Road is a two-lane Neighborhood Collector. Travel lanes are 10 to 11 feet with 0- to 2-foot gravel shoulders south of Yelm Avenue (SR 510). North of Yelm Avenue (SR 510), curbs,
gutters, and sidewalks and/or 4-foot paved/gravel shoulders are located along various parts of the roadway. The posted speed limit is 25 mph.
Longmire Street SW is a two-lane roadway with 11-foot travel lanes, 5-foot bicycle lanes, curbs, gutters, and sidewalks. The City’s current classification of Longmire Street SW is as
a Local Commercial Access with future classification to be a Neighborhood Collector. The speed limit is posted at 25 mph.
1st Street NE is a two-lane Major Arterial. In the vicinity of Railway NE, the roadway consists of 10- to 11-foot travel lanes, 4-foot paved shoulders and a posted speed limit of 25
mph.
Mosman Avenue SE is a two-lane Neighborhood Collector with 10- to 11-foot travel lanes, 2- to 4-foot paved shoulders and 8-foot gravel shoulders for parking. The speed limit is posted
at 25 mph.
Bald Hills Road is a two-lane Urban Arterial. South of Yelm Avenue (SR 507), the roadway consists of 1-foot paved shoulders and 1- to 2-foot gravel shoulders. The posted speed limit
is 40 mph.
Regional Roadways
Marvin Road SE (SR 510) is classified by WSDOT as an Urban Principal Arterial. The roadway generally consists of four travel lanes with a two-way, center left-turn lane between I-5
and Pacific Avenue. Travel lanes are generally 12 feet with curbs, gutters, sidewalks, and bicycle lanes on both sides of the street. The speed limit is posted at 35 mph.
Martin Way SE is a four-lane Major Arterial in the City of Lacey. Travel lanes are generally 12 feet with curbs, gutters, sidewalks, and bicycle lanes on both sides of the street.
The posted speed limit is 40 mph.
Pacific Avenue SE is a two-lane Minor Arterial in the City of Lacey with 11- to 12-foot travel lanes, 4- to 8-foot paved shoulders, and a speed limit posted at 45 mph.
Nisqually Road is a two-lane Pierce County Secondary Arterial with approximate 11-foot travel lanes and 4-foot paved shoulders. The posted speed limit is 35 mph.
Old Pacific Highway in the vicinity of SR 510 is a two-lane Thurston County Arterial with 11- to 12-foot travel lanes, 4- to 8-foot paved shoulders, and 1- to 2-foot gravel shoulders.
The speed limit is posted at 50 mph.
Reservation Road is a two-lane Thurston County Collector consisting of 11- to 12-foot travel lanes, 4- to 6-foot paved shoulders, and 2- to 4-foot gravel shoulders. The posted speed
limit is 50 mph.
Mullen Road SE is a two-lane Thurston County Collector and a Minor Arterial in the City of Lacey with 11- to 12-foot travel lanes and 1- to 6-foot paved shoulders. The speed limit is
posted at 35 mph.
Yelm Highway SE in the vicinity of SR 510 is a two-lane Thurston County Arterial with 11- to 12-foot travel lanes, 4-foot paved shoulders, and posted speed limit of 50 mph. In the vicinity
of College Street (Rainer Road), the roadway consists of four travel lanes with curbs, gutters, sidewalks, bicycle lanes, and a speed limit posted at 40 mph.
SR 7 is classified by WSDOT as an Urban Principal Arterial. The roadway consists of 4 travel lanes with a two-way center, left-turn lane. Travel lanes are approximately 11 feet with
6-to 10-foot paved shoulders. The speed limit is posted at 40 mph in the vicinity of SR 507.
228th Street S is a two-lane Pierce County Secondary Arterial with 11- to 12-foot travel lanes, 2- to 4-foot gravel shoulders, and a posted speed limit of 35 mph.
SR 702 is classified by WSDOT as a two-lane Rural Minor Arterial. Travel lanes are 11 feet with 2- to 4-foot paved shoulders. The speed limit is posted at 55 mph.
40th Avenue S is a two-lane Pierce County Secondary Arterial with 0- to 1-foot gravel shoulders. The total pavement width is 22 feet. The posted speed limit is 35 mph.
Harts Lake Road is a two-lane Pierce County Secondary Arterial. Travel lanes are approximately 11 feet with 1- to 2-foot paved shoulders. The speed limit is posted at 45 mph.
Manke Road SE (Koeppen Road) is a two-lane Thurston County Local Access roadway. The total pavement width is 18 feet with 2-foot gravel shoulders. The posted speed limit is 35 mph.
Centre Street is a two-lane roadway within the City of Rainier consisting of curbs, gutters, and sidewalks along various parts of the south side of the street and 6- to 8-foot paved
shoulders on the north side of the street. The speed limit is posted at 25 mph.
College Street is a four-lane Major Arterial in the City of Lacey with a two-way, center left-turn lane. Curbs, gutters, sidewalks, and bicycle lanes are provided on both sides of the
street. The posted speed limit is 40 mph.
Rainier Road SE is a two-lane Thurston County Arterial with 11- to 12-foot travel lanes, 4- to 8-foot paved shoulders, and a 50 mph posted speed limit.
Old Highway 99N is a two-lane Thurston County Arterial with curbs, gutters, sidewalks, and 2- to 4-foot paved shoulders. The posted speed limit is 30 mph.
Highway 99S is a two-lane Thurston County Arterial with approximate 11-foot travel lanes and 1- to 4-foot paved shoulders. The speed limit is posted at 30 mph in the vicinity of SR
507.
Intersection Channelization and Traffic Control
There are a total of 21 local study intersections (16 existing and 5 future) and 35 regional study intersections (locations shown in Figures 5 and 6). Existing channelization and traffic
control are illustrated in Figures 7 through 9 for local and regional study intersections.
Figure 5: Local Study Intersection Locations
Figure 6: Regional Study Intersection Locations
Figure 7: Existing Channelization and Traffic Control (Local Study Intersections)
Figure 8: Existing Channelization and Traffic Control (Regional #1-19)
Figure 9: Existing Channelization and Traffic Control (Regional #20-35)
The 21 local study intersections include the following:
Yelm Avenue (SR 510) at Burnett Road
Yelm Avenue (SR 510) at 93rd Avenue
Yelm Avenue (SR 510) at Mountain View Road
Yelm Avenue (SR 510) at Killion Road
Yelm Avenue (SR 510) at Cullens Road (Berry Valley Road)
Yelm Avenue (SR 510) at Longmire Street
Yelm Avenue (SR 510) at Edwards Street
Yelm Avenue (SR 510) at 1st Street (SR 507)
Rhoton Road at Northern Pacific Road
1st Street at Railway Road
Yelm Avenue (SR 507) at Clark Avenue
Yelm Avenue (SR 507) at Bald Hills Road & NE Creek Street
SR 507 at Grove Road
SR 507 at Mosman Avenue
Terra Glen Street at Longmire Street
Tahoma Boulevard at Tahoma Terra Circle (Future Intersection)
Tahoma Boulevard at Longmire Street (Future Intersection)
SR 510 at Y-3 North Yelm Loop (Future Intersection)
Killion Road at Y-3 North Yelm Loop (Future Intersection)
SR 507 at Y-3 North Yelm Loop (Future Intersection)
SR 507 at Tahoma Terra Boulevard (Future Intersection for additional site access)
The 35 regional study intersections include the following:
City of Lacey
SR 510 (Marvin Road SE) at I-5 SB Ramps
SR 510 (Marvin Road SE) at I-5 NB Ramps
SR 510 (Marvin Road SE) at Martin Way SE
SR 510 (Marvin Road SE) at Steilacoom Road SE
SR 510 at Pacific Avenue SE
College Street SE at Yelm Highway SE (58th Avenue SE)
Thurston County
SR 510 at Old Pacific Highway SE
SR 510 at Mullen Road SE
Old Pacific Highway at Kuhlman Road SE
Old Pacific Highway at Reservation Road
SR 510 at Reservation Road
SR 510 at Yelm Highway SE
SR 507 at Vail Road SE
Bald Hills Road SE at Vail Road SE
Vail Road SE at Hannus Road SE
SR 507 at Manke Road SE
SR 507 at Vail Cutoff Road SE
SR 507 at Waldrick Road SE
Rainier Road SE at Stedman Road S
SR 510 at Muk Sut Wei Drive
I-5 SB Ramps at U.S. 12
I-5 NB Ramps at U.S. 12
City of Rainier
SR 507 at Center Avenue
SR 507 at Minnesota Avenue
City of Tenino
SR 507 at Old Highway 99 SE
SR 507 at Morningside Dr SE (N Wichman Street)
SR 507 at Highway 99 SE
Pierce County
Nisqually Road at I-5 SB Ramps
Nisqually Road at I-5 NB Ramps
SR 507 at SR 7
SR 507 at 228th Street S
SR 507 at SR 702
SR 702 at 40th Avenue S
SR 702 at Harts Lake Road
SR 7 at SR 702
Existing Traffic Volumes
Peak hour traffic volumes represent the highest hourly volume of vehicles passing through an intersection during a typical 4-6 p.m. weekday peak period. All Traffic Data Services, Inc.
conducted p.m. peak period turning movement counts at study intersections in September 2006 and February 2007 (traffic counts provided in Appendix A). Figure 10 through 12 summarize
existing p.m. peak period turning movements at all study intersections.
Intersection Level of Service
Level of service (LOS) serves as an indicator of the quality of traffic flow at an intersection or road segment. The LOS grading ranges from A to F, such that LOS A is assigned when
minimal delays are present and low volumes are experienced. LOS F indicates long delays and/or forced flow. Table 1 summarizes the delay range for each level of service at signalized
and unsignalized intersections. The methods used to calculate the levels of service are described in the updated 2000 Highway Capacity Manual (Special Report 209, Transportation Research
Board). The measure of effectiveness for signalized intersections is average control delay, defined as the total time vehicles are stopped at an intersection approach during a specified
time period divided by the number of vehicles departing from the approach in the same time period.
Level of service for signalized intersections is defined in terms of control delay, which is a measure of driver discomfort, frustration, and increased travel time. The delay experienced
by a motorist is made of up a number of factors that relate to traffic control, geometries, traffic demand, and incidents. Total control delay is the difference between the travel time
actually experienced and the reference travel time that would result during base conditions (i.e., the absence of traffic control, geometric delay, any incidents, or as a result other
vehicles). LOS F at signalized intersections is often considered unacceptable to most drivers, but does not automatically imply that the intersection is over capacity. Jammed conditions
could occur on one or all approaches, with periods of long delays and drivers waiting for multiple signal cycles to progress through the intersection.
Figure 10: Existing P.M. Peak Hour Traffic Volumes (Local Study Intersections)
Figure 11: Existing P.M. Peak Hour Traffic Volumes (Regional #1-19)
Figure 12: Existing P.M. Peak Hour Traffic Volumes (Regional #20-35)
For unsignalized intersections, a level of service and estimate of average control delay is determined for each minor or controlled movement based upon a sequential analysis of gaps
in the major traffic streams and conflicting traffic movements. In addition, given that unsignalized intersections create different driver expectations and congestion levels than signalized
intersections, their delay criteria are lower. Control delay at unsignalized intersections include deceleration delay, queue move-up time, stopped delay in waiting for an adequate gap
in flows through the intersection, and final acceleration delay.
Table 1: Level of Service Criteria for Signalized and Unsignalized Intersections
Signalized Intersection
Unsignalized Intersection
Level of Service
Delay Range (sec)
Delay Range (sec)
A
( 10
( 10
B
> 10 to ( 20
> 10 to ( 15
C
> 20 to ( 35
> 15 to ( 25
D
> 35 to ( 55
> 25 to ( 35
E
> 55 to ( 80
> 35 to ( 50
F
( 80
( 50
Source: “Highway Capacity Manual”, Special Report 209, Transportation Research Board, 2000, Update.
The Synchro 6, Traffic Signal Coordination Software program was used to develop existing and future alternative network scenarios in evaluating level of service analysis at signalized
intersections and unsignalized intersections within the City of Yelm. It should be noted that where possible, signal cycle lengths and splits were optimized to assume adjustments in
optimum performance over time. The Highway Capacity Software (version 4.1e) was used to evaluate levels of service at unsignalized regional study intersections. The SIDRA software
program was used to evaluate levels of service at roundabout study intersections. Use of all software programs was consistent with the methods and procedures of the 2000 Highway Capacity
Manual.
The City of Yelm’s adopted level of service standard is LOS C in all residential zones, LOS D in all commercial and light industrial zones, and LOS F is recognized as an acceptable level
of service in the urban core 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 shall not preclude the City’s ability to require necessary safety improvements (i.e., signalization and channelization) of intersections impacted by “new development”.
Thurston County’s LOS standard is LOS D. The City of Lacey’s LOS standard is LOS D for areas other than the Lacey Core Area.
Table 2 highlights existing p.m. peak hour volumes at local study intersections. As shown, Intersection #7 – SR 510 at Edwards Street currently operates at LOS F. Additionally, northbound
movements at Intersection #5 – SR 510 at Cullens Road operates at LOS F under existing conditions. Northbound or southbound movements at the intersections of #3 – SR 510 at Mountain
View Road, #4 – SR 510 at Killion Road, and #6 – SR 510 at Longmire Street currently operate at LOS E. All other signalized intersections and controlled movements at unsignalized intersections
operate at LOS D or better under existing conditions.
Table 2: Existing P.M. Peak Intersection Level of Service (Local)
Int. #
Signalized Intersections
Movement
LOS
Delay
V/C
8
SR 510 at 1st St / SR 507
Signal
D
38
0.83
11
SR 510 at Clark Rd SE
Signal
B
20
0.72
12
SR 510 at Bald Hills Rd/Creek St
Signal
D
36
0.75
Int. #
Unignalized Intersections
LOS
Delay
V/C
1
SR 510 at Burnett Rd
SB
C
24
0.11
ALL
B
13
0.07
2
SR 510 at 93rd Ave
NB
D
28
0.41
ALL
C
19
0.30
3
SR 510 at Mountain View Rd
SB
E
42
0.21
ALL
D
30
0.15
4
SR 510 at Killion Rd
SB
E
49
0.16
ALL
C
17
0.06
5
SR 510 at Cullens Rd
NB
F
63
0.13
ALL
D
30
0.15
6
SR 510 at Longmire St
NB
E
41
0.23
ALL
C
18
0.10
7
SR 510 at Edwards St
SB
F
> 100
> 1.00
ALL
F
88
0.42
9
Rhoton Rd at Northern Pacific Rd
WB
B
11
0.16
ALL
B
10
0.11
10
1st NE at Railway NE
WB
B
12
0.15
ALL
B
11
0.14
13
SR 507 at Grove Rd
SB
D
30
0.26
ALL
D
26
0.23
14
SR 507 at Mosman Ave
WB
C
24
0.25
ALL
B
16
0.37
15
Longmire St at Terra Glenn St
SB
A
9
0.02
ALL
A
7
0.01
Note: Analysis based on HCS 2000 results using Synchro 6 & HCM 2000 control delays and LOS. Unsignalized intersections show LOS and control delays for the worst directional movement.
Table 3 summarizes existing p.m. peak hour volumes at regional study area intersections. As shown, the regional intersections of #7 – SR 510 at Old Pacific Highway, #11 – SR 510 at
Reservation Road SE, #12 – SR 510 at Yelm Hwy SE, and #13 – SR 510 at Vail Road SE currently operate at LOS F. Eastbound movements at Intersection #33 – SR 7 at SR 702 operates at LOS
F under existing conditions. All other signalized intersections and controlled movements at unsignalized intersections operate at LOS D or better under existing conditions.
Table 3: Existing P.M. Peak Intersection Level of Service (Regional)
Int. #
Signalized Intersections
Movement
LOS
Delay
V/C
1
SR 510 at I-5 SB Ramps
Signal
C
31
0.81
2
SR 510 at I-5 NB Ramps
Signal
B
13
0.53
3
SR 510 at Martin Wy E
Signal
D
39
0.80
4
SR 510 at Steilacoom Rd
Signal
D
38
0.91
6
College St at Yelm Hwy SE
Signal
C
31
0.67
27
SR 507 at SR 7
Signal
B
13
0.76
29
SR 507 at SR 702
Signal
B
14
0.72
32
SR 510 at Muk Sut Wei Dr
Signal
B
16
0.74
Int. #
Unignalized Intersections
Movement
LOS
Delay
V/C
5
SR 510 at Pacific Ave SE
Roundabout
--
--
--
7
SR 510 at Old Pacific Hwy
WB
F
> 100
> 1.00
ALL
F
> 100
> 1.00
8
SR 510 at Mullen Rd SE
NB
B
13
0.18
ALL
B
11
0.04
9
Old Pacific Hwy at Kuhlman Rd SE
EB
C
23
0.42
ALL
C
19
0.32
10
Old Pacific Hwy at Reservation Rd SE
WB
B
10
0.19
ALL
A
8
0.24
11
SR 510 at Reservation Rd SE
SB
F
> 100
> 1.00
ALL
F
> 100
> 1.00
12
SR 510 at Yelm Hwy SE
NB
F
> 100
> 1.00
ALL
F
> 100
> 1.00
13
SR 507 at Vail Rd SE
NB
F
> 100
> 1.00
ALL
F
> 100
> 1.00
14
Bald Hills Rd at Vail Rd SE
All-Way Stop
B
13
--
15
Vail Rd SE at Hannus Rd SE
EB
B
12
0.04
ALL
B
12
0.04
16
SR 507 at Manke Rd
EB
C
17
0.20
ALL
B
14
0.14
17
SR 507 at Vail Cutoff Rd SE
NB
B
12
0.17
ALL
B
11
0.13
18
SR 507 at Military Rd SE
SB
A
10
0.04
ALL
A
9
0.03
19
Rainier Rd SE at Stedman Rd SE
EB
C
16
0.12
ALL
B
13
0.08
20
SR 507 at Centre St
EB/WB
D
31
0.56
ALL
D
25
0.43
21
SR 507 at Minnesota Ave
EB
D
25
0.65
ALL
C
22
0.53
22
SR 507 at Old Hwy 99N
SB
B
15
0.36
ALL
B
13
0.29
23
SR 507 at Morningside Dr/Wichman St
SB
B
14
0.10
ALL
B
14
0.10
24
SR 507 at Hwy 99S
NB
B
14
0.28
ALL
B
11
0.21
25
Nisqually Rd at I-5 SB Ramps
SB
C
18
0.68
ALL
C
18
0.67
26
Nisqually Rd at I-5 NB Ramps
EB
C
16
0.08
ALL
B
11
0.05
28
SR 507 at 288th St S
WB
B
14
0.12
ALL
B
10
0.09
30
SR 702 at Harts Lake Rd S
NB
C
17
0.31
ALL
B
17
0.30
31
SR 702 at 40th Ave S
NB/SB
B
12
0.07
ALL
B
11
0.06
33
SR 7 at SR 702
EB
F
54
0.79
ALL
D
27
0.43
34
I-5 SB Ramps at U.S. 12
SB/ALL
D
27
0.74
35
I-5 NB Ramps at U.S. 12
NB
C
16
0.54
ALL
B
15
0.44
Note: Analysis based on HCS 2000 results using Synchro6, HCM 2000, and SIDRA control delays and LOS. Unsignalized intersections show LOS and control delays for the worst directional
movement.
High Accident Locations
The following locations have been 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), and
SR 510 between milepost 0.00 to 15.67 (between I-5 and Yelm at SR 507/1st Street).
There were no reported high accident locations on SR 7 and on SR 507 in the project study area.
Public Transportation Services
Intercity Transit provides public transportation services within the City of Yelm and Thurston County. Intercity Transit also offers carpool and vanpool services. Intercity Transit
buses are accessible to persons with disabilities, and all buses have bicycle racks. Route 94 provides the nearest transit service to the site, with stops on Yelm Avenue (SR 510) in
the vicinity of Burnett Road SE, Mountain View Road SE, Cullens Street, and Rice Street.
Route 94 provides weekday service to Olympia, Lacey and Yelm. Weekday service is provided 6 times round-trip during between about 5:50 a.m. until about 7:25 p.m. every hour. Weekend
service is provided from about 8:45 a.m. until 7:10 p.m. with stops averaging every two hours.
Nonmotorized Transportation Facilities
Raised sidewalks and bicycle lanes are provided on Longmire Street and Tahoma Terra Boulevard. Raised sidewalks are provided on Berry Valley Road. There is an existing separated paved
trail located on the west side of SR 507. Raised sidewalks and/or 4- to 6-foot paved shoulders (bicycle lanes) are provided along various parts of Yelm Avenue (SR 510/SR 507) and 1st
St SE (SR 507).
Planned Transportation Improvements
The section identifies planned transportation improvements for roadways and intersections that would be impacted by trips generated by development alternatives assumed for the Thurston
Highlands site. They have been identified in planning documents for the City of Yelm, Thurston County, Pierce County, and WSDOT. Some improvements have been identified more than once
if they are in multiple planning documents. These improvements are not guaranteed for construction; they simply define a need that should be addressed as funding becomes available.
A list of projects that have been assumed for completion by 2012, 2015, and 2025 under “baseline” conditions without the proposed development are provided in the Baseline Transportation
Network Assumptions section of the traffic study.
Pierce County’s 2007-2012 Six-Year TIP did not identify any planned transportation improvement projects that would be affected by the proposed development.
The City of Yelm’s 2006-2011 Transportation Improvement Program (TIP) identified the following planned improvements:
ID #1 - SR 510 Yelm (Y-3) Loop. Construct a new east-west loop around Yelm between SR 507 and SR 510.
ID #5 – Mosman Realignment between Edwards Street and SR 507. Realign the roadway and widen to Collector standards.
ID #6 – SR 507 Yelm Loop. Construct a new southern loop between SR 507 and SR 507.
ID #7 – Yelm Avenue W (SR 507) between 1st Street and 93rd Street. Widen the roadway to Urban Arterial standards.
ID #9 – Mill Road between SR 507 and 109th Street. Realign the intersection of Mill Road and SR 507 to Collector standards with a dedicated left-turn lane on Mill Road and a left-turn
pocket on SR 507.
ID #12 – Rhoton Road Improvements between 1st Street and Canal Road. Widen the roadway to Collector standards.
ID #14 – Mosman Street Connection between SR 507 and 2nd Street. Widen the roadway to Collector standards.
ID #15 – 2nd Street Improvements from Mosman Avenue to Yelm Avenue (SR 510). Widen the roadway to Collector standards.
ID #16 – Killion Road extension between Berry Valley Road and SR 510 Yelm Loop. New alignment. Widen the roadway to Urban Arterial standards. Install a traffic signal at Intersection
#4 - Killion Road / SR 510 intersection.
Thurston County’s 2007-2012 Six-Year TIP identified the following planned transportation improvements:
ID #20 – Old Highway 99 Upgrade between 201st Street to SR 12. Upgrade the roadway.
ID #33 – Vail Road Upgrade from 153rd Street to Bald Hill Road. Widen the roadway.
ID #35 – Vail Road Upgrade from Bald Hill Road to SR 507. Widen the roadway.
WSDOT’s Project Index List identified the following planned transportation improvements:
SR 510 Yelm (Y-3) Loop. Construct a new east-west loop around Yelm from SR 507 and SR 510 to improve safety and relieve congestion through Yelm downtown core.
SR 7 from SR 507 to SR 512. Install sidewalks for pedestrian safety, upgrade the signal systems, and add bicycle lanes.
TRANSPORTATION IMPACTS
The following section describes transportation impacts the proposed buildout alternatives of the Thurston Highlands would have on the surrounding arterial network. The discussion includes
baseline transportation network assumptions, baseline travel demand forecasts, new trips generated by the proposed development, distribution and assignment of new project trips, review
of intersection and arterial roadway level of service impacts, an evaluation of site access and circulation issues, and an analysis of public transportation, nonmotorized transportation,
school safe walking route, and transportation concurrency impacts.
Baseline Transportation Network Assumptions
There are four future land use and transportation network alternatives that were evaluated for the Thurston Highlands site, which include the following (all future alternatives include
analyses with and without the proposed development):
2012 - Phase I without Y-3 North Yelm Loop
2015 - Phase II with Y-3 North Yelm Loop
2025 - Phase III with Y-3
The following paragraphs identify transportation assumptions assumed under each of the 4 baseline alternatives without construction of the proposed development in their respective buildout
years.
2012 Network 1. This alternative assumes the existing transportation network as it remains today, along with the installation of a traffic signal at the intersection of SR 510 at Killion
Road and the Mosman Avenue realignment between Edwards Street and SR 507. With the project development, assumes the installation of a fully actuated traffic signal at the intersection
of Longmire Street at Tahoma Terra Boulevard. Analysis involved all study intersections.
2015 Network 2. This assumes the same transportation network as 2012 Phase I, along with the construction of the SR 510 Yelm (Y-3) Loop. Analysis involved all study intersections.
2025 Network 3. This assumes the same transportation network as 2015 Phase II, along with all transportation improvements identified in the Planned Transportation Improvements section.
Analysis involved arterials only.
Baseline Travel Demand Forecasts
Baseline travel demand forecasts were prepared for 2012 and 2015 using an annual background growth rate and pipeline development traffic. Travel demand forecasts in 2025 were estimated
using land use forecasting information from the 2025 Southwest Yelm Area EMME/2 Model. The following paragraphs outline in further detail, the transportation forecast process used for
the Thurston Highlands DEIS.
2012 & 2015 Travel Demand Forecasts
Future traffic volumes with and without the proposed development were estimated for p.m. peak hour conditions in 2012 and 2015. Future traffic volumes at the study intersections were
developed based on existing peak hour traffic counts increased to account for a 2 percent annual background growth. In addition to the background growth rate, traffic generated by the
following 9 pipeline projects were added to existing conditions to determine 2012 and 2015 p.m. peak hour traffic volumes without the project (2012 & 2015 p.m. peak hour traffic forecasts
are provided in Appendix B):
Terra Valley Residential Development (40 p.m. peak hour project trips)
Mountain Shadow (88 p.m. peak hour project trips)
Mountain Sunrise (109 p.m. peak hour project trips)
Yelm Retail (800 p.m. peak hour project trips)
Hutch Subdivision (119 p.m. peak hour project trips)
Green Village Subdivision (54 p.m. peak hour project trips)
Cherry Meadows (185 p.m. peak hour project trips)
Willow Glen Phase 3 (56 p.m. peak hour project trips)
Tahoma Terra Phase 1 & 2 (512 p.m. peak hour project trips)
2025 Southwest Yelm Area EMME/2 Model
Travel demand forecasts in 2025 were estimated using land use forecasting information from the 2025 Southwest Yelm Area. The base year land use data and network were established as
2004 conditions. Although the 2025 analysis was used to analyze arterial roadway impacts, travel demand forecasts were estimated at intersections first.
At the intersection level, a Fratar growth factoring process using successive approximations was used to forecast future interchange intersection turning movements. First published
in the 1954 Highway Research Board Proceedings, by Thomas J. Fratar, this forecasting distribution method has been applied successfully on many transportation planning and engineering
projects. Originally developed to distribute interzonal vehicular trips at a regional or subarea level, the process was later adapted for use in forecasting intersection turning movements.
The objective of the successive approximation method is to determine the most logical distribution of vehicle trips expected through an intersection given future conditions of regional
development or redistribution of traffic related to infrastructure investment.
The procedure is not concerned with the specific techniques and processes used in regional land use and travel demand estimation, which must be prepared regardless of the method used
for estimating future trip distributions through an intersection. The procedure does require that arterial-level regional or local forecasts be available to factor the relative changes
in traffic entering and leaving a particular intersection or interchange system in a future forecast year.
Steps in the estimate the distribution of forecast trips include the following:
Identify relative growth factors between existing and future year conditions for all entering and exiting approaches of an intersection.
Distribute the total trips from each entering/exiting approach among the various movements in proportion to the attractiveness of each movement as indicated by variations if growth factors
of each intersection leg.
The first distribution step produces two tentative results for each intersection turning movement. These tentative pairs are then averaged to obtain the first approximation of the movement.
For each intersection approach, the sum of the first approximation volume is divided into the total volume of each intersection leg to obtain a first approximation growth factor, which
will be used in the computation of a second approximation process.
The original movements for each intersection leg are then distributed into turning movements again in proportion to the turning movements and growth factors obtained in the first approximation
process. These volumes are then averaged again, and the process is repeated until conformity or an intersection balance is reached, often around 3 or 4 successive distribution estimations
are completed. However, to ensure uniformity, the spreadsheet model developed to forecast turning movements uses 10 successive distribution runs prior to generation of a final turning
movement estimate.
Existing turning movement counts in 2006 at affected study intersections during p.m. peak hours were used as “existing conditions.” Comparing the 2004 and 2025 assignments from the
City’s EMME/2 model assuming the 2025 Future Network, Fratar approximation factors were developed, applied, and calibrated into a Fratar spreadsheet model. The Fratar model was then
used to adjust traffic forecasts associated with the 2025 Future Network to estimate the redistribution of future background traffic level associated with intersection and arterial improvements.
Estimates of 2025 p.m. peak hour traffic forecasts are provided in Appendix B.
Trip Generation of Development
Trip generation rates compiled by the Institute of Transportation Engineers (ITE) Trip Generation, 7th Edition, 2003, were used to estimate daily and p.m. peak hour vehicular trip generation
of the Thurston Highlands site for 2012 Phase I, 2015 Phase II, and 2025 Phase III under the Preferred Alternative. For a comparative analysis, vehicular trip generation of buildout
of the other two DEIS alternative was also conducted. Specific assumptions and methodologies applied in the trip generation analysis are summarized below.
2012 Phase I Trip Generation
Under Phase I and Phase II buildout’s, fitted curve equations for Single Family Detached Housing (ITE land use code 210) and Residential Condominium/Townhouse (ITE land use code 230)
were used as the basis for estimating vehicular trips based upon recommended methods and procedures outlined in the ITE Trip Generation Handbook.
Table 4 summarizes trip generation estimates under 2012 Phase I. As shown, a total of approximately 9,700 daily, 752 a.m. peak hour vehicular trips (183 entering and 569 exiting), and
903 p.m. peak hour vehicular trips (571 entering and 332 exiting) would be generated under 2012 Phase I.
Table 4: 2012 Phase I Project Trip Generation
A.M. Peak Trip Generation
P.M. Peak Trip Generation
Daily Trip
Land Use
Size1
Enter
Exit
Total
Enter
Exit
Total
Generation
Single-Family Detached Housing
970 DU2
172
516
688
521
307
828
8,400
Residential Condominium/Townhouse
130 DU
11
53
64
50
25
75
1,300
Total Project Trip Generation
436 DU
183
569
752
571
332
903
9,700
1. Average rate equations for single-family detached housing (ITE Land Use Code 210) and residential condominium/townhouse (ITE Land Use Code 230), ITE Trip Generation Manual, 7th
Edition, 2003.
2. DU is Dwelling Unit.
2015 Phase II Trip Generation
In addition to the Single Family Detached Housing and Residential Condominium/Townhouse land uses, average rate equations for Shopping Center (ITE land use code 820) were used as the
basis for estimating vehicular trips based upon recommended methods and procedures outlined in the ITE Trip Generation Handbook. The Shopping Center land use would generate pass-by
trips and internal trips would occur between residential and retail land uses on-site, which are further summarized below.
Retail Pass-By Rates
Retail land uses have a unique characteristic to their trip generation rates. Many of the trips that will use new retail developments are not “new” trips. They are existing trips that
are or will be traveling near the new retail development site, regardless of whether the development were there or not, but have no reason to stop without the development. These existing
trips are called pass-by trips and diverted trips. Pass-by trips are those traveling on streets immediately adjacent to the site with easy access. Diverted trips are those that are
traveling on other streets that will change their existing travel pattern and divert to the site. Pass-by trips are not considered to have direct impacts on the adjacent transportation
facilities because they would be there anyway. It is only the impacts created by existing trips diverted onto different routes and by “new” trips, which would not be made unless the
retail development occurred, that are considered to be site-specific transportation impacts.
For the Shopping Center component of the proposed Thurston Highlands development, pass-by rates were assumed to be half of the average rate (17 percent) identified in the ITE Trip Generation
Handbook, 2003 for ITE land use code 820.
Internal Trips
To account for trips made between uses within the development, an evaluation was conducted to determine the potential for internal trip reduction of the site area as a whole. This trip
reduction potential or “capture” of trips internal to the site has the net effect of reducing vehicle trip making and impacts to the external street system outside of the site area.
Variable internalization assumptions, based upon documented research by ITE of internalization potential, were made for “linked trips” that would occur between these uses and stay internal
to the site area based upon the type, size, and amount of retail, and the internalization market with jobs and residents. ITE research shows that internalization potential ranged from
approximately 5 percent to 25 percent depending upon these variables. For the Thurston Highlands development, an internalization adjustment of 10 percent was used to account for nonmotorized
travel between land uses.
2015 Phase II Trip Generation Estimates
Table 5 summarizes net trip generation estimates under 2015 Phase II buildout. As shown, a net total of approximately 22,600 daily, 1,636 a.m. peak hour vehicular trips (417 entering
and 1,220 exiting), and 2,027 p.m. peak hour vehicular trips (1,239 entering and 788 exiting) would be generated.
Table 5: 2015 Phase II Net Project Trip Generation
A.M. Peak Trip Generation
P.M. Peak Trip Generation
Daily Trip
Land Use
Size1
Enter
Exit
Total
Enter
Exit
Total
Generation
Single-Family Detached Housing
2,270 DU2
399
1,199
1,598
1,122
659
1,781
18,400
Residential Condominium/Townhouse
330 DU2
23
111
134
107
53
160
3,100
Shopping Center
100 GLA2
49
54
103
180
195
375
4,300
Total Project Trip Generation
436 DU
472
1,364
1,836
1,409
907
2,316
25,800
Less Pass-by Trips (17%)3
-9
-9
-18
-32
-32
-64
-700
Less Internal Trips (10%)4
-46
-136
-182
-138
-88
-225
-2,500
Net Project Trip Generation
417
1,220
1,636
1,239
788
2,027
22,600
Average rate equations for single-family detached housing (ITE Land Use Code 210) and residential condominium/townhouse (ITE Land Use Code 230), and shopping center (ITE Land Use Code
820), ITE Trip Generation Manual, 7th Edition, 2003.
DU is Dwelling Unit and GLA is 1,000 square feet of Gross Leasable Area.
Passby percent based upon half of documented average rate from ITE Trip Generation Handbook for LUC 820.
Internal trips assumed to be 10 percent.
2025 Phase III Trip Generation Estimates of Full Buildout
Table 6 summarizes net new trip generation estimates by 2025 of full site buildout under the Preferred Alternative (evaluated in this study), and the other two DEIS alternatives (Traditional
Development Alternative and Urban Village Alternative). The Preferred Alternative would generate approximately 3,420 a.m. peak hour trips, 5,345 p.m. peak hour trips, and 64,000 daily
net new trips. The Traditional Development Alternative is estimated to generate roughly 3,530 a.m. peak hour trips, 4,675 p.m. peak hour trips, and 52,450 daily net new trips. The
Urban Village Alternative is anticipated to generate approximately 3,295 a.m. peak hour trips, 5,335 p.m. peak hour trips, and 68,200 daily net new trips. Given that the p.m. peak hour
is the worst-case traffic conditions in the study vicinity and the basis under which traffic impacts are evaluated, the Preferred Alternative was selected as the worst-case scenario
to test full site buildout.
Table 6: 2025 Phase III Full Build-out Trip Generation of DEIS Alternatives
Land Use
Size
Units1
A.M. Peak Hour Trips2
P.M. Peak Hour Trips22
Daily Trips2
Land Use
Size
Units1
A.M. Peak Hour Trips2
P.M. Peak Hour Trips22
Daily Trips2
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
1,000 GLA
410
440
850
1,485
1,610
3,095
35,400
Office
135
1,000 GFA
210
30
240
40
190
230
1,700
Total New Preferred Alternative Trips
1,295
2,650
3,945
3,525
2,940
6,465
77,100
Less Pass-by Trips (17%)3
-75
-70
-145
-260
-265
-525
-6,000
Less Internal Trips (10%)4
-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
1,000 GLA
240
255
495
865
935
1,800
20,600
Office
150
1,000 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%)3
-40
-45
-85
-155
-150
-305
-3,500
Less Internal Trips (10%)4
-125
-270
-395
-295
-225
-520
-5,850
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
1,000 GLA
420
455
875
1,530
1,660
3,190
36,500
Office
620
1,000 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%)3
-75
-75
-150
-270
-270
-540
-6,200
Less Internal Trips (10%)4
-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
Trip Distribution and Assignment
Based upon a review of a select zone assignment from the 2025 Southwest Yelm Area EMME/2 Travel Model, peak hour traffic volume distribution was generated on a local and regional basis
under 2012 Phase I (without Y-3 North Yelm Loop) and 2015 Phase II conditions (with Y-3 North Yelm Loop). Trip distribution in 2012 and 2015 are illustrated in Figures 13 through 16.
Project generated p.m. peak hour trip assignment under 2012 Phase I and 2015 Phase II conditions are shown in Figures 17 through 22.
Local trip distribution under 2012 Phase I conditions was assumed to be the following: 38 percent via Killion Road, 5 percent via Cullens Street, 33 percent via Longmire Street, and
24 percent via Mosman Avenue. Local trip distribution for 2015 Phase II conditions was assumed to be the following: 41percent via Killion Road, 5 percent via Cullens Street, 22 percent
via Longmire Street, and 32 percent via Mosman Avenue.
Figure 13: 2012 Phase I Project Trip Distribution (Local)
Figure 14: 2015 Phase II Project Trip Distribution (Local)
Figure 15: 2012 Phase I Project Trip Distribution (Regional)
Figure 16: 2015 Phase II Project Trip Distribution (Regional)
Figure 17: 2012 Phase I P.M. Peak Hour Project Trip Assignment (Local)
Figure 18: 2012 Phase II P.M. Peak Hour Project Trip Assignment (Regional #1-19)
Figure 19: 2012 Phase I P.M. Peak Hour Project Trip Assignment (Regional #20-35)
Figure 20: 2015 Phase II P.M. Peak Hour Project Trip Assignment (Local)
Figure 21: 2015 Phase II P.M. Peak Hour Project Trip Assignment (Regional #1-19)
Figure 22: 2015 Phase II P.M. Peak Hour Project Trip Assignment (Regional #20-35)
Regional trip distribution was assumed to be the following under 2012 Phase I and 2015 Phase II conditions:
35 percent (Phase I & Phase II) northwesterly via SR 510.
25 percent (Phase I) & 20 percent (Phase II) northeasterly and easterly via SR 507, SR 702, and SR 7.
20 percent (Phase I) & 25 percent (Phase II) southwesterly and westerly via SR 507 and Rainier Road SE.
20 percent (Phase I & Phase II) local within the Yelm commercial district on SR 510, SR 507, and 1st Street.
Intersection Level of Service Impacts
Tables 7 and 8 summarize local and regional level of service impacts under 2012 Phase I and 2015 Phase II conditions with and without the proposed development. Figures 23 through 28
show 2012 Phase I and 2015 Phase II p.m. peak hour traffic volumes with and without the proposed Thurston Highlands development.
2012 Phase I
Under 2012 Phase I conditions without Thurston Highlands, 7 local study intersections and 8 regional study intersections would operate at LOS F and 2 local study intersections and 1
regional study intersection would operate at LOS E. Under 2012 Phase I conditions with the Thurston Highlands development, 9 local study intersections and 9 regional study intersections
would operate at LOS F and 2 local study intersections and 2 regional study intersections would operate at LOS E.
Local Study Intersections
Northbound movements at Intersection #1 – SR 510 (Yelm Avenue) at Burnett Road would operate at LOS F without the proposed development in 2012. Overall intersection operations at this
intersection would operate at LOS D in 2012 without the project development.
The following 7 local study intersections would operate at LOS F in 2012 during the p.m. peak hour without the proposed development:
Intersection #2 – SR 510 (Yelm Avenue) at 93rd Avenue
Intersection #3 – SR 510 (Yelm Avenue) at Mountain View Road
Intersection #5 – SR 510 (Yelm Avenue) at Cullens Road
Intersection #6 – SR 510 (Yelm Avenue) at Longmire Street
Intersection #7 – SR 510 (Yelm Avenue) at Edwards Street
Intersection #8 – SR 510 (Yelm Avenue) at 1st Street/SR 507
Intersection #13 – SR 507 at Grove Road
The following 2 local study intersections would operate at LOS E during the p.m. peak hour without the proposed development in 2012:
Intersection #11 – SR 507 (Yelm Avenue) at Clark Avenue
Intersection #12 – SR 507 (Yelm Avenue) at Bald Hills Road/NE Creek Street
Table 7: 2012 & 2015 P.M. Peak Intersection Level of Service Impacts (Local)
Table 8: 2012 & 2015 P.M. Peak Intersection Level of Service Impacts (Regional)
Figure 23: 2012 Phase I P.M. Peak Hour Traffic Volume Impacts (Local)
Figure 24: 2012 Phase I P.M. Peak Hour Traffic Volume Impacts (Regional #1-19)
Figure 25: 2012 Phase I P.M. Peak Hour Traffic Volume Impacts (Regional #20-35)
Figure 26: 2015 Phase II P.M. Peak Hour Traffic Volume Impacts (Local)
Figure 27: 2015 Phase II P.M. Peak Hour Traffic Volume Impacts (Regional #1-19)
Figure 28: 2015 Phase II P.M. Peak Hour Traffic Volume Impacts (Regional #20-35)
Since the above local study intersections would not meet City/County LOS standards, the following traffic improvements would be necessary to meet acceptable LOS standards regardless
of development on the proposed Thurston Highlands site under 2012 Phase I conditions.
Intersection #2 – SR 510 (Yelm Avenue) at 93rd Avenue. Provide a two-way, center left-turn lane onto SR 510 (Yelm Avenue) for the intersection to operate at LOS D.
Intersection #3 – SR 510 (Yelm Avenue) at Mountain View Road. Construct a two-way, center left-turn lane onto SR 510 (Yelm Avenue) for the intersection to operate at LOS D.
Intersection #5 – SR 510 (Yelm Avenue) at Cullens Road. Install a fully-actuated traffic signal with eastbound/westbound left-turn permitted+protected phasing for the intersection to
operate at LOS B.
Intersection #6 – SR 510 (Yelm Avenue) at Longmire Street. Install a fully-actuated traffic signal with eastbound/westbound left-turn permitted+protected phasing for the intersection
to operate at LOS C.
Intersection #7 – SR 510 (Yelm Avenue) at Edwards Street. Install a fully-actuated traffic signal with eastbound/westbound left-turn permitted+protected phasing for the intersection
to operate at LOS C.
Intersection #8 – SR 510 (Yelm Avenue) at 1st Street/SR 507. Install a fully-actuated traffic signal, provide separate left, through, and right-turn lanes at all legs of the intersection,
northbound/southbound left-turn permitted+protected phasing, and northbound/southbound right-turn permitted+over phasing. This intersection would operate at LOS D.
Intersection #11 – SR 507 (Yelm Avenue) at Clark Avenue. Change northbound/southbound left-turn phasing to permitted. This intersection would operate at LOS C.
Intersection #12 – SR 507 (Yelm Avenue) at Bald Hills Road/NE Creek Street. Change northbound/southbound left-turn phasing to permitted+protected, construct northbound/southbound right-turn
lanes, and provide permitted+over phasing for all right-turns at the intersection. This intersection would operate at LOS D.
Intersection #13 – SR 507 at Grove Road. Construct a two-way, center left-turn lane onto SR 507 for the intersection to operate at LOS D.
With development of Thurston Highlands in 2012, the following 2 additional local study intersections would operate at LOS F in 2012 during the p.m. peak hour:
Intersection #11 – SR 507 (Yelm Avenue) at Clark Avenue - LOS E without and LOS F with Thurston Highlands development.
Intersection #17 – Longmire Street at Tahoma Terra Boulevard
Overall intersection operations at Intersection #1 – SR 510 (Yelm Avenue) at Burnett Road would operate at LOS E and northbound movements would operate at LOS F with the project development
in 2012.
Unless otherwise noted below, all transportation improvements previously identified at local study intersections without the proposed development would be sufficient with the proposed
development for 2012 Phase I conditions. Therefore, the following mitigation measures would be needed for these intersections to operate at LOS D or better standard under 2012 Phase
I conditions:
Intersection #1 – SR 510 (Yelm Avenue) at Burnett Road. Construct a two-way, center left-turn lane onto SR 510 (Yelm Avenue) for this intersection to operate at LOS B.
Intersection #2 – SR 510 (Yelm Avenue) at 93rd Avenue. Install a fully-actuated traffic signal with eastbound/westbound permitted+protected left-turn phasing for the intersection to
operate at LOS D.
Intersection #6 – SR 510 (Yelm Avenue) at Longmire Street. Provide an additional through lane in the eastbound/westbound direction. This intersection would operate at LOS B.
Intersection #8 – SR 510 (Yelm Avenue) at 1st Street/SR 507. In addition to without project improvements, change eastbound/westbound right-turn phasing to permitted+over for the intersection
and add additional lane in any direction for this intersection to operate at LOS D or better.
Regional Study Intersections
The following 8 regional study intersections would operate at LOS F in 2012 during the p.m. peak hour without the proposed development:
Intersection #7 – SR 510 at Old Pacific Highway SE
Intersection #11 – SR 510 at Reservation Road
Intersection #12 – SR 510 at Yelm Highway SE
Intersection #13 – SR 507 at Vail Road SE
Intersection #20 – SR 507 at Center Avenue
Intersection #21 – SR 510 at Minnesota Avenue
Intersection #33 – SR 510 at Muk Sut Wei Drive
Intersection #34 – SR 7 at SR 702
Without the proposed development in 2012, northbound movements would operate at LOS E at Intersection #9 – Old Pacific Highway SE at Kuhlman Road SE. However, overall operations at
this intersection would be at LOS D. The following regional study intersection would operate at LOS E during the p.m. peak hour without the proposed development in 2012:
Intersection #35 – I-5 NB Ramps at U.S. 12
Since the above intersections would not meet City/County LOS standards, the following traffic improvements would be necessary to meet acceptable LOS standards regardless of development
on the proposed Thurston Highlands site.
Intersection #7 – SR 510 at Old Pacific Highway SE. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS D.
Intersection #11 – SR 510 at Reservation Road. Install a fully-actuated traffic signal for this intersection to operate at LOS B.
Intersection #12 – SR 510 at Yelm Highway SE. Install a fully-actuated traffic signal and an additional through lane in the eastbound/westbound direction for this intersection to operate
at LOS D.
Intersection #13 – SR 507 at Vail Road SE. Install a fully-actuated traffic signal, provide an additional through lane in the eastbound/westbound direction, and separate northbound
left- and right-turn lanes for this intersection to operate at LOS D.
Intersection #20 – SR 507 at Center Avenue. Construct a two-way, center left-turn lane onto SR 507 for the intersection to operate at LOS C.
Intersection #21 – SR 510 at Minnesota Avenue. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS C.
Intersection #33 – SR 510 at Muk Sut Wei Drive. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS C.
Intersection #34 – SR 7 at SR 702. Install a roundabout or fully-actuated traffic signal for the intersection to operate at LOS D or better.
Intersection #35 – I-5 NB Ramps at U.S. 12. Install a roundabout or fully-actuated traffic signal for the intersection to operate at LOS D or better.
With development of Thurston Highlands in 2012, northbound movements at Intersection #16- SR 507 at Manke Road SE would operate at LOS F. However, overall intersection operations at
this intersection would be at LOS E. The following additional regional study intersections would operate at LOS F during the p.m. peak hour with development of Thurston Highlands:
Intersection #35 – I-5 NB Ramps at U.S. 12 - LOS E without and LOS F with Thurston Highlands development. Overall intersection operations are anticipated to operate at LOS E and northbound
movements at LOS F.
Westbound movements at Intersection #28 – SR 507 at 228th Street S would operate at LOS E and northbound movements at Intersection #16- SR 507 at Manke Road SE would operate at LOS F.
However, overall operations at both intersections would operate at LOS D with development of Thurston Highlands in 2012. The following 2 additional regional study intersections would
operate at LOS E during the p.m. peak hour with development of Thurston Highlands:
Intersection #9 – Old Pacific Highway SE at Kuhlman Road SE - Overall intersection operations at LOS D without and LOS E with Thurston Highlands development. Northbound movements at
LOS F.
Intersection #25 – Nisqually Road at I-5 SB Ramps
Unless otherwise noted below, all transportation improvements previously identified at regional study intersections without the proposed development would be sufficient with the proposed
development for 2012 Phase I conditions. Therefore, the following mitigation measures would be needed for these regional study intersections to operate at an acceptable LOS standard
under 2012 Phase I conditions with the proposed development:
Intersection #7 – SR 510 at Old Pacific Highway SE. The installation of a two-way, center left-turn lane onto SR 510 without the project would make this intersection
operate at LOS E with the project. The installation of a fully actuated traffic signal would improve operations to LOS B.
Intersection #9 – Old Pacific Highway SE at Kuhlman Road SE. Construct a two-way, center left-turn lane onto Old Pacific Highway SE. This intersection would operate at LOS C.
Intersection #12 – SR 510 at Yelm Highway SE. Provide double westbound left-turn lanes for this intersection to operate at LOS D with the project in 2012.
Intersection #25 – Nisqually Road at I-5 SB Ramps. Construct a two-way, center left-turn lane onto Nisqually Road. This intersection would operate at LOS D.
All other local and regional study intersections would operate at LOS D or better during the p.m. peak hour with and without the proposed development in 2012.
2015 Phase II
Under 2015 Phase II conditions without Thurston Highlands, 4 local study intersections and 9 regional study intersections would operate at LOS F and 1 local study intersection and 4
regional study intersections would operate at LOS E. Under 2015 Phase II conditions with the Thurston Highlands development, 8 local study intersections and 14 regional study intersections
would operate at LOS F and 3 local study intersections and 2 regional study intersections would operate at LOS E.
Local Study Intersections
The following 4 local study intersections would operate at LOS F in 2015 during the p.m. peak hour without the proposed development:
Intersection #5 – SR 510 (Yelm Avenue) at Cullens Road
Intersection #6 – SR 510 (Yelm Avenue) at Longmire Street
Intersection #7 – SR 510 (Yelm Avenue) at Edwards Street
Intersection #13 – SR 507 at Grove Road
Without development of Thurston Highlands in 2012, southbound movements at Intersection #3 - SR 510 (Yelm Avenue) at Mountain View Road would operate at LOS E. However, overall intersection
operations at this intersection would be at LOS D.
The following local study intersection would operate at LOS E during the p.m. peak hour without the proposed development in 2015:
Intersection #8 – SR 510 (Yelm Avenue) at 1st Street/SR 507
Since the above local study intersections would not meet City/County LOS standards, the following traffic improvements would be necessary to meet acceptable LOS standards regardless
of development on the proposed Thurston Highlands site under 2015 Phase II conditions.
Intersection #5 – SR 510 (Yelm Avenue) at Cullens Road. Install a fully-actuated traffic signal with eastbound/westbound left-turn permitted+protected phasing for the intersection to
operate at LOS B.
Intersection #6 – SR 510 (Yelm Avenue) at Longmire Street. Install a fully-actuated traffic signal with eastbound/westbound left-turn phasing of permitted+protected for the intersection
to operate at LOS B.
Intersection #7 – SR 510 (Yelm Avenue) at Edwards Street. Construct a two-way, center left-turn lane onto SR 510 (Yelm Avenue) for the intersection to operate at LOS C.
Intersection #8 – SR 510 (Yelm Avenue) at 1st Street/SR 507. Install a fully-actuated traffic signal and provide separate left, through, and right-turn lanes at all legs of the intersection
for the intersection to operate at LOS D.
Intersection #13 – SR 507 at Grove Road. Construct a two-way, center left-turn lane onto SR 507 for the intersection to operate at LOS C.
With development of Thurston Highlands in 2015, the following 4 additional local study intersections would operate at LOS F in 2015 during the p.m. peak hour:
Intersection #3 – SR 510 (Yelm Avenue) at Mountain View Road
Intersection #8 – SR 510 (Yelm Avenue) at 1st Street/SR 507 - LOS E without and LOS F with Thurston Highlands development.
Intersection #15 – Longmire Street at Terra Glen Street
Intersection #19 – Y-3 North Yelm Loop at Killion Road
The following 3 local study intersections would operate at LOS E in 2015 during the p.m. peak hour with the proposed development:
Intersection #2 – SR 510 (Yelm Avenue) at 93rd Avenue - Overall intersection operations at LOS E and northbound movements at LOS F.
Intersection #12 – SR 507 (Yelm Avenue) at Bald Hills Road/NE Creek Street
Intersection #14 – SR 507 at Mosman Avenue
Unless otherwise noted below, all transportation improvements previously identified at regional study intersections without the proposed development would be sufficient with the proposed
development for 2015 Phase II conditions. Therefore, the following mitigation measures would be needed for these intersections to operate at an acceptable LOS standard under 2015 Phase
II conditions with the proposed development:
Intersection #2 – SR 510 (Yelm Avenue) at 93rd Avenue. Construct a two-way, center left-turn lane onto SR 510 (Yelm Avenue). This intersection would operate at LOS C.
Intersection #3 – SR 510 (Yelm Avenue) at Mountain View Road. Construct a two-way, center left-turn lane onto SR 510 (Yelm Avenue). This intersection would operate at LOS C.
Intersection #6 – SR 510 (Yelm Avenue) at Longmire Street. In addition to installing a fully-actuated traffic signal, provide separate northbound left, through, and right lanes and
double westbound left-turn lanes. This intersection would operate at LOS D.
Intersection #7 – SR 510 (Yelm Avenue) at Edwards Street. The installation of a two-way, center left-turn lane onto SR 510 under conditions without the project would
make this intersection operate at LOS F with the project. The installation of a fully actuated traffic signal would improve operations to LOS C.
Intersection #8 – SR 510 (Yelm Avenue) at 1st Street/SR 507. In addition to improvements identified previously, change northbound/southbound left-turn phasing to permitted+protected.
This intersection would operate at LOS D.
Intersection #12 – SR 507 (Yelm Avenue) at Bald Hills Road/NE Creek Street. Change northbound/southbound left-turn phasing to permitted+protected. This intersection would operate at
LOS D.
Intersection #14 – SR 507 at Mosman Avenue. Optimize the signal cycle length from 60 seconds to 80 seconds. This intersection would operate at LOS D.
Intersection #15 – Longmire Street at Terra Glen Street. Provide a two-way, center left-turn lane onto Longmire Street for the intersection to operate at LOS C.
Intersection #19 – Y-3 North Yelm Loop at Killion Road. Construct a two-way, center left-turn lane onto the Y-3 North Yelm Loop. This intersection would operate at LOS C.
Regional Study Intersections
The following 9 regional study intersections would operate at LOS F in 2015 during the p.m. peak hour without the proposed development:
Intersection #7 – SR 510 at Old Pacific Highway SE
Intersection #11 – SR 510 at Reservation Road
Intersection #12 – SR 510 at Yelm Highway SE
Intersection #13 – SR 507 at Vail Road SE
Intersection #20 – SR 507 at Center Avenue
Intersection #21 – SR 510 at Minnesota Avenue
Intersection #33 – SR 510 at Muk Sut Wei Drive
Intersection #34 – SR 7 at SR 702
Intersection #35 – I-5 NB Ramps at U.S. 12
Without development of Thurston Highlands in 2015, eastbound movements at Intersection #16 – SR 507 at Manke Road SE would operate at LOS E. However, overall intersection operations
at this intersection would be at LOS D.
The following 4 regional study intersections would operate at LOS E during the p.m. peak hour without the proposed development in 2015:
Intersection #3 – SR 510 (Marvin Road E) at Martin Way SE
Intersection #4 – SR 510 (Marvin Road E) at Steilacoom Road SE
Intersection #9 – Old Pacific Highway SE at Kuhlman Road SE – Northbound movements also operate at LOS F.
Intersection #25 – Nisqually Road at I-5 SB Ramps
Since the above intersections would not meet City/County LOS standards, the following traffic improvements would be necessary to meet acceptable LOS standards regardless of development
on the proposed Thurston Highlands site.
Intersection #3 – SR 510 (Marvin Road E) at Martin Way SE. Provide double eastbound right-turn lanes for the intersection to operate at LOS D.
Intersection #4 – SR 510 (Marvin Road E) at Steilacoom Road SE. Construct a southbound right-turn only lane for the intersection to operate at LOS D.
Intersection #7 – SR 510 at Old Pacific Highway SE. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS C.
Intersection #9 – Old Pacific Highway SE at Kuhlman Road SE. Construct a two-way, center left-turn lane onto Old Pacific Highway SE for the intersection to operate at LOS C.
Intersection #11 – SR 510 at Reservation Road. Install a fully-actuated traffic signal for this intersection to operate at LOS B.
Intersection #12 – SR 510 at Yelm Highway SE. Install a fully-actuated traffic signal and an additional through lane in the eastbound/westbound direction for this intersection to operate
at LOS D.
Intersection #13 – SR 507 at Vail Road SE. Install a fully-actuated traffic signal, provide an additional through lane in the eastbound/westbound direction, and separate northbound
left- and right-turn lanes for this intersection to operate at LOS D.
Intersection #20 – SR 507 at Center Avenue. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS C.
Intersection #21 – SR 510 at Minnesota Avenue. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS C.
Intersection #25 – Nisqually Road at I-5 SB Ramps. Construct a two-way, center left-turn lane onto Nisqually Road. This intersection would operate at LOS D.
Intersection #33 – SR 510 at Muk Sut Wei Drive. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS C.
Intersection #34 – SR 7 at SR 702. Install a roundabout or fully-actuated traffic signal for the intersection to operate at LOS D or better.
Intersection #35 – I-5 NB Ramps at U.S. 12. Install a roundabout or fully-actuated traffic signal for the intersection to operate at LOS D or better.
The following 5 additional regional study intersections would operate at LOS F during the p.m. peak hour with development of Thurston Highlands:
Intersection #9 – Old Pacific Highway SE at Kuhlman Road SE - Overall intersection operations at LOS D without and LOS E with Thurston Highlands development.
Intersection #16 – SR 507 at Manke Road SE
Intersection #25 – Nisqually Road at I-5 SB Ramps
Intersection #30 – SR 702 at Harts Lake Road
Intersection #32 – SR 510 at Muk Sut Wei Drive
The following additional regional study intersection would operate at LOS E during the p.m. peak hour with development of Thurston Highlands:
Intersection #22 – SR 507 at Old Highway 99 SE
Unless otherwise noted below, all transportation improvements previously identified at regional study intersections without the proposed development would be sufficient with the proposed
development for 2015 Phase II conditions. Therefore, the following mitigation measures would be needed for these regional study intersections to operate at an acceptable LOS standard
under 2015 Phase II conditions with the proposed development:
Intersection #16 – SR 507 at Manke Road SE. Provide a two-way, center left-turn lane onto SR 507. This intersection would operate at LOS C.
Intersection #21 – SR 510 at Minnesota Avenue. In addition to a two-way, center left-turn lane onto SR 510, provide an eastbound left-turn only lane for the intersection to operate
at LOS C.
Intersection #25 – Nisqually Road at I-5 SB Ramps. Install a fully actuated traffic signal or a roundabout for this intersection to operate at LOS D or better.
Intersection #30 – SR 702 at Harts Lake Road. Construct a two-way, center left-turn lane onto SR 702. This intersection would operate at LOS C.
Intersection #32 – SR 510 at Muk Sut Wei Drive. Install a fully actuated traffic signal with an eastbound approach of a left-turn only lane, two through lanes, and a righ-turn only
lane. Provide a westbound left-turn only lane. This intersection would operate at LOS C.
Intersection #33 – SR 510 at Muk Sut Wei Drive. In addition to a two-way, center left-turn lane onto SR 510, provide an eastbound left-turn only lane for the intersection to operate
at LOS C.
All other local and regional study intersections would operate at LOS D or better during the p.m. peak hour with and without the proposed development in 2015.
2025 Arterial Roadway Capacity Thresholds
Forecasts of arterial roadway traffic volumes were compared to directional capacity thresholds identified in the 2025 Southwest Yelm Area EMME/2 Model under 2025 Phase III conditions
with and without the Preferred Alternative. Local and regional arterial roadway locations are shown in Figures 29 and 30.
Local arterial roadway location areas are as follows:
Northwest Yelm (SR 510, 93rd Avenue, and Y-3 North Yelm Loop)
North Central Yelm
Yelm Core Area
East Yelm (SR 507 and Y-3 North Yelm Loop)
Regional arterial roadway location areas are as follows:
Northwest of Site: Lacey
North of Site: SR 510 / Reservation Road
East of Site: SR 507 / Thurston & Pierce County Line
West of Site: SR 507 / Rainier Road
Figure 29: Local Arterial Roadway Locations
Figure 30: Regional Arterial Roadway Locations
Table 9 summarizes 2025 impacts on local and regional arterial roadways serving the site area. There are 5 local arterial roadway locations over capacity with and without the proposed
development in 2025. For regional arterial roadway locations in 2025, there are 2 over capacity without the proposed development and 3 over capacity with the proposed development.
Table 9: 2025 Arterial Roadway Location Impacts
Without Project
With Project
Local
Direction
Traffic Volumes
Capacity Thresholds
Difference
Capacity
Traffic Volumes
Capacity Thresholds
Difference
Capacity
1a
NB
470
880
410
Under
480
880
400
Under
SB
780
880
100
Under
790
880
90
Under
1b
WB
755
1,200
445
Under
785
1,200
415
Under
EB
1,205
1,200
-5
At
1,235
1,200
-35
Over
1c
WB
905
1,200
295
Under
955
1,200
245
Under
EB
1,680
1,200
-480
Over
1,785
1,200
-585
Over
1d
WB
100
830
730
Under
270
830
560
Under
EB
365
830
465
Under
475
830
355
Under
2a
NB
30
620
590
Under
100
620
520
Under
SB
80
620
540
Under
240
620
380
Under
2b
WB
655
880
225
Under
660
880
220
Under
EB
1,075
880
-195
Over
1,070
880
-190
Over
3a
WB
685
880
195
Under
640
880
240
Under
EB
765
880
115
Under
820
880
60
Under
3b
WB
820
880
60
Under
825
880
55
Under
EB
955
880
-75
Over
955
880
-75
Over
3c
NB
270
620
350
Under
415
620
205
Under
SB
260
620
360
Under
380
620
240
Under
3d
NB
895
880
-15
At
1,175
880
-295
Over
SB
645
880
235
Under
865
880
15
Under
4a
WB
765
830
65
Under
785
830
45
Under
EB
645
830
185
Under
645
830
185
Under
4b
NB
1,105
1,200
95
Under
1,115
1,200
85
Under
SB
670
1,200
530
Under
665
1,200
535
Under
Without Project
With Project
Regional
Direction
Traffic Volumes
Capacity Thresholds
Difference
Capacity
Traffic Volumes
Capacity Thresholds
Difference
Capacity
1
WB
630
1,200
570
Under
615
1,200
585
Under
EB
955
1,200
245
Under
955
1,200
245
Under
2a
NB
225
1,200
975
Under
545
1,200
655
Under
SB
670
1,200
530
Under
1,625
1,200
-425
Over
2b
WB
2,640
1,350
-1,290
Over
2,800
1,350
-1,450
Over
EB
3,275
1,350
-1,925
Over
3,945
1,350
-2,595
Over
3
WB
4,560
1,200
-3,360
Over
4,560
1,200
-3,360
Over
EB
3,410
1,200
-2,210
Over
3,480
1,200
-2,280
Over
4a
NB
1,070
1,200
130
Under
815
1,200
385
Under
SB
630
1,200
570
Under
615
1,200
585
Under
4b
NB
75
1,200
1,125
Under
210
1,200
990
Under
SB
305
1,200
895
Under
800
1,200
400
Under
Local Arterial Roadway Locations
The following 5 local arterial roadway locations would be over capacity with and without the proposed development in 2025:
#1b (new Y-3 North Yelm Loop east of SR 510)
#1c (SR 510 northwest of new Y-3 North Yelm Loop)
#2b (SR 510 between Killion Road and Cullens Road)
#3b (general location on SR 507 at Clark Avenue)
#3d (general location on SR 507 at Mosman Avenue)
Since the above local arterial roadway locations would not meet current capacity standards, the following traffic improvements would be necessary to meet acceptable standards regardless
of development on the proposed Thurston Highlands site in 2025:
#1b (new Y-3 North Yelm Loop east of SR 510). Provide a two-way, center left-turn lane onto the new Y-3 North Yelm Loop or provide two travel lanes in each direction.
#1c (SR 510 northwest of new Y-3 North Yelm Loop). Provide a two-way, center left-turn lane onto SR 510 or provide two travel lanes in each direction.
#2b (SR 510 between Killion Road and Cullens Road). Provide a two-way, center left-turn lane onto SR 510 or provide two travel lanes in each direction.
#3b (general location on SR 507 at Clark Avenue). Provide a two-way, center left-turn lane onto SR 510 or provide two travel lanes in each direction.
#3d (general location on SR 507 at Mosman Avenue). Provide a two-way, center left-turn lane onto SR 507 or provide two travel lanes in each direction.
Regional Arterial Roadway Locations
Regional arterial roadway location #2a (Old Pacific Highway SE between SR 510 and Reservation Road) would be under capacity without and over capacity with the proposed development in
2025. The following 2 regional arterial roadway locations would be over capacity with and without the proposed development in 2025:
#2b (SR 510 east of Yelm Highway SE)
#3 (SR 507 between Vail Road SE and SR 702)
Since the above local roadway arterial locations would not meet current capacity standards, the following traffic improvements would be necessary to meet acceptable standards regardless
of development on the proposed Thurston Highlands site in 2025:
#2b (SR 510 east of Yelm Highway SE). Provide two travel lanes in each direction.
#3 (SR 507 between Vail Road SE and SR 702). Provide two travel lanes in each direction.
Therefore, the following mitigation measure would be needed for this arterial roadway location to operate at an acceptable capacity standard under 2025 Alternative 3 conditions with
the proposed development:
#2a (Old Pacific Highway SE between SR 510 and Reservation Road). Provide a two-way, center left-turn lane onto Old Pacific Highway SE or provide two travel lanes in each direction.
Site Access and Circulation
The proposed development would be constructed in phases with Phase I anticipated for 2012, Phase II in 2015, and final full build-out in 2025. Specific site access elements for each
phased alternative include the following:
2012 - Phase I Residential without Y-3 North Yelm Loop – Site access would provided via the following main site access points: SR 510 at Killion Road, SR 510 at Berry Valley Road/Cullens
Street, SR 510 at Longmire Street, and SR 507 at Mosman Avenue.
2015 - Phase II Mixed-Use with Y-3 North Yelm Loop – Site access would provided via the following main site access points: SR 510 at Killion Road, SR 510 at Berry Valley Road/Cullens
Street, SR 510 at Longmire Street, and SR 507 at Mosman Avenue.
2025 – Phase III Full Build-out with Y-3 North Yelm Loop – Main site access points would be the same as in Alternatives 1 and 2, with additional access to the south via SR 507 at Tahoma
Terra Boulevard and to the north via SR 510 at 93rd Avenue.
A sensitivity analysis was conducted under 2015 Phase II conditions assuming additional access to the south via Intersection #21 - SR 507 at Tahoma Terra Boulevard. This additional
site access location would alleviate congestion at local study Intersections #14 – SR 507 at Mosman Avenue and #15 – Longmire Street at Terra Glen Street. These intersections would
operate at LOS E/F without additional access to the south. Therefore, it is recommended that the Intersection #21 - SR 507 at Tahoma Terra Boulevard site access connection be constructed
by the end of Phase I buildout in 2012. This intersection should be constructed to provide separate exiting eastbound left- and right-turn lanes, separate northbound left- and through-lanes,
and a single lane approach in the southbound direction.
As stated previously, a fully-actuated traffic signal will need to be installed at internal site access Intersection #17 – Longmire Street at Tahoma Terra Boulevard with construction
of the proposed development under 2012 Phase I conditions.
Any necessary transportation improvements under 2012 Phase I and 2015 Phase II conditions to the off-site site access intersections of #4 – SR 510 (Yelm Avenue) at Killion Road, #5
– SR 510 (Yelm Avenue) at Cullens Road, #6 – SR 510 (Yelm Avenue) at Longmire Street, and #14 – SR 507 (Yelm Avenue) at Mosman Avenue have been identified previously in the Intersection
Level of Service Impacts section of this study.
Site Access Alternatives ( To be developed upon review of preliminary draft TIS)
Public Transportation Impacts
Existing public transportation services within the site vicinity are provided by Intercity Transit. Route 94 provides the nearest transit service to the site, with stops on Yelm Avenue
(SR 510) in the vicinity of Burnett Road SE, Mountain View Road SE, Cullens Street, and Rice Street. The proposed development would consist of a populace who rely primarily on personal
automobiles for their means of transportation, especially in a rural area. However, since the City of Yelm is growing at a relatively rapid pace and to promote a multimodal transportation
network, the applicant would with Intercity Transit to provide for bus stops, shelters, pullouts, and layover
space for future flexible and fixed route transit service within and through the project site. . Future construction of XXX-stall park-and-ride facility proposed within the project
would also provide for ridesharing in both carpool and vanpool modes as well as provide for other transit amenities within the project area.
Nonmotorized Transportation Impacts
Increases in population within the site area would increase use of nonmotorized facilities within the site area. Infrastructure improvements within the proposed development would include
full curbs, gutters, and raised sidewalks on all new roadways and a separated trail system. Bicycle lanes would also be provided on Tahoma Terra Boulevard. Therefore, nonmotorized
treatments to, from and within the site would provide adequate pedestrian and bicycle facilities. Proposed site access across the Yelm-Tenino regional trail adjacent to SR 507 would
be accommodated via an at-grade signalized crossing on SR 507.
School Safe Walk Routes
The Thurston Highlands development would be located within the Yelm School District. Schools nearest to the proposed development are Mill Pond Elementary School, Southworth Elementary
School, Yelm Middle School, and Yelm High School. Busing to and from the proposed development and elementary, middle, and high schools would be provided by the Yelm School District.
Current bus stop locations are located outside of the Thurston Highlands site. Therefore, new bus stop locations should be provided within the site. Therefore, it is recommended that
the applicant work with the Yelm School District to provide appropriate school bus stop locations within the project site. All new roadways within the Thurston Highlands site would
consist of raised pedestrian sidewalks and appropriate crossing treatments to provide safe walking routes to the proposed bus stop locations.
Transportation Concurrency
With identified baseline infrastructure transportation improvements and those associated with Thurston Highlands development impacts in this transportation impact study, all local and
regional study intersections are anticipated to operate at an acceptable LOS D standard or better and local and regional arterial roadway locations are expected to operate under capacity
with development of all future alternatives in 2012, 2015, and 2025. Therefore, transportation concurrency is anticipated to be met under all future scenarios in 2012, 2015, and 2025
assuming those identified transportation improvements are completed.
Construction Impacts
Development of Thurston Highlands throughout its buildout is not expected to generate any significant levels of material hauling for infill or removal of poor soil that would normally
generate a number of heavy vehicle trips through adjacent intersections and on adjacent streets. Earthwork is anticipated to be balanced within the site throughout the various phases
of site construction. Normal construction activity associated with individual home building and other commercial buildings would not generate significant levels of heavy truck loads
or overall traffic
levels more than forecasted to be generated as built uses. As such, no specific analysis of construction traffic was considered.
INFRASTRUCTURE MEASURES
An analysis was conducted of vehicular trip generation, impacts on levels of service at 21 local and 35 regional study intersections, 4 local and 4 regional arterial roadway locations,
public transportation services, nonmotorized transportation facilities, school safe walking routes, and site access, safety, and circulation issues. The following measures have been
identified in order to maintain adopted level of service standards under future baseline conditions (without the project) mitigate project traffic impacts to the vicinity arterial roadway
network, meet existing adopted level of service standards, and provide adequate levels of circulation and mobility to the project site.
2012 Phase I (Without Project)
Local Study Intersections
Intersection #2 – SR 510 (Yelm Avenue) at 93rd Avenue. Provide a two-way, center left-turn lane onto SR 510 (Yelm Avenue) for the intersection to operate at LOS D.
Intersection #3 – SR 510 (Yelm Avenue) at Mountain View Road. Construct a two-way, center left-turn lane onto SR 510 (Yelm Avenue) for the intersection to operate at LOS D.
Intersection #5 – SR 510 (Yelm Avenue) at Cullens Road. Install a fully-actuated traffic signal with eastbound/westbound left-turn permitted+protected phasing for the intersection to
operate at LOS B.
Intersection #6 – SR 510 (Yelm Avenue) at Longmire Street. Install a fully-actuated traffic signal with eastbound/westbound left-turn permitted+protected phasing for the intersection
to operate at LOS C.
Intersection #7 – SR 510 (Yelm Avenue) at Edwards Street. Install a fully-actuated traffic signal with eastbound/westbound left-turn permitted+protected phasing for the intersection
to operate at LOS C.
Intersection #8 – SR 510 (Yelm Avenue) at 1st Street/SR 507. Install a fully-actuated traffic signal, provide separate left, through, and right-turn lanes at all legs of the intersection,
northbound/southbound left-turn permitted+protected phasing, and northbound/southbound right-turn permitted+over phasing. This intersection would operate at LOS D.
Intersection #11 – SR 507 (Yelm Avenue) at Clark Avenue. Change northbound/southbound left-turn phasing to permitted. This intersection would operate at LOS C.
Intersection #12 – SR 507 (Yelm Avenue) at Bald Hills Road/NE Creek Street. Change northbound/southbound left-turn phasing to permitted+protected, construct northbound/southbound right-turn
lanes, and provide permitted+over phasing for all right-turns at the intersection. This intersection would operate at LOS D.
Intersection #13 – SR 507 at Grove Road. Construct a two-way, center left-turn lane onto SR 507 for the intersection to operate at LOS D.
Regional Study Intersections
Intersection #7 – SR 510 at Old Pacific Highway SE. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS D.
Intersection #11 – SR 510 at Reservation Road. Install a fully-actuated traffic signal for this intersection to operate at LOS B.
Intersection #12 – SR 510 at Yelm Highway SE. Install a fully-actuated traffic signal and an additional through lane in the eastbound/westbound direction for this intersection to operate
at LOS D.
Intersection #13 – SR 507 at Vail Road SE. Install a fully-actuated traffic signal, provide an additional through lane in the eastbound/westbound direction, and separate northbound
left- and right-turn lanes for this intersection to operate at LOS D.
Intersection #20 – SR 507 at Center Avenue. Construct a two-way, center left-turn lane onto SR 507 for the intersection to operate at LOS C.
Intersection #21 – SR 510 at Minnesota Avenue. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS C.
Intersection #33 – SR 510 at Muk Sut Wei Drive. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS C.
Intersection #34 – SR 7 at SR 702. Install a roundabout or fully-actuated traffic signal for the intersection to operate at LOS D or better.
Intersection #35 – I-5 NB Ramps at U.S. 12. Install a roundabout or fully-actuated traffic signal for the intersection to operate at LOS D or better.
2012 Phase I (With Project)
Local Study Intersections
Intersection #1 – SR 510 (Yelm Avenue) at Burnett Road. Construct a two-way, center left-turn lane onto SR 510 (Yelm Avenue) for this intersection to operate at LOS B.
Intersection #2 – SR 510 (Yelm Avenue) at 93rd Avenue. Install a fully-actuated traffic signal with eastbound/westbound permitted+protected left-turn phasing for the intersection to
operate at LOS D.
Intersection #6 – SR 510 (Yelm Avenue) at Longmire Street. Provide an additional through lane in the eastbound/westbound direction. This intersection would operate at LOS B.
Intersection #8 – SR 510 (Yelm Avenue) at 1st Street/SR 507. In addition to without project improvements, change eastbound/westbound right-turn phasing to permitted+over for the intersection
and add additional lane in any direction for this intersection to operate at LOS D or better.
Regional Study Intersections
Intersection #7 – SR 510 at Old Pacific Highway SE. The installation of a two-way, center left-turn lane onto SR 510 without the project would make this intersection operate at LOS
E with the project. The installation of a fully actuated traffic signal would improve operations to LOS B.
Intersection #9 – Old Pacific Highway SE at Kuhlman Road SE. Construct a two-way, center left-turn lane onto Old Pacific Highway SE. This intersection would operate at LOS C.
Intersection #12 – SR 510 at Yelm Highway SE. Provide double westbound left-turn lanes for this intersection to operate at LOS D with the project in 2012.
Intersection #25 – Nisqually Road at I-5 SB Ramps. Construct a two-way, center left-turn lane onto Nisqually Road. This intersection would operate at LOS D.
2015 Phase II (Without Project)
Local Study Intersections
Intersection #5 – SR 510 (Yelm Avenue) at Cullens Road. Install a fully-actuated traffic signal with eastbound/westbound left-turn permitted+protected phasing for the intersection to
operate at LOS B.
Intersection #6 – SR 510 (Yelm Avenue) at Longmire Street. Install a fully-actuated traffic signal with eastbound/westbound left-turn phasing of permitted+protected for the intersection
to operate at LOS B.
Intersection #7 – SR 510 (Yelm Avenue) at Edwards Street. Construct a two-way, center left-turn lane onto SR 510 (Yelm Avenue) for the intersection to operate at LOS C.
Intersection #8 – SR 510 (Yelm Avenue) at 1st Street/SR 507. Install a fully-actuated traffic signal and provide separate left, through, and right-turn lanes at all legs of the intersection
for the intersection to operate at LOS D.
Intersection #13 – SR 507 at Grove Road. Construct a two-way, center left-turn lane onto SR 507 for the intersection to operate at LOS C.
Regional Study Intersections
Intersection #3 – SR 510 (Marvin Road E) at Martin Way SE. Provide double eastbound right-turn lanes for the intersection to operate at LOS D.
Intersection #4 – SR 510 (Marvin Road E) at Steilacoom Road SE. Construct a southbound right-turn only lane for the intersection to operate at LOS D.
Intersection #7 – SR 510 at Old Pacific Highway SE. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS C.
Intersection #9 – Old Pacific Highway SE at Kuhlman Road SE. Construct a two-way, center left-turn lane onto Old Pacific Highway SE for the intersection to operate at LOS C.
Intersection #11 – SR 510 at Reservation Road. Install a fully-actuated traffic signal for this intersection to operate at LOS B.
Intersection #12 – SR 510 at Yelm Highway SE. Install a fully-actuated traffic signal and an additional through lane in the eastbound/westbound direction for this intersection to operate
at LOS D.
Intersection #13 – SR 507 at Vail Road SE. Install a fully-actuated traffic signal, provide an additional through lane in the eastbound/westbound direction, and separate northbound
left- and right-turn lanes for this intersection to operate at LOS D.
Intersection #20 – SR 507 at Center Avenue. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS C.
Intersection #21 – SR 510 at Minnesota Avenue. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS C.
Intersection #25 – Nisqually Road at I-5 SB Ramps. Construct a two-way, center left-turn lane onto Nisqually Road. This intersection would operate at LOS D.
Intersection #33 – SR 510 at Muk Sut Wei Drive. Construct a two-way, center left-turn lane onto SR 510 for the intersection to operate at LOS C.
Intersection #34 – SR 7 at SR 702. Install a roundabout or fully-actuated traffic signal for the intersection to operate at LOS D or better.
Intersection #35 – I-5 NB Ramps at U.S. 12. Install a roundabout or fully-actuated traffic signal for the intersection to operate at LOS D or better.
2015 Phase II (With Project)
Local Study Intersections
Intersection #2 – SR 510 (Yelm Avenue) at 93rd Avenue. Construct a two-way, center left-turn lane onto SR 510 (Yelm Avenue). This intersection would operate at LOS C.
Intersection #3 – SR 510 (Yelm Avenue) at Mountain View Road. Construct a two-way, center left-turn lane onto SR 510 (Yelm Avenue). This intersection would operate at LOS C.
Intersection #6 – SR 510 (Yelm Avenue) at Longmire Street. In addition to installing a fully-actuated traffic signal, provide separate northbound left, through, and right lanes and
double westbound left-turn lanes. This intersection would operate at LOS D.
Intersection #7 – SR 510 (Yelm Avenue) at Edwards Street. The installation of a two-way, center left-turn lane onto SR 510 under conditions without the project would make this intersection
operate at LOS F with the project. The installation of a fully actuated traffic signal would improve operations to LOS C.
Intersection #8 – SR 510 (Yelm Avenue) at 1st Street/SR 507. In addition to improvements identified previously, change northbound/southbound left-turn phasing to permitted+protected.
This intersection would operate at LOS D.
Intersection #12 – SR 507 (Yelm Avenue) at Bald Hills Road/NE Creek Street. Change northbound/southbound left-turn phasing to permitted+protected. This intersection would operate at
LOS D.
Intersection #14 – SR 507 at Mosman Avenue. Optimize the signal cycle length from 60 seconds to 80 seconds. This intersection would operate at LOS D.
Intersection #15 – Longmire Street at Terra Glen Street. Provide a two-way, center left-turn lane onto Longmire Street for the intersection to operate at LOS C.
Intersection #19 – Y-3 North Yelm Loop at Killion Road. Construct a two-way, center left-turn lane onto the Y-3 North Yelm Loop. This intersection would operate at LOS C.
Regional Study Intersections
Intersection #16 – SR 507 at Manke Road SE. Provide a two-way, center left-turn lane onto SR 507. This intersection would operate at LOS C.
Intersection #21 – SR 510 at Minnesota Avenue. In addition to a two-way, center left-turn lane onto SR 510, provide an eastbound left-turn only lane for the intersection to operate
at LOS C.
Intersection #25 – Nisqually Road at I-5 SB Ramps. Install a fully actuated traffic signal or a roundabout for this intersection to operate at LOS D or better.
Intersection #30 – SR 702 at Harts Lake Road. Construct a two-way, center left-turn lane onto SR 702. This intersection would operate at LOS C.
Intersection #32 – SR 510 at Muk Sut Wei Drive. Install a fully actuated traffic signal with an eastbound approach of a left-turn only lane, two through lanes, and a righ-turn only
lane. Provide a westbound left-turn only lane. This intersection would operate at LOS C.
Intersection #33 – SR 510 at Muk Sut Wei Drive. In addition to a two-way, center left-turn lane onto SR 510, provide an eastbound left-turn only lane for the intersection to operate
at LOS C.
2025 Alternative 3 (Without Project)
Local Arterial Roadway Locations
#1b (new Y-3 North Yelm Loop east of SR 510). Provide a two-way, center left-turn lane onto the new Y-3 North Yelm Loop or provide two travel lanes in each direction.
#1c (SR 510 northwest of new Y-3 North Yelm Loop). Provide a two-way, center left-turn lane onto SR 510 or provide two travel lanes in each direction.
#2b (SR 510 between Killion Road and Cullens Road). Provide a two-way, center left-turn lane onto SR 510 or provide two travel lanes in each direction.
#3b (general location on SR 507 at Clark Avenue). Provide a two-way, center left-turn lane onto SR 510 or provide two travel lanes in each direction.
#3d (general location on SR 507 at Mosman Avenue). Provide a two-way, center left-turn lane onto SR 507 or provide two travel lanes in each direction.
Regional Arterial Roadway Locations
#2b (SR 510 east of Yelm Highway SE). Provide two travel lanes in each direction.
#3 (SR 507 between Vail Road SE and SR 702). Provide two travel lanes in each direction.
2025 Alternative 3 (With Project)
Local Arterial Roadway Locations
No improvements are anticipated to be necessary to local area roadway locations with development of the proposed project.
Regional Arterial Roadway Locations
#2a (Old Pacific Highway SE between SR 510 and Reservation Road). Provide a two-way, center left-turn lane onto Old Pacific Highway SE or provide two travel lanes in each direction.
Site Access
It is recommended that the Intersection #21 - SR 507 at Tahoma Terra Boulevard site access connection to the south be constructed by 2015 Phase II conditions. This intersection should
be constructed to provide separate exiting eastbound left- and right-turn lanes, separate northbound left- and through-lanes, and a single lane approach in the southbound direction.
Public Transportation
The applicant may wish to work with Intercity Transit to provide for site amenities and transit zones within the proposed development to encourage and accommodate public transportation
access.
Nonmotorized Transportation
Infrastructure improvements within the proposed development would include full curbs, gutters, and raised sidewalks on all new roadways.
School Safe Walk Routes
It is recommended that the applicant work with the Yelm School District to provide appropriate school bus stop locations within the project site.
Appendix A
Traffic Counts
Appendix B
Future Traffic Volume Estimates