El Rey Burro - Yelm TIA - 9-24-21EL REY BURRO
TRAFFIC IMPACT ANALYSIS
City of Yelm, WA
Prepared for: Mr. Aaron Fuller, P.E.
Fuller Designs
1011 Kresky Ave
Centrailia, WA 98531
September 2021
HEATH & ASSOCIATES, INC Transportation and Civil Engineering
09/24/2021
PO Box 397 Puyallup, WA 98371 (253) 770 1401 heathtraffic.com
EL REY BURRO
TRAFFIC IMPACT ANALYSIS
TABLE OF CONTENTS
1. Introduction ...................................................................................................................3
2. Project Description ........................................................................................................3
3. Existing Conditions ........................................................................................................6
4. Forecast Traffic Demand and Analysis ....................................................................... 11
5. Conclusions & Mitigation ............................................................................................. 19
Appendix ............................................................................................................................. 20
LIST OF TABLES
1. Transportation Improvement Projects ...........................................................................8
2. Existing PM Peak Hour Level of Service .......................................................................9
3. Project Trip Generation ............................................................................................... 11
4. Forecast 2024 PM Peak Hour Level of Service .......................................................... 18
LIST OF FIGURES
1. Vicinity Map & Roadway System ..................................................................................4
2. Site Plan ........................................................................................................................5
3. Existing PM Peak Hour Volumes ..................................................................................7
4A. PM Peak Hour Primary Trip Distribution & Assignment .............................................. 13
4B. PM Peak Hour Pass-By Trip Distribution & Assignment ............................................. 14
5. PM Peak Hour Pipeline Volumes ................................................................................ 15
6. Forecast 2024 PM Peak Hour Background Volumes .................................................. 16
7. Forecast 2024 PM Peak Hour Volumes with Project .................................................. 17
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EL REY BURRO
TRAFFIC IMPACT ANALYSIS
1. INTRODUCTION
The main goals of this study focus on the assessment of existing roadway conditions and
forecasts of newly generated project traffic. The first task includes the review of general
roadway information on the adjacent streets serving the subject site and gathering existing
vehicular volumes within a defined study area. Forecasts of future traffic and dispersion
patterns on the street system are then determined using established trip generation and
distribution techniques. As a final step, appropriate conclusions and mitigation measures
are defined, if needed.
2. PROJECT DESCRIPTION
El Rey Burro proposes for the construction of a 1,440 square foot restaurant with 1 drive-
through lane in the city of Yelm. The subject site comprises 0.30-are tax parcel #:
21724141300 with a site address of 604 Yelm Avenue W. The subject site is situated on
the northern corner of the SR 510 (Yelm Avenue SE) & NW Longmire Street intersection.
Access to the site is proposed via one inbound-only driveway extending northwest from
NW Longmire Street and one outbound-only driveway extending northeast from Yelm
Avenue SE. A site map of the general vicinity is illustrated in Figure 1. A conceptual site
plan illustrating the proposed accesses, drive-through configuration and building footprint
is presented in Figure 2. N Orchard St PO Box 397 Puyallup, WA 98371 (253) 770 1401 heathtraffic.com
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Figure 2: Site Plan
As shown in the provided site plan, the proposed driveway to Longmire Street would serve
inbound movements only. The site configuration and parking orientation circulates around
the building to the proposed outbound only driveway to Yelm Avenue.
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3. EXISTING CONDITIONS
3.1 Existing Street System
The major roadways surrounding the subject site are listed and described below.
Yelm Avenue SE (SR-510): is a two- to three-lane designated state highway bordering the
subject site to the southwest. SR-510 provides regional access from Lacey to Yelm. Travel
lanes are approximately 10-feet in width. Bicycle lanes approximately 4- to 5-feet in width
are provided northwest of SW/NW Longmire Street. Elsewhere, shoulders are primarily
composed of curb, gutter and sidewalk. The posted speed limit in the site vicinity is 25- to
35-mph. The posted speed limit decreases to 25 mph as it approaches the city center and
increases to 35-mph northwest of the subject site.
SW/NW Longmire Street: is a two-lane local access commercial roadway bordering the
subject site to the southwest. Total roadway width is approximately 18- to 26-feet northeast
of Yelm Avenue SE. Travel lanes southwest of Yelm Avenue SE are approximately 11-feet
in width. Bike lanes are provided southwest of Yelm Avenue SE. Shoulder composition
varies between no formal treatment to curb, gutter and/or sidewalk. The posted speed limit
is 25-mph.
3.2 Existing Peak Hour Volumes and Travel Patterns
Field data for this study was obtained and collected in September of 2021. Traffic counts
were performed at the study intersection of Yelm Avenue SE (SR-510) & NW/SW
Longmire Street. Field data for the outlying study intersection was collected between 4:00–
6:00 PM, which generally reflects the highest levels of congestion with respect to traffic
and delays during a 24-hour period. The one hour reflecting highest overall roadway
volumes (peak hour) was then derived from these counts. Existing PM peak hour volumes
observed on-site and at the study intersections are illustrated in Figure 3. Full count sheets
are attached in the appendix.
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3.3 Roadway Improvements
A review of the City of Yelm Preliminary 2022-2027 Six-Year Transportation Improvement
Program indicates that improvement projects are currently planned in the vicinity of the
site. Descriptions of the nearest projects are provided below in Table 1 below.
Table 1: Transportation Improvement Projects
Name Location Improvement Cost
Longmire / SR 510
Intersection (Yelm5B 16) Intersection Construct a traffic signal at the intersection $1,045,000
Coates Ave Connection
(WA-10293)
Killion St SE
to Cullens Rd
SE
Construct approximately 1300 linear feet of new
roadway. Design will include sidewalks, curbs, gutters,
full utilities, street lights, etc
$2,775,000
Mosman Ave Phase II
(Y8A/C)
SW Longmire
St to SW
Railroad St
Construction of new road from Longmire St to Solberg
St, and reconstruction of Mosman Ave between
Solberg St and Railroad St
$25,062,400
Mosman Ave E Phase 3
(Yelm 16 10)
3rd St SE to
Clark Rd
Construct roadway improvements and a roadway
extension from SE 4th Street to Clark Rd SE $5,233,400
Mosman Avenue SE
(WA-12344)
2nd St SE to
3rd St SE
Construct sidewalks on both sides of roadway, install
intersection treatment at 2nd St SE & Mosman Ave SE
and construct bike lanes from 2nd St SE to 3rd St SE
$310,000
Yelm Ave (SR-507)
Improvements (WA-
12346)
1st St S to
4th St SE
Construction and repair/replacement of sidewalks,
installation of new parallel parking, intersection
treatments, and access control channelization features
$2,321,800
In addition, the City of Yelm’s 20-Year Transportation Plan Update identifies the following
projects:
Y8B Solberg between Yelm Avenue and Mosman
This project intends to reconstruct the roadway from Yelm Avenue SE to SE Mosman
Avenue.
Y5C Central Business District between Cullens and 4th
This project intends to reconstruct Yelm Avenue SE from NW Cullens Road SE to SE/NE
4th Street.
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3.4 Existing Level of Service
Peak hour delays were determined through the use of the Highway Capacity Manual 6th
Edition. Capacity analysis is used to determine level of service (LOS) which is an
established measure of congestion for transportation facilities. The range1 for intersection
level of service is LOS A to LOS F with the former indicating the best operating conditions
with low control delays and the latter indicating the worst conditions with heavy control
delays. Detailed descriptions of intersection LOS are given in the 2016 Highway Capacity
Manual. Level of service calculations were made through the use of the Synchro 11
analysis program. For side-street stop-controlled intersections, LOS is determined by the
approach with the highest delay. Table 2 summarizes existing LOS and delays for the key
intersection of study.
Table 2: Existing PM Peak Hour Level of Service
Delays given in seconds per vehicle
Intersection Control Movement LOS Delay
Yelm Ave SE & NW/SW Longmire St Stop SWB C 20.3
WSDOT has an established Level of Service standard of D on SR-510 (Yelm Avenue SE)
along the project frontage. Existing PM peak hour conditions are shown to operate at LOS
C indicating mild delays at the intersection of study.
It should also be taken into consideration that the study intersection of Yelm Avenue SE &
Longmire Street is planned for a future signalization according to the City’s Six Year
Transportation Improvement Plan. Currently, the minor approach (Longmire Street) is stop-
controlled while Yelm Avenue is uncontrolled and has free-flow/yield conditions. A signal at
this location would increase capacity and likely reduce delays experienced on the minor
approach (Longmire Street).
1 Signalized Intersections - Level of Service Stop Controlled Intersections – Level of Service
Control Delay per Control Delay per
Level of Service Vehicle (sec) Level of Service Vehicle (sec)
A 10 A 10
B 10 and 20 B 10 and 15
C 20 and 35 C 15 and 25
D 35 and 55 D 25 and 35
E 55 and 80 E 35 and 50
F 80 F 50
Highway Capacity Manual, 6th Edition
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3.5 Non-Motorist Traffic
Pedestrian and bicycle activity were observed on the nearby street segments studied for
this project. Observations were made during routine peak hour movement counts at the
study intersection. No pedestrians or bicyclists were noted at the study intersection of
Yelm Avenue SE & SW/NW Longmire Street during the PM peak hour.
Frontage improvements in accordance with City standards are required along the
Longmire Street NW project frontage as part of site development. Improvement projects
expanding non-motorist facilitates in the vicinity of the subject site are outlined in the City’s
TIP list. Residents of the adjacent neighborhood and individuals opting to travel to the
subject site via public transit would have safe mobility to/from the commercial opportunities
provided on-site.
3.6 Transit Service
A review of the Intercity Transit service system indicates that Route 94 provides bus
service in the vicinity of the proposed El Rey Burro development. The Route provides
service between Lacey Corporate Center, Yelm and Olympia Transit Center. The nearest
stops in relation to the subject site are provided along the project frontage on Yelm Avenue
SE. Weekday service is provided from 5:40 AM – 9:45 PM with approximately 30- to 60-
minute headways. Weekend service is provided from 6:40 AM – 8:45 PM with
approximately 60-minute headways. Refer to the Intercity Transit Route Finder for more
detailed information.
3.7 Access & Sight Distance
Inbound access to the subject site is proposed via one new driveway extending northwest
from NW/SW Longmire Street while outbound access to the subject site is proposed via
one driveway extending northeast from Yelm Avenue SE. Sight distance observations
were performed at the proposed outbound Yelm Avenue SE access to ensure that traffic
can exit the site with sufficient visibility to safely enter the roadway. The speed limit on
Yelm Avenue SE at the proposed access location is 25-mph. In accordance with
established AASHTO standards, a minimum entering sight distance of 280 feet is required.
Based on preliminary measurements, no sight deficiencies are identified at the access
location on Yelm Avenue SE.
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4. FORECAST TRAFFIC DEMAND AND ANALYSIS
4.1 Project Trip Generation
Trip generation is used to determine the magnitude of project impacts on the surrounding
street system. This is usually denoted by the quantity or specific number of new trips that
enter and exit a project during a designated time period, such as a specific peak hour (AM
or PM) or an entire day. Data presented in this report was derived from the Institute of
Transportation Engineer's publication Trip Generation, 10th Edition. The designated land
use for the proposed project is defined as Fast Food Restaurant with Drive-Through
Window (LUC 934). Project trip generation was estimated using ITE rates with square
footage as the input variable. It should be noted that the restaurant component of the
proposed project is anticipated to generate trips from pass-by (i.e., customers already on
the adjacent street system) in addition to new trips. Pass-by rates were derived via ITE
data. Table 3 summarizes the total estimated project trip generation. Included are the
average weekday daily traffic (AWDT) and the AM and PM peak hours. Refer to the
appendix for trip generation output.
Table 3: Project Trip Generation
Land Use Size AWDT AM Peak-Hour Trips PM Peak-Hour Trips
In Out Total In Out Total
Fast Food w/ DT 1.44 ksf 342 16 14 30 12 11 23
Pass-by2 336 14 14 28 12 12 24
Total Site Driveway Trips 678 30 28 58 24 23 47
Based on the estimated trip generation, the project is anticipated to generate a site total of
58 AM and 47 PM peak hour trips. As shown, a number of these trips are expected to be in
the form of pass-by. Pass-by trips are defined as vehicles already captured on the
adjacent roadway and are subsequently attracted to the site for a convenience-based stop.
These trips are not considered as new trips but will impact the site’s access points. Fast
food restaurants are largely influenced by location and spur of the moment stops. With
Yelm Avenue SE supporting a considerable amount of vehicular volumes already passing
the site, a number of motorists are assumed to use the proposed services. Based on Table
3, total driveway trips are estimated with 47 movements (24 in/23 out) in the PM peak
hour. However, only 23 PM peak hour trips (12 in/11 out) would be considered as primary
(new trips).
2 Institute of Transportation Engineers, Trip Generation Handbook 4th Edition (2017) – AM Rate for LUC 934: 49%; PM
Rate for LUC 934: 50%. As no data is available for AWDT, the average of the AM and PM was utilized.
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4.2 Distribution & Assignment
Trip distribution describes the process by which project generated trips are dispersed on
the street network surrounding the site. Primary and pass-by PM peak hour trips generated
by the project are expected to follow the general trip patterns as shown in Figures 4A and
4B, respectively. Percentages are primarily based on existing traffic volumes and proximity
to nearby arterials.
4.3 Future Peak Hour Volumes
A 3-year horizon of 2024 was used for future traffic delay analysis. Forecast 2024
background traffic volumes were derived by applying a 2.5 percent compound annual
growth rate to the existing volumes shown in Figure 3. This growth rate was derived via
historic WSDOT volumes observed on WA-510 in the vicinity of the subject site, which
indicated a 2.17% annual growth rate from 2011 to 2014. Moreover, pipeline volumes
associated with The Hutch and Alpine Estates developments were included in forecast
volumes. PM peak hour pipeline volumes are illustrated in Figure 5. Forecast 2024 PM
peak hour volumes without project are shown in Figure 6 while Figure 7 illustrates forecast
2024 volumes with the addition of project-generated traffic.
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4.4 Future Level of Service
Level of service analyses were made of the future PM peak hour volumes without
(background) and with project related trips added to the key roadways and intersections.
This analysis once again involved the use of the Synchro 11 analysis program. Delays for
the study intersection and proposed accesses under future conditions are shown below in
Table 4.
Table 4: Forecast 2024 PM Peak Hour Level of Service
Delays given in Seconds Per Vehicle
Without Project With Project
Intersection Control LOS Delay LOS Delay
Yelm Ave SE & NW/SW Longmire St Stop D 25.0 D 26.0
Yelm Ave SE & Access Stop - - C 18.0
Access & NW Longmire St Stop - - A 4.1
Forecast 2024 PM peak hour delays are shown to operate with LOS D or better conditions
with or without the proposed development. No LOS deficiencies are identified at the
proposed accesses or study intersection as a result of the development.
As previously mentioned, the study intersection of Yelm Avenue SE & NW/SW Longmire
Street is planned for an improvement – upgrading the intersection to signalized control.
However, as final construction of the project is unknown at this time, forecast evaluation
encompassed the existing stop-controlled intersection configuration. The future
improvement is anticipated to reduce delays experienced at the intersection.
4.5 Left Turn Lane Warrant
Left turn lanes are a means of providing necessary storage space for left turning vehicles
at intersections. For this impact study, procedures prescribed by the WSDOT Design
Manual Exhibit 1310-7a were used to ascertain storage requirements at access
intersection on NW Longmire Street. Based on forecast 2024 PM peak hour volumes with
project traffic – a left turn lane would not be warranted at the proposed access intersection.
Refer to the appendix for the warrant nomographs.
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5. CONCLUSIONS AND MITIGATION MEASURES
El Rey Burro proposes for the construction of up a 1,440 square foot restaurant with a
single drive-through lane in the city of Yelm. The subject site, with a site address of 604
Yelm Avenue W, encompasses 0.30-acres within tax parcel #: 21724141300. The subject
parcel is located on the northern corner of the Yelm Avenue SE (SR-510) & NW/SW
Longmire Street intersection. The proposed building footprint, drive-through configuration
and accesses are illustrated in the conceptual site plan provided in Figure 2. Access is
proposed via one new inbound-only access extending northwest from NW Longmire Street
and via one outbound-only access extending northeast form Yelm Avenue SE.
The proposed development is expected to generate approximately 678 total average
weekday daily trips with 58 AM and 47 PM peak hour trips. However, approximately 50%
of site-generated traffic is considered as pass-by traffic already traveling along SR-510.
New traffic to the area is projected with 342 average weekday daily trips with 30 primary
trips in the AM peak hour (16 in / 14 out) and 23 primary trips in the PM peak hour (12 in /
11 out). Future delay analysis consisted of a three-year horizon of 2024 which included a
background rate, pipeline volumes associated with nearby planned developments, and
project generated traffic.
Table 4 summarizes forecast 2024 PM peak hour delays at the outlying study intersection
and proposed access intersections. Forecast 2024 delays are shown to operate with LOS
D conditions at the intersection of Yelm Avenue SE & NW/SW Longmire Street both
without and with project-generated traffic. According to the City’s Transportation
Improvement Plan, a signal is proposed to be installed at this intersection. This
improvement is anticipated to reduce delays experienced at the intersection. Moreover, the
proposed accesses were shown to operate with LOS C or better conditions during the
critical PM peak hour. No level of service deficiencies are identified as a result of the
development. A left turn warrant analysis was conducted which suggested that a left-turn
lane is not warranted at the NW Longmire Street access.
Based on the analysis above, recommended mitigation is as follows:
1. The subject development would be responsible for Transportation Facilities Charge
per City of Yelm requirements. A 2,028 square foot structure previously used for a
restaurant and retail establishment exists on-site. Credit may be received for the
redevelopment of this existing structure. Exact fees will be calculated by the City at
the time of building permit issuance. Should Transportation Facilities Charges be
required, it is recommended that the funds be allocated to the SR-510 & NW/SW
Longmire intersection improvement project. No other mitigation is recommended at
this time.
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EL REY BURRO
TRAFFIC IMPACT ANALYSIS
APPENDIX
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LEVEL OF SERVICE
The following are excerpts from the 2016 Highway Capacity Manual - Transportation
Research Board Special Report 209.
Six LOS are defined for each type of facility that has analysis procedures available.
Letters designate each level, from A to F, with LOS A representing the best operating
conditions and LOS F the worst. Each level of service represents a range of operating
conditions and the driver’s perception of those conditions.
Level-of-Service definitions
Level of service A represents primarily free-flow operations at average travel speeds,
usually about 90 percent of the free-flow speed for the arterial classification. Vehicles are
seldom impeded in their ability to maneuver in the traffic stream. Delay at signalized
intersections is minimal.
Level of service B represents reasonably unimpeded operations at average travel speeds,
usually about 70 percent of the free-flow speed for the arterial classification. The ability to
maneuver in the traffic stream is only slightly restricted and delays are not bothersome.
Level of service C represents stable operations; however, ability to maneuver and change
lanes in midblock locations may be more restricted than in LOS B, and longer queues,
adverse signal coordination, or both may contribute to lower average travel speeds of
about 50 percent of the average free-flow speed for the arterial classification.
Level of service D borders on a range in which small increases in flow may cause
substantial increases in approach delay and hence decreases in arterial speed. LOS D
may be due to adverse signal progression, inappropriate signal timing, high volumes, or
some combination of these. Average travel speeds are about 40 percent of free-flow
speed.
Level of service E is characterized by significant delays and average travel speeds of one-
third the free-flow speed or less. Such operations are caused by some combination of
adverse progression, high signal density, high volumes, extensive delays at critical
intersections, and inappropriate signal timing.
Level of service F characterizes arterial flow at extremely low speeds, from less than one-
third to one-quarter of the free-flow speed. Intersection congestion is likely at critical
signalized locations, with long delays and extensive queuing.
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File Name : 4724a
Site Code : 00004724
Start Date : 9/8/2021
Page No : 1
Groups Printed- Passenger + - Heavy
W Yelm Ave
Southbound
Longmire St SE
Westbound
W Yelm Ave
Northbound
Longmire St SE
Eastbound
Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. Total
04:00 PM 6 175 0 181 1 0 1 2 1 138 16 155 7 1 4 12 350
04:15 PM 5 143 1 149 0 2 1 3 0 129 13 142 11 1 3 15 309
04:30 PM 3 197 1 201 2 0 0 2 0 136 16 152 13 1 5 19 374
04:45 PM 6 175 4 185 1 0 0 1 2 132 12 146 16 0 2 18 350
Total 20 690 6 716 4 2 2 8 3 535 57 595 47 3 14 64 1383
05:00 PM 8 183 2 193 1 0 0 1 1 150 16 167 14 0 5 19 380
05:15 PM 11 165 5 181 4 0 2 6 0 138 14 152 11 0 5 16 355
05:30 PM 7 157 2 166 1 0 0 1 0 157 19 176 10 1 2 13 356
05:45 PM 4 177 0 181 1 0 1 2 1 144 15 160 10 1 2 13 356
Total 30 682 9 721 7 0 3 10 2 589 64 655 45 2 14 61 1447
Grand Total 50 1372 15 1437 11 2 5 18 5 1124 121 1250 92 5 28 125 2830
Apprch %3.5 95.5 1 61.1 11.1 27.8 0.4 89.9 9.7 73.6 4 22.4
Total %1.8 48.5 0.5 50.8 0.4 0.1 0.2 0.6 0.2 39.7 4.3 44.2 3.3 0.2 1 4.4
Passenger +50 1345 15 1410 11 2 5 18 5 1104 121 1230 90 5 28 123 2781
% Passenger +100 98 100 98.1 100 100 100 100 100 98.2 100 98.4 97.8 100 100 98.4 98.3
Heavy 0 27 0 27 0 0 0 0 0 20 0 20 2 0 0 2 49
% Heavy 0 2 0 1.9 0 0 0 0 0 1.8 0 1.6 2.2 0 0 1.6 1.7
Heath & Associates
PO Box 397
Puyallup, WA 98371
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File Name : 4724a
Site Code : 00004724
Start Date : 9/8/2021
Page No : 2
W Yelm Ave
Southbound
Longmire St SE
Westbound
W Yelm Ave
Northbound
Longmire St SE
Eastbound
Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. Total
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 3 197 1 201 2 0 0 2 0 136
16 152 13 1 5 19 374
04:45 PM 6 175 4 185 1 0 0 1
2 132 12 146
16 0 2 18 350
05:00 PM 8 183 2 193 1 0 0 1 1 150 16 167 14 0 5 19
380
05:15 PM 11 165 5 181 4 0 2 6 0 138 14 152 11 0 5 16 355
Total Volume 28 720 12 760 8 0 2 10 3 556 58 617 54 1 17 72 1459
% App. Total 3.7 94.7 1.6 80 0 20 0.5 90.1 9.4 75 1.4 23.6
PHF .636 .914 .600 .945 .500 .000 .250 .417 .375 .927 .906 .924 .844 .250 .850 .947 .960
Passenger +28 710 12 750 8 0 2 10 3 545 58 606 53 1 17 71 1437
% Passenger +100 98.6 100 98.7 100 0 100 100 100 98.0 100 98.2 98.1 100 100 98.6 98.5
Heavy 0 10 0 10 0 0 0 0 0 11 0 11 1 0 0 1 22
% Heavy 0 1.4 0 1.3 0 0 0 0 0 2.0 0 1.8 1.9 0 0 1.4 1.5
W Yelm Ave Longmire St SE Longmire St SE W Yelm Ave
Right
28
0
28
Thru
710
10
720
Left
12
0
12
InOut Total
570 750 1320
11 10 21
581 1341 760 Right8 0 8 Thru0 0 0 Left2 0 2 OutTotalIn16 10 26 0 0 0 16 26 10 Left
58
0
58
Thru
545
11
556
Right
3
0
3
Out TotalIn
765 606 1371
11 11 22
776 1393 617 Left17 0 17 Thru1 0 1 Right53 1 54 TotalOutIn86 71 157 0 1 1 86 158 72 Peak Hour Begins at 04:30 PM
Passenger +
Heavy
Peak Hour Data
North
Heath & Associates
PO Box 397
Puyallup, WA 98371
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HCM 6th TWSC Existing PM Peak Hour
1: Longmire St SE & W Yelm Ave 09/21/2021
HCM 6th TWSC Synchro 11 Light Report
Page 1
Intersection
Int Delay, s/veh 1.5
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Lane Configurations
Traffic Vol, veh/h 12 720 28 58 556 3 17 1 54 2 0 8
Future Vol, veh/h 12 720 28 58 556 3 17 1 54 2 0 8
Conflicting Peds, #/hr 0 00000000000
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 250 - - 215 --------
Veh in Median Storage, # - 0 - - 0 - - 1 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96
Heavy Vehicles, % 1 12111121111
Mvmt Flow 13 750 29 60 579 3 18 1 56 2 0 8
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 582 0 0 779 0 0 1496 1493 765 1520 1506 581
Stage 1 ------791791-701701-
Stage 2 ------705702-819805-
Critical Hdwy 4.11 - - 4.11 - - 7.11 6.52 6.21 7.11 6.51 6.21
Critical Hdwy Stg 1 ------6.11 5.52 - 6.11 5.51 -
Critical Hdwy Stg 2 ------6.11 5.52 - 6.11 5.51 -
Follow-up Hdwy 2.209 - - 2.209 - - 3.509 4.018 3.309 3.509 4.009 3.309
Pot Cap-1 Maneuver 997 - - 842 - - 102 123 405 98 122 515
Stage 1 ------384401-431442-
Stage 2 ------429440-371397-
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 997 - - 842 - - 94 113 405 79 112 515
Mov Cap-2 Maneuver ------216232-79112-
Stage 1 ------379396-425411-
Stage 2 ------392409-314392-
Approach SE NW NE SW
HCM Control Delay, s 0.1 0.9 18.9 20.3
HCM LOS C C
Minor Lane/Major Mvmt NELn1 NWL NWT NWR SEL SET SERSWLn1
Capacity (veh/h)333 842 - - 997 - - 245
HCM Lane V/C Ratio 0.225 0.072 - - 0.013 - - 0.043
HCM Control Delay (s) 18.9 9.6 - - 8.7 - - 20.3
HCM Lane LOS C A - - A - - C
HCM 95th %tile Q(veh) 0.8 0.2 - - 0 - - 0.1
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HCM 6th TWSC Forecast 2024 PM Peak Hour Without Project
1: Longmire St SE & W Yelm Ave 09/22/2021
HCM 6th TWSC Synchro 11 Light Report
Page 1
Intersection
Int Delay, s/veh 1.6
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Lane Configurations
Traffic Vol, veh/h 13 815 30 62 655 3 18 1 58 2 0 9
Future Vol, veh/h 13 815 30 62 655 3 18 1 58 2 0 9
Conflicting Peds, #/hr 0 00000000000
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 250 - - 215 --------
Veh in Median Storage, # - 0 - - 0 - - 1 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96
Heavy Vehicles, % 1 12111121111
Mvmt Flow 14 849 31 65 682 3 19 1 60 2 0 9
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 685 0 0 880 0 0 1711 1708 865 1737 1722 684
Stage 1 ------893893-814814-
Stage 2 ------818815-923908-
Critical Hdwy 4.11 - - 4.11 - - 7.11 6.52 6.21 7.11 6.51 6.21
Critical Hdwy Stg 1 ------6.11 5.52 - 6.11 5.51 -
Critical Hdwy Stg 2 ------6.11 5.52 - 6.11 5.51 -
Follow-up Hdwy 2.209 - - 2.209 - - 3.509 4.018 3.309 3.509 4.009 3.309
Pot Cap-1 Maneuver 913 - - 772 - - 72 91 355 69 90 450
Stage 1 ------338360-373393-
Stage 2 ------371391-325356-
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 913 - - 772 - - 65 82 355 53 81 450
Mov Cap-2 Maneuver ------178197-5381-
Stage 1 ------333355-367360-
Stage 2 ------333358-265351-
Approach SE NW NE SW
HCM Control Delay, s 0.1 0.9 22.4 25
HCM LOS C D
Minor Lane/Major Mvmt NELn1 NWL NWT NWR SEL SET SERSWLn1
Capacity (veh/h)286 772 - - 913 - - 191
HCM Lane V/C Ratio 0.28 0.084 - - 0.015 - - 0.06
HCM Control Delay (s) 22.4 10.1 - - 9 - - 25
HCM Lane LOS C B - - A - - D
HCM 95th %tile Q(veh) 1.1 0.3 - - 0 - - 0.2
PO Box 397 Puyallup, WA 98371 (253) 770 1401 heathtraffic.com
28
HCM 6th TWSC Forecast 2024 PM Peak Hour With Project
1: Longmire St SE/Longmire St NE & W Yelm Ave 09/24/2021
HCM 6th TWSC Synchro 11 Light Report
Page 1
Intersection
Int Delay, s/veh 1.7
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Lane Configurations
Traffic Vol, veh/h 24 820 31 62 648 15 18 2 58 2 0 9
Future Vol, veh/h 24 820 31 62 648 15 18 2 58 2 0 9
Conflicting Peds, #/hr 0 00000000000
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 250 - - 215 --------
Veh in Median Storage, # - 0 - - 0 - - 1 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96
Heavy Vehicles, % 1 12111121111
Mvmt Flow 25 854 32 65 675 16 19 2 60 2 0 9
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 691 0 0 886 0 0 1738 1741 870 1764 1749 683
Stage 1 ------920920-813813-
Stage 2 ------818821-951936-
Critical Hdwy 4.11 - - 4.11 - - 7.11 6.52 6.21 7.11 6.51 6.21
Critical Hdwy Stg 1 ------6.11 5.52 - 6.11 5.51 -
Critical Hdwy Stg 2 ------6.11 5.52 - 6.11 5.51 -
Follow-up Hdwy 2.209 - - 2.209 - - 3.509 4.018 3.309 3.509 4.009 3.309
Pot Cap-1 Maneuver 908 - - 768 - - 69 87 352 66 86 451
Stage 1 ------326350-374393-
Stage 2 ------371389-313345-
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 908 - - 768 - - 62 77 352 50 76 451
Mov Cap-2 Maneuver ------171188-5076-
Stage 1 ------317340-364360-
Stage 2 ------333356-251335-
Approach SE NW NE SW
HCM Control Delay, s 0.2 0.9 23.2 26
HCM LOS C D
Minor Lane/Major Mvmt NELn1 NWL NWT NWR SEL SET SERSWLn1
Capacity (veh/h)278 768 - - 908 - - 183
HCM Lane V/C Ratio 0.292 0.084 - - 0.028 - - 0.063
HCM Control Delay (s) 23.2 10.1 - - 9.1 - - 26
HCM Lane LOS C B - - A - - D
HCM 95th %tile Q(veh) 1.2 0.3 - - 0.1 - - 0.2
PO Box 397 Puyallup, WA 98371 (253) 770 1401 heathtraffic.com
29
HCM 6th TWSC Forecast 2024 PM Peak Hour With Project
2: W Yelm Ave & Access 09/22/2021
HCM 6th TWSC Synchro 11 Light Report
Page 2
Intersection
Int Delay, s/veh 0.3
Movement SEL SET NWT NWR SWL SWR
Lane Configurations
Traffic Vol, veh/h 0 863 675 0 12 11
Future Vol, veh/h 0 863 675 0 12 11
Conflicting Peds, #/hr 0 00000
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 1 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 22222
Mvmt Flow 0 938 734 0 13 12
Major/Minor Major1 Major2 Minor2
Conflicting Flow All - 0 - 0 1672 734
Stage 1 - - - - 734 -
Stage 2 - - - - 938 -
Critical Hdwy - - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - - - 3.518 3.318
Pot Cap-1 Maneuver 0 - - 0 105 420
Stage 1 0 - - 0 475 -
Stage 2 0 - - 0 381 -
Platoon blocked, %- -
Mov Cap-1 Maneuver - - - - 105 420
Mov Cap-2 Maneuver - - - - 240 -
Stage 1 - - - - 475 -
Stage 2 - - - - 381 -
Approach SE NW SW
HCM Control Delay, s 0 0 18
HCM LOS C
Minor Lane/Major Mvmt NWT SETSWLn1
Capacity (veh/h)- - 302
HCM Lane V/C Ratio - - 0.083
HCM Control Delay (s) - - 18
HCM Lane LOS - - C
HCM 95th %tile Q(veh) - - 0.3
PO Box 397 Puyallup, WA 98371 (253) 770 1401 heathtraffic.com
30
HCM Unsignalized Intersection Capacity Analysis Forecast 2024 PM Peak Hour With Project
3: Longmire St NE & Access 09/22/2021
HCM Unsignalized Intersection Capacity Analysis Synchro 11 Light Report
Page 1
Movement SEL SER NEL NET SWT SWR
Lane Configurations
Traffic Volume (veh/h) 0 0 23 18 11 1
Future Volume (Veh/h) 0 0 23 18 11 1
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph)0 0 25 20 12 1
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 82 12 13
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 82 12 13
tC, single (s)6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free %100 100 98
cM capacity (veh/h) 905 1068 1606
Direction, Lane #SE 1 NE 1 SW 1
Volume Total 0 45 13
Volume Left 0 25 0
Volume Right 0 0 1
cSH 1700 1606 1700
Volume to Capacity 0.00 0.02 0.01
Queue Length 95th (ft) 0 1 0
Control Delay (s) 0.0 4.1 0.0
Lane LOS A A
Approach Delay (s)0.0 4.1 0.0
Approach LOS A
Intersection Summary
Average Delay 3.2
Intersection Capacity Utilization 12.2% ICU Level of Service A
Analysis Period (min)15
PO Box 397 Puyallup, WA 98371 (253) 770 1401 heathtraffic.com
31
Exhibit 1310-7a Left-Turn Storage Guidelines: Two-Lane, Unsignalized
40 m
p
h
*
*
50 mph
*
*
60 mph**
% Total DHV Turning Left (single turning movement)Total DHV*1,000
900
800
700
600
500
400
300
0 5 10 15 20 25
Below curve, storage not needed for capacity.
Above curve, further analysis recommended.
KEY:
1
2
1
2
1
2
1
21,100
* DHV is total volume from both directions
**Speeds are posted speeds
PO Box 397 Puyallup, WA 98371 (253) 770 1401 heathtraffic.com
32