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RPT - Tahoma Terra Commercial Trip Generation - 5-4-23HeathTraffic.com Tahoma Terra Trip Generation Amendment 1 May 4, 2023 City of Yelm Trip Generation Memo – Tahoma Terra Commercial 1. INTRODUCTION The intent of this assessment is to provide the City of Yelm with a trip generation assessment as it relates to a proposed Tahoma Terra Master Plan Amendment. More specifically, the commercial component as outlined in the original traffic study (Tahoma Terra Residential Development – Transportation Impact Study, 2005, TenW) proposes a change in use from commercial to a mixture of residential and commercial. This memorandum will summarize the differences and provide an updated trip generation analysis. 2. PROJECT DESCRIPTION Tahoma Terra is a master plan community located within the city of Yelm originally analyzed by Transportation Engineering NorthWest in February of 2005. The subject areas are situated on tax parcel #’s: 78640000012; -10 comprised of 13.72-acres and are contained within “Phase II” of the original Master Plan shown in blue below. Figure 1: Original Phasing Plan Source: Tahoma Terra Residential Development – Transportation Impact Study, 2005, TenW) HeathTraffic.com Tahoma Terra Trip Generation Amendment 2 Table 1: 2005 Proposal VS 2023 Proposal Original 2005 Commercial Uses Proposed 2023 Uses 48,000 sq. ft. of Medical Office 102 Apartment Dwelling Units 108,577 sq. ft. Self-Storage Gas Station with 8 Fuel Positions and Car Wash 855 sq. ft. Coffee w/ Drive-Through 7,030 sq. ft. Commercial Space 1,669 sq. ft. General Office The original proposal included 48,000 square feet of medical/dental office and a gas station with a car wash. The new proposal includes 102 apartments units, 108,577 square feet of self-storage space, an 855 square foot coffee shop with drive-through and indoor seating, two retail/restaurant buildings comprised of 7,030 square feet, and 1,669 square feet of leasable office space. A vicinity map of the surrounding roadway network is provided on the following page with the subject site highlighted in red. The original 2005 site plan is presented in Figure 3 with the subject commercial area outlined in red. Figure 3 presents the new proposal with the uses contained in Table 1 above. HeathTraffic.com Tahoma Terra Trip Generation Amendment 3 SITE LOCATION Figure 2: Vicinity Map N 4 TAHOMA TERRA COMMERCIAL NEW SITE PLAN - 2023 FIGURE 4 N 5 HeathTraffic.com Tahoma Terra Trip Generation Amendment 6 3. FORECAST TRAFFIC DEMAND & ANALYSIS Project Trip Generation Comparison 2005 Proposal The original commercial uses in the 2005 traffic study were comprised of a gas station with car wash and 48,000 square feet of commercial space. Trip generation was derived from the ITE Trip Generation Manual, 7th Edition, 2003 (Trip Generation Manual in effect at the time of original report). See Table 2 below for the original trip generation values (original report attached for reference). It is important to note that the 2005 study did not analyze pass-by trips and only included the daily and PM peak hour trip generation. Table 2: 2005 Project Trip Generation Land Use Size AWDT PM Peak-Hour Trips In Out Total Gas Station with Car Wash 8 fuel positions 1,223 53 54 107 Office/Commercial Building 48,000 sq. ft. 1,730 48 131 179 Total Trips 2,953 101 185 286 According to the original analysis, trips for the commercial components were estimated at 2,953 average weekday daily trips with 286 PM peak hour trips. 2023 Proposal Trip generation for the new proposal will follow that of the original study to get a comparison between the 2005 and 2023 proposed uses without pass-by considerations; however, data from the latest ITE Trip Generation Manual (11th Edition) will be applied. The 2023 proposal will include the following Land Use Codes (LUC): • 102 apartment units (LUC 220) – Multifamily Housing (Low-Rise), dwelling units as the input variable with ITE equations. • 108,577 square feet of self-storage space (LUC 151) – Mini-Warehouse, square footage with ITE average rates. HeathTraffic.com Tahoma Terra Trip Generation Amendment 7 • 855 square foot coffee shop with drive-through and indoor seating (LUC 937) – Coffee Shop with Drive-Through Window, square footage with ITE average rates. • 7,030 square feet of commercial space with no known tenants at this time (LUC 822) – Strip Retail Plaza, square footage with ITE equations. • 1,669 square feet of leasable office space. (LUC 712) – Small Office Building, square footage with ITE average rates. Table 3: 2023 Project Trip Generation Land Use Size AWDT PM Peak-Hour Trips In Out Total Apartments Units 102 units 729 41 23 64 Self-Storage 108,577 sq. ft. 157 8 8 16 Coffee Shop 855 sq. ft. 459 17 17 34 Strip Retail 7,030 sq. ft. 526 30 31 61 Office Building 1,669 sq. ft. 24 1 3 4 Total Trips 1,895 97 82 179 Based on the new 2023 proposal, the project is estimated to generate 1,895 average weekday daily trips with 179 PM peak hour trips. Table 4 below compares the original uses to the newly proposes uses in term of trip generation. Table 4: Net New Project Trip Generation Proposal AWDT PM Peak-Hour Trips In Out Total 2005 -2,953 -101 -185 -286 2023 1,895 97 82 179 Net New Trips -1,058 -4 -103 -107 As summarized above, the modification from all commercial to a combination of residential and commercial is shown to yield lower daily and PM peak hour trips. HeathTraffic.com Tahoma Terra Trip Generation Amendment 8 4. CONCLUSIONS & MITIGATION The subject proposal seeks to adjust an area of the Tahoma Terra Master Plan from commercial to a combination of residential and commercial. According to the original traffic study, the commercial spaces of a gas station and offices were estimated to generate 2,953 daily trips with 286 trips occurring in the PM peak hour. The new proposal of apartments, self-storage, and commercial spaces are estimated to yield lower activity throughout the day with 1,895 trips and 179 trips in the PM peak hour. Overall, the amended proposal is shown to generate lower trip generation values. Please feel free to contact me should you require further information. Aaron Van Aken, P.E. PTOE HeathTraffic.com Tahoma Terra Trip Generation Amendment 9 TAHOMA TERRA COMMERCIAL TRIP GENERATION MEMO APPENDIX 10/11/21, 2:07 PM https://itetripgen.org/PrintGraph.htm?code=220&ivlabel=UNITS220&timeperiod=AWDVTE&x=&edition=639&locationCode=Gene… https://itetripgen.org/PrintGraph.htm?code=220&ivlabel=UNITS220&timeperiod=AWDVTE&x=&edition=639&locationCode=General Urban/Suburban&…1/1 Multifamily Housing (Low-Rise) Not Close to Rail Transit (220) Vehicle Trip Ends vs:Dwelling Units On a:Weekday Setting/Location:General Urban/Suburban Number of Studies:22 Avg. Num. of Dwelling Units:229 Directional Distribution:50% entering, 50% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 6.74 2.46 - 12.50 1.79 Data Plot and Equation T = Trip EndsX = Number of Dwelling Units Study Site Average RateFitted Curve Fitted Curve Equation: T = 6.41(X) + 75.31 R²= 0.86 Trip Gen Manual,11th Edition Institute of Transportation Engineers 0 100 200 300 400 5000 1,000 2,000 3,000 4,000 Tahoma Terra Trip Generation Amendment 10 10/11/21, 2:08 PM https://itetripgen.org/PrintGraph.htm?code=220&ivlabel=UNITS220&timeperiod=TPSIDE&x=&edition=639&locationCode=Gener… https://itetripgen.org/PrintGraph.htm?code=220&ivlabel=UNITS220&timeperiod=TPSIDE&x=&edition=639&locationCode=General Urban/Suburban&c…1/1 Multifamily Housing (Low-Rise) Not Close to Rail Transit (220) Vehicle Trip Ends vs:Dwelling Units On a:Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Setting/Location:General Urban/Suburban Number of Studies:59 Avg. Num. of Dwelling Units:241 Directional Distribution:63% entering, 37% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.51 0.08 - 1.04 0.15 Data Plot and Equation T = Trip EndsX = Number of Dwelling Units Study Site Average RateFitted Curve Fitted Curve Equation: T = 0.43(X) + 20.55 R²= 0.84 Trip Gen Manual,11th Edition Institute of Transportation Engineers 0 200 400 600 800 1,000 1,2000 100 200 300 400 500 Tahoma Terra Trip Generation Amendment 11 11/19/21, 1:59 PM https://itetripgen.org/PrintGraph.htm?code=151&ivlabel=QFQAF&timeperiod=AWDVTE&x=&edition=639&locationCode=General… https://itetripgen.org/PrintGraph.htm?code=151&ivlabel=QFQAF&timeperiod=AWDVTE&x=&edition=639&locationCode=General Urban/Suburban&co…1/1 Mini-Warehouse (151) Vehicle Trip Ends vs: 1000 Sq. Ft. GFA On a: Weekday Setting/Location: General Urban/Suburban Number of Studies: 16 Avg. 1000 Sq. Ft. GFA: 55 Directional Distribution: 50% entering, 50% exiting Vehicle Trip Generation per 1000 Sq. Ft. GFA Average Rate Range of Rates Standard Deviation 1.45 0.38 - 3.25 0.92 Data Plot and Equation T = Trip EndsX = 1000 Sq. Ft. GFA Study Site Average Rate Fitted Curve Equation: Not Given R²= **** Trip Gen Manual,11th Edition Institute of Transportation Engineers 0 50 100 150 2000 50 100 150 200 Tahoma Terra Trip Generation Amendment 12 11/19/21, 2:00 PM https://itetripgen.org/PrintGraph.htm?code=151&ivlabel=QFQAF&timeperiod=TPSIDE&x=&edition=639&locationCode=General … https://itetripgen.org/PrintGraph.htm?code=151&ivlabel=QFQAF&timeperiod=TPSIDE&x=&edition=639&locationCode=General Urban/Suburban&cou…1/1 Mini-Warehouse (151) Vehicle Trip Ends vs:1000 Sq. Ft. GFA On a:Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Setting/Location:General Urban/Suburban Number of Studies:18 Avg. 1000 Sq. Ft. GFA:59 Directional Distribution:47% entering, 53% exiting Vehicle Trip Generation per 1000 Sq. Ft. GFA Average Rate Range of Rates Standard Deviation 0.15 0.02 - 0.64 0.14 Data Plot and Equation T = Trip EndsX = 1000 Sq. Ft. GFA Study Site Average Rate Fitted Curve Equation: Not Given R²= **** Trip Gen Manual,11th Edition Institute of Transportation Engineers 0 50 100 150 2000 5 10 15 20 25 30 Tahoma Terra Trip Generation Amendment 13 3/8/23, 12:20 PM https://itetripgen.org/query/PrintGraph2?code=937&ivlabel=QFQAF&timeperiod=AWDVTE&x=&edition=685&locationCode=Gener… https://itetripgen.org/printGraph 1/1 Coffee/Donut Shop with Drive-Through Window (937) Vehicle Trip Ends vs:1000 Sq. Ft. GFA On a:Weekday Setting/Location:General Urban/Suburban Number of Studies:6 Avg. 1000 Sq. Ft. GFA:2 Directional Distribution:50% entering, 50% exiting Vehicle Trip Generation per 1000 Sq. Ft. GFA Average Rate Range of Rates Standard Deviation 533.57 309.41 - 869.00 243.65 Data Plot and Equation T = Trip EndsX = 1000 Sq. Ft. GFA Study Site Average Rate Fitted Curve Equation: Not Given R²= **** Trip Gen Manual,11th Edition Institute of Transportation Engineers 0 0.5 1.0 1.5 2.0 2.5 3.00 500 1,000 1,500 2,000 Tahoma Terra Trip Generation Amendment 14 3/8/23, 12:21 PM https://itetripgen.org/query/PrintGraph2?code=937&ivlabel=QFQAF&timeperiod=TPSIDE&x=&edition=685&locationCode=Genera… https://itetripgen.org/printGraph 1/1 Coffee/Donut Shop with Drive-Through Window (937) Vehicle Trip Ends vs:1000 Sq. Ft. GFA On a:Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Setting/Location:General Urban/Suburban Number of Studies:36 Avg. 1000 Sq. Ft. GFA:2 Directional Distribution:50% entering, 50% exiting Vehicle Trip Generation per 1000 Sq. Ft. GFA Average Rate Range of Rates Standard Deviation 38.99 13.78 - 92.31 17.79 Data Plot and Equation T = Trip EndsX = 1000 Sq. Ft. GFA Study Site Average Rate Fitted Curve Equation: Not Given R²= **** Trip Gen Manual,11th Edition Institute of Transportation Engineers 0 1 2 3 4 5 60 100 200 300 Tahoma Terra Trip Generation Amendment 15 10/26/21, 8:30 AM https://itetripgen.org/PrintGraph.htm?code=822&ivlabel=TQGFQ&timeperiod=AWDVTE&x=&edition=639&locationCode=Genera… https://itetripgen.org/PrintGraph.htm?code=822&ivlabel=TQGFQ&timeperiod=AWDVTE&x=&edition=639&locationCode=General Urban/Suburban&co…1/1 Strip Retail Plaza (<40k) (822) Vehicle Trip Ends vs:1000 Sq. Ft. GLA On a:Weekday Setting/Location:General Urban/Suburban Number of Studies:4 Avg. 1000 Sq. Ft. GLA:19 Directional Distribution:50% entering, 50% exiting Vehicle Trip Generation per 1000 Sq. Ft. GLA Average Rate Range of Rates Standard Deviation 54.45 47.86 - 65.07 7.81 Data Plot and Equation Caution – Small Sample Size T = Trip EndsX = 1000 Sq. Ft. GLA Study Site Average RateFitted Curve Fitted Curve Equation: T = 42.20(X) + 229.68 R²= 0.96 Trip Gen Manual,11th Edition Institute of Transportation Engineers 0 10 20 30 400 500 1,000 1,500 Tahoma Terra Trip Generation Amendment 16 10/26/21, 8:32 AM https://itetripgen.org/PrintGraph.htm?code=822&ivlabel=TQGFQ&timeperiod=TPSIDE&x=&edition=639&locationCode=General … https://itetripgen.org/PrintGraph.htm?code=822&ivlabel=TQGFQ&timeperiod=TPSIDE&x=&edition=639&locationCode=General Urban/Suburban&cou…1/1 Strip Retail Plaza (<40k) (822) Vehicle Trip Ends vs:1000 Sq. Ft. GLA On a:Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Setting/Location:General Urban/Suburban Number of Studies:25 Avg. 1000 Sq. Ft. GLA:21 Directional Distribution:50% entering, 50% exiting Vehicle Trip Generation per 1000 Sq. Ft. GLA Average Rate Range of Rates Standard Deviation 6.59 2.81 - 15.20 2.94 Data Plot and Equation T = Trip EndsX = 1000 Sq. Ft. GLA Study Site Average RateFitted Curve Fitted Curve Equation: Ln(T) = 0.71 Ln(X) + 2.72 R²= 0.56 Trip Gen Manual,11th Edition Institute of Transportation Engineers 0 10 20 30 400 100 200 300 Tahoma Terra Trip Generation Amendment 17 Tahoma Terra Trip Generation Amendment 18 Tahoma Terra Trip Generation Amendment 19 HeathTraffic.com TAHOMA TERRA COMMERCIAL TRIP GENERATION MEMO APPENDIX 2005 TAHOMA TERRA - TRANSPORTATION IMPACT STUDY Tahoma Terra Trip Generation Amendment 20 Tahoma Terra Residential Development Yelm, Washington Transportation Impact Study February 25, 2005 Prepared for: Tahoma Terra LLC c/o SCA Consulting Group 4200 – 6th Ave, Suite 301 Lacey, WA 98509-3485 Prepared by: Transportation Engineering NorthWest Transportation Engineering/Operations ♦ Impact Studies ♦ Design Services ♦ Transportation Planning/Forecasting 16625 Redmond Way, Suite M, PMB 323 ♦ Redmond, WA 98052 ♦ Office/Mobile (206) 396-8286 ♦ Fax (425) 398-5779 Tahoma Terra Trip Generation Amendment 21 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 i Table of Contents FINDINGS & CONCLUSIONS ....................................................................................................................... 1 Master Plan Buildout ................................................................................................................................ 1 Traffic Analysis for Phases 1 & 2 ............................................................................................................. 1 INTRODUCTION ........................................................................................................................................... 2 Project Description ................................................................................................................................... 2 Traffic Study Approach ............................................................................................................................. 2 Primary Data and Information Sources .................................................................................................... 3 EXISTING CONDITIONS .............................................................................................................................. 6 Study Area ............................................................................................................................................... 6 Existing Traffic Volumes ........................................................................................................................... 8 Existing Intersection LOS ......................................................................................................................... 8 TRAFFIC IMPACT ASSESSMENT OF MASTER PLAN ............................................................................ 11 Background ............................................................................................................................................ 11 Previous Studies ................................................................................................................................. 11 Planned Area Improvements .............................................................................................................. 12 Tahoma Terra Master Plan Project Proposal ......................................................................................... 13 Conceptual Road Improvements with Master Plan ................................................................................ 14 Long-Term Consideration of Thurston Highlands ................................................................................... 18 TRAFFIC IMPACT ANALYSIS FOR PHASES 1 & 2 .................................................................................. 19 Project Proposal for Phases 1 and 2 ...................................................................................................... 19 Trip Generation ...................................................................................................................................... 19 Trip Distribution and Assignment ........................................................................................................... 21 Traffic Volume Impact ............................................................................................................................ 23 Intersection LOS Analysis ...................................................................................................................... 23 Site Access Analysis .............................................................................................................................. 27 Non-Motorized Impacts .......................................................................................................................... 27 MITIGATION MEASURES .......................................................................................................................... 28 1. Standard City Mitigation ..................................................................................................................... 28 2. Mitigation for Phases 1 and 2 Development ....................................................................................... 28 3. Conceptual Mitigation for Master Plan Buildout .................................................................................. 28 Appendix A – Existing Intersection Traffic Volumes Appendix B – Intersection LOS Analysis Results Appendix C – Trip Generation Estimates Tahoma Terra Trip Generation Amendment 22 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 ii List of Figures and Tables Figure 1. Project Vicinity .............................................................................................................................. 4 Figure 2. Tahoma Terra Master Phasing Plan ............................................................................................. 5 Figure 3. Existing Channelization ................................................................................................................ 7 Figure 4. Existing 2004 PM Peak Hour Volumes ......................................................................................... 9 Figure 5. Tahoma Terra Project Buildout Conceptual Road Improvements ............................................... 17 Figure 6. Preliminary Site Plan for Phases 1 and 2 ................................................................................... 20 Figure 7. PM Peak hour Trip Distribution and Assignment for Phases 1 and 2 ......................................... 22 Figure 8. 2006 PM Peak Hour Traffic Volumes Without Phases 1 and 2 ................................................... 24 Figure 9. 2006 PM Peak Hour Traffic Volumes With Phases 1 and 2 ........................................................ 25 Table 1. LOS Criteria for Signalized and Unsignalized Intersections ........................................................... 8 Table 2. Tahoma Terra Residential Development – Existing PM Peak Hour LOS Summary ................... 10 Table 3. Tahoma Terra Master Plan Buildout – Project Phasing and Trip Generation Estimate ............... 13 Table 4. Tahoma Terra Master Plan Buildout – Conceptual Road Improvements .................................... 15 Table 5. Tahoma Terra Phases 1 & 2 Project Trip Generation ................................................................. 21 Table 6. Tahoma Terra Phases 1 and 2 2006 PM Peak Hour LOS Summary ........................................... 26 Tahoma Terra Trip Generation Amendment 23 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 1 FINDINGS & CONCLUSIONS Master Plan Buildout Project Proposal. The Tahoma Terra project is a multi-phase development to be constructed over the next five years. As part of the traffic assessment of the Master Plan buildout, nine phases have been identified. The Tahoma Terra Master Plan contemplates between 800 and 1,200 new residential units, and about 50,000 square feet of commercial building area. The residential units are currently contemplated with about 15 percent identified as multi-family condo/townhome units. Trip Generation. The Master Plan scenario included in this analysis generates about 11,300 trips per day, with about 1,155 of those during the weekday PM peak hour. Mitigation. With each phase of development for the Tahoma Terra project, road infrastructure improvements would be necessary to mitigate the transportation impacts for each phase of development. Table 4 identifies a list of conceptual road improvements for each of the project phasing scenarios. Figure 5 has also been prepared to help illustrate the location of each improvement. Traffic Analysis for Phases 1 & 2 Project Proposal. Phase 1 includes 89 single family residential lots. Phase 2 includes 125 single family residential lots, 20 condominiums/townhouses, an 8-fuel position gas station with car wash, and 48,000 square feet of office/commercial building area. Primary vehicular access to the site for Phases 1 and 2 is proposed onto Longmire Street; no access would be provided onto Berry Valley Road. Trip Generation. Phases 1 and 2 are anticipated to generate a total of about 5,100 daily trips, with 374 occurring during the AM peak hour and 512 during the PM peak hour. Mitigation. The following is identified to mitigate the traffic impacts of Phases 1 and 2. 1. Traffic Impact Fee. Phase 1 of the Tahoma Terra development would be subject to a $67,500 traffic impact fee ($750 per PM peak hour trip X 90 trips), which is based on the 89 residential lots. The Phase 2 traffic impact fee would be $316,500 ($750 X 422 trips), which is based on 125 single family residential lots, 20 condominiums/ townhouses, an 8-fuel position gas station with car wash, and 48,000 square feet of office/commercial building area. 2. Longmire Street SW / Yelm Avenue Intersection. Construct a center left-turn lane on Yelm Avenue at the Longmire Street intersection. 3. Non-Motorized Improvements. Improve Longmire Street SW to provide additional pavement widening to accommodate a paved non-motorized path from the project site to Yelm Avenue. For Phase 1, widen 10 feet to allow a 28-foot paved road section, which would accommodate two 11-foot travel lanes and a 6-foot paved non- motorized path on one side. With Phase 2, an additional 10-feet of widening is recommended to allow a paved road section of 38 feet, which would widen the travel lanes to 16-feet each while maintaining the 6-foot paved non-motorized path. Tahoma Terra Trip Generation Amendment 24 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 2 INTRODUCTION This traffic impact analysis has been prepared for the proposed Tahoma Terra residential development. The analysis has been conducted based on a multi-phase buildout of the project over the next five years. Project Description Location. The proposed Tahoma Terra residential development is located west of Yelm Avenue (SR-510) in the Yelm urban growth area at the west end of the existing Berry Valley Road and Longmire Street SW. See Figure 1 Vicinity Map. Phasing. Full buildout of the Tahoma Terra Master Plan is anticipated to be complete by the year 2010, with the first two phases in place by 2006. Nine phases of development have been contemplated in this traffic analysis, with the first two phases given a detailed level of traffic analysis to meet the City’s SEPA requirements. See Figure 2 Master Phasing Plan. Access. Primary vehicular access would occur on the existing Longmire Street SW for Phases 1 and 2. Subsequent phases would utilize a new road connection starting at the west end of Berry Valley Road and providing a new roadway connection to Yelm Avenue (SR-510) at Killion Road. Traffic Study Approach The report documents the evaluation of traffic impacts and recommended mitigation measures for each of the five identified phases of development. This report first provides a general description of the project buildout and necessary mitigation, then provides a detailed evaluation of the traffic impacts of Phase 1. To evaluation the traffic impacts of the Tahoma Terra Phase 1, the following tasks were undertaken: • Assessed existing conditions and reviewed existing planning documents; • Described and assessed existing transportation conditions in the area; • Documented future without-project traffic forecasts and assumptions; • Documented planned transportation improvements; • Estimated trip generation and documented distribution of project traffic; • Evaluated intersection LOS at three study intersections for weekday PM peak hour conditions; • Determined City transportation mitigation fees. Tahoma Terra Trip Generation Amendment 25 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 3 Primary Data and Information Sources • Year 2003 PM Peak Hour Traffic Volumes; source: Trafficount and Traffic Smithy. • Highway Capacity Manual (HCM), Special Report 209, Transportation Research Board (TRB), Year 2000 Edition. • City of Yelm Development Guidelines – July 19, 2000. • City of Yelm 2004-2009 Six-Year Transportation Improvement Program, adopted July 2004. • Institute of Transportation Engineers (ITE) Trip Generation Manual, 7th Edition, 2004. • City of Yelm Municipal Code 15.40 – Concurrency Management. Tahoma Terra Trip Generation Amendment 26 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 4 Figure 1. Project Vicinity Tahoma Terra Trip Generation Amendment 27 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 5 Figure 2. Tahoma Terra Master Phasing Plan Tahoma Terra Trip Generation Amendment 28 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 6 EXISTING CONDITIONS Study Area For existing conditions near the project site, three (3) study intersections were evaluated. Figure 3 also illustrates the existing channelization at the following three study intersections: 1. Yelm Avenue / Longmire Street SW 2. Yelm Avenue / 1st Street SE 3. Mosman Avenue SE / 1st Street SE The following paragraphs describe existing roadways that would be used as major routes to/from the site. Roadway characteristics are described in terms of facility type, number of lanes, and posted speed limits. Yelm Avenue (SR 510) is classified as an urban Major Arterial with a posted speed limit of 25 mph to 35 mph within the city limits. The roadway has one travel lane in each direction. A center turn lane exists on Yelm Avenue (SR-507) east of Clark Road. 1st Street SE (SR 507) is a two-lane roadway with 11-foot travel lanes, curbs, sidewalks, and 4- to 6-foot paved shoulders along various parts of the street. The City classifies this road as a Major Arterial, and WSDOT’s classification is a rural minor arterial. The speed limit in the vicinity of Yelm Avenue and the general business district of Yelm is 25 mph. 1st Street NE, north of Yelm Avenue, is a Major Arterial with a posted speed limit of 35 mph within the city limits. The roadway has one travel lane in each direction. Mosman Avenue SE is a two-lane road with 4- to 6-foot wide grass/gravel shoulders, a 25 mph posted speed limit, and 24-foot paved cross-section. The City classifies this road as a Neighborhood Collector, but it is not currently designed to this function. Longmire Street SW is a two-lane road with 18-feet of pavement, no shoulders, and a 25 mph posted speed. Between Berry Valley Drive and Durant Street S, the roadway consists of 2 lanes with 16 feet of pavement, no shoulders, and a 25 mph speed limit. The City’s future classification of Longmire Street SW is as a Neighborhood Collector, but it is not currently designed to this function. SW Berry Valley Road southwest of Yelm Avenue is a two-lane local access road with 18 feet of pavement, no shoulders, and a 25 mph posted speed. West of Berry Valley Drive, it has a 20-foot paved cross-section, no shoulders, a 25 mph speed limit, and a double yellow line separating east and west travel lanes. Tahoma Terra Trip Generation Amendment 29 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 7 Figure 3. Existing Channelization Tahoma Terra Trip Generation Amendment 30 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 8 Existing Traffic Volumes Weekday PM peak hour traffic volume data was collected in 2004 at the three study intersections. Appendix A provides the detailed traffic volume sheets for each of the study intersections. Figure 4 illustrates the 2004 PM peak hour traffic volumes at the study intersections. Existing Intersection LOS A 2004 weekday PM peak hour level of service (LOS) analysis was conducted at the three study intersections. The existing channelization at the three study intersections was illustrated in Figure 3. Level of service (LOS) serves as an indicator of the quality of traffic flow and degree of congestion at an intersection or roadway segment. It is a measure of vehicle operating speed, travel time, travel delays, and driving comfort. Level of service is generally described by a letter scale from A to F. LOS A represents free-flow conditions, i.e. motorists experience little or no delays, and LOS F represents forced-flow conditions. 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 Highway Capacity Manual (Special Report 209, Transportation Research Board, 2000). The LOS reported for signalized intersections is based on the overall average control delay (sec/veh) at the intersection. The LOS at stop- controlled intersections is based on the average control delay (sec/veh) and is reported for each movement. LOS D is the City of Yelm LOS standard. Table 1. LOS 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 Tahoma Terra Trip Generation Amendment 31 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 9 Figure 4. Existing 2004 PM Peak Hour Volumes Tahoma Terra Trip Generation Amendment 32 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 10 Intersection LOS were calculated using the methodology and procedures outlined in the 2000 Highway Capacity Manual, Special Report 209, Transportation Research Board using the software program of Synchro 6 for signalized intersections and Highway Capacity for unsignalized intersections. Existing weekday PM peak hour LOS analysis results for the three study intersections are summarized in Table 2. Detailed LOS worksheets are provided in Appendix B. Table 2. Tahoma Terra Residential Development – Existing PM Peak Hour LOS Summary Study Intersection LOS1 Delay2 V/C3 Signalized 4: 2. 1st Street SE / Yelm Avenue D 40.3 0.84 Unsignalized (stop controlled movements): LOS1 Delay2 V/C3 1. Longmire St SW / Yelm Avenue Eastbound Left A 8.9 0.01 Westbound Left A 9.9 0.01 Northbound E 45.6 0.22 Southbound D 32.0 0.17 3. 1st Street SE / Mosman Avenue Eastbound C 20.9 0.55 Westbound D 28.6 0.38 Northbound Left A 7.9 0.01 Southbound Left A 8.1 0.01 1. LOS analyses are based on methodologies established in the 2000 Highway Capacity Manual. 2. Delay = average control delay per vehicle. 3. V/C = Volume to Capacity ratio. 4. All signals were assumed to be fully actuated; splits were optimized. As shown in Table 2, the northbound side-street turns from Longmire Street SW onto Yelm Avenue currently operate at LOS E during the PM peak hour. Side- street turns from Mosman Avenue onto 1st Street SW operate at LOS C or LOS D during the PM peak hour. According to standard Synchro LOS model, the Yelm Avenue/1st Street intersection is currently operating at LOS D during the PM peak hour assuming optimized signal timing. However, it should be noted that the City has indicated this intersection currently operates at LOS F during the PM peak hour. Extensive queues and delays, particularly along Yelm Avenue, have been observed throughout the afternoon peak period between 3:00 and 5:00 p.m. Starting at the high school and extending through town, multiple City intersections and private driveways exist along Yelm Avenue, and generate turning traffic that disrupts flow along the mainline. This interference slows traffic and caused additional mainline delay and a failing operation at the intersection of Yelm Avenue and 1st Street. Tahoma Terra Trip Generation Amendment 33 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 11 TRAFFIC IMPACT ASSESSMENT OF MASTER PLAN The purpose of this section of the report is to provide an assessment of transportation impacts of this multi-phase residential development, and identify potential measures to mitigate the traffic impacts of the various phases. See also Figure 2 on page 6 for a graphical presentation of the Master Phasing Plan. This section is not intended to provide a detailed evaluation of traffic impacts of the full project Master Plan buildout, but rather an assessment of potential mitigation for City consideration as each future phases of the Master Plan are pursued. A detailed traffic analysis is provided only for the first two phases of development, which is included in a subsequent section of this report. Background Since about 1992, development of the property has been contemplated. Development of the site, now called Tahoma Terra, was initially evaluated under the context of future annexation area as part of the larger Yelm Urban Growth Boundary. See section below for list of previous studies on this property. Current planning by WSDOT, the Thurston Regional Planning Council (TRPC), and the City of Yelm have identified a list of potential road improvement projects that would provide needed capacity for population and employment growth in the Yelm Urban Growth area. The section on the next page identifies current planned road improvements as a result of these past studies. Previous Studies Draft EIS for the Southwest Yelm Annexation, December 1992. This study evaluated the environmental impact of 2,000-acre annexation area, also referred to as Thurston Highlands. The traffic analysis conducted for this study was completed concurrently with development of the City of Yelm Comprehensive Transportation Plan EIS. Final EIS for the Southwest Yelm Annexation, March 1993. This study was a final version of the Draft EIS, which considered the environmental impacts associated with the annexation Proposal and various conceptual development scenarios within the proposed annexation area. City of Yelm Comprehensive Plan, adopted 1985. Addendum to the FEIS for the Southwest Yelm Annexation, July 1994. The purpose of this addendum was two-fold: (1) adopt the Subarea Comprehensive Plan for the Southwest Yelm Annexation area, and (2) approve a Conceptual Master Plan for the same area. Tahoma Terra Trip Generation Amendment 34 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 12 Planned Area Improvements Subsequent to the planning and environmental evaluation of the annexation area, additional planning and engineering have been conducted by WSDOT, TRPC, and the City of Yelm to identify potential road improvement projects that would provide needed capacity for the anticipated population and employment growth in the expanded Yelm Urban Growth area. There are several planned transportation improvement projects identified in the project vicinity for the six-year period between 2004 and 2009. The planned improvements were identified in the City of Yelm’s Six-Year Transportation Improvement Programs (TIP). The projects that would improve intersections and/or roadways within the study area are identified below, although few, if any, are expected to be complete prior by 2006. Y-3 Corridor (SR-510 to SR-507) – called Yelm Loop Segment 1. This project is part of a larger WSDOT road improvement to provide a direct link from SR-510 north (near Mud Run) to SR-507 (near Cattlemans). The City’s portion of this project involves engineering design assistance and right-of-way acquisition. Funding for construction has not yet been identified by the Washington State Legislature, and no timeline for construction has been established. The project is currently in the design phase. Y-2 Corridor (Five Corners Connector) – Yelm Loop Segment 2. This corridor is planned to follow Yelm Loop Segment 1 with a new east- west arterial road connection on the south side of the City between 1st Street and Yelm Avenue. This project is in the initial planning phase by WSDOT, and the City is involved to provide engineering design assistance and right-of-way acquisition. Yelm Avenue / Killion Road Intersection. A new signalized intersection would be provided on Yelm Avenue at Killion Road to provide improved access on Killion Road north, and a new connection to the south. This project is part of the larger Y-3 Corridor Plan for a new roadway to extend from Yelm Ave at Killion Road to the southwest to provide access to the Tahoma Terra residential development. Mosman Street / 1st Street (SR 507) Intersection Realignment. This City project would re-align both Mosman approaches to 1st Street to create a single intersection. Work on this intersection improvement also includes repairing shoulders, paving, drainage, partial walks, and lighting. This project is planned to be complete in 2006. Tahoma Terra Trip Generation Amendment 35 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 13 Yelm Avenue West Improvements (Solberg St to 1st Street). This project includes widening Yelm Avenue to meet the City’s Urban Arterial standards. These standards would include two 11-foot travel lanes, 8-foot sidewalks on both sides, a 10-foot median planting strip, and a 35 mph posted speed limit. A timeline for funding or construction has not yet been identified. Solberg Street / Mosman Street Improvements (SR-510 to SR-507). This project would widen Mosman and Solberg Streets to Neighborhood Collector standards. A timeline for funding or construction has not yet been identified. Tahoma Terra Master Plan Project Proposal The Tahoma Terra project proposal includes development of mostly residential property with some infill commercial area to support the residential base. The land uses proposed for this portion of the larger site area are consistent with the previous annexation area studies. The Tahoma Terra Master Plan will be a multi-phase development constructed over the next five years. As part of this traffic assessment of full project buildout, five phasing buildout scenarios have been identified. The land uses and anticipated buildout years for each phase are identified below in Table 3. Table 3. Tahoma Terra Master Plan Buildout – Project Phasing and Trip Generation Estimate Phase Buildout Unit Accumulation Accumulated Trip Generation No. Year Projected Land Uses SF Lots Condos PM Peak Hour Avg Daily 1 2005-6 89 sf residential lots 89 90 850 2 2006-7 125 sf residential lots 214 512 5,100 20 condo units 20 8-pump gas station 48,000 sf commercial 3-5 2007-8 200-400 sf res. lots 400–600 20 900–1,100 7,000–9,000 6-8 2008-9 200-400 sf res. lots 800–1,000 20 1,300–1,500 12,700–14,700 9 2009-10 110 condo units 800–1,000 130 1,400–1,600 13,300–15,300 1. See Appendix C for detailed trip generation calculations based on ITE Trip Generation Manual. As shown in Table 3, the Tahoma Terra Master Plan would include between 800 and 1,200 new residential units, and about 50,000 square feet of commercial building area. Tahoma Terra Trip Generation Amendment 36 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 14 The residential units are currently contemplated with about 10 to 15 percent identified as multi-family condo/townhome units. Table 3 also includes a traffic generation range for the buildout of the Tahoma Terra development. On a typical weekday, depending on the total number of residential units developed, the Master Plan would generate an estimated 13,300 to 15,300 trips per day, with 1,400 to 1,600 of those estimated to occur during the weekday PM peak hour. Appendix C provides the detailed trip generation calculations for each phase of development. To mitigate the transportation impacts of adding over 13,000 daily trips to the future road system in this area, the next section identifies conceptual road improvements for each phasing scenario. Conceptual Road Improvements with Master Plan Improvements With each phasing scenario of the Tahoma Terra Master Plan, road infrastructure improvements would be necessary to mitigate the transportation impacts for each phasing scenario. Table 4 on the next page identifies a list of conceptual road improvements for each of the five phasing scenarios shown in Table 3. Figure 5, which follows Table 4, has also been prepared to help illustrate the location of each identified improvement. Phasing Scenarios The five phasing scenarios identified in this assessment do not necessarily identify specific phases of development as they might occur as the project proceeds. It is likely the modified phases could be identified as additional engineering is conducted. The purpose of identifying the five phasing scenarios was to tie potential mitigation to five target development levels. Note: Because the future plans for Thurston Highlands are not know at this time, the transportation improvements shown in Table 4 were identified to accommodate the full buildout of the Tahoma Terra Master Plan development. A more detailed discussion of potential impacts of the Thurston Highlands development is included on page 17 of this report. Tahoma Terra Trip Generation Amendment 37 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 15 Table 4. Tahoma Terra Master Plan Buildout – Conceptual Road Improvements Phase No. Buildout Year Description of Improvement 1 Existing ADT 2 Added Project Traffic 3 Estimated Future ADT with Project4 Estimated Future Capacity with Improvement 5 1 2005-6 Longmire – widen travel lanes and add non-motorized paved path. 490 710 1,200 1,200 2 2006-7 Yelm Ave – widen to provide center turn lane at Longmire intersection. n/a 4,330 n/a n/a Longmire – further widen travel lanes and non-motorized paved path.490 4,330 4,820 4,800 3-5 2007-8 Killion Road – construct new road connection from site to Yelm Ave. * 0 5,300–6,800 5,300–6,800 6,000 or 15,000* Longmire – restrict traffic between McKenzie and Yelm Ave to local traffic only. 500 700–900 1,200–1,400 4,800 6-8 2008-9 Longmire –widen to Neighborhood Collector from Berry Valley Drive to Yelm Ave, and seek late-comers from other developments. 500 4,700–5,400 5,200–5,900 6,000 Mosman –improve to Neighborhood Collector from Longmire to SR-507, and add turn lanes at SR-507 int. 2,900 1,900–2,200 4,800–5,100 6,000 9 2009-10 Mosman – identify a potential new alignment between Longmire and Solberg Roads at golf course. 0 1,900–2,200 1,900-2,200 6,000 1. See also Figure 5 for illustration of roadway improvement location. 2. ADT = average daily traffic volume. 3. Represents the estimated amount of average daily traffic (ADT) generated by each phase of the Tahoma Terra development. 4. The total of existing ADT and added ADT from each phase of the Tahoma Terra project. 5. Represents the future capacity, in terns of ADT, for the identified improvement. As shown in Table 4, the turn lane and road widening improvements identified for Phase 1 and 2 would adequately mitigate transportation impacts of the first two phases. The detailed traffic impact analysis for the first two phases is described in the next section of the report. * Note: an option exists to construct the Killion Road connection as a City Neighborhood Collector with buildout of phases 3 to 5 of the Tahoma Terra development, which would accommodate up to 6,000 ADT. This smaller road cross section could be considered until future buildout of phases 6 through 9 Tahoma Terra Trip Generation Amendment 38 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 16 would need to construct a major arterial or boulevard from the site to Yelm Ave. Tahoma Terra Trip Generation Amendment 39 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 17 Figure 5. Tahoma Terra Project Buildout Conceptual Road Improvements Tahoma Terra Trip Generation Amendment 40 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 18 Long-Term Consideration of Thurston Highlands SW Yelm Annexation EIS As noted previously, long-term studies for the Thurston Highlands development were accounted for in the approved Southwest Yelm Annexation EIS. The EIS identified an arterial road connection from Yelm Ave (SR-510) at Killion, through the Thurston Highlands site, southwest to 1st Street (SR-507). Mitigation for Tahoma Terra Master Plan Because the future plans for Thurston Highlands are not know at this time, the transportation improvements shown in Table 4 were identified to accommodate the full buildout of the Tahoma Terra Master Plan development. The most significant improvement, the new road connection to Killion Road at Yelm Avenue, would be constructed as a major arterial boulevard, which according to City road standards, would accommodate up to 15,000 average daily trips (ADT). Potential Late-Comers Reimbursement It is estimated that about 75 percent of the future traffic to/from Tahoma Terra would use the new Killion Road connection to Yelm Ave and the future Yelm Loop Segment 1 (Y-3 Corridor). Since the Tahoma Terra Master Plan is expected to generate between 13,000 and 15,000 ADT, the project would generate approximately 10,000 to 11,300 ADT to this new road connection. As a result, full buildout of Tahoma Terra would only utilize about 65 to 75 percent of the future road capacity. This would allow future development of Thurston Highlands to also use this connection and reimburse the Tahoma Terra development in the form of a late-comers charge. Yelm Loop Segment 2 Additionally, when Segment 2 of the Yelm Loop (Y-2 Corridor) is constructed, likely as part of the Thurston Highlands development, the estimated 15 percent of Tahoma Terra traffic anticipated on SR-507 to/from the southwest would be expected to use this connection, which would reduce the amount of Tahoma Terra traffic along Yelm Avenue. Conclusion In conclusion, until such time as the remainder of the Thurston Highlands project develops, the road improvements identified in Table 4 are expected to mitigate the transportation impacts of the full buildout of the Tahoma Terra Master Plan development as identified herein. The opportunity also exists for the Tahoma Terra project to seek late-comers fees from other future developments, such as Thurston Highlands, for the remaining capacity for the Killion Road connection. Tahoma Terra Trip Generation Amendment 41 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 19 TRAFFIC IMPACT ANALYSIS FOR PHASES 1 & 2 The purpose of this section of the report is to provide a detailed traffic analysis for the first two phases of the Tahoma Terra development. This analysis is intended to satisfy the City’s traffic study requirements under SEPA. Project Proposal for Phases 1 and 2 The Tahoma Terra project is a multi-phase development to be constructed over the next five years. As part of the traffic assessment of the Master Plan buildout, which was provided in the previous section of this report, nine phases were identified. The first phase of development for Tahoma Terra includes 89 single-family residential lots. Phase 2 includes approximately 125 single family residential lots, 20 condominiums/ townhouses, an 8-fuel position gas station with car wash, and 48,000 square feet of office/commercial building area. Figure 6 identifies a preliminary site plan concept for Phases 1 and 2. Trip Generation The project trip generation was calculated based on the Institute of Transportation Engineers (ITE) Trip Generation Manual, 7th edition. ITE Land Use No. 210 (Single-Family Residential) was used for the proposed 89 lots in Phase 1. For Phase 2, the categories of ITE Land Use No. 210 (Single-Family Residential) for the proposed 125 lots, ITE Land Use No. 230 (Condominiums/Townhouses) for the proposed 20 units, ITE Land Use No. 946 (Gas Station with Car Wash) for the proposed 8 fuel positions, and ITE Land Use No. 720 (Medical-Dental Office Building) for the proposed 48,000 square feet were used. The weekday daily, AM, and PM peak hour trip generation rates were used to calculate the trip generation, as shown in Table 5, per City of Yelm staff. Tahoma Terra Trip Generation Amendment 42 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 20 Figure 6. Preliminary Site Plan for Phases 1 and 2 Tahoma Terra Trip Generation Amendment 43 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 21 Table 5. Tahoma Terra Phases 1 & 2 Project Trip Generation PM Peak Hour Daily Land Use 1 Size Rate2 Total In Out Rate 2 Trips Phase 1: Single-Family Detached Housing 89 units 1.01 90 55 35 9.57 850 Phase 2: Single-Family Detached Housing 125 units 1.01 126 79 47 9.57 1,200 Condominiums/Townhomes 20 units 0.52 10 7 3 5.86 120 Gas Station with Car Wash 8 fuel positions 13.33 107 53 54 152.84 1,22 Office/Commercial Building Area 48,000 GFA3 3.72 179 48 131 36.13 1,730 Phase 2 subtotal -- 422 187 235 -- 4,270 Total Trip Generation (Phase 1 + 2) -- 512 244 268 -- 5,120 1. Single-Family Detached Housing = ITE LUC 210, Condominiums/Tonwhouses = ITE LUC 230, Gas Station with Car Wash = ITE LUC 946, and Medical-DentalOffice Building = ITE LUC 720. 2. Trip rates based on ITE Trip Generation Manual, 7th Edition, 2003 3. GFA is Gross Floor Area. According to the ITE data, and as shown above, the first two phases are expected to generate about 5,120 weekday daily trips, with 374 occurring during the AM peak hour and 512 during the PM peak hour. See Appendix C for detailed trip generation calculations. Phase 2 Alternative. As an alternative to developing the condos, gas station, and commercial building area, additional single-family residential lots may be considered. The equivalent traffic generation of the Phase 2 condos, gas station, and commercial area equates to about 300 single-family residential lots. Trip Distribution and Assignment The distribution of PM peak hour project-generated traffic was based on information provided by the City’s traffic consultant – Parametrix, and existing travel patterns in the area. In general, the following distribution was used in the traffic analyses for Phases 1 and 2: • 30 % Northwest on Yelm Avenue (SR-510) • 15% Southwest on 1st Street (SR-507) • 15% Northeast on 1st Street (10%) and 3rd Street (5%) • 30% Southeast on Yelm Avenue (SR-507) • 10% Local with 5% each on 2nd Street and Edwards Street The distribution and assignment of PM peak hour project-generated trips for Phases 1 and 2 is also shown in Figure 7. Tahoma Terra Trip Generation Amendment 44 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 22 Figure 7. PM Peak hour Trip Distribution and Assignment for Phases 1 and 2 Tahoma Terra Trip Generation Amendment 45 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 23 Traffic Volume Impact Future traffic volumes with and without Phases 1 and 2 were estimated for PM peak hour conditions in the year 2006. Future traffic volumes at the study intersections were developed based on existing peak hour traffic counts increased to account for background growth. Based on discussions with the City of Yelm, a 4 percent annual growth rate was used to account for traffic growth in the area. In addition to the background growth rate, the pipeline project for known as Yelm Terra Plat (97 single-family residential homes) was added to existing conditions to determine 2006 PM peak hour traffic volumes without the project. The weekday PM peak hour traffic volumes for year 2006 without Phases 1 and 2 are shown on Figure 8. Adding the PM peak hour project trips for Phases 1 and 2 (shown in Figure 7) to the future without-project traffic volumes (Figure 8), results in future traffic volumes with Phases 1 and2, as shown in Figure 9. Intersection LOS Analysis Level of service (LOS) analyses were conducted for weekday PM peak hour conditions with and without Phases 1 and 2 in year 2006 at the three study intersections. Future improvements listed in the City’s Six Year TIP were not assumed in the 2006 analysis. The weekday PM peak hour intersection LOS analysis results for the three study intersections are summarized in Table 6. The table is set-up to illustrate the LOS results for future conditions without and with the proposed Phases 1 and 2. The table also separates the LOS results for signalized and unsignalized intersections. Signalized LOS Results. As noted earlier in the Existing Conditions section of this report, it should be noted that the City has indicated the intersection of 1st Street SE/Yelm Avenue currently operates at LOS F during the PM peak hour due primarily to interference of multiple side-street intersections and driveways along Yelm Avenue. The traffic analysis using traditional traffic model software indicates that this intersection would operate at LOS E during the PM peak hour with the project and LOS D without the project. Tahoma Terra Trip Generation Amendment 46 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 24 Figure 8. 2006 PM Peak Hour Traffic Volumes Without Phases 1 and 2 Tahoma Terra Trip Generation Amendment 47 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 25 Figure 9. 2006 PM Peak Hour Traffic Volumes With Phases 1 and 2 Tahoma Terra Trip Generation Amendment 48 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 26 Table 6. Tahoma Terra Phases 1 and 2 2006 PM Peak Hour LOS Summary Without–Project Without–Project With Mitigation 5 Study Intersection LOS1 Delay2 V/C3 LOS Delay V/C LOS Delay V/C 2. 1st Street SE / Yelm Ave 4 D 51.7 0.91 E 64.1 1.02 Unsignalized: 1. Longmire St SW / Yelm Ave: EB Left-Turn from Yelm Ave A 9.2 0.01 A 9.2 0.01 WB Left-Turn from Yelm Ave B 10.3 0.02 B 12.3 0.24 Turns from Longmire (NB) F 58.1 0.27 F > 100 > 1.00 E 39.2 0.54 Turns from Longmire (SB) E 39.2 0.18 F > 100 > 1.00 3. 1st Street SE / Mosman Ave: NB Left-Turn from 1st Street A 8.0 0.01 A 8.1 0.05 SB Left-Turn from 1st Street A 8.3 0.01 A 8.3 0.01 Turns from Mosman (EB) D 24.1 0.59 D 32.2 0.72 Turns from Mosman (WB) D 31.6 0.42 E 48.0 0.55 1. LOS analyses are based on methodologies established in the 2000 Highway Capacity Manual. 2. Delay = average control delay per vehicle. 3. V/C = Volume to Capacity ratio. 4. Signal was assumed to be fully actuated; splits were optimized under each scenario. 5. Mitigation includes addition of a center left-turn lane on Yelm Ave at the Longmire intersection. Unsignalized LOS Results. As shown in Table 6, at the unsignalized intersection of Longmire Street SW/Yelm Avenue, the side-street turns from Longmire onto Yelm Avenue are expected to operate at LOS F with or without the project. Westbound movements at the intersection of 1st Street and Mosman Avenue are expected to operate at LOS E with the project and LOS D without the project. All other controlled movements at this intersection are anticipated to operate at LOS D or better during the PM peak hour with or without the project. Detailed LOS analysis worksheets are provided in Appendix B. Mitigation. Left-turn movements represent critical turning movements at unsignalized intersections, increasing the potential for intersection delay and safety concerns. As such, the potential need for a left-turn lane on Yelm Avenue at its intersection with Longmire Street SW was evaluated considering the evening commute period. Based upon procedures and guidelines in WSDOT’s Design Manual, May 2001 (Figure 910-9a Left-Turn Storage Guidelines Two Lane-Unsignalized) and PM peak hour turning movements of approximately 145 westbound left-turns, a center left-turn lane would be warranted as a result of the additional traffic generated by Phases 1 and 2. The center left-turn lane would warrant the minimum queue storage length of approximately 150 feet (not including taper). Tahoma Terra Trip Generation Amendment 49 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 27 With a center left-turn lane on Yelm Avenue at the Longmire Street intersection in 2006 with Phases 1 and 2, northbound side-street movements from Longmire to Yelm Ave are expected to improve to LOS E, while the southbound left-turns would remain at LOS F during the PM peak hour. The center left-turn lane would also provide needed left-turn storage on Yelm Avenue and better facilitate through traffic flow on the mainline during peak and non-peak travel times. Site Access Analysis Primary vehicular access for Phases 1 and 2 would occur on Longmire Street SW. Consideration has also been given to restricting or discouraging vehicles onto Berry Valley Road so that Longmire would be used as the primary travel route. This could be accomplished by installing a temporary barricade within the plat to restrict access north via Berry Valley Road. The purpose of restricting or discouraging traffic from using Berry Valley Road would be to have the additional traffic generated by Phases 1 and 2 of the Tahoma Terra development utilize Longmire Road, which would be widened and improved to better accommodate the increased levels of traffic and provide a separate paved path for non-motorized uses. All plat driveway approaches would consist of single lane approaches. The internal roadway of Tahoma Terrace Circle would provide adequate on-site, two- way circulation and fire and emergency vehicle access with the driveway entrance onto Longmire Street SW. Non-Motorized Impacts Sidewalks are proposed on all new streets within the proposed plat with buildout of Phases 1 and 2 to accommodate pedestrians and separate them from motorists in the travel lanes. Half-street curbs and sidewalks would also be provided on all property frontages of Berry Valley Road and Longmire Street SW. To mitigate the transportation impact of Phases 1 and 2 to the surrounding streets and non-motorized travel, it is recommended that Longmire Street SW be improved to provide additional pavement widening to accommodate a paved non- motorized path from the project site to Yelm Avenue. Longmire currently has about 18-feet of pavement width with no shoulders for parking or non-motorized uses. An additional 20-feet of widening is recommended to allow a paved section of 38 feet, which would accommodate two 16-foot travel lanes, and a 6-foot paved non-motorized path on one side. Tahoma Terra Trip Generation Amendment 50 Tahoma Terra Residential Development – Yelm, WA Traffic Impact Study Transportation Engineering NorthWest February 25, 2005 28 MITIGATION MEASURES The following measures are identified to mitigate the traffic impacts of the Tahoma Terra development. The first section identifies standard mitigation required by the City for all new development projects. The second section identifies specific mitigation for Phases 1 and 2; while the third section identifies conceptual mitigation for Master Plan buildout. Separate mitigation measures are identified for each Master Plan phasing scenario evaluated in this study. 1. Standard City Mitigation Traffic Impact Fee. The City of Yelm requires payment of a traffic impact fee based on the number of PM peak hour trips generated by new development. The City has adopted a Transportation Facilities Charge (TFC) of $750 per PM peak hour trip to pay for projects on the City’s six-year TIP. Non-Motorized Improvements. Standard frontage improvements, including curb/gutter/sidewalk would be provided on all internal plat roads and all property frontages along existing City streets. 2. Mitigation for Phases 1 and 2 Development Traffic Impact Fee. Phase 1 of Tahoma Terra would be subject to a $67,500 traffic impact fee ($750 per PM peak hour trip X 90 trips), which is based on the 89 new residential lots. The Phase 2 traffic impact fee is $316,500 ($750 X 422 trips), which is based on 125 single family residential lots, 20 condominiums/ townhouses, an 8-fuel position gas station with car wash, and 48,000 square feet of office/commercial building area. Longmire Street SW / Yelm Avenue Intersection. Construct a center left-turn lane on Yelm Avenue (SR-510) at the Longmire Street intersection. This improvement would be warranted with Phase 2. Non-Motorized Improvements. Widen Longmire Street SW to provide wider travel lanes and a paved non-motorized path from the project site to Yelm Avenue. For Phase 1, an additional 10 feet of widening is recommended to allow a 28-foot paved road section, which would accommodate two 11-foot travel lanes and a 6-foot paved non-motorized path on one side. With Phase 2, an additional 10-feet of widening is recommended to allow a paved road section of 38 feet, which would widen the travel lanes to 16-feet each while maintaining the 6-foot paved non-motorized path on one side. 3. Conceptual Mitigation for Master Plan Buildout With full development of the Tahoma Terra Master Plan, road infrastructure improvements have been identified to mitigate the transportation impacts for each of the five identified phasing scenarios. Table 4 in this report identified a list of conceptual road improvements for buildout of the Tahoma Terra development. Tahoma Terra Trip Generation Amendment 51 HeathTraffic.com TAHOMA TERRA COMMERCIAL TRIP GENERATION MEMO APPENDIX NEW SITE PLAN - 2023 Tahoma Terra Trip Generation Amendment 52 CN 88°15'15" W491.01'N 10°26' 4 7 " E 93.40'458.82'S 38°46'19" E147.39'N 42°10'54" W33.77' 254.80' 254.80' S 01°42'11" W S 52°52'14" E98.01'S 01°16'01" W 33.44'99.22'RIVERROCKPILEBERRY VALLEY RD SETAHOMA BLVD SE METALPIPERESTAURANT/ RETAIL 3,010 SQFT RESTAURANT/ RETAIL 4,000 SQFT Tahoma Terra StorageTahoma BoulevardYelm, WashingtonC:\CAD\2021\21-60 Tahoma Terra\Tahoma Commercial 042123.dwg, 4/21/2023 8:14:30 AM, AutoCAD PDF (General Documentation).pc3Tahoma Terra Trip Generation Amendment 53