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20050067 Tahoma Terra - TIA
~ Tahoma Terra Residential Development Yelm, Washington Transportation Impact Study February 25, 2005 Prepared for: Tahoma Terra LLC c% SCA Consulting Group 4200 - 6`" Ave, Suite 30l 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) 396-828b • Fax (425) 398-5779 1~- Tahoma Terra Residential Development - Yelm, WA Traffic Impact Study C 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 ................................................................................................ EXISTING CONDITIONS ............................................................................................................................ ...3 ...6 Study Area ............................................................................................................................................. ...6 Existing Traffic Volumes ........................................................................................................................ ...8 Existing Intersection LOS ...................................................................................................................... ...8 TRAFFIC IMPACT ASSESSMENT OF MASTER PLAN ............................................................................ .11 Background ....................................................................................................................................... .11 Previous Studies ............................................................................................................................. .11 C Planned Area Improvements ........................................................................................................... . Tahoma Terra Master Plan Project Proposal ........................................................................................ 13 . Conceptual Road Improvements with Master Plan ............................................................................... .14 Long-Term Consideration of Thurston Highlands ................................................................................. 17 TRAFFIC IMPACT ANALYSIS FOR PHASES 1 & 2 ................................................................................. .18 Project Proposal for Phases 1 and 2 .................................................................................................... 18 Tnp Generation ..................................................................................................................................... .18 Trlp Distribution and Assignment ............................................................................................................ 20 Traffic Volume Impact ................................... .... . ..................................................................... 22 Intersection LOS Analysis ...................................................................................................................... 22 Site Access Analysis ............................................................................................................................. 26 Non-Motorized Impacts ...................................................................................................................... 26 MITIGATION MEASURES ........................................................................................................................... 27 1. Standard City Mitigation ................................................................................................................... 27 2. Mitigation for Phases 1 and 2 Development ..................................................................................... 27 3, Conceptual Mitigation for Master Plan Buildout ............................................................................... 27 Appendix A -Existing Intersection Traffic Volumes /-~ Appendix B -Intersection LOS Analysis Results Appendix C -Trip Generation Estimates Transportation Engineering Northwest j February 25, 2005 Tahoma Terra Residential Development - Yelm, WA Traffic Impact Study C List of Figures and Tables Figure 1. Project Vicinity ................................................................................................ Figure 2. Tahoma Terra Master Phasing Plan ............................................................... Figure 3. Existing Channelization .................................................................................. Figure 4. Existing 2004 PM Peak Hour Volumes .................................................... Figure 5. Tahoma Terra Project Buildout Conceptual Road Improvements ............. Figure 6. Preliminary Site Plan for Phases 1 and 2 ................................................. Figure 7. PM Peak hour Trip Distribution and Assignment for Phases 1 and 2 ....... Figure 8. 2006 PM Peak Hour Traffic Volumes Without Phases 1 and 2 ................ Figure 9. 2006 PM Peak Hour Traffic Volumes With Phases 1 and 2 ..................... ..........................4 .......................... 5 .......................... 7 .......................... 9 ........................16 ........................19 ~1 ......... . ................... . ... 23 ................................. 24 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 ................................................................ 20 Table 6. Tahoma Terra Phases 1 and 2 2006 PM Peak Hour LOS Summary ........................................25 Transportation Engineering Northwest jj February 25, 2005 Tahoma Terra Residential Development - Yelm, WA Traffic Impact Study C FINDINGS 8i 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 8~ 2 Project Proposal. Phase 1 includes 89 single family residential lots. Phase 2 includes 12~ single family residential lots, 20 condominiums/townhouses, an 8-fuel position gas C 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 5W / 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. Transportation Engineering Northwest ~ February 25, 2005 Tahoma Terra Residential Development - Yelm, WA 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 200b. 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 Traffic Impact Study 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. Transportation Engineering Northwest 2 February 25, 2005 Tahoma Terra Residential Development - Yelm, WA Traffic Impact Study Primary Data and Information Sources G • 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, 2040. • City of Yelm 2004-2009 Six-Year Transportation Improvement Program, adopted July 2004. • Institute of Transportation Engineers (ITE) Trip Generation Manual, 7t" Edition, 2004. • City of Yelm Municipal Code 15.40 - Concurrency Management. Transportation Engineering Northwest ~ February 25, 2005 Tahoma Terra Residential Development - Yelm, WA Traffic Impact Study Figure 1. Project Vicinity .--~ ~o~ 0 ~. ~' ~~ co C5~ ~~~drPs e j ~ ~ j ~~~ j ' ~ ~~ ,, ~ ~, , ~o,- Berry Valley Rd ,~' ~ 5°' - ~ ,, ,~ i ~~ Phase I ~ , ~ ~~ ' ~ i ;~ Phase It ~~~~ ~ ~P~De '~ x ,\ 5`'. ~ , moo ~ ~ ,~ ~ alas ~ ,. r ~~ ~ ~~~ `5~,5 ' LP Project `~ ~, Site ~~, i 70~~d / ' y~ ,% 507 P % ~~ S,S~ 507 a`'' ^~~, e5 ~ \ .~ .~ a ~~ i i ~ Not to Scale Tahoma Terra !~ Transportation FI ure 1 Engineering g Yelm, Washington Northwest, LLC Project Vicinity TrafRc Impact Study Transportation Engineering Northwest 4 February 25, 2005 Tahoma Terra Residential Development - Yelm, WA Figure 2. Tahoma Terra Master Phasing Plan Traffic )mpact Study c~ c5 t~ t~ 1~ t~ ~ ;, D PHASE I {~ -rte t;~ t is ~~ti t~ PHASE 2 '""""`"''..x, c~ C~YJ O Q m Q ,±r ~ Q ~„~.~.. ~] to d t~ ~ t~ ca a~ gnu ~~~~~~G.~r~ ~ PHASE9 i1 PHASE 3-8 ~j~ U Lil.7 C_7 r-~1 ~ G. =! C..7 C~ C.~t G7 t-.`~ 1"~`7 C~`:I Not to Scale Source SCA Consulting Group, Inc ,January 2005 ~J Transportation Figure 2 Engineering Northwest, LLC Tahoma Terra Master Phasing Plan uuirs I '-'ACRES ~ FHASE 1 6U 1S ['^ FH tSE Z 143 40 (~ PHrSE 3-8 5t0 JG D PHnSE 9 I10 79 C""' c~PEN SFAGe ~u} AQ.ES Tahoma Terra Yeim, Washington Traffic Impact Study Transportation Engineering Northwest 5 February 25, 2005 Tahoma Terra Residential Development - Yelm, WA Traffic Impact Study C 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 / 1 S` Street SE 3. Mosman Avenue SE / ls` Street SE The following paragraphs describe existing roadways that would be used as major routes tolfrom 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 3~ mph within the city limits. The roadway has one travel lane in each direction. A center turn lane exists on Yelm Avenue (SR-~07) 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 1 b 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 2~ 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. n Transportation Engineering Northwest ( February 25, 2005 Tahoma Terra Residential Development - Ye{m, WA Traffic Impact Swdy Figure 3. Existing Channelization Legend Traffic Sign .i Stop Sign Not to Scale J Transportation Engineering Northwest, LLC rP,j'P ; '~,\ t ~ ,~~`P ~ ~ ~jV . ~ ~ ;Y aiaS ~~ ~ r ~, Transportation Engineering Northwest ~ February 25, 2005 Tahoma Terra ~, Figure 3 Existing Channefization Yelm, Washington Trafftc Impact Study Tahoma Terra Residential Development - Yelm, WA Traffic Impact Study 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 ~'apaciry 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 Dela Ran a sec Dela Ran a sec A <10 <10 B >10 to 20 >10 to 15 C >20 to 35 >l~ to 25 D >3~ to 55 >25 to 35 E >55 to 80 >35 to 50 F >80 >50 Source 'Hiefiva} Capacity Manual'". Special Report 209. Transportation Research Board ?000 Transportation Engineering Northwest g February 25, 2005 Tahoma Terra Residential Development - Yelm, WA Traffic Impact Study C Figure 4. Existing 2004 PM Peak Hour Volumes Longmire St SW/Yelm Ave b ~~ ~, ~ ~ o; ~~~ t -_ ~ j ~ D Y ~o ~~ `-~,o?s ~~ ~ P/ 5~, ~s ~~ ~ r~q 510 Berry Valley Rd ,~ Phase l r t' 4-i~ , Phase 11 ~~¢- ~~, , , ~o ; Project Site eC' o~~~` ~ q~ ``° Ist Street SE/Yelm Ave X40 ~O ~ ? ~O e ~T?~ y 4`~ PDT ~ ,: ~ 1 ~ ~ ~ ~ '., 0 ~ Sri i SE'S \~ 44 0~ m," ' S ~, ~~ ti o ,~ ~7jPq ~ ~ i " ~ , \ ~ LP ~ 5~ , i ,~ ~ P/', S ~ ~5~ ~~ L ~~ ~' \`°~~ %~ 507 ~L ~ ~ P f~ S~ , 1st Street SdMosman Ave ~S`~, 5~ ~ ti~ ~~; ,~ 26A ~ ~ e ~ ~~/ cC . ~ ~I ~ •S~ s~ 1 SE ~~ ~2 ~ ~ ' `5 Su 11 9 o ~' 8 ~~ `~ S~' ~e ~P ~S ~ 1 ~ i Not to Scale Tahoma Terra Transportation Figure 4 Northwe tl LLC Existing 2004 PM Peak Hour Volumes Yelm, Washington Traffic Impact Study Transportation engineering Northwest 9 February 25, 2005 Tahoma Terra Residential Development - Yelm, WA 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 ~nchro 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 Summ ary Study Intersection LOS' Delay' VlC' SiEnalized 4: 2. 15` Street SE / Yelm Avenue D 403 0.84 UnsiEnalized (stop controlled movements): LOS' Delay' V/C' 1. Longmire St SW / Yelm Avenue Eastbound Left A 8.9 0.01 Westbound Left A 9.9 0.01 Northbound E 4~.6 0.22 Southbound D 32.0 0.17 3. 15` Street SE /Mosman Avenue Eastbound C 20.9 0.55 Westbound D 2$.6 0.38 Northbound Left A 7.9 0.01 Southbound Left A 8.1 0 01 1 LOS ana{yses are based on methodologies established m the ?000 Hrghx~ a}• Capaccry Manna! 2 Delay =average control delay per vehicle I 3 V/C =Volume to Capacm ratio ~ 4 Al! sc~nals were assumed to be fully actuated, s Irts were o nm¢ed Traffic Impact Study 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 1SC 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. Transportation Engineering Northwest 10 February 25, 2005 Tahoma Terra Residential Development - Yelm, WA Traffic Impact Study C 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 Hi hlands. 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 C Plan for the Southwest Yelm Annexation area, and (2) approve a Conceptual Master Plan for the same area. Transportation Engineering Northwest ~ j February 25, 2005 Tahoma Terra Residential Development - Yelm, WA Planned Area Improvements Traffic Impact Study 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 lst 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 / lst Street (SR 507) Intersection Realignment. This City project would re-align both Mosman approaches to ls` 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. Transportation Engineering Northwest ] 2 February 25, 2005 Tahoma Terra Residential Development - Yelm, WA Traffic Impact Study 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 1 200-6 89 sf residential lots 89 90 850 2 2006-7 125 sf residential lots 214 ~ 12 5,100 20 condo units 20 8-pump gas station 48,000 sf commercial 3-5 2007-8 200-400 sf res. lots 400-b00 20 900-1,100 7,000-9,000 6-8 2008-9 200-400 sf res lots 800-],000 20 1,300-1,00 12,700-14,700 9 2009-10 110 condo units 800-1,000 130 1,400-1,600 13,300-1,300 1 See Appendix C for detailed tnp generation calculations based on ITE Tr1p Generatron 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. Transportation Engineering Northwest 1 ~ February 25, 2005 Tahoma Terra Residential Development - Yelm, WA Traffic Impact Study The residential units are currently contemplated with about 10 to 15 percent C 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 nett page identifies a list of conceptual road improvements for each of the five phasing scenarios shown in Table 3. Figure 5, C; 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. Transportation Engineering Northwest ~ 4 February 25, 2005 Tahoma Terra Residential Development - Yelm, WA Traffic Impact Study Table 4. Tahoma Terra Master Plan Buildout - Conceptual Road Improvements Estimated Added Estimated Future Capacity Phase Buildout Existing Project Future ADT with No. Year Descri tion of Im rovement ~ ADT ~ Traffic 3 with Pro'ect4 Im rovement 5 LonQmire -widen travel lanes and 1 2005-6 add non-motorized aved ath 490 710 1,300 1,200 Yelm Ave -widen to provide center 2 2006-7 turn lane at Longmire intersection. n/a 4,330 n/a n/a LonQmire -further widen travel lanes and non-motorized aved ath. 490 4,330 4,820 4,800 3-5 2007-8 Killion Road -construct new road 6 000 or connection from site to Yelm Ave * 0 5,300-6,800 5,300-6,800 , I5,000* LonQmire -restrict traffic between McKenzie and Yelm Ave to local 500 700-900 ],200-1,400 4,800 traffic onl LonQmire -widen to Neighborhood 6-8 2008-9 Collector from Berry Valley Drive 500 4,700-5,400 5,200-5,900 6,000 to Yelm Ave, and seek late-comers from other developments. Mosman -improve to Neighborhood Collector from Longmire to SR-507, 2,900 1,900-2,200 4,800-5,100 6,000 and add turn lanes at SR-507 int. Mosman - identify a potential new 9 2009-]0 alignment between Longmire and 0 1,900-2,200 1,900-2.200 6,000 Solberg Roads at golf course. l See also Figure ~ 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 Re resents the future ca acnv, m terns of ADT for the identified im rovement 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 would need to construct a major arterial or boulevard from the site to Yelm Ave. Transportation Engineering Northwest ] 5 February 25, 2005 Tahoma Terra Residential Development - Yeim, WA Figure 5. Tahoma Terra Project Buildout Conceptual Road Improvements Traffic Impact Study "j~~~ Figure 5 Tahoma Terra t J Transportation Engineering Tahoma Terra Project Buildout Yelm, Washington Northwest, l.~.c Conceptuai Road Improvements Traffic Impact Swdy Transportation Engineering Northwest j ( February 25, 2005 („:41n1 +coaa improvement oOiU Potential New Aiignment Noc to Scale ~ New Traffic Sginal Tahoma Terra Residential Development - Yelm, WA Traffic Impact Study ~' 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 1 S` 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 alate-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. Transportation Engineering Northwest ~ ~ February 25, 2005 Tahoma Terra Residential Development - Yelm, WA Traffic Impact Study C TRAFFIC IMPACT ANALYSIS FOR PHASES 1 8t 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 12~ 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. Transportation Engineering Northwest j 8 February 25, 2005 Traffic Impact Study 1 \,./ Tahoma Terra Residential Development - Ye1m, WA Figure 6• site Plan for Phases 1 and 2 Preliminary •;~ ! i ,~,.-. ~ ~~.{pt1F ILMLi W 'fl f ~y=F~-"key, ~ '>~ mil,: ' ~ ` t ~ /~ ~~,"~:.~~~ ~~ :mot''-s~ .~~sr '~~~i ~ i iii v`` t'!^ r .^~ R ,~4` ,,.a-.l ~ ~^ -pp}ytVt^76r 8t-J.-:,r,%}~'..~--- +•' `r ^ ~ l~ ~',i it ~~, ~~`r-----I ` ~ St r 1rr. ~_r~~ - ,~ ir, _ , , ;1 `I _ . ' 1 '' '--_-~ J-t~l''"_ Not to Scale Source 9--_~-_...~_ ~ t- t NIS~UALLY Y VALLEZ - GOLF COURSE fi i 6 Q i ~-•-~" Transportation Engineering Northwest, LLC pHASEI ®~ ~ m•i`,x APrftOX. ACRES X34'=zz ~ ~o. ~ ~~ Sp' 47 TaT~~ ° ~~ PHASE 2 ~ ' ' "' ' „PPRO~- ACRES = '~} ~^34r~41 40' = 47 56• ~ 35 [i 5~ z TQTAL = 125 ~I POCKET PAi'K NOTE. S PJOT INL7-uDE THE UNIT COUNT ABOVE DOE COF.M1AhERCIAL t hAULT i•FAR4ILY OR THE 16 FA+RNAY TOV~NHOR4ELOTS tnc .January 2005 _ Figure b Preliminary Site Plan for Phases 1 and 2 Tra sn p ciao tion ~ngineerins 1JorchllVest ]9 Tahoma Terra Yelm, Washington Traffic Impact Study February Z5, 2005 Tahoma Terra Residential Development - Yelm, WA Traffic Impact Study Table 5. Tahoma Terra Phases 1 & 2 Project Trip Generation PM Peak Hour Dail Land Use' Size Rate2 Total In Out Rate` Tri s 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 Tri Generation (Phase 1 + 2) -- 512 244 268 -- 5,120 1 Single-Family Detached Housing = (TE LUC 210. Condomm~ums/Tonwhouses =ITE LUC 230, Gas Station with Car Wash =ITE LUC 946, and Medical-DentalOffice Buildme =ITE LUC 720 2 Tnp rates based on ITE Tnp Generation Manual, 7`h Edmon, 2003 3 GFA is Gross Floor Area According to the ITE data, and as shown above, the first twa 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 2"d 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. Transportation Engineering Northwest 20 February 25, 2005 Tahoma Terra Residential Development - Yelm, WA C Figure 7. PM Peak hour Trip Distribution and Assignment for Phases 1 and 2 Traffic Impact Study 510 ;~ Phase 1 r' Phase !1 ~: c 0 Y !"`~ ~ ~ j /'~O SQJ J • ~~. . Co 05 - drP.r ~~~~~ '~a Valley Rd /~h i ~ ~ ~ qo ~ ,~ sec , ~o ~ ~ ~ ~ ` ~' DP `~~ \~ ~ ~ ~~ .\ ~~ .,~ jai ~~a 9 / ~A ASS ~~~/ ~/, 6 F/ SJ ~ ~j -/b f \`91 ~ . ~ ~~ lti Project '9F;~ ~ ~% Site ti ~ti~ ~ 'd~ `q\ ~ '`~ 507 q 0~ ,y`P ,: t 507 " ~ ,StaS ck. ~e ~ i ~, Legend xx Phase I PM Volumes (xx) phase 11 PM Volumes Tnp Distribution Not to scale Figure 7 Tahoma Terra `~ Transportation Engineering PM Peak Hour Trip Distribution Yelm, Washington Northwest, LLC and Assignment for Phases f and 2 7rafflc Impact Smdy Transportation Engineering Northwest ~ i February 25, 2005 Tahoma Terra Residential Development - Yelm, WA Traffic Impact Study 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 ls` Street SElYelm 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. Transportation Engineering Northwest ~~ February 25, 2005 Tahoma Terra Residential Development - Yelm, WA Figure 8. 2006 PM Peak Hour Traffic Volumes Without Phases 1 and 2 Traffic Impact Study Longmire St SW/Yelm Ave ~ ~ ~~ 0 D~ ~ `/ ~ ~O ~. ~ 1 Y `~c5, ~ ss `~' o ~ P/~9~P / / \ / 5~, ~~~~, Berry Valley Rd % 5°\ ;~~ Phase 1 i 3 t StS: Phase ll .~~e. ~^~ • ~o ,~ 1 Project Site 5~ Pie ~S~ Not to Scale t J Transportation Engineering Northwest, LLC i / / P ~~~ 1st Street SE/Yeim Ave ~b ` b 1 1~ s ~~~ ~ ~ ~Q s ~s \' ~ `1 s~B o ~, 1 ~,~ ,t y s~ ~b1 1/ /.> P~~ `~ r .,L %~~~e 5~ ,, a5 ,; ; , ., ~X a~a~ ~ YP~~'9 \s`S~~ \ ,~o~~d , 7 ~~9~ P f 1st Street StlMosman Ave ~~ S~S~' ~ 5~ titi ,eta, .l~'~ti ,,~\, F CiC I ~ ~ ~' °~ ~ ~ 4~ ~~ sF V j Figure 8 Tahoma Terra 2006 PM Peak Hour Traffic Yelm, Washington Volumes Without Phases (and 2 Traffic Impatt Study Transportation engineering Northwest 73 February 25, 2005 Tahoma Terra Residential Development - Yelm, WA Traffic impact Study Figure 9. 2006 PM Peak Hour Traffic Volumes With Phases 1 and 2 510 a~ ~; c 0 Yi /~ % ' Berry Valley Rd ~~ Phase I r i i + ~i~-' i ~t Phase II ~~~~.~ ~ ~o~, ,, i Project Site ~~ ~e ~P ~S Not to Scaie '` J Transportation Engineering Northwest, LLC Longmire St SW/Yelm Ave ~~ ~~ ~ r0 9Q2 ~ '1 ~ ~O DS ~y ~ ~/ 6~ j t , ~, .? FS 5/' SS ^~ ~ r"~~ J : ~cf ~y i~ i ~'~ ,~ 5: ~¢`~ , ~O / ~~ /~ 1st Stree[ SE/Yelm Ave ~~ ~~~ ~ti ! fT FF '\ ?Q ~~ ~• h c~ sol ~ ~ ~~~ Q S~„ b1 ~ ~'°y. S`~ee \ \~1 4~ 9 .~y '4°` P, f ; ,~a~''i D ~\ ~~ \' ~ ~ o s ~d ~ 9LP ~F 1st Street SVMosman Ave 507 ~ ti ~ tine ~ `~ W i j ~ m ~ ~ ~ N , a I ~ ~ ~l ~ a ~ ' eG i ~ a S~ a. / O ~ _ C L i ~ See~S~ 5~ ~ `y~S b'y i '9~r ~ ' J h~ ~^ Figure 9 2006 PM Peak Hour Traffic Volumes With Phases I and 2 S`~~ ~5~~ ,~ 507 ~~ S~ ,eta . .` 1 i Tahoma Terra Yelm, Washington Traffic Impact Study Transportation Engineering Northwest 24 February 25, 2005 Tahoma Terra Residential Development - Yelm, WA Traffic impact Study Table 6. Tahoma Terra Phases 1 and 2 2006 PM Peak Hour LOS Summary Without-Project Without-Project With Mitigation s Study Intersection LOS' Delay` V/C' LOS Delay V/C LOS Delay V/C 2. 15` Street SE / Yelm Ave ~ D 51.7 0.91 E 64.1 1.02 Unsignalized: L Lon~mtre 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 > l00 > 1.00 E 39.2 0.54 Turns from Longmire (SB) E 392 0 18 F > 100 > 1 00 3. 15` Street SE /Mosman Ave: NB Left-Turn from 151 Street A 8.0 0.01 A 8.1 0.05 SB Left-Turn from 151 Street A 8.3 0.01 A 8.3 0.01 Turns from Mosman (EB) D 24.1 0.59 D 322 0 72 Turns from Mosman (WB) D 31 6 0.42 E 48.0 0 55 1 LOS analyses are based on methodologies established m [he 2~OQ K~ghway Capacrry ~1lanual 2 Delay =average control delay per vehicle 3 V/C =Volume to Capaap ratio 4 Signal was assumed to be fully actuated, splits were optimized under each scenario 5 Mite anon includes addition of a center left-turn lane on Yeim Ave at the Lon~m~re 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 lst 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 alert-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). Transportation Engineering Northwest 75 February 25, 2005 Tahoma Terra Residential Development - Yelm, WA Traffic Impact Study 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 S W. 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 S W. 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 t 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. Transportation engineering Northwest 76 February 25, 2005 Tahoma Terra Residential Development - Yelm, WA Traffic Impact Swdy C 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. n Transportation Engineering Northwest ~~ February 25, 2005 Appendix A intersection LOS Results 2004 Existing c HC32000: i:nsi?na_ized -nte_sectLens Release 4._d Te'FC-'v`. AY STDP .,...'=FGL SUI•LMrR Ana~vs~: JCT Dare ?er_'or:-e~: =1,'-5/20'4 .n.ersectlon: *- .e1- -.~e a. .cnq:r:ire ~urisdic~ic:~: ~it? v- Yclm LL'_diVS-S `~2cr: LC~'S =X__St1'C =o~ecc ID: .a =or:a T?rra East/Ttiest 5tree~ Ye_n ~•.e (S?. ~_.. \c.t__,'Scut: S~reet: ~r; Lo-cm..c Stree~ I-te_sectren Dr_en=at_on: E,'s? S=ucF pe riod rs;: ~.2~ eh~ cla •iO..l'Stl°S a'^.. Aaj ~5.."En~S ::a.~cr Street: Approach Eastbcu-;1 I•+es^:oo~nc. T ~ L F. "e 1:_me o c. 2 2 C ~ C X 2 5 9 Peak-:our facto=, FH? .., .~.. 0. 5' C. ~- u. ?4 ~~.~4 Hcarly F_c;,: ia~e, HFt o C3~ 2C 1'. oE~ P°rC2't Pd.°~ 'leh_clzs :. -- -- 1 -- -- hle~ia : T ~e/3tcrage ~- d,.•io.ed / FT Channelizec? La. e; C - C 0 1 0 _onf_curat_on iTR LT= / ~ '~gstrea- ° ~ cnai': `:c ( ' t1o L`I~^Or ~t_Be~: h~v_03Ct t:Cr=_,boun~ ~/ Sc.:tc.;C'.:. ~ ifo,•ement 3 ~ l 1C i= -~ - R I T 1 '.Tc1:: ;'e ~Z C ti ~ 1 11 Peas Hcur Factor, PHF G.~S C.~S C'.~5 O. e3 ~.5s C. c3 -_curly F1Gw Hate, FR io v .2 =1 1 ' G Fe_cen~ Hew,, "~e:ac~e<. ~ ~ C G J G Fzrcen= Gra~:z ,2, 7 F_Grea i-Fp_cach: ?r.ist='/5-ers,e i:e ! r!v / Cor_=i3uratzon =_R =TR :~~oroac TTIC[>~'~%:: A+G .e ..vn~:.g ~ .p: , - ; , ••ph } 5?~, queue ls.ct= Cc-tr~1 ~e1a•~ LG3 . Approach Deia~ `^tiprOu"Ch `Lv De;a~~, G-e~~' --e==qt ~, ar~~ Lc•~e1 oP Sar•: ice Fa i•3fi ~rorth::ou= d Gc~trbc,z-d 1 4 I B y I 1C 1. .2 LT:S ..TR :..R L_"c~ 6 10 28 3i 7G3 ~ - --~ _r~ l..v~ ~~.~'1 C 2i C.19 C.~2 J.~'S C.Sd G. o'7 s s ~.y -~~.~ ~?.~' t T~ E .. ~.- c 3:.! L HCM Signalized Intersection Capacity Analysis 2: Yeim Ave {SR-51 Q} & 1st St SE 2r7i2oD$ Movement ~ ~ -' EHL~ EBT ~ ,.EBFZ ~ Wi3L b1f13,T,.~ WBR • ~ NBI= = NBT .f~BFt. S€3L •• ,.SBT •S~3R Lane Configurations ~ ~ ~ '~ '~ ~ 'fir ~ ~ tdeatFlow(vphpl) 1900 1940 1900 1900 1904 1904 1900 1900 1900 1900 1900 1900 Lane Width 12 12 11 12 12 12 12 12 12 11 10 12 Total Lost time (s) 4 0 4 0 4.0 4 0 4 0 4 0 4.0 4 0 4.0 Lane Uti! Factor 1 00 1.00 1.00 1.00 1 00 1.00 1.00 1.00 1 04 F rt 1.00 1.00 0.85 1.00 0 99 1 00 0 90 1, 00 0.91 Ftt Protected 0 95 1 00 1 00 D.95 1.00 D 95 1 00 0.95 1 A0 Satd. Flow (prot) 1770 1863 1531 1752 1833 1736 1636 1728 1597 Flt Permitted 0 95 1.00 1.00 0.95 1.00 0 95 1 00 0 95 1 00 Satd. Flow (perm) 1770 1863 1531 1752 1833 1736 1636 1728 1597 Volume (vph) 108 523 43 200 492 23 148 99 228 59 70 107 Peak-hour factor, PHF 0 95 0.95 0 95 0 94 0 94 0.94 0 88 0 88 0.88 0.92 0.92 0.92 Add Fiow (vph) 114 551 45 213 523 24 168 i 12 259 64 76 116 RTOR Reduction (vph} 0 0 0 0 0 0 0 0 0 0 0 0 Lane Group Flow (vph) 114 551 45 213 547 0 1~i8 371 0 64 192 0 Heavy Vehicles {%) 2% 2% 2% 3% 3% 3% 4% 4% 4% 1% 1% 1% Turn Type Prot Perm Prot Prot Prot Protected Phases 1 6 5 2 7 4 3 8 Permitted Phases 6 Actuated Green, G (s) 5.0 24 3 24 3 10 1 29 4 8 1 20.3 3.1 15 3 Effective Green, g (s) 6 0 25.3 25 3 11 1 30 4 9 1 21 3 4 1 16 3 Actuated g!C Ratio 0-08 0 33 0 33 0 14 0 39 0 12 0 27 0 05 0 21 Clearance Time (s) 5 0 5 0 5 0 5.0 5 0 5.0 5 0 5 0 5 0 Vehicle Extension (s} 3.0 3 0 3 0 3 0 3 0 3.0 3.0 3.0 _3 0 ~__ Lane Grp Cap (vph} 137 606 498 250 716 203 448 91 335 v/s Ratio Prot 0 06 c0.30 c0 12 0 30 c0.10 c0.23 0.04 0.12 v/s Ratio Perm 0 03 vlc Ratio 0 83 0.91 0 09 0 85 D 76 0 83 0 83 0.70 0 57 Uniform Delay, d1 35 4 25 2 18 2 32 5 20 6 33.6 26.5 36.3 27 6 Progression Factor 1 00 1 00 1.00 1 00 1 00 1 00 1 00 1 00 1 00 Incremental Delay, d2 33 0 17 5 0 1 23 3 4 9 23 3 11 9 21.8 2 4 Delay (s) 68 4 42 6 18 3 55 9 25 4 56.9 38 5 58 0 30 0 Level at Service E D B E C E D E C Approach Delay (s) 45 2 34 0 44.2 37 0 Approach LOS D G D D Intersection Summa HCM Average Control Delay 40 3 HCM Level of Service D HCM Volume to Capacity ratio 0 84 Actuated Cycle Length (s} 77 8 Sum of lost time (sj 1 Z 0 intersection Capacity Uttlizatran 74.5°!° ICIJ Level of Service D Analysis Period (min) 15 c Cntioal Lane Group C Tahoma Terra 5 00 pm 1 1/1 512004 2004 Existing Synchro 6 Report Transportation Engineering Northwest Page 1 HC32CGJ: ~:'S1~n,°_12°d .ntersect_ons Release 4...d :'.M'';~-'.^lrY S=„_ ~_'G'~TRC: = SL";^'S1~~Y _.n~~~~~ t . ~ GT ?~:e: cvr Co .. . BN:M Dale cer=creed: 11/15/2uJ~ ~na_ss_s .irme Fe_icd: P'_1 F23k =nte_sect_on: a3 - 1st St 5? at blc sizian ~•re ?+-al;sis Year: ?x.st_n~~ Fro-~ct ID: 'Iahcma Te-rs East%~rJe~~ ~_r=et: :_os-i_~ =..en~e ..,,-.t:_1°cat: 5t-eet: 1st St_eet SE I: tersec,;ion 'Drientat_on, t:S Stuc,~ per~.cd ,hrs` . 0.25 '.%eh_cle 7olu-.es anc. ~c.~us~me-t~ ~:a~c_ 3r_reet. n~?rc,,,.. t,ozt:~bo::nc Sc~th~cu-d tic:e-ert 2 3 I _ 5 6 L ~ F I L T R 'io_iimc _2 317 2S 8 2:< <0 Fezk-HOtir Fc.cCor, ?HF J.9J ~~.9C C. .. v..G J J.°0 C.4C Ecurly rloo. Rate, FP, 13 352 31 ., 2~3 LL ?er; ent Hea:-~~ Veh~ c1~s 2 -- -- 5 -- -- _•IeG-an =ypei3to-age Undi~_9ec _ Cna_ ne_azed: Lar_e s _~ 1 Co .*i.gursticn L.P C Jpstream Cigna=? idc .%zer Street anptoach .,esttou:d - R ?ea,c H_;.ir ?cctcr, ?HF ~. , _ C.?' u ~0 our~7 Flo•.c Rate, =FR E9 =" ?ercen` H2a:-, :~r_ic;es 3 3 3 2er~ent Grace ,r, C __arec Epp_ca=t• -~+~st_:~ Storacc Nc La: es C _ G Co: fi~urst~cn L_R 1 ~, L:'R Ec^.~ ~1~~1nc I 1C 1. .2 I L T i 5s ~c lc. o.az J.:z c.ez E.^. 4 G : 5 C 1 ~ ~ ;Io 0 ~ ~~ L~R =_la~•, Que_e ~en3=h, an3 =e.e_ o` ce~~_ce EpH~oaCh "db S3 ,?es _~o~.:-d .asc~o~ _ci >:o:semen t 1 5 _ 3 _ 5 ? 1 1 Z Lane Co :fig =IR L~R I LTR I L.R C ~~"' ~, ~'F= 124 _15~ 2-fG ~9J ~/c 0.~~1 C.C- C.38 :x.53 ? 5 ~ _~eue ' engr_h 0.:13 C . C. 1 . _ ., .. 23 Ccratzcl. De=a~~ -.. ,.~ 25•'c 2..7 _.. ~ ~ 1=, n I,J L A?proac` 3elap L~.O GO.7 :zp7r~a:__ _'J$ D 2006 Without-Project .. . . ~ HCS2i;CC: :s~cna_ized =n*_e~seCt~.ons P.2lesse .d -;^:D-:4~?Y 3"0? CD''TZC~ SC:Si ~Y :~na_~-= TyCye~_C~ i ~~.^.. . 1 FIJT.C DdLe rer~cr-ea: 1~,'15/20~e ?~al:-s_s rime Fe=icy: rl•1 Feak -=~te,s°~t-cn: ~1 Yelm r-:e F~ =c;~~-_ir2 Jur`.sc.lct,cn: Ci~ of ielm Un_rs: :;. ~. C~stcmzrf F~n.al,sis Year: 2JG5 ~aseli :e Prc~ect .D: T3ho~a .e=ra FFs~!;:es~ S~.:eeL: ''e J.^ ..tee rSR ~1C, IiOr~hi Sc~_;.h Stree-.: SYd Lo^~m~_e Street ~n_ersec__on Cri2ntat.on: E.: St;:tiy pe=ion __sj : C~.25 ehi~.le `io__.ITIe;, dn3 :~d- ~st-e ncs f~13,oY j=-c^et: rip"OdCh 1;fist)wOlln3 'v:e=_r~z_nc vo-•emen;. 1 3 s ~ ~~ o L T < ~ R Sea{-rcur __°ac~cr, F:=F C.~ .,.,, ?. g- ~,.-- ,,.34 C.S. :~o~,rl~ Flow Rate, H_R c 991 22 1; ~3:i __ Perca_.t i?ea~.y ;,,enic_as 1 -- -- 1 -- -- '~:ec_a- T.~~e/Srorace ;n3i.~_de3 / __ ~hdn-el=zee? Laney C C ~ 1 _ Conf~c~,~~_=er LT3 L.P ~pstrea-, Srcnal? tic t:c 1`:i-or S~_ee_: ~~;p~oacr faor~hLcunc' So..t - h)rcu__~ .frer,.enc 3 9 I 1'. 1. .2 a R I L T R .clt~ e 1? C =C 9 _ 13 3eGx Hour ractcs, ?HF 0, 9J C.°,C ~J.~.. .,._., ~.9~ C.3C ~ourl,~ Flc•~ ?cafe, =FR 14 C ~1 ~ 1 i? 3ercent Hea~w 'ehicles ~~ C C ~ C ?ercezt ~rac~ i=; C ~~ ?13rec r~~_oach: =~rsts?/S=trace Ne ! ~?c Lanes C C C :. C Co-fzyara_io-: L;R ~=R De=ey, ~_eue '°n3 =-°., any' __~,-__ c= Se-.,_ce OFF=oath E3 L•,TE _,c_t= ~c_na 5cu~'~ao_na :~-o~~em2nt 1 4 I - ~ ;'~ it .2 =ane Ccnfi~ LT? _T': LT? I .T= ;vt~hi t 1~ e~ 2? .,pmt phi 3-_ ~5C 9r 125 °5s aue_e lend n C.72 C C5 i.C~ C.E~ Ccnt~o= ~ela;r ~ 2 '_C.3 5_ 1 39.2 ~~~~ I. E _ '~p~rcach GeJ.a~~ ~ _ . 1 39 . F~rca~._ ~~~ _ E HCM Signalized Intersection Capaaty Analysis 2: Yelm Ave (SR-510) & 1st St SE ~ 2!7!2005 Movement. :_ EBL - _EBT EBR ~ WBL .VaIBT 'WBR. ~ NBL ^NBT . ~fQ;R~- -. SBL•. ~ • SBT 'SBR Lane Configurataans ~ ~ ~' ~ '~ ~ '~ ~ '~ ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 11 12 12 12 12 12 12 11 10 12 Total Lost tame (s} 4.0 4.0 4.0 4 0 4 0 4.0 4 0 4.0 4 0 Lane Utif. Factor 1 QO 1 00 1 00 1 00 1 00 1 00 1.00 1 00 1 00 Frt 1.00 1.00 0 85 1 00 0.99 1.00 0,90 1 00 0.91 Flt Protected 0 95 1.40 1 00 0.95 1.00 0 95 1 00 0.95 1.00 Satd. Flow (prot) 1770 1863 1531 1752 1$32 1736 1635 1728 1597 Flt Permitted 0 95 1 00 1 00 0 95 1,00 0.95 1 00 0.95 1 40 Satd. Flow (perm) 1770 1863 1531 1752 1832 1736 1635 1728 1597 Volume (vph} 117 585 50 218 538 26 167 107 249 72 76 116 Peak-hour factor, PHF 0.95 0.95 0 95 0.94 0.94 0.94 0.88 0 88 0 88 0 92 0.92 0.92 Add. Flow {vph) 123 616 53 232 572 28 190 122 283 78 83 126 RTQR Reductien (vph} 4 0 0 0 0 0 0 0 0 0 0 0 Lane Group Fiow {vph} 123 616 53 232 600 0 190 405 0 78 209 0 Heavy VehICIeS {%} 2% 2% 2% 3% 3% 3% 4% 4% 4% 1 % 1 % 1 Turn Type Prot Perm Prot Prot Prot Protected Phases 1 6 5 2 7 4 3 8 Permitted Phases 6 Actuated Green, G {s} 6 1 29 9 29.9 11 1 34 9 9.1 23 1 3.1 17.1 Effective Green, g {s) 7 1 30 9 30 9 12.1 35 9 10 1 24 1 4 1 18 1 Actuated g!C Rato 0 08 0 35 0 35 0 14 0.41 0.12 0.28 0.05 0 21 Clearance Time (s} 5 0 5 0 5.0 5.0 5 0 5 0 S.0 5.0 5.0 Vehicle Extension (s} 3 0 3 0 3 0 3 0 3 0 3.0 3.0 3 0 3 0 Lane Grp Cap {vph) 144 660 543 243 754 201 452 81 331 vls Ratio Psot 0 07 c0 33 c0.13 0 33 c0 11 c0 25 0 05 0.13 vis Ratio Perm 0 03 v!c Ratio 0.85 0,93 0 10 0.95 0.80 0 95 0.90 0 96 0 63 Uniform Delay, d1 39 5 27 2 18 8 37 3 22 4 38 3 30.3 41 5 31 5 Progression Factor 1 00 1 00 1 00 1 00 1 00 1.00 1.00 1 00 1 00 Incremental Delay, d2 35 9 20 2 0 1 44 9 5 8 47 6 19 9 87 0 3 9 Delay {s} 75.5 47 4 18 9 82 2 28 3 85 9 SO 2 128 4 35 4 Level of Service E D B F C F D F Approach Delay {s) 49 9 43 3 61.6 60.7 Approach LOS D D E E Intersection Summary • HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilazataon Analysis Period (min} c Critical Lane Group 51 7 HCM Level of Service D 091 87.2 Sum of Post time {s} 12 0 81 1 % iCU Level of Service D 15 Tahoma Terra 5 QO pm 11!15!2004 2006 PM Baseline Synchro 6 Report Transportation Engineenng Northwest Page 1 C ~'C52CC°~: Jnsiq-al=ze3 I-terss;.ticns Re_ease 4.13 ?•r;~~•_ry;,~v Sr-Cc rrPITF^.? 3C'L_".ZY ~.~ ~.1 :'s ~ . z~cL1Cy NCO.. _EI\l ate Fe=fcrme3: lli1~/2C~~~~ ana_ssrs T_me Pere cd; PI•? ?c-at ?a°=5=-Ct1CTi: ~.: - _St SC CF, dt C.OSiTIa=; ~,%e J~__,..~_ction: CL=•_; cf `_'e1- Un_~s: ;,. S. C~~stcmar-; ^ r>.n31 ~$1$ le3_: 2~^fi E3S°-1n8 Prc;ect .D: TahO:G =er.G ast~I:es= Rt_~et: Idcs~.an yea sue PIOrLhiSO-~h Stre2~. .9t Jtr~36~ .~',~ lnteysectzo : .,_ienta~ic... PIS St-~3•.r ~_r,oc ~ hrsi . u 25 `~a:~cle `.'O].~-nes ar_3 ~3-;.st~ents i•Ia.o= 5tr2et: ip~roach ilcrthCOU:.3 Sou~_ ~O_nc Xo~•eme-t 1 2 3 4 5 ,. L ~ F i T 3 "O1 me i3 "s43 4:1 .2 2°8 22 ~c3it-'OUi C3CL0~, PH? C.9J G.~G '?.;~ ~.g ~ C-3C .,. 3C Ho_-1~ r_oY: Rate, Hrz 14 331 4. 13 32J 24 Percent =eav•~ ~'en_cies 2 -- -- ~ -- -- i.edian T_gaiStc_a;e 'Jr3iv_ded / RT ChannelizeU~ Laces C :. C J 1 C .,~^f__urat_On LT< L~'R ::pstrea-- S=cna1? NO tao I.1_:or Et_ee_. ~.F~-o3ci: ;•:e=_ao~nc East>rcu3 - R I ~ T R 3c-a{ Hcur Fa„ror, ?HF :J.9J C 9C J._~~ J.., ~~ 0.9C Q :v ~curl,~ F1o:v tatz, FR E~ 4 28 cc 45 _~3 ?ercent H23~:"r ~:e: ides 3 ~ 3 ~ 1 1 3ercen= ~ra4e ~ C ~ ?urea ~oF=oath: exists?; Srcrage PTo ;, ;, j Lanes r 1 ~ ~~ _ G C0-f~7urs~ion LT? y.R ~.pprOSCh I~.O"~m~ r t =ane Ccnfi~ c ~c~hj (m• - ~h•~ ~~~ =5a qua::a =engzh LCS Approach Dc~a~ ".oprcdch L;,S De.a; 4~.:e.=e -en~~h, z-d -e.-e= .,- Sc-r•-_c= NB 33 +: es~00~^d ^as.oo_-d t .. -l 11 12 LTt .-P, i LTR I =~F ld Z3 ?b 202 12=5 1_18 23. 444 C.01 C.;.~1 ~~.42 C.SS ~~.~~'s C. J4 1.90 3.'1 8.~ .,.~ ?..0 2y._ :. L C 31.G 2c._ :l ,'. 2006 With-Project :-iCS2000. ,;-sr,na_ized =ntz_sect=cns Release _. _d ''G•D-r:NY STC? :.DtiTR;)~ Sli::bLa_RY r'1_la_1,c _ . ice^cy/ro.. T~6Ttti Date Per`or-ea: 1/29/ZCO~ 1•sa-la_;-s_s =>~:e Period: P:I Peak =nterGect:_o=: ~; Ys~m i~.•e at =ono~ire ~ur~sci;,tlo.^.: v_t•• oP Ye~m :~-a1,~sis Year: 20CE wit: F _ase I--II Pre;ect I~: Tahcma I2.ra East; w•+est Srreet: _'e... =,~-e (S:; 5.0; \crt^%SOUt~ S_~2et: S:ti Lo~cm__e Stre~* T _t~rsec~ion :,_'ren:at.on: E~' S-uc;/ perrcd (hr~ ; 0.25 V2h:~cla "'o_umes 3nc ~a0usrme-ts _~:aOcY Street: Rp?rcac_- Eastr,cund Sro=_stlrcuna I•ic•re~ en ~ _ c 3 I - 5 E = T R ~ L R 'o=~° c 5C2 ;5 175 ~~ , .0 Fea,k-HO-- =4ctor, =HF .,.. J.9+ C., ,,.94 O.Gu C.9= Hcur_1 ?lc:.~ Rate, =FR 93. 3~ _5- -3C 10 ercer~~ Hea:-r `leh_clas _ -- -- ~ __ __ :ie..an .; Vie, SLC<-age tinu_•: idec ; '_ Channe_iz°~? ~~nes .. 1 ~ v ~ G :.o .iz?urat_on L.R LTR Jpstream ~'~na=? Idc ~~ ?:>_-cr Stree_. "pT/roach \crt =ao_nc Southbcun~ ,'o•,-eme^t - ~ ~ i 1C 11 li T R i L T R .clu:.e a3 0 i.5- 8 13 Peak. Hear =~~tcr, P _F 0.30 0.90 0, °C %. ?„ 'x.30 (;. 5C ._cur;I Flc:c Bata, E?R .C3 C _- _ E 1 l i recent Hea~~ 've _ic-es 0 0 i, 0 ~ F2=cent crane ~~'~ ~ ;, --area ~-pF`each: rxi=ts'/Srora~e T:o / No 1 L~.,es C 0 0 1 J Con_i~uratrcn l,_R LTg Dala., k_eue -eng.ia, Gn =et.-s= o. Serti•~ca rUp_cacr .E SdP ~^.t _ho,nc Scut :::a•~nG =one Ccnf:.c .T73 ."F, LT- I LT? "y'hi 'o :,5' ~', 2z ;%iC x..01 ...c=? 4.95 :i.9^ 95= qu~~c- 12: ct C. ~2 33 3C . 5'~ 2.28 „cnt.o. ~e1a~ 5.c 12.3 _9?2 ,}Or,l LDS .. ): F approach De1a, 922 4. JC 1 a-1~DrCcC_°_ :1~ _ _ L HCM Signalized Intersection Capacity Analysis 2: Yelm Ave (SR-51 4) & 1st St SE 2!7!2005 Movement EBL EBT : EBR , ~fVBL•,WBT WBR , NBf:~ NBT~ =t`iBR ~ SBL~ SBT~ ~ SBR Lane Configurations ~ +~ ~ ~ ~, ~ ~, ~ ~, ideal Flaw {vphpf) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 11 12 12 12 12 12 12 11 10 12 Iota! Last time (s) 4 0 4 0 4.0 4.0 4.0 4.0 4 0 4 0 4 0 Lane Util. Factor 1 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00 1.00 Frt 1 00 1.00 0 $5 1 00 0 99 1.00 0.90 1.00 0.90 Flt Protected 0 95 1 00 1 00 0.95 1.00 0 95 ~ 1 00 0.95 1,00 Said. Flow {prot) 1770 1863 1531 1752 1834 1736 1635 1728 1585 Flt Permitted 0 95 1 QO 1.00 0.95 1.00 0.95 1 00 0 95 1 00 Said Flaw (perm} 1770 1863 1531 1752 1834 1736 1635 1728 1585 Volume (vph} 144 692 50 218 636 26 167 107 249 72 76 140 Peak-hour factor, PHF 0 95 0 95 0 95 0.94 0 94 0.94 0 88 0.88 0.88 0.92 0 92 0.92 Ad) Flow (vph} 152 728 53 232 677 28 390 122 283 78 83 152 RT~R Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 0 Lane Group Flow (vph} 152 728 53 232 705 0 190 405 0 78 235 0 Heavy VehlCleS {%} 2% 2% 2% 3% 3% 3% 4% 4% 4°/a 1 °!° 1 % 1 Turn Type Prot Perm Prot Prot Prat Protected Phases 1 6 5 2 7 4 3 8 Permitted Phases 6 Actuated Green, G (s) 7 0 34 0 34.0 11.0 38 0 9.0 21.0 4 0 16 0 Effective Green, g {s) 8 0 35.0 35 0 12 0 39 0 10 0 22 0 5 0 17.0 Actuated g/C Ratio 0 09 0 39 0,39 0 13 0 43 0 11 D.24 0 06 0.19 C Clearance TEme (s} 5 0 5 0 5 0 5 0 5 0 5 0 5 0 5 0 5 0 Vehicle Extension {s} 3 0 3 0 3.0 3.0 3 0 3 0 3 0 3 0 3.0 Lane Grp Cap {vph} 157 725 585 234 795 193 400 96 299 vls Ratio Prot 0.09 c0 39 c0.13 c0 38 c0 11 c0 25 0 05 0.15 v/s Ratio Perm 0 03 v!c Ratio 0 97 1 00 4 09 0 99 0 89 0 98 1 01 0.81 0.79 Uniform Delay, d1 40 9 27 5 17 4 38.9 23 5 39 9 34.0 42 0 34 8 Progression Factor 1 QO 1,00 1.00 1 00 1.04 1.00 1 00 1 00 1 00 Incremental Delay, d2 61.6 34 4 0 1 56 2 11 7 59.8 48 2 38 8 12 7 Delay (s} 102 5 61.9 17 5 95 2 35 1 99 8 82.2 80 8 47 5 Level of Service F E B F D F F F D Approach Delay (s} fib 0 50.0 87.8 55 8 Approach LOS E © F E intersection-Summary' - - - - --- - _ _ ~ - ~ _ - . HCM Average ControE D elay 64.1 HCM Level of Service E HCM Volume to Capacity ratio 1.02 Actuated Cycle Length {s} 90 0 Sum of last time (s} 16.0 Intersection CapacEty Ut d~zatEan 86.8% fCU Level of Service E Analysis Period {min) 15 c Critical Lane Group C Tahoma Terra 5 00 pm 1/29/2005 2006 PM with Phase I-If Synchro 6 Report Transportation Engineering Northwest Page 1 HCSGC~J: „=si,na=izeB =r_~Ce_secti:,ns R2'_eese ~._d ,•:v-,•FAY S-0? CC~T=~C= SC:'I•L~~Y Agency!Co.. T~NT.+ Dare Perf~rmed• 1!23/2Cu~ -nalsls __~^,e ?er_oa: F:: Flak Tr_-,ersecti~n: _ Yelp:. ~.`e ac ~cngrizre ?u_1o^..I1C~1.^.i7: C:_L! O_' TeiIP L'-.iLS: 7. S. Cu~~c::ac, i-na-_s=s "'ear: 2CGe ~~iLh _h Gse .-I. I~•croce ?to~eot tD: =a-or.~ Terra Fas_~r,est Street. Ye:m ~~~ 'SF `_G'~ Ncr.h; Sea.h Street. S:~' Lcnc~-a.r2 S.-eet =n-.ersect_cn Cr=c-r__e_~o,: .';+ St_d•, u~,.iod ,--=si : G.25 `:e-_s:e 7c1•.:,mes a-d =,d-_-st~wn=s '•ia_o~ SLreet: Approach Eas tbound 6:Tes-ao~nc ;~oveme: t 1 ~ 3 a_ ~ _ L T i ~ p :01_:.*ne F .~2 g~ _.5 X97 1C Peak-::ous Fac_cr, PH? C.?"' ~.. J.°- G.9~ C.~~4 C~ :~ Hcur=;~ 31c.r P.atE, H:~ 0 3:_ ~~ 154 3C 1C Farcent Heavy :...ic:.eu -- -- 1 -- -- ble.~~an _1~2iStorace Tv;T_TL g R_ .. =a__-e1~ zed? L2nes 1 0 1 = C ~or_=ig,:razicr. ~ ~R L T? IIp~Lr2cm Sl~na_? Igo 'I~ _=ir_c_ JtreEL. p~=Q2 Ch _ „=t..:i0~'p SCU=_ib.^.,:ri~ Volu"e 9s ~~ 15~ 8 _3 Peax H~ur FGctor, ~ F J.:~J Q. 9v C. ?C C. 9C C~. °C :x.50 ~our_y Flch Sate, :..R 1G3 0 17~ g = le Ercant Hea*:~• ~Eac_e~ ,, C ~_ C ?ercent grade ~,~? ~; r ?lcred Approach: Ex_isLS?iSterace I:c i ?~o i L°=E° 1 U 1 1 C Co=figura_ia: L .R = Tic w'c..3_, ~c.~E112 = eng:h, cnw _~3-•r.=_ ~_ ~2~~iCB rpp.03~I1 3 498 `..C.t~~O.SIC S^.Ut:.'JO'_'sd L•'o;~em°rt _ _ I ~ 5 _~ .1 12 =ane Co-.f ~^ L L L TFc I L T_ ..';m? ,~~phi 2';_ 0'45 _.. 252 G ati~ :1.. x:.01 C.2A 0.54 C o'2 ,,.i,4 ~5# queu= le':g... G.OZ C.~S 2.84 3 '6 ,,,13 Ccr.~_cl Dei?_. y.2 12..s 4~J.8 30""._ 1~.2 LCS ~ E ~ E %~pp_-oach Delay 38.5 ~~proach LCS ::~"~~~~.'. ~_~s_cnaiizec Intersec..=.Gns <slaas2 4. 1G T"vJG-'r:AY STEP ~Gl<=Ft'i;.~ SUI•;~LAR'_' ~aLa 2erformc-d• .,~25i2Ci;1~ _.nalssis ._~e _erio;i ?T•' ?Ea- I-tersectzcn: ~3 - ist St SE at i_osmc : _.ve J___sd_ct_cn: Ci~•J c`_ 'e1- Un_ts: ~. ~. C_stcat4r~- Pstalvsis Yea=: 2JOo ~=h ?hase _-_ _ Etc,=ct .D: Taho-a terra E~st;,7e~_ ~~=ee~. Picsrrsn ave-ue `forth/SJ..Lh St.=e~. 1~t Stree= .,~ :Cr.~ersec~ic- ~C=is =ta~ic .~: :1S 5=ucy pe riod ,hrs C.23 pie: i~.e ';o:.;mes a.d rd~_st-.er__~ ;.ial^_ JtreBt: a~CroaCh `.v^^'"t~~0ura So_thbcu-d :;oveme.tr 1 2 3 I ~ 3 5 _ T F ~ L t _ ~ ;c_ume __ _? 4C 12 258 22 Fe~_k-HcM_ =ac=~`r, F= ~ ~~.7J J.9J C.9C %. .C ~~..'~~ 0.90 ~our_~ ~lo:.• Rate, H;R 5~ 381 ~1 ~3 32~C 24 ?er;.en ~ H~a-: _J veac_e~ 2 -- -- 5 -- -- `_ec_an =~:pe:S_crace Uncir-de_ i t' ~ha-nesized: La-es 0 ~ _ 1 C Co^fi,urat_cn LTR __R ::pstrea_- S~gral? No i:c bL .or S _re,t: =.ppcsach ;'.'25 ~~0~'SC Easrbcunc P, i L T n ~i J ~ .w~tt.~. ^. ~.. ~ G ~ (~ J S ~ ~ -? C' ?eak =our =act.., FH? 0.90 G.°C :~.9J 0. 97 0.9C v ;G Ho:..11' .io~~ RaLo Hrt co ~ c8 54 ~5 _9 3erce-t ea-: _- ~'eh_c1=s ? 3 ,. 1 1 =13red pproac.: EY.;ST.3?JStera3e rlo / . ., , =apes ~ 1 _ C _ C C~nf_a~-a=io, LTR LT ~cpro~. ___ rl~*r~_ er Lane Conf-a 2eiay, uL'eUE Lsr_ct _, a__d Lerel of Ser--ice ~;3 5B ~•d2st:bc;nc ~asL~o~no 1 ~ I ~ 8 I 1C L '_2 L:R LT? ~ L~R L.3 t: '+,-pr.; S~ 13 59 305 =; ,~~~h; _~15 11_5 _-- d2~ 33~ q,.eu2 1eng~'-~ G.14 G.C~W 2.a? 5.5° C~-tro1 Leiay 8.:. 8.., ~g 32.2 r r,g ~ A ~ D a~~rOdCh De~aV 4c.C 32.. ..pp,cach LCS E L Appendix B Detailed Trip ~eneratian Estimates z° c c` O ~'j ~ ~ N 0 m c 0. ac7~ N O" W r~~- E L ~ N h C ~ .Q .~ a`i h d >Z H ~ ~ n m v sn °~ °~ °~ c0 I~ p~ tD " c o <OOtirn N- r ~ ~ ONN_ W o ~ oOto.~m ~ N ~ 0 0 Otis N a~ , '- M l f . 7 Ip a 0 ~ r ~ O '~ ~ d m ~ 5 O o ~n N .n ~:^oN C to 4J YIr~ in r ~ vM+n M i0 O] t7NN u~ v o 0 0 ~n ° ~O m ~ r LO(J a m c o ~c N H M c ~ N N v obi A N CI ~~ n 7 n^ h o i~ a ~~ ~ ~ o _v u~ N ~ <D ~ fi „ N Q ~ N <O m ~ N H II 1! !! I! U !t 11 11 li m a n n cov 'D 'a . ~ ~ y o ohm ti ~ 'O ~ ~ ro ~ ~ ~ a`nm~~ ~p ~p ,,. "~'" ~~ e ~ o o a N ~ ~ A o ~ ~ ~ ~ o m ~n ~ ~ e p d l ~ ~ ~ ~ ~ e e ~ m ~- d d a n C~t,+ c7O+ t~t~ + U afl-~ o a? ~ ~~~ W F- J o N oomo N N~ n F.. F.. ~ N 0o Oa N N m~ n l... 1• ~ ° N oocoa N N~~ ~ r R ii ° ~ x i N ~p ~ oLL XY o~ acY oLL d N ~ n o oog as ~ ~o ~c"~ °'°' a ~ o ~~"~ ~m ~ ,O v°' ^ ~~ ° ~°~ s ~~ ~ _o °~ ~ ~ ~ ¢¢ wr as ,~ d4 ~ ~ ~' ~ 3 3 m i a i a zz a i a i zz d m zz ~_ ~ m ~ ~o ~ ~ N ~ ~ __ ~ ~ ~a m ~ N ~ ~ __ - ~ ~ ~o m ~ N ~ ~ __ ~ ~ C! d ro L ~ ~ t ~ ~ R .C t c.Q as aQ C G G G C C 3 ~ ~~ C a Q1 ~ b C ~ m 7 O = O y L? z o Q~~ O x O y~ t o x o~~ ~ _ y O N L a x~ m m yy m L} m N ~ L~ d Sy d F S m ~' V V 7i ~ V `~ V Y~ R V U U Gg R V ~ O ~ mf'co O m mtLo ~ mFU ~ ~ Q N~ ~' ~ x d ~ m« ~' O ?` O N r ?` m x Q E m ~ C 6'c`o_m m~^ ~,a ~ W '__ E _ m ~ _ E'tm°' ~O • 10 E 3 G C Eccm , >O N ~ ~~ _tii E u . ~, _LL _LL E ~ ~ _ m m l y ~ ro c v ~ m m m m m ~ ~ ~ m m m m y ~ ~ ~ ~ Q a ~ N ~ ~~ a ~ ~ y `~ c o a abi Q r e ss a 7 ~ in inc ic am ainUt~~ a in inc ic x 4 n is H LL w m O C a C7 W a ~ g G[ ~ _ H N - - y = r O ~ z. '~._/