20050067 Special ReportsSANITARY SEWER
MAR ~ ®2005
7C LIFT STATIONS
7C O10 General
The need for a sewage lift station, as identified in the Wastewater
Comprehensive Plan or necessary for a development as determined
by the City, shall be presented by the Developer in a design report If
the City determines the area cannot be served by gravity services
and is sized at 50 homes or more or in a gravity basin, the Developer
shall provide information and design the lift station to comply with
the following minimum standards
7C 020 Design Report
If a lift station is determined to be necessary, the Developer shall
perform a study prepared and stamped by a Professional Engineer
licensed in the State of Washington, to determine that the lift station
installation is sized to serve the overall sewage flows generated
within the potential service area The service area study shall
include the Developer's plat boundary area and may include adjacent
and future service areas as determined by the City The final service
area shall be the entire area which could be served by the
installation of the lift station(s)
The design of any lift station shall conform to City of Lacey
standards, Department of Ecology's "Criteria for Sewage Works
Design" and applicable standards as set forth in herein and in
sections 3 020 and 3 040
The station's design flow capacity shall be based on an average daily
per capita flow with related peaking factors and inflow/infiltration
allowances
Documentation of present and future service area flow rates for lift
station size and capacity determination shall be included in the
report
The effects of the minimum flow conditions shall be estimated to be
sure that retention of the sewage in the wet well will not create a
nuisance and that pumping equipment operation will be optimized
The wet well shall be sized to provide full submergence on the pumps
as recommended by the pump manufacturer and a minimum of four
(4) minutes between pump cycles at pump design capacity
The lift station shall be sized to meet the maximum rate of flow
expected The size of the receiving sewer shall also match the flow
expected At least two (2) pumping units shall be provided at each
lift station installation The pumps shall have sufficient capacity and
8/02 7 - 23
SANITARY SEWER
7C 030 Design Drawings
The drawings shall be prepared by a Professional Engineer licensed in the
State of Washington to an appropriate scale to show details of the site
See Chapter 3 040 AutoCAD electronic files are available of the City
Standard Lift Station details The Developer's Engineer shall revise the
draunngs and review all dimensions to ensure accuracy for the applicable
site and pump selection AutoCAD electronic files are also available of the
approved City of Lacey lift station electrical winng diagrams
The detailed engineering drawings shall accurately depict the equipment
selected by the Engineer The drawings shall include an equipment list
showing manufacturer, model number, and size or capacity for all
structures, mechanical and electrical components
The Developer shall furnish a site layout for the lift station installation
The lift station shall be located as far as practicable from present and/or
proposed residential areas Sites shall be of sufficient size for access,
maintenance and future expansion or addition, if applicable
Lift station sites together with access to the site shall be deeded to the
City
As a minimum, the following shall be provided on the plans for
constructron
1 Complete lift station
2 Auxiliary power
3 All electrical
4 Telemetry compatible with existing system, including complete start
up and revising existing screens at Lacey Operation Center
5 2-inch water service with DCVA assembly and wash down hydrant
6 Odor control, as applicable for location and capacity
7 Site soil conditions Excavation, select backfill and compaction
requirements
8 Cuts and fills to provide level site for maintenance
9 Asphalt, concrete pavement for access
10 Concrete within the maintenance area
11 Landscaping per City of Lacey development criteria
12 Seven-foot (7~ high fence enclosing the site and atwelve-foot (12~ wide
lockable access gate
13 Address sign
14 Site lighting
8/02 7 - 25
SANITARY SEWER
7 Electrical Service Specifications (service size, voltage, motor
size, enclosure type, etc )
• Source of power
• Calculations
• Single tine diagram
• Primary distribution equipment
Service entrance
• Branch circuiting
• Mechanical equipment power requirements
. Control diagrams & schematics
• Schedules of fixttures, panel boards & switch
gear
• Shop drawings
8 Lighting Exterior lighting
9 Wet Well Size
• Storage capacity
• Access hatch
• Locking mechanism
• Penetration seals
• Safety entry equipment
• Safety net
• Manufacturer
• Corrosion protection, material, application,
warranty
10 Valve Vault Size
• Access ladder
. Access hatch
• Penetration seals
• Manufacturer
11 Piping Size and material
. Valves
• Flow meter
• Bypass pumping fittings
• Pipe supports
• Corrosion protection, material,
application, warranty
12 Testing Plan Factory test
• Operational test & start up
• Pressure test
• Start up 8v training
8/02 7 - 27
SANITARY SEWER
GENERAL NOTES (LIFT STATION INSTALLATION)
All workmanship, materials and testing shall be in accordance with the
most current WSDOT/APWA Standard Specifications for Road, Bridge
and Municipal Construction, National Electrical Code and City of Lacey
Development Guidelines unless otherwise specified below In cases
conflict the most stringent standard shall apply When the most stringent
standard is not clear, the City Engineer will make the determination The
Electrical Contractor shall be familiar with all above stated publications
and guidelines as they will be strictly enforced by the City
2 Any changes to the station design shall first be reviewed and approved by
the project engineer and the City of Lacey
3 Contractors shall be responsible for cleanup of any debris in the wet well,
tanks, vaults and site associated with the project prior to start up
4 Prior to backfill, all mains, tanks, wet well and vaults shall be inspected
and approved by the City of Lacey Construction Inspector Approval shall
not relieve the contractor for correction of any deficiencies and/or failures
as determined by subsequent testing and inspections It shall be the
contractor's responsibility to notify the City of Lacey for the required
inspections
5 All work shall be done per National Electrical Code (N E C) and The City
of Lacey Standards The City of Lacey Standards may exceed the N E C
The Developer shall obtain all permits and arrange inspections
6 The Developer shall coordinate power service with serving utilities and
make arrangements for power service connection It shall be the
Developers responsibility to maintain power service for lift stations
serving commercial properties or developments
7 Pnor to testing and start up of the lift station, five (S) copies of the
Operation and Maintenance Manual, together with the number of
approved copies required by the Developer, shall be submitted to the City
for review and approval
8 The Developer, at its own expense with the Design Engineer, shall
arrange for an authorized factory-trained representative of the company
or companies supplying the various items of equipment to check the
installation, adjust and test the equipment furnished before the
acceptance of the work by the City The factory representative shall be
responsible to check and resolve any unacceptable vibration of the pump
assemblies Furthermore, the Developer shall assist and instruct the
City's operating staff in adjusting and operating the equipment during
the initial start-up period Said representative shall be experienced and
knowledgeable of the equipment being tested
8/02 7 - 29
SANITARY SEWER
17 Spare parts shall be provided for the station at time of start up
acceptance
• One set mechanical seals
• One set of O-rings
• One set of pump wear rings
Additionally, any special tools specific to the pump manufacturer shall be
provided to the City of Lacey at start up
Revised August 6, 2002
ww/ dev07
8/02 7-31
SANITARY SEWER
Rectangular cross-sectioned gaskets requiring specific torque
limits to achieve compression shall not be considered as adequate
or equal No secondary sealing compounds, elliptical O-rings,
grease or other devices shall be used
Cable Entry Seal
The cable entry seal designs shall preclude specific torque
requirements to insure a watertight and submersible seal The
cable entry shall consist of a single cylindrical elastomer grommet,
flanked by washers, all having a close tolerance fit against the
cable outside diameter and the entry inside diameter and
compressed by the body containing a strain relief function,
separate from the function of sealing the cable The assembly
shall provide ease of changing the cable when necessary using the
same entry seal The cable entry function chamber and motor
shall be separated by a terminal board, which shall isolate the
interior from foreign material gaining access through the pump
top
Motor
The pump motor shall be explosion proof, induction type with a
squirrel-cage rotor, shell type design, housed in an oil or air-filled,
watertight chamber, NEMA B type The stator windings and stator
leads shall be insulated with moisture resistant, Class F,
insulation rated for 155°C (311 °F) The stator shall be dipped and
baked three times in Class F varnish and shall be heat-shrink
fitted or mechanically fastened into the stator housing The motor
shall be designed for continuous duty handling pumped media of
40°C (104°F) and capable of ten (10) to fifteen (15) evenly spaced
starts per hour The rotor bars and short circuit rings shall be
made of cast aluminum Thermal switches set to open at 140°C
(250°F) shall be embedded in the stator lead coils to monitor the
temperature of each phase winding These thermal switches shall
be used in conjunction with and supplemental to external motor
overload protection and shall be connected to the control panel
The function chamber shall be hermetically sealed from the motor
by an elastomer O-ring seal Connection between the cable
conductors and stator leads shall be made with threaded
compression type connectors The motor and pump shall be
designed and assembled by the same manufacturer
The combined service factor (combined effect of voltage, frequency
and specific gravity) shall be a minimum of 1 15 The motor shall
have a voltage tolerance of plus or minus 10% (± 10%) The motor
shall be designed for operation up to 40°C (104°F) ambient and
with a temperature rise not to exceed 80°C (176°F)
8/02 7 - 33
SANITARY SEWER
Cartridge type systems shall be acceptable No system requiring a
pressure differential to offset pressure and to effect sealing shall
be used Proprietary seals shall not be allowed
Each pump shall be provided with an oil chamber for the shaft
sealing system The oil chamber shall be designed to prevent
overfilling and to provide oil expansion capacity The drain and
inspection plug, with positive anti-leak seal shall be easily
accessible from the outside The seal system shall not rely upon
the pumped media for lubrication The motor shall be able to
operate dry without damage while pumping under load
Pump Shaft
Pump and motor shaft shall be the same unit The pump shaft is
an extension of the motor shaft Couplings shall not be
acceptable The pump shaft shall be AISI type 430F stainless
steel
Impeller
The impellers shall be of gray cast iron, Class 40B, dynamically
balanced, double shrouded non-clogging design having a long
throughlet without turns The impellers shall be capable of
handling solids, fibrous materials, heavy sludge and other matter
found in wastewater Whenever possible, a full vaned or vortex
impeller shall be used for maximum hydraulic efficiency, thus,
reducing operating costs Mass moment of inertia calculatrons
shall be provided by the pump manufacturer upon request The
impellers shall be keyed to the shaft, retained with an Allen head
bolt and shall be capable of passing a minimum 3-inch diameter
solid Impeller wear rings shall be replaceable bronze ASTM B 144
Wear Rings
A wear ring system shall be used to provide efficient sealing
between the volute and suction inlet of the impeller Each pump
shall be equipped with a replaceable bronze ASTM B144 wear ring
insert fitted to the volute inlet
Volute
Pump volute(s) shall be single-piece gray cast iron, Class 40B,
non-concentric design with smooth passages large enough to pass
any solids that may enter the impeller
8/02 7 - 35
SANITARY SEWER
The wet well shall be designed for the soil conditions on the site
including soil bearing conditions and ground water levels Ladder
rungs shall not extend below the high water level line
The valve vault shall be a pre-cast utility vault as manufactured
by Utility Vault, Inc Provide solid walls without knockouts, but
with pre-cut holes for pipe penetrations All pipes shall be grouted
in place with non-shank grout Vault shall have floor with drain
sump and drain hne back to wet well with a inline check valve and
in line trap to prevent odors from entenng the vault
The access hatches shall be hinged, spnng-assisted hatches
designed for H-20 loading The hatch for the pump station shall
be the size recommended by the pump manufacturer but shall be
no less than (2) 36" x 36" minimum clear inside opening The
hatches for both the wet well and valve vault shall be by the same
manufacturer and shall be Halliday Products or approved equal
The access hatch shall include a written manufacturer's guarantee
to seal out all offensive odors completely
The inside of the wet well shall be coated completely to prevent
corrosion
Wet Well Coating
The wet well coating material shall be ISO 9000 certified hi grade
calcium aluminate, LaFarge Sewper Coat HS 2000 or approved
equal
The product shall be installed in accordance with the
manufacturer's instructions by a factory certified applicator
The wet well shall be thoroughly pressure washed using a
minimum of 3,000 psi in preparation for the application to remove
any dirt, debns or loose material
The sprayed-on material shall be applied to completely and
uniformly cover the wet well concrete floor, walls and underside of
lid a minimum of one (1) inch in thickness Finished surface shall
be smooth
All manhole points and pipe penetrations shall be watertight to
prevent infiltration or ex-filtratron of the wet well prior to
applicatron of the product
8/02 7 - 37
SANITARY SEWER
The pump control and electrical equipment shall be factory manufactured
and field installed It shall be fabricated and assembled by an approved
U L 508 listed manufacturer
Pump Station Telemetry & Controls
Duplex Pump Control Function The two submersible pumps shall
operate in a duplex mode Each pump shall be provided with aHAND-
OFF-AUTO selector switch which shall control the pump as follows
1 Hand Position When the HOA switch is placed m the HAND position,
the pump shall immediately start and run until HOA switch is placed
in the OFF position Pumps shall not be controlled by level sensors
when the HOA switch is in the HAND position
2 OFF Position When the HOA switch is placed in the OFF position, the
pumps shall immediately stop, regardless of the water level
3 AUTO Position When the HOA switch is placed in the AUTO position,
the pumps shall start and stop automatically in response to the water
level and in the sequence determined by the controller One pump shall
start as the lead pump when the water level rises above the Lead Pump-
On level The pump shall run continuously until the water level decreases
to the Pump-Off level When both pumps are called to run, the lag pump
will be set to shut off at a point 10% before to the lead pump shut off
Pump Running Indication Provide indicating lights (green) that shall
indicate the pump running condition The light shall glow steadily when
pump is running and shall be turned off whenever the pump is not
running In addition, provide contacts for remote monitoring of pump
operation
Alarms Alarms shall be reported locally at the control panel and contacts
provided for remote alarms In the event of an alarm, individual indicating
alarm lights on the pump control panel shall be lit to pinpoint the specific
trouble The alarm contact wiring shall be complete to the telemetry box
as per Technical Systems Incorporated (TSI) instructions for landing
8/02 7 - 39
SANITARY SEWER
6 Selector switches shall be 3-position maintained type meetrng NEMA
Type 13 requirements Legend plate shall be marked HAND-OFF-
AUTO Selector switches shall be provided with a padlock attachment
(so that switch can be locked in the OFF position),
7 Provide for each starter a fused control circuit transformer with two
fuses in the primary and one fuse in the secondary
8 Panel winng shall be Stranded Type XHIHW or SIS rated 90°C with a
minimum size of No 14 AWG Compression or ring tongue type lugs
shall be used for transformers Wires crossing hinges shall be
installed in a manner to prevent chaffing Plastic wire gutters and
nylon cable wrap and wires shall be used to guide and train the wire
as necessary
9 Space shall be provided for TSI telemetry This space shall be a
minimum of 16" x 14" x 8" The telemetry unit shall be provided and
installed per specification as required by the City and George Nelson,
TSI Telemetry shall be operational prior to station acceptance
10 Main disconnect and transfer switches shall be mounted in the
enclosure
11 Radio mast and weather head for telemetry shall be 1 '/a" PVC coated
rigid conduit with a tee condelet mounted at the point where antenna
cable penetrates cabinet with a Myers hub type watertight connection
All connections exposed to weather shall be heat shrunk A Uni-Strut
support bar shall be mounted at a 45 degree angle to the mast and
cabinet for extra support All mounting hardware shall be 316 stainless
steel
High Level Sensors Level sensors shall be a float switch type utilizing a
mercury switch mounted in a chemical resistant casing suspended on its
own cable If the sensor comes in contact with the rising liquid level, the
sensor shall tilt and cause the internal mercury switch to close its contact
The sensor shall stay tilted until the liquid level decreases below the sensor
The level sensor shall be designed for intrinsically-safe low power
applications The cable shall be 45 feet long Sensor shall be provided for
high level alarm
The following list of approved matenals shall be shown on the plans and
include brand name, model and part numbers
8/02 7 - 41
SANITARY SEWER
T Manual Transfer switch -Cutler Hammer or Square D, knife style
U Elapsed Time Meter -Yokogawa 240211AAAB
V Amp Meters -Yokogawa
W Receptacle - Leviton 20A - 120V GFCI with weatherproof cover
X Level Controller - Miltronics Hydroranger 828711, XPS-10 transducer,
Key pad 69900007 (no splice allowed in cable)
Y UPS Back Up - Solal Heavy Duty
Z Transformers - Solal Heavy Duty
AA Power Supply -Power 1 International Power
BB Terminal Blocks - Entrelec M 4/6 5116
Radio Telemetry
A Enclosure -Hoffman
B Corrosion Inhibitor -Hoffman A-HCI-IDV
C R T U Base Card -Autocon 9701
D Radio Modem -Autocon 9513
E Analog Expansion Card -Autocon 212D 12B2
F Expansion Card D I -Autocon 9542
G Power Converter -Power One or CDF do to do
H Battery -Gel Cell Panasonic
I UHF Radio - EF Johnson 2 Watt 3472
J UHF Antenna -Larson YA-1-450PL
All penetrations made to panels, breaker boxes, soft starts, etc shall be made
with water tight fittings such as a Myers hub
8/02 7 - 43
SANITARY SEWER
The generator set shall include the following
Engine
• Single phase, 1500 watt coolant heater manufactured by KIM -hot shot
115 volt or 240 volt sized accordingly for the engine and climate
conditions
Generator Set
• Mainline circuit breaker
• Weather-protective/sound dampening enclosure with mounted silencer
(maximum noise level of 68 dBA at 23 feet)
• 5-year basic power warranty
Accessories
• Batteries
• Battery Charger, 2 AMP, 12 VDC, 120 VAC Input
• Vibration Isolators, Pad Type
Control Panel
• Annunciator relays (12)
• Run relay package (3)
• Low coolant level shutdown
• Anti-condensation space heater, 120 VAC
• 011 temperature gauge
• Wattmeter
• Emergency stop switch
Fuel System
• Diesel
Alternator
• Antr-condensation heater, 120 VAC
Exhaust System
• Exhaust silencer (68dBA AT 23 feet)
8/02 7 - 45
SANITARY SEWER
Application
• Application -Utility to Genset
System Operation
• Three-phase, 3-wire or 4-wire
Enclosure
• B002 Type 3R, Intended for outdoor use (dust proof and rainproofl Shall
have radiator grill protection or automatic louver system
Listing
• Listrng - UL 1008
Programmed Transition
• Program Transition - 1-60 sec
Exerciser Clock
• 7-day solid-state exerciser clock
Application Modules
• Monitor -Phase Sequence/Balance
Suitable guards shall be provided on all electncal parts to minimize the
personal shock hazard
Generator shall be broken-in sufficiently to permit application of full load
immediately upon installatron
Generator supplier shall provide all tools for the generator set as
recommended and required by the manufacturer
Generator installatron shall be checked by the supplier after installation to
determine that the installation is correct Written confirmation shall be
provided to the City Generator supplier shall perform a full load test for
two (2) hours after installation is complete Provide resistive load bank for
this test
Generator supplier shall provide a minimum of four (4) hours of training for
City personnel at the station site dunng start-up
8/02 7 - 47
SANITARY SEWER
LIFT STATION INSPECTION CIiECKLIST
Inspectors Date
Name of Lift Station
Location
Address
Assigned Lift Station Number
OPERATION OKAY
Yes No
Control Panel components
Ultrasonic level instrument
Pump Run Lights
Hour Meters
HOA
Limit Switches
Panel wiring
Grounding
UPS
Power supplies
Legend Plates
Markings and Identificatrons
Comments
Alarm Functions
Power Fail
High Wet Well
Low Wet Well
High High Wet Well
Control Overide
Intrusion
Pump Functions
Pump # 1 Fail
Pump #2 Fail
8/02 7-49
SANITARY SEWER
Load Centers
Comments
Electrical cabinet Heater Operation
Comments
Disconnect Operation
Comments
Auxiliary Generator Operation
Comments
Transfer Switch Operation
Comments
Isolation Valves Operation
Comments
Check Valve Operation
Limit Switches
Comments
Emergency Bypass Operation & Fittings
Comments
All Nuts, Bolts and Anchors to spec ,grade and in place
Comments
All Mechanical Components Installed in Wet Well
Comments
Wet Well Piping for Proper Size
Comments
Corrosion Resistant (epoxy coating wet well pipes)
Comments
Calcium Aluminate Coating in Wet Well
Comments
Flow Meter
Comments
Note Check that motors are not exceeding their nameplate amperage multiplied
by the motor service factor, (i e ,with FLA = 10 and SF = 1 15, the amperage
recorded should not exceed 11 5 amps) The motor will operate satisfactorily
under the following conditions of voltage and frequency variation, but not
necessarily in accordance with the standards established for operation
under rated conditions
8/02 7 - 51
SANITARY SEWER
Motor Data HP RPM
Volt
Comments
Pump Design in gallons per minute # 1
# 1 , #2 and #3 TDH _
Comments
Phase Cycle
#2 #3
Pump performance dunng startup in gallons per minute # 1
#3 #1, #2 and 3 TDH
Comments
#2
Hour Meter Readings # 1
Comments
#2
#3
Pump #1 Running Amps Ll
Pump #2 Running Amps Ll
Pump #3 Running Amps Ll
Actual Wet Well Pump down and fill levels
High Water
Fill Level
Pump Down
L2 L3
L2 L3
L2 L3
8/02 7 - 53
SANITARY SEWER
Other Comments
Inspectors Signature of Acceptance
Project Inspector Date
Shop Operations Date
8/02 7 - 55
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UTILITY INFRASTRUCTURE
SEWER
The entire development will be served by City sewer and water This project will be served by a
conventional gravity sewer collection system, a large S T E P tank and municipal effluent pump
station Effluent from Divisions 1 and 2 will be pump via a 3" - 4" diameter force along
Longmire Street connecting to and existing 3" diameter effluent main
When Division 3 comes on line a new 12" diameter effluent mam will be mstalled along the
alignment of a new Tahoma Terra Boulevard/Killian Road extended to Highway ~ 10 and on to
Cullen Road A 14" diameter effluent mam on Coates Road to Rotan Road and a 16 'diameter
on Rotan Road to the treatment plant per Yelm sewer comp plan (see attached sewer map)
Another S T E P tank and effluent pump station may be mstalled on the west side of the creek to
serve Phases 3 through 9
WATER
Domestic Water
Divisions 1 and 2 will be served by eatendmg an eYistmg 8" diameter domestic water line on
Longmire Road into the project site Additionally a 10" diameter line extension m the southeast
corner from Nisqually Estates will be needed
Divisions 3 and beyond will require a new 10' diameter water mam extension from SR X10 up
the new Killian Road/Tahoma Terra Boulevard This 10" water mam will connect to the
proposed line extensions on Lon~mire Road and Division 1 and 2 (see attached water map) It is
anticipated that a latte comers agreement would be used to recover some of the appropriate off-
site costs
Reclaimed Water
Tahoma Terra will be served throughout by Yelm's reuse water Anew 12 diameter pipe
extension will be mstalled along the Killian Road/Tahoma Terra Boulevard into the project
Tahoma Terra will use the water to irrigate open space and landscaped areas and possibly for
creek maintenance and ground water recharge
POWER/GAS/TELEPHONE
The project will also be serviced by power and natural gas by Puget Sound Energy (PSE)
Telephone and high speed Internet served by Ycom of Yelm Anew switching station is planned
somewhere m the commercial area or community park area to accommodate Division 3 and
bevond
TRANSPORTATION
External and internal street improvements and mitigation are outlined in the Project Master Plan
and Transportation analysis
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~ Tahoma Terra Residential Development
Yelm, Washington
Transportation Impact Study
February 25, 2005
Prepared for
Tahoma Terra LLC
c% SCA Consult-ng Group
4200 - 6`h Ave, Su-te 30 l
Lacey, WA 98509 3485
Prepared by
Transportation Engineering Northwest
Transportation Englneenng/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 Residential Development - Yelm WA Traffic Impact Study
C Table of Contents
FINDINGS & CONCLUSIONS 1
Master Plan Bulidout 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 17
TRAFFIC IMPACT ANALYSIS FOR PHASES 1 8~ 2 18
Project Proposal for Phases 1 and 2 18
Trip Generation 18
Trip 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 Engtneermg Northwest ~ February 25 2005
Tahoma Terra Residential Development - Yelm, WA
List of Figures and Tables
Figure 1 Protect Vicinity
Figure 2 Tahoma Terra Master Phasing Plan
Figure 3 Existing Channellzatlon
Figure 4 Existing 2004 PM Peak Hour Volumes
Figure 5 Tahoma Terra Protect 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
Traffic Impact Study
4
5
7
9
16
19
21
23
24
Table 1 LOS Criteria for Signalized and Unslgnalized Intersections 8
Table 2 Tahoma Terra Residential Development - Existing PM Peak Hour LOS Summary 10
Table 3 Tahoma Terra Master Plan Buildout - Protect Phasing and Trip Generation Estimate 13
Table 4 Tahoma Terra Master Plan Buildout - Conceptual Road Improvements 15
Table 5 Tahoma Terra Phases 1 & 2 Protect Trip Generation 20
Table 6 Tahoma Terra Phases 1 and 2 2006 PM Peak Hour LOS Summary 25
Transportation Engmeermg Northwest ~~ February 25, 2005
Tahoma Terra Residential Development - Yelm WA Traffic Impact Swdy
C FINDINGS ST CONCLUSIONS
Master Plan Bulldout
Project Proposal The Tahoma Terra project >s a multi-phase development to be
constructed over the next five years As part of the traffic assessment of the Master Plan
bua,ldout, 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 Generat;<on The Master Plan scenario included in this analysis generates about
11,300 trips per day, with about 1,15 of those during the weekday PM peak hour
M><t><gahon 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 resident>al 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 Longm>re Street,
no access would be provided onto Berry Valley Road
Tr>tp 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 ~ 12 during the PM peak hour
Mitigat><on The following >s >dentified to mitigate the traffic impacts of Phases 1 and 2
Traffic Impact Fee Phase 1 of the Tahoma Terra development would be subject to a
$67,00 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-
motonzed path on one side With Phase 2 an additional 10-feet of widening as
~ 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 j February 25 2005
Tahoma Terra Residential Development - Yelm, WA
C INTRODUCTION
Traffic Impact Swdy
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 Descr~pt~on
Location The proposed Tahoma Terra residential development >.s located west of
Yelm Avenue (SR-510) m the Yelm urban growth area at the west end of the
existing Berry Valley Road and Longmire Street SW See F><gure 1 Vicinity Map
Phasing Full buildout of the Tahoma Terra Master Plan >.s anticipated to be
complete by the year 2010, with the first two phases m place by 2006 Nme
phases of development have been contemplated m this traffic analvs>.s, 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-S 10) at Killion Road
Traffic Study Approach
The report documents the evaluation of traffic impacts and recommended
m>hgation 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 m 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 ~ February 25, 2005
Tahoma Terra Residential Development - Yeim, WA
C Primary Data and Information Sources
Traffic Impact Swdy
• 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 Guadehnes -July 19, 2000
• City of Yelm 2004-2009 Six-Year Transportation Improvement Program,
adopted July 2004
• Institute of Transportation Engineers (ITE) Trap Generation Manual, 7tn
Edition, 2004
• City of Yelm Municipal Code 15 40 - Concurrency Management
Transportation Engmeenng Northwest 3 February 25, 2005
Tahoma Terra Resldentlal Development - Yelm, WA
Traffic Impact Swdy
Figure 1
Project Vicinity
Berry Valley Rd /
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J Transportation Figure 1
Engtneet tng Yelm, Washington
Northwest, ~~c Project Vicinity
Traffic Impatt S[udy
---,
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x
;.~J Transportation ~ngmeertng Northwest 4 February 25 2005
Tahoma Terra Residential Development - Yefm WA
Figure 2
Tahoma Terra Master Phasing Plan
~~
Traffic impact Study
~~
.. _ c~ ~
G~ ~ `~ PHASE 9
n~t~~'~"f~a ~ ,U
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Not to Swle Source SCA Consulting Group Inc January 2005
-'~~~~ Transportation Figure 2
J Engineering
Northwest, ~~c Tahoma Terra Master Phasing Plan
Ui Ii- f _ACRES
Q FMA$ t fiG t
® FHA..E 143 f0
[~ PH/SE 7 8 SL•a 7G
G~ PHnS' ~ ne t
[-. eFen s ace sat Ae~Es
Tahoma Terra
Yelm, Washington
Traffic lmpatt Study
Transportation Engineering Northwest 5 February 25, 2005
Tahoma Terra Residential Development - Yelm, WA Traffic Impact Swdy
~~
`~' EXISTING CONDITIONS
Study Area
For existing conditions near the project site, three (3) study intersections were
evaluated Figure 3 also illustrates the existing channehzation at the following
three study intersections
Yelm Avenue / Longmire Street SW
2 Yelm Avenue / ls` Street SE
3 Mosman Avenue SE / ls` Street SE
The following paragraphs describe existing roadways that would be used as mayor
routes to/from the site Roadway characteristics are described m terms of facility
type, number of lanes, and posted speed limits
Yelm Avenue (SR 510) is classified as an urban Mayor Arterial with a posted
speed hmrt of 25 mph to 3~ mph within the city limits The roadway has one
travel lane m each direction A center turn lane exists on Yelm Avenue (SR-507)
east of Clark Road
~ 1'` 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 Mayor Arterial, and WSDOT's classification is a rural
minor arterial The speed hmrt m the vicinity of Yelm Avenue and the general
business district of Yelm is 2~ mph
ls` Street NE, north of Yelm Avenue, is a Mayor Arteraal with a posted speed
limit of 35 mph within the city limits The roadway has one travel lane m 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 rt 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 limn The City's future classification of Longmire Street SW is as a
Neighborhood Collector, but rt 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 limn and a double yellow line separating east and west travel lanes
~ Transportat-on Engineering Northwest 6 February 25 2005
Tahoma Terra Resldentlal Development - Yelm WA
Figure 3
Existing Channehzation
Traffic Impact Study
Legend
Traffic Slgn
~. Stop Slgn
Not to Scale
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Eng~neei ing
Northwest, LLC
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Transportation Engineering Northwest ~ February 25 2005
Tahoma Terra
Figure 3
Existing Channel-zat~on Yelm Washington
Traffic Impatt Study
Tahoma Terra Residential Development - Yelm WA
Traffic Impact Study
C Ex~st~ng Traffic Volumes
Weekday PM peak hour traffic volume data was collected m 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
Exlsting Intersection LOS
A 2004 weekday PM peak hour level of service (LOS) analysis was conducted at
the three study intersections The existing channehzation at the three study
intersections was illustrated m 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
C Table 1 summarizes the delay range for each level of service at signalized and
unsignahzed intersections The methods used to calculate the levels of service are
described m the Haghway Capaccry 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 Unsignal;tzed Intersections
Si~nahzed Intersection Unsi~nahzed Intersection
Level of Service Dela Ran a sec Dela Ran a sec
A < 10 < 10
B > 10 to 20 > 10 to 1 ~
C >20 to 35 >1~ to 25
D >3~to5~ >25to3~
E >55 to 80 >35 to ~0
F >80 >~0
Source H~ahway Capacn~ Manual Special Report 209 Transportation Research Board 2000
Transportation Engtneermg Northwest g February 25 2005
Tahoma Terra Residential Development - Yelm WA
~' Figure 4
Existing ?004 PM Peak Hour Volumes
Longmire St SW/Yelm Ave
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Traffic Impact Study
in Street SE/Yelm Ave
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t J Englneelmg Figure 4 Yelm, Washington
Northwest, ~~c Exlst~ng 2004 PM Peak Hour Volumes
Traffic Impact Study
Transportation Engineering Northwest g February 25 2005
Tahoma Terra Residential Development - Yelm, WA
Intersection LOS were calculated using the methodology and procedures outlined
m the 2000 Highway Capaclry Manual, Special Report 209, Transportation
Research Board using the software program of Synchro 6 for signalized
mtersect>ons and Highway Capacaty for unsignahzed intersections Exist>ng
weekday PM peak hour LOS analysis results for the three study intersections are
summarized to Table 2 Detailed LOS worksheets are provided to Append><x B
Table 2
Tahoma Terra Res><dential Developm ent -
Ex><st><ng PM Peak Hour LOS Summary
Study Intersection LOSS Delay' V/C
SiEnahzed ~
2 15L Street SE / Yelm Avenue D 40 3 0 84
UnsiEnalized (stop controlled movements) LOSS Delay' V/C
1 Longmire St SW / Yelm Avenue
Eastbound Left A 8 9 0 O1
Westbound Left A 9 9 0 O1
Northbound E 4~ 6 0 22
Southbound D 32 0 0 17
3 1 S` Street SE /Mosman Avenue
Eastbound C 20 9 0 55
Westbound D 28 6 0 38
Northbound Left A 7 9 0 Ol
Southbound Lefr A 8 1 0 01
1 LOS analyses are based on methodolog,es established m the ?000 Hrghna} Capac~ry,ldanual
2 Delay =average control delay per vehicle
3 V/C =Volume to Capacity ratio
4 All sienals were assumed to be fully actuated s Irts were o timed
Traffic Impact Study
As shown to Table 2, the northbound s>de-street turns from Longmtre Street SW
onto Yelm Avenue currently operate at LOS E during the PM peak hour Stde-
street turns from Mosman Avenue onto lst 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 t>mmg However, tt should be noted that the Ctty has indicated
this mtersectton 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
h>.gh school and extending through town, multiple Crty intersections and private
driveways exist along Yelm Avenue, and generate turning traffic that disrupts
flow along the mamlme Thts interference slows traffic and caused additional
mamlme delay and a fathng operation at the mtersectton of Yelm Avenue and 1st
Street
Transportation Engineering NorchWest
10
February 25 2005
Tahoma Terra Residential Development - Yelm, WA Traffic Impact 5wdy
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
mrtigahon 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 199?, 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
C 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 hst of potential road improvement projects that would
provide needed capacity for population and employment growth m 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 Annexat>on, December 199? This study
evaluated the environmental impact of ?,000-acre annexation area, also referred to
as Thurston Highlands The traffic analysis conducted for this study was
completed concurrently with development of the Caty 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
n Transportation Engineering Northwest 1~ 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 engmeermg have been conducted by WSDOT, TRPC, and
the City of Yelm to identify potential road improvement protects that would
provide needed capacity for the anticipated population and employment growth m
the expanded Yelm Urban Growth area
There are several planned transportation improvement protects identified m the
protect vicimty for the six-year period between 2004 and 2009 The planned
improvements were identified m the City of Yelm's Six-Year Transportation
Improvement Programs (TIP) The protects 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 protect 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 protect involves engmeermg
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 protect is currently m
the design phase
Y-2 Corridor (Frye 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 protect is m the initial planning phase by
WSDOT, and the City is involved to provide engmeermg 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 protect 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 protect 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 protect is planned to be complete in 2006
Transportation En~neermg Northwest 12 February 25 2005
Tahoma Terra Residential Development - Yelm WA Traffic Impact Swdy
C Yelm Avenue West Improvements (Solberg St to 1st Street)
This project includes wtdemng Yelm Avenue to meet the Ctty's Urban
Arteraal standards These standards would include two 11-foot travel
lanes, 8-foot stdewalks on both sides, a 10-foot medtan planting strip, and
a 35 mph posted speed ltmrt A ttmehne for funding or constructton has
not yet been identified
Solberg Street /Mosman Street Improvements (SR-510 to SR-507)
Thts project would widen Mosman and Solberg Streets to Neighborhood
Collector standards A ttmehne for funding or constructton has not yet
been tdenttfied
Tahoma Terra Master Plan Project Proposal
The Tahoma Terra project proposal includes development of mostly residential
property with some mfill commerctal area to support the restdenrial base The
land uses proposed for thts portion of the larger site area are consistent with the
previous annexation area studtes
The Tahoma Terra Master Plan wtll be a multt-phase development constructed
over the next five years As part of thts traffic assessment of full project butldout,
five phasing butldout scenartos have been tdenttfied The land uses and
anticipated butldout years for each phase are tdenttfied below to Table 3
Table 3
Tahoma Terra Master Plan Buildout -
Pro~ect Phasing and Tr><p Generation Estimate
Phase Buildout Unit Accumulation Accumulated Trip Generation
No Year Projected Land Uses SF Lots Condos PM Peal. Hour Avg Daily
1 2005 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 400-600 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 1 10 condo units 800-1 000 130 1 400-1 600 13 300-15 300
1 See Appends C for detailed tnp generation calculations based on ITE Tnp Generation Manual
As shown to Table 3, the Tahoma Terra Master Plan would tclude between 800
and 1,200 new restdenttal units, and about 50,000 square feet of commerctal
butldmg area
Transportation En~neermg Northwest
13
February 25, 2005
Tahoma Terra Residential Development - Yelm, WA
Traffic Impact Study
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 bu>Idout of the Tahoma
Terra development On a typical weekday, depending on the total number of
resident>al 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 m 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 m 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 m 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 Engmeenng Northwest ] 4 February 25 2005
Tahoma Terra Residential Development - Yelm WA
J
Traffic Impact Study
Table 4
Tahoma Terra Master Plan Bu><Idout -
Conceptual Road Improvements
Esttmated
Added Esttmated Future Capacity
Phase Buildout Existing Project Future ADT with
No Year Descrt tion of im rovement ~ ADT ~ Traffic 3 with Pro ect`i Im rovement s
Loner -widen travel lanes and
1 2005 6 add non motorized aved ath 490 710 1 200 1 200
Yelm Ave -widen to provide center
2 2006 7 turn lane at Longmire intersection n/a 4 330 n/a n/a
Loner -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 ~ 300-6 800 15 000*
Longmire -restrict traffic between
McKenzie and Yelm Ave to local 500 700-900 1 200-1 400 4 800
traffic onl
Longmire -widen to Neighborhood
6 8 2008 9 Collector from Berry Valley Drive 500 4 700-5 400 5 200-~ 900 6 000
to Yelm Ave and seel. late comers
from other developments
Mosman -Improve to Neighborhood
Collector from Longmire to SR X07 2 900 i 900-2 200 4 800-5 100 6 000
and add turn lanes at SR 507 int
Mosman - identify a potential new
9 2009 10 alignment between Longmire and 0 1 900-2 200 1 900 2 200 6 000
Solberg Roads at golf course
1 See also Figure ~ for illustration of roadway improvement location
2 ADT =average daily traffic volume
3 Represents the estimated amount of average daily tratfic (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 protect
5 Re resents the future ca aat~ m terns of ADT for the identified im rovement
As shown m 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 mayor arterial or boulevard from the site to Yelm Ave
Transportation Engineering Northwest 15 February 25 2005
Tahoma Terra Residential Development - Yelm WA
Traffic Impact Swdy
Figure 5
Tahoma Terra Project Buildout Conceptual Road Improvements
~ icoaa improvement
Uotu Potential New Alignment
Not to Scale ~ New Traffic Sgmal
Figure 5 Tahoma Terra
t. J Transportation
Engineering Tahoma Terra Project Bu~ldout Yelm, Washington
Northwest, l.~c Conceptual Road Improvements
Traffic impact Study
Transportation Engineenng Northwest j ( February 25, 2005
Tahoma Terra Residential Development - Yelm, WA Traffic Impact Swdy
Long-Term Consideration of Thurston Highlands
SW Yelm Annexation EIS
As noted previously, long-term studies for the Thurston Highlands development
were accounted for m 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)
Mitigat><on for Tahoma Terra Master Plan
Because the future plans for Thurston Highlands are not know at this time, the
transportation improvements shown m 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 mayor arterial boulevard, which according to
C>ty road standards, would accommodate up to 15,000 average daily trips (ADT)
Potent><al Late-Comers Re><mbursement
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 >s expected
to generate between 13 000 and 15,000 ADT, the project would generate
C approximately 10,000 to 11,300 ADT to this new road connection As a result,
full buildout of Tahoma Terra would only utilize about 6~ 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 m 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 connect>on, 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 m 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 17 February 25, 2005
Tahoma Terra Residential Development - Yelm WA Traffic Impact Study
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 m 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 I and 2
Trip Generation
C The project trip generation was calculated based on the Institute of Transportation
Engineers (ITE) Trip Generation Manual, 7t" edition ITE Land Use No 210
(Single-Family Residential) was used for the proposed 89 lots m 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 m Table 5, per City of Yelm staff
Transportation Engineering Northwest ] 8 February 25 2005
~\
L
Tahoma Terra Resldentlal Development - Yelm WA
Figure 6
Prehmmary Site Plan for Phases 1 and 2
0 ~, t~ ~ ~ ,~ -F*~ »
~~ ~ ~ ~
~-^ ~-v ~-
,~ ~ `~,.
/ f P f
y ~ I # ~ ~~I I V~~ PHASE ~ - -I ( f < ~ ~ ' I I ~If.-.-__
I ~~t lt.~, ~t r ~" ,~I I i'1 f I t I I~._
t
// , _
e ..o~ a~~Nln~ > +'
® PARd
f
t
NISQUALLY
VALLEI
GOLF COURSE
L
H
NOTE.
~} 1 HE UNIT COUNT ABOVE DUES tJOT INCLUQE
COA4MERUALI AgULTI FAt ILY OR THE I6 FAIRVtiAY
~-~ TOYJNHOPAE LOTS
Not to Scale Source SCA Consuiting Group Inc January 2005
~j~~~ Figure 6 Tahoma Terra
t J Transportation
Eng~neenng Preliminary Site Plan for Yelm, Washington
Northwest, LLC Phases l and 2
Traffic Impact Study
Traffic Impact Study
PHASEI =
RPFROr At'RES = 15t
^ ~4 = 22
^ 40 = 40
^ su = z7
TOTRL = 6~
PHASE2 = o
APPROX ACREa = 4Of
^ 34 = 41
^ 40 = 47
^ 5D = 35
^fio=z
T~~TAL = 1 5
POGPET PA°K
Transportation Engtneenng Northwest
19
February 25, 2005
Tahoma Terra Restdenttal Development - Yelm, WA
Traffic Impact Swdy
Table 5
Tahoma Terra Phases 1 & 2
Project Trip Generation
PM Peak Hour Datly
Land Use' Size RateZ Total In Out Rate' Trt s
Phase l
Single Faintly Detached Housing 89 units 1 O1 90 55 35 9 57 850
Phase 2
Single Faintly Detached Houstg 125 units 1 O1 126 79 47 9 57 1 200
Condommtums/Townhomes 20 units 0 52 10 7 3 5 86 120
Gas Station with Car Wash 8 fuel positrons 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
l Single Family Detached Housing =ITE LUC 210 Condommiums/Tonwhouses =1TE LUC 230 Gas Station with Car Wash = [TE
LUC 946 and Medical DentalOtfice Bwldmg =ITE LUC 720
2 Trip rates based on [TE Tnp Generation Manual 7`" Edition 2003
3 GFA is Gross Floor Area
G 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 Dlstrlbutlon and Assignment
The distribution of PM peak hour project-generated traffic was based on
information provided by the City's traffic consultant - Parametrtx, and existing
travel patterns to the area In general, the following distribution was used >n the
traffic analyses for Phases 1 and 2
• 30 % Northwest on Yelm Avenue (SR-510)
• 15% Southwest on lst 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
C The dtstnbutton and assignment of PM peak hour project-generated trips for
Phases 1 and 2 is also shown to F><gure 7
Transportation Engineering Northwest ~~ February 25, 2005
Tahoma Terra Residential Development - Yelm, WA
C Figure 7
PM Peak hour Trip D>stnbut>on and Assignment for Phases 1 and 2
Traffic Impact Study
(510 ~
0
Y
5~ C~
t
~j~ LJ %
• % , ~
~~ i
/~ ~~Qo~
Berry Valley Rd j~ ~h9~ 5°\
~~ ~ ~ ti
Phase I ~ tio~~ ~~~J ~ \q,,' b
7~
Phase II ,~~ ~P 5., `~~1
' o ~ 5 ~ ~ 'S oil
29 \`.~'
/~.S ~?~j ~j j 6' F~
s ~ ~~ ~ ~ ^
Project '9F~~ ~s~
Site ti
~ti~ ~
h~~ ~ ~~o
\~ ~~ ~/ f' 6/ /
~~ ~ ~2/ ~ i
'd~ \91 507
Q ~` ~LN
\ti sF S~
507` ,S~aS
S~'
~e
~5`P
Legend
xx Phase I PM Volumes
(xx) Phase I! PM Volumes
® Tnp Distribution
Not to Scale
Figure 7 Tahoma Terra
(,(~ Transpol-tatlon
Englneering PM Peak Hour Trip Distribution Yelm, Washington
Northwest, LLC and Assignment for Phases 1 and 2
Traffic Impact Study
Transportation Engineering Northwest 21 February 25 2005
Tahoma Terra Residential Development - Yelm WA
Traffic Volume Impact
Traffic Impact Study
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 m 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 m future traffic volumes with Phases 1 and2, as shown m 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
C intersections Future improvements listed m 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 unsignahzed intersections
Signalized LOS Results As noted earlier in the Existing Conditions section of
this report, rt should be noted that the City has indicated the intersection of
Ist 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 mtersecrion would operate at LOS E during the PM peak hour
with the project and LOS D without the project
Transportatwn Engineering Northwest ~? February 25 2005
Tahoma Terra Resldenual Development - Yelm, WA
Traffic Impact Study
Figure 8
2006 PM Peak Hour Traffic Volumes Without Phases 1 and 2
°~
~P ~ ~ ~~,
~ ~`a5
~~
Not to Scale
`~~ Transportation
"~fL' Eng~neermg
Northwest, LLC
Figure $
2006 PM Peak Hour Traffic
Volumes Without Phases [and 2
Tahoma Terra
Yelm, Washington
Traffic Impact Study
Transportation ~ngineenng TlorthWesc
23
February 25 2005
Tahoma Ten•a Residential Development - Yelm WA
Traffic Impact Study
Figure 9
2006 PM Peak Hour Traffic Volumes With Phases 1 and 2
~~
i
;y
~~ `c
5`,
o,
P\Pq`P ~ St,
~ \ ~ ~3~a~
., , a
~~
\~ I
`'F S~'
1st Sveet SdMosman Ave 5~
507 titi eta
S~ . ~ ,~~e
ae ~ ~ J,~ ~ ~ti ~ ~?
_ I ~
_ ~ ~
\ S~Te S~ ~q~ ~~9
h0 s~ ~
No[ to Scale
~~((jj~~ Transportation Figure 9 Tahoma Terra
t~ Engineering 2006 PM Peak Hour Traffic Yelm, Washington
Northwest, ~~c Volumes With Phases 1 and 2
Traffic Impact Study
Transportation Engineering Northwest 24 February 25 2005
Tahoma Terra Residential Development -Yeim, WA
Traffic Impact Study
Table 6
Tahoma Terra Phases 1 and 2
2006 PM Peak Hour LOS Summary
Wrthout-Project Wtthout-Project Wrth Mitigation s
Study Intersection LOST Delay' V/C LOS Delay V/C LOS Delay V/C
2 1 ~` Street SE / Yelm Ave 4 D 51 7 0 91 E 64 1 1 02
Unsignahzed
1 Longmtre St SW / Yelm Ave
EB Left Turn from Yelm Ave A 9 2 0 O1 A 9 2 0 01
WB Left Turn from Yelm Ave B 10 3 0 02 B 12 3 0 24
Turns from Longmtre (NB) F 58 1 0 27 F > 100 > 1 00 E 39 2 0 54
Turns from Longmtre (SB) E 39 2 0 18 F > 100 > 1 00
3 15` Street SE /Mosman Ave
NB Left Turn from 1'` Street A 8 0 0 01 A 8 1 0 0~
SB Left Turn from 15t Street A 8 3 0 O1 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
I LOS analyses are based on methodologies established m the 2000 Nrghu ay Capac~ry A~lanual
2 Delay =average control delay per vehicle
3 V/C =Volume to Capacuv ratio
4 Signal was assumed to be fully actuated spins ~~ere optimized under each scenario
5 Mmeation includes addmon of a center lett tum lane on Yelm Ave at the Lonamire intersection
Uns><gnal><zed LOS Results As shown m Table 6 at the unsignalized
intersection of Longmtre Street SW/Yeim Avenue, the side-street turns from
Longmtre 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 m Append><x B
M;<hgation Left-turn movements represent critical turning movements at
unstgnahzed intersections, increasing the potential for >ntersection delay and
safety concerns As such, the potential need for alert-turn lane on Yelm Avenue
at its intersection with Longmtre Street S W was evaluated considering the evening
commute period Based upon procedures and guidelines m WSDOT's Design
Manual May 2001 (Figure 910-9a Left-Turn Storage Guidelines Two Lane-
Unsignal>zed) 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 7j 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 m
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 dunng 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 restnctmg 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
C 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
m 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 rt 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 additiona120-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 26 February 25 2005
Tahoma Terra Residential Development - Yelm WA
Traffic Impact Study
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 m this study
1 Standard City M~t~gat~on
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-Motor>zed 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 Mitigateon 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 buald>ng area
Longmire Street SW / Yelm Avenue Intersect;<on Construct a center left-turn
lane on Yelm Avenue (SR-510) at the Longmare Street intersection This
improvement would be warranted with Phase 2
Non-Motorized Improvements Widen Longma,re 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 widemng 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 mamtaimng the 6-foot
paved non-motorized path on one side
3 Conceptual Mit~gat~on for Master Plan Bu~ldout
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 m this report identified a list of
conceptual road improvements for buildout of the Tahoma Terra development
~ Transportation Engmeenng Northwest ~~ February 25 2005
Appendix A
Intersection LOS Results
~~
2004 Existing
~~
HC32C0~ ~-siC-na_izad -nte _s~ct_cns ReleasA c _d
Tv C-r `-`' STDP :,~ r R~L SUILMrR
Ana_vSL JC^
hgeic /Cc TE ~
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=n=er~tc-io- ~_ el- ~ ~e a_ _„n ~~rire
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I-t~_s~ct!cn Cr_en=~.t_on EST ti`uc pericd ors
eh1C1.~ ,O..I..IiI°S a" ^ Pn]_s="C rCS
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o em=nt ~ ~ 3 I ~ ..
_ T L -
e1~neo ..-2 2C _C 525
Peak- our Cact~r, Fh= ~ ~ ~ ~~ y- C y- ~ 4
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Pe_ce-t ea ~ Ieh_cles _ -- -- 1 --
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PT Ch3rine~izec~
0
F
7
" 4
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HCM Srgnallzed Intersection Capacity Analysis
2 Yelm Ave {SR-51 ~ } & 1st St S E 2/7 /2005
* {
Movement EBL EBT .EBR WBL V11BT WBR NBL NBT NBR SBL SBT SbR
Lane Configurations ~ ~ ~ ~ '~ ~ '~ ~ 'F+
tdealFiow (vphpl) 1900 1900 1900 1900 19D0 1900 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 Utd Factor 1 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00
Fit 1 QO 1 00 0 85 1 00 0 99 1 00 0 90 1 00 0 91
Fft Protected 0 95 1 00 1 00 0 95 1 DO 0 95 1 00 0 95 1 00
Satd Flow (prot} 1770 1863 1531 1752 1833 1736 1636 1728 1597
FEt Permitted D 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) 10$ 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 Flow (vph) 114 551 45 213 523 24 168 112 259 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 0 168 371 0 64 192 0
Meayy Vehicles {%) 2% 2% 2% 3% 3% 3% 4% 4% 4°,~0 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 gIC Ratio 0 08 0 33 0 33 D 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 D 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 43
vlc Ratio 0 83 0 91 0 09 0 85 0 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 OD 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
De€ay (s} 68 4 42 6 18 3 55 9 25 4 56 9 38 5 58 0 30 0
Level of Service E D B E C E D E C
Approach Delay (s) 45 2 34 0 44 2 37 0
Approach LOS D C D D
lntersechoti Summa
HGM Average ControE Delay 40 3 HCM Level of Sernce D
HCM Volume to Capacity ratio 0 84
Actuated Cycle Length (s} 77 8 Sum of lost time (s) 12 0
intersection Capacity Utilization 74 5°l° ICU Level of Service D
Analysis Penod (min} 15
c Gntical Lane Group
Tahoma Terra 5 OD pm 1 1/1 5/2004 2004 Existing Synchro 6 Report
Transportation Engrneenng Northwest Page 1
rt('S2C:~ ?-si~*+~__zed =-t=rsect_ons Release ~ d
`a„- ~Y ST.,= CC TRv- .~,i 'SIr~Y
Nre-c /r Co SENT
D~Le rer=o wed 1_/15/2JJ~
-~na_fs_s 'riMe F=_icd PI Feak
=nte_sect_vn -3 - 1°= S- SE a= [IOSa,an ~ e
lli_9..._C:._oY' C_~ of Ye..m
J-'_t~ C S ..,.stoma- ~
~+-a11 sis dear =~c_st_nC
Fzc'ect ID ^'ahcma Te_rs
East i~a- ~=r=et os-i_- -,en_e
.,.t /Sc„t- ~-re~~ ls- S-_eet SE
I^terseC..io~ D=ien~ot_Or ~S S'u~, per_od ,zr5 C 2~
eh_Cle ~lu-es a nc. ~c.~u~=me-t~
G~c_ 3trFet ~-,~oro~o° 1*or-nco.. nc Gc_ t`-;rcu-d
tIc e~er = _ 2 3 I - S c
- - F I L T R
ro_um~ _~ 31~ 2F 8 2c< <0
Feak-Ho-r Factor 'Hr J 9C ~ a~~ r ~ v .c ,.~ gC .. °j
~-ourl~ r1oH RGte, -FP 1~ ..52 3~. 2~3 22
=er^en- HBa ~ ~ehiCles 2 -- -- 5 -- --
Iec_an -ypeiStor~ge ~Jndio_dec i
-- Cna-n~_~zed
„cr 2 s ~ 1 ~ ~ 1 ,,~
Cv~_z~ursticn ~.R _" R
JpstreGm ~lonG_~ Nc Ac
i'"Cr Stree- -~~ptoach estheu-d EG.._no~nu
_ - R I L T i
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Cure X10 Late FZ E: _ _- E5 Yo" ~5c'
~ercen~ Hea e^ic_~s 3 3 3 _ _ 1
ercen- Grace C "
_orec fFa_cac~ ~h_St: S-Gr3GC IVC / IO
La-es ~ _ G G _ ~
CO"f1~Ur3t_CR L-R _-R
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F-N~-oach db S3 Tes= O~w d _a~'.^.0 ,,,"C1
o Teme-~t ~ - - _ ~ ? 1 12
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C ~' F'~ 1L4 _1 ^" ZyL 9J
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°5° __eve 1on~-h C J3 ~ CC 1 _., c3
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2006 Without-Project
C HCScI„1~ .,-s_cna_izea =nterGact_ons Palease ~ _^1
- C- ~Y 8-'C~ CD TT 1C= Si ~1 1i
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y
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Prc~ect .D Taho~G -e=ra
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itcr^h, So_-h Stree-. STa Lc~cm~.e Strut
=n-ersec-_e- Crientat_cn ET St..Gj ne_ic3 =si ~ c5
elu:le ~o_..me.. ~°3 ~d _st-encs
ifa or S-_eet ~pp_o3~~ Eostiroun~ aecr~o_nc
vo ement 1 ? s ~ - o
L T ~ ~ R
meat-rcur 'ac-cr F-F C ,- ~ ~ 9 - ~ ~ 34 ~ 5
-oLrly F_Ov Rate H,R c' 7°1 22 1_ _3 _
Pere t 1pa y e-ic_es _ -- -- 1 -- --
ec_G- T ce c orate ~3i~_ae~ /
-'" Chan-el_ze~°
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/"~ ~pstrea S~cnal Yc
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cl~ e 1~ C _C ~ _ 13
3eGx Hour Fac'cr ~HF C 5C C 3C ~ ~ ~ w ~ yC f ;C
-ourl ~lc~ =ca Le -F'4 14 _1 ~ 1 _
percent Hea v e^icle., .. r ~ ~ a r
,ercent ~raae ~
=larea rop=oath =.~_sts`'/S-trace Ne ~ "c ,
L~-es C _ ., ~ _ C
Co-fi3ara-ic, L.R ~-R
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~uF_oach C3 ~ 1= o~t ao_rc Ycu-'~~o~ a
o~ eme-~t 4 I - ~ ~ _~ 11 _2
_are Co--f1~ L`^< _T~ LTA ~ _T"
vnh~ c L 2~ ?_
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~Fa=cat _:.C y E
HCM Signalized Intersection Capacity Analysis
2 Yelm Ave (SR-510 ) & 1st St S E 2/7/2005
*
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SB3' SBR
Lane Conf~guratEans ~ ~ ~' ~ '~ ~ '~ ~ ~'a
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 Last time (s} 4 0 4 0 4 0 4 0 4 0 4 0 4 0 4 0 4 0
Lane Ufil Factor i 00 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 DO 0 95 1 00 0 95 1 00 0 95 1 00
Satd Flow (prat) 1770 1863 1531 1752 1832 1736 1635 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 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 4 92 0 92
Adi Flow {vph} 123 616 53 232 572 28 194 122 283 78 83 126
RTQR Reduction (vph} 0 0 ~ 0 0 0 0 0 a a 0 0
Lane Group Flow {vph} 123 616 53 232 600 0 190 405 0 78 209 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) 6 1 29 9 29 9 11 1 34 9 9 1 23 1 3 1 17 1
Effective Green g {s) 7 1 34 9 30 9 12 1 35 9 10 1 24 1 4 1 18 1
Actuated g!C Ratio 0 08 0 35 0 35 0 ~ 4 0 41 0 12 0 28 0 05 0 21
Ckearance Tfine {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) 144 660 543 243 754 201 452 81 331
vls RatEO Prot 0 07 c0 33 c0 13 0 33 c0 11 00 25 0 05 0 13
vls RatEO 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 QO 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 50 2 128 4 35 4
Leve! of Service E D B F C F D F D
Approach Delay {s) 49 9 43 3 61 6 60 7
Approach LOS D D E E
Intersection Summary y,
HCM Average Control Delay 51 7 HCM Level of Service D
HCM Volume to Capacity ratio 0 91
Actuated Cycle Length (s) 87 2 Sum of lost time (s} 12 0
Intersection Capacity Util ization 81 1 % ICU Level of Service D
Analysis Period {min} 15
c Critical Lane Group
Tahoma Terra 5 00 pm 11!15!2004 2006 PM Baseline Synchro 6 Report
Transportation Engineering Northwest Page 1
C 'CScC ~ Jnsi~-~1_ze1 I-ters~cticns Re_e3se ~ 19
'" aG-rv-~." 5'-Cc rrplT~C? 3.. L?`~Y
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Date Ferfcrme~ 11/~,.i2~C~
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I^te_sect_cn ~C - _st 9t SE ut i os-na, -, e
7___..u_cticn Ci_ cf e!-
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NOrtrli SO_th Stre-= _7t Jtre6_ ~G
I.n-er,.eot..c- .,rie^tacicr NC C t_~ ~ ~o r_oc hrs C 25
e-~c_e `G1 yes G^~ a~ ~ st,ents
tIa o= Street roFroach LlcrthirGU^~ Souc co_rc
~o~ ems't 1 2 3 4 5 ^
L - F ~ _ T `
Ol..ltte ~: 34J 9'1 -2 286 L2
~°_3iC- OUr C3~LOt PH, C aJ ., :C ~ aJ ;) a~ (' c,, ~('
Ho_rl F_o Ra`e HF; 14 331 ~- 13 32.J ~4
Perce^t -ea>> Jer_c~es 2 -- -- ~ -- --
xedia- T ~e~Stcrc.re Jr~i _aad /
~T Channelizec'
La°e~ ~ _ C ~ 1 ~
.,.,^f_curGt_Gn LT` T "'R
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(
' No
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[o eren~ 6 ~ I 1~ -- _2
_ - R I _ T R
~ ci ~e ~ c6 56 _ _,.E
3c-ac Hcur Factor UHF :J 9:J ~.. 9.. ~ ~ ~ ~J~ C 8C 0 :u
-curb Flc <at=, FR E5 ~ "8 .-c ~5 _~3
?ercFn~ Hea e~ic_e~ 3 ~ 3 _ 1 1
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La-es r 1 r _ ~
Co-f!curatxcn L"~ ~.-R
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to ~mert z ~ ~ _J _1 12
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~~ ~~ah ld _~ SC 2~2
.. m ~h ~2_~ 1_18 23_ X99
/ c J u l ~ ,.1 ~~ 41 t, 5
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LCS A ~ G C
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2006 With-Project
3CS2~J ..`s~ana_ize.. .ntzr,~ct_cnc Release ~ _;1
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=nte_Gec= o` ~_ Yc~m N e G- _on~~ire
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J`_ts f .._s~cmar
a1 sip YeGr 2C~ F r it~ F"u~e I--I I
Frc 2Ct I~ Tah.,ma Ierra
East ~~+es'- Street e_- -,~e c=. .,_~
\crt~~Sout~ 5_reet Sa Lo^cm__e 5tree~
T°t~rsecti.n C__entat_on E Srucf per ~cci (nr~ 0 2c
~ 2h .~~10 'O_um25 anc ra]uS ~me-te
a~cr Stree~ Lp'~rcac Ira9t.JGll`~ vestbcunc
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_ T R L '" R
o_..ms o 9~2 ,c 195 ~-~ _C
Fe~k-HO __ -aCtOr ~H° ~ ,•- ~ ° L '- .. N -] ~ au C N-
Fcur_1 ,1- 1~te, -"P ~ °7_ 7" _5- -3 l~
Percent Hea ~ leh_cles _ -- -- _ -- --
Iea_an = Fe,Sre_~ge Unc_ id~c
.~ Che`re_ize~"
~Gnes ~ 1 J ~ _ L
Jpstr2cr' ~~cna_° i1c \c
r-cr Stree- ~n)r:oach \c_t ~o_7a Sou=`~bcun ~
o Mme~t ~ ~ t 1~ 11 li
"' R I L T R
clue oS C ~.5- 8 _ 13
~e~k Ho_r -mac-cr p-F Q 9~ 0 9C C ~~ C ' ~ y~ C SL
-cuz_I Flc Rats, F,~t _C3 C _ ~ E 1 11
Fer..ent Heat f e>-ic_es 0 ~ C ., C
F2_cent Cram z C ,
,_Gr~a ~uFroach rxi-ts /°rorace 1.0 / No /
LG^PS ~~ _ ~ J 1 J
Co^`i~urat~cn ..-R -TB
D=_~ ti_BU2 _eng-n cno _e«_ o. Ce`~_-a
r~p_oacr .E rvE \crt -.co_na ScuC~wo~~a
o emPnt x ~ _C _1 12
_.~ne Ccnf_~ _TR _~P LT~ I ~T=
Ohl o .. - ~ ~ 23
Cam th 2~1 o"d~ .. =~
;5° aue_c- la-ct^ JL ~ ~? 3~ °2 2 °8
Ccntro_ Ie1ay 9 2 12 3 _~_2 g~~ 1
_CC ~ E F
~cprowch Dela _°22 4J~ 1
.~nr,rc~c _~S - c
HCM Signalized intersection Capacity Analysrs
2 Yelm Ave (SR-510
C ) & 1st St SE 2r7l20o5
~
-.
~
~ ~- ~
~
t
~ ~ ~ ~
Movement EBL EBT EBR WBL WBT WBR 1*,fBL NBT iNBR SBL SBT SBR
Lane Configurations '~ ~ ~' ~ '~ ~ '~ ~ '~
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 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 85 1 00 0 99 1 00 0 90 ' 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
Fit 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 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
Add Flow (vph} 152 728 53 232 677 2$ 190 122 283 78 83 152
RTOR 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
Heav Vehicles {%} 2% 2% 2% 3% 3% 3% 4% 4% 4°/a 1% 1% 1%
Turn Type Pro# Perm Prat 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 0 24 0 06 0 19
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} 157 725 595 234 795 193 400 96 299
vls Ratio Prot 0 09 c0 39 c0 13 c0 38 c0 11 c0 25 0 05 0 15
vls Ratio Perm 0 03
v/c Ratio 0 97 1 00 0 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 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00
incrementaE 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} 66 0 50 0 87 8 55 8
Approach LOS E D F E
to#ersect~'on SGmma
HCM Average Control Delay 64 1 HCM Level of Service E
HCM Volume to Capacity ratio 1 02
Actuated Cycle Length (s} 90 0 Sum of lost time (s} 16 0
Intersection Capacity Utilization 86 8% 1CU Level of Service E
Analysis Period (min} 15
c Critical Lane Group
~ --
Tahoma Terra 5 00 pm 1129/2005 2006 PM with Phase I-I1 Synchro 6 Report
Transportation Engrneermg Northwest Page 1
C/ HCS2r~J .,-si~na_ized =--tersection., Re_ease ~ _d
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o~ Mme- t 1 ~ 3 a .,
L T =~ ~ -
ol_:ne F -~2 G, _ S ~97
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Ferce-t*_ Heac~ .. lo_es _ -- -- 1 --
DIeS._an r,~eiS-orace T~=TL 6
manes _ 1 C
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C Upstream ~l~na_? IJO
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o eme- t E 9
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?ercant Hea ~ Je i~_es
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Appendix B
Detailed Trip Generation Estimates
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