D & B COMMERCIAL TRAFFIC IMPACT ANALYSIS

D & B COMMERCIAL TRAFFIC IMPACT ANALYSIS TABLE OF CONTENTS I. Introduction...3 II. Project Description...3 III. Existing Conditions...3 IV. Future Traffic Conditions...8 V. Conclusions and Mitigation...14 Appendix LIST OF TABLES 1. Project Trip Generation...8 2. Project Trip Generation Existing Use...9 3. Project Trip Generation Summary...9 4. Level of Service...14 LIST OF FIGURES 1. Vicinity Map and Roadway System...4 2. Site Plan...5 3. Existing PM Peak Hour Volumes...7 4. Trip Distribution & Assignment...11 5. 2017 PM Peak Hour Volumes Without Project...12 6. 2017 PM Peak Hour Volumes With Project...13 2

D & B COMMERCIAL TRAFFIC IMPACT ANALYSIS I. INTRODUCTION This study serves to investigate traffic impacts related to the proposed D & B Commercial development. The primary goals of this study concentrate on the assessment of existing roadway conditions and intersection congestion, forecasts of newly generated project traffic, and estimations of future delay. Preliminary tasks include the collection of roadway information, road improvement information, and peak hour traffic counts. A detailed level of service analysis of the existing volumes is then made to determine the present degree of congestion on the network. Based on this analysis, forecasts of future traffic levels on the surrounding street system are determined. Following this forecast, the future service levels for the key intersections are investigated. As a final step, applicable conclusions and possible mitigation measures are defined. II. PROJECT DESCRIPTION This report summarizes anticipated traffic impacts related to the D & B Commercial development. The project is located on the south side of Yelm Avenue (SR-510), just northwest of the Bald Hill Road intersection. The proposed project consists of one 3,400 square foot fast-food restaurant with drive-thru, a 17,896 square foot retail building, and another 4,800 square foot building for retail space. Existing on site is a 19 unit mobile home park. The area surrounding the project is a mix of commercial and residential land uses. Access to the site will be provided by the two accesses, as shown in Figure 2, onto Yelm Avenue. Buildout of the project is expected by 2016/2017. Figure 1 shows the general site location with the surrounding street network and primary arterials. A site plan illustrating the overall configuration of the project is given in Figure 2. III. EXISTING CONDITIONS A. Surrounding Roadway Network The street network serving the proposed project consists of a variety of roadways. Streets near the site mainly consist of primarily two-lane arterials. Characteristics for these roadways vary with respect to lane widths, grades, speeds, and function. Differences are based on specific designations and proximity to major employment areas in the region. The major roadways and arterials surrounding the site are listed and described on page 6. 3

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Yelm Avenue (SR-510) is a multi-lane state route that borders the north side of the project with a posted speed limit of 35 mph. The typical cross section is one through lane in each direction, a center two-way left turn lane, and turn lanes provided at major intersections. Bike lanes are also provided in the area. Shoulders are curb, gutter, and sidewalk. Lane widths are around 12 feet and paving is asphalt. Grades are mild. B. Peak Hour Volumes and Travel Patterns Field data for this study was collected in June of 2015. The traffic count used in this report was taken during the evening peak period between the hours of 4 PM and 6 PM. This specific peak period was targeted for analysis purposes since it generally represents a worst case scenario with respect to traffic conditions for commercial developments. This is primarily due to the common 8 AM to 5 PM work schedule. Most commuters return to their dwellings at the same time of day which translates to a natural peak in intersection traffic loads, especially when combined with the relatively large number of personal trips during the PM peak. Figure 3 on the following page shows the weekday PM peak volumes at the central Autozone entrance on Yelm Avenue located across from the project. Turning movement count data can be found in the appendix. D. Pedestrian and Bicycle Traffic Observations for pedestrian and bicycle activity were made at the key arterials and intersections of interest. During the evening peak hour moderate pedestrian volumes were noted. The availability of pedestrian facilities in the form of sidewalks and crosswalks help alleviate any potential conflict between motorist and non-motorist traffic. E. Transit Service A review of the Intercity Transit regional route map indicates service is provided near the project. Route 94 runs from Olympic Transit Center to the Yelm Wal-Mart between 5:34 AM to 9:45 PM. Stops are provided on Yelm Avenue near the site. Given the nature of the site, minor transit usage may be expected by project patrons. F. Sight Distance Analysis was made of the existing roadways near the site. According to AASHTO guidelines for the 35 mph design speed on Yelm Avenue, approximately 390 feet of entering sight distance is needed to ensure safety for project traffic exiting the site. Based on established standards and field notes, sight distance is acceptable at all project access driveways. The area has no vertical curvature and only minor horizontal curvature. With no other sight distance hindrances present requirements are easily met. 6

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G. Roadway Improvements A review of the City of Yelm s Six Year 2013 2019 Transportation Improvement Program indicates improvements are planned in the vicinity of the project. Project number Y9 shows Bald Hill Road is scheduled for reconstruction from the city limits to the 5 corners. IV. FUTURE TRAFFIC CONDITIONS A. Trip Generation Trip generation is used to determine the magnitude of project impacts on the surrounding street system. Data presented in this report was taken from the Institute of Transportation Engineer's publication Trip Generation, Ninth Edition. The designated land uses for this project are defined as Fast-Food Restaurant with Drive-Thru and Specialty Retail Center (LUC 826). Table 1 below shows the trip generation values expected with the project. Included is the Average Daily Weekday Trips (AWDT) and AM and PM peak hour trips. TABLE 1 Project Trip Generation Fast-Food Restaurant Time Period Primary Pass-By Total Retail AWDT Total 843 vpd 844 vpd 1687 vpd 1006 vpd AM Peak Inbound 40 vph 39 vph 79 vph 0 vph AM Peak Outbound 37 vph 38 vph 75 vph 0 vph AM Peak Total 77 vph 77 vph 154 vph 0 vph PM Peak Inbound 29 vph 29 vph 58 vph 27 vph PM Peak Outbound 26 vph 27 vph 53 vph 35 vph PM Peak Total 55 vph 56 vph 111 vph 62 vph The PM peak hour volumes in Table 1 represent the trips the project accesses will support. As shown, the PM peak hour will have 85 inbound trips and 88 outbound trips accessing the site. Of these, 29 inbound trips and 27 outbound trips will be in the form of pass-by trips. A pass-by trip is defined as an intermediate stop on the way to a primary destination. Such a trip is attracted from traffic passing by a site on an adjacent street which contains direct access to the generator. A second traffic volume element associated with this use but to a lesser degree is the diverted trip. The diverted trip is a vehicle already on the traffic network which decides to divert to the project site from a neighboring roadway. In both cases, the trip to and from the project is in some sense spur of the moment and convenience based. Typically, to give a conservative estimate of project impacts, pass-by trips and diverted trips should be examined exclusively. Pass-by trips become transparent or not detectable at outlying intersections while diverted trips will cause a reduction in movements in one direction while increasing the trips in another 8

direction at an intersection. ITE pass-by/diverted trip information can be found in the appendix. This report makes only pass-by reductions; diverted trips were included as primary trips. Pass-by trips for Fast-Food Restaurants are estimated at 50 percent based on the ITE manual. Existing land use on the site will be removed as a part of this project. The designated land use for the existing use on site is defined as Mobile Home Park (LUC 240). The trip generation shown in Table 2 would be subtracted from volumes in Table 1 to determine net new trips to the roadway network. TABLE 2 Project Trip Generation Existing Use Time Period AWDT AM Peak Inbound AM Peak Outbound AM Peak Total PM Peak Inbound PM Peak Outbound PM Peak Total Volume 95 vpd 2 vph 6 vph 8 vph 7 vph 4 vph 11 vph The net new trips during the PM peak hour, found by subtracting the new project volumes in Table 1 from the existing volumes in Table 2, shows the site will generate an estimated 162 PM peak trips, 56 of those being pass-by. These represent the trips that will impact the surrounding roadway system outside the project entrances. A summary of the total net new trips is given on page 8 in Table 3. TABLE 3 Project Trip Generation Summary Net New Time Period Primary Trips Pass-By Trips Total Trips AWDT Total 1754 vpd 844 vpd 2598 vpd AM Peak Inbound 38 vph 39 vph 77 vph AM Peak Outbound 31 vph 38 vph 69 vph AM Peak Total 69 vph 77 vph 146 vph PM Peak Inbound 49 vph 29 vph 78 vph PM Peak Outbound 57 vph 27 vph 84 vph PM Peak Total 106 vph 56 vph 162 vph B. Trip Distribution and Assignment Trip distribution describes the process by which project generated trips are dispersed on the street network surrounding the site. The specific destinations and origins of the generated traffic primarily influences the key intersections, which will effectively receive 9

the bulk of project impacts. The trips generated by the project are expected to follow the general trip pattern as shown in Figure 4 on the following page. Figure 4 gives a best guess estimate of how traffic is likely to travel to and from the site during the critical peak hour. Distribution percentages are based on existing travel patterns and the location of nearby major roadways. The trip distribution was done in a conservative manner by dividing project traffic between 2 entrances. In practice each driveway will likely serve an even distribution of inbound and outbound trips. By splitting traffic evenly each entrance studied is supporting 50 percent of total trips to analyze a potential worse case scenario in regards to turning movements into and out of the site. D. Future Traffic Volumes With and Without the Project For this project a 2017 horizon analysis year was used for future LOS analysis. Future traffic volumes without the project built out were derived by applying a flat 1 percent background growth rate per year to the existing traffic volumes shown in Figure 3. This is conservative based on data available in the 2014 WSDOT Annual Traffic report which shows no growth along Yelm Avenue (SR-507) in the area. Future 2017 intersection volumes without project traffic are given in Figure 5. Figure 6 shows with project traffic volumes. E. Level of Service Peak hour delays were determined through the use of the Highway Capacity Manual 2010. Capacity analysis is used to determine level of service (LOS) which is an established measure of congestion for transportation facilities. LOS is defined for a variety of facilities including intersections, freeways, arterials, etc. A complete definition of level of service and related criteria can be found in the HCM. The methodology for determining the LOS at unsignalized intersections strives to determine the potential capacities for the various vehicle movements and ultimately determines the average total delay for each movement. Potential Capacity represents the number of additional vehicles that could effectively utilize a particular movement, which is essentially the equivalent of the difference between the movement capacity and the existing movement volume. Total delay is described as the elapsed time from when a vehicle stops at the end of a queue until the vehicle departs from the stop line. Average total delay is simply the mean total delay over the entire stream. A number of factors influence potential capacity and total delay including the availability/usefulness of gaps. The range for intersection level of service is LOS A to LOS F with the former indicating the best operating conditions with low control delays and the latter indicating the worst conditions with heavy control delays. The below LOS results in Table 2 were calculated using the computer analysis program Synchro. Detailed descriptions of intersection LOS are given in the 2010 Highway Capacity Manual. 10

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TABLE 4 Level of Service Delays given in Seconds Per Vehicle Existing Without With Intersection Control Geometry LOS Delay LOS Delay LOS Delay Yelm Av/Autozone Stop Eastbound LT A 9.9 A 10.0 B 10.1 Southbound C 17.4 C 17.7 C 18.3 Yelm Av/W Ent Stop Westbound LT - - - - A 10.0 Northbound - - - - C 22.7 Yelm Av/E Ent Stop Westbound LT - - - - A 9.8 Northbound - - - - C 21.6 As shown, existing delays are generally mild to moderate. Future LOS results show delays will continue at LOS C or better. Note that the increase in with project LOS for the eastbound movement at the Yelm Avenue & Autozone entrance has in associated increase in delay of only 0.1 seconds. Overall the local roadway system has the available capacity for project traffic. F. Queue Lengths The intersection queues at the entrances at Autozone access were checked for potential conflicts. Data was used for 2017 volumes with project traffic included. According to the Synchro output the maximum 95th percentile queue length on Yelm Avenue at the Autozone access is 0.2 car lengths, or 5 feet, for eastbound left turns. The northwestern most project access has a westbound left turn queue length of 0.1 vehicles (3 feet). With of 150 feet of space (about 6 car lengths) between these two accesses, no safety issues due to queued vehicles in the center turn lane are expected. V. CONCLUSIONS AND MITIGATION The D & B Commercial project proposes to build a 3,400 square foot fast-food restaurant with drive-thru and two retail buildings totaling 22,696 square feet in the City of Yelm. Access will be provided by two entrances onto Yelm Avenue. The site will be a mild generator of traffic with an estimated 106 new primary PM peak trips expected. Analysis of LOS and queuing at the two project entrances and the Autozone entrance opposite the project shows the roadway has the available capacity for project traffic. There is a Transportation Facility Charge per City of Yelm requirements collected at $1,612 per new PM peak hour trip. The total fee for the 106 new primary PM peak hour trips comes to: 106 x $1,612 = $170,872 No other mitigation is identified at this time. 14

D & B COMMERCIAL TRAFFIC IMPACT ANALYSIS APPENDIX 15

LEVEL OF SERVICE The following are excerpts from the 2010 Highway Capacity Manual - Transportation Research Board Special Report 209. Quality of service requires quantitative measures to characterize operational conditions within a traffic stream. Level of service (LOS) is a quality measure describing operational conditions within a traffic stream, generally in terms of such service measures as speed and travel time, freedom to maneuver, traffic interruptions, and comfort and convenience. Six LOS are defined for each type of facility that has analysis procedures available. Letters designate each level, from A to F, with LOS A representing the best operating conditions and LOS F the worst. Each level of service represents a range of operating conditions and the driver s perception of those conditions. Level-of-Service definitions The following definitions generally define the various levels of service for arterials. Level of service A represents primarily free-flow operations at average travel speeds, usually about 90 percent of the free-flow speed for the arterial classification. Vehicles are seldom impeded in their ability to maneuver in the traffic stream. Delay at signalized intersections is minimal. Level of service B represents reasonably unimpeded operations at average travel speeds, usually about 70 percent of the free-flow speed for the arterial classification. The ability to maneuver in the traffic stream is only slightly restricted and delays are not bothersome. Level of service C represents stable operations; however, ability to maneuver and change lanes in midblock locations may be more restricted than in LOS B, and longer queues, adverse signal coordination, or both may contribute to lower average travel speeds of about 50 percent of the average free-flow speed for the arterial classification. Level of service D borders on a range in which small increases in flow may cause substantial increases in approach delay and hence decreases in arterial speed. LOS D may be due to adverse signal progression, inappropriate signal timing, high volumes, or some combination of these. Average travel speeds are about 40 percent of free-flow speed. Level of service E is characterized by significant delays and average travel speeds of onethird the free-flow speed or less. Such operations are caused by some combination of adverse progression, high signal density, high volumes, extensive delays at critical intersections, and inappropriate signal timing. 16

Level of service F characterizes arterial flow at extremely low speeds, from less than onethird to one-quarter of the free-flow speed. Intersection congestion is likely at critical signalized locations, with long delays and extensive queuing. These definitions are general and conceptual in nature, and they apply primarily to uninterrupted flow. Levels of service for interrupted flow facilities vary widely in terms of both the user's perception of service quality and the operational variables used to describe them. For each type of facility, levels of service are defined based on one or more operational parameters that best describe operating quality for the subject facility type. While the concept of level of service attempts to address a wide range of operating conditions, limitations on data collection and availability make it impractical to treat the full range of operational parameters for every type of facility. The parameters selected to define levels of service for each facility type are called measures of effectiveness or MOE's, and represent available measures that best describe the quality of operation on the subject facility type. Each level of service represents a range of conditions, as defined by a range in the parameters given. Thus, a level of service is not a discrete condition, but rather a range of conditions for which boundaries are established. The following tables describe levels of service for signalized and unsignalized intersections. Level of service for signalized intersections is defined in terms of average control delay. Delay is a measure of driver discomfort, frustration, fuel consumption and lost travel time, as well as time from movements at slower speeds and stops on intersection approaches as vehicles move up in queue position or slow down upstream of an intersection. Level of service for unsignalized intersections is determined by the computed or measured control delay and is determined for each minor movement. Signalized Intersections - Level of Service Level of Service A B C D E F Control Delay per Vehicle (sec) 10 10 and 20 20 and 35 35 and 55 55 and 80 80 17

Unsignalized Intersections - Level of Service Level of Service A B C D E F Average Total Delay per Vehicle (sec) 10 10 and 15 15 and 25 25 and 35 35 and 50 50 As described in the 2000 Highway Capacity Manual, level of service breakpoints for allway stop controlled (AWSC) intersections are somewhat different than the criteria used for signalized intersections. The primary reason for this difference is that drivers expect different levels of performance from distinct kinds of transportation facilities. The expectation is that a signalized intersection is designed to carry higher traffic volumes than an AWSC intersection. Thus a higher level of control delay is acceptable at a signalized intersection for the same level of service. AWSC Intersections - Level of Service Level of Service A B C D E F Average Total Delay per Vehicle (sec) 10 10 and 15 15 and 25 25 and 35 35 and 50 50 18

Detailed Average Rate Trip Calculations For 3.4 Th.Sq.Ft. GFA of Fast-Food Restaurant with Drive-Thru(934) - [R] Project: D & B Commercial Yelm Phase: Open Date: Analysis Date: Description: Average Standard Adjustment Driveway Rate Deviation Factor Volume Avg. Weekday 2-Way Volume 496.12 242.52 1.00 1687 7-9 AM Peak Hour Enter 23.16 0.00 1.00 79 7-9 AM Peak Hour Exit 22.26 0.00 1.00 75 7-9 AM Peak Hour Total 45.42 28.63 1.00 154 4-6 PM Peak Hour Enter 16.98 0.00 1.00 58 4-6 PM Peak Hour Exit 15.67 0.00 1.00 53 4-6 PM Peak Hour Total 32.65 19.73 1.00 111 AM Pk Hr, Generator, Enter 27.34 0.00 1.00 93 AM Pk Hr, Generator, Exit 26.27 0.00 1.00 89 AM Pk Hr, Generator, Total 53.61 26.27 1.00 182 PM Pk Hr, Generator, Enter 24.60 0.00 1.00 84 PM Pk Hr, Generator, Exit 22.70 0.00 1.00 77 PM Pk Hr, Generator, Total 47.30 25.52 1.00 161 Saturday 2-Way Volume 722.03 295.62 1.00 2455 Saturday Peak Hour Enter 30.09 0.00 1.00 102 Saturday Peak Hour Exit 28.91 0.00 1.00 99 Saturday Peak Hour Total 59.00 22.89 1.00 201 Sunday 2-Way Volume 542.72 206.86 1.00 1845 Sunday Peak Hour Enter 34.92 0.00 1.00 119 Sunday Peak Hour Exit 37.82 0.00 1.00 128 Sunday Peak Hour Total 72.74 11.95 1.00 247 Note: A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation Manual, 9th Edition, 2012 TRIP GENERATION 2013, TRAFFICWARE, LLC 19

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Detailed Average Rate Trip Calculations For 22.696 Th.Sq.Ft. GFA of Specialty Retail Center(826) - [R] Project: D & B Commercial Yelm Phase: Open Date: Analysis Date: Description: Average Standard Adjustment Driveway Rate Deviation Factor Volume Avg. Weekday 2-Way Volume 44.32 15.52 1.00 1006 7-9 AM Peak Hour Enter 0.00 0.00 1.00 0 7-9 AM Peak Hour Exit 0.00 0.00 1.00 0 7-9 AM Peak Hour Total 0.00 0.00 1.00 0 4-6 PM Peak Hour Enter 1.19 0.00 1.00 27 4-6 PM Peak Hour Exit 1.52 0.00 1.00 35 4-6 PM Peak Hour Total 2.71 1.83 1.00 62 AM Pk Hr, Generator, Enter 3.28 0.00 1.00 74 AM Pk Hr, Generator, Exit 3.56 0.00 1.00 81 AM Pk Hr, Generator, Total 6.84 3.55 1.00 155 PM Pk Hr, Generator, Enter 2.81 0.00 1.00 64 PM Pk Hr, Generator, Exit 2.21 0.00 1.00 50 PM Pk Hr, Generator, Total 5.02 2.31 1.00 114 Saturday 2-Way Volume 42.04 13.97 1.00 954 Saturday Peak Hour Enter 0.00 0.00 1.00 0 Saturday Peak Hour Exit 0.00 0.00 1.00 0 Saturday Peak Hour Total 0.00 0.00 1.00 0 Sunday 2-Way Volume 20.43 10.27 1.00 464 Sunday Peak Hour Enter 0.00 0.00 1.00 0 Sunday Peak Hour Exit 0.00 0.00 1.00 0 Sunday Peak Hour Total 0.00 0.00 1.00 0 Note: A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation Manual, 9th Edition, 2012 TRIP GENERATION 2013, TRAFFICWARE, LLC 21

Detailed Average Rate Trip Calculations For 19 Occupied Dwelling Units of Mobile Home Park(240) - [R] Project: D & B Commercial Phase: Open Date: Analysis Date: Description: Existing Use Average Standard Adjustment Driveway Rate Deviation Factor Volume Avg. Weekday 2-Way Volume 4.99 2.59 1.00 95 7-9 AM Peak Hour Enter 0.09 0.00 1.00 2 7-9 AM Peak Hour Exit 0.35 0.00 1.00 6 7-9 AM Peak Hour Total 0.44 0.68 1.00 8 4-6 PM Peak Hour Enter 0.37 0.00 1.00 7 4-6 PM Peak Hour Exit 0.22 0.00 1.00 4 4-6 PM Peak Hour Total 0.59 0.77 1.00 11 AM Pk Hr, Generator, Enter 0.11 0.00 1.00 2 AM Pk Hr, Generator, Exit 0.33 0.00 1.00 6 AM Pk Hr, Generator, Total 0.44 0.68 1.00 8 PM Pk Hr, Generator, Enter 0.37 0.00 1.00 7 PM Pk Hr, Generator, Exit 0.23 0.00 1.00 4 PM Pk Hr, Generator, Total 0.60 0.78 1.00 11 Saturday 2-Way Volume 5.00 2.75 1.00 95 Saturday Peak Hour Enter 0.29 0.00 1.00 6 Saturday Peak Hour Exit 0.25 0.00 1.00 4 Saturday Peak Hour Total 0.54 0.74 1.00 10 Sunday 2-Way Volume 4.36 2.49 1.00 83 Sunday Peak Hour Enter 0.25 0.00 1.00 5 Sunday Peak Hour Exit 0.25 0.00 1.00 5 Sunday Peak Hour Total 0.50 0.72 1.00 10 Note: A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation Manual, 9th Edition, 2012 TRIP GENERATION 2013, TRAFFICWARE, LLC 22

Heath & Associates, Inc. 2214 Tacoma Road Puyallup, WA 98371 File Name : 3604a Site Code : 3604 Start Date : 6/24/2015 Page No : 1 Groups Printed- Group 1 Autozone Access Yelm Avenue Yelm Avenue Southbound Westbound Northbound Eastbound Start Time Right Thru Left Right Thru Left Right Thru Left Right Thru Left Int. Total Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 04:00 PM 7 0 1 6 182 0 0 0 0 0 196 11 403 04:15 PM 11 0 0 5 212 0 0 0 0 0 180 8 416 04:30 PM 11 0 2 8 210 0 0 0 0 0 196 15 442 04:45 PM 15 0 2 8 199 0 0 0 0 0 191 8 423 Total 44 0 5 27 803 0 0 0 0 0 763 42 1684 05:00 PM 10 0 0 10 203 0 0 0 0 0 182 10 415 05:15 PM 15 0 0 6 202 0 0 0 0 0 192 15 430 05:30 PM 12 0 1 7 191 0 0 0 0 0 188 13 412 05:45 PM 12 0 1 9 197 0 0 0 0 0 186 12 417 Total 49 0 2 32 793 0 0 0 0 0 748 50 1674 Grand Total 93 0 7 59 1596 0 0 0 0 0 1511 92 3358 Apprch % 93.0 0.0 7.0 3.6 96.4 0.0 0.0 0.0 0.0 0.0 94.3 5.7 Total % 2.8 0.0 0.2 1.8 47.5 0.0 0.0 0.0 0.0 0.0 45.0 2.7 Autozone Access Out In Total 151 100 251 93 Right 7 Left Yelm Avenue Out In Total 1689 1603 3292 92 Left 1511 Thru 6/24/2015 4:00:00 PM 6/24/2015 5:45:00 PM Group 1 North 59 1596 Right Thru Out In Total 1518 1655 3173 Yelm Avenue 23

Heath & Associates, Inc. 2214 Tacoma Road Puyallup, WA 98371 File Name : 3604a Site Code : 3604 Start Date : 6/24/2015 Page No : 2 Autozone Access Southbound Yelm Avenue Westbound Northbound Yelm Avenue Eastbound Start Time Right Thru Left App. App. App. App. Int. Right Thru Left Right Thru Left Right Thru Left Total Total Total Total Total Peak Hour From 04:00 PM to 05:45 PM - Peak 1 of 1 Intersection 04:30 PM Volume 51 0 4 55 32 814 0 846 0 0 0 0 0 761 48 809 1710 Percent 92.7 0.0 7.3 3.8 96.2 0.0 0.0 0.0 0.0 0.0 94.1 5.9 04:30 11 0 2 13 8 210 0 218 0 0 0 0 0 196 15 211 442 Volume Peak Factor 0.967 High Int. 04:45 PM 04:30 PM 3:45:00 PM 04:30 PM Volume 15 0 2 17 8 210 0 218 0 0 0 0 0 196 15 211 Peak Factor 0.809 0.970 0.959 Autozone Access Out In Total 80 55 135 51 Right 4 Left Yelm Avenue Out In Total 865 809 1674 48 Left 761 Thru 6/24/2015 4:30:00 PM 6/24/2015 5:15:00 PM Group 1 North 32 814 Right Thru Out In Total 765 846 1611 Yelm Avenue 24

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HCM 2010 TWSC D & B COMMERCIAL 1: Yelm Avenue & Retail Access EXISTING PM PEAK Intersection Int Delay, s/veh 0.9 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 48 761 814 32 4 51 Conflicting Peds, /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 100 Veh in Median Storage, - 0 0-0 - Grade, % - 0 0-0 - Peak Hour Factor 96 96 97 97 81 81 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 50 793 839 33 5 63 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 872 0-0 1749 856 Stage 1 - - - - 856 - Stage 2 - - - - 893 - Critical Hdwy 4.1 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.2 - - - 3.5 3.3 Pot Cap-1 Maneuver 782 - - - 95 360 Stage 1 - - - - 420 - Stage 2 - - - - 403 - Platoon blocked, % - - - Mov Cap-1 Maneuver 782 - - - 89 360 Mov Cap-2 Maneuver - - - - 222 - Stage 1 - - - - 420 - Stage 2 - - - - 377 - Approach EB WB SB HCM Control Delay, s 0.6 0 17.4 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 782 - - - 222 360 HCM Lane V/C Ratio 0.064 - - - 0.022 0.175 HCM Control Delay (s) 9.9 - - - 21.6 17.1 HCM Lane LOS A - - - C C HCM 95th %tile Q(veh) 0.2 - - - 0.1 0.6 Baseline Synchro 8 Report Page 1 26

HCM 2010 TWSC D & B COMMERCIAL 1: Yelm Avenue & Retail Access 2017 PM PEAK WITHOUT PROJECT Intersection Int Delay, s/veh 0.9 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 48 776 830 32 4 51 Conflicting Peds, /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 100 Veh in Median Storage, - 0 0-0 - Grade, % - 0 0-0 - Peak Hour Factor 96 96 97 97 81 81 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 50 808 856 33 5 63 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 889 0-0 1780 872 Stage 1 - - - - 872 - Stage 2 - - - - 908 - Critical Hdwy 4.1 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.2 - - - 3.5 3.3 Pot Cap-1 Maneuver 771 - - - 91 353 Stage 1 - - - - 412 - Stage 2 - - - - 397 - Platoon blocked, % - - - Mov Cap-1 Maneuver 771 - - - 85 353 Mov Cap-2 Maneuver - - - - 217 - Stage 1 - - - - 412 - Stage 2 - - - - 371 - Approach EB WB SB HCM Control Delay, s 0.6 0 17.7 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 771 - - - 217 353 HCM Lane V/C Ratio 0.065 - - - 0.023 0.178 HCM Control Delay (s) 10 - - - 22 17.4 HCM Lane LOS A - - - C C HCM 95th %tile Q(veh) 0.2 - - - 0.1 0.6 Baseline Synchro 8 Report Page 1 27

HCM 2010 TWSC D & B COMMERCIAL 1: Yelm Avenue & Retail Access 2017 PM PEAK WITH PROJECT Intersection Int Delay, s/veh 0.9 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 48 804 859 32 4 51 Conflicting Peds, /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 100 Veh in Median Storage, - 0 0-0 - Grade, % - 0 0-0 - Peak Hour Factor 96 96 97 97 81 81 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 50 838 886 33 5 63 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 919 0-0 1840 902 Stage 1 - - - - 902 - Stage 2 - - - - 938 - Critical Hdwy 4.1 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.2 - - - 3.5 3.3 Pot Cap-1 Maneuver 751 - - - 84 339 Stage 1 - - - - 399 - Stage 2 - - - - 384 - Platoon blocked, % - - - Mov Cap-1 Maneuver 751 - - - 78 339 Mov Cap-2 Maneuver - - - - 208 - Stage 1 - - - - 399 - Stage 2 - - - - 358 - Approach EB WB SB HCM Control Delay, s 0.6 0 18.3 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 751 - - - 208 339 HCM Lane V/C Ratio 0.067 - - - 0.024 0.186 HCM Control Delay (s) 10.1 - - - 22.7 18 HCM Lane LOS B - - - C C HCM 95th %tile Q(veh) 0.2 - - - 0.1 0.7 Baseline Synchro 8 Report Page 1 28

HCM 2010 TWSC D & B COMMERCIAL 2: W Entrance & Yelm Avenue 2017 PM PEAK WITH PROJECT Intersection Int Delay, s/veh 0.6 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 836 20 22 888 21 22 Conflicting Peds, /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 50-0 - Veh in Median Storage, 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 909 22 24 965 23 24 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 930 0 1933 920 Stage 1 - - - - 920 - Stage 2 - - - - 1013 - Critical Hdwy - - 4.1-6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.2-3.5 3.3 Pot Cap-1 Maneuver - - 744-73 331 Stage 1 - - - - 392 - Stage 2 - - - - 354 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 744-71 331 Mov Cap-2 Maneuver - - - - 199 - Stage 1 - - - - 392 - Stage 2 - - - - 343 - Approach EB WB NB HCM Control Delay, s 0 0.2 22.7 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 250 - - 744 - HCM Lane V/C Ratio 0.187 - - 0.032 - HCM Control Delay (s) 22.7 - - 10 - HCM Lane LOS C - - A - HCM 95th %tile Q(veh) 0.7 - - 0.1 - Baseline Synchro 8 Report Page 1 29

HCM 2010 TWSC D & B COMMERCIAL 8: E ENTRANCE & Yelm Avenue 2017 PM PEAK WITH PROJECT Intersection Int Delay, s/veh 0.7 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 789 19 24 876 21 24 Conflicting Peds, /hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 50-0 - Veh in Median Storage, 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 0 0 0 0 0 Mvmt Flow 858 21 26 952 23 26 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 878 0 1872 868 Stage 1 - - - - 868 - Stage 2 - - - - 1004 - Critical Hdwy - - 4.1-6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.2-3.5 3.3 Pot Cap-1 Maneuver - - 778-80 355 Stage 1 - - - - 414 - Stage 2 - - - - 357 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 778-77 355 Mov Cap-2 Maneuver - - - - 207 - Stage 1 - - - - 414 - Stage 2 - - - - 345 - Approach EB WB NB HCM Control Delay, s 0 0.3 21.6 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 266 - - 778 - HCM Lane V/C Ratio 0.184 - - 0.034 - HCM Control Delay (s) 21.6 - - 9.8 - HCM Lane LOS C - - A - HCM 95th %tile Q(veh) 0.7 - - 0.1 - Baseline Synchro 8 Report Page 1 30