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HomeMy WebLinkAboutExhibit 19-03 WSDOT Comments on TIA dated June 20, 20251 Mo-chi Lindblad From:Larson, Andy <andrew.larson@wsdot.wa.gov> Sent:Monday, June 30, 2025 10:43 AM To:Mo-chi Lindblad Subject:RE: [EXTERNAL] FW: MSN Updated TIA Attachments:Mason St #3_CC.doc ALERT: BE CAUTIOUS This email originated outside the organization. Do not open attachments or click on links if you are not expecting them. Hi Mo-Chi, Please see the aƩached comment from Traffic for this review. Andrew Larson, PE Development Services Engineer (he/him/his) (360) 900-9541 From: Mo-chi Lindblad <MLindblad@co.jefferson.wa.us> Sent: Friday, June 27, 2025 9:27 AM To: Larson, Andy <andrew.larson@wsdot.wa.gov> Subject: [EXTERNAL] FW: MSN Updated TIA WARNING: This email originated from outside of WSDOT. Please use caution with links and attachments. Good morning Andy. I just wanted to follow up and confirm that you and your team received the updated report from Parametrix. Please let me know if WSDOT has any addiƟonal comments, I’ll be happy to incorporate them into the staff report if I receive them by end of business on Monday, June 30. If comments are received aŌer that, I’ll be sure to forward them to the Hearing Examiner as part of the record. Thanks again, and I appreciate your Ɵme and input. Best regards, Mo-chi Lindblad Jefferson County Department of Community Development mlindblad@co.jefferson.wa.us (360) 316-1602 From: Darren Sandeno <DSandeno@parametrix.com> Sent: Tuesday, June 24, 2025 4:29 PM To: Mo-chi Lindblad <MLindblad@co.jefferson.wa.us>; Abarca, Manuel <manuel.abarca@wsdot.wa.gov>; Larson, Andy <andrew.larson@wsdot.wa.gov>; Eric Kuzma <EKuzma@co.jefferson.wa.us> Cc: Bob Collins <bob@habitatejc.org>; Julie Miles <julie@habitatejc.org>; Tim Pula <tim@capexadvisory.com>; Zac Garrard <ZGarrard@parametrix.com>; Alex Atchison <AAtchison@parametrix.com>; Emily Welter 2 <EWelter@parametrix.com> Subject: MSN Updated TIA ALERT: BE CAUTIOUS This email originated outside the organization. Do not open attachments or click on links if you are not expecting them. Good aŌernoon, All- Please see the aƩached/updated TIA for the Mason Street Neighborhood project – updates were made based upon addiƟonal data provided by the County and a coordinaƟon meeƟng with WSDOT to ensure we were aligned on assumpƟons & other components. If you have any quesƟons, please don’t hesitate to reach out. Thank you- darren Olympic Region PLANS, SPECIFICATIONS AND ESTIMATE Review Comment Disposi tion Form Project Title: Mason Street Job Charge #: Reviewer (name & office) Casey Chilton – Traffic Design Date of Review Comments: 6/24/25 Responses By: Date of Disposition: Comment No. Sht or Pg. Review Comment Status Code Designer’s Response Status Code Legend: A = Incorporated B = Open/Under Review C = Evaluated/Not Incorporated D = Beyond Scope/Not Evaluated All “B” and “C” responses require explanatory comments. 8/6/2025 Page 1 of 1 1. GEN The LOS delay increasing from 79 s (F) to 107 s (F) is significant. What is the project proposing to do for mitigation? Please analyze an all-way stop by way of MUTCD warrant to see if this will alleviate the LOS degradation. If this does not alleviate the LOS, the addition of a raised compact roundabout may be needed, which will fit within the roadway prism. Please see examples of compact roundabouts: https://maps.app.goo.gl/ierF1SV5RqYVEin89 https://maps.app.goo.gl/8knkhWJwntz1FFn59 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 1 Mo-chi Lindblad From:Darren Sandeno <DSandeno@parametrix.com> Sent:Tuesday, June 24, 2025 4:29 PM To:Mo-chi Lindblad; Abarca, Manuel; Larson, Andy; Eric Kuzma Cc:Bob Collins; Julie Miles; Tim Pula; Zac Garrard; Alex Atchison; Emily Welter Subject:MSN Updated TIA Attachments:062425 MSN Updated TIA.pdf ALERT: BE CAUTIOUS This email originated outside the organization. Do not open attachments or click on links if you are not expecting them. Good aŌernoon, All- Please see the aƩached/updated TIA for the Mason Street Neighborhood project – updates were made based upon addiƟonal data provided by the County and a coordinaƟon meeƟng with WSDOT to ensure we were aligned on assumpƟons & other components. If you have any quesƟons, please don’t hesitate to reach out. Thank you- darren Technical Memorandum 719 2nd Avenue, Suite 200 • Seattle, WA 98104 | 206.394.3700 | Parametrix.com DATE: June 20, 2025 TO: Eric Kuzma, Jefferson County FROM: Emily Welter, PE SUBJECT: Mason Street Neighborhood Development Traffic Impact Analysis PROJECT NUMBER: 217-9085-002 PROJECT NAME: Mason Street Neighborhood Development Introduction This technical memorandum analyzes traffic impacts of the proposed Mason Street Neighborhood Development along Mason Street in Jefferson County, Washington. It replaces the earlier memorandum dated May 15, 2025, with updated traffic count data and revised growth assumptions. These changes align the analysis with the Jefferson County Comprehensive Plan, Public Review Draft (April 2025). The proposed development is expected to generate more than 200 average daily trips and 25 peak hour trips, so a traffic impact analysis is required per the Jefferson County’s Traffic Impact Analysis Technically Complete Checklist. This traffic impact analysis documents the project background information, existing roadway conditions and traffic operations, project impact analysis, and potential mitigation. Project Information The Mason Street Neighborhood Development (project) will be an attractive and vibrant neighborhood, providing affordable homeownership opportunities in East Jefferson County, particularly for the local workforce. The physical design will offer a welcoming, walkable neighborhood emphasizing internal social interaction while enhancing connectivity for the surrounding community. The project includes the construction of 24 duplexes (48 units), 22 fourplexes (88 units), and two group home buildings. The duplexes and fourplexes will provide 136 affordable dwelling units. The two group home buildings will provide common living spaces and caregiving services with a total of 12 dwelling units. The expected opening year of the full site is 2031. The project is bound by Mason Street to the north and Cedar Avenue to the east. There are four site access points to the project site. There is an internal roadway that runs from the northwest corner of the site to the southeast corner of the site. This roadway will be used for emergency services, waste service, resident moves, and major deliveries but will not be used for daily traffic. Figure 1 shows the proposed project site layout. Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 3 June 20, 2025 Study Area The study area for this project includes the following nine study intersections, as shown in Figure 2: 1. SR 19/Irondale Road 2. Patison Street/Irondale Road 3. Cedar Avenue/Mason Street 4. Cedar Avenue/SR 116 5. SR 19/SR 116 6. Site Access #1/Mason Street (new intersection) 7. Site Access #2 (Meg’s Way)/Mason Street 8. Site Access #3 (Sycamore Street)/Mason Street 9. Cedar Avenue/Site Access #4 Existing Conditions The Existing Conditions scenario represents Year 2024 conditions. The following sections summarize the existing roadway network characteristics, intersection and roadway segment traffic volumes, intersection and roadway segment traffic operations analysis, and safety analysis. Roadway Network The project site and study intersections are all located within the Port Hadlock-Irondale urban growth area (UGA). The classification and characteristics of the roadways within the study area are as follows:  SR 19 is a two-lane north-south highway with a two-way left-turn lane. It is classified as a rural minor arterial and is a designated Highway of Statewide Significance (HSS). The posted speed limit on SR 19 is 40 mph.  SR 116 is a two-lane rural major collector that intersects with SR 19 at the western terminus. The posted speed limit on SR 116 is 40 mph.  Irondale Road is a two-lane rural major collector that intersects with SR 19 at the western terminus. The posted speed limit on Irondale Road is 35 mph.  Cedar Avenue, Mason Street, and Patison Street are two-lane local roads. The posted speed limit on these roads is 25 mph. The three study intersections along SR 19 and SR 116 are under Washington State Department of Transportation (WSDOT) jurisdiction. The remaining study intersections are under Jefferson County jurisdiction. All study intersections are two-way stop-controlled (TWSC). Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 4 June 20, 2025 Figure 2. Study Area Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 5 June 20, 2025 Active Transportation and Transit There is an existing sidewalk on the west side of Cedar Avenue between Mason Street and the Jefferson County library access just north of SR 116. There are marked crosswalks at the future intersection of Cedar Avenue and Site Access #4 (intersection #9). There are existing bus stops for Jefferson Transit routes 1, 6A, and 7 located on both sides of Cedar Avenue north of SR 116, approximately 300 feet from the project site. Route 7 connects to Poulsbo and has the 3rd highest ridership in the system (based on 2023 Annual Ridership), serving approximately 16,300 riders each weekday. Route 1 connects to the Brinnon area and served approximately 14,700 riders in 2023 and route 6A connects to the Tri-Area and served approximately 11,300 riders in 2023. Traffic Volumes The study team met with Eric Kuzma at Jefferson County Public Works on October 9, 2024 to discuss methodology for this traffic impact analysis. Jefferson County confirmed the nine study intersections and the use of the weekday PM peak hour as the study period for the intersection traffic operations analysis. Existing intersection turning movement counts (TMCs) were collected on Tuesday, October 22nd, 2024, between 4 and 6 p.m. The nearby Chimacum Creek Primary School was in session for a full day. TMCs were collected for seven of the nine study intersections. Jefferson County provided TMCs for the SR 19/SR 116 intersection from Wednesday, December 3, 2024. The remaining study intersection (intersection #8) will be built as a part of the project. Based on the collected TMCs, the system peak hour for the study intersections is from 4 to 5 p.m. The collected intersection data is available in Attachment A. Jefferson County provided 24-hour tube counts along Cedar Avenue, Mason Street, and Patison Street that were collected in October 2024. There is additional annual average daily traffic (AADT) data available on the WSDOT Traffic Data Reporting System for SR 19 and SR 116. These two sets of data were used to develop Existing Conditions average daily traffic (ADT) volumes. Figure 3 shows the Existing Conditions PM peak hour intersection volumes and ADT along select roadway segments. Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 6 June 20, 2025 Figure 3. Existing Conditions Traffic Volumes Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 7 June 20, 2025 Traffic Operations Analysis This section discusses the traffic operations analysis of the study intersections and select roadway segments. Intersection Traffic Operations Traffic operations are often measured by an approach called “intersection level of service (LOS).” LOS is a scale ranging from A to F, with LOS A representing the best conditions with minimal amount of delay and LOS F representing the worst conditions with severe congestion and delay. Table 1 the intersection LOS delay thresholds for signalized intersections and unsignalized intersections. At two- way or one-way stop-controlled intersections, LOS is calculated and reported based on the worst movement at the intersection. The LOS standards for HSS facilities are set by WSDOT, with the LOS standard for HSS facilities in urban areas being LOS D or better. HSS facilities are exempt from County concurrency requirements. For the remaining roadways within the study area, the Jefferson County LOS standard is LOS D for better on all roadway facilities within the Port Hadlock-Irondale UGA, per Jefferson County Comprehensive Plan Policy LU-P-33.6 (December 2018). The Jefferson County Comprehensive Plan, Public Review Draft (April 2025) maintains this proposed LOS standard of D. Table 1. Highway Capacity Manual LOS Ratings LOS Average Delay (seconds/vehicle) Signalized Intersections Average Delay (seconds/vehicle) Unsignalized Intersections A ≤ 10 ≤ 10 B > 10 and ≤ 20 > 10 and ≤ 15 C > 20 and ≤ 35 > 15 and ≤ 25 D > 35 and ≤ 55 > 25 and ≤ 35 E > 55 and ≤ 80 > 35 and ≤ 50 F > 80 > 50 Source: Highway Capacity Manual (6th Edition), Transportation Research Board, 2016. LOS = level of service Intersection volume-to-capacity (v/c) ratio is another measure of effectiveness and assesses performance by comparing the volume for each movement against the available lane capacity. Neither WSDOT nor Jefferson County has v/c ratio standards for two-way stop-controlled intersections. The study intersections were evaluated for the Existing Conditions PM peak hour traffic operations using Synchro 11. Synchro 11 is a macroscopic analysis and optimization software application that supports the methodology of the Transportation Research Board’s Highway Capacity Manual (6th Edition). The intersection traffic operations results, including LOS, delay, and v/c ratio, are summarized in Table 2 and shown in Figure 4. The Synchro reports are available in Attachment B. All study intersections except for the intersection of SR 19 and SR 116 (intersection #5) operate within LOS standards. The intersection of SR 19 and SR 116 (intersection #5) operates at LOS F with 78 seconds of delay for the westbound left-turn movement. Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 8 June 20, 2025 Figure 4. Existing Conditions Intersection Level of Service – PM Peak Hour Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 9 June 20, 2025 Table 2. Existing Conditions Intersection Traffic Operations Results – PM Peak Hour ID Intersection Jurisdiction Control Type Delay (s) LOS v/c Ratio 1 SR 19/Irondale Road WSDOT TWSC 25 D 0.08 2 Patison Street/Irondale Road County TWSC 11 B 0.04 3 Cedar Avenue/Mason Street County TWSC 9 A 0.03 4 Cedar Avenue/SR 116 WSDOT TWSC 13 B 0.18 5 SR 19/SR 116 WSDOT TWSC 78 F 0.64 6 Site Access #1/Mason Street1 - - - - - 7 Site Access #2 (Meg’s Way)/Mason Street County TWSC 9 A 0.01 8 Site Access #3 (Sycamore Street)/Mason Street County TWSC 9 A 0.01 9 Cedar Avenue/Site Access #4 County TWSC 9 A 0.01 LOS = level of service; TWSC = two-way stop-controlled; v/c = volume-to-capacity 1 This intersection will be built with the project Roadway Segment Traffic Operations The segment of SR 19 between Irondale Road (intersection #1) and SR 116 (intersection #5) was analyzed for roadway segment LOS during the PM peak hour. The segment LOS analysis was completed using Highway Capacity Software (HCS) version 8.2 for two-lane highways. The WSDOT LOS standard for SR 19 in the study area is LOS D. The roadway segment analysis results for the Existing Conditions PM peak hour are shown in Table 3. HCS Reports are included in Attachment C. The segment of SR 19 operates within the LOS standard of LOS D or better. Table 3. Existing Conditions Roadway Segment Traffic Operations Results – PM Peak Hour Location Direction PM Peak Hour Volume (vph) Demand/Capacity LOS SR 19 between Irondale Road and SR 116 Northbound 460 0.30 C Southbound 595 0.39 D LOS = level of service; vph = vehicles per hour Safety Analysis Under 23 U.S. Code § 148 and 23 U.S. Code § 407, safety data, reports, surveys, schedules, lists compiled or collected for the purpose of identifying, evaluating, or planning the safety enhancement of potential crash sites, hazardous roadway conditions, or railway-highway crossings are not subject to discovery or admitted into evidence in a federal or state court proceeding or considered for other purposes in any action for damages arising from any occurrence at a location mentioned or addressed in such reports, surveys, schedules, lists, or data. Crash data was collected from WSDOT for the most recent 5-year period (2019 to 2023) for all roadways within the study. A total of 40 crashes occurred in this area during the study period. The crash locations and crash severity are shown in Figure 5. Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 10 June 20, 2025 Figure 5. Crash Locations (2019–2023) Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 11 June 20, 2025 Table 4 summarizes the crashes by severity for each intersection and segment within the study area. A total of 22 crashes occurred at intersections and 18 crashes occurred on roadway segments. No fatal crashes occurred in the study area during this time period, but there were two serious injury crashes that both occurred at the intersection of SR 19 and Irondale Road (intersection #1). One was an angle crash involving a speeding motorcyclist and the other was a head-on collision. Table 4. Total Crashes by Severity and Location (2019 to 2023) Location Fatal Serious Injury Minor Injury Possible Injury PDO Total Intersections 0 2 2 3 15 22 SR 19 & Irondale Road (#1) 0 2 0 0 5 7 SR 19 & W Patison Street 0 0 0 0 1 1 SR 19 & Kennedy Road 0 0 1 0 0 1 SR 19 & SR 116 (#5) 0 0 1 2 7 10 SR 116 & Hunt Road 0 0 0 1 0 1 SR 116 & Shotwell Place 0 0 0 0 1 1 Mason Street & Cedar Avenue (#3) 0 0 0 0 1 1 Segments 0 0 2 2 14 18 SR 19: Irondale Road to SR 116 0 0 1 2 6 9 Irondale Road: SR 19 to Patison Street 0 0 0 0 4 4 SR 116: SR 19 to Cedar Avenue 0 0 1 0 4 5 Total 0 2 4 5 29 40 PDO = property damage only Source: WSDOT 2024 Table 5 summarizes the total study area crashes by crash type and location. The majority of crashes were angle crashes (43%), followed by fixed object crashes (28%). The segment angle crashes all occurred at driveways. A utility pole was struck in over 63% of the fixed object crashes. No pedestrian- or bicycle-related crashes occurred in the study area during the study period. Table 5. Total Crashes by Crash Type and Location (2019 to 2023) Location Angle Fixed Object Rear End Animal Other Total Intersections 13 3 3 0 3 22 SR 19 & Irondale Road (#1) 5 0 1 0 1 7 SR 19 & W Patison Street 1 0 0 0 0 1 SR 19 & Kennedy Road 0 1 0 0 0 1 SR 19 & SR 116 (#5) 6 1 1 0 2 10 SR 116 & Hunt Road 0 0 1 0 0 1 SR 116 & Shotwell Place 1 0 0 0 0 1 Mason Street & Cedar Avenue (#3) 0 1 0 0 0 1 Segments 4 8 2 4 0 18 Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 12 June 20, 2025 Location Angle Fixed Object Rear End Animal Other Total SR 19: Irondale Road to SR 116 2 6 0 1 0 9 Irondale Road: SR 19 to Patison Street 0 1 1 2 0 4 SR 116: SR 19 to Cedar Avenue 2 1 1 1 0 5 Total 17 11 5 4 3 40 Source: WSDOT 2024 Future Without Project The expected opening year of the full site 2031. The Year 2031 Future Without Project scenario represents the expected roadway channelization and traffic operations in 2031 without the proposed Mason Street Neighborhood Development. This scenario serves as a baseline to compare the Year 2031 Future With Project scenario with. The following sections summarize the intersection and roadway segment traffic volumes and intersection and roadway segment traffic operations analysis. Roadway Network Per discussions with Jefferson County, there are no permitted or proposed developments or roadway projects in the study area. Active Transportation and Transit There is a planned extension of the Elsie Lopeman Trail south of SR 116 that would extend the existing sidewalk along the west side of Cedar Avenue to SR 116. Traffic Volume Forecasting The Year 2031 Future Without Project PM peak hour volumes were developed by applying a background growth rate and adding traffic generated from planned “pipeline” developments in the study area. A background growth rate of 1.2% per year was calculated by averaging annual growth rates from the following two sources.  Per the WSDOT Traffic Data Reporting System, the 2023 annual growth rate for SR 19 near SR 116 was 0.5%.  Per the Jefferson County Comprehensive Plan, Public Review Draft (April 2025), the average annual growth for ADTs along SR 116 was 1.8%. Per discussions with Jefferson County, there are no permitted or proposed “pipeline” developments that would generate additional vehicle trips in the study area. The Year 2031 Future Without Project PM peak hour intersection volumes and ADT along select roadway segments were developed by applying a total growth rate of 8.4% to the Existing Conditions PM peak hour intersection and ADT volumes. Figure 6 shows the Year 2031 Future Without Project PM peak hour intersection volumes and ADT along select roadway segments. Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 13 June 20, 2025 Figure 6. Year 2031 Future Without Project Traffic Volumes Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 14 June 20, 2025 Traffic Operations Analysis This section discusses the traffic operations analysis of the study intersections and select roadway segments. Intersection Traffic Operations The study intersections were evaluated for the Year 2031 Future Without Project PM peak hour traffic operations using Synchro 11. The intersection traffic operations results for the Year 2031 Future Without Project PM peak hour are summarized in Table 6 and shown in Figure 7. The Synchro reports are available in Attachment B. The intersection of SR 19 and SR 116 (intersection #5) continues to operate at LOS F with 75 seconds of additional delay for the westbound left-turn movement compared with Existing Conditions. The intersection of SR 19 and Irondale Road (intersection #1) worsens from LOS D to LOS E. The remaining study intersections operate within LOS standards in the Year 2031 Future Without Project scenario. Table 6. Year 2031 Future Without Project Intersection Traffic Operations Results – PM Peak Hour ID Intersection Jurisdiction Control Type Delay (s) LOS v/c Ratio 1 SR 19/Irondale Road WSDOT TWSC 26 D 0.08 2 Patison Street/Irondale Road County TWSC 11 B 0.04 3 Cedar Avenue/Mason Stret County TWSC 9 A 0.03 4 Cedar Avenue/SR 116 WSDOT TWSC 12 B 0.17 5 SR 19/SR 116 WSDOT TWSC 79 F 0.64 6 Site Access #1/Mason Street - - - - - 7 Site Access #2 (Meg’s Way)/Mason Street County TWSC 9 A 0.01 8 Site Access #3 (Sycamore Street)/Mason Street County TWSC 9 A 0.01 9 Cedar Avenue/Site Access #4 County TWSC 9 A 0.01 LOS = level of service; TWSC = two-way stop-controlled; v/c = volume-to-capacity Roadway Segment Traffic Operations The roadway segment analysis results for the Year 2031 Future Without Project PM peak hour are shown in Table 8. HCS Reports are included in Attachment C. The segment of SR 19 between Irondale Road and SR 116 continues to operate within the LOS standard of LOS C or better, similar to Existing Conditions. Table 7. Year 2031 Future Without Project Roadway Segment Traffic Operations Results – PM Peak Hour Location Direction PM Peak Hour Volume (vph) Demand/Capacity LOS SR 19 between Irondale Road and SR 116 Northbound 500 0.29 C Southbound 645 0.38 C Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 15 June 20, 2025 LOS = level of service; vph = vehicles per hour Figure 7. Year 2031 Future Without Project Intersection Level of Service – PM Peak Hour Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 16 June 20, 2025 Future With Project The expected opening year of the full site 2031. The Year 2031 Future With Project scenario represents the expected roadway channelization and traffic operations in 2031 with the proposed Mason Street Neighborhood Development. The following sections summarize the project trip generation, intersection and roadway segment traffic volumes and intersection and roadway segment traffic operations analysis. Active Transportation and Transit The project would maintain the existing sidewalk on the west side of Cedar Avenue and construct a new sidewalk along the south side of Mason Street for the full length of the project. Additionally, the site design emphasizes internal connectivity and walkability, encouraging active transportation within the neighborhood. The project would also construct new transit stops near the site, expanding access to Jefferson Transit services. Trip Generation The Mason Street Neighborhood Development (project) includes the construction of 24 duplexes (48 units), 22 fourplexes (88 units), and two adult family home buildings. The duplexes and fourplexes will provide 136 affordable dwelling units. The two adult family home buildings will provide common living spaces and caregiving services with six dwelling units each for a total of 12 dwelling units. There are no age restrictions for residents and the residents are not expected to operate their own vehicles. Project trips for the development were estimated using methodologies established in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 11th Edition (2022). The ITE land use (LU) codes of LU 223 Affordable Housing and LU 253 Congregate Care Facility were used to estimate trip generation for this project. The use of LU 223 for the affordable housing component was confirmed with Jefferson County during the project scoping meeting. The estimated trip generation for 136 units of LU 223 and 12 units of LU 253 is a total of 674 daily trips and 67 weekday PM peak hour trips, with 39 inbound trips and 28 outbound trips. The trip generation calculations and LU code descriptions are included in Attachment D. Trip Distribution and Assignment The estimated trips generated from the proposed project were distributed and assigned to the roadway network based on existing travel patterns in the study area. Of the trips currently traveling to the study area, about 50% travel from SR 19 southbound and 50% travel from SR 19 northbound. Of the trips currently traveling from the study area, about 40% travel to SR 19 northbound and 60% travel to SR 19 southbound. Parking will be provided throughout the site, with about 25% located along the north side of the site along Mason Street, 20% located south of Site Access #2, 25% located south of Site Access #3, and 30% located west of Site Access #4. To be conservative, it is assumed that all of the generated trips will travel through one of the three site access locations. Figure 8 and Figure 9 show the trip distribution percentages used to assign the PM peak hour and daily project trips to the study intersections. Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 17 June 20, 2025 Figure 8. Trip Distribution Percentages – Entering Trips Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 18 June 20, 2025 Figure 9. Trip Generation Distribution Percentages – Exiting Trips Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 19 June 20, 2025 The Year 2031 With Project PM peak hour intersection and ADT volumes were developed by adding the project trips to the Year 2031 Without Project PM peak hour intersection and ADT volumes. Figure 10 shows the Year 2031 With Project PM peak hour intersection volumes and ADT along select roadway segments. Traffic Operations Analysis This section discusses the traffic operations analysis of the study intersections and select roadway segments. Intersection Traffic Operations The study intersections were evaluated for the Year 2031 Future With Project PM peak hour traffic operations using Synchro 11. The intersection traffic operations results for the Year 2031 Future With Project PM peak hour are summarized and compared to the Year 2031 Future Without Project in Table 9. The Year 2031 Future With Project intersection traffic operations results are also shown in Figure 11. The Synchro reports are available in Attachment B. The Year 2031 Future With Project intersection operations are similar to the Year 2031 Future Without Project scenario. The intersection of SR 19 and Irondale Road (intersection #1) continues to operate at LOS D with a slight increase in delay. The intersection of SR 19 and SR 116 (intersection #5) continues to operate at LOS F with 28 seconds of additional delay for the westbound left-turn movement compared with the Year 2031 Future Without Project scenario. Roadway Segment Traffic Operations The roadway segment analysis results for the Year 2031 Future With Project PM peak hour are shown in Table 8. HCS Reports are included in Attachment C. The volumes are not expected to change along the segment of SR 19 between Irondale Road and SR 116 between the two Year 2031 scenarios, so the roadway segment results for the Year 2031 Future With Project PM peak hour are the same as the Year 2031 Future Without Project PM peak hour. The segment of SR 19 between Irondale Road and SR 116 continues to operate within the LOS standard of LOS C or better. Table 8. Year 2031 Future With Project Roadway Segment Traffic Operations Results – PM Peak Hour Location Direction PM Peak Hour Volume (vph) Demand/Capacity LOS SR 19 between Irondale Road and SR 116 Northbound 500 0.29 C Southbound 645 0.38 C LOS = level of service; vph = vehicles per hour Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 20 June 20, 2025 Figure 10. Year 2031 Future With Project Traffic Volumes Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 21 June 20, 2025 Table 9. Year 2031 Future Without and With Project Intersection Traffic Operations Results – PM Peak Hour ID Intersection Jurisdiction Control Type 2031 Without Project 2031 Future With Project Delay (s) LOS v/c Ratio Delay (s) LOS v/c Ratio 1 SR 19/Irondale Road WSDOT TWSC 26 D 0.08 28 D 0.09 2 Patison Street/Irondale Road County TWSC 11 B 0.04 11 B 0.06 3 Cedar Avenue/Mason Stret County TWSC 9 A 0.03 9 A 0.05 4 Cedar Avenue/SR 116 WSDOT TWSC 12 B 0.17 13 B 0.20 5 SR 19/SR 116 WSDOT TWSC 79 F 0.64 107 F 0.80 6 Site Access #1/Mason Street - - - - - 0 A 0.00 7 Site Access #2 (Meg’s Way)/Mason Street County TWSC 9 A 0.01 9 A 0.01 8 Site Access #3 (Sycamore Street)/Mason Street County TWSC 9 A 0.01 9 A 0.01 9 Cedar Avenue/Site Access #4 County TWSC 9 A 0.01 10 B 0.01 LOS = level of service; TWSC = two-way stop-controlled; v/c = volume-to-capacity Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 22 June 20, 2025 Figure 11. Year 2031 Future With Project Intersection Level of Service – PM Peak Hour Technical Memorandum HHEJC 217-9085-002 Mason Street Neighborhood Development Traffic Impact Analysis 23 June 20, 2025 Mitigation This section summarizes the traffic impact analysis and discusses potential mitigation at intersections that are below LOS standards during the PM peak hour and site access intersections. The LOS standards for HSS facilities are set by WSDOT, with the LOS standard for HSS facilities in urban areas being LOS D or better. HSS facilities are exempt from County concurrency requirements. For the remaining roadways within the study area, the Jefferson County LOS standard is LOS D for better on all roadway facilities within the Port Hadlock-Irondale UGA, per Policy LU-P-33.6. Intersection #5: SR 19 and SR 116 The SR 19/SR 116 intersection currently operates at LOS F and is projected to continue operating below WSDOT standards in the future, regardless of the proposed Mason Street Neighborhood Development. The project is expected to add only 36 PM peak hour trips—approximately 2.7% of total future volume at this location. While this represents a minor increase, any added volume contributes to an already constrained condition. At this time, there is no scoped, funded, or programmed improvement project identified at this intersection. While a long-term solution, such as a signal or roundabout, may ultimately be needed, the absence of a defined capital project presents challenges for determining proportionate share mitigation. Additionally, the Mason Street Neighborhood Development is publicly funded, non-profit-led project aimed at delivering permanently affordable housing for working families and vulnerable populations in the Port Hadlock area. In light of this, and in recognition of its transportation impacts, the project includes several meaningful multimodal improvements intended to support non-driving travel modes and reduce dependency on single-occupancy vehicles, including:  Installation of new sidewalks along Mason Street, filling gaps in the local pedestrian network;  Construction of new transit stops near the site, expanding access to Jefferson Transit services;  A site design that emphasizes internal connectivity and walkability, encouraging active transportation within the neighborhood. Given its limited traffic impact and significant public benefit, we believe the proposed non-capacity mitigation is both appropriate and aligned with WSDOT policy objectives around mode shift, vehicle miles traveled (VMT) reduction, and context-sensitive solutions. Site Access Intersections All of the site access intersections are expected to operate at LOS B or better in the Year 2031 Future With Project scenario, within Jefferson County LOS standards. Mitigation is not required. Technical Memorandum HHEJC 217-9085-002Mason Street Neighborhood Development Traffic Impact Analysis 26 June 20, 2025 Attachment A Traffic Counts www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00114000 0 0 Peak Hr 0 5 18 21 44 0 2 3 2 1 6 0 0Count Total 0 8 31 48 87 0 0 0 00010105:45 PM 0 0 3 5 8 0 0 0 0 0 0 0 5:30 PM 0 1 3 6 10 0 0 0 0 0 1 0 0 0 0 0 5:15 PM 0 0 1 7 8 0 1 0 1 1 2 0 0 0 0 0 5:00 PM 0 2 1 3 6 0 0 1 0 0 1 0 0 0 0 0 4:30 PM 0 1 4 5 10 0 0 0 0 0 1 0 0 0 9 17 0 EB WB NB SB Total East 4:45 PM 0 0 7 5 12 0 0 0 --4%HV%----- 0 0 4:15 PM 0 2 6 8 16 0 1 0 0 0 0 0 0 West North South 4:00 PM 0 2 6 0 0 422 43 0 232 570001701740 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 5%-1%3%-3%0%-3% Peak Hour All 0 0 0 322 0 0 788 62 0 0 2 19 0 44 00500162 0 1,458 0 HV 0 0 0 0 0 Count Total 0 0 0 0 0 36 0 430 1,101 0 2,739 0 275 1,30282603311700703000 48 127 0 291 1,401 5:45 PM 0 0 0 0 35 0 0 72 5 0 355 1,455 5:30 PM 0 0 0 0 0 4 0 103 2 0 57 149 00404000 53 148 0 381 1,458 5:15 PM 0 0 0 0 50 0 0 113 10 0 374 1,437 5:00 PM 0 0 0 0 0 7 0 120 13 0 54 149 00103700 58 134 0 345 0 4:45 PM 0 0 0 0 50 0 0 89 11 0 358 0 4:30 PM 0 0 0 0 0 3 0 100 9 0 67 139 00603700 60 138 0 360 0 4:15 PM 0 0 0 0 43 0 0 109 6 04:00 PM 0 0 0 0 0 4 0 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start 0 Irondale Rd SR-19 SR-19 15-min TotalUTLTTHRT SB 2.6%0.97 TOTAL 3.0%0.96 TH RTUTLTTHRTUTLT WB 2.6%0.84 NB 3.9%0.87 Peak Hour: 4:15 PM 5:15 PM HV %:PHF EB -- Date: 10/22/2024 Peak Hour Count Period: 4:00 PM 6:00 PMN SR-19 Irondale Rd Irondale RdSR-19SR-191,458TEV: 0.96PHF:5702328025960174 17 191 2750 43422465587010012 0 0 00 0project.manager.wa@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 4 0201001Peak Hour 0 0 0 0 0 0 0 1 0 6 0Count Total 0 0 0 0 0 3 0 2 4100001 0 4 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4 5:30 PM 0 0 0 0 0 0 1 0 0 0 0 05:15 PM 0 0 0 0 0 0 0 1 0 2 4 2 5:00 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 4:45 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 4:30 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:00 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 44 0 Interval Start 0 Irondale Rd SR-19 SR-19 15-min Total Rolling One HourEastbound 16 2 0 2 19 0000500 7 41 0 87 0 Peak Hour 0 0 0 0 7 0 0 28 3 0Count Total 0 0 0 0 0 1 0 8 32300140000000 1 5 0 10 36 5:45 PM 0 0 0 0 1 0 0 3 0 0 8 36 5:30 PM 0 0 0 0 0 0 0 1 0 0 2 5 0000000 0 3 0 6 44 5:15 PM 0 0 0 0 2 0 0 1 0 0 12 55 5:00 PM 0 0 0 0 0 0 0 6 1 0 0 5 0000000 0 5 0 10 0 4:45 PM 0 0 0 0 1 0 0 4 0 0 16 0 4:30 PM 0 0 0 0 0 0 0 5 1 0 2 6 0000200 1 8 0 17 0 4:15 PM 0 0 0 0 1 0 0 5 1 0 TH RT 4:00 PM 0 0 0 0 0 1 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start 0 Irondale Rd SR-19 SR-19 15-min Total Rolling One HourEastboundWestbound project.manager.wa@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 1 2 0 0 4 0 1 0 8 3 WB 2.4%0.90 NB 0.0%0.50 Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB 0.8%0.95 Date: 10/22/2024 Peak Hour Count Period: 4:00 PM 6:00 PM UT LT TH RT Interval Start Irondale Rd Irondale Rd Patison St 0 15-min TotalUTLTTHRT SB -- TOTAL 1.4%0.95 TH RT 4:00 PM 0 0 59 5 0 5 39 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 5 41 0 0 2 0 0 0 112 0 4:15 PM 0 0 55 7 0 0 4 0 0 0 0 0 0 105 0 4:45 PM 0 0 52 5 0 0 6 0 6 0 113 0 4:30 PM 0 0 51 8 0 3 31 0 3 0 0 0 0 101 431 5:00 PM 0 0 44 9 0 2 44 0 1 0 0 0 00338002 0 1 35 0 0 4 0 0 0 102 421 5:15 PM 0 0 47 7 0 0 2 0 1 0 0 0 0 83 382 5:45 PM 0 0 35 2 0 0 1 0 2 0 96 404 5:30 PM 0 0 39 3 0 4 34 0 2 0 0 0 0 73 3540400000228002 Count Total 0 0 382 46 0 25 290 0 0 0 785 0 Peak Hour All 0 0 217 0 0 23 0 19 0 0 0 0 0 6 0200000 0 431 0 HV 0 0 2 0 0 2 14 0 10 0 0 02501614900 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%----1%13%1%--0%-HV%--1%0%- 0 0 4:15 PM 1 3 0 0 4 0 2 1 0 0 1 1 0 West North South 4:00 PM 1 1 0 0 2 0 EB WB NB SB Total East 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 2 2 0 0 0 1 5:15 PM 2 0 0 0 2 0 1 0 0 0 1 0 3 0 0 0 5:00 PM 1 3 0 0 4 1 0 1 0 0 1 0 5:45 PM 1 0 0 0 1 0 0 1 0 0 0 0 5:30 PM 1 1 0 0 2 0 0 0 0 0 1 0 0 0 0 0 0000000 0 1 Peak Hr 2 4 0 0 6 0 4 5 0 0 6 4 3Count Total 7 8 0 0 15 1 0004300 0 0 002 2 0 00 3N Patison St Irondale Rd Irondale Rd Patison StIrondale Rd 431TEV: 0.95PHF: 149 16 165 2270 10142441025 217242 163 0 project.manager.wa@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start Irondale Rd Irondale Rd Patison St 0 15-min Total Rolling One HourEastboundWestbound 0 0 0 2 0 4:15 PM 0 0 1 0 0 0 0 0 0 0 TH RT 4:00 PM 0 0 1 0 0 1 0 UT LT TH RT UT LT 4 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0012000 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 4 8 5:15 PM 0 0 2 0 0 0 0 0 0 0 0 6 5:00 PM 0 0 1 0 0 0 3 0 0 0 0 0 0 2 6 5:30 PM 0 0 1 0 0 0 1 0 0 0 0 0 0000000 0 0 0 0 0 0 0 0 0 2 8 5:45 PM 0 0 0 1 0 0 0 0 0 0 1 9000000 0 0 0 15 0 Peak Hour 0 0 2 0 0 0 0 0 0 0Count Total 0 0 6 1 0 2 6 Westbound Northbound Southbound LT TH RT LT TH RT LT 6 0 Interval Start Irondale Rd Irondale Rd Patison St 0 15-min Total Rolling One HourEastbound 0 0 0 0 0 0022000 0 0 1 0 4:15 PM 0 0 0 2 0 1 0 0 0 0 0 TH RT LT TH RT 4:00 PM 0 0 0 0 0 0 4:45 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 2 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 0 0 1 0 0 0 0 1 4 4 5:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 3 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 3 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 2000000 Count Total 0 1 0 2 3 0 0 0 0 4 0000000Peak Hour 0 0 0 2 2 0 0 0 0 6 0 project.manager.wa@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 4 0 0 2 3 0 0 0 9 50101050 2 0 Peak Hr 3 0 1 1 5 0 0 0 1 0 1 0 7Count Total 3 0 3 2 8 0 0 0 00000005:45 PM 0 0 1 1 2 0 0 0 0 0 0 0 5:30 PM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 3 2 0 0 5:00 PM 0 0 1 0 1 0 0 0 1 0 1 0 0 0 0 0 4:30 PM 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 EB WB NB SB Total East 4:45 PM 0 0 0 0 0 0 0 0 -0%2%HV%-0%-19%- 2 0 4:15 PM 2 0 0 1 3 0 0 0 0 0 0 0 2 West North South 4:00 PM 0 0 0 0 31 42 0 0 0 331600000 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total ---3%0%4%--- Peak Hour All 0 5 0 0 0 57 86 0 0 0 0 1 0 5 0000010 1 128 0 HV 0 0 0 3 0 Count Total 0 6 0 36 0 0 0 0 58 4 247 0 25 1211300030000003 0 6 1 34 124 5:45 PM 0 0 0 6 0 0 6 16 0 0 25 124 5:30 PM 0 0 0 5 0 0 0 4 0 0 0 8 0000009 0 7 1 37 128 5:15 PM 0 0 0 4 0 0 7 16 0 0 28 126 5:00 PM 0 4 0 2 0 0 0 10 0 0 0 8 0000004 0 6 0 34 0 4:45 PM 0 1 0 5 0 0 14 10 0 0 29 0 4:30 PM 0 0 0 4 0 0 0 6 0 0 0 12 0000006 0 8 2 35 0 4:15 PM 0 0 0 5 0 0 8 11 0 04:00 PM 0 1 0 5 0 0 0 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start Mason St 0 Cedar Ave Cedar Ave 15-min TotalUTLTTHRT SB 2.9%0.71 TOTAL 3.9%0.86 TH RTUTLTTHRTUTLT WB -- NB 1.4%0.76 Peak Hour: 4:15 PM 5:15 PM HV %:PHF EB 14.3%0.88 Date: 10/22/2024 Peak Hour Count Period: 4:00 PM 6:00 PM 0 0 00100 05 0N Cedar Ave Mason St Cedar AveCedar AveMason St 128TEV: 0.86PHF:1333447042317349016 521 32 0 project.manager.wa@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 1 0001000Peak Hour 0 0 0 0 0 0 0 0 0 1 0Count Total 0 0 0 0 0 0 0 1 0000000 0 1 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 05:15 PM 0 0 0 0 0 0 0 0 0 0 1 1 5:00 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:00 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 5 0 Interval Start Mason St 0 Cedar Ave Cedar Ave 15-min Total Rolling One HourEastbound 1 0 0 0 1 0000000 0 2 0 8 0 Peak Hour 0 0 0 3 0 0 0 3 0 0Count Total 0 0 0 3 0 0 0 2 4100010000000 0 0 0 1 2 5:45 PM 0 0 0 0 0 0 0 1 0 0 0 2 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 1 5 5:15 PM 0 0 0 0 0 0 0 1 0 0 0 4 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 1 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 3 0 4:30 PM 0 0 0 1 0 0 0 0 0 0 0 1 0000000 0 0 0 0 0 4:15 PM 0 0 0 2 0 0 0 0 0 0 TH RT 4:00 PM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start Mason St 0 Cedar Ave Cedar Ave 15-min Total Rolling One HourEastboundWestbound project.manager.wa@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 1 0 0 0 0 0 0 0 1 10003001 1 0 Peak Hr 3 11 0 4 18 1 2 3 0 1 6 0 0Count Total 13 15 0 5 33 2 0 0 00100105:45 PM 2 2 0 1 5 0 0 0 0 0 0 0 5:30 PM 5 1 0 0 6 0 0 0 0 0 1 0 0 0 0 0 5:15 PM 2 1 0 0 3 1 0 0 0 1 1 0 0 0 0 0 5:00 PM 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 2 1 0 1 4 0 0 0 0 0 2 0 0 0 0 1 1 EB WB NB SB Total East 4:45 PM 0 2 0 0 2 0 0 0 ---HV%-0%1%-0% 1 0 4:15 PM 1 7 0 3 11 0 2 0 0 0 1 0 0 West North South 4:00 PM 0 1 0 0 0 0 0 0 45 0010181670 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --7%-2%3%-6%1% Peak Hour All 0 36 217 117 0 0 0 0 0 0 3 0 1 18 01010000 45 592 0 HV 0 0 3 0 0 Count Total 0 92 427 0 1 0 335 78 0 82 1,132 0 116 54000040900331300 7 0 8 130 570 5:45 PM 0 11 46 0 16 0 0 0 0 0 140 567 5:30 PM 0 14 60 0 0 0 25 0 0 0 12 0 70043800 10 0 13 154 577 5:15 PM 0 11 59 0 13 0 0 0 0 0 146 592 5:00 PM 0 20 45 0 0 0 53 0 0 0 13 0 110044800 9 0 6 127 0 4:45 PM 0 17 53 0 22 0 0 0 0 0 150 0 4:30 PM 0 8 36 0 0 0 46 0 0 0 13 0 1400371500 10 0 14 169 0 4:15 PM 0 3 68 0 22 0 0 0 0 04:00 PM 0 8 60 0 1 0 54 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start SR-116 SR-116 0 Cedar Ave 15-min TotalUTLTTHRT SB 4.4%0.83 TOTAL 3.0%0.88 TH RTUTLTTHRTUTLT WB 4.4%0.81 NB -- Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB 1.2%0.89 Date: 10/22/2024 Peak Hour Count Period: 4:00 PM 6:00 PM 1 0 002 0 1 00 0N Cedar Ave SR-116 SR-116Cedar AveSR-116 592TEV: 0.88PHF:454590103067 181 249 2631 217 36253 226 0 project.manager.wa@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 3 0200000Peak Hour 0 1 0 0 0 0 0 0 1 6 0Count Total 0 2 0 0 0 3 0 0 3000001 0 2 5:45 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 2 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 05:15 PM 0 1 0 0 0 0 0 0 1 1 3 3 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 4:30 PM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:00 PM 0 1 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 18 0 Interval Start SR-116 SR-116 0 Cedar Ave 15-min Total Rolling One HourEastbound 0 0 0 3 0 10010100 3 0 2 33 0 Peak Hour 0 0 3 0 1 0 0 0 0 0Count Total 0 3 10 0 0 0 14 5 15000001002000 0 0 0 6 12 5:45 PM 0 1 1 0 0 0 0 0 0 0 3 10 5:30 PM 0 0 5 0 0 0 1 0 0 0 0 0 0001000 0 0 0 1 18 5:15 PM 0 1 1 0 0 0 0 0 0 0 2 18 5:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0002000 1 0 0 4 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 11 0 4:30 PM 0 0 2 0 0 0 1 0 0 0 2 0 1006100 0 0 0 1 0 4:15 PM 0 0 1 0 0 0 0 0 0 0 TH RT 4:00 PM 0 0 0 0 0 0 1 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start SR-116 SR-116 0 Cedar Ave 15-min Total Rolling One HourEastboundWestbound project.manager.wa@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 1 0 1 2 00002000 1 0 Peak Hr 3 0 0 0 3 2 0 0 0 0 2 1 0Count Total 3 0 0 0 3 2 0 0 00000015:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 1 0 0 0 1 0 0 0 0 0 2 0 0 0 0 0 0 EB WB NB SB Total East 4:45 PM 0 0 0 0 0 0 0 0 ---HV%--18%-- 0 0 4:15 PM 2 0 0 0 2 2 0 0 0 0 0 0 0 West North South 4:00 PM 0 0 0 0 0 0 0 0 1 00002340 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --0%-0%7%-0%0% Peak Hour All 0 0 17 6 0 0 0 0 0 0 0 0 0 3 0000000 1 46 0 HV 0 0 3 0 0 Count Total 0 0 32 0 0 0 39 3 0 1 81 0 7 35000100001000 1 0 0 9 37 5:45 PM 0 0 5 0 1 0 0 0 0 0 10 43 5:30 PM 0 0 4 0 0 0 3 0 0 0 0 0 0007100 0 0 0 9 42 5:15 PM 0 0 2 0 0 0 0 0 0 0 9 46 5:00 PM 0 0 4 0 0 0 5 0 0 0 0 0 0003000 0 0 0 15 0 4:45 PM 0 0 6 0 1 0 0 0 0 0 9 0 4:30 PM 0 0 3 0 0 0 11 0 0 0 0 0 0004100 1 0 1 13 0 4:15 PM 0 0 4 0 2 0 0 0 0 04:00 PM 0 0 4 0 0 0 5 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start Mason St Mason St 0 Meg's Way 15-min TotalUTLTTHRT SB 0.0%0.25 TOTAL 6.5%0.77 TH RTUTLTTHRTUTLT WB 0.0%0.56 NB -- Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB 17.6%0.71 Date: 10/22/2024 Peak Hour Count Period: 4:00 PM 6:00 PM 2 0 000 0 0 00 0N Meg's Way Mason St Mason StMeg's WayMason St 46TEV: 0.77PHF:112404 23 27 180 17 017 24 0 project.manager.wa@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 2 0000000Peak Hour 0 2 0 0 0 0 0 0 0 2 0Count Total 0 2 0 0 0 0 0 0 0000000 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 05:15 PM 0 0 0 0 0 0 0 0 0 0 2 2 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 2 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:00 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 3 0 Interval Start Mason St Mason St 0 Meg's Way 15-min Total Rolling One HourEastbound 0 0 0 0 0 0000000 0 0 0 3 0 Peak Hour 0 0 3 0 0 0 0 0 0 0Count Total 0 0 3 0 0 0 0 0 0000000000000 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 0 3 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 3 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 1 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 2 0 4:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0000000 0 0 0 0 0 4:15 PM 0 0 2 0 0 0 0 0 0 0 TH RT 4:00 PM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start Mason St Mason St 0 Meg's Way 15-min Total Rolling One HourEastboundWestbound project.manager.wa@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 1 0 0 1 00002000 0 0 Peak Hr 3 0 0 0 3 2 0 0 0 0 2 0 1Count Total 3 0 0 0 3 2 0 0 00000005:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 1 0 0 0 1 0 0 0 0 0 2 0 0 0 0 0 0 EB WB NB SB Total East 4:45 PM 0 0 0 0 0 0 0 0 ---HV%--17%-- 0 0 4:15 PM 2 0 0 0 2 2 0 0 0 0 0 0 0 West North South 4:00 PM 0 0 0 0 0 0 0 0 3 00002760 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --0%--6%-0%0% Peak Hour All 0 0 18 14 0 0 0 0 0 0 0 0 0 3 0000000 0 54 0 HV 0 0 3 0 0 Count Total 0 1 34 0 0 0 46 6 0 0 101 0 10 47000100002100 0 0 0 12 47 5:45 PM 0 1 5 0 3 0 0 0 0 0 13 53 5:30 PM 0 0 5 0 0 0 4 0 0 0 1 0 0008200 1 0 0 12 51 5:15 PM 0 0 2 0 2 0 0 0 0 0 10 54 5:00 PM 0 0 4 0 0 0 5 0 0 0 1 0 0003000 1 0 0 18 0 4:45 PM 0 0 6 0 2 0 0 0 0 0 11 0 4:30 PM 0 0 3 0 0 0 12 0 0 0 0 0 0005200 1 0 0 15 0 4:15 PM 0 0 4 0 2 0 0 0 0 04:00 PM 0 0 5 0 0 0 7 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start Mason St Mason St 0 Sycamore St 15-min TotalUTLTTHRT SB 0.0%0.75 TOTAL 5.6%0.75 TH RTUTLTTHRTUTLT WB 0.0%0.59 NB -- Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB 16.7%0.75 Date: 10/22/2024 Peak Hour Count Period: 4:00 PM 6:00 PM 0 2 000 0 0 00 0N Sycamore St Mason St Mason StSycamore StMason St 54TEV: 0.75PHF:033606 27 33 210 18 018 27 0 project.manager.wa@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 2 0000000Peak Hour 2 0 0 0 0 0 0 0 0 2 0Count Total 2 0 0 0 0 0 0 0 0000000 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 05:15 PM 0 0 0 0 0 0 0 0 0 0 2 2 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 2 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:00 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 3 0 Interval Start Mason St Mason St 0 Sycamore St 15-min Total Rolling One HourEastbound 0 0 0 0 0 0000000 0 0 0 3 0 Peak Hour 0 0 3 0 0 0 0 0 0 0Count Total 0 0 3 0 0 0 0 0 0000000000000 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 0 3 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 3 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 1 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 2 0 4:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0000000 0 0 0 0 0 4:15 PM 0 0 2 0 0 0 0 0 0 0 TH RT 4:00 PM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start Mason St Mason St 0 Sycamore St 15-min Total Rolling One HourEastboundWestbound project.manager.wa@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00101000 0 0 Peak Hr 0 0 1 1 2 0 0 0 1 0 1 0 0Count Total 0 0 3 5 8 0 0 0 00000005:45 PM 0 0 1 1 2 0 0 0 0 0 0 0 5:30 PM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 1 0 1 0 0 0 1 0 1 0 0 0 0 0 4:30 PM 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 EB WB NB SB Total East 4:45 PM 0 0 0 0 0 0 0 0 --1%HV%----- 0 0 4:15 PM 0 0 0 3 3 0 0 0 0 0 0 0 0 West North South 4:00 PM 0 0 0 0 0 81 3 0 0 49004000 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%--2%-1%0%-- Peak Hour All 0 0 0 1 0 0 155 5 0 0 0 1 0 2 0000010 0 137 0 HV 0 0 0 0 0 Count Total 0 0 0 0 0 5 0 0 100 0 266 0 29 13315200100010100 0 10 0 34 135 5:45 PM 0 0 0 0 0 0 0 24 0 0 31 137 5:30 PM 0 0 0 0 0 0 0 15 1 0 0 15 0000000 0 10 0 39 136 5:15 PM 0 0 0 0 0 0 0 25 2 0 31 133 5:00 PM 0 0 0 0 0 2 0 17 0 0 0 13 0010000 0 11 0 36 0 4:45 PM 0 0 0 0 0 0 0 24 0 0 30 0 4:30 PM 0 0 0 0 0 1 0 13 0 0 0 17 0000000 0 14 0 36 0 4:15 PM 0 0 0 0 0 0 0 22 0 04:00 PM 0 0 0 0 0 0 0 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start 0 Driveway Cedar Ave Cedar Ave 15-min TotalUTLTTHRT SB 2.0%0.82 TOTAL 1.5%0.88 TH RTUTLTTHRTUTLT WB 0.0%0.50 NB 1.2%0.78 Peak Hour: 4:30 PM 5:30 PM HV %:PHF EB -- Date: 10/22/2024 Peak Hour Count Period: 4:00 PM 6:00 PMN Cedar Ave Driveway DrivewayCedar AveCedar Ave137TEV: 0.88PHF:490498100 4 4 30 3818453000010 0 0 00 0project.manager.wa@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 1 0001000Peak Hour 0 0 0 0 0 0 0 0 0 1 0Count Total 0 0 0 0 0 0 0 1 0000000 0 1 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 05:15 PM 0 0 0 0 0 0 0 0 0 0 1 1 5:00 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:00 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 2 0 Interval Start 0 Driveway Cedar Ave Cedar Ave 15-min Total Rolling One HourEastbound 1 0 0 0 1 0000000 0 5 0 8 0 Peak Hour 0 0 0 0 0 0 0 3 0 0Count Total 0 0 0 0 0 0 0 2 4100010000000 0 0 0 1 2 5:45 PM 0 0 0 0 0 0 0 1 0 0 0 2 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 0 1 5 5:15 PM 0 0 0 0 0 0 0 1 0 0 0 4 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 1 0 1 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 3 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 3 0000000 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 TH RT 4:00 PM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start 0 Driveway Cedar Ave Cedar Ave 15-min Total Rolling One HourEastboundWestbound project.manager.wa@idaxdata.com www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 1 1 0 Date: 12/03/2024 Peak Hour Count Period: 4:00 PM 6:00 PM SB 3.4%0.88 TOTAL 4.3%0.93 TH RT WB 2.6%0.88 NB 6.5%0.94 Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB 0.0%0.75 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start Charles St SR-116 SR-19 SR-19 15-min TotalUTLTTHRT 0 10 1 42 0 0 57 110 0 334 0 4:15 PM 0 0 0 1 41 0 0 79 21 04:00 PM 0 0 0 2 0 23 1 43 89 0 302 0 4:45 PM 0 0 1 0 36 0 1 89 20 0 298 0 4:30 PM 0 0 0 2 0 22 0 82 20 0 50 92 0 305 1,239 5:00 PM 0 0 0 1 0 11 0 84 18 0 46 104 001603600 0 13 0 38 0 0 39 73 0 275 1,180 5:15 PM 0 0 0 0 56 0 0 72 23 0 49 109 0 254 1,118 5:45 PM 0 0 0 0 22 0 0 46 10 0 284 1,166 5:30 PM 0 0 0 0 0 18 0 72 17 0 41 103 0 212 1,025631503664001302001 Count Total 0 0 1 6 0 126 2 361 744 0 2,264 0 Peak Hour All 0 0 1 291 0 2 587 144 0 0 3 17 0 53 00400234 0 1,239 0 HV 0 0 0 0 0 2 1 334 79 0 196 395507121550 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 5%-2%4%-4%3%0%3%-0%7%HV%--0%0%- 0 0 4:15 PM 0 3 7 3 13 0 0 0 0 0 0 0 0 West North South 4:00 PM 0 1 7 10 18 0 EB WB NB SB Total East 4:45 PM 0 0 7 5 12 0 0 0 0 0 0 0 4:30 PM 0 2 6 2 10 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 2 1 3 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 2 0 2 0 0 0 0 0 0 0 5:45 PM 0 2 1 3 6 0 0 0 0 0 0 0 5:30 PM 0 0 1 6 7 0 0 0 0 0 0 0 0 0 0 0 0000001 0 0 Peak Hour 0 6 27 20 53 0 0 0 0 0 0 1 0Count Total 0 8 33 30 71 0 0000000 0 0 0 0000000 0 0 0 00 0N SR-19 SR-116 SR-116 SR-19Charles St SR-191,239TEV: 0.93PHF:03951965914890155 2 71 228 2760 79334141447105 1 0 6 3 0 project.manager.wa@idaxdata.com www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. SouthboundNorthboundWestboundEastbound Northbound Southbound UT LT TH RT UT LT TH RT Interval Start Charles St SR-116 SR-19 SR-19 15-min Total Rolling One HourEastboundWestbound 1 9 0 18 0 4:15 PM 0 0 0 0 1 0 0 5 2 0 TH RT 4:00 PM 0 0 0 0 0 0 0 UT LT TH RT UT LT 13 0 4:30 PM 0 0 0 0 0 2 0 6 1 0 0 3 0000300 0 0 0 0 0 0 1 1 0 10 0 4:45 PM 0 0 0 0 0 0 0 6 0 0 0 0 0 2 37 5:15 PM 0 0 0 0 0 0 0 1 1 0 12 53 5:00 PM 0 0 0 0 0 0 0 6 1 0 1 4 0 3 27 5:30 PM 0 0 0 0 0 0 0 2 0 0 0 1 0000000 0 1 0 1 0 0 2 4 0 7 24 5:45 PM 0 0 0 0 0 0 0 1 0 0 6 18100210 7 23 0 71 0 Peak Hour 0 0 0 0 5 0 0 28 5 0Count Total 0 0 0 0 0 3 0 0 04:00 PM RT 53 0 Interval Start Charles St SR-116 SR-19 SR-19 15-min Total Rolling One Hour 23 4 0 3 17 0020400 RTTHLT RTTHLTRT 0 5:00 PM 0000 0 0 4:45 PM 0 0 0 0 0 4:30 PM 00000004:15 PM 0 0 0 0 0 0 0 0 5:45 PM 0 0 0 0 0 5:30 PM 0000000 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 000000000 Peak Hour 0 0Count Total 0 THLT 0000000 0 00000 0 0 0 0 0000 0 0 0 00 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 0 000 0 0 0 000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 project.manager.wa@idaxdata.com Technical Memorandum HHEJC 217-9085-002Mason Street Neighborhood Development Traffic Impact Analysis 27 June 20, 2025 Attachment B Synchro Reports Existing PM 1: SR 19 & Irondale Road Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 3.4 Movement WBL WBR NBT NBR SBL SBT Existing PM 2: Patison Street & Irondale Road Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 0.9 Movement EBT EBR WBL WBT NBL NBR Existing PM 3: Cedar Avenue & Mason Street Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 3.4 Movement EBL EBR NBL NBT SBT SBR Existing PM 4: Ness Corner Road (SR 116) & Cedar Avenue Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 2.4 Movement EBL EBT WBT WBR SBL SBR Existing PM 5: SR 19 & Charles Street/Ness Corner Road (SR 116) Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 7.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Existing PM 7: Mason Street & Meg's Way Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 1.6 Movement EBL EBT WBT WBR SBL SBR Existing PM 8: Mason Street & Sycamore Street Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 0.7 Movement EBL EBT WBT WBR SBL SBR Existing PM 9: Cedar Avenue & Driveway Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 0.3 Movement WBL WBR NBT NBR SBL SBT No Build PM 1: SR 19 & Irondale Road Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 3.5 Movement WBL WBR NBT NBR SBL SBT No Build PM 2: Patison Street & Irondale Road Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 0.8 Movement EBT EBR WBL WBT NBL NBR No Build PM 3: Cedar Avenue & Mason Street Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 3.2 Movement EBL EBR NBL NBT SBT SBR No Build PM 4: Ness Corner Road (SR 116) & Cedar Avenue Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 2.4 Movement EBL EBT WBT WBR SBL SBR No Build PM 5: SR 19 & Charles Street/Ness Corner Road (SR 116) Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 7.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR No Build PM 7: Mason Street & Meg's Way Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 1.6 Movement EBL EBT WBT WBR SBL SBR No Build PM 8: Mason Street & Sycamore Street Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 0.7 Movement EBL EBT WBT WBR SBL SBR No Build PM 9: Cedar Avenue & Driveway Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 0.3 Movement WBL WBR NBT NBR SBL SBT Build PM 1: SR 19 & Irondale Road Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 3.6 Movement WBL WBR NBT NBR SBL SBT Build PM 2: Patison Street & Irondale Road Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 1.1 Movement EBT EBR WBL WBT NBL NBR Build PM 3: Cedar Avenue & Mason Street Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 4.1 Movement EBL EBR NBL NBT SBT SBR Build PM 4: Ness Corner Road (SR 116) & Cedar Avenue Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 2.9 Movement EBL EBT WBT WBR SBL SBR Build PM 5: SR 19 & Charles Street/Ness Corner Road (SR 116) Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 10.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Build PM 6: Mason Street Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 0 Movement EBT EBR WBL WBT NBL NBR Build PM 7: Mason Street & Meg's Way Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 1.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Build PM 8: Mason Street & Sycamore Street Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Build PM 9: Cedar Avenue & Driveway Mason Street TIA HCM 6th TWSC Prepared by:Synchro 11 Report 06/19/2025 Intersection Int Delay, s/veh 1.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Technical Memorandum HHEJC 217-9085-002Mason Street Neighborhood Development Traffic Impact Analysis 28 June 20, 2025 Attachment C HCS Reports HCS Two-Lane Highway Report Project InformationAnalystParametrixDate11/20/2024AgencyAnalysis Year2024JurisdictionTime AnalyzedProject Description Mason St TIA - SR 19 NB - Existing PMUnitsU.S. CustomarySegment 1 Vehicle InputsSegment TypePassing ZoneLength, ft4900Lane Width, ft11Shoulder Width, ft4Speed Limit, mi/h45Access Point Density, pts/mi28.0Demand and CapacityDirectional Demand Flow Rate, veh/h511Opposing Demand Flow Rate, veh/h661Peak Hour Factor0.90Total Trucks, %5.00Segment Capacity, veh/h1700Demand/Capacity (D/C)0.30Intermediate ResultsSegment Vertical Class1Free-Flow Speed, mi/h42.1Speed Slope Coefficient (m)2.70509Speed Power Coefficient (p)0.46344PF Slope Coefficient (m)-1.33095 PF Power Coefficient (p)0.73023In Passing Lane Effective Length?NoTotal Segment Density, veh/mi/ln7.1%Improvement to Percent Followers0.0%Improvement to Speed0.0Subsegment Data#Segment TypeLength, ftRadius, ftSuperelevation, %Average Speed, mi/h1Tangent4900--40.3Vehicle ResultsAverage Speed, mi/h40.3Percent Followers, %55.7Segment Travel Time, minutes1.38Follower Density (FD), followers/mi/ln7.1Vehicle LOSCFacility ResultsT VMT veh-mi/APVHD veh-h/pFollower Density, followers/mi/lnLOS11070.117.1CCopyright © 2025 University of Florida. All Rights Reserved.HCS™Highways Version 2023Generated: 06/19/2025 13:18:082024_Existing_PM_Northbound.xuf HCS Two-Lane Highway Report Project InformationAnalystParametrixDate11/20/2024AgencyAnalysis Year2024JurisdictionTime AnalyzedProject Description Mason St TIA - SR 19 SB - Existing PMUnitsU.S. CustomarySegment 1 Vehicle InputsSegment TypePassing ZoneLength, ft4900Lane Width, ft11Shoulder Width, ft4Speed Limit, mi/h45Access Point Density, pts/mi28.0Demand and CapacityDirectional Demand Flow Rate, veh/h661Opposing Demand Flow Rate, veh/h511Peak Hour Factor0.90Total Trucks, %4.00Segment Capacity, veh/h1700Demand/Capacity (D/C)0.39Intermediate ResultsSegment Vertical Class1Free-Flow Speed, mi/h42.2Speed Slope Coefficient (m)2.67472Speed Power Coefficient (p)0.48061PF Slope Coefficient (m)-1.31043 PF Power Coefficient (p)0.73602In Passing Lane Effective Length?NoTotal Segment Density, veh/mi/ln10.2%Improvement to Percent Followers0.0%Improvement to Speed0.0Subsegment Data#Segment TypeLength, ftRadius, ftSuperelevation, %Average Speed, mi/h1Tangent4900--40.1Vehicle ResultsAverage Speed, mi/h40.1Percent Followers, %62.0Segment Travel Time, minutes1.39Follower Density (FD), followers/mi/ln10.2Vehicle LOSDFacility ResultsT VMT veh-mi/APVHD veh-h/pFollower Density, followers/mi/lnLOS11380.1710.2DCopyright © 2025 University of Florida. All Rights Reserved.HCS™Highways Version 2023Generated: 06/19/2025 13:20:102024_Existing_PM_Southbound.xuf HCS Two-Lane Highway Report Project InformationAnalystParametrixDate11/20/2024AgencyAnalysis Year2031JurisdictionTime AnalyzedProject Description Mason St TIA - SR 19 NB - No Build PMUnitsU.S. CustomarySegment 1 Vehicle InputsSegment TypePassing ZoneLength, ft4900Lane Width, ft11Shoulder Width, ft4Speed Limit, mi/h45Access Point Density, pts/mi28.0Demand and CapacityDirectional Demand Flow Rate, veh/h500Opposing Demand Flow Rate, veh/h645Peak Hour Factor1.00Total Trucks, %5.00Segment Capacity, veh/h1700Demand/Capacity (D/C)0.29Intermediate ResultsSegment Vertical Class1Free-Flow Speed, mi/h42.1Speed Slope Coefficient (m)2.70183Speed Power Coefficient (p)0.46507PF Slope Coefficient (m)-1.32893 PF Power Coefficient (p)0.73081In Passing Lane Effective Length?NoTotal Segment Density, veh/mi/ln6.8%Improvement to Percent Followers0.0%Improvement to Speed0.0Subsegment Data#Segment TypeLength, ftRadius, ftSuperelevation, %Average Speed, mi/h1Tangent4900--40.4Vehicle ResultsAverage Speed, mi/h40.4Percent Followers, %55.1Segment Travel Time, minutes1.38Follower Density (FD), followers/mi/ln6.8Vehicle LOSCFacility ResultsT VMT veh-mi/APVHD veh-h/pFollower Density, followers/mi/lnLOS11160.126.8CCopyright © 2025 University of Florida. All Rights Reserved.HCS™Highways Version 2023Generated: 06/19/2025 13:21:222031_NoBuild_PM_Northbound.xuf HCS Two-Lane Highway Report Project InformationAnalystParametrixDate11/20/2024AgencyAnalysis Year2031JurisdictionTime AnalyzedProject Description Mason St TIA - SR 19 SB - No Build PMUnitsU.S. CustomarySegment 1 Vehicle InputsSegment TypePassing ZoneLength, ft4900Lane Width, ft11Shoulder Width, ft4Speed Limit, mi/h45Access Point Density, pts/mi28.0Demand and CapacityDirectional Demand Flow Rate, veh/h645Opposing Demand Flow Rate, veh/h500Peak Hour Factor1.00Total Trucks, %4.00Segment Capacity, veh/h1700Demand/Capacity (D/C)0.38Intermediate ResultsSegment Vertical Class1Free-Flow Speed, mi/h42.2Speed Slope Coefficient (m)2.67216Speed Power Coefficient (p)0.48207PF Slope Coefficient (m)-1.30871 PF Power Coefficient (p)0.73649In Passing Lane Effective Length?NoTotal Segment Density, veh/mi/ln9.8%Improvement to Percent Followers0.0%Improvement to Speed0.0Subsegment Data#Segment TypeLength, ftRadius, ftSuperelevation, %Average Speed, mi/h1Tangent4900--40.2Vehicle ResultsAverage Speed, mi/h40.2Percent Followers, %61.2Segment Travel Time, minutes1.39Follower Density (FD), followers/mi/ln9.8Vehicle LOSCFacility ResultsT VMT veh-mi/APVHD veh-h/pFollower Density, followers/mi/lnLOS11500.189.8CCopyright © 2025 University of Florida. All Rights Reserved.HCS™Highways Version 2023Generated: 06/19/2025 13:22:052031_NoBuild_PM_Southbound.xuf HCS Two-Lane Highway Report Project InformationAnalystParametrixDate11/20/2024AgencyAnalysis Year2031JurisdictionTime AnalyzedProject Description Mason St TIA - SR 19 NB - Build PMUnitsU.S. CustomarySegment 1 Vehicle InputsSegment TypePassing ZoneLength, ft4900Lane Width, ft11Shoulder Width, ft4Speed Limit, mi/h45Access Point Density, pts/mi28.0Demand and CapacityDirectional Demand Flow Rate, veh/h500Opposing Demand Flow Rate, veh/h645Peak Hour Factor1.00Total Trucks, %5.00Segment Capacity, veh/h1700Demand/Capacity (D/C)0.29Intermediate ResultsSegment Vertical Class1Free-Flow Speed, mi/h42.1Speed Slope Coefficient (m)2.70183Speed Power Coefficient (p)0.46507PF Slope Coefficient (m)-1.32893 PF Power Coefficient (p)0.73081In Passing Lane Effective Length?NoTotal Segment Density, veh/mi/ln6.8%Improvement to Percent Followers0.0%Improvement to Speed0.0Subsegment Data#Segment TypeLength, ftRadius, ftSuperelevation, %Average Speed, mi/h1Tangent4900--40.4Vehicle ResultsAverage Speed, mi/h40.4Percent Followers, %55.1Segment Travel Time, minutes1.38Follower Density (FD), followers/mi/ln6.8Vehicle LOSCFacility ResultsT VMT veh-mi/APVHD veh-h/pFollower Density, followers/mi/lnLOS11160.126.8CCopyright © 2025 University of Florida. All Rights Reserved.HCS™Highways Version 2023Generated: 06/19/2025 13:22:442031_Build_PM_Northbound.xuf HCS Two-Lane Highway Report Project InformationAnalystParametrixDate11/20/2024AgencyAnalysis Year2031JurisdictionTime AnalyzedProject Description Mason St TIA - SR 19 SB - Build PMUnitsU.S. CustomarySegment 1 Vehicle InputsSegment TypePassing ZoneLength, ft4900Lane Width, ft11Shoulder Width, ft4Speed Limit, mi/h45Access Point Density, pts/mi28.0Demand and CapacityDirectional Demand Flow Rate, veh/h645Opposing Demand Flow Rate, veh/h500Peak Hour Factor1.00Total Trucks, %4.00Segment Capacity, veh/h1700Demand/Capacity (D/C)0.38Intermediate ResultsSegment Vertical Class1Free-Flow Speed, mi/h42.2Speed Slope Coefficient (m)2.67216Speed Power Coefficient (p)0.48207PF Slope Coefficient (m)-1.30871 PF Power Coefficient (p)0.73649In Passing Lane Effective Length?NoTotal Segment Density, veh/mi/ln9.8%Improvement to Percent Followers0.0%Improvement to Speed0.0Subsegment Data#Segment TypeLength, ftRadius, ftSuperelevation, %Average Speed, mi/h1Tangent4900--40.2Vehicle ResultsAverage Speed, mi/h40.2Percent Followers, %61.2Segment Travel Time, minutes1.39Follower Density (FD), followers/mi/ln9.8Vehicle LOSCFacility ResultsT VMT veh-mi/APVHD veh-h/pFollower Density, followers/mi/lnLOS11500.189.8CCopyright © 2025 University of Florida. All Rights Reserved.HCS™Highways Version 2023Generated: 06/19/2025 13:23:172031_Build_PM_Southbound.xuf Technical Memorandum HHEJC 217-9085-002Mason Street Neighborhood Development Traffic Impact Analysis 29 June 20, 2025 Attachment D Trip Generation Calculations Jefferson County Habitat for Humanity - Mason Street Trip Generation BUILDING AND UNIT DISTRIBUTION Source: Site Plan 11/5/24 TRIP GENERATION CALCULATIONS Land Use LU Code Unit Value Time Period Calculation Method Avg Rate Total Trips 223 136 Weekday Fitted Curve 647 50%324 50%323 136 Weekday, Peak Hour of Adj Traffic 4-6pm Fitted Curve 65 59%38 41%27 253 12 Weekday Average Rate 2.21 27 50%13 50%14 12 Weekday, Peak Hour of Adj Traffic 4-6pm Average Rate 0.18 2 49%1 51%1 TOTAL 148 Weekday 674 337 337 148 Weekday, Peak Hour of Adj Traffic 4-6pm 67 39 28 Source: ITE Trip Generation, 11th Edition Exiting Trips Affordable Housing Dwelling Units 6/18/2025 Congregate Care Facility Dwelling Units Entering Trips 337 Land Use: 223 Affordable Housing Description Affordable housing includes all multifamily housing that is rented at below market rate to households that include at least one employed member. Eligibility to live in affordable housing can be a function of limited household income and resident age. Multifamily housing (low-rise) (Land Use 220), multifamily housing (mid-rise) (Land Use 221), and multifamily housing (high-rise) (Land Use 222) are related land uses. Land Use Subcategory Data are presented for three subcategories for this land use: (1) sites with income limitations for its tenants (denoted as income limits in the data plots), (2) sites with both minimum age thresholds and income limitations for its tenants (denoted as senior in the data plots), and (3) sites designed for and occupied by residents with special needs, such as persons with physical and mental impairments, single mothers, recovering addicts and others living in a group setting. Additional Data For most study sites contained in this land use, all dwelling units in the development are classified as affordable units. For residential study sites that provide a mix of market value and affordable units, the study sites with at least 75 percent of the dwelling units designated as affordable are also included in this land use database. It is expected that the number of bedrooms and number of residents are likely correlated to the trips generated by a residential site. To assist in future analysis, trip generation studies of all multifamily housing should attempt to obtain information on occupancy rate and on the mix of residential unit sizes (i.e., number of units by number of bedrooms at the site complex). The sites were surveyed in the 1980s and 2010s in California, Ontario (CAN), and New Jersey. Source Numbers 237, 918, 1003, 1004, 1046, 1057 General Urban/Suburban and Rural (Land Uses 000–399) Affordable Housing -Income Limits(223) Vehicle Trip Ends vs: Bedrooms On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Setting/Location:General Urban/Suburban Number of Studies: 2 Avg. Num. of Bedrooms: 219 Directional Distribution: 37% entering, 63% exiting Vehicle Trip Generation per Bedroom Average Rate Range of Rates Standard Deviation 0.45 0.25 - 0.56 *** Data Plot and Equation Caution –Small Sample Size 0 100 200 3000 100 200 Average RateStudy Site Fitted Curve Equation: Not Given R²= *** X = Number of BedroomsT = Trips Ends338 Trip Generation Manual 11th Edition • Volume 3 Affordable Housing -Income Limits(223) Vehicle Trip Ends vs: Bedrooms On a: Weekday, AM Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 2 Avg. Num. of Bedrooms: 219 Directional Distribution: 26% entering, 74% exiting Vehicle Trip Generation per Bedroom Average Rate Range of Rates Standard Deviation 0.45 0.25 - 0.56 *** Data Plot and Equation Caution –Small Sample Size 0 100 200 3000 100 200 Average RateStudy Site Fitted Curve Equation: Not Given R²= *** X = Number of BedroomsT = Trips Ends339General Urban/Suburban and Rural (Land Uses 000–399) Affordable Housing -Income Limits(223) Vehicle Trip Ends vs: Bedrooms On a: Weekday, PM Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 2 Avg. Num. of Bedrooms: 219 Directional Distribution: 59% entering, 41% exiting Vehicle Trip Generation per Bedroom Average Rate Range of Rates Standard Deviation 0.27 0.21 - 0.31 *** Data Plot and Equation Caution –Small Sample Size 0 100 200 3000 20 40 60 80 100 Average RateStudy Site Fitted Curve Equation: Not Given R²= *** X = Number of BedroomsT = Trips Ends340 Trip Generation Manual 11th Edition • Volume 3 Affordable Housing -Income Limits(223) Vehicle Trip Ends vs:Dwelling Units On a: Weekday Setting/Location:General Urban/Suburban Number of Studies: 5 Avg. Num. of Dwelling Units: 128 Directional Distribution: 50% entering, 50% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 4.81 4.03 - 12.16 2.03 Data Plot and Equation 0 100 200 300 400 5000 1000 2000 Average RateStudy Site Fitted Curve Fitted Curve Equation:T = 3.73(X) + 139.35 R²= 0.98 X = Number of Dwelling UnitsT = Trips Ends341General Urban/Suburban and Rural (Land Uses 000–399) Affordable Housing -Income Limits(223) Vehicle Trip Ends vs:Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Setting/Location:General Urban/Suburban Number of Studies: 6 Avg. Num. of Dwelling Units: 119 Directional Distribution: 29% entering, 71% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.36 0.25 - 0.63 0.16 Data Plot and Equation 0 100 200 300 400 5000 100 200 Average RateStudy Site Fitted Curve Fitted Curve Equation:T = 0.21(X) + 17.21 R²= 0.96 X = Number of Dwelling UnitsT = Trips Ends342 Trip Generation Manual 11th Edition • Volume 3 Affordable Housing -Income Limits(223) Vehicle Trip Ends vs:Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Setting/Location:General Urban/Suburban Number of Studies: 8 Avg. Num. of Dwelling Units: 113 Directional Distribution: 59% entering, 41% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.46 0.26 - 1.22 0.28 Data Plot and Equation 0 100 200 300 400 5000 100 200 Average RateStudy Site Fitted Curve Fitted Curve Equation: Ln(T)= 0.72 Ln(X)+ 0.64 R²= 0.67 X = Number of Dwelling UnitsT = Trips Ends343General Urban/Suburban and Rural (Land Uses 000–399) Affordable Housing -Income Limits(223) Vehicle Trip Ends vs:Dwelling Units On a: Weekday, AM Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 6 Avg. Num. of Dwelling Units: 119 Directional Distribution: 26% entering, 74% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.36 0.25 - 0.66 0.16 Data Plot and Equation 0 100 200 300 400 5000 100 200 Average RateStudy Site Fitted Curve Fitted Curve Equation:T = 0.21(X) + 17.97 R²= 0.96 X = Number of Dwelling UnitsT = Trips Ends344 Trip Generation Manual 11th Edition • Volume 3 Affordable Housing -Income Limits(223) Vehicle Trip Ends vs:Dwelling Units On a: Weekday, PM Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 10 Avg. Num. of Dwelling Units: 110 Directional Distribution: 58% entering, 42% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.50 0.26 - 1.22 0.27 Data Plot and Equation 0 100 200 300 400 5000 100 200 Average RateStudy Site Fitted Curve Fitted Curve Equation: Ln(T)= 0.75 Ln(X)+ 0.53 R²= 0.67 X = Number of Dwelling UnitsT = Trips Ends345General Urban/Suburban and Rural (Land Uses 000–399) Affordable Housing -Income Limits(223) Vehicle Trip Ends vs:Dwelling Units On a: Saturday Setting/Location:General Urban/Suburban Number of Studies: 1 Avg. Num. of Dwelling Units: 32 Directional Distribution: 50% entering, 50% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 12.00 12.00 - 12.00 *** Data Plot and Equation Caution –Small Sample Size 0 10 20 30 400 100 200 300 400 Average RateStudy Site Fitted Curve Equation: Not Given R²= *** X = Number of Dwelling UnitsT = Trips Ends346 Trip Generation Manual 11th Edition • Volume 3 Affordable Housing -Income Limits(223) Vehicle Trip Ends vs:Dwelling Units On a: Saturday, Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 1 Avg. Num. of Dwelling Units: 32 Directional Distribution: 59% entering, 41% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 1.28 1.28 - 1.28 *** Data Plot and Equation Caution –Small Sample Size 0 10 20 30 400 10 20 30 40 50 Average RateStudy Site Fitted Curve Equation: Not Given R²= *** X = Number of Dwelling UnitsT = Trips Ends347General Urban/Suburban and Rural (Land Uses 000–399) Affordable Housing -Income Limits(223) Vehicle Trip Ends vs:Dwelling Units On a:Sunday Setting/Location:General Urban/Suburban Number of Studies: 1 Avg. Num. of Dwelling Units: 32 Directional Distribution: 50% entering, 50% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 9.44 9.44 - 9.44 *** Data Plot and Equation Caution –Small Sample Size 0 10 20 30 400 100 200 300 400 Average RateStudy Site Fitted Curve Equation: Not Given R²= *** X = Number of Dwelling UnitsT = Trips Ends348 Trip Generation Manual 11th Edition • Volume 3 Affordable Housing -Income Limits(223) Vehicle Trip Ends vs:Dwelling Units On a:Sunday,Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 1 Avg. Num. of Dwelling Units: 32 Directional Distribution: 52% entering, 48% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.97 0.97 - 0.97 *** Data Plot and Equation Caution –Small Sample Size 0 10 20 30 400 10 20 30 40 Average RateStudy Site Fitted Curve Equation: Not Given R²= *** X = Number of Dwelling UnitsT = Trips Ends349General Urban/Suburban and Rural (Land Uses 000–399) Land Use: 253 Congregate Care Facility Description A congregate care facility is an independent living development that provides centralized amenities such as dining, housekeeping, communal transportation, and organized social/ recreational activities. Each individual dwelling unit often has a kitchenette. Assistance is typically available for housekeeping or minor household maintenance. Limited medical services (such as nursing and dental) may or may not be provided. The resident may contract additional medical services or personal assistance. Senior adult housing—single-family (Land Use 251), senior adult housing—multifamily (Land Use 252), assisted living (Land Use 254), and continuing care retirement community (Land Use 255) are related uses. Additional Data Resident vehicle ownership levels are very low at a congregate care facility. The majority of site- generated trips are made by facility employees, contracted services, and visitors. The sites were surveyed in the 1980s, the 1990s, the 2000s, and the 2010s in Alberta (CAN), Minnesota, Ontario (CAN), and Oregon. Source Numbers 155, 584, 910, 970, 1049 426 Trip Generation Manual 11th Edition • Volume 3 Congregate Care Facility(253) Vehicle Trip Ends vs:Dwelling Units On a: Weekday Setting/Location:General Urban/Suburban Number of Studies: 4 Avg. Num. of Dwelling Units: 180 Directional Distribution: 50% entering, 50% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 2.21 1.63 - 2.44 0.31 Data Plot and Equation 0 100 200 3000 200 400 600 800 Average RateStudy Site Fitted Curve Fitted Curve Equation:T = 2.33(X) - 22.53 R²= 0.96 X = Number of Dwelling UnitsT = Trips Ends427General Urban/Suburban and Rural (Land Uses 000–399) Congregate Care Facility(253) Vehicle Trip Ends vs:Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Setting/Location:General Urban/Suburban Number of Studies: 8 Avg. Num. of Dwelling Units: 140 Directional Distribution: 58% entering, 42% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.08 0.05 - 0.16 0.03 Data Plot and Equation 0 100 200 3000 10 20 30 Average RateStudy Site Fitted Curve Fitted Curve Equation:T = 0.08(X) + 1.11 R²= 0.58 X = Number of Dwelling UnitsT = Trips Ends428 Trip Generation Manual 11th Edition • Volume 3 Congregate Care Facility(253) Vehicle Trip Ends vs:Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Setting/Location:General Urban/Suburban Number of Studies: 9 Avg. Num. of Dwelling Units: 136 Directional Distribution: 49% entering, 51% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.18 0.08 - 0.30 0.05 Data Plot and Equation 0 100 200 3000 10 20 30 40 50 Average RateStudy Site Fitted Curve Fitted Curve Equation:T = 0.16(X) + 2.67 R²= 0.84 X = Number of Dwelling UnitsT = Trips Ends429General Urban/Suburban and Rural (Land Uses 000–399) Congregate Care Facility(253) Vehicle Trip Ends vs:Dwelling Units On a: Weekday, AM Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 6 Avg. Num. of Dwelling Units: 158 Directional Distribution: 56% entering, 44% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.19 0.10 - 0.26 0.05 Data Plot and Equation 0 100 200 3000 20 40 60 Average RateStudy Site Fitted Curve Fitted Curve Equation:T = 0.20(X) - 1.71 R²= 0.74 X = Number of Dwelling UnitsT = Trips Ends430 Trip Generation Manual 11th Edition • Volume 3 Congregate Care Facility(253) Vehicle Trip Ends vs:Dwelling Units On a: Weekday, PM Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 6 Avg. Num. of Dwelling Units: 158 Directional Distribution: 54% entering, 46% exiting Vehicle Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.23 0.16 - 0.30 0.05 Data Plot and Equation 0 100 200 3000 20 40 60 80 Average RateStudy Site Fitted Curve Fitted Curve Equation:T = 0.25(X) - 2.00 R²= 0.84 X = Number of Dwelling UnitsT = Trips Ends431General Urban/Suburban and Rural (Land Uses 000–399) Congregate Care Facility(253) Walk+Bike+Transit Trip Ends vs:Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Setting/Location:General Urban/Suburban Number of Studies: 1 Avg. Num. of Dwelling Units: 99 Directional Distribution: Not Available Walk+Bike+Transit Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.03 0.03 - 0.03 *** Data Plot and Equation Caution –Small Sample Size 0 20 40 60 80 1000 1 2 3 4 Average RateStudy Site Fitted Curve Equation: Not Given R²= *** X = Number of Dwelling UnitsT = Trips Ends432 Trip Generation Manual 11th Edition • Volume 3 Congregate Care Facility(253) Walk+Bike+Transit Trip Ends vs:Dwelling Units On a: Weekday, AM Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 2 Avg. Num. of Dwelling Units: 116 Directional Distribution: Not Available Walk+Bike+Transit Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.00 0.00 - 0.00 *** Data Plot and Equation Caution –Small Sample Size 0 100 2000 1 Average RateStudy Site Fitted Curve Equation: Not Given R²= *** X = Number of Dwelling UnitsT = Trips Ends433General Urban/Suburban and Rural (Land Uses 000–399) Congregate Care Facility(253) Walk+Bike+Transit Trip Ends vs:Dwelling Units On a: Weekday, PM Peak Hour of Generator Setting/Location:General Urban/Suburban Number of Studies: 2 Avg. Num. of Dwelling Units: 116 Directional Distribution: Not Available Walk+Bike+Transit Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.01 0.00 - 0.03 *** Data Plot and Equation Caution –Small Sample Size 0 100 2000 1 2 3 4 Average RateStudy Site Fitted Curve Equation: Not Given R²= *** X = Number of Dwelling UnitsT = Trips Ends434 Trip Generation Manual 11th Edition • Volume 3