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Home My WebLink AboutMLA08-00509 TRAFFIC IMPACT ASSESSMENT t ! DEC 2 3 203: TRAFFIC IMPACT ASSESSMENT TALA POINT JEFFERSON COUNTY, WASHINGTON December 2008 Prepared for: OPG Properties LLC GERALYN REINART, P.E. 159 DENNY WAY, # 1 1 1 SEATTLE, WASHINGTON 98109 (206) 285-9035 LOG ITEM QE I of 7 r y TRAFFIC IMPACT ASSESSMENT TALA POINT JEFFERSON COUNTY, WASHINGTON Introduction/Executive Summary The purpose of this assessment is to summarize the anticipated transportation impacts resulting from the development of a 54-lot single- family residential development. This report has reviewed the current traffic conditions adjacent to the site, the proposed action and its impacts to the transportation system, and developed appropriate mitigation, as necessary, per Staff comments. The subdivision would generate just over 500 new weekday trips and just under 300 new weekend daily trips. Access to the subdivision would be from Paradise Bay Road at East Ludlow Ridge Road and from an existing logging road approximately 1 150 feet west of the existing East Ludlow Ridge Road. Three intersections were reviewed in this analysis, two of which are under the County's jurisdiction, and one under the control of the Washington State Department of Transportation (WSDOT). Both County intersections are currently operating at good levels of service, and will continue to do so upon completion of the project. The WSDOT intersection has some operating deficiencies, but the project's impact to this location will be minimal. Specific details on the project and the analysis of its impacts can be found in the subsequent sections. In general, the project will have a limited impact on the adjacent transportation system. Background/Project Description The proposed Tala Point development is located on the north side of Paradise Bay Road adjacent to and west of East Ludlow Ridge Road, and east of the main developed areas of Port Ludlow. The Tala Point preliminary plat is for the subdivision of the parcel for construction of 54 single-family residences. Access to the plat will be from Paradise Bay Road at East Ludlow Ridge Road and from an existing logging road 1 approximately 1 150 feet west of East Ludlow Ridge Road. East Ludlow Ridge Road will serve 44 of the 54 lots. The existing logging road access to the west of East Ludlow Ridge Road would serve 8 lots. Two lots, located along the water near the northwesterly portion of the property, would be provided access from an existing access easement that travels diagonally to the southwest from these lots and connects to Ludlow Bay Road. East Ludlow Ridge Road would provide direct access to 14 lots, but driveways would be shared, i.e., one driveway would serve two lots. These lots are located along the section of road immediately to the north of Paradise Bay Road. The remaining 30 lots would be served from a new roadway that would extend westerly from East Ludlow Ridge Road and then looping back northeasterly into East Ludlow Ridge Road near the northerly property line. This northerly connection would be limited to emergency access only. (See site plan for roadway layout.) The area near the site includes undeveloped parcels and limited residential development. The site is currently zoned "Rural Residential 1 :5". It was re- zoned in 2005 from "RR 1 :20" to the current zoning. A vicinity map of the area is shown on Figure 1 and a reduced copy of the site plan has been attached. The remainder of this report will analyze the effects of the development of the subject property and the traffic-related impacts that can be expected on the adjacent intersections. Existing Conditions The proposed development will primarily impact East Ludlow Ridge Road and Paradise Bay Road, with a very minor impact to Ludlow Bay Road. The following describes these roadways, existing traffic volumes, and current operating conditions. 1. Roadways Paradise Bay Road is a minor collector that provides a connection between SR-104 just west of the Hood Canal Bridge and Oak Bay Road within the Port Ludlow community. The roadway is two lanes wide and is characterized by fairly gentle horizontal and vertical curvature. The posted speed varies from 25-mph to 50-mph, with a 40-mph speed posted within most of the Port Ludlow community and adjacent to the proposed project site. The roadway is 22 feet wide with shoulders varying from about one foot up to ten feet. (The wider shoulder width is typically located at 2 the intersections serving newer developments within Port Ludlow.) The section of the roadway near Oak Bay Road was recently upgraded and includes a landscaped median, pedestrian crossings and amenities, lighting, bus pull-outs and landscaping. The roadway is fronted by undeveloped parcels, residential lots, and some commercial development near its intersection with Oak Bay Road. Near the proposed project the roadway is characterized by a long westbound upgrade and one to two- foot paved shoulders plus some grass/gravel shoulder and open ditch, with the adjacent land use mostly undeveloped. The posted speed is 40-mph, dropping to 30-mph approximately 2000 feet to the east. East Ludlow Ridge Road is a private local access that extends northerly from Paradise Bay Road for several thousand feet. The roadway is gated just north of Paradise Bay Road and is approximately 15 feet wide. The roadway currently serves approximately 15 residences. Ludlow Bay Road is a local access roadway that extends several thousand feet northeasterly from Paradise Bay Road and serves approximately 50 residences. The roadway ranges from approximately 15 to 18 feet in pavement width and is characterized by horizontal and vertical curvature with no shoulders and open ditches. The posted speed is 25-mph. Transit/Non-Motorized Facilities Transit service in Jefferson County is provided by Jefferson Transit. Port Ludlow is served by the Port Ludlow/Poulsbo/Tri Area #7 route, which provides service between Port Townsend and Poulsbo via the Tri Area and Port Ludlow. Service is provided daily, although service is reduced on the weekend. Weekday service begins at approximately 6:00 AM and continues until approximately 6:00 PM, at approximately one and a half to four hour headways. Weekend service is limited to one AM and one PM run in each direction. Non-motorized facilities adjacent to the project site are limited, due to the rural/semi-rural character of the area. Paradise Bay Road is considered an on-road bicycle route between Oak Bay Road and SR-104. The section along and near the project frontage has limited shoulder width and cyclists must share the roadway with vehicles. Further to the west, within the Port Ludlow community, some paved pathways have been constructed through the residential areas. No trails or pathways are currently constructed through the project site. 3 3. Traffic Volumes Daily traffic count data was available from Jefferson County and WSDOT, with additional count data collected for this project per the request of County Staff. (Field data are attached for the counts completed with this assessment.) The WSDOT counts are from 2007 and the Jefferson County counts are from 2008. Furthermore, extensive traffic count data is collected yearly within Port Ludlow as part of its monitoring program and is referenced herein for the year 2007. PM peak hour counts at the intersections of Paradise Bay Road/SR-104, Paradise Bay Road/Oak Bay Road, and East Ludlow Ridge Road/Paradise Bay Road were also available or completed for this analysis. Figure 2 shows daily and weekday PM peak hour volumes at the intersections. Daily volumes along Paradise Bay Road are moderately low, with much higher volumes present along SR-104. The existing (weekday) volume along East Ludlow Ridge Road is very low (less than 150 vehicles per day). While weekend volumes are not typically included or reviewed in the traffic impact assessment, the Port Ludlow area is recreationally-oriented and traffic volumes at some locations can be higher on the weekend than the weekday. As such, Figure 2A shows the estimated weekend peak hour volumes. The SR-104/Paradise Bay Road and Paradise Bay Road/Oak Bay Road counts are from the 2007 Port Ludlow Monitoring Program and the Paradise Bay Road/East Ludlow Bay Road is estimated from the 2008 daily and weekday counts completed as part of this assessment. A comparison of historical traffic count data shows that the WSDOT counts had remained steady or dropped slightly since 2004. This same pattern was also noted for the Jefferson County counts. Jefferson County has indicated a historical annual traffic growth rate of 1 .94% to 3.34% along Paradise Bay Road in its most recent Comprehensive Plan, which is higher than recent history. 4. Traffic Accidents Traffic accident data were provided by Jefferson County and WSDOT (Washington State Department of Transportation) for Paradise Bay Road between Oak Bay Road and SR-104. The following table summarizes the accident frequency for this section of the roadway for the years 2005, 2006, 2007 and 2008 (partially complete, WSDOT data only). 4 TABLE 1 ACCIDENT HISTORY PARADISE BAY ROAD Accident Type Property Location/Year Damage Injury Fatality Total at Oak Bay Road (MP 0.00) 2005 0 0 0 0 2006 0 0 0 0 2007 0 0 0 0 between Oak Bay Road and Spinnaker Place (MP 0.00-0.45) 2005 1 0 0 1 2006 0 0 0 0 2007 1 0 0 1 between Spinnaker Place and Edgewood Drive (MP 0.45-1.03) 2005 1 0 0 1 2006 2 0 0 2 2007 2 0 0 2 between Edgewood Drive and Teal Lake Road (MP 1.03-1.53) 2005 0 0 0 0 2006 0 0 0 0 2007 0 0 0 0 between Teal Lake Road and Milepost 2.00 (MP 1.53-2.00) 2005 0 0 0 0 2006 0 0 0 0 2007 0 1 0 1 between Milepost 2.00 and Ludlow Ridge Rd. (MP 2.00-2.58) 2005 1 2 0 3 2006 1 0 0 1 2007 4 1 0 5 At Ludlow Ridge Road (MP 2.58) 2005 1 0 0 1 2006 0 0 0 0 2007 0 0 0 0 between Ludlow Ridge Road and Pine Way(MP 2.58-3.10) 2005 0 2 0 2 2006 0 1 0 1 2007 2 0 0 2 between Pine Way and Alder Street(MP 3.10-3.51) 2005 1 0 0 1 2006 0 0 0 0 2007 0 0 0 0 5 TABLE I (CON't.) ACCIDENT HISTORY PARADISE BAY ROAD Accident Type Property Location/Year Damage Injury Fatality Total between Alder Street and Bywater Way (MP 3.51-4.31) 2005 0 1 0 1 2006 0 1 0 1 2007 0 0 0 0 between Bywater Way and Seven Sisters Road (MP 4.31-5.34) 2005 0 1 0 1 2006 1 0 0 1 2007 0 0 0 0 Seven Sisters Road and Paradise Bay Road (MP 5.34-6.00) 2005 2 1 0 3 2006 0 0 0 0 2007 0 0 0 0 Paradise Bay Road at SR-104(MP 6.00) 2005 4 1 0 5 2006 0 0 0 0 2007 0 1 0 1 2008* 1 0 0 1 * - partially complete; WSDOT records The accident data showed that all but one of the reported collisions along Paradise Bay Road involved either vehicles that lost control along a curve and left the road, drivers falling asleep and left the roadway, or striking/avoiding an animal and leaving the road. The majority of these occurred on a wet or icy pavement condition. One collision was reported at the Paradise Bay Road/East Ludlow Ridge Road intersection and involved a vehicle making a left-turn and being struck by an oncoming vehicle. Injuries were reported in about a third of the accidents. Four of the seven reported collisions at the SR-104/Paradise Bay Road intersection involved vehicles entering at an angle and typically were attributed to failure to grant the right-of-way. The remaining collisions included a rear-end collision, a left-turning collision, and an improper u- turn. 6 5. Level of Service Capacity analyses for the weekday and weekend peak hours were conducted at Paradise Bay Road/Oak Bay Road, Paradise Bay Road/ Ludlow Ridge Road, and Paradise Bay Road/SR-104 intersections per the request of Jefferson County Staff in order to determine the current level of service. The Paradise Bay Road/Oak Bay Road intersection is controlled by stop signs in all directions. The Paradise Bay Road/Ludlow Ridge Road is stop controlled in the southbound direction, i.e. traffic on Paradise Bay Road has the right-of-way. The Paradise Bay Road/SR-104 intersection is controlled by stop signs in the north/south directions, i.e. traffic on SR-104 has the right-of-way. "Level of service" is a common term used in the Traffic Engineering profession that is defined as a qualitative measure describing operational conditions within a traffic stream, and its perception by motorists and/or passengers. These conditions are usually described in terms of such factors as speed and travel time, freedom to maneuver, traffic interruptions, comfort and convenience, and safety. Six levels of service are designated, ranging from "A" to "F", with level of service "A" representing the best operating conditions and level of service "F" the worst. Jefferson County considers level of service "C" or better acceptable in areas outside the urban line and level of service "D" or better acceptable in areas within the urban lines and along urban/tourist corridors. Calculations for the level of service analyses were conducted using the McTrans Highway Capacity Software version 4.1 d/e based on the 2000 Highway Capacity Manual. The following table shows the current levels of service for the critical movements on the approaches. The critical movements are typically those movements that are controlled by a stop or yield sign or left-turn movements from the major street which must yield to on-coming traffic. Calculations for the level of service analyses have been attached. The peak hour volumes shown on Figures 2 and 2A were used in these analyses. 7 TABLE 2 EXISTING LEVELS OF SERVICE NORTH- SOUTH- EAST- WEST- WEEKDAY BOUND BOUND BOUND BOUND OVERALL Paradise Bay Road/ LOS A LOS A LOS A LOS A LOS A Oak Bay Road 8.8 sec. 8.7 sec. 8.8 sec. 9.9 sec. 9.2 sec. Paradise Bay Road/ LOS A LOS A Ludlow Ridge Road N.A. 9.2 sec. 7.5 sec. N.A. N.A. Paradise Bay Road/ LOS B LOS F LOS A LOS A SR-104 13.3 sec. 77.1 sec. 9.3 sec. 8.7 sec. N.A. WEEKEND Paradise Bay Road/ LOS A LOS A LOS A LOS A LOS A Oak Bay Road 8.4 sec. 8.9 sec. 8.5 sec. 9.5 sec. 8.8 sec. Paradise Bay Road/ LOS A LOS A Ludlow Ridge Road N.A. 8.9 sec. 7.4 sec. N.A. N.A. Paradise Bay Road/ LOS E LOS F LOS A LOS A SR-104 37.6 sec. >100 sec. 9.4 sec. 11.4 sec. N.A. N.A.-not applicable (i.e., calculation not provided for specific analysis or no volume recorded during the peak hour) Note: Paradise Bay Road considered the east/west roadway at the Oak Bay Road and Ludlow Ridge Road intersections, and the north/south roadway at the SR-104 intersection. Where: LOS Delay A < 10 seconds B > 10 & < 15 seconds C > 15 & < 25 seconds D > 25 & < 35 seconds E >35 & < 50 seconds F > 50 seconds (for unsignalized intersections) Table 2 shows the level of service results for the weekday and weekend peak hours indicating that all movements at the Paradise Bay Road/Oak Bay Road and Paradise Bay Road/East Ludlow Ridge Road intersections are operating at level of service "A" on both the weekday and weekend, with little delay experienced by the critical movements. The SR-104/ Paradise Bay Road intersection has side street movements operating at level of service "E" or "F" during both the weekday and weekend peaks. This condition has been reported for over a decade during the weekend peak, and off and on over the past decade during the weekday peak hour, and is a result of the high volume of traffic traveling along SR-104 and the limited number of available gaps to allow side street traffic to enter the highway. 8 6. Roadway Projects Limited roadway improvement projects are proposed in the vicinity of the proposed action by either Jefferson County or WSDOT. WSDOT is currently involved in retro-fitting and replacing the Hood Canal Bridge to provide a wider eastern half and new approach sections. An eight-foot continuous shoulder will also be provided across the entire section upon completion. Completion of the replacement and retro-fitting is planned for late 2010. Jefferson County has improvements proposed along Paradise Bay Road between milepost 0.37 and 1 .53, which would extend the recent improvements from the Port Ludlow commercial area to Teal Lake Road. The project would involve shoulder paving and an overlay. Engineering is planned for 2010-2011 , with construction planned for 2012, pending funding. Future Conditions The development of the subdivision will generate new traffic onto the adjacent transportation system. The subsequent sections summarize the impacts associated with the proposed action. 1. Trip Generation The proposed subdivision would generate new traffic onto the adjacent roadways. The ITE Trip Generation manual (published by the Institute of Transportation Engineers, 2003, 7th Edition) is typically used to estimate the number of trips expected to be generated by a development for the weekday peak hour condition. Discussions with the project applicant have indicated that this project will be similar, demographically, as existing development within the Port Ludlow community. Thus, buyers of the lots are expected to be "empty-nesters", retirees, or second home buyers and are likely to have trip generation rates similar to those residents living within the Port Ludlow community. As such trip generation that has been utilized for development within Port Ludlow will also be utilized in this assessment, in addition to the ITE data. Data collected as part of the yearly Port Ludlow traffic monitoring program includes trip generation information. Recent development proposals within Port Ludlow have utilized weekend trip generation data from the 2002 program. As noted earlier, weekend traffic volumes along some of the roadways in the area (specifically, SR-104) are higher than those 9 present on a weekday. As such, the weekend trip generation data from the 2002 Port Ludlow program has been used for consistency purposes for the weekend conditions. Table 3 summarizes the weekday trip generation (using traditional ITE values) and weekend trip generation (using Port Ludlow data) associated with the proposed action. TABLE 3 ESTIMATED TRIP GENERATION TALA POINT Trip Rate Peak Hour Trips Daily/Peak Hour Daily Trips In/Out Total Weekday 9.57/1.01 517 35/20 55 Weekend 5.40/0.66 292 19/17 36 (Note: the ITE weekday daily rate corresponds very closely with the actual count data collected along East Ludlow Ridge Road for the existing 15 homes using the roadway.) Table 3 shows that although some of the traffic volumes on the adjacent roadways may be higher on the weekend, the number of trips associated with residential development in the area is not the contributing factor for these higher volumes, since weekend trip generation is much lower than the weekday rates. 2. Trip Distribution/Assignment The estimated trip distribution/assignment for the weekend daily and peak hour volumes for the site is shown on Figure 3, with the weekend volumes shown on Figure 4. The distribution of traffic is based on current travel patterns, a review of the existing roadway system and activity centers, prior studies, and the proposed land use. Many of the trips associated with the proposed action will be destined to and from activities/areas within the Port Ludlow community, i.e., the commercial area, the marina, golf course, other housing areas and/or could include social trips within the community. Reasons for traveling beyond the Port Ludlow community include major shopping, medical/health care, or social/recreational opportunities, for example. Some of the trips would require traveling on SR-104 to reach the ultimate destination, with many trips using Oak Bay Road or Beaver Valley Road to access the Tri-Area or Port Townsend areas. The proposed action would have its greatest traffic-related impact on Paradise Bay Road to and from the west of the project site. 10 3. Traffic Volumes Build-out of the project is expected over the next five years, i.e., late 2013/ early 2014. Figures 5 and 5A show the projected daily and weekday PM peak hour traffic volumes for the year 2013 with and without the project trips. Figures 6 and 6A show the projected weekend peak hour volumes with and without the project. As noted earlier, traffic volumes in the area have remained fairly stable or decreased slightly over the past few years, although it is probable that volumes will increase again over the next five years once economic conditions improve. As such, the existing volumes were increased from 1 .55% to 2.79% annually for those locations along Paradise Bay Road and 3.76% along SR-104 for the 2013 volumes to account for miscellaneous background traffic. These rates are consistent with most recent Comprehensive Plan projections for the vicinity. Additionally, traffic associated with pipeline development trips was also added into the existing volumes. The "pipeline trips" consist of the traffic associated with the developments in Port Ludlow including the Resort, Olympic Terrace 2, and Ludlow Cove 2. The combination of the annual growth rate and pipeline trips provide for a conservative approach to the analyses. The "without project" conditions are the volumes shown on Figures 5 and 5A. The trips associated with the proposed project were added into the volumes shown on Figure 5 and 5A to produce the volumes shown on Figures 6 and 6A. (Note: the entering/exiting volumes shown on Figures 6 and 6A for East Ludlow Ridge Road include slightly higher volumes than would occur from the 44 lots using this access. These additional volumes would account for potential development of four lots on the DNR property and a few remaining lots on Tala Point or the possibility of the eight lot cluster to the west using East Ludlow Ridge Road as an optional access. Either case would be insignificant with respect to the traffic impacts at the intersection.) 4. Level of Service Level of service calculations were conducted again for the three intersections previously reviewed. It was assumed for purposes of analysis that no changes in the geometric conditions at the intersections would occur over the next five years. The results of the future conditions without the project trips are shown in Table 4, with Table 5 showing the results for the future conditions with the project trips. Peak hour volumes shown in Figures 5, 5A, 6, and 6A were used in the analyses. 11 TABLE 4 FUTURE LEVELS OF SERVICE WITHOUT PROJECT NORTH- SOUTH- EAST- WEST- WEEKDAY BOUND BOUND BOUND BOUND OVERALL Paradise Bay Road/ LOS B LOS A LOS B LOS B LOS B Oak Bay Road 10.9 sec. 9.6 sec. 10.2 sec. 12.3 sec. 11.2 sec. Paradise Bay Road/ LOS A LOS A Ludlow Ridge Road N.A. 9.4 sec. 7.5 sec. N.A. N.A. Paradise Bay Road/ LOS C LOS F LOS B LOS A SR-104 15.6 sec. >100 sec. 10.0 sec. 9.2 sec. N.A. WEEKEND Paradise Bay Road/ LOS A LOS A LOS A LOS B LOS A Oak Bay Road 9.3 sec. 9.5 sec. 9.3 sec. 10.7 sec. 9.8 sec. Paradise Bay Road/ LOS A LOS A Ludlow Ridge Road N.A. 9.0 sec. 7.4 sec. N.A. N.A. Paradise Bay Road/ LOS F LOS F LOS B LOS B SR-104 77.7 sec. >l00 sec. 10.3 sec. 13.5 sec. N.A. TABLE 5 FUTURE LEVELS OF SERVICE WITH PROJECT NORTH- SOUTH- EAST- WEST- WEEKDAY BOUND BOUND BOUND BOUND OVERALL Paradise Bay Road/ LOS B LOS A LOS B LOS B LOS A Oak Bay Road 11.2 sec. 9.7 sec. 10.5 sec. 12.8 sec. 11.6 sec. Paradise Bay Road/ LOS A LOS A Ludlow Ridge Road N.A. 9.8 sec. 7.6 sec. N.A. N.A. Paradise Bay Road/ LOS C LOS F LOS B LOS A SR-104 15.6 sec. >100 sec. 10.0 sec. 9.2 sec. N.A. WEEKEND Paradise Bay Road/ LOS A LOS A LOS A LOS B LOS A Oak Bay Road 9.5 sec. 9.6 sec. 9.4 sec. 11.0 sec. 10.0 sec. Paradise Bay Road/ LOS A LOS A Ludlow Ridge Road N.A. 9.2 sec. 7.4 sec. N.A. N.A. Paradise Bay Road/ LOS F LOS F LOS B LOS B SR-104 77.7 sec. >100 sec. 10.3 sec. 13.5 sec. N.A. N.A.-not applicable (i.e., calculation not provided for specific analysis or no volume recorded during the peak hour) Note: Paradise Bay Road considered the east/west roadway at the Oak Bay Road and Ludlow Ridge Road intersections, and the north/south roadway at the SR-104 intersection. 12 Where: LOS Delay A < 10 seconds B > 10 & < 15 seconds C > 15 & <25 seconds D >25 & < 35 seconds E >35 & < 50 seconds F > 50 seconds (for unsignalized intersections) The results of the capacity analyses for the future conditions show only minor increases in delay resulting from the project trips. All critical movements (left-turns from the main street and all side street movements) are expected to operate at level of service "B" or better for the weekday and weekend peak hours at the Paradise Bay Road/Oak Bay Road and Paradise Bay Road/East Ludlow Ridge Road intersections. The exception to the good levels of service is the SR-104/ Paradise Bay intersection where the southbound movement would be at level of service "F" during both the weekday and weekend peaks, consistent with current conditions and prior projections. The impact to this intersection from the proposed project would be less than ten peak hour trips, which WSDOT does not consider as significant. 5. Site Access Paradise Bay Road will provide eventual access to the majority of lots within the project from the East Ludlow Ridge Road intersection or an existing logging road intersection about 1 150 feet west of East Ludlow Ridge Road. (Note: two shoreline lots, located near the northwesterly portion of the property would be provided access from an existing access easement that travels diagonally to the southwest from these lots and connects to Ludlow Bay Road. The traffic-related impacts on Ludlow Bay Road from these two lots would be insignificant.) East Ludlow Ridge Road would provide direct access to 14 lots, with the remaining 30 lots served from a new roadway that would extend westerly from East Ludlow Ridge Road and then extend northeasterly and looping back into East Ludlow Ridge Road near the northerly property line. Near its intersection with Paradise Bay Road, East Ludlow Ridge Road would have a projected daily traffic volume of approximately 650 vehicles per day. Beyond the new intersection that would serve the 30 lots, the volume would drop below 150 vehicles per day. The loop roadway serving the 30 lots would have a projected daily volume of fewer than 300 vehicles per 13 day. The existing logging road would serve eight lots and have a projected daily traffic volume of less than 100 vehicles per day. The estimated peak hour volumes at the Paradise Bay Road/East Ludlow Ridge Road intersection were shown on Figures 6 and 6A. The prior capacity analyses indicate that the access should operate at a good level of service with level of service "A" present during the peak hours. As noted earlier, the entering/exiting volumes shown on Figures 6 and 6A for East Ludlow Ridge Road include slightly higher volumes than would occur from the 44 lots using this access. These additional volumes accounted for potential development of four lots on the DNR property and a few remaining lots on Tala Point, or the possibility of the eight lot cluster to the west using East Ludlow Ridge Road as an optional access. As such, this intersection would be impacted by the greatest number of project trips and represent the more critical of the site accesses. The need for left-turn storage on Paradise Bay Road at the East Ludlow Ridge Road access was reviewed using Figure 910-12a from the WSDOT Design Manual (figure has been attached). Based on the anticipated volume of left-turns from Paradise Bay Road, left-turn storage is not recommended. The need for right-turn storage on Paradise Bay Road was also reviewed using Figure 910-15 from the WSDOT Design Manual. Based on the projected volume of right-turns at this location, no additional storage is needed. The entering and stopping sight distances at the proposed accesses to Paradise Bay Road were field measured. The approximate distances were as follows: APPROXIMATE MEASURED SIGHT DISTANCES Site Accesses to Paradise Bay Road ESD SSD At East Ludlow Ridge Road From the east -- 560' From the west -- >1000' To the east 560' -- To the west >1000' -- At Logging Road Access From the east -- >1000' From the west -- 300' To the east >1000' -- To the west 320' -- Note: ESD (entering sight distance) measured 10 feet back from the traveled way with an eye height of 3.5 feet and an object height of 3.5 feet; 2.0-foot object height used for SSD (stopping sight distance), as allowed under AASHTO. 14 Both horizontal and vertical curvature are present along Paradise Bay Road (approximate 6-7% westbound upgrade cresting near the logging road access and a horizontal curve east of East Ludlow Ridge Road) which limit the available sight distance. The posted speed on Paradise Bay Road is 40-mph. Assuming a 50-mph design speed, 425 feet of stopping sight distance is required and 555 feet of entering sight distance is required per AASHTO. Due to the presence of the grade, an adjustment to the stopping sight distance is appropriate in both directions at East Ludlow Ridge Road and to/from the east at the logging road access, resulting in approximately 385 feet of stopping sight distance required in the upgrade and 510 feet in the downgrade. (Note: per AASHTO, grade adjustment is not needed for entering sight distance. Furthermore, the grade is flattening from the west at the logging road access and therefore an adjustment does not appear to be needed for the stopping sight distance from the west.) Based on the approximate field measurements, the entering sight and stopping distances to/from the east and west at East Ludlow Ridge Road are met, as well as to/from the east at the logging road access. However, neither entering nor stopping sight distance is met to/from the west at the logging road access. Although sight distance is adequate for the existing East Ludlow Ridge Road intersection at Paradise Bay Road, other geometric conditions exist along East Ludlow Ridge Road that are proposed to be upgraded to serve the proposed development. Specifically, realignment of the horizontal curves on the approach to Paradise Bay Road is proposed by relocating the intersection approximately 260 feet to the east of the existing intersection location. Both entering and stopping sight distance were checked at the relocated intersection and exceeded 1000 feet to/from the east and west. Thus, the proposed relocated intersection would meet sight distance requirements. Project Impacts Development of Tala Point would generate new traffic onto the adjacent roadway system. The project site is located to the east of the major activity areas within Port Ludlow, and Port Ludlow is expected to attract many of the future trips generated by the residents of Tala Point. The number of trips associated with Tala Point would have a limited impact on the adjacent County roadways. Both the weekday and weekend traffic impacts were reviewed since the project would generate more traffic 15 during the week, but traffic volumes in the Port Ludlow area can be higher on the weekends, especially during the summer along SR-104. The new single-family residences would generate just over 500 weekday trips, with 55 new trips during the peak hour. Weekend traffic would be much lower. The main impact from the project would be to Paradise Bay Road which would provide access to other arterials or to social, entertainment/recreational or shopping activities. The additional volumes generated by the project are within the capacities of the intersections and roadways in the area. The major County intersection that will be impacted by the development (i.e. Paradise Bay Road/Teal Lake Road) will operate at level of service "B" or better in the future, with or without the project. The one exception is at the Paradise Bay Road/SR-104 intersection where the side street movements are, or will be at level of service "F", with or without the project. This condition has been documented for the past decade and the limited number of project trips through the intersection is not considered significant by WSDOT and therefore not subject to mitigation. The majority of lots will be served from either East Ludlow Ridge Road or an existing logging road. The East Ludlow Ridge Road/Paradise Bay Road intersection would be impacted by the majority of project trips and is expected to operate acceptably. Turn storage on Paradise Bay Road would not be required to serve the site access(es) per WSDOT guidelines and sight distance is adequate for a 50-mph design speed. The most notable deficiency associated with the proposed action is the entering and stopping sight distance to/from the west at the existing logging road access. Potential options to mitigating this deficiency include the following: • Limiting the entering/exiting movements to right-turns only. • Cutting the vertical curve sufficient to provide adequate sight distance. • Providing an internal connection between the eight lots served from the logging road through the DOE parcel sandwiched between the parcels on the east and west side. • Providing turn storage on Paradise Bay Road for entering left-turns and a as a refuge area for exiting left-turns. All of these options have advantages and disadvantages that require further analysis for both construction feasibility and cost. 16 Conclusions/Recommendations The development of Tala Point will generate additional traffic onto the existing transportation system. Further discussion with County Staff is recommended with respect to the sight distance deficiency at the proposed logging road access. Due to the limited off-site impacts associated with the project, no other mitigation is recommended. 17 ATTACHMENTS 18 Site Plan/Figures 2 .d Z6i76- ILL-sat, iJag d{,G :Pi Rn F? pati I il,.1 Project Site Stiranso -u: N.T.S. ! 7.1:-.1i:::....-;.::::::,:•; :i.::':;:::::4::::: ::1:::::::.. ....:.:,...::.i.•:f:...,:11:iii::::ii:;;:.:1:.1,..1.ci...!:::;;;,:]i::;-1:1.'-i-..;:-.::.;;;. :.; ;;:i..,.:::::..il.i..isC.:.--,-1....e..........!:...;....:..;'..::..:,..mi ... IP* - •::..,:.'..:::.........:,....•,-..,...".s.'.....:5:!::::,-:..:;;--_:;;.:,„"jr.:•...:.::...f.-:.:::::-"ii...--:.i:!.1.:;i:.:;;;.:?....e.:..:.::::::::::?:::::::-.71t7:1'::::::"!:,:i"-!..:;;Iic;':1:,:;...........-::::;1:::;:'.:::E.:::-:i-::::.. cc Zu /1>2111°.;;;:.::::.'::::::.;:::.:1...:;;;....."1::::::.1:::-...:.;1::::.;;;.;.';:f:':::...... ,r Ri . x..r.�rti 1-77.1.§ViiiZ;;:,i;.. . .-...:.i:y...:...,:.:,:.:,,,,i, 4016 J p .,23 keig.itri:I.I:::::::::i.:::-.:,::;":....-:-..:..i?i, .. Ial, va •,...jr;„,::_ isL'.. (___72 / �1 / / PROJECT VICINITY MAP Geralyn Reinert, P.E. FIGURE 1 159 Denny , Tala Point Page Seattle.WA.Way98109#111 Jefferson County,WA. F-1 E 'd Z6b6— tLL—SZb iaa� d.bq :2T An Ra °art 411 5 6 / `__--6 4<-f`->1 1141 8 1 11 29 33 ( >165 1 123 _. - 124 67 .._43 124 100-=_. 99 ,4 28 13 10- --146 184 N.T.S. lvd��'e, 1 • L. 1 / �' • ., 1 P•a &per ! e., t‘-‘' . L, , \ C $• - Project site 2926 ti g , I 140 1 U /. cc 2138 0 -.. 0 N j L 0 ti 0 '\. 0 fII -0 �- • AO, N / 1 , i 1 a A.iii i / 2282 I (-------75 -------•- 13000 h 6 ! 69 1 • SR-104 167 '� "•--•----- . Y A 0 e 625 _ '_808 4 ( 16000 524//_r515 16 y 3 1 0- .. .-> =cc-average daily traffic 9 roc -pm peak hour volume EXISTING DAILY & WEEKDAY PM PEAK HOUR VOLUMES Geralyn Reinart, P.E. FIGURE 2 159 Denny Way,#111 Tala Point Page Seattle,WA 98109 Jefferson County,WA. F-2 i7 'd a6176- ILL-Sal? i..la9 dSS :2I Rn PP. an 65 5 1O_ ., __ 5 i 7, 4�_ _ 1 50 11 29�- -l;> 146 3 69__ 70 65-4----34 91 110 88 / 37 20 15 .—123 175 N.T.S. is/ 1 ,F / / • __ l d -.- `14 / \\ - a\o •‘a �Vv � o ` . E '.• Oa -- - Project site 1 J •LL W ` 'C.D. 1 m ` • 4 �9-0 • /: 11 �.. i / i 1 I. i i 105 106 ii SR-104 0 t 5 700 __ 821 1 970-<\-.->963 15 1 V d, 2 1 —10 12 ,oc -peak hour volume ESTIMATED WEEKEND PEAK HOUR VOLUMES Geralyn Reinart, P.E. FIGURE 2A 159 Denny Way,#111 Tala Point Page Seattle,WA. 98109 Jefferson County,WA. F-2A S 'd a6i76- T LL-S217 I Jecl dcc :71 on rnarr r , 14 roc% -Percent distribution [xx] -Daily volume xx% -Peak hour volume N.T.S- 10°i°[52] �'a� I Local trips- '1s, ' 2 in/4 out L. 1 / y /: 30- ' 1 1. fid • • 10 �Jd\O� i i •.\ ..1 ( ' To (../ 5.)[129] s Project site (13 , [439] �4— 65%� (17 85°k -0 _ I [336](23) (^) 1 "ti [103] (5 (4) [� N y \ 1 (3) -•' 16 1 la ..... !D -o tt _ I v / ,0 1 \ / i • (3) i 15% 44] 1 SR-104 ESTIMATED WEEKDAY TRIP DISTRIBUTION/ASSIGNMENT Geralyn Reinert, P.E- FIGURE 3 159 Denny Way,#111 Tala Point Page Seattle,WA. 98109 Jefferson County,WA. F-3 9 .d Z6i76- ILL-S2b 1...1an dcc : T on cHarr • 4 1.1 roc% -Percent distribution [xx] -Daily volume xx% -Peak hour volume N.T.S. 10%(30) �o�j I Local trips- ',0 2 in/2 out �id I /• : L $8� / i 0°u fid'-- -\--It-a'' (6 < ' a`o� / _'. 0a-1 (4) ..---- O�VJ / ` . \: /25°f ..-"1 Q i' =gym / ,..0:4- 4)[72] & • Project site (1 e • -- [848] • 65%k(12) (14 6 3 [19O] 20%4) — I [58) ) 15%3Ce. (31 / [44) 1 mTa (3) m ro m -oma o � ;: d. l I I . 1`0 / ` •1 i (3) 44) i — --%(3) SR-104 ESTIMATED WEEKEND TRIP DISTRIBUTION/ASSIGNMENT Geralyn Reinert, P.E. FIGURE 4 159 Denny Way,#111 Tale Point Page Seattle,WA 98109 Jefferson County,WA F-4 L 'd Z6i76- T LL-SZt7 i-la FI dqq :P T An P7 oarr 46 5 7)ilt _ ^ �7 �. 9 4�..- -1 1 32 12 57 262 1 152 _153 96 ! r 70 196 126-L� 125 1, 31 14 11 - . ---219 261 N.T.S. y / / i 1 a v \. �� `.` QOML7: li Oa • �••� -.-/ Project site / _ 4150 140 J CN\ ^` 2660 W \W i.1 0 m 00 a f53 , V� ,r0 -A s /' � / 1 2830 / 99 7. -/‘'- >92 - .-. ,.-` 16225 1 208 _ SR-104 0 7 780 _ _1007 +� r 20180 654 / .-643 ___..,,,19 Y l 4 0- ._g xx c -average daily traffic 10 -roc -pm peak hour volume 2013 ESTIMATED DAILY & WEEKDAY PM PEAK HOUR VOLUMES WITHOUT PROJECT Geralyn Reinart, P.E. FIGURE 5 Tala Point Page 159 Denny Way,#111 9 Seattle,WA. 98109 Jefferson County,WA. F-5 8 •d 26i7G- ILL-sat, i-Ia9 dgq :21 Rn 1'P oan k i , 14 71 5 11- ..A----5 8 4�-%k--1 1 12 46 t,:,214 3 86_ 87 K22lB . l73 ) 230 N.T.S. hea/, I 1' — e,-re, 1 I % % .• 1 v-d VJe / 1-.'. .--.742.--'s--..!- — •\ a4 ..••N OCP. /• -� p �.• - -:•- • Project site t J T I: CC / V^' W t 7 usW ZY usr iii / r• ;. I 1 r 30 /f\-----121 i ` .- 132 -- 132i -,- _ - SR-104 Y 0 8 874 t - 1024 1210 L 1202 18 1 2 1 .1,-r•-12 14 -nor -peak hour volume 2013 ESTIMATED WEEKEND PEAK HOUR VOLUMES WITHOUT PROJECT Geralyn Reinert, P.E. FIGURE 5A 159 Denny Way,#111 Tale Point Page Seattle,WA, 98109 Jefferson County,WA. F-5A Z 'd X6176- ILL-S217 I-Jan dr T : r n sin P7 carr I 4 "tic r 141 46 25 7_ -:-7 21 9 6 32 12 57 - >272 31 152 _ _ 158 A 105- -.--70 206 156-,/ 125 Y 31 23 16 :-225 r 272 N.T.S. 1-1-a/L I "ed., ^lay 1 i / i i n V ):./ ' ..N -- �• �! P° r i p� I.,,. .•-......._.,.--- .- ~-V ;•-. Project site • 4485 - •..— J 1• 655 i LL 3100 N I 15L a) In .o /y p- 1 . 2875 / I f 102 , / �` --•--- 16225 7_. . �95 211 \ - ' SR-104 Y I 0 7 780 _ _ 1010 20225 654--_ - -643 19 1 11 Y r 40_ , .-9 41 xxxx-average daily traffic 10 r roc -pm peak hour volume 2013 ESTIMATED DAILY & WEEKDAY PM PEAK HOUR VOLUMES WITH PROJECT Geralyn Reinart, P.E. FIGURE 6 TalaPoint Page 15Denny Way, Jefferson County,WA. F-6 Seattle,WA.A. 98109109 Z 'd ZB-v6- ILL-SZb IJaC d4,T : Tn nn c7 parr 71 22 11- ..%\---,-518 ESA -�4 $ a 55 86_ 1 ._90 12 46 _ >220 19 90 :.-52 'I' 127- 108 16 41 r 26 20--.. t.-`-178 4y 239 N.T.S. 12 i I- �2aJ, I i / / : . t d. �•.. " &pts e p� C ---_• $. ,_. --- Project site 1 § l li J i N CLm • 11 i > 1 N : t i i i 133 . - i 9_ f'-- --124 I \ ... - 135 • SR-104 t 0 6 874 - 1027 I 1210- _- 1202 18 j' p 2 1 -12 14 ,:-roc -peak hour volume 2013 ESTIMATED WEEKEND PEAK HOUR VOLUMES WITH PROJECT Geralyn Reinart, P.E. FIGURE 6A Tale Point Page 159 Denny Way,#111 Seattle,WA. 98109 Jefferson County,WA. F-6A 6T 'd ass- TLL-sat, t.aa9 d9S :2,i An P2 Darr I