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O Regular Agenda: 11:00 AM
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Jefferson County Board of Commissioners
Agenda Request
To: Board of Commissioners
Philip'Morley, County Administrator
From: Monte Reinders, PE, Public Works Director/County Engineer
,"�
Agenda Date: February 8, 2021
Subject: Public Hearing to change certain legal Speed Limits in Port Ludlow
Statement of Issue:
Conduct a public hearing for the purpose of receiving public testimony concerning
revisions to the Jefferson County Code, Chapter 10.05, Model Traffic Ordinance to
change legal speed limits in Port Ludlow Village on Paradise Bay and Oak Bay Roads.
Analysis / Strategic Goals / Pros Et Cons:
RCW 46.61.415 permits local authorities to decrease or increase the maximum legal
speed limits on county roads based upon a traffic engineering study and in
consultation with the Manual on Uniform Traffic Control Devices (MUTCD). Public
Works has commissioned a traffic safety study of road and operational characteristics
as herein attached, dated June 2020. The County Engineer recommends changing the
speed limit to 25 MPH, 35 MPH and 40MPH in certain zones and to modify Model
Traffic Ordinance Exhibit A to be consistent with this revision of Jefferson County
Code 10.05.040.
Fiscal Impact / Cost -Benefit Analysis:
The cost of installing signs is estimated to be nominal or less than $1,000.00.
Recommendation:
After considering public testimony, approve by Resolution the proposed legal speed
Limit change, revising Exhibit A of Ordinance No. 06-0924-01 and direct Public Works
to make the appropriate public right-of-way field adjustments in Port Ludlow Village.
Department Contact: Wendy Clark-Getzin, PE, Transportation Planner, 360-385-9162
Date
COUNTY OF JEFFERSON
STATE OF WASHINGTON
In the Matter of Revising }
Exhibit "A" Jefferson County Speed Limits }
Of Ordinance #11-1214-98 } RESOLUTION NO.
Regulating Traffic Speeds on County Roads }
Codified as Jefferson County Code, Chapter 10.051
WHEREAS, the speed limits on County Roads are listed in Exhibit "A" Jefferson County Speed
Limits Ordinance #11-1214-98 Regulating Traffic Speeds on County Roads, codified as Jefferson County
Code, Chapter 10.05; and
WHEREAS, the Revised Code of Washington (RCW) 46.61.415 authorizes local authorities to
decrease or increase the maximum legal speed limit on County Roads on the basis of engineering and traffic
investigation findings that the maximum speed is greater or less than is currently listed in Exhibit "A"; and
WHEREAS, the County Engineer has presented the results of the Port Ludlow Village Traffic Safety
Study Report, dated June 2020, (the Study) to the Jefferson County Board of Commissioners for their
consideration in a duly noticed public hearing; and
WHEREAS, the County Engineer has recommended the reduction of Port Ludlow Village Paradise
Bay and Oak Bay Roads (County Road numbers 503609 and 569908 respectively) legal speed limit based on
the Study's comprehensive findings consistent with Federal Highways Administration guidance and in
consultation with the Manual on Uniform Traffic Control Devices (MUTCD);
IT IS HEREBY RESOLVED that the maximum speed limits on County Roads No.503609 and No.
569908 shall be listed in the revised Exhibit "A" dated February 8, 2021 of Ordinance #11-1214-98 Regulating
Traffic Speeds on County Roads, codified as Jefferson County Code, Chapter 10.05 and that all previous
versions of said Exhibit "A" are hereby repealed.
APPROVED and ADOPTED this day of 2021.
ATTEST:
Carolyn Gallaway
Clerk of the Board, CMC
JEFFERSON COUNTY
BOARD OF COMMISSIONERS
Kate Dean, District 1
Heidi Eisenhour, District 2
Greg Brotherton, District 3
Jefferson County Speed Limits
February 8, 2021
EXHIBIT "A
NAME
NUMBER
FROM
MILEPOST
TO
MILEPOST
SPEED
LIMIT
1 St St.
638209
0.00
0.19
25
2nd St.
638409
0.00
0.16
25
3rd Ave.
675509
0.00
0.15
20
3rd St.
639809
0.40
0.60
25
4th Ave.
672009
0.00
0.20
25
5th Ave.
669109
0.00
0.34
25
6th Ave.
667109
0.00
0.18
25
7th Ave.
665709
0.00
0.41
25
8th Ave.
674709
0.00
0.14
25
9th Ave.
663109
0.00
0.05
25
9th Ave.
674909
0.00
0.13
25
10th Ave.
663009
0.00
0.13
25
A St.
641409
0.00
0.06
25
Adelma Beach Rd.
602309
0.00
0.66
25
Adventurer Ln.
543709
0.00
0.09
25
Airport Rd.
683209
0.00
0.28
25
Alderview Ln.
566409
0.00
0.10
25
Aldrich Rd.
608709
0.00
0.17
20
Alley St.
646109
0.00
0.09
20
Alma St.
636009
0.00
0.06
15
Ames Ln.
512609
0.00
0.09
25
Anderson Lake Rd.
523408
0.00
2.77
50
Anderson Rd.
521509
0.00
0.05
20
Anderson St.
663209
0.00
0.12
25
Andy Cooper Rd.
505509
0.00
1.12
20
Ann Kivley Dr.
529109
0.00
0.27
25
Appaloosa Dr.
251909
0.00
0.62
25
Appaloosa PI.
259209
0.00
0.06
25
Arabian Dr.
261509
0.00
0.46
25
Arcadia Dr.
624609
0.00
0.08
25
Argyle Ln.
508809
0.00
0.11
25
Aubrey Ave.
302109
0.00
0.03
25
Azalea Ln.
243209
0.00
0.09
25
B St.
641209
0.00
0.14
25
Bachelor Rd.
501609
0.00
0.71
25
Baldwin Ln.
544109
0.00
0.21
25
Baldwin Rd.
581709
0.00
0.20
20
Barque Ln.
511609
0.00
0.06
25
Ba shore Dr.
557409
0.00
0.57
25
Ba veiw Ct.
209109
0.00
0.06
25
Ba View Ave.
208709
0.00
0.30
25
Ba view Ln.
602709
0.00
0.15
25
Page 1
Jefferson County Speed Limits
February 8, 2021
EXHIBIT "A
Ba view St.
693219
0.00
0.136
25
Beach Dr.
580609
0.00
0.29
20
Beachcrest Ln.
564809
0.00
0.14
20
Beattie Ave.
678309
0.00
0.18
20
Beausite Lake Rd.
519009
0.00
0.71
20
Becker St.
608809
0.00
0.19
25
Beckett Point Rd.
617509
0.00
0.64
25
Beckett Point Rd.
617509
0.64
1.26
20
Bee Mill Rd.
273408
0.00
1.54
30
Bee Mill Rd.
273408
1.54
2.32
25
Belfra a Rd.
503409
0.00
0.43
20
Belgian Dr.
251709
0.00
0.14
25
Belle St.
630609
0.00
0.04
25
Beveridge Ln.
593509
0.00
0.07
20
Big Quilcene River Rd.
305709
0.00
1.91
20
Birch Ct.
200609
0.00
0.07
25
Black Point Ct.
210209
0.00
0.068
25
Black Point Rd.
242609
0.00
1.02
35
Black Point Rd.
242609
1.02
2.04
20
Blanche Ave.
531609
0.00
0.19
25
Blue Heron Rd.
595909
0.00
0.06
20
Blue Horizon Ct.
682809
0.00
0.22
25
Blue Mountain Rd.
510529
0.00
0.51
25
Bluejay Ln.
450309
0.00
0.26
25
Boardwalk PI.
679309
0.00
0.12
25
Boulder Dr.
216609
0.00
0.15
25
Boulton Rd.
343309
0.00
1.27
25
Bowen St.
318809
0.00
0.24
25
Brighton Ave.
648909
0.00
0.27
25
Brinnon Cemetery Rd.
251409
0.00
0.04
25
Brinnon Ln.
245209
0.00
0.22
25
Broad Spit Rd.
332809
0.00
0.78
25
Broders Rd.
502709
0.00
0.06
25
Broshear Rd.
423809
0.00
0.09
20
Bruce Rd.
661809
0.00
0.13
20
Brush Plant Loop Rd.
327109
0.00
0.20
25
Buckhorn Rd.
279109
0.00
0.23
20
C St.
638109
0.00
0.08
25
Camano Ln.
511009
0.00
0.15
25
Camber Ln.
514409
0.00
0.43
25
Cameron Dr.
508109
0.00
0.33
25
Camp Discovery Rd.
422009
0.00
0.86
20
,Camp Harmony Rd.
414109
0.00
0.60
20
Canal Lane Ct.
208209
0.00
0.03
25
Page 2
Jefferson County Speed Limits
February 8, 2021
EXHIBIT "A
Canal Ln.
207709
0.00
0.24
25
Canal View St.
207909
0.00
0.44
25
Candace Rd.
533409
0.00
0.07
25
Cape George Rd.
622808
0.00
0.23
35
Cape George Rd.
622808
0.23
1.91
50
Cape George Rd.
622808
1.91
4.69
40
Cape George Rd.
622808
4.69
4.95
30
Cape George Rd.
622808
4.95
7.575
40
Cape George Wye
623709
0.00
0.23
25
Carey Ct.
552909
0.00
0.07
25
Carl Johnson Rd.
347509
0.00
1.29
20
Carroll Ave.
693719
0.00
0.18
20
Carter Ln.
212809
0.00
0.02
25
Cascade Ave.
678409
0.05
0.15
25
Cascade Ln.
510409
0.00
0.10
25
Casselary Rd.
500309
0.00
0.32
25
Cedar Ave.
637109
0.00
0.63
25
Cedar Cove Rd.
243909
0.00
0.22
25
Cedar Ct.
635009
0.00
0.03
25
Cedar Ln.
655009
0.00
0.15
20
Cedar PI.
203109
0.00
0.07
25
Cemetery Rd.
337009
0.00
0.51
25
Center Cemetery Rd.
503109
0.00
0.26
20
Center Rd.
931507
0.00
14.36
55
Center Rd.
931507
14.36
14.70
35
Center Rd.
931507
14.70
15.01
30
Charles St.
535009
0.00
0.05
20
Cherry Ave.
522309
0.00
0.25
25
Chimacum Creek Dr.
533209
0.00
0.25
25
Chimacum Park Rd.
522809
0.00
0.14
15
Chimacum Rd.
932507
0.00
0.43
25
Chimacum Rd.
932507
0.43
1.57
40
Chinook Dr.
206409
0.00
0.16
25
Christney Rd.
532909
0.00
0.28
25
Church Ln.
251109
0.00
0.52
25
Church Rd.
528209
0.00
0.06
25
Cirque Dr.
206709
0.00
0.29
25
Clearwater Rd.
107509
0.00
2.73
40
Clearwater Rd.
107509
2.73
3.06
25
Clearwater Rd.
107509
3.06
3.74
40
Clearwater Rd.
107509
3.74
4.13
25
Clear View PI.
515549
0.00
0.12
25
Cleveland St.
578309
0.00
0.49
25
Cliffline Ct.
224709
0.00
0.11
25
Page 3
Jefferson County Speed Limits
February 8, 2021
EXHIBIT "A
Clipper Ln.
511809
0.00
0.08
25
Colwell St.
630009
0.00
0.05
25
Combs PI.
613909
0.00
0.07
25
Combs St.
610409
0.00
0.26
25
Commercial Ave.
501009
0.00
0.04
20
Condon Ln.
545109
0.00
0.21
25
Cook Ave. Ext.
629307
0.00
0.62
25
Cook St.
629019
0.00
0.13
20
Cora St.
635409
0.00
0.11
25
Corey Ln.
247809
0.00
0.16
25
Cottonwood Ct.
682509
0.00
0.17
25
Country Ridge Dr.
510559
0.00
0.28
25
County Landfill Rd.
626009
0.00
0.55
25
County Shop Rd.
241309
0.00
0.12
25
Cove Way
274009
0.00
0.08
25
Covington Way
523809
0.00
0.02
25
Coyle Rd.
403908
0.00
14.21
50
Coyle Rd.
403908
14.21
14.64
25
Coyle Rd.
403908
14.64
14.97
20
Craig Rd.
502809
0.00
0.17
25
Creek Ct.
214909
0.00
0.05
25
Creek Dr.
214709
0.00
0.14
25
Cressey Ln.
510209
0.00
0.10
25
Crestview Dr.
515509
0.00
0.31
25
Critter Ln.
625709
0.00
0.16
20
Crutcher Rd.
620809
0.00
0.44
25
Crystal Ct.
517309
0.00
0.14
25
Cul-de-Sac
642709
0.00
0.04
25
Curtiss St.
651309
0.00
0.26
25
Cutter Ln.
511109
0.00
0.03
25
D St.
658909
0.00
0.36
25
Dabob Post Office Rd.
425309
0.00
0.44
35
Dabob Post Office Rd.
425309
0.44
1.46
25
Dabob Post Office Rd.
425309
1.46
2.07
20
Dabob Rd.
348808
0.00
5.23
40
Daisey King Ln.
502309
0.00
0.11
20
Daisey King Rd.
502509
0.00
0.44
20
Deema Smakman Rd.
308509
0.00
0.14
25
Deer Hollow Circle
516309
0.00
0.22
25
Deer Hollow Rd.
508709
0.00
0.13
25
Dickey St.
440309
0.00
0.19
20
Disco. Bay Cemetery Rd.
500609
0.00
0.10
20
Discovery St.
606909
0.00
0.03
20
Do wood Ln.
1 243009
0.00
0.15
25
Page 4
Jefferson County Speed Limits
February 8, 2021
EXHIBIT "A
Donald Rd.
401509
0.00
0.25
20
Dosewalli s Rd.
250008
0.00
6.81
35
Dowans Creek Rd.
146809
0.00
2.49
20
Drew Ln.
509809
0.00
0.19
25
Driftwood Ct.
515309
0.00
0.07
25
Duckabush Rd.
227408
0.00
1.01
25
Duckabush Rd.
227408
1.01
2.35
35
Duckabush Rd.
227408
2.35
3.66
25
Dunbar Ct.
508309
0.00
0.03
25
Dunsmuir Rd.
508409
0.00
0.27
25
Duquesne Ave.
678509
0.00
0.28
25
Dutch Ln.
302209
0.00
0.09
25
E. Alder St.
506609
0.00
0.13
25
E. Arden St.
675609
0.00
0.41
25
E. Boat Dr.
507209
0.00
0.08
25
E. Cedar St.
505909
0.00
0.146
25
E. Columbia St.
324209
0.00
0.18
25
E. Eugene St.
671009
0.00
0.37
25
E. Fir St.
505709
0.00
0.06
25
E. Fitchburg Ave.
642409
0.00
0.13
25
E. Go-Onna Dr.
412609
0.00
0.48
25
E. Hemlock St.
506209
0.00
0.16
25
E. Horton St.
673809
0.00
0.28
25
E. Island View Ave.
689209
0.24
0.41
25
E. Kinkaid St.
674209
0.00
0.25
25
E. Maple St.
506909
0.00
0.10
25
E. Maude St.
668909
0.00
0.25
25
E. Middlepoint Rd.
628109
0.00
0.98
20
E. Moore St.
677709
0.00
0.56
25
E. Price St.
667009
0.00
0.32
20
E. Rose St.
301809
0.00
0.19
25
E. Spruce St.
506409
0.00
0.16
25
E. Uncas Rd. N.
500509
0.00
0.44
20
E. Uncas Rd. S.
500709
0.00
0.18
20
E. Wildwood Ln.
242709
0.00
0.08
25
Eagle Creek Rd.
502409
0.00
0.24
25
Eagle View Ln.
441309
0.00
0.21
25
Ea lemount Rd.
510508
0.00
5.34
50
East Beach Park Rd.
594009
0.00
0.04
15
East Beach Rd.
593809
0.00
0.27
25
East Marrowstone Rd.
593909
0.00
2.84
35
East Quilcene Rd.
327508
0.00
2.22
35
East Quilcene Rd.
327508
2.22
4.43
25
Easy St.
246509
0.00
0.16
25
Page 5
Jefferson County Speed Limits
February 8, 2021
EXHIBIT "A
Eaton Rd.
406509
0.00
0.14
20
Ed ewood Dr.
515809
0.00
0.21
25
Egg & I Rd.
516009
0.00
3.27
35
Elk Ct. E.
218209
0.00
0.06
25
Elk Ct. W.
217209
0.00
0.065
25
Elk Dr.
218009
0.00
0.50
25
Elkins Rd.
527609
0.00
0.53
25
Ellie St.
616409
0.00
0.04
25
Elm St.
629119
0.00
0.07
20
Elston Ave.
679009
0.00
0.08
25
Embody Rd.
512809
0.00
0.39
20
Bor eson Rd.
403209
0.00
0.22
20
Evans Ln.
512109
0.00
0.10
25
Evergreen Ln.
634709
0.00
0.15
25
Explorer Ln.
542909
0.00
0.10
25
Fairmount Beach Rd.
506109
0.00
0.03
20
Fairmount Hill Rd.
504109
0.00
0.13
25
Fairmount Rd.
503209
0.00
0.60
35
Fairmount Rd.
503209
0.60
1.29
25
Fairwind Ct.
514909
0.00
0.06
25
Falcon Ln.
513309
0.00
0.08
25
Farnsworth PI.
502609
0.00
0.22
25
Fern Way
522509
0.00
0.22
25
Fernrid e Ln.
508509
0.00
0.09
25
Finch Ln.
442709
0.00
0.11
25
Fir Circle
642909
0.00
0.23
25
Fish Hatchery Rd.
302009
0.00
0.27
25
Flamingo Rd.
624309
0.00
0.31
20
Fleet Dr.
540509
0.00
0.50
25
Florence St.
624009
0.00
0.10
20
Forest Dr.
204309
0.00
0.60
25
Forester Ln.
542709
0.00
0.04
25
Fort Gate Rd.
598409
0.00
0.72
25
Fortuna Dr.
622109
0.00
0.11
25
Foster Ln.
540909
0.00
0.09
25
Foster St.
634809
0.00
0.11
25
Four Corners Rd.
601208
0.00
1.29
40
Frank Beck Rd.
302409
0.00
0.41
25
Fra ne St.
634409
0.00
0.17
25
Fredericks St.
693419
0.00
0.25
25
Fremont Ave.
301709
0.00
0.42
25
French Rd.
513109
0.00
0.28
20
Fuller Rd.
361109
0.00
0.74
20
Fullerton Rd.
129909
0.00
0.14
25
Page 6
Jefferson County Speed Limits
February 8, 2021
EXHIBIT "A
Gamble Ln.
509309
0.00
0.15
25
Garden Club Rd.
585809
0.00
0.34
25
Gardiner Beach Rd.
502009
0.00
0.97
25
Gardiner Beach Rd.
502009
0.97
2.23
35
Gardiner Cemetery Rd.
502209
0.00
0.14
25
Garten Rd
504409
0.00
0.08
20
Gary Ave.
678709
0.15
0.34
25
George St.
654309
0.00
0.18
25
Gibbs Lake Rd.
517509
0.00
0.74
25
Gibbs Lake Rd.
517509
0.74
2.05
20
Glen Ave.
522609
0.00
0.06
25
Glen Cove Rd.
693619
0.24
0.47
25
Glen Lo ie Rd.
300509
0.00
0.26
20
Godfrey St.
522209
0.00
0.12
25
Goldenview Dr.
573809
0.00
0.26
25
Goldfinch Ln.
513409
0.00
0.08
25
Goliah Ln.
510809
0.00
0.20
25
Gorge Ct.
218709
0.00
0.11
25
Goss Rd.
620009
0.00
0.38
20
Graceland Way
573609
0..00
0.51
25
Gran Rd.
229309
0.00
0.05
20
Griffith Point Rd.
592009
0.00
1.68
25
Grouse Ln.
512309
0.00
0.55
20
Grove Ct.
543309
0.00
0.03
25
Gun Club Rd.
640009
0.00
0.11
25
Gustaysen Rd.
327809
0.00
0.39
20
Hadlock Ave.
638309
0.00
0.23
25
Hadlock Bay Rd.
654109
0.00
0.34
25
Hadlock Bay Rd.
654109
0.34
0.47
20
Hadlock Bay Rd.
654109
0.47
0.58
25
Hamilton Ave.
300709
0.00
0.05
25
Harbor View PI.
504609
0.00
0.13
25
Harms Ln.
541709
0.00
0.09
25
Harolds Hollow
556009
0.00
0.20
25
Hastings Ave. W.
691007
1.60
2.10
40
Hastings Ave. W.
691008
2.10
4.40
40
Hatchery -Penney Creek Rd.
302309
0.00
0.27
20
Hayden St.
641009
0.00
0.19
20
Hazel Point Rd.
408008
0.00
1.05
35
Hazel Point Rd.
408008
1.05
1.65
20
Helm Ln.
509709
0.00
0.09
25
Herbert St.
317209
0.00
0.21
25
Heritage Ln.
516409
0.00
0.10
25
Hiddendale Dr.
300309
0.00
0.34
25
Page 7
Jefferson County Speed Limits
February 8, 2021
EXHIBIT "A
Highland Dr.
507809
0.00
0.83
25
Hilda St.
526409
0.00
0.19
20
Hill St.
506009
0.00
0.07
25
Hillcrest Ave.
616009
0.00
0.12
25
Hiller Dr.
574309
0.00
0.20
20
Hilltop Ct.
219409
0.00
0.04
25
Hilton Ave.
678009
0.00
0.16
20
HJ Carroll Park Rd.
523209
0.00
0.11
15
Hjelvick Rd.
271109
0.00
0.48
25
Holland Dr.
501309
0.00
0.34
25
Honeymoon Ln.
501509
0.00
0.43
20
Hood PI.
206609
0.00
0.03
25
Huckleberry Ln.
505009
0.00
0.26
20
Hummingbird Ct.
513809
0.00
0.04
25
Hunt Rd.
634509
0.00
0.23
20
Huntin ford St.
610509
0.00
0.353
25
Indian Island Annex Rd.
578609
0.00
0.05
25
Indian Island Ferry Rd.
578509
0.00
0.08
25
Indian Island Ferry Rd.
578509
0.08
0.29
20
Indian Island Park Rd.
579009
0.00
0.26
15
Irondale Rd.
933507
0.00
1.79
35
Irondale Rd.
933507
1.79
1.93
25
Irondale St.
530109
0.00
0.05
25
Island View Ave.
678209
0.00
0.12
25
Jackson Ln.
540709
0.00
0.15
25
Jacobsen Dr.
573509
0.00
0.336
25
Jakeway Rd.
335309
0.00
0.18
25
Jansen Rd.
588209
0.00
0.25
20
Jefferson Ave.
541309
0.00
0.58
20
Jefferson PI.
533609
0.00
0.06
25
Joan St.
503809
0.00
0.13
25
Jonathan PI.
533309
0.00
0.05
25
Jones Rd.
426909
0.00
0.32
20
Kala Point Dr.
679109
0.00
0.25
25
Keefe Ln.
541109
0.00
0.09
25
Keesling Rd.
360009
0.00
0.31
25
Keller Ln.
540109
0.00
0.10
25
Kelly Rd.
226509
0.00
0.36
25
Kem St.
634609
0.00
0.11
25
Kennedy Rd.
536609
0.00
0.56
25
Ketch Ln.
511709
0.00
0.03
25
Killa ie Beach Rd.
504909
0.00
0.26
25
King Dr.
206209
0.00
0.17
25
Kingfisher Dr.
573709
0.00
0.255
25
Page 8
Jefferson County Speed Limits
February 8, 2021
EXHIBIT "A
Kruse St.
610209
0.00
0.226
25
Lake Leland Park Rd.
343809
0.00
0.29
15
Larson Lake Rd.
503008
0.00
4.06
40
Laurel St.
655409
0.00
0.178
25
Law Ave.
678909
0.00
0.21
25
Lawn St.
528809
0.00
0.04
25
Leadville Ave.
300809
0.00
0.19
25
Lei hbrook Ln.
516809
0.00
0.06
25
Leland Cut -Off Rd.
351009
0.00
0.31
30
Leland Valley Rd. E.
343509
0.00
1.30
20
Leland Valley Rd. W.
343709
0.00
1.25
30
Leland Valley Rd. W.
343709
1.25
4.13
20
Lewis Ave.
678109
0.00
0.17
20
Libby Ct.
543109
0.00
0.03
25
Lilac Ln.
243509
0.00
0.05
25
Lillian St.
534009
0.00
0.16
20
Lilly Ln
678809
0.34
0.38
25
Lind Rd.
509409
0.00
0.92
20
Linda View Dr.
504709
0.00
0.22
25
Lindsay Hill Rd.
330109
0.00
3.33
25
Lindsay Hill Rd.
330109
3.33
4.07
20
Linger Longer Rd.
301309
0.00
0.56
25
Linger Longer Rd.
301309
0.56
1.46
30
Linger Longer Rd.
301309
1.46
1.71
25
Loftus Rd.
621409
0.00
0.49
25
Lone Star Rd.
346509
0.00
0.45
20
Lo eman Rd.
528409
0.00
0.22
25
Lords Lake Loop Rd.
342309
0.00
3.43
30
Lords Lake Loop Rd.
342309
3.43
5.48
20
Lower Adelma Beach Rd.
604809
0.00
0.17
20
Lower Hadlock Rd.
652509
0.00
0.24
25
Lower Hadlock Rd.
652509
0.24
0.29
20
Lower Hoh Rd.
128809
0.00
1.90
30
Ludlow Bay Rd.
508209
0.00
1.18
25
L lus Ln.
529309
0.00
0.18
25
Machias Loop Rd.
510309
0.00
0.36
25
Madrona Vista PI.
504209
0.00
0.20
25
Magee Rd.
353909
0.00
0.25
25
Mainsail Ln.
511309
0.00
0.06
25
Mallard Ct.
223909
0.00
0.06
25
Manzanita Rd.
501209
0.00
0.14
20
Maple Ave.
201909
0.00
0.10
25
,Maple Creek Rd.
135109
0.00
1.49
20
Maple Grove Rd.
300909
0.00
0.04
20
Page 9
Jefferson County Speed Limits
February 8, 2021
EXHIBIT "A
Maple Ln.
548409
0.00
0.27
20
Marianne Meadow
556309
0.00
0.11
25
Margaret St.
514209
0.00
0.12
25
Margaret Way
631609
0.00
0.04
20
Marilyn Ct.
682609
0.00
0.13
25
Mariner PI.
514809
0.00
0.13
25
Market St.
656609
0.00
0.19
20
Marley Ln.
222209
0.00
0.05
25
Martingale PI.
514709
0.00
0.12
25
Mason St.
637809
0.00
0.36
25
Masonic Hall Rd.
645109
0.00
0.37
25
Masonic Temple Rd.
301409
0.00
0.05
25
Matheson St.
647609
0.00
0.23
25
Mathews Ln.
249309
0.00
0.07
25
Mats Mats Beach Rd.
558009
0.00
0.46
30
May St.
635209
0.00
0.11
25
McArdle Ave.
301909
0.00
0.11
25
McCurdyLn.
541509
0.00
0.11
25
McDonald Rd.
327609
0.00
0.19
25
McInnis Rd.
336109
0.00
0.66
20
McKeen Rd.
557709
0.00
0.12
25
McKenzie Ln.
516609
0.00
0.07
25
McMillan Rd.
503309
0.00
0.42
20
McMinn Rd.
626709
0.00
0.72
20
Meade Rd.
589609
0.00
0.50
25
Meade Rd.
589609
0.50
0.57
20
Me 's Way
634009
0.00
0.09
25
Merridith St.
503709
0.00
0.11
25
Middlepoint Rd.
627509
0.00
0.81
20
Mill Rd.
698619
0.00
0.77
25
Milo Curry Rd.
603509
0.00
0.29
20
Moa Hill Rd.
501809
0.00
0.27
20
Mockingbird Ln.
512909
0.00
0.10
25
Moen Rd.
583809
0.00
0.31
25
Montgomery Ct.
545509
0.00
0.21
25
Montgomery Ln.
542109
0.00
0.64
25
Montgomery St.
643209
0.00
0.13
25
Morgan Ln.
255209
0.00
0.18
25
Morocco PI.
251609
0.00
0.11
25
Morrissey Ave.
528609
0.00
0.16
25
Mountain Trail
220509
0.00
1.04
25
Mountain Trail Ct.
220809
0.00
0.02
25
Mountain Vista
682009
0.00
0.17
25
Mt. Christie Ct.
517109
0.00
0.26
25
Page 10
Jefferson County Speed Limits
February 8, 2021
EXHIBIT "A
Mt. Constance Way
517009
0.00
0.67
25
Mt. Jupiter Rd.
242009
0.00
0.22
25
Mt Wilder Way
517209
0.00
0.36
25
Muir Ct.
507909
0.00
0.02
25
Mumby Rd.
596609
0.00
0.24
25
Mumby Rd.
596609
0.24
0.62
20
Muncie Ave.
301209
0.00
0.34
25
Munn Rd.
342509
0.00
0.36
25
Mustang Ln.
253009
0.00
0.14
25
Myrtle St.
612409
0.00
0.37
25
N. Bay Way
567509
0.00
0.50
25
N. Jacob Miller Rd.
625509
0.00
0.85
35
N. L ter Ave.
680709
0.00
0.12
25
N. Maple St.
637909
0.00
0.15
25
N. Otto St.
689319
0.00
0.32
25
N. Sandy Shore Rd.
513209
0.00
0.56
20
N. Stromberg Ave.
681309
0.00
0.13
25
N. Victory Ave.
681509
0.00
0.13
25
N. Water St.
652809
0.00
0.30
20
Nansen Anderson Rd.
132709
0.00
0.11
20
Navigator Ln.
541909
0.00
0.06
25
Nelson's Landing Rd.
618709
0.00
0.40
25
Noble Ln.
635309
0.00
0.10
25
Nolton Rd.
596009
0.00
0.31
25
Oak Bay Rd.
569908
0.86
7.15
50
Oak Bay Rd.
569908
7.15
8.29
40
Oak Bay Rd.
569908
8.29
9.22
35
Oak Bay Rd.
569908
9.22
9.76
25
Oak Bay Rd.
569908
9.76
10.80
40
Oak Rd.
573409
0.00
0.10
25
Oil City Rd.
134309
0.00
5.05
30
Oil City Rd.
134309
5.05
10.98
20
Old Anderson Lake Rd.
522009
0.00
0.51
25
Oak Beaver Valley Rd.
503509
0.00
0.21
20
Old Black Point Rd.
242809
0.00
0.04
25
Old Chimacum Creek Rd.
679409
0.00
0.71
20
Old Church Rd.
311009
0.00
0.07
25
Old Coyle Rd.
416709
0.00
0.86
20
Old Dosewalli s Rd.
262009
0.00
0.21
25
Old Ea lemount Rd.
508009
0.00
1.95
25
Old Ferry Rd.
655309
0.00
0.33
25
Old Fort Townsend Rd.
685419
0.00
0.53
25
Old Gardiner Rd.
501109
0.00
1.78
35
Old Gardiner Rd.
501409
0.00
3.86
35
Page 11
Jefferson County Speed Limits
February 8, 2021
EXHIBIT "A
Old Hadlock Rd.
527109
0.00
0.58
25
Old Hadlock Rd.
527109
0.58
0.91
20
Old Lindsay Hill Rd.
333609
0.00
0.33
20
Old Nip Lee Rd.
525209
0.00
0.07
20
Old Oak Bay Rd.
568509
0.00
0.47
25
Old Owl Creek Rd.
136009
0.00
0.04
20
Old Point WhitneyRd
276409
0.00
0.17
25
Old Railroad Grade
301509
0.00
0.08
20
Old Schoolhouse Rd.
501909
0.00
0.45
25
Old State Highway
338309
0.00
0.14
25
Old Tarboo Rd.
357509
0.00
1.01
20
Ole Torkelson Rd.
521109
0.00
0.68
20
Olele Point Rd.
560209
0.00
0.57
25
Olele Point Rd.
560209
0.57
1.085
20
Olympia St.
438009
0.00
0.05
20
Olympic Blvd.
602509
0.00
0.12
25
Olympic Ln.
510609
0.00
0.10
25
Olympus Blvd.
549309
0.00
0.68
35
Olympus Blvd.
549309
0.68
0.94
25
Orcas Dr.
500809
0.00
0.10
25
Oscar Peterson Rd.
144309
0.00
0.21
20
Osprey Ridge Dr.
510109
0.00
0.58
25
Otto St.
688319
0.00
0.69
25
Outlook Ln.
515509
0.00
0.09
25
Owl Creek Rd.
137909
0.00
1.59
20
Palomino Ln.
261409
0.00
0.23
25
Paradise Bay Rd.
503609
0.00
0.27
25
Paradise Bay Rd.
503609
0.27
0.68
35
Paradise Bay Rd.
503609
0.68
2.86
40
Paradise Bay Rd.
503609
2.86
3.97
30
Paradise Bay Rd.
503609
3.97
6.00
50
Parkrid e Dr.
681809
0.00
1.31
25
Pathfinder Ln.
543509
0.00
0.09
25
Patison St.
635609
0.00
0.31
25
Peabody Way
439509
0.00
0.31
20
Pear Ave.
522409
0.00
0.12
25
Pelican PI.
624409
0.00
0.08
20
Pelton Ct.
517409
0.00
0.08
25
Penney Creek Rd.
303908
0.00
1.46
25
Penney Creek Rd.
303908
1.46
4.56
20
Pete Beck Rd.
308109
0.00
0.19
25
Peterson Rd.
507109
0.00
0.76
25
Pete's Spur
634209
0.00
0.11
25
Phillips Rd.
509209
0.00
0.32
20
Page 12
Jefferson County Speed Limits
February 8, 2021
EXHIBIT "A
Phinney Ln.
509509
0.00
0.09
25
Pine Ct.
635109
0.00
0.03
25
Pine St.
638509
0.00
0.05
25
Pine Way
507409
0.00
0.08
20
Pinto Ln.
256609
0.00
0.209
25
Pioneer Dr.
540009
0.00
0.87
25
Pleasant Harbor Rd.
244209
0.00
0.34
25
Pleasant PI.
243109
0.00
0.04
25
Point View Ave.
209309
0.00
0.185
25
Point WhitneyRd.
275908
0.00
0.83
30
Pooh Alley
211409
0.00
0.04
25
Pope Way
546009
0.00
0.14
25
Portage Way
575609
0.00
0.17
20
Portage Way
575609
0.17
0.39
15
Prospect Ave.
680609
0.00
1.03
40
Prospect Ave.
680609
1.03
1.38
25
Prospect St.
557909
0.00
0.09
25
Puget Loop
509909
0.00
0.35
25
Puget Loop Ct.
509609
0.00
0.02
25
Pulali Point Rd.
274709
0.00
0.44
20
Quail Ridge Ct.
682209
0.00
0.23
25
Quarry Rd.
554709
0.00
0.35
25
Quatsap Ct.
210809
0.00
0.06
25
Quatsap Dr.
213409
0.00
0.02
25
Queets River Rd.
101909
0.00
0.60
20
Quilcene Ave.
301609
0.00
0.12
25
Quilcene Park Rd.
308709
0.00
0.17
15
Quim er Ln.
533509
0.00
0.21
25
Quinault-South Shore Rd.
911607
0.00
4.11
25
Raeburn Ct.
508609
0.00
0.02
25
Rainbow Ln.
206509
0.00
0.03
25
Rainier Ct.
510709
0.00
0.03
25
Rainier Ln.
511409
0.00
1.23
25
Randolph St.
650109
0.00
0.23
25
Redeemer Way
527409
0.00
0.06
25
Reinier Rd.
584809
0.00
0.25
25
Resolute Ln.
510909
0.00
0.21
25
Resort Rd.
579709
0.00
0.01
20
Reuben Johnson Rd.
513909
0.00
0.23
20
Rhododendron Ln.
242909
0.00
0.43
30
Rhododendron Ln.
242909
0.43
0.88
25
Rhody Ct.
523609
0.00
0.17
20
Rice Lake Rd.
344009
0.00
0.58
20
,Ricky Beach Dr.
504809
0.00
0.25
20
Page 13
Jefferson County Speed Limits
February 8, 2021
EXHIBIT "A
Ridge Ct.
222009
0.00
0.08
25
Ridge Rd.
222809
0.00
0.23
25
Rid eview Dr.
682409
0.00
0.25
25
River Rd.
228209
0.00
0.24
20
Riverdale Ct.
300209
0.00
0.03
25
Riverdale Dr.
300109
0.00
0.20
25
Robbins Rd.
594209
0.00
0.90
35
Roberts St.
309509
0.00
0.07
25
Robin Ln.
441809
0.00
0.24
25
Robinson Rd.
240009
0.00
0.14
25
Rocky Brook Rd.
251509
0.00
0.43
20
Rodgers St.
301109
0.00
0.33
25
Rondelay Rd.
501709
0.00
0.53
25
S. 2nd St.
624709
0.00
0.37
25
S. 4th Ave.
674009
0.00
0.03
25
S. 5th St.
690219
0.00
0.02
25
S. 6th St.
691319
0.00
0.46
25
S. 7th Ave.
635809
0.00
0.28
25
S. 7th St.
690019
0.00
0.05
25
S. 8th St.
695719
0.00
0.42
25
S. 8th St. Wye
697119
0.00
0.13
25
S. Bay Way
567909
0.00
0.40
25
S. Ba view Dr.
558909
0.00
0.26
25
S. Beach Dr.
444109
0.00
0.35
20
S. Jacob Miller Rd.
625309
0.00
2.00
35
S. Maple St.
638009
0.00
0.24
20
S. Old Fla ler Rd.
578409
0.00
0.18
25
S.Discovery Rd.
601507
0.00
0.42
35
S.Discovery Rd.
601508
0.42
0.73
35
S.Discovery Rd.
601508
0.73
2.62
40
S.Discovery Rd.
601508
2.62
4.42
35
S. Water St.
653709
0.00
0.06
20
Salmon St.
212109
0.00
0.61
25
Sandy Shore Lake Rd.
428509
0.00
1.76
20
Sandy Shore Rd.
502909
0.00
0.53
25
Sandy Shore Rd.
502909
0.53
1.89
20
Sa ward Ln.
512409
0.00
0.09
25
Schoolhouse Rd.
249109
0.00
0.34
25
Schooner Ln.
512009
0.00
0.12
25
Schwartz Rd.
595709
0.00
1.45
25
Scott Rd.
651509
0.00
0.05
25
Sea Breeze Ln.
515209
0.00
0.08
25
Sea Home Rd.
420509
0.00
0.46
20
Sea Vista PI.
515409
0.00
0.15
25
Page 14
Jefferson County Speed Limits
February 8, 2021
EXHIBIT "A
Sea Vista Terrace
515709
0.00
0.15
25
Seafarer Ln.
542309
0.00
0.07
25
Seagull Way
527709
0.00
0.10
15
Seal Dr.
216009
0.00
0.17
25
Seal Rock Rd.
262909
0.00
0.74
25
Seamount Dr.
206909
0.00
0.91
25
Seattle Dr.
436309
0.00
0.64
20
Seaway PI.
515609
0.00
0.20
25
Sentinel Firs Rd.
567009
0.00
0.42
25
Seton Rd.
686019
0.00
0.11
25
Seven Sisters Rd.
505209
0.00
0.48
20
Shady Ln.
337509
0.00
0.38
25
Sherman Rd.
504509
0.00
0.13
20
Shetland Ln.
261609
0.00
0.05
25
Shine Rd.
505409
0.00
2.34
25
Shore Dr.
506709
0.00
0.30
25
Shorewood Rd.
225709
0.00
0.12
25
Shotwell Rd.
533109
0.00
0.16
20
Simms St.
534609
0.00
0.04
20
Simpokes Rd.
555609
0.00
0.075
25
Skiff Ln.
514309
0.00
0.14
25
Sloop Ln.
511509
0.00
0.03
25
Smith Rd.
591809
0.00
0.16
25
Smith St.
322809
0.00
0.07
25
Snow Creek Rd.
352909
0.00
1.00
35
Snow Creek Rd.
352909
1.00
1.44
25
Snow Creek Rd.
352909
1.44
5.89
20
Sommerville Rd.
534309
0.00
0.25
25
Sound View Cemetery Rd.
593009
0.00
0.05
20
South Bay Ln.
508909
0.00
0.40
25
South Point Rd.
447608
0.00
1.56
40
South Point Rd.
447609
1.56
2.63
40
South Point Rd.
447609
2.63
3.07
25
Sparrow Ct.
513509
0.00
0.11
25
Sparrow Ln.
442309
0.00
0.07
25
Spencer Creek Rd.
277709
0.00
0.27
25
Spencer Creek Rd.
277709
0.27
0.74
20
S rin wood Dr.
516109
0.00
0.04
25
Spruce Ln.
634909
0.00
0.07
25
St. James PI.
679509
0.00
0.19
25
Stadium Ln.
527509
0.00
0.14
15
Stark Rd.
504309
0.00
0.24
25
Station Prarrie Rd.
681909
0.00
0.49
20
Steven St.
643009
0.00
0.03
25
Page 15
Jefferson County Speed Limits
February 8, 2021
EXHIBIT "A
Stevens Ave.
690119
0.00
0.09
25
Store Rd.
500409
0.00
0.17
25
Strawberry Ln.
587009
0.00
0.17
20
Sunshine Dr.
502109
0.00
0.23
25
Swanson Ave.
612709
0.00
0.16
25
Swansonville Rd.
514009
0.00
3.21
35
Sweet Home Rd.
576709
0.00
0.14
25
Sycamore St.
642809
0.00
0.22
25
Tahlequah Ln.
685819
0.00
0.06
25
Tala Shore Dr.
509109
0.00
0.76
25
Talbot W .
512509
0.00
0.47
25
Tarboo Lake Rd.
355709
0.00
2.90
20
Teal Lake Rd.
505309
0.00
0.53
30
Teal Lake Rd.
505309
0.53
2.93
35
Teal Lake Rd.
505309
2.93
3.46
25
Termination Point Rd.
505109
0.00
0.20
25
Terrace Ln.
206809
0.00
0.07
25
Theatre Rd.
684509
0.00
0.44
25
Thomas Dr.
635909
0.00
0.16
25
Thomas St.
699519
0.00
0.29
25
Thoren Rd.
512709
0.00
0.12
20
Thornd ke Rd.
418708
0.00
0.70
40
Thornd ke Rd.
418708
0.70
2.00
30
Thornd ke Rd.
418708
2.00
8.52
50
Thousand Trails Rd.
409109
0.00
0.98
25
Timber Heights Dr.
516909
0.00
0.13
25
Timber Meadow Dr.
516709
0.00
0.10
25
Timber Ridge Dr.
516509
0.00
0.12
25
Timberton Dr.
515909
0.00
0.41
25
Tog Rd.
263909
0.00
0.39
25
Topsail Ln.
511209
0.00
0.04
25
Topside Ct.
515009
0.00
0.08
25
Trader Ln.
542509
0.00
0.04
25
Trailwood Dr.
221209
0.00
0.44
25
Trout Ln.
208409
0.00
0.05
25
Tskutsko Point Rd.
403409
0.00
0.53
20
Twinsview Ct.
515109
0.00
0.11
25
T ee Ln.
512209
0.00
0.08
25
Undie Rd.
150009
0.00
1.45
25
Upland Ct.
533709
0.00
0.03
25
Upper Hoh Rd.
914207
0.00
2.86
45
Upper Hoh Rd.
914207
2.86
5.56
35
,Upper Hoh Rd.
914207
5.56
5.83
25
Upper Hoh Rd.
914207
1 5.83
12.04
35
Page 16
Jefferson County Speed Limits
February 8, 2021
EXHIBIT "A
Upper Oak Bay Park Rd.
578009
0.00
0.22
15
Van Trojan Rd.
520009
0.00
2.27
25
Vancouver Dr.
602609
0.00
0.12
25
Verner Ave.
550909
0.00
0.60
25
W. Alder St.
506809
0.00
0.17
25
W. Boat Dr.
507309
0.00
0.14
25
W. Cedar St.
505809
0.00
0.23
25
W. Columbia St.
324409
0.00
0.33
20
W. Egg & I Rd.
516209
0.00
0.40
25
W. Eugene St.
663409
0.00
0.12
25
W. Fir St.
505609
0.00
0.12
25
W. Fitchburg Ave.
642609
0.00
0.22
25
W. Foster St.
537009
0.00
0.04
25
W. Fredricks St.
693509
0.00
0.13
25
W. Go-Onna Dr.
411009
0.00
0.12
25
W. Hayden St.
642509
0.00
0.06
25
W. Hemlock St.
506309
0.00
0.15
25
W. Kinkaid St.
674609
0.00
0.29
25
W. Ludlow Point Rd.
509009
0.00
0.11
25
W. Maple St.
507009
0.00
0.17
25
W. Market St.
637209
0.00
0.10
25
W. Maude St.
670009
0.00
0.31
25
W. Melissa St.
674809
0.00
0.12
25
W. Nolton Rd.
596209
0.00
0.03
20
W. Patison St.
629809
0.00
0.08
25
W. Price St.
667209
0.00
0.07
25
W. Rose St.
315809
0.00
0.32
25
W. Spruce St.
506509
0.00
0.17
25
W. Swaney St.
665809
0.00
0.33
25
W. Uncas Rd.
500209
0.00
2.025
40
W. Wildwood Ln.
243409
0.00
0.10
25
Wa Wa Point Rd.
269509
0.00
0.60
25
Wades Loop Rd.
521809
0.00
0.305
20
Walker St.
325709
0.00
0.08
25
Walker Way
510009
0.00
0.92
25
Warbler Ln.
513009
0.00
0.11
25
Washington Ln.
576409
0.00
0.27
20
Washington St.
321309
0.00
0.38
25
Welsch Ln.
261709
0.00
0.06
25
Werner Rd.
513709
0.00
0.68
25
West Valley Rd.
514109
0.00
5.51
35
Whale Ct.
209909
0.00
0.04
25
Whale Rd.
208909
0.00
0.29
25
lWhatney Ct.
504009
1 0.00
1 0.02
1 20
Page 17
Jefferson County Speed Limits
February 8, 2021
EXHIBIT "A
Whatney Ln.
503909
0.00
0.12
20
Wheeler Ln.
540309
0.00
0.13
25
WhitneyRd.
412009
0.00
0.59
20
Wildwood Rd.
340409
0.00
0.54
20
Williams Ct.
205709
0.00
0.06
25
Willow St.
507609
0.00
0.02
20
Windrose Dr.
514609
0.00
0.20
25
Wm. R. Hicks Park Rd.
500009
0.00
0.06
15
Wood Dr.
215309
0.00
0.06
25
Woodland Dr.
682109
0.00
1.88
25
Woodridge Dr
516159
0.00
0.53
25
Workman St.
699019
0.00
0.09
25
Wren Ct.
513609
0.00
0.09
25
Wycoff Rd.
500109
0.00
0.36
20
Yarr Rd.
571609
0.00
0.08
25
Yawl Ln.
511909
0.00
0.040
25
Yew St.
507509
0.00
0.03
20
Zelatched Point Rd.
409009
0.00
1.04
40
"Construction Zones" RCW 46.61.527
N/A
When posted
25
Page 18
Chapter 10.05
MODEL TRAFFIC ORDINANCE
Sections:
10.05.010
Statutes adopted by reference.
10.05.020
Sections not adopted.
10.05.030
Unclaimed bicycles.
10.05.040
Speed limits.
10.05.050
Unmuffled compression brakes.
10.05.010 Statutes adopted by reference.
The Washington Model Traffic Ordinance, Chapter 46.90 RCW, is hereby adopted by reference as set
forth in full in this chapter except as provided in JCC 10.05.020. [Ord. 11-98 § 1 ]
10.05.020 Sections not adopted.
The following sections of the Washington Model Traffic Ordinance are not adopted by reference and
are expressly deleted: RCW 46.90.250, 46.90.500 through 46.90.540, 46.90.560, and 46.90.565.
[Ord. 11-98 § 2]
10.05.030 Unclaimed bicycles.
All unclaimed bicycles in the custody of the Jefferson County sheriff's department shall be disposed of
as provided in Chapter 63.40 RCW. [Ord. 11-98 § 3]
10.05.040 Speed limits.
(1) Findings. RCW 46.61.400 establishes the maximum speed limit on all county roads in Jefferson
County, Washington at 50 miles per hour, except as otherwise provided by statute or county
resolution/ordinance; and
RCW 46.61.415 permits local authorities to decrease or increase the maximum legal speed limit on
county roads on the basis of an engineering and traffic investigation finding that the maximum speed
is greater or less than is reasonably safe; and
The county engineer has conducted an engineering and traffic investigation and has determined
reasonable and safe maximum speed limits on county roads; and
The county engineer has specifically identified certain roads and the reasonable and safe maximum
speed limits thereon as specified by reference as Exhibit A!, attached to Resolution 59-18; and
The county engineer is directed to mark school zone speed limits as established by RCW 46.61.440.
(2) There are hereby created and adopted by reference new speed limits on county roads, shown as
Exhibit A, attached to Resolution 59-18.
(3) Revisions to Exhibit A shall be adopted by resolution after completing an engineering and traffic
investigation, proper public notification and public hearing. The resolution revising Exhibit A will repeal
and replace the previously adopted version.
(4) The maximum speed limit in construction zones, as defined in RCW 46.61.527(1) and other
applicable law, on all County roads shall be 25 miles per hour to protect the public and the workers,
and that traffic fines shall be doubled within such zones when posted as such. [Res. 59-18; Res. 34
13; Res. 39-10; Ord. 6-01; Ord. 11-98 § 4]
10.05.050 Unmuffled compression brakes.
(1) RCW 46.37.390 establishes requirements for mufflers on motor vehicles. There are several areas
of the county where unmuffled engine compression brakes are used regularly and the use of said
brakes is not in the best interest of the public health and general welfare.
(2) The use of unmuffled compression brakes shall be prohibited and such prohibition shall be
applicable to all public highways or portions thereof when posted with appropriate signage. No
persons shall use motor vehicle brakes which are in any way activated or operated by the
compression of the engine of said motor vehicle or any unit or part thereof, unless said braking system
is equipped with a functional muffler.
(3) The county engineer shall post and maintain signs designating the roadways or portions thereof
where the use of unmuffled compression braking systems have been prohibited in Jefferson County.
The prohibition shall be in full force and effective immediately upon the posting of the roads.
(4) Any person or persons violating these provisions shall have committed a traffic infraction and a
penalty of $100.00 shall be imposed. Violations shall be enforced by such authorities and in such
manner as set forth in Chapters 46.63 and 46.64 RCW. The fine shall not apply if an emergency
situation exists and the use of unmuffled engine compression brakes is necessary for the protection of
persons or property. [Ord. 11-98 § 51
Code reviser's note: Adopted schedules of county speed limits are on file in the office of the clerk of the board of
commissioners.
The Jefferson County Code is current through Ordinance 08-20, passed November 16, 2020.
Disclaimer: The clerk of the board's office has the official version of the Jefferson County Code.
Users should contact the clerk of the board's office for ordinances passed subsequent to the
ordinance cited above.
County Website: https://www.co.jefferson.wa.us/
County Telephone: (360) 385-9133
Code Publishing Company_
TS1on Solutions, Inc.
Adfif
PORT LUDLOW VILLAGE
TRAFFIC SAFETY STUDY REPORT
June 2020
prepared for:
Jefferson County Public Works
prepared by:
Transportation Solutions, Inc.
8250 165th Avenue NE, Suite 100
Redmond, WA 98052
www.tsinw.com
pig Is TV,
L�"910NAL��G
6115120
Traffic Safety Study Report — Jefferson County Port Ludlow Village
TABLE OF CONTENTS
EXECUTIVE SUMMARY...................................................................................................................................1
STUDYPURPOSE.........................................................................................................................................................1
PRIMARY INTERSECTION IMPROVEMENT RECOMMENDATIONS............................................................................................1
Oak Bay Road and Marina View Drive/Walker Way..........................................................................................1
Oak Bay Road and Paradise Bay Road/Osprey Ridge Drive...............................................................................1
Paradise Bay Road and Breaker Lane/Anchor Lane...........................................................................................2
INTERMEDIATE INTERSECTION IMPROVEMENT RECOMMENDATIONS....................................................................................2
HeronRoad/Oak Bay Road.................................................................................................................................2
ScottCourt/Oak Bay Road..................................................................................................................................2
Waterhouse Lane/Oak Bay Road.......................................................................................................................3
Village Way/Paradise Bay Road/Ebbtide Court..................................................................................................3
Spinnaker Place/Paradise Bay Road...................................................................................................................3
Paradise Bay Road and Timberton Drive............................................................................................................3
OPERATING SPEED RECOMMENDATIONS FOR PARADISE BAY ROAD AND OAK BAY ROAD........................................................3
OAK BAY ROAD TRAIL CROSSINGS SAFETY EVALUATION.....................................................................................................4
BICYCLE OPERATIONS SAFETY EVALUATION......................................................................................................................4
STUDYAREA IMPROVEMENTS PRIORITIZATION.................................................................................................................4
Priority 1 - Mini -roundabout at Oak Bay Road and Marina View Drive/Walker Way........................................4
Priority 2 - Operating Speed Reductions on Paradise Bay Road and Oak Bay Road..........................................5
Priority 3 - Eliminate the Trail Crossings on Oak Bay Drive Between Waterhouse Lane and Scott Court .........
5
Priority 4 - Mini -roundabout at Oak Bay Road and Paradise Bay Road/Osprey Ridge Drive .............................5
Priority 5 - Minor Signing and Striping at Stop Controlled intermediate Intersections.....................................5
Priority 6 - Mini -roundabout at Paradise Bay Road and Timberton Drive.........................................................5
STUDYPURPOSE............................................................................................................................................6
PRIMARY INTERSECTION ANALYSIS..................................................................................................................................6
INTERMEDIATE INTERSECTIONS ANALYSIS........................................................................................................................ 6
CORRIDOR OPERATING SPEED EVALUATION.....................................................................................................................6
OAK BAY ROAD TRAIL CROSSING SAFETY EVALUATION......................................................................................................6
BICYCLE OPERATION SAFETY EVALUATION........................................................................................................................6
PRIMARY INTERSECTION ANALYSIS.................................................................................................................7
OAK BAY ROAD AND MARINA VIEW DRIVEIWALKER WAY.................................................................................................7
Description.........................................................................................................................................................7
Existing and Future Traffic Volumes...................................................................................................................8
Existing and Future Level of Service...................................................................................................................8
CrashHistory......................................................................................................................................................8
All -Way Stop Control Warrant Evaluation.......................................................................................................
10
Non -Motorized Volumes.................................................................................................................................
10
CrosswalkWarrant Evaluation........................................................................................................................
10
BusStop Implications......................................................................................................................................
11
IlluminationEvaluation...................................................................................................................................
11
ImprovementRecommendations...................................................................................................................
11
June 2020 1 i
Traffic Safety Study Report —Jefferson Countv Port Ludlow Village
OAK BAY ROAD AND PARADISE BAY ROADIOSPREY RIDGE DRIVE....................................................................................
12
Description......................................................................................................................................................
12
Existing and Future Traffic Volumes................................................................................................................
12
Existing and Future Level of Service................................................................................................................
12
CrashHistory...................................................................................................................................................
13
All -Way Stop Control Warrant Evaluation.......................................................................................................
13
Non -Motorized Volumes.................................................................................................................................
15
Crosswalk Warrant Evaluation........................................................................................................................
15
BusStop Implications......................................................................................................................................
16
IlluminationEvaluation...................................................................................................................................
16
Improvement Recommendations...................................................................................................................
16
PARADISE BAY ROAD AND BREAKER LANEIANCHOR LANE...............................................................................................
16
Description......................................................................................................................................................
16
Existing and Future Traffic Volumes................................................................................................................
17
Existing and Future Level of Service................................................................................................................
17
CrashHistory...................................................................................................................................................
17
All -Way Stop Control Warrant Evaluation.......................................................................................................
19
Non -motorized Counts....................................................................................................................................
19
Crosswalk Warrant Evaluation........................................................................................................................
19
BusStop Implications......................................................................................................................................
20
IlluminationEvaluation...................................................................................................................................
20
Improvement Recommendations...................................................................................................................
20
INTERMEDIATE INTERSECTIONS EVALUATION...............................................................................................21
HERONROAD AND OAK BAY ROAD.............................................................................................................................
21
Evaluation........................................................................................................................................................
21
Conclusions/Recommendations......................................................................................................................
21
SCOTT COURT AND OAK BAY ROAD.............................................................................................................................
21
Evaluation........................................................................................................................................................
21
Conclusions/Recommendations......................................................................................................................
21
WATERHOUSE LANE AND OAK BAY ROAD....................................................................................................................
22
Evaluation........................................................................................................................................................
22
Conclusions/Recommendations......................................................................................................................
22
VILLAGE WAYAND PARADISE BAY ROADIEBBTIDE COURT..............................................................................................
22
Evaluation........................................................................................................................................................
22
Conclusions/Recommendations......................................................................................................................
23
SPINNAKER PLACE AND PARADISE BAY ROAD................................................................................................................
23
Evaluation........................................................................................................................................................
23
Conclusions/Recommendations......................................................................................................................
23
TIMBERTON DRIVE AND PARADISE BAY ROAD...............................................................................................................
23
Evaluation........................................................................................................................................................
23
Conclusions/Recommendations......................................................................................................................
24
June 2020 1 ii
Traffic Safety Study Report —Jefferson County Port Ludlow Village
PARADISE BAY ROAD AND OAK BAY ROAD OPERATING SPEED EVALUATION.................................................25
SEGMENT 1: PARADISE BAY ROAD 500 FEET SOUTH OF THE INTERSECTION WITH TIMBERTON DRIVE TO 500 FEET SOUTH OF THE
INTERSECTION WITH BREAKER LANEIANCHOR LANE.......................................................................................................
25
TrafficVolume.................................................................................................................................................
25
CrashHistory...................................................................................................................................................
26
HistoricSpeeds................................................................................................................................................
26
Findingsand Conclusions................................................................................................................................
26
SEGMENT 2: PARADISE BAY ROAD 500 FEET SOUTH OF THE INTERSECTION WITH BREAKER LANEIANCHOR LANE TO THE
INTERSECTION WITH OAK BAY ROADIOSPREY RIDGE DRIVE.............................................................................................
27
TrafficVolume.................................................................................................................................................
27
CrashHistory...................................................................................................................................................
27
HistoricSpeeds................................................................................................................................................
27
Findingsand Conclusions................................................................................................................................
27
SEGMENT 3: OAK BAY ROAD 500 FEET WEST OF THE INTERSECTION WITH BREAKER LANEIANCHOR LANE TO THE INTERSECTION
WITH PARADISE BAY ROADIOSPREY RIDGE DRIVE.........................................................................................................
27
TrafficVolume.................................................................................................................................................
27
CrashHistory...................................................................................................................................................
27
HistoricSpeeds................................................................................................................................................
28
Findingsand Conclusions................................................................................................................................
28
SEGMENT 4: OAK BAY ROAD AT THE INTERSECTION WITH PARADISE BAY ROADIOSPREY RIDGE DRIVE TO 500 FEET NORTH OF THE
INTERSECTION WITH WATERHOUSE LANE.....................................................................................................................
28
TrafficVolume.................................................................................................................................................
28
CrashHistory...................................................................................................................................................
28
HistoricSpeeds................................................................................................................................................
28
Findingsand Conclusions................................................................................................................................
28
SEGMENT 5: OAK BAY ROAD 500 FEET NORTH OF THE INTERSECTION WITH WATERHOUSE LANE TO THE INTERSECTION WITH
MARINA VIEW DRIVEIWALKER WAY..........................................................................................................................
29
TrafficVolume.................................................................................................................................................
29
CrashHistory...................................................................................................................................................
29
HistoricSpeeds................................................................................................................................................
29
Findingsand Conclusions................................................................................................................................
29
SEGMENT 6: OAK BAY ROAD AT THE INTERSECTION OF MARINA VIEW DRIVEIWALKER WAY TO 500 FEET NORTH OF THE
INTERSECTION..........................................................................................................................................................
30
Trafficvolume..................................................................................................................................................
30
CrashHistory...................................................................................................................................................
30
HistoricSpeeds................................................................................................................................................
30
Findingsand Conclusions................................................................................................................................
30
RECOMMENDED OPERATING SPEEDS...........................................................................................................................
30
OTHER ROAD USER CONSIDERATIONS..........................................................................................................................
31
Motorizedusers..............................................................................................................................................
31
Non -Motorized users......................................................................................................................................
31
OAK BAY ROAD TRAIL CROSSINGS EVALUATION...........................................................................................32
EXISTINGCONDITIONS...............................................................................................................................................
32
TrafficVolume.................................................................................................................................................
32
June 2020 1 iii
Traffic Safety Study Report — Jefferson County
Port Ludlow Village
CrashHistory................................................................................................................................................... 32
FUTURECONDITIONS................................................................................................................................................ 32
TRAIL CROSSING RECOMMENDATIONS......................................................................................................................... 32
BICYCLE SAFETY EVALUATION.......................................................................................................................33
APPENDICES................................................................................................................................................34
LIST OF TABLES
Table 1: Oak Bay Road and Marina View Drive/Walker Way Non -Motorized Volumes ......................................... 10
Table 2: Oak Bay Road and Paradise Bay Road/Osprey Ridge Drive Non -Motorized Volumes .............................. 15
Table 3: Paradise Bay Road and Breaker Lane/Anchor Lane Non -Motorized Volumes .......................................... 19
Table 4: Roadway Segment Recommendations...................................................................................................... 31
LIST OF FIGURES
Figure 1: Oak Bay Road and Marina View Drive/Walker Way....................................................................................9
Figure 2: Oak Bay Road and Paradise Bay Road/Osprey Ridge Drive...................................................................... 14
Figure 3: Paradise Bay Road and Breaker Lane/Anchor Lane................................................................................. 18
Figure 4: Segment Identification............................................................................................................................. 26
June 2020 1 iv
Traffic Safety Study Report — Jefferson County
Port Ludlow Village
EXECUTIVE SUMMARY
STUDY PURPOSE
The purpose of this study was to address community concerns regarding roadway operations and safety in the
vicinity of Port Ludlow. To achieve this purpose, this report summarizes:
• A detailed evaluation of intersection operations and safety at three primary intersections
• A less detailed evaluation of six intermediate intersections
• An overall evaluation of speed limits in the Paradise Bay Road and Oak Bay Road corridors
• A safety evaluation of existing Oak Bay Road trail crossings
• And a bicycle operation and safety analysis of the Paradise Bay Road and Oak Bay Road corridors in the
study area Recommended improvements and phasing of those improvements
PRIMARY INTERSECTION IMPROVEMENT RECOMMENDATIONS
The following recommendations are based upon an engineering study considering traffic volumes, pedestrian
volumes, crash history and local demographics.
OAK BAY ROAD AND MARINA VIEW DRIVEIWALKER WAY
The operations of this intersection are affected by several issues including the horizontal and vertical alignment
of Oak Bay Road, the location of the bus stops on the south side of the intersection and the demographics of the
users of the intersection. The intersection does not meet traffic volume warrants for all -way stop control. The
existing two-way stop control provides adequate vehicle level of service. The intersection does not meet FHWA
pedestrian volume guidelines for installation of marked crosswalks. This is not to say that safety for motorists,
bicyclists, and pedestrians cannot be improved at this location. The bus stops and recreational trail system
create pedestrian crossing demand at the intersection. The FHWA guidelines assume a typical demographic
with a median age of 35 to 40 years. The median age of Port Ludlow's population is over 66 years. At this age
and above, a person's ability to operate a car, a bicycle, or to walk can become diminished as visual acuity,
reaction time, and physical strength decline. Improvements to motorized and non -motorized safety at the
intersection should consider these user limitations. Reducing vehicle conflicts and speed are the most effective
ways to improve intersection safety for all users. Modern roundabouts have been proven to be an effective
safety measure for motorized and non -motorized users. A mini -roundabout at this location would improve
safety for all users. A mini -roundabout would slow vehicles to less than 25 mph at the intersection and
effectively eliminate the potential for right angle crashes. The effects of the horizontal and vertical alignment on
site distance on Oak Bay Road are eliminated with a mini -roundabout. Pedestrian and bicycle safety would also
be improved by virtue of the lower speeds in the intersection. A mini -roundabout could be installed within the
existing right-of-way at this location. Intersection lighting should be considered if a mini -roundabout is
constructed with a focus on pedestrian visibility as well as pavement illumination.
OAK BAY ROAD AND PARADISE BAY ROADIOSPREY RIDGE DRIVE
The operations of this intersection are affected by several issues including the horizontal and vertical alignment
of Paradise Bay Road, the provision of exclusive left -turn lanes on Oak Bay Road, the relatively low traffic
volumes for the scale of the intersection, and the demographics of the users of the intersection. The
intersection does not meet traffic volume warrants for all -way stop control. The intersection does not meet
FHWA pedestrian volume guidelines for installation of marked crosswalks. This is not to say that safety for
motorists, bicyclists, and pedestrians cannot be improved at this location. The bus stops and commercial
services create crossing demand at the intersection. The FHWA guidelines assume a typical demographic with a
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median age of 35 to 40 years. The median age of Port Ludlow's population is over 66 years. At this age and
above, a person's ability to operate a car, a bicycle, or to walk can become diminished as visual acuity, reaction
time, and physical strength decline. Improvements to motorized and non -motorized safety at the intersection
should consider these user limitations. Reducing vehicle conflicts and speed are the most effective ways to
improve intersection safety for all users. Modern roundabouts have been proven to be an effective safety
measure for motorized and non -motorized users. A mini -roundabout at this location would improve safety for
all users. A mini -roundabout would slow vehicles to less than 25 mph at the intersection and effectively
eliminate the potential for right angle crashes. Pedestrian and bicycle safety would also be improved by virtue of
the lower speeds in the intersection. A mini -roundabout could be installed within the existing right-of-way at
this location. Intersection lighting enhancements should be considered if a mini -roundabout is constructed with
a focus on pedestrian visibility as well as pavement illumination. Lower cost alternatives include replacing the
dedicated left -turn lanes with landscaped medians with pedestrian refuges similar to Paradise Bay Road to
support reduced operating speeds; or restriping the intersection to remove the left -turn lanes creating a more
compact intersection with reduced pedestrian crossing distances.
PARADISE BAY ROAD AND BREAKER LANEIANCHOR LANE
The intersection does not meet traffic volume warrants for all -way stop control. The existing two-way stop
control provides adequate vehicle level of service. The existing marked crosswalks are adequate for observed
motorized and non -motorized demand. The bus stops are appropriately located with respect to the
intersection. This is not to say that safety for motorists, bicyclists, and pedestrians cannot be improved at this
location. The FHWA guidelines assume a typical demographic with a median age of 35 to 40 years. The median
age of Port Ludlow's population is over 66 years. At this age and above, a person's ability to operate a car, a
bicycle, or to walk can become diminished as visual acuity, reaction time, and physical strength decline.
Improvements to motorized and non -motorized safety should consider these user limitations. The median
islands are consistent with lower desired speed in this part of the study area. While not as significant a priority
as other intersections in the study area, this intersection could be converted to a mini -roundabout to enhance
desired speeds in the study area and to improve the safety of all users.
INTERMEDIATE INTERSECTION IMPROVEMENT RECOMMENDATIONS
The following recommendations are based upon a field review of existing conditions considering traffic volumes
at adjacent intersections, pedestrian volumes, crash history, and local demographics.
HERON ROADIOAK BAY ROAD
Safety for motorized and non -motorized users would improve at this location with lower operating speeds and
lane narrowing and restriping on Oak Bay Road. Minor striping revisions could reduce exit speeds from Oak Bay
Road to Heron Road. A more defined pedestrian space is recommended on Heron Road if it continues to be a
part of the trail system.
SCOTT COURTIOAK BAY ROAD
Safety for motorized and non -motorized users would improve at this location (both intersections) with lower
operating speeds and lane narrowing and restriping on Oak Bay Road. The pedestrian crossing at the northern
intersection should be eliminated and replaced with a parallel trail, possibly on a widened shoulder on Oak Bay
Road from Scott Court to Paradise Bay Road. Vegetation management should be considered to improve entering
sight distance, a parallel trail would have the additional benefit of improving entering sight distance as well. Stop
signs and stop bars should be considered to assist drivers in locating the proper stopping location for optimal
entering sight distance.
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WATERHOUSE LANE/DAK BAY ROAD
Safety for motorized and non -motorized users would improve at this location with lower operating speeds and
lane narrowing and restriping on Oak Bay Road. The pedestrian crossing of Oak Bay Road between Waterhouse
Lane and North Bay Lane should be eliminated and replaced with a parallel trail, possibly on a widened shoulder
along Oak Bay Road from Scott Court to Paradise Bay Road. Vegetation management should be considered to
improve entering sight distance; a parallel trail would have the additional benefit of improving entering sight
distance as well. Stop sign and stop bar should be modified to assist drivers in locating the proper stopping
location for optimal entering sight distance.
VILLAGE WAY/PARADISE BAY ROAD/EBBTIDE COURT
The intersection is consistent with a low speed (25-mph) urban design. Vegetation management (including the
median plantings) should be considered to improve entering sight distance. Stop signs and stop bars should be
considered at the Village Way approach to assist drivers in locating the proper stopping location for optimal
entering sight distance.
SPINNAKER PLACE/PARADISE BAY ROAD
Safety for motorized and non -motorized users would improve at this location with lower operating speeds and
lane narrowing and restriping on Paradise Bay Road. Vegetation management should be considered to improve
entering sight distance. The use of the northbound right -turn pocket should be discouraged. Use as a near side
bus pull-out is acceptable.
PARADISE BAY ROAD AND TIMBERTON DRIVE
Safety for motorized and non -motorized users would improve at this location with lower operating speeds and
lane narrowing and restriping on Paradise Bay Road. Vegetation management should be considered to improve
entering sight distance. The use of the southbound right -turn taper as an acceleration lane should be
discouraged. Use of the right -turn taper as far side bus pull-out is acceptable. A mini -roundabout at this location
would provide safer pedestrian crossings to access the trailhead on Timberton Drive and would reinforce the
reduction of operating speeds on Paradise Bay Road north of the intersection.
OPERATING SPEED RECOMMENDATIONS FOR PARADISE BAY ROAD AND OAK BAY ROAD
The study evaluated two segments of Paradise Bay Road and four segments of Oak Bay Road. The evaluation
focused on identifying desired operating speeds to accommodate the unique demographics of Port Ludlow
while remaining consistent with general engineering principles.
Most speed limits studies focus on observed speeds to recommend speed limits. The 85t" percentile speed is
commonly referenced as the most reasonable speed limit. Previous engineering studies, including the most
recent study completed by Transpo in February 2009 went beyond this guidance and concluded that lower
operating speeds may be desirable in the study area but would require more than changing the signing.
"However, speed data is only one consideration in identifying a safe and reasonable posted
speed. The posted speed limit in the context of the surrounding land uses and pedestrian/bicycle
activity should be no higher than 40 mph, and for the middle segments (0-2 to 0-4), the County
should consider lowering the posted speed to 30 mph only if accompanied by physical design
measures as discussed later. Design measures should also be introduced for the other segments
to lower the 85t' percentile speeds closer to the 40 mph posted speed". Transpo, 2009
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The demographics of Port Ludlow were not considered in previous studies and suggest that speeds should be
lower to accommodate the limitations of aging drivers, bicyclists, and pedestrians in the community. Achieving
lower speeds will take more than posting new speed limit signs. Previous engineering studies rightly concluded
that other measures need to be implemented to achieve lower operating speeds. Both roadways have design
speeds of 50 mph. This means that under normal conditions most drivers are comfortable driving at 50 mph or
more. Achieving lower speeds requires changing the character of the roadway to encourage lower speeds. These
changes could include narrower travel lanes, wider shoulders, and roundabouts at strategic intersections.
The recommendations generally consist of lowering the operating speeds of the 40 mph speed zones in the
study area to 35 mph and working to lower the operating speed to 25 mph in the 25 mph speed limit in the
commercial core of the community.
OAK BAY ROAD TRAIL CROSSINGS SAFETY EVALUATION
The trail crossings between Waterhouse Lane and Scott Court (Trail Markers 3 and 5) serve a private, informally
established trail system that parallels Oak Bay Road. The trail crossings appear to exist to avoid routing trails
through private property rather than serve a crossing demand at a specific crossing location. The trail crossings
are lightly used and do not meet FHWA pedestrian volume guidelines for installation of marked crosswalks.
Their location is unexpected to the typical driver. This study recommends that every effort be pursued to
eliminate the crossings and establish parallel facilities with crossings at established major intersections so that
the existing crossings can be abandoned.
BICYCLE OPERATIONS SAFETY EVALUATION
Bicycle counts were low during the count period. Community input suggests there is a local bicycle user group
and the corridor is used by long distance bicyclists. The current operating speed and volumes are above the
thresholds identified in the FHWA Bikeway Selection Guide, February 2019. Paraphrasing the guide, for
roadways which are being reconstructed or retrofitted where preferred Green Book shoulder widths cannot be
provided, the following minimum paved shoulder widths can provide a minimum level of bicycle
accommodation:
A shoulder width of at least 3 feet on open -section roadways with no vertical obstructions
immediately adjacent to the roadway and no rumble strips.
A shoulder width of at least 5 feet is recommended from the face of a guardrail, curb, or other
roadside barrier to provide additional operating width, as bicyclists generally shy away from a
vertical face.
Bicyclist comfort and safety is generally impacted by the volume of adjacent and conflicting vehicle traffic and
the separation of that traffic from the bicyclist. The reduced operating speed recommendations and associated
changes to the roadway sections including narrowing vehicle travel lanes and increasing shoulder widths in the
study area identified in this study would provide benefits to cyclists. The intersection improvements identified in
this study would also benefit cyclists by reducing speeds, crossing distances, and conflict points in the
intersections.
STUDY AREA IMPROVEMENTS PRIORITIZATION
PRIORITY 1 — MINI -ROUNDABOUT AT OAK BAY ROAD AND MARINA VIEW DRIVEIWALKER WAY
The intersection of Oak Bay Road and Marina View Drive/Walker Way poses the highest risk to motorized and
non -motorized users of the studied intersections. The intersection serves motorists, bicyclists, transit users (who
need to cross Oak Bay Road), and pedestrians. The intersection poses the greatest challenges to motorized and
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non -motorized users including challenging horizontal and vertical geometry on three of the four legs of the
intersection that meet design requirements but require a high level of driver decision -making to safely navigate.
While historic crash experience is low, the relative risk of motorized or non -motorized crashes is highest at this
location compared to all other locations in the study. A mini -roundabout at this location would significantly
reduce crash risk for all users. It mitigates the effects of the horizontal and vertical alignment on motorist and
pedestrian decision -making while maintaining traffic flow on Oak Bay Road. It would reinforce the reduction of
operating speeds on Oak Bay Road south of the intersection. A mini -roundabout at this location is still
reasonable even if operating speed reductions on Oak Bay Road are not implemented first.
PRIORITY 2 -OPERATING SPEED REDUCTIONS ON PARADISE BAY ROAD AND OAK BAY ROAD
The recommendations generally consist of lowering the operating speeds of the 40 mph speed zones in the
study area to 35 mph and working to lower the operating speed to 25 mph in the 25 mph speed limit in the
commercial core of the community.
PRIORITY 3 -ELIMINATE THE TRAIL CROSSINGS ON OAK BAY DRIVE BETWEEN WATERHOUSE LANE AND SCOTT COURT
The two trail crossings on Oak Bay Drive Between Waterhouse Lane and Scott Court (northern intersection)
should be closed and replaced with a continuous trail on the south side of Oak Bay Road from Scott Court
(northern intersection) to the intersection of Oak Bay Road and Paradise Bay Road/Osprey Ridge Drive. The
existing trail crossing locations are inconsistent with driver expectations and unnecessarily hazardous.
PRIORITY 4 - MINI -ROUNDABOUT AT OAK BAY ROAD AND PARADISE BAY ROADIOSPREY RIDGE DRIVE
The intersection geometry of Oak Bay Road and Paradise Bay Road/Osprey Ridge Drive exceeds the capacity
necessary for existing and future traffic volumes resulting in significant stop sign running on all approaches.
While historic crash experience is low, the relative risk of motorized or non -motorized crashes is higher at this
location than the other intermediate intersections evaluated based upon higher motorized and non -motorized
demand at this location. A mini -roundabout at this location would significantly reduce crash risk for all users.
PRIORITY 5 —MINOR SIGNING AND STRIPING AT STOP CONTROLLED INTERMEDIATE INTERSECTIONS
Safety can be improved at the intermediate intersections evaluated in this study with minor revisions to stop
sign and stop bar locations. Ideally this would take place concurrent with Priority 2 - Operating Speed Reductions
on Paradise Bay Road and Oak Bay Road but could be delayed if resources are limited. In general, stop bars
should be located withing 5 feet of the edge of the travelled way to provide guidance for drivers. Stops signs
should be placed as near as practical to the stop bar while meeting MUTCD requirements, but no farther than 30
feet from the edge of the traveled way.
PRIORITY 6 — MINI -ROUNDABOUT AT PARADISE BAY ROAD AND TIMBERTON DRIVE
While historic crash experience is low, the relative risk of motorized or non -motorized crashes is noteworthy at
this location. A mini -roundabout at this location would significantly reduce crash risk for all users. It mitigates
the effects of the horizontal and vertical alignment on motorist and pedestrian decision -making while
maintaining traffic flow on Paradise Bay Road. It would reinforce the reduction of operating speeds on Paradise
Bay Road north of the intersection. A mini -roundabout at this location is still reasonable even if operating speed
reductions on Oak Bay Road are not implemented first.
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Port Ludlow Village
STUDY PURPOSE
The purpose of this study was to address community concerns regarding roadway operations and safety in the
vicinity of Port Ludlow. To achieves this purpose this report summarizes:
• A detailed evaluation of intersection operations and safety at three primary intersections
• A less detailed evaluation of five intermediate intersections
• An overall evaluation of speed limits in the Paradise Bay Road and Oak Bay Road corridors
• A safety evaluation of existing Oak Bay Road trail crossings
• And a bicycle operation and safety analysis of the Paradise Bay Road and Oak Bay Road corridors in the
study area.
Recommended improvements and phasing of those improvements are included in this report. The specific
locations studies included:
PRIMARY INTERSECTION ANALYSIS
• Oak Bay Road and Marina View Drive/Walker Way
• Oak Bay Road and Paradise Bay Road/Osprey Ridge Drive
• Paradise Bay Road and Breaker Lane/Anchor Lane
INTERMEDIATE INTERSECTIONS ANALYSIS
• Heron Road/Oak Bay Road
• Scott Court/Oak Bay Road
• Waterhouse Lane/Oak Bay Road
• Village Way/Paradise Bay Road/Ebbtide Court
• Spinnaker Place/Paradise Bay Road
• Timberton Drive/Paradise Bay Road
CORRIDOR OPERATING SPEED EVALUATION
The corridor operating speed evaluation included Paradise Bay Road from Timberton Drive to Oak Bay Road and
Oak Bay Road from Paradise Bay Road to Marina View Drive/Walker Way
OAK BAY ROAD TRAIL CROSSING SAFETY EVALUATION
The trail crossing safety evaluation included two existing trail crossings on Oak Bay Road: one at the northern
intersection of Scott Lane and Oak Bay Road; and one approximately 800 feet north of the intersection of Oak
Bay Road and Waterhouse Lane.
BICYCLE OPERATION SAFETY EVALUATION
Bicycle operation evaluation included Paradise Bay Road from Timberton Drive to Oak Bay Road and Oak Bay
Road from Paradise Bay Road to Marina View Drive/Walker Way.
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Traffic Safety Study Report — Jefferson County Port Ludlow Village
PRIMARY INTERSECTION ANALYSIS
The primary intersections analyzed included:
• Oak Bay Road and Marina View Drive/Walker Way, see Figure 1
• Oak Bay Road and Paradise Bay Road/Osprey Ridge Drive, see Figure 2
• Paradise Bay Road and Breaker Lane/Anchor Lane, see Figure 3
The primary intersection analysis included data collection and analysis of existing and future conditions listed
below:
• Existing and Future Traffic Volumes
• Existing and Future Level of Service (LOS)
• Crash History
• All -way Stop Control Warrant Evaluation
• Non -motorized Volumes
• Crosswalk Warrant Evaluation
• Bus Stop Implications
• Illumination Evaluation
• Improvement Recommendations
OAK BAY ROAD AND MARINA VIEW DRIVE/WALKER WAY
DESCRIPTION
The intersection of Oak Bay Road and Marina View Drive/Walker Way is a two-way stop -controlled intersection.
Walker Way and Marina View Drive are stop controlled. Oak Bay Road is free flowing. Oak Bay Road is a two-
lane county arterial posted 40 mph at the intersection. There are no left -turn lanes on Oak Bay Road at the
intersection with Marina View Drive/Walker Way. There is a near side bus pullout/right-turn pocket on
northbound Oak Bay Road and a far side bus pullout/acceleration lane on southbound Oak Bay Road at the
intersection. The intersection has large curb return radii designed to rural standards. The road serves residential
development on Walker Way to the west and the Port Ludlow Marina, various residential developments, and
the Community Center on Marina View Drive to the east. Marina View Drive is a private road. The intersection is
larger than typical urban intersections. The stop sign on Marina View Drive (private and not MUTCD compliant)
is about 30 feet back from the traveled way and the stop bar is about 16 feet back from the travelled way on
Oak Bay Road. The stop sign on Walker Way is about 25 feet back from the travelled way and the stop bar is
about 6 feet back from the edge of the travelled way on Oak Bay Road. The larger radii at the intersection allow
higher entering speeds from Oak Bay Road to Walker Way and Marina View Drive and present sight distance
challenges for vehicles that stop at the signs or the stop bar on Marina View Drive. There are no marked
pedestrian crossings at the intersection. Transit riders and trail users cross all three streets at this location.
Entering sight distance from Marina View Drive appears inadequate for vehicles that stop at the stop sign or
stop bar. Vehicles that creep to within 5 feet of the edge of the traveled way appear to have adequate entering
sight distance. The white edge line on northbound Oak Bay Road follows the right edge of the pavement around
the radius of the intersection to Marina View Drive. A solid white lane -line transitioning to a skip stripe provides
guidance for northbound vehicles travelling through the intersection. The white edge line on southbound Oak
Bay Road follows the right edge of the pavement around the radius of the intersection to Walker Way. A skip
stripe provides guidance for southbound vehicles travelling through the intersection. The far side bus
pullout/acceleration lane on southbound Oak Bay Road is marked with white edge stripes that do not provide an
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Traffic Safety Study Report — Jefferson County Port Ludlow Village
entrance to or exit from the space. There is a break in the double yellow centerline stripe through the
intersection. Northbound Oak Bay Road is climbing uphill toward the intersection. The intersection is just north
of the point of intersection of a 498-foot radius horizontal curve. The corresponding design speed for a 498-foot
radius horizontal curve with 8% super elevation is about 40 mph. Marina View Drive falls away from the
intersection with a vertical angle point (or crease) occurring at the transition for the superelevation of the curve
to the grade of Marina View Drive. Walker Way climbs away from the intersection. Entering sight distance or
westbound Marina View Drive is impacted by vehicles using the near side bus pullout/right-turn pocket on
northbound Oak Bay Road. Entering sight distance may be affected by vegetation in the summer.
EXISTING AND FUTURE TRAFFIC VOLUMES
Traffic counts were collected on 07/12/19 for the periods of 7:00 AM to 9:00 AM (AM Peak Period), 11:00 AM to
1:00 PM (Midday Peak Period), and 4:00 PM to 6:00 PM (PM Peak Period). The existing peak hour (highest hour)
for each peak period was reduced from the data. Existing Average Daily Traffic (ADT) was estimated from the
peak period counts and historic traffic data provided by the county. Future traffic volumes were estimated using
an assumed 18% increase in traffic over the next 10 years. The existing and forecast traffic volumes are shown
on Figure 1. Raw traffic count data is provided in Appendix 1.
EXISTING AND FUTURE LEVEL OF SERVICE
Level of Service (LOS) is a qualitative measure of driver experience based upon intersection control type, lanes,
and traffic volumes. Stop controlled LOS is presented for the worst movement of the intersection. Level of
Service ranges for A-F with LOS A representing less than 10 seconds of delay to the driver and LOS F representing
over 50 seconds of delay to the driver.
Jefferson County has adopted the following LOS standards for roads and this study assumes similar standards
would apply to intersections.
• Rural Roads (roads outside an urban boundary line) = LOS C
• Urban Roads (roads within an urban boundary line) = LOS D
• Master Planned Resort Roads (roads within an MPR boundary line) = LOS D
Existing LOS at this intersection is LOS B and is expected to remain at LOS B through 2030. Intersection LOS
calculations are included in Appendix 2.
Existing roadway LOS for Oak Bay Road and Walker Way are identified as LOS A in Appendix 8 — Transportation
Technical Document of the Jefferson County Comprehensive Plan. Future roadway LOS for Oak Bay Road is
identified as LOS B and future roadway LOS for Walker Way is identified as LOS A in the same document.
CRASH HISTORY
No injury or fatal crashes were reported at the intersection of Oak Bay Road and Marina View Drive/Walker Way
for the period from January 2012 to December 2019. Two property damage only crashes was reported for the
same period. See Appendix 3 for Crash Data.
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Traffic Safety Study Report — Jefferson County
Port Ludlow Village
AM PEAK HOUR
N cI \
m n Ln
0) N
(12)14J 1 L 13(11)
(10)12- •' -4(3)
(14)17 1 r 24(20)
Ln m r`
V
MIDDAY PEAK HOUR
N
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m
00 rI m
(11)131 L21(18)
(10)12� �4(3)
(13)15 1 r 30(25)
rn 00 r`
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PM PEAK HOUR
r;
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M N N
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(2019 VOL.) 2030 VOL.
Traffic Control:
Year Time Period
2019 AM Peak Hour
2019 Midday Peak Hour
v_
2019 PM Peak Hour
2030 AM Peak Hour
2030 Midday Peak Hour
2030 PM Peak Hour
N
T
a' �s
APPROXIMATE
Exist. E/W Stop Alt. Roundabout
Level -of -Service Level -of -Service
B A
B A
B A
B A
B A
B A
Figure 1: Oak Bay Road and Marina View Drive/Walker Way
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Traffic Safety Study Report — Jefferson County Port Ludlow Village
ALL-WAYSTOP CONTROL WARRANT EVALUATION
The following criteria should be considered in the engineering study for a multi -way STOP sign installation:
A. Where traffic control signals are justified, the multi -way stop is an interim measure that can be installed
quickly to control traffic while arrangements are being made for the installation of the traffic control
signal.
B. Five or more reported crashes in a 12-month period that are susceptible to correction by a multi -way
stop installation. Such crashes include right -turn and left -turn collisions as well as right-angle collisions.
C. Minimum volumes:
1. The vehicular volume entering the intersection from the major street approaches (total of both
approaches) averages at least 300 vehicles per hour for any 8 hours of an average day; and
2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor
street approaches (total of both approaches) averages at least 200 units per hour for the same 8
hours, with an average delay to minor -street vehicular traffic of at least 30 seconds per vehicle
during the highest hour; but
3. If the 85th-percentile approach speed of the major -street traffic exceeds 40 mph, the minimum
vehicular volume warrants are 70 percent of the values provided in Items 1 and 2.
D. Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80 percent of
the minimum values. Criterion C.3 is excluded from this condition.
The existing traffic volumes and 12-month crash history at the intersection of Oak Bay Road and Marina View
Drive/Walker Way do not meet the warrants for all -way stop control. This is supported by visual observations of
stop sign running over the six -hour traffic count period. Vehicles were observed running the stop signs from
both the Walker Way Drive and Marina View Drive approaches. Thirteen (13) vehicles did not stop at all for the
side street stop signs over the 6-hour traffic count period and sixty (60) vehicles slowed to almost a stop
(California Stop) at the stop signs during the same period. Stop sign compliance data is included in Appendix 4.
The observed driver behavior suggests that stop sign visibility was not the issue, rather low vehicle volumes and
adequate sight distance contribute to an all -yield operation for some drivers. The majority of drivers obey the
signs. The lack of crashes also suggests that even those drivers running the stop signs are exercising some
caution. All -way stop warrant calculations are included in Appendix 5.
NON -MOTORIZED VOLUMES
The pedestrian volumes counted at the intersection of Oak Bay Road and Marina View Drive/Walker Way are
summarized below. Pedestrian use varies over the day of week and month of year. This limited sample suggests
low non -motorized use but could be augmented with additional counts on other days or months of the year.
Table 1: Oak Bay Road and Marina View Drive/Walker Way Non -Motorized Volumes
Time -Period
Pedestrians
Bicycles
7:00 AM to 9:00 AM
0
0
11:00 AM to 1:00 PM
2
0
4:00 PM to 6:00 PM
0
2
Raw count data is provided in Appendix 1.
CROSSWALK WARRANT EVALUATION
Section 313.18 of the 2009 MUTCD states: "Crosswalk lines should not be used indiscriminately. An engineering
study should be performed before they are installed at locations away from a traffic control signal or an
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approach controlled by a STOP or YIELD sign" and it describes the factors that should be considered in the study.
Section 3B.18 also gives very specific guidance about where a new crosswalk should not be installed across an
uncontrolled approach on roads with 4 or more lanes and speeds of over 40 mph without other measures
designed to reduce traffic speeds, shorten crossing distances, enhance driver awareness of the crossing, and/or
provide active warning of pedestrian presence. This guidance is based on a study performed for FHWA in 2002
by Zegeer, Stewart, and Huang entitled "Safety Effects of Marked vs Unmarked Crosswalks at Uncontrolled
Locations: Executive Summary and Recommended Guidelines," which may be viewed and downloaded at:
http://safety.fhwa.dot.gov/ped bike/docs/cros.pdf.
The non -motorized counts do not meet the threshold to suggest a marked crosswalk is necessary. There were no
crosswalk related injuries or fatalities to warrant a marked crosswalk. The speeds on Oak Bay Road through the
intersection do pose a risk to pedestrians and bicyclists crossing the intersection. The above referenced
publication "Safety Effects of Marked vs Unmarked Crosswalks at Uncontrolled Locations" recommends
additional treatments for marked crosswalks on high speed roads. The opposite can be inferred. If high speed
roads require additional treatments to support a marked crosswalk, then lower speed roads should require
fewer treatments. Lowering the operating speed at the crossing will likely have a higher safety benefit than
marking a crosswalk and maintaining the current operating speed.
BUS STOP IMPLICATIONS
Jefferson Transit Route 7 stops on both sides of Oak Bay Road utilizing a near side bus pullout for northbound
trips and a far side bus pullout for southbound trips. Both stops are located south of the intersection. As is
typical with two-way roads, transit users need to cross that street at the beginning or end of their trip to
complete a full round trip using the bus. Pedestrian counts were low suggesting limited ridership during the
count period. Ridership may be limited because of the lack of a comfortable pedestrian crossing.
ILLUMINATION EVALUATION
There is a single luminaire located in the northwest quadrant of the intersection. It is unlikely a single luminaire
can provide uniform illumination across the entire intersection, but provision of any illumination typically
provides an improvement over no illumination.
IMPROVEMENT RECOMMENDATIONS
The operations of this intersection are affected by several issues including the horizontal and vertical alignment
of Oak Bay Road, the location of the bus stops on the south side of the intersection and the demographics of the
users of the intersection. The intersection does not meet traffic volume warrants for all -way stop control. The
existing two-way stop control provides adequate vehicle level of service. The intersection does not meet FHWA
pedestrian volume guidelines for installation of marked crosswalks. This is not to say that safety for motorists,
bicyclists, and pedestrians cannot be improved at this location. The bus stops and recreational trail system
create pedestrian crossing demand at the intersection. The FHWA guidelines assume a typical demographic
with a median age of 35 to 40 years. The median age of Port Ludlow's population is over 66 years. At this age
and above, a person's ability to operate a car, a bicycle, or to walk can become diminished as visual acuity,
reaction time, and physical strength decline. Improvements to motorized and non -motorized safety at the
intersection should consider these user limitations. Reducing vehicle conflicts and speed are the most effective
ways to improve intersection safety for all users. Modern roundabouts have been proven to be an effective
safety measure for motorized and non -motorized users. A mini -roundabout at this location would improve
safety for all users. A mini -roundabout would slow vehicles to less than 25 mph at the intersection and
effectively eliminate the potential for right angle crashes. The effects of the horizontal and vertical alignment on
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site distance on Oak Bay Road are eliminated with a mini -roundabout. Pedestrian and bicycle safety would also
be improved by virtue of the lower speeds in the intersection. A mini -roundabout could be installed within the
existing right-of-way at this location. Intersection lighting should be considered if a mini -roundabout is
constructed with a focus on pedestrian visibility as well as pavement illumination. If resources for the mini -
roundabout are not available restriping the intersection to eliminate the bus pullouts would reduce pedestrian
crossing distance and likely reduce operating speeds through the intersection. Conceptual intersection
improvement sketches are included in Appendix 6.
OAK BAY ROAD AND PARADISE BAY ROAD/OSPREY RIDGE DRIVE
DESCRIPTION
The intersection of Oak Bay Road and Paradise Bay Road/Osprey Ridge Drive is an all -way stop controlled
intersection. Oak Bay Road and Paradise Bay Road are two-lane Minor Collector roads. Osprey Ridge Drive is a
two-lane unclassified road. Oak Bay Road is posted at 40 mph approaching the intersection. Paradise Bay Road
and Osprey Ridge Drive are posted at 25 mph approaching the intersection. Exclusive left -turn lanes are
provided on Oak Bay Road at the intersection. There are no bus stops at the intersection. The intersection has
large curb return radii designed to rural standards. The road serves residential development on Osprey Ridge
Drive to the west and the Village Shopping Center on Paradise Bay Road to the south. The intersection is larger
than typical urban intersections. Crosswalks are marked on the west and south legs of the intersection. The stop
sign on Oak Bay Road approaching the intersection from the west is located in advance of the crosswalk about
30 feet from the stop bar. The stop bar is located about 25 feet from the edge of the travelled way. The stop
sign on Oak Bay Road approaching the intersection from the east is located about 10 feet from the stop bar. The
stop bar is located about 20 feet from the edge of the travelled way. The stop sign on Osprey Ridge Drive is
located about 10 feet from the stop bar. The stop bar is located about 5 feet from the edge of the travelled way.
The stop sign on Paradise Bay Road is located about 10 feet from the stop bar. The stop bar is located in advance
of the crosswalk and about 25 feet from the edge of the travelled way. Sight distance from the stop bars is
adequate for all -way stop operation. Shoulders, turn lanes, and centerlines are marked in accordance with
MUTCD guidelines for a rural intersection. The tapers creating the left turn -lanes are consistent with isolated
rural intersection design. Paradise Bay Road is climbing as it approaches the intersection and Osprey Ridge Drive
is descending into the intersection. Oak Bay Road is relatively flat through the intersection.
EXISTING AND FUTURE TRAFFIC VOLUMES
Traffic counts were collected on 07/12/19 for the periods of 7:00 AM to 9:00 AM (AM Peak Period), 11:00 AM to
1:00 PM (Midday Peak Period), and 4:00 PM to 6:00 PM (PM Peak Period). The existing peak hour (highest hour)
for each peak period was reduced from the data. Existing Average Daily Traffic (ADT) was estimated from the
peak period counts and historic traffic data provided by the county. Future traffic volumes were estimated using
an assumed 18% increase in traffic over the next 10 years. The existing and forecast traffic volumes are shown
on Figure 2. Raw traffic count data is provided in Appendix 1.
EXISTING AND FUTURE LEVEL OF SERVICE
Level of Service (LOS) is a qualitative measure of driver experience based upon intersection control type, lanes,
and traffic volumes. Stop controlled LOS is presented for the worst movement of the intersection. Level of
Service ranges for A-F with LOS A representing less than 10 seconds of delay to the driver and LOS F representing
over 50 seconds of delay to the driver.
Jefferson County has adopted the following LOS standards for roads and this study assumes similar standards
would apply to intersections.
June 2020 1 12
Traffic Safety Study Report — Jefferson County
Port Ludlow Village
• Rural Roads (roads outside an urban boundary line) = LOS C
• Urban Roads (roads within an urban boundary line) = LOS D
• Master Planned Resort Roads (roads within an MPR boundary line) = LOS D
Existing LOS at this intersection is LOS A and is expected to remain at LOS B through 2030. Intersection LOS was
evaluated for two additional conditions: two way stop control and roundabout control. Two way stop control
would operate at LOS B for existing conditions and LOS C for future conditions. Roundabout control would
operate at LOS A for existing and future conditions. Intersection LOS calculations are included in Appendix 2.
Existing roadway LOS for Oak Bay Road and Paradise Bay are identified as LOS A in Appendix B — Transportation
Technical Document of the Jefferson County Comprehensive Plan. Existing roadway LOS for Osprey Ridge Drive is
identified as LOS A. Future roadway LOS for Oak Bay Road and Paradise Bay are identified as LOS B and LOS A
respectively and future roadway LOS for Osprey Ridge Drive is identified as LOS A in the same document.
CRASH HISTORY
No injury or fatal crashes were reported at the intersection of Oak Bay Road and Paradise Bay Road/Osprey
Ridge Drive for the eight -year period from January 2012 to December 2019. No property damage only crashes
were reported for the same period. See Appendix 3 for Crash Data.
ALL-WAYSTOP CONTROL WARRANT EVALUATION
The following criteria should be considered in the engineering study for a multi -way STOP sign installation:
A. Where traffic control signals are justified, the multi -way stop is an interim measure that can be installed
quickly to control traffic while arrangements are being made for the installation of the traffic control
signal.
B. Five or more reported crashes in a 12-month period that are susceptible to correction by a multi -way
stop installation. Such crashes include right -turn and left -turn collisions as well as right-angle collisions.
C. Minimum volumes:
1. The vehicular volume entering the intersection from the major street approaches (total of both
approaches) averages at least 300 vehicles per hour for any 8 hours of an average day; and
2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor
street approaches (total of both approaches) averages at least 200 units per hour for the same 8
hours, with an average delay to minor -street vehicular traffic of at least 30 seconds per vehicle
during the highest hour; but
3. If the 85th-percentile approach speed of the major -street traffic exceeds 40 mph, the minimum
vehicular volume warrants are 70 percent of the values provided in Items 1 and 2.
D. Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80 percent of
the minimum values. Criterion C.3 is excluded from this condition.
June 2020 1 13
Traffic Safety Study Report — Jefferson County
Port Ludlow Village
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June 2020 1 14
Traffic Safety Study Report — Jefferson County Port Ludlow Village
The existing traffic volumes and 12-month crash history at the intersection Oak Bay Road and Paradise Bay
Road/Osprey Ridge Drive do not meet the warrants for all -way stop control. This is supported by visual
observations of stop sign running over the six -hour traffic count period. Vehicles were observed running the
stop signs from both the nearly all approaches to the intersection. Ninety-eight (98) vehicles did not stop at all
for the stop signs over the 6-hour traffic count period and one hundred thirty-six (136) vehicles slowed to almost
a stop (California Stop) at the stop signs during the same period. Stop sign compliance data is included in
Appendix 4. The observed driver behavior suggests that stop sign visibility was not the issue, rather low vehicle
volumes and adequate sight distance contribute to an all -yield operation for some drivers. The majority of
drivers obey the signs. The lack of crashes also suggests that even those drivers running the stop signs are
exercising some caution. All -way stop warrant calculations are included in Appendix 5.
NON -MOTORIZED VOLUMES
The pedestrian volumes counted at the intersection of Oak Bay Road and Paradise Bay Road/Osprey Ridge Drive
summarized below. Pedestrian use varies over the day of week and month of year. This limited sample suggests
low non -motorized use but could be augmented with additional counts on other days or months of the year.
Table 2: Oak Bay Road and Paradise Bay Road/Osprey Ridge Drive Non -Motorized Volumes
Time -Period
Pedestrians
Bicycles
7:00 AM to 9:00 AM
0
0
11:00 AM to 1:00 PM
2
0
4:00 PM to 6:00 PM
4
2
Raw traffic count data is provided in Appendix 1.
CROSSWALK WARRANT EVALUATION
Section 313.18 of the 2009 MUTCD states: "Crosswalk lines should not be used indiscriminately. An engineering
study should be performed before they are installed at locations away from a traffic control signal or an
approach controlled by a STOP or YIELD sign" and it describes the factors that should be considered in the study.
Section 313.18 also gives very specific guidance about where a new crosswalk should not be installed across an
uncontrolled approach on roads with 4 or more lanes and speeds of over 40 mph without other measures
designed to reduce traffic speeds, shorten crossing distances, enhance driver awareness of the crossing, and/or
provide active warning of pedestrian presence. This guidance is based on a study performed for FHWA in 2002
by Zegeer, Stewart, and Huang entitled "Safety Effects of Marked vs Unmarked Crosswalks at Uncontrolled
Locations: Executive Summary and Recommended Guidelines," which may be viewed and downloaded at:
http://safety.fhwa.dot.gov/ped bike/docs/cros.pdf.
The non -motorized counts do not meet the threshold to suggest a marked crosswalk is necessary. There were no
non -motorized related injuries or fatalities to warrant a marked crosswalk. The all -way stop control improves
pedestrian safety over free flow conditions, however the extra roadway width on Oak Bay Road created by the
exclusive left -turn lanes exposes pedestrians to more potential vehicle conflicts. The existing crosswalk markings
are not creating a hazard in themselves but may not be providing a significant safety benefit. Crash rates are
typically higher in marked crosswalks than unmarked crosswalks because pedestrians assume a higher level of
protection in the marked crosswalk and may not be as cautious as they would be in an unmarked crosswalk.
June 2020 1 15
Traffic Safety Study Report — Jefferson County Port Ludlow Village
BUS STOP IMPLICATIONS
Jefferson Transit Route 7 does not stop at the intersection of Oak Bay Road and Paradise Bay Road/Osprey Ridge
Drive. Transit riders coming from Osprey Ridge Drive need to cross Oak Bay Road to get to the bus stops at the
intersection of Paradise Bay Road and Breaker Lane.
ILLUMINATION EVALUATION
Oak Bay Road appears to be illuminated to WSDOT standards for the limits of the left -turn lane striping. No
Illumination is present on Paradise Bay Road or Osprey Ridge Drive.
IMPROVEMENT RECOMMENDATIONS
The operations of this intersection are affected by several issues including the horizontal and vertical alignment
of Paradise Bay Road, the provision of exclusive left -turn lanes on Oak Bay Road, the relatively low traffic
volumes for the scale of the intersection, and the demographics of the users of the intersection. The
intersection does not meet traffic volume warrants for all -way stop control. The intersection does not meet
FHWA pedestrian volume guidelines for installation of marked crosswalks. This is not to say that safety for
motorists, bicyclists, and pedestrians cannot be improved at this location. The bus stops at Breaker Lane and
Anchor Lane and recreational trail system create pedestrian crossing demand at the intersection. The FHWA
guidelines assume a typical demographic with a median age of 35 to 40 years. The median age of Port Ludlow's
population is over 66 years. At this age and above, a person's ability to operate a car, a bicycle, or to walk can
become diminished as visual acuity, reaction time, and physical strength decline. Improvements to motorized
and non -motorized safety at the intersection should consider these user limitations. Reducing vehicle conflicts
and speed are the most effective ways to improve intersection safety for all users. Modern roundabouts have
been proven to be an effective safety measure for motorized and non -motorized users. A mini -roundabout at
this location would improve safety for all users. A mini -roundabout would slow vehicles to less than 25 mph at
the intersection and effectively eliminate the potential for right angle crashes. The effects of the horizontal and
vertical alignment on sight distance on Oak Bay Road are eliminated with a mini -roundabout. Pedestrian and
bicycle safety would also be improved by virtue of the lower speeds in the intersection. A mini -roundabout
could be installed within the existing right-of-way at this location. Intersection lighting should be retained if a
mini -roundabout is constructed with a focus on pedestrian visibility as well as pavement illumination. Lower cost
alternatives include replacing the dedicated left -turn lanes with landscaped medians with pedestrian refuges
similar to Paradise Bay Road to support reduced operating speeds; or restriping the intersection to remove the
left -turn lanes creating a more compact intersection with reduced pedestrian crossing distances. Conceptual
intersection improvement sketches are included in Appendix 6.
PARADISE BAY ROAD AND BREAKER LANE/ANCHOR LANE
DESCRIPTION
The intersection of Paradise Bay Road and Breaker Lane/Anchor Lane is a two-way stop controlled intersection.
Paradise Bay Road is two-lane Minor Collector road. Breaker Lane and Anchor Lane are private, two-lane
unclassified roads. Paradise Bay Road is posted at 25 mph approaching the intersection. Breaker Lane and
Anchor Lane are posted at 25 mph approaching the intersection. There are no left -turn lanes on Paradise Bay
Road at the intersection with Breaker Lane and Anchor Lane. There is a landscaped median separating the travel
lanes on Paradise Bay Road north and south of the intersection. There is a near side bus pullout on both
northbound and southbound Paradise Bay Road.
The intersection has moderate curb return radii designed to suburban standards. Anchor Lane serves residential
development to the south and Breaker Lane serves commercial development to the north. Breaker Lane
June 2020 1 16
Traffic Safety Study Report — Jefferson County Port Ludlow Village
intersects with Oak Bay Road about 500 feet north of the intersection. The stop sign on Breaker Lane is about
20 feet from the traveled way. There is a stop bar about 15 feet back from the edge of the traveled way. The
stop sign for Anchor Lane is located about 15 feet back from the traveled way. There is no stop bar on Anchor
Lane. There are no marked crosswalks for Breaker Lane of Anchor Lane. The crosswalks on Paradise Bay Road
are located to minimize crosswalk length placing them further away from the intersection than drivers may
expect. The entering sight distance from Breaker Lane and Anchor Lane appear adequate for the posted speed
limit. Entering sight distance may be affected by vegetation in the summer. Entering sight distance from Breaker
Lane and Anchor Lane is impacted by vehicles using the near side bus pullouts. Breaker Lane descends into the
intersection. Anchor Lane is fairly flat. Paradise Bay Road descends into the intersection from the north.
EXISTING AND FUTURE TRAFFIC VOLUMES
Traffic counts were collected on 07/12/19 for the periods of 7:00 AM to 9:00 AM (AM Peak Period), 11:00 AM to
1:00 PM (Midday Peak Period), and 4:00 PM to 6:00 PM (PM Peak Period). The existing peak hour (highest hour)
for each peak period was reduced from the data. Existing Average Daily Traffic (ADT) was estimated from the
peak period counts and historic traffic data provided by the county. Future traffic volumes were estimated using
an assumed 18% increase in traffic over the next 10 years. The existing and forecast traffic volumes are shown
on Figure 3. Raw traffic count data is provided in Appendix 1.
EXISTING AND FUTURE LEVEL OF SERVICE
Level of Service (LOS) is a qualitative measure of driver experience based upon intersection control type, lanes,
and traffic volumes. Stop controlled LOS is presented for the worst movement of the intersection. Level of
Service ranges for A-F with LOS A representing less than 10 seconds of delay to the driver and LOS F representing
over 50 seconds of delay to the driver.
Jefferson County has adopted the following LOS standards for roads and this study assumes similar standards
would apply to intersections.
• Rural Roads (roads outside an urban boundary line) = LOS C
• Urban Roads (roads within an urban boundary line) = LOS D
• Master Planned Resort Roads (roads within an MPR boundary line) = LOS D
Existing LOS at this intersection is LOS B and is expected to remain at LOS B through 2030. Intersection LOS
calculations are included in Appendix 2. Intersection LOS for a roundabout at this location would be LOS A
through 2030.
Existing roadway LOS for Paradise Bay Road is identified as LOS A in Appendix 8 — Transportation Technical
Document of the Jefferson County Comprehensive Plan. Future roadway LOS for Paradise Bay Road is identified
as LOS A in the same document.
CRASH HISTORY
No injury or fatal crashes were reported at the intersection Paradise Bay Road and Breaker Lane/Anchor Lane
for the three-year period from January 2012 to December 2019. One property damage only crash was reported
for the same period. See Appendix 3 for Crash Data.
June 2020 1 17
Traffic Safety Study Report — Jefferson County
Port Ludlow Village
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Figure 3: Paradise Bay Road and Breaker Lane/Anchor Lane
June 2020 1 18
Traffic Safety Study Report — Jefferson County Port Ludlow Village
ALL-WAYSTOP CONTROL WARRANT EVALUATION
The following criteria should be considered in the engineering study for a multi -way STOP sign installation:
A. Where traffic control signals are justified, the multi -way stop is an interim measure that can be installed
quickly to control traffic while arrangements are being made for the installation of the traffic control
signal.
B. Five or more reported crashes in a 12-month period that are susceptible to correction by a multi -way
stop installation. Such crashes include right -turn and left -turn collisions as well as right-angle collisions.
C. Minimum volumes:
1. The vehicular volume entering the intersection from the major street approaches (total of both
approaches) averages at least 300 vehicles per hour for any 8 hours of an average day; and
2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor
street approaches (total of both approaches) averages at least 200 units per hour for the same 8
hours, with an average delay to minor -street vehicular traffic of at least 30 seconds per vehicle
during the highest hour; but
3. If the 85th-percentile approach speed of the major -street traffic exceeds 40 mph, the minimum
vehicular volume warrants are 70 percent of the values provided in Items 1 and 2.
D. Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80 percent of
the minimum values. Criterion C.3 is excluded from this condition.
The existing traffic volumes and 12-month crash history at the intersection of Paradise Bay Road and Breaker
Lane/Anchor Lane do not meet the warrants for all -way stop control. This is supported by visual observations of
stop sign running over the six -hour traffic count period. Vehicles were observed running the stop signs from
both the Breaker Lane and Anchor Lane approaches. Six (6) vehicles did not stop for the side street stop signs
over the 6-hour traffic count period and sixty (60) vehicles slowed to almost a stop (California Stop) at the stop
signs during the same period. Stop sign compliance data is included in Appendix 4. The observed driver
behavior suggests that stop sign visibility was not the issue, rather low vehicle volumes and adequate sight
distance contribute to an all -yield operation for some drivers. The majority of drivers obey the signs. The lack of
crashes also suggests that even those drivers running the stop signs are exercising some caution. All -way stop
warrant calculations are included in Appendix 5
NON -MOTORIZED COUNTS
The pedestrian volumes counted at the intersection Paradise Bay Road and Breaker Lane/Anchor Lane are
summarized below. Pedestrian use varies over the day of week and month of year. This limited sample suggests
low non -motorized use but could be augmented with additional counts on other days or months of the year.
Table 3: Paradise Bay Road and Breaker Lane/Anchor Lane Non -Motorized Volumes
Time -Period
Pedestrians
Bicycles
7:00 AM to 9:00 AM
0
0
11:00 AM to 1:00 PM
4
0
4:00 PM to 6:00 PM
2
1
Raw traffic count data is provided in Appendix 1.
CROSSWALK WARRANT EVALUATION
Section 313.18 of the 2009 MUTCD states: "Crosswalk lines should not be used indiscriminately. An engineering
study should be performed before they are installed at locations away from a traffic control signal or an
June 2020 1 19
Traffic Safety Study Report — Jefferson County Port Ludlow Village
approach controlled by a STOP or YIELD sign" and it describes the factors that should be considered in the study.
Section 3B.18 also gives very specific guidance about where a new crosswalk should not be installed across an
uncontrolled approach on roads with 4 or more lanes and speeds of over 40 mph without other measures
designed to reduce traffic speeds, shorten crossing distances, enhance driver awareness of the crossing, and/or
provide active warning of pedestrian presence. This guidance is based on a study performed for FHWA in 2002
by Zegeer, Stewart, and Huang entitled "Safety Effects of Marked vs Unmarked Crosswalks at Uncontrolled
Locations: Executive Summary and Recommended Guidelines," which may be viewed and downloaded at:
http://safety.fhwa.dot.gov/ped bike/docs/cros.pdf.
The non -motorized counts do not meet the threshold to suggest marked crosswalks are necessary. There were
no crosswalk related injuries or fatalities to warrant a marked crosswalk. The speeds on Paradise Bay Road
through the intersection do not pose as great a risk to pedestrians and bicyclists crossing the intersection as the
other locations studied. The existing crosswalks and median refuges are designed to minimize
pedestrian/vehicle conflicts by shortening the crosswalks. The crosswalks are farther from the corners of the
intersection than some drivers may expect.
BUS STOP IMPLICATIONS
Jefferson Transit Route 7 stops on both sides of Paradise Bay Road utilizing a near side bus pullout for both
northbound and southbound trips. As is typical with two-way roads, transit users need to cross that street at the
beginning or end of their trip to complete a full round trip using the bus. Pedestrian counts were low suggesting
limited ridership during the count period. Crosswalks are provided and speeds on Paradise Bay are relatively low
supporting transit access at this location. The location of the bus stops provides riders with convenient access to
commercial and medical services at the Village commercial center.
ILLUMINATION EVALUATION
There is no illumination provided at the intersection. Illumination is provided for the raised medians.
IMPROVEMENT RECOMMENDATIONS
The intersection does not meet traffic volume warrants for all -way stop control. The existing two-way stop
control provides adequate vehicle level of service. The existing marked crosswalks are adequate for observed
motorized and non -motorized demand. The bus stops are appropriately located with respect to the
intersection. This is not to say that safety for motorists, bicyclists, and pedestrians cannot be improved at this
location. The FHWA guidelines assume a typical demographic with a median age of 35 to 40 years. The median
age of Port Ludlow's population is over 66 years. At this age and above, a person's ability to operate a car, a
bicycle, or to walk can become diminished as visual acuity, reaction time, and physical strength decline.
Improvements to motorized and non -motorized safety should consider these limitations. The median islands are
consistent with the lower desired speed in this part of the study area. While not as significant a priority as other
intersections in the study area, this intersection could be converted to a mini -roundabout to support the desired
speeds in the study area and to improve safety of all users. Illumination would improve safety for all users.
Conceptual intersection improvement sketches are included in Appendix 6.
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INTERMEDIATE INTERSECTIONS EVALUATION
Intermediate intersections in the study corridor were evaluated to determine if they warranted additional
analysis based upon the findings and recommendations of the study. The intermediate intersections included:
• Heron Road/Oak Bay Road
• Scott Court/Oak Bay Road
• Waterhouse Lane/Oak Bay Road
• Village Way/Paradise Bay Road/Ebbtide Court
• Spinnaker Place/Paradise Bay Road
HERON ROAD AND OAK BAY ROAD
EVALUATION
Heron Road is a northbound private, one-way street providing access to the Port Ludlow Marina and Resort
Area. Private wayfinding signs identify it as the access for the Inn at Port Ludlow and Fireside Restaurant for
northbound Oak Bay Road traffic. No wayfinding signs are provided for southbound traffic and southbound left -
turns are not permitted by signage on Oak Bay Road. The road is identified as having an on -shoulder trail from
Oak Bay Road to the Marina/Resort area on the Port Ludlow Trails Map, however no pavement markings define
a shoulder or pedestrian area separate from the travel lane. The skewed intersection geometry allows
northbound vehicles to leave Oak Bay Road and enter Heron Road (current posted speed of 40-mph) without
slowing. Heron Road is posted for 10 mph (non-MUTCD compliant sign) north of the intersection.
CONCL USIONSIRECOMMENDATIONS
Safety for motorized and non -motorized users would improve at this location with lower operating speeds and
lane narrowing and restriping on Oak Bay Road. Minor striping revisions could reduce exit speeds from Oak Bay
Road to Heron Road. A more defined pedestrian space is recommended on Heron Road if it continues to be a
part of the trail system.
SCOTT COURT AND OAK BAY ROAD
EVALUATION
Scott Court is a looped private, two-way street connecting to Oak Bay Road at two locations approximately 350
feet apart. Oak Bay Road is posted 40 mph at the intersection. There are no turn restrictions at the either
intersection. The street serves a limited number of residential units. The northern intersection of Scott Court
and Oak Bay Road is identified in the Port Ludlow Trails Map as a trail crossing location. Pedestrian warning signs
are located in advance of the intersection on Oak Bay Road. No crosswalk markings are present. The
intersections are compact with relatively small curb return radii designed primarily for automobiles. There are
no stop signs or stop bars on the Scott Court approaches to Oak Bay Road. Entering sight distance appears
adequate to the north and marginal to the south at the northern intersection. Entering sight distance is marginal
both to the north and south at the southern intersection. This sight limitation is primarily due to vegetation in
the right-of-way, not the geometric alignment of Oak Bay Road. Entering sight distance may be affected by
vegetation in the summer.
CONCL USIONSIRECOMMENDATIONS
Safety for motorized and non -motorized users would improve at this location (both intersections) with lower
operating speeds and lane narrowing and restriping on Oak Bay Road. The pedestrian crossing at the northern
intersection should be eliminated and replaced with a parallel trail, possibly on a widened shoulder on Oak Bay
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Road from Scott Court to Paradise Bay Road. Vegetation management should be considered to improve entering
sight distance, a parallel trail would have the additional benefit of improving entering sight distance as well. Stop
signs and stop bars should be considered to assist drivers in locating the proper stopping location for optimal
entering sight distance.
WATERHOUSE LANE AND OAK BAY ROAD
EVALUATION
Waterhouse Lane is a private, two-way street intersecting with Oak Bay Road and connecting to North Bay Lane.
Oak Bay Road is posted 40 mph at the intersection. There are no turn restrictions at the intersection with Oak
Bay Road. The intersection has large curb return radii designed to rural standards. The road serves residential
development along both Waterhouse Lane and North Bay Lane. North Bay Lane intersects with Oak Bay Road
approximately 1,100 feet north of the intersection with Waterhouse Lane. Waterhouse Lane is signed as No
Outlet. There is a barricaded physical connection to North Bay Lane. The intersection of Waterhouse Lane and
Oak Bay Road has large curb return radii designed to rural standards making the intersection larger than typical
urban intersections. The stop sign and stop bar are approximately 30 feet back from the edge stripe on Oak Bay
Road. The larger radii allow higher entering speeds from Oak Bay Road and present sight distance challenges for
vehicles that stop at the stop bar. There is a pedestrian crossing of Oak Bay Road approximately 800 feet north
of the intersection. Entering sight distance is inadequate for vehicles that stop at the stop bar. Vehicles that
creep to within 5 feet of the edge stripe appear to have adequate entering sight distance. The white edge line
on Oak Bay Road is continuous through the intersection. There is a break in the double yellow centerline stripe.
There is a connection to an off-street trail in the northeast quadrant of the intersection. Entering sight distance
may be affected by vegetation in the summer.
CONCL USIONSIRECOMMENDATIONS
Safety for motorized and non -motorized users would improve at this location with lower operating speeds and
lane narrowing and restriping on Oak Bay Road. The pedestrian crossing of Oak Bay Road between Waterhouse
Lane and North Bay Lane should be eliminated and replaced with a parallel trail, possibly on a widened shoulder
along Oak Bay Road from Scott Court to Paradise Bay Road. Vegetation management should be considered to
improve entering sight distance; a parallel trail would have the additional benefit of improving entering sight
distance as well. Stop sign and stop bar should be modified to assist drivers in locating the proper stopping
location for optimal entering sight distance.
VILLAGE WAY AND PARADISE BAY ROAD/EBBTIDE COURT
EVALUATION
Village Way and Ebbtide Court, both private streets, form a four -legged intersection with Paradise Bay Road. All
movements are allowed. There are no dedicated left turn lanes. The intersection is constructed to urban design
standards and includes curb, gutter, and sidewalk on Paradise Bay Road. Medians and marked crosswalks with
median refuges are included on Paradise Bay Road. Paradise Bay Road is posted at 25-mph at the intersection.
Village Way connects to Breaker Lane approximately 700 feet south of Paradise Bay Road. Village Way provides
access to the community's commercial center from Paradise Bay Road and Oak Bay Road via Breaker Lane.
There is no stop sign or stop bar on the Village Way approach to the intersection. The approach is wide and
skewed at the intersection. Entering sight distance appears adequate for vehicles near the edge of the traveled
way. Ebbtide Court terminates in a cul-de-sac and provides access to limited residential development. There is a
stop sign located about 20 feet back from the intersection and a stop bar located about 5 feet back of the
traveled way. Entering sight distance appears adequate from the stop bar at Ebbtide Court. Entering sight
distance at both side streets may be affected by vegetation in the summer.
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Traffic Safety Study Report — Jefferson County Port Ludlow Village
CONCL USIONSIR ECOMMENDATIONS
The intersection is consistent with a low speed (25-mph) urban design. Vegetation management (including the
median plantings) should be considered to improve entering sight distance. Stop signs and stop bars should be
considered at the Village Way approach to assist drivers in locating the proper stopping location for optimal
entering sight distance.
SPINNAKER PLACE AND PARADISE BAY ROAD
EVALUATION
Spinnaker Place is a private, two-way street intersecting Paradise Bay Road. Paradise Bay Road is posted at 40
mph in this location. Spinnaker Place serves residential development and the Bay Club. There is no other outlet
from Spinnaker Bay Road. Spinnaker Bay Road is stop controlled at Paradise Bay Road. The intersection of
Spinnaker Place and Paradise Bay Road has large curb return radii designed to rural standards. Shoulder
widening consistent with a near -side bus pull-out or short right -turn pocket exists for northbound traffic on
Paradise Bay Road. It is not signed or marked as a bus stop or turn lane. The intersection is larger than typical
urban intersections in the Village area. The stop sign on Spinnaker Place is about 25 feet behind the edge of the
traveled way. Vehicles do not appear to have adequate entering sight distance from the location of the stop
sign. The stop bar is located about 5 feet behind the edge of the traveled way. Vehicles at this location appear
to have adequate entering sight distance. Intersection ahead warning signs are in place on Paradise Bay Road to
warn drivers of the oncoming intersection. The northbound warning sign has a 35-mph advisory plaque below
the warning sign. Edge striping on Paradise Bay Road includes a break for the northbound right -turn pocket and
a break for the intersection. The right turn radii are not marked. Vehicles using the northbound right -turn pocket
block southbound entering sight distance for vehicles exiting Spinnaker Place. Entering sight distance may be
affected by vegetation in the summer.
CONCL USIONSIRECOMMENDATIONS
Safety for motorized and non -motorized users would improve at this location with lower operating speeds and
lane narrowing and restriping on Paradise Bay Road. Vegetation management should be considered to improve
entering sight distance. The use of the northbound right -turn pocket should be discouraged. Use as a near side
bus pull-out is acceptable.
TIMBERTON DRIVE AND PARADISE BAY ROAD
EVALUATION
Timberton Drive is a two-way street intersecting Paradise Bay Road. Paradise Bay Road is posted at 40 mph in
this location. Intersection ahead warning signs are in place on Paradise Bay Road to warn drivers of the
oncoming intersection. Timberton Drive serves residential development and a community trailhead. There is no
other outlet from Timberton Drive. Timberton Drive is stop controlled at Paradise Bay Road. The intersection of
Timberton Drive and Paradise Bay Road has large curb return radii designed to rural standards. Shoulder
widening consistent with a far -side bus pull-out or short right -turn acceleration lane exists for southbound traffic
on Paradise Bay Road. However, it is not signed or marked as a bus stop or turn lane. The intersection has large
curb return radii designed to rural standards. The stop sign on Timberton Drive is about 20 feet behind the edge
of the traveled way. Vehicles do not appear to have adequate entering sight distance from the location of the
stop sign. The stop bar is located about 10 feet behind the edge of the traveled way. Vehicles at this location
appear to have adequate entering sight distance. Intersection ahead warning signs are in place on Paradise Bay
Road to warn drivers of the oncoming intersection. Edge striping on Paradise Bay Road includes a break for the
northbound right -turn. The southern right turn radius on Timberton Drive is striped to direct vehicles into the
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travel lane vs. the far side bus-pullout/acceleration lane. Entering sight distance may be affected by vegetation
in the summer.
CONCL USIONSIR ECOMMENDATIONS
Safety for motorized and non -motorized users would improve at this location with lower operating speeds and
lane narrowing and restriping on Paradise Bay Road. Vegetation management should be considered to improve
entering sight distance. The use of the southbound right -turn taper as an acceleration lane should be
discouraged. Use of the right -turn taper as far side bus pull-out is acceptable. A mini -roundabout at this location
would provide safer pedestrian crossings to access the trailhead on Timberton Drive and would reinforce the
reduction of operating speeds on Paradise Bay Road north of the intersection. See Appendix 6 for Intersection
Improvement Concepts.
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PARADISE BAY ROAD AND OAK BAY ROAD OPERATING SPEED EVALUATION
Paradise Bay Road and Oak Bay Road serve as the primary access routes to Port Ludlow from surrounding
Jefferson County. Both are classified as minor arterials. Paradise Bay Road provides access to and from SR 104
at the western end of the Hood Canal Bridge and Oak Bay Road provides access to and from SR 19 (Beaver Valley
Road) to the west and SR 16 (Flagler Road) south of Port Hadlock where it becomes SR 116, to the north.
Paradise Bay Road and Oak Bay Road provide an alternative route to SR 19 (Beaver Valley Road) from SR 104 to
Port Hadlock.
Paradise Bay Road and Oak Bay Road were divided into six segments within the study area to reflect the variable
land use and transportation context in each segment.
• Segment 1: Paradise Bay Road 500 feet south of the intersection with Timberton Drive to 500 feet south
of the intersection with Breaker Lane/Anchor Lane.
• Segment 2: Paradise Bay Road 500 feet south of the intersection with Breaker Lane/Anchor Lane to the
intersection with Oak Bay Road/Osprey Ridge Drive.
• Segment 3: Oak Bay Road 500 feet west of the intersection with Breaker Lane/Anchor Lane to the
intersection with Paradise Bay Road/Osprey Ridge Drive.
• Segment 4: Oak Bay Road at the intersection with Paradise Bay Road/Osprey Ridge Drive to 500 feet
north of the intersection with Waterhouse Lane.
• Segment 5: Oak Bay Road 500 feet north of the intersection with Waterhouse Lane to the intersection
with Marina View Drive/Walker Way.
• Segment 6: Oak Bay Road at the intersection of Marina View Drive/Walker Way to 500 feet north of the
intersection.
The evaluation of the operating speed of each segment considered adjacent land use, roadway design features,
past and future traffic volumes, crash history and historic speed data.
Figure 4 highlights the segments.
SEGMENT 1: PARADISE BAY ROAD 500 FEET SOUTH OF THE INTERSECTION WITH TIMBERTON DRIVE TO 500 FEET
SOUTH OF THE INTERSECTION WITH BREAKER LANE/ANCHOR LANE
Segment 1 is the southern transition area into the core of the Port Ludlow Community and commercial center.
The intersection of Paradise Bay Road and Timberton Drive is the first major access to the core of the Port
Ludlow community. Community and commercial services area located north of Timberton Drive resulting in
more vehicle, pedestrian and bicycle activity than exists south of this segment. Timberton Drive provides access
to a trailhead used by the broader Port Ludlow Community. Spinnaker Place provides access to the Bay Club. The
segment is rural in design including two lanes with shoulders. Timberton Drive is located at the bottom of a
grade when approached from the south. Citizens have expressed concerns about the safety of the intersection.
TRAFFIC VOLUME
Average Daily Traffic in is this segment is about 3,300 vehicles per day.
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Figure 4: Segment Identification
CRASH HISTORY
Crash records from January 2012 to December 2019 identified five non -intersection related crashes in this
segment. One crash involved a deer, one crash was the result of a driver having a medical issue, one crash was
the result of a driver falling asleep, one crash was driver failing to negotiate a curve, and one crash occurred
during icy conditions. One intersection related crash occurred at the intersection with Timberton Drive. It was a
right angle crash typical of two-way stop control intersections. See Appendix 3 for Crash Data.
HISTORIC SPEEDS
Speed studies completed since 1995 show a reduction in 851h percentile speeds from 49 mph in 1995 to 45 mph
in 2008 in this segment.
FINDINGS AND CONCLUSIONS
Typical speed limit setting guidance suggests the speed limit in this segment should be increased to 45 mph to
better align with observed 851h percentile speeds. Port Ludlow demographics suggest that lower operating
speeds would be more consistent with the driver population in Port Ludlow, especially for decision making at
the intersection in the segment. Lower operating speeds reduce required intersection sight distance. The
recommended intersection sight distance for a 45 mph design speed is 500 feet. The recommended intersection
sight distance for a 35 mph design speed is 390 feet. The recommended stopping sight distance for a 45 mph
design speed is 360 feet. The recommended stopping sight distance for 35 mph design is 250 feet. (AASHTO
2007). Reducing the operating speed in this segment would reduce the length of roadway that drivers need to
see to make a decision to enter Paradise Bay Road from Timberton Drive or other side streets in the segment
and drivers on Paradise Bay Road will not need to recognize pedestrians in the intersection or deer in the
roadway as soon as they would with a higher operating speed.
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SEGMENT 2: PARADISE BAY ROAD 500 FEET SOUTH OF THE INTERSECTION WITH BREAKER LANE/ANCHOR LANE
TO THE INTERSECTION WITH OAK BAY ROAD/OSPREY RIDGE DRIVE
Segment 2 is in the commercial center of the Port Ludlow Community. This segment includes commercial access,
landscaped medians, bus stops and marked pedestrian crossings. The commercial area creates additional
vehicle, pedestrian, and bicycle activity. The change from residential to commercial context is not obvious to
drivers as much of the commercial development is not visible from the roadway. The landscaped medians are
the most obvious indicator of a change in context in this segment for drivers. The segment ends at the all -way
stop control at the intersection of Paradise Bay Road/Oak Bay Road/Osprey Ridge Drive. The intersection is at
the end of a horizontal curve and the crest of a grade when approached from the south.
TRAFFIC VOLUME
Average Daily Traffic in is this segment is about 3,300 vehicles per day.
CRASH HISTORY
Crash records from January 2012 to December 2018 identified one intersection related crash in this segment.
The crash occurred at the intersection of Paradise Bay Road and Breaker Lane. See Appendix 3 for Crash Data.
HISTORIC SPEEDS
Speed studies completed since 1995 show a reduction in 85t" percentile speeds from 40 mph in 1995 to 34 mph
in 2008 in this segment. The reduced speeds in this segment are consistent with the change in roadway
character and speed limit in this segment.
FINDINGS AND CONCLUSIONS
Typical speed limit setting guidance suggests the speed limit in this segment should be increased to 30 mph to
better align with observed 85th percentile speeds. Port Ludlow demographics suggest that lower operating
speeds would be more consistent with the driver and pedestrian population in Port Ludlow, especially for
decision making at the driveways and intersections in the segment. Pedestrian generators in this location
include bus stops, commercial, medical, and retail services. Lower speeds would benefit pedestrians using the
crosswalk in this location. The urban improvements installed in this segment did lower speeds but have not
lowered them to desired levels.
SEGMENT 3: OAK BAY ROAD 500 FEET WEST OF THE INTERSECTION WITH BREAKER LANE/ANCHOR LANE TO THE
INTERSECTION WITH PARADISE BAY ROAD/OSPREY RIDGE DRIVE
Segment 3 is the western transition area into the core of the Port Ludlow Community and commercial area. Oak
Bay Road is rural in context from SR 16 (Beaver Valley Road) to the intersection with Breaker Lane that marks
the beginning of the Port Ludlow commercial area. A church driveway and commercial driveway are located east
of Breaker Lane in this segment. Drivers may not be aware they are entering a commercial area because much of
the development is set back from the roadway. The segment ends at the all -way stop control at the intersection
of Paradise Bay Road/Oak Bay Road/Osprey Ridge Drive. An exclusive left -turn lane begins about 400 feet west
of the intersection.
TRAFFIC VOLUME
Average Daily Traffic in is this segment is about 1,000 vehicles per day.
CRASH HISTORY
Crash records from January 2012 to December 2019 identified one crash in this segment. The crash was
intersection related and occurred at Breaker Lane. See Appendix 3 for Crash Data.
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HISTORIC SPEEDS
Speed studies completed east of this segment near Phillips Road since 1995 show a 851h percentile speed of 48
mph to 50 mph from 1995 to 2008 in this segment.
FINDINGS AND CONCLUSIONS
Typical speed limit setting guidance suggests the speed limit in this segment should be increased to 45 mph to
better align with observed 851h percentile speeds. Port Ludlow demographics suggest that lower operating
speeds would be more consistent with the driver population in Port Ludlow, especially for decision making at
the intersections in the segment Lower operating speeds reduce required intersection sight distance. The
recommended intersection sight distance for a 45 mph design speed is 500 feet. The recommended intersection
sight distance for a 35 mph design speed is 390 feet. The recommended stopping sight distance for a 45 mph
design speed is 360 feet. The recommended stopping sight distance for 35 mph design is 250 feet. (AASHTO
2007). Reducing the operating speed in this segment would reduce the length of roadway that drivers need to
see to make a decision to enter Oak Bay Road from Breaker Lane or the driveways in the segment and drivers
on Oak Bay Road will not need to recognize the stop sign at the intersection of Paradise Bay Road/Osprey Ridge
Drive as soon they would with a higher operating speed.
SEGMENT 4: OAK BAY ROAD AT THE INTERSECTION WITH PARADISE BAY ROAD/OSPREY RIDGE DRIVE TO 500 FEET
NORTH OF THE INTERSECTION WITH WATERHOUSE LANE
CONTEXT
Segment 4 is the eastern transition area into the Port Ludlow commercial area. Two commercial driveways are
located west of Waterhouse Lane in this segment. The segment ends at the all -way stop control at the
intersection of Paradise Bay Road/ Oak Bay Road/Osprey Ridge Drive. An exclusive left -turn lane begins about
450 feet east of the intersection.
TRAFFIC VOLUME
Average Daily Traffic in is this segment is about 3,600 vehicles per day.
CRASH HISTORY
Crash records from January 2012 to December 2019 identified no crashes in this segment. See Appendix 3 for
Crash Data.
HISTORIC SPEEDS
Speed studies completed since 1995 show a reduction in 85th percentile speeds from 44 mph in 1995 to 42 mph
in 2008 in this segment.
FINDINGS AND CONCLUSIONS
Typical speed limit setting guidance suggests the speed limit in this segment remain at 40 mph to align with
observed 851h percentile speeds. Port Ludlow demographics suggest that lower operating speeds would be more
consistent the driver population in Port Ludlow, especially for decision making at the intersections in the
segment. The recommended intersection sight distance for a 40 mph design speed is 445 feet. The
recommended intersection sight distance for a 35 mph design speed is 390 feet. The recommended stopping
sight distance for a 40 mph design speed is 305 feet. The recommended stopping sight distance for 35 mph
design is 250 feet. (AASHTO 2007). Reducing the operating speed in this segment would reduce the length of
roadway that drivers need to see to make a decision to enter Oak Bay Road from Waterhouse Lane or the
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driveways in the segment and drivers on Oak Bay Road will not need to recognize the stop sign at the
intersection of Paradise Bay Road/Osprey Ridge Drive as soon they would with a higher operating speed.
SEGMENT 5: OAK BAY ROAD 500 FEET NORTH OF THE INTERSECTION WITH WATERHOUSE LANE TO THE
INTERSECTION WITH MARINA VIEW DRIVE/WALKER WAY
Segment 5: Segment 5 serves the core of the Port Ludlow Community from the commercial area to the Marina
and Port Ludlow Beach Club. Intersections in this segment serve residential and marina areas, some are one-
way in or out. There are intersection and mid -block trail crossings in this segment. The section between Scott
Court and Heron Road is forested on both sides. The mid -block trail crossing is in this section of the segment.
The intersection of Oak Bay Road/Marina View Drive/Walker Way is the northern limit of the segment and is the
primary access to the Port Ludlow Beach Club and Marina. The Beach Club and Marina are a hub for vehicle,
pedestrian, and bicycle activity. The intersection is located at the top of a grade and the end of horizontal curve
when approached from the southwest. Bus pullouts on the south side of the intersection also operate as right -
turn acceleration and turn lanes. There are no exclusive left -turn lanes at the intersection.
TRAFFIC VOLUME
Average Daily Traffic in is this segment is about 3,300 vehicles per day.
CRASH HISTORY
Crash records from January 2012 to December 2019 identified four non -intersection related crashes and two
intersection related crashes in this segment. Two of the non -intersection related crashes involved southbound
vehicles failing to negotiate the curve south of the intersection of Marina View Drive/Walker Way due to
excessive speed. The third non -intersection crash involved a deer. The fourth non -intersection crash involved a
vehicle and group of bicycles (one cyclist was injured). One intersection related crash occurred at Scott Lane and
the other occurred at Marina View Drive/Walker Way. See Appendix 3 for Crash Data.
HISTORIC SPEEDS
Speed studies completed since 1995 show 851h percentile speeds ranging from 42 mph in 1995 to 47 mph in
1996 and 2000 to 45 mph in 2008 to 50 mph in 2017 in this segment.
FINDINGS AND CONCLUSIONS
Typical speed limit setting guidance suggests the speed limit in this segment should be increased to 45 mph to
better align with observed 85' percentile speeds. The demographics suggest that lower operating speeds would
be more consistent the driver population in Port Ludlow, especially for decision making at the intersections in
the segment. The intersection of Marina View Drive/Walker Way is the primary access for the Port Ludlow Beach
Club and marina. This intersection is challenging for aging drivers to use in its current configuration. Bus stops
and trail crossings increase the demand for non -motorized crossings at the intersection including aging walkers
and cyclists. Sight distance for the horizontal and vertical curves south of the intersection of Marina View
Drive/Walker Way meet minimum standards but present a challenge for aging drivers. A reduction in operating
speed in this segment is also intended to support an intersection modification, preferably a roundabout as
recommended in this study, and to improve the safety and operations of the intermediate intersections in this
segment. The existing mid -block crossing, while recommended for removal by this study, would also benefit
from lower operating speeds if removal is not possible.
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SEGMENT 6: OAK BAY ROAD AT THE INTERSECTION OF MARINA VIEW DRIVE/WALKER WAY TO 500 FEET NORTH
OF THE INTERSECTION
Segment 6 is the northern transition area into core of the Port Ludlow Community. The segment is rural in
design including two lanes with shoulders. There are no intersections in this segment north of the intersection
of Oak Bay Road/Marina View Drive/Walker Way.
TRAFFIC VOLUME
Average Daily Traffic in is this segment is about 2,900 vehicles per day.
CRASH HISTORY
Crash records from January 2012 to December 2018 identified no crashes in this segment other than the
intersection related crash at Marina View Drive/Walker Way identified in Segment 5. See Appendix 3 for Crash
Data.
HISTORIC SPEEDS
Speed studies completed since 1995 show a consistent 85t" percentile speed of 43 mph in 2008 in this segment.
FINDINGS AND CONCLUSIONS
Typical speed limit setting guidance suggests the speed limit in this segment remain at 40 mph to align with
observed 85t" percentile speeds. Port Ludlow demographics suggest that lower operating speeds would be more
consistent with the driver population in Port Ludlow, especially for decision making at the intersection of Oak
Bay Road/Marina View Drive/Walker Way. This intersection is the primary access for the Port Ludlow Beach Club
and marina. This intersection is challenging for aging drivers to use in its current configuration. Bus stops and
trail crossings increase the demand for non -motorized crossings at the intersection including aging walkers and
cyclists. A reduction in operating speed in this segment is intended to support an intersection modification,
preferably a roundabout as recommended in this study.
RECOMMENDED OPERATING SPEEDS
Most speed limit studies focus on observed speeds to recommend speed limits. The 85t" percentile speed is
commonly referenced as the most reasonable speed limit. Previous engineering studies, including the most
recent study completed by Transpo in February 2009, went beyond this guidance, and concluded that lower
operating speeds may be desirable in the study area but would require more than changing the signing.
"However, speed data is only one consideration in identifying a safe and reasonable posted
speed. The posted speed limit in the context of the surrounding land uses and pedestrian/bicycle
activity should be no higher than 40 mph, and for the middle segments (0-2 to 0-4), the County
should consider lowering the posted speed to 30 mph only if accompanied by physical design
measures as discussed later. Design measures should also be introduced for the other segments
to lower the 85th percentile speeds closer to the 40 mph posted speed." Transpo, 2009
The demographics of Port Ludlow were not considered in previous studies. Local demographics suggest that
speeds should be lower to accommodate the limitations of aging drivers, bicyclists, and pedestrians in the
community. Achieving lower speeds will take more than posting new speed limit signs. Previous engineering
studies rightly concluded that other measures need to be implemented to achieve lower operating speeds. Both
roadways have design speeds of 50 mph. This means that under normal conditions most drivers are comfortable
driving at 50 mph or more. Achieving lower speeds requires changing the character of the roadway to encourage
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lower speeds. These changes could include narrower travel lanes, wider shoulders, and roundabouts at strategic
intersections.
Reducing operating speed would not merely include posting new speed limit signs but would also require
restriping narrower lanes with wider shoulders, including possible speed feedback signing and a public
awareness campaign. Reducing operating speeds will improve motorized and non -motorized safety (including
the trail crossings on Oak Bay Road) along the entire corridor and at all the intersections in the study area.
Table 4 summarizes the roadway segment recommendations.
Table 4: Roadway Segment Recommendations
Roadway
Segment
Desired
Potential Physical Changes
Speed
(Recommendations)
Segment 1
500 feet south of Timberton Drive
Reduce lane width to 10 feet with paved
Paradise Bay
to
35
shoulders. Install mini -roundabout at the
Road
500 feet south of Breaker
intersection of Paradise Bay
Lane/Anchor Lane
Road/Timberton Drive
Segment 2
500 feet south of Breaker
Reduce lane width to 10 feet with paved
Paradise Bay
Lane/Anchor Lane
25
shoulders. Install mini -roundabout at the
Road
to
intersection of Paradise Bay Road/Oak
Oak Bay Road/Osprey Ridge Drive
Bay Road/Osprey Ridge Drive
Segment 3
500 feet west of Breaker Lane
Reduce lane width to 10 feet with paved
Oak Bay Road
to
25
shoulders. Install mini -roundabout at the
Paradise Bay Road/Osprey Ridge
intersection of Oak Bay Road/Paradise
Drive
Bay Road/Osprey Ridge Drive
Paradise Bay Road/Osprey Ridge
Reduce lane width to 10 feet with paved
Segment 4
Drive
shoulders. Install mini -roundabout at the
Oak Bay Road
to
25
intersection of Oak Bay Road/Paradise
500 feet north of Waterhouse Lane
Bay Road/Osprey Ridge Drive
Segment 5
500 feet north of Waterhouse Lane
Reduce lane width to 10 feet with paved
Oak Bay Road
to
35
shoulders. Install mini -roundabout at the
Marina View Drive/Walker Way
intersection of Oak Bay Road/Marina
View Drive/Walker Way
Segment 6
Reduce lane width to 10 feet with paved
Oak Bay Road
Marina View Drive/Walker Way
35
shoulders. Install mini -roundabout at the
to 500 feet north
intersection of Oak Bay Road/Marina
View Drive/Walker Way
OTHER ROAD USER CONSIDERATIONS
MOTORIZED USERS
Motorized users will notice a slight increase in travel time if operating speeds on Paradise Bay Road and Oak Bay
Road are reduced. Side street safety LOS will improve if operating speeds on Paradise Bay Road and Oak Bay
Road are reduced as there will be more acceptable gaps to make left -turns from the minor street approaches.
NON -MOTORIZED USERS
Non -motorized users will experience an improvement in safety because of the reduced operating speeds. The
difference in safety between 40 mph and 35 mph is not as great as 40 mph and 25 mph, but lower operating
speeds are generally safer for all users.
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OAK BAY ROAD TRAIL CROSSINGS EVALUATION
The trail crossings between Waterhouse Lane and Scott Court (Trail Markers 3 and 5) serve a private, informally
established trail system that parallels Oak Bay Road. The trail crossings appear to exist to avoid routing trails
through private property rather than serve a crossing demand at a specific crossing location. The trail crossings
are lightly used and do not meet FHWA pedestrian volume guidelines for installation of marked crosswalks.
Their location is unexpected to the typical driver.
EXISTING CONDITIONS
TRAFFIC VOLUME
Existing ADT is about 3,300 vehicles per day on Oak Bay Road.
CRASH HISTORY
No pedestrian crashes were reported at the trail crossings on Oak Bay Road. See Appendix 3 for Crash Data.
FUTURE CONDITIONS
ADT is expected to increase in the future because of increased regional demand and the build out of vacant lots
in Port Ludlow. Increased ADT and development could result in increased vehicle/pedestrian conflicts at the
crossings.
TRAIL CROSSING RECOMMENDATIONS
This study recommends that every effort to eliminate the crossings and establish parallel facilities with crossings
at established major intersections be pursued so that the existing crossings can be abandoned.
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Traffic Safety Study Report — Jefferson County Port Ludlow Village
BICYCLE SAFETY EVALUATION
Bicycle counts were low during the count period. Community input suggests there is a local bicycle user group
and the corridor is used by long distance bicyclists. Paradise Bay Road and Oak Bay Road do not include
dedicated bicycle facilities. Travel lanes are generally 11 feet wide and shoulders vary from 3 feet to 8 feet in
some areas. Posted speed limits are generally 40 mph except for Paradise Bay Road between Breaker Lane and
Oak Bay Road that is posted at 25 mph.
The current operating speed and volumes are above the thresholds identified in the FHWA Bikeway Selection
Guide, February 2019. This document is a guide only and has not been adopted locally. Its recommendations are
meant for designated bikeways. Improving bicycle safety can be accomplished in two ways: 1) provide
separation between the vehicles and bicycles in the corridor; and 2) reduce the speeds of vehicles adjacent to
the bicycles. Jefferson County has limited resources to provide dedicated bicycle facilities and observed bicycle
use does not appear to warrant them. However, lowering the operating speed on these roadways will provide a
safety improvement for bicycles and lane narrowing and shoulder widening will support both operating speed
reduction and separation.
Paraphrasing the guide, for roadways which are being reconstructed or retrofitted where preferred Green Book
shoulder widths cannot be provided, the following minimum paved shoulder widths can provide a minimum
level of bicycle accommodation:
• A shoulder width of at least 3 feet on open -section roadways with no vertical obstructions immediately
adjacent to the roadway and no rumble strips.
• A shoulder width of at least 5 feet is recommended from the face of a guardrail, curb, or other roadside
barrier to provide additional operating width, as bicyclists generally shy away from a vertical face.
These shoulder widths can be often be achieved with restriping after a pavement maintenance or chip seal
project.
Bicyclist comfort and safety is generally impacted by the volume of adjacent and conflicting vehicle traffic and
the separation of that traffic from the bicyclist. The reduced operating speed recommendations and associated
changes to the roadway sections including narrowing vehicle travel lanes and increasing shoulder widths in the
study area identified in this study would provide benefits to cyclists. The intersection improvements identified in
this study would also benefit cyclists by reducing speeds, crossing distances, and conflict points in the
intersections.
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APPENDICES
Appendix 1 Raw Traffic Count Data
Appendix 2 LOS Calculations
Appendix 3 Crash Data
Appendix 4 Stop Sign Compliance Data
Appendix S Stop Sign Warrant Evaluation
Appendix 6 Intersection Improvement Concepts
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