HomeMy WebLinkAbout021621_cabs01Department of Public Works
O Regular Agenda: 3:30PM
Page 1 of 1
Jefferson County Board of Commissioners
Agenda Request
To: Board of Commissioners
Philip Morley, County Administrator
From: Monte Reinders, PE, Public Works Director/County Engineer
1�
Agenda Date: February 16, 2021
Subject: Continued Discussion and Potential Action to change certain legal
Speed Limits in Port Ludlow Village
Statement of Issue:
A public hearing was conducted on February 8, 11:OOAM, 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 40MPH
speed limit to 25 MPH and 35 MPH in certain zones and to modify Jefferson County Code,
Chapter 10.05, Model Traffic Ordinance Exhibit A to be consistent with this revision.
Fiscal Impact / Cost -Benefit Analysis:
The cost of installing signs is estimated to be less than $2,500.00.
Recommendation:
After considering all public testimony, approve by Resolution the proposed legal speed
limit change, revising Exhibit A of Ordinance No. 11-1214-98, rescinding the prior Exhibit
A from Resolution 59-18, 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
2__ �
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_
PUBLIC HEARING FEBRUARY 8, 2021 for Speed Limit Changes on Oak Bay and Paradise Bay Roads; Oral and Written Testimony Closed at 11:26:55AM
FEB 2021
Day
testimony from
Lname Fname
resident of PL-MPR
Yes No or DK
testimony before - on 2/8 11am
written, W oral, 0 both, B
level of support for speed limit change
Yes Neutral No
referred to TSI study
Y N
Additional comments
Rosenthal
Dean
X
W
No
N
Be attentive to road maintenance and add safety improvements
Moffitt
Kim
X
W
Yes
Y
PL demographics are significant criteria for speed limit change
3
McDearmid
Tamra
X
W
Yes
N
Speed Limit change a good start to diminish danger on main roads, extend zones
McClure
Anne
X
W
No
N
Don't be attentive to a small minority
Henderson
Doug
X
W
Neutral
Y
Don't accept committee proposal, better enforcement solutions, Road diversion funds
King
Fred
X
W
No
N
Enforcement is needed of current speed limits and stop signs
Moffitt
Jim
X
W
Yes
N
Five Yr collaboration, just the beginning of safety improvements
Davis
Karen
X
W
Yes
N
Requests a 4-way stop at Walker/Marine
Oswald
Terry
X
W
No
N
Not necessary
Sprandel
Tom
X
W
Yes
N
Dangerous roads, need traffic circle at Paradise/Oak/Osprey intersection
Goree
Valerie
X
W
Yes
Y
4
Ludlow Maintenance Commission
X
W
Yes
Y
HOA motion supports reduction and Walker Way/Marine roundabout (Priority 1)
Griffith
Karen
X
W
Yes
N
Village life will improve with roundabouts
Katz
Myra
X
W
Yes
N
Wants to cross the road safely, lives north of the village
Rosier
Sandra
X
W
Yes
N
Wants to cross the road safely, lives north of the village
Wood
Neal
X
W
Yes
N
Wood
Nancy
X
W
Yes
N
Patterson
Patty
X
W
No
N
Fast driving = road is too slow, Need more crashes to warrant, Wide shoulders ok.
Jones
Tom
X
W
Yes
Y
Place warning lights
Jones
Karen
X
W
Yes
Y
Place warning lights
Dean
William
X
B
Yes
Y
Install "Blue Heron" lights, aging & walking community, access to Beach & Bay Clubs rec
5
Dean
Chris
X
W
Yes
Y
Aging community, access to Clubs' rec, since pandemic increase use for road shoulders
Kiesler
Allan
X
B
Yes
Y
PLVC Trail Committee work with JCPW, request 2 mini -roundabouts Walker & Osprey
Parsons
Bruce
X
W
Yes
N
Concern for many walkers and bikers in Village sharing road
Parsons
Cindy
X
W
Yes
N
Concern for many walkers and bikers in Village sharing road
Eidlin
Charlotte
X
W
Yes
N
Oak Bay Road needs wider shoulders for walkers, Baldwin Ln south
Cacho
Deborah
X
W
No
N
Age is not a determinant of driving abilities if working on skills, add pvt. ped x-ings
Ammeter
John
X
W
No
N
When traveling thru area finds 40MPH a safe & practical speed
Raffo
Kay
X
W
Yes
Y
Speeders could be out of area travelers bypassing SR19, seen increase in past 8 yrs.
Sprandel
Marie
X
W
Yes
N
Roundabouts are traffic dampeners to reduce speed < 40MPH and drive within lanes
Dunaway
Roger
X
W
Yes
N
6
Flaherty
Sandra
X
W
Yes
N
Sees SOMPH on straightaway, expand reduction to 35MPH to Paradise & Oak Bay Rds.
7
Lamka
Kathryn
X
W
Yes
N
Expand reduction to 35MPH to Fire Station on Oak Bay Road, collision on Maple Ln.
Newson
Ray
X
W
Neutral
N
Better solution: install (2) Fed X-ing on -demand traffic lights on Oak Bay Rd
8
Thiersch
Tom
X
B
Neutral
Y
Remove inactive RCW references in JCC10.05, reprint Study apendices, add 35mph zone
Summary of Testimony for Speed Limit Change
In Favor
25
Not in Favor
7
Neutral 3
Total 35
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
EXECUTIVESUMMARY...................................................................................................................................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
Crosswalk Warrant Evaluation........................................................................................................................
10
BusStop Implications......................................................................................................................................
11
IlluminationEvaluation...................................................................................................................................
11
Improvement Recommendations...................................................................................................................
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 Countv 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
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Traffic Safety Study Report — Jefferson County Port Ludlow Village
CrashHistory................................................................................................................................................... 32
FUTURECONDITIONS................................................................................................................................................ 32
TRAIL CROSSING RECOMMENDATIONS......................................................................................................................... 32
BICYCLESAFETY 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
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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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Traffic Safety Study Report — Jefferson County Port Ludlow Village
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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Traffic Safety Study Report — Jefferson County Port Ludlow Village
WATERHOUSE LANE/OAK 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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Traffic Safety Study Report — Jefferson County Port Ludlow Village
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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Traffic Safety Study Report — Jefferson County Port Ludlow Village
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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Traffic Safety Study Report — Jefferson County
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
June 2020 1 7
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 B — 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
r-I r-I
m
00 rI m
(11)131 L21(18)
(10)12� �4(3)
(13)15 1 r 30(25)
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PM PEAK HOUR
r;
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M N N
r-I r-I r-I
(16)191 j 4 L 19(16)
(10)12= •' �4(3)
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(2019 VOL.) 2030 VOL.
a
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
June 2020 1 10
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 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
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
June 2020 1 11
Traffic Safety Study Report — Jefferson County Port Ludlow Village
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 8 — 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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m `D
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Level -of -Service
Level -of -Service
orn�'
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(2019 VOL.) 2030 VOL.
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Figure 2: Oak Bay Road and Paradise Bay Road/Osprey Ridge Drive
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 B — 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 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 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.
June 2020 1 20
Traffic Safety Study Report — Jefferson County Port Ludlow Village
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 3S0
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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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 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 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 85th 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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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.
June 2020 133
Traffic Safety Study Report — Jefferson County
Port Ludlow Village
APPENDICES
Appendix 1 Raw Traffic Count Data
Appendix 2 LOS Calculations
Appendix 3 Crash Data
Appendix 4 Stop Sign Compliance Data
Appendix 5 Stop Sign Warrant Evaluation
Appendix 6 Intersection Improvement Concepts
June 2020 134
Appendix 1 Raw Traffic Count Data
www.idaxdata.com
OAK BAY RD
WALKER WAYwa),
Date: Fri, Jul 12, 2019
N
Peak Hour
Count
Period: 7:00 AM to 9:00 AM
Peak Hour: 8:00 AM to 9:00 AM
O M
o co
M
j0<
N
N T
oo o
MARINA VIEW
DR
0
0 =
- 11
12
TEV: 256
4-3
0
�0 0 0
0
36
10
PHF: 0.88
20
o �o
14 0
WALKER WAY n n
45
� Q 0
O 11 N 1*
10 T
0
Of
}
Q
HV %:
PHF
m
�
Q
EB
2.8%
0.82
�p
OFW
B
0.0%
�la_
0.77 I�
000
NB
1.3%
0.83
SB
0.9%
0.76
TOTAL
1.2%
0.88
Two -Hour Count Summaries
WALKER
WAY
MARINA
VIEW DR
OAK
BAY RD
OAK BAY RD
Interval
15-min
Rolling
Start
Eastbound
Westbound
Northbound
Southbound
Total
One Hour
UT
LT TH
RT
UT LT
TH RT
UT
LT
TH
RT
UT LT TH RT
7:00 AM
0
1 0
0
0 1
0 3
1
0
11
1
0 2 17 0
37
0
7:15 AM
0
3 2
0
0 2
1 1
0
1
7
4
0 7 16 0
44
0
7:30 AM
0
3 0
2
0 4
2 2
0
0
7
2
0 2 12 0
36
0
7:45 AM
0
1 0
2
0 4
0 2
0
0
17
2
0 4 22 1
55
172
8:00 AM
0
2 2
3
0 5
2 1
0
1
17
6
0 5 17 1
62
197
8:15 AM
0
3 2
5
0 3
1 5
0
2
13
1
0 4 17 0
56
209
8:30 AM
0
4 0
4
0 8
0 3
0
0
17
2
0 3 24 0
65
238
8:45 AM
0
3 6
2
0 4
0 2
0
1
15
5
0 9 24 2
73
256
Count Total
0
20 12
18
0 31
6 19
1
5
104
23
0 36 149 4
428
0
Peak Hour
0
12 10
14
0 20
3 11
0
4
62
14
0 21 82 3
256
0
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Interval
Heavy Vehicle Totals
Bicycles
Pedestrians (Crossing Leg)
Start
EB
WB NB
SB Total
EB WB
NB
SB
Total
East West North South Total
7:00 AM
0
0 0
0 0
0 0
0
0
0
0 0 0 0 0
7:15AM
0
0 0
0 0
0 0
0
1
1
0 0 0 0 0
7:30 AM
0
0 0
0 0
0 0
0
0
0
0 0 0 0 0
7:45 AM
0
0 1
0 1
0 0
0
0
0
0 1 0 1 2
8:00 AM
0
0 0
0 0
0 0
0
0
0
0 0 0 0 0
8:15AM
1
0 1
0 2
0 0
0
0
0
0 0 0 0 0
8:30 AM
0
0 0
1 1
0 0
0
0
0
0 0 0 0 0
8:45 AM
0
0 0
0 0
0 0
0
0
0
0 0 0 0 0
Count Total
1
0 2
1 4
0 0
0
1
1
0 1 0 1 2
Peak Hour
1
0 1
1 3
0 0
0
0
0
0 0 0 0 0
Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com
www.idaxdata.com
OAK BAY RD
wwllk
WALKER WAY
Date: Fri, Jul 12, 2019
N
Peak Hour
Count
Period: 11:00 AM to 1:00 PM
Peak Hour: 12:00 PM to 1:00 PM
rn v
uO U2
[DR
oho
i
MARINA VIEW W
0
18
11
TEV: 395
~ 3
A 2
3�
10
PHF: 0.85
25
64
0
o o_
Q
13 0
WALKER WAY n r�
� 0
<
O 00 Ln M
N N
O
T
FNB
HV %:
PHF
EB
8.8%
0.53WB
2.2%
0.77
2.6%
0.74
SB
2.5%
0.80
TOTAL
3.0%
0.85
Two -Hour Count Summaries
WALKER
WAY
MARINA
VIEW DR
OAK
BAY RD
OAK BAY RD
Interval
15-min
Rolling
Start
Eastbound
Westbound
Northbound
Southbound
Total
One
Hour
UT
LT TH
RT
UT LT
TH RT
UT
LT
TH
RT
UT LT TH RT
11:00 AM
0
1 1
4
0 9
2 5
0
2
30
1
1 3 26 4
89
0
11:15 AM
0
2 2
4
0 10
1 8
0
2
26
4
0 2 25 5
91
0
11:30 AM
0
2 1
3
0 8
2 8
0
3
27
1
0 5 40 1
101
0
11:45 AM
0
0 1
4
0 6
2 5
0
2
15
2
0 3 31 1
72
353
12:00 PM
0
2 0
2
0 10
1 4
0
2
20
3
0 7 23 2
76
340
12:15 PM
0
4 0
4
0 7
1 2
0
3
29
0
0 6 36 1
93
342
12:30 PM
0
3 1
2
0 7
1 6
0
2
38
6
0 7 40 3
116
357
12:45 PM
0
2 9
5
0 1
0 6
0
1
38
14
0 11 22 1
110
395
Count Total
0
16 15
28
0 58
10 44
0
17
223
31
1 44 243 18
748
0
Peak Hour
0
11 10
13
0 25
3 18
0
8
125
23
0 31 121 7
395
0
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Interval
Heavy Vehicle Totals
Bicycles
Pedestrians (Crossing Leg)
Start
EB
WB NB
SB Total
EB WB
NB
SB
Total
East West North South
Total
11:00 AM
0
0 0
2 2
0 0
0
0
0
0 0 0 0
0
11:15AM
0
0 1
1 2
0 0
0
0
0
0 0 0 0
0
11:30 AM
0
1 0
2 3
0 0
0
0
0
0 0 0 0
0
11:45 AM
0
0 0
1 1
0 0
0
0
0
0 0 0 0
0
12:00 PM
0
0 1
0 1
0 0
0
0
0
0 0 0 0
0
12:15PM
0
0 2
1 3
0 0
0
0
0
0 0 0 0
0
12:30 PM
1
0 1
3 5
0 0
0
0
0
0 0 2 0
2
12:45 PM
2
1 0
0 3
1 0 0
0
0
0
0 0 0 0
0
Count Total
3
2 5
10 20
0 0
0
0
0
0 0 2 0
2
Peak Hour
3
1 4
4 12
0 0
0
0
0
0 0 2 0
2
Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com
www.idaxdata.com
OAK BAY RD
wailtl
WALKER WAY
Date: Fri, Jul 12, 2019
N
Peak Hour
Count
Period: 4:00 PM to 6:00 PM
Peak Hour: 4:00 PM to 5:00 PM
eo N W tC
j0< T
T
O O
r T o
MARINA VIEW
DR
T
L
0
16
27
<
16
TEV: 394
4-10
7
0
31
7�
PHF: 0.91
1-49
8 0
WALKER WAY � n n t r�
37
<fl�000�.....
t
o co 1* o
M N
O
T
Q
HFV %:
PHF
m
�
Q
EB
0.0%
0.65 nla_
c
O
WB
0.0%
0.75 V1�
co co
T T
NB
0.0%
0.82
SB
0.8%
0.89
TOTAL
0.3%
0.91
Two -Hour Count Summaries
WALKER
WAY
MARINA
VIEW DR
OAK
BAY RD
OAK BAY RD
Interval
15-min
Rolling
Start
Eastbound
Westbound
Northbound
Southbound
Total
One Hour
UT
LT TH
RT
UT LT
TH RT
UT
LT
TH
RT
UT LT TH RT
4:00 PM
0
1 4
3
0 19
3 3
0
2
33
4
0 4 31 1
108
0
4:15 PM
0
2 1
1
0 11
4 6
0
0
30
4
0 1 27 4
91
0
4:30 PM
0
9 1
2
0 12
1 4
0
0
31
7
0 3 20 3
93
0
4:45 PM
0
4 1
2
0 7
2 3
0
4
40
5
0 2 29 3
102
394
5:00 PM
0
0 2
1
0 8
1 5
0
2
26
2
0 6 22 4
79
365
5:15 PM
0
3 1
1
0 6
0 3
0
4
32
4
0 2 22 5
83
357
5:30 PM
0
0 0
3
0 5
1 8
0
2
40
0
0 7 23 4
93
357
5:45 PM
0
0 0
1
0 6
3 3
0
3
26
1
0 1 14 7
65
320
Count Total
0
19 10
14
0 74
15 35
0
17
258
27
0 26 188 31
714
0
Peak Hour
0
16 7
8
0 49
10 16
0
6
134
20
0 10 107 11
394
0
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Interval
Heavy Vehicle Totals
Bicycles
Pedestrians (Crossing Leg)
Start
EB
WB NB
SB Total
EB WB
NB
SB
Total
East West North South Total
4:00 PM
0
0 0
1 1
0 0
0
0
0
0 0 0 0 0
4:15PM
0
0 0
0 0
0 0
0
0
0
0 0 0 0 0
4:30 PM
0
0 0
0 0
0 1
0
0
1
0 0 0 0 0
4:45 PM
0
0 0
0 0
0 0
0
1
1
0 0 0 0 0
5:00 PM
0
0 0
0 0
0 0
0
0
0
0 0 0 0 0
5:15PM
0
0 0
0 0
0 0
0
0
0
0 0 0 0 0
5:30 PM
0
2 1
1 4
0 0
0
0
0
0 0 0 0 0
5:45 PM
0
0 0
1 1
0 0
0
0
0
0 0 0 0 0
Count Total
0
2 1
3 6
0 1
0
1
2
0 0 0 0 0
Peak Hour
0
0 0
1 1
0 1
0
1
2
0 0 0 0 0
Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com
www.idaxdata.com
PARADISE BAY RD
OAK BAY RDwa),
Date: Fri, Jul 12, 2019
N
Peak Hour
Count Period: 7:00 AM to 9:00 AM
Peak Hour: 8:00 AM to 9:00 AM
N tM
M N
j__riFFAAf``
J0�U)
r- r 00 O U
OAK BAY RD
L
>1
6 TEV: 268
~ 30
0 4-- 0
28
16 PHF: 0.85
77
->
0
o �o
6 0
OAK BAY RD n
100
Q 0 �✓
<..��00��.....
O 00 r to
F
HV %:
PHFEB
3.6%
0.70 ryla_
p
WB
0.9%
0.76 VI�
NB
1.1%
0.74
SB
0.0%
0.73
TOTAL
1.1 %
0.85
Two -Hour Count Summaries
OAK BAY RD
OAK BAY
RD
PARADISE
BAY
RD
OSPREY RIDGE DR
Interval
15-min
Rolling
Start
Eastbound
Westbound
Northbound
Southbound
Total
One Hour
UT
LT TH RT
UT LT
TH RT
UT LT
TH
RT
UT LT TH RT
7:00 AM
0
1 4 1
0 14
6 1
0 0
1
14
0 1 3 1
47
0
7:15 AM
0
0 1 1
0 20
2 0
0 1
0
15
0 0 7 0
47
0
7:30 AM
0
1 4 3
0 8
9 0
0 3
0
11
0 0 4 2
45
0
7:45 AM
0
0 8 0
0 19
6 0
0 0
0
20
0 0 2 1
56
195
8:00 AM
0
2 2 4
0 18
8 0
0 0
4
28
0 3 4 4
77
225
8:15 AM
0
0 5 1
0 18
6 2
0 0
2
14
0 0 3 1
52
230
8:30 AM
0
0 4 0
0 15
9 0
0 3
3
17
0 4 5 0
60
245
8:45 AM
0
4 5 1
0 26
7 4
0 5
2
17
0 1 5 2
79
268
Count Total
0
8 33 11
0 138
53 7
0 12
12
136
0 9 33 11
463
0
Peak Hour
0
6 16 6
0 77
30 6
0 8
11
76
0 8 17 7
268
0
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Interval
Heavy Vehicle Totals
Bicycles
Pedestrians (Crossing Leg)
Start
EB
WB NB SB Total
EB WB
NB
SB
Total
East West North South Total
7:00 AM
0
0 0 0 0
0 0
0
0
0
0 0 0 0 0
7:15AM
0
0 0 0 0
0 0
0
0
0
0 0 0 1 1
7:30 AM
1
0 0 0 1
0 0
0
0
0
0 0 0 0 0
7:45 AM
0
0 1 0 1
0 0
0
0
0
0 0 0 0 0
8:00 AM
0
0 0 0 0
0 0
0
0
0
0 0 0 0 0
8:15AM
0
0 1 0 1
0 0
0
0
0
0 0 0 0 0
8:30 AM
0
0 0 0 0
0 0
0
0
0
0 0 0 0 0
8:45 AM
1
1 0 0 2
0 0
0
0
0
0 0 0 0 0
Count Total
2
1 2 0 5
0 0
0
0
0
0 0 0 1 1
Peak Hour
1
1 1 0 3
0 0
0
0
0
0 0 0 0 0
Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com
www.idaxdata.com
PARADISE BAY RD
wwllk
OAK BAY RD
Date: Fri, Jul 12, 2019
N
Peak Hour
Count Period: 11:00 AM to 1:00 PM
Peak Hour: 12:00 PM to 1:00 PM
� M
�
f
W
iW
oho
�
0_
N O O
O
J 1
OAK BAY RD
47
<
6 TEV: 420
~ 33
15
0
o
f
O�
44
29 PHF: 0.83
117
->
o o
0
OAK BAY RD t r
184
Q Q
t
0 0 o to
� N �
vWiOf
0 �
O
T
< m
HV %:
PHF
<
EB
4.5%
f
0.85 nla_
O
WB
1.9%
0.83 1/1�
Ln n
NB
1.1%
0.76
SB
2.4%
0.79
TOTAL
1.9%
0.83
Two -Hour Count Summaries
OAK BAY RD
OAK BAY
RD
PARADISE
BAY
RD
OSPREY RIDGE DR
Interval
15-min
Rolling
Start
Eastbound
Westbound
Northbound
Southbound
Total
One
Hour
UT
LT TH RT
UT LT
TH RT
UT LT
TH
RT
UT LT TH RT
11:00 AM
0
3 4 2
0 28
12 4
0 2
2
40
0 2 3 3
105
0
11:15 AM
0
2 2 4
0 32
14 0
0 0
7
30
0 0 3 1
95
0
11:30 AM
0
0 11 1
0 33
14 3
0 1
10
32
0 1 4 3
113
0
11:45 AM
0
3 6 0
0 40
7 3
0 1
2
16
0 3 8 2
91
404
12:00 PM
0
1 5 4
0 28
9 0
0 1
5
23
0 1 2 2
81
380
12:15 PM
0
1 10 2
0 33
10 1
0 5
4
26
0 4 6 0
102
387
12:30 PM
0
3 7 1
0 38
8 2
0 3
7
44
0 2 10 1
126
400
12:45 PM
0
1 7 2
0 18
6 6
0 1
4
53
0 2 10 1
111
420
Count Total
0
14 52 16
0 250
80 19
0 14
41
264
0 15 46 13
824
0
Peak Hour
0
6 29 9
0 117
33 9
0 10
20
146
0 9 28 4
420
0
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Interval
Heavy Vehicle Totals
Bicycles
Pedestrians (Crossing Leg)
Start
EB
WB NB SB Total
EB WB
NB
SB
Total
East West North South
Total
11:00 AM
0
3 0 0 3
0 1
0
0
1
0 5 5 1
11
11:15AM
0
1 1 0 2
0 0
0
0
0
0 0 0 0
0
11:30 AM
0
2 0 0 2
0 0
0
0
0
0 0 0 0
0
11:45 AM
0
1 0 0 1
0 0
0
0
0
0 2 0 0
2
12:00 PM
0
0 1 0 1
0 0
0
0
0
0 0 0 2
2
12:15PM
1
0 0 1 2
0 0
0
0
0
0 0 0 0
0
12:30 PM
0
1 1 0 2
0 0
0
0
0
0 0 0 0
0
12:45 PM
1
2 0 0 3
0 0
0
0
0
0 0 0 0
0
Count Total
2
10 3 1 16
0 1
0
0
1
0 7 5 3
15
Peak Hour
2
3 2 1 8
0 0
0
0
0
0 0 0 2
2
Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com
www.idaxdata.com
PARADISE BAY RD
wailtl
OAK BAY RD
Date: Fri, Jul 12, 2019
N
Peak Hour
Count Period: 4:00 PM to 6:00 PM
Peak Hour: 4:00 PM to 5:00 PM
N cM
N )r)
W �
jj__ririFFAAf``
W
L
�
If)
O �
r co O
U
OAK BAY RD
p
L
>[
13
TEV: 435
~ 34
17
553
36
PHF: 0.9
134
->
0
o r o
0
OAK BAY RD n n t r
184
Q Q
<EB
LUM
O O O) N
N
F
HV %:
PHF
0.0%
0.78WB
0.6%
0.79 1/1�
v 00
NB
0.0%
0.81
SB
0.0%
0.61
TOTAL
0.2%
0.90
Two -Hour Count Summaries
OAK BAY RD
OAK BAY
RD
PARADISE
BAY
RD
OSPREY RIDGE DR
Interval
15-min
Rolling
Start
Eastbound
Westbound
Northbound
Southbound
Total
One Hour
UT
LT TH
RT
UT LT
TH RT
UT LT
TH
RT
UT LT TH RT
4:00 PM
0
4 11
2
0 39
14 4
0 2
6
34
0 3 1 1
121
0
4:15 PM
0
1 4
0
0 27
9 4
0 6
7
29
0 3 4 2
96
0
4:30 PM
0
7 9
1
0 37
3 3
0 0
7
34
0 0 2 2
105
0
4:45 PM
0
1 12
1
0 31
8 0
0 2
9
45
0 0 4 0
113
435
5:00 PM
0
4 6
2
0 22
12 2
0 1
7
25
0 1 4 1
87
401
5:15 PM
0
0 11
0
0 25
6 0
0 2
6
40
0 0 1 2
93
398
5:30 PM
0
3 5
2
0 17
5 2
0 0
4
44
0 0 1 1
84
377
5:45 PM
0
1 5
0
0 21
4 0
1 1
9
22
0 0 2 0
66
330
Count Total
0
21 63
8
0 219
61 15
1 14
55
273
0 7 19 9
765
0
Peak Hour
0
13 36
4
0 134
34 11
0 10
29
142
0 6 11 5
435
0
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Interval
Heavy Vehicle Totals
Bicycles
Pedestrians (Crossing Leg)
Start
EB
WB NB
SB Total
EB WB
NB
SB
Total
East West North South Total
4:00 PM
0
1 0
0 1
1 0
0
0
1
1 1 1 1 4
4:15PM
0
0 0
0 0
0 0
0
0
0
0 0 0 0 0
4:30 PM
0
0 0
0 0
0 0
1
0
1
0 0 0 0 0
4:45 PM
0
0 0
0 0
0 0
0
0
0
0 0 0 0 0
5:00 PM
0
0 0
0 0
0 0
0
0
0
0 0 0 0 0
5:15PM
0
0 0
0 0
0 0
0
0
0
0 0 0 0 0
5:30 PM
0
1 1
0 2
0 0
0
0
0
1 0 0 0 1
5:45 PM
0
1 0
0 1
0 0
0
0
0
0 0 0 0 0
Count Total
0
3 1
0 4
1 0
1
0
2
2 1 1 1 5
Peak Hour
0
1 0
0 1
1 0
1
0
2
1 1 1 1 4
Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com
www.idaxdata.com
PARADISE BAY RD
BREAKER LNwa),
Date: Fri, Jul 12, 2019
N
Peak Hour
Count Period: 7:00 AM
to 9:00 AM
Peak Hour: 8:00 AM
to 9:00 AM
p v
Go rn
L
N
00
U'U
d m M
n O O
p
1 toU
BREAKERLN
0
3
1
TEV: 221
~ 3
$
0
o A
0
18
1
PHF: 0.78
1-2
4
16 0
BREAKERLN
3
/�
V Q 0
O M O N
N 0)0
V)
�
O
< m
HV %:
PHF
<
EB
0.0%
0.64
•
nla_
uO
WB
12.5%
0.50
1/1�
M
NB
0.9%
0.78
SB
0.0%
0.63
TOTAL
0.9%
0.78
Two -Hour Count Summaries
BREAKER
LN
BREAKER
LN
PARADISE
BAY
RD
PARADISE BAY RD
Interval
15-min
Rolling
Start
Eastbound
Westbound
Northbound
Southbound
Total
One Hour
UT
LT TH
RT
UT LT
TH RT
UT LT
TH
RT
UT LT TH
RT
7:00 AM
0
0 0
0
0 0
0
0
0 3
13
0
0 0 14
0
30
0
7:15 AM
0
0 0
4
0 0
0
0
0 3
15
0
0 0 17
0
39
0
7:30 AM
0
0 0
6
0 0
0
0
0 5
12
0
0 0 13
0
36
0
7:45 AM
0
1 0
3
0 0
0
0
0 4
19
0
0 0 22
0
49
154
8:00 AM
0
0 0
1
0 0
0
1
0 8
28
1
0 0 19
1
59
183
8:15 AM
0
0 0
6
0 0
0
0
0 2
13
1
0 0 14
0
36
180
8:30 AM
0
1 0
3
0 1
1
2
0 9
24
0
0 0 14
0
55
199
8:45 AM
0
0 1
6
0 1
2
0
0 4
25
0
0 0 30
2
71
221
Count Total
0
2 1
29
0 2
3
3
0 38
149
2
0 0 143
3
375
0
Peak Hour
0
1 1
16
0 2
3
3
0 23
90
2
0 0 77
3
221
0
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Interval
Heavy Vehicle Totals
Bicycles
Pedestrians (Crossing Leg)
Start
EB
WB NB
SB Total
EB
WB
NB
SB
Total
East West
North South Total
7:00 AM
0
0 0
0 0
0
0
0
0
0
0 0
0 0 0
7:15AM
0
0 0
0 0
0
0
0
0
0
0 0
0 0 0
7:30 AM
0
0 0
1 1
0
0
0
0
0
0 0
0 0 0
7:45 AM
0
0 1
0 1
0
0
0
0
0
0 0
0 0 0
8:00 AM
0
1 1
0 2
0
0
0
0
0
0 0
0 0 0
8:15AM
0
0 0
0 0
0
0
0
0
0
0 0
0 0 0
8:30 AM
0
0 0
0 0
0
0
0
0
0
0 0
0 0 0
8:45 AM
0
0 0
0 0
0
0
0
0
0
0 0
0 0 0
Count Total
0
1 2
1 4
0
0
0
0
0
0 0
0 0 0
Peak Hour
0
1 1
0 2
0
0
0
0
0
0 0
0 0 0
Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com
www.idaxdata.com
PARADISE BAY RD
BREAKER LN
wwllk
Date: Fri, Jul 12, 2019
N
Peak Hour
Count Period: 11:00 AM to 1:00 PM
Peak Hour: 12:00 PM to 1:00 PM
-
N CO
NLO
T
T
w
N
O
/�jA*n
U'U
Q m N r N O
J 1 toU
BREAKERLN
0
2
>
41
<
5 TEV: 359
~ 0
9
0
37
0 PHF: 0.75
7
32 0
BREAKERLN n t r
V �✓
3
< UJUD
wo
j
O T r
M Y9
V)
0 �
O
T
< m
HV %:
PHF
<
EB
2.7%
•
0.84 A
WB
0.0%
0.56
� rn
T
NB
1.0%
0.70
SB
0.8%
0.76
TOTAL
1.1 %
0.75
Two -Hour Count Summaries
BREAKER
LN
BREAKER
LN
PARADISE
BAY
RD
PARADISE BAY RD
Interval
15-min
Rolling
Start
Eastbound
Westbound
Northbound
Southbound
Total
One
Hour
UT
LT TH RT
UT LT
TH RT
UT LT
TH
RT
UT LT TH RT
11:00 AM
0
2 1 4
0 0
1
0
0 9
37
1
0 0 26 1
82
0
11:15 AM
0
3 2 6
0 5
3
2
0 6
33
0
0 0 34 1
95
0
11:30 AM
0
2 0 8
0 1
1
1
0 7
39
1
0 1 26 1
88
0
11:45 AM
0
1 0 7
0 2
1
0
0 5
12
1
0 0 34 1
64
329
12:00 PM
0
1 0 7
0 1
0
1
0 6
25
0
0 1 28 0
70
317
12:15 PM
0
3 0 8
0 4
0
0
0 7
26
1
0 0 31 0
80
302
12:30 PM
0
0 0 10
0 1
0
0
0 12
56
0
0 0 40 0
119
333
12:45 PM
0
1 0 7
0 1
0
1
0 14
44
0
0 1 19 2
90
359
Count Total
0
13 3 57
0 15
6
5
0 66
272
4
0 3 238 6
688
0
Peak Hour
0
5 0 32
0 7
0
2
0 39
151
1
0 2 118 2
359
0
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Interval
Heavy Vehicle Totals
Bicycles
Pedestrians (Crossing Leg)
Start
EB
WB NB SB Total
EB
WB
NB
SB
Total
East West North South
Total
11:00 AM
0
0 0 2 2
0
0
0
1
1
0 0 0 0
0
11:15AM
0
0 1 1 2
0
0
0
0
0
0 0 0 0
0
11:30 AM
0
0 0 0 0
0
0
0
0
0
0 0 0 5
5
11:45 AM
0
0 0 1 1
0
0
0
0
0
0 0 0 0
0
12:00 PM
1
0 1 0 2
0
0
0
0
0
0 0 0 0
0
12:15PM
0
0 0 0 0
0
0
0
0
0
0 0 0 0
0
12:30 PM
0
0 1 0 1
0
0
0
0
0
1 0 0 3
4
12:45 PM
0
0 0 1 1
0
0
0
0
0
0 0 0 0
0
Count Total
1
0 3 5 9
0
0
0
1
1
1 0 0 8
9
Peak Hour
1
0 2 1 4
0
0
0
0
0
1 0 0 3
4
Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com
www.idaxdata.com
PARADISE BAY RD
BREAKER LN
wailtl
Date: Fri, Jul 12, 2019
N
Peak Hour
Count Period: 4:00 PM
to 6:00 PM
Peak Hour: 4:00 PM
to 5:00 PM
rA i.
N LO
T
w*n
T
N
O
Q
r
U'U
d m co
T N O
p
J
1 toU
BREAKERLN
L
0
0
>[
6 *
TEV: 355
~ 1
E
0
3�
0
PHF: 0.91
0
4
32 0
BREAKERLN t r
6
/n�
V Q 1
C'
O r 14
M Ln
V) C
T
< m
HV %:
PHF
pQ_,
EB
0.0%
0.68
•
nla_
WB
0.0%
0.25
V1�
v co
T T
NB
0.5%
0.88
SB
0.8%
0.88
TOTAL
0.6%
0.91
Two -Hour Count Summaries
BREAKER
LN
BREAKER
LN
PARADISE
BAY
RD
PARADISE BAY RD
Interval
15-min
Rolling
Start
Eastbound
Westbound
Northbound
Southbound
Total
One Hour
UT
LT TH
RT
UT LT
TH RT
UT LT
TH
RT
UT LT TH
RT
4:00 PM
0
2 0
9
0 0
1
0
0 13
34
0
0 1 31
3
94
0
4:15 PM
0
2 0
12
0 0
0
0
0 6
32
1
0 0 24
3
80
0
4:30 PM
0
1 0
6
0 0
0
0
0 10
43
1
0 1 33
2
97
0
4:45 PM
0
1 0
5
0 0
0
0
0 5
42
2
0 0 29
0
84
355
5:00 PM
0
2 0
12
0 0
0
0
0 6
33
0
0 0 25
0
78
339
5:15 PM
0
2 0
10
0 0
0
0
0 1
48
0
0 0 23
0
84
343
5:30 PM
0
1 0
7
0 0
0
0
0 5
40
0
0 0 14
0
67
313
5:45 PM
0
1 0
6
0 0
1
0
0 4
32
1
0 0 20
0
65
294
Count Total
0
12 0
67
0 0
2
0
0 50
304
5
0 2 199
8
649
0
Peak Hour
0
6 0
32
0 0
1
0
0 34
151
4
0 2 117
8
355
0
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.
Interval
Heavy Vehicle Totals
Bicycles
Pedestrians (Crossing Leg)
Start
EB
WB NB
SB Total
EB
WB
NB
SB
Total
East West
North South Total
4:00 PM
0
0 0
1 1
0
0
0
0
0
0 0
0 0 0
4:15PM
0
0 1
0 1
0
0
0
0
0
0 0
0 1 1
4:30 PM
0
0 0
0 0
0
0
1
0
1
0 0
1 0 1
4:45 PM
0
0 0
0 0
0
0
0
0
0
0 0
0 0 0
5:00 PM
0
0 0
0 0
0
0
0
0
0
0 0
0 0 0
5:15PM
0
0 0
0 0
0
0
0
0
0
0 0
0 0 0
5:30 PM
0
0 1
0 1
0
0
0
0
0
0 0
0 0 0
5:45 PM
0
0 0
1 1
0
0
0
0
0
0 0
0 0 0
Count Total
0
0 2
2 4
0
0
1
0
1
0 0
1 1 2
Peak Hour
0
0 1
1 2
0
0
1
0
1
0 0
1 1 2
Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com
Appendix 2 LOS Calculations
HCM 2010 TWSC
1: Oak Bay Rd & Walker Way/Marina View Dr 09/20/2019
Intersection
Int Delay, slveh 3.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h
12
10
14
20
3
11
4
62
14
21
82
3
Future Vol, veh/h
12
10
14
20
3
11
4
62
14
21
82
3
Conflicting Peds, #/hr
0
0
0
0
0
0
0
0
0
0
0
0
Sign Control
Stop
Stop
Stop
Stop
Stop
Stop
Free
Free
Free
Free
Free
Free
RT Channelized
None
-
None
-
None
-
None
Storage Length
-
-
-
-
-
Veh in Median Storage,
#
0
-
0
-
0
-
0
Grade, %
0
-
0
-
0
-
0
Peak Hour Factor
82
82
82
77
77
77
83
83
83
76
76
76
Heavy Vehicles, %
3
3
3
0
0
0
1
1
1
1
1
1
Mvmt Flow
15
12
17
26
4
14
5
75
17
28
108
4
Major/Minor Minor2
Minorl
Majorl
Major2
Conflicting Flow All
269
268
110
275
262
84
112
0
0 92 0 0
Stage 1
166
166
-
94
94
-
-
-
- - - -
Stage 2
103
102
-
181
168
-
-
- - -
Critical Hdwy
7.13
6.53
6.23
7.1
6.5
6.2
4.11
- 4.11 -
Critical Hdwy Stg 1
6.13
5.53
-
6.1
5.5
-
-
- - -
Critical Hdwy Stg 2
6.13
5.53
-
6.1
5.5
-
-
- - -
Follow-up Hdwy 3.527
4.027
3.327
3.5
4
3.3
2.209
- 2.209 -
Pot Cap-1 Maneuver
682
636
941
681
646
981
1484
- 1509 -
Stage 1
834
759
-
918
821
-
-
- - -
Stage 2
900
809
-
825
763
-
-
- - -
Platoon blocked, %
- -
Mov Cap-1 Maneuver
657
621
941
647
630
981
1484
- 1509
Mov Cap-2 Maneuver
657
621
-
647
630
-
-
- - -
Stage 1
831
744
-
914
818
-
- -
Stage 2
879
806
-
781
748
-
- -
Approach
EB
WB
NB
SIB
HCM Control Delay, s
10.2
10.3
0.4
1.5
HCM LOS
B
B
Minor Lane/Major Mvmt
NBL
NBT
NBR EBLnlWBLnl
SBL
SBT
SBR
Capacity (veh/h)
1484
-
731
725
1509
-
HCM Lane V/C Ratio
0.003
-
0.06
0.061
0.018
-
HCM Control Delay (s)
7.4
0
10.2
10.3
7.4
0
-
HCM Lane LOS
A
A
B
B
A
A
-
HCM 95th %tile Q(veh)
0
-
0.2
0.2
0.1
-
-
Port Ludlow Village 09/20/2019 2019 Existing AM Peak Hour Synchro 9 Report
JPKH-TSI Page 1
HCM 2010 TWSC
1: Oak Bay Rd & Walker Way/Marina View Dr 09/20/2019
Intersection
Int Delay, slveh 3.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 11
10
13
25
3
18
8
125
23
31
121
7
Future Vol, veh/h 11
10
13
25
3
18
8
125
23
31
121
7
Conflicting Peds, #/hr 0
0
0
0
0
0
0
0
0
0
0
0
Sign Control Stop
Stop
Stop
Stop
Stop
Stop
Free
Free
Free
Free
Free
Free
RT Channelized
None
-
None
-
None
-
None
Storage Length
-
-
-
-
-
Veh in Median Storage, #
0
-
0
-
0
-
0
Grade, %
0
-
0
-
0
-
0
Peak Hour Factor 53
53
53
77
77
77
74
74
74
80
80
80
Heavy Vehicles, % 9
9
9
2
2
2
3
3
3
3
3
3
Mvmt Flow 21
19
25
32
4
23
11
169
31
39
151
9
Major/Minor Minor2
Minorl
Majorl
Major2
Conflicting Flow All
454
456
156
463
445
185
160
0
0 200 0 0
Stage 1
234
234
-
207
207
-
-
-
- - - -
Stage 2
220
222
-
256
238
-
-
- - -
Critical Hdwy
7.19
6.59
6.29
7.12
6.52
6.22
4.13
- 4.13 -
Critical Hdwy Stg 1
6.19
5.59
-
6.12
5.52
-
-
- - -
Critical Hdwy Stg 2
6.19
5.59
-
6.12
5.52
-
-
- - -
Follow-up Hdwy 3.581
4.081
3.381
3.518
4.018
3.318
2.227
2.227 -
Pot Cap-1 Maneuver
505
490
872
509
508
857
1413
- 1366 -
Stage 1
754
698
-
795
731
-
-
- - -
Stage 2
767
707
-
749
708
-
-
- - -
Platoon blocked, %
- -
Mov Cap-1 Maneuver
474
470
872
465
488
857
1413
- 1366
Mov Cap-2 Maneuver
474
470
-
465
488
-
-
- - -
Stage 1
747
676
-
788
724
-
- -
Stage 2
735
701
-
686
686
-
- -
Approach
EB
WB
NB
SIB
HCM Control Delay, s
12.1
12.1
0.4
1.5
HCM LOS
B
B
Minor Lane/Major Mvmt
NBL
NBT
NBR EBLnlWBLnl
SBL
SBT
SBR
Capacity (veh/h)
1413
-
572
569
1366
-
HCM Lane V/C Ratio
0.008
-
0.112
0.105
0.028
-
HCM Control Delay (s)
7.6
0
12.1
12.1
7.7
0
-
HCM Lane LOS
A
A
B
B
A
A
-
HCM 95th %tile Q(veh)
0
-
0.4
0.4
0.1
-
-
Port Ludlow Village 09/20/2019 2019 Existing Midday Peak Hour Synchro 9 Report
JPKH-TSI Page 1
HCM 2010 TWSC
1: Oak Bay Rd & Walker Way/Marina View Dr 09/20/2019
Intersection
Int Delay, slveh 3.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h
16
7
8
49
10
16
6
134
20
10
107
11
Future Vol, veh/h
16
7
8
49
10
16
6
134
20
10
107
11
Conflicting Peds, #/hr
0
0
0
0
0
0
0
0
0
0
0
0
Sign Control
Stop
Stop
Stop
Stop
Stop
Stop
Free
Free
Free
Free
Free
Free
RT Channelized
None
-
None
-
None
-
None
Storage Length
-
-
-
-
-
Veh in Median Storage,
#
0
-
0
-
0
-
0
Grade, %
0
-
0
-
0
-
0
Peak Hour Factor
65
65
65
75
75
75
82
82
82
89
89
89
Heavy Vehicles, %
0
0
0
0
0
0
0
0
0
0
0
0
Mvmt Flow
25
11
12
65
13
21
7
163
24
11
120
12
Major/Minor Minor2
Minorl
Majorl
Major2
Conflicting Flow All
354
349
126
349
343
175
132
0
0 187 0 0
Stage 1
148
148
-
189
189
-
-
-
- - - -
Stage 2
206
201
-
160
154
-
-
- - -
Critical Hdwy
7.1
6.5
6.2
7.1
6.5
6.2
4.1
- 4.1 -
Critical Hdwy Stg 1
6.1
5.5
-
6.1
5.5
-
-
- - -
Critical Hdwy Stg 2
6.1
5.5
-
6.1
5.5
-
-
- - -
Follow-up Hdwy
3.5
4
3.3
3.5
4
3.3
2.2
- 2.2 -
Pot Cap-1 Maneuver
605
578
930
609
583
874
1466
- 1399 -
Stage 1
859
779
-
817
748
-
-
- - -
Stage 2
801
739
-
847
774
-
-
- - -
Platoon blocked, %
- -
Mov Cap-1 Maneuver
574
570
930
586
575
874
1466
- 1399 -
Mov Cap-2 Maneuver
574
570
-
586
575
-
-
- - -
Stage 1
855
772
-
813
744
-
- -
Stage 2
764
735
-
817
767
-
-
Approach
EB
WB
NB
SIB
HCM Control Delay, s
11.1
11.8
0.3
0.6
HCM LOS
B
B
Minor Lane/Major Mvmt
NBL
NBT
NBR EBLnlWBLnl
SBL
SBT
SBR
Capacity (veh/h)
1466
-
636
629
1399
-
HCM Lane V/C Ratio
0.005
-
0.075
0.159
0.008
-
HCM Control Delay (s)
7.5
0
11.1
11.8
7.6
0
-
HCM Lane LOS
A
A
B
B
A
A
-
HCM 95th %tile Q(veh)
0
-
0.2
0.6
0
-
-
Port Ludlow Village 09/20/2019 2019 Existing PM Peak Hour Synchro 9 Report
JPKH-TSI Page 1
HCM 2010 Roundabout
1: Oak Bay Rd & Walker Way/Marina View Dr 09/24/2019
Intersection
Intersection Delay, s/veh 4.3
Intersection LOS A
Approach
EB
WB
NB
SIB
Entry Lanes
1
1
1
1
Conflicting Circle Lanes
1
1
1
1
Adj Approach Flow, veh/h
44
44
97
140
Demand Flow Rate, veh/h
45
44
98
141
Vehicles Circulating, veh/h
163
96
55
35
Vehicles Exiting, veh/h
13
57
153
105
Follow -Up Headway, s
3.186
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
0
0
0
0
Ped Cap Adj
1.000
1.000
1.000
1.000
Approach Delay, s/veh
4.3
3.9
4.2
4.5
Approach LOS
A
A
A
A
Lane Left Left Left Left
Designated Moves
LTR
LTR
LTR
LTR
Assumed Moves
LTR
LTR
LTR
LTR
RT Channelized
Lane Util
1.000
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
5.193
Entry Flow, veh/h
45
44
98
141
Cap Entry Lane, veh/h
960
1027
1069
1091
Entry HV Adj Factor
0.970
1.000
0.992
0.992
Flow Entry, veh/h
44
44
97
140
Cap Entry, veh/h
931
1027
1061
1083
V/C Ratio
0.047
0.043
0.092
0.129
Control Delay, s/veh
4.3
3.9
4.2
4.5
LOS
A
A
A
A
95th %tile Queue, veh
0
0
0
0
Port Ludlow Village 09/20/2019 2019 Existing AM Peak Hour - RABs Synchro 9 Report
JPKH-TSI Page 1
HCM 2010 Roundabout
1: Oak Bay Rd & Walker Way/Marina View Dr 09/24/2019
Intersection
Intersection Delay, s/veh 5.3
Intersection LOS A
Approach
EB
WB
NB
SIB
Entry Lanes
1
1
1
1
Conflicting Circle Lanes
1
1
1
1
Adj Approach Flow, veh/h
65
59
211
199
Demand Flow Rate, veh/h
71
60
217
205
Vehicles Circulating, veh/h
229
208
84
48
Vehicles Exiting, veh/h
24
93
216
220
Follow -Up Headway, s
3.186
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
0
0
0
0
Ped Cap Adj
1.000
1.000
1.000
1.000
Approach Delay, s/veh
5.1
4.6
5.5
5.2
Approach LOS
A
A
A
A
Lane Left Left Left Left
Designated Moves
LTR
LTR
LTR
LTR
Assumed Moves
LTR
LTR
LTR
LTR
RT Channelized
Lane Util
1.000
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
5.193
Entry Flow, veh/h
71
60
217
205
Cap Entry Lane, veh/h
899
918
1039
1077
Entry HV Adj Factor
0.919
0.982
0.972
0.973
Flow Entry, veh/h
65
59
211
199
Cap Entry, veh/h
826
901
1010
1048
V/C Ratio
0.079
0.065
0.209
0.190
Control Delay, s/veh
5.1
4.6
5.5
5.2
LOS
A
A
A
A
95th %tile Queue, veh
0
0
1
1
Port Ludlow Village - RABs 09/20/2019 2019 Existing Midday Peak Hour Synchro 9 Report
JPKH-TSI Page 1
HCM 2010 Roundabout
1: Oak Bay Rd & Walker Way/Marina View Dr 09/24/2019
Intersection
Intersection Delay, s/veh 4.8
Intersection LOS A
Approach
EB
WB
NB
SIB
Entry Lanes
1
1
1
1
Conflicting Circle Lanes
1
1
1
1
Adj Approach Flow, veh/h
48
99
194
143
Demand Flow Rate, veh/h
48
99
194
143
Vehicles Circulating, veh/h
196
195
47
85
Vehicles Exiting, veh/h
32
46
197
209
Follow -Up Headway, s
3.186
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
0
0
0
0
Ped Cap Adj
1.000
1.000
1.000
1.000
Approach Delay, s/veh
4.3
4.9
5.0
4.7
Approach LOS
A
A
A
A
Lane Left Left Left Left
Designated Moves
LTR
LTR
LTR
LTR
Assumed Moves
LTR
LTR
LTR
LTR
RT Channelized
Lane Util
1.000
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
5.193
Entry Flow, veh/h
48
99
194
143
Cap Entry Lane, veh/h
929
930
1078
1038
Entry HV Adj Factor
1.000
1.000
1.000
1.000
Flow Entry, veh/h
48
99
194
143
Cap Entry, veh/h
929
930
1078
1038
V/C Ratio
0.052
0.106
0.180
0.138
Control Delay, s/veh
4.3
4.9
5.0
4.7
LOS
A
A
A
A
95th %tile Queue, veh
0
0
1
0
Port Ludlow Village 09/20/2019 2019 Existing PM Peak Hour - RABs Synchro 9 Report
JPKH-TSI Page 1
HCM 2010 TWSC
1: Oak Bay Rd & Walker Way/Marina View Dr 09/24/2019
Intersection
Int Delay, slveh 3.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h
14
12
17
24
4
13
5
73
17
25
97
4
Future Vol, veh/h
14
12
17
24
4
13
5
73
17
25
97
4
Conflicting Peds, #/hr
0
0
0
0
0
0
0
0
0
0
0
0
Sign Control
Stop
Stop
Stop
Stop
Stop
Stop
Free
Free
Free
Free
Free
Free
RT Channelized
None
-
None
-
None
-
None
Storage Length
-
-
-
-
-
Veh in Median Storage,
#
0
-
0
-
0
-
0
Grade, %
0
-
0
-
0
-
0
Peak Hour Factor
82
82
82
77
77
77
83
83
83
76
76
76
Heavy Vehicles, %
3
3
3
0
0
0
1
1
1
1
1
1
Mvmt Flow
17
15
21
31
5
17
6
88
20
33
128
5
Major/Minor Minor2
Minorl
Majorl
Major2
Conflicting Flow All
318
317
131
325
309
98
133
0
0 108 0 0
Stage 1
197
197
-
110
110
-
-
-
- - - -
Stage 2
121
120
-
215
199
-
-
- - -
Critical Hdwy
7.13
6.53
6.23
7.1
6.5
6.2
4.11
- 4.11 -
Critical Hdwy Stg 1
6.13
5.53
-
6.1
5.5
-
-
- - -
Critical Hdwy Stg 2
6.13
5.53
-
6.1
5.5
-
-
- - -
Follow-up Hdwy 3.527
4.027
3.327
3.5
4
3.3
2.209
- 2.209 -
Pot Cap-1 Maneuver
633
597
916
632
609
963
1458
- 1489 -
Stage 1
803
736
-
900
808
-
-
- - -
Stage 2
881
794
-
792
740
-
-
- - -
Platoon blocked, %
- -
Mov Cap-1 Maneuver
605
580
916
593
592
963
1458
- 1489 -
Mov Cap-2 Maneuver
605
580
-
593
592
-
-
- - -
Stage 1
800
718
-
896
805
-
- -
Stage 2
857
791
-
740
722
-
- -
Approach
EB
WB
NB
SIB
HCM Control Delay, s
10.7
10.8
0.4
1.5
HCM LOS
B
B
Minor Lane/Major Mvmt
NBL
NBT
NBR EBLnlWBLnl
SBL
SBT
SBR
Capacity (veh/h)
1458
-
689
675
1489
-
HCM Lane V/C Ratio
0.004
-
0.076
0.079
0.022
-
HCM Control Delay (s)
7.5
0
10.7
10.8
7.5
0
-
HCM Lane LOS
A
A
B
B
A
A
-
HCM 95th %tile Q(veh)
0
-
0.2
0.3
0.1
-
-
Port Ludlow Village 09/20/2019 2030 Future AM Peak Hour Synchro 9 Report
JPKH-TSI Page 1
HCM 2010 TWSC
1: Oak Bay Rd & Walker Way/Marina View Dr 09/24/2019
Intersection
Int Delay, slveh 3.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h
13
12
15
30
4
21
9
148
27
37
143
8
Future Vol, veh/h
13
12
15
30
4
21
9
148
27
37
143
8
Conflicting Peds, #/hr
0
0
0
0
0
0
0
0
0
0
0
0
Sign Control
Stop
Stop
Stop
Stop
Stop
Stop
Free
Free
Free
Free
Free
Free
RT Channelized
None
-
None
-
None
-
None
Storage Length
-
-
-
-
-
Veh in Median Storage,
#
0
-
0
-
0
-
0
Grade, %
0
-
0
-
0
-
0
Peak Hour Factor
53
53
53
77
77
77
74
74
74
80
80
80
Heavy Vehicles, %
9
9
9
2
2
2
3
3
3
3
3
3
Mvmt Flow
25
23
28
39
5
27
12
200
36
46
179
10
Major/Minor Minor2
Minorl
Majorl
Major2
Conflicting Flow All
534
536
184
544
523
218
189
0
0 236 0 0
Stage 1
276
276
-
242
242
-
-
-
- - - -
Stage 2
258
260
-
302
281
-
-
- - -
Critical Hdwy
7.19
6.59
6.29
7.12
6.52
6.22
4.13
- 4.13 -
Critical Hdwy Stg 1
6.19
5.59
-
6.12
5.52
-
-
- - -
Critical Hdwy Stg 2
6.19
5.59
-
6.12
5.52
-
-
- - -
Follow-up Hdwy 3.581
4.081
3.381
3.518
4.018
3.318
2.227
2.227 -
Pot Cap-1 Maneuver
446
441
841
450
459
822
1379
- 1325 -
Stage 1
715
669
-
762
705
-
-
- - -
Stage 2
731
680
-
707
678
-
-
- - -
Platoon blocked, %
- -
Mov Cap-1 Maneuver
412
419
841
401
437
822
1379
- 1325
Mov Cap-2 Maneuver
412
419
-
401
437
-
-
- - -
Stage 1
708
643
-
754
698
-
- -
Stage 2
694
673
-
633
652
-
- -
Approach
EB
WB
NB
SIB
HCM Control Delay, s
13.2
13.4
0.4
1.5
HCM LOS
B
B
Minor Lane/Major Mvmt
NBL
NBT
NBR EBLnlWBLnl
SBL
SBT
SBR
Capacity (veh/h)
1379
-
513
502
1325
-
HCM Lane V/C Ratio
0.009
-
0.147
0.142
0.035
-
HCM Control Delay (s)
7.6
0
13.2
13.4
7.8
0
-
HCM Lane LOS
A
A
B
B
A
A
-
HCM 95th %tile Q(veh)
0
-
0.5
0.5
0.1
-
-
Port Ludlow Village 09/20/2019 2030 Future Midday Peak Hour Synchro 9 Report
JPKH-TSI Page 1
HCM 2010 TWSC
1: Oak Bay Rd & Walker Way/Marina View Dr 09/24/2019
Intersection
Int Delay, slveh 4.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h
19
8
9
58
12
19
7
159
24
12
127
13
Future Vol, veh/h
19
8
9
58
12
19
7
159
24
12
127
13
Conflicting Peds, #/hr
0
0
0
0
0
0
0
0
0
0
0
0
Sign Control
Stop
Stop
Stop
Stop
Stop
Stop
Free
Free
Free
Free
Free
Free
RT Channelized
None
-
None
-
None
-
None
Storage Length
-
-
-
-
-
Veh in Median Storage,
#
0
-
0
-
0
-
0
Grade, %
0
-
0
-
0
-
0
Peak Hour Factor
65
65
65
75
75
75
82
82
82
89
89
89
Heavy Vehicles, %
0
0
0
0
0
0
0
0
0
0
0
0
Mvmt Flow
29
12
14
77
16
25
9
194
29
13
143
15
Major/Minor Minor2
Minorl
Majorl
Major2
Conflicting Flow All
424
418
151
417
411
209
158
0
0 223 0 0
Stage 1
177
177
-
227
227
-
-
-
- - - -
Stage 2
247
241
-
190
184
-
-
- - -
Critical Hdwy
7.1
6.5
6.2
7.1
6.5
6.2
4.1
- 4.1 -
Critical Hdwy Stg 1
6.1
5.5
-
6.1
5.5
-
-
- - -
Critical Hdwy Stg 2
6.1
5.5
-
6.1
5.5
-
-
- - -
Follow-up Hdwy
3.5
4
3.3
3.5
4
3.3
2.2
- 2.2 -
Pot Cap-1 Maneuver
544
529
901
550
534
836
1434
- 1358 -
Stage 1
829
756
-
780
720
-
-
- - -
Stage 2
761
710
-
816
751
-
-
- - -
Platoon blocked, %
- -
Mov Cap-1 Maneuver
508
519
901
525
524
836
1434
- 1358 -
Mov Cap-2 Maneuver
508
519
-
525
524
-
-
- - -
Stage 1
823
748
-
775
715
-
- -
Stage 2
716
705
-
782
743
-
-
Approach
EB
WB
NB
SIB
HCM Control Delay, s
12
13
0.3
0.6
HCM LOS
B
B
Minor Lane/Major Mvmt
NBL
NBT
NBR EBLnlWBLnl
SBL
SBT
SBR
Capacity (veh/h)
1434
-
573
570
1358
-
HCM Lane V/C Ratio
0.006
-
0.097
0.208
0.01
-
HCM Control Delay (s)
7.5
0
12
13
7.7
0
-
HCM Lane LOS
A
A
B
B
A
A
-
HCM 95th %tile Q(veh)
0
-
0.3
0.8
0
-
-
Port Ludlow Village 09/20/2019 2030 Future PM Peak Hour Synchro 9 Report
JPKH-TSI Page 1
HCM 2010 Roundabout
1: Oak Bay Rd & Walker Way/Marina View Dr 09/24/2019
Intersection
Intersection Delay, s/veh 4.5
Intersection LOS A
Approach
EB
WB
NB
SIB
Entry Lanes
1
1
1
1
Conflicting Circle Lanes
1
1
1
1
Adj Approach Flow, veh/h
53
53
114
166
Demand Flow Rate, veh/h
55
53
115
167
Vehicles Circulating, veh/h
193
113
66
42
Vehicles Exiting, veh/h
16
68
182
124
Follow -Up Headway, s
3.186
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
0
0
0
0
Ped Cap Adj
1.000
1.000
1.000
1.000
Approach Delay, s/veh
4.6
4.0
4.4
4.7
Approach LOS
A
A
A
A
Lane Left Left Left Left
Designated Moves
LTR
LTR
LTR
LTR
Assumed Moves
LTR
LTR
LTR
LTR
RT Channelized
Lane Util
1.000
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
5.193
Entry Flow, veh/h
55
53
115
167
Cap Entry Lane, veh/h
932
1009
1058
1083
Entry HV Adj Factor
0.956
1.000
0.992
0.992
Flow Entry, veh/h
53
53
114
166
Cap Entry, veh/h
890
1009
1050
1075
V/C Ratio
0.059
0.053
0.109
0.154
Control Delay, s/veh
4.6
4.0
4.4
4.7
LOS
A
A
A
A
95th %tile Queue, veh
0
0
0
1
Port Ludlow Village 09/20/2019 2030 Future AM Peak Hour - RABs Synchro 9 Report
JPKH-TSI Page 1
HCM 2010 Roundabout
1: Oak Bay Rd & Walker Way/Marina View Dr 09/24/2019
Intersection
Intersection Delay, s/veh 5.7
Intersection LOS A
Approach
EB
WB
NB
SIB
Entry Lanes
1
1
1
1
Conflicting Circle Lanes
1
1
1
1
Adj Approach Flow, veh/h
76
71
248
235
Demand Flow Rate, veh/h
83
73
255
241
Vehicles Circulating, veh/h
271
245
99
57
Vehicles Exiting, veh/h
27
109
255
261
Follow -Up Headway, s
3.186
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
0
0
0
0
Ped Cap Adj
1.000
1.000
1.000
1.000
Approach Delay, s/veh
5.5
5.0
6.1
5.6
Approach LOS
A
A
A
A
Lane Left Left Left Left
Designated Moves
LTR
LTR
LTR
LTR
Assumed Moves
LTR
LTR
LTR
LTR
RT Channelized
Lane Util
1.000
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
5.193
Entry Flow, veh/h
83
73
255
241
Cap Entry Lane, veh/h
862
884
1023
1067
Entry HV Adj Factor
0.915
0.971
0.973
0.974
Flow Entry, veh/h
76
71
248
235
Cap Entry, veh/h
788
859
995
1039
V/C Ratio
0.096
0.083
0.249
0.226
Control Delay, s/veh
5.5
5.0
6.1
5.6
LOS
A
A
A
A
95th %tile Queue, veh
0
0
1
1
Port Ludlow Village - RABs 09/20/2019 2030 Future Midday Peak Hour Synchro 9 Report
JPKH-TSI Page 1
HCM 2010 Roundabout
1: Oak Bay Rd & Walker Way/Marina View Dr 09/24/2019
Intersection
Intersection Delay, s/veh 5.2
Intersection LOS A
Approach
EB
WB
NB
SIB
Entry Lanes
1
1
1
1
Conflicting Circle Lanes
1
1
1
1
Adj Approach Flow, veh/h
55
118
232
171
Demand Flow Rate, veh/h
55
118
232
171
Vehicles Circulating, veh/h
233
232
54
102
Vehicles Exiting, veh/h
40
54
234
248
Follow -Up Headway, s
3.186
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
0
0
0
0
Ped Cap Adj
1.000
1.000
1.000
1.000
Approach Delay, s/veh
4.6
5.3
5.4
5.1
Approach LOS
A
A
A
A
Lane Left Left Left Left
Designated Moves
LTR
LTR
LTR
LTR
Assumed Moves
LTR
LTR
LTR
LTR
RT Channelized
Lane Util
1.000
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
5.193
Entry Flow, veh/h
55
118
232
171
Cap Entry Lane, veh/h
895
896
1071
1020
Entry HV Adj Factor
1.000
1.000
1.000
1.000
Flow Entry, veh/h
55
118
232
171
Cap Entry, veh/h
895
896
1071
1020
V/C Ratio
0.061
0.132
0.217
0.168
Control Delay, s/veh
4.6
5.3
5.4
5.1
LOS
A
A
A
A
95th %tile Queue, veh
0
0
1
1
Port Ludlow Village 09/20/2019 2030 Future PM Peak Hour - RABs Synchro 9 Report
JPKH-TSI Page 1
HCM 2010 TWSC
2: Paradise Bay Rd/Osprey Ridge Dr & Oak Bay Rd 09/20/2019
Intersection
Int Delay, slveh 7.1
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
T+
Traffic Vol, veh/h
6
16
6
77
30
6
8
11
76
8
17
7
Future Vol, veh/h
6
16
6
77
30
6
8
11
76
8
17
7
Conflicting Peds, #/hr
0
0
0
0
0
0
0
0
0
0
0
0
Sign Control
Free
Free
Free
Free
Free
Free
Stop
Stop
Stop
Stop
Stop
Stop
RT Channelized
-
None
-
-
None
-
None
-
None
Storage Length
60
-
125
-
-
-
-
Veh in Median Storage, # -
0
-
-
0
-
0
-
0
Grade, %
-
0
-
-
0
-
0
-
0
Peak Hour Factor
70
70
70
76
76
76
74
74
74
73
73
73
Heavy Vehicles, %
4
4
4
1
1
1
1
1
1
0
0
0
Mvmt Flow
9
23
9
101
39
8
11
15
103
11
23
10
Major/Minor
Majorl
Major2
Minorl
Minor2
Conflicting Flow All
47
0
0
32
0
0
308
295
28
350
295
43
Stage 1
-
-
-
-
-
-
46
46
-
245
245
-
Stage 2
-
-
-
-
262
249
-
105
50
-
Critical Hdwy
4.14
-
4.11
-
7.11
6.51
6.21
7.1
6.5
6.2
Critical Hdwy Stg 1
-
-
-
-
6.11
5.51
-
6.1
5.5
-
Critical Hdwy Stg 2
-
-
-
-
6.11
5.51
-
6.1
5.5
-
Follow-up Hdwy
2.236
-
2.209
-
3.509
4.009
3.309
3.5
4
3.3
Pot Cap-1 Maneuver
1548
-
1587
-
646
618
1050
608
620
1033
Stage 1
-
-
-
-
970
859
-
763
707
-
Stage 2
-
-
-
-
745
702
-
906
857
-
Platoon blocked, %
-
-
Mov Cap-1 Maneuver
1548
-
1587
-
588
575
1050
510
577
1033
Mov Cap-2 Maneuver
-
-
-
-
588
575
-
510
577
-
Stage 1
-
-
964
854
-
758
662
Stage 2
-
-
667
657
-
798
852
Approach
EB
WB
NB
SB
HCM Control Delay, s
1.6
5.1
9.6
11.3
HCM LOS
A
B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (veh/h)
904
1548
- 1587 -
616
HCM Lane V/C Ratio
0.142
0.006
- 0.064 -
0.071
HCM Control Delay (s)
9.6
7.3
- 7.4 -
11.3
HCM Lane LOS
A
A
- A -
B
HCM 95th %tile Q(veh)
0.5
0
- 0.2 -
0.2
Port Ludlow Village 09/20/2019 2019 Existing AM Peak Hour - Oak Bay Free at Paradise —Osprey Synchro 9 Report
JPKH-TSI Page 1
HCM 2010 TWSC
2: Paradise Bay Rd/Osprey Ridge Dr & Oak Bay Rd 09/20/2019
Intersection
Int Delay, slveh 8.3
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
T+
Traffic Vol, veh/h
6
29
9
117
33
9
10
20
146
9
28
4
Future Vol, veh/h
6
29
9
117
33
9
10
20
146
9
28
4
Conflicting Peds, #/hr
0
0
0
0
0
0
0
0
0
0
0
0
Sign Control
Free
Free
Free
Free
Free
Free
Stop
Stop
Stop
Stop
Stop
Stop
RT Channelized
-
None
-
-
None
-
None
-
None
Storage Length
60
-
125
-
-
-
-
Veh in Median Storage, # -
0
-
-
0
-
0
-
0
Grade, %
-
0
-
-
0
-
0
-
0
Peak Hour Factor
85
85
85
83
83
83
76
76
67
79
79
79
Heavy Vehicles, %
5
5
5
2
2
2
1
1
1
2
2
2
Mvmt Flow
7
34
11
141
40
11
13
26
218
11
35
5
Major/Minor
Majorl
Major2
Minorl
Minor2
Conflicting Flow All
51
0
0
45
0
0
402
387
40
504
387
46
Stage 1
-
-
-
-
-
-
54
54
-
328
328
-
Stage 2
-
-
-
-
348
333
-
176
59
-
Critical Hdwy
4.15
-
4.12
-
7.11
6.51
6.21
7.12
6.52
6.22
Critical Hdwy Stg 1
-
-
-
-
6.11
5.51
-
6.12
5.52
-
Critical Hdwy Stg 2
-
-
-
-
6.11
5.51
-
6.12
5.52
-
Follow-up Hdwy
2.245
-
2.218
-
3.509
4.009
3.309
3.518
4.018
3.318
Pot Cap-1 Maneuver
1536
-
1563
-
561
549
1034
478
547
1023
Stage 1
-
-
-
-
961
852
-
685
647
-
Stage 2
-
-
-
-
670
646
-
826
846
-
Platoon blocked, %
-
-
Mov Cap-1 Maneuver
1536
-
1563
-
490
497
1034
336
495
1023
Mov Cap-2 Maneuver
-
-
-
-
490
497
-
336
495
-
Stage 1
-
-
956
848
-
682
589
Stage 2
-
-
570
588
-
629
842
Approach
EB
WB
NB
SB
HCM Control Delay, s
1
5.5
10.7
13.6
HCM LOS
B
B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (veh/h)
886
1536
- 1563 -
470
HCM Lane V/C Ratio
0.291
0.005
- 0.09 -
0.11
HCM Control Delay (s)
10.7
7.4
- 7.5 -
13.6
HCM Lane LOS
B
A
- A -
B
HCM 95th %tile Q(veh)
1.2
0
- 0.3 -
0.4
Port Ludlow Village 09/20/2019 2019 Existing Midday Peak Hour - Oak Bay Free at Paradise —Osprey Synchro 9 Report
JPKH-TSI Page 1
HCM 2010 TWSC
2: Paradise Bay Rd/Osprey Ridge Dr & Oak Bay Rd 09/20/2019
Intersection
Int Delay, slveh 8.1
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
T+
Traffic Vol, veh/h
13
36
4
134
34
11
10
29
142
6
11
5
Future Vol, veh/h
13
36
4
134
34
11
10
29
142
6
11
5
Conflicting Peds, #/hr
1
0
1
1
0
1
1
0
1
1
0
1
Sign Control
Free
Free
Free
Free
Free
Free
Stop
Stop
Stop
Stop
Stop
Stop
RT Channelized
-
None
-
-
None
-
None
-
None
Storage Length
60
-
125
-
-
-
-
Veh in Median Storage, # -
0
-
-
0
-
0
-
0
Grade, %
-
0
-
-
0
-
0
-
0
Peak Hour Factor
78
78
78
79
79
79
81
81
81
61
61
61
Heavy Vehicles, %
0
0
0
1
1
1
0
0
0
0
0
0
Mvmt Flow
17
46
5
170
43
14
12
36
175
10
18
8
Major/Minor
Majorl
Major2
Minorl
Minor2
Conflicting Flow All
58
0
0
52
0
0
488
482
51
580
477
52
Stage 1
-
-
-
-
-
-
84
84
-
391
391
-
Stage 2
-
-
-
-
404
398
-
189
86
-
Critical Hdwy
4.1
-
4.11
-
7.1
6.5
6.2
7.1
6.5
6.2
Critical Hdwy Stg 1
-
-
-
-
6.1
5.5
-
6.1
5.5
-
Critical Hdwy Stg 2
-
-
-
-
6.1
5.5
-
6.1
5.5
-
Follow-up Hdwy
2.2
-
2.209
-
3.5
4
3.3
3.5
4
3.3
Pot Cap-1 Maneuver
1559
-
1560
-
493
487
1023
429
490
1021
Stage 1
-
-
-
-
929
829
-
637
611
-
Stage 2
-
-
-
-
627
606
-
817
827
-
Platoon blocked, %
-
-
Mov Cap-1 Maneuver
1558
-
1559
-
430
428
1021
302
431
1019
Mov Cap-2 Maneuver
-
-
-
-
430
428
-
302
431
-
Stage 1
-
-
918
819
-
629
544
Stage 2
-
-
535
539
-
639
817
Approach
EB
WB
NB
SB
HCM Control Delay, s
1.8
5.7
11.4
14
HCM LOS
B
B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (veh/h)
787
1558
- 1559 -
437
HCM Lane V/C Ratio
0.284
0.011
- 0.109 -
0.083
HCM Control Delay (s)
11.4
7.3
- 7.6 -
14
HCM Lane LOS
B
A
- A -
B
HCM 95th %tile Q(veh)
1.2
0
- 0.4 -
0.3
Port Ludlow Village 09/20/2019 2019 Existing PM Peak Hour - Oak Bay Free at Paradise -Osprey Synchro 9 Report
JPKH-TSI Page 1
HCM 2010 AWSC
2: Paradise Bay Rd/Osprey Ridge Dr & Oak Bay Rd 09/20/2019
Intersection
Intersection Delay, slveh 8.1
Intersection LOS A
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
1�
Traffic Vol, veh/h
6
16
6
77
30
6
8
11
76
8
17
7
Future Vol, veh/h
6
16
6
77
30
6
8
11
76
8
17
7
Peak Hour Factor
0.70
0.70
0.70
0.76
0.76
0.76
0.74
0.74
0.74
0.73
0.73
0.73
Heavy Vehicles, %
4
4
4
1
1
1
1
1
1
0
0
0
Mvmt Flow
9
23
9
101
39
8
11
15
103
11
23
10
Number of Lanes
1
1
0
1
1
0
0
1
0
0
1
0
Approach
EB
WB
NB
SIB
Opposing Approach
WB
EB
SIB
NB
Opposing Lanes
2
2
1
1
Conflicting Approach Left
SIB
NB
EB
WB
Conflicting Lanes Left
1
1
2
2
Conflicting Approach Right
NB
SIB
WB
EB
Conflicting Lanes Right
1
1
2
2
HCM Control Delay
7.9
8.7
7.7
7.7
HCM LOS
A
A
A
A
Lane NBLn1 EBLn1 EBLn2 WBLn1 WBLn2 SBLn1
Vol Left, %
8%
100%
0%
100%
0%
25%
Vol Thru, %
12%
0%
73%
0%
83%
53%
Vol Right, %
80%
0%
27%
0%
17%
22%
Sign Control
Stop
Stop
Stop
Stop
Stop
Stop
Traffic Vol by Lane
95
6
22
77
36
32
LT Vol
8
6
0
77
0
8
Through Vol
11
0
16
0
30
17
RT Vol
76
0
6
0
6
7
Lane Flow Rate
128
9
31
101
47
44
Geometry Grp
2
7
7
7
7
2
Degree of Util (X)
0.142
0.013
0.043
0.15
0.062
0.054
Departure Headway (Hd)
3.987
5.582
4.887
5.342
4.724
4.433
Convergence,Y/N
Yes
Yes
Yes
Yes
Yes
Yes
Cap
904
643
734
664
747
811
Service Time
1.991
3.301
2.606
3.141
2.522
2.442
HCM Lane V/C Ratio
0.142
0.014
0.042
0.152
0.063
0.054
HCM Control Delay
7.7
8.4
7.8
9.1
7.8
7.7
HCM Lane LOS
A
A
A
A
A
A
HCM 95th-tile Q
0.5
0
0.1
0.5
0.2
0.2
Port Ludlow Village 09/20/2019 2019 Existing AM Peak Hour Synchro 9 Report
JPKH-TSI Page 2
HCM 2010 AWSC
2: Paradise Bay Rd/Osprey Ridge Dr & Oak Bay Rd 09/20/2019
Intersection
Intersection Delay, slveh 9.1
Intersection LOS A
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
1�
Traffic Vol, veh/h
6
29
9
117
33
9
10
20
146
9
28
4
Future Vol, veh/h
6
29
9
117
33
9
10
20
146
9
28
4
Peak Hour Factor
0.85
0.85
0.85
0.83
0.83
0.83
0.76
0.76
0.67
0.79
0.79
0.79
Heavy Vehicles, %
5
5
5
2
2
2
1
1
1
2
2
2
Mvmt Flow
7
34
11
141
40
11
13
26
218
11
35
5
Number of Lanes
1
1
0
1
1
0
0
1
0
0
1
0
Approach
EB
WB
NB
SIB
Opposing Approach
WB
EB
SIB
NB
Opposing Lanes
2
2
1
1
Conflicting Approach Left
SIB
NB
EB
WB
Conflicting Lanes Left
1
1
2
2
Conflicting Approach Right
NB
SIB
WB
EB
Conflicting Lanes Right
1
1
2
2
HCM Control Delay
8.5
9.7
8.9
8.3
HCM LOS
A
A
A
A
Lane NBLn1 EBLn1 EBLn2 WBLn1 WBLn2 SBLn1
Vol Left, %
6%
100%
0%
100%
0%
22%
Vol Thru, %
11%
0%
76%
0%
79%
68%
Vol Right, %
83%
0%
24%
0%
21 %
10%
Sign Control
Stop
Stop
Stop
Stop
Stop
Stop
Traffic Vol by Lane
176
6
38
117
42
41
LT Vol
10
6
0
117
0
9
Through Vol
20
0
29
0
33
28
RT Vol
146
0
9
0
9
4
Lane Flow Rate
257
7
45
141
51
52
Geometry Grp
2
7
7
7
7
2
Degree of Util (X)
0.296
0.012
0.066
0.226
0.072
0.07
Departure Headway (Hd)
4.147
5.986
5.314
5.763
5.108
4.853
Convergence,Y/N
Yes
Yes
Yes
Yes
Yes
Yes
Cap
867
596
671
622
699
736
Service Time
2.172
3.743
3.071
3.513
2.858
2.894
HCM Lane V/C Ratio
0.296
0.012
0.067
0.227
0.073
0.071
HCM Control Delay
8.9
8.8
8.5
10.2
8.3
8.3
HCM Lane LOS
A
A
A
B
A
A
HCM 95th-tile Q
1.2
0
0.2
0.9
0.2
0.2
Port Ludlow Village 09/20/2019 2019 Existing Midday Peak Hour Synchro 9 Report
JPKH-TSI Page 2
HCM 2010 AWSC
2: Paradise Bay Rd/Osprey Ridge Dr & Oak Bay Rd 09/20/2019
Intersection
Intersection Delay, slveh 9.2
Intersection LOS A
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
1�
Traffic Vol, veh/h
13
36
4
134
34
11
10
29
142
6
11
5
Future Vol, veh/h
13
36
4
134
34
11
10
29
142
6
11
5
Peak Hour Factor
0.78
0.78
0.78
0.79
0.79
0.79
0.81
0.81
0.81
0.61
0.61
0.61
Heavy Vehicles, %
0
0
0
1
1
1
0
0
0
0
0
0
Mvmt Flow
17
46
5
170
43
14
12
36
175
10
18
8
Number of Lanes
1
1
0
1
1
0
0
1
0
0
1
0
Approach
EB
WB
NB
SIB
Opposing Approach
WB
EB
SIB
NB
Opposing Lanes
2
2
1
1
Conflicting Approach Left
SIB
NB
EB
WB
Conflicting Lanes Left
1
1
2
2
Conflicting Approach Right
NB
SIB
WB
EB
Conflicting Lanes Right
1
1
2
2
HCM Control Delay
8.5
9.9
8.8
8.1
HCM LOS
A
A
A
A
Lane NBLn1 EBLn1 EBLn2 WBLn1 WBLn2 SBLn1
Vol Left, %
6%
100%
0%
100%
0%
27%
Vol Thru, %
16%
0%
90%
0%
76%
50%
Vol Right, %
78%
0%
10%
0%
24%
23%
Sign Control
Stop
Stop
Stop
Stop
Stop
Stop
Traffic Vol by Lane
181
13
40
134
45
22
LT Vol
10
13
0
134
0
6
Through Vol
29
0
36
0
34
11
RT Vol
142
0
4
0
11
5
Lane Flow Rate
223
17
51
170
57
36
Geometry Grp
2
7
7
7
7
2
Degree of Util (X)
0.264
0.027
0.075
0.267
0.079
0.049
Departure Headway (Hd)
4.256
5.827
5.252
5.662
4.986
4.847
Convergence,Y/N
Yes
Yes
Yes
Yes
Yes
Yes
Cap
845
612
679
633
716
737
Service Time
2.282
3.584
3.008
3.411
2.735
2.89
HCM Lane V/C Ratio
0.264
0.028
0.075
0.269
0.08
0.049
HCM Control Delay
8.8
8.7
8.4
10.5
8.2
8.1
HCM Lane LOS
A
A
A
B
A
A
HCM 95th-tile Q
1.1
0.1
0.2
1.1
0.3
0.2
Port Ludlow Village 09/20/2019 2019 Existing PM Peak Hour Synchro 9 Report
JPKH-TSI Page 2
HCM 2010 Roundabout
2: Paradise Bay Rd/Osprey Ridge Dr & Oak Bay Rd 09/24/2019
Intersection
Intersection Delay, s/veh 4.4
Intersection LOS A
Approach
EB
WB
NB
SIB
Entry Lanes
1
1
1
1
Conflicting Circle Lanes
1
1
1
1
Adj Approach Flow, veh/h
41
148
129
44
Demand Flow Rate, veh/h
42
149
130
44
Vehicles Circulating, veh/h
136
35
44
152
Vehicles Exiting, veh/h
60
139
134
32
Follow -Up Headway, s
3.186
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
0
0
0
0
Ped Cap Adj
1.000
1.000
1.000
1.000
Approach Delay, s/veh
4.1
4.5
4.4
4.1
Approach LOS
A
A
A
A
Lane Left Left Left Left
Designated Moves
LTR
LTR
LTR
LTR
Assumed Moves
LTR
LTR
LTR
LTR
RT Channelized
Lane Util
1.000
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
5.193
Entry Flow, veh/h
42
149
130
44
Cap Entry Lane, veh/h
986
1091
1081
971
Entry HV Adj Factor
0.978
0.991
0.991
1.000
Flow Entry, veh/h
41
148
129
44
Cap Entry, veh/h
965
1081
1072
971
V/C Ratio
0.043
0.137
0.120
0.045
Control Delay, s/veh
4.1
4.5
4.4
4.1
LOS
A
A
A
A
95th %tile Queue, veh
0
0
0
0
Port Ludlow Village 09/20/2019 2019 Existing AM Peak Hour - RABs Synchro 9 Report
JPKH-TSI Page 2
HCM 2010 Roundabout
2: Paradise Bay Rd/Osprey Ridge Dr & Oak Bay Rd 09/24/2019
Intersection
Intersection Delay, s/veh 5.3
Intersection LOS A
Approach
EB
WB
NB
SIB
Entry Lanes
1
1
1
1
Conflicting Circle Lanes
1
1
1
1
Adj Approach Flow, veh/h
52
192
257
51
Demand Flow Rate, veh/h
55
196
259
52
Vehicles Circulating, veh/h
191
46
54
198
Vehicles Exiting, veh/h
59
267
192
44
Follow -Up Headway, s
3.186
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
0
0
0
0
Ped Cap Adj
1.000
1.000
1.000
1.000
Approach Delay, s/veh
4.6
5.1
5.7
4.5
Approach LOS
A
A
A
A
Lane Left Left Left Left
Designated Moves
LTR
LTR
LTR
LTR
Assumed Moves
LTR
LTR
LTR
LTR
RT Channelized
Lane Util
1.000
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
5.193
Entry Flow, veh/h
55
196
259
52
Cap Entry Lane, veh/h
933
1079
1071
927
Entry HV Adj Factor
0.951
0.981
0.991
0.986
Flow Entry, veh/h
52
192
257
51
Cap Entry, veh/h
887
1058
1061
914
V/C Ratio
0.059
0.182
0.242
0.056
Control Delay, s/veh
4.6
5.1
5.7
4.5
LOS
A
A
A
A
95th %tile Queue, veh
0
1
1
0
Port Ludlow Village - RABs 09/20/2019 2019 Existing Midday Peak Hour Synchro 9 Report
JPKH-TSI Page 2
HCM 2010 Roundabout
2: Paradise Bay Rd/Osprey Ridge Dr & Oak Bay Rd 09/24/2019
Intersection
Intersection Delay, s/veh 5.3
Intersection LOS A
Approach
EB
WB
NB
SIB
Entry Lanes
1
1
1
1
Conflicting Circle Lanes
1
1
1
1
Adj Approach Flow, veh/h
68
227
223
36
Demand Flow Rate, veh/h
68
229
223
36
Vehicles Circulating, veh/h
200
65
73
227
Vehicles Exiting, veh/h
63
231
195
67
Follow -Up Headway, s
3.186
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
1
1
1
1
Ped Cap Adj
1.000
1.000
1.000
1.000
Approach Delay, s/veh
4.6
5.5
5.4
4.4
Approach LOS
A
A
A
A
Lane Left Left Left Left
Designated Moves
LTR
LTR
LTR
LTR
Assumed Moves
LTR
LTR
LTR
LTR
RT Channelized
Lane Util
1.000
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
5.193
Entry Flow, veh/h
68
229
223
36
Cap Entry Lane, veh/h
925
1059
1050
900
Entry HV Adj Factor
1.000
0.989
1.000
1.000
Flow Entry, veh/h
68
227
223
36
Cap Entry, veh/h
925
1047
1050
900
V/C Ratio
0.074
0.216
0.212
0.040
Control Delay, s/veh
4.6
5.5
5.4
4.4
LOS
A
A
A
A
95th %tile Queue, veh
0
1
1
0
Port Ludlow Village 09/20/2019 2019 Existing PM Peak Hour - RABs Synchro 9 Report
JPKH-TSI Page 2
HCM 2010 TWSC
2: Paradise Bay Rd/Osprey Ridge Dr & Oak Bay Rd 09/24/2019
Intersection
Int Delay, slveh 7.3
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
T+
Traffic Vol, veh/h
7
19
7
91
36
7
9
13
90
9
20
8
Future Vol, veh/h
7
19
7
91
36
7
9
13
90
9
20
8
Conflicting Peds, #/hr
0
0
0
0
0
0
0
0
0
0
0
0
Sign Control
Free
Free
Free
Free
Free
Free
Stop
Stop
Stop
Stop
Stop
Stop
RT Channelized
-
None
-
-
None
-
None
-
None
Storage Length
60
-
125
-
-
-
-
Veh in Median Storage, # -
0
-
-
0
-
0
-
0
Grade, %
-
0
-
-
0
-
0
-
0
Peak Hour Factor
70
70
70
76
76
76
74
74
74
73
73
73
Heavy Vehicles, %
4
4
4
1
1
1
1
1
1
0
0
0
Mvmt Flow
10
27
10
120
47
9
12
18
122
12
27
11
Major/Minor
Majorl
Major2
Minorl
Minor2
Conflicting Flow All
56
0
0
37
0
0
363
348
32
414
349
52
Stage 1
-
-
-
-
-
-
52
52
-
292
292
-
Stage 2
-
-
-
-
311
296
-
122
57
-
Critical Hdwy
4.14
-
4.11
-
7.11
6.51
6.21
7.1
6.5
6.2
Critical Hdwy Stg 1
-
-
-
-
6.11
5.51
-
6.1
5.5
-
Critical Hdwy Stg 2
-
-
-
-
6.11
5.51
-
6.1
5.5
-
Follow-up Hdwy
2.236
-
2.209
-
3.509
4.009
3.309
3.5
4
3.3
Pot Cap-1 Maneuver
1536
-
1580
-
595
577
1045
552
578
1021
Stage 1
-
-
-
-
963
854
-
720
675
-
Stage 2
-
-
-
-
702
670
-
887
851
-
Platoon blocked, %
-
-
Mov Cap-1 Maneuver
1536
-
1580
-
530
530
1045
446
531
1021
Mov Cap-2 Maneuver
-
-
-
-
530
530
-
446
531
-
Stage 1
-
-
956
848
-
715
624
Stage 2
-
-
614
619
-
763
845
Approach
EB
WB
NB
SB
HCM Control Delay, s
1.6
5.1
10
12
HCM LOS
B
B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (veh/h)
878
1536
- 1580 -
563
HCM Lane V/C Ratio
0.172
0.007
- 0.076 -
0.09
HCM Control Delay (s)
10
7.4
- 7.5 -
12
HCM Lane LOS
B
A
- A -
B
HCM 95th %tile Q(veh)
0.6
0
- 0.2 -
0.3
Port Ludlow Village 09/20/2019 2030 Future AM Peak Hour - Oak Bay Free at Paradise —Osprey Synchro 9 Report
JPKH-TSI Page 1
HCM 2010 TWSC
2: Paradise Bay Rd/Osprey Ridge Dr & Oak Bay Rd 09/24/2019
Intersection
Int Delay, slveh 8.9
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
T+
Traffic Vol, veh/h
7
34
11
139
39
11
12
24
173
11
33
5
Future Vol, veh/h
7
34
11
139
39
11
12
24
173
11
33
5
Conflicting Peds, #/hr
0
0
0
0
0
0
0
0
0
0
0
0
Sign Control
Free
Free
Free
Free
Free
Free
Stop
Stop
Stop
Stop
Stop
Stop
RT Channelized
-
None
-
-
None
-
None
-
None
Storage Length
60
-
125
-
-
-
-
Veh in Median Storage, # -
0
-
-
0
-
0
-
0
Grade, %
-
0
-
-
0
-
0
-
0
Peak Hour Factor
85
85
85
83
83
83
76
76
67
79
79
79
Heavy Vehicles, %
5
5
5
2
2
2
1
1
1
2
2
2
Mvmt Flow
8
40
13
167
47
13
16
32
258
14
42
6
Major/Minor
Majorl
Major2
Minorl
Minor2
Conflicting Flow All
60
0
0
53
0
0
475
457
47
596
457
54
Stage 1
-
-
-
-
-
-
63
63
-
388
388
-
Stage 2
-
-
-
-
412
394
-
208
69
-
Critical Hdwy
4.15
-
4.12
-
7.11
6.51
6.21
7.12
6.52
6.22
Critical Hdwy Stg 1
-
-
-
-
6.11
5.51
-
6.12
5.52
-
Critical Hdwy Stg 2
-
-
-
-
6.11
5.51
-
6.12
5.52
-
Follow-up Hdwy
2.245
-
2.218
-
3.509
4.009
3.309
3.518
4.018
3.318
Pot Cap-1 Maneuver
1525
-
1553
-
502
501
1025
415
500
1013
Stage 1
-
-
-
-
950
844
-
636
609
-
Stage 2
-
-
-
-
619
607
-
794
837
-
Platoon blocked, %
-
-
Mov Cap-1 Maneuver
1525
-
1553
-
424
445
1025
269
444
1013
Mov Cap-2 Maneuver
-
-
-
-
424
445
-
269
444
-
Stage 1
-
-
945
840
-
633
543
Stage 2
-
-
507
541
-
569
833
Approach
EB
WB
NB
SB
HCM Control Delay, s
1
5.6
11.6
15.4
HCM LOS
B
C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (veh/h)
849
1525
- 1553 -
408
HCM Lane V/C Ratio
0.36
0.005
- 0.108 -
0.152
HCM Control Delay (s)
11.6
7.4
- 7.6 -
15.4
HCM Lane LOS
B
A
- A -
C
HCM 95th %tile Q(veh)
1.6
0
- 0.4 -
0.5
Port Ludlow Village 09/20/2019 2030 Future Midday Peak Hour - Oak Bay Free at Paradise —Osprey Synchro 9 Report
JPKH-TSI Page 1
HCM 2010 TWSC
2: Paradise Bay Rd/Osprey Ridge Dr & Oak Bay Rd 09/24/2019
Intersection
Int Delay, slveh 8.7
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
T+
Traffic Vol, veh/h
15
43
5
159
40
13
12
34
168
7
13
6
Future Vol, veh/h
15
43
5
159
40
13
12
34
168
7
13
6
Conflicting Peds, #/hr
1
0
1
1
0
1
1
0
1
1
0
1
Sign Control
Free
Free
Free
Free
Free
Free
Stop
Stop
Stop
Stop
Stop
Stop
RT Channelized
-
None
-
-
None
-
None
-
None
Storage Length
60
-
125
-
-
-
-
Veh in Median Storage, # -
0
-
-
0
-
0
-
0
Grade, %
-
0
-
-
0
-
0
-
0
Peak Hour Factor
78
78
78
79
79
79
81
81
81
61
61
61
Heavy Vehicles, %
0
0
0
1
1
1
0
0
0
0
0
0
Mvmt Flow
19
55
6
201
51
16
15
42
207
11
21
10
Major/Minor
Majorl
Major2
Minorl
Minor2
Conflicting Flow All
68
0
0
62
0
0
575
567
60
684
562
61
Stage 1
-
-
-
-
-
-
97
97
-
462
462
-
Stage 2
-
-
-
-
478
470
-
222
100
-
Critical Hdwy
4.1
-
4.11
-
7.1
6.5
6.2
7.1
6.5
6.2
Critical Hdwy Stg 1
-
-
-
-
6.1
5.5
-
6.1
5.5
-
Critical Hdwy Stg 2
-
-
-
-
6.1
5.5
-
6.1
5.5
-
Follow-up Hdwy
2.2
-
2.209
-
3.5
4
3.3
3.5
4
3.3
Pot Cap-1 Maneuver
1546
-
1547
-
432
436
1011
365
439
1010
Stage 1
-
-
-
-
914
819
-
584
568
-
Stage 2
-
-
-
-
572
563
-
785
816
-
Platoon blocked, %
-
-
Mov Cap-1 Maneuver
1545
-
1546
-
365
374
1009
237
377
1008
Mov Cap-2 Maneuver
-
-
-
-
365
374
-
237
377
-
Stage 1
-
-
902
808
-
576
494
Stage 2
-
-
471
489
-
583
805
Approach
EB
WB
NB
SB
HCM Control Delay, s
1.8
5.8
12.6
15.9
HCM LOS
B
C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1
Capacity (veh/h)
737
1545
- 1546 -
372
HCM Lane V/C Ratio
0.358
0.012
- 0.13 -
0.115
HCM Control Delay (s)
12.6
7.4
- 7.7 -
15.9
HCM Lane LOS
B
A
- A -
C
HCM 95th %tile Q(veh)
1.6
0
- 0.4 -
0.4
Port Ludlow Village 09/20/2019 2030 Future PM Peak Hour - Oak Bay Free at Paradise -Osprey Synchro 9 Report
JPKH-TSI Page 1
HCM 2010 AWSC
2: Paradise Bay Rd/Osprey Ridge Dr & Oak Bay Rd 09/24/2019
Intersection
Intersection Delay, slveh 8.4
Intersection LOS A
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
1�
Traffic Vol, veh/h
7
19
7
91
36
7
9
13
90
9
20
8
Future Vol, veh/h
7
19
7
91
36
7
9
13
90
9
20
8
Peak Hour Factor
0.70
0.70
0.70
0.76
0.76
0.76
0.74
0.74
0.74
0.73
0.73
0.73
Heavy Vehicles, %
4
4
4
1
1
1
1
1
1
0
0
0
Mvmt Flow
10
27
10
120
47
9
12
18
122
12
27
11
Number of Lanes
1
1
0
1
1
0
0
1
0
0
1
0
Approach
EB
WB
NB
SIB
Opposing Approach
WB
EB
SIB
NB
Opposing Lanes
2
2
1
1
Conflicting Approach Left
SIB
NB
EB
WB
Conflicting Lanes Left
1
1
2
2
Conflicting Approach Right
NB
SIB
WB
EB
Conflicting Lanes Right
1
1
2
2
HCM Control Delay
8.1
9
8
7.9
HCM LOS
A
A
A
A
Lane NBLn1 EBLn1 EBLn2 WBLn1 WBLn2 SBLn1
Vol Left, %
8%
100%
0%
100%
0%
24%
Vol Thru, %
12%
0%
73%
0%
84%
54%
Vol Right, %
80%
0%
27%
0%
16%
22%
Sign Control
Stop
Stop
Stop
Stop
Stop
Stop
Traffic Vol by Lane
112
7
26
91
43
37
LT Vol
9
7
0
91
0
9
Through Vol
13
0
19
0
36
20
RT Vol
90
0
7
0
7
8
Lane Flow Rate
151
10
37
120
57
51
Geometry Grp
2
7
7
7
7
2
Degree of Util (X)
0.172
0.016
0.052
0.183
0.077
0.064
Departure Headway (Hd)
4.084
5.688
4.995
5.501
4.884
4.554
Convergence,Y/N
Yes
Yes
Yes
Yes
Yes
Yes
Cap
879
630
717
653
734
787
Service Time
2.101
3.419
2.726
3.229
2.611
2.578
HCM Lane V/C Ratio
0.172
0.016
0.052
0.184
0.078
0.065
HCM Control Delay
8
8.5
8
9.5
8
7.9
HCM Lane LOS
A
A
A
A
A
A
HCM 95th-tile Q
0.6
0
0.2
0.7
0.2
0.2
Port Ludlow Village 09/20/2019 2030 Future AM Peak Hour Synchro 9 Report
JPKH-TSI Page 2
HCM 2010 AWSC
2: Paradise Bay Rd/Osprey Ridge Dr & Oak Bay Rd 09/24/2019
Intersection
Intersection Delay, slveh 9.8
Intersection LOS A
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
1�
Traffic Vol, veh/h
7
34
11
139
39
11
12
24
173
11
33
5
Future Vol, veh/h
7
34
11
139
39
11
12
24
173
11
33
5
Peak Hour Factor
0.85
0.85
0.85
0.83
0.83
0.83
0.76
0.76
0.67
0.79
0.79
0.79
Heavy Vehicles, %
5
5
5
2
2
2
1
1
1
2
2
2
Mvmt Flow
8
40
13
167
47
13
16
32
258
14
42
6
Number of Lanes
1
1
0
1
1
0
0
1
0
0
1
0
Approach
EB
WB
NB
SIB
Opposing Approach
WB
EB
SIB
NB
Opposing Lanes
2
2
1
1
Conflicting Approach Left
SIB
NB
EB
WB
Conflicting Lanes Left
1
1
2
2
Conflicting Approach Right
NB
SIB
WB
EB
Conflicting Lanes Right
1
1
2
2
HCM Control Delay
8.8
10.3
9.8
8.6
HCM LOS
A
B
A
A
Lane NBLn1 EBLn1 EBLn2 WBLn1 WBLn2 SBLn1
Vol Left, %
6%
100%
0%
100%
0%
22%
Vol Thru, %
11%
0%
76%
0%
78%
67%
Vol Right, %
83%
0%
24%
0%
22%
10%
Sign Control
Stop
Stop
Stop
Stop
Stop
Stop
Traffic Vol by Lane
209
7
45
139
50
49
LT Vol
12
7
0
139
0
11
Through Vol
24
0
34
0
39
33
RT Vol
173
0
11
0
11
5
Lane Flow Rate
306
8
53
167
60
62
Geometry Grp
2
7
7
7
7
2
Degree of Util (X)
0.364
0.014
0.081
0.275
0.088
0.087
Departure Headway (Hd)
4.293
6.192
5.513
5.92
5.26
5.051
Convergence,Y/N
Yes
Yes
Yes
Yes
Yes
Yes
Cap
837
573
644
603
676
705
Service Time
2.329
3.979
3.3
3.695
3.035
3.113
HCM Lane V/C Ratio
0.366
0.014
0.082
0.277
0.089
0.088
HCM Control Delay
9.8
9.1
8.8
11
8.5
8.6
HCM Lane LOS
A
A
A
B
A
A
HCM 95th-tile Q
1.7
0
0.3
1.1
0.3
0.3
Port Ludlow Village 09/20/2019 2030 Future Midday Peak Hour Synchro 9 Report
JPKH-TSI Page 2
HCM 2010 AWSC
2: Paradise Bay Rd/Osprey Ridge Dr & Oak Bay Rd 09/24/2019
Intersection
Intersection Delay, slveh 9.9
Intersection LOS A
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
1�
Traffic Vol, veh/h
15
43
5
159
40
13
12
34
168
7
13
6
Future Vol, veh/h
15
43
5
159
40
13
12
34
168
7
13
6
Peak Hour Factor
0.78
0.78
0.78
0.79
0.79
0.79
0.81
0.81
0.81
0.61
0.61
0.61
Heavy Vehicles, %
0
0
0
1
1
1
0
0
0
0
0
0
Mvmt Flow
19
55
6
201
51
16
15
42
207
11
21
10
Number of Lanes
1
1
0
1
1
0
0
1
0
0
1
0
Approach
EB
WB
NB
SIB
Opposing Approach
WB
EB
SIB
NB
Opposing Lanes
2
2
1
1
Conflicting Approach Left
SIB
NB
EB
WB
Conflicting Lanes Left
1
1
2
2
Conflicting Approach Right
NB
SIB
WB
EB
Conflicting Lanes Right
1
1
2
2
HCM Control Delay
8.8
10.7
9.6
8.4
HCM LOS
A
B
A
A
Lane NBLn1 EBLn1 EBLn2 WBLn1 WBLn2 SBLn1
Vol Left, %
6%
100%
0%
100%
0%
27%
Vol Thru, %
16%
0%
90%
0%
75%
50%
Vol Right, %
79%
0%
10%
0%
25%
23%
Sign Control
Stop
Stop
Stop
Stop
Stop
Stop
Traffic Vol by Lane
214
15
48
159
53
26
LT Vol
12
15
0
159
0
7
Through Vol
34
0
43
0
40
13
RT Vol
168
0
5
0
13
6
Lane Flow Rate
264
19
62
201
67
43
Geometry Grp
2
7
7
7
7
2
Degree of Util (X)
0.324
0.032
0.093
0.324
0.095
0.06
Departure Headway (Hd)
4.414
6.014
5.435
5.801
5.124
5.057
Convergence,Y/N
Yes
Yes
Yes
Yes
Yes
Yes
Cap
814
591
654
616
694
703
Service Time
2.45
3.797
3.218
3.573
2.895
3.122
HCM Lane V/C Ratio
0.324
0.032
0.095
0.326
0.097
0.061
HCM Control Delay
9.6
9
8.8
11.4
8.4
8.4
HCM Lane LOS
A
A
A
B
A
A
HCM 95th-tile Q
1.4
0.1
0.3
1.4
0.3
0.2
Port Ludlow Village 09/20/2019 2030 Future PM Peak Hour Synchro 9 Report
JPKH-TSI Page 2
HCM 2010 Roundabout
2: Paradise Bay Rd/Osprey Ridge Dr & Oak Bay Rd 09/24/2019
Intersection
Intersection Delay, s/veh 4.6
Intersection LOS A
Approach
EB
WB
NB
SIB
Entry Lanes
1
1
1
1
Conflicting Circle Lanes
1
1
1
1
Adj Approach Flow, veh/h
47
176
152
50
Demand Flow Rate, veh/h
48
177
153
50
Vehicles Circulating, veh/h
160
40
50
180
Vehicles Exiting, veh/h
70
163
158
37
Follow -Up Headway, s
3.186
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
0
0
0
0
Ped Cap Adj
1.000
1.000
1.000
1.000
Approach Delay, s/veh
4.3
4.8
4.6
4.3
Approach LOS
A
A
A
A
Lane Left Left Left Left
Designated Moves
LTR
LTR
LTR
LTR
Assumed Moves
LTR
LTR
LTR
LTR
RT Channelized
Lane Util
1.000
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
5.193
Entry Flow, veh/h
48
177
153
50
Cap Entry Lane, veh/h
963
1086
1075
944
Entry HV Adj Factor
0.978
0.992
0.992
1.000
Flow Entry, veh/h
47
176
152
50
Cap Entry, veh/h
941
1077
1067
944
V/C Ratio
0.050
0.163
0.142
0.053
Control Delay, s/veh
4.3
4.8
4.6
4.3
LOS
A
A
A
A
95th %tile Queue, veh
0
1
0
0
Port Ludlow Village 09/20/2019 2030 Future AM Peak Hour - RABs Synchro 9 Report
JPKH-TSI Page 2
HCM 2010 Roundabout
2: Paradise Bay Rd/Osprey Ridge Dr & Oak Bay Rd 09/24/2019
Intersection
Intersection Delay, s/veh 5.7
Intersection LOS A
Approach
EB
WB
NB
SIB
Entry Lanes
1
1
1
1
Conflicting Circle Lanes
1
1
1
1
Adj Approach Flow, veh/h
61
227
306
62
Demand Flow Rate, veh/h
64
231
309
63
Vehicles Circulating, veh/h
227
56
64
234
Vehicles Exiting, veh/h
70
317
227
53
Follow -Up Headway, s
3.186
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
0
0
0
0
Ped Cap Adj
1.000
1.000
1.000
1.000
Approach Delay, s/veh
4.9
5.5
6.3
4.7
Approach LOS
A
A
A
A
Lane Left Left Left Left
Designated Moves
LTR
LTR
LTR
LTR
Assumed Moves
LTR
LTR
LTR
LTR
RT Channelized
Lane Util
1.000
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
5.193
Entry Flow, veh/h
64
231
309
63
Cap Entry Lane, veh/h
900
1068
1060
894
Entry HV Adj Factor
0.953
0.983
0.989
0.987
Flow Entry, veh/h
61
227
306
62
Cap Entry, veh/h
858
1050
1049
882
V/C Ratio
0.071
0.216
0.292
0.070
Control Delay, s/veh
4.9
5.5
6.3
4.7
LOS
A
A
A
A
95th %tile Queue, veh
0
1
1
0
Port Ludlow Village - RABs 09/20/2019 2030 Future Midday Peak Hour Synchro 9 Report
JPKH-TSI Page 2
HCM 2010 Roundabout
2: Paradise Bay Rd/Osprey Ridge Dr & Oak Bay Rd 09/24/2019
Intersection
Intersection Delay, s/veh 5.7
Intersection LOS A
Approach
EB
WB
NB
SIB
Entry Lanes
1
1
1
1
Conflicting Circle Lanes
1
1
1
1
Adj Approach Flow, veh/h
80
268
264
42
Demand Flow Rate, veh/h
80
271
264
42
Vehicles Circulating, veh/h
235
76
85
270
Vehicles Exiting, veh/h
77
273
230
77
Follow -Up Headway, s
3.186
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
1
1
1
1
Ped Cap Adj
1.000
1.000
1.000
1.000
Approach Delay, s/veh
4.9
6.0
5.9
4.6
Approach LOS
A
A
A
A
Lane Left Left Left Left
Designated Moves
LTR
LTR
LTR
LTR
Assumed Moves
LTR
LTR
LTR
LTR
RT Channelized
Lane Util
1.000
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
5.193
Entry Flow, veh/h
80
271
264
42
Cap Entry Lane, veh/h
893
1047
1038
863
Entry HV Adj Factor
1.000
0.991
1.000
1.000
Flow Entry, veh/h
80
268
264
42
Cap Entry, veh/h
893
1037
1038
862
V/C Ratio
0.090
0.259
0.254
0.049
Control Delay, s/veh
4.9
6.0
5.9
4.6
LOS
A
A
A
A
95th %tile Queue, veh
0
1
1
0
Port Ludlow Village 09/20/2019 2030 Future PM Peak Hour - RABs Synchro 9 Report
JPKH-TSI Page 2
HCM 2010 TWSC
3: Paradise Bay Rd & Breaker Ln 09/20/2019
Intersection
Int Delay, slveh 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1
1
16
2
3
3
23
90
2
0
77
3
Future Vol, veh/h 1
1
16
2
3
3
23
90
2
0
77
3
Conflicting Peds, #/hr 0
0
0
0
0
0
0
0
0
0
0
0
Sign Control Stop
Stop
Stop
Stop
Stop
Stop
Free
Free
Free
Free
Free
Free
RT Channelized
None
-
None
-
None
-
None
Storage Length
-
-
-
-
-
Veh in Median Storage, #
0
-
0
-
0
-
0
Grade, %
0
-
0
-
0
-
0
Peak Hour Factor 64
64
64
50
50
50
78
78
78
63
63
63
Heavy Vehicles, % 0
0
0
13
13
13
1
1
1
0
0
0
Mvmt Flow 2
2
25
4
6
6
29
115
3
0
122
5
Major/Minor Minor2
Minorl
Majorl
Major2
Conflicting Flow All
306
301
125
313
302
117
127
0 0 118 0 0
Stage 1
125
125
-
175
175
-
-
- - - - -
Stage 2
181
176
-
138
127
-
-
- - -
Critical Hdwy
7.1
6.5
6.2
7.23
6.63
6.33
4.11
- 4.1 -
Critical Hdwy Stg 1
6.1
5.5
-
6.23
5.63
-
-
- - -
Critical Hdwy Stg 2
6.1
5.5
-
6.23
5.63
-
-
- - -
Follow-up Hdwy
3.5
4
3.3
3.617
4.117
3.417
2.209
- 2.2 -
Pot Cap-1 Maneuver
650
615
931
619
593
906
1465
1483 -
Stage 1
884
796
-
802
734
-
-
- - -
Stage 2
825
757
-
839
770
-
-
- - -
Platoon blocked, %
- -
Mov Cap-1 Maneuver
631
602
931
592
581
906
1465
- 1483 -
Mov Cap-2 Maneuver
631
602
-
592
581
-
-
- - -
Stage 1
865
796
-
785
719
-
- -
Stage 2
796
741
-
815
770
-
- -
Approach
EB
WB
NB
SIB
HCM Control Delay, s
9.2
10.5
1.5
0
HCM LOS
A
B
Minor Lane/Major Mvmt
NBL
NBT
NBR EBLnlWBLnl
SBL
SBT SBR
Capacity (veh/h)
1465
-
881
675
1483
-
HCM Lane V/C Ratio
0.02
-
0.032
0.024
-
-
HCM Control Delay (s)
7.5
0
9.2
10.5
0
-
HCM Lane LOS
A
A
A
B
A
-
HCM 95th %tile Q(veh)
0.1
-
0.1
0.1
0
-
Port Ludlow Village 09/20/2019 2019 Existing AM Peak Hour Synchro 9 Report
JPKH-TSI Page 3
HCM 2010 TWSC
3: Paradise Bay Rd & Breaker Ln 09/20/2019
Intersection
Int Delay, slveh 2.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h
5
0
32
7
0
2
39
151
1
2
118
2
Future Vol, veh/h
5
0
32
7
0
2
39
151
1
2
118
2
Conflicting Peds, #/hr
0
0
3
3
0
0
0
0
1
1
0
0
Sign Control
Stop
Stop
Stop
Stop
Stop
Stop
Free
Free
Free
Free
Free
Free
RT Channelized
None
-
None
-
None
-
None
Storage Length
-
-
-
-
-
Veh in Median Storage,
#
0
-
0
-
0
-
0
Grade, %
0
-
0
-
0
-
0
Peak Hour Factor
84
84
84
56
56
56
70
70
70
76
76
76
Heavy Vehicles, %
3
3
3
0
0
0
1
1
1
1
1
1
Mvmt Flow
6
0
38
13
0
4
56
216
1
3
155
3
Major/Minor Minor2
Minorl
Majorl
Major2
Conflicting Flow All
494
493
160
515
494
218
158
0
0 218 0 0
Stage 1
163
163
-
330
330
-
-
-
- - - -
Stage 2
331
330
-
185
164
-
-
- - -
Critical Hdwy
7.13
6.53
6.23
7.1
6.5
6.2
4.11
- 4.11 -
Critical Hdwy Stg 1
6.13
5.53
-
6.1
5.5
-
-
- - -
Critical Hdwy Stg 2
6.13
5.53
-
6.1
5.5
-
-
- - -
Follow-up Hdwy 3.527
4.027
3.327
3.5
4
3.3
2.209
- 2.209 -
Pot Cap-1 Maneuver
484
476
882
474
479
827
1428
- 1358 -
Stage 1
837
761
-
687
649
-
-
- - -
Stage 2
680
644
-
821
766
-
-
- - -
Platoon blocked, %
- -
Mov Cap-1 Maneuver
465
453
879
436
456
826
1428
1357
Mov Cap-2 Maneuver
465
453
-
436
456
-
-
- - -
Stage 1
799
759
-
655
619
-
- -
Stage 2
647
614
-
782
764
-
- -
Approach
EB
WB
NB
SIB
HCM Control Delay, s
9.9
12.6
1.6
0.1
HCM LOS
A
B
Minor Lane/Major Mvmt
NBL
NBT
NBR EBLnlWBLnl
SBL
SBT
SBR
Capacity (veh/h)
1428
-
785
487
1357
-
HCM Lane V/C Ratio
0.039
-
0.056
0.033
0.002
-
HCM Control Delay (s)
7.6
0
9.9
12.6
7.7
0
-
HCM Lane LOS
A
A
A
B
A
A
-
HCM 95th %tile Q(veh)
0.1
-
0.2
0.1
0
-
-
Port Ludlow Village 09/20/2019 2019 Existing Midday Peak Hour Synchro 9 Report
JPKH-TSI Page 3
HCM 2010 TWSC
3: Paradise Bay Rd & Breaker Ln 09/20/2019
Intersection
Int Delay, slveh 2.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h
6
0
32
0
1
0
34
151
4
2
117
8
Future Vol, veh/h
6
0
32
0
1
0
34
151
4
2
117
8
Conflicting Peds, #/hr
1
0
1
1
0
1
0
0
0
0
0
0
Sign Control
Stop
Stop
Stop
Stop
Stop
Stop
Free
Free
Free
Free
Free
Free
RT Channelized
None
-
None
-
None
-
None
Storage Length
-
-
-
-
-
Veh in Median Storage,
#
0
-
0
-
0
-
0
Grade, %
0
-
0
-
0
-
0
Peak Hour Factor
68
68
68
25
25
25
88
88
88
88
88
88
Heavy Vehicles, %
0
0
0
0
0
0
1
1
1
0
0
0
Mvmt Flow
9
0
47
0
4
0
39
172
5
2
133
9
Major/Minor Minor2
Minorl
Majorl
Major2
Conflicting Flow All
398
397
139
419
399
176
142
0
0 177 0 0
Stage 1
142
142
-
253
253
-
-
-
- - - -
Stage 2
256
255
-
166
146
-
-
- - -
Critical Hdwy
7.1
6.5
6.2
7.1
6.5
6.2
4.11
- 4.1 -
Critical Hdwy Stg 1
6.1
5.5
-
6.1
5.5
-
-
- - -
Critical Hdwy Stg 2
6.1
5.5
-
6.1
5.5
-
-
- - -
Follow-up Hdwy
3.5
4
3.3
3.5
4
3.3
2.209
- 2.2 -
Pot Cap-1 Maneuver
566
544
915
548
542
872
1447
- 1411 -
Stage 1
866
783
-
756
701
-
-
- - -
Stage 2
753
700
-
841
780
-
-
- - -
Platoon blocked, %
- -
Mov Cap-1 Maneuver
548
527
914
507
525
871
1447
- 1411 -
Mov Cap-2 Maneuver
548
527
-
507
525
-
-
- - -
Stage 1
840
781
-
733
680
-
- -
Stage 2
725
679
-
795
778
-
- -
Approach
EB
WB
NB
SIB
HCM Control Delay, s
9.7
11.9
1.4
0.1
HCM LOS
A
B
Minor Lane/Major Mvmt
NBL
NBT
NBR EBLnlWBLnl
SBL
SBT
SBR
Capacity (veh/h)
1447
-
827
525
1411
-
HCM Lane V/C Ratio
0.027
-
0.068
0.008
0.002
-
HCM Control Delay (s)
7.6
0
9.7
11.9
7.6
0
-
HCM Lane LOS
A
A
A
B
A
A
-
HCM 95th %tile Q(veh)
0.1
-
0.2
0
0
-
-
Port Ludlow Village 09/20/2019 2019 Existing PM Peak Hour Synchro 9 Report
JPKH-TSI Page 3
HCM 2010 Roundabout
3: Paradise Bay Rd & Breaker Ln 09/24/2019
Intersection
Intersection Delay, s/veh 4.3
Intersection LOS A
Approach
EB
WB
NB
SIB
Entry Lanes
1
1
1
1
Conflicting Circle Lanes
1
1
1
1
Adj Approach Flow, veh/h
29
16
147
127
Demand Flow Rate, veh/h
29
19
148
127
Vehicles Circulating, veh/h
127
147
4
41
Vehicles Exiting, veh/h
41
5
152
125
Follow -Up Headway, s
3.186
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
0
0
0
0
Ped Cap Adj
1.000
1.000
1.000
1.000
Approach Delay, s/veh
3.9
4.5
4.4
4.3
Approach LOS
A
A
A
A
Lane Left Left Left Left
Designated Moves
LTR
LTR
LTR
LTR
Assumed Moves
LTR
LTR
LTR
LTR
RT Channelized
Lane Util
1.000
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
5.193
Entry Flow, veh/h
29
19
148
127
Cap Entry Lane, veh/h
995
975
1125
1085
Entry HV Adj Factor
1.000
0.852
0.992
1.000
Flow Entry, veh/h
29
16
147
127
Cap Entry, veh/h
995
831
1117
1085
V/C Ratio
0.029
0.019
0.132
0.117
Control Delay, s/veh
3.9
4.5
4.4
4.3
LOS
A
A
A
A
95th %tile Queue, veh
0
0
0
0
Port Ludlow Village 09/20/2019 2019 Existing AM Peak Hour - RABs Synchro 9 Report
JPKH-TSI Page 3
HCM 2010 Roundabout
3: Paradise Bay Rd & Breaker Ln 09/24/2019
Intersection
Intersection Delay, s/veh 5.2
Intersection LOS A
Approach
EB
WB
NB
SIB
Entry Lanes
1
1
1
1
Conflicting Circle Lanes
1
1
1
1
Adj Approach Flow, veh/h
44
17
273
161
Demand Flow Rate, veh/h
45
17
276
163
Vehicles Circulating, veh/h
173
281
9
70
Vehicles Exiting, veh/h
60
4
209
228
Follow -Up Headway, s
3.186
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
0
1
3
0
Ped Cap Adj
1.000
1.000
1.000
1.000
Approach Delay, s/veh
4.3
4.4
5.5
4.9
Approach LOS
A
A
A
A
Lane Left Left Left Left
Designated Moves
LTR
LTR
LTR
LTR
Assumed Moves
LTR
LTR
LTR
LTR
RT Channelized
Lane Util
1.000
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
5.193
Entry Flow, veh/h
45
17
276
163
Cap Entry Lane, veh/h
950
853
1120
1054
Entry HV Adj Factor
0.978
1.000
0.989
0.990
Flow Entry, veh/h
44
17
273
161
Cap Entry, veh/h
929
853
1107
1044
V/C Ratio
0.047
0.020
0.247
0.155
Control Delay, s/veh
4.3
4.4
5.5
4.9
LOS
A
A
A
A
95th %tile Queue, veh
0
0
1
1
Port Ludlow Village - RABs 09/20/2019 2019 Existing Midday Peak Hour Synchro 9 Report
JPKH-TSI Page 3
HCM 2010 Roundabout
3: Paradise Bay Rd & Breaker Ln 09/24/2019
Intersection
Intersection Delay, s/veh 4.7
Intersection LOS A
Approach
EB
WB
NB
SIB
Entry Lanes
1
1
1
1
Conflicting Circle Lanes
1
1
1
1
Adj Approach Flow, veh/h
56
4
216
144
Demand Flow Rate, veh/h
56
4
218
144
Vehicles Circulating, veh/h
135
222
11
43
Vehicles Exiting, veh/h
52
7
180
183
Follow -Up Headway, s
3.186
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
0
0
1
1
Ped Cap Adj
1.000
1.000
1.000
1.000
Approach Delay, s/veh
4.1
4.0
5.0
4.5
Approach LOS
A
A
A
A
Lane Left Left Left Left
Designated Moves
LTR
LTR
LTR
LTR
Assumed Moves
LTR
LTR
LTR
LTR
RT Channelized
Lane Util
1.000
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
5.193
Entry Flow, veh/h
56
4
218
144
Cap Entry Lane, veh/h
987
905
1118
1082
Entry HV Adj Factor
1.000
1.000
0.992
1.000
Flow Entry, veh/h
56
4
216
144
Cap Entry, veh/h
987
905
1109
1082
V/C Ratio
0.057
0.004
0.195
0.133
Control Delay, s/veh
4.1
4.0
5.0
4.5
LOS
A
A
A
A
95th %tile Queue, veh
0
0
1
0
Port Ludlow Village 09/20/2019 2019 Existing PM Peak Hour - RABs Synchro 9 Report
JPKH-TSI Page 3
HCM 2010 TWSC
3: Paradise Bay Rd & Breaker Ln 09/24/2019
Intersection
Int Delay, slveh 2.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1
1
19
2
4
4
27
107
2
0
91
4
Future Vol, veh/h 1
1
19
2
4
4
27
107
2
0
91
4
Conflicting Peds, #/hr 0
0
0
0
0
0
0
0
0
0
0
0
Sign Control Stop
Stop
Stop
Stop
Stop
Stop
Free
Free
Free
Free
Free
Free
RT Channelized
None
-
None
-
None
-
None
Storage Length
-
-
-
-
-
Veh in Median Storage, #
0
-
0
-
0
-
0
Grade, %
0
-
0
-
0
-
0
Peak Hour Factor 64
64
64
50
50
50
78
78
78
63
63
63
Heavy Vehicles, % 0
0
0
13
13
13
1
1
1
0
0
0
Mvmt Flow 2
2
30
4
8
8
35
137
3
0
144
6
Major/Minor Minor2
Minorl
Majorl
Major2
Conflicting Flow All
364
357
147
372
359
139
150
0 0 140 0 0
Stage 1
147
147
-
209
209
-
-
- - - - -
Stage 2
217
210
-
163
150
-
-
- - -
Critical Hdwy
7.1
6.5
6.2
7.23
6.63
6.33
4.11
- 4.1 -
Critical Hdwy Stg 1
6.1
5.5
-
6.23
5.63
-
-
- - -
Critical Hdwy Stg 2
6.1
5.5
-
6.23
5.63
-
-
- - -
Follow-up Hdwy
3.5
4
3.3
3.617
4.117
3.417
2.209
- 2.2 -
Pot Cap-1 Maneuver
596
572
905
565
550
881
1437
- 1456 -
Stage 1
860
779
-
769
709
-
-
- - -
Stage 2
790
732
-
814
753
-
-
- - -
Platoon blocked, %
- -
Mov Cap-1 Maneuver
572
557
905
534
536
881
1437
- 1456 -
Mov Cap-2 Maneuver
572
557
-
534
536
-
-
- - -
Stage 1
838
779
-
749
691
-
- -
Stage 2
754
713
-
786
753
-
- -
Approach
EB
WB
NB
SIB
HCM Control Delay, s
9.4
10.9
1.5
0
HCM LOS
A
B
Minor Lane/Major Mvmt
NBL
NBT
NBR EBLnlWBLnl
SBL
SBT SBR
Capacity (veh/h)
1437
-
856
635
1456
-
HCM Lane V/C Ratio
0.024
-
0.038
0.031
-
-
HCM Control Delay (s)
7.6
0
9.4
10.9
0
-
HCM Lane LOS
A
A
A
B
A
-
HCM 95th %tile Q(veh)
0.1
-
0.1
0.1
0
-
Port Ludlow Village 09/20/2019 2030 Future AM Peak Hour Synchro 9 Report
JPKH-TSI Page 3
HCM 2010 TWSC
3: Paradise Bay Rd & Breaker Ln 09/24/2019
Intersection
Int Delay, slveh 2.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h
6
0
38
8
0
2
46
179
1
2
140
2
Future Vol, veh/h
6
0
38
8
0
2
46
179
1
2
140
2
Conflicting Peds, #/hr
0
0
3
3
0
0
0
0
1
1
0
0
Sign Control
Stop
Stop
Stop
Stop
Stop
Stop
Free
Free
Free
Free
Free
Free
RT Channelized
None
-
None
-
None
-
None
Storage Length
-
-
-
-
-
Veh in Median Storage,
#
0
-
0
-
0
-
0
Grade, %
0
-
0
-
0
-
0
Peak Hour Factor
84
84
84
56
56
56
70
70
70
76
76
76
Heavy Vehicles, %
3
3
3
0
0
0
1
1
1
1
1
1
Mvmt Flow
7
0
45
14
0
4
66
256
1
3
184
3
Major/Minor Minor2
Minorl
Majorl
Major2
Conflicting Flow All
583
582
189
607
583
258
187
0
0 258 0 0
Stage 1
192
192
-
390
390
-
-
-
- - - -
Stage 2
391
390
-
217
193
-
-
- - -
Critical Hdwy
7.13
6.53
6.23
7.1
6.5
6.2
4.11
- 4.11 -
Critical Hdwy Stg 1
6.13
5.53
-
6.1
5.5
-
-
- - -
Critical Hdwy Stg 2
6.13
5.53
-
6.1
5.5
-
-
- - -
Follow-up Hdwy 3.527
4.027
3.327
3.5
4
3.3
2.209
- 2.209 -
Pot Cap-1 Maneuver
422
423
850
411
427
786
1393
- 1313 -
Stage 1
807
740
-
638
611
-
-
- - -
Stage 2
631
606
-
790
745
-
-
- - -
Platoon blocked, %
- -
Mov Cap-1 Maneuver
401
398
848
370
402
785
1393
1312
Mov Cap-2 Maneuver
401
398
-
370
402
-
-
- - -
Stage 1
763
738
-
602
577
-
- -
Stage 2
594
572
-
743
743
-
- -
Approach
EB
WB
NB
SIB
HCM Control Delay, s
10.3
14.1
1.6
0.1
HCM LOS
B
B
Minor Lane/Major Mvmt
NBL
NBT
NBR EBLnlWBLnl
SBL
SBT
SBR
Capacity (veh/h)
1393
-
736
414
1312
-
HCM Lane V/C Ratio
0.047
-
0.071
0.043
0.002
-
HCM Control Delay (s)
7.7
0
10.3
14.1
7.7
0
-
HCM Lane LOS
A
A
B
B
A
A
-
HCM 95th %tile Q(veh)
0.1
-
0.2
0.1
0
-
-
Port Ludlow Village 09/20/2019 2030 Future Midday Peak Hour Synchro 9 Report
JPKH-TSI Page 3
HCM 2010 TWSC
3: Paradise Bay Rd & Breaker Ln 09/24/2019
Intersection
Int Delay, slveh 2.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h
7
0
38
0
1
0
40
179
5
2
139
9
Future Vol, veh/h
7
0
38
0
1
0
40
179
5
2
139
9
Conflicting Peds, #/hr
1
0
1
1
0
1
0
0
0
0
0
0
Sign Control
Stop
Stop
Stop
Stop
Stop
Stop
Free
Free
Free
Free
Free
Free
RT Channelized
None
-
None
-
None
-
None
Storage Length
-
-
-
-
-
Veh in Median Storage,
#
0
-
0
-
0
-
0
Grade, %
0
-
0
-
0
-
0
Peak Hour Factor
68
68
68
25
25
25
88
88
88
88
88
88
Heavy Vehicles, %
0
0
0
0
0
0
1
1
1
0
0
0
Mvmt Flow
10
0
56
0
4
0
45
203
6
2
158
10
Major/Minor Minor2
Minorl
Majorl
Major2
Conflicting Flow All
466
466
164
492
468
207
168
0
0 209 0 0
Stage 1
167
167
-
296
296
-
-
-
- - - -
Stage 2
299
299
-
196
172
-
-
- - -
Critical Hdwy
7.1
6.5
6.2
7.1
6.5
6.2
4.11
- 4.1 -
Critical Hdwy Stg 1
6.1
5.5
-
6.1
5.5
-
-
- - -
Critical Hdwy Stg 2
6.1
5.5
-
6.1
5.5
-
-
- - -
Follow-up Hdwy
3.5
4
3.3
3.5
4
3.3
2.209
- 2.2 -
Pot Cap-1 Maneuver
510
497
886
490
496
839
1416
- 1374 -
Stage 1
840
764
-
717
672
-
-
- - -
Stage 2
714
670
-
810
760
-
-
- - -
Platoon blocked, %
- -
Mov Cap-1 Maneuver
492
478
885
445
477
838
1416
- 1374 -
Mov Cap-2 Maneuver
492
478
-
445
477
-
-
- - -
Stage 1
810
762
-
691
648
-
- -
Stage 2
683
646
-
757
758
-
Approach
EB
WB
NB
SIB
HCM Control Delay, s
10
12.6
1.4
0.1
HCM LOS
B
B
Minor Lane/Major Mvmt
NBL
NBT
NBR EBLnlWBLnl
SBL
SBT
SBR
Capacity (veh/h)
1416
-
787
477
1374
-
HCM Lane V/C Ratio
0.032
-
0.084
0.008
0.002
-
HCM Control Delay (s)
7.6
0
10
12.6
7.6
0
-
HCM Lane LOS
A
A
B
B
A
A
-
HCM 95th %tile Q(veh)
0.1
-
0.3
0
0
-
-
Port Ludlow Village 09/20/2019 2030 Future PM Peak Hour Synchro 9 Report
JPKH-TSI Page 3
HCM 2010 Roundabout
3: Paradise Bay Rd & Breaker Ln 09/24/2019
Intersection
Intersection Delay, s/veh 4.5
Intersection LOS A
Approach
EB
WB
NB
SIB
Entry Lanes
1
1
1
1
Conflicting Circle Lanes
1
1
1
1
Adj Approach Flow, veh/h
34
20
175
150
Demand Flow Rate, veh/h
34
23
176
150
Vehicles Circulating, veh/h
149
175
4
49
Vehicles Exiting, veh/h
50
5
179
149
Follow -Up Headway, s
3.186
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
0
0
0
0
Ped Cap Adj
1.000
1.000
1.000
1.000
Approach Delay, s/veh
4.0
4.6
4.6
4.6
Approach LOS
A
A
A
A
Lane Left Left Left Left
Designated Moves
LTR
LTR
LTR
LTR
Assumed Moves
LTR
LTR
LTR
LTR
RT Channelized
Lane Util
1.000
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
5.193
Entry Flow, veh/h
34
23
176
150
Cap Entry Lane, veh/h
974
949
1125
1076
Entry HV Adj Factor
1.000
0.868
0.992
1.000
Flow Entry, veh/h
34
20
175
150
Cap Entry, veh/h
974
823
1117
1076
V/C Ratio
0.035
0.024
0.156
0.139
Control Delay, s/veh
4.0
4.6
4.6
4.6
LOS
A
A
A
A
95th %tile Queue, veh
0
0
1
0
Port Ludlow Village 09/20/2019 2030 Future AM Peak Hour - RABs Synchro 9 Report
JPKH-TSI Page 3
HCM 2010 Roundabout
3: Paradise Bay Rd & Breaker Ln 09/24/2019
Intersection
Intersection Delay, s/veh 5.6
Intersection LOS A
Approach
EB
WB
NB
SIB
Entry Lanes
1
1
1
1
Conflicting Circle Lanes
1
1
1
1
Adj Approach Flow, veh/h
52
18
323
190
Demand Flow Rate, veh/h
53
18
327
192
Vehicles Circulating, veh/h
203
333
10
81
Vehicles Exiting, veh/h
70
4
246
270
Follow -Up Headway, s
3.186
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
0
1
3
0
Ped Cap Adj
1.000
1.000
1.000
1.000
Approach Delay, s/veh
4.5
4.7
6.1
5.2
Approach LOS
A
A
A
A
Lane Left Left Left Left
Designated Moves
LTR
LTR
LTR
LTR
Assumed Moves
LTR
LTR
LTR
LTR
RT Channelized
Lane Util
1.000
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
5.193
Entry Flow, veh/h
53
18
327
192
Cap Entry Lane, veh/h
922
810
1119
1042
Entry HV Adj Factor
0.981
1.000
0.989
0.990
Flow Entry, veh/h
52
18
323
190
Cap Entry, veh/h
905
810
1106
1032
V/C Ratio
0.057
0.022
0.292
0.184
Control Delay, s/veh
4.5
4.7
6.1
5.2
LOS
A
A
A
A
95th %tile Queue, veh
0
0
1
1
Port Ludlow Village - RABs 09/20/2019 2030 Future Midday Peak Hour Synchro 9 Report
JPKH-TSI Page 3
HCM 2010 Roundabout
3: Paradise Bay Rd & Breaker Ln 09/24/2019
Intersection
Intersection Delay, s/veh 5.0
Intersection LOS A
Approach
EB
WB
NB
SIB
Entry Lanes
1
1
1
1
Conflicting Circle Lanes
1
1
1
1
Adj Approach Flow, veh/h
66
4
254
170
Demand Flow Rate, veh/h
66
4
256
170
Vehicles Circulating, veh/h
160
260
12
49
Vehicles Exiting, veh/h
59
8
214
215
Follow -Up Headway, s
3.186
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
0
0
1
1
Ped Cap Adj
1.000
1.000
1.000
1.000
Approach Delay, s/veh
4.4
4.2
5.4
4.8
Approach LOS
A
A
A
A
Lane Left Left Left Left
Designated Moves
LTR
LTR
LTR
LTR
Assumed Moves
LTR
LTR
LTR
LTR
RT Channelized
Lane Util
1.000
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
5.193
Entry Flow, veh/h
66
4
256
170
Cap Entry Lane, veh/h
963
871
1116
1076
Entry HV Adj Factor
1.000
1.000
0.992
1.000
Flow Entry, veh/h
66
4
254
170
Cap Entry, veh/h
963
871
1107
1076
V/C Ratio
0.069
0.005
0.229
0.158
Control Delay, s/veh
4.4
4.2
5.4
4.8
LOS
A
A
A
A
95th %tile Queue, veh
0
0
1
1
Port Ludlow Village 09/20/2019 2030 Future PM Peak Hour - RABs Synchro 9 Report
JPKH-TSI Page 3
Appendix 3 Crash Data
ROAD -NAME
MP
ACC -DATE ACC -TYPE
SEVERITY SURF_COND LIGHT -CON[
TIME
ALC_REL
OAK BAY RD
8.560
11/13/12
HIT DEER SB
PDO
WET
DARK
16:35
NO
OAK BAY RD
8.560
11/13/12
HIT DEER SB
PDO
WET
DARK
16:35
NO
OAK BAY RD
8.595
09/03/16
HIT DEER SB / MOTORCYCLE
PDO
DRY
DARK
23:25
NO
OAK BAY RD / MA
8.665
09/05/14
RIGHT ANGLE / ONE LEFT TURN ONTO MARINE VIEW FROM S/B OAK BAY RD / ONE ENTERING FROM MARINA VIEW (PRIVATE)
PDO
DRY
DAYLIGHT
11:58
NO
OAK BAY RD / W/
8.665
07/16/18
RIGHT ANGLE N/B / ONE STRAIGHT / ONE PARKED IN RIGHT TURN LANE TO MARINE VIEW DR (PRIVATE) RE-ENTERED TO CROSS (
PDO
DRY
DARK
21:30
NO
OAK BAY RD
8.688
10/01/17
CURVE LEFT / E/B TO N/B / DEER / LEFT ROADWAY IMPACTED / PED SIGN
PDO
DRY
DARK
21:16
NO
OAK BAY RD
8.734
05/21/12
CURVE RT SB / HIGH RATE / LOST CONTROL / SLID ACROSS NB LANE / LEFT ROADWAY / IMPACTED TREE / ROLLED OVER 120' EME
INJURY
DRY
DARK
1:10
YES
OAK BAY RD
8.734
01/13/14
CURVE RT SB / CROSSED NB LANE / LEFT ROADWAY / IMPACTED CROSSROAD SIGN / ROLLED OVER 120' EMB. / RESTED ON HERR
PDO
DRY
DARK
19:10
NO
OAK BAY RD
8.734
05/21/12
CURVE RT SB / HIGH RATE / LOST CONTROL / SLID ACROSS NB LANE / LEFT ROADWAY / IMPACTED TREE / ROLLED OVER 120' EME
INJURY
DRY
DARK
1:10
YES
OAK BAY RD
8.740
08/11/19
VEHICLE WB / ROUNDED CURVE RIGHT / GROUP OF BICYCLES W B ON SHOULDER / VEHICLE TRAVELED AROUND BICYCLES / SIDE
INJURY
DRY
DAYLIGHT
18:06
NO
OAK BAY RD / SC
8.972
12/23/13
RIGHT ANGLE E/B / ONE ENTERING / ONE LEFT TURN
PDO
WET
DAYLIGHT
12:00
NO
OAK BAY RD / SC
8.972
12/23/13
RIGHT ANGLE E/B / ONE ENTERING / ONE LEFT TURN
PDO
WET
DAYLIGHT
12:00
NO
OAK BAY RD / BR
9.644
09/09/15
RIGHT ANGLE / ONE ENTERING / ONE LEFT TURN W/B
PDO
DRY
DAYLIGHT
10:05
NO
OAK BAY RD
9.840
05/25/16
HIT BEAR W/B
PDO
DRY
DAYLIGHT
9:00
NO
OAK BAY RD
10.110
10/13/17
W/B DUMPTRUCK / ONTO W/B SHOULDER LEFT ROADWAY / IMPACTED AND CROSSED DRIVE #10140 / TRAVELED OVER 60' EMBAN
PDO
DRY
DAYLIGHT
8:05
NO
OAK BAY RD
10.460
02/18/13
LEFT ROADWAY W/B / IMPACTED ROCK EMBANKMENT / (PROPANE TRUCK) POSSIBLE BLOWN TIRE
PDO
DRY
DAYLIGHT
12:55
NO
OAK BAY RD
10.460
02/18/13
LEFT ROADWAY W/B / IMPACTED ROCK EMBANKMENT / (PROPANE TRUCK) POSSIBLE BLOWN TIRE
PDO
DRY
DAYLIGHT
12:55
NO
ROAD -NAME
MP
ACC -DATE ACC -TYPE
SEVERITY
REP _NUM SURF_COND LIGHT_CONI
TIME
ALC_REL
PARADISE BAY RD / BREAKER UN IF
0.190
08/10/14
RIGHT ANGLE SIB / ONE STRAIGHT SB / ONE LEFT TURN NB TO W B ONTO BREAKER LN (PRIVATE)
POO
E348663
DRY
DAYLIGHT
13:12
NO
PARADISE BAY RD
0.305
07/21/17
FELL ASLEEP / SLIGHT CURVE LEFT / LEFT ROADWAY/ IMPACTED AND CROSSED TRAIL APPROACH / IMPACTED POWER POLE GU)
INJURY
E694558
DRY
DAYLIGHT
15:35
NO
PARADISE BAY RD
0.313
09/13/13
DEER / SLIGHT CURVE LEFT SIB / SWERVED / LEFT ROADWAY / HIT GUARDRAIL
POO
E270148
DRY
DAYLIGHT
9:40
NO
PARADISE BAY RD
0.314
04/04/17
MEDICAL EVENT / SLIGHT CURVE LT SIB / SIDESWIPED SIB GUARDRAIL / CROSSED SOUTH & NIB LANES / LEFT ROADWAY/ OVER I
POO
E658487
DRY
DAYLIGHT
10:00
NO
PARADISE BAY RD
0.440
12/05/13
CURVE SIB / UPHILL / ICE / LOST CONTROL / CROSSED NIB LANE / LEFT ROADWAY / IMPACTED LARGE PLANTER ROCK
POO
E291939
ICE
DARK
17:15
NO
PARADISE BAY RD / TIMBERTON DF
0.576
07/10/14
RIGHT ANGLE SIB / ONE STRAIGHT / ONE LEFT TURN ONTO PARADISE BAY FROM TIMBERTON
INJURY
E340743
DRY
DAYLIGHT
12:35
NO
PARADISE BAY RD
0.620
09/10/19
ROUNDED DOWNHILL NIB CURVE RIGHT ONTO NB SHOULDER/LEFT ROADWAY/IMPACTED CUT-BANK/RE-ENTERED ARBORNE/SLID ON DRIVI
INJURY
E960993
DRY
DAYLIGHT
14:08
NO
Appendix 4 Stop Sign Compliance Data
Statistics
Percent
PercentSlowed
# of Did Not
# of Slow but did
Period Vehicle
Intersection Start Time
End Time
Did Not
Stops
not stop/CA stop
Count
Did Not
Stop
p
Stop
01_WalkerWay&OakBay 7:00:00 AM
8:00:00 AM
1
8
172
1%
5%
8:00:00 AM
9:00:00 AM
0
4
256
0%
2%
11:00:00 AM
12:00:00 PM
0
1
353
0%
0%
12:00:00 PM
1:00:00 PM
1
8
395
0%
2%
4:00:00 PM
5:00:00 PM
3
7
394
1%
2%
5:00:00 PM
6:00:00 PM
8
3
320
3%
1%
Totals
13
31
1890
1%
2%
02_ParadiseBay&OakBay 7:00:00 AM
8:00:00 AM
21
15
195
11%
8%
8:00:00 AM
9:00:00 AM
16
12
268
6%
4%
11:00:00 AM
12:00:00 PM
12
16
404
3%
4%
12:00:00 PM
1:00:00 PM
5
41
420
1%
10%
4:00:00 PM
5:00:00 PM
15
37
435
3%
9%
5:00:00 PM
6:00:00 PM
29
15
330
9%
5%
98
136
2052
5%
7%
03_ParadiseBay&BreakerLn 7:00:00 AM
8:00:00 AM
4
3
154
3%
2%
8:00:00 AM
9:00:00 AM
2
7
221
1%
3%
11:00:00 AM
12:00:00 PM
0
6
329
0%
2%
12:00:00 PM
1:00:00 PM
0
16
359
0%
4%
4:00:00 PM
5:00:00 PM
0
13
355
0%
4%
5:00:00 PM
6:00:00 PM
0
15
294
0%
5%
6
60
1712
0%
4%
All Intersections at All Times
117
227
TOTALGRAND of Did Not Stops. Slow but does notstop
and CA stops.
1
Total Vehicles in all Intersections at all Times
9596
Percent of Total Vehicles with Did Not Stop
0%
Percent of Total Vehicles with Slow but does not stop and CA stops
0%
Percent of Total Vehicles with Did Not Stop and Slow bud does not stop and CA stops
0%
StatsSummary
Time on
07/12/2019Time
Video Observations: Walker Way/Marina View Drive/Oak Bay Road
7:00:00
LUDLOW 01 SD E5 AM/Standard SCU3B1 2019-07-12 0700.001.mp4
7:11:15
Vehicle makes U-Turn across intersection
7:12:05
Vehicle (white pick up) driving faster
7:13:15
Vehicle does not stop on right turn
7:15:07
Bicylist crosses road to opposing direction before intersection
7:18:11
Pedestrian crosses
7:18:53
Two vehicles turn right onto minor road using wide major road shoulder
7:20:38
Vehicle - CA stop turning left onto major road
7:22:23
Vehicle - CA stop turning left onto major road
7:26:12
Vehicle - CA stop turning right onto major road
7:27:18
Vehicle turns right onto minor road using wide major road shoulder
7:29:38
Vehicle turns right onto minor road using wide major road shoulder
7:32:45
Vehicle - CA stop turning right onto major road
7:33:25
Vehicle - CA stop turning right onto major road
7:34:11
Vehicle turns right onto minor road using wide major road shoulder
7:36:10
Vehicle (SUV) driving faster
7:37:02
Vehicle - CA stop
7:43:00
Vehicle - CA stop
Pedestrian crossing from same -direction travel lane to major road side opposite -
direction travel lane
7:50:30
Pedestrian waiting for pick up
7:51:50
Bus comes onto wide shoulder to pick up pedestrian
7:54:10
Vehicle - CA stop
7:59:25
Vehicle turns right onto minor road using wide major road shoulder
8:00:00
LUDLOW 01 SD E5 AM/Standard _SCU3BI_2019-07-12 0700.002.mp4
8:01:48
Vehicle turns right onto minor road using wide major road shoulder
8:05:30
Vehicle turns right onto minor road using wide major road shoulder
8:07:15
Vehicle turns right onto minor road using wide major road shoulder
8:08:45
White truck approaches recently entered vehicle at higher speed
8:09:24
Near accident: Suburban crossing major road with approaching vehicle
8:10:30
Vehicle turns right onto minor road using wide major road shoulder
8:11:20
Moped turns right onto minor road using wide major road shoulder
8:16:12
Vehicle - CA stop crossing major road
8:17:12
Vehicle - CA stop turning right onto major road
8:21:58
Vehicle - CA stop turning right onto major road
8:24:39
Vehicle turns right onto minor road using wide major road shoulder
8:35:00
Vehicle - CA stop turning right onto major road
8:38:28
Vehicle turns right onto minor road using wide major road shoulder
8:44:34
Near accident: Vehicle turning left onto major road with approaching vehicle
Did Not Slows but did not
Stop stop or CA Stop
01_WalkerWay&OakBay
8:50:50
Vehicle turns right onto minor road using wide major road shoulder
8:52:35
Pedestrian walking against straffic on major road
8:53:05
Vehicle turns right onto minor road using wide major road shoulder
8:55:02
Vehicle turns right onto minor road using wide major road shoulder
8:57:10
Vehicle turns right onto minor road using wide major road shoulder
8:58:10
Vehicle turns right onto minor road using wide major road shoulder
11:00:00
LUDLOW 01 SD E5 MD/Standard SCU361 2019-07-12 1100.001.mp4
11:06:09
Vehicle - CA stop turning right onto major road
11:11:42
Vehicle turning left onto minor road cuts corner onto opposing lane
11:12:03
Vehicle makes U-turn from major to minor road
11:14:10
Vehicle turns right onto minor road using wide major road shoulder
11:17:05
Person gets out of vehicle at stop sign on minor road
11:19:20
Vehicle turns right onto minor road using wide major road shoulder
11:24:12
Vehicle turns right onto minor road using wide major road shoulder
11:29:58
Motorcycle turning left onto major road immediately behind truck
11:34:14
Double left turning vehicles onto minor roads from opposite directions -one turns
onto opposing minor road travel lane cutting corner
11:35:15
Pedestrians
11:46:00
Vehicle idling/person gets out of vehicle at stop sign on minor road
11:47:10
Vehicle tries to pass idle vehicle, that then moves
11:50:48
Vehicle turns right onto minor road using wide major road shoulder
11:59:20
Vehicle turns right onto minor road using wide major road shoulder
11:59:58
Vehicle - CA stop turning right onto major road
12:00:00
LUDLOW 01 SD E5 MD/Standard SCU3BI 2019-07-12 1100.002.mp4
12:01:15
Vehicle - CA stop turning right onto major road
12:03:22
Vehicle turns right onto minor road using wide major road shoulder
12:04:54
Near accident: Vehicle turning left onto major road with approaching vehicle
12:05:00
Near accident: Vehicle turning left onto minor road with approaching vehicle
12:06:35
Vehicle - CA stop turning left onto major road
12:11:45
Vehicle - CA stop turning left onto major road
12:12:12
Vehicle turns right onto minor road using wide major road shoulder
12:13:15
Vehicle turns right onto minor road using wide major road shoulder
12:14:18
Vehicle - CA stop turning right onto major road
12:20:36
Vehicle turning left onto minor road cuts corner onto opposing lane
12:30:05
Pedestrians walking on minor road in lane of same direction traffic/crossing
12:33:04
Vehicle - CA stop turning right onto major road
12:33:37
Vehicle turns right onto minor road using wide major road shoulder
12:35:58
Vehicle turns right onto minor road using wide major road shoulder
12:37:08
Vehicle turns right onto minor road using wide major road shoulder
12:37:26
Vehicle turns right onto minor road using wide major road shoulder
01_WalkerWay&OakBay
12:40:20
Vehicle stops half car length in advance of painted stop bar line
12:40:53
Vehicle turns right onto minor road using wide major road shoulder
12:43:30
Vehicle turns right onto minor road using wide major road shoulder
12:44:03
Vehicle - CA stop turning right onto major road
12:45:48
Vehicle turns right onto minor road using wide major road shoulder
12:46:45
Vehicle turns right onto minor road using wide major road shoulder
12:46:58
Vehicle turns right onto minor road using wide major road shoulder
12:47:15
Vehicle turns right onto minor road using wide major road shoulder
12:48:09
Vehicle does not stop on right turn
12:50:41
Vehicle - CA stop turning right onto major road
12:51:00
Vehicle turns right onto minor road using wide major road shoulder
12:24:20
Vehicle turns right onto minor road using wide major road shoulder
12:56:35
Vehicle turns right onto minor road using wide major road shoulder
12:56:50
Vehicle turns right onto minor road using wide major road shoulder
12:58:05
Vehicle - CA stop turning right onto major road
16:00:00
LUDLOW 01 SD E5 PM/Standard SCU361 2019-07-12 1600.001.mp4
Comment
16:02:45
Afternoon shade creates dark shadows
Vehicle - CA stop turning left onto major road
16:04:02
Vehicle turns right onto minor road using wide major road shoulder
16:05:43
Vehicle turns right onto minor road using wide major road shoulder
16:11:18
Vehicle does not stop crossing major road
16:15:00
Vehicle turns right onto minor road using wide major road shoulder
16:15:32
Vehicle does not stop crossing major road
16:16:10
Vehicle - CA stop turning left onto major road
16:25:05
Vehicle - CA stop turning left onto major road
16:25:42
Vehicle turns right onto minor road using wide major road shoulder
16:27:30
Vehicle turns right onto minor road using wide major road shoulder
16:27:58
Vehicle - CA stop turning right onto major road
16:29:20
Vehicle - CA stop turning right onto major road
16:32:15
Vehicle turns right onto minor road using wide major road shoulder
16:32:57
Vehicle turns right onto minor road using wide major road shoulder
16:36:30
Vehicle turns right onto minor road using wide major road shoulder
16:36:50
Vehicle - CA stop turning left onto major road
16:37:05
Vehicle turns right onto minor road using wide major road shoulder
16:37:22
Pedestrian
16:39:02
Vehicle turns right onto minor road using wide major road shoulder
16:39:04
Vehicle turns right onto minor road using wide major road shoulder
16:39:36
Vehicle drives up to street past stop line to turn left onto major road
16:42:00
Bicyclist turns from minor road onto major road
16:43:35
Vehicle turns right onto minor road using wide major road shoulder
16:46:14
Vehicle turns right onto minor road using wide major road shoulder
1 8
01_WalkerWay&OakBay
16:47:42
Vehicle turns right onto minor road using wide major road shoulder
16:49:15
Vehicle - CA stop turning left onto major road
16:49:16
Bicyclist on major road
16:51:13
Vehicle does not stop turning right onto major road
16:59:31
Near accident? left turn off major road with approaching vehicle
17:00:00
LUDLOW 01 SD E5 PM/Standard SCUM 2019-07-12 1600.002.mp4
17:02:22
Vehicle turns right onto minor road using wide major road shoulder
17:02:30
Vehicle does not stop turning right onto major road
17:04:00
Vehicle - CA stop turning left onto major road
17:04:03
Vehicle does not stop turning right onto major road
17:04:20
Vehicle does not stop crossing major road
17:06:15
Vehicle turning left onto minor road cuts corner onto opposing lane
17:06:39
Vehicle turns right onto minor road using wide major road shoulder
17:07:06
Vehicle does not stop turning right onto major road
17:08:00
Vehicle - CA stop turning right onto major road
17:20:03
Vehicle does not stop turning right onto major road
17:22:24
Vehicle turns right onto minor road using wide major road shoulder
17:24:42
Vehicle - CA stop turning left onto major road
17:26:33
Vehicle turns right onto minor road using wide major road shoulder
17:26:49
Vehicle turns right onto minor road using wide major road shoulder
17:28:25
Vehicle turns right onto minor road using wide major road shoulder
17:33:27
Vehicle does not stop turning right onto major road
17:37:10
Pedestrian walking in same direction as traffic
17:43:39
lVehicle does not stop turning right onto major road
17:53:41
lVehicle does not stop turning right onto major road
1
3
1
1
1
1
1
1
1
1
1
1
7
1
1 8 3
13
31
Total: Did Not Total # of Slows but does
Stops not stop or CA Stop
01_WalkerWay&OakBay
Time on
07/12/2
Video Observations: Paradise Bay/Oak Bay Rd/Osprey Ridge Dr
7:00:00
LUDLOW 02 SD L6 AM/Standard_SCU3HS_2019-07-12_0700.001.mp4
7:00:42
Vehicle slows but does not stop on major road
7:01:40
Vehicle slows but does not stop on major road
7:02:21
Vehicle slows but does not stop on major road
7:05:25
Vehicle does not stop turning right onto major road
7:06:05
Vehicle - CA stop turning right onto major road
7:06:12
Vehicle does not stop turning right onto major road
7:07:20
Vehicle does not stop crossing major road
7:07:47
Vehicle slows but does not stop on major road
7:09:31
Vehicle slows but does not stop on major road
7:10:23
Vehicle does not stop turning right onto major road
7:10:53
Vehicle does not stop turning right onto major road
7:12:54
Vehicle does not stop turning right onto major road
7:17:25
Vehicle does not stop turning right onto major road
7:19:39
Vehicle - CA stop turning right onto major road
7:21:25
Vehicle slows but does not stop on major road
7:22:45
Pedestrian
7:22:56
Vehicle does not stop turning right onto major road
7:25:08
Vehicle slows but does not stop crossing major road
7:25:19
Vehicle does not stop turning right onto major road
7:26:01
Vehicle does not stop turning right onto major road
7:27:22
Vehicle does not stop on major road
7:29:48
Vehicle does not stop turning right onto major road
7:33:04
Pedestrians
7:33:15
Pedestrians
7:36:50
Vehicle slows but does not stop on major road
7:37:00
Vehicle slows but does not stop turning left onto major road
7:37:35
Vehicle does not stop turning right onto major road
7:41:56
Vehicle does not stop turning right onto major road
7:42:27
Vehicle slows but does not stop turning right onto major road
7:43:10
Vehicle slows but does not stop turning right onto minor road
7:44:48
Vehicle does not stop turning right onto minor road
7:46:28
Vehicle idles in minor road right turn lane
7:48:18
Vehicle slows but does not stop turning right onto major road
7:49:52
Vehicle does not stop turning right onto major road
7:52:09
Vehicle does not stop turning right onto major road
7:52:18
Vehicle does not stop on major road
7:53:20
Vehicle slows but does not stop turning right onto major road
Slows but did not stop
Did Not Stop or CA Stop
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
02_ParadiseBay&OakBay
7:53:31
Vehicle does not stop turning right onto major road
7:55:48
Vehicle does not stop on major road
7:57:10
Vehicle does not stop turning right onto major road
8:00:00
LUDLOW 02 SD L6 AM/Standard SCU3H5 2019-07-12_0700.002.mp4
8:00:18
Vehicle does not stop crossing major road
8:01:07
Vehicle does not stop turning right onto major road
8:04:50
Vehicle does not stop turning right onto major road
8:07:45
Vehicle does not stop turning right onto major road
8:09:20
Vehicle slows but does not stop turning right onto major road
8:10:23
Vehicle slows but does not stop turning right onto major road
8:11:48
Vehicle does not stop turning right onto major road
8:13:35
Vehicle slows but does not stop turning right onto major road
8:14:34
Right of way dispute - two vehicles leave stop lines at same time
8:19:51
Vehicle does not stop turning right onto major road
8:20:53
Vehicle slows but does not stop turning right onto major road
8:22:10
Vehicle does not stop turning left onto minor road
8:22:32
Pedestrians
8:23:00
Vehicle does not stop on major road
8:23:17
Vehicle does not stop turning right onto major road
8:23:39
Vehicle does not stop turning right onto major road
8:29:52
Vehicle slows but does not stop turning right onto major road
8:30:38
Vehicle does not stop turning right onto major road
8:31:03
Vehicle does not stop turning left onto major road
8:32:37
Vehicle does not stop turning right onto major road
8:32:57
Vehicle slows but does not stop turning right onto major road
8:33:21
Vehicle slows but does not stop turning right onto major road
8:40:09
Vehicle idles in major road left turn lane
8:42:01
Vehicle does not stop turning right onto major road
8:46:58
Vehicle slows but does not stop turning left onto minor road
8:47:56
Vehicle slows but does not stop turning left onto major road
8:48:35
Vehicle slows but does not stop crossing major road
8:51:07
Vehicle slows but does not stop turning right onto major road
8:52:12
Vehicle does not stop on major road
8:53:12
Vehicle does not stop turning right onto major road
8:56:56
Vehicle slows but does not stop turning left onto minor road
11:00:00
LUDLOW 02 SD L6 MD/Standard SCU3H5 2019-07-12 1100.001.mp4
11:03:06
Pedestrians
11:03:48
Bicyclist
11:05:00
Vehicle does not stop turning right onto major road
11:05:05
Vehicle does not stop turning right onto major road
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
15
1
1
1
1
1
1
1
1
1
1
1
16 1 12
02_ParadiseBay&OakBay
11:05:48
Vehicle slows but does not stop turning right onto minor road
11:07:52
Vehicle slows but does not stop turning right onto major road
11:09:13
Vehicle slows but does not stop turning right onto major road
11:11:41
Vehicle slows but does not stop turning right onto minor road
11:12:41
Vehicle slows but does not stop turning right onto major road
11:15:29
Vehicle slows but does not stop turning right onto major road
11:18:11
Vehicle does not stop turning right onto major road
11:22:29
Vehicle slows but does not stop turning right onto major road
11:24:17
Vehicle does not stop turning right onto minor road
11:25:06
Vehicle does not stop turning right onto minor road
11:27:10
Vehicle does not stop turning right onto minor road
11:27:36
Vehicle slows but does not stop turning right onto major road
11:28:14
Vehicle does not stop turning right onto minor road
11:28:50
Pedestrian
11:30:17
Vehicle slows but does not stop turning right onto major road
11:30:33
Vehicle slows but does not stop turning right onto major road
11:32:00
Vehicle does not stop turning right onto major road
11:33:43
Vehicle slows but does not stop turning right onto major road
11:35:41
Vehicle slows but does not stop turning right onto major road
11:37:25
Vehicle does not stop turning right onto major road
11:40:23
Pedestrians
11:42:10
Vehicle does not stop turning right onto major road
11:43:05
Vehicle does not stop turning right onto major road
11:43:15
Vehicle does not stop turning right onto major road
11:44:20
Vehicle slows but does not stop on major road
11:46:18
Weird delay activity turning left onto minor road???
11:47:08
Vehicle slows but does not stop turning right onto major road
11:55:25
Pedestrians
11:58:18
Vehicle slows but does not stop turning left onto minor road
11:59:21
Vehicle slows but does not stop on major road
12:00:00
LUDLOW 02 SD L6 MD/Standard_SCU3HS_2019-07-12_1100.002.mp4
12:01:23
Vehicle slows but does not stop turning right onto major road
12:02:15
Vehicle slows but does not stop turning right onto major road
12:02:50
Pedestrians
12:03:27
Vehicle slows but does not stop turning right onto major road
12:03:38
Vehicle does not stop turning right onto major road
12:04:53
Vehicle slows but does not stop turning right onto major road
12:06:02
Vehicle slows but does not stop turning left onto minor road
12:06:47
Vehicle does not stop turning right onto minor road
12:08:01
Vehicle slows but does not stop turning right onto major road
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
12 1 16
1
1
1
1
1
1
02_ParadiseBay&OakBay
12:08:32
Vehicle slows but does not stop crossing major road
12:08:49
Vehicle slows but does not stop turning right onto major road
12:09:16
Vehicle does not stop turning right onto minor road
12:10:13
Vehicle slows but does not stop on major road
12:12:51
Vehicle does not stop turning right onto minor road
12:13:56
Vehicle slows but does not stop turning right onto major road
12:14:18
Vehicle slows but does not stop on major road
12:15:48
Vehicle slows but does not stop turning right onto major road
12:18:22
Vehicle slows but does not stop on major road
12:19:03
Vehicle slows but does not stop on major road
12:21:35
Vehicle does not stop on major road
12:23:23
Vehicle slows but does not stop turning right onto major road
12:29:57
Vehicle slows but does not stop turning right onto major road
12:30:37
Near Collision: minor approach, heavy brakes on second vehicle
12:31:55
Vehicle slows but does not stop turning left onto minor road
12:33:20
Vehicle slows but does not stop turning right onto minor road
12:35:40
Vehicle slows but does not stop turning right onto major road
12:36:13
Vehicle slows but does not stop turning left onto major road
12:36:40
Vehicle slows but does not stop turning right onto major road
12:37:41
Vehicle slows but does not stop turning right onto major road
12:37:52
Vehicle slows but does not stop turning right onto major road
12:40:46
Vehicle slows but does not stop turning right onto major road
12:40:51
Vehicle slows but does not stop on major road
12:41:31
Vehicle slows but does not stop turning left onto minor road
12:42:11
Vehicle slows but does not stop crossing major road
12:42:35
Vehicle slows but does not stop crossing major road
12:44:00
Vehicle slows but does not stop turning right onto major road
12:44:41
Vehicle slows but does not stop crossing major road
12:45:30
Vehicle slows but does not stop turning right onto major road
12:45:40
Vehicle slows but does not stop turning right onto major road
12:46:22
Vehicle slows but does not stop turning left onto minor road
12:48:50
Vehicle slows but does not stop turning right onto major road
12:50:38
Vehicle slows but does not stop turning right onto major road
12:51:30
Vehicle slows but does not stop turning right onto major road
12:51:50
Vehicle slows but does not stop turning right onto major road
12:52:57
Vehicle slows but does not stop turning right onto major road
12:55:13
Vehicle slows but does not stop turning right onto major road
12:56:23
Vehicle slows but does not stop turning left onto minor road
12:59:06
Vehicle slows but does not stop turning right onto major road
16:00:00
LUDLOW 02 SD L6 PM/Standard_SCU3H5 2019-07-12_1600.001.mp4
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
5 1
41
02_ParadiseBay&OakBay
16:00:13
Vehicle slows but does not stop turning right onto major road
16:02:33
Vehicle slows but does not stop turning right onto major road
16:02:55
Vehicle slows but does not stop turning right onto major road
16:04:27
Vehicle slows but does not stop turning right onto major road
16:05:21
Vehicle does not stop turning right onto minor road
16:05:57
Pedestrians on two corners
16:07:14
Vehicle slows but does not stop turning left onto minor road
16:08:04
Vehicle does not stop turning right onto major road
16:08:27
Vehicle does not stop turning right onto major road
16:08:57
Vehicle slows but does not stop on major road
16:09:17
Vehicle slows but does not stop turning right onto major road
16:10:42
Bicyclist turning left from right turn area
16:11:07
Vehicle slows but does not stop turning right onto major road
16:11:51
Vehicle does not stop turning left onto minor road
16:12:26
Vehicle slows but does not stop on major road
16:12:47
Vehicle does not stop turning left onto minor road
16:13:00
Pedestrian
16:13:28
Vehicle does not stop turning right onto major road
16:13:58
Vehicle slows but does not stop turning right onto minor road
16:15:27
Vehicle slows but does not stop turning right onto major road
16:16:16
Vehicle does not stop turning right onto major road
16:16:56
Vehicle slows but does not stop turning left onto major road
16:17:16
Vehicle slows but does not stop turning right onto minor road
16:17:45
Vehicle does not stop turning right onto major road
16:18:36
Vehicle slows but does not stop turning right onto major road
16:18:55
Vehicle slows but does not stop crossing major road
16:21:18
Vehicle slows but does not stop turning right onto major road
16:22:51
Vehicle slows but does not stop turning right onto major road
16:23:07
Vehicle slows but does not stop turning right onto major road
16:23:15
Vehicle slows but does not stop on major road
16:23:48
Vehicle slows but does not stop turning right onto major road
16:25:46
Vehicle slows but does not stop turning right onto major road
16:26:03
Vehicle slows but does not stop on major road
16:31:47
Vehicle slows but does not stop turning right onto major road
16:31:57
Vehicle slows but does not stop turning right onto major road
16:34:55
Vehicle slows but does not stop turning right onto major road
16:35:02
Bicyclist
16:35:28
Vehicle does not stop turning right onto major road
16:36:25
Vehicle slows but does not stop turning right onto major road
16:36:40
Vehicle slows but does not stop turning right onto major road
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
02_ParadiseBay&OakBay
16:39:50
10cld Pedestrian behavior
16:41:17
Vehicle slows but does not stop turning left onto minor road
16:42:00
Vehicle slows but does not stop turning right onto major road
16:43:17
Vehicle does not stop turning left onto minor road
16:45:12
Vehicle does not stop turning right onto major road
16:45:25
Vehicle slows but does not stop crossing major road
16:47:12
Vehicle moves from right to left turn lane at intersection
16:47:28
Vehicle slows but does not stop turning right onto major road
16:48:38
Vehicle slows but does not stop turning right onto major road
16:49:54
Vehicle slows but does not stop turning right onto major road
16:50:40
Vehicle slows but does not stop turning left onto minor road
16:50:53
Vehicle does not stop turning right onto major road
16:54:00
Vehicle stops mid intersection
16:54:28
Vehicle does not stop turning right onto minor road
16:55:23
Vehicle does not stop turning left onto minor road
16:56:01
Vehicle slows but does not stop on major road
16:56:48
Vehicle does not stop turning left onto minor road
16:57:13
Vehicle slows but does not stop turning right onto major road
16:58:36
Vehicle slows but does not stop on major road
17:00:00
LUDLOW 02 SD L6 PM/Standard SCU3H5 2019-07-12 1600.002.mp4
17:00:57
Vehicle slows but does not stop turning right onto major road
17:01:20
Vehicle does not stop turning left onto minor road
17:08:37
Vehicle slows but does not stop turning right onto major road
17:09:05
Vehicle slows but does not stop turning right onto major road
17:10:17
Vehicle does not stop on major road
17:10:40
Vehicle slows but does not stop turning right onto major road
17:11:30
Vehicle slows but does not stop crossing major road
17:12:30
Vehicle slows but does not stop turning right onto major road
17:13:31
Vehicle does not stop turning right onto major road
17:13:35
Vehicle does not stop on major road
17:14:49
Vehicle does not stop turning left onto minor road
17:15:07
Vehicle does not stop turning right onto major road
17:16:01
Vehicle does not stop turning right onto major road
17:16:11
Vehicle slows but does not stop turning right onto major road
17:17:47
Vehicle does not stop on major road
17:18:07
Vehicle slows but does not stop turning right onto major road
17:19:44
Vehicle does not stop on major road
17:20:42
Vehicle does not stop turning right onto major road
17:21:03
Vehicle slows but does not stop on major road
17:21:51
Vehicle does not stop turning right onto major road
1
1
1
1
1
1
1
1
1
1
1
1
15 1 37
Vehicles often stop in crosswalk
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
02_ParadiseBay&OakBay
17:21:55
Vehicle does not stop turning right onto major road
17:25:15
Vehicle does not stop turning right onto major road
17:28:21
Vehicle slows but does not stop turning right onto major road
17:29:57
Vehicle slows but does not stop turning right onto major road
17:31:43
Vehicle does not stop turning right onto major road
17:32:29
Vehicle does not stop turning right onto major road
17:34:16
Vehicle does not stop turning right onto major road
17:35:35
Vehicle does not stop turning left onto minor road
17:38:42
Vehicle does not stop turning right onto major road
17:39:16
Vehicle does not stop turning right onto minor road
17:42:23
Vehicle does not stop crossing major road
17:42:28
Vehicle does not stop turning right onto major road
17:42:47
Vehicle does not stop turning right onto major road
17:43:00
Pedestrian
17:43:51
Vehicle slows but does not stop turning right onto major road
17:44:25
Vehicle does not stop turning right onto major road
17:46:04
Vehicle does not stop turning right onto major road
17:46:09
Vehicle does not stop turning right onto major road
17:46:51
Vehicle slows but does not stop turning right onto major road
17:49:51
Vehicle does not stop turning left onto minor road
17:55:43
Vehicle does not stop turning right onto major road
17:56:44
Vehicle does not stop turning left onto minor road
17:58:34
Vehicle does not stop turning left onto minor road
17:58:44
Vehicle slows but does not stop on major road
17:59:12
Vehicle slows but does not stop turning right onto major road
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
29 1 15
98 136
Total # of Slows but
Total # of Did does not stop or CA
Not Stops Stop
02_ParadiseBay&OakBay
Time on
07/12/2019
Video Observations
7:00:00
LUDLOW 03 SD Q2 AM/Standard SCU2YJ 2019-07-12 0700.001.mp4
7:10:00
Speeding?
7:10:35
Speeding?
7:17:12
Speeding?
7:22:34
Vehicle does not stop turning right onto major road
7:23:41
Vehicle does not stop turning right onto major road
7:27:26
Vehicle slows but does not stop turning right onto major road
7:31:47
Vehicle does not stop turning right onto major road
7:34:40
Speeding?
7:42:05
Speeding?
7:49:30
Vehicle slows but does not stop turning right onto major road
7:52:34
Vehicle does not stop turning right onto major road
7:56:42
Vehicle slows but does not stop turning left onto major road
8:00:00
LUDLOW 03 SD Q2 AM/Standard SCU2Y1 2019-07-12 0700.002.mp4
8:10:10
Speeding?
8:15:50
Speeding?
8:17:04
Vehicle slows but does not stop turning right onto major road
8:31:34
Vehicle does not stop turning right onto major road
8:34:23
Vehicle slows but does not stop turning right onto major road
8:36:57
Speeding?
8:39:55
Vehicle slows but does not stop turning right onto major road
8:48:25
Vehicle does not stop turning right onto major road
8:50:18
Vehicle slows but does not stop turning right then left onto major road
8:51:29
Vehicle slows but does not stop turning right onto major road
8:51:49
Vehicle slows but does not stop turning right onto major road
8:51:52
Vehicle slows but does not stop turning right onto major road
11:00:00
LUDLOW 03 SD Q2 MD/Standard_SCU2YJ_2019-07-12 1100.00l.mp4
11:04:24
Bicyclist riding against traffic
11:09:50
Bicyclist riding against traffic
11:19:33
Vehicle slows but does not stop turning right onto major road
11:29:20
Vehicle slows but does not stop turning right onto major road
11:34:31
Pedestrians
11:37:57
Vehicle slows but does not stop turning right onto major road
11:43:24
Vehicle slows but does not stop turning right onto major road
11:58:14
Vehicle slows but does not stop turning right onto major road
11:58:31
Vehicle slows but does not stop turning right onto major road
12:00:00
LUDLOW 03 SD Q2 MD/Standard_SCUM 2019-07-12 1100.002.mp4
12:01:15
IVehicle slows but does not stop turning right onto major road
12:02:14
IVehicle slows but does not stop turning right onto major road
Slows but does not
Did Not Stop stop or CA Stop
1
1
1
1
1
1
1
1
1
4
3
1
1
1
1
1
1
1
2
7
1
1
1
1
1
1
0
6
1
1
03_ParadiseBay&BreakerLn
12:06:40
Vehicle slows but does not stop turning right onto
major road
12:07:19
Vehicle slows but does not stop turning right onto
major road
12:12:32
Vehicle slows but does not stop turning right onto
major road
12:18:40
Vehicle slows but does not stop turning left onto major road
12:19:27
Vehicle slows but does not stop turning right onto
major road
12:21:15
Vehicle slows but does not stop turning right onto
major road
12:26:24
Vehicle slows but does not stop turning right onto
major road
12:34:41
Pedestrians
12:39:46
Vehicle slows but does not stop turning right onto
major road
12:41:17
Vehicle slows but does not stop turning right onto
major road
12:46:48
Vehicle slows but does not stop turning left onto major road
12:50:01
Vehicle slows but does not stop turning right onto
major road
12:50:10
Vehicle slows but does not stop turning right onto
major road
12:53:54
Vehicle slows but does not stop turning right onto
major road
12:56:20
Vehicle slows but does not stop turning right onto
major road
16:00:00
LUDLOW 03 SD Q2 PM/Standard_SCU2YJ_2019-07-12_1600.001.mp4
16:02:23
Vehicle slows but does not stop turning right onto
major road
16:10:50
Vehicle slows but does not stop turning right onto
major road
16:13:10
Vehicle slows but does not stop turning right onto
major road
16:13:21
Vehicle slows but does not stop turning right onto
major road
16:16:07
Motorcycle slows but does not stop turning right onto major road
16:16:11
Vehicle slows but does not stop turning right onto
major road
16:16:45
Pedestrian
16:27:20
Vehicle slows but does not stop turning right onto
major road
16:33:38
Pedestrian running across major road
16:33:51
Vehicle slows but does not stop turning right onto
major road
16:38:02
Motorcycle slows but does not stop turning right onto major road
16:41:27
Vehicle slows but does not stop turning right onto
major road
16:47:10
Vehicle slows but does not stop turning right onto
major road
16:48:30
Vehicle slows but does not stop turning right onto
major road
16:56:02
Vehicle slows but does not stop turning right onto
major road
17:00:00
LUDLOW 03 SD Q2 PM/Standard_SCU2YJ_2019-07-12_1600.002.mp4
17:06:03
Vehicle slows but does not stop turning right onto
major road
17:09:16
Vehicle slows but does not stop turning right onto
major road
17:10:22
Vehicle slows but does not stop turning right onto
major road
17:12:10
Vehicle slows but does not stop turning right onto
major road
17:12:55
Vehicle slows but does not stop turning right onto
major road
17:14:45
Vehicle slows but does not stop turning right onto
major road
17:16:41
Vehicle slows but does not stop turning right onto
major road
17:17:17
Vehicle slows but does not stop turning right onto
major road
17:17:34
Vehicle slows but does not stop turning right onto
major road
C
G
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
16
13
03_ParadiseBay&BreakerLn
17:38:03
Vehicle slows but does not stop turning right onto major road
17:38:12
Vehicle slows but does not stop turning right onto major road
17:38:38
Vehicle slows but does not stop turning right onto major road
17:39:29
Vehicle slows but does not stop turning right onto major road
17:43:54
Vehicle slows but does not stop turning right onto major road
17:55:18
Ivehicle slows but does not stop turning right onto major road
Total # of Did Not Slows but does not
Stops stop or CA Stop
15
60
03_ParadiseBay&BreakerLn
Appendix 5 Stop Sign Warrant Evaluation
Appendix 5
All -way Stop Warrant Calculations
The MUTCD Section 213.07 Multi -Way Stop Applications provides guidelines for installation of multi -way
stop sign control at intersection.
Guidance:
03 The decision to install multi -way stop control should be based on an engineering study.
04 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.
Option:
05 Other criteria that may be considered in an engineering study include:
A. The need to control left -turn conflicts;
B. The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes;
C. Locations where a road user, after stopping, cannot see conflicting traffic and is not able to negotiate the
intersection unless conflicting cross traffic is also required to stop; and
D. An intersection of two residential neighborhood collector (through) streets of similar design and operating
characteristics where multi -way stop control would improve traffic operational characteristics of the
intersection.
Tables 1, 2 and 3 summarize the hourly traffic volumes collected at the three study intersections.
The volume and delay guidelines of the multi -way stop control warrants are not supported by the
current traffic volumes. Furthermore, with the ample sight distance, installation of stop signs will result
in drivers disregarding the signs.
Table 1: Paradise Bay Road and Breaker Lane/Anchor Lane
Time Period Hourly Interval Major Approach 1 Minor Approach 2
AM Peak 7:00 to 8:00 AM 140 14
Period 8:00 to 9:00 AM 195
26
Midday Peak
11:00-12:00 PM
276
53
Period
12:00-1:00 PM
313
47
PM Peak
4:00-5:00 PM
316
39
Period
5:00-6:00 PM
252
42
1. Sum of vehicle volumes on both approaches of Paradise Bay Road
2. Sum of vehicle, pedestrian and bicycle volumes on both approaches of Breaker Lane
Table 2: Oak Bay Road and Paradise Bay Road/Osprey Ridge Drive
Time Period
Hourly Interval
Major Approach 1
Minor Approach Z
AM Peak
Period
7:00 to 8:00 AM
8:00 to 9:00 AM
109
141
87
127
Midday Peak
11:00-12:00 PM
228
182
Period
12:00-1:00 PM
203
219
PM Peak
4:00-5:00 PM
232
206
Period
5:00-6:00 PM
155
175
1. Sum of vehicle volumes on both approaches of Oak Bay Rd
2. Sum of vehicle, pedestrian and bicycle volumes on Paradise Bay Rd and Osprey Ridge Dr
Table 3: Oak Bay Road and Marina View Drive/Walker Way
Time Period
Hourly Interval
Major Approach 1
Minor Approach z
AM Peak
Period
7:00 to 8:00 AM
8:00 to 9:00 AM
136
186
37
70
Midday Peak
Period
11:00-12:00 PM
12:00-1:00 PM
262
315
91
80
PM Peak
Period
4:00-5:00 PM
5:00-6:00 PM
288
259
107
61
1. Sum of vehicle volumes on both approaches of Oak Bay Rd
2. Sum of vehicle, pedestrian and bicycle volumes on Marina View Dr and Walker Way
Appendix 6 Intersection Improvement Concepts
Jefferson County
Port Ludlow
Safety Study
Walker Way/
Marina View Dr
& Oak Bay Rd
Ip
Jefferson County
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