HomeMy WebLinkAbout011Pleasant Harbor EIS
Jefferson County, WA
Transportation lmpact Study - Revised
August 23, 2OO7
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Transportation Engineering NorthWest, LLC
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Pleasant Harbor EIS
Jefferson County, WA Transportation lmpact Study - Revised
Table of Contents
TNTRODUCTTON .............
Project ldentification
EXISTING CONDITIONS
Roadway Conditions.
Existing Traffic Volumes.
lntersection Levels of Service
Collision History
Public Transportation Services......
Nonmotorized Transportation Facilities
Planned Roadway lmprovements
TRANSPORTATTON TMPACTS .................
Non-Project Traffic Forecasts.
Project Trip Generation
Trip Distribution and Assignment
Traffic Volume lmpacts
Public Transportation lmpacts.......
Nonmotorized Transportation lmpacts
lntersection Level of Service lmpacts.
Site Access, Safety, and Circulation lssues
PROJECT MITIGATION MEASURES
Attachment A - Daily Traffic Counts & P.M. Peak Hour Turning Movement Counts
Attachment B - Level of Service Calculations at Study lntersections
Attachment C - Resort Residential Unit Program
Attachment D - 2017 Future Daily and P.M. Peak Hour Traffic Volume Forecasts
Attachment E - Turn Lane Warrant Analysis at SR 101 and Black Point Road
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Pleasant Harbor EIS
Jefferson County, WA Transportation lmpact Study - Revised
List of Figures
Figure 1: Project Site Vicinity.
Figure 2: Proposed Development Districts
Figure 3: Existing Channelization and Traffic Control
Figure 4: 2006 Daily Traffic Volumes
Figure 5: 2006 P.M. Peak Hour Traffic Volumes.,,,..
Figure 6: Project Trip Distribution
Figure 7: 2017 Without Project Daily Traffic Volumes......
Figure 8: 2017 No Action Alternative Daily Traffic Volumes
Figure 9: 2017 Brinnon Alternative Daily Traffic Volumes......
Figure 10: 2017 Statesman Altemative Daily Traffic Volumes
Figure 11: 2017 Hybrid Alternative Daily Traffic Volumes......
Figure 12: 2017 Without Project P.M. Peak Hour Traffic Volumes
Figure 13: 2017 No Action Alternative P.M. Peak Hour Traffic Volumes
Figure 14: 2017 Brinnon Alternative P.M. Peak Hour Traffic Volumes
Figure 15: 2017 Statesman Alternative P.M. Peak Hour Traffic Volumes......
Figure 16: 2017 Hybrid Alternative P.M. Peak Hour Traffic Volumes
List of Tables
Table 1: Level of Service Criteria at lntersections.
Table 2: 2006 Existing P.M. Peak lntersection Levels of Service
Table 3: lntersection 3-Year Historical Collision Rates..........
Table 4: No Action Alternative - Net Project Trip Generati0n...............
Table 5: Brinnon Subarea Plan Alternative - Net Project Trip Generation
Table 6: Typical Buyer Profiles and Annual Residency Estimates
Table 7: Typical Non-Owner Profiles and Average Durations of Occupancy
Table 8: Seasonality of Main Trip Generation Categories
Table 9: Statesman Alternative - Net Project Trip Generation
Table 10: Hybrid Alternative - Net Project Trip Generation
Table 11: 2017 Daily Traffic Volumes by Alternative
.,2
..3
..8
.,9
10
20
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25
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31
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Table 12: 2017 P.M. Peak lntersection Level of Service lmpacts
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August 23, 2OO7
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Pleasant Harbor EIS
Jefferson Countv. WA lmoact Studv - Revised
INTRODUCTION
This study summarizes transportation impacts associated with the proposed development on
properties known as the Pleasant Harbor EIS in Jefferson County, WA. This study documents
transportation impacts associated with this ptoposed action, including:
efforts and field reconnaissance.
l. SR 104 at CenterRoad Ranp
2. SR 104 Ranp at CenterRoad
3. SR l0l at CenterRoad
4. SR 101 atDosewallips Road
5. SR 101 at Brinnon l-zne
6. SR 101 at Dosewallips Park Entrana Road
7. SR 101 atBlackPointRoad
8. SR 101 at Dnckabusb Road
based uponJefferson County and the Washington State Departrnent of Transportation
CWSDOT) standards and guidelines.
Project ldentification
The Pleasant Harbor development is located on SR 101 in the vicinity of Black Point Road in
Jefferson County, Washington. A project site viciniry map is shown in Figure 1. The subject
properties would include two main development districts under the Statesman Alternative:
Black Point Property and Maritime Village (see Figure 2). Under the No Action, Brinnon
Subarea Plan, and Hyrbrid land use altematives, future development on additional properties
west of SR 101 opposite Black Point Road (not controlled by the applicant) were also evaluated
(see Figure 2 for genenl location of these properties).
August 23, 2007
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Pleasant Harbor EIS
lefferson Cqunty, WA Transportation lmpact Study - Revised
(Nol to
B,Transportation
Engineering
NorthWest, LLC
Figure I
Proiect Site Vicinity
Pleasant
Harbor EIS
lefferson Counry WA
Transponation lmpact Study
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August 23, 2OO7
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Pleasant Harbor EIS
Jefferson WA Revised
August 23, 2007
Page 3
Proposed Rig ht-out Only
from Maritime Village Maritime Vi
Development
llage
District
N
I
I
Tudor/Jupiter
Development
Area
N ta.
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Black Point Property
Development District
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PLEASANT HARBoR MARINA &
GoLF RESoRT - DRAFT EIS
DRAFT EIS AREA
J t LEVEL VrLL^s
! z uever- TowNHoMEs
! urxeo uses 0
(Not to Scale)
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NorthWest, LLC
Figure 2
Potential Development Districs
Pleasant Harbor
Ers
Jefferson County, WA
Transportation lmpaa Sudy
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LEGEND
Pleasant Harbor EIS
Jefferson County, WA Trqlsportation lmpact
Full build-out and occupancy of the properties are assumed by 2017. Vehicular site access
would be consolidated for the Maritime Viilage and Black Point Property at SR 101 and Black
Point Road under the Statesman Alternative. The existing northem driveway on SR 101 would
be limited to a right-out, exit-only driveway from the Maritime Village onto SR 101. AII other
existing access connections onto SR 101 would be closed and removed. Existing driveways to
the existing mainawould remain under the No Action and Brinnon Subarea Plan Alternatives.
There are two new site access roadways ptoposed onto Black Point Road for the Black Point
Property and Maritime Village with the Statesman Alternative, including:
Maritime Village. Existing trafftc associated with the State of \Tashington Boat Launch
at Pleasant Harbor would intersect this new frontage road in a consolidated access onto
Black Point Road.
that would serve all traffic tof fuom the Black Point Property and align with the frontage
road into the Maritime Village.
Under the No Action Alternative, properties west of SR 101 opposite Black Point Road were
assumed to access an existing driveway onto SR 101 north of Black Point Road and the SR 101
at Mount Jupiter Road intersection. Under the Hybrid and Brinnon Subarea Plan Altematives,
properties west of SR 101 opposite Black Point Road were assumed to have access at the SR 101
and Black Point Road intersection, making the existing T-intersectjon into a 4-way intersection
under this land use alternative.
The study evaluates four alternative land use scenarios, which are further summarized below:
No Action Alternative
The No Action Alternative would construct a 9-hole golf course and up to 30 new single-family
homes. All existing faciiities currendy on-site including the boat launch, beach, parking area, and
approximately 30 acres of forest were assumed to remain and continue existing operations. The
Tudor Property would construct trwo, 2,500 square foot commercial retail buildings (for a total
of 5,000 square feet). The Jupiter Property would consist of a gas station (maximum of 4 vehicle
fueling positions) with convenience market /RY rcpur/stor ge ^re .
Brinnon Subarea Plan Alternative
The Brinnon Subarea Plan Alternative would construct an 18-hole golf course, 200-room hotel
with conference center, and up to 25 single-family homes on the Black Point Property. On the
Pleasant Harbor Property, a 7,000 square foot marina expansion would replace existing
buildings. The Tudor Property would construct a 20,000 square foot retail commercial building,
August 23, 2007
Page 4PTransportation Engineering NorttrWest, LLC
Revised
a 20-room inn, and up to 20 townhouses. The Jupiter Property would consist of a gas station
(maximum of 4 vehicle fueling positions) with convenience market /RY repau/storage area.
Statesman Alternative
The subject properties would include t'wo main development districts: The Black Point Property
and The Maritime Village. The development involves creation of a Master Planned Resort
MPR) that would include an 1S-hole golf course with 3,000 square foot refreshment center, 790
condominiums/townhouses, 100 apartments, a 60,000 square foot resort/reta,l./spa conference
center, a 200-seat (10,000 square foot) community centerfchapel, a 16,000 square foot
commercial retail building, and incorporate an existing 311-slip maina.
Hybrid Alternative
The Hybrid Altemative assumes the same land uses Statesman Alternative (developed under
alternative ownership) except for the additional development of the adjacent Tudor and Jupiter
Properties. The Tudor Property would constflrct a 50-unit RV patk, 4 rcntal cabins, and two
commercial retail buildings totaling 10,000 square feet. TheJupiter Property would consist of a
gas station (maximum of 4 vehicle fueling positions) with convenience market/automotive
repair shop. From a transportation impact perspective, this altematjve represents the worst-case
scenario as it has the potential to generate the highest number of vehicle trips as well as generate
the highest number of turning and crossing movements at the Black Point Road and SR 101
intersection.
August 23, 2007
Page 5PTransportrtion Engineering NorurWeet, l-l-C
Pleasant Harbor EIS
lefferson Countv. WA
Pleasant Harbor EIS
Jefferson County, WA Transportation lmpact Study - Revised
EXISTING CONDITIONS
This section describes existing transportation system conditions in the study area. It includes an
inventory of existing roadway conditions, tafftc volumes, intersection levels of service, collision
history, public transportation services, nonmotorized transportation faciJities, and planned
roadway improvements.
Roadway Conditions
The following paragraphs describe existing aneial roadways that would be used as major routes
for site access. Roadway characteristics are described in terms of number of lanes, posted speed
limits and shoulder types and widths.
SR 101 is classified by WSDOT as a rural principal aterial. The roadway generally consists of
2 tavel lanes 11 feet wide with 3-to 10-foot paved shoulders. The posted speed limit is 50 mph
in the vicinity of the subject properties.
SR 104 is classified by WSDOT as a rural principal arteid,. The roadway consists of 2 ttavel
lanes 11 feet wide with 8-foot paved shoulders. The speed limit is posted at 60 mph.
Center Road north of SR 101 is a two-lane major collector roadway with 11-foot travel lanes
and 7 - to 9-foot paved shoulders. Curbs, gutters, and sidewalks are located on the west side of
the street, and a raised curb is located on the east side of the street. The curb-to-curb pavement
width is 38 feet. The posted speed limit is 30 mph in the vicinity of Quilcene and 35 mph
further north of Quilcene.
Dosewallips Road is a t'wo-lane minor collector roadway with 11-foot travel lanes and l-foot
paved shoulders. The speed limit is posted at 35 mph.
Dosewallips Park Entrance Road is a two-lane, 20-foot local access roadway. The posted
speed limit is 10 mph west of and 5 mph east of SR 101.
Black Point Road is a two-lane local access street, with existing demand of less than 300 daily
vehicles. The Jefferson County Public Works Road Log identifies 24-feet of pavement and 3-
foot shoulders. However, based upon measured conditions in the field by TEN'$7 at several
points along Black Point Road (in the vicinity of all proposed access points), the total pavement
width ranges between 26 and27 feet in width with 1- to 3-foot grassf gravel shoulders. The
speed limit is posted at 35 mph. Black Point Road was constructed tn 1974-75 with a structural
section of 12-inches of Class B gravel base overlaid with 2 shots of bituminous surface
treatment.
Old Black Point Road is an undefined County Road that potentially serves as the first 0.04
miles of the existing entrance into the K.O.A. campground on the subiect properties. According
to the County Road Log, it intersections Black Point Road at approximately 0.05 miles from SR
101 and was established as a 72-foot of right-of-way. No record of this right-of-way is noted on
recent property Alta surveys or tide reports.
Duckabush Road is a two-lane minor collector roadway with 11-foot travel lanes and no
shoulders. The posted speed limit is 25 mph.
August 23, 2007
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Pleasant Harbor EIS
Jefferson County, WA Transoortation lmoact Studv - Revised
Existing Traffic Volumes
Daily traffic volumes represent the number of vehicles traveling a roadway segment over a 24-
hour period on an
^.verage
weekday. Peak hour traffic volumes represent the highest houdy
volume of vehicles passing through an intersection during a typical 4-6 p.m. peak period. For
the pulposes of this trafftc study, the p.m. peak period was used as the peak hour since the
proposed proiect would generate the highest uafftc during this period. Figute 3 illustrates
existing charnelizaaon and traffic control at all study intersections, and Figures 4 and 5 show
existing daily and p.m. peak hour traffic volumes.
DatJy trafftc volumes were obtained from WSDOT. Traffic Count Consultants, Inc. also
conducted daily traffic counts on SR 101 (south of Quilcene and south of Brinnon) and Center
Road and p.m. peak hour turning movement counts at all study intersections in
August/September 2006 (traffic counts are provided in Attachment A). Historical traffic
volumes on SR 101 and study intersection roadways in the proiect site vicinity indicate a
weighted a-verage growth rate of 2 percent per year between 1998 and 2004. Furthermore,
Jefferson County traffic and population forecasts in Quilcene and Brinnon estimate a2percent
annual growth rate out to 20241 . Therefore, a 2 percent per year gtowth rate was used to factot
historical datly traffic volumes to estimate existing conditions.
At milepost 324.80 on SR 101 (approximately 15 miles south of Black Point Road), S7SDOT
maintains a permanent traffic recorder station. During the peak summer month of August,
traffic volumes recorded on SR 1,07 are approximately one-third higher than the annual average
daily volumes. Traffic counts collected by TENW were collected prior to and during the Labor
Day Weekend in 2006, representing a conservative period and allowing for evaluation of
potential traffic impacts during a worst-case scenario of peak use of the proposed resort facilities
during peak summer taffic flows in the study area.
lntersection Levels of Service
Level of service 0-OS) serves as an indicator of the quality of taffic flow at an intersection or
road segment. The LOS grading ranges from A to F, such that LOS A is assigned when minimal
delays are present and low volumes are experienced. LOS F indicates long delays andf or forced
flow. Table 1 summarizes the delay range for each level of seryice at unsignalized intersections.
The methods used to calculate the levels of service are described in the updated 2000 Higbwal
Capacifi Manual (Special Report 209, Transportation Research BoarQ. The measure of
effectiveness for unsignalized intersections, a level of service and estimate of average control
delay is determined for each minor or controlled movement based upon a sequential analysis of
gaps in the maior traffic streams and conflicting traffic movements. In addition, given that
unsignalized intersections create different driver expectations and congestion levels than
signalized intersections, their delay criteria are lower. Conrol delay at unsignalized intersections
include deceleration delay, queue move-up time, stopped delay in waiting for at adequate gap in
flows through the intersection, and final acceleration delay. Level of service standards in
Jefferson County are LOS C for rural roads and LOS D for all other roads.
I Source: Transportation Element of the Jefferson County Comprehensive Plan, December 2004.
P Transportation Engineering NorurWest, t-t-c
August 23, 2007
Page 7
Pleasant Harbor EIS
Jefferson Countv. WA Transportation lmpact Study - Revised
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Figure 3
Existing Channelization
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Pleasant
Harbor EIS
lefferson County, WA
Transponation lmpact Study
P Transportation Engineering NortnWest, l-l-C
August 23, 2007
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Pleasant Harbor EIS
Jefferson Countv. WA T'ransDortation lmoact Studv - Revised
P Transportation
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NorthWest, LLC
Figure 4
2006 Existing
Daily Traffic Volumes
Pleasant
Harbor EIS
Jefferson County, WA
Transporution lmpact Study
P Transportation Engineering NortnWeet, t-t-C
August 23, 2007
Page 9
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Figure 5
2006 Existing
P.M. Peak Hour Traffic Volumes
Pleasant
Harbor EIS
Jefferson County, WA
Tran5ponatlon lmpact Study
P Transpo.tataon Engineering NoriltWest, t-t-C
August 23, 2OO7
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Pleasant Harbor EIS
Jefferson County, WA Transportation lmpact Study - Revised
Table 1: Level of Service Criteria at lntersections
Level of Service
Signalized I ntersection
Delay Range (sec)
U nsignalized I ntersection
Delav Ranoe (sec)
A <'10 <10
B > 10 to < 20 > lOto<15
C > 20to<35 > 15toS25
D > 35to<55 > 25to<35
E > 55to<8O > 35to<5O
F >80 >50
209, Transportation Research Board, 2000, Update.
Existing p.m. peak hour levels of service at study intersections are summaized in Table 2. All
intersections currendy operate at LOS B or better. Detaiied level of service summary
worksheets are provided in Attachment B.
Table 2: 2OOG P.M. Peak lntersection Levels of Service
Note: Analysis based on 2000 results using HCM 2000 control delays
Collision History
The frequency and severity of collisions are commonly weighted against speed, volume, and
functional classification of a roadway segmeflt or intersection. These variables are considered in
determining if a cenatn location has an unusually high collision rate. The average annual
collision rate is calculated by summing the total number of collisions that occurred at a specified
intersection or roadway segment during the past three years, and dividing the total by three.
August 23. 2007
Page 1 1
Unsionalized InteBections
Control
Tvpe
Level of
Service
Average
Delay
EB Left A I#1 - SR '104 at Center Road Ramp
SB B 14
EB B 10#2 - SR 104 Ramp at Center Road
NB Left A B
EB B 10
WB B 12
NB Left A B
#3 - SR 1 01 at Center Road
SB Left A 8
EB A 10#4 - SR 101 at Dosewallips Road
NB Left A B
EB A 10
WB B 10
NB Left A B
#5 - SR 101 at Brinnon Lane
SB Left A 8
EB B 11
WB A 10
NB Left A 8
#6 - SR 101 at
Dosewallips Park Entrance Road
SB Left A I
WB A 10#7 - SR 101 at Black Point Road
SB Left A 8
EB B 10#8 - SR 1 01 at Duckabush Road
NB Left A 8
P Transportation Engineering NortrrWest, t-t-C
Pleasant Harbor EIS
Jef&oqlsulv.lryA Transportation lmpact Study - Revised
Collision data for an intersectjon is also measured by collision rates per million entering vehicles
(I,IE$. Collisions per m.e.v. reflect the number of vehicles traveling through an intersection,
providing a different indication of design-related versus volume-related incidences.
Table 3 summarizes historical collision data as provided by the IU7SDOT for the most recent
3-year period between )anuary 7,2004 to December 31,2006 at all study intersections. There
have been no fatal collisions within the project site vicinity in the most recent 3-year period.
There were no reported collisions at the intersections of SR 104 Ramp at Center Road and
SR 101 at Center Road. All study intersections have an
^yerage
annual collision rate equal to or
less than 1.3 and a collision rate per MEV equal to or less than 7.77. None of the study
intersections are considered to be high collision locations.
Table 3: lntersection 3-Year Historical Collision Rates
Source: WSDOTStandardAccidentHistoryDeailReport,ProvidedAugust2006forperiodbet'veenJmuary1,2004to
MEV - Million entering vehicles.
Public Transportation Services
Jefferson Transit Route 1 provides public transportation seryices in the area, with a stop on
SR 101 at Black Point Road, adjacent to the project site. Route 1 provides Monday to Saturday
service to Brinnon, Quilcene and the Tri-Area. Service at SR 101 and Black Point Road is
provided between 7:70 a.m. until 7:55 p.m. with stops every 2 to 3 hours. Saturday service is
provided at the SR 101 and Black Point Road intersection from 8:55 a.m. until 7:10 p.m. with
stops every 4 to 5 hours.
Nonmotorized Transportation Facilities
SR 101 consists of 3- to 10-foot paved shoulders. Black Point Road provides 1- to 3-foot
grass/gravel shoulders.
Planned Roadway lmprovements
Jefferson County's 2007-20/ 2 Trantpoiation Improuement Pmgraru (IIP) identified no
transportation-capacity improvement proiect that would be impacted by vehicular trips from the
proposed project.
August 23, 2007
Page 12
lntersections
Fatal
Collisions
Injury
Collisions
PDO
Collisions
Total
Collisions
Average
Annual
Collision Rate
Collision
Rate per
MEV
#1 - SR 104 at Center Road Ramp o 2 0 2 o.7 o.29
#2 - SR 104 Ramo at Center Road 0 0 0 o 0.0 o.oo
#3 - SR 101 at Center Road o o 0 o o.o o.oo
#4 - SR 'l01 at Dosewallips Road 0 o 1 1 0.3 0.31
0#5 - SR '101 at Brinnon Lane 0 1 1 0.3 0.30
#6 - SR 101 at
Dosewallips Park Entrance Road
o 2 2 4 1.3 1.17
#7 - SR 101 at Black Point Road o o 1 1 0.3 0.34
#8 - SR 101 at Duckabush Road o 2 0 2 o.7 o.71
P Transportation Engineering NorurWest, t-l-C
Pleasant Harbor EIS
Jefferson Countv, WA Transoortation lmoact Studv - Revised
TRANSPORTATION I MPACTS
The following section describes transportation impacts the proposed Pleasant Harbor
development would have on the surrounding arterial network and critical intersections in the site
vicinity. The discussion includes non-project related traffic forecasts, new trips generated by the
proposed development, distribution and assignment of new proiect trips, traffic volume impacts,
impacts on levels of service at nearby significant intersections, public transPortation services,
non-motorized facilities, and site access, circulation, and safety issues.
Non-Project Traffic Forecasts
For the purpose of this ttaffrc analysis, year 2017 was selected as the build-out year based upon
full completion and occupaflcy of the proposed Pleasant Harbor development. As summarized
previously, historical and forecasted traffic volumes indicate an average growth ra;te of 2 percent
per ye r during. Therefore, existing trafftc volumes were factored by 2 percent per year to
estimate year 2077 baseline conditions without the proposed development alternatives.
Project Trip Generation
This section summarizes trip generation for the four land use altematives. From a trip
generation standpoint, all proposed uses would involve typical or traditional residential,
commercial, fesort, or recreational uses.
Trip generation rates compiled by the Institute of Transportation Engineers STE) Tip
Generation, 7h Edition,2003, were used to estimate datly trzffic and p.m. peak hour traffic that
would be generated by the four land use alternatives. Given the resort nature and ptoposed land
use alternatives, a.m. peak hour trip generation and the associated background traffic on adjacent
streets would not be significant. Therefore, to evaluate a worst-case scenario p.m. peak hour
vehicle trip generation was considered assuming peak summer trafftc conditions in combination
with no reductions for seasonal occupancy factors.
As a conservative assumption, it was assumed that 20 percent of all trips would be internal in
nature; therefore, the remaining 80 percent of vehicular trips were considered to be nea vehicle
trips generated by the development, impacting the immediate vicinity street system. This
intemalization assumption also reflects the potential for addition"l t ip making off-site due to
limited supporting retail services within the resort. The internal trip reduction also assumes trips
traveling between the proposed development and the off-site Tudor and Jupiter Properties. In
addition, pass-by rates for gas station with convenience market on the Jupiter Property were
assumed to be the
^verage
rate of 56 percent identified in the ITE Tip Generation Handbook,
2003.
No Action Alternative Trip Generataon
Based upon recommended practices and procedures in the ITE Tip Generation, 7h Edition,2003,
a-verage trip rates for on-site land uses including golf course (ITE Land Use Code 430) and
single-family detached housing (ITE Land Use Code 270), and off-site land uses including
specidty retail (ITE Land Use Code 814) and gas station with convenience market (ITE Land
Use Code 945) were used to estimate net new trips generated by the proposed development.
August 23, 2007
Page 1 3PTransportation Engineerirg NorttrWest, t-t-c
Pleasant Harbor EIS
Jefferson County, WA lmoact Studv - Revised
Table 4 summarizes estimated net trip generation by the No Action Alternative. As shown, a
net total of approximately 900 daily and 74 p.m. peak hour vehicular trips (38 entering and 36
exiting) would be generated at full build-out.
Table 4: No Action Alternative - Net Generation
2 - DU is Dwell.ing Unit, GLA is Gross kasable Area, and VFP is Vehicle Fueling Positions
3 ._ Based on average pass-by trip percentage for gas station with convenience market in the ITE Tip Generation Handbook,2A03.
Brinnon Subarea Plan Alternative Trip Generation
Based upon recommended practices and procedures in the ITE Tip Generation, 7h Edition,2003,
a combination of average trip rates and fitted curve equations for on-site land uses including golf
course (ITE Land Use Code 430), all suites hotel (ITE Land Use Code 371), a 250-person
conference faciJity (Salish Lodge Expansion activities-based approach), single-family detached
housing (ITE Land Use Code 210), and off-site land uses including specialty retail (ITE Land
Use Code 814), motel (ITE Land Use Code 320), condominiums/townhouses (ITE Land Use
Code 230), and gas station w-ith convenience market (ITE Land Use Code 945) were used to
estimate net new trips generated by the proposed development.
Table 5 summarizes estimated net tfip generation by the Brinnon Subarea Plan Alternative. An
estimated net total of approximately 3,000 daily and 250 p.m. peak hour vehicular trips (117
entering and 133 exiting) would be generated at full build-out and occupancy of the Brinnon
Subarea Plan Alternative.
' Source: Salish Lodge Expansion,Transpofiation Impact Study, TEI.IW, November 2001
P.M. Peak Hour
Land Use
ITE l-and
Use Codel Size2 Enter Exit Total
Daily
Trips
Golf Course 430 t holes 11 14 25 300
19Single Family Detached Housing 210 30 DU 11 30 300
5,OOO GLA 6 8 14 200Specialty Retail 814
945 4 VFP 21 21 54 700Gas Station with Convenience Market
-15 -15 -30Less Pass-by Trips -(56%)'-400
48 44 92 1,100Gross Tota! Trip Generation
Less lnternal Trips - Assume 20% Total -10 -9 -18 -200
Net Proiect Trip Generation 38 36 74 900
P Transportation Engineering NorthWest, l-l-c
August 23, 2007
Page 1 4
Pleasant Harbor EIS
Jefferson County. WA Transportation lmpact Study - Revised
P.M. PeakITE Land
Use Codel Size2 Enter Exit Trips
Daily
TrimLand Use
49Golf Course 430 18 holes 22 28 600
All Suites Hotel 311 2OO rooms 36 44 80 1,000
Conference Facilitv (Salish Lodqe)n/a 250 persons 25 35 60 400
210 25 DU 16 9 25 200Sinqle Family Detached Housinq
814 20,000 GLA 24 30 54 900Specialty Retail
Motel 320 20 rooms 5 4 I 100
Condominiums/Townhouses 230 20 DU 7 3 10 200
Gas Station with Convenience Market 945 4 VFP 27 27 54 1,000
Less Pass-by Trips (56%)-15 -15 -30 -600
146 166 312 3,800Gross Total Trip Generation
-29 -33 -62 -BOOLess lnternal Trips - Assume 2Oo% Total
117 133 250 3,OOONet Project Trip Generation
Table 5: Brinnon Subarea Plan Alternative - Net T Generation
7 - ITE Tip Gcneration Mawal, Td Edition, 2003.
2 - DU is Dwelling Unit, GI-A is Gross I:asable Are4 md \lFP is Vehicle Fueling Positions
3 - Based on average pass-by trip percenage for gas station with convenience mrket in dre ITE Tip Gcneraliot Handbook,203.
Statesman Alternative Trip Generation
The subject properties under the Statesman Alternative would include two main development
districts: The Black Point Property and The Maritime Village. The development involves
creation of a Master Planned Resort O,IPR) that would include up to 820 Condo-tel units, 20
staff/affordable housing units (available to the general public), 34,500 square-feet of
commercial/rctail space/conference, an 18-hole Executive golf course, and incorporation of an
existing 31 1-slip marina into the proposed resort.
The proposed resort residential product would be units rhat arc sold to a purchaser or investor
for their benefit of occasional seasonal occupancy andf or investment income. The market of
owners/investors of these resort residential properties would be directed to:
these market areas, between 10 and 15 percent are estimated to be from \Washington
State. Between 45 and 50 percent of the market are expected from other \il/est Coast
states noted above.
market is expected from outside the United States.
Other similar Condo-tel resort developments are being built in Invermere, B.C., Arizona,
California, and Mexico and would be managed and operated by the same company. As such,
many owners/investors would use these properties cooperatively to Live and recreate seasonally
in different parts of the Americas similar to "timeshare" type condominium resorts. The
supporting property features, management, and ownership of the Condo-tel resort residentjal
units however, would offer owners/investors with many features found in resort hotels.
Amenities and services such as resident/gu.st check-in/check-out, concierge and activity
booking, housekeeping and linens, security, fadtty maintenance/landscaping, convention and
booking agents, shutde bus system, chefs and group dining rooms, massage therapists, and real
estate brokerfagents.
August 23, 2007
Page 1 5PTransportrtion Eqineering NmnWest, Lt-c
Pleasant Harbor EIS
Jefferson County, WA TransDortation lmpact Studv - Revised
Typical buyer profiles have been determined by maior groups with anticipated annual use in
Table 6. As shown, a maiority of the buyers (more than 60 perceflt) would be retired/semi-
retired couples and second home buyers and would have seasonal occupancies ranging between
3 and 5 months eyery yeaL Based upon these assumptions, occupancy and associated vehicle
trip generation would be a mixture of traditional owner-occupied units and recreational homes.
Table 6:Profiles and Annual Estimates
NOTE:&R Rules md Reguladon$ restrict OWNER'S Use to No More than 6 months less 1 day.
Source: Statesmm Corporation, September 2006.
For those guests that would stay at the resort for vacation, to recreate, or attend small
conventions at the resort, occupancies would be typical of a resort hotel or recreational home,
with stays lasting between 3 and 5 days. Table 7 oudines the major non-owner groups and
utilization rates and shows that approximately 70 percent of this "weekender" non-owner
market would be comprised of vacationers and conference attendees.
Table 7 Non-Owner Profiles and Durations of
Source: Statesmm Corporation, September 2006. It rates vere to
appropriate trip generation rates, md were not used as the basis for vehicle trip
These types of occupants would be similat to those at other such resort hotel/conference
facilities in \Tashington State including the Semiahmoo Resort (Whatcom Counry), the Salish
l,odge (King Counry), and the Skamania Lodge (Skamania County). TENW has conducted
extensive trip generation research and studies of these types of resort hotel/conference facilities,
the most recent involving the Transportation Impact Study for rhe Salish l-.odge Expansion,
November 2001. Based upon these assumptions, occupancy and associated vehicle trip
generation would include both resort hotel and conferencing/event functjons.
August 23, 2007
Page 1 6
BUYER GROUP ANTICIPATED %
OF TOTAL SALES
ANTICIPATED
ANNUAL USE
ANTICIPATED
VEHICLES PER OWNER
Double lncome no kids 5Yo 1-3 months 1
1-2 monthsDouble lncome with kids
(under 1 2)
2o/o
1Recentlv Sinqles 3o/o 1-2 months
Mature Emptv Nesters 28%3-5 months 1or2
Second Home Buyers'37o/"3-5 months 1or2
llYo 1-3 months ,1lnvestors
Boaters 8o/o 1-4 months 1
ANTICIPATED
% OF TOTAL MAIN ATTRACTIONS AVERAGE
STAY
ANTICIPATED
VEHICLE(S)
NON.OWNER
GROUPS
Golf, Spa/Grotto, Atmosphere,
Arcade 3 to 5 Days 1 vehicleVacationers48o/"
2 to 3 Days No vehicleConventioneers22o/o Conventions Facilities,
Activities for Siqnificant Others
Boaters/Yacht Club 8o/o
Boat Trips, Yacht Club, Dive
and Fishinq Shop 3 to 5 Days 'l vehicle
Golfers 1Oo/"Challenging Golf in area -
Men's Escape 2 to 3 Days 1 vehicle
Hiking Trails, Spa - Grotto,
Heath Club 3 to 5 Days 1 vehicleHealth Club and Spa 6%
Relaxation, Romantic
Atmosphere 3 to 5 Days 1 vehicleWeddings6o/o
P Transportation Engineering NortrWest, t-t-c
1
Pleasant Harbor EIS
Jefferson Countv, WA Transoortation lmoact Studv - Revised
Occupancy rates of the proposed Condo-tel resort development would vary by season for both
owner and non-owner guests. There afe currendy no other resort experiences of conference
facilities within Jefferson County that would have similar facilities that would attr^ct a vacationer
or conventioneer. As such, occupancy estimates in Table 8 reflect the combination of seasonal
residents and high vacaionf convention use during peak seasons.
Table 8:of Main Generation
Source: Satesmm Corporation, September 2006. It occuPancJ'rates vere to appropriate
trip generation rates, md were not used as the basis for veh.icle trip genemtion. As
generation calolations.
no reductions were made for room ocopancy in trip
Note 1: These trip generaton would not involve an ovemight say, but would include trip generation of golt day mrina or limited use of other
commercial urs prcposed as part of the prcfect.
Supponing existing occupancy satistics are available upon request to Jefferson Comty.
Based upon program information, anticipated market, and unit types, the detailed resort
residential unit program (provided as Attachment C) was stratified into four main ITE trip
generation categories including:
products. It sboald be noted on a per unit basis, tbisfacilig bas a sinilar aip generation rate to
residential condominian f toafi bzme.
occupied units were assumed to have trip making similar to these typical residential unit
types. Based upon anticipated market demand for second home buyers, 37 percent of all
Resort Villas and Resort Townhomes were assumed as generation trips similar to
condominium /townhome.
have similar trip generation rates as recreational home category and the remaining
Condo-tel units were grouped into this category/.
the general public. Although staff housing trips would remain, for the most part within
the site, no trip reductions were taken to specifically account for staff housing.
Other proposed uses on-site that would be off-site trip generators include:
250-person conference/event facility.
Based upon recommended practices and procedures in the ITE Trip Generation Handbook, a
combination of zveruge trip rates and fitted curve equations for all suites hotel (ITE Land Use
Code 311), condominiums/townhouses (ITE Land Use Code 230), recreational homes (TE
August 23, 2007
Page 1 7
PEAK SEASONS MID SEASONS LOW SEASONS
June to September April, Mav, October November to MarchMain Trip Generation Categories
Occupancy of Condo-Tel Resort 8O% to 90%5O to 55%2O to 30%
85% to 90%50 to 650%25 to 45%Marina Permanent and Transient
Boat Occupied SIips
100-125
Dersons Der dav
25 to 35
Dersons per davDaily Visitorsl 1 5O to 2OO
persons per day
P Tranaportation Engineedng NortrWest, l-t-C
Pleasant Harbor EIS
Jefferson Countv, WA Transoortation lmoact Studv - Revised
Land Use Code 260), golf course (ITE Land Use Code 430), specialty retail (ITE Land Use
Code 824),low-rise apartments (ITE Land Use Code 227), a 250-person conference facility
(Salish Lodge Expansion activities-based approach), and maina (TE Land Use Code 420) were
used to estjmate net new trips generated by the proposed development. Table 9 summarizes
estimated net trip generation by the proposed Statesman Alternative. An estimated totd of
approximately 4,100 daily and 363 p.m. peak hour vehicular trips (186 entering and 777 exiting)
would be generated at full build-out and occupancy of the Statesman Alternative.
Table 9: Statesman Alternative - Net Generation
Souce: ITE Tip Gercration Manml, Td F-dition,2003, md TENW.
Given the anticipated limited buildout of supporting retail uses for resort occupants (owners,
guest, or renters), trip generation rates were selected for resort residential uses that reflect trip
making during the p.m. peak hour for shopping, service, and other such activities to commercial
areas outside of the development. In addition, as a conservative assumption, it was assumed that
20 percent of all trips would be intemal in nature; therefore, the remaining 80 percent of
vehicular trips were considered tobe new vehicle trips generated by the development, impacting
the immediate vicinity street system. This interna\zaion assumption also reflects the potential
for additional trip making off-site due to limited supporting retail services within the resort.
Trip making by resort employment (property management, on-site spa, concierge,Iaundry/dry
cleaning, golf course, and other resort hotel functions) are inherent within trip generation rates
of those noted commercial or proposed uses.
Hybrid Alternative Trip Generation
Table 10 summarizes estimated net trip generation by the proposed Hybrid Altemative. As
noted previously, this alternative combines land uses under the Statesman Alternative developed
by another ownership Soup with development of the adjacent Tudor and Jupiter Properties.
The Tudor Property would construct a 5O-unit RV park (ITE Land Use Code 476), 4 rcntal
cabins (TE Land Use Code 260), and two commercial retail buildings totaling 10,000 square
feet (ITE Land Use Code 814). The Jupiter Property would consist of a gas station (maximum
3 Source: Salish Lodge Expansion,Transporlation Impact Study, TENW, November 2001
P.M. Peak
New
LU
Code Units Enter Exit Trips
Daily
Trips
All Suites Hotel 311 154 28 34 62 BOO
230 216 16 31 113 1,200Condom in i ums/Townhouses
260 420 45 64 109 1,300Recreational Homes/Adu lt Community
430 123 4 8 12 200Golf Course (acres)
16.5 26 45 700Specialty Retail 824 1B
55 6B 700Low-Rise Apartments 221 100 42
35 60 400Conference Facility
(Salish Lodqe -max attendees)
n/a 250 25
311 35 24 59 900Marina (existinq vested use)420
Gros Total Trip Generation 274 2so s23 6,200
Less lnternal Trips - Assume 2O% Total -55 -50 -105 1,200
Marina (Exbtinq Uses)-35 -24 -59 -900
Net Proiect Trip Generation 186 177 363 4,100
p T.ansportation Engineering NortrtW"st, t-t-c
August 23, 2007
Page 1 B
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Pleasant Harbor EIS
Jefferson County, WA TrSnsp!4aliSll lmpact Study - Revised
of 4 vehicle fueling positions) with convenience market/automotive rcp^lt shop (ITE Land Use
Code 945). With these additional uses, an estimated net total of approximately 5,700 daily and
542 p.m. peak hour vehicular trips (326 entering ard 216 exiting) would be generated at full
build-out and occupancy of the Hybrid Alternative.
Table 1O:Alternative - Net Generation
7d Edition,2003.
2 - DU is Dwelling Uoig GFA is Gross Floor Area" GLA is Gross kasable Are, OCS is Ocmpied Cmps Sites, md VFP is Vehide Fueling
Positions.
3 - Based on average pass-by trip percentage for gas station with convenience market in the ITE Tip Gewation Handbak,2ffi3.
Trip Distribution and Assignment
Using standard engineering practices and guidelines, new vehicle trips generated by the proposed
Pleasant Harbor development were distributed and assigned to the surrounding street system
based on local traffic patterns and recent traffrc studies conducted in the study area and
approved by Jefferson County. As shown in Figure 6, project trip distribution was assumed to
follow these patterns from the proposed site:
Townsend, and !flhidbey Island.
August 23, 2OO7
Page 1 9
P.M. PeakITE Land
Use Codel Size2 Enter Exit Trips
Daily
TripsLand Use
Golf Course 430 'l 8 holes 22 28 49 600
Condominiums/Townhouses 230 790 DU 215 136 411 3,700
Low-Rise Apartments 221 1OO DU 38 20 58 700
Conference Facilitv (Salish Lodqe)n/a 250 persons 25 35 60 400
495 10,000 GFA o o o 200Community Center
420 31 1 slips 35 24 59 900Marina (existinq vested use)
31 70 1,200Specialty Retail 814 26,OOO GLA 39
RV Park 416 50 OCS 13 6 '19 200
Recreational Homes 260 4DU o 1 1 10
Gas Station with Convenience Market 945 4 VFP 2l 21 54 1,000
Less Pass-by Trips (56%)-15 -15 -30 -600
Gros Total Trip Generation 451 300 751 8,300
Less lnternal Trips - Assume 20% Total -90 -60 -150 -1,700
Marina (Existinq Uses)-35 -24 -59 -900
Net Proiect Trip Generation 326 216 542 5,700
P Transportation Eryineering NorttrWest, t-t-C
Pleasant Harbor EIS
Jefferson Countv, WA Transportation lmpact Study - Revised
To
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Pleasant
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lefferson County, WA
Transponation lmpact Study
P Transportation Engineeriry NortttWest, t-t-c
August 23, 2007
Page 20
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Pleasant Harbor EIS
Jefferson County, WA Transoortation lmpact Studv - Revised
Traffic Volume lmpacts
Truffic volumes were estimated for daily and p.m. peak hour conditions under 2017 without the
proposed project and with the four land use alternatives. Figures 7 through 11 summarize duly
traffic impacts along vicinity roadways, and Figures 12 through 16 show p.m. peak hour traffic
impacts at study intersections in 2077 without the project and under all development
alternatives. Truffic volume forecast estimates are provided in Attachment D.
Table 11 summarizes daily traffic volumes in 2077 without the proposed development and
under all development altematjves. Black Point Road would experience the greatest increase in
daily traffic volumes with the addition of approximately 4,900 vehicles under the Hybrid
Alternative, 4,300 vehicles under the Statesman Alternative, and 2,600 vehicles under the
Brinnon Subarea Plan Alternative. All roadways within the project site vicinity would experience
a generally higher number of traffic volumes by 2017 under all development alternatives except
for the No Action Alternative, however, all of these roadways arc designed to handle this
additional demand.
Table 11: 2017 Traffic Volumes Alternative
Public Transportation lmpacts
Jefferson Transit Route 1 stops approximately one-third of a mile from the project site at the
intersection of SR 101, at Black Point Road, providing transit service four times per day to the
main entrance of the Pleasant Harbor properties. The applicant proposes to purchase and
maintain a van or small shutde bus available for guests and tenants to utilize on an as needed
basis for use in group trip making, coordinated events, ailport shutde, and other miscellaneous
traffic. The applicant also proposes to work with Jefferson Transit in scheduling and expanding
service as necessaq/ to the resort as well as consider ioint oppornrnities in providing layover or
transit service and facilities within the site.
Nonmotorized Transportation lmpacts
SR 101 currendy consists of 3- to 10-foot paved shoulders. Black Point Road provides 1- to 3-
foot grass/gravel shoulders. The applicant may be required to fully fund and construct
associated frontage improvements onto SR 101 and Black Point Road to accommodate
nonmotorized faciiity improvements such as sidewalks, improved shoulder widths, or paved
August 23, 2007
Page 21
No Action Brinnon Statesman Hybrid
Project Traffic
Without
Volumes
Traffrc
Volumes lncrease
Traffic
Volumes
Y"
lncrease
Tratfrc
Volumes lncrease
Traffic
Volumes lncreaseRoadwayLocation
sR 101 n/o Center Rd 3,500 3,600 3o/o 3,800 Bo/o 3,900 11o/"4,1 00 1 4"/o
7,i00 Bo/o 8,500 23"/"9,200 29%10,200 36"/oSR 101 s/o Quilcene 6.500
SR 101 s/o Woodpecker 5,1 00 5,700 1Oo/o 7,100 2Bo/"8,600 41o/o 8,900 42"/"
2O"/o 26%5,200 33o/oSR 101 s/o Duckabush Rd 3,500 3,800 7o/o 4,400 4,700
8.000 8,300 4o/o 9.100 12"/o 9,400 15%10,000 2Oo/oSR 104 e/o SR 101
Duckabush Rd w/o SR 101 500 500 4o/o 600 10%600 13%600 1Bo/o
64o/o 3,000 Bs%3,900 B9%5,300 92"/oBlack Point Rd e/o SR 101 400 1,200
Dosewallios Rd w/o SR 10i 700 700 1o/o 700 4o/o 700 60/o 800 Bo/o
15%20%3.400 25"/oCenter Road n/o SR 104 Overpas 2,soo 2,600 5o/o 3,O00 3,1 00
3,500 4,000 11o/o 5,000 30%s,600 37%6,400 45o/oCenter Road s/o SR 1 04 Overpass
3,600 4,1 00 11"/"5,100 29"/o 5,700 36%6,500 44o/oCenter Road n/o SR 101 Quilcene
P Transportation Engineering Nor0rWest, t-t-c
!
Pleasant Harbor EIS
Jefferson Countv, WA Transoortation lmoact Studv - Revised
r9r04
8,OO0
r04
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3
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Figure 7
2017 Without Project
Daily Traffic Volumes
Pleasant
Harbor EIS
lefferson County, WA
Transporutlon lmpact Study
P Trat sportation Eryineeriry NortrWest, t-l-c
August 23, 2007
Page 22
N
Pleasant Harbor EIS
Jefferson County, WA lmoact Studv - Revised
I t9
2,600(too)
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Figure 8
2017 No Action Alternative
Daily Traffic Volumes
Pleasant Harbor
Ets
]efferson County, WA
Transportatlon lmpact Sudy
P T.amportation Engineering NorttrWest, Ll-c
August 23, 2007
Page 23
N
Pleasant Harbor EIS
Jefferson County, WA Transoortation lmoact Studv - Revised
(tlol to
P Transportation
Engineering
NorthWest, LLC
Figure 9
2017 Brinnon Alternative
Daily Traffic Volumes
Pleasant Harbor
Ets
Jefferson County, WA
Transportadon lmpaa Sudy
P Transportation Engineering Nortr,West, t-t-C
August 23, 2007
Page 24
!
19
3,OOO
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Pleasant Harbor EIS
Jefferson County, WA Transoortation lmDact Study - Revised
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Dally Volume5 wirh SGresnan Alremrllve
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Harbor EIS
Jefferson Counry WA
Transponatlon lmpact Study
P Transpoftation
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NorthWest, LLC
Figure l0
2O1 7 Statesman Alternative
Daily Traffic Volumes
P Transportation Engineering Nortr,West, t-t-C
August 23, 2007
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Pleasant Harbor EIS
Jefferson County, WA Transoortation lmoact Studv - Revised
August 23, 2007
Page 26
PugetSwN
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Engineering
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Figure 1 I
2017 Hybrid Alternative
Daily Traffic Volumes
Pleasant Harbor
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Jeffenon Counry WA
Transportation lmpact Sody
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Jefferson County, WA T lmoact Studv - Revised
r04 26 90
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Figure 12
2017 Without Project
P.M. Peak Hour Traffic Volumes
Pleasant
Harbor EIS
Jeffercon County, WA
Transponatlon lmpaa Study
P Transportation Engineering NortrrWeot, l-t-C
August 23, 2007
Page 21
2
tuat6a-f)ff DemnI
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Pleasant Harbor EIS
Jefferson County, WA Transportation lmpact Study - Revised
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P.M. Peak Hour Traffic Volumes
Pleasant Harbor
Ets
lefferson County, WA
Transportation lmpact Study
p Transportation Engineering No.utWest, t-t-C
August 23, 2007
Page 28
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Jefferson County, WA Transportation lmpact Study - Revised
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P.M.(Not lo
P Transportation
Engineering
NorthWest, LLC
Figure l4
2017 Brinnon Alternative
P.M. Peak Hour Traffic Volumes
Pleasant Harbor
Ets
Jefferson County, WA
Tranrponadon Impact Sody
P Transportation Eryineeriry No.urWest, t-t-c
August 23, 2007
Page 29
!
2
I
I
3
4
5
7
4 6
8
N
Pleasant Harbor EIS
Jefferson County, WA Transpqlat!9n l4pact ltgdy - Revised
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P Transportation
Engineering
NorthWest, LLC
Figure 1 5
2O1 7 Statesman Alternative
P.M. Peak Hour Traffic Volumes
Pleasant
Harbor EIS
]efferson County, WA
Transponatlon lmpact Study
P Trrnrport"tion Engineering NorttrWest, t-t-C
August 23, 2007
Page 30
2
)K I UtlCmtx Drl f)n6fT D:mnI
3
4
5
7
6
N
Pleasant Harbor EIS
Jefferson County, WA Transportation lmpact Study - Reyised
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P Transportation
Engineering
NorthWest, LIC
Figure 16
2017 Hybrid Alternative
P.M. Peak Hour Traffic Volumes
Pleasant Harbor
Ets
]efferson Counry, WA
Transporutlon lmpact Study
P Transportation Engineering Nor0rWest, t-t-C
August 23, 2007
Page 31
2
3
4
5
I I
7
6
8
N
!
Pleasant Harbor EIS
Jefferson Countv. WA 'ransDortation lmoact Studv - RevisedT
path'ways. The applicant proposes to 'ilrork with Jefferson County in developing a private
flonmotorized circulation system within the site that would not impact County or State highways
and would provide for pedestrian and bicycle circulation between the two main development
districts (i.e., Black Point Properties and Maritime Village).
Under the No Action, Brinnon Subarea Plan and Hybrid Alternatives, the potential to generate
pedestrian crossings of SR 101 in the vicinity of Black Point Road would increase as residential,
commercial ar,df or recreational development are assumed west of SR 101. Increased pedestrian
crossings of SR 101 may require installation of a pedestrian crossing treatment to provide
advanced warning to drivers or other measures of pedestrian activity.
lntersection Level of Service lmpacts
As summarized in Table 12, intersection levels of service impacts during the p.m. peak hour
were evaluated at study intersections in 2077 without the proposed project and under all
development altematjves. Under the Hybrid Alternative, the eastbound approach at intersection
of SR 101 and Black Point Road would operate at LOS D, creating a significant adverse trafftc
impact. Mitigation could include signal control treatments or grade separation. All othet stop-
controlled movements at study intersections would operate at LOS C or better with and without
the development alternatives in 2017, thereby meeting adopted local and State level of service
standards. Detailed level of service summary worksheets are provided in Attachment B.
Table 12: 2017 P.M. Peak lntersection Level of Service
Note: And)sis based on HCS 2000 results using HCM 2000
Baseline No Action Brinnon Statesman Hybrid
LOS LOS Delav Delav LOS Delav LOS Delav
Unsigmlized
!ntersections
Control
Tvpc LOS Delay
A 8 A 9 A I A IEB Left A 8
SB C 15 C 16 C 19 C 21 C 23
#1 - SR 104 at
Center Road Ramp
EB B 11 B 11 B 12 B 12 B 13#2 - SR 104 Ramp at
Center Road NB Left A 8 A 8 A 8 A 8 A 8
EB B 11 B 11 B 11 B 11 B 11
WB B 13 B 13 B 14 C 15 C 19
8 A 8 ANB Left A I A I A 8
A 8 A 8 A 8
#3 - SR 101 at
Center Road
SB Left A 8 A 8
B 10 B 10 B 11 B 12 B 13EB
NB Left A 8 A 8 A 8 A 8 A 8
#4 - SR 101 at
Dosewallips Road
EB A 10 B 11 B 12 B 12 B 14
WB B 10 B 1',l B 12 B 13 B 14
NB Left A I A 8 A 8 A I A 9
#5 - SR 1O1 at
Brinnon Lane
SB Left A 8 A 8 A I A 8 A B
EB B 11 B 12 B 13 B 14 C 15
WB A 10 A 10 B 1',I B 11 B 12
NB Left A 8 A 8 A 8 A 8 A I
#6 - SR'lO1 at
Dosewallips Park
Entrance Road
SB Left A 8 A I A I A 8 A oo
EB C 16 D 30
WB B 10 B 10 B 14 B 14 C 23
NB Left A 8 A 8
#7 - SR 101 at
Black Point Road
SB Left A I A I A 8 A 8 A 8
EB B '11 B 11 B 12 B 12 B 13#8 - SR 101 at
Duckabush Road NB Left A I A I A 8 A 8 A 8
P Tr.n.port"tion Engineering NortrtWest, t-t-c
August 23, 2007
Page 32
!
Pleasant Harbor EIS
Jefferson County, WA Trqlspo4qlroQ lrlpqqlllqdv Bqv 4
Site Access, Safety, and Circulation lssues
Full build-out and occupancy of the properties are assumed by 2017. Vehicular site access
would be consolidated for the Maritime Village and Black Point Property at SR 101 and Black
Point Road under the Statesman Alternative. The existing northern driveway on SR 101 would
be limited to a right-out, exit-only driveway from the Maritime Village onto SR 101. All other
eisting access connections onto SR 101 would be closed and removed. Existing driveways to
the existing mannawould remain under the No Action and Brinnon Subarea Plan Alternatives.
There are two new site access roadways proposed onto Black Point Road for the Black Point
Property and Maritime Village with the Statesman Altemative, including:
Maritime Village. Existing traffic associated with the State of $Tashington Boat Launch
at Pleasant Harbor would intersect this new frontage road in a consolidated access onto
Black Point Road.
that would serye all traffic tof fuom the Black Point Property and align with the frontage
road into the Maritime Viliage.
Under the No Action Alternative, properties west of SR 101 opposite Black Point Road were
assumed to access an existing driveway onto SR 101 north of Black Point Road and the SR 101
at Mount Jupiter Road intersection. Under the Hybrid and Brinnon Subarea Plan Altematives,
properties west of SR 101 opposite Black Point Road were assumed to have access at the SR 101
and Black Point Road intersection, making the existing T-intersection into a 4-way intersection
under this land use alternative.
The developers of the Tudor and Jupiter Properties (west of SR 101) would be required to
eyaluate and apply for access connection permits to \7SDOT in order to secure property access
under any development alternative. Through this permit process, site specific plans and
locations of access/egress would be determined and prepared for r$7SDOT review and approval.
Site access connections onto SR 101 would be subject to \XzSDOT Highway Access
Management guidelines on Managed Access State Highways within the Olympic Region,
however, and would be independent of the proposed Pleasant Harbor development envisioned
under the Statesman Alternative. It should be noted that the existing northern driveway for the
Tudor properties is located approximately 300 feet north of SR 101 and currendy does not meet
!7SDOT's access management guidelines, which requires a minimum of 660 feet of spacing
from existing public and private access connections on a Class 2 facthty.
The internal roadway within proposed within the Statesman Alternative would provide adequate
on-site, two-way circulation. The applicant would be required to fully fund and construct the
necessary internal site roadways and associated improvements onto SR 101 and Black Point
Road.
As noted in the Section 7.2.7,Black Point Road was originally constructed approximately 20
years ago with a 1,2-inch Class B gravel base and two shots of bituminous surface treatment.
Based upon increased traffic loads during construction and at full buildout and occupancy, the
structural section and roadway width may not be adequate.
August 23, 2007
Page 33PTranspo.tation Engineerirg NorurWest, t-l-c
Pleasant Harbor EIS
Jefferson County, WA Transportation lmpact Study - Revised
Access Management Standards
Access management standards identified in the lYashington Adninistratiue Code ffAC) Chapter
468-52-040-2 - Highway Access Management - Access Control Classification System and
Standard were evaluated in relation to the proposed action. SR 101 in the site vicinity is
classified as a Class 2 factltty under WSDOT's access management standards. Based on
proposed closure of all eisting access connections into the Maritime Village area and a
proposed limited access right-turn, exit-only driveway from the Maritime Village, the proposed
private access connection onto SR 101 would be located more than 660 feet away from other
existing private access connections, exceeding minimum access management standards under the
Statesman Alternative.
Site Access Operations
All critical stop-controlled entering/exiting movements at project site driveways onto SR 101
and Black Point Road would operate at LOS B or better with litde or no vehicular queuing
under the Statesman Alternative. The critical site access intersection of SR 101 at Black Point
Road would operate at LOS C or better with queues of 2 vehicles or less.
Under the Hybrid Altemative in2017, the addition of a fourth leg to the SR 101 and Black Point
Road intersection would add increased delay, turning movement conflicts, and safety concerns
as no refuge areas for left tums from the minor street approaches could be provided under a
standard Lway intersection. As summaized in Intersection Level of Service Impacts section of
this report, the eastbound approach from the Tudor/Jupiter properties under the Hybrid
Alternative would not meet adopted level of service standards and create a significant adverse
traffic impact. In addition, given adiacent topography along the westem edge of SR 101 and the
uncertainty of right-of-way acquisition of properties not controlled by the applicant, the
feasibility of constructing a 4-way intersection under the Brinnon Subarea Plan and Hybrid
Alternatives to WSDOT standards is likely not achievable.
As a majority of all site access is proposed at the SR 101 and Black Point intersection, vehicle
queuing analysis and a conceptual channels,zat:on layout for Black Point Road between SR 101
and the proposed Maritime Viilage private road that would parallel SR 101 was conducted in
order to identift mitigation improvements between the highway and site access under the
Statesman Alternative. However, given the close proximity of these two intersections,
improvements to Black Point Road would be required by the applicant to ensure a smooth, safe,
and efficient access system is provided for the project and to the other existing users/demands
in the vicinity. Further evaluation of site access onto Black Point Road and its proximity to SR
101 would be required to ensure safe and efficient movements between private access roadways
and SR 101 along Black Point Road. Turning movement forecasts and resulting intersection
levels of seryice for the remaining Iimited access right-turn, exit-oniy connection onto SR 101
are provided in Attachment B and D.
Sight Distance
Based upon WSDOT design requirements for a 60 mph design speed (10 mph over posted
speed limit of 50 mph) onto SR 707, a minimum of 840 feet is required for entering sight
distance flWSDOT DttSo Manual,January 2005, Figure970-77a Sight Distance at Intersections)
and 525 feet for design stopping sight distance flVSDOT Duign Manual,June 1999, Figure 650-2
P Tr.nsport tion Engineering NortrWest, t-l-c
August 23, 2007
Page 34
Pleasant Harbor EIS
Jefferson County, WA Transportation lmpact Study - Revised
Design Stopping Sight Distance). Field-measured entering sight distances would exceed the
minimum 840 feet of entering sight distance at the proposed site access poiflt onto SR 101 (Cell
D driveway and right-out only access from the Maritime Village). Therefore, sight distance is
met to both the north and south of the project site access locations.
Based upon WSDOT design requirements for a 45 mph design speed (10 mph over posted
speed limit of 35 mph) onto Black Point Road, a minimum of 490 feet is required for entering
sight distance (WSDOT Detign Manual, Janaary 2005, Figurc 910-77a Sight Distatce at
Intersections) and 345 feet for design stopping sight distance flWSDOT DurS, Manaal, June
1999, Figure 650-2 Design Stopping Sight Distance). Based on this criterion, the proposed
consolidate intersection onto Black Point Road (ocated approximately 275 feet east of its
intersection with SR 101) is met to the west, but not to the east. To the east of the consolidated
intersection onto Black Point Road, vegetation on the north side of the road limits entering sight
distance to approximately 350 feet. By reducing this vegetation within the public right-of-way,
entering sight distance would be improved to provide the minimum 490-foot requirement.
Left-Turn Lane Warrants
Left-turn movements fepresent critical turning movements at unsignalized intersections,
increasing the potential for intersection delay and safety issues. Therefore, at the critical site
access intersection of SR 101 at Black Point Road, the potential need for a northbound left-turn
lane under the Brinnon Subarea Plan and Hybrid Alternatives and a southbound left-turn lane
under all development alternatives was analyzed considering typical evening commute periods.
Based upon procedures and guidelines found in WSDOT's Design Manual,Januzry 2005 (Figure
910-8a Left-Turn Storage Guidelines Two Lane-Unsignalized), at the SR 101 at Black Point
Road intersection, a northbound left-turn lane is not ril/affanted, however, a southbound left-turn
lane is warranted under the three development altematives of Brinnon Subarea Plan, Hybrid,
and Statesman. Based upon !7SDOT's Design Manual,January 2005 @rgure 910-9c kft-Turn
Storage Length: Two Lane-Unsignalized), the southbound left-turn lane should be a minimum
of 100 feet under the Brinnon Subarea Plan and Statesman Altematives and a minimum of 150
feet under the Hybrid Alternative. Attachment E contains the results of this warrant analysis.
Right-Turn Lane Warrants
Right-turn movements represent critical turning movements at unsignalized intersections,
increasing the potential for intersection delay and safety issues. Therefore, at the critical site
access intersection of SR t01 at Black Point Road, the potential need for a northbound right-
turn lane under all development alternatives and a southbound right-turn lane under the Brinnon
Subarea Plan and Hybrid Alternatives was analyzed considering typical evening commute
periods.
Based upon procedures and guidelines found in WSDOT's Design Manual,January 2005 (Figure
910-11 Right-Turn Lane Guidelines), at the SR 101 at Black Point Road intersection, a
southbound right-turn lane is not warranted, however, a northbound right-turn pocket is
warranted under the Statesman Alternative and a full right turn lane is warranted under the
Hybrid Alternative. Based upon WSDOT's Duign Manual, January 2005 (Figure 910-13 Right-
Turn Lane), the northbound right-turn lane should be a minimum of 530 feet with a 50-foot
taper for the Hybrid Alternative. Attachment E contains the results of this warrant analysis.
August 23, 2007
Page 35PTransportation Eryineering NortnWest, t-t-C
Pleasant Harbor EIS
Jefferson County, WA Transportation lmpact Study - Revised
PROJECT MITIGATION MEASURES
A review was conducted of vehicular trip generation, public transportation and nonmotorized
transportation impacts, and site access and safety issues of the development alternatives
considered under the proposed Pleasant HarborEIS. Based upon this traffic impact analysis, the
following mitigation measures may be required:
improvements Black Point Road to meet County standards.
Road to improve and maximize entering sight distance.
warranted under three development alternatives: Brinnon Subarea Plan Altemative,
Hybrid Alternative, and Statesman Alternative. The southbound left-turn lane should be
a minimum of 100 feet under the Brinnon Subarea Plan Altemative and Statesman
Alternative, and a minimum of 150 feet under the Hybrid Alternative. !7ith the Brinnon
Subarea Plan and Hybrid Alternative, the expansion of the existing T-intersection would
also provide for a median refuge area for left turns from Black Point Road onto SR 101.
intersection under the Hybrid Altemative, which should be a minimum of 530 feet with
a 50-foot taper. Under the Statesman Alternative, a right tum pocket or taper is
warranted at the SR 101 at Black Point Road.
widened approach onto SR 101, and an "entry treatment" on Black Point Road at SR
101. The proposed site access concept would also include a consolidated intersection
onto Black Point Road with a realignment of the State boat launch at Pleasant Harbor.
or small shutde bus available for guests and tenants to utilize on an as needed basis for
use in gfoup trip making, coordinated events, aiqport shutde, and other miscellaneous
trafftc. The appiicant also proposes to work with Jefferson Transit in scheduling and
expanding service as necessary to the resort as well as consider joint opportunitjes in
providing layover or transit seryice and faci-lities within the site.
nonmotorized circulation system within the site that would not impact County or State
highways, but yet provided for pedestdan and bicycle circulation between the t'wo main
development districts (i.e., Black Point Properties and Maritime Village).
engineering analysis of the Black Point Road structural section and suitability of
projected vehicle trafftc to evaluate the need for widening or asphalt overlay bet'ween the
main site access roadway into the Black Point Properries and SR 101.
August 23, 2007
Page 36PTransportation Engineering NortrWest, l-l-C
!
Attachment A
Daily Traffic Counts and P.lvl. Peak Hour Turning
[Vovement Counts
P Transportation Ergineering Nor[rWest, l-t-C
4-E Prepared for: Transportation Engineering Northwest, LLC
Trallic count consultants, Inc. phone: (425) 861-8866 FAx: (425) 861-s877
lntersection:
Location:
SR 104 @ Center Rd Ramp
Jefferson County
Date of Count:
Checked By:
Weds 8-30-2006
JMP
From North on (SB)
Ramp from Center Rd
From South on (NB)
0
From East on (WB)
SR 104
From West on (EB)
SR 104
lnterval
Total
Time
lnterval
Endinq at T L S R T L S R T L S R T L S R
2 14 0 7 0 0 0 0 5 27 4 11 2 69 0 1234:15 P
4:30 P 1 I 0 2 0 0 0 0 4 0 54 13 4 1 62 0 14',1
4:45P 0 8 0 2 0 0 0 0 3 0 73 26 3 4 59 0 172
0 0 0 4 0 77 21 7 5 73 0 1885:00 P 0 11 0 ,|0
5:15 P 1 6 0 o 0 0 0 0 3 0 41 21 3 5 49 0 13'l
5:30 P 1 10 0 4 0 0 0 0 4 0 49 23 3 1 49 0 't36
5:45 P 1 13 0 4 0 0 0 0 2 0 64 19 7 7 u 0 171
6:00 P 1 15 0 2 0 0 0 0 5 0 46 20 5 3 58 0 144
6:15 P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:3U P 0 0 U U U U U U U U U U U U U 0 0
6:45 P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:00 P 0 0 0 0 0 0 0 0 0 o 0 0 0 0 0 0 0
I
Total
Survey 7 86 0 31 0 0 0 0 30 0 431 147 43 28 483 0 1206
Peak Hour: 4:15 PM to 5:15 PM
Iotal 2 34 0 14 0 0 0 0 14 0 245 81 17 15 243 0 632
Approach 48 0 326 258 632
o/oHV 4.2o/o
^la
4.3o/o 6.6olo 5.ZYo
PHF 0.80 nla 0.82 0.83 0.84
0.83 6.6o/o
0.82 4.3%
t/a nla
0.80 4.2%
0.84 5.2Yo
N S E w
No Bikes
0 0 0 0
t44
l4 34
8l
245 326
603
51 l5
258 243
48 96
259
277
I o lBik"
L
04rl5 PM to 5:15 PM
RdRamp
\
+-
Ped
[-;-l*.
Ped
Bike
l_l
E
SR 104 SR IO4
across:NSEW
INT 01
INT 02
INT 03
INT 04
INT 05
INT 06
INT 07
INT 08
INT 09
INT 1O
INT 11
INT 12
0
0
0
0
0
EB
Check WB
In: 632 NB
Out: 632 SB
No Peds
0 0 0 0
0
0
0
0
0
0
0
Blcycles From:
INT 01
INT 02
INT 03
INT 04
INT 05
INT 06
INT 07
INT 08
0
0
0
0
0
0
0
0
0
0
Soecial Notes:
TM01.1P0611
lo
{
s
0
Lt_
E Prepared for: Transportation Engineering Northwest, LLC
Traffic Count Consultants, Inc. Phone:(425) 861-8866 FAx: (42s) 861-8877
lntersection:
Location:
Center Rd @ SR 104 Ramp
Jefferson County
Date of Count:
Ghecked By:
Weds 8-30-2006
JMP
Time
lnterval
Endino at
From North on (SB)
Center Rd
From South on (NB)
Center Rd
From East on (WB)
0
From West on (EB)
SR 104
lnterval
Total
T L S R T L S R T L S R T L S R
4:15 P
4:30 P
1 0 26 7 1 13 14 0 0 0 0 0 0 2 0 4 66
1 0 23 4 1 6 15 0 0 0 0 0 1 3 0 11 62
4:45P ,|0 19 4 3 6 16 0 0 0 0 0 3 13 0 16 74
5:00 P 1 0 26 5 0 I 25 0 0 0 0 0 1 8 0 18 91
5:15 P 0 0 8 4 3 11 24 0 0 0 0 0 0 I 0 17 73
5:30 P 0 0 19 I 2 I 't5 0 0 0 0 0 2 I 0 16 74
5:45 P 0 0 22 5 1 10 9 0 0 0 0 0 10 0 16 72
6:00 P 0 0 19 6 1 10 5 0 0 0 0 0 0 6 0 15 61
6:15 P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o 0
6:3U P U 0 U U U U U 0 0 0 0 0 0 0 0 0 0
6:45 P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:O0 P 0 0 0 0 0 o 0 0 0 0 0 0 0 0 0 0 0
totat
Survey 4 0 162 43 12 73 123 0 0 0 0 0 7 59 0 113 573
Peak Hour: 4:30 PM to 5:30 PM
Total 2 0 72 21 I v 80 0 0 0 0 0 6 38 0 67 312
105 312Approach931140
7.0v.n/a 5.70k 5.1o/oYoHY2.2yo
PHF
m
0.86
2t 72
38
105
67
34 80
0.91 5.7o/o
nla nla
0.81 7.0o/o
253
N S
0.75 2.2o/o
93 ll8
55
ll4
I I o lBik"
[
-;. -l*.
_0-
0
4:30 PM to 5:30 PM
Center Rd
Bikel__-0__-l
0.86 5.1o/o
E w
No Bikes
0 0 0 0
UE
SR IO4
across:NSEW
INT 01
INT 02
INT 03
INT 04
INT 05
INT 06
INT 07
INT 08
INT 09
INT 10
INT 11
INT 12
0
0
0
0
0
PHF %HV
EB
WB
NB
SB
In:t12
3t2Out:
No Peds
0 0 0 0
0
0
0
0
0
0
0
Blcycles From:
INT 01
INT 02
INT 03
INT 04
INT 05
INT 06
INT 07
INT 08
0
0
0
0
0
0
0
0
0
0
Soecial Notes:
TMOl
E
-fi-
lrr, I Check
T
I
T
I
T
T
T
T
T
T
T
t
T
I
T
I
T
T
I
TC 2
Traffic Count Consultants, Inc.Woodinville, WA 98072
Phone: (425) 861-8866 FAX: (425)861-8877
Center Road
HVs
rJr
l---J
Peds
SR 101
142
264
122 HVs
Peds 112
L. O.J
L - -e:l GN
Peds
I!26
39
13
HVs
Bowen Road
(Grocery )
Check:
In:
Out:
483
483HVs
Center Road / SR 101
Intersection:
Location:
Date of Count:
Peak Period:
Checked By:
Prepared For:
SR l0l @ Center Road / Bowen Street
Quilcene
Thur 8/3 l/09
4:30P - 5:30P
LBP
Transportation Engineering NW
PHF
SB
WB
NB
7
1
@@@
1.8%0.90
nla nla
nla nla
5.9%0.86
n/a 0.81
6.60/o 0.82
5.0%0.90
TM02p061 17
Nore: i_ l_ _i
4 of the Peds were equestrians Peds
lrue north otvtded uenter F(d & sH 1u1
8
.-III'TIIIIII-IIIII
TC Traffic Count Consultants, Inc.Woodinville, WA 98072
Vehicle Volume Summary
2
Phone: (425) 861-8866 FAX: (425) 861-8E77
Thur 8/31/09
LBP
lntersectlon: SR 101 @ Center Road / Bowen Street
Location: Quilcene
Date of Count:
Checked Bv:
Center Road
From North (SB)From E (WB)0 From South (NB)
Center Road / SR 101
From SW (NEB)
Bowen Road
From NW (SEB)
sR 101
Interval
Total
Time
lnterval
Ends at T R SR Thru 0 L SL T 0 R Ihru L HL T HR 0 SR SL HL T HR R 0 fhru L
4:15 P 0 1 0 23 0 0 0 Z 0 0 1t 39 3 0 1 0 0 3 0 1 1 20 0 0 ,|109
4:30 P 0 2 0 30 0 0 0 4 0 0 't8 32 3 0 1 0 0 0 5 1 1 24 0 0 2 118
4:45 P 0 3 ,|22 0 0 0 1 0 0 24 28 I 0 ,|0 0 0 1 0 0 24 0 0 0 't05
5:00 P 1 0 2 22 0 0 0 7 0 0 28 39 2 0 1 0 0 0 3 4 3 33 0 0 1 134
5:15 P 1 1 3 26 0 0 4 n 32 0 0 0 125002529302000113
5:30 P 0 0 2 29 0 0 0 2 0 0 '19 35 4 0 1 0 0 1 2 3 2 23 0 0 1 't 19
5:45 P 2 0 0 21 0 0 0 4 0 0 10 22 2 0 4 0 0 I 2 2 3 20 0 0 0 85
6:00 P 0 I 1 22 0 0 0 1 0 0 15 27 3 0 2 0 0 2 I 1 2 29 0 0 0 105
6:15 P 0 0 0 0 0 0 0 0 0 0 0 0 20200000000000
6:30 P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00000000
7:00 P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total
Survey 4 8 I 195 0 0 0 25 0 0 158 251 21 0 't3 0 0 7 15 13 15 205 0 0 5 902
4:30 P to 5:30 P Peak Hour Summary
Iotal 2 4 I 99 0 0 0 '14 0 0 131 10 5 0 0 1 7 8 8 112 0 0 2 483
0 237 13 't22 483
%HV 1.8%nla nla 5.9%nla 6.6%5.lYo
PHF 0.90 nla nla 0.86 0.81 0.82 0.90
PEDs 3 0 4 0 0
Total Peds
Peds Total Survev 5 0 4 2 0 1'l
ilililt1
ilililil
ilililil
11ililil
ilililil
ilililil
ilililil
ilililil
ill
-
II
TII
illiltI
For:NW 17
tl_
E Preparedfor: Transportationf,ngineeringNorthwest,LLc
Tralfic count consultants, Inc. phone: (425) 86t-8866 FAx: (425) 861-8877
lntersection:
Location:
SR 101 @ Dosewallip Rd
Brinnon
Date of Count:
Ghecked By:
Thurs 8-31-2006
JMP
Time
lnterval
Ending at
From North on (SB)
SR 1O,I
From South on (NB)
SR 101
From East on (WB)
0
From West on (EB)
Dosewallips Rd
lnterval
Total
T L S R T L S R T L S R T L S R
4:15 P
4:30 P
2 0 27 3 4 3 37 0 0 0 0 0 0 2 0 3 75
4 0 32 2 1 4 22 0 0 0 0 0 1 1 0 4 65
4:45 P 3 0 33 6 8 2 37 0 0 0 0 1 2 0 4 84
5:00 P 3 0 25 5 5 2 29 0 0 0 0 0 0 2 0 3 66
5:'15 P 4 0 29 5 1 3 22 0 0 0 0 0 0 ,|0 4 64
5:30 P 4 0 21 6 4 4 22 0 0 0 0 0 0 4 0 2 59
5:45 P 5 0 23 2 3 2 22 0 0 0 0 0 1 2 0 7 58
6:00 P 3 0 22 5 2 3 20 0 0 0 0 0 0 2 0 3 55
6:15 P 0 0 0 0 0 0 0 0 0 o 0 0 0 0 o 0
ti:3U P U U U U U U 0 0 0 0 0 0 0 0 0 0 0
6:45 P 0 0 0 0 0 0 0 0 0 o 0 0 0 0 0 0 0
7:00 P 0 0 o 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total
Survey 28 0 212 34 28 23 211 0 0 0 0 0 3 16 0 30 526
Peak Hour: 4:00 PM to 5:00 PM
0 0Total1201171618't1 125 0 0 0 2 7 0 14 290
0 21 290Approach133136
%HV 9.0%13.2Yo nla 9.SYo 11.0%
PHF
265
0.86
t6 tt7
7
14
ll 125
0.88 9.5%
rla nla
0.85 '.|3.2"h
267
N s
0.85 9.OYo
133 132
l3l 136
T
I
I o lsite
[-;.-l*,
5:00 PM
SR 101
0
I
Bikel_-_0 __l
0.86 11.0%
E w
1
0 0 0 1
Dosewallips Rd
rcmr!:NSEW
INT 01
INT 02
INT 03
INT 04
INT 05
INT 06
INT 07
INT 08
INT 09
INT 10
INT 1,I
INT 12
0
0
0
0
0
PHF %HV
Check
In:
Out:
290
290
No Bikes
0 0 0 0
0
0
0
0
0
0
0
Bicycles From:
INT 01
INT 02
INT 03
INT 04
INT 05
INT 06
INT 07
INT 08
0
0
0
I
0
0
0
0
0
1
Soecial Notes:
11
!
4:00 PM to
a
r_t :
E Preparedfor: TransportationEngineeringNorthwest,LLc
Tralfic count consultants, Inc. phone: (425) 861-8866 FAx: (42s) 861-8877
lntercection:
Location:
SR 101 @ Dosewallip State Park Entrance
Brinnon
Date of Count:
Ghecked By:
Thurs 8-31-2006
JMP
Time
lnterval
Ending at
From North on (SB)
SR 101
From South on (NB)
SR 101
From East on (WB)
Dosewallip State Park
From West on (EB)
Dosewallip State Park
lnterva!
Total
T L S R T L S R T L S R T L S R
4:15 P
4:30 P
2 0 31 3 5 1 43 0 0 0 0 1 0 2 0 1 82
4 1 38 2 2 0 17 0 0 0 0 1 0 2 0 1 62
4:45P 1 0 23 4 2 40 2 0 1 0 3 0 4 0 1 80
5:00 P 4 1 43 4 4 2 29 0 0 1 0 5 0 2 0 ,|88
5:15 P 3 0 29 1 0 0 26 0 0 0 0 0 0 2 0 0 58
5:30 P 3 1 22 4 4 2 26 0 0 1 0 0 0 1 0 1 58
5:45 P 5 0 31 5 2 4 22 0 0 0 0 0 0 4 0 3 69
6:00 P 1 0 25 0 1 I 26 2 0 0 0 2 0 2 0 1 59
6:15 P 0 o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 P 0 0 o o o 0 0 0 0 0 0 0 0 0 0 U 0
7:00 P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
229 4 0 3 0 12 0 19 0 9
lotal
Survey 23 3 242 23 27 12 556
Peak Hour: 4:00 PM to 5:00 PM
7.3o/o 14.7v.nla rVa 9.90k
77
299
l3 t35 1
l0
0 l2
a
t0
l4 0
4
5 t29 1
0.70 nla
0.50 nla
o.77 14.70h
277 0.78 7.3o/o
150
l8
t4t
4
0
[- o
-l*.a
sR 101
I
I
I
*
5:00 Plu
SR IOI
\
<_
Ped
4|0OPM @
Bikel___0 __l
Ped
Bike
I t lsik"
[-i'l*.
0.89 9.9%
E w
1
1 0 0 0
Dosewallip State Park Dosewallip State Park
rcross!NSEW
INT 01
INT 02
INT 03
INT 04
INT 05
INT 06
INT 07
INT 08
INT 09
INT 10
INT 11
INT 12
0
3
I
0
0
PHF %HV
Check
EB
WB
NB
SB
In:312
3t2Out:
0
0
0
0
0
0
0
Bicycles From
INT 01
INT 02
INT 03
INT 04
INT 05
INT 06
INT 07
INT 08
0
0
0
I
0
0
0
0
4
3
I
4 0 0 0
IIIIIIIIIIII
Special Notes:
IilEITITE
E
0
116 I
1
t_t_
E Preparedfor: TransportationEngineering Northwest,Llc
Tralfic Count Consultants, Inc. phone: (425) 861-8866 FAX:(42s) 86r-8877
lntersection:
Location:
SR 101 @ Black Point Rd
Brinnon
Date of Count:
Checked By:
Thurs 8-31-2006
JMP
Time
lnterval
Endino at
From North on (SB)
SR 101
From South on (NB)
SR 101
From East on (WB)
Black Point Rd
From West on (EB)
0
lnterval
Total
T L S R T L S R T L S R T L S R
4:00 P
4:15 P
4 1 25 0 4 0 32 1 0 0 0 2 0 0 0 0 61
1 1 26 0 2 0 27 0 0 2 0 1 0 0 0 0 57
4:30 P 4 4 28 0 6 0 38 0 0 0 0 1 0 0 0 0 71
4:45 P 2 1 33 0 3 0 30 0 0 0 0 1 0 0 0 0 65
5:00 P 0 3 35 0 3 0 31 1 0 3 0 0 0 0 0 0 73
5:15 P 3 1 24 0 2 0 27 ,|0 0 0 1 0 0 0 0 *
5:30 P 3 2 17 0 3 0 18 2 0 1 0 2 0 0 0 0 42
5:45 P 5 4 34 0 3 0 33 2 0 1 0 ,|0 0 0 0 75
6:00 P 2 2 24 0 2 0 22 0 0 0 0 2 0 0 0 0 50
6:15 P 0 0 0 0 0 t)0 0 0 0 0 0 0 0 0 0 o
6:30 P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
totat
Survey 24 19 246 0 28 0 258 7 0 7 0 11 0 0 0 0 il8
Peak Hour: 4:00 PM to 5:00 PM
5.37o 11.iYo nla nla 7.9%
122 9
3
8
5 I
126 I
nla nla
0.67 nla
0.84 11.O%
254 0.86 5.3Yo
r3r
t0
127 r27
SR 101
I
4:00 PM to 5r00 PM
sR 101
\
l0
l--o
-lp"a
Bikel_-_0___l
I o lnike
l-;-l*.
0.91 7.9Yo
E w
No Bikes
0 0 0 0
Black Point Rd
rcross:NSEW
INT 01
INT 02
INT 03
INT 04
INT 05
INT 06
INT 07
INT 08
INT 09
INT 1O
INT 11
INT 12
0
0
0
0
0
PHF %HV
Check
In:
Out:
EB
WB
266
266
No Peds
0 0 0 0
0
0
0
0
0
0
0
Blcycles From:
INT 01
INT 02
INT 03
INT 04
INT 05
INT 06
INT 07
INT 08
0
0
0
0
0
0
0
0
0
0
Soecial Notes:
IEilE@ilEIIIIEIiil
-lll-
rJ_
E Prepared for: Transportation Engineering Northwest, LLC
Trallic Count Consultants, Inc. Phone: (425) 861-8866 FAX: (425) 861-8877
lntersection:
Location:
SR 101 @ Duckabush (River) Rd
Brinnon
Date of Count:
Checked By:
Thurs 8-31-2006
JMP
From East on (WB)
0
From West on (EB)
Duckabush Rd
lnterval
Total
From North on (SB)
SR 101
From South on (NB)
SR 101
S R T L S R T L s R T L S R
Time
lnterval
Ending at T L
3 0 22 7 4 0 27 0 0 0 0 0 0 4 0 1 614:15 P
4:30 P 4 0 25 1 4 3 29 0 0 0 0 0 0 2 0 0 60
2 26 0 0 0 0 0 0 4 0 1 584:45 P 3 0 24
0 805:00 P 2 0 40 6 4 2 30 0 0 0 0 0 0 2
5 2 0 25 0 0 0 0 0 0 5 0 1 575:15 P 3 0 2'l
0 0 485:30 P 2 0 22 1 3 3 20 0 0 0 0 0 0 2
5:45 P 5 0 21 7 4 3 30 0 0 0 0 0 0 5 0 0 66
16 0 0 0 0 0 0 4 0 0 436:00 P 2 0 13 7 2
0 U 0 0 0 0 0 0 0 0 0 0 0 06:15 P 0 o r0
o 0 0 U 0 0 U 0 0 0 06:30 P 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 06:45 P 0 o 0
7:00 P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
E
IlI
15 203 0 0 0 0 0 0 28 0 3 473
lotal
Survey 24 0 188 36 28
Peak Hour: 4:00 PM to 5:00 PM
9.4Yo 14.4Yo nla nla 11.2%
25t
l6 lll
t2
t4
)
6 ll2
0.70 nla
nJa@ nla@
231
N S
0.69 9.4o/o
t27 124
a1
sR 101
I-0_
0
4:00 PM to 5:00 PM
sR r01
I usl
Bikel___0 _-J
I o lBike
[-,'-l,"
0.81 11.2Yo
E w
1
1 0 0 0
LJ
E
Duckabush Rd
across:NSEW
INT 01
INT 02
INT 03
INT 04
INT 05
INT 06
INT 07
INT 08
INT 09
INT 1O
INT 1,I
INT 12
0
0
0
0
0
Check
In: 259
Out: 259
No Peds
0 0
0
0
0
0
0
0
0
Bicycles From:
INT 01
INT 02
INT 03
INT 04
INT 05
INT 06
INT 07
INT 08
0
0
0
0
I
0
0
0
Soecial Notes:
The street sign had no "River"
The road sign pointed to :
"Duckabush River Rd" *
0
1 17
IEilITEIEIEILTIILTE@ilJflIEIiil
rrrrrE@3r
0
lrrl
t
T
I
!
I
t
I
I
T
I
T
T
I
I
T
I
T
I
I
Traffic Count Consultants, Inc.
Woodinville, WA
98072
Titlel
Title2
Title3
SRl0l, n/o Quilcene Site 15
08t28t06Date;
Interval
Begin
Mon 28 Tue 29 Wed 30 Thu 3l Fri I Sat 2 Sun 3 Weekday Avg.
NB SBNBSBIIBSBNB SB NB SB NB SB NB SB NB SB
l2:AM
0l:00
02:00
03:00
04:00
05:00
06:00
07:00
08:00
09:00
l0:00
1l:00
12:PM
0l:00
02:00
03:00
04:00
05:00
06:00
07:00
08:00
09:00
l0:00
I l:00
4
5
7
7
ll
34
56
88
8t
88
98
102
103
tl2
108
il0
ll5
76
79
46
42
31
7
t4
9
I
3
5
4
14
53
64
82
8l
86
100
92
82
107
il3
124
123
97
73
62
5l
21
16
8
3
5
9
4
27
47
84
92
l16
80
t02
ll8
100
106
lt6
136
90
68
71
54
32
20
t2
17
0
l0
2
5
20
46
57
66
77
90
ll3
130
142
150
128
145
152
135
t02
80
55
46
21
l0
J
4
2
J
6
20
33
59
82
90
t4t
112
128
94
98
97
96
88
t3
86
40
74
tl
t2
12
4
2
3
l4
,<
48
76
103
r39
148
170
144
117
t42
120
102
87
54
49
30
30
t6
6
7
5
I
5
4
15
38
44
69
80
l0l
t20
121
123
144
126
140
il0
102
76
41
25
l0
8
6
I
4
4
10
14
30
36
79
t14
lt6
154
il1
r08
106
102
82
69
60
50
22
24
12
6
4
6
8
7
30
5l
86
86
l02
89
102
ll0
t06
107
ll3
125
83
58
48
3l
13
t3
t3
0
6
3
4
17
49
60
'74
79
88
106
lll
lt2
t28
120
134
137
ll6
87
7t
53
33
18
Totols 0 0 0 0 0 0 1.424 1,463 1.500 1.789
2.887 3.289
49.3 50.7 45.6 54.4
1,390 t.g1
3.037
45.8 54.2
1.513 1.322
2.835
53.4 46.6
1.457 1,619
3.076
47.4 52.6
Combined 0 0 0
Split 7o 0.0 .0 0.0 .0 0.0 .0
AM
Peak Hr
Volume
I l:00
102
I l:00
100
09:00
il6
I l:00
ll3
ll:fi)
l4l
I l:00
148
I l:00
l0l
I l:00
il6
09:00 I l:00
106102
PM
PeakHr
Volume
(X:fi)
ll5
04:00
124
04:00
r36
05:00
152
0l:00
128
l2:00
170
03:00
144
l2:00
154
04:00 05:00
137125
Data File : Quilcene N Printed: 9/81200,6 Page: I
t
I
T
T
T
T
T
T
T
!
T
!
T
T
I
T
T
T
I
Traffic Count Consultants. Inc.
Woodinville, WA
98072
Titlel
Title2
Title3
SR 1 01 , n/o Quilcene Sile l5
09/04/06Date:
Interval
Begin
Mon 4
I\B SB
Tue 5
NB
Wed 6
NB SB
Thu 7 Fri 8 Sat 9
NB
Sun l0
NB SB
Weekday Avg.
NB SBSBNBSBNBSBSB
l2;AM
0l:00
02:00
03:00
M:00
05:00
06:00
07:00
08:00
09:00
l0:00
I I:00
l2:PM
0l:00
02:00
03:00
04:00
05:00
06:00
07:00
08:00
09:00
l0:00
I l:00
6
4
5
4
0
8
2l
32
58
90
142
202
160
160
137
122
124
121
r06
88
44
32
4
4
6
2
J
1
I
16
22
28
45
68
89
106
103
100
104
98
78
60
68
38
32
2t
9
6
3
6
4
6
t2
34
69
102
t23
lll
96
108
108
106
86
87
ll4
102
58
36
24
l4
4
3
9
0
1
2
12
8
48
66
82
70
65
100
I l3
93
88
126
124
n8
79
53
50
29
15
5
I
2
4
4
9
30
50
t02
104
96
98
98
80
t03
96
100
95
86
72
44
28
l8
l0
6
4
I
0
2
5
l6
44
72
76
77
74
il0
88
103
ll9
108
130
94
51
48
3t
72
8
I
a
2
6
7
31
66
87
102
85
8l
82
88
68
96
102
il0
77
70
48
39
13
11
6
6
0
2
0
6
12
56
62
76
72
68
100
82
82
98
t23
il6
l14
89
53
38
3l
14
12
2
J
3
5
,7
25
51
80
96
95
104
122
109
109
r03
102
110
96
76
54
JJ
19
7
4
6
0
I
I
6
t3
42
57
69
7l
74
104
96
88
98
l16
106
105
82
48
42
28
12
7
Totals
Combined
Split %
r.674 1.104
2.778
60.3 39.7
1.416 1,356
2.772
5l.l 48.9
1.336 1.350
2.686
49.7 50.3
l,280 1,312
2.592
49.4 50.6
0 0 0 0 0 1,415 1,272
2.687
.0 52.7 47.3
0
0.0 .0 0.0 .0 0.0
AM
Peak Hr I l:00
202
I l:00 08:00
106 123
I l:00 08:00
100 104
I l:00
il0
08:00
102
I l:00
100
I l:00
122
I l;00
t04Volume
PM
PeekHr
Volume
l2:00
160
02:00
104
04:00
l4
03:00
126
0l:00
103
05:00
r30
04:00
1r0
03:fi)
123
04:00
il0
03:00
lt6
Data File : Quilcene N Printed : 918/2006 Pase: 2
Traffic Count Consultants, Inc.
Woodinville, WA 98072
Titlel
Titlez
Title3
SR 101 s/o Quilcene Site:
Date:
t4
08/28/06
Interval Mon 28 Tue 29 Wed 30 Thu 3lBegin NB sB NB sB NB sB NB
Fri I
SB NB
Sat 2
SB NB SB
Weekday Avg.
SB NB SB
Sun 3
NB
l2:AM
0l:00
02:00
03:00
04:00
05:00
06:00
07;00
08:00
09:00
l0:00
I l:00
l2:PM
0l:00
02:00
03:00
04:00
05:00
06:00
07:00
08:00
09:00
l0:00
I l:00
l8
l4
ll
8
t8
32
60
ll1
104
168
r65
194
l9l
204
t99
r97
193
139
130
8l
65
42
38
32
l5
5
9
l0
5l
39
83
108
140
138
179
199
178
214
114
149
t61
168
140
99
83
58
43
21
17
6
l3
8
2l
34
59
98
142
176
186
183
202
248
222
225
227
t64
163
145
t28
70
60
32
l5
t4
7
24
38
34
67
72
l19
183
t99
206
208
256
233
229
233
213
2l
t75
l0l
76
66
27
28
l0
l0
5
ll
l6
47
54
102
t72
228
2s4
289
269
231
240
201
174
t44
ll8
108
54
36
20
t6
l9
9
ll
7
l5
34
53
ll6
206
111
233
230
225
208
206
190
188
132
97
106
63
47
,{
l4
ll
l0
2
5
t8
26
45
64
t25
154
209
233
2s4
204
233
217
209
t72
160
t02
7l
24
22
l6
7
5
4
7
7
21
36
88
t50
156
216
224
244
2to
203
173
213
167
ll9
87
50
73
l8
l8
l0
t2
8
20
33
60
105
t23
172
t76
r89
t97
226
2tt
2n
210
152
147
lt3
97
56
49
32
l5
l0
8
t7
45
37
75
90
130
l6l
189
203
193
23s
228
189
t97
l9r
176
t37
92
67
55
24
Totlls
Combined
Sptit %
AM
Peak Hr
Volume
PM
Peak Hr
Volume
0000002,4142,513
0 0 0 4,927
0.0 0.0 0.0 0.0 0.0 0.0 49.0 51.0
2,829 3,006 2,82t 2,658
5,83s sA79
48.5 51.5 51.5 48.5
2,584 2,494 2,622 2760
5,078 5,381
50.9 49.1 48.7 51.3
0:00 0:00 0:00 0:00 0:00
0:00 0:00 0:00 0:00 0:00
0:00
0
0:00
0
I l:00
194
l:00
204
I l:00
199
2:00
l0:00
186
l:00
248
I l:00
206
I l:00
254
I l:00
233
I l:00
2t6
l:00
244
I l:00
203
l:00
235
I l:00
209
I l:00
189
230289256))1
0
0
0
0
0
0
0
0
0
0
l:00 12:00 12:00 'l:00
254
l:00
226
DataFile: M06 l17 14 Printed; 918106 Page; I
Traffic Count Consultants, Inc.
Woodinville, WA 98072
Titlel
Title2
Title3
SR l0l s/o Quilcene Site:
Date:
t4
09t04t06
Interval
Begin
Mon 4 Tue 5 Wed 6 Thu 7 Fri 8 Sat 9 Sun l0 Weekday Avg.
NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB
l2:AM
0l:00
02:00
03:00
04:00
05:00
06:00
07:00
08:00
09:00
l0:00
I 1:00
l2:PM
0l:00
02:00
03:00
04:00
05:00
06:00
07:00
08:00
09:00
l0:00
I l:00
l3
8
6
t2
3
t7
3l
36
7l
l3l
220
304
254
287
235
239
2t7
t97
176
92
69
34
t4
ll
t5
5
9
l0
50
38
8l
106
137
t35
t75
195
174
210
219
t46
t58
165
137
97
8l
57
42
2l
15
5
9
l0
5l
39
83
108
140
138
t79
t99
178
2t4
)aa
149
l6l
168
140
99
83
58
43
2l
l0
7
5
8
l4
39
59
108
109
l5l
t93
233
206
2t3
205
198
188
t57
l3l
77
53
30
l7
t2
t4
5
8
9
46
35
76
98
127
t26
163
l8l
162
195
203
136
t47
153
127
90
76
53
39
l9
t2
8
4
9
t4
47
73
133
ll8
160
170
177
165
163
t96
179
159
128
ll6
54
48
32
t9
l6
4
6
6
4
24
54
74
155
137
r63
188
218
200
190
183
176
189
145
t02
85
41
23
18
9
t7
6
t0
ll
57
43
92
120
155
153
t99
22t
198
238
248
165
t79
186
155
ll0
92
u
48
23
Totals
Combined
Split %
AM
Peak Hr
Volume
PM
Perk Hr
Volume
2,677 2,789 2,394 2,463 2,200 2,287
s,466 4,857 4487
4g.o s l .o 4g.3 50.7 4g.o 5 r .0
0000 0 0 0 2,424 2,5t3
4,937
50.9
0
0 0 0
0:00 0:00 0:00 0:00 0:00 0:00 0:00
0000000
0:00 O:fi) 0:00 0:00 0:00 0:00 0:00
0000000
0
0.0
0:00
0
0:00
0.0 0.0 0.0 0.0 0.0 0.0 0.0 49.1
I l:00
304
l:00
287
I l:00
221
2:00
I l:00
218
l2:00
200
I l:00
r95
2:00
2t9
I l:00
177
2:00
196
I l:00
l8l
I l:00
233
l:00
213
I l:00
t99
2:002:N
203248 0 223
DataFile: M06 ll? 14 Printcd; 9/8106 Page: 2
T
T
t
T
T
t
T
T
T
I
T
T
T
I
T
T
T
I
T
Traffi<Count Consu Inc.
WoodiWA
98072
Titlel Centern/o
Title2 :
Title3 :
InterviMon 28
Begin NB SB
12:AIv * :l
1:00 * *
2:00 * *
3:00 * *
4:00 * *
5:00 * *
6:00 * *
7:00 * 't
8:00 * *
9:00 + !*
10:00 * :i
11:00 * *
12:PM * !t
1:00 * *
2:00 * :t
3:00 * 'i
4:00 * *
5:00 * *
6:00 * 'r
7:00 * 't
8:00 * +
9:00 * *
10:00 * *
11:00 * *
Totals 0
Quilcene
Tue 29
SB
Wed 30
NB SB
Weekday
NB
6
4
6
8
7
30
5l
86
86
t02
89
t02
ll0
106
t07
ll3
t25
83
73
58
48
31
l3
l3
tAsT
Avg.
SB
l3
0
6
3
4
t7
49
60
74
79
88
106
lll
112
128
r20
134
137
l16
87
71
53
33
t8
1,619
3,076
52.6
Site:
Date:8128/2006
2 Sun3
SB NB SB
62 54
51 32
2t 20
t6 t2
0 1,424 1,463 1,500 1,789 1,390 1,647 1,513 1,322
2,887 3,289 3,037 2,835
0 49.3 50.7 45.6 54.4 45.8 54.2 53.4 46.6 47.4
l5
Thu3l Fri I Sat
NB SB NB SB NB
*
*
*
*
't
*
*
*
*
*
*
*
*
*
*
,}
*
*
*
*
NB
't
't
'*
*
*
*
*
*
*
*
*
r*
:t
*
'*
t
:*
.i
:t
:t
+
:t
*
98
l3
35
59
44
14 27
53 47
@84
82 92
8l 116
86 80
100 102
92 118
82 100
107 106
113 116
124 136
123 90
97 68
73 7t
4
5
7
7
l1
34
56
88
81
88
98
r02
103
112
108
lt0
115
76
79
46
42
31
7
14
17101268
031276
104451
22214
53354
20614410
46 20 25 15 14
5'.1 33 48 38 30
66 59 76 44 36
77 82 r03 69 79
90 90 139 80 ll4
ll3 t4t 148 l0l 116
130 tt2 170 120 154
142 128 144 121 lll
150 94 rt7 r23 108
128 98 142 144 106
t4s 97 120 126 102
152 96 tO2 140 82
135 88 87 110 69
r02 73 54 102 60
80 86 49 76 50
55 40 30 4t 22
46 t4 30 25 24
21 11 16 10 12
0 00
0
00
0
0
0
Combi 0
Splir ? 0 0
AM
Peak [ *
Volurr *
PM
PeakH *
Volum *
*
*
I l:00 I l:00
102 100
9:00 ll:00 l1:00 ll:00 ll:00 ll:00
I 16 I 13 l4l 148 l0l I t6
4:00 5:00
136 t52
I :00 12:00
128 170
3:00 l2:00
144 154
9:00 1l:00
102 106
4:00 5:00
125 t37
*4:00
115
4:00
124
Traffic Count Consul Inc.
WoodirWA
98072
Titlel :
Title2 :
Title3 :
Interval Mon 4
Begin NB
Center Quilcene
Tue 5 Wed 6 Thu 7 Sat 9
NB SB
Site:
Date:
Sun l0
NB SB
91412006
Weekday
NB
2
3
3
5
7
25
5l
80
96
95
104
122
109
109
103
102
ll0
96
76
54
33
l9
7
4
0 1,415
11:00
122
4:00
ll0
l5
Avg.
SB
6
0
1
I
6
l3
42
57
69
7l
74
104
96
88
98
l16
106
105
82
48
42
28
t2
7
1,272
I l:00
r04
12:AM
1:00
2:00
3:00
4:00
5:00
6:00
7:00
8:00
9:00
10:00
1l:00
l2:PM
l:00
2:00
3:00
4:00
5:00
6:00
7:00
8:00
9:00
10:00
1l:00
Totals
3
6
4
6
12
34
69
102
123
lll
96
108
108
106
86
87
114
102
58
36
24
t4
4
3
1,416
9
0
I
2
t2
8
48
66
82
70
65
100
113
93
88
126
124
ll8
79
53
50
29
15
5
1,3s6
I
2
4
4
9
30
50
102
104
96
98
98
80
103
96
100
95
86
72
44
28
18
l0
6
,336
t2
8
1,350 1,280
SB
6
0
2
0
6
12
56
62
76
72
68
100
82
82
98
t23
ll6
ll4
89
53
38
3l
14
12
1,312
Fri 8
NB
*
*
*
*
t
{'
*
*
|l
:ar
'3
:}
:t
'3
']
,t
:}
't
tt
{r
t
't
*
t
0
SB NB SB NB SB NB SB
*
'*
'|
'*
:*
';
*
*
*
'*
*
+
*
*
'+
*
,t
*
*
*
*
*
*
*
I
2
2
6
7
3l
66
87
102
85
81
82
88
68
96
102
110
77
'to
48
39
13
11
6
4
I
0
2
5
l6
44
72
76
77
74
110
88
77
103
119
108
130
94
5l
48
3l
66
42
53
41
01
816
21 22
32 28
58 45
90 68
r42 89
202 106
160 103
160 100
t37 104
r22 98
t24 78r2r 60
106 68
88 38
44 32
32 21
49
46
Combined
Split %
,674 1,104
2,778
60.3 39.7
00
0
00
2,772
51.1 48.9 49.7
2,686 2,592
50.3 49.4 50.6 0
0
0
0
0
0
0
2,687
0 52.7 47.3
AM
Peak Hr I l:00
Volume 202
11:00
106
8:00
123
11:00
100
8:00
104
1 l:00
110
8:00
r02
I 1:00 *
100 *
*
*
PM
PeakHr
Volume
12:00
160
2:00
104
4:00
l14
3:00
t26
l:00
103
5:00
130
4:00
110
3:00 *
123 *
3:00
116
Attachment B
Level of Service Calculations at Study Intersections
P Trrnsport"tion Engineering No.trrWest, t-t-C
HCS2000: Unsignalized Intersections Release 4.1-f
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 9/16/200G
Analysis Tlme Period: PM Peak
Intersection: #1 - SR L04 / Center Rd Ramps
Jurisdj-ctj-on: WSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2006 Existing
Project ID: Pfeasant Harbor
East/west Street: SR 104
North/South Street: Center Rd Ramps
Intersection Orientatj-on: EW Study period
Vehicle Volumes and Adjustments
Major Street
(hrs ) :0.25
Approach Eastbound
Movement L 2 3
LTR
t4
lL
Westbound
56TR
Vol-ume
Peak-Hour Factor, PHE
Hourly Elow Rate, HFR
Percent Heavy Vehicfes
Median Type/Storage
RT Channel-ized?
Lanes
Configuration
Upstream Slgnal?
15 243
0.83 0.8318 2927--
Undivided
01
LT
No
245
0.82
298
81
0.82
98
1
No
0
TR
Minor Street Approach
Movement
Northbound Southbound
I 10 11 L2
ILTR
1
L
9
R
B
T
Volume
Peak Hour Eactor. PHE
Hourly Flow Rate, HFR
Percent Heavy Vehj-c1es
Percent Grade (8)
Flared Approach: Exists?/Storage
Lanes
Configuration
34
0.80
42
4
14
0.80
77
4
0
LR
0
0
No
0
Approach
Movement
Lane Confj-g
Delay, Queue Length, and Level of Service
WB Northbound
89
EB
1
LT
Southbound
10 11 L2
LR
v (wh)
C (m) (vph)
v/c
958 queue length
Control Delay
LOS
Approach Delay
Approach LOS
18
1r-36
0 .02
0.0s
8.2
A
tro
464
0.13
0.43
13.9
B
13.9
B
!
411!
!
HCS2000: Unsignalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
0 .2s
r,,aior street: approaclehicle ";l:ffi:"::d Adjustme""m
Movement1,231456
LTRILTR
Volume
Peak-Hour Factor, PHF
Hourly Elow Rate, HER
Percent Heavy Vehicles
Median Type/Storage
RT Channeli-zed?
Lanes
Conf igurati-on
Upstream Signal?
19 302
0. 90 0. 9021, 3357--
Undivided
305
0.90
338
101
0.90
172
01 0
TR
1
No
LT
No
Minor Street: Approach
Movement
Northbound789
LTR
Southbound
11 L2
TR
10
L
Volume
Peak Hour Factor, PHF
Hourly Flow Rate, HER
Percent Heavy Vehicles
Percent Grade (g)
Flared Approach: Exists?/Storage
Lanes
Conf j-guration
42
0. 90
46
4
l7
0.90
18
4
00
No/
0 0
LR
De l.y,Queue Length, and Leve1 of Service
WB Northbound S"uthbou"d
4 1 7 8 9 t 10 11 L2
IILR
Approach
Movement
Lane Config
EB
1
LT
v (vph)
C (m) (vph)
v/c
95ts queue length
Control Delay
LOS
Approach Delay
Approach LOS
0
0
8
2L
1084
02
64
41,1,
0.16
0. s5
15.4
c
15.4
.06
.4
A
!Analyst: JGT
Agency/Co.: TENW
Date Performed: 9/16/2006
Analysis Time Perj-od: PM Peak
Intersection: *1 - SR 1,04 / Center Rd Ramps
Jurisdiction: WSDOT,/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Without Project
Project ID: Pleasant Harbor
East/West Street: SR 104
North/South Street: Center Rd Ramps
fntersection Orientation: EW Study period (hrs):
HCS2000: Unslgnalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 8/16/2007
AnalysJ-s Time Period: PM Peak
Intersection: #1 - SR LO4 / Center Rd Ramps
.Iurisdiction: WSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 No Action Alternative
Project ID: Pleasant Harbor
East/west Street: SR 104
North/South Street: Center Rd Ramps
Intersection Orientation: EW Study period (hrs )0.25
Major Street: Approach
Movement
Vehicle Volumes and Adjustments
Eastbound
t23
LTR t4
lL
Westbound
56
TR
Volume
Peak-Hour Eactor, PHE
Hourly Elow Rate, HFR
Percent Heavy Vehicl-es
Median Type/Storage
RT Channelized?
Lanes
Conflguration
Upstream Signal?
19 302
0.90 0. 9021, 335
7--
Undivided
0.90
338
0.90
726
7ta30s
01 1
NoNo
0
TRLT
Minor Street: Approach
Movement
Northbound Southbound11 L2TR1
L
9
R
8
T
10
L
Volume
Peak Hour Eactor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicl-es
Percent Grade (t)
Flared Approach: Exists?,/Storage
Lanes
Configuration
55
0. 90
6r-
4
L7
0. 90
18
4
00
0
No/
0
LR
Approach '"i;"'
Movement 1
Lane Config LT
Queue Length, and Leve
WB Northbound
4178
I
f of Service
9
Southbound10 11 ).2
LR
v (vph)
c (m) (vph)
v/c
95E queue length
Control Delay
LOS
Approach Delay
Approach LOS
2t
1072
0 .02
0.06
8.4
A
19
396
0.20
0.73
16. 3
16. 3
?
HCS2000: Unslgnalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 8/L6/2007
Analysis Tj-me Period: PM Peak
Intersection: #1 - SR L04 / Center Rd Ramps
Jurisdiction: WSDOT,/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Brinnon Alternative
Project ID: Pleasant Harbor
East/West Street: SR 104
North/South Street: Center Rd Ramps
Intersection Orientation: EW Study period
Vehicle Volumes and Adjustments
Major Street
(hrs ) :0.2s
Approach Eastbound
Movement L 2 3
LTR
t4
lL
Westbound
56TR
Volume
Peak-Hour Factor, PHF
Hourly FIow Rate, HFR
Percent Heavy Vehic1es
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
19 302
0. 90 0. 902L 33s
7--
Undivided
305
0.90
338
742
0. 90
1,57
01 1
NoNo
0
TRLT
Minor Street: Approach
Movement
Northbound
789
LTR
Southbound10 11 L2LTR
Volume
Peak Hour Eactor, PHE
Ilourly Flow Rate, HER
Percent Heavy Vehicles
Percent Grade (t)
El-ared Approach: Exists?,/Storage
Lanes
Configuration
89
0.90
98
4
t7
0. 90
18
4
00
No/
0 0
LR
Approach
Movement
Lane Conflg
4
Dela
EB
1
LT
y, Queue Length, and Level of Servj-ce
WB Northbound
897
Southbound10 11 12
LR
v (wh)
C (m) (vph)
v/c
95? queue length
Control Delay
LOS
Approach Delay
Approach LOS
0.02
0.06
8.5
A
27
1043
116
3'7 4
0.31
1 .30
18. 9
18.9
T
T
T
HCS2000: Unsignalized Intersections Refease 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
AgencY,/Co.: TENW
Date Performed: 9/L6/2006
Analysis Time Period: PM Peak
Intersection: #1 - SR L04 / Center Rd Ramps
Jurisdiction: WSDOT/Jefferson County
Units: U. S. Customary
Analysj-s Year: 2017 Statesman Alternative
Project ID: Pleasant Harbor
East/West Street: SR 104
North/South Street: Center Rd Ramps
Intersection Orientation: EW Study peri-od
Vehicle Volumes and Adj ustments
(hrs ) :0.25
Major Street: Approach
Movement
Eastbound
]-23
LTR
Westbound
56
TR
4
L
Volume
Peak-Hour Factor, PHF'
Hourly El-ow Rate, HER
Percent Heavy Vehicles
Median Type/Storage
RT Channelized?
Lanes
Conf igurat j-on
Upstream Si-gna1?
r- 9 302
0.90 0. 9027 33s
7--
Undivi-ded
305
0.90
338
165
0. 90
183
01 0
TR
1
NoNo
LT
Mi-nor Street Approach
Movement
Northbound Southbound11 72
TR
I
T
1
L
9
R
10
L
Volume
Peak Hour Factor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Percent Grade (8)
Flared Approach: Exists?,/Storage
Lanes
Configuration
104
0. 90
115
4
t7
0.90
18
4
00
0
No/
0
LR
Approach "i;o' o";;' "'""ni,olli"::ffi' or serviceso,rhbou"d
Movement]-4l789l101172
Lane Config LT I I LR
v (vph)
C (m) (vph)
v/e
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
27
L020
0 .02
0.06
8.6
A
133
363
0.37
L .6A
20.5
C
20 .5
C
Analyst:
Agency/Co.: TENW
Date Performed: 8/L6/2007
Analysis Time Period: PM Peak
Intersection: #1 - SR 704 / Center Rd Ramps
Juri-sdiction: WSDOT/Jefferson County
Unlts: U. S. Customary
Analysis Year: 2017 Hybrid Alternative
Project ID: Pleasant Harbor
East/West Street: SR 104
North/South Street: Center Rd Ramps
Intersection Orientation: EW Study period
VehicLe Volumes and Adjustments
Major Street
(hrs ) :0.25
Approach Eastbound
Movement I 2 3
LTR
t4
lL
Westbound
56
TR
Volume
Peak-Hour Eactor, PHF
Hourly El-ow Rate, HFR
Percent Heavy Vehicles
Median Type/Storage
RT Channeli-zed?
Lanes
Conf j-gurati-on
Upstream Signal?
302
0. 90
33s
305
0. 90
338
19
0. 90
2t
'7
205
0.90
221
Undivided
01 0
TR
1
NoNo
LT
Minor Street: Approach
Movement
Northbound789
LTR
Southbound10 1"1 t2LTR
Volume
Peak Hour Factor, PHF
Ilourly Elow Rate, HFR
Percent Heavy Vehicles
Percent Grade (*)
Flared Approach: Exists?/Storage
Lanes
Configuration
108
0. 90
r20
4
t1
0.
18
4
90
0 0
No
0 0
LR
Approach
Movement
Lane Config
.De1ay,
EB
l_
LT
Queue Lengt.h, and Level of Servj.ce
WB Northbound
89 1041
Southboundt-t_ 12
LR
v (wh)
c (m) (vph)
v/c
958 queue length
Control Delay
LOS
Approach Delay
Approach LOS
2L
982
0.02
0.07
8.'7
A
138
352
0.39
1.81,
21.'t
C
21,.7
HCS2000: Unsignalj-zed Intersections Release 4.1f
_TWO-WAY STOP CONTROL SUIII"IARY
HCS2000: Unsignalized fntersections Rel-ease 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 9/L6/2006
Analysj-s Time Period: PM Peak
Intersection: #2 - SR L04 Ramps / Center Rd
Jurisdiction: WsDoT/Jefferson County
Units: U. S. Customary
Analysis Year: 2006 Existing
Project 1D: Pl-easant Harbor
East/west Street: SR 1-04 Ramps
North/South Street: Center Rd
Intersection Orientation: NS Study period
Vehlcle Volumes and Adjustments
Major Street: Approach Northbound
L23
LTR
(hrs ) :0.2s
Movement 4
L
Southbound
56TR
Volume
Peak-Hour Factor, PHF
Hour1y Flow Rate, HFR
Percent Heavy Vehicles
Median Type,/Storage
RT Channelized?
Lanes
Conf i-guration
Upstream Signal?
34 80
0.81 0.8147 98'7 --
Undivided
01
LT
No
12
0.75
96
2L
0.75
28
1
No
0
TR
Mi-nor Street: Approach
Movement
Westbound789
LTR
Eastbound
11011
ILT
t2
R
Volume
Peak Hour Eactor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehj-cles
Percent Grade (%)
FIared Approach: Exists?/Storage
Lanes
Configuration
38
0. 91
41,
6
o/
0. 91
a
00
0
No/
0
LR
Approach
Movement
Lane Config
4
DeIay
NB
1
LT
Queue Length, and Level of Servj-ce
westbound
o
SB EastboundL0 11
LR
1 9 t2
v (vph)
C (m) (vph)
v/c
958 queue length
Controf Delay
LOS
Approach Delay
Approach LOS
4t
1,432
\\4
819
0.14
0.48
10.1
B
0.03
0.09
7.6
A
10.1
B
n
HCS2000: Unsignalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 9/L6/2006
Analysis Time Period: PM Peak
Intersection: #2 - SR 104 Ramps / Center Rd
Jurisdiction: WSDOT/Jefferson County
Units: U. S. Customary
Analysi-s Year: 2017 Without Project
Project ID: Pleasant Harbor
East,/West Street: SR 104 Ramps
North,/South Street: Center Rd
Intersectj-on Ori-entation: NS Study peri-od (hrs):0.25
Major Street: Approach
Movement
Vehicle Volumes and Adj ustments
Northbound
123
LTR t4
lL
Southbound
56
TR
VoIume
Peak-Hour Factor, PHE
Hourly Elow Rate, HER
Percent Heavy Vehicles
Medj-an Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Si-gna1?
42 99
0.86 0.86
A8 115'7 --
Undivided
90
0.86
104
26
0.86
30
01 1
NoNo
0
TRLT
Mlnor Street: Approach
Movement
Westbound't89
LTR
Eastbound
11011
ILT
t2
R
Volume
Peak Hour Eactor, PHE
Hourly Elow Rate, HER
Percent Heavy Vehicles
Percent Grade (E)
Flared Approach: Exists?/Storage
Lanes
Configuratlon
4't
0.86
54
6
83
0.86
96
6
00
No/
0
LR
De1ay, Queue Length, and l,evel of Service
Approach
Movement
Lane Config
NB
1
LT
SB
4 1
Westbound
8
Eastbound
10 11
LR
9 1,2
v (vph)
c (m) (vph)
v/c
95% queue l-ength
Control Delay
LOS
Approach Delay
Approach LOS
48
1,420
0.03
0. 10
7.6
A
150
192
n 10
0.69
10.6
B
10.6
B
0
HCS2000: Unsignalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency,/Co.: TENW
Date Performed: 8/16/2007
Analysis Time Perj-od: PM Peak
Intersection: #2 - SR 104 Ramps ,/ Center Rd
,Juri-sdiction: WSDOT/Jef ferson County
Units: U. S. Customary
Analysis Year: 2017 No Action Alternative
Project ID: Pleasant Harbor
East/West Street: SR 104 Ramps
North/South Street: Center Rd
Intersection Orientation: NS Study period (hrs):0.25
Major Street: Approach
Movement
Vehicl-e Volumes and Adjustments
Northbound
1_23
LTR
4
L
Southbound
56
TR
Vol-ume
Peak-Hour Factor, PHF
Hourly Elow Rate, HFR
Percent Heavy Vehic1es
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
55 104
0.86 0.8663 1,20'7 --
Undivided
96
0.86
111
26
0.86
30
01 0
TR
1
NoNo
LT
Minor Street: Approach
Movement
Westbound'789
LTR
10
L
t2
R
Eastbound
11
T
Volume
Peak Hour Factor, PHE
Hourly Flow Rate, HER
Percent Heavy Vehicles
Percent Grade (t)
Elared Approach: Exists?/Storage
Lanes
Configuration
41
0.86
54
6
96
0.86
111
6
0
No/
0 0
LR
Approach
Movement
Lane Config
De Queue Length, and Level- of Service
SB Westbound
I4
rlay
NB
1
LT
1 9
Eastbound
10 11
LR
72
v (vph)
c (m) (wph)
v/c
95% queue length
Control- Delay
LOS
Approach Delay
Approach LOS
63
141,2
0. 04
0.14
7.7
A
165
176
0 .2),
0.80
10.9
B
10. 9
B
0
HCS2000: Unsignalized Intersections Release 4.Lf
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 8/16/200'7
Analysis Time Perj-od: PM Peak
Intersection: #2 - SR 104 Ramps / Center Rd
Jurisdi-ction: WSDOT,/Jef ferson County
Units: U. S. Customary
Analysis Year: 201-7 Brinnon Alternative
Project ID: Pleasant Harbor
East/West Street: SR 104 Ramps
North/South Street: Center Rd
Intersection Orientation: NS Study peri-od
Vehicle Volumes and Adjustments
Major Street: Approach Northbound
723
LTR
(hrs ) :0 .25
Movement
Southbound
456
LTR
VoIume
Peak-Hour Eactor, PHF
Hourly Flow Rate, HER
Percent Heavy Vehicles
Medj-an Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
119
0.86
138
108
0. B6
]-25
26
0.86
30
89
0. B6
r- 03
't
Undivided
0r-
LT
No
0
TR
1
No
Minor Street: Approach
Movement
[flestbound789
LTR
Eastbound10 t-1 L2
LTR
Volume
Peak Hour Eactor, PHE
Hourly Flow Rate, HER
Percent Heavy Vehic.Ies
Percent Grade (8)
Elared Approach: Exists?/Storage
Lanes
Configuration
41
0.86
54
6
1,24
0.86
1,44
6
0
LR
No/
0 0
Approach
Movement
Lane Config
De1ay, Queue Length, and Level- of Service
NB SB Westbound Eastbound
1417891101112
LTIILR
v (vph)
C (m) (wph)
v/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
103
1395
198
134
0.2't
1.09
1,1.7
B
11.7
B
0.07
0.24
7.8
A
!
!
0
HCS2000: Unsignalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 9/16/2006
Analysis Time Period: PM Peak
Intersection: #2 - SR 104 Ramps / Center Rd
Jurisdiction: WSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Statesman Alternative
Project ID: Pleasant Harbor
East/west Street: SR 104 Ramps
North/South Street: Center Rd
Intersection Orientation: NS Study perj-od (hrs ) :0 .25
Vehlcle Volumes and Adjustments
Major Street Approach
Movement
Northbound
L23
LTR
Southbound
456
LTR
Volume
Peak-Hour Eactor, PHE
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Median Type,/Storage
RT Channelized?
Lanes
Configuration
Upstream Si-gnal?
104 725
0.86 0.86120 145
7--
Undivided
118
0.86
137
26
U.
30
85
01
LT
No
1 0
TR
No
Minor Street: Approach
Movement
Westbound Eastbound
10 11
LT
1
L
B
T
9
R
72
R
Volume
Peak Hour Eactor, PHE
Hourly Elow Rate, HER
Percent Heavy Vehicles
Percent Grade (?)
Flared Approach: Exists?/Storage
Lanes
Configuration
41
0.86
54
6
741
0.86
170
6
0 0
No/
0 0
LR
Delay
NB
1
LT
Queue Length, and Level- of Servj-ce
Approach
Movement
Lane Config
SB Westbound
8
Eastbound
11
LR
4 1 9 10 l2
v (vph)
C (m) (vph)
v/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
L20
13 81
0.09
0.28
7.9
A
224
720
0.31
r- .33
12.2
B
L2.2
B
!
Analyst:
Agency/Co.: TENW
Date Performed: 8/16/2001
Analysis Tj-me Period: PM Peak
Intersection: #2 - SR 104 Ramps / Center Rd
Jurisdiction: WSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Hybrid Alternative
Project ID: Pleasant Harbor
East,/West Street: SR 104 Ramps
North/South Street: Center Rd
Intersecti-on Orientation: NS Study period (hrs )0.25
Major Street: Approach
Movement
Vehj-cl-e VoLumes and Adjustments
NorthboundL23
LTR
4
L
Southbound
56
TR
Vol-ume
Peak-Hour Factor, PHF
Hourly Elow Rate, HFR
Percent Heavy Vehicles
Median Type/Storage
RT Channefized?
Lanes
Conf igurati-on
Upstream Signal?
108 121
0.86 0.851,25 ]-41
1--
Undivided
134
0.86
155
26
0.86
30
01 1
NoNo
U
TRLT
Minor Street: Approach
Movement
Westbound't89
LTR
Eastbound
11011
ILT
t2
R
Volume
Peak Hour Factor, PHF
Hourly Elow Rate, HER
Percent Heavy Vehicles
Percent Grade (E)
Flared Approach: Exists?/Storage
Lanes
Configuration
4't
0.86
5A
6
187
0.86
2L't
6
0 0
No
0
LR
De 1ay, Queue Length, and Level of Service
NB SB Westbound
L 4 I 7 8 9 I 10
LTI I
Approach
Movement
Lane Config
Eastbound
11
LR
t2
v (vph)
C (m) (vph)
v/c
95% queue l-ength
Control De1ay
LOS
Approach Delay
Approach LOS
L25
13 60
0.09
0.30
7.9
A
2'71
'122
0.38
1.75
13.0
B
13. 0
B
HCS2000: Unsj-gnalized Intersections Release 4.1,f
_TWO-WAY STOP CONTROL SUMMARY
0
I
I
HCS2000: Unsignalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 9/L6/2006
Analysis Time Period: PM Peak
Intersection: #3 - SR ]-0r. / Center Rd
Jurisdiction: WSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2006 Existi-ng
Project ID: Pleasant Harbor
East/west Street: SR 101
North/South Street: Center Rd
Intersection Orientation: NS Study period (hrs )0.25
Major Street Approach
Movement
Vehicle Vol-umes and Adjustments
Northbound
723
LTR
Southbound
56
TR
A
L
Volume
Peak-Hour Eactor, PHF
Hourly Flow Rate, HER
Percent Heavy Vehicles
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
96
0.90
106
]-1,2
0.90
124
10
0.90
11
2
TWLTL
131
0.90
145
2
0
2
1
90 0.90
o
/L
No
1 1
T
No
1 110
L R L TR
No
Minor Street Approach
Movement
Westbound
789
LTR
Eastbound
t1011
ILT
72
R
Volume 99 I
Peak Hour Factor, PHE 0.90 0
Hourly Elow Rate, HFR 110 8
Percent Heavy Vehicles 2 2
Percent Grade (t) 0
Flared Approach: Exists?/Storage
Lanes 0 1
Configuration
90909090
LTR
4
0.90
4
2
1
0
1
0
1
0
1
0
0
1
5
0
5
0
No No
0 0 0
LTR
_Delay, Queue Length,and Level of Service
Approach
Movement
Lane Config
NB
1
L
SB
4
L
'l
Westbound
8
LTR
Eastbound
10 11
LTR
9 t2
v (wh)
C (m) (vph)
v/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
11
14 53
2
1,286
0.00
0.00
7.8
A
0.01
0 .02
A
722
677
0. r-8
0.6s
11.5
B
11.5
B
13
7 1,6
0.02
0.06
10.1
B
10. r-
B
!
HCS2000: Unsignal-ized Intersections Refease 4.1f
TWO-WAY STOP CONTROL SUMMARY
Ana.Iyst:
Agency/Co.: TENW
Date Performed: 9/]-6/2005
Analysis Time Period: PM Peak
Intersection: *3 - SR L0L / Center Rd
Jurisdiction: WSDOT/Jefferson County
Uni-ts: U. S. Customary
Analysis Year: 2017 Wj-thout Project
Project ID: Pleasant Harbor
East,/west Street: SR 101
North/South Street: Center Rd
Intersection Orientatlon: NS Study period (hrs):0.25
#ehicle ti::ffi.:ld Adjustme""m
MovementL231456
LTRILTR
Vol-ume
Peak-Hour Eactor, PHE
Hourly FIow Rate, HFR
Percent Heavy Vehj-cl-es
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
163
0.90
181
119
0.90
1,32
139
0.90
154
10
0.90
11
12
0.90
13
2
TWLTL
2
0
z
1
90
/1.
No
1 11
T
No
110
LLR TR
No
Minor Street Approach
Movement
Westbound789
LTR
Eastbound10 11LT
12
R
Volume ]-23
Peak Hour Factor, PHF 0.90
Hourly Flow Rate, HFR 136
Percent Heavy Vehicles 2
Percent Grade (E)
Flared Approach: Exists?,/Storage
Lanes 0
Conf igurat j-on
10
0.90
11
2
0
9
0. 90
10
0
q
0.90
5
2
1
0
1
0
0
9090
6
0
6
0
No No
1
LTR
0 0 01
LTR
Approach
Movement
Lane Config
DeIay, Queue Length, and Level- of Service
Westbound
8
LTR
NB
1
L
SB
4
L
9
Eastbound
10 11
LTR
72
v (vph)
C (m) (wph)
v/c
95E queue length
Control Delay
LOS
Approach Delay
Approach LOS
2
1220
0.00
0.00
8.0
A
0.01
0.03
1.6
A
r-3
1413
752
629
0.24
0 .94
L2.5
B
1,2 .5
B
t7
656
0.03
0.08
10. 6
B
10. 6
B
1
HCS2000: Unsignalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 8/L6/2007
Analysis Time Period: PM Peak
Intersection: #3 - SR L01. / Center Rd
.Iurisdiction: WSDOT,/.Ief ferson County
Units: U. S. Customary
Analysis Year: 2017 No Action Alternative
Project ID: Pleasant Harbor
East,/West Street: SR 101
North/South Street: Center Rd
Intersection Orientation: NS Study perlod
Vehicle Vofumes and Ad j ustments
Major Street
(hrs ) :0.25
Approach Northbound
Movement 1, 2 3
LTR l4
lL
Southbound
55
TR
VoIume
Peak-Hour Factor, PHE
Hourly Elow Rate, HFR
Percent Heavy Vehicles
Median Type,/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
t2
0.90
r-3
2
TWLTL
1
]-61
0.90
185
137
0.90
152
144
0.90
160
10
0.90
11
2
0. 90
2
7
1
/1-
1
T
No
No
1 1 0
TRLRL
No
Minor Street: Approach
Movement
Westbound
789
LTR
Eastbound
10 11 t2LTR
Volume L42
Peak Hour Factor, PHF 0.90
Ilourly Flow Rate, HER l-57
Percent Heavy Vehicles 2
Percent Grade (E)
Flared Approach: Exists?/Storage
Lanes 0
Conf i-guration
l_0
0. 90
11
2
0
9
0. 90
10
0
5
0. 90
5
2
1
0
1
0
0
1
9090
I,TR
6
0
6
0
No
00
No/
1
LTR
0
De 1ay, Queue Length, and Level of Servi-ce
Approach
Movement
Lane Config
NB
1
L
SB Westbound Eastbound4178911011
LILTRILTR L2
v (vph)
C (m) (vph)
v/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
13
1406
0.01
0.03
'7 .6
A
Z
1195
0.00
0.01
8.0
A
173
623
0.28
1.13
13.0
B
13. 0
B
L7
644
0.03
0.08
10
B
10
B
1
1
HCS2000: Unsignalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 8/16/2007
Analysis Time Period: PM Peak
Intersection: #3 - SR ),01 / Center Rd
.Iurj-sdi-ction: WSDOT/Jef ferson County
Units: U. S. Customary
Analysis Year: 2017 Brinnon Alternative
Project ID: Pleasant Harbor
East/vf,est Street: SR 101
North/South Street: Center Rd
Intersection Orientation: NS Study period
VehicLe Volumes and Adjustments_
(hrs ) :0 .2s
Southbound
56TR
Major Street: Approach Northbound
Movement L 2 3
LTR
l4
lL
Volume
Peak-Hour Eactor, PHE
Hourly Elow Rate, HER
Percent Heavy Vehicles
Median Type,/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
719
0. 90
l-98
186
0.90
206
153
0. 90
170
r-0
0.90
11
t2
0. 90
13
z
TWLTL
2
0
2
1
/1
R
1
T
No
90
No
1 1 110
L
No
L TR
Minor Street: Approach
Movement
Westbound
789
LTR
Eastboundt-0 11
LT
12
R
Vo1ume L82
Peak Hour Factor, PHF 0.90
Hourly FIow Rate, HFR 202
Percent Heavy Vehicles 2
Percent Grade (t)
Flared Approach: Exists?/Storage
Lanes 0
Configuration
10
0.90
1
LTR
5
0
5
2
909090
9
0. 90
r-0
0
0 1
LTR
1
0
1
0
6
0
6
0
11
2
0
No No/
0 0
Approach
Movement
Lane Config
De1ay, Queue Length, and Level of Service
NB SB Westbound Eastbound
L4t'789110r.1 L2
LLILTRILTR
v (wh)
c (m) (wph)
v/c
958 queue J-ength
Control Delay
LOS
Approach Delay
Approach LOS
13
L394
0.01
0.03
1.6
A
2
Lt28
0. 00
0.0r-
8.2
A
21,8
609
0.36
1 .62
1,4.2
B
14.2
B
1,7
61'7
0.03
0.08
11.0
B
11.0
B
!
HCS2000: Unsignal-ized Intersectj-ons Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency,/Co.: TENW
Date Performed: 9/L6/2006
Analysi-s Time Peri-od: PM Peak
Intersecti-on: #3 - SR 10]- / Center Rd
Jurisdj-ction: WSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Statesman Alternative
Project ID: Pleasant Harbor
East/West Street: SR 101
North/South Street: Center Rd
Intersection Orientation: NS Study period
Vehicle Volumes and Adjustments
Major Street: Approach Northbound
L23
LTR
(hrs ) :0 .2s
Movement
Southbound456
LTR
VoIume
Peak-Hour Factor, PHE
Hourly Flovr Rate, HPR
Percent Heavy Vehicl-es
Median Type,/Storage
RT Channel-ized?
Lanes
Configuration
Upstream Signal?
184
0.90
204
207
0.90
230
161
0.90
7't I
L2
0. 90
13
2
TWLTL
2
0
2
1
/t
l_
T
No
90
10
0.90
11
No
1 1 110
L R L TR
No
Minor Street: Approach
Movement
Westbound
789
LTR
Eastboundr"0 11
LT
72
R
Volume 21,5
Peak Hour Factor, PHF 0.90
Hourly Plow Rate, HFR 238
Percent Heavy Vehicles 2
Percent Grade (g)
Flared Approach: Exists?/Storage
Lanes 0
Conf j-gurati-on
10
0.90
11
2
0
9
0.90
L0
0
5
0
5
2
on90
1
0. 90
1
0
0
6
0
6
0
No/No
1100 0
LTR LTR
Approach
Movement
Lane Config
.De1ay, Queue Length, and Level of Servi-ce
NB SB Westbound Eastbound
1 4 | 7 I 9 I 10 11 L2
LLILTRILTR
v (wh)
C (m) (wph)
v/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
13
138 5
0.01
0.03
1.6
A
2
1099
0.00
0.01
8.3
A
254
601
I1
603
0. 03
0.09
11.1
B
11.1
B
0 .42
2 .09
15.3
C
15.3
C
HCS2000: Unsignalized Intersections Release 4.1-f
TWO-WAY STOP CONTROL SUMMARY
Volume
Peak-Hour Factor, PHF
Hourly Elow Rate, HFR
Percent Heavy Vehicles
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
t2
0.90
13
2
TWLTL
186
0.90
206
214
0.90
231
90
TRR
2
0
2
1
No
10
0.90
11
1
No
1 1
T
No
1 110
L L
Minor Street: Approach
Movement
It\lestbound
789
LTR
Eastbound
10 11LT L2
R
Vo1ume 21L
Peak Hour Factor, PHE 0.90
Hourly Elow Rate, HER 301
Percent Heavy Vehicles 2
Percent Grade (E)
Elared Approach: Exists?/Storage
Lanes 0
Configuration
5
0
5
2
10
0.
11
2
0
90 909090
LTR
9
0.90
10
0
1
0
1
0
0
1
6
0
6
0
No
1 0 0 0
LTR
App.oach '"i;''
Movement 1
Lane Config L
Queue Length, and Level of Servj-ce
SB westbound E""tb.""d
41789110111_2
LILTRILTR
v (vph)
C (m) (vph)
v/c
95% queue l-ength
Control Delay
LOS
Approach Del-ay
Approach LOS
13
1366
0.01
0.03
'7.1
2
10 91
0.00
0.01
8.3
A
317
589
1,'1
592
0.03
0.09
11.3
B
11.3
B
0.54
3.ZU
18.0
18.0
Analyst:
Agency/Co.: TENW
Date Performed: 8/16/2007
Analysis Time Period: PM Peak
Intersecti-on: #3 - SR L}L / Center Rd
Jurisdiction: WSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Hybrid Alternative
Project ID: Pleasant Harbor
East/west Street: SR 101
North/South Street: Center Rd
Intersection Orientation: NS Study period (hrs): 0.25
@vehicle ti::ffi.:ld Adjustme""
ro*-noo,r*
Movement]- 231456
LTRILTR
175
0.90
,-?n
No/
HCS2000: Unsignalized Intersections Release 4.Lf
TWO-WAY STOP CONTROL SUMMARY
Analyst: ,JGT
Agency/Co.: TENW
Date Performed: 9/16/2006
Analysis Time Period: PM Peak
Intersectj-on: #4 - SR Llr. / Dosewallips Road
,Jurisdiction: WSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2006 Existing
Project ID: Pleasant Harbor
East/west Street: Dosewallips Road
North/South Street: SR 101
Intersection Orientation: NS Study period (hrs)0.25
Vehicle Vol-umes and Adjustments
Major Street: Approach Northbound
1,23
LTR
Southbound
56
TR
Movement 4
L
Volume
Peak-Hour Eactor, PHE
Hourly Plow Rate, HFR
Percent Heavy Vehicles
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
11 1,25
0.85 0.85L2 L41
13
Undivided
]-]-'7
0.85
L31
1,6
0.85
18
1 1
T
No
1 0
TRL
No
Mj-nor Street: Approach hlestbound189
LTR
Eastbound
11
T
Movement 10 I2
L R
Volume
Peak Hour Eactor, PHE
Hourly Elow Rate, HFR
Percent Heavy Vehicles
Percent Grade (E)
Flared Approach: Exists?/Storage
Lanes
Configuration
7
0.88
7
10
L4
0.88
15
10
0 1
No
0 0
LR
Approach "i;''
Movement 1
Lane Config L
Queue Length, and Levef of Service
SB Westbound
B
Eastbound10 1r-
LR
4 1 9 L2
v (vph)
C (m) (vph)
v/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
72 22
19313 61
0.01
0.03
7.7
A
0.03
0.09q?
A
9.7
A
HCS2000: Unsignalized Intersectlons Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 9/L6/2006
Analysis Time Period: PM Peak
Intersection: #4 - SR L0L / Dosewallips Road
.Iurisdiction: wSDOT,/Jef ferson County
Units: U. S. Customary
Analysis Year: 2017 Without Project
Project ID: Pleasant Harbor
East/West Street: Dosewallips Road
North,/South Street: SR 101
Intersectlon Orientation: NS Study period (hrs)0 .25
Vehicle Volumes and Adjustments
Major Street: Approach Northbound
123
LTR
Southbound4s6
LTR
Movement
Vol-ume
Peak-Hour Pactor, PHF
Hourly Elow Rate, HFR
Percent Heavy .Vehicl-es
Medlan Type/Storage
RT Channel-ized?
Lanes
Conf igurati-on
Upstream Signal?
1,4 155
0.86 0. 861,6 180
13
Undivided
745 20
0.86
23
0. B6
168
1 1
T
No
1 0
TRL
No
Minor Street: Approach
Movement
Westbound
789
LTR
10
Eastbound
11
T
72
L R
Volume
Peak Hour Eactor, PHE
Hourly El-o$, Rate, HFR
Percent Heavy Vehicles
Percent Grade (Z)
Efared Approach: Exists?/Storage
Lanes
Conf j-gurati-on
9
0.86
10
10
77
0. B6
19
10
0 1
No
0 0
LR
Delay, Queue Length, and Level of Service
Approach
Movement
Lane Config
NB
1
L
CD Westbound
8
Eastbound
11
LR
4 1 9 10 l2
v (vph)
C (m) (vph)
v/c
95% queue length
Control DeJ-ay
LOS
Approach Delay
Approach LOS
16
131 9
0.01
0.04
7.8
A
ZY
134
0.04
0 .12
10.1
B
10.1
B
HCS2000: Unsj,gnalized Intersections Release 4.1-f
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 8/16/200'l
Analysis Tj-me Period: PM Peak
Intersection: #4 - SR l0L / Dosewallips Road
Juri-sdiction: WSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 No Action Alternative
Project ID: Pleasant Harbor
East/West Street: Dosewallips Road
North/South Street: SR 101
Intersection Orientatj-on: NS Study period (hrs ) :0 .25
@Vehicle';::ffi"ild Adjustme""m
Movementt231456
LTRILTR
Vol-ume
Peak-Hour Eactor, PHE
Hourly Flow Rate, HFR
Percent Heavy Vehicl-es
Median Type,/Storage
RT Channelized?
Lanes
Conf j-guration
Upstream Signal?
74 l-78
0.86 0.86
76 206
r-3
Undivided
170
0.86
197
20
0.86
23
1 1
T
No
I 0
TRL
No
Minor Street: Approach Westbound789
LTR
Eastboundl_0 11
LT
Movement \2
R
Volume
Peak Hour Factor, PHF
Ilourly Flow Rate, HFR
Percent Heavy Vehicles
Percent Grade (E)
Elared Approach: Exists?/Storage
Lanes
Configuration
9
0.86
10
10
71
0.86
19
10
0 1
No/
0 0
LR
De 1ay, Queue Length,and Level- of Service
Approach NB
1
L
SB Westbound
B
Eastbound10 11
LR
Movement 4 '1 9 t2
Lane Config
v (vph)
C (m) (vph)
v/c
958 queue length
Control Delay
LOS
Approach De1ay
Approach LOS
16
128'7
0.0r-
0.04
7.8
A
29
69't
0.04
0.13
1i a
B
10.4
B
HCS2000: Unsignalized Intersections Release 4.1.f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 8/16/200'l
Analysi-s Time Period: PM Peak
Intersection: #4 - SR 10L / Dosewallips Road
Jurisdiction: wSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Brinnon Alternative
Project ID: Pl-easant Harbor
East/West Street: Dosewallips Road
North/South Street: SR 101
Intersection Orientation: NS Study period (hrs)0.25
Vehicle Volumes and Adjustments
Major Street: Approach Northbound
]- 23
LTR
Southbound455
LTRMovement
Volume
Peak-Hour Factor, PHF
Hourly Elow Rate, HFR
Percent Heavy Vehicles
Median Type/Storage
RT Channefized?
Lanes
Configuration
Upstream Sj-gna1?
15 24]-
0.86 0.86t1 280
13
Undivided
221,
0.86
256
20
0.86
23
1 1
T
No
1 0
TRL
No
Mj-nor Street: Approach
Movement
Westbound789
LTR
Eastbound10 1r-
LT
T2
R
Volume
Peak Hour Factor, PHF
Hourly Flow Rate, HER
Percent Heavy Vehicles
Percent Grade (%)
Flared Approach: Exists?/Storage
Lanes
Configuration
9
0.86
10
10
r_8
0.86
20
10
0 1
No/
0 0
LR
De1ay, Queue Length, and Leve] of Service
Approach
Movement
Lane Config
NB
1
L
SB Westbound
I
Eastbound
10 11
LR
4 1 9 t2
v (wh)
C (m) (vph)
v/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
1,7
1,223
30
618
0.0s
0.15
11.1
B
11.1
B
0.01
0.04
8.0
A
HCS2000: Unsignalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: fENw
Date Performed: 9/16/2006
Analysis Time Perj-od: PM Peak
Intersection: #4 - SR L0t. / Dosewallips Road
Jurisdj-ction: wSDOT/Jefferson County
Uni-ts: U. S. Customary
Analysis Year: 2017 Statesman Alternative
Project ID: Pleasant Harbor
East/West Street: Dosewallips Road
North,/South Street: SR 101
Intersection Orientatlon: NS Study period (hrs):0 .25
Vehlcle Volumes and Adjustments
Major Street: Approach Northbound
L23
LTR
Southbound456
LTR
Movement
Volume
Peak-Hour Factor, PllE
Hourly Elovr Rate, HER
Percent Heavy Vehicl-es
Medlan Type,/Storage
RT Channel-ized?
Lanes
Configuration
Upstream Signal?
16 269
0.86 0.8618 3L2
13
Undivided
285
0.86
331
20
0.86
23
1 1
T
No
1 0
TRL
No
Mlnor Street: Approach
Movement
Westbound't89
LTR
Eastbound
L0 11LT 12
R
Volume
Peak Hour Factor, PHF
Hourly Fl-ow Rate, HFR
Percent Heavy Vehj-cles
Percent Grade (B)
Elared Approach: Exlsts?/Storage
Lanes
Configuration
9
0.86
10
10
t9
0.86
22
10
0 1
No
0 0
LR
_De1ay, Queue Length, and Level of Service
Approach
Movement
Lane Config
NB
1
L
SB
4 1
Westbound
8 9
Eastbound
10 11
LR
l2
v (vph)
C (m) (vph)
v/c
95? queue length
ControL Delay
LOS
Approach Delay
Approach LOS
1B
1146
32
555
0
0
8
02
05
2
0.06
0.18
11. 9
B
11.9
B
A
HCS2000: Unsignalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 8/16/2007
Analysj-s Time Period: PM Peak
Intersection: #4 - SR 101- / Dosewallips Road
Jurlsdiction: WSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Hybrid Alternative
Project ID: Pleasant Harbor
East,/West Street: Dosewallips Road
North/South Street: SR 101
Intersection Orientation: NS Study period
Vehicl-e Vo]umes and Adj ustments
Major Street: Approach Northbound
Movement 1 2 3
LTR
(hrs ) :0 .25
l4
lL
Southbound
56
TR
Volume
Peak-Hour Pactor, PHF
Hourly Plow Rate, HER
Percent Heavy Vehj-cl-es
Medj-an Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
16 278
0.86 0.8518 323
13
Undivided
1
L
337
0.86
391
20
0.86
23
1
T
No
1
No
0
TR
Minor Street Approach
Movement
Westbound
789
LTR
Eastbound
10 11
LT
72
R
Volume
Peak Hour Factor, PHE
Hourly EIov, Rate, HFR
Percent Heavy Vehicles
Percent Grade (B)
Flared Approach: Exists?,/Storage
Lanes
Configuration
9
0.86
10
10
20
0.86
23
10
0 1
No/
0 0
LR
_De1ay, Queue Length, and Level of Servj-ce
Approach
Movement
Lane Confj-g
SB
4
NB
1
L
1
Westbound
a
Eastbound
10 11
LR
9 72
v (vph)
C (m) (vph)
v/c
95% queue length
Controf Delay
LOS
Approach Del-ay
Approach LOS
0 .02
0.0s
8.4
18
1088
33
511
0.06
0.21,
12.5
B
12.5
B
A
!
HCS2000: Unsignalized Intersectj-ons Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: IENW
Date Performed: 9/21 /2006
Analysis Time Period: PM Peak
Intersection: #5 - SR ]-0L / Brinnon Lane
Jurisdlction: WSDOT/Jefferson County
Units: U. S. Customary
Analysi-s Year: 2006 Existing
Project ID: Pleasant Harbor EIS
East,/West Street: Brinnon Lane
North/South Street: SR 101
Intersection Orientation: NS Study period (hrs )0 .25
#ehlcle "il:ffi.ild Adjustme""
ro*-noor*
Movementt231456
LTRILTR
Volume
Peak-Hour Factor, PHE
Hourly Elow Rate, HFR
Percent Heavy Vehicles
Median Type/Storage
RT Channeli-zed?
Lanes
Conf j-guration
Upstream Signal?
q
0.8s
q
85
2
0.8s
I
0.85
9
732
0. 8s
155
!21
0.8s
t49
2
0
2
81,4
Undivided
01
LTR
No
0 01
LTR
No
0
Minor Street: Approach
Movement
Westbound789
LTR
Eastbound10 11
LT
12
R
Vol-ume 2
Peak Hour Factor, PHE 0.85
Hourly Elow Rate, HER 2
Percent Heavy Vehicles 0
Percent Grade (t)
Elared Approach: Exists?/Storage
Lanes 0
Configuration
U
0
0
0
0
1
858585
No
LTRLTR
2
0
2
0
9
0.85
r-0
0
0
0
U
0
0
10
16
0.85
18
0
No/
0 0
De1ay, Queue Length, and Level of Servj-ce
Approach
Movement
Lane Config
NB
1
LTR
SB4l
LTR I
7
Westbound
8
LTR
Eastbound
10 11
LTR
9t 72
v (vph)
C (m) (vph)
v/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
2
1387
0.00
0.00
't .6
A
9
1356
0.01
0.02
1.'1
A
4
721
0.01
0.02
1,0.0+
B
10.0+
B
2B
115
0
0
9
A
oo
04
11
B
A
HCS2000: Unsignalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 9/27 /2006
Analysis Time Period: PM Peak
Intersection: #5 - SR ]-1L / Brinnon Lane
Jurisdiction: WSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Without Project
Project ID: Pleasant Harbor EIS
East,/West Street: Brinnon Lane
North/South Street: SR 101
Intersection Orj-entation: NS Study period
Vehi.cle Volumes and Adj ustments
(hrs ) :0 .25
Major Street: Approach
Movement
Northbound
]-23
LTR
Southbound
56TR
4
L
Volume
Peak-Hour Factor, PHE
Hourly Elow Rate, HFR
Percent Heavy Vehj-cl-es
Medj-an Type/Storage
RT Channelized?
Lanes
Conf igurati-on
Upstream Signal?
10 1,64
0.85 0.8511 ]-92
1,4
Undivided
01
LTR
No
B5
2
0. 85
6
0.
7
2
0.8s
2
o
158
0.85
185
0 010
LTR
No
Minor Street: Approach
Movement
Westbound789
LTR
Eastbound
t1011
ILT
!2
R
Volume 2 0
Peak Hour Eactor, PHE 0.85 0
Hourly Elow Rate, HFR 2 0
Percent Heavy Vehicles 0 0
Percent Grade (t) 0
Flared Approach: Exists?/Storage
Lanes 0 1
Configuration
11
0.85
L2
U
20
0.8s
23
0
8585
No
00
2
0
2
0
0
0.8s
0
U
0
No/
1
LTR
0
LTR
Approach
Movement
Lane Config
De1ay, Queue Length, and Level of Service
NB SB Westbound
1, 4 | 7 8 9 I 10
LTR LTR I LTR I
Eastbound
11
LTR
12
v (vph)
C (m) (vph)
v/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
11,
1313
0.01
0.03
A
2
1_344
0.00
0.00
7.'7
A
35
121
0.05
0.15
4
653
0.01
0 .02
10.5 10
B
10
B
2
B
10. s
B
n
HCS2000: Unsignalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
AgencY,/Co. : TENW
Date Performed: 8/L5/2007
Analysis Time Period: PM Peak
Intersection: #5 - SR LOL / Bri-nnon Lane
Jurisdiction: wsDoT/Jefferson County
Units: U. S. Customary
Analysls Year: 201-7 No Action Alternatj-ve
Project ID: Pleasant Harbor EIS
East/West Street: Brinnon Lane
North,/South Street: SR 101
Intersection Orientation: NS Study period (hrs ) :0.2s
-r"r"rr.r"".,^rrJehicle"i::ffi
.i:dAd
justment"S-,thb-,,.,d
Movementt231456
LTRILTR
Vol-ume
Peak-Hour Factor, PHE
Hourly Plow Rate, HER
Percent Heavy Vehlcles
Median Type,/Storage
RT Channefized?
Lanes
Configuration
Upstream Signal?
10 188
0.8s 0.85
l- 1 221
14
Undivided
0r-
LTR
No
6
0.8s
2
0.8s
2
0.8s
2
8
183
0.85
21,5
01
LTR
No
0
Mj-nor Street: Approach
Movement
Westbound
189
LTR
Eastboundr-0 11
LT
L2
R
Volume 2 0
Peak Hour Eactor, PHF 0.85 0
Hourly Elow Rate, HER 2 0
Percent Heavy Vehicles 0 0
Percent Grade (t) 0
Flared Approach: Exists?,/Storage
Lanes 0 1
Configuration
11
0.8s
t2
0
20
0.85
23
0
85B5
LTR
2
0
2
0
0
0
n
0
0
10
B5
No No/
0 0
LTR
_De1ay, Queue Length,and Level- of Service
Approach
Movement
Lane Config
NB SBt4l
LTR LTR I
Westbound
I
LTR
Eastbound
10 11
LTR
9 t2
v (wh)
C (m) (vph)
v/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
A
0.01
0.03
1.8
A
11
r21 9
2
1311
4
609
0.01
0 .02
11.0
B
11.0
B
35
611
0.0
0.0
1Q
0
0
0.05
0.16
10. 6
B
10.6
B
0
1
HCS2000: Unsignalized Intersections Release 4.lf
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 8/16/200'7
Analysis Time Period: PM Peak
Intersection: #5 - SR ]-0L / Brinnon Lane
Jurisdiction: WSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Brinnon Alternative
Project ID: Pleasant Harbor EIS
East,/West Street: Brinnon Lane
North/South Street: SR 101
Intersection Orientatlon: NS Study period (hrs ) :0.25
Major Street Approach
Movement
Vehicle Volumes and
Northbound
]-23
LTR
Southbound
56TR
4
L
Volume
Peak-Hour Factor, PHF
Ilourly Flow Rate, HER
Percent Heavy Vehicles
Median Type/Storage
RT Channe]ized?
Lanes
Configuration
Upstream Signal?
10 262
0.85 0.8511 308
1,4
Undivided
2
0
2
6
0.85Qq85
2
0
2
8
235
0.8s
2'7 6
0 0r"
LTR
No
0
Minor Street Approach
Movement
Westbound't89
LTR
Eastbound
| 10 11
ILT
1,2
R
Volume 2
Peak Hour Factor, PHF 0.85
Hourly Flow Rate, HFR 2
Percent Heavy Vehicles 0
Percent Grade (E)
Flared Approach: Exists?,/Storage
Lanes 0
Configuration
11
0.8s
1,2
0
20
0.8s
23
0
2
0.85
2
0
0
0.85
0
0
0
0
0
0
0
0
1
85
LTR
No No/
010 0
LTR
Approach
Movement
Lane Config
Delay, Queue Length, and Leve
NB SB Westbound
t4t78
LTR LTR I LTR
l- of Service
Eastbound
911011
I LTR
L2
v (vph)
c (m) (vph)
v/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
11
L2L3
2
1,21,7
0.00
0.00
8.0
A
4
505
0.01
0.02
12.2
B
L2.2
B
35
583
0.06
0.19
11.6
B
11. 6
B
0.01
0.03
8.0
A
!
Adj ustments_
01
LTR
No
!
HCS2000: Unsignalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency,/Co. : TENW
Date Performed: 9/27 /2006
Analysis Time Period: PM Peak
Intersecti-on: #5 - SR 10L / Brinnon Lane
Jurisdiction: wsDoT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Statesman Alternative
Project ID: Pleasant Harbor EIS
East/West Street: Brinnon Lane
North/South Street: SR 101
Intersection Orientati-on: NS Study period (hrs)
Vehicle Vofumes and Adjustments
0.25
Major Street: Approach
Movement
Northbound
L23
LTR
Southbound456
LTR
Volume
Peak-Hour Factor, PHE
Hourly Elow Rate, HFR
Percent Heavy Vehicles
Medlan Type/Storage
RT Channel-ized?
Lanes
Conf igurat j-on
Upstream Signal?
10 280
0.85 0.8511 329
74
Undivided
01
LTR
No
2
0
2
279
0.8s8585
2
0
2
6
0.85
328
0r-
LTR
No
0 0
Mlnor Street Approach
Movement
Westbound789
LTR
Eastbound
11
T
10
L
72
R
Volume 2 0
Peak Hour Eactor, PHF 0.85 0
Hourly flow Rate, HFR 2 0
Percent Heavy Vehicles 0 0
Percent Grade (t) 0
Elared Approach: Exists?,/Storage
Lanes 0 1
Configuration
1-1
0.85
t2
0
20
0.8s
23
0
B5B5B5
LTR
2
0
2
0
0
0
0
0
0
10
No No
0 0
LTR
App,oach "*3',' o":;" """ntn;.31i"::I"' of service
Movement].41189l10
Lane Config LTR LTR I LTR I
Eastbound
11
LTR
L2
v (wph)
C (m) (vph)
v/c
95% queue length
Control- Delay
LOS
Approach Delay
Approach LOS
0
0
8
11
1160
2
11,96
0.00
0.01
8.0
A
4
463
0.01
0.03
72.8
B
L2.8
B
35
532
0.07
0.21
72.2
B
12.2
B
01
03
1
A
HCS2000: Unsignalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 8/L6/2007
Analysis Time Perj.od: PM Peak
Intersection: #5 - SR 10L / Brinnon Lane
Jurisdiction: WSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 20L7 Hybrid Alternatj-ve
Project ID: Pleasant Harbor EIS
East/West Street: Bri-nnon Lane
North,/South Street: SR 101
Intersection Orientatj-on: NS Study period (hrs ) :0.25
Vehicl-e Vo]umes and Adj ustment s
Major Street: Approach
Movement
Northbound
].23
LTR
4
L
Southbound
56
TR
Volume
Peak-Hour Factor, PHF
Hourly Flov', Rate, HFR
Percent Heavy Vehicles
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
10 289
0. 85 0. 8s11 339
L4
Undivided
2
0.8s
2
2
0. 85
2
8
353
0 .85
415
6
0.85
01
LTR
No
0 01
LTR
No
0
Minor Street: Approach Westbound
189
LTR
Eastbound
10 11
LT
Movement 72
R
Volume 2 0
Peak Hour Factor, PHE 0.85 0
Hourly Flow Rate, HFR 2 0
Percent Heavy Vehlcles 0 0
Percent Grade (t) 0
EIared Approach: Exists?,/Storage
Lanes 0 1
B5
2
0.8s
2
0
11
0.85
72
0
0
0.8s
0
0
U
20
0. 8s
23
0
No No/
0 0 1
LTR
0
Configuration LTR
Approach
Movement
Lane Config
De1ay,
NB
1
LTR
Queue Length, and Level of Service
SB Westbound4 | 7 I 9 I r.0
LTR I LTR I
Eastbound
11
ITR
72
v (wh)
C (m) (vph)
v/c
95t queue length
Control Delay
LOS
Approach Delay
Approach LOS
11
101 6
2
1185
0.00
0.01
8.0
A
4
4]-4
0.01
U. UJ
13.8
B
13.8
B
35
468
0.07
0 .24
0.0
0.0
8.4 13.3
B
13.3
B
A
1
3
!
HCS2000: Unsignalized Intersections Refease 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 9/L6/2005
Analysis Ti-me Perj-od: PM Peak
Intersection: #6 - SR ),0L / Dosewallips Park
Jurisdiction: WSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2006 Existing
Project ID: Pleasant Harbor
East/west Street: Dosewallips Park Ent
North/South Street: SR 101
Intersection Orientatj-on: NS Study period
Vehi-cLe Volumes and Adj ustments.
(hrs ) :0 .25
Major Street: Approach
Movement
Northbound
L23
LTR
Southbound
56
TRl4
lL
VoIume
Peak-Hour Factor, PHF
Hourly Flow Rate, HER
Percent Heavy Vehicles
Medj-an Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
2
0.77
2
5
0 .77
d
1,29
0.11
1,67
2
0
2
1
'78
r- 35
0.78
t't3
r-3
0.78
T6
AJ
Undivided
0r-
LTR
No
0 01
LTR
No
0
Minor Street Approach
Movement
Westbound
789
LTR
Eastbound
t1011
ILT
72
R
Volume 2
Peak Hour Factor, PHF 0.50
Ilourly Flow Rate, HFR 4
Percent Heavy Vehicles 0
Percent Grade (B)
Elared Approach: Exists?/Storage
Lanes 0
Conf i-gurat j.on
0
0.70
0
0
4
0. ?0
R
0
0
0.50
0
0
6
10
0.50
20
0
10
0.70
74
0
1
LTR
0 011-
LT R
.De1ay,Queue Length, and Levef of Service
SB Westbound
4 I 7 I 9 I 10
LTRI LTR I LT
Approach
Movement
Lane Config
1
NB
LTR
Eastbound
11 72
R
v (wh)
c (m) (wh)
v/c
95E queue length
Control Delay
LOS
Approach Delay
Approach LOS
0.02
0.08
11.5
B
6
1311
0.00
0.01
1,8
A
2
137 9
0.00
0.00
1.6
A
24
812
0.03
0.09
9.6
A
t4
570
q
861
0.01
0 .02
9.2
A
9.6
A
10.9
No/
HCS2000: Unsignal-ized Intersections Refease 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 9/16/2006
Analysis Time Perj-od: PM Peak
Intersection: #6 - SR L0L / Dosewallips Park
Jurisdiction: WSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Without Project
Project ID: Pleasant Harbor
East/West Street: Dosewallips Park Ent
North/South Street: SR 101
Intersection Orientation: NS Study period
Vehicl-e Volumes and Adjustments
Major Street: Approach
(hrs ) :0 .25
Movement
Northbound
1,23
LTR
Southbound
14s
ILT
6
R
Volume
Peak-Hour Factor, PHE
Hourly Elow Rate, HFR
Percent Heavy Vehicles
Median Type/Storage
RT ChanneLized?
Lanes
Conf j-guration
Upstream Signal?
r- 60
0.89
r79
168
0.89
188
1,6
0.89
)_7
6
0
6
B9
2
0.89
2
7
2
0.89
15
Undivided
01
LTR
No
0 010
LTR
No
Minor Street: Approach
Movement
Westbound789
LTR
Eastbound10 11 t2
LTR
Volume 2
Peak Hour Eactor, PHE 0.89
Ilourly Flow Rate, HFR 2
Percent lleavy Vehicles 0
Percent Grade (t)
FIared Approach: Exists?/Storage
Lanes 0
Configuration
0
0
0
0
6
1
89B989
0
LTLTR
1,2
0.89
13
0
1,2
0.89
r-3
0
0
0
0
0
1
q
0
5
0
No/
0 1
K
Approach
Movement
Lane Config
De1ay, Queue Length, and Level of Servj-ce
NB SB ltlestbound
1, 4 I 7 I 9 I 10
LTR LTR I LTR I LT
Eastbound
11 1,2
R
v (vph)
C (m) (vph)
v/c
95E queue length
Control Delay
LOS
Approach Delay
Approach LOS
6
1
0
0
7
293
.00
.01
o
A
13
0.02
0.07tt.6
B
2
13 65
15
809
0 .02
0.06
A
0.0
0.0
7.6
q
850
0.01
0.02
9.3
AA
9.5
A
0
0
11.0
B
!
HCS2000: Unsignalized Intersectj-ons Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency,/Co. : TENW
Date Performed: 8/\6/2001
Analysis Ti-me Perj-od: PM Peak
Intersection: #6 - SR 707 / Dosewalllps Park
Jurisdiction: WSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 No Action Alternative
Project ID: Pleasant Harbor
East/West Street: Dosewallips Park Ent
North/South Street: SR 101
Intersection Orientation: NS Study period
Vehicle Volumes and Adjustments_
Major Street: Approach Northbound
L23
LTR
(hrs ) :0 .25
Southboundt4s6
ILTR
Movement
Volume
Peak-Hour Factor, PHE
Hourly Flow Rate, HER
Percent Heavy Vehicles
Median Type,/Storage
RT Channel t-zed?
Lanes
Conflguration
Upstream Si-gnal?
6
0
6
2
0.8989
184
0.89
206
2
0.89
2
7
193
0.89
21,6
76
0.89
11
15
Undivided
0r-
LTR
No
0 010
LTR
No
Minor Street: Approach
Movement
Westbound
789
LTR
Eastbound
t1011
ILT
1,2
R
Volume 2
Peak Hour Factor, PHF 0.89
Hourly Flow Rate, HFR 2
Percent Heavy Vehicles 0
Percent Grade (t)
Flared Approach: Exists?/Storage
Lanes 0
Conf j-guration
5
0
0
0
0.89
0
0
0
0
0.89
0
0
6
1,2
0.89
13
0
t2
0.89
13
n
B9
No/
1
LTR
0 011
LT R
Appro""h "*3''
Movement 1
Lane Config LTR
Queue Length, and Level of Service
SB Westbound
4 I 7 I 9 I 10
LTRI LTR I LT
Eastbound
11 L2
R
v (wh)
c (m) (vph)
v/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
6
L262
0.00
0.01
7.9
A
Z
1 334
0.00
0.00
7.'7
A
15
774
0 .02
0.06
9.1
A
13
s09
0.03
0.08
12.3
B
5
820
0.01
0 .02
9.4
A
q?11.5
BA
!
!
HCS2000: Unsi-gna1ized Intersections Release 4.Lf
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 8/16/2007
Analysis Tj-me Period: PM Peak
Intersection: +6 - SR 1-0L / Dosewallips Park
Jurisdiction: wSDoT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Brinnon Alternative
Project ID: Pleasant Harbor
East/West Street: Dosewallips Park Ent
North,/South Street: SR 101
Intersectlon Orj-entation: NS Study period (hrs )0.25
Major Street: Approach
Movement
Vehlcl-e Vol-umes and Ad j ustments
Northbound
723
LTR t4
lL
Southbound
56TR
Volume
Peak-Hour Factor, PHE
Hourly Flow Rate, HER
Percent Heavy Vehlcles
Median Type/Storage
RT Channefized?
Lanes
Configuration
Upstream Signal?
7 248
0.89 0.897 278
15
Undi.vi-ded
01
LTR
No
B9 . 89
2
0
2
't
3
0
3
245
0.89
275
16
0.89
t7
0 01
LTR
No
0
Minor Street: Approach
Movement
Westbound
789
LTR
Eastbound
10 11
LT
l2
R
Volume 3 0
Peak Hour Eactor, PHF 0.89 0
Hourly Flow Rate, HER 3 0
Percent Heavy Vehicles 0 0
Percent Grade (?) 6
Fl-ared Approach: Exj-sts?/Storage
Lanes 0 1
Conf j-guration
8989B9
0
0
U
0
0
10
t2
0.89
13
0
12
0. 89
13
0
6,
0
6
0
No
0 1
LTR LT R
Appr""..L "i3"'
Movement 1
Lane Config LTR
Queue Length, and Level of Servj-ce
SB Westbound
4 I '7 I 9 | 10
LTRI LTR I LT
Eastbound
11 1,2
R
v (vph)
C (m) (wph)
v/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
1
tt99
0.01
0.02
8.0
A
2
L253
0.00
0.00
7.9
A
16
667
0 .02
0.07
10.6
B
10. 6
B
6
160
13
413
U.U
0.0
9.8
A
1
2
0.03
0.10
14.0
B
12.1
B
HCS2000: Unsignalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 9/16/2006
Analysis Time Period: PM Peak
Intersection: #6 - SR 1-0L / Dosewallips Park
Jurisdiction: WSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Statesman Alternative
Project fD: Pleasant Harbor
East,/West Street: Dosewallips Park Ent
North,/South Street: SR 101
Intersection Ori-entation: NS Study perj-od (hrs ) :0.25
#ehicle til:ffi"ild Adjustme""m
MovementL231456
LTRILTR
Volume
Peak-Hour Eactor, PHE
Hourly FLow Rate, HFR
Percent Heavy Vehicles
Median Type/Storage
RT Channeltzed?
Lanes
Configuration
Upstream Signal?
z lb
0.89
310
289
0.89
324
2
0.89
2
7
4
0.89
:_
I
0.89
t5
0.89
1,7
15
Undivided
01
LTR
No
0 01
LTR
No
0
Minor Street: Approach
Movement
Westbound789
LTR
Eastbound
10 11 L2
LTR
Volume 4
Peak Hour Pactor, PHF 0.89
Hourly Flow Rate, HER 4
Percent Heavy Vehicles 0
Percent Grade (E)
Flared Approach: Exists?,/Storage
Lanes 0
Configuration
0
U
0
0
6
1
8989oo
LTR
U
0
0
0
0
10
t2
0.89
r-3
0
1,2
0.89
13
0
7
0
1
0
No/
0 1
LT R
Approach
Movement
Lane Config
Delay, Queue Length, and Level of Service
NB SB Westbound Eastbound4l'789110111-2
LTRI LTR I LT RLTR
1
v (vph)
c (m) (wph)
v/c
95% queue l-ength
Control Delay
LOS
Approach Delay
Approach LOS
2
1,21_8
0.00
0.00
8.0
A
I
Ll49
0.01
0 .02
8.2
A
l7
594
0.03
0.09
11,.2
B
1L.2
B
13
363
0.04
0.11
15.3
't
7L4
0.01
0.03
10.1
B
13. 5
B
HCS2000: Unsi-gnalized Intersections Rel-ease 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 8/16/2001
Analysis Time Period: PM Peak
Intersection: #6 - SR 10L / Dosewallj-ps Park
Jurisdiction: WSDOT,/Jefferson County
Unj-ts: U. S. Customary
Analysis Year: 2017 Hybrid Al-ternative
Project ID: Pleasant Harbor
East,/West Street: Dosewallips Park Ent
North,/South Street: SR 101
Intersection Orientation: NS Study period (hrs )0 .2s
raalor street: epproaclehicl-e ";::ffi.:ld Adjustme""m
MovementL231456
LTRILTR
Volume
Peak-Hour Eactor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Medi-an Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
2
0
2
1
4
0
4
8
0
a
oo
15
Undivided
01
LTR
No
B9 . 89
285
0.89
320
363
0.89
407
t6
0.89
1,'7
0 01
LTR
No
0
Mi-nor Street Approach
Movement
Westbound
189
LTR
Eastbound
11,
T
10
L
t2
R
Vol-ume 5
Peak Hour Factor, PHF 0.89
Hourly Elov, Rate, HER 5
Percent Heavy Vehicles 0
Percent Grade (E)
Flared Approach: Exists?,/Storage
Lanes 0
Configuration
U
0.89
0
0
6
t2
0.89
13
0
t2
0.89
13
0
8
0
8
0
0
0
0
0
0
B9 .89
No
1
LTR
0 011
LT R
.De1ay,Queue Length, and Level of Service
SB Westbound
4 | 1 I 9 I 10
LTRI LTR I LT
Approach
Movement
Lane Confi-g
1
NB
LTR
Eastbound
11 t2
R
v (vph)
c (m) (vph)
v/c
95t queue length
Control Delay
LOS
Approach Delay
Approach LOS
1069
0.01
0 .02
8.4
A
2
7208
0.00
0.00
8.0
A
18
532
0.03
0.10
72,0
B
1,2 .0
B
8
641
0.01-
0.04
10.7
B
13
314
0.04
0. 13
17.0
C
1,4 .6
B
HCS2000: Unsignalized Intersections Release 4.1-f
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 9/L6/2006
Analysis Time Period: PM Peak
Intersection: *7 - SR LO]- / Black Point Rd
Jurisdiction: wsDoT/Jefferson County
Units: U. S. Customary
Analysis Year: 2006 Existing
Project ID: Pleasant Harbor
East/West Street: Black Point Rd
North/South Street: SR 101
Intersection Orientation: NS Study period
Vehicl-e Vol-umes and Adjustments
Major Street: Approach Northbound
L23
LTR
(hrs )0 .25
Movement
Southbound
456
LTR
Vol-ume
Peak-Hour Eactor, PHF
Hourly Elovr Rate, HER
Percent Heavy Vehicl-es
Median Type/Storage
RT Channeli-zed?
Lanes
Configuration
Upstream Signal?
726
0.84
150
122
0.86
1,41,
1
0
1
9
0.86
r-0
5
84
Undivided
1
No
0
TR
01
LT
No
Minor Street: Approach
Movement
Westbound789
LTR
Eastboundr-0 11
LT
72
R
Volume 5
Peak Hour Factor, PHF 0.67
Hourly Flow Rate, HFR 1
Percent Heavy Vehicl-es 0
Percent Grade (8)
Flared Approach: Exists?/Storage
Lanes 0
Configuration
3
0 .61
4
U
1 0
No
0
LR
DeJ-ay,Queue Length, and Leve1 of Service
SB Westbound
4 | 7 I 9 I 10
LTILRI
Approach
Movement
Lane Config
NB Eastbound
111 12
v (wh)
c (m) (vph)
v/c
95E queue length
Control Delay
LOS
Approach Delay
Approach LOS
r-0
L472
0.01
o.02
1.6
A
11
148
0.01
0.04
9.9
A
9.9
A
HCS2000: Unsignalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 9/16/2006
Analysis Tj-me Period: PM Peak
Intersection: #7 - SR ]-0L / B1ack Point Rd
Jurisdiction: wsDoT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Without Project
Project ID: Pleasant Harbor
East/West Street: Black Point Rd
North/South Street: SR 101
Intersection Orientation: NS Study period (hrs)
Vehicle Vo1umes and Adjustments
Major Street: Approach
0.25
Movement
Northbound
L23
LTR
Southbound456
TTR
Volume
Peak-Hour Factor, PHF
Hourly Elow Rate, HFR
Percent Heavy Vehicles
Median Type,/Storage
RT Channeli-zed?
Lanes
Configuration
Upstream Signal?
1,57
0. 91
t12
11,
0. 91
t2
5
1
0
1
9L
L52
0.91
L67
Undivided
1
No
tt
TR
01
LT
No
Minor Street: Approach
Movement
Westbound'789
LTR
10
L
t2
R
Eastbound
11
T
Volume 6
Peak Hour Factor, PHF 0.91
Hourly Elow Rate, HFR 6
Percent Heavy Vehicles 0
Percent Grade (E)
Flared Approach: Exists?/Storage
Lanes 0
Configuration
4
0. 91
4
0
1 0
No
0
LR
Dela y, Queue Length, and Leve
SB Westbound
4l'78
LTILR
1 of Service
Approach
Movement
Lane Config
NB Eastbound
1119 I 10
I
1,2
v (vph)
C (m) (vph)
v/c
958 queue length
Control Delay
LOS
Approach Delay
Approach LOS
1,2
1386
0 .01
0.03
't .6
A
10
713
0.01
0.04
10.1
B
10. r-
B
HCS2000: Unsignalized Intersections Release 4.1f
rWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency,/Co. : TENW
Date Performed: 8/L6/2007
Analysis Time Period: PM Peak
Intersection: #7 - SR L0L / Black Point Rd
Juri-sdiction: WSDOT/Jefferson County
Uni-ts : U. S. Customary
Ana1ysJ-s Year: 2017 No Action Al-ternative
Project ID: Pleasant Harbor
East,/West Street: Black Point Rd
North,/South Street: SR 101
Intersection Orientation: NS Study peri-od
Vehicle Volumes and Adjustments
(hrs ) :0 .25
Major Street Approach
Movement
Northbound
)-25
LTR
Southbound
56
TRt4
lL
Volume
Peak-Hour Pactor, PHE
Hourly Fl-ow Rate, HER
Percent Heavy Vehicles
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
r62
0. 91
10
0.91
10
36
0. 91
39
5
Undivlded
1
No
0
TR
01
157
0. 91
L12
No
LT
Mi-nor Street Approach
Movement
Westbound789
LTR
Eastbound
t1011
ILT
12
R
Volume 1,4
Peak Hour Factor, PHF 0.91
Hour1y Flow Rate, HFR 15
Percent Heavy Vehicles 0
Percent Grade (E)
Flared Approach: Exists?,/Storage
Lanes 0
Conf igurati-on
28
0.91
30
0
1
LR
t2
SB
4
LT
1
0
No
0
_De1ay, Queue Length, and Leve1 of Service
Approach
Movement
Lane Config
NB Westbound
8
LR
Eastbound
10 11'7 9
v (vph)
C (m) (vph)
v/c
95? queue length
Control Delay
LOS
Approach Delay
Approach LOS
39
1368
0.03
0.09
7.7
A
AC
735
0.06
0.20
r0.2
B
1,0.2
B
HCS2000: Unsignalized Intersections Release 4.Lf
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 8/]-6/2007
Analysis Tlme Period: PM Peak
Intersection: #7 - SR L1]- / Black Point Rd
,Jurisdiction: wsDoT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Brinnon Alternative
Project ID: Pleasant Harbor
East,/West Street: B1ack Point Rd
North,/South Street: SR 101
Intersection Orientation: NS Study period (hrs )0.2s
#ehi
cle t;:}lff":ld Adjustment"S-,thb-,,,d
MovementL231456
LTRILTR
Volume
Peak-Hour Factor, PHE
Hourly Flow Rate, HFR
Percent Heavy Vehicl-es
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
ZO
0.91
28
13
0. 9r-
80
5
r- 60
0.91
175
29
0.91
31
13 L66
0.91 0.91L4 1,82
0--
Undivided
01
LTR
No
0 01
LTR
No
0
Minor Street: Approach
Movement
Westbound789
LTR
Eastbound
10 11
LT
L2
R
Volume 33
Peak Hour Factor, PHF 0.91
Hourly Elow Rate, HFR 36
Percent Heavy Vehicles 0
Percent Grade (E)
Fl-ared Approach: Exj-sts?,/Storage
Lanes 0
Configuration
74
0.91
8r-
0
23
0.91
25
0
11
0. 91
1,2
0
2t
0.91
No/
32
0.91
1
LTR
23
0
1
35
0
U
No
01 0 0
LTR
De1ay, Queue Length, and Level of Service
Approach
Movement
Lane Config
NB
1
LTR
SB4t
LTR I
7
Westbound Eastbound89t1011
LTR I LTR
1,2
v (wh)
C (m) (vph)
v/c
95% queue length
Control Delay
LOS
Approach Del-ay
Approach LOS
1,4
1317
0.01
0. 03
7.6
A
80
1343
0.06
0.19
'7.9
A
140
5 5r-
0.2s
1.00
13.'7
B
L3.1
B
72
399
0.18
0.5s
16. 0
16.0
C
HCS2000: Unsignalized Intersectj-ons Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
AgencY,/Co. : TENW
Date Performed: 9/76/2006
Analysis Time Perlod: PM Peak
Intersection: #7 - SR LW / Black Poi-nt Rd
Jurj-sdiction: WSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Statesman
Project ID: Pleasant Harbor
East/West Street: Black Point Rd
North/South Street: SR 101
Intersectj-on Orientation: NS Study period (hrs)0.25
#ehicre ";::T;;.:ld Adjustmen'"m
Movement\231456
LTRILTR
Volume
Peak-Hour Eactor, PHE
Hourly Fl-ow Rate, HPR
Percent Heavy Vehicles
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Si-gna1?
1,64
0.91
180
53
0.91
58
1- 05
0. 91
115
5
159
0. 91
]-74
Undivided
1
No
0
TR
01
LT
No
Minor Street: Approach
Movement
Westbound'789
LTR
Eastbound10 11
LT
L2
R
Volume 57
Peak Hour Eactor, PHE 0.91
Hourly Flow Rate, HFR 62
Percent Heavy Vehicles 0
Percent Grade (g)
Elared Approach: Exists?,/Storage
Lanes 0
Configuration
4L
0. 91
45
0
1
LR
0
No
0
Der1ay, Queue Length, and Level of Service
NB SB Vlestbound Eastbound
1, 4 I 7 8 9 I 10 11 t2
LTILRI
Approach
Movement
Lane Config
v (wh)
C (m) (vph)
v/c
95E queue length
Control Delay
LOS
Approach Del-ay
Approach LOS
0
0
B
115
1311
09
29
0
107
s30
0.20
0.75
13.5
B
13.5
B
A
HCS2000: Unsignalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 8/L6/2007
Analysis Time Period: PM Peak
Intersection: +7 - SR LO]- / Black Point Rd
Jurisdj-ction: wSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Al-ternatlve 3 Hybrid
Project ID: Pleasant Harbor
East/West Street: Black Point Rd
North/South Street: SR 101
Intersection Orlentation: NS Study period
Vehicl-e Volumes and Adjustments_
Major Street: Approach Northbound
123
LTR
(hrs ) :0 .25
Southbound
t4s6
ILTR
Movement
Volume
Peak-Hour Eactor, PHE
Hourly Flow Rate, HER
Percent Heavy Vehicles
Median Type,/Storage
RT Channelrzed?
Lanes
Configuration
Upstream Sj-gna1?
16
0. 91
l1
0
163
Undivided
110
LTR
No
0
1
o1
79
85
0.91
93
206
0.91
226
5
162
0.91
178
27
0.91
29
110
L TR
No
Minor Street: Approach
Movement
Westbound789
LTR
Eastbound
t1011
ILT
L2
R
Vol-ume 62 25
Peak Hour Eactor, PHF 0.91 0.91
Hourly Flow Rate, HFR 68 28
Percent Heavy Vehicles 0 0
Percent Grade (%) 1
El-ared Approach: Exists?/Storage
Lanes 0 1
Configuration LT
t_ 01
0.91
110
0
11
0.91
T2
0
24
0.
Zt)
0
91
26
0.
28
0
0
91
No/
1 0 1 0
R LTR
Approach
Movement
Lane Config
Delay, Queue Length, and Level- of Service
Westbound
o1
LT
SB
4
L
NB
1
L
Eastbound10 11
LTR
t29
R
v (wh)
c (m) (vph)
v/c
95% queue length
Control- Delay
LOS
Approach Delay
Approach LOS
71
731 6
zzo
121 4
0.18
0 .64
8.4
A
96
200
0.48
2.35
38.6
E
110
818
0.13
0.46
10.1
B
66
272
0.31
I .21
0.01
0.04
1.6
A
529
D
29
D
5)aa
HCS2000: Unsignalized Intersectlons Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 9/L6/2006
Analysis Time Period: PM Peak
Intersection: #8 - SR L0L / Duckabush Rd
Jurisdiction: wsDoT,/Jefferson County
Units: U. S. Customary
Analysis Year: 2006 Existing
Project ID: Pleasant Harbor
East/west Street: Duckabush Rd
North/South Street: SR 101
Intersection Orientation: NS Study period
Vehicl-e Volumes and Adjustments
Major Street: Approach Northbound
t23
LTR
(hrs ) :0.25
Movement
Southbound
t4s6
ILTR
Volume
Peak-Hour Eactor, PHF
Hourly Flow Rate, HER
Percent Heavy Vehicles
Median Type,/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
6 11,2
0.92 0.92
6 t2t
1,4
Undivided
01
LT
No
111
0.69
160
t6
0.69
23
1
No
Minor Street: Approach
Movement
Vilestbound
189
LTR
Eastbound
10 11
LT
t2
R
Volume
Peak Hour Factor, PHF
Hourly Fl-ow Rate, HFR
Percent Heavy Vehicl-es
Percent Grade (t)
FIared Approach: Exists?/Storage
Lanes
Configuration
1,2
0.70
17
0
2
0
2
0
70
10
0
LR
Delay, Queue Length, and Level of Service
Approach
Movement
Lane Config
NB
1
LT
SB
4 1
Westbound
8
Eastbound
10 11
LR
9 1,2
v (wh)
C (m) (vph)
v/c
95? queue length
Control Delay
LOS
Approach Delay
Approach LOS
6
1323
19
'104
0.03
0.08
10.3
B
10.3
B
0.00
0.01
1.7
A
!
0
TR
No/
0
T
T
HCS2000: Unsi-gnalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Anal-yst:
Agency/Co.: TENW
Date Performed: 9/16/2006
Analysis Time Perj-od: PM Peak
Intersecti-on: #8 - SR 70L / Duckabush Rd
,Jurisdiction: WSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 201-7 Without Project
Project ID: Pl-easant Harbor
East/West Street: Duckabush Rd
North,/South Street: SR 101
Intersecti-on Orientation: NS Study period (hrs):0.25
Vehic1e Volumes and Adjustments
Major Street Approach
Movement
Northbound
t23
LTR
Southbound
1456
ILTR
Volume
Peak-Hour Eactor, PHF
Hourly Elow Rate, HER
Percent Heavy Vehicles
Median Tlpe/Storage
RT Channelrzed?
Lanes
Conf igurati-on
Upstream Signal?
139
0 .92
151
138
0. 69
200
20
0.69
28
't
0
7
92
L4
Undivided
01 1
NoNo
0
TRLT
Mi-nor Street Approach
Movement
Westbound
789
LTR
Eastbound
t1011
ILT
72
R
Volume
Peak Hour Factor, PHF
Hourly Flow Rate, IIFR
Percent Heavy Vehicles
Percent Grade (8)
Flared Approach: Exi-sts?,/Storage
Lanes
Configuration
15
0.70
2L
0
2
0
2
0
10
0 1
No
0
LR
De 1ay, Queue Length,
SB
and Level of Service
Approach
Movement
Lane Config
4
NB
1
LT
'7
Westbound
o
Eastbound
10 11
LR
9 72
v (wh)
c (m) (vph)
v/c
958 queue length
Control Delay
LOS
Approach Delay
Approach LOS
1
L21 3
0.01
0 .02
1.8
A
23
638
0.04
0.11
10.9
B
10. 9
B
0
HCS2000: Unsignalized Intersections Release 4.1-f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 8/L6/2007
Analysis Time Period: PM Peak
Intersection: #8 - SR 10L / Duckabush Rd
Jurisdiction: wSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 No Action Alternative
Project ID: Pl-easant Harbor
East,/west Street: Duckabush Rd
North,/South Street: SR 101
Intersection Orj-entation: NS Study peri-od
Vehicle VoLumes and Adjustments
Northbound
L23
LTR
(hrs )0 .2s
Major Street: Approach
Movement
Southbound
456
LTR
Volume
Peak-Hour Factor, PHE
Hourly Flow Rate, HER
Percent Heavy Vehicles
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
150
0.92
r_ 63
L49
0 .69
215
27
0.69
30
'7
0
'1
92
74
Undivided
01 1
NoNo
0
TRLT
Mi-nor Street: Approach
Movement
Westbound
789
LTR
Eastbound
10 11IT
72
R
Vol-ume
Peak Hour Eactor, PHE
Hourly Elow Rate, HFR
Percent Heavy Vehicles
Percent Grade (ts)
Flared Approach: Exists?/Storage
Lanes
Configuration
16
0.70
zz
0
2
0
2
0
'70
0 1
No
0 0
LR
Approach
Movement
Lane Config
De1ay, Queue Length, and Level of Service
NB SB Westbound Eastbound
14178911011L2
LTIILR
v (vph)
C (n) (vph)
v/c
958 queue length
Control Delay
LOS
Approach Del-ay
Approach LOS
7
1254
0.01
0 .02
1.9
A
0.04
0.1,2
11.1
24
674
B
11.1
B!
HCS2000: Unslqnalized Intersections Release 4.1f
TVIO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 8/16/2007
Anal-ysj-s Time Period: PM Peak
Intersection: #8 - SR ]-0l / Duckabush Rd
Jurisdiction: wSDOT/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Brj-nnon Alternative
Project ID: Pleasant Harbor
East/West Street: Duckabush Rd
North/South Street: SR 101
Intersectj-on Orientation: NS Study period (hrs ) :0.25
Vehicle Volumes and Adjustments
Major Street: Approach Northbound
t23
LTR
Southbound
14s6
ILTR
Movement
Volume
Peak-Hour Factor, PHF
Hourly Elow Rate, HER
Percent Heavy Vehicles
Median Type/Storage
RT Channel-ized?
Lanes
Conf i-guratlon
Upstream Signal?
7 174
0.92 0.927 189
1,4
Undi-vided
178
0. 69
251
23
0.69
33
01 1 0
TRLT
No No
Minor Street: Approach Westbound
189
LTR
Eastbound
1,0 1LLTMovement t2
R
Volume
Peak Hour Eactor, PHF
Ilourly Elow Rate, HER
Percent Heavy Vehicles
Percent Grade (t)
Elared Approach: Exists?,/Storage
Lanes
Conf iguratJ-on
I1
0.70
24
0
2
U
2
0
10
0 1
No
0 0
LR
Delay,Queue Length, and Level of Servj-ce
SB Westbound
4 | 7 8 9 | 10tt
Approach NB
1
LT
Eastbound
11
LR
Movement T2
Lane Confi-g
v (vph)
C (m) (vph)
v/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
7
1206
0.01
0 .02
8.0
A
26
5s9
0.0s
0.15
11.8
B
11-.8
B
!
HCS2000: Unsignalized Intersections Release 4.1-f
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency,/Co. : TENW
Date Performed: 9/]-6/2006
Analysis Time Period: PM Peak
Intersection: #8 - SR L0L / Duckabush Rd
.Turisdlction: WSDOT,/Jef f erson County
Units: U. S. Customary
Analysis Year: 2017 Statesman Alternative
Project ID: Pleasant Harbor
East/west Street: Duckabush Rd
North/South Street: SR 101
Intersection Orientation: NS Study period
Vehicle Volumes and Adj ustments
Major Street
(hrs ) :0 .25
Approach
Movement
Northbound
t23
LTR
Southbound456
LTR
Volume
Peak-Hour Eactor, PHF
Hourly Elow Rate, HER
Percent Heavy Vehicles
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
7
0 .92
7
1,94
0 .92
2t0
r- 91
0.69
216
24
0.59
34
1,4
Undivided
01 1
NoNo
0
TRLT
Minor Street Approach
Movement
Westbound
789
LTR
Eastbound
11011
ILT
l2
R
Vol-ume
Peak Hour Factor, PHF
Hourly Flow Rate, HER
Percent Heavy Vehicles
Percent Grade (%)
Elared Approach: Exists?/Storage
Lanes
Conflguration
19
0.70
27
0
2
0
2
0
70
10
0
No
0
LR
De fay
NB
t-
LT
Queue Length, and Level- of Service
SB Westbound Eastbound
4 I 7 I 9 I 10 11 72
IILR
Approach
Movement
Lane Config
v (vph)
C (m) (vph)
v/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
7
118 5
0.01
0 .02
8.r-
A
29
530
0.05
0.17
L2.2
B
72.2
B
HCS2000: Unsignalized Intersections Release 4.Lf
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: TENW
Date Performed: 8/]-6/2001
Analysis Time Peri-od: PM Peak
Intersection: #8 - SR r.0r. / Duckabush Rd
Jurisdiction: WSDOT,/Jefferson County
Units: U. S. Customary
Analysis Year: 2017 Alternative Hybrid
Project ID: Pleasant Harbor
East,/West Street: Duckabush Rd
North,/South Street: SR 101
Intersection Orientation: NS Study period (hrs ) :0.2s
,alor street: approaclehicle
ti::ffi.:ld Adjustme""m
MovementL231456
LTRILTR
Volume
Peak-Hour Factor, PHF
Hourly Elow Rate, HFR
Percent Heavy Vehicles
Median Type/Storage
RT Channel-i-zed?
Lanes
Configuration
Upstream Signal?
1 231
0.92 0.927 257
t4
Undivided
203
0.69
294
24
0.69
34
01
LT
No
1
No
0
TR
Minor Street Approach
Movement
Westbound789
LTR
Eastbound10 11LT t2
R
Volume
Peak Hour Factor, PHF
Hourly Flov, Rate, HER
Percent Heavy Vehlcles
Percent Grade (E)
Flared Approach: Exists?,/Storage
Lanes
Conf j-guration
22
0.70
3r-
0
2
0
2
U
10
10
0
No/
0
LR
_De1ay, Queue Length, and Level of Service
Approach
Movement
Lane Config
NB
1
LT
SB
4 1
Westbound
8
Eastbound
10 11
LR
9 72
v (wh)
C (m) (vph)
v/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
1
]-L61
0.01
0 .02
8.1
A
33
485
0. 07
0.22
13.0
B
13.0
B
Attachment C
Resort Residential Unit Program
P Transportation Eryineering NorurWest. l-t-c
IIII-I-IIII--IIITII
ATTACHMENT 1
Pleasant Harbor EIS - Program Elements for Trip Generation Analysis
Statesman Altemative
Statesman Grcup (&2006)
BLACK POINT PROPERTY
R6idential Reert Units
'I L6v€l - Mllas
2 L6wl - TMhomos
Low-Riss Rssrt CondcTel
Commorcial R6sdl Units
Golf CouM
1&Hol6 Ex6@tiv6 CouB
Ramada
Re$rUCouBs Maintsnan@ Facility
Conf6En6 C€nt6r
Clubhou$ Lounge
PcShop
Hallxitdlen
RastauEnt
Mediterean Grcttcspa
Tourist Shop
aubTot l
#ofUniB Sq.Ft.
3,000
-leaung smctatRemarkrrNotes{PoEonl
136
410
154
Privatoly o\fln6d - indud€d in CondcTel
Privatoly
Privately
Owned - included in CondGTel
Omed - induded in CondeTel - upper levels
121acc S€mi-Pdvate; M6mb6Ehip, Rosort A@ss, ConfeGnco, Goup B@kingdEvonts
1/2 Way House between holes I & '10; drynstaiG tor golf€6, upstaiE for restaurant, & outdoor lanae
LoGt€d in the Conf€ren€ Center building - lower l6v6l.
L@t€d in lhe ConfeEn@ Center building - lorer lsvel.
On6 larg6 rcom with partitions lo cEal6 4 smallor rcoms or @mbination.
Clas3illcatlon lor Trlp Goneration
RsEational Hom/TMhomlcondo Trip C€n Mix
Rtrcational Hore/TMhome4ondo Trip Gen Mix
Suite Hot€l - ITE Category 311 (alt. Somiahmm Trip Gen Study at Reert Hotol)
Conferonce facility apply Salish Lodge study results using activities-based approach.
Clsrslllcatlm lor Trlp Gsneration
Recreational Homs/Tomhomecondo Trip G6n Mix
RocEational Hom6/ToMhomecondo Trip Gen Mix
Low-ris6 apts (w6 have done owill2 studies on lh€se proiects, and this is th6 best
€tegory.
Low-ris€ apts (ws have done orer 12 studies on lhos6 pmjocts, and this is the b€sl
6tsgory.
2 Level - Townhomss
2 Level - Teraes
1,750
7s0
4,000
3,000
2,500
5007m 15,500
2,000
8,000
I,500
1,500
1,0@
500
2,000
2,s00
i90 19,000
250
2fi
pLEASANT HARB6R pRopERw t or units sq.Ft ;:gJ,l" speclal Remarks,lNotes
30
90
50
20
Ma*6t?
Privatoly Owned - includod in CondcTel
Privet.ly Ownsd - includod in CondcTol
All Rental Units
All Rental units
Staff Housing
Affordable Housing
Commercial Restrl Units
Plea$nt Harbor Marina
Plsasnt Harbor Yadlt Club
Tm (2) Resiaurants
LaundDmaUShore6
Bait and Dive Shop
Speciality Gifr Shop
NuB6 Practitionor Offie
ConvonienG Store
Chapel
Tribule Square
Sub-Total
Exisling - @n a@mmodate app@ximately 3l l boats, fuel station, sffig€ pumlouls,
soryiced and norsrui@d slips/@nn6c1s (no changss proposed) Existing rested u$s, no inmas in off-sito vehide trip ganeration.
PrcpNd with rules and regulatiore to impEve eryiEnmentel st€mrdship Specialty Etail gen€Btor.
Pmposod - ltalian and Seafood to cda€ th€ small snacldpiu seNies Spocialty Etail geneEtor.
Exisling - to b6 upgEded to pmvido highor l6v6l of $rvie for boatm Spocialty Biail genoEtor.
Fishing and Scuba DMng exercusiom schedul€d and grcup bookings Specialty Etail geneEtor.
Prcmote LMI and Regional arlvcEfrs, stc... Specialty GtailgensEtor.
To pEvide preliminary m6di€l attention Spocielty Etail gensEtor.
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AEa to R€@gnize Aboriginal History in Plaasnt Harbor - and of pedesMan
promenade along wal€rfrcnt - €mergoncy ae6s only
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TBn3portadon Engineering Northwe3t, LLC 9/6/2006
Church
Pag6 1
Attachment D
2017 Future Daily and P.lvl. Peak Hour
Traffic Volume Forecasts
P Transportation Engineering Nor0rWest, t-t-C
Attachment E
Turn Lane Warrant Analysis at
SR 101 and Black Point Road
P Transportation Eryineering Nor0rWeet, t-t-C
-o
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oF
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1200
1100
1m0
900
800
700
600
500
400
300
25
(1) DHV is total volurne from both directions.
(2) Speeds are posted speeds.
2015105
% Total DHV Tuming Left (single tuming mornment)
Left-Tum Stora ge G u ldelinec (Two-Lane. U n*l g nalized)
ruucetGgt
KEY
A
fl
Balow curve,
storage not
needed br
capacity,
Above curw,
further analysis
recommended.
Y>/
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Hybrid Alternative
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100
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0 100 200 300 400 500
Peak Hour Approach Volume (DDHV) (1)
600 700
I (1)
(21
Blght-Turn Lanc Guide!!ncs('l
Flgtm9rbl2
(3)
(4)
(s)
(6)
pocket taPedr)
Alternative
Consider right-tum
hne(5)
A
Statesman
- Radius onll
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lntf,rsE,atlons AtGndc
Pry9t&28
bCgn l/c,ntlrll
llay NOtEngllth Vctslon
For two-lane highways, use the peak hour DDHV (through + right-turn).
For multilane, high speed highways (posted speed 45 mph or above), use lhe right-lane peak hour
approach volume (lhrough + righl-turn).
For multilane, low speed highways (posted speed loss than 45 mph), lhere is no traffic volume
right{urn lana or taper GqUifemeil.
When all three of the following condilions are mat, reduce the righl-turn DDHV by 20.
o The posted speed is 45 mph or less
o The right-turn volume is greater than 40 VPH.
. The peakjeulapproach volume (DDHYL|S less than 300 VPH.
See Figure 91G$ lor right-lurn corner design.
See Figure 910-13 for right-turn pocket or taper design.
See Figure 910-14 for righl-turn lane design,
For additional guidance, see 910.07(2) in the lext.
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