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HomeMy WebLinkAbout012D FEB 1710121 ��012 %9 Transportation Engineering NorthWes Mer JEFFERSON COUNTY yr ��+ivnvwivnl UCY.......tIYf 10NA7�t "- DATE: January 30, 2012 $�"YY,,�'",�•�'�i TO: David Wayne Johnson, Jefferson County DCD t3, Garth Mann Statesman Group of Companies Ltd. is FROM: Michael Read, P.E. Transportation Engineering Northwest (TENW), LLC �YYYYRY RE: Pleasant Harbor SEIS Transportation Impact Stud —Jefferson `t4NAL P p y J County, Second Addendum Supplement to 11/27/07 FEIS ry t. 2 f28 / 1 Technical Report to Evaluate the MPR Alternatives -m' This memorandum serves as a second addendum supplement to the Pleasant Harbor EIS Transportation Impact Study, dated November 27, 2007. It evaluates Master Planned Resort (MPR) Alternatives 1 and 2 changes to vehicular site access assumptions, project trip generation, and the resultant changes in potential traffic impacts. This memorandum documents the following updates from the original transportation impact study: ➢ Summary of Alternatives description as it relates to transportation impacts. ➢ Estimation and assignment of daily and p.m. peak vehicular project trip generation. Analysis of daily traffic volume impacts to vicinity roadways. Evaluation of level of service (LOS) impacts to the intersection of US 101 at Black Point Road. Assessment of site access, safety, and circulation issues. ➢ Construction traffic impacts. ➢ Evaluation of on-site parking demand. Mitigation commitments and requirements. ➢ Responses to Public Comments on SEIS in November 2009. MPR Proposal Modifications that Affect Transportation Impacts As the project has progressed, and to respond to Jefferson County Board of County Commissioners requirements and mitigation commitments made in the FEIS that addressed a Comprehensive Plan amendment, there are four key elements of the project that affect transportation impacts to the vicinity transportation system: ➢ Modifications to the distribution of land use throughout the site; most notably the proposed Maritime Village has been relocated to the vicinity of the US 101 and Black Point Road intersection and a larger number of proposed residential units were relocated to the Golf Course/Golf Resort area of the site. Roughly 1/4 , or approximately 20 units were shifted. ➢ Modifications to the proposed vehicular access to the site to consolidate all vehicular access for new land uses to the US 101 and Black Point Road intersection. Existing www.tenw.com PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA t Second Addendum Supplement to 11/27/07 FEIS January 30, 2012 Page 2 a'es&Ao the-marina an&rtnov*ed land uses within the northern portions of the site wopld ,remain unchanged. In addition, to accommodate transit access to the site by ymh Jefferson and Mason agencies, a transit layover and bus zone would be accommodated on-site within the southeast quadrant of the realigned US 101 and Black Point Road intersection. ➢ The applicant proposes to purchase two shuttle buses to transport groups to/from the site and SeaTac Airport for conferences and other events. The shuttle buses would also be used for group excursions within Jefferson County and the Puget Sound area. Resort residents would also have the option of daily renting resort - provided electrical carts to travel between the Golf Course/Golf Resort and the Maritime Village and other internal trips. The electrical carts would be able to circulate within the properties off of US 101 by utilizing the private frontage road paralleling US 101 between Black Point Road and the Maritime Village (proposed Marina Access Drive). A designated crossing point along Black Point Road would be constructed to provide for safe crossing for both pedestrians and electric carts. ➢ The existing substandard Washington Department of Fish and Wildlife (WDFW) boat launch access to Pleasant Harbor on Black Point Road is addressed differently among the two MPR Alternatives. Under Alternative 1, the WDFW boat launch access is relocated and interconnected with the proposed Maritime Village Access Roadway at new intersection east of SR 101 /Black Point Road. Under Alternative 2, the WDFW boat launch access to Pleasant Harbor on Black Point Road would be realigned east of its present location at a new intersection approximately 1,000 feet east of SR 101 on Black Point Road. In summary, vehicular site access would be consolidated for the Maritime Village and Golf Course/Golf Resort at US 101 and Black Point Road under Alternatives 1 and 2. To accommodate redistribution of land use within the site, the existing roadway approach of Black Point Road onto US 101 would be shifted to the south to align with US 101 with a nearly 90 -degree intersection angle, providing optimal intersection geometry. Additionally, a new southbound left turning lane, median refuge area, and a northbound right turn lane would be constructed at the US 101 and Black Point Road intersection. Immediately east of US 101 along Black Point Road, a new intersection would be constructed to provide access to the Pleasant Harbor properties north and south of Black Point Road, provide a new consolidated connection into the adjacent WDFW boat launch (access at Pleasant Harbor under Alternative 1 only), provide access to a new transit stop/layover area, and serve as emergency vehicle/maintenance access to the main Golf Course Resort area. The existing northern driveway on US 101 from the Maritime Village would remain in its present condition; however, sight distance and other safety improvements would be constructed at its approach to US 101 and along the US 101 frontage. All other existing access connections onto US 101 would be closed and removed. This would include access to the northeast from the existing Pleasant Harbor Marina to old Pleasant Harbor Marina access onto SR 101, two informal access connections directly onto SR 101 north of Black Point Road, and closure of direct access onto SR 101 that serves a large gravel parking area immediately south of Black Point Road. Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 30, 2012 Page 3 Figures 1 and 2 provide exhibits of the overall site plans/circulation plans to the Pleasant Harbor Marina and Golf Course Resort under Alternatives 1 and 2. Figure 3 provides an exhibit of the proposed main site access intersection approved by WSDOT and Jefferson County that would also serve as the new access to the WDFW access to the Pleasant Harbor Boat Launch under Alternative 1. Under Alternative 2, this new intersection on Black Point Road would only serve the Pleasant Harbor Marina and Golf Resort as the WDFW access would be relocated further east along Black Point Road. There would be three site access roadways onto Black Point Road to serve the Golf Course/Golf Resort and Maritime Village with Alternatives 1 or 2, including: ➢ A private frontage road system that parallels US 101 between Black Point Road and the Maritime Upland. Onto Black Point Road, a common 24 -foot wide frontage road system would be located approximately 300 feet east of US 101. Beyond the Maritime Village, the frontage roadway would reduce to a minimum of 12 feet in width for pedestrian circulation, staff vehicles, emergency vehicles, and golf cart access to the Marina Upland. No public vehicle access would be allowed. ➢ Currently the WDFW driveway does not meet geometric standards, nor does it provide adequate sight distance onto Black Point Road. This must be completed in order to resolve driveway spacing issues and deficient sight distance conditions at this unsafe existing intersection, and mitigates the project's traffic impacts to Black Point Road due to proposed access and increased traffic volumes. Under Alternative 1, the existing traffic and access driveway onto Black Point Road from the State (WDFW) Boat Launch would be realigned to intersect with the common frontage road to the Maritime Village north of Black Point Road. Under Alternative 2, the configuration of the Maritime Village is changed that impacts the alignment of the roadway that serves the Maritime Upland, and therefore, the WDFW Boat Launch access roadway would be realigned further east and intersect Black Point Road approximately 1,000 feet east of SR 101. ➢ A proposed Marina Access Drive would serve the proposed Maritime Village, Harbor View House, Reunion House, Bed -and -Breakfast (owned by others), and terminate at the existing Pleasant Harbor House. A single lane, 12 -foot minimum wide roadway above the common frontage road would provide directional vehicular access to the reconstructed buildings in the Marina Upland area (staff and emergency vehicles only; no public vehicle access would be permitted). ➢ A primary access roadway onto Black Point Road, approximately 1.0 mile east of US 101 would serve all traffic to/from the Golf Course/Golf Resort. ➢ A secondary access roadway onto Black Point Road, approximately 300 feet east of US 101 would be gated and used for emergency vehicles and staff/maintenance access only. A bypass path for golf cart circulation would be provided at this gate location. This access roadway would align with the Marina Access Drive into the Maritime Village. This proposed four-way intersection with Black Point Road would also provide a crossing treatment to serve both pedestrian and golf cart circulation within the properties and serve as a turnaround area and access to the transit stop and layover space for both Jefferson and Mason transit agencies. During design review of this new intersection, an alternatives analysis of pedestrian crossing treatments on Black Point Road would be undertaken. Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Maintain Existing Access on SR 101 Make Sight Distance Improvements SR 101 /Black Point Road Two -Way Enter/Exit Oi t 1 i PLEASANT HARBOR OmW Hamnon A"690 WAOM PrsfJ&Ct r' R ..... PLEASMT KAAWR rIU—Wtwnettw I. Ovweh We o.t Dacatnbw 13,zoit Transportation Engineering NorthWest, LLC Pleasant Harbor SEIS MPR Alternatives- Jefferson County, WA Second Addendum Supplement to 1 1/27/07 FEIS January 30, 2012 Page 4 �-'JRhAY Figure 1 Project Site 8z Access Plan MPR Alternative 1 Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 in Pleasant Harbor SEIS Jefferson County, WA Maritime Village Access Primary Access All Vehicles - -Combined with WDFW Boat Launch ------------ 1 Golf Course/Conference Center card sKona yA—, � { Primary Access All Vehicles >Y -d i/trvk<(Vznrtks �-'JRhAY Figure 1 Project Site 8z Access Plan MPR Alternative 1 Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 in Pleasant Harbor SEIS Jefferson County, WA Maintain Existing Access on SR 101 Make Sight Distance Improvements Main Pleasant Harbor Access SR 101/Black Point Road Two -Way Enter/Exit 1� 11 PLEASANT HARBOR DaNd He ittm Archft9 t we csao ldN6@-yra wt M� PLEASMI HANAM K.4—Ph—d r—d Transportation Engineering NorthWest, LLC Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 30, 2012 Page 5 Maritime Village Access Primary Access All Vehicles Realigned WDFW Access ...- Em ryer�:a sna er rteW et Golf Course/Conference Center Primary Access All Vehicles Figure 2 Project Site & Access Plan MPR Alternative 2 Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 U P N tJot to Sca ey Pleasant Harbor SEIS Jefferson County, WA Transportation Engineering Northwest, LLC Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11127107 FEIS January 30, 2012 Page 6 Figure 3 SR 10 l and Black Point Road Intersection with Alternative 1 Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Wo N Pleasant Harbor SETS Jefferson County, WA _4Aj C1 3 zF.oso N CU �y a Transportation Engineering Northwest, LLC Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11127107 FEIS January 30, 2012 Page 6 Figure 3 SR 10 l and Black Point Road Intersection with Alternative 1 Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Wo N Pleasant Harbor SETS Jefferson County, WA Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11127107 FEIS January 30, 2012 Page 7 Trip Generation of MPR Alternatives The land use assumptions for Alternatives 1 or 2 would generally remain the same as those previously evaluated at the time the DEIS was prepared for the Comprehensive Plan Amendment. Under any build alternative, the MPR proposal includes 890 residential units, an 18 -hole golf course, and associated commercial development. The distribution of land uses on-site changes slightly under the MPR Alternatives however, the overall trip generation of the project development remains similar. Internal trips between on-site uses (i.e., the Marina Upland, Maritime Village and Golf Course/Golf Resort) were identified to be accommodated in the 20 percent reduction of total internal trips identified in the original transportation impact study. Therefore, no trips were added or reduced for this assumed roadway connection and more proximate adjacency of land uses. Under the MPR Alternatives however, a reduction in total project trips was estimated based on the proposal for shuttle buses to transport people to/from the Seattle -Tacoma Airport and for group excursion trips. Implementation of the proposed shuttle bus system would decrease the overall level of trip making to/from the site. It should be noted, that these potential reductions were not used in design support thresholds at SR 101 and Black Point Road Shuttle Bus Trips On any given day, it was assumed that 1 shuttle bus would be reserved for transporting people to/from the Seattle -Tacoma Airport and 1 shuttle bus would be reserved for group excursion trips in the local area. The airport shuttle bus would most likely experience a maximum of 8 total daily trips on a peak day with morning, mid-day, evening, and late evening round -trips. (Note that each round trip would count as two one-way daily trips). Thus, it is estimated there would be 2 p.m. peak hour trips (1 entering trip and 1 exiting or two coaches arriving or departing from the airport). The proposed shuttle buses would hold up to 40 passengers; therefore, there would be a total of up to 320 passengers per day or 80 passengers during the p.m. peak hour. Accounting for average vehicle occupancies (AVO = 1.2 persons per vehicle), the resultant i2otential in trip reduction would be up to approximately 260 daily (268 daily vehicle trips minus 8 total daily shuttle bus trips) and 65 p.m. peak hour trips (67 passenger trips minus 2 total p.m. peak hour shuttle bus trips). Net Project Trip Generatlon Table 1 summarizes net project trip generation for Alternatives 1 and 2. As shown, net project trip generation would be reduced as a result of the proposed shuttle bus system to approximately 298 p.m. peak hour trips and approximately 3,840 daily trips. Table 1: Net Project Trip Generation — Alternatives 1 and 2 Project Alternative P.M. Peak Daily Trips2 Enter Exit Trips Alternative 1 and 2 Project Trip Generation' 186 177 363 4,100 Less Shuttle Bus Trips -35 -30 -65 -260 Alternatives 1 and 2 Net Project Trip Generation 151 147 298 3,840 1 —Based upon Net Project Trip Generation identified in the Pleasant Harbor FEIS Transportation Impact Study, November 11, 2007. 2 — Rounded to the nearest 10. Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Pleasant Harbor SETS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 30, 2012 Page 8 Trip Distribution Overall trip distribution and assignment would remain the same as identified in the original transportation impact study from the site and along US 101. However, trip distribution and assignment at the critical site access intersection of US 101 / Black Point Road and the other site access points onto US 101 and Black Point Road were redistributed based upon site access changes identified in the Project Descri�itzon section above. Given these changes, level of service impacts were reviewed only at the main site access intersection proposed onto SR 101 at Black Point Road. Traffic Volume Impacts The reduction of approximately 260 vehicular daily project trips and 65 p.m. peak hour trips with MPR Alternatives 1 or 2 due to the proposed shuttle bus service would have little change in the relative impact along vicinity roadways analyzed in the original transportation impact study. The reduction in project trips would reduce total traffic volumes at full buildout of the site by approximately 6 percent. Traffic volume forecasts in p.m. peak hour at the main site access intersection are provided in Attachment A. Intersection Level of Service Impacts Intersection level of service impacts during the p.m. peak hour were evaluated at the critical site access intersection #7 — US 101 at Black Point Road in 2017 under Alternative 1 or 2. As shown in Table 2, all stop -controlled movements at this intersection would operate at LOS B or better with and without this development alternative in 2017, thereby meeting adopted local and State level of service standards. Intersection turning movement forecasts and detailed level of service summary worksheets for the US 101 / Black Point Road intersection are provided in Attachments A and B, respectively. Table 2: 2017 P.M. Peak Intersection Level of Service Impacts Unsignalized Intersections Approach Baseline With Alternatives 1 Without Project or 2' LOS Delay LOS Delay #7 —US 101 at Black Point Road EB - -- WB B 10 B 1 1 NB Left I -- - -- -- �] SB Left I A 8 A 8 Note: Analysis based on HCS 2000 results using HCM 2000 control delays and LOS. — Updated per revised trip generation numbers. Site Access, Safety, and Circulation Issues This section updates the following: Site Driveway Operations, Left -Turn Lane Warrants and Right -Turn Lane Warrants based upon the MPR Alternatives site access and trip generation changes previously identified above. In addition, alternatives for the existing WDFW access onto Black Point Road are addressed. Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 • Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11127107 FEIS January 30, 2012 Page 9 Site Driveway Operations Under either Alternative 1 or 2, critical stop -controlled entering/exiting movements at project site driveways onto US 101 and Black Point Road would operate at LOS B or better with little or no vehicular queuing. The critical site access intersection of US 101 at Black Point Road would operate at LOS B or better with queues of 1 vehicle or less under Alternative 1 or 2 at an assumed site buildout in 2017. Intersection turning movement forecasts and detailed Ievel of service summary worksheets for the US 101 and Black Point Road intersection are provided in Attachments A and B. Left -Turn Lane Warrants Left -turn movements represent critical turning movements at unsignalized intersections, increasing the potential for intersection delay and safety issues. Based upon procedures and guidelines found in WSDOT's Design Manual, November 2007 (Figure 910-12a Left -Turn Storage Guidelines Two Lane-Unsignalized), a southbound left -turn lane is warranted under either MPR Alternative. Based upon WSDOT's Design Manual, November 2007 (Figure 910- 13b Left -Turn Storage Length: Two Lane-Unsignalized), for a 50 mph posted speed limit on US 101, the southbound left -turn lane should be a minimum of 100 feet. Attachment C 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 US 101 at Black Point Road, the potential need for a northbound right -turn lane was analyzed considering typical evening commute periods. Based upon procedures and guidelines found in WSDOT's Design Manual, November 2007 (Figure 910-11 Right -Turn Lane Guidelines), a northbound right -turn taper/ pocket is warranted under either MPR Alternative. Based upon WSDOT's Design Manual, November 2007 (Figure 910-16 Right -Turn Pocket and Taper), the northbound right -turn pocket should be a minimum of 60 feet with a 100 -foot taper. Attachment C contains the results of this warrant analysis. WDFW Driveway Access to Pleasant Harbor Boat Launch As noted previously, the existing alignment of the WDFW driveway for the Pleasant Harbor Boat Launch does not meet minimum geometric intersection angles or provide adequate entering sight distance for safe egress onto Black Point Road. As such, two alternatives are considered as part of the MPR Alternatives in development of the Pleasant Harbor Marina and Golf Resort project: Alternative 1: Under this development alternative, the existing traffic and access driveway onto Black Point Road from the State (WDFW) Boat Launch would be realigned to intersect with the common frontage road to the Maritime Village north of Black Point Road as a "T - intersection" interior to the site. This driveway alignment and configuration is shown Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 30, 2012 Page 10 conceptually in Figure 3 (provided previously). Under this access configuration, both traffic associated with the Maritime Village and the WDFW Pleasant Harbor Boat Launch driveway would utilize a common new intersection constructed as part of the project east of SR 101 on Black Point Road. To construct this realignment of the WDFW Pleasant Harbor Boat Launch driveway, substantial fill material and topography changes would be required to construct this interior T -intersection. In addition, property transfer or stringent access easements across private property would be needed to allow for public access to occur within the Pleasant Harbor Marina and Golf Resort properties. Although not ideal, WDFW representatives have conceptually agreed that this access solution would be possible. The new four way intersection onto Black Point Road and the new T -intersection interior to the site would be designed to accommodate vehicle -boat trailer combinations and provide adequate queue storage and traffic operations between these adjacent intersections. However, this configuration would mix both project -generated traffic and WDFW boat launch traffic within a closely spaced intersection system. As such, during peak use of the WDFW boat launch utilization that occur during several weeks out of the year, periods of traffic congestion and vehicle queuing within this system could result. During typical and seasonal traffic fluctuations of the Pleasant Harbor Marina and Golf Resort in combination with the WDFW boat launch traffic for 50 weeks out of the year, no vehicle queuing or traffic operational issues would occur. Alternative 2: Under this alternative the WDFW Pleasant Harbor Boat Launch access roadway would be realigned further east and intersect Black Point Road approximately 1,000 feet east of SR 101. As such, the new four way intersection constructed by the project just east of the SR 101 and Black Point Road intersection as site access would not have traffic and vehicle -boat trailer combinations turning onto/off-of Black Point Road. The new alignment of the WDFW Pleasant Harbor Boat Launch would follow an old road grade within property owned and managed by WDFW, and therefore, not require any easements or property transfer agreements. As such, impacts to existing topography and public lands would be kept to a minimum. In addition, complete separation of traffic off of the public roadway system would be provided in this concept with construction of entirely new access roadway that would only serve the WDFW Pleasant Harbor Boat Launch. This concept is preferred by WDFW representatives as well as the applicant of the Pleasant Harbor Marina and Golf Resort project. Construction Traffic Impacts Statesman Corporation proposes to complete the Pleasant Harbor Marina and Golf Resort with two main stages envisioned: ➢ Stage 1 would involve three main phases including a) site preparation, preliminary utility development, and mass grading for future development of the Golf Course/Golf Resort Area, b) utility development completion of major site access improvements onto SR 101 and vicinity, site access and parking facilities to support construction of the Maritime Village, Harbor House, and Reunion House, and c) remodeling/reconstruction of buildings and support facilities at the Marina Upland. Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 • Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 30, 2012 Page 11 ➢ Stage 2 would involve completion of on-site utilities and support infrastructure, construction of buildings and golf course area, and completion of mass/finished grading and other support facilities for completion of the Golf Course/Golf Resort area. A more detailed description of expected construction elements and sub -phases is provided in the Chapter 1 of the SEIS. Within each of these major construction stages, off-site vehicle trips would be generated impacting vicinity roadways and intersections over the course of the 10 -year period. Given that the first "development" within the site to be built that would generate continuous activity is the Maritime Village (with associated supporting infrastructure) would trigger realignment of Black Point Road near US 101, completion of major intersection and roadway improvements at the US 101 and Black Point Road intersection would be completed early in the construction period. As this intersection and immediate vicinity would provide access for construction activities during the first two phases of Stage 1, accommodation for major turning movements to/from US 101 would be mitigated by completion of this project element. During the course of each construction stage, three main types of traffic would be generated: ➢ Employee trips ➢ Transportation of construction materials and equipment. ➢ Miscellaneous trips generated by agency inspectors, related business trips, etc. Throughout the course of construction, trip making associated with these types of construction trips would vary based on types and level of on-site construction, weather and seasonal fluctuations (i.e., certain types of construction activities would not occur during inclement weather or winter periods), and also be dependent on the various stages of construction. Typical site preparation, utility development, grading, and other earthwork/wetland construction activities would involve between 20 and 40 employees/contractors on-site on a typical weekday. However, during construction of specific buildings or infrastructure (i.e., waste water treatment plant, etc.), an additional 30 to 40 employees/contractors would be on-site. During peak construction activities, ranges between 75 and 100 construction employees would be on-site during periods in which intense construction activity is taking place; generating upwards of 250 daily vehicle trips. Transportation of materials and equipment would involve short periods throughout the course of the day to accommodate specific equipment transfer or occur over several days to handle specific material transport needs. During these limited periods, larger trucks would be utilized but would typically be limited to less than 50 trips on any given day. Depending on construction activities, truck access into construction areas would typically be completed via the new intersection created onto Black Point Road, although occasional trips of deliveries or equipment via other access points from SR 101 or Black Point Road would also be required. Given that SR 101 is a principal arterial that is designed and currently handles large truck traffic loads on a consistent basis, there is no need to establish a truck route for Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 30, 2012 Page 12 material hauling. Best management practices for heavy equipment or material transport would be implemented by the contractors during construction, including necessary on-site truck wash facilities or oversized load transport routing and operations. Based on expected reuse of on-site materials, over 5,000 one-way truck haul trips will be eliminated by the project during the course of construction. This would result in a reduction of over 200,000 vehicle miles of travel but large trucks, eliminating nearly 900,000 pounds of green house gas emissions by these vehicles alone. For more information on vehicle emissions related to trip reductions, a Carbon Neutrality Report (under separate cover) for the Pleasant Harbor Master Planned Resort is available from the applicant. In total, typical daily vehicle traffic generation related to construction activities are estimated to be up 300 daily vehicle trips. This level is less than 10 percent of the total site buildout daily trip generation under any of the Alternatives, and therefore, would not represent a significant adverse traffic impact. On -Site Parking Demand Proposed parking supply by Alternative is summarized in Table 3. Parking would be provided in a variety of structured and surface facilities at various locations throughout the development to meet the parking needs of each Alternative. Alternative 1 proposes 1,534 while Alternative 2 proposes 1,421 stalls. Table 3: Proposed Parkinq Capacity by Alternative Alternative Structure Parking Surface Parking Total Parkin Alternative 1 1 ,001 stalls 533 stalls 1 ,534 stalls Alternative 2 708 stalls 713 stalls 1,421 stalls Source: David Hamilton Architects and the Statesman Corporation, January 2012. Demand for parking was estimated for each land use Alternative using parking generation rates compiled by the Institute of Transportation Engineers (ITE) Parking Generation, 3ra Edition, 2004. For those proposed uses not documented in Parking Generation, an activities - based parking generation analysis was conducted. Average peak parking rates for Low-Rise/Mid-Rise Apartment (ITE Land Use Code 221), Residential Condominium/Townhouse (ITE Land Use Code 230), All Suites Hotel (ITE Land Use Code 311), Resort Hotel (ITE Land Use Code 330), Marina (ITE Land Use Code 420), Golf Course (ITE Land Use Code 430), Shopping Center (ITE Land Use Code 820), and Quality Restaurant (ITE Land Use Code 931), were used in estimating parking demand by various land uses proposed under each development Alternative. There were no parking rates for Specialty Retail (ITE Land Use Code 814), and therefore, the shopping center land use was applied as a conservative approach. The golf course land use only had parking rates for the weekend, therefore as a conservative methodology, weekday parking rates were assumed to be 50 percent of weekend parking rates since there would generally be less golf course users on the weekdays than weekends. It should also be noted that many of the golf course users would already be on-site vacationing in one of the Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 30, 2012 Page 13 residential units and would have shuttle buses or electrical carts available for use. The resort hotel land use only had parking rates on the weekdays, and thus, weekend parking rates were assumed to be the same as on weekdays; and therefore is also a conservative approach. Each of the land use Alternatives include a main Resort building, where multiple functions and activities are centered. In addition to hotel rooms, a restaurant, lounge, and other ancillary spaces are typically found and are inherent within the parking demand for a resort hotel land use except for conference area. Therefore based on our historical experience of resort conference uses, an activities -based analysis of parking demand for the conference area was conducted by TENW base upon trip type (e.g., extended conference and day conference) as described below: Given the relative capacity of the extended stay conference facilities (roughly 6,500 square -feet), an estimated total of 100 guests/attendees would be on-site during peak conferencing days (assuming a 100 percent occupancy factor). In addition to the attendees, it was assumed that spouses would accompany 25 percent of the attendees; these individuals would use the hotel for relaxation purposes outside of the conference periods', bringing the total guest count to approximately 125 persons during conferencing events. Along with the extended conference trips, day conference trips are also anticipated under a worst-case scenario. To determine the maximum level of day conferencing activities, it was assumed that all additional meeting space on-site not utilized by extended conferencing activities would be used. Day conference trip generation was based on a ratio of square feet (s� of conference room space to number of attendees (assumed at approximately 50 sf/person). Assuming that the additional conference breakout room areas would also be fully occupied during the same periods that extended period conferencing was in session, up to an additional 50 conference attendees would be on-site; bringing the maximum number of conference attendees to 150 persons. Given the market draw expected by the conference facility, an average vehicle -occupancy (AVO) of 1.5 was used to account for carpooling trips when traveling to/from the site' for both extended conference trips and day conference trips. For parking demand, the analysis considered the extended conference trips and day conference trips individually over a worst-case 24-hour period. Entering and exiting profiles of each trip group were distributed throughout the day given knowledge of periods for conferences sessions, and arrival/departure characteristics of other similar conferences facilities. The analysis was based upon a worst-case period and assumes the following: ➢ Extended and day conferencing at 100 percent utilization; ➢ Extended conference would end on a peak weekday, and another extended conference would begin the following day. Thus, all extended conference I Source: Trip Generation Study of Semiahmoo Resort and Conference Center, KJS Associates, Inc., August 1997. 2 Source: Trip Generation Study of Semiahmoo Resort found an AVO of 1.5 persons per vehicle. Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 30, 2012 Page 14 attendees on-site would leave during the afternoon, typically between 3:00 p.m. and 5:00 p.m. Conclusion: Under these worst-case assumptions, additional peak demand for parking generated by the conference area would be about 34 spaces at approximately 8:00 to 10:00 a.m. Average parking demand throughout a 24-hour period would be about 20 parking stalls during peak weekdays in the summer. Parking demand was assumed to be the same on weekdays and weekends. Table 4 summarizes estimated peak parking demand by Alternative during peak weekday and weekend day use. It should be noted, that this demand analysis does not consider shared parking between proposed uses, and as such, represents a conservative scenario. Detailed breakdown of individual demand components is provided in Attachment D. As shown in Table 4, peak parking demand for the site as a whole would be less than proposed supply under Alternative 1, while peak demand for the site with Alternative 2 exceeds supply during both weekday and weekend periods. Again, this analysis does not considered shared parking that would occur between hotel resort and golf course peak parking demands which occur at different times throughout a typical weekday or weekend day. When considering for shared use between the hotel resort and golf course, adequate supply would be available as the golf course demand diminishes after 7:00 p.m. as hotel demand increases. Table 4: Estimated Peak Demand for Parkinq Stalls by Alternative Alternative Weekday Demand Analysis Weekend DayDemand Analysis Subarea Marina Golf Total Area Area Demand Surplus/ Deficit Marina Golf Area Area Total Surplus/ Demand Deficit Alternative 1 230 1,273 1,503 +57 291 1,185 1,476 +84 Alternative 2 248 1,264 1,512 -91 307 1,192 1,498 -77 Source: TENW using parking generation rates published by Parking Generation, 3rd Edition, ITE. It should be noted however, that based upon the detail parking demand analysis provided in Attachment D, parking supply deficits are estimated to occur in the vicinity of the Golf Resort building and in the vicinity of the Marina under Alternatives 1 and 2. Proposed implementation of an on-site shuttle system, valet parking, and other on-site parking management measures would provide adequate mitigation for these specific areas of parking deficits. It also should be noted, that currently a limited number of parking facilities are provided for the existing Marina slips, and as such, no demand for parking is currently generated. This parking demand analysis however, assumes parking demand would occur for the existing Marina slips based on standard parking generation rates as published by ITE in Parking Generation, as a conservative approach. As under both Alternatives, a limited number of dedicated parking supply for the Marina is maintained, and any increase in demand would be shared with other land use components within the Maritime Village parking supply. This shared parking relationship would be considered reasonable, given the existing presence of parking supply and lack of demand for existing slip tenants. Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 30, 2012 Page 15 Mitigation Measures This section summarizes the various mitigation measures proposed by the applicant to comply with mitigating conditions in the Final EIS on the Comprehensive Plan amendment, Board of County Commissioners conditions imposed through Jefferson County Ordinance No. 01-0129-08, and applicable regulations. Compliance with FEIS Conditions Compliance with FEIS conditions established for transportation impacts and proposed mitigation to satisfy the conditions include: Condition: Fully fund and construct associated improvements for Black Point Road to meet County standards from US HWY 101 to the project entrance. Proposed Mitigation to County Roads: Upon completion of major on-site construction activities, Black Point Road would be upgraded to satisfy minimum County requirements for pavement conditions and width. This work is currently identified in Stage II: Phase 2 of the proposed construction sequence. Condition: Provide adequate sight distance to the east of the proposed main site driveways onto Black Point Road and the egress from the Maritime Village onto US HWY 101 to improve and maximize entering and exit sight distance. Proposed Mitigation for Sight Distance Deficiency The applicant has met with WSDOT to discuss sight distance constraints at this existing driveway even though development either Alternative 1 or 2 would no longer increase traffic impacts at this location. In addition to re -grading the adjacent topography on the east side of this existing site access roadway, guardrail, line of sight clearing, and an emergency -only zone would be established within WSDOT right-of-way to provide for additional fire and emergency vehicle access purposes adjacent to US 101. A right-of-way use permit would be applied for by the applicant with WSDOT to make these proposed improvements. Condition: At the US HWY 101 and Black Point Road intersection, provide a southbound left -turn lane as part of project development in all scenarios except the no action alternative. With Alternative 1 or 2, the expansion of the existing T -intersection would also provide for a median refuge area for left turns from Black Point Road onto US HWY 101. Condition: Provide a northbound right -turn pocket or taper at US HWY 101 at the Black Point Road intersection. Condition: Reconstruct the Black Point Road approach to US HWY 101 with adjacent left turning lanes, a widened approach onto US HWY 101, and an "entry treatment" on Black Point Road at US HWY 101. The proposed site access concept would also include a consolidated intersection onto Black Point Road with a realignment of the WDFW boat launch at Pleasant Harbor either in a combined or separate intersection. Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11127107 FEIS January 30, 2012 Page 16 Condition: Guests of the Maritime Village shall be given access to the golf course resort without traveling US HWY 101. A detailed traffic design to accommodate traffic on US HWY 101 returning to the resort must be developed, with further traffic analysis and design approval by WDOT and Jefferson County. Proposed Mitigation for Site Access Impact to WSDOT/County Road Intersection and Highway System: To satisfy the above four conditions, the applicant has developed and received an approved Plan for Approval (PFA) channelization plan with WSDOT to implement the turn lane improvements, Black Point Road reconstruction/realignment, access consolidation, and other elements. Construction documents would be prepared prior to reconstruction of this intersection. Condition: Provide all access roads and internal roads available for public use to County road standards. Private drives may be to a lesser standard approved by the Pubic Works Department and emergency service providers during the preliminary plat phase if desired by the applicant. Condition: Provide an internal pathway and circulation system within the site that would not impact County or State highways, would provide for pedestrian and bicycle circulation between the two main development districts, and would allow US HWY 101 bicycle traffic bypass through the resort (i.e. Black Point properties and Maritime Village). Proposed Mitigation: To satisfy the above two conditions, the applicant has proposed construction of the Marina Access Drive that would provide a parallel route to US 101 between Black Point Road and the Maritime Village. Access to the Marina Upland area would be provided via a paved connection with minimum width of 12 -feet for nonmotorized, staff, emergency vehicle, and golf cart access beyond the Maritime Village. Condition: In addition, the preliminary plat approval for the golf course portion of the resort should evaluate trip management plans as an alternative to simple roadway expansion. Proposed Mitigation to Reduce Off-site Traffic Impacts and Reduce On-site Circulation: The applicant has proposed a shuttle bus system to reduce off-site vehicle trips for airport shuttle services and excursions to local destinations. In addition, an on-site fleet of electric carts would provide for internal travel within the site between the Marina Upland, Maritime Village and the Golf Course/Golf Resort areas of the MPR. An on-site layover and transit zone to accommodate intercommunity transfers between Jefferson and Mason Transit systems as well as access to public transportation systems is proposed on the southeast corner of the redeveloped US 101 and Black Point Road intersection. Compliance with Board of County Commissioners Conditions Specific to transportation, Condition 63.c) of the Board of County Commissioners conditions in Ordinance No. 01-0128-08 requires development of Memorandums of Understanding (MOU) that relate to the fire district, emergency medical services, and transit. The proposed mitigation measures support these MOU's through development of an emergency -only space for fire service to the Marina Upland area at the existing northern driveway access (emergency vehicle parking along US 101 adjacent to a fire water standpipe to supplement on-site water storage for fire response), provision for secondary fire/emergency vehicle access to the Marina Upland via the 12 -foot wide roadway and Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Pleasant Harbor SETS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 30, 2012 Page 17 Maritime Access Drive, significant improvements to the US 101 and Black Point Road intersection, provisions for primary and secondary fire and emergency vehicle access to the Golf Course/Golf Resort development area, and accommodation for on-site transit circulation, layover, transit zone within the site. Mitigation Required by Applicab/e Regulations To satisfy Jefferson County Code with respect to maintaining adopted level of service standards and for driveway spacing/safety standards, the applicant proposes to construct turning lane, intersection realignment, and access consolidation at the US 101 and Black Point Road intersection. Other ]Mitigation ]Measures Proposed by the Applicant No other transportation mitigation beyond those elements identified above are proposed or required by the Applicant to mitigate off-site transportation impacts. Other (Mitigation Recommendations TENW has not identified any additional mitigation recommendations. Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 1 1/27/07 FEIS January 30, 2012 Page 18 Responses to Transportation -Related Public Comments Received on SEIS — November 2009 Response to Hood Canal Environmental Council (11/27/2009), page 2, bullet 1: While the analysis of Transportation impacts did indicate a reduction in level of service would occur at some of the study intersections as a result of the project, mitigation was identified in order for level of service impacts to meet adopted level of service standards by both Jefferson County and WSDOT. Response to Hood Canal Environmental Council (11/27/2009), page 2, bullet 3: While ongoing traffic counting programs have been complete by WSDOT and other public agencies within the study area of the proposed project, there have been no comprehensive plan updates, transportation studies, or traffic impact studies of other proposed development that would changes the baseline data, assumptions, or conclusions of the original transportation impact analysis completed in 2007. Response to Hood Canal Environmental Council (11/27/2009), page 2, bullet 6: Previous comments made during the Programmatic EIS process were responded to the FEIS issued by Jefferson County on November 27, 2007. Response to Hood Canal Environmental Council (11/27/2009), page 5, last bullet: Existing shoulder conditions were documented using a combination of field inventory completed by TENW staff and highway roadway logs provided by WSDOT of existing roadway conditions. Off-site biking is not expected by the development, although on-site trails will be developed for both walking, bicycling, and hiking throughout the property and encourage between various proposed land use destinations on-site. As no off-site biking is not expected nor would it be encouraged, availability of off-site shoulder conditions in the general vicinity on SR 101 is not project related nor would any mitigation be warranted. Response to Hood Canal Environmental Council (11/27/2009), page 6, bullet 1: All recreational activities by the development are encouraged to be facilitated on-site (walking, hiking, bicycling, water access, golf, etc). Off-site excursions would be accommodated by the proponent through a shuttle bus system to various destinations throughout the community. Response to Hood Canal Environmental Council (11/27/2009), page 6, bullet 2: There is not evidence of unsafe driving or roadway conditions evidence through review of historical collision records or review of general geometric conditions in the general site vicinity. Response to Hood Canal Environmental Council (11 /27/2009), page 6, bullet 3: This statement is contrary to thousands of collision records recorded and established throughout the Country where a majority of collisions occur where drivers need to make decisions, complete turning movements, or change speeds for such purposes described above. While collisions do occur along roadway segments, there was no evidence noted to suggest specific review along roadways. If WSDOT or Jefferson County had identified a specific "high accident corridor" in the vicinity, then a review of roadway segment collisions statistics would have been conducted. Absent this determination, this analysis was not warranted. Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ To0 Free (888) 220-7333 Pleasant Harbor SETS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/2 7/07 FEIS January 30, 2012 Page 19 Response to Hood Canal Environmental Council (11/27/2009), page 6, bullet 4: The transportation impact analysis does recognize and disclose the relative increases in traffic impacts on local and principal arterial roadways in the site vicinity. These increases do appear high given the existing low volume on certain roadway segments, most notably Black Point Road. The applicant has been conditioned and would provide mitigation to reduce off-site traffic impacts through implementation of a transit shuttle service and on-site trail/circulation system between the Upland Marina and Golf Course / Resort areas. Response to Hood Canal Environmental Council (11 /27/2009), page 6, bullet 5: Traffic evaluation, design, and carefully planning have been developed to address this new 4 -way intersection along Black Point Road. Access consolidation, realignment of Black Point Road, and significant improvements along SR 101 in the Black Point Road vicinity will mitigate these traffic impacts. Response to Gerald Streel, PE (11/30/2009), page 3, Traffic Planning: Traffic evaluation, design, and carefully planning have been developed to address this new 4 -way intersection along Black Point Road and impacts to the SR 101 and Black Point Road intersection. Access consolidation, realignment of Black Point Road, and significant improvements along SR 101 in the Black Point Road vicinity will mitigate these traffic impacts. Site topography, property ownership, and most importantly WSDOT Access Management Guidelines and Standards all limit and control alternatives for site access. A majority of site access restricted to Black Point Road was a major directive by Jefferson County and WSDOT during site development. Response to Gerald Streel, PE (11/30/2009), page 4, Parking and Road Standards: There are clear underlying conditions of approval and land use code that already drive site plan development within this zone. In addition, the applicant has gone above these standards through proposals for a significant trail/nonmotorized network throughout the properties and discreet structured and surface parking to serve land uses proposed in each Alternative. Response to James Pearson, Jefferson County Project Manager (11 /30/2009), entire comment letter: All statements, conclusions, and mitigation references have been proposed and included within each Alternative to address Jefferson County Public Works comments with regard to Transportation Impacts. Response to Richard Horner, PhD (12/6/2007), page 4, Potential Traffic Impacts: There were several typographical errors within the Table referenced within the report that were subsequently responded to and corrected in later documents within the FEIS. The relative ranges of traffic impact cited within the text however, are accurate. Response to Jefferson Transit (11/17/2009): Inclose coordination with Jefferson Transit, an on-site transit facility and parking area has been identified for development within the site within the southeast quadrant of the redeveloped SR 101 and Black Point Road intersection. Staging for interagency transfers and access between SR 101 and the site have all been accommodated within this proposed transit facility. Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Attachment A P.M. Peak Hour Traffic Volume Forecasts Pleasant Harbor Master Planned Resort Alternative 1 and 2 .N. rn u U d O LL c 0 m N.j Q _N U N O a O LL z_ I- Q a t;O l9Z blt ZSl 99Z 0 6b 9N LSl 0 SOZ m w 0 0 0 0 IT liE M a 001 £OL Hb 8b 0 ry EN Lb %89 %99 %ZE %ZE %89 %ZE m l9t ll ZSL £91 0 L 8Sl Z91 0 89l IT a c m 6Zl 6 ZZl L£t LZl 9Zl LZL IT w � U 0 2 U j U E d =° U _ a o 0 0 > = wiz fn � Attachment B Level of Service Calculations at US 101 / Black Point Road and Site Driveway Intersections Pleasant Harbor Master Planned Resort Alternatives 1 and 2 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst MJR Intersection #7 - SR 101 /Black Point Rd Agency/Co. TENW Jurisdiction WSDOT/Jefferson County Date Performed 2/15/2011 Analysis Year 2017Alternative 1/2 Analysis Time Period PM Peak Project Description Pleasant Harbor East/West Street: Black Point Rd North/South Street: SR 101 Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 0 157 49 114 152 0 Peak -Hour Factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 Hourly Flow Rate, HFR 0 1 172 1 53 125 1 167 1 0 Percent Heavy Vehicles 0 -- -- 5 -- -- Median Type Undivided RT Channelized 0 0 Lanes 0 1 1 1 1 0 Configuration T R L T Upstream Signal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 53 0 104 0 0 0 Peak -Hour Factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 Hourly Flow Rate, HFR 58 1 0 1 114 0 1 0 1 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 1 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Configuration L R Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R (vph) 125 58 114 C (m) (vph) 1326 429 877 /c 0.09 0.14 0.13 5% queue length 0.31 0.46 0.45 Control Delay 8.0 14.7 9.7 LOS A B A Approach Delay -- -- 11.4 Approach LOS -- -- B Rights Reserved HCS2000TM Copyright © 2003 University of Florida, All Rights Reserved Version 4.1 f Version 4. If 2/17/2011 Attachment C Turn Lane Warrant Analysis at US 101 and Black Point Road Pleasant Harbor Master Planned Resort Alternatives 1 and 2 Intersections At Grade KEY: Below curve, 1'*IV storage not /N\ needed for capacity. ---7 Above curve, further analysis recommended. /—t--Alternafiv,e 1 or 2 V"N 2 1 5 1 20 15 10 0 % Total DHV Turning Left (single turning movement) Notes: 11] DHV is Iota( volume from both directions. [21 Speeds are posted speeds. s Left -Turn Storage Guidelines: Two -Lane, Unsignalized Figure 910-12a 900 800 r 0 as 0 700 600 M EIR 300 Chapter 910 Design Manual M 22-01.02 November 2007 Chapter 910 100 80 0 0 c 60 L 40 0 v d 20 Intersections At Grade 0 100 200 300 400 500 600 700 Peak Hour Approach Volume (DDHV) l'J Motes: [1] For two-lane highways, use the peak hour DDHV (through + right -turn) - For multilane, high-speed highways (posted speed 45 mph or above), use the right -lane peak hour approach volume (through + right -turn). [2] When all three of the following conditions are met, reduce the right -turn DDHV by 20_ • The posted speed is 45 mph or less • The right -turn volume is greater than 40 VPH • The peak hour approach volume (DDHV) is less than 300 VPH [3] For right -turn corner design, see Figure 910-11. [4] For right -turn pocket or taper design, see Figure 910-16. [5] For right -turn lane design, see Figure 910-17. [6] For additional guidance, see 910.07(3). Right -Turn Lane Guidelinest61 Figure 910-15 Design Manua! M 22-01.02 Page 910-37 November 2007 Consider right -turn lane [5] i Consider pocket or right -turn taper 14] Alternative 1 or 2 Radius only P 0 100 200 300 400 500 600 700 Peak Hour Approach Volume (DDHV) l'J Motes: [1] For two-lane highways, use the peak hour DDHV (through + right -turn) - For multilane, high-speed highways (posted speed 45 mph or above), use the right -lane peak hour approach volume (through + right -turn). [2] When all three of the following conditions are met, reduce the right -turn DDHV by 20_ • The posted speed is 45 mph or less • The right -turn volume is greater than 40 VPH • The peak hour approach volume (DDHV) is less than 300 VPH [3] For right -turn corner design, see Figure 910-11. [4] For right -turn pocket or taper design, see Figure 910-16. [5] For right -turn lane design, see Figure 910-17. [6] For additional guidance, see 910.07(3). Right -Turn Lane Guidelinest61 Figure 910-15 Design Manua! M 22-01.02 Page 910-37 November 2007 7- M C O 'all Y d O 00 p ) a o OLO YO cn O O M co L0 I- c0D A d N a p m C O "t `O I� - O� N c0 '71- '71-N y co N m co Ln CD c0 co O N O O c0 0 0 N Y d d O L7 N CD � N N a �[ rn a A M m r- Lo I— M O) 00 O N M 1� M O .Y L E U) M N M r n N (O N LO d a p N ^ c— N r r c y C 0 Ln LD F-- N� cD O O Y CO N 7T c''7 T 71- N d cn O N O a ''o O co O r c— Cry N (O Y O_ 7T M N O cn c 00 M Lo 3 N CD a H a) w N �` d to H 7 cLc cLv 7 N , 7 0CT 7 f 1 N n O O O Ln O O (O O N H LO O N N O r O LO N O0 CO CIJd 'O WOO -00000 O(D O V M M N co N , M M M (O M —= N O 00 NIzi- M't N N N J f0 O f0 O f0 O o a) m m a> Q E C a) Q Q L 0 N O d Q d L d L Q cL, Q7 o O U O U E •Y _ BUJ caQ L O a - o U m = Q '0 � U ` ✓ y Q% N > m m m c c O= O N 3 L m a ca > � O cn- O 7 w ti w O cv w EUCScn02 0 0 O ca O 0=o(DuUv)v> O O O O w 2 Attachment D Detailed Parking Demand Analysis by Land Use Alternative Pleasant Harbor Master Planned Resort ■ \ % / 3 I ELI //`t ~ r # c r r- rl �%j 9 err�� . . � \E2 e= 2 J J % 2 \ % / \ 0 / \ / 7 � >� � 4� 222 - {\ $,/m 77/\// . C\j00 wa 66z § { #\q _ _ % %%%}/ \ § ' cerr- m 00m0tN$� E(ommm / />se/eme /)± w� �a$ f*N \/;$/\, w« &&& CL im_ E _� kCCL \ �N\ \ j\�s/ CLV) w % w=aa- - � J k § - \ / §Cy \ \ \ q § C)7 ■®E\#\, §-//ma C\j zr0 ria®NLO LWkO-000 00000 Bornane, rr nem, ' - =aces# r« Baa � \ y// ` E a a < g g k k CD- < a / 7 § t o ƒ k B \ k ƒ ;\92\ Q Q _ ® k /G>oo =x ( / k $ \ 2 /// k ¥ cc± f » « ]a k b\} B§ ƒ@ a§ /\>L@333"%/ d \/2\ //f/\ \_ %9 Transportation Engineering NorthWest, LLC Memorandum DATE: January 3, 2012 TO: David Wayne Johnson, Jefferson County DCD Garth Mann Statesman Group of Companies Ltd. FROM: Michael Read, P.E. Transportation Engineering Northwest (TENW), LLC RE: Pleasant Harbor SEIS Transportation Impact Study —Jefferson County, WA Second Addendum Supplement to 11 /27/07 FEIS Technical Report to Evaluate the MPR Alternatives This memorandum serves as a second addendum supplement to the Pleasant Harbor EIS Transortation Impact Study, dated November 27, 2007. It evaluates Master Planned Resort (MPR) Alternatives 1 and 2 changes to vehicular site access assumptions, project trip generation, and the resultant changes in potential traffic impacts. This memorandum documents the following updates from the original transportation impact study: Summary of Alternatives description as it relates to transportation impacts. ➢ Estimation and assignment of daily and p.m. peak vehicular project trip generation. ➢ Analysis of daily traffic volume impacts to vicinity roadways. Evaluation of level of service (LOS) impacts to the intersection of US 101 at Black Point Road. Assessment of site access, safety, and circulation issues. Construction traffic impacts. Evaluation of on-site parking demand. Mitigation commitments and requirements. Responses to Public Comments on SEIS in November 2009. MPR Proposal Modifications that Affect Transportation Impacts As the project has progressed, and to respond to Jefferson County Board of County Commissioners requirements and mitigation commitments made in the FEIS that addressed a Comprehensive Plan amendment, there are four key elements of the project that affect transportation impacts to the vicinity transportation system: Modifications to the distribution of land use throughout the site; most notably the proposed Maritime Village has been relocated to the vicinity of the US 101 and Black Point Road intersection and a larger umber of proposed residential units were relocated to the Golf Course/Golf Resort area of the site. www.tenw.com PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Pleasant Harbor SETS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 3, 2012 Page 2 ➢ Modifications to the proposed vehicular access to the site to consolidate all vehicular access for new land uses to the US 101 and Black Point Road intersection. Existing access to the marina and renovated land uses within the northern portions of the site would remain unchanged. In addition, to accommodate transit access to the site by both Jefferson and Mason agencies, a transit layover and bus zone would be accommodated on-site within the southeast quadrant of the realigned US 101 and Black Point Road intersection. ➢ The applicant proposes to purchase two shuttle buses to transport groups to/from the site and SeaTac Airport for conferences and other events. The shuttle buses would also be used for group excursions within Jefferson County and the Puget Sound area. Resort residents would also have the option of daily renting resort - provided electrical carts to travel between the Golf Course/Golf Resort and the Maritime Village and other internal trips. The electrical carts would be able to circulate within the properties off of US 101 by utilizing the private frontage road paralleling US 101 between Black Point Road and the Maritime Village (proposed Marina Access Drive). A designated crossing point along Black Point Road would be constructed to provide for safe crossing for both pedestrians and electric carts. ➢ The existing substandard Washington Department of Fish and Wildlife (WDFW) boat launch access to Pleasant Harbor on Black Point Road is addressed differently among the two MPR Alternatives. Under Alternative 1, the WDFW boat launch access is relocated and interconnected with the proposed Maritime Village Access Roadway at new intersection east of SR 101 /Black Point Road. Under Alternative 2, the WDFW boat launch access to Pleasant Harbor on Black Point Road would be realigned east of its present location at a new intersection approximately 1,000 feet east of SR 101 on Black Point Road. In summary, vehicular site access would be consolidated for the Maritime Village and Golf Course/Golf Resort at US 101 and Black Point Road under Alternatives 1 and 2. To accommodate redistribution of land use within the site, the existing roadway approach of Black Point Road onto US 101 would be shifted to the south to align with US 101 with a nearly 90 -degree intersection angle, providing optimal intersection geometry. Additionally, a new southbound left turning lane, median refuge area, and a northbound right turn lane would be constructed at the US 101 and Black Point Road intersection. Immediately east of US 101 along Black Point Road, a new intersection would be constructed to provide access to the Pleasant Harbor properties north and south of Black Point Road, provide a new consolidated connection into the adjacent WDFW boat launch (access at Pleasant Harbor under Alternative 1 only), provide access to a new transit stop/layover area, and serve as emergency vehicle/maintenance access to the main Golf Course Resort area. The existing northern driveway on US 101 from the Maritime Village would remain in its present condition; however, sight distance and other safety improvements would be constructed at its approach to US 101 and along the US 101 frontage. All other existing access connections onto US 101 would be closed and removed. This would include access Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Pleasant Harbor SETS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/2 7/07 FEIS January 3, 2012 Page 3 to the northeast from the existing Pleasant Harbor Marina to old Pleasant Harbor Marina access onto SR 101, two informal access connections directly onto SR 101 north of Black Point Road, and closure of direct access onto SR 101 that serves a large gravel parking area immediately south of Black Point Road. Figures 1 and 2 provide exhibits of the overall site plans/circulation plans to the Pleasant Harbor Marina and Golf Course Resort under Alternatives 1 and 2. Figure 3 provides an exhibit of the proposed main site access intersection approved by WSDOT and Jefferson County that would also serve as the new access to the WDFW access to the Pleasant Harbor Boat Launch under Alternative 1. Under Alternative 2, this new intersection on Black Point Road would only serve the Pleasant Harbor Marina and Golf Resort as the WDFW access would be relocated further east along Black Point Road. There would be three site access roadways onto Black Point Road to serve the Golf Course/Golf Resort and Maritime Village with Alternatives 1 or 2, including: ➢ A private frontage road system that parallels US 101 between Black Point Road and the Maritime Upland. Onto Black Point Road, a common 24 -foot wide frontage road system would be located approximately 300 feet east of US 101. Beyond the Maritime Village, the frontage roadway would reduce to 12 feet in width for pedestrian and golf cart access to the Marina Upland. ➢ Currently the WDFW driveway does not meet geometric standards, nor does it provide adequate sight distance onto Black Point Road. This must be completed in order to resolve driveway spacing issues and deficient sight distance conditions at this unsafe existing intersection, and mitigates the project's traffic impacts to Black Point Road due to proposed access and increased traffic volumes. Under Alternative 1, the existing traffic and access driveway onto Black Point Road from the State (WDFW) Boat Launch would be realigned to intersect with the common frontage road to the Maritime Village north of Black Point Road. Under Alternative 2, the configuration of the Maritime Village is changed that impacts the alignment of the roadway that serves the Maritime Upland, and therefore, the WDFW Boat Launch access roadway would be realigned further east and intersect Black Point Road approximately 1,000 feet east of SR 101. ➢ A proposed Marina Access Drive would serve the proposed Maritime Village, Harbor View House, Reunion House, Bed -and -Breakfast (owned by others), and terminate at the existing Pleasant Harbor House. A single lane, 12 -foot wide roadway above the common frontage road would provide directional vehicular access to the reconstructed buildings in the Marina Upland area. ➢ A primary access roadway onto Black Point Road, approximately 1.0 mile east of US 101 would serve all traffic to/from the Golf Course/Golf Resort. ➢ A secondary access roadway onto Black Point Road, approximately 300 feet east of US 101 would be gated and used for emergency vehicles and staff/maintenance access only. This access roadway would align with the Marina Access Drive into the Maritime Village. This proposed four-way intersection with Black Point Road would also provide a crossing treatment to serve both pedestrian and golf cart circulation within the properties and serve as a turnaround area and access to the transit stop and layover space for both Jefferson and Mason transit agencies. Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 3, 2012 Page 4 Maintain Existing Access on SR 101 Make Sight Distance Improvements Main Pleasant Harbor Access SR 101 /Black Point Road Two -Way Enter/Exit Maratime Village Access �__Combined Primary Access All Vehicles with WDFW Boat Launch ACU RU RDAD IA. NCH ACU SS � µQF a oxl(,�C1C. yGPrimaf ryAccesolf 'sAIIIce e1 Vehicles Eme�ptlKy and T rvkt wuN SKoMMY Ac n $ervke YtMcks A� 4 ✓/ °s.. YS' rF' i `�ry -F •Y r'LEASANT`HARBOR g` Dtv1O H W I=n ArCrM Ct� »fO�eP TIq PrgWt NU a", %OTransportation Engineering NorthWest, LLC Figure 1 Project Site 8T Access Plan MPR Alternative 1 Transportation Engineering Northwest, LLC PO Box 65254 • Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 01 "'01 Ic sca:e Pleasant Harbor SEIS Jefferson County, WA Maintain Existing Access on SR 101 Make Sight Distance Improvements I Main Pleasant Harbor Access SR 101/Black Point Road Two -Way Enter/ Exit 47/ . Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 3, 2012 Page 5 Maritime Village Access Primary Access All Vehicles ,Realigned WDFW Access /i � cKQ ca! cw,u S« Jxy Alco Fme.4rnry end Mamlem I S-nk Whkln A PLEASANT HARBOR L1aNd MaTIifT VW, •ama�-nee PIDJ.ct Nerve: /LEAMNT H111BOM Lu b Pl-1leevt Flw^P:111LrT1d111� 2: 0_11 SIL —_ DW: Dewtnikk19, 2011 - — %OTransportation Engineering NorthWest, LLC Golf Course/Conference Center Primary Access All Vehicles T h� Y �I t � > iLFND D Ip Figure 2 Project Site 81 Access Plan MPR Alternative 2 Transportation Engineering Northwest, LLC PO Box 65254 • Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 9 l Not to Scales Pleasant Harbor SETS Jefferson County, WA Transportation Engineering NorthWest, LLC Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11 /27/07 FEIS January 3, 2012 Page 6 Figure 3 SR 101 and Black Point Road Intersection with Alternative 1 Transportation Engineering Northwest, LLC PO Box 65254 • Seattle, WA 98155 Office/Fax (206) 361-7333 • Toll Free (888) 220-7333 Pleasant Harbor SEIS Jefferson County, WA Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 3, 2012 Page 7 Trip Generation of MPR Alternatives The land use assumptions for Alternatives 1 or 2 would generally remain the same as those previously evaluated at the time the DEIS was prepared for the Comprehensive Plan Amendment. Under any build alternative, the MPR proposal includes 890 residential units, an 18 -hole golf course, and associated commercial development. The distribution of land uses on-site changes slightly under the MPR Alternatives however, the overall trip generation of the project development remains similar. Internal trips between on-site uses (i.e., the Marina Upland, Maritime Village and Golf Course/Golf Resort) were identified to be accommodated in the 20 percent reduction of total internal trips identified in the original transportation impact study. Therefore, no trips were added or reduced for this assumption roadway connection assumption Under the MPR Alternatives however, a reduction in total project trips has been made based on the proposal for shuttle buses to transport people to/from the Seattle -Tacoma Airport and for group excursion trips. Implementation of the proposed shuttle bus system would decrease the overall level of trip making to/from the site. The following paragraphs outline this shuttle bus system and the trip reduction levels associated with the service. Shuttle Bus Trips On any given day, it was assumed that 1 shuttle bus would be reserved for transporting people to/from the Seattle -Tacoma Airport and 1 shuttle bus would be reserved for group excursion trips in the local area. The airport shuttle bus would most likely experience a maximum of 8 total daily trips on a peak day with morning, mid-day, evening, and late evening round -trips. (Note that each round trip would count as two one-way daily trips). Thus, it is estimated there would be 2 p.m. peak hour trips (1 entering trip and 1 exiting or two coaches arriving or departing from the airport). The proposed shuttle buses would hold up to 40 passengers; therefore, there would be a total of up to 320 passengers per day or 80 passengers during the p.m. peak hour. Accounting for average vehicle occupancies (AVO = 1.2 persons per vehicle), the resultant potential in trip reduction would be up to approximately 260 daily (268 daily vehicle trips minus 8 total daily shuttle bus trips) and 65 p.m. peak hour trips (67 passenger trips minus 2 total p.m. peak hour shuttle bus trips). Net Project Trip Generation Table 1 summarizes net project trip generation for Alternatives 1 and 2. As shown, net project trip generation would be reduced as a result of the proposed shuttle bus system to approximately 298 p.m. peak hour trips and approximately 3,840 daily trips. Table 1: Net Project Trip Generation — Alternatives 1 and 2 Project Alternative P.M. Peak Daily Trips2 Enter Exit Trips Alternative 1 and 2 Project Trip Generation' 186 177 363 4,100 Less Shuttle Bus Trips -35 -30 -65 -260 Alternatives 1 and 2 Net Project Trip Generation 151 147 298 3,840 1 —Based upon Net Project Trip Generation identified in the Pleasant Harbor FEIS Transportation Impact Study, November 11, 2007. 2 — Rounded to the nearest 10. Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 • Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 3, 2012 Page 8 Trip Distribution Overall trip distribution and assignment would remain the same as identified in the original transportation impact study from the site and along US 101. However, trip distribution and assignment at the critical site access intersection of US 101 / Black Point Road and the other site access points onto US 101 and Black Point Road were redistributed based upon site access changes identified in the Project De cription section above. Given these changes, level of service impacts were reviewed only at the main site access intersection proposed onto SR 101 at Black Point Road. Traffic Volume Impacts The reduction of approximately 260 vehicular daily project trips and 65 p.m. peak hour trips with MPR Alternatives 1 or 2 due to the proposed shuttle bus service would have little change in the relative impact along vicinity roadways analyzed in the original transportation impact study. The reduction in project trips would reduce total traffic volumes in 2017 by approximately 6 percent. Traffic volume forecasts in p.m. peak hour at the main site access intersection are provided in Attachment A. Intersection Level of Service Impacts Intersection level of service impacts during the p.m. peak hour were evaluated at the critical site access intersection #7 — US 101 at Black Point Road in 2017 under Alternative 1 or 2. As shown in Table 2, all stop -controlled movements at this intersection would operate at LOS B or better with and without this development alternative in 2017, thereby meeting adopted local and State level of service standards. Intersection turning movement forecasts and detailed level of service summary worksheets for the US 101 / Black Point Road intersection are provided in Attachments A and B, respectively. Table 2: 2017 P.M. Peak Intersection Level of Service Impacts Unsignalized Intersections Approach Baseline With Alternatives 1 Without Project or 2' LOS Delay LOS Delay #7 —US 101 at Black Point Road EB WB B 10 B 1 l NB Left 1 - SB Left I A 8 A 8 Note: Analysis based on HCS 2000 results using HCM 2000 control delays and LOS. 1 — Updated per revised trip generation numbers. Site Access, Safety, and Circulation Issues This section updates the following: Site Driveway Operations, Left -Turn Lane Warrants and Right -Turn Lane Warrants based upon the MPR Alternatives site access and trip generation changes previously identified above. In addition, alternatives for the existing WDFW access onto Black Point Road are addressed. Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 • Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 3, 2012 Page 9 Site Driveway Operations Under either Alternative 1 or 2, critical stop -controlled entering/exiting movements at project site driveways onto US 101 and Black Point Road would operate at LOS B or better with little or no vehicular queuing. The critical site access intersection of US 101 at Black Point Road would operate at LOS B or better with queues of 1 vehicle or less under Alternative 1 or 2 at an assumed site buildout in 2017. Intersection turning movement forecasts and detailed level of service summary worksheets for the US 101 and Black Point Road intersection are provided in Attachments A and B. Left -Turn Lane Warrants Left -turn movements represent critical turning movements at unsignalized intersections, increasing the potential for intersection delay and safety issues. Based upon procedures and guidelines found in WSDOT's Design Manual, November 2007 (Figure 910-12a Left -Turn Storage Guidelines Two Lane-Unsignalized), a southbound left -turn lane is warranted under either MPR Alternative. Based upon WSDOT's Design Manual, November 2007 (Figure 910- 13b Left -Turn Storage Length: Two Lane-Unsignalized), for a 50 mph posted speed limit on US 101, the southbound left -turn lane should be a minimum of 100 feet. Attachment C 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 US 101 at Black Point Road, the potential need for a northbound right -turn lane was analyzed considering typical evening commute periods. Based upon procedures and guidelines found in WSDOT's Design Manual, November 2007 (Figure 910-11 Right -Turn Lane Guidelines), a northbound right -turn taper/ pocket is warranted under either MPR Alternative. Based upon WSDOT's Design Manual, November 2007 (Figure 910-16 Right -Turn Pocket and Taper), the northbound right -turn pocket should be a minimum of 60 feet with a 100 -foot taper. Attachment C contains the results of this warrant analysis. WDFW Driveway Access to Pleasant Harbor Boat Launch As noted previously, the existing alignment of the WDFW driveway for the Pleasant Harbor Boat Launch does not meet minimum geometric intersection angles or provide adequate entering sight distance for safe egress onto Black Point Road. As such, two alternatives are considered as part of the MPR Alternatives in development of the Pleasant Harbor Marina and Golf Resort project: Alternative 1: Under this development alternative, the existing traffic and access driveway onto Black Point Road from the State (WDFW) Boat Launch would be realigned to intersect with the common frontage road to the Maritime Village north of Black Point Road as a "T - intersection" interior to the site. This driveway alignment and configuration is shown Transportation Engineering Northwest, LLC PO Box 65254 • Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 3, 2012 Page 10 conceptually in Figure 3 (provided previously). Under this access configuration, both traffic associated with the Maritime Village and the WDFW Pleasant Harbor Boat Launch driveway would utilize a common new intersection constructed as part of the project east of SR 101 on Black Point Road. To construct this realignment of the WDFW Pleasant Harbor Boat Launch driveway, substantial fill material and topography changes would be required to construct this interior T -intersection. In addition, property transfer or stringent access easements across private property would be needed to allow for public access to occur within the Pleasant Harbor Marina and Golf Resort properties. Although not ideal, WDFW representatives have conceptually agreed that this access solution would be possible. The new four way intersection onto Black Point Road and the new T -intersection interior to the site would be designed to accommodate vehicle -boat trailer combinations and provide adequate queue storage and traffic operations between these adjacent intersections. However, this configuration would mix both project -generated traffic and WDFW boat launch traffic within a closely spaced intersection system. As such, during peak use of the WDFW boat launch utilization that occur during several weeks out of the year, periods of traffic congestion and vehicle queuing within this system could result. During typical and seasonal traffic fluctuations of the Pleasant Harbor Marina and Golf Resort in combination with the WDFW boat launch traffic for 50 weeks out of the year, no vehicle queuing or traffic operational issues would occur. Alternative 2: Under this alternative the WDFW Pleasant Harbor Boat Launch access roadway would be realigned further east and intersect Black Point Road approximately 1,000 feet east of SR 101. As such, the new four way intersection constructed by the project just east of the SR 101 and Black Point Road intersection as site access would not have traffic and vehicle -boat trailer combinations turning onto/off-of Black Point Road. The new alignment of the WDFW Pleasant Harbor Boat Launch would follow an old road grade within property owned and managed by WDFW, and therefore, not require any easements or property transfer agreements. As such, impacts to existing topography and public lands would be kept to a minimum. In addition, complete separation of traffic off of the public roadway system would be provided in this concept with construction of entirely new access roadway that would only serve the WDFW Pleasant Harbor Boat Launch. This concept is preferred by WDFW representatives as well as the applicant of the Pleasant Harbor Marina and Golf Resort project. Construction Traffic Impacts Statesman Corporation proposes to complete the Pleasant Harbor Marina and Golf Resort with two main stages envisioned: ➢ Stage 1 would involve three main phases including a) site preparation, preliminary utility development, and mass grading for future development of the Golf Course/Golf Resort Area, b) utility development completion of major site access improvements onto SR 101 and vicinity, site access and parking facilities to support construction of the Maritime Village, Harbor House, and Reunion House, and c) remodeling/reconstruction of buildings and support facilities at the Marina Upland. Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 • Toll Free (888) 220-7333 Pleasant Harbor SETS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11 /27/07 FEIS January 3, 2012 Page 11 ➢ Stage 2 would involve completion of on-site utilities and support infrastructure, construction of buildings and golf course area, and completion of mass/finished grading and other support facilities for completion of the Golf Course/Golf Resort area. A more detailed description of expected construction elements and sub -phases is provided in the Chapter 1 of the SEIS. Within each of these major construction stages, off-site vehicle trips would be generated impacting vicinity roadways and intersections over the course of the 10 -year period. Given that the first "development" within the site to be built that would generate continuous activity is the Maritime Village (with associated supporting infrastructure) would trigger realignment of Black Point Road near US 101, completion of major intersection and roadway improvements at the US 101 and Black Point Road intersection would be completed early in the construction period. As this intersection and immediate vicinity would provide access for construction activities during the first two phases of Stage 1, accommodation for major turning movements to/from US 101 would be mitigated by completion of this project element. During the course of each construction stage, three main types of traffic would be generated: ➢ Employee trips ➢ Transportation of construction materials and equipment. ➢ Miscellaneous trips generated by agency inspectors, related business trips, etc. Throughout the course of construction, trip making associated with these types of construction trips would vary based on types and level of on-site construction, weather and seasonal fluctuations (i.e., certain types of construction activities would not occur during inclement weather or winter periods), and also be dependent on the various stages of construction. Typical site preparation, utility development, grading, and other earthwork/wetland construction activities would involve between 20 and 40 employees/contractors on-site on a typical weekday. However, during construction of specific buildings or infrastructure (i.e., waste water treatment plant, etc.), an additional 30 to 40 employees/contractors would be on-site. In total, ranges between 50 and 80 construction employees would be on-site during periods in which intense construction activity is taking place; generating upwards of 200 daily vehicle trips. Transportation of materials and equipment would involve short periods throughout the course of the day to accommodate specific equipment transfer or occur over several days to handle specific material transport needs. During these limited periods, larger trucks would be utilized but would typically be limited to less than 50 trips on any given day. Depending on construction activities, truck access into construction areas would typically be completed via the new intersection created onto Black Point Road, although occasional trips of deliveries or equipment via other access points from SR 101 or Black Point Road would also be required. Given that SR 101 is a principal arterial that is designed and currently handles large truck traffic loads on a consistent basis, there is no need to establish a truck route for Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361.7333 • Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 3, 2012 Page 12 material hauling. Best management practices for heavy equipment or material transport would be implemented by the contractors during construction, including necessary on-site truck wash facilities or oversized load transport routing and operations. In total, typical daily vehicle traffic generation related to construction activities are estimated to be up 250 daily vehicle trips. This level is less than 10 percent of the total site buildout daily trip generation under any of the Alternatives, and therefore, would not represent a significant adverse traffic impact. On -Site Parking Demand Proposed parking supply by Alternative is summarized in Table 3. Parking would be provided in a variety of structured and surface facilities at various locations throughout the development to meet the parking needs of each Alternative. Alternative 1 proposes 1,534 while Alternative 2 proposes 1,421 stalls. Table 3: Proposed Parking Capacity by Alternative Alternative Structure Parking Surface Parking Total Parking Alternative 1 1,001 stalls 533 stalls 1,534 stalls Alternative 2 708 stalls 713 stalls 1,421 stalls Source: GMH Architects and the Statesman Corporation, January 2012. Demand for parking was estimated for each land use Alternative using parking generation rates compiled by the Institute of Transportation Engineers (ITE) Parking Generation, 3rd Edition, 2004. For those proposed uses not documented in Parking Generation, an activities - based parking generation analysis was conducted. Average peak parking rates for Low-Rise/Mid-Rise Apartment (ITE Land Use Code 221), Residential Condominium/Townhouse (ITE Land Use Code 230), All Suites Hotel (ITE Land Use Code 311), Resort Hotel (ITE Land Use Code 330), Marina (ITE Land Use Code 420), Golf Course (ITE Land Use Code 430), Shopping Center (ITE Land Use Code 820), and Quality Restaurant (ITE Land Use Code 931), were used in estimating parking demand by various land uses proposed under each development Alternative. There were no parking rates for Specialty Retail (ITE Land Use Code 814), and therefore, the shopping center land use was applied as a conservative approach. The golf course land use only had parking rates for the weekend, therefore as a conservative methodology, weekday parking rates were assumed to be 50 percent of weekend parking rates since there would generally be less golf course users on the weekdays than weekends. It should also be noted that many of the golf course users would already be on-site vacationing in one of the residential units and would have shuttle buses or electrical carts available for use. The resort hotel land use only had parking rates on the weekdays, and thus, weekend parking rates were assumed to be the same as on weekdays; and therefore is also a conservative approach. Each of the land use Alternatives include a main Resort building, where multiple functions and activities are centered. In addition to hotel rooms, a restaurant, lounge, and other Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 • Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 3, 2012 Page 13 ancillary spaces are typically found and are inherent within the parking demand for a resort hotel land use except for conference area. Therefore based on our historical experience of resort conference uses, an activities -based analysis of parking demand for the conference area was conducted by TENW base upon trip type (e.g., extended conference and day conference) as described below: Given the relative capacity of the extended stay conference facilities (roughly 6,500 square -feet), an estimated total of 100 guests/attendees would be on-site during peak conferencing days (assuming a 100 percent occupancy factor). In addition to the attendees, it was assumed that spouses would accompany 25 percent of the attendees; these individuals would use the hotel for relaxation purposes outside of the conference periods', bringing the total guest count to approximately 125 persons during conferencing events. Along with the extended conference trips, day conference trips are also anticipated under a worst-case scenario. To determine the maximum level of day conferencing activities, it was assumed that all additional meeting space on-site not utilized by extended conferencing activities would be used. Day conference trip generation was based on a ratio of square feet (sf of conference room space to number of attendees (assumed at approximately 50 sf/person). Assuming that the additional conference breakout room areas would also be fully occupied during the same periods that extended period conferencing was in session, up to an additional 50 conference attendees would be on-site; bringing the maximum number of conference attendees to 150 persons. Given the market draw expected by the conference facility, an average vehicle -occupancy (AVO) of 1.5 was used to account for carpooling trips when traveling to/from the site for both extended conference trips and day conference trips. For parking demand, the analysis considered the extended conference trips and day conference trips individually over a worst-case 24-hour period. Entering and exiting profiles of each trip group were distributed throughout the day given knowledge of periods for conferences sessions, and arrival/departure characteristics of other similar conferences facilities. The analysis was based upon a worst-case period and assumes the following: ➢ Extended and day conferencing at 100 percent utilization; ➢ Extended conference would end on a peak weekday, and another extended conference would begin the following day. Thus, all extended conference attendees on-site would leave during the afternoon, typically between 3:00 p.m. and 5:00 p.m. Conclusion: Under these worst-case assumptions, additional peak demand for parking generated by the conference area would be about 34 spaces at approximately 8:00 to 10:00 a.m. Average parking demand throughout a 24-hour 1 Source: Trip Generation Study of Semiahmoo Resort and Conference Center, KJS Associates, Inc., August 1997. 2 Source: Trip Generation Study of Semiahmoo Resort found an AVO of 1.5 persons per vehicle. Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 • Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 3, 2012 Page 14 period would be about 20 parking stalls duringl2eak weekdays in the summer. Parking demand was assumed to be the same on weekdays and weekends. Table 4 summarizes estimated peak parking demand by Alternative during peak weekday and weekend day use. It should be noted, that this demand analysis does not consider shared parking between proposed uses, and as such, represents a conservative scenario. Detailed breakdown of individual demand components is provided in Attachment D. As shown in Table 4, peak demand for parking for the site as a whole would be less than proposed supply under Alternative 1, while peak demand for the site with Alternative 2 exceeding demand during both weekday and weekend periods. Again, this analysis does not considered shared parking that would occur between hotel resort and golf course peak parking demands which occur at different times throughout a typical weekday or weekend day. When considering for shared use between the hotel resort and golf course, adequate supply would be available as the golf course demand diminishes after 7:00 p.m. and hotel demand increases. Table 4: Estimated Peak Demand for Parking Stalls by Alternative Alternative Weekday Demand Analysis Weekend Day Demand Analysis Subarea Marina Area Golf Total Area Demand Surplus/ Deficit Marina Golf Area Area Total Surplus/ Demand Deficit Alternative 1 238 1,275 1,513 +21 307 1,186 1,493 +41 Alternative 2 255 1,264 1,519 98 322 1,192 1,514 -93 Source: TENW using parking generation rates published by Parking Generation, 3�d Edition, ITE. It should be noted however, that based upon the detail parking demand analysis provided in Attachment D, parking supply deficits are estimated to occur in the vicinity of the Golf Resort building and in the vicinity of the Marina under Alternatives 1 and 2. Proposed implementation of an on-site shuttle system, valet parking, and other on-site parking management measures would provide adequate mitigation for these specific areas of parking deficits. It also should be noted, that currently a limited number of parking facilities are provided for the existing Marina slips, and as such, no demand for parking is currently generated. This parking demand analysis however, assumes parking demand would occur for the existing Marina slips based on standard parking generation rates as published by ITE in Parking Generation, as a conservative approach. As under both Alternatives, a limited number of dedicated parking supply for the Marina is maintained, and any increase in demand would be shared with other land use components within the Maritime Village parking supply. This shared parking relationship would considered reasonable, given the existing presence of parking supply and lack of demand for existing slip tenants. Transportation Engineering Northwest, LLC PO Box 65254 • Seattle, WA 98155 Office/Fax (206) 361-7333 • Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 3, 2012 Page 15 Mitigation Measures This section summarizes the various mitigation measures proposed by the applicant to comply with mitigating conditions in the Final EIS on the Comprehensive Plan amendment, Board of County Commissioners conditions imposed through Jefferson County Ordinance No. 01-0129-08, and applicable regulations. Comp/lance with FENS Conditions Compliance with FEIS conditions established for transportation impacts and proposed mitigation to satisfy the conditions include: Condition: Fully fund and construct associated improvements for Black Point Road to meet County standards from US HWY 101 to the project entrance. Proposed Mitigation to County Roads: Upon completion of major on-site construction activities, Black Point Road would be upgraded to satisfy minimum County requirements for pavement conditions and width. This work is currently identified in Stage 11: Phase 2 of the proposed construction sequence. Condition: Provide adequate sight distance to the east of the proposed main site driveways onto Black Point Road and the egress from the Maritime Village onto US HWY 101 to improve and maximize entering and exit sight distance. Proposed Mitigation for Sight Distance Deficiency The applicant has met with WSDOT to discuss sight distance constraints at this existing driveway even though Alternative 3 no longer would increase traffic impacts at this location. In addition to re- grading the adjacent topography on the east side of this existing site access roadway, guardrail, line of sight clearing, and an emergency -only zone would be established within WSDOT right-of-way to provide for additional fire and emergency vehicle access purposes adjacent to US 101. A right-of-way use permit would be applied for by the applicant with WSDOT to make these proposed improvements. Condition: At the US HWY 101 and Black Point Road intersection, provide a southbound left -turn lane as part of project development in all scenarios except the no action alternative. With Alternative 1 or 2, the expansion of the existing T -intersection would also provide for a median refuge area for left turns from Black Point Road onto US HWY 101. Condition: Provide a northbound right -turn pocket or taper at US HWY 101 at the Black Point Road intersection. Condition: Reconstruct the Black Point Road approach to US HWY 101 with adjacent left turning lanes, a widened approach onto US HWY 101, and an "entry treatment" on Black Point Road at US HWY 101. The proposed site access concept would also include a consolidated intersection onto Black Point Road with a realignment of the WDFW boat launch at Pleasant Harbor either in a combined or separate intersection. Transportation Engineering Northwest, LLC PO Box 65254 • Seattle, WA 98155 Office/Fax (206) 361.7333 ♦ Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 3, 2012 Page 16 Condition: Guests of the Maritime Village shall be given access to the golf course resort without traveling US HWY 101. A detailed traffic design to accommodate traffic on US HWY 101 returning to the resort must be developed, with further traffic analysis and design approval by WDOT and Jefferson County. Proposed Mitigation for Site Access Impact to WSDOT/County Road Intersection and Highway System: To satisfy the above four conditions, the applicant has developed and received an approved Plan for Approval (PFA) channelization plan with WSDOT to implement the turn lane improvements, Black Point Road reconstruction/realignment, access consolidation, and other elements. Construction documents would be prepared prior to reconstruction of this intersection. Condition: Provide all access roads and internal roads available for public use to County road standards. Private drives may be to a lesser standard approved by the Pubic Works Department and emergency service providers during the preliminary plat phase if desired by the applicant. Condition: Provide an internal pathway and circulation system within the site that would not impact County or State highways, would provide for pedestrian and bicycle circulation between the two main development districts, and would allow US HWY 101 bicycle traffic bypass through the resort (i.e. Black Point properties and Maritime Village). Proposed Mitigation: To satisfy the above two conditions, the applicant has proposed construction of the Marina Access Drive that would provide a parallel route to US 101 between Black Point Road and the Maritime Village. Access to the Marina Upland area would be provided via a 12 -foot wide paved connection for nonmotorized and golf cart access beyond the Maritime Village. Condition: In addition, the preliminary plat approval for the golf course portion of the resort should evaluate trip management plans as an alternative to simple roadway expansion. Proposed Mitigation to Reduce Off-site Traffic Impacts and Reduce On-site Circulation: The applicant has proposed a shuttle bus system to reduce off-site vehicle trips for airport shuttle services and excursions to local destinations. In addition, an on-site fleet of electric carts would provide for internal travel within the site between the Marina Upland, Maritime Village and the Golf Course/Golf Resort areas of the MPR. An on-site layover and transit zone to accommodate intercommunity transfers between Jefferson and Mason Transit systems as well as access to public transportation systems is proposed on the southeast corner of the redeveloped US 101 and Black Point Road intersection. Comp/iance with Board of County Commissioners Conditions Specific to transportation, Condition 63.c) of the Board of County Commissioners conditions in Ordinance No. 01-0128-08 requires development of Memorandums of Understanding (MOU) that relate to the fire district, emergency medical services, and transit. The proposed mitigation measures support these MOU's through development of an emergency -only space for fire service to the Marina Upland area at the existing northern driveway access (emergency vehicle parking along US 101 adjacent to a fire water standpipe to supplement on-site water storage for fire response), provision for secondary fire/emergency vehicle access to the Marina Upland via the 12 -foot wide roadway and Transportation Engineering Northwest, LLC PO Box 65254 • Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220.7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 3, 2012 Page 17 Maritime Access Drive, significant improvements to the US 101 and Black Point Road intersection, provisions for primary and secondary fire and emergency vehicle access to the Golf Course/Golf Resort development area, and accommodation for on-site transit circulation, layover, transit zone within the site. ]Mitigation Required byApplicahle Regulations To satisfy Jefferson County Code with respect to maintaining adopted level of service standards and for driveway spacing/safety standards, the applicant proposes to construct turning lane, intersection realignment, and access consolidation at the US 101 and Black Point Road intersection. Other Nidgation Measures Proposed by the Applicant No other transportation mitigation beyond those elements identified above are proposed or required by the Applicant to mitigate off-site transportation impacts. Other ]Mitigation Recommendations TENW has not identified any additional mitigation recommendations. Transportation Engineering Northwest, LLC PO Box 65254 • Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/2 7/07 FEIS January 3, 2012 Page 18 Responses to Transportation -Related Public Comments Received on SEIS — November 2009 Response to Hood Canal Environmental Council (11/27/2009), page 2, bullet 1: While the analysis of Transportation impacts did indicate a reduction in level of service would occur at some of the study intersections as a result of the project, mitigation was identified in order for level of service impacts to meet adopted level of service standards by both Jefferson County and WSDOT. Response to Hood Canal Environmental Council (11/27/2009), page 2, bullet 3: While ongoing traffic counting programs have been complete by WSDOT and other public agencies within the study area of the proposed project, there have been no comprehensive plan updates, transportation studies, or traffic impact studies of other proposed development that would changes the baseline data, assumptions, or conclusions of the original transportation impact analysis completed in 2007. Response to Hood Canal Environmental Council (11/27/2009), page 2, bullet 6: Previous comments made during the Programmatic EIS process were responded to the FEIS issued by Jefferson County on November 27, 2007. Response to Hood Canal Environmental Council (11/27/2009), page 5, last bullet: Existing shoulder conditions were documented using a combination of field inventory completed by TENW staff and highway roadway logs provided by WSDOT of existing roadway conditions. Off-site biking is not expected by the development, although on-site trails will be developed for both walking, bicycling, and hiking throughout the property and encourage between various proposed land use destinations on-site. As no off-site biking is not expected nor would it be encouraged, availability of off-site shoulder conditions in the general vicinity on SR 101 is not project related nor would any mitigation be warranted. Response to Hood Canal Environmental Council (11/27/2009), page 6, bullet 1: All recreational activities by the development are encouraged to be facilitated on-site (walking, hiking, bicycling, water access, golf, etc). Off-site excursions would be accommodated by the proponent through a shuttle bus system to various destinations throughout the community. Response to Hood Canal Environmental Council (11 /27/2009), page 6, bullet 2: There is not evidence of unsafe driving or roadway conditions evidence through review of historical collision records or review of general geometric conditions in the general site vicinity. Response to Hood Canal Environmental Council (11 /27/2009), page 6, bullet 3: This statement is contrary to thousands of collision records recorded and established throughout the Country where a majority of collisions occur where drivers need to make decisions, complete turning movements, or change speeds for such purposes described above. While collisions do occur along roadway segments, there was no evidence noted to suggest specific review along roadways. If WSDOT or Jefferson County had identified a specific "high accident corridor" in the vicinity, then a review of roadway segment collisions statistics would have been conducted. Absent this determination, this analysis was not warranted. Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives— Jefferson County, WA Second Addendum Supplement to 11/27/07 FEIS January 3, 2012 Page 19 Response to Hood Canal Environmental Council (11/27/2009), page 6, bullet 4: The transportation impact analysis does recognize and disclose the relative increases in traffic impacts on local and principal arterial roadways in the site vicinity. These increases do appear high given the existing low volume on certain roadway segments, most notably Black Point Road. The applicant has been conditioned and would provide mitigation to reduce off-site traffic impacts through implementation of a transit shuttle service and on-site trail/circulation system between the Upland Marina and Golf Course / Resort areas. Response to Hood Canal Environmental Council (11/27/2009), page 6, bullet 5: Traffic evaluation, design, and carefully planning have been developed to address this new 4 -way intersection along Black Point Road. Access consolidation, realignment of Black Point Road, and significant improvements along SR 101 in the Black Point Road vicinity will mitigate these traffic impacts. Response to Gerald Streel, PE (11/30/2009), page 3, Traffic Planning: Traffic evaluation; design, and carefully planning have been developed to address this new 4 -way intersection along Black Point Road and impacts to the SR 101 and Black Point Road intersection. Access consolidation, realignment of Black Point Road, and significant improvements along SR 101 in the Black Point Road vicinity will mitigate these traffic impacts. Site topography, property ownership, and most importantly WSDOT Access Management Guidelines and Standards all limit and control alternatives for site access. A majority of site access restricted to Black Point Road was a major directive by Jefferson County and WSDOT during site development. Response to Gerald Streel, PE (11/30/2009), page 4, Parking and Road Standards: There are clear underlying conditions of approval and land use code that already drive site plan development within this zone. In addition, the applicant has gone above these standards through proposals for a significant trail/nonmotorized network throughout the properties and discreet structured and surface parking to serve land uses proposed in each Alternative. Response to James Pearson, Jefferson County Project Manager (11/30/2009), entire comment letter: All statements, conclusions, and mitigation references have been proposed and included within each Alternative to address Jefferson County Public Works comments with regard to Transportation Impacts. Response to Richard Horner, PhD (12/6/2007), page 4, Potential Traffic Impacts: There were several typographical errors within the Table referenced within the report that were subsequently responded to and corrected in later documents within the FEIS. The relative ranges of traffic impact cited within the text however, are accurate. Response to Jefferson Transit (11/17/2009): Inclose coordination with Jefferson Transit, an on-site transit facility and parking area has been identified for development within the site within the southeast quadrant of the redeveloped SR 101 and Black Point Road intersection. Staging for interagency transfers and access between SR 101 and the site have all been accommodated within this proposed transit facility. Transportation Engineering Northwest, LLC PO Box 65254 ♦ Seattle, WA 98155 Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 Attachment A P.M. Peak Hour Traffic Volume Forecasts Pleasant Harbor Master Planned Resort Alternative 1 and 2 N H R U d O LL U ry Oz 4LL 64 90Z 3 6 Z9l R L9L y 99Z 0 0 90Z 4a a 6 o 0 o Hl 0 0 K a OOL £OL 84 84 0 £OL L4 e a 6 189 %89 %Z£ %Z£ m ` %89 � % Z£ FMa✓i a LSL u L ssL — Z91 L9t K w En 0 0 osl c 0 6ZL 6 LZL 6 ZZL ry 9ZL 9 w LEL LZL x a 66 6 0 c V 'o U U ry Attachment B Level of Service Calculations at US 101 / Black Point Road and Site Driveway Intersections Pleasant Harbor Master Planned Resort Alternatives 1 and 2 Rights Reserved HCS2000TM Copyright C 2003 University of Florida, All Rights Reserved Version 4.1 f Version 4. If 2/17/2011 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst Agency/Co. Date Performed Analysis Time Period MJR TENW 2/15/2011 PM Peak Intersection Jurisdiction Analysis Year #7 - SR 101 /Black Point Rd WSDOT/Jefferson County 2017 Alternative 1/2 Project Description Pleasant Harbor East/West Street: Black Point Rd North/South Street: SR 101 Intersection Orientation: North-South IStudy Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 0 157 49 114 152 0 Peak -Hour Factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 Hourly Flow Rate, HFR 0 172 53 125 167 0 Percent Heavy Vehicles 0 -- -- 5 -- -- Median Type Undivided RT Channelized 0 0 Lanes 0 1 1 1 1 0 Configuration T R L T Upstream Signal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 53 0 104 0 0 0 Peak -Hour Factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 Hourly Flow Rate, HFR 58 0 114 0 1 0 1 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 1 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Configuration L R Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R v (vph) 125 58 114 C (m) (vph) 1326 429 877 v/c 0.09 0.14 0.13 95% queue length 0.31 0.46 0.45 Control Delay 8.0 14.7 9.7 LOS A B A Approach Delay -- -- 11.4 Approach LOS -- -- B Rights Reserved HCS2000TM Copyright C 2003 University of Florida, All Rights Reserved Version 4.1 f Version 4. If 2/17/2011 Attachment C Turn Lane Warrant Analysis at US 101 and Black Point Road Pleasant Harbor Master Planned Resort Alternatives 1 and 2 Intersections At Grade KEY: Below curve, storage not needed for capacity. Above curve, further analysis recommended. Iternative 1 or 2 Qp r�Pr /Z' ti �0 mPh 60 mph c2� 25 1 20 15 10 5 0 % Total DHV Turning Left (single turning movement) Notes: [1) DHV is total volume from both directions. [2) Speeds are posted speeds. Page 910-26 1000 Left -Turn Storage Guidelines: Two -Lane, Unsignalized Figure 990-12a 900 800 cz 0 700 ~ 600 500 400 300 Chapter 910 Design Manual M 22-01.02 November 2007 Chapter 910 80 a� ;_ 2 0 c 60 s E 40 0 _ Y N 20 I Intersections At Grade 0 100 200 300 400 500 600 700 Peak Hour Approach Volume (DDHV) l'l Notes: [1] For two-lane highways, use the peak hour DDHV (through + right -turn). For multilane, high-speed highways (posted speed 45 mph or above), use the right -lane peak hour approach volume (through + right -turn). [2] When all three of the following conditions are met, reduce the right -turn DDHV by 20. • The posted speed is 45 mph or less • The right -turn volume is greater than 40 VPH • The peak hour approach volume (DDHV) is less than 300 VPH [3] For right -turn corner design, see Figure 910-11. [4] For right -turn pocket or taper design, see Figure 910-16. [5] For right -turn lane design, see Figure 910-17. [6] For additional guidance, see 910.07(3). Right -Turn Lane Guidelines[61 Figure 910-15 Design Manual M 22-01.02 Page 910-37 November 2007 Consider right -turn lane [5] Consider pocket or right -turn taper [4] Alternative 1 or 2 I Radius only 131 0 100 200 300 400 500 600 700 Peak Hour Approach Volume (DDHV) l'l Notes: [1] For two-lane highways, use the peak hour DDHV (through + right -turn). For multilane, high-speed highways (posted speed 45 mph or above), use the right -lane peak hour approach volume (through + right -turn). [2] When all three of the following conditions are met, reduce the right -turn DDHV by 20. • The posted speed is 45 mph or less • The right -turn volume is greater than 40 VPH • The peak hour approach volume (DDHV) is less than 300 VPH [3] For right -turn corner design, see Figure 910-11. [4] For right -turn pocket or taper design, see Figure 910-16. [5] For right -turn lane design, see Figure 910-17. [6] For additional guidance, see 910.07(3). Right -Turn Lane Guidelines[61 Figure 910-15 Design Manual M 22-01.02 Page 910-37 November 2007 Attachment D Detailed Parking Demand Analysis by Land Use Alternative Pleasant Harbor Master Planned Resort I L O VI Q) 70 O C i N V) C� G 0 C cc cc 0) raw N 4A cj O _ d � M 00 N O M N N rM CD CD N r M c Y rn a Y tO O M O M n O O V O M 00 0) M CO 2 cncu v Im C d R O r 61 N V N 00 0 0 loo O O CL O_ M CD co cn rl d 00 Ln N Il N � to Y o, a Y M m r r 00OJ O M N LO m d i E Ln co N M co N r N 0) c0 N cn r c- cn C m Y co O Ln O r N O 0 O `a CO Ln N V N O C' M v N a os ?' c O. co N O r _ N cn R M ` Q M 00 M So V 00 M In R H CL r O r r d w w w N T H C O C C C Z5 N N CO O O O LO O 00 O O c0 _ N N M N O — r O LO y N O M Ln c0 N a iy O O � O O O O O 000 ~= N N 6) co N M N N J F O F O 7; O iv i � E ao ca Q a Q Q i C a o Q i Q L O 7 O 7 O c 0 1 U U 0 0 O ai m ev cL O D C d O 7 i Q m G= Z3 o c a� m o C��C7UCD n n w El LAM N + v GM 6) r M � N M N 0) N i— CO Ln co O p N � a dY `° Ln co O O N It r M L E M - N CO Ll) M M Ln Lo O y M r� = d r V M) N co V V N Y Lm co N M. 00 Ln (D 00 00 O a' O r N 0 0 m O O a C. ;r Lr) V 00 NN r O r V N 00 L d r M M N a) N p m c a Y y A �— O CO Ln Ln N co O V NCl) <O E LD co co M OJ N r N CO CO N Ln a p 00 r- r d cfl o LO co rN �t co co O � CO 'T N 'ZI: M 'ZI: N La Ln a = r LO M N o_ N N 00 � O M 00 d7 N N N r � N r r d CL N w N N w C N C C Q N C C C N C Z:5 Z:5 O _ C O- N DT N D N N O O 0 LQ V 00 O OZ�- ON N f/1 LO N M N M Lr) CO LO M Lu 0 0 0 0 C O O 0 0 0 U c) M N M N M co CO CO M N C) Co N'T M C' N N N J 'a O ca O w O m aD m a Q Q L Q m L a C p O a Q �, L m L Q A � L C O O c> ;? s oc�UU A Q C r r N o Lo 0 O FC) NO Cp E c O = _0 U C y G L a C L o L Q m c C O Q .o U t U y. CL O C 7m .r 75 C „ w �UOv��� Ci�C7UC7VnIL