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HomeMy WebLinkAbout031Michelle Farfan From: Sent: To: Cc: Subject: Attachments: David W. Johnson <djohnson@cojefferson.wa.us> Monday, April 01-, 20L3 2:L2 PM Barbara Moore-Lewis David W, Johnson Traffic Study Traffic Pleasant Harbor 2012 SEIS - Final Draft.pdf Attached. David Wayne Johnson - LEED Green Associate Associate Planner - Port Ludlow Lead Planner Department of Community Development Jefferson County 360.379.4465 Mission: To preserve and enhance the quality of lfe in Jffirson County by promoting a vtbrant economy, sound communities and a healthy environment. 5l Slvr PAPER - Pleose do not print this e-moil unless obsolulely necessory All e-mail may be considered subject to the Publb Records Act and as such may be disclosed to a third-pafty requestor. LHHM SRHHN A$SSSIATE 1 P Transportation Engineering NorthWest, LLc Memorandum January 3,2072 David Wayne Johnson, Jefferson County DCD Garth Mann Statesman Group of Companies Ltd. Michael Read, P.E. Transportation Engineering Northwes t GENW), LLC Pleasant Harbor SEIS Transportation Impact Study -Jefferson County, !7A Second Addendum Supplement to 1,1,/27 /07 FEIS Technical Report to Evaluate the MPR Alternatives DATE: TO: RE: FROM: This memorandum serves as a second addendum supplement to the Pleasant Harbor EIS Transportafion Inpact Stad1, dated November 27 ,2007 . It evaluates Master Planned Resort (IvIPR) Alternatives I and 2 changes to vehicular site access assumptions, project rip generation, and the resultant changes in potential traffrc impacts. This memorandum documents the following updates ftom the original transportation impact study: Point Road. MPR. Proposal Modifications that Affect Transportation Impacs 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 ate four key elements of the project that affect transportation impacts to the vicinity transportation system: proposed Maritime Village has been relocated to the vicinity of the US 101 and Black Point Road intetsection and alarger umber of proposed residential units were relocated to the Golf Course/Golf Resortarea of the site. www.tenw.com PO Box 65254 o Seattle, WA 98155 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives- leffenon County, WA Second Addendum Supplement to 1l/27/O7 FEIS lanuary 3,2O'12 Page 2 access for new land uses to the US 101 and Black Point Road intersection. Existing access to the manna and renovated land uses within the northern portions of the site would remain unchanged. In addition, to accornmodate transit access to the site by bothJefferson 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 site and SeaTac Airport for conferences and other events. The shutde buses would also be used for group excursions withinJefferson 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 afld 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. boat launch access to Pleasant Harbor on Black Point Road is addressed differendy among the two MPR Alternatives. Under Alternative 1, the WDFW boat launch access is telocated 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 I-Iarbor ptoperties north and south of Black Point Road, provide a new consolidated connection into the adjacent WDF\7 boat launch (access at Pleasant Harbor under Alternative 1 only), provide access to a new transit stop/layovet ^rea, and serve as emergency vehicle/maintenance access to the main GoIf Course Resort area. The existing northern driveway on US 101 from the Madtime Village would remain in its present condition; however, sight distance and other safety rmprovemeflts would be constructed at its approach to US 101 and along the US 101 frontage. AII other existing access connections onto US 101 would be closed and removed. This would include access Transportation Engineering Nonhwest, LLC PO Box 65254 o Seattle, WA 98155 Office/Fax (206) 361-7333 r Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives- lefferson County, WA Second Addendum Supplement tD ll/27/O7 FEIS lanuary 3,2012 Page 3 to the northeast from the existing Pleasant Harbor Marina to old Pleasant Harbor Marina access onto SR 101, nvo informal access connections ditecdy onto SR 101 north of Black Point Road, and closure ofdirect access onto SR 101 that serves alarge gravel parking area immediately south of Black Point Road. Figures I and 2 provide exhibits of the overall site plans/circulation plans to the Pleasant Harbor Marina and Golf Course Resort under Alternatives 7 and 2. Figute 3 provides an exhibit of the proposed main site access intersection approved by WSDOT andJefferson County that would also serye as the new access to the \VDFS7 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: the Maritime Upland. Onto Black Point Road, a conunoo Z4-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. provide adequate sight distance onto Black Point Road. This must be completed in order to resolve driveway spacing issues and deficieot sight distance conditions at this unsafe existing intersection, and mitigates the project's trr:afftc impacts to Black Point Road due to proposed access and increased traf{ic volumes. Under Alternauve 1, the existing traf6tc and access ddveway onto Black Point Road from the State CWDFSQ Boat Launch would be realigned to intersect with the comrnon frontage road to the Maritime Village florth 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. Hatbor View House, Reunion House, Bed-and-Bteakfast (owned by others), and terminate at the existing Pleasant Harbot House. A single lane, 72-foot wide roadway above the common frontage road would provide directional vehicular access to the reconstructed buildings in the Marina Upland area. US 101 would serve all traffic to/from the Golf Course/Golf Resort. US 101 would be gated and used for emergency vehicles and stafff maintenance access only. This access roadway would atign with the Marina Access Drive into the Maritime Village. This proposed fout-way intersecrion 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 arca aod access to the traosit stop and layover space for bothJefferson and Mason transit agencies. Transporution Engineering Nonhwest, LLC PO Box 65254 o Seattle, WA 98155 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 Pleasant Harbor SE|S MPR Alternatives- leffenon County, WA Second Addendum Supplement a 11/27/O7 FEIS lanuary 3,2012 Page 4 qcf co6. L<6da.y A(d t Er!ry rn Lrvk V.hkl6 f!,EHslErAtnltctXE lffi ,rlFCaae i.grtEb'hh Enlftrtr.tlf,l!HlG PLEASANT HAREoR i,lalnoln Exlsdns Acc€r6 on 5R l0 I Make Slglrt Dlsunce lmprovemeng 4" TwoWay Enter/Exit Maln Pleasnt Harbor Acc$s 5R l0l/Black Polnt Road Golf Coursc/Confcrence Center Primary Acces All Vefikles Comblned wldl WDFW Boat Launch Maradme Vlllage Access Primary Acces All Vehlcler 0 (Nol to Scsle) P Tramporutlon Engrneertng NorthWest, LLC Project MP Figure I Site el Access Plan R Alternatlve I Pleasant Harbor SEIS Jefferson C-ounty, WA Transpoftation Engineering Nonhwest, LLC PO Box 65254 r Seattle, WA 98155 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 I I t_nl ! siltqI -f ,-'nLn^' ,o Pleasant Harbor SEIS MPR Alternatives- Jeffenon County, WA Second Addendum Supplement tD 11/27/O7 FEIS lanuary 3,2012 Page 5 @ tdr!.rry ffd iarlraEa/ !6roVffi h5 H|nErArai=a NIDI.rE TweWay Enter/Exh PLEASANT HARBOR Malnuln Exlstlng Access on SR I O I Mrke Slght Dbonce lmprovemens 4_ i.a5tu3bHb D Reafined WDFI{ Accecs Maratlme Vlllarc Access Prlmary Acces All Vehlcles 0 (Nol to Scale) P Transporutlon Englneerlng NorthWest, LLC Project MP Figure 2 Site el Access Plan R Alternative 2 Pleasant Harbor SEIS Jefferson Counry, WA Transponation Engineering Northwest, LLC PO Box 65254 o Seattle, WA 98155 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 rm t. 4 I -*-_i Fi J Pleasant Harbor SE|S MPR Alternatives- ,efferson County, WA Second Addendum Supplement to 11/27/O7 FEIS )anuary 3,2012 PagP 6 _i-..ar,.o,E,o Faz EF o o GJ CLoa 6 oo cUc zc. =EB+H 6cE z,I55 H=F = cc! Io = =Iuzo o )zo {I o,o fo() oo oo:toloou ) q'o 3-11ul '-! =Ehe+ =jt€8'dt Y ,tt oc.=o.= cD6-(! 'E=f .&tq tl tl I esd l ,ZI -----=I::== I oT====--==------->oF ,4 I P Transportation Englneerlng NorthWest, LLC Figure 3 SR l0l and Black Point Road lntemection with Alternative I Pleasant Harbor SEIS lefferrcn County, WA Transporution Engineering Nonhwest, LLC PO Box 65254 o Seattle, WA 98155 Office/Fax (206) 361-7113 r Toll Free (888) 220-7333 oo I Pleasant Ha6or SE|S MPR Alternatives- )effenon County, WA Second Addendum Supplement ta 11/27lOl FEIS )anuary 3,2012 Page 7 Trip Generation of MPR Alternatives The land use assumptions for Alternatives 1 or 2 would genemlly 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 slighdy under the MPR Alternatives howevet, the overall trip generation of the project development remains similat. 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 ot 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 shutde buses to transport people tof from the Seatde-Tacoma Airport and for $oup excursion trips. Implementation of the proposed shutde bus system would dectease the overall level of trip making tof frcrr, the site. The followingpar gr phs oudine this shutde bus system and the trip reduction levels associated with the service. Shuttle Bus Trips On any given day, it was assumed that 1 shutde bus would be reserved for transporting people tof fuom the Seatde-T^com^ Airport and 1 shutde bus would be reserved for group excursion trips in the local area. The airport shutde bus would most likely experience a maximum of 8 total daily trips on a peak day with morning, mid-day, evening, and late evening tound-trips. $iote that each round trip would count as two one-way daily trip$. Thus, it is estimated there would be 2 p.m. peak hour trips (1 entering trip and 1 exiting or two coaches ariving or departing from the airport). The proposed shutde buses would hold up to 40 passengers; therefore, there would be a total ofup to 320 passengers pff 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 datly Q68 daily vehicle trips minus 8 total daily shutde bus trips) and 65 p.m. peak hour trips (67 passenger trips minus 2 total p.m. peak hour shuttle bus trips). Net Projeo 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 shutde bus system to approximately 298 p.m. peak hour trips and approximately 3,840 darly trips. Table l: Net Generation - Alternatives .l and 2 t-upon P.M. Peak Prolea Alternatlve Enter Edt Trips Dally Tripsz Alternative I and 2 Project Trip Generationr r86 177 363 4,100 less Shuttle Bus Trips -35 -30 -65 -260 Alternatlves 1 and 2 Net Prolect Trlp Generatlon l5l 117 298 3,84O 2 - Rounded to the neilest 10. November 11,2007. Transpoftation Engineering Nonhwest, LLC PO Box 65254 o Seattle, WA 98155 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives- Jefferson County, WA Second Addendum Supplement to l1/27/O7 FEIS lanuary 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 Projecl Description section above. Given these changes, Ievel of service impacts were reviewed only at the main site access intersection proposed onto SR 101 at Black Point Road. Traffic Volume lmpacs The reduction of approximately 260 vehicular daily project trips and 65 p.m. peak hour trips with MPR Alternative s 'l or 2 due to the proposed shutde bus sen ice would have litde change in the relative impact along vicinity roadways analyzed in the original transportarion 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 lmpacts 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 7 or 2. As shown in Table 2, all stop-controlled movements at this intetsection would operate at LOS B or better with and without this development alternative in 2077,thercby meeting adopted local and State level of service standatds. Intersection turning movement forecasts and detailed level of service swnmary worksheets for the US 101 / Black Point Road intersection are provided in Attachments A and B, tespectively. Table 2: 2Ol7 P.M. Peak lntersection Level of Service Note: Analysis based on HCS 2000 results using HCM 2000 control delays md LOS. 1 - Updated per revised trip genention numbers. Site Access, Safety, and Circulation Issues This section updates the following: Site Driveway Operations, Left-Turn LaneWanants and Right-Turn LaneWarrants 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. Transponation Engineering Northwest, LLC PO Box 65254 o Seattle, WA 98155 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 Basellne Whhout Prolect Whh Altemattves I or 21Unslmdlzed lntenecdons Awor,dr LOS Delay LOS Delay EB WB B l0 B ll NB left #7 - US 'l0l at Black Point Road SB Left A 8 A 8 Pleasant Harbor SEIS MPR Alternatives- Jefferson County, WA Second Addendum Supplement to 1l/27/O7 FEIS lanuary 3,2012 Page 9 Site Driveway Operations Under either Alternative 1 or 2, cittcal stop-controlled entering/exiting movements at project site driveways onto US 101 and Black Point Road would operate at LOS B or better with litde 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 7 or 2 at an assumed site buildout in 201,7 . Intersection rurning 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 Warrantr Left-turn movements represent critical turning movements at unsignaiized intersections, increasing the potential for intersection delay and safety issues. Based upon procedures and guidelines found in WSDOT's Design Manml, Novembet 2007 (Figure9'1,0-1,2a 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 lirnit on US 101, the southbound left-turn lane should be a minimum of 100 feet. Attachment C contains the results of this warrant analysis. Nglt t-Turn Lane Warrants fughrtum 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-rurn lane was aralyzed considering typical evening corrrnute periods. Based upoo procedures and guidelines found in WSDOT's Design Manual, November 2007 (Figure 910-11 Right-Turn Lane Guidelines), a northbound righrtutn taper/ pocket is warranted under either MPR Alternative. Based upon WSDOT's Desigu Manual, November 2007 (Figure 910-16 Right-Turn Pocket and Taper), the northbound nght-turn pocket should be a minimum of 60 feet with a 100-foot taper. Attachment C contains the results of this warrant analysis. WDFW Drtveway Access to Pleatant Harbor Boat launch As noted pteviously, the existing alignment of the WDF$7 driveway for the Pleasant Harbor Boat Launch does not meet minimum geometric intersection angles or provide adequate entering sight distance fot safe egress onto Black Point Road. As such, rwo alternatives are consideted as part of the MPR Alternatives in development of the Pleasant Harbor Marina and Golf Resort proiect: Alternative L: Under this development alternative, the existing traffic and access driveway onto Black Point Road from the State flMDFS7) Boat Launch would be realigned to intersect with the cofirrnon ftontage road to the Maritime Village north of Black Point Road as a "T- intersection" interior to the site. This driveway alignment and configuration is shown Transponation Engineering Nonhwest, LLC PO Box 65254 o Sea$le, WA 98155 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives- Jeffenon County, WA Second Addendum Supplement to 11/27/O7 FEIS lanuary 3,2012 Page I 0 conceptually in Figure 3 (provided previously). Under this access confi.guration, both trafltc associated vzith the Maritime Village and the V7DFW Pleasant Harbor Boat Launch driveway would utilize a conunon new intersection constructed as part of the project east of SR 101 on Black Point Road. To construct this realignment of the WDF!f Pleasant Harbor Boat Launch ddveway, 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, \XDF!7 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 ttaffic operations between these adjacent intersections. However, this configuration would mk both project-generated ffaffi.c and WDFST boat launch traffrc within a closely spaced intersection system. As such, during peak use of the WDFS7 boat launch utilization that occur dudng several weeks out of the year, periods of traffic congestion and vehicle queuing within this system could result. During typical and seasonal traf.ftc fluctuations of the Pleasant Harbor Marina and Golf Resort in combination with the S7DFW boat launch traffrc for 50 weeks out of the ye r, no vehicle queuing or traffrc operational issues would occur. Alternative 2: Under this alternative the WDF\7 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 WDF!7 Pleasant Harbot Boat Launch would follow an old road grade within property owned and managed by WDFS7, and therefore, not require any easements or property transfer agreements. As such, impacts to existing topography and public lands would be kept to a mtnimum. 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 WDtrW Pleasant Harbor Boat Launch. This concept is preferred by WDFW repre sentatives 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: 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 l0l 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 Nonhwest, LLC PO Box 65254 o Seacle, WA 981 55 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives- lefferson Counry WA Second Addendum Supplement to lll27/O7 FEIS lanuary 3,2012 Page I I construction of buildings and golf course area, and completion of mass/finished grading and other support facilities for completion of the Golf CourseiGolf Resort area. A more detailed description of expected construction elements and sub-phases is provided in the Chapter I of the SEIS. lTithin each of these major construction stages, off-site vehicle trips would be generated impacting vicinity roadways and intersections over the course of the 1O-year period. Given that the frst "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 viciniry would provide access for construction activities during the first two phases of Stage 1, accommodation for major turning movemeots 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: Throughout the course of construction, trip making associated with these types of consttuction 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/wedand 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 addiuonal 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 daiiy 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 wouid 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 arteial that is designed and curreody 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 o Seattle, WA 98155 Office,/Fax (206) 161-7333 o Toll Free (888) 220-7333 Pleasant Harbor 5EI5 MPR Alternatives- Jeffenon County, WA Second Addendum Supplement a ll/27/O7 FEIS lanuary 3,2012 Page 12 material hauling. Best management practices for heavy equipment or material transPort would be implemented by the contractors during construction, including flecessary on-site truck wash facilities or oversized load ttanspott routing and operations. In total, typical daily vehicle traffrc generation related to construction acuvities are estimated to be up 250 datly 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 traffrc impact. On-Site Parking Demand Proposed parking supply by Alternative is summarizedin Table 3. Parking would be provided in a variety of structured and sutface facilities at various locations throughout the development to meet the parking needs of each Alternative. Alternative 1 proposes 1,534 while Alternatve 2 proposes 1.,427 stdls. Table 3:Alternative Source: GMH Architects and the Statesman Corporation, Janury 201 Demand for parking was estimated for each land use Alternative using parking genetation rates compiled by the Institute of Transportation Engineers (ITE) ParkirgGeneration,3'd Edition, 2004. For those proposed uses not documented in ParkingGeneration, an activities- based parking generation analysis was conducted. Average peak parking rates for Low-fuse/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 Flotel (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 fof the weekend, therefote as a coflservative 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 akeady be on-site vacationing in one of the residential units and would have shutde buses or electrical carts available for use. The resort hotel land use only had parkrng 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 Altematives include a main Resort building, where multiple functions and activities are centered. In addition to hotel rooms, a restaufant, lounge, and other Transpoftation Engineering Nonhwest, LLC PO Box 65254 o Seattle, WA 98155 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 Alternatlve Structrre Parldng Surface ParHng Toal Parking 533 stalls I,534 stallsAltemative 1 1,001 sulls 713 stalls 1,421 stallsAlternative 2 708 stalls Pleasant Harbor SEIS MPR Alternatives- Jefferson County, WA Second Addendum Supplement to 11/27/O7 FEIS lanuary 3,2012 Page I 3 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 ttip ryp. (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 periodsl, bringing the total guest count to approximat* 725 persons during conferencing events. Along with the extended conference trips, day confetence 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 dtaw expected by the conference facility, ^n ^verage vehicle-occupancy (AVO) of 1.5 was used to account for carpooling trips when traveling to/from the sitez 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-horx period. Entering and exiting profi.les of each trip group were distributed throughout the day given knowledge of periods for conferences sessions , and arival/departure characteristics of other similar conferences facilities. The analysis was based upon a worst-case period and assumes the following: 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 parkins senerated bv the conference area would be about 34 spaces at aooroximatelv 8:00 to 10:00 a.m. Averase oarkinE demand throushout a 24-how I Source: Trip Generation Study of Semiahmoo Resort and Conference Center, KJS Associates, Inc., August 1997 2 Source: Trip Generation Study of Se-iahmoo Resort found an AYO of 1.5 persons per vehicle. Transponation Engineering Northwest, LLC PO Box 65254 o Seacle, WA 98155 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives- lefferson County, WA Second Addendum Supplement to ll/27/Q7 FEIS lanuary 3,2012 Page I 4 oeriod would be about 20 narkins stalls durins oeak weekdavs in the summer. Parkins demand was assumed to be the same on weekdavs 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 ptoposed uses, and as such, fepresents 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 ar.d 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 wouid be available as the golf course demand diminishes afterT:00 p.m. and hotel demand increases. Table 4: Btimated Peak Demand for Stalls Alternative using prking generation rates (ieneration, 3d Ediuon, 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 shutde 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 currendy 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 howevet, assulnes parking demand would occur for the existing Marina slips based on standard parking genetation rates as published by ITE in Parking Ceneration, as a conservative approach. As under both Alternadves, 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 Madtime 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. Transponation Engineering Nonhwest, LLC PO Box 65254 r Seattle, WA 98155 Office,/Fax (206) 361-7333 o Toll Free (888) 220-7333 Alternative Weekdav Demand Analvsh Weekend Day Demand Anahruls Subarea Marina Area Golf Area Total Demand Surplus/ Deficit Marina Area Golf Area Total Demand Surplus/ Deficit Alternative I 238 1,275 1,51 3 +21 307 1,186 1,493 +41 Alternative 2 255 1,264 1,519 -98 322 1,192 1,514 -93 Pleasant Harbor SEIS MPR Alternatives- Jefferson County, WA Second Addendum Supplement tD ll/27/O7 FEIS lanuary 3,2012 Page I 5 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 throughJefferson 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 satisS, the conditions include: Condition: Fully fund and construct associated improvements for Black Point Road to meet County standards from US H!7Y 101 to the project entrance. Prooosed Mitisation to Countv Roads: Uoon comoletion of maior on-site construction activities, Black Point Road would be upgraded to satisfy minimum County requirements for pavement conditions and width. This work is currendy 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 enteting and exit sight distance. Pronosed Mitigation for Sioht Distance Deficiencv: The aoolicant has met with WSDOT to discuss sight distance constraints at this existing driveway even though Alternative 3 no longer would increase trafftc 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 S7SDOT 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 !7SDOT 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. W'ith Alternative 1 or 2, the expansion of the existing T-intersection would also provide for a median refuge area for left rurns 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 H!7Y 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 Hatbor either in a combined or separate intersection. Transporution Engineering Nonhwest, LLC PO Box 65254 o Seattle, WA 98155 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives- lefferson County, WA Second Addendum Supplement to 11127/O7 FEIS 7anuary 3,2012 Page I 6 Condition: Guests of the Maritime Village shall be given access to the golf course resort without traveling US HWY 101. A detailed traffrc design to accommodate trafftc on US HWY 101 returning to the resort must be developed, with further traffic analysis and design approval by WDOT andJefferson County. Prooosed Mitication for Site Access Impact to WSDOT/Counw Road Intersection and Highway System: To satis$, the above four condirions, the applicant has developed and received an approved Plan for Approval GFA) 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 standatd 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 traffrc bypass through the resort (i.e. Black Point properties and Maritime Village). Proposed Mitigation: To sarisfu 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 72-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 ptoposed a shutde bus system to reduce off-site vehicle trips for airport shutde serr.ices 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 betweenJefferson 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 intersectioo. Compliance with Board of Coanty Commissioners Conditions Specific to transportation, Condition 63.c) of the Board of County Commissioners conditions in Otdinance No. 01-0128-08 requires development of Memorandums of Understanding (IUOU) 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 fre service to the Marina Upland ate^ ^t 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 Ftre/emergency vehicle access to the Marina Upland via the l2-foot wide roadway and Transportation Engineering Northwest, LLC PO Box 65254 r Seattle, WA 981 55 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Altematives- Jefferson County, WA Second Addendum Supplement rD ll/27/O7 FEIS lanuary 3,2012 Page I 7 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 developmerrtare , and accommodation for on-site transit circulation, layover, transit zone within the site. Mitigation Required by Applicable Regulations To satisftJefferson County Code with respect to maintaining adopted level of seryice 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 Mitiglation 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 Mtigation Recommendationt TEN!7 has not identified any additional mitigation recommendations Transpoftation Engineering Nonhwest, LLC PO Box 65254 o Seattle, WA 98155 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives- lefferson Counry WA Second Addendum Supplement ta ll/27/07 FEIS lanuary 3,2Q12 Page I 8 Responses to Transportation-Related Public Comments Received on SEIS - November 2OO9 Response to Hood Canal Environmental Council (11/27 /2009), page 2, bullet 1: !7hile 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 (1,1,/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, transpottation studies, or traffic impact studies of other proposed development that would changes the baseline data, assumptions, ot conclusions of the origtnal transportation impact analysis completed in 2007. Response to Hood Canal Environmental Council (11/27 /2009), page 2, bullet 6: Previous corrrments made during the Programmatic EIS process were responded to the FEIS issued byJefferson 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 TENS7 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 recreatj.onal 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 shutde bus system to various destinations throughout the community. Response to Hood Canal Environmental Council (1,1/27 /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 Envfuonmental Council (11/27 /2009), page 6, bullet 3: This statement is contrary to thousands of collision recotds recorded and established throughout the Country where a rnaioity 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, thete was no evidence noted to suggest speciFrc review along roadways. If WSDOT orJefferson County had identified a specific "high accident cotridor" in the viciniry, then a review of roadway segment collisions statistics would have been conducted. Absent this determination, this analysis was not warranted. Transponation Engineering Nofthwest, LLC PO Box 65254 r Seattle, WA 981 55 Office/Fax (206) 361-7333 o Toll Free (888) 220-7133 Pleasant Harbor SEIS MPR Alternatives- Jefferson County, WA Second Addendum Supplement tD ll/27/O7 FEIS lanuzry 3,2012 Page I 9 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 toadways in the site vicinity. These increases do appe r high given the existing low volume on cettain 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 shutde service and on-site tral./ciurr;dLation system between the Upland Ma;ina and Golf Course / Resort areas. Response to Hood Canal Environmental Council (11/27 /2009), page 6, bullet 5: Traffrc evaluation, design, and carefully planning have been developed to addtess 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 traffi.c impacts. Response to Gerald Streel, PE (1,1/30/2009),page 3,Traf6rc Planning: Tnfftc evaluation, desig!, and carefrrlly 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 importandy WSDOT Access Management Guidelines and Standards all limit and control alternatives for site access. A majodty of site access restricted to Black Point Road was a major directive byJefferson County and $7SDOT during site development. Response to Gerald Streel, PE (1,1/30/2009),pa,ge 4, Patking 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 significanttrai.f nonmotorized network throughout the properties and discteet structured and surface patking to serve land uses proposed in each Alternative. Response toJames Pearson,Jefferson County Project Manager (11/30/2009), entfue comment letter: All statements, conclusions, and mitigation references have been proposed and included within each Altetnative to addtess Jeffetson County Public Works comments with regard to Transportation Impacts. Response to Richard Horner, PhD (1,2/6/2007),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 toJefferson Transit (11/17 /2009): In close coordination withJefferson Transit, an on-site transit facility and patking atea 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 transfets and access between SR 101 and the site have all been accommodated within this proposed transit facility. Transportation Engineering Nonhwest, LLC PO Box 65254 r Seatde, WA 981 55 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 Auachment A P.M. Peak Hour Traffic Volume Forecasts Pleasant Harbor Master Planned Resort Alternative 1 and 2 Future Year = 20'17 Pleasant Harbor EIS Weekday PM Peak Turning Movement Forecasts Growth Rate = 2.Oo/" Ent . EIit 151 1'47 Enter Exit 55 50 lnternalTM INFO 2006 20't7 Baseline Note: This ac@unts for trip rcduction measures proposed by the appli€nt thal would be up to approximately 260 daily and 65 p.m. peak hour trips lower than originally estimated. Distrlbution Count P..k Hour 4:00-5:00 p.m. PHF EB WB NB SB ; 11.0 5.0 0.86 o.u, 0.8,1 0 0 a9 104 0 0 0 157 't 63 ProidSharc = 47.4% Tolal 8.0 0.91 m 5 331 lnc?a*= 21.1qr 10 12 20004 s s s 0% o% 100% 100% m 0 0 147 151 0 0 0 2017 With Atternative 1 or 2 TENW LLC Oale Pnnted: 1nn012 7 SP lnl , Ellt Pdht ldC6unt S6uE.: Tcc 7 I SR tol / al*k Point Rd SR 101, Bl*t Polnt & 0 0 0 0 0 Attachment B Level of Seruice Calculations at US 101 / Black Point Road and Site Driveway lntersections Pleasant Harbor Master Planned Resort Alternatives I and 2 TWO-WAY STOP CONTROL SUMMARY lnformation lnformation MJR TENW 2/1il2011 PM Peak urisdiction WS DOT/J efferson Cou nty 2017 Altemative 1/2PerformedYear Time Period ProjectDescription PleasantHarbor Black Point Rd uth Street: SR 101 n:Period 0.25 Vehicle Volumes and Adjustments Street Northbound Southbound lVlovement 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 Heaw Vehicles 0 5 [Iedian Type Undivided RT Channelized 0 0 Lanes 0 1 1 1 1 0 Configuration T R L T 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 0 0 Percent HeaW 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 Lenqth, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 o 10 11 12 Lane Configuration L L R v (vph)125 58 114 C (m) (vph)429 877 vlc 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 HCS2ooorM Version 4. lf Version 4. lfCopyright @ 2003 University ofFlonda, All Righs Reserved 2/t7l20tr 1326 Attachment C Turn Lane Warrant Analysis at US 101 and Black Point Road Pleasant Harbor Master Planned Resort Alternatives 1 and 2 lntetsections At Grade Chapter9l0 th Below curve, storage not needed for capacity. Above curve, further analysis recommended. KEY f, --ztlternative 1 or 2 I / / , \1\ $Qha0 w/ tA rnph50 '- 1000 900 800 =xo E oF700 600 500 400 300 25 Notes: t1] DHV ie btal volume from both directions, l2l Speedsare posted speeds. 2015105 o/oTolal DHV Turning Left (single tuming movement) 0 Left-Tu rn Sto mge Gu idelines: Two-Lane, Unsignal ized Flgure 910-12a Page 910-26 Deslgn Manual il 22-01.02 Novcmber 2007 I ru ///-,A 6o mph0 Chapter 910 lntersectlons At Grade 100 100 200 300 400 500 Peak Hour Approach Volume (DDHU u 600 700 Notes: t1l Fortwo-lane highways, use the peak hour DDHV (through + right-turn). For multilane, highspeed highways (rcsted speed 45 mph or above), use the rlght-lane peak hour approach volume (thmugh + right-tum). pl When all three of the follovrrlng condltions are met, reduce the right-tum DDHV by 20. . The posted speed is 45 mph or less. The right-tum volune is greaterthan 40 VPH. The peak hour approach volume (DDHV) is less than 300 VPH t31 For right-turn comer design, see Figure 91 0-11 . t4l For right-turn pocket or taper design, sae Figure 91G16. 15] For right-turn lane design, see Figure 910-17. 16l For additional guidance, see 910.07(3). Rlght-Turn Lane GuldellnestCI Figure 91a15 80e o E JE :60 L J J !o) E =40oI .v,ooG20 0 0 Consider right-tum lane tfltt I Consider righttum pocket or taper lal |.,1 \ \ rus onlyRad I il Design Manual ,t 22-01.02 November2(NT Page 910-37 \ \ot2 \ \ \ Attachment D Detailed Parking Demand Analysis by Land Use Alternative Pleasant Harbor Master Planned Resort Pleasant Harbor Master Planned Resort - Alternative 'l Weekday Weekend Marina and Maritime Villaqe Area ITE LU Gode Size Size lType Parking Supply Parking Rate Parkang Demand Surplur /Deficit Parking Rate Parking Demand Surplus /Deficit Condos 230 36 units 1.46 53 0.84 30 Quality Restaurant 931 2,500 square feet 15.40 39 17.20 43 Shoppinq Center 820 10,ooo square feet 148 2.65 27 30 2.97 30 45 Reunion/Harbor House 230 25 units 34 1.46 37 -3 0.84 21 13 Marina 420 311 slips o.27 84 -84 0.59 183 -183 Marina Area Total 182 238 -56 307 -125 Golf Course and Resort Area Resort Hotel 330 500 units 1.42 110 1.42 710 Golf Course 430 18 holes 4.34 78 8,68 156 Conference Area 6,500 square feet 639 20 -169 34 -105 Golf Vistas - Condos/Townhouses 230 76 units 181 1.46 111 76 0.84 64 123 Sea View Villa - Condos/Townhouses 260 201 units 441 1.46 293 148 0.84 169 272 Staff/Aqri Bldq - Low/Mid-Rise Apartment 230 52 units 85 1.20 62 23 1.O2 53 32 Golf Course Area Total 1,352 1,275 77 1,186 166 Marina Area & Golf Course Area Total 1,534 1,513 21 1,493 41 II Pleasant Harbor Master Planned Resort - Alternative 2 Marina and Maritime Village Area ITE LU Code Size Size lType Parking Supply Weekday Weekend Parking Rate Parking Demand Surplus /Deficit Parkang Rate Parking Demand Surplus /Deficit Condos 230 42 units 211 1.46 61 75 o.84 35 93Qualitv Restaurant 931 2,500 square feet 15.40 39 17.20 43 820 13,500 square feet 2.65 36 2.97 40 Reunion/Harbor House 230 24 un its 49 1.46 35 14 0.84 20 29 Marina 420 311 slips 26 o.27 B4 -58 0.59 183 -157 Marina Area Tota!286 255 31 322 -36 Golf Course and Resort Area Resort Hotel 330 520 un its 717 1.42 738 -120 1.42 738 -55Golf Course 430 18 holes 4.34 78 8.68 156 Conference Area 6,500 square feet 20 34 Golf Vistas - Condos/Townhouses 230 44 units 10'l 1.46 64 37 o.84 37 64 Sea View Villa - Condos/Townhouses 260 206 units 231 1.46 301 -70 0.84 173 58 Staff/Aqri Bldq - Low/Mid-Rise Apartment 230 52 units 86 1.20 62 24 1.O2 53 33 Golf Course Area Total 1,135 1,264 -129 1,192 -57 Marina Area & Golf Course Area Total 1,421 1,519 -98 1,514 -93