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HomeMy WebLinkAbout033Michelle Farfan From: Sent: To: Cc: Subject: Attachments: David W. Joh nson < djohnson @co jefferson.wa.us > Tuesday, April 02, 2013 9:58 AM Michael Read David W. Johnson FW:Traffic Study Traffic Pleasant Harbor 2012 SEIS - Final Draft.pdf Mike, The attached indicates it's the "second" addendum. Could you please forward the "first" addendum or identify which study it is? Thanksl From: David W. Johnson Sent: Monday, April 01, 20L3 2:23 PM To: Jim Pearson Subject: FW: Traffic Study Jim, Do you have the first addendum to the Traffic Study? Thanks! From: David W. Johnson Sent: Monday, April 01, 2013 2:12 PM To: Barbara Moore-Lewis Cc: David W. Johnson Subject: Traffic Study 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 vibrant economy, sound communities and a healthy environment. 1 LEEt} SREfrf-l ASSOCIATE 5f; SaVe PAPER - Pleose do not print this e-moil unless obsolulely necessory A// e-mail may be considered subject to the Public Records Ad and as such may be disclosed to a third-party requestor. 2 P rransportation Engineering NorthWesr, LLc Memorandum January 3,2012 David Wayne Johnson, Jefferson County DCD Garth Mann Statesman Group of Companies Ltd. Michael Read, P.E. Transp ortation Engineering Northwes t GENW), LLC Pleasant Harbor SEIS Transportation Impact Study -Jefferson County, WA Second Addendum Supplement to 11,/27 /07 FE,IS Technical Report to Evaluate the MPR Alternatives DATE: TO: RE: FROM: This memorandum serves as a second addendum supplement to the Pleaunt Harbor EIS Tranrportation Inpact Stud1, dated November 27 ,2007 . It evaluates Master Planned Resort (MPR) Alternatives I and 2 changes to vehicular site access assumptions, proiect uip generation, and the resultant changes in potential traffic impacts. This memorandum documents the following updates from the original transportation impact study: Point Road. MPR Proposal Modifications that Affect Transportation Impacts As the project has progressed, and to respond to Jeffetson County Board of County Commissioners requirements and mitigation commitments made in the FEIS that addtessed a Comprehensive Plan amendment, there are four key elements of the ptoject that affect transportation impacts to the vicinity transportation system: proposed Madtime 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^rea of the site. www.tenw.com PO Box 65254 r Seattle, WA 98155 Office/Fax (206) 361-7333 r Toll Free (888) 220-7333 Pleasant Ha6or SEIS MPR Altematives- lefferson County, WA Second Addendum Supplement to l1/27/O7 FEIS lanuary 3,2012 Page 2 access for new land uses to the US 101 and Black Point Road intersection. Existing access to the m tin and renovated land uses vrithin the northern portions of the site would remain unchanged. In addition, to accommodate 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 Soup excursions withinJefferson County and the Puget Sound area. Resort residents would also have the option of daily renting resott- provided electrical carts to travel between the Golf Course/Golf Resort and the Maritime Village and othet 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 diffetendy among the two MPR Alternatives. Under Alternative 1, the \7DFW boat launch access is relocated and interconnected with the proposed Maritime Village Access Roadway at new intersection east of SR 101/Black Point Road. Undet 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 consructed 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 Harbot 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 are , and serve as emergency vehicle/maintenance access to the main Golf Course Resort atea. 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 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 1l/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, two informal access connections directly 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. Figutes land2 provide exhibits of the overall site plans/ckculation plans to the Pleasant Harbor Marina and Golf Course Resort under Alternatives 7 and 2. Figure 3 provides an exhibit of the proposed main site access intetsection approved by WSDOT andJefferson County that would also serve as the new access to the WDF!7 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 L or 2, including: the Maritime Upland. Onto Black Point Road, a conunon 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 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 CWDF$[) Boat Launch would be realigned to intersect with the corrunon frontage toad to the Maritime Village north of Black Point Road. Under Alternative 2, the configuration of the Maritime Viiiage is changed that impacts the alignment of the roadway that serves the N{aritime 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. Harbor View House, Reunion House, Bed-and-Breakfast (owned by others), and terminate at the existing Pleasant Harbor House. A single lane, 72-foot vride roadway above the common frontage road would provide directional vehicular access to the reconstructed buiidings in the MarinaUplarrd area. US 101 would serve all taffic tof from the Golf Course/Golf Resort. 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 intetsection 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 bothJefferson and Mason transit agencies. Transportation Engineering Northwest, LLC PO Box65254 o Seattle, WA 98155 Office/Fax (206) 351-7333 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 4 ggEc!! 9<*lJ.y A(ad t[rF.r:.d l.l*rffi./ t ftt VrhkLl rErffi ti{.!ai,lt: il.rrrrauEbHH PLEASANT HARBoR Malnuln Exlsdng Access on SR I O I Mrke Slght Dbtance lmprovemenr 4" Maln Pleasant Ha6or Access 5R l0l/Black Point Road TweWay Enter/Exh Golf Course/Conference Center Primary Access All Vehicles Comblned wlth WDFW Boat Launch Maratlme Vlllage Acces Prlmary Access All Vehlcles 0 (Nol to Selc) P Transportatlon Engineerlng Norttrwest, ILC Figure I Proiect Site er Access Plan MPR Alternatlve I Pleasant Harbor SEIS Jeffercon County, WA Transportation Engineering Northwest, LLC PO Box 65254 o Seattle, WA 98'l55 Office/Fax (206) 361-7333 r Toll Free (888) 220-7333 \ \a 0 tl r.nlr \ lt I I I r$ s-, +\ , t*-t\k: :ivi5 Pleasant Harbor SEIS MPR Alternatives- lefferson County, WA Second Addendum Supplement ra l1/27/O7 FEIS January 3,2012 Page 5 Go{ Cdesrffi* aftr|.rry 5d M*reNa/ t ffi VdEl6 qaEiffi TweWay Enter/Exlt PLEASANT HARBOR Malngln Exlsdns Access on SR I O I Make Slght Dbance lmprovemenB 4t_ irr!f,f uub'Hhr Realilned WDFW Arcess Maratlme VlllagE Acces Prlmary Acces All Vehlcles 0 AIAcc6s Vehlcles I 0 (Not to Scale) P Transporution EnSilneerlng NorthWest, LLC Project MP Figure 2 Site el Access Plan R Alternative 2 Pleasant Harbor SEIS Jeffenon County, WA Transpoftation Engineering Nonhwest, LLC PO Box 65254 o Seattle, WA 98155 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 ril ? Er Pleasant Harbor SEIS MPR Alternatives- Jeffenon County, WA Second Addendum Supplement to l1/27/O7 FEIS lanuary 3,2012 Page 6 S-.** oo u, Eo Eaz EF o o (!J o.oa ctU ouo- = z( - =l'4 'tHE zHo 3Es BH? oga2 J tc! I @ = i IUzo o Jzo {\ I I o e ooso(9 P o E<A EIootr}Phil+ =jte8'co Fz o(L :z tl'o 3.1l.r'- ,t t otr.=C).= cD6(u 'E=' Jl[q tl tl t I ,ZI erd ,Z .zt .------t ==__-= I dt=51==.-=-= oF ==-q- I P Transportatlon Englneerlng NorthWest, LLC Figure 3 SR l0l and Black Point Road lntersection with Alternative I Pleasant Harbor SEIS Jefferrcn County, WA Transportation Engineering Northwest, LLC PO Box 65254 r Seattle, WA 98155 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Altematives- lefferson County, WA Second Addendum Supplement to 11/27/O7 FEIS lanuary 3,2012 Pase 7 Trip Generation of MPR Alternatives The land use assumptions for Alternatives 1 or 2 would generally temain 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 however, the overall trip generation of the project development remains similar. Internal trips between on-site uses (i.e., the Mairna 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 teduced 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 to/from the Seatde-Tacoma Airport and for group excursion trips. Implementation of the proposed shutde bus system would decrease the overall level of trip making tof from the site. The followingpar graphs 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 from the Seatde-T^corna 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 round-trips. (lJote that each round trip would count as two one-way daily trips). Thus, it is estimated there would be 2 p.m. peak hour tflps (1 entering trip and 1 exiting or two coaches arriving 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 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 shutde bus trips) and 65 p.m. peak hour trips (67 passenger trips minus 2 total p.m. peak hout shutde bus trips). Net Project Trtp Generation Table 1 summarizes net project uip 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 approxirnately 298 p.m. peak hour trips and approximately 3,840 daily trips. Table l: Net Generation - Alternatives 1 and 2 Net Project 2 P.M. Peak Prciea Alternatlve Enter bdt Trips Dally Tripsz Alternative 1 and 2 Proiect Trip Generationr 186 177 363 4,1 00 -35 -30 -65 -260less Shuttle Bus Trips Alternadves I and 2 Net Prcfect Trlp Generadon l5l 147 298 3,84O to the nerest 10. 11,2007 , Transporution Engineering Nonhwest, LLC PO Box 65254 r Sea$le, WA 981 55 Office/Fax (2061361-7333 r Toll Free (888) 220-7333 Pleasant Harbor SEI5 MPR Alternatives- lefferson County, WA Second Addendum Supplement to 11/27/O7 FEIS lanuary 3,2012 Page 8 Trip Distribution Ovetall 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 wete redistributed based upon site access changes identified n the Projut Ducriptior 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 lmpacts 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 shutde 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. Traffrc volume forecasts in p.m. peak hour at the main site access intersection are provided in Attachment A. lntersection Level of Seruice 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 2077 , thereby meeting adopted local and State level of service standards. 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, respectively. Table 2: 2017 P.M. Peak lntersection Level of Service I on I - Updated per rerised trip generation numbers. Site Access, Safety, and Circulation lssues This section updates the following: Site Driveway Operations, Left-Turn LaneWarants 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. Transponation Engineering Nonhwesq LLC PO Box 65254 o Seattle, WA 98155 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 Basellne Wthout Prolect Whh Alternattves I or 2lUnslgnallzed lntenrdons l.Eproeclt LOS Delay LOS Delay EB WB B r0 B ll NB left #7 - US lol at Black Point Road SB Left A 8 A 8 Pleasant Harbor SEIS MPR Alternatives- Jefferson County, WA Second Addendum Supplement ro ll/27/O7 FEIS lanuary 3,2Q12 Page 9 Site Driveway Operations Under either Alternative 1 or.2, ciical stop-controlled entedng/exiting movemerits 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 ot less under Alternative 1 or 2 at an assumed site buildout in 2077 . Intersection rr:rning movement forecasts and detailed level of service swnmary worksheets for the US 101 and Black Point Road intersection are provided in Attachments A and B. Left-Tun Lane Warrantt Left-turn movements represent critical tuming movements at unsignaiized intersections, increasing the potential for intersection delay and safety issues. Based upon procedures and guidelines found in WSDOT's Design Manual, November 2007 (Figute970-72a Left-Turn Storage Guidelines Two Lane-Unsignalized), a southbound left-turn lane is warranted under either MPR Alternative. Based upon WSDOT's Design Marual, November 2007 (Figure 910- 13b Left-Turn Stotage 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 warraot analysis. Righ t-Turn Lan e Warrants fught-turn movements represent critical turning movements at unsignalized intersections, increasing the potential for intersection delay and safety issues. Thetefote, 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 Matual, November 2007 (F'igure 910-11 Right-Turn Lane Guidelines), a northbound right-turn taperf pocket is warranted under either MPR Alternative. Based upon !7SDOT's Design Manual, Noyember 2007 (Ftgure 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 Pleatant Harbor Boat Launch As noted previously, the existing alignment of the WDFS7 driveway for the Pleasant Harbor Boat Launch does not meet minimum geometric intersection angles ot provide adequate entering sight distance for safe egress onto Black Point Road. As such, two alternatives are consideted 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 trafftc and access driveway onto Black Point Road from the State flW{DFW) Boat Launch would be realigned to intersect with the cofirrnon 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 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 1l/27/O7 FEIS lanuary 3,2012 Page l0 conceptually in Figure 3 (provided previouslr. Under this access configuration, both traffrc associated with the Maritime Village and the WDFW 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 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 sttingent 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, WDF!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 traffic operations between these adiacent intersections. However, this configuration would mix both proiect-generated traffic and WDFW boat launch trafflrc within a closely spaced intersection system. As such, during peak use of the WDF!7 boat launch utilization that occur during several weeks out of the year, periods of trafftc congestion and vehicle queuing within this system could result. During rypical and seasonal traf.fic fluctuations of the Pleasant Harbor Marina and Golf Resort in combination with the WDFW boat launch traffrc 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 !7DF!7 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 ttansfer agreements. As such, impacts to existing topography and public lands would be kept to a mrnimum. 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 'iTDFVf Pleasant Harbor Boat Launch. This concept is preferred by WDFST representatives as well as the applicant of the Pleasant Harbor Marina and Golf Resort proiect. Construction Traffic lmpacs 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. Transponation Engineering Nonhwesr, LLC PO Box 65254 r Seattle, WA 981 55 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 Pleasant Harbor SE|S MPR Alternatives- Jefferson County, WA Second Addendum Supplement to 11/27/O7 FEIS lanuary 3,2012 Page 1 I 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 I 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 tof 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 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 constuction. 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 inftastructure (i.e., waste water treatment plant, etc.), an additional 30 to 40 employees/contractors would be on-site. In total, ranges between 50 aod 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 materiais and equipment would involve short periods throughout the course of the day to accommodate specific equipment transfet or occur over several days to handle speciFrc material transport needs. During these limited periods, larger trucks would be utilized but would typically be hmited 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 currendy handles large truck traffic loads on a consistent basis, there is no need to establish a truck route for Transponation Englneering Northwest, LLC PO Box 65254 o Seaule, 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 1l/27/O7 FEIS lanuary 3,2O12 Page 12 material hauiing. Best management practices for heary equipment or material transport would be implemented by the contractors during construction, including necessary on-site truck wash facilities or oversized load ffansport routing and operations. In total, rypical daily vehicle trafftc generation related to construction activities are estimated to be up 250 darly vehicle trips. This level is le ss 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 Alternatve2 proposes '1,,427 stalls. Table 3:Alternative GMII Statesmm 2012. Demand for parking was estimated for each land use Alternative using parking generation rates compiled by the Institute of Transpottation Engineers (ITE) Parking Gereration, 3'd Edition, 2004. For those proposed uses not documented in Parking Generotion, an activities- based parking generation analysis was conducted. Average peak parking rates fot 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 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 aheady 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 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, Iounge, and other Transponation Engineering Nonhwest, LLC PO Box 65254 r Seatde, WA 981 55 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 Alternadve Structrre Parldng Surface ParHng Toal Parldng Altemative 1 1,001 stalls 533 stalls 1,534 stalls Altemative 2 708 stalls 713 stalls 1,421 stalh Pleasant Harbor SEIS MPR Altematives- lefferson County, WA Second Addendum Supplement to 11/27/O7 FEIS lznuzry 3,2012 Page I 3 ancillary spaces are typically found ^nd are inherent within the parking demand for a resort hotel land use except for conference are . 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 capacidl 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 approximately 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 (sf) of conference room space to number of attendees (assumed at approximately 50 sf/petson). 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 faciliry, at average vehicle-occupaflcy (AVO) of 1.5 was used to account for carpooling trips when traveling to/from the site2 for both extended confetence 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 arnval/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 Datkins senerated bv the conference area would be about 3-l soaces at aooroximatelv 8:00 to 10:00 a.m. Averase oarkinE demand throushout a 24-hour 1 Source: Trip Ceneration 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. Transponation Engineering Northwest, LLC PO Box 65254 o Seattle, WA 98155 Office/Fax (206) 351-7333 o Toll Free (888) 220-7333 Pleasant Harbor 5EI5 MPR Alternatives- Jeffenon County, WA Second Addendum Supplement to 11/27/O7 FEIS lanuary 3,2012 Page I 4 Parking demand was assumed to be the same on weekda)rs and weekends. Table 4 summarizes estimated peak parking demand by Altetnative 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 wholc 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. !7hen considering for shared use between the hotel resort and golf course, adequate supply would be available as the golf course demand diminishes afterT.00 p.m. and hotel demand increases. Table 4: Estimated Peak Demand for Stalls Alternative Source: TENW using prking genmtion rates published by Paking Generation, 3d It should be noted however, that based upon the detaii 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 7 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 speciFrc areas of parking deficits. It also should be noted, that currendy a iimited number of parking facilities are provided for the existing Marina slips, and as such, no demand fot patking is currendy generated. This parking demand analysis however, assulnes 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 Maina 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 Nonhwest, LLC PO Box 65254 o Seattle, WA 98155 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 Weekend Day Demand AnalysisAlternativeWeekday Demand Analysis Marina Area Golf Area Toul Demand Surplus/ Deficit Marina Area Golf Area Total Demand Surplus/ DefrcitSubarea 1,275 1,513 +21 307 1,1 86 1,493 +41Alternative 1 238 -98 322 1,192 1,514 -93Alternative 2 255 1,264 1,519 Pleasant Harbor SEIS MPR Alternatives- Jefferson County, WA Second Addendum Supplement to 11/27/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 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 satisS the conditions include: Condition: Fully fund and construct associated improvements for Black Point Road to meet County standards from US HIVY 101 to the project entrance. Pronosed Mitigation to Countv Roads: Uoon comoletion of maior on-site construction activities, Black Point Road would be upgraded to satis$, 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 entering and exit sight distance. Prooosed Mitioation for Sioht Distance Deficiencv: The aoolicant has met with WSDOT to discuss sight distance constraints at this exisung driveway even though A-lternative 3 no longer would increase traffrc 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 !7SDOT right-of-way to provide for additional fire and emergency vehicle access purposes adjacent to US 101. A righrof-way use permit would be applied for by the applicant with WSDOT to make these proposed imptovements. Condition: At the US HWY 101 and Black Point Road intetsection, ptovide a southbound left-turn lane as part of project development in all scenarios except the no action alternative. !7ith 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 707 at the Black Point Road intersection. Condition: Reconstrucr 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. 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- lefferuon County, WA Second Addendum Supplement to ll/27/O7 FEIS lanuary 3,2012 Page 16 Condition: Guests of the Maritime Village shall be given access to the golf course resort without traveling US HlfY 101. A detailed trafftc design to accommodate traffic on US HWY 101 returning to the resort must be developed, with further traffic analysis and design approval by WDOT andJefferson County. Prooosed Mitipation for Site Access Imoact to IWSDOT/Counw Road Intersection and Highway System: To satis$, the above tbur conditions, the applicant has developed and received an approved Plan for Approval eFA) channelization plan with WSDOT to implement the turn lane improvements, Black Point Road recoostruction/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 !7orks 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 pedestdar and bicycle circulation between the two main development districts, and would allow US HWY 101 bicycle traffi,c bypass through the resort (i.e. Black Point properties and Maritime Village). Ptoposed Mitigation: To satisfr 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 l2-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. Pronosed Mitisation to Reduce Off-site Ttaffic Imoacts and Reduce On-site Circulation: The applicant has proposed a shutde bus system to reduce off-site vehicle trips for airport shutde 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 Reso rt ^tea"s 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 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 CIOU) that relate to the fre district, emergency medical services, and transit. The proposed mitigation measures support these MOU's through development of an emergency-only space for fte service to the Maina Upland ^rea ^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 12-foot wide roadway and Transportation Engineering Northwest, LLC PO Box 65254 o Seattle, WA 98155 Office,/Fax (206) 361-7333 r Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Alternatives- Jefferson Counry WA Second Addendum Supplement to ll/27/O7 FEIS lanuary 3,2012 Page 17 Maritime Access Drive, significant improvements to the US 101 and Black Point Road intersection, provisions for primary and secondary fue and emergency vehicle access to the Golf Course/Golf Resort development ^rea, and accommodation for on-site transit circulation, layover, transit zone within the site. Mitigation Required by Applicable Regulations To satisfirJefferson 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 Mitigarton 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. O th er Mitigation Recommendations TENW has not identified any additional mitigation recommendations. Transportation Engineering Nonhwest, LLC PO Box 65254 r Searde, WA 981 55 Office/Fax (206) 361-7333 r Toll Free (888) 220-7333 Pleasant Harbor SEIS MPR Altematives- Jefferson County, WA Second Addendum Supplement to ll/27/O7 FEIS lanuary 3,2012 Page I 8 Responses to Transportiltion-R.elated Puhlic Comments Received on SEIS - November 2OO9 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 trafftc counting progtams have been complete by'$7SDOT and other public agencies within the study area of the proposed project, there have been no comprehensive plan updates, transportation studies, or truffrc impact studies of other proposed development that would changes the baseline data, assumptions, or conclusions of the original transportation impact analysis completed n 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 byJefferson County on November 27,2007. Response to Hood Canal Environmental Council (11/27 /2009), page 5,last bullet: Existiog 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 (1,1,/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 excutsions would be accommodated by the proponent through a shutde bus system to various destinations thtoughout 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 (1,1,/27 /2009), page 6, bullet 3: This statement is contrary to thousands of collision records recorded and established throughout the Country where a majoity of collisions occur where drivers need to make decisions, complete trroiog 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 orJefferson County had identified a specific "high accident corridor" in the viciniry, then a review of roadway segment collisions statistics would have been conducted. Absent this detetminadon, this analysis was not warranted. Transporution Engineering Northwest, LLC PO Box 65254 o Seattle, WA 98155 Office/Fax (206) 361-7333 r Toll Free (888) 220-7333 Pleasant Harbor SE|S MPR Alternatives- ,efferson County, WA Second Addendum Supplement to 1l/27/O7 FEIS lanuary 3,2Ol2 Page 19 Response to Hood Canal Environmental Council (11/27 /2009), page 6, builet 4: The transportation impact analysis does recognize and disclose the relative increases in traffic impacts on local and principal arteird, 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 trafftc impacts through implementation of a ftansit shutde service and on-site trail/circulation system between the Upland Ma/rna and Golf Course / Resort areas. Response to Hood Canal Environmental Council (11/Zl /ZOO9), page 6, bullet 5: Tnffic evaluation, design, and carefiJly 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 wili mitigate these traffic impacts. Response to Gerald Streel, PE (11,/30/2009),page 3, Traffic Planning: Truffic evaluation, design, aod 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 importandy !fSDOT 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 byJefferson County and TJTSDOT during site development. Response to Getald 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 tai/ nonmotorized network throughout the properties and discreet structured and surface parking to serve land uses proposed in each Alternative. Response toJames Pearson,Jefferson County Project Managet (11/30/2009), entire cornment letter: AII statements, conclusions, and mitigation references have been proposed and included vrithin each Alternative to address Jefferson County Public Works cornments with regard to Transportation Impacts. Response to Richard Hornet, PhD (12/6/2007),page 4,Potential Traffic Impacts: There were several typographical errors within the Table referenced within the report that were subsequendy responded to and corrected in later documents within the FEIS. The relative ranges of traffic impact cited within the text however, are ?ccurate. Response toJefferson Transit (1,1,/17 /2009): In close coordination withJefferson Transit, an on-site transit facility and parking areahas 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 faciJity. Transportation Engineering Northwest, LLC PO Box 65254 o Seattle, WA 98155 Office/Fax (206) 361-7333 o Toll Free (888) 220-7333 Attachment A P.M. Peak Hour Traffic Volume Forecasts Pleasant Harbor Master Planned Resort Alternative 1 and 2 Future Year = 2017 Pleasant Harbor EIS 2017 With Statesman Alternatlve Weekday PM Peak Turning ilovement Forccasts Growth Rate = 2.0o/o Entcr Exit 151 147 Enter Exit 55 s0 lnternal Count Pek Hour:4:00-5:00 D.m. o/oHv PHF E8 WB NB SB o.o 11.0 5.0 0.86 0.67 0.821 Tolal 8.0 0.91 m 10 s1 0 0 10 12 s mw s s 0% 0% 1@% 1 00% a8 0 147 't51 0 0 0 0 U 629 0 0 Boj(d Sh.re = ,|7.4% 157 163 TM INFO 2006 2017 Baseline Note: This acounts for trip reduction measures proposed by the applicant that would be up to approximately 260 daily and 65 p.m. peak hour trips lower than originally estimated. Distribution 2017 With Alternative 1 or 2 TENW LLC Oate Pinted'. 12n012 Counl Source: Tcc SR 101 , kt Pdnl tu SR 101, Bl&k Point Rd SR 101 / Al-k Pd.l Rd S 101 , Bbt Pdnt tu SR 101, Bkt Pdnt Rd 0 8 0 0 Attachment B Level of Service Calculations at US l0l / Black Point Road and Site Driveway Intersections Pleasant Harbor Master Planned Resoru Alternatives 1 and 2 TWO.WAY STOP CONTROL SUMMARY neral lnformation ite lnformation MJR TENW 2/15/201 1 PM Peak urisdiction #7 - SR 101 / Black Point Rd WS DOT/J efferson Cou nty 2017 Altemative 1/2Performedalysis Year is Time Period Harbor Street: Black Point Rd orth/South Street: SR 101 n Period 0.25 Vehicle Volumes and Adiustments Maior 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 [anes 0 1 1 1 1 0 Configuration T R L T Upstream Siqnal 0 0 Minor Street Westbound Eastbound Movement 7 I 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 uration L R Delav. Queue Lenqth. and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 I 10 11 12 Lane Configuration L L R v (vph)125 58 114 C (m) (vph)1326 429 877 vlc 0.09 0.14 0.13 95% queue length 0.31 0.46 0.45 ControlDelay 8.0 14.7 9.7 LOS A B A Approach Delay 11.4 Approach LOS B Rights Reserved ttcs2oooN Version 4. lf Version 4.'lfCopyright @ 2003 University ofFlorida, All Rights Reserved 2/t7l20tt Attachment C Turn Lane Warrant Analysis at US 101 and Black Point Road Pleasant Harbor Master Planned Resort Alternatives 1 and 2 lntercectlons At Grode Chapter 910 /// ill Below curve, storage not needed for capacity, Above curve, further analysis recommended.f, KEY: / I I I--ztlternative 1 or 2 I / / {a0 \?\w/ (a mphB0 '-tzl 60 mph 1000 =to E oF 900 800 700 600 500 400 300 25 Notes: t1] DHV is btal volume from both directions. l2l Speedsare postad speeds. 0 Left-Turn Storage Guidelines: Two-Lane, Unsignalized Flgure 910-12a Page 910-26 Deslgn Manual M 22-01.02 November 20a7 // ru //,A 2015105 o/oTolal DHV Turning Left (single tuming movement) Chapter9l0 lntersectlons At Grade 100 100 200 300 400 500 600 700 Peak HourApproach Volume (DDXyl nt Notes: t11 Fortwo-lane highways, use the peak hour DDHV (through + right-turn). For multilane, high-speed highways (posted speed 45 mph or above), use the right{ane peak hour approach volume (through + right-tum). [2] When all three of the follovrtlng ondltbns are met, reduce the right-tum DDHV by 20. . The posled speed is 45 mph or less. The right-tum volurne is greater than 40 VPH. The peak hour approach volume (DDHV) is less than 300 VPH 131 For right-turn comer design, see Figure 910n1. l4l For right-turn pocket or taper design, see Flgure 91S'16. t5] For right-turn lane design, see Figure 910-17. 161 For additional guidance, see 910.07(3). Right-Turn Lane Guide! inestol Figure 91&.l5 80E o E E =60L = !.9t =40oI .Yooo' 20 0 0 Consider right-tum lane tfltt I Consider right-tum pocket or taperlollt, -Alternative 1 or 2 \ Radius o nly ,I Design Manual M 22-01.02 November2(N7 Page 910-37 \ \ \ \ \ \ Attachment D Detailed Parking Demand Analysis by Land Use Alternative Pleasant Harbor Master Planned Resort Pleasant Harbor Master Planned Resort - Alternative 1 Marina and Maritime Village Area ITE LU Code Size Size lType Parking Supply Weekday Weekend Parkang Rate Parkang Demand Surplus /Deficit ParHng Rate Parkang Demand Surplus /Deficit Condos 230 36 units 148 1.46 53 30 0.84 30 45Quality Restaurant 931 2,500 square feet '15.40 39 17.20 43 ihoppinq Center 820 10,000 square feet 2.65 27 2.97 30 Reunion/Harbor House 230 25 units 34 1.46 37 -3 o.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 639 1.42 710 -169 1.42 710 -105Golf Course 430 18 holes 4.34 78 8.68 156 Conference Area 6,500 square feet 20 34 Golf Vistas - Condos/Townhouses 230 76 units 187 1.46 111 76 0.84 64 123 Sea View Villa - Condos/Townhouses 260 20-l units 441 1.46 293 144 o.84 169 272 Staff/Agri Bldg - 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 Pleasant Harbor Master Planned Resort - Alternative 2 Marina and Maritime Villaqe Area ITE LU Code Size Size lType Parking Supply Weekdav Weekend Parkang Rate Parking Demand Surplus /Deficit Parkang Rate Parking Demand Surplus /Deficit Condos 230 42 units 211 1.46 61 15 o.84 35 93Quality Restaurant 931 2,500 square feet 15.40 39 17.20 43 Shoppinq Center 820 13,500 square feet 2.65 36 2.97 40 Reunion/Harbor House 230 24 units 49 1.46 35 14 o.84 20 29 Marina 420 311 slips 26 o.27 84 -58 o.59 183 -157 Marina Area Total 286 255 31 322 -36 Golf Course and Resort Area Resort Hotel 330 520 units 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 101 1.46 64 37 0.84 37 64 Sea View Villa - Condos/Townhouses 260 206 units 231 1.46 301 -70 0.84 113 s8 Staff/Aqri Bldq - Low/Mid-Rise Apartment 230 52 units 86 1.20 62 24 't.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