RE: CUP North Point Workforce Housing Project-Traffic Analysis Review

Transcription

1 SANDOWENGINEERING 6 Madison Street Suite A Eugene, Oregon August 3, 25 To: David Voss <planner@northbendcity.org> North Bend Planning Commission City of North Bend, Oregon RE: CUP North Point Workforce Housing Project-Traffic Analysis Review Please accept my request to add this letter along with its attachments to the record in Case CUP 4-5 Dear Mr. Voss, At the request of Jody McCaffree, I have reviewed the Traffic Impact Analysis (TIA) and associated revisions for the proposed North Point Workforce Housing (NPWH) as part of the Jordan Cove Energy Project in North Bend, Oregon. I have reviewed the data provided within the August 9, 23 David Evans and Associates (DEA) Memorandum (Attachment ) evaluating the typical peak weekday characteristics and the April 26, 25 Memorandum (Attachment 2) that Jordan Cove filed with the FERC which provided estimates of operations during the weekend peak traffic conditions. The following describes my review and findings of the information presented in the TIA and application materials. This evaluation focuses on the traffic volume assumptions for the design hour, trip estimates for the NPWH site, analysis methodologies and impacts, and safety and operation of the adjacent traffic. REVIEW OF AUGUST 9, 23 ANALYSIS The August 9, 23 traffic analysis prepared by DEA evaluated the weekday PM peak hour traffic conditions. The following describes the inconsistencies/errors found in the DEA analysis. ) BACKGROUND TRAFFIC VOLUMES The traffic volumes used in the analysis were taken on June 26, 23. Page of the DEA memo states that the traffic volumes were adjusted as per the 22 TIA prepared by DEA for the Jordan Cove Project. The 22 TIA states that the peak month occurs within July and the June traffic count should have a.3 seasonal adjustment factor applied to represent July traffic volumes. What this means is that the June traffic volumes are about 3% lower than the peak month of July. The peak month of construction for the Jordan Cove LNG plant has been stated in numerous locations to be July. It is appropriate then, to have the analysis prepared to represent July traffic. As per the data provided in Appendix A of the DEA memo, the June traffic volumes were not seasonally adjusted and therefore are understated and do not adequately representing the peak season/peak construction conditions; i.e the northbound through should have a traffic volume of 855 with the appropriate seasonal adjustment factor, while only 75

2 From: Kelly Sandow Sandow Engineering RE: Fifth North Point Workforce Housing-Traffic Study Review Date: Page 2 was used in the analysis. This would lead to the operation of the intersection to be underestimated and would cause the volume to capacity ration (v/c) and Level of Service (LOS) to be misrepresented. Appendix A of the DEA memo illustrates that the northbound counted traffic volume is 755 vehicles between 4:3 and 5:3. However, the traffic volume illustrated in Figure 4, Figure 6, and Figure 8 show a traffic volume of 75 was used in the analysis for the northbound through vehicle movement. The figure of 75 vehicles is lower than the existing traffic count, therefore in no way could represent the year 27 conditions. An analysis using 75 vehicle trips again would understate the actual impacts. The traffic volumes used in the analysis are understated and thus the impacts are understated. 2) SITE TRAFFIC The application states that the current plan is to bus the employees to/from the site. The work force is broken into 2 shifts and that are assumed to end during the typical PM peak hour. The analysis evaluates conditions with 9 employees using 48 busses and 2 car trips from management level employee. What the analysis does not consider is the potential of employees to leave NPWH after shift. It is highly feasible that employees could return to NPWH at the beginning of the peak hour and then leave within the hour to head into North Bend or Coos Bay for dining/goods/services/or recreational activities or to the north towards recreational activities. By not including these outbound trips that would occur within the PM peak hour, the impacts to the adjacent roadway network have been underestimated. 3) OTHER TRAFFIC The analysis fails to consider other traffic heading to/from the LNG plant that will not be from the NPWH. This traffic would be in the form of employees that do not live at the NPWH and commute to the plant, delivery of materials to the LNG plant, and the impacts of employees that come to the NPWH to park and shuttle to the plant (if applicable). Ocean Grove has submitted an application to the City of Coos Bay to provide housing for workers. I am unaware of a plan that LNG had implemented to ensure that all workers will be lodged at the NWPH. In fact it is quite certain that there will be employees lodged at other locations within the area. The employees who choose to live elsewhere would need to travel to the plant by either direct vehicle trips or by parking and taking a shuttle to the plant. Additionally, response number 22 from the First Supplemental Response to Environmental Information Request Dated April, 25 and Filed April 22, 25 with the FERC provided locations of parking lots around the area that will be used for park and ride facilities. Trips from these lots will add to the through traffic volumes on Highway at Ferry Street and need to be part of a full analysis of the impact of the project. SANDOW ENGINEERING

3 From: Kelly Sandow Sandow Engineering RE: Fifth North Point Workforce Housing-Traffic Study Review Date: Page 3 What has been stated in the DEA TIA and the application, is that workers to the site will not be able to park at the plant and will be required to use the busses at the NPWH. What is unclear is if all workers will be required to park at park and ride location and be bussed to the plant or if this restriction is for NPWH only. If all workers are required to park at park and ride facilities and be bussed in, is this the NPWH facility a location where the workers can part and take the shuttle bus. It is reasonable to assume that unless a restriction is made on the workers, a portion of the workers will be living at other locations besides the NPWH location. If this is the case, then traffic from the other park and ride facilities needs to be taken into consideration as it will add to the through traffic on Highway. If workers living in locations outside NPWH are allowed/expected to use the NPWH parking lot and then to take a bus to and from the LNG plant then the traffic generated by this expectation needs to be considered as it could have a substantial impact on Highway traffic. Workers under this scenario would arrive to the NPWH by bus and then immediately leave the facility towards Highway. This added traffic needs to be addressed. It could be argued that analyzing the condition, as DEA did, where all workers are lodged at the NPWH creates a worse case traffic condition for the site, therefore worst case impacts have been evaluated. However, this is misleading. The DEA analysis, assuming full occupancy of the NWPH and no other workers living at other locations within the city, does not analyze realistic conditions or worse case conditions. For example, each school bus can hold about 5 people. For every 5 people who lived off site, only school but trip is removed from the Highway intersection but potentially 5 vehicle trips added to the intersection (if the 5 workers drove directly to the LNG work site or the LNG Plant). However, the more likely scenario is that the NPWH will be used for employees living off site to park, so for every 5 employees there is the one bus trip and 5 trips exiting from Ferry Street onto Highway increasing the impacts to the intersection. The DEA analysis also did not consider trips made in the PM peak hour by construction delivery vehicles. These vehicles would be added to the through traffic, most likely in the form of larger delivery trucks which would have an impact on the operations of the proposed signalized intersection. The analysis did not consider trips to the LNG plant from sources outside of the NPWH that would be added to the through direction on Highway. These sources include traffic from workers living off site and how they access the LNG plant, weather through direct trips on Highway, or using the NPWH parking and shuttle services.. Therefore the operation and impacts of the NPWH to Highway /Ferry Street intersection have been underestimated. SANDOW ENGINEERING

4 From: Kelly Sandow Sandow Engineering RE: Fifth North Point Workforce Housing-Traffic Study Review Date: Page 4 4) ANALYSIS The traffic analysis by DEA was performed using Synchro and is stated to use input parameters consistent with standard methodologies. However, the Synchro outputs were not provided in the application in Exhibit B. Therefore the parameters could not be verified. Given the errors in the analysis provided for the Friday and Saturday peak hours (discussed later in this letter) I would recommend that those parameter be double checked for accuracy as the same input parameters used for Friday and Saturday would underestimate the impact of the NPWH on the signalized intersection. Also, the DEA analysis did not include a queuing analysis. A queuing analysis is Important as it determines if there will be any backups of traffic that may occur from the traffic signal, as well as the length and duration of the expected backups. The queue analysis would indicate how long the southbound left turn lane pocket would need to be, if there is a queue for the northbound and southbound through movements, and if the site traffic creates a negative impact by increasing queuing on the bridge to the north This data is important as it the evaluates conditions on Highway to determine if the traffic will back up and impede movements from adjacent roadways and driveways making turn movements difficult. An Increase in queueing conditions increases the potential for crashes and reduces safety. In summary, it is my opinion that the DEA analysis underestimates the impact of the NPWH due to underestimating background traffic volumes, using an incorrect volume for the northbound through movement, and does not evaluate the impact of traffic from non-residents of the NPWH. Further, the analysis is incomplete as it does not evaluate queuing conditions. REVIEW OF APRIL 26, 25 ANALYSIS This report, prepared by DEA analyzes the Friday and Saturday peak season conditions with the NPWH operational. The following describes the inconsistencies/errors found in the DEA analysis. ) BACKGROUND TRAFFIC VOLUMES The DEA memorandum dated April 26 th, 25 states, on the first page, that weekend traffic patterns peak on Friday evenings, as vacationers arrive at the coast, coinciding with the evening commute and on page 2 the traffic volumes typically peak between 5 and 6 pm on Friday afternoons. Based on the traffic volume development discussion within the memorandum, it appears that DEA assessed conditions for the hour after peak (I am assuming 6-7 pm, but times are not actually stated). Further on page, the report states that 8% of the workers will leave within hour of their shift. The actual shift start and stop times are not provided. However, previous studies have asserted that the beginning of the shifts start before the AM SANDOW ENGINEERING

5 From: Kelly Sandow Sandow Engineering RE: Fifth North Point Workforce Housing-Traffic Study Review Date: Page 5 peak hour (before 7AM). It is likely then that the end of shift would put the workers travel from the LNG plant to the NPWH in the 5-6 PM peak hour and the departure could occur at the end of the same peak hour. The full impacts the NPWH weekend travel should have been evaluated using the actual peak hour on Friday and not the hour after as it is likely that the arrivals to NPWH from LNG plant and the departure for home/other destinations will occur within that hour. 2) SITE TRIPS The analysts assumes that 4% of workers will return to their home during the weekend. This appears to be consistent with the Economic Analysis prepared by ECONorthwest that Jordan Cove filed with the FERC (Attachment 3). However, the assumption that the exiting vehicles will have an average occupancy of.5 people is questionable. The workforce will be drawing individuals from all over Oregon and Washington (as per the March 22 Economic Analysis prepared by ECONorthwest). As there is a large geographical area for the workforce to be coming from (as per ECONorthwest one half of the workforce from Oregon and Washington and the other half from other states) it is difficult to justify the use of.5 people per vehicle for workers headed home, due to a lack of commonality in destinations unless specific geographical park and rides are set up outside of the region analyzed. 3) OPERATIONAL ANALYSIS As per the Synchro outputs include in Appendix B of the DEA memo, there are some inconsistencies in input values as they do not follow ODOT standard methodologies. These inconsistencies have the tendency to underestimate traffic flow and therefore underestimate the v/c ratio and LOS. These inconsistencies are: Ideal Saturation Flow Rate: The ODOT Analysis Procedures Manual requires the use of a 75 base saturation flow rate for regions outside of Portland, Salem, and Eugene. The signalized intersection analysis preformed within Synchro uses a 9 saturation flow rate. The use of a 9 saturation flow rate will report conditions better than what they actually are. Therefore, unless DEA performed a saturation flow rate study which justifies a deviation from ODOT standard, the ODOT standard of 75 should be used. Peak Hour Factor: The signalized intersection analysis preformed within Synchro should use a consistent peak hour factor of.96 for all movements. The Synchro model has a peak hour factor of. input into one of the movements. The use of a. peak hour factor instead of a.96 is inconsistent with ODOT analysis methodologies and will result in Synchro reporting a better v/c ratio and LOS than actual conditions. SANDOW ENGINEERING

6 From: Kelly Sandow Sandow Engineering RE: Fifth North Point Workforce Housing-Traffic Study Review Date: Page 6 PARKING The applicant is proposing,898 parking stalls on site. This number is based upon,848 employees who will live on site and employees who will work on site. The derivation of parking requirement seems reasonable, the use of the hotel rate when applying the rate of one space per room and one space per two additional employee. However, the applicant s plans shows rooms for,848 employees but is requesting approval for 2, residential units. As such, if the approval is to allow up to 2, residential units, then the applicant should be providing, or planning for, the additional parking spaces. There has been no indication on plans where the parking for the additional 25 residents will come from. As there is little room on site, the overflow will have to happen off site. The applicant needs to have a plan in place to account for the additional parking demand to ensure that the overflow of parking does not occur within the existing neighborhoods. I recommend that the applicant provide enough parking for, or provide a plan for, 2, residents on site plus provide a new analysis that accounts for the impact of the additional vehicles. EMERGENCY ACCESS The DEA traffic study and application did not address the safety concern of emergency evacuation of the site. Typically large residential developments are required to provide at least one alternate direct access for emergency use, even if it is only for emergency use. In the event that Chappell Parkway becomes unusable for vehicle access, there is no alternate way for the residents to evacuate the site. Additionally, I feel it is important to provide an emergency evacuation plan for the site even in the event that Chappell PKWY to Ferry Street to Highway is useable. The emergency evacuation of 2, residents from the premises (in the case of a tsunami warning, a hypothetical, but real risk) would need to be quickly and efficiently accomplished to ensure maximum safety. FINDINGS Based on the above analysis/review Sandow Engineering provides the following findings: The traffic study evaluating the peak weekday travel underestimates the background traffic volumes on the roadway and therefore underestimates the traffic impacts to the adjacent roadway/intersections. The traffic study does not consider all traffic to the LNG plant in the background traffic. Therefore the traffic volumes and traffic impacts to the adjacent roadway/intersections are underestimated. The evaluation of the Friday 6-7 PM time period does not coincide with the peak of the background traffic or the peak of the site traffic therefore the full impacts of the development are underestimated for the Friday peak hour. While the weekday traffic volumes were adjusted for Friday peak hour conditions using engineering judgement, factoring up traffic volumes does not always capture turning movement counts to service or recreational areas. Especially in the case of locations with SANDOW ENGINEERING

7 From: Kelly Sandow Sandow Engineering RE: Fifth North Point Workforce Housing-Traffic Study Review Date: Page 7 high seasonal/weekend variability in traffic and recreational destinations. As we are in peak season now, it is highly recommended that a traffic count be taken to verify peak season Friday and Saturday traffic conditions. The input parameters for the signalized intersection analysis does not follow ODOT standard methodology and therefore the analysis underestimates the impacts to the adjacent roadway/intersections. The traffic study did not include a queuing analysis which is essential for determining the full impacts of the site. Long queues at intersections, particularly ones that back up and block adjacent intersections/driveways create safety concerns. Parking on site should include, or plan for, the inclusion of parking spaces to accommodate the 2, residents the application is requesting. Providing too few parking spaces on site will result in over flow parking in nearby residential streets and neighborhoods. In conclusion, it is my professional opinion a new TIA should be required from the applicant using current data and to provide the appropriate assumptions/adjustments to the background traffic volume, development traffic, and analysis input parameters to determine if the Highway /Ferry Street intersection improvements mitigate impacts. Please feel free to contact me if you have any questions or need additional information. Sincerely, Kelly Sandow PE SANDOW ENGINEERING

8 ATTACHMENT. ' AND DAVID EVANS ASSOCIATES INC. MEMORANDUM DATE: TO: AUTHOR: August 9, 23 Ron Hughes, Oregon Department of Transportation John Rowe, Coos County, Oregon Bob Dillard, City ofnorth Bend, Oregon Josh Anderson, PE, PTOE PROJECT: Addeudum to Jordan Cove Energy Project Transportation Impact Analysis Regarding the North Point Workforce Booing (NPWH) Project Jordan Cove Energy Project- JCEP-4 COPIES TO: Greg Blackard (Kiewit), Bob Braddock (Jordan Cove Energy Project) SUBJECT: This memorandum serves as an addendum to the Jordan Cove Energy Project Transportation Impact Analysis (TIA), dated July 22. The intent is to address concerns raised after the submittal of the TIA around the transportation impacts of construction workforce housing. As demonstrated by this memorandum, if the North Point site in North Bend were to be used for Temporary Workforce Housing in support of the Jordan Cove Energy Project. Nearby intersections would not fail to meet applicable transportation operations standards set forth by the Oregon Department of Transportation (ODOT) or the City of North Bend (City). After submittal of the TIA, Jordan Cove Energy ~ject has further refined plans for the construction of the project. The maximum assumed number of construction wolkers on site has dropped ftom a peak of2,62 workers to 2, I workers. The peak month of construction has shifted ftom February of 26 to July of 27. The single largest change in assumptions from the July 22 TIA to this addendum is that the contractor who has been hired to construct the project is now planning on using temporary workforce housing to accommodate the expected non-local workforce. School type busses are planned to be used to transport workers between the camp and the construction site. Workers will not be allowed to use personal vehicles. The housing site is proposed to be located on the North Point Site to the west ofus on the south bank ofcoos Bay, as shown infigure (on the following page) and will be referred to as North Point Workforce Housing (NPWH). The methodology used in the following analysis is unchanged ftom that ofthe TIA. The following assumptions were agreed upon at a pre-application meeting, held at the City ofnorth Bend on June 26, 23 at : PM in the City Council Chambers; Analysis will be focused on the PM peak hour only. Analysis will focus on the intersection of US I at Ferry Road. + Follow up communications with Mr. Windham (North Bend) lead to an expansion of the study area to include the intersection of ferry Road at Chappell Parkway. Counts from June 26, 23 will be acceptable for summer weekday traffic conditions. Methodology will be consistent with that ofthe 22 TIA. 2 9N River Parkway PorUand Oregon 972 Phone: Facsimile:

9 Addendum to Jordan Cove Energy Project Transportation Impact Analysis August 9, 23 Page2 Trip generation and distribution for the NPWH project will be based on 24 busses making two round trips during the PM peak as well as 2 single occupancy vehicles (primarily supervisors and senior staff level employees) returning to the NPWH site in the PM peak. To be conservative all296 trips will be assumed to happen during the PM peak hour even though they will likely occur over roughly a two hour period due to the staggering of shifts. For analysis purposes, the busses will be assumed to be heavy vehicles. Figure : North Point Workforce Housing Site The following mobility targets will govern the analysis: City ofnorth Bend- Peak hour LOS D based on HCM compliant delay calculations. ODOT- Peak hour v/c target of.85 assuming a freight route on a statewide highway. The project has been developed to a point where the following information has been refined and has been incorporated into this analysis: Peak construction activity of2, I workers will occur in July of2 7. The workforce will be split into two shifts staggered by 45 minutes. A standard work week will consist of five days (Monday to Friday) with l -hour workdays. The beginning of the workday is assumed to occur before the AM peak hour of travel on US l I. The end of the workday is assumed to coincide with the PM peak hour of travel on US.

10 Addendum to Jordan Cove Enerl)' Projeet Transportation lmpaet Analysis August 9,23 Page3 Existing Conditions Manual traffic counts were conducted at the two study area intersections on June 26th between 4:3 and 5:3PM. The volume development worksheet and the raw tum movement count are attached in Appendix A. Existing tum movement volumes and lane configurations are shown in Figure l. Existing traffic operations are shown in Figure 3. Today, no movements are exceeding the applicable standards at either intersection in the study area. While v/c ratios are calculated for all movements, delays and LOS can only be calculated for traffic that stops or yields to other traffic movements; otherwise the information is not available (n/a). U'> (!_~ Ferrv cj... t,7 Cl (" ~ ~ ~ Ferry Chdppell Pkwy.., - til }~ t ~ ~ :e..,..,.,.. N e.. lev= 363 lev = 6 Figure l: ExistiJig Volumes and Lane Confipratmns US lol@ F:crry Rd ~< - NO dci t.5(c) ~ ~ r t,. ~~ J!J!..s.s. can... G oo Figure 3: Existing Operations Summer 27 Background Conditions WITHOUT the Project Ferry CflJppc:ll <... C> ci ~ Pl<wy til }.2(A) Existing summer 23 counts were grown at a rate of.8 percent per year for four years to estimate year 27 volumes without construction activity. The resulting volumes were rounded to the nearest five. Year 27 tum movement volumes are shown in Figure 4 below. Future background traffic operations are shown below in Figure 5. No movements are expected to exceed the applicable standards at either intersection in the study area by the year 27. ~ ~.!!!..,.s. <=t C> US (i,) Ferry RcJ t ~ C> r.n :e.., cerry Chdppell Cl... Pkwy....,.. N E = 38 =7 Figure 4: 27 Ba~wtd Volumes and Lane Configurations G US!Oc 3= Ff'rry <J :i~.s-....s N C> cic:i t.6{c) ~ ~ r t ~ ~~.!!..!!.s..s C> N... Cl oo e Figure 5:27 Backf!Uild Operations Ferry Clloppl'll <... C> ~ Pkwv - }.2(A) ~ ~.!!!.s..,

11 Addendum to Jordan Cove Energy Project Transportation Impact Analysis August 9, 23 Page4 Summer 27 Build Conditions WITH the Project For this scenario, the 48 bus trips (both inbound and outbound) and the 2 single occupancy trips (inbound) were added to the year 27 tum movement volumes to create a wmi the project conditions. The resulting tum movement volumes are shown in Figure 6 below. Future traffic operations WITH the project are shown below in Figure 7. With the addition of the workforce vehicles, the westbound approach offerry Road to US is expected to exceed the City ofnorth e US,E) Fr rry Rei Ferry Chappt IJ Pl<wy..,... - tl II') N \. co..,.,o }~o ~ + ~ u:v = t,. ~ C>ll').., C")..,..,... e re"' _llllq ll:v = 3U Figure 6: 27 Budd Volumes and Lane Con6guratrons Bend level of service standard of D. G US (iil Ferry Rei 'iii- -m..s~ - ~~ t.35(e) + ~ t t, !!..!!..s...s "' ~'=! c:::> Figure 7: 27 Build Operations Summer 27 Mitigated Conditions WITH the Project e Ferry ChJppell < C! c:::> ~ Pkwy tl }.4(8) Installation of a temporary traffic signal at the intersection of US at Ferry Road could alleviate the substandard operations found in the Build conditions scenario. Figures 8 and 9 below summarize turning movement volumes as well as operation. Without the installation of the traffic signal, the westbound approach to would be expected to operate at LOS E. After the installation of the signal, all movements are expected to operate at WS C or better with all v/c ratios below.8. e US (i_d Ferry Rd..,....., II') N \. + ~.,o t,. ') lec") e Ferry Rd.@ Chcppcil c:::> co.., ~ Pl<wy tl 5 }..,.., ~ re"' Ferry Rd <C(ID ~ ""':<'! t.5(8) + ~ t.37(c) Overall: 8.75(A) G t,. CD< en "'... c:::> Figure 9:27 Mitigated Operations Synchro output summaries for all three scenarios can be found in Appendix B. e Ferry Rei < C! c:::> ~ ~ ~..s ~ Ch:>,Jpell Pi<WY - }.4(8) ~ ~..s ~ <'t

12 Addendum to Jordan Cove EneriJY Project Transportation Impact Analysis August 9, 23 PageS Goal2 (Transportation Planning Rule) Compliance The North Point Workforce Housing (NPWH) Project is proposed to occupy approximately 49 acres of land within the City ofnorth Bend that is currently zoned as heavy industrial (M-H). The NPWH project would generate 296 PM peak hour trips. This results in a trip rate of 6.4 trips per acre. Industrial trip rates (ITE based 9th edition) generate between 2.6 and 8.69 PM peak hour trips per acre with an average of 6.43 trips per acre. Since development under the proposed conditional use permit would generate less traffic than development allowed under the existing zoning, the proposed use cannot significantly affect nearby transportation facilities and the TPR criteria are, therefore, met. This approach has been confirmed through the judicial system in the following three cases: ODOT v. Clackamas County, 27 OR LUBA 4(994) Friends of Marion County v. City of Keizer, 45 OR LUBA 236 (23) Mason v. City of Corvallis, 49 OR LUBA 99 (25) Conclusions and Recommendations With the installation of a temporary traffic signal at the intersection of US at Ferry Road, the PM peak hour impacts due to the additional vehicle trips associated with the NPWH project will be mitigated. Drivers entering and exiting Ferry Road will be able to safely and efficiently gain access to US. lilitiols:joda File Name: P:WCEPCIOOOOOO'I\6NF67... ds\672 NPWH Addaulam\CUP DllAFI'IAddaldu_89'U.dacx

13 " D DAVID EVANS AND ASSOCIATES INC. APPENDIX A Traffic Volumes and Development Project Job ft.. Addendum lo Jordan Cove TIA Updale JCEPOOOOO.OD7 Subject PM 23 Turning Movement Volumes Created: 7/6/23 Rev. Date: 7/2323 ht No. Synchro Intersection Oireclioo Movement 2t3PM Years Rale Summer23 Existing PM Peak Grow II: 4.8% 26PM Sununer 27 Background (No Build) PM Bus Trips 27PM Sununer27 Construction (with trips) Ferry Rd@ US EBL EB EBT Count Dale: 6/26/23 EBR 23 \/BL \8 \/BT \/BR NBL PM Peak Hour Used: 4:3PM-5:3PM NB NBT Existing PHF: NBR.92 SBL Future PHF: 58 SBT.92 SBR TEV Ferry Rd@ ChappeD Pkwy EBL EB EBT Count Dale: 6/26/23 EBR 23 \/BL \8 \/BT \/BR NBL PM Peak Hour Used: 4:3PM-5:3PM NB NBT Existing PHF: NBR.7 SBL Future PHF: SB SBT.7 SBR TEV to

14 .. Manual tum movement counts were conducted on by Josh Anderson, PE, PTOE NBT 4:3 54 4: :4 ri 4:45 6 4:5 59 4: : 52 5:5 65 5: 64 5:5 7 5:2 66 5: :3-5:3 'JSS Ferry Rd TOTAL VEHICLES NBR D SBT SBl 2 5 WBL to PHF=.92 WBR 7 NET 4:3 4:35 4:4 4:45 4:5 2 4:55 2 5: 4 5:5 5: 5:5 5:2 5:25 2 4:3-5:3 5 Chappell Pkwy@ Ferry Rd NER D TOTAL VEHICLES WBL D 7 WBR 4 SWl PHF=.7 SWT NBT 4:3 5 4:35 3 4:4 4:45 3 4:5 4:55 5: 3 5:5 2 5: 2 5:5 5:2 5:25 4:3-5:3 2 HEAVY VEHICLE VOLUME NBR SBT SBL WBL WBR NET 4:3 D 4:35 4:4 D 4:45 4:5 4:55 5: 5:5 5: 5:5 5:2 D 5:25 4:3-5'.3 z HEAVY VEHICLE VOLUME NER WBL WBR D D SWL SWT D NBT 4:3 9% 4:35 4% 4:4 IJ'l(, 4:45 5" 4:5 IJ'l(, 4:55 IJ'l(, 5: 6% 5:5 3% 5: 3% 5:5 % 5:2 IJ'l(, 5:25 2% 4:3-5:3 HEAVY VEHICLE PERCENTAGE SBl HEAVY VEHICLE PERCENTAGE NET WBL WBR SWL 4:3 4:35 IJ'l(, IJ'l(, IJ'l(, 4:4 IJ'l(, IJ'l(, 4:45 4:5 5% IJ'l(, 4:55 IJ'l(, 5: IJ'l(, 5:5 5: IJ'l(, 5:5 IJ'l(, 5:2 IJ'l(, 5:25 5% 4:3-5:3 B SWT IJ'l(, IJ'l(, %

15 .... DAVID EVANS AND ASSOCIATES INC. APPENDIXB Synchro Output Summaries

16 Synchro Output Data available upon request.

17 ATTACHMENT 2 DATE: TO: FROM: April 26, 25 Bob Braddock Jordan Cove Energy Project, L.P. Josh Anderson, PE, PTOE SUBJECT: FERC Data Request Comment 9, April, 25 Traffic Analysis for Friday evening and Saturday mid-day during peak of construction (Summer 28) PROJECT: JCEP - Jordan Cove Energy Project CC: Sean Sullivan, File Background On November 7th 24 the Federal Energy Regulatory Commission (FERC) issued a draft Environmental Impact Statement (DEIS) for the Jordan Cove LNG and Pacific Connector Gas Pipeline projects. The DEIS was open for public comment following publication. This memorandum is in response to a request for additional information from FERC that was generated by public input on the DEIS. The specific question asked by FERC of the Jordan Cove project team was: Estimate the level of weekend travel by non-local workers staying at the North Point Workers Camp, and assess the impact this non-construction traffic may have on local roads and other travelers, including weekend visitor traffic to local recreation areas. When looking at the Southern Oregon Coast, the highest level of weekend traffic volume is seen in the vacation season in the middle of the summer. Furthermore, weekend traffic patterns peak on Friday evenings as vacationers arrive at the coast, coinciding with the evening commute, and on Saturday in the middle of the day, as vacationers explore recreation areas and local beach restaurants and retail shops. Sundays typically have lower volumes than Saturdays as vacationers are packing up and heading home over most of the day. As such, the two peak time periods (Friday evenings and Saturday mid-days) will be the focus of this response. Before this request was received there had been no requests by Federal, State, or Local agencies for the project team to examine impacts outside of typical mid-week morning and evening commute times. As such, some of the data needed to fully answer this question is not available. Specifically, no traffic turning movement volume counts have been conducted on Friday evenings or Saturday middays during the peak summer travel season. Reasonable assumptions regarding weekend traffic counts have been made and are discussed herein. 2 Southwest River Parkway Portland Oregon 972 Telephone: Facsimile:

18 Executive Summary: As part of the construction of the Jordan Cove LNG project, roadway improvements are planned to allow study area intersections to operate within applicable State and Local standards during the typical morning and evening weekday commutes. Assuming that these improvements are in place, all study area intersections operate within State and Local standards on Fridays in the evening and Saturdays in the middle of the day when the additional traffic associated with the workforce camp impacts study area intersections. Volume Development: Friday evening In the absence of specific traffic count information, available traffic count data was augmented using local understanding and professional engineering judgment to estimate Friday evening traffic volumes for peak summer travel months. Mid-week evening counts were collected in August of 24. It is assumed that traffic volumes typically peak between 5 and 6PM on Friday afternoons on Oregon s coast roadways. As traffic volumes on Friday evenings are slightly higher than midweek evenings and volumes in the hour following the peak hour are slightly lower, it is reasonable to assume that the mid-week evening volume counts can be surrogates for the Friday evening hour after the peak volumes. As such the mid-week PM peak hour volumes are used as the base for the volume forecasting process. As with all prior studies for the Jordan Cove LNG project, a growth rate of.8% per year for four years was assumed to grow the count data to the future year of 28. The resulting volumes were assumed as the background volumes. To calculate the number of vehicles associated with the JCEP project, the following assumptions were made: The workforce camp will house 2, workers at its peak 4% of the workers will travel home on Friday evenings and return on Sunday evenings (84 people) o 8% of the workers that travel home on Friday evenings will leave the NPWH camp within one hour of the end of their shift on Friday evenings (672 people) o 75% of the workers will travel northbound on US on their way home while the other 25% will travel southbound on US. (54 people NB and 68 people SB) o It was assumed that there would be.5 workers per vehicle due to carpooling (337 vehicles NB and 2 vehicles SB) 25% of the workers that stay at the North Point Workforce Housing (NPWH) camp for the weekend will leave the camp to go into the Cities of North Bend and Coos Bay on Friday evenings. (35 people) o It was assumed that there would be 2. workers per vehicle due to carpooling (58 vehicles) Page 2

19 Because the JCEP construction is planned with two staggered work shifts, it is reasonable to assume that the workers that finish the later shift will still be straggling back to the NPWH site as workers who finished work earlier are leaving. As such, a small amount of other ancillary trips are also assumed in the JCEP Trips Column in tables and 2 below. The calculated volumes at the two study area intersections are show in Tables and 2: Table : Friday Evening Volumes at the intersection of US and Ferry Road Movement 24 Counted 28 Calculated JCEP trips Background WBL WBR NBT NBR SBL SBT Calculated Build (rounded) Table 2: Friday Evening Volumes at the intersection of US and TransPacific Parkway Movement 24 Counted 28 Calculated JCEP trips 28 Calculated Background Build (rounded) EBL EBR NBL NBT SBT SBR 5 Saturday Mid-day In the absence of specific traffic count information, available traffic count data was augmented using local understanding and professional engineering judgment to estimate Saturday mid-day traffic volumes for peak summer travel months. This process is described in detail below. The midweek morning and evening counts collected in August of 24 are the basis for calculating Saturday mid-day volumes. On the Oregon Coast, the total vehicular volume that enters an intersection in the middle of the day on Saturday is comparable to that of the morning and evening commute periods during the week, but the patterns of travel are significantly different. Along US, the northbound and southbound volumes on US are highly directional during the weekday morning and evening peaks. Southbound is higher in the morning and northbound is higher in the evening. However, local experience and professional understanding of the area suggest that in the middle of the day on Saturday, the northbound and southbound volumes are quite similar. For the US through movements, the average of the AM and PM peak hour weekday midday volume was calculated and assumed to be the Saturday mid-day volume for those movements. Page 3

20 Also, during the weekend, there is a much higher draw to parks and recreational sites than during the morning or evening on the weekdays. As such, the AM and PM weekday turning movements were averaged, and then increased by 75% to calculate the Saturday mid-day turning volumes. To calculate the number of vehicles associated with the JCEP project, the following assumptions were made: The workforce camp will house 2, workers at its peak 6% of the workforce will remain in the Coos Bay area through the weekend (,26 people) 75% of the of the workforce that stays through the weekend will leave the camp on Saturday o Exiting behavior will generally follow a bell shaped curve beginning at 8AM, peaking at AM and finishing at 2PM. During which approximately 5% will leave during the mid-day peak. (473 people) o When leaving the camp % will head north on US, 5% will head north then west on TransPacific Parkway, and 75% will head south on US toward North Bend and Coos Bay (47 people north 7 people west 355 people south) It is assumed that there will be 2. persons per vehicle due to carpooling (24 vehicles north 36 vehicles west 77 vehicles south) A majority of the returning workforce happens outside of the Saturday mid-day and is therefore assumed to be negligible. The calculated volumes at the two study area intersections are show in Tables 3 and 4: Table 3: Saturday Mid-day Volumes at the intersection of US and Ferry Road Movement 24 Counted 24 Counted 28 Calculated JCEP trips AM PM Background WBL WBR NBT NBR SBL SBT Calculated Build (rounded) Table 4: Saturday Mid-day Volumes at the intersection of US and TransPacific Parkway Movement 24 Counted 24 Counted 28 Calculated JCEP trips 28 Calculated AM PM Background Build (rounded) EBL EBR NBL NBT SBT SBR The full volume development files can be found in Appendix A Page 4

21 Operational Targets and Procedures: State and Local standards apply to an analysis of the 3th highest hour. The 3th highest hour analysis is the breakpoint on the curve from the steeper part to the flatter part if all the hours in a year were graphed. Hours higher than the 3th are typically holidays and other high-traffic days of the year, and it is not appropriate to design for the highest hour as the design may be overbuilt. Because the volumes associated with the middle of the day on Saturday in the summer on the Oregon Coast are not 3th highest hour volumes, there are no applicable standards with which to compare. As a surrogate, operations will be compared against the standards for the 3th highest hour analysis resulting in a conservative comparison. The intersection of US at TransPacific Parkway is under the jurisdiction of the Oregon Department of Transportation (ODOT) and Coos County. The intersection of US at Ferry Road is under the jurisdiction of ODOT and the City of North Bend. The operational standards for each intersection are shown in Table 5. Table 5: Operational standards at study area intersections Intersection ODOT Coos County US at TransPacific Parkway v/c of.7 v/c of.7 US at Ferry Road v/c of.85 N/A North Bend N/A LOS D NOTE: v/c refers to volume to capacity ratio and LOS refers to level of service As required by ODOT, Coos County, and the City of North Bend, the Synchro operational analysis software was used to quantify the expected impact of the workforce during non-commute times to the adjacent roadway network. Operational Results It is important to have a basis with which to compare the predicted operations. As such, a background analysis has been conducted and summarized. The background analysis is what would be expected if the Jordan Cove LNG project was not built. Predicted operations for both Friday evenings and Saturday mid-days at both study area intersections are shown in Table 6. It is important to note that roadway capacity improvements are assumed to be in place in the build scenarios and not in the background scenarios. This is the reason that in some cases, the predicted operations for a build scenario are better than for a background scenario. The assumed roadway capacity enhancements are: Installation of a dedicated eastbound right-turn lane at the intersection of US at TransPacific Parkway. Installation of a dedicated southbound left-turn lane and a temporary traffic signal at the intersection of US at Ferry Road. The temporary traffic signal is currently planned to be installed at the beginning of the construction phase and then removed at the end of the construction of the Jordan Cove LNG plant. Page 5

22 Table 6: Intersection Operations Intersection Friday Evening Saturday Mid-day Background Build Background Build US at TransPacific Parkway US at Ferry Road.5 (D).72 (B).6 (C).63 (A) Note: v/c (LOS) Calculated from DEA Synchro analysis model As can be seen when comparing the predicted operations for the build scenarios to those of the background scenarios at the intersection of US with TransPacific Parkway, the capacity improvement more than adequately addresses the transportation related impacts associated with the Friday evening and Saturday mid-day construction workforce. The reported operations at the intersection of US at Ferry Road are somewhat misleading as the background operations are specific to the worst stopped movement (due to the unsignalized nature of the intersection) and the build operations are representative of the intersection as a whole (due to the signalized nature of the intersection). It is most important to compare the build operations to the assumed operational targets. The v/c ratios of.72 and.63 for the Friday and Saturday periods, respectively, are less than the ODOT target of.85. Additionally, the LOS of B and A for the Friday and Saturday periods, respectively, are far better than the City of North Bend standard of D. The full operational output files can be found in Appendix B Conclusion The capacity improvements that are needed to mitigate for the impacts associate with workforce travel during normal weekday commute periods are adequate to mitigate for the impacts associated with the workforce travel on Friday evenings and Saturday mid-days. Page 6

23 APPENDIX A VOLUME DEVELOPMENT WORKSHEETS

24 4/27/25 Project: Jordan Cove Weekend Analysis for EFSC Job #: JCEP- Growth Rate.8% Subject: Friday PM hour following peak hour Created: 4/26/ Rev. Date: 4/27/25 Int No. Synchro ID Intersection Direction Movement Counted 24 PM Volumes Calculated Friday evening volume Calculated Friday evening volume Rounded Friday evening volume Friday PM exiting worker Volumes Daily construction Volume Added Rounded Friday PM Hour following Peak Build Volumes EBL EB WB NB SB EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 5 5 TEV Ferry EBL EB WB NB SB EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR TEV Trip Generation/Distribution Assumptions: Workforce camp assumed to house 2 workers at peak of construction 4% of workforce leaves on Friday night for the entire weekend to return on Sunday evening => 84 workers 8% of leaving workers leave within hour of end of shift on Friday 75% go north and 25% go south => 63N - 2S workers 2% of leaving workers will leave outside of the within hour of end of shift timeslot Friday trips assume some carpooling with.5 persons per vehicle => 56 (42N - 4S) vehicles 25% of those that stay at NPWH for the wekeend will go into town on Friday night. (All head southbound) => 35 workers Friday fun trips assume carpooling with 2 persons per vehicle. => 58 vehicles FERC weekend analysis Volume Development.xlsx:Friday Volumes Page of 2

25 4/27/25 Project: Jordan Cove Weekend Analysis for EFSC Job #: JCEP- Growth Rate.8% Subject: Saturday Mid-day Created: 4/26/ Rev. Date: 4/27/25 Int No. Synchro ID Intersection Direction Movement Vols from Aug 24 Counts Counted 24 AM Volumes Counted 24 PM Volumes Calculated Saturday Mid-day Volumes Calculated Saturday Mid-day Volumes Rounded Saturday Mid-day Volumes Saturday Mid-day added worker Volumes Rounded Saturday Mid-day Build Volumes EBL EB WB NB SB EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR TEV Ferry EBL EB WB NB SB EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR TEV Trip Generation/Distribution Assumptions: Workforce camp assumed to house 2 workers at peak of construction 6% remain in Coos Bay area for weekend => workers 26 Morning exiting 75% of workers leave the NPWH site on Saturday (exiting behaviour will roughly follow a bell shaped curve starting at 8AM, peaking at AM and finishing at 2PM) => workers 945 total /2 in peak hour % will head north on, 5% will head west on TPP, 75% will head south into the City (=> workers 95N - 42W - 78S /2 in peak hour) Remaining 25% will either stay at NPWH site all day or will leave outside of the 8AM to 2PM window Evening Return 75% will return to the NPWH site on Saturday (returning behaviour will roughly follow a bell shaped curve starting at 2PM, peaking at 5PM and finishing at 8PM) => workers 945 total /2 in peak hr % will come from north on, 5% will come from west on TPP, 75% will come from south into the City (=> workers 95N - 42W - 78S /2 in peak hour) Remaining 25% either stayed at NPWH site all day or will return outside of the 2PM to 8PM window Saturday trips assume some carpooling with 2 persons per vehicle. => vehicles 48N - 7W - 354S /2 in peak hour) FERC weekend analysis Volume Development.xlsx:Sat Volumes Page 2 of 2

26 APPENDIX B SYNCHRO OPERATIONAL OUTPUTS

27 HCM Unsignalized Intersection Capacity Analysis 5: US & Transpacific 4/26/25 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Free Free Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) px, platoon unblocked vc, conflicting volume vc, stage conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB NB NB 2 SB SB 2 Volume Total Volume Left 6 54 Volume Right 88 csh Volume to Capacity Queue Length 95th (ft) 3 6 Control Delay (s) Lane LOS C A Approach Delay (s) Approach LOS C Intersection Summary Average Delay 2. Intersection Capacity Utilization 5.4% ICU Level of Service A Analysis Period (min) 5 28 Friday Evening - Background 6: pm 4/26/25 Friday Eve- NB Synchro 8 Report JODA Page

28 HCM Unsignalized Intersection Capacity Analysis 7: US & Ferry Rd 4/26/25 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Volume (veh/h) Sign Control Stop Free Free Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 2 Median type None None Median storage veh) Upstream signal (ft) px, platoon unblocked vc, conflicting volume vc, stage conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # WB NB NB 2 SB Volume Total Volume Left 6 2 Volume Right 4 24 csh Volume to Capacity Queue Length 95th (ft) 4 Control Delay (s) Lane LOS D A Approach Delay (s) Approach LOS D Intersection Summary Average Delay.2 Intersection Capacity Utilization 52.2% ICU Level of Service A Analysis Period (min) 5 28 Friday Evening - Background 6: pm 4/26/25 Friday Eve- NB Synchro 8 Report JODA Page 2

29 HCM Unsignalized Intersection Capacity Analysis 5: US & Transpacific 4/26/25 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Free Free Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) px, platoon unblocked vc, conflicting volume vc, stage conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB EB 2 NB NB 2 SB SB 2 Volume Total Volume Left 2 57 Volume Right 49 5 csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS F B B Approach Delay (s) Approach LOS C Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 63.% ICU Level of Service B Analysis Period (min) 5 28 Friday Evening - Build 6: pm 4/26/25 Friday Eve - Build Synchro 8 Report JODA Page