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03/20/2024 - PacketCity of Port Orchard Land Use Committee March 20, 2024 4:30 pm Remote access on Zoom Webinar Public Link (not to be used bV LU Committee): https://us02web.zoom.us/j/81034433449 Dial -in: 1 253 215 8782 Webinar ID: 810 3443 3449 AGENDA 1. Discussion: ILA Annexation 2. Discussion: Bungalow Restaurants 3. Discussion: 2024 Comprehensive Plan Periodic Update a. Parks and Recreation Element b. Natural Systems Element c. Transportation Element Interlocal Agreement Annexation - Revised Proposal SW 13A, Y S VV SrArE /lpvy 16 ■ ■ I / / / UW/ / ORCHARD LM* F Uj Uj SE SEDGWICK RD slim Esri, HERE, Garmin, (c) OpenStreetMap contributors, and the GIS user community lk CIO O 0 0 h 4i 4 Esri, HERE, Garmin, (c) OpenStreetMap contributors, and the GIS user community 3,600 1,800 0 3,600 Feet Esri, HERE, Garmin, (c) OpenStreetMap contributors, and the GIS user community Culinary Hubs Put a Twist on Home Cooking - The New York Times https://www.nytimes.com/2024/02/20/business/home-restaurant-conver... eta igbc, iauflorkZ imes https://www.nytimes.com/2024/02/20/business/home-restaurant- conversions-real-estate.htmI SQUARE FEET Culinary Hubs Put a Twist on Home Cooking Developers are transforming clusters of old homes into micro restaurants to cater to the needs of surrounding neighborhoods. Culinary Hubs Put a Twist on Home Cooking Developers are transforming clusters of old homes into micro restaurants to cater to the needs of surrounding neighborhoods. S. Nestled in the dense, residential Los Angeles neighborhood of Victor Heights, a tightly packed plot of Craftsman and Victorian homes has stood the test of time, serving as single-family residences in one of the city's oldest neighborhoods. Yet these bungalows will soon serve a new purpose — micro restaurants offering Taiwanese pineapple cake and freshly ground hamburgers in a compound called Alpine Courtyard, morphing the pleasures of dining out with the nostalgic comforts of home. This adaptive reuse is part of a growing national trend: From Los Angeles to Nashville, developers are transforming clusters of old homes into walkable culinary hubs for the surrounding high -density neighborhoods. Advocates see the conversions as a better use for weathered abodes that have been blighted by time and negligence, sustainably preserving the homes while serving the economic needs of the neighborhood. These types of community -oriented developments provide needed support to residential areas, said Rose Yonai, principal and chairman of Tierra West Advisors, a real estate consulting firm in Los Angeles. "Otherwise, after the lights go up and people leave, the place is deserted, and there's nowhere to have coffee or dinner," she said. But opponents are concerned about the loss of affordable housing and the threat that these commercial developments will displace existing communities. Some older homes are protected by preservation restrictions, but many others face demolition to meet 1 of 10 2/27/24, 8:42 AM Culinary Hubs Put a Twist on Home Cooking - The New York Times https://www.nytimes.com/2024/02/20/business/home-restaurant-conver... housing demands and make space for new developments. Converting historic homes into restaurants is not a new phenomenon. For more than 50 years, Alice Waters's Chez Panisse in Berkeley, Calif., has been known for its farm -to - table fare and a familial setting in a 1930s home. Over the past decade, an entire street of historic bungalows on Rainey Street in Austin, Texas, has slowly transformed into bars and restaurants. Chez Panisse in Berkeley, Calif., is known for its farm -to -table fare and a familial setting. Susan wood/Getty Images 2 of 10 2/27/24, 8:42 AM Culinary Hubs Put a Twist on Home Cooking - The New York Times https://www.nytimes.com/2024/02/20/business/home-restaurant-conver... Chez Panisse has operated out of a 1930s home for more than 50 years. Mike Kepka/San Francisco Chronicle, via Getty Images The trend has expanded to Portland, Ore., along North Mississippi Avenue and Alberta Street and in the Nob Hill neighborhood. Fort Collins in Colorado has a plethora of conversions, some in old farmhouses and others in former fraternity and sorority houses near Colorado State University. In Phoenix, the conversion of old homes into restaurants has evolved alongside rapid urban development in downtown and on nearby Roosevelt Row. The conversions are indicative of neighborhood revitalization, said Stuart A. Gabriel, a finance professor and the director of the Ziman Center for Real Estate at the University of California, Los Angeles. He added that the loss of homes might not be significant enough to move the needle on the housing shortage at large. "Certainly, we're concerned about the displacement of families," he said. "On the other hand, there are a whole set of positives in terms of amenities and services, and then improvements, property values and equity gains for the people who actually own housing there" 3 of 10 2/27/24, 8:42 AM Culinary Hubs Put a Twist on Home Cooking - The New York Times https://www.nytimes.com/2024/02/20/business/home-restaurant-conver... For houses to successfully convert to restaurants, he said, certain conditions must exist. "There's some critical mass of population, there's a community or an effort at community building, there's foot traffic and some sort of architectural or other charm to the structure that allows it to be converted into some other use," he said. One of the developers of Alpine Courtyard, Jingbo Lou, a restorationist and architect, wanted to maintain the "shell and core" of the homes and property, keeping their original floor plans while converting certain elements for commercial use. "You see a lot of old houses being used in smaller divisions for very low rent, and retail can do the same thing," he said. "We're providing smaller, affordable commercial spaces, and for start-ups with mom-and-pop types of services, having 160 square feet is plenty of space" 4 of 10 2/27/24, 8:42 AM Culinary Hubs Put a Twist on Home Cooking - The New York Times https://www.nytimes.com/2024/02/20/business/home-restaurant-conver... Jingbo Lou, an architect behind the Alpine Courtyard development in Los Angeles. Jennelle Fong for The New York Times The homes share a courtyard with communal seating, an area that Mr. Lou refers to as 5 of 10 2/27/24, 8:42 AM Culinary Hubs Put a Twist on Home Cooking - The New York Times https://www.nytimes.com/2024/02/20/business/home-restaurant-conver... "your grandma's backyard." The chefs were picked to complement one another by offering different services but with key similarities: They are all in their mid-30s and have prestigious backgrounds working at acclaimed restaurants but have never opened their own (aside from pop -ups). They also have big social media audiences, which can help with marketing. One of the entrepreneurs, Jihee Kim, began Perilla as a homegrown food business during the pandemic and opened a physical location in Alpine Courtyard in July, serving Korean banchan in a 260-square-foot converted garage. "Every day, at least 30 to 40 percent of customers are repeat, and women more than men," she said. "They live in this neighborhood, but I also have a lot of people who bought my stuff during the pandemic" In another garage, this one 160 square feet, Heavy Water Coffee Shop serves vegan beverages and pastries from Bakers Bench, a kiosk in Chinatown run by Jennifer Yee, who will open a spot in the front half of a Craftsman home on the site. The back half will serve as a third location for Cassell's Hamburgers, Mr. Lou's franchise. And Baby Bistro, a 35-seat fine -dining concept, will take over a single -story Victorian house. Two other Victorian homes on the property are used as offices. Unlike the house -to -restaurant concepts in Austin and Portland, which became commercial centers over time, Alpine Courtyard stands amid a sea of housing. But as neighborhood models shift with the acceptance of remote work, so might this type of residential conversion. 6 of 10 2/27/24, 8:42 AM Culinary Hubs Put a Twist on Home Cooking - The New York Times https://www.nytimes.com/2024/02/20/business/home-restaurant-conver... The property has a courtyard with communal seating that Mr. Lou refers to as "your grandma's backyard:' Jennelle Fong for The New York Times 7 of 10 2/27/24, 8:42 AM Culinary Hubs Put a Twist on Home Cooking - The New York Times https://www.nytimes.com/2024/02/20/business/home-restaurant-conver... Tim Riley, owner of Heavy Water Coffee, which occupies a building in Alpine Courtyard that used to be a garage. Jennelle Fong for The New York Times "I think it's risky but also not risky, because it's well located in a good neighborhood that's going to get denser, which makes the capacity to populate space in a productive way that perhaps didn't exist before," said Larry J. Kosmont, chairman and chief executive of Kosmont Companies, a developer in El Segundo, Calif. In Nashville, a similar development is taking shape, with three towers and the adaptive reuse of six Victorian homes into restaurants. Designed by the Norwegian architectural firm Snohetta and developed by Essex Development and GBX Group, the project, known as the Rutledge Hill Historic and Culinary Arts District, aims to blend old and new while servicing locals as well as visitors with two luxury hotels. "I think it will be a benchmark for the nation on how historic preservation and reactivation can work well with new development," said Matthew E. Williams, managing partner at Essex Development. 8 of 10 2/27/24, 8:42 AM Culinary Hubs Put a Twist on Home Cooking - The New York Times https://www.nytimes.com/2024/02/20/business/home-restaurant-conver... Jihee Kim opened Perilla in Alpine Courtyard in July in a 260-square-foot converted garage. Jennelle Fong for The New York Times Across the street is Husk, a popular restaurant in a restored Victorian house and a "proof 9 of 10 2/27/24, 8:42 AM Culinary Hubs Put a Twist on Home Cooking - The New York Times https://www.nytimes.com/2024/02/20/business/home-restaurant-conver... of concept" for Rutledge Hill's developers. Still, the need for new development remained an important factor. "It certainly would be a lot of restaurants in one place if you didn't have the added demand of the density we're putting on the site," said Nathan McRae, senior architect at Snohetta. This type of adaptive reuse has received some backlash, stirring concerns over gentrification, displacement and the loss of affordable housing. Sophat Phea, a graphic designer in Los Angeles, and his family have lived near Alpine Courtyard for more than 15 years. "I don't think it's a suited business to have in this area and would definitely cause disruption, especially at night when parking is a really big issue," he said. Los Angeles County had the highest rates of gentrification in Southern California in 2018, according to the Urban Displacement Project, an initiative from the University of Toronto and the University of California, Berkeley. Eunisses Hernandez, a City Council member whose district includes Victor Heights, said developments should consider the community already there. "If not, then people are just building and developing for the communities that they wish to see there, and that is what causes displacement," she said. Aversion of this article appears in print on , Section B, Page 1 of the New York edition with the headline: Culinary Hubs Putting a Twist on Home Cooking 10 of 10 2/27/24, 8:42 AM Chapter 4: Parks Chapter 4. PARKS60 RECREATION 4.1. Introduction Theis Parks and Recreation Element of the 2016r2024 Comprehensive Plan provides direction and guidance, based on ^'�^^^ resident input, to improve and maintain the City's existing parks and recreational facilities while also creatinge new parks and recreational facilitites to meet the needs of a growing population. This elementElement is supplemented by the 2022 Parks, Recreation, and Open Space (PROS) Plan adopted by reference in Appendix B to the City's Comprehensive Plan. This Eelement reflects Parks Vision the community's vision, goals and expectations essential *"esaMing—for both the existing City parks and of a vibrant recreation facilities and fUtUFe paicksnew facilities aintained in the future. It has been developed as a ilities knit collaborative effort with input from members of tabilizeand the public, elected and appointed officials, and borhoods Planning Department staff. The Element was wntown updated to reflect current (�j2024) data, upporting facilities, and population, with the planning cess and JJ horizon projected to 20362044. i e o Parks and green space ar components in the fabric city. Our safe and well-m parks and recreation fac the community together, s enhance residential neigh and add vitality to the d while encouraging and s increased shoreline ac recreation. The Parks and Recreation Element, in conjunction with the PROS Plan, is the guiding document that the City will use to achieve its goals of providing parks, open space, active and passive recreation opportunities, and related services to meet the needs and expectations of Port Orchard's rifiZP^residents. The ksThis Element serves as a guide for general improvements to the park system while the PROS Plan provides more detailed plans for a citywide park and trail net%vew^•k s sy tern and specific plans for individual parks. The City of Port Orchard regulatory and non - regulatory decision makings --aid pregrams; as well asincluding budget decisions related to parks, should be consistent with this Parks tdopted: June 2016 Revised: July 2018 Commented [AC1]: As you review this Element, please consider the 2022 Parks, Recreation, and Open Space (PROS) Plan as well: https://Portorchardwa.gov/parks-plan/ Commented [AC2]: Please review and provide input on the existing Parks Vision language. Chapter 4: Parks Element and with the PROS Plan. Used in this way, comprehensive parks planning minimizes conflict in decision -making and promotes coordination among programs and regulations to best serve the whole Port Orchard community. Over the next 20 years, the City of Port- Orchard- plans- to- focus -on maintaining existing parks facilities while slowly expanding to meet future needs. To meet the needs of a growing community for parks, trails, recreation and open space, maintenance of existing facilities and creation of new facilities would be funded by annual budget expenditures, grants, impact fees and other financial means available to the City. The Port Orchard PROS Plan is the planning document that allows the City to budget its resources to meet the goals and objectives for municipal parks and recreational facilities. Although the emphasis is to maintain the existing park system, the number of parks and trails will need to increase to meet the demands of the new population. Based on the levels of service identified in the City's PROS Plan, over the next 20 years the City should acquire additional acres for new parks, recreational facilities, and open space opportunities consistent with the PROS Plan. 4.2. Public Involvement and History of Parks Planning To ensure that the plan meets public needs and desires, it is based enimportant to engage with the public and provide opportunities for the public to provide feedback and input. publie input. Public opinion has been sought during Comprehensive Plan Updates and Parks Plan Updates for decades. City staff, appointed and elected officials have been gauging community opinions through surveys and public hearings since 1975. The entire community is invited to comment, which helps to introduce different perspectives into the policy and goal setting process. 2016 Revised: July 2018 Chapter 4: Parks 2015 o.,.l(s S u..,,...2022 PROS Plan Survev As part of the public engagement for the development of the 2022 PROS Plan an online, with mail --back option, survey was delivered to all Port Orchard households within city zip codes. Survey questions sought to obtain information on park and recreation behavior, use of programs and parks, and opinions and priorities for potential improvements. The survey had 188 respondents. Survey respondents indicated the most visited park was Waterfront Park and except for McCormick Village Park, the overall most frequently used parks are located along Sinclair Inlet. Respondents also indicated there are high levels of satisfaction when asked about the existing park and trail levels of service. in 2015, as a aFt of the Update staff sent an ..I'.. ' created Using G,., gle F..... s to rot., who Imo.,,, asked to I�.e--net+f ed about Cern..rehen o$We lan-(Updates, and elected and the 2016 !'.,Fnpr..I.ensiye Plan (Vision D.).t Orchard) and the Cit.: s parks Plan It format and a variety of updated and new questions rela#ad to rLer-LaRt dLevelapments in ddap hew to plan, .-.tom ��Ls �planning. g9�xI ,—oF T StFf�'E`}/�"a�t9�oo;i�e �gkH Cf , r•1Sd:L7 . . . ...... . ........ • Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 and June 2022 Chapter 4: Parks 4.3. Parks Vision — Connections The City of Port Orchard 2016r2024 Comprehensive Plan Update identifies_ eleven (11) designated Centers. The vision of the Parks Element and PROS Plan is to ensure that every center contains and/or is connected to a park by safe non -motorized routes. Walki Rg/j......iRg. rw... ORg paths weFe a top Fity „deRtified R the 201STrails and open spaces were identified as a top outdoor facility (with ADA accessibility) to be added to Port Orchard in the 2022 Parks Survey. Connecting local centers and parks with safe non - motorized routes, including those in public right-of-way such as bike lanes and walking shoulders, will increase access to active transportation for all residents and benefit the entire community. The Nonm4Aotorized section of the Transportation Element provides further detail on existing and future trails. Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 and June 2022 Chapter 4: Parks Commented [AC3]: Figure to be updated. y.l �OiJ9EjF�Y � I � 1 L�Cc� o� I Loral Imponame O�ntyC unryix >er Mil, HIII �� Vpper Mik HIII LundB ,l - 3atlg.kk9eiM1el Si t6 `wb.r Gedv.�cw - Tam Wdlml CeMei _GW Cli—In etr HaM1 T� Mcia�inxd Woody 0 025 OS 1 Miles Map 1: Parks and Trails are shown in relation to the City's Designated Centers. 4.4. Existing Conditions Port Orchard is a community which provides a full range of parks, recreation, open space, and ecosystem services by protecting native wildlife habitat, restoring and preserving natural systems, enjoying majestic marine and mountain views, and ensuring new development enhances the natural environment. The existing City parks system is supplemented by the schools of the South Kitsap School District, and the Kitsap County Parks and Recreation Department. An inventory of current parks facilities and maps showing park facility locations is included in the PROS Plan. 4.S. Future Planned Parks Facilities The PROS Plan provides a long-term vision and goals and objectives for the entire parks network including trail systems and recreational facilities, historical and cultural resources, fee n rnetar;zed tran.pertatien linkages, and for specific City -owned properties. The Caoital Improvements Proeram (CIP) allocates capital facility funds to maintain and acquire new parks and recreational facilities in the City and implement the goals and objectives of the Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 and June 2022 Chapter 4: Parks of revenue to implement the PROS Plan goals and objectives include Port Orchard Real Estate Excise Taxes (REET) and grant applications to the Washington State Recreation and Conservation Office (RCO). 4.6. Challenges and Opportunities Challenges The City of Port Orchard faces a rapidly growing population. To provide adequate parks, trails and recreational opportunities for the growing community, the City has developed new public park facilities by McCormick Communities (Andrews Park and McCormick West pedestrian pathways) The City is also+s working toward developing a community events center and surrounding plazas, remodeling the Givens Park sports courts, the stormwater park at the south end of Sherman Avenue, and the Ruby Creek Regional Park and McCormick Village Park expansions. W9F'(iRg to expand the IVIGGeFmiek Village Pa purrhase the Seattle AveRue pFepeFty te serve as a small paF!( and trail P-enner-tien fe.r the Bay Street Pedestrian Pathway, and 'Lease a landseaped aFea neaF the Westbay Center �.AOI;K-R- publi- art will be iRstalled.1 As the City's population and parks facilities grow, limited City resources, including staff time are taxed. In the future, the City may wish to contemplate creating a Parks Department. The relative lack of safe non -motorized transportation infrastructure (i.e. walking and bicycling paths) within the Ceity is identified as a significant issue in the Non -Motorized section of the Transportation Element. It is also a challenge for parks and recreation planning, as one of the City's identified goals is to create non -motorized trail and path connections between local centers, parks, the waterfront, and other areas where people live and work within the community. A walkability map generated around existing City, Kitsap County, Port of Bremerton, South Kitsap School District, and Homeowner Association (HOA) facilities indicates there are significant developed areas of Port Orchard and its UGA that lack effective Dark and recreational services: • Port Orchard Centers — including portions of the designated centers in the Comprehensive Plan. • Undeveloped lands — in the northwest portion of the City near Ross Point, primarily oriented toward passive open spaces and unprogrammed recreation. • McCormick Woods — in the northeast portion of the development, where passive open spaces are provided, but not active uses such as playgrounds, sports courts, or other park amenities. The PROS Plan identifies future trails, parks, and recreation facilities to fill these service gaps. Opportunities The City of Port Orchard benefits from its proximity to centers for recreation, open space, and Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 and June 2022 Chapter 4: Parks sports fields outside cQty Itimits and/or held by other agencies or groups, such as the South Kitsap School District and Kitsap County. Creating and strengthening regional partnerships will enable Port Orchard and its partners to provide greater facilities and opportunities than would be possible alone. The City of Port Orchard is already working with Kitsap County and other nearby jurisdictions to expand a regional water trail including shoreline access with launch points, rest areas, and parking facilities. As identified in the Non -Motorized Transportation Plan, additional improvements to the City's non -motorized transportation network should be a prierity, andpriority and will expand and enhance the ability of residents and visitors to enjoy a safe, interconnected system of parks and trails. Additionally, the 2022 PROS Plan was approved by the Recreation and Conservation Office (RCO) meaning the City is eligible for recreation and conservation grant programs through the RCO. Therefore, there are opportunities for the City to apply for grants for recreation and conservation opportunities including park land acquisition to keep up with the growing population and demand for parks and recreational facilities. 4.7. Goals and Objectives The City of Port Orchard has maintained a consistent set of goals and objectives in its endeavor to provide recreational opportunities to the community. The overall goal of the Parks element is as follows: To develop and maintain adequate and convenient tzparks, Rrecreation, and 9open sSpace areas and facilities for all age—gFeupsusers and to better serve both the existing and future population of Port Orchard and surrounding areas. This goal can be achieved by several objectives. Objective I: Increase public access to the marine shoreline. Objective 2: Preserve active and scenic open space by: a. Eenhancing and expanding -improving existing park facilities_ b. Ddiscouraging obstructions of scenic views. Objective 3: Increase the size and number of parks and open spaces by: a. Eestablishing partnerships with other agencies to jointly utilize public facilities, b. Ppromoting through public and private investments, the acquisition of open space facilities and assuring proper maintenance thereof, c. Uosing public input to develop plans for public parks, d Pproviding for a mixture of active and passive open spaces within residential and Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 and June 2022 Chapter 4: Parks commercial areas. Obiective 4: Provide parks, trails and open saces within walking distance of urban residents Commented [H54]: From VISION 2050 a. Prioritize historically underserved communities for open space improvements and investments. b. Promote equitable access to recreational opportunities. As South Kitsap County and Port Orchard continue to grow, the importance of the limited recreational resources continues to increase. Greater population pressures demand well-defined goals and priorities. In order to achieve these comprehensive goals and objectives, concise and realistic goals must be specified: Goal 1: Establish a coordinated and connected system of open space throughout the City that: • Preserves natural systems, • Protects wildlife habitat and corridors. • Provides land for both active and passive recreation accessible for all. • Increases opportunities for physical activity, • Preserves natural landforms and scenic areas. • Is accessible by a safe non -motorized transportation system, • Promotes equitable access to parks and recreational facilities. Policy PK-1 Preserve and enhance the natural and aesthetic qualities of shoreline areas while allowing reasonable development to meet the needs of all residents. Policy PK-2 Promote visual and public access to shorelines where it is not in conflict with preserving environmentally sensitive areas or protecting significant wildlife habitat. Policy PK-3 Distribute parks and open spaces throughout the City, but particularly focus new facilities in or near: • Designated centers that do not currently contain parks or open spaces, •_Residential neighborhoods facing the greatest population growth where populations are currently or are projected to be underserved by existing parks facilities, • Residential neighborhoods that have historically underserved Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 and June 2022 Chapter 4: Parks communities. • Areas where existing facilities are deficient, • Areas where connections could be made. Policy PK-4 Work with nearby jurisdictions and state, federal, and tribal governments to identify and protect open space networks to be preserved within and around Port Orchard. Policy PK-5 Preserve environmentally sensitive areas to delineate neighborhood boundaries and create open space corridors. Goal 2: Encourage the development and maintenance of open space and recreational facilities, where possible, in the established areas of the City. Policy PK-6 Obtain and preserve open space areas and recreational facilities to meet established recreational levels of service and to link open spaces within a connected network accessible to the existing and future population of the City. Policy PK-7 Preserve the ecological functions of the Blackjack Creek watershed, the shoreline, and adjacent areas in balance with residential, commercial, and other uses. Policy PK-8 Shape and seek the right balance for urban development through the use of open space, thereby strengthening the beauty, identity, and aesthetic qualities of the City and surrounding areas. Policy PK-9 Maintain and/or expand shoreline parks, including walking and biking trails, which would link the downtown core to the shoreline. Proposed walking and biking trails should also be designed to serve all residential areas. Policy PK-10 Encourage safe parks and recreational equipment by maintaining existing facilities. Policy PK-11 Develop covered play structures whenever feasible to encourage use of parks and facilities in alli^e'r^^' weather. Policy PK-12 Work with the Port of Bremerton to identify areas within the existing Port -owned waterfront parking lots that are suitable for conversion to open space. Upon mutual agreement of the parking areas to be converted, develop a plan for the creation of waterfront open space in these areas, with a focus on connection to existing and planned shoreline access points and pedestrian pathways. Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 and June 2022 Chapter 4: Parks Goal 3: To provide open space or natural landscaping throughout the City limits. Policy PK-13 Zoning ordinances shall identify and preserve open space areas. Policy PK-14 Landscaping, such as trees and shrubbery, should be included in the commercial areas of the City. Policy PK-15 Vacant municipal land not required for municipal services shall be maintained to provide a pleasing natural condition. Goal 4: Neighborhood parks and recreational facilities should be conveniently located throughout the City. Policy PK-16 The Active Club should continue to be maintained and improved. Policy PK-17 A community recreation center should be encouraged. Policy PK-18 To ensure that the City's parks and recreational facilities are welcoming to all, new facilities shall be designed for accessibility to meet the requirements of the federal American Disabilities Act, and existing facilities should be retrofitted for increased accessibility where feasible and appropriate. Policy PK-19 Maximize the use of State and Federal grants for future improvements whenever possible. Policy PK-20 Coordinate with other governmental entities and civic organizations to provide new facilities to the public. Policy PK-21 Encourage commercial enterprises to establish facilities which are harmonious with the community vision and goals. Goal 5: Athletic endeavors and organized sports should be encouraged throughout the community. Policy PK-22 Athletic fields should be supplemented with picnic and playground facilities to encourage family participation. Policy PK-23 Any vacant public land large enough for an athletic field should be considered for this purpose, when feasible. Policy PK-24 Private sports programs and recreational leagues should be encouraged. Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 ' and June 2022 Chapter 4: Parks Policy PK-25 Coordinate with sports councils and committees when possible. Goal 6: The waterfront should be preserved and protected to enhance public use. Policy PK-26 Boat docks and marinas should be encouraged; however, these activities are not to be construed as the sole resource of the waterfront. Policy PK-27 Public access to the water is required for new municipal development, unless such access is shown to be incompatible due to reasons of safety, security or impact to the shoreline environment,—. Public access to the water and 4 should be provided for new commercial development unless such improvements are demonstrated to be infeasible or present hazards to life and property. Policy PK-28 Viewing decks and similar pedestrian -oriented structures are needed and should be constructed in the urban waterfront area. Policy PK-29 The Bay Street Pedestrian Path system should be maintained and expanded. Policy PK-30 Beach access should be identified and developed. This should be integrated with the Bay Street Pedestrian Path trail system and Kitsap Peninsula Water Trails system. Goal 7. Provide = a variety_ of —water —and —shoreline--related recreational opportunities for the public. Policy PK-31 The City, in conjunction with other agencies and organizations, should work to maintain and enhance existing water and shoreline related recreational opportunities for the public. Policy PK-32 The City, in conjunction with other jurisdictions, should work to develop new and diverse water and shoreline related recreational opportunities for the public. Goal 8. Provide open space within residential and commercial developments. and preseiwe c-r-4:*c-all areas within open space. Policy PK-33 Buffers and open space should be a required design element in new developments. Policy PK-34 Encourage creation of open and communal spaces with Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 and June 2022 Chapter 4: Parks multi -family and commercial developments. Goal 9. Preserve critical areas within open space. Policy PK-345 Steep slopes and sensitive areas within open space should be protected with critical area restrictions. Policy PK-36 Preserve open space that functions as a buffer between land uses. Goal 910. Promote the acquisition and maintenance of open space through public and private investment. Policy PK-35 36 Countywide open space acquisition should be encouraged. (Policy 131<465_37 Maintenance of City -owned open space should take precedence over acquisition of new City parks, unless the proposed park serves an identified need in the City's Parks Plan.l Goal 101. Enhance and expand existing park facilities. Policy PK-3�38 Improvements in parks should be done continually. Policy PK 39 Prioritize expansion of existing parks in residential areas where communities currently underserved with narks and recreational facilities. Goal 11. Place and construct community entry monuments on arterial city entrances. Policy PK-3840 Maintain and landscape existing Gateway areas. Policy PK-41-39 Install wayfinding signage according to wayfinding system plan. Goal 12. Provide dedicated oversight and encourage citizen participation in planning for City parks and recreation facilities. Policy PK-40 The City should establish a parks commission or similar citizen board that would review major parks development plans, proposals to purchase or sell City parks property, and related matters, and provide recommendations to the Planning Commission and City Council. Policy PK-41 The City should consider creating a Parks Department to operate and maintain City parks and recreation facilities, and to plan and Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 and June 2022 Commented [H55]: Planning Commission: Is this the policy with the growing population or are both maintenance of City owned open space and acquisition of new parks equally important? Chapter 4: Parks budget for future acquisitions and improvements. Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 and June 2022 Chapter 5: Natural Systems Chapter S. Natural Systems 5.1. Introduction Port Orchard, which is located on the Sinclair Inlet of Puget Sound, contains interconnected creeks, wetlands and urban forests that provide amenities for residents and key habitat corridors and environments for terrestrial and aquatic wildlife. The City of Port Orchard serves as chief steward of the city's environment, and is responsible for the implementation of many federal and state environmental protection statutes. Through regulation, operating programs and incentives, the City actively works to protect Natural Systems Vision the natural systems of the community and Port Orchard embraces its promote sustainable development. stewardship of the environment and natural resources, by protecting and As Port Orchard continues to grow, development retaining natural systems and has the potential to negatively impact the city's buildingfor a sustainablefuture. The environmental resources, particularly natural City encourages the preservation, open spaces, water quality and tree cover. State restoration and enhancement of law requires cities to plan for the protection of natural systems within its urban environmentally_ -sensitive areas (critical areas), setting. such as wetlands, streams and geologically - hazardous areas. Environmental sustainability and responsible stewardship of natural resources require a continually improved relationship between the developed and natural environments. The City supports an approach that includes: • Minimizing the susceptibility of critical areas to damage. • Minimizing the rate at which natural resources are consumed. • Minimizing production of waste that can affect air, soil and water resources. • Maximizing open space and opportunities for recreation. • Protecting and encouraging the enhancement of greenbelts, habitat conservation areas and wildlife habitat corridors. • Improving infrastructure systems to support healthy living for people and wildlife. • Supporting Puget Sound recovery through actions such as protecting and restoring critical areas, converting hardened shorelines to more natural conditions, protecting aquifers, promoting and installing stormwater infrastructure and upgrading sewage treatment facilities. • Increasing resilience by identifying and addressing the impacts of climate change and natural hazards on the environment, infrastructure, economy and public health. ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 Chapter 5: Natural Systems The City evaluates the impact of its administrative and legislative decisions on the urban environment, with particular attention to impacts on environmentally sensitive areas - and weighs the merits and costs of its environmental protection and enhancement against other important -responsibilities- (e.g.,- public -safety,_:infrastructure- needs- and -economic development). Non -regulatory efforts to protect natural resources include habitat/open space acquisition and preservation-, salmon recovery projects and monitoring, and water quality projects and monitoring. The City recognizes the importance of protecting its unique natural setting while providing for the needs of the growing number of residents and businesses that call Port Orchard their homes. Port Orchard's attractiveness as a place to "live, work and play" depends on preserving the natural assets of the community while simultaneously nurturing economic growth and social vibrancy. Therefore, the City has and will continue to support standards that preserve the City's natural systems to protect public health, safety and welfare, and to maintain the integrity of the natural environment. fed K The Natural Systems element works in concert with other elements of the Comprehensive an, particularly Land Use and Parks and Recreation, and within the framework of municipal financial planning. The City's Critical Areas Ordinance is the regulatory authority for development and activities within critical areas (wetlands, fish and wildlife habitat areas, geologically hazardous areas, frequently flooded areas, critical aquifer recharge areas). Critical areas are discussed in more detail in Section 5.3 below. In the City's shoreline jurisdiction, the Shoreline Master Program establishes a regulatory framework and planning policies that provides an additional layer of protection for the City's shorelands and aquatic resources. 5.2. Existing Conditions Port Orchard enjoys a full range of natural systems, recreational areas, open space, and ecosystem connections. However, like most growing areas within the state, Port Orchard has experienced declines in tree canopy, water quality and the health of salmon populations, as well as increases in traffic congestion and surface water runoff from impervious surfaces. Key elements of natural systems in the City are regulated critical areas, as defined by the state Growth Management Act <<^ 1). Critical areas include the following areas and ecosystems: • Wetlands • Areas with a critical recharging effect on aquifers used for potable water • Fish and wildlife habitat conservation areas • Frequently flooded areas ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 Chapter 5: Natural Systems • Geologically hazardous areas. These areas are regulated through the City's Critical Areas Ordinance (POMC TWe 1820.162), and are protected with buffers and restrictions on development type and intensity. Critical areas also receive additional protection from other City regulatory and planning efforts for water quality, stormwater runoff, efficient use of land, and provision of urban services. Special status wildlife are those designated by federal or state government agencies as endangered, threatened, proposed, candidate, sensitive and monitor species, and species of local importance in Kitsap County. Habitat used by these species for breeding, foraging or migration also requires protection. At present, listed species that have been documented in the Port Orchard vicinity include chinook, chum, coho, cutthroat, and steelhead salmonid species; smelt; sand lance; bald eagles; marbled murrelet; great blue heron; and Steller's sea lion. Port Orchard also has a diverse and active shoreline. The City's waterfront contains a multitude of docks, marinas and water -dependent businesses, which provide economic vitality to the downtown merchants and the city as a whele, a+ lwhole and provide needed services to citizens throughout the region. Maintaining the general health of the City's shorelines and aquatic areas is critical to maintaining a viable working shoreline and a marine attraction. As in other urbanizing areas around Puget Sound, water quality and populations of marine life have declined due to development impacts. The City supports the restoration of natural system processes and reduction of urban impacts that reduce the health of Sinclair Inlet and the City's shorelands. The Inventory and Characterization that was prepared for Port Orchard's Shoreline Master Program contains detailed analysis of the City's shorelines and regulated water bodies. 5.3. Critical Areas and Shorelines 5.3.1 Geologically Hazardous Areas Within Port Orchard, geologically hazardous areas include unstable slopes over 30% grade, and areas of geologic concern include unstable slopes less than 30% grade and other slopes that meet criteria for high erosion potential, seismic hazard or groundwater seepage. Geologically hazardous areas are located along ^^ nu-m ^{^{several stream banks and bluffs near the shoreline. Areas of geologic concern are widespread throughout the city and are often located in proximity to other critical areas such as wetlands and streams. Both geologically hazardous areas and areas of geologic concern areas are regulated through the City's Critical Areas Ordinance. Engineering provides some solutions to environmental constraints associated with geologic hazards, but such solutions must be evaluated for suitability in individual circumstances. One of the most cost-effective methods of preserving slope stability is the preservation of native vegetation and retention of forested conditions within and at the top of geologic hazard ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 Chapter 5: Natural Systems areas. In addition to providing significant habitat value in areas of high opportunity (bands of steep slope areas extending throughout a city often provide habitat corridors in urbanized areas), the preservation of native and non-invasive vegetation and forest features helps prevent erosion, retains important soil binding root systems, and provides valuable open and green space. Along the shorelines, erosion of coastal bluffs replenishes beach sediments that are lost to tidal action, storms and surface runoff. 5.3.2 Frequently Flooded Areas Flooding is caused by excess surface water runoff and is exacerbated when eroded soil from cleared land or unstable slopes reduces the waterway's natural capacity to carry water. Construction and development activity within the floodplain reduces the floodway capacity. Flooding is also exacerbated by king tides in conjunction with heavy rain and wind. Flooding— causes— significant— public safety problems, property damage, and habitat destruction. Small areas of floodplain exist within Port Orchard, generally along areas of Blackjack Creek, Wilson ohnson Creek and Ross Creek (see Fig a —City of Port Orchard Environmental Map-2). Under the Federal Flood Insurance Program, a limited amount of floodplain development is allowed if eligibility requirements are met; however, the City regulates land uses and land alteration activities to minimize development within floodplains and the potential for damage from flooding. 5.3.3 Fish and Wildlife Habitat Conservation Areas Fish and wildlife habitat conservation areas are defined as those areas identified as being of critical importance to the maintenance of fish, wildlife, and plant species, including areas with which endangered, threatened, and sensitive species have a primary association; habitats and species of local importance; commercial and recreational shellfish areas; kelp and eelgrass beds; forage fish spawning areas; naturally occurring ponds and their submerged aquatic beds that provide fish or wildlife habitat; waters of the state; lakes, ponds, streams or rivers planted with game fish by a government or tribal entity or private organization; state natural *ea preserves and natural source conservation areas. eas that are critical for fish and Idlife are primarily conserved via gulatory means; other areas are imarily dealt with through non- gulatory, incentive -based iproaches. asignated fish and wildlife habitat June 2016 Revised: July 2018 Chapter 5: Natural Systems conservation areas in Port Orchard include riparian corridors, wetlands, and naturally occurring ponds and lakes. Other lands may be given special consideration for fish and wildlife habitat if there is a primary association with an endangered, threatened or sensitive species. The City seeks to protect and sustain the existing natural functions of these areas and encourages the enhancement of areas that have been degraded in the past. Streams and water bodies provide fish and wildlife habitat, convey stormwater flows, provide recreational opportunities, and enhance the community's aesthetic appeal. In recent years, large areas of Port Orchard's drainage basins have experienced rapid development, with a corresponding decline in surface water quality. Blackjack Creek is the largest stream system in Port Orchard and extends into tributaries spanning an area of approximately 3-three miles within the city limits. Blackjack Creek is the only stream within the City that falls within SMA jurisdiction based on flow rate, although a portion of both Ross Creek and Blackjack Creek estuaries are under SMA jurisdiction based on tidal influence. Blackjack Creek is one of the major fish producing streams in East South Kitsap, and supports Chinook, coho, steelhead, cutthroat and summer chum (chinook and steelhead are ESA listed species). The summer chum run is the only native (non -hatchery) summer chum run known in the mid -Puget Sound area. Ross Creek is also a salmon stream and is surveyed annually for ac In recent years, the City has taken steps to protect the Blackjack Creek corridor and encourage restoration, while continuing to allow and improve public enjoyment through trails and overlooks. Further protections for both Blackjack and Ross Creek are appropriate and will be implemented_ through development regulations. 5.3.4 Wetlands Wetlands are integral to the local hydrologic cycle. They reduce floods, contribute to stream flows, and improve water quality. Each wetland provides various beneficial functions, but not all wetlands perform all functions, nor do they perform all functions equally well. Large wetlands, and wetlands hydrologically associated with lakes and streams, have a relatively more important function in the watershed than small, isolated wetlands. Urbanization within a watershed diminishes the function of individual wetlands by increasing stormwater volume, reducing runoff quality, isolating wetlands from other habitats, and decreasing vegetation. Undeveloped land adjacent to a wetland provides a buffer to help ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 Chapter 5: Natural Systems minimize the impacts of urbanization. The long-term success in function of the wetland is dependent on land development strategies that protect and restore wetland buffers. Science indicates that an undeveloped vegetated buffer is equally as important as the wetland itself as it contributes to the function of the wetland by providing wildlife habitat, retaining stormwater, filtering sediment and pollution, and moderating water temperature. When impacts to wetlands and their buffers due to development are unavoidable, and on -site wetland replacement is infeasible, wetland mitigation banks may be utilized to offset these impacts at a corresponding ratio of restoration, creation or enhancement in accordance with POMC 20.162. A new wetland mitigation banking site is currently being developed on the Ross Creek estuary in Port Orchard that may provide opportunities for development when on -site mitigation is infeasible as well as enhance ecoloeical functions and habitat within the estuarv. 5.3.5 Aauifer Recharge Areas All of the City of Port Orchard's public water supply is obtained from wells. The City's Critical Areas Ordinance recognizes critical aquifer recharge areas around water system wellheads and in areas that are highly susceptible to groundwater contamination. These areas are protected through a combination of regulatory restrictions and low -density zoning. Groundwater aquifers also supply water to lakes, wetland&,aaP4Wetlands, streams and to private wells. An aquifer is a sizable and continuous body of porous material composed of sand, gravel or silt saturated with water and capable of producing usable quantities of water to a well. As required by federal law, this water is monitored and tested to ensure that it meets the high standards required for drinking water. Rainfall contributes to surface water and recharges the groundwater as precipitation infiltrates through the soil. For water to be pumped on a sustainable basis, new water must enter the aquifer. Aquifers are recharged by rainwater infiltrating into the ground through permeable soils and by recharge from rivers, streams and lakes. Wetlands and natural areawide landscape depressions that allow water to stand also may aid in groundwater infiltration by slowing runoff and allowing it to seep into the ground when located in suitable areas. Development can lessen the water entering the aquifer by covering recharge areas with impervious surfaces or filling wetlands and natural depressions that contain standing water. Groundwater contamination may also result from development. Once groundwater is contaminated, it is difficult, costly, and sometimes impossible to clean up. Preventing contamination is necessary to avoid exorbitant costs, hardships, and potential physical harm to people. As in any urban area, ensuring groundwater recharge and groundwater quality will be a continuing challenge as further urbanization occurs. 5.3.6 Shorelines Shorelines within the City of Port Orchard include those portions of Sinclair Inlet lying within the city limits and all lands extending landward 200 feet from the ordinary high water mark, together with any associated wetlands, river deltas, and floodways associated with tidal waters. The City also has one creek, Blackjack Creek, which is regulated as a "shoreline of the state" due to its average flow level. The estuarine portion of Ross Creek and portions of two lakes (Big Lake and Square Lake) also qualify as shorelines of the state. ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 Chapter 5: Natural Systems The Port Orchard vicinity is experiencing an increasing amount of urban development, which has affected the City's shorelines. Sinclair Inlet is a shallow, poorly flushing estuary, and the slow period of discharge and replenishment is a factor influencing its water and habitat quality in the inlet. Fecal coliform contamination, mostly from non -point source pollution, in addition to significant chemical contamination that includes high levels of mercury and PCBs have been documented in Sinclair Inlet. Currently, existing impervious surfaces along portions of Bay Street are not treated for stormwater runoff and flow directly into Sinclair Inlet. However, improvements are being made with adoption of Low Impact Development Standards and within the City's Stormwater utility and updated NPDES permit programs. The Inventory and Characterization section of the City's Shoreline Master Program contains detailed recommendations for land use, zoning, restoration plans and other actions that could assist in restoring shoreline water quality and habitat functions. 5.4 Climate Change and Sea Level Rise Climate change poses significant challenges to the City of Port Orchard. Rising sea levels, exacerbated by climate shifts, threaten the city's downtown area, while warmer marine waters impact both the natural environment and public health. According to Kitsap County's Climate Change Resiliency Assessment, under the low -emissions scenario, Port Orchard will as likely as not (50% likelihood) experience sea level rise of 0.4 feet by 2030, 0.8 feet by 2050, and 2.2 feet by 2100. These rising sea levels are expected to exacerbate the city's existing challenges with saltwater in its downtown area. Additionally, the City may expect to experience other climate impacts, including an increase in the number of extreme heat days during the summer and decrease in freeze -free days during the winter and increased intensity of maximum 24-hour precipitation events. The effects of a changing climate will have an impact on all facets of life in Port Orchard, from public health concerns due to rising temperatures and decreased air quality due to wildfires, to impacts on public infrastructure and development due to increased flooding. These climate impacts underscore the need for proactive planning and adaptation strategies to safeguard Port Orchard's environment, infrastructure, and community well-being. ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 5.4-5 Goals and Pol General Goal 1. Policy NS-1 Chapter 5: Natural Systems Commented [BPI]: Consider incorporating policies that address the impacts to critical areas due to sea level rise and climate change and foster resiliency to climate impacts and natural hazards. (Vision 2050 CC-Action-4, Kitsap County CPP NE-8e, RCW 36.70A.010(14) (See HB 1181)). Maintain accurate and scientifically sound development regulations that protect the City's natural resources, while allowing for compatible growth and development. Commented [BP2]: Consider adding a policy that ______...... addresses impacts to vulnerable populations. (Vision 2050 Maintain a Critical Areas Ordinance that protects surface water resources including EN-8, Kitsap County CPP NE-2). fish and wildlife habitats and wetlands with special consideration for special status wildlife (listed species). Policy NS-2 Utilize Best Available Science to improve the protection of and increase the accuracy of information about wetlands, flood plains, channel migration zones, watershed boundaries and stream locations and types. Policy NS-3 Map wetlands, streams, fish and wildlife habitat conservation areas, geologically hazardous areas, frequently flooded areas, flood plains, channel migration zones, and the findings of professionally conducted local wetlands inventories into Critical Areas maps. Policy NS-4 Develop and irnple^ ^^*Support the development of a- rip vate mitigation banking programs inw#4 coordination with county, state and federal agencies, with sites in multiple watersheds to mitigate for unavoidable impacts to wetlands, streams, and their buffers. Ensure that replacement of altered or displaced wetland or stream functions occurs within the drainage basin or service area identified by the department. °, -4Policy NS-5 Inventory, and monitor natural resource and climate resilience factors such as tree canopy, open space, stormwater runoff, urban heat effects, and sea level rise, establishing baselines and monitoring programs to measure future progress and program needs.) Commented [BP3]: Consider the addition of policies that encourage future mapping efforts so that progress can be tracked, such as tree canopy, open space, and stormwater Goal 2. Protect the water quality, flows and ecological integrity runoff (See PSRC Conservation Toolkit for resources: of streams, wetlands, and Sinclair Inlet by appropriately https://www.psrc.or¢/media/6320) regulating storm water and land use while allowing for compatible growth and development. PaliGy NS-6 Protect marine and fresh surface water resources by ensuring that development, including rights -of -way, in critical areas is consistent with the Critical Areas Ordinance, Shoreline Master Program, Stormwater and Watersheds Comprehensive Plan, and other applicable local, state and federal regulations. Peliey N"Policy NS-7 Evaluate, avoid, minimize, and mitigate unavoidable impacts to surface water quality and quantity during the planning and development review process. Consider the cumulative impacts of existing and future development on surface water quantity and quality. Peliey N'c 4Policy NS-8 Require native vegetation buffers along streams, marine and freshwater shorelines and wetlands to protect the functions and values of those surface waters. ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 Chapter 5: Natural Systems Goal3. Preserve and enhance the City's tree canopy coverage to improve human health, protect wildlife habitat and enhance ecological function through the mitigation of urban heat island Policv NS-9 Reauire the retention and replacement of sienificant trees in the Citv in accordance with POMC 20.129. Policy NS-10 Adopt a canopy coverage target for the City and monitor progress on a regular basis to determine if policy changes are necessary to reach the City's target. Policy NS-11 Identify parks and open spaces in the City where tree canopy coverage could be increased. Policy NS-12 Use trees and vegetation to mitigate erosion potential, meet drainage needs and reduce the impacts of development. Policy NS-13 Establish programs and policies that maintain and increase forests and vegetative cover and prioritize the connectivity of forests that provide valuable wildlife corridors within the City. Goal 4. Adapt to changing climate conditions to minimize adverse effects on the environment, infrastructure, economy, and public health, especially as they relate to impacts on vulnerable populations and areas that have been disproportionately affected by climate change. Policy NS-14 Plan for and consider impacts from climate change including sea level rise, flooding, wildfire hazards, and urban heat on both existing and new development. Policy NS-15 Develop greenhouse gas (GHG) emissions inventories and climate action plans to reduce or eliminate emissions. Policy NS-16 Develop and implement adaptation strategies to prevent or minimize the adverse effects of climate change. Policy NS-17 Implement nature based solutions to address climate change, such as tree planting programs to sequester carbon, and low impact development strategies to address stormwater runoff, flooding and pollution. Policy NS-18 Reduce risk from natural hazards through mitigation, prioritizing vulnerable communities. Identify areas susceptible to flooding, wildfires, earthquakes, landslides and other natural hazards that overlap with at -risk populations to prioritize capital improvements. Policy NS-19 Apply an equity lens when considering the impacts of climate change on vulnerable and disadvantaged populations who have the least resources to deal with its impacts. Prioritize capital improvements in areas that have been traditionally underinvested in the City. Goal S. Ensure that all residents of the City, regardless of race, social or economic status have clean air, clean water, and other elements of a healthy environment. ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 Commented [BP4]: Consider the addition of goals and policies that address increasing tree canopy throughout the City. This could also set the framework for the City's Climate Change element as it would tie to the reduction of greenhouse gases. Increased tree canopy also addresses stormwater runoff, energy usage, and urban heat island effects, which may also address equity throughout the City as these effects are typically more pronounced in denser, more affordable areas. (Vision 2050 MPP En-9, MPP-En-13, Kitsap County CPP NE-8d) Commented [JFSR4]: Current implementation is the retention of significant trees on a case -by -case basis (POMC 20.129). This is problematic for development of forested sites. Chapter 5: Natural Systems Policy NS-20 Reduce impacts to vulnerable populations and areas that have been disproportionately affected by noise, air pollution, or other environmental impacts. Geologically Hazardous Areas Goal -16. Protect the public health, safety and welfare from geologic hazards. o-8Policv NS-21 Ensure that development in geologically hazardous areas occurs in a manner that minimizes hazard to health or property and minimizes impacts to the natural environment, including stream and shoreline processes. Pokey -9Pohcy NS-22 Protect public safety and health, maintain water quality and habitat, minimize erosion of soils and bluffs, and diminish the public cost of repairing areas from damage due to landslides, erosion and seismic activities through appropriate regulation and development conditions. Policy N&40Policy NS-23 Where information about extensive fill areas is known, depict fill areas as areas of geological hazard. Policy N&44Policy NS-24 Restrict development in geologically hazardous areas according to the Critical Areas Ordinance, unless the site is demonstrated by a qualified geotechnician to be suitable for building. Policy ^'.,T- 2Policy NS-25 Protect forested steep slopes and ridgelines designated as geologically hazardous areas. Pelie; &4— Policy NS-26 Require revegetation with appropriate native plant species and enhancement of existing native vegetation on steep slopes that have been cleared in violation of the Critical Areas Ordinance. Goal 47. Consider geologically hazardous areas in assigning comprehensive plan designations and implementing zones. Policy N544Policy NS-27 Maintain and update a City map for land use planning and regulatory purposes that depicts both Geologically Hazardous Areas and Areas of Geologic Concern, per the definitions in the Critical Areas Ordinance. PnPolicy NS-28 Maintain and update a Critical Areas Ordinance that addresses land use controls in geologically hazardous areas. Peliey N&46Policy NS-29 Base the geologically hazardous areas map on best available scientific information, such as the Coastal Zone Atlas of Washington, Quaternary Geology and Stratigraphy of Kitsap County, and other available geotechnical reports. °, �7Policy NS-30 Update the geologically hazardous areas map regularly to reflect the latest information. °, 8Policy NS-31 Establish development standards in geologically hazardous areas that promote retention and maintenance of existing native vegetation and which discourages clearing of ridgelines and slopes to provide scenic vistas, and to ameliorate stormwater drainage impacts. ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 Chapter 5: Natural Systems Polmey NS-32 Encourage location of building sites away from steep slopes and breaks in slope. Critical Aquifer Recharge Areas Goal 58. Safeguard the quality and quantity of long-term water supplies by preserving and protecting critical aquifer recharge areas through use of the appropriate regulatory means. °, '�. e-y-".'&2-QEglicy NS-33 Coordinate with the US Geological Survey, Kitsap County Health District, and the City Public Works Department to maintain and update the methodology and mapping used to identify Category I and Category II Critical Aquifer Recharge Areas. °ram N&-2 Policv NS-34 Limit land uses listed by the Environmental Protection Agency (EPA) Office of Groundwater and Drinking Water exhibit titled "Potential Sources of Drinking Water Contamination Index" within Category I Critical Aquifer Recharge Areas. Within Category 11 areas, require appropriate safeguards and/or mitigation for listed land uses. Policy 'Policv NS-35 Require proposed projects that present a potential threat to critical aquifer recharge areas and groundwater quality to provide hydrogeologic information to evaluate the proposal, in accordance with adopted plans and regulations. °, eliG N&-2 Policv NS-36Implement plans created to improve water resource management, using resources available to accomplish higher priority actions first. °, '�. e-y-N-2413olicy NS-37Take immediate action to correct or limit saltwater intrusion in areas with evidence of intrusion, and prevent saltwater intrusion in areas where hydrologic information indicates that saltwater intrusion is likely. Wetlands Goal 49. Protect the water quality, flows and ecological integrity of wetlands by appropriately regulating land uses and storm water through the development review process. P,24Policv NS-38The City's Critical Areas Ordinance shall protect existing wetland functions in order to maintain water quality, retention, and wildlife habitat. New development adjacent to protected wetlands shall be subject to vegetative buffers as identified in the Critical Areas Ordinance and other applicable development standards. Peliey N&_1r6Policv NS-39 Strive to achieve no net loss of wetland function in the short term, and a measurable gain of wetland function in the long term, in the following manner: Avoid direct impacts on wetlands and buffers; minimize direct impacts to wetlands and buffers; and mitigate impacts through creation, restoration, or enhancement of wetlands or buffers. °,'Policv NS-40 Use of fencing, flagging, or tape to mark wetland boundaries, buffers, and construction setbacks during construction shall be required as a condition of the land use permit or building permit. No construction activity or mechanical equipment shall be allowed in these delineated areas. ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 Chapter 5: Natural Systems Pram :T2-gPolicy NS-41 Identification of wetlands and delineations of their boundaries shall be done in accordance with the approved federal wetland delineation manual and applicable regional supplements, and the most recent version of the Washington State Rating System for Western Washington, or as required in the City's Critical Areas Ordinance. °, -2-gPolicy NS-42IReguire the use of green infrastructure and low -impact development where such approaches are feasible when mitigation is required to address increased storm intensities and stormwater runoff. Frequently Flooded Areas Frequently flooded areas are defined as lands, shorelands, and waters that are within the 100-year floodplain as designated by the Federal Emergency Management Agency on Flood Insurance Rate and Boundary Maps. Goal 710. Reduce the risk of damage to life, property, and the natural environment from flooding through appropriate regulatory means. Prevent development on floodplains that might have the potential to damage property or increase height, flow or velocity of floodwater. Peliey NS-43Avoid development in frequently flooded areas except when no conditions will be created which will be injurious to life, property or natural systems in times of flooding. Pelie &-34Policy NS-44 Require improvements to existing structures within frequently flooded areas to be constructed using methods and practices that minimize flood damage. Peliey NS-45 Minimize diking and bank protection that may alter the natural hydrology of streams, except where used to enhance habitat. Pelmey 111&43E21icy NS-46 Prohibit the construction of flood barriers that will unnaturally divert floodwaters or that may increase flood hazards in other areas. Goal 811. Prevent land use in floodplains that may degrade water quality during times of flooding. ° 44Policy NS-47 Prohibit locating hazardous materials and solid waste facilities in floodplains. °, 35Policy NS-48 Coordinate with the Kitsap County Health District to identify failing septic systems and connect to sewer, where available. Fish and Wildlife Habitat Conservation Areas Goal -912. Preserve natural flood control, stormwater storage and drainage or stream flow patterns. °, liey N&-36 olicy NS-49 Minimize habitat fragmentation and maximize connectivity of open space ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 Commented IBP6]: Consider adding a policy that encourages the use of green infrastructure when mitigation is required to address increased storm intensities and stormwater runoff due to climate change. (Kitsap County CPPs NE-1g) Chapter 5: Natural Systems corridors when designating land use and zoning classifications, and reviewing development proposals. P 7P21icy NS-50Identify and protect habitat conservation areas throughout the City, where appropriate. Peliey NS-51 Coordinate with appropriate federal and state agencies, local tribal governments, and community organizations to refine and maintain thorough assessments of habitat types and areas with important habitat elements. Based upon these assessments, develop a habitat protection plan that identifies areas most in need of protection and restoration, with special consideration for special status wildlife species. Policy NT-NPolicy NS-52 Consider the potential development impacts to habitat conservation areas, plant communities, and fish and wildlife populations in designating land use and zoning classifications. Pe4+eyN& 40Policv NS-53 Require appropriate native vegetative buffers along surface waters to protect fish and wildlife habitat. Larger or enhanced buffer areas may be required to adequately protect priority fish and wildlife species. Buffer enhancement, restoration, and/or mitigation shall be required where buffers have been degraded or removed during new development. Policy N&4-lPolicy NS-54 Review development applications located within identified habitat conservation areas and forward those that may pose a potential adverse impact to the appropriate agencies for review. Poky NS-55 Encourage developers to protect continuous corridors of native vegetation wherever possible, to disturb as little natural vegetation as feasible, and to enhance or restore wildlife habitat by transplanting or planting native vegetation in the developed landscape. Policy 064-3Policy_NS-56 Encourage redevelopment of areas within the City that were previously developed but that are now underutilized or vacant, to promote the highest and best use of existing properties and minimize new environmental impacts. °,^^Policy NS-57 Encourage cluster development to protect fish and wildlife habitat and, where possible, plan cooperatively with adjacent property owners to provide maximum habitat potential. Restoration of native vegetation within undeveloped areas of cluster development should be a requirement of such development. ° 4-5Policy NS-58 Encourage best management practices in the use of herbicides and pesticides near wetlands, surface waters or drainage ditches. Goal 4813. Maintain accurate and sound development regulations that preserve the biological diversity of Port Orchard and the Puget Sound. °, ^�Policy NS-59 Improve mapping of critical areas and buffers throughout the City and the South Kitsap Urban Growth Area. Peliry N&47-_Policy NS-60 Maintain a CAO and development regulations that protect habitat conservation areas and important habitat elements. ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 Chapter 5: Natural Systems Re1+eyN&48Policv NS-61 Identify species of local importance within Port Orchard City Limits. Goal 1414. Preserve the biological diversity of Port Orchard and Puget Sound using non -regulatory means as appropriate. Policy N54-gPolicy NS-62 Maintain a citywide inventory of existing plant, fish, and wildlife habitat, including habitat for all species of concern identified by Washington Department of Fish and Wildlife, and make information available to the public. °, liey ^.S-0Policy NS-63 Map priority conservation areas based upon a synthesis of existing citywide assessments of aquatic habitat quality, terrestrial habitat quality, and groundwater recharge potential. Work with appropriate state agencies, local tribal governments, and community organizations to refine and maintain thorough citywide assessments of habitat types and areas with important habitat elements. Based upon these assessments, develop a habitat protection plan that identifies areas most in need of protection and restoration, with special consideration for special status wildlife. Implement the habitat protection plan through the Parks Plan and other incentive- based, non -regulatory efforts. Where inventories are incomplete, make it a high priority to complete them. P9IiGVl1I&454EpIicv NS-64 Minimize habitat fragmentation and maximize connectivity of open space corridors when implementing non -regulatory efforts. °_Wolicy NS-65 Work with other government jurisdictions to coordinate watershed management and habitat protection efforts for watersheds and corridors that cross jurisdictional boundaries. °, "ey ^.&-3Policy NS-66 Ensure that the City's Parks, Recreation, and Open Space Plan is consistent with habitat inventories and habitat protection plans. P9I'GVPI&-54Policv NS-67 Minimize impacts to fish and wildlife species when siting trail systems through habitat conservation areas. °D ".'T`14Policy NS-68 Encourage public -private partnerships and voluntary efforts to protect, restore, and enhance fish and wildlife habitat. Provide information about existing government and private programs pertaining to voluntary habitat protection, enhancement, and restoration. Goal +215. Protect anadromous fish runs in the City of Port Orchard using appropriate regulatory means. Palicy N&J%Policy NS-69 Give special consideration to the protection of anadromous fish species when determining land use and zoning designations, and when developing and applying development regulations. Consider the relative importance of a stream's fisheries resource. Goal U 16. Protect and restore anadromous fish runs in the City of Port Orchard using appropriate non -regulatory means. ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 Chapter 5: Natural Systems PWPolicv NS-70 Restore local salmon populations by participating in the West Sound Watersheds Council Lead Entity and the Puget Sound Partnership. Pelmey —58Policy NS-71 Develop and implement recovery plans for anadromous fish and other listed species under the Federal Endangered Species Act. Work with appropriate state and federal agencies, local tribal governments, and community organizations and adjacent jurisdictions to identify deficiencies in City programs and regulations. P 9Policv NS-72 Work with resource agencies, tribal governments, the County, and others to inventory nearshore areas, prioritize and implement restoration projects. Pokey-NS-69Policy NS-73 Work with resource agencies, local tribal governments, the County, and others to inventory, prioritize, and restore fish blockages, degraded stream reaches, and wetlands. ° &1EgIicv NS-74Support and coordinate volunteer stream and wetland restoration and preservation efforts. Goal -W 7. Update the Ross and Blackjack Creek watershed plans to improve water resource management and implement improvements for ground and surface water quality and quantity in cooperation with tribal governments and interested citizens. °, 662Policy NS-75 Implement plans created to improve water resource management and monitoring, including the recommendations of the proposed Kitsap Peninsula (WRIA 15) Watershed Plan and Kitsap County Groundwater Management Plan, using resources available to accomplish higher priority actions first. Use watershed plans as a means of identifying projects with a broad base of community support and coordinating with neighborhood jurisdictions. Policy NT-63Policy NS-76 Coordinate with other jurisdictions, agencies, and private landowners to reduce the impacts of non -point source pollution upon aquatic resources by implementing the recommendations of approved watershed action plans. Goal -1-518. Develop a funding strategy and financing plan that uses a mix of local, state, federal and private funds to achieve conservation and restoration priorities. °,44Policy NS-77 Develop locally -controlled long-term funding source(s) for natural resource protection and enhancement. Utilize these funds to the maximum extent possible to leverage grant funds. °, 665Policy NS-78 Coordinate with Ecology, Kitsap Public Utility District, Kitsap County, area tribal governments, and other jurisdictions and government agencies to pursue funding for water resource management efforts. Goal U19. Comprehensively monitor and manage water resources through non -regulatory means to ensure ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 Chapter 5: Natural Systems their long-term viability. policy -N-S-66Policy NS-79 Ensure that local water resources are comprehensively monitored, paying special attention to aquifer recharge areas, groundwater levels, stream flows, and saltwater intrusion. Maintain a citywide water quality monitoring program. Goal 17. Comprehensively mana e water resources pr 0 mar"y through non regulatory means to ensure thew long °^'�^y ^.'—'Policy NS-80 Adequately maintain groundwater quantity to avoid saltwater intrusion and to protect in -stream flows for anadromous fish populations. Utilize BAS to determine desired streamflows and determine means of achieving those flows. Peliey-NS-6gPolicv NS-81 Seek opportunities to use reclaimed water for wetland augmentation, irrigation, stream enhancement, and aquifer replenishment. °, elicy NS 6913olicy NS-82 Coordinate actions of the City of Port Orchard Public Works Department with other agencies and jurisdictions to improve runoff quality and reduce runoff flow rates to mitigate flooding and improve water quality. Utilize a basin approach to stormwater facility planning. Policy NS-83 Ensure all existing City -owned stormwater facilities, and all new private facilities and culverts are properly designed, constructed and maintained to reduce the occurrence of flooding, improve the quality of surface waters, and enhance aquifer recharge. Maintenance shall occur on a regular basis to ensure flood protection and water quality functions. Policy N.&Tz' Policy NS-84 Employ best management practices in the City's use of herbicides and pesticides near surface waters or drainage ditches. °r el,ey-N&44Policv NS-85 Educate City residents and businesses about the natural environment and the benefits of healthy surface and groundwater resources. Policy NS-86 Incorporate best available science related to the effects of climate change on water availability and quality into future water resource planning. Ensure stormwater facilities meet or exceed requirements for managing peak flows as climate change increases the frequency and intensity of storm events. Shorelines and Aquatic Areas Goal 4420. Encourage shoreline access and diversity by recognizing the distribution and location requirements of housing, commerce, industry, transportation, public buildings, education, recreation and natural resources. Commented IBP7]: Consider incorporating a policy that addresses shoreline access for all residents, regardless of Peliey ^.mac 43Policy NS 87 Encourage and support shoreline diversity through planned and race, social, or economic status. (Vision 2050 MPP-En-1, coordinated development, which gives preference to water -dependent uses, MPP En-15) maintenance of shoreline resource values, and continuing environmental protection. Policy NS-88 Ensure equitable shoreline access for all Port Orchard residents, regardless of race, social or economic status. ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 Chapter 5: Natural Systems Goal 4-421. Water -dependent and water -related commercial uses should be encouraged when the shoreline can accommodate such development. Policy NS 74PolicV NS-89 Encourage and support water -related and water -dependent commercial uses that are environmentally compatible with the City's Shoreline Master Program and other shoreline and aquatic area protection policies and regulations. °e'er Pl--7-SPolicy NS-90 Land use activities shall be sited and designed to minimize conflicts with and avoid impacts to the shoreline environment. Pokey N-7(Policy NS-91 Encourage maritime dependent services and industry to remain and to improve their services while operating in an environmentally sustainable manner. Goal 2022. Increase public awareness of the historical, cultural and environmental influences of Port Orchard's shorelines. �PeliG�rPolicy NS-92 Historical, cultural, educational or scientific areas should be identified, preserved and/or restored and shoreline development within them should be minimized. °,eliey NT7-gPolicy NS-93 Waterfront historical districts (those identified now and in the future), cultural resource areas and specific historic sites and structures should be integrated into zoning and planning maps and development regulations. °r elmeyN&-7-gPolicy NS-94 Public awareness of the historical, cultural and environmental influences of Port Orchard's shoreline should be increased through educational and interpretive projects. Goal 2423: When development or redevelopment of shoreline properties is proposed, the development proposal should include restoration of degraded shoreline habitat where feasible, consistent with the requirements of the City's shoreline master program. Palfey N-8APolicy NS-95 Shoreline development proposals should include an analysis of potential opportunities for restoration of degraded shoreline habitat, including but not limited to opportunities for: removal of shoreline fill, bank armoring and overwater structures; re-establishing intertidal and riparian vegetation; and restoring tidal processes. Pal e=, :'T8-1Policy NS-96Shoreline development proposals should include an analysis of anticipated impacts to shoreline ecological functions, and should provide mitigation measures sufficient to ensure no net loss of such functions. Goal 2224: Manage land use and water resources so that shellfish and finfish that utilize marine and freshwater in Port Orchard are abundant and fit for human consumption. ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 Chapter 5: Natural Systems Policy NS-97 Maintain or improve water quality such that shellfish within Port Orchard are safe to consume. Poky#S-83Policy NS-98 Maintain or improve marine habitat such that there is no net loss of shellfish habitat quantity and quality within Port Orchard compared to a baseline of 1995. Poky N-84Policy NS-99 Maintain or improve fresh, estuarine, and marine habitat such that there is no net loss of fin fish habitat quantity and quality within Port Orchard compared to a baseline of 1995. ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 Chapter 5: Natural Systems Y�N ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 Chapter 5: Natural Systems — `E Fly -se IIR 11 i al E ago 1 �J■, I ��y �7 ��1� -, I r �� C ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 Chapter 5: Natural Systems EMU 1 ®�. fCitT of Port Orchard f►oie� ® Port Orchard Comprehensive Plan Adopted: June 2016 Revised: July 2018 Chapter 8: Transportation Chapter 8. Transportation Contents 8.1. Transportation Plan Context..................................................................................................................2 8.2. Transportation Vision.............................................................................................................................3 8.3. Transportation System Inventory..........................................................................................................5 8.4. Nonmotorized System Vision...............................................................................................................21 8.5. Level of Service.....................................................................................................................................35 8.6. Traffic Forecasting................................................................................................................................51 8.7. Transportation System Needs [TO BE UPDATED].................................................................................63 8.8. Transportation Demand Management.................................................................................................72 8.9. Financial Analysis and Concurrence [TO BE UPDATED].........................................................................77 8.10 Intergovernmental Coordination........................................................................................................84 8.11. Transportation Goals and Policies [TO BE UPDATED]........................................................................85 PSRC MulticountyTransportation Goals and Policies................................................................................101 Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation 8.1. Transportation Plan Context The Transportation eElement identifies future system improvements derived from the analysis completed in the Port Orchard Capital Facilities Plan and the Kitsap County 204.6624 Comprehensive Plan Update draft. In addition to roadway improvements, this element also identifies ways to provide more opportunities for pedestrians, bicyclists, aad-transit riders, and all road users. The policy direction within this element provides new nonmotorized transportation system links between residential areas and nearby employment and shopping areas. The objective of these policies is to reduce automobile dependence within the City and to minimize the need to widen roads to accommodate increasing traffic volumes. This requires a change in priorities from moving as much traffic as quickly as possible, at the expense of other transportation modes and adjacent land uses, to provide choices, balance and connections between driving, transit, walking and bicycling. The purpose and vision of the tFanspeFtatien policy elementTransportation Element is to provide a safe, dependable, properly maintained, fiscally and environmentally responsible multi -modal transportation system that is consistent with and supports the other elements of the Comprehensive Plan. The transportation system should respect community character, environment, and neighborhoods; improve mobility and safety; minimize impacts from regional facilities; and promote increased use of transit and nonmotorized travel. The transportation system needs to be both locally and regionally coordinated and connected, adequately financed, and eE) FA M 61 RitY- SklP136Fte community supported. The goals and policies identified in this element are based upon a technical analysis which utilizes a methodology consistent with regional planning efforts including the draft 2024 Kitsap County Comprehensive Plan update and the 2018 Washington State Department of Transportation (WSDOT) SR 16 Tacoma Narrows Bridge to SR 3 Congestion Study, as well as prior Port Orchard planning efforts including the 2018 Bethel Road and Sedgwick Road Corridor Plan and the 2021 Downtown Subarea Plan County GemiaFehensive Plan Update and Supple.m.eAtal Environmental Impaet Analysis dFafts. The data collected, analysis conducted, and capital facilities and transportation planning provided in those environmentaldocuments included supporting analysis -analyses and mitigation strategies related to transportation facilities within the City, tFanspe•tatien i^ aet analysis, pFepesed pFejeets, peFfOrmance standaFdS, financial and implementation plan, and mitigation fer thp varia-is alternatives ^^^ridered. The -This document also incorporates the data, analysis, and updates provided in the Port Orchard Transportation Improvement Program (TIP) ,,plate (Ordinance 028 13) and 2015 2020 Transportation Impact Fee Rate Study (Ordinance 0-307- IS21). Port Orchard Comprehensive Plan Adopted' .ne 2016 Revised: july2018, h4y- Chapter 8: Transportation 8.2. Transportation Vision The transportation network of the City of Port Orchard is meant to serve the land use of the community and seek to achieve the most efficient means of transporting people and goods. The City's transportation network shall support the land use of the community. However, the transportation network should not be the sole justification to increase land use densities. Therefore, in order to make consistent and sound land use decisions, the City will evaluate traffic modifications attributed to each land use change. Transportation improvements are extremely expensive and time _consuming. Unlike other public works improvements, there is normally not an identifiable revenue gain that can be attributed to toe a road's completion. Road construction planning must accommodate the future needs of the community without the cost of excessively overbuilding the project. Constructing a road to accommodate the ultimate build -out of a neighborhood is normally not economically feasible. When a project is proposed, the City needs to evaluate the immediate traffic needs, the needs after project completion and the ultimate anticipated volume. Financial constraints may call for phasing the project to allow immediate relief and allowing for future improvements as land use requirements increase. The City has and is experiencing significant growth placing; additional demand on its street system., particularly its arterial corridors including Bethel Road, Tremont, Sedgwick, Sidney Road, and Old Clifton Road. Both motorized improvements at intersections and nonmotorized improvements such as bicycle facilities and sidewalks are needed to maintain the viability of the transportation system. Other investments are needed to preserve and upgrade infrastructure in older neighborhoods. Investments are needed to preserve and upgrade existing sidewalk networks to ensure accessibility and maximize connectivity. Ongoing road maintenance is needed annually to maintain service levels in older neighborhoods and ensure repair costs do not escalate over time. lour vision for Port Orchard is a community which: offers an inviting, attractive, and pedestrian - friendly waterfront atmosphere that provides a full range of retail and recreational activities while ensuring coordinated City and County regional Land Use Plans which promote a more efficient multimodal transportation system.) Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Commented [AC1]: Planning Commission - Please review this existing language related to the vision of the Transportation element and provide feedback. Chapter 8: Transportation i-:°�,r.��a-PmorcneM `osi �aioJ — soa; TmnF N Naute nnEmpd'e av ems-•l< z` i _ y 1. II '\ • P,dO,MM Feot Ferry .. I ` �Raene4-Tre�nnt �ReNe S-Sidney -.. - _ _ I �RWMB-Betll¢I �ReMe9-SautN Pak � 1 . ' t Route 8l-Mnaptlis eorrenu[g Reute BS-SwMwath SFuttle _ P ,—" PortOrchard Acrt .— O Park 8 ride - Fer Trerefercanter South Kitsap _ lt. Ni hSchool w h y Counl— c ' ] hn s Courthouse nnlles r • Harrison o r _z Center Em rL Youth im Services Center . � ' s n—I, RRY - I J 0 rFiJ f L,^7 TS I &2013 CAl1PER Figure 8-1 Existing Public Transit Routes - Tra„,yY♦od„,I„„i3bidio„s,l„„. City of Part Orchard Port Orchard Comprehensive Plan Adopted jrne 2016 Revised: july 2018 oa!"r Commented [AC2]: This graphic (and all other graphics/maps in this element) will be updated as the overall Comprehensive Plan Update process continues. Chapter 8: Transportation 8.3. Transportation System Inventory 8.3.1. Existing State SystemRoadway Network 8.3.1.1.State System Port Orchard lies along Sinclair Inlet across from Bremerton in the heart of the Kitsap Peninsula. The major north -south route within the County is SR 3 which passes through the community of Gorst, about a mile north of the City of Port Orchard. SR 16 connects with SR 3 at Gorst and passes through Port Orchard ending ultimately in Tacoma by way of the Tacoma Narrows Bridge. SR 16 is designated a Highway of Statewide Significance (HSS) that passes through the Port Orchard Planning Area. SR 16 is functionally classified as a Freeway by WSDOT, and the highway is rated on the Washington State Freight and Goods Transportation System (FGTS) as a T-1 facility carrying an estimated 12 5304-90,000 tons in P01 q 2021 from the Pierce/Kitsap y-County line to the Gorst area. SR 16 serves freight, commuter, neighborhood, business, and recreational travelers. Within the planning area, interchanges with SR 16 are located at Tremont Street SW, and at SW Sedgwick Road (SR 160). SR 16 is primarily a four -lane divided highway providing major regional access between Kitsap County and the transportation network of the Central Puget Sound area. SR 16 is a'i-"ntraa'^'limited access full control highway within Kitsap County and links South Kitsap with Pierce County, eventually connecting to Interstate 5 in Tacoma. Near Gorst, after SR 166 (Bay Street) joins SR 16, SR 16 becomes six lanes, where SR 16 joins SR 3 at Gorst, the number of lanes on SR 3 drops to four. SR 160 (Sedgwick Road) is the east/west ferry commuter route, connecting Port Orchard with the Southworth #eFFy Ferry+eFn+im z^,'Terminal, SR 16, and eventually with SR 3. This highway has two lanes with minimum access spacing of 330 feet. SR 160 is the primary route from SR 16 to the Southworth Ferry Terminal. SR 166 (Bay Street) runs from SR 16 along the City of Port Orchard waterfront to the east city limits. The road was previously designated SR 160, but in 1992 SR 160 was moved to its present location on Sedgwick Road and SR 166 was formed. The route includes Bay Street from SR 16 to Bethel Avenue, Bethel Avenue from Bay Street to SE Mile Hill Road, and SE Mile Hill Road from Bethel Avenue to the east city limits. SR 166 (Bay Street) is the City of Port Orchard's "Main Street" and serves the Downtown Port Orchard waterfront. It is a primary arterial serving the main street community and Downtown Port Orchard. Bethel Road is an si^�,^�', � arterial corridor that links SR 160 to SR 166 forming a business loop parallel to SR 166. The Bethel corridor provides access to much of the retail commercial services for Port Orchard and South Kitsap County and is vital to the local and regional economy. ® Port Orchard Comprehensive Plan Adopted: dune 2016 Revised: duly 2018, duly- Chapter 8: Transportation 8.3.1.2. Kitsap County Roads MinOF mKitsap County arterial roads serve as key elements in the county transportation system surrounding Port Orchard. County roadways These moneF arteF;a' Fead link together state routes or connect the state route system to Port Orchard, to other major centers, and to the ferry system. For example, Mile Hill Drivel3ethel Read is a two lane f east west road located to the east of Port Orchard which connects the city to Southworth Drive and the Southworth Ferry Terminal to the east.'.. ea -stem Pen G-rch...-a As a eFth/seuth read Bethel Read. r pas and. i..tprspe+'; ..,o.w Sedgwiek Read, Lund AveRwe, and SR 1-66. Rethel Read terminater in Pert GrGhard at Bay .The technical analysis described in this Transportation Element included major Kitsap County roadways in the vicinity of Port Orchard, and utilized a methodology generally consistent with the draft Kitsap GIBURty Feads and Pen Grehard reads have been and analyzed within the jeint PeFt OFehaFdS8 th Kitsap Sub AFea Pl@R and the 2200246 Kitsap County Comprehensive Plan W yeas Update...,.d. E,..,ore..,ne..tal Impact Analysis-. T.� G.. 8.3.1.3. City Street Network A city's functional classification system provides a planning guide for the development of a transportation network which will serve the needs of a community's growth for the future. Streets within a transportation network must be managed for specific roles in moving people and goods through the QtyLLty and surrounding region. The functional classification system identifies the role of each street and provides a simplified vision of management needs for each type, including safety, adjacent land uses, multimodal travel demands, and other connecting transportation systems. Ultimately, the functional class of each street determines the typical roadway design, cross -sectional parameters, and design speed, while providing a basis for management practices to minimize conflicts between travel modes. The City of Port Orchard has defined its functional classification system to be consistent with the Federal Functional Classifications (FFC) provided by the Federal Highway Administration (FHWA) and the arterial functional classifications defined in the Kitsap County Revised Road Standards. These arterial streets qualify for financial assistance under federal or state programs. Table 8-1 identifies the City's functional classes and includes a short description of each classification. Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july-2018 oa!"r Chapter 8: Transportation The City's existing arterial network and associated functional classifications are shown in Figure 8-1. Table 8-1. Street Functional Classifications Functional Classification Description Freeway High capacity, high speed, regional connections. Maximum mobility with full access control Principal Arterial Provide connectivity between different areas of a region. High mobility with partial access control Minor Arterial Provide connectivity between different areas of a region. Moderate mobility w/partial access control. Collector Collect traffic from local streets and other collectors. Connect neighborhoods to each other and to arterials. Local Access Provide direct access to properties in residential, commercial, or industrial areas Functional Classification Description Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation Functional Classification r° - Freeway m - Principal Arterial i - Minor Arterial - Collector 1 _1 City Limit Outline r Urban Growth Area r SEL NDIVEE c_I r r-------- w 1 1 1 � eEgRv unego 1 L _..1 L I - 1 1 1 1 I 1 I 1 1� I 1 1 sW x 0 0.5 sE e�c�Meiea a9 5 1 2 ml Transportation Solutions Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Commented [AC3]: Similar to all other graphics/maps shown in the Draft elements, this graphic will be updated as the overall Update process goes on. Functional Classification — Freeway — Principal Arterial — Minor Arterial — Collector -I City Limit Outline Urban Growth Area 1 r L I L_J I I I I -I-- I ft"rranspmladon smuUons Figure x.2024Street Functional Classification ® Port Orchard Comprehensive Plan r- _} -r-- I Chapter 8: Transportation r � r I �.i w q� 0 0.5 1 � 9R9.5 2 rri Chapter 8: Transportation 8.3.2. Transit Service 8.3.2.1. Routed Buses Kitsap Transit operates *-seven routed buses within Port Orchard. All seven routes provide weekday service, while Routes 4, 5, 8, and 9 also provide Saturday service. Routes 81 and 86 provide scheduled service during weekday peak commute hours, and the Purdy Connector provides on -demand service during the weekday peak commute hours. Existing routed bus service is summarized in Table 8-x. Table 8-x. Park and Ride Lots Route # — Route Name / Service Area Service Hours Headway Routes Sewed 4 — Tremont: PO Ferry, Kitsap Courthouse, Givens Comm. Ctr, M-F 5:30AM-6:55PM; M-F 60min; Harrison Medical Ctr, Work Release/Youth Services Ctr Sa 10:OOAM — 5:55 PM Sa 30mm#9, ##8- , WOFI(eF/Dry VeF 5 Sidney: PO Ferry, Kitsap Courthouse, Givens Comm. Ctr, M-F 5:10AM-7:25PM; 60 min.Wgrke Cedar Heights Jr HS, Sedgwick Landing° Flee Q1� " Sa 10:00 AM-5:25PM 8 Bethel: PO Ferry, Bethel Ave, Walmart, Fred Meyer, Mitchell M-F 5:OOAM-7:52PM; 30 min.#8; #8� 1A GFI(er Dr TTorn�^ VeF t Ave, South Kitsap High Schoo!FiFsutheFan Chu ^" Sa 10:OOAM-5:25PM 9 South Park: PO Ferry, Albertson's, Town Square, Walmart, M-F 6:50AM-8:15PM; 60 min. Jackson Ave, Center, Veterans Home on Bay Dr Sa 10:30AM-5:15PM 81 Annapolis Commuter: PO Ferry, Annapolis P&R, Towne M-F 5:15-7:15 AM; 15 min. Square, Armory P&R, Mitchell, Jackson, Lund, Madrona M-F 3:00-5:49PM 86 — Southworth Shuttle: PO Ferry, Armory P&R, Mile Hill, M-F 4:35-10:25AM; 30-70 min. Manchester, South Colby, Southworth Ferry I M-F 2:00-8:18PM PC - Purdy Connector: PO Ferry, Mullenix P&R, Purdy MR M-F 6:00-9:OOAM; On- demand M-F 3:00-6:OOPM Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation The Purdy Cnnnpctinn ard 8.3.2.2. 1itgan Tranret F^ Ferry Service Port Orchard is connected to the Seattle metropolitan area by the Washington State Ferry system. The Southworth Ferry Terminal is located to the east of Port Orchard and connected to the City via SR 160 and Kitsap County roads. The Bremerton Ferry Terminal is connected to Port Orchard by SR 304, SR 3, SR 16, and SR 166. Kitsap Transit Fast Ferries operate passenger -only ferry service between Kitsap County and Seattle on weekdays year-round and on Saturdays from May through September. Kitsap Fast Ferries launched service on the Bremerton -Seattle route in 2017 and the Southworth-Seattle route in 2021. Kitsap Transit local foot ferries operate two passenger -only routes in Sinclair Inlet. The Bremerton - Port Orchard service runs daily, and the Bremerton -Annapolis service runs on weekdays only. Foot ferry service is timed to meet the Seattle/Bremerton Ferry.l AncaF. DPcaFU%VGR48.3.2.3. Other Transit Services Kitsap Transit operates several alternative transit services in the Port Orchard planning area: Worker/driver buses are driven by employees at Naval Base Kitsap (NBK)-Bremerton and NBK- Bangor. The buses operate like a large vanpool where the driver boards the bus near home in the morning and picks up coworkers on the way to work. Kitsap Transit has 32 Worker -Driver routes, including several in the Port Orchard Planning Area. ACCESS is a demand -response paratransit service under the Americans with Disabilities Act (ADA). ACCESS provides door-to-door transportation for eligible riders who are unable to use the fixed -route bus system. The service is available in Port Orchard and the surrounding area. VanLink is a shared -cost ACCESS -alternative program which provides local social service agencies with vans to transport their clients. The program gives agencies the ability to schedule client outings, work Programs, daycare, and training as their schedule demands. The vanpool program allows groups of three to 14 commuters to share a ride to and from work using a Kitsap Transit van. Kitsap Transit also registers carpools, which allow commuters to share a ride in a privately -owned carpool vehicle. The carpool program allows vehicles access to reserved parking spaces, including free spaces at the Annapolis Ferry Dock. SCOOT is a car -sharing program for commuters who work in targeted areas in Kitsap County, including the Kitsap County Courthouse and downtown Bremerton. 8.3.2.4. Park and Ride Lots Port Orchard currently has three park -and -ride facilities, which are summarized in Table 8-x. Each lot provides service to at least two bus routes in addition to the Kitsap Transit worker/driver bus program. Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation Table 8-x. Park and Ride Lots Name Location Parking Routes Served Spaces Annapolis Ferry Terminal 1076 Beach Dr E 81 #9, #81, Worker/Driver First Lutheran Church 2483 Mitchell Rd SE 40 #8, #81, Worker/Driver Port Orchard Armory 1950 Mile Hill Dr 105 #9, #81, #86, Worker/Driver 8.3.2.5. Lone -Ranee Transit Planning The Kitsap Transit Long -Range Transit Plan 2022-2042 (LRTP) defines the long-range vision for public transit service in the Port Orchard planning area. It identifies several major projects which will improve transit access and service in Port Orchard: • Three new local fixed routes: o Port Orchard — McCormick Woods o Southworth — Port Orchard o Southworth — Sidney Road Park & Ride • New Bremerton -Tacoma Exaress Route. including a stop at Sidnev Road Park & Ride • New High -Capacity Transit Route from Port Orchard Ferry Transit Center to Bethel Rd and SR 160 • McCormick Woods On -Demand Transit Zone • New SR 16 Transit Center near Sedgwick Road interchange • Expanded Port Orchard Transit Center in downtown Port Orchard • McCormick Woods Multimodal Hub • Tremont Street Park & Ride • Upgraded weekday headway on Kitsap Transit Routes 4, 5, and 9 Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation City of Port Orchard Street Standard Street Standard Glassitication QPCHARD C - s�arr LEGEND & C1 Port arc"rd Cily Llmlh -r - Pri nopal Art.,.IA - Principal Aderial6 • • • M— WOeriaW MI — Aft, C — CalledorA CailedorE — Macar iak wads L—IA See Sedg—k end aeaarl - Camdo SWdy A v ° 075 ,o 1,5 ® Port Orchard Comprehensive Plan Commented [AC4]: Figure will be updated. Transit Routes - Route 4 - Route 5 - Route 8 Route 9 Route 81 R Route 86 �?°m Purdy Connection 16 16 -- Port Orchard Foot Ferry $� _ I 1 -- Annapolis Foot Ferry �N stw OTransit Center r ' N � Q' Park & Ride I City Limit Outline _ 1 Urban Growth Area 0 1 � sw rtgruREgn 1 -j- ow algroR Ro •� 1 1 I I Transportation Solutions Figure x. Existing Public Transit Facilities Chapter 8: Transportation / I / � • 0r Y � T u � � _ 1 r 1 r �o N BIEtMEiEgR 0.5 1 EE 9.5 2 mi Port Orchard Comprehensive Plan Adopted: j .ne 2016 Revised: july 2018 oa!"r Commented [ACS]: Figure will be updated. Chapter 8: Transportation 8.3.3. Airport and Aviation Services Port Orchard is servei -edd by two airports. One is a privately -owned general aviation facility about 5 five miles southwest of the City called the Port Orchard Airport. The second is the Bremerton National Airport (KPWT84A), owned and operated by the Port o9f Bremerton. RN A KPWT is a general aviation facility serving the communities on the Kitsap and Olympic Peninsulas. As of 29342022, there were 142 104 aircraft based at the Bremerton National Airport, ranging from "'«.gliders to multi -engine planes. One fixed base operator provides various but limited training, fuel and convenience services. Total annual operations for 29142022 were 66,000, or an average of 181 per day. BNA KPWT serves beginning amateurs as well as professional pilots and flights. The Bremerton National Airport Master Plan forecasts 276 SNAKPWT-based aircraft by 2032, an increase of 44-165 percent from 20142022. Total annual operations are also expected to increase SiFnm'aF' , from 66,000 to 90,580000. This forecast assumes that the airport will continue its role as the only FAA -funded airport in Kitsap County and support most of the FAA -registered aircraft in the county. The airfield consists of one operational runway (02/20) that is oriented north-northeast/south- southwest. Runway 2/20 is 6,000 feet long and 150 feet wide. RNIA KPWT has extensive lighting and instrumentation and a taxiway system that provides access to all areas of the airfield. is KPWT's former crosswind runway (16/34) is closed to aircraft and currently serves as the Bremerton Motorsports Park facility. Until 2004, RNA KPWT was a Part 139 Certified Airport authorized to serve US Department of Transportation -certified commercial air carriers with more than 30 passengers. The airport could seek to renew this certification in the future if demand requires. For planning purposes, the future operations are forecasted to continue to be dominated by business -oriented flights, private planes, flight training or other forms of noncommercial activity using single- and multi -engine piston aircraft. The BNA Bremerton National Airport Master Plan recommends an expanded taxiway system to accommodate new aviation- related development. It also identifies locations for future hangar expansion and other aviation- related development, including the redevelopment of the former crosswind runway (16/34). 8.3.4. Freight and Rail Services Freight and goods are transported within the Port Orchard area on SR 16, SR 166 and SR 160, as well as on City and County roads, and en the °^F'i^gton NE)Fth^ ^ Santa Fe °ai'Foa' fQ^'«' The BNSF Railwaeeady provides rail service to Kitsap County. Freight use is restricted to the U.S. Military by agreement. The U.S. Navy owns the rails from Shelton to Puget Sound Naval Shipyard and on to Bangor. The railroad is maintained as Federal Railway Administration Class 3 on a scale of 1 (low) to 6 (high). Burlington Northern Railroad provides one train per day service. At its closest point, the railroad right of way passes through the community of Gorst, about five miles north of the City of ® Port Orchard Comprehensive Plan Adopted: dune 2016 Revised: duly 2018, duly- Chapter 8: Transportation Port Orchard. In Washington State, the highway and roadway system is rated according to the amount of freight and goods that are carried by truck on the system. The Washington State Freight and Goods Transportation System (FGTS) is a ranking of roads in Washington State by annual gross freight tonnage carried. The FGTS classification system is as follows: • T-1: Over 10 million tons per year • T-2: Between 4 and 10 million tons per year • T-3: Between 300,000 and 4 million tons per year • T-4: Between 100,000 and 300,000 tons per year • T-5: At least 20,000 tons carried in a 60-day period and less than 100,000 tons per year The FGTS system is affected by changes in the economy, international trade, and the transportation industry such as changes in truck travel patterns, cargoes and tonnages. Revisions to the FGTS routes and tonnage classifications are developed by the agency having jurisdiction over the roadway segment. The following freight routes are designated within the Port Orchard planning area: a. SR 16 (Pierce/Kitsap Co. line to Gorst) is designated a T-1 facility carrying 12,530,000 tons annually in 2021'^,^^^,^^^ yens annually in 20 5; b. SR 160 (Sedgwick Road between SR 16 and Bethel Road) is designated a T-3 facility, carrying an estimated annual 2,470,000 tons in 20212,^6^,^^04 .._ ;., 2915; c. SR 166 is designated a T-3 facility, carrying an estimated annual 1,640,000 tons in 20211,760 000 tens i., 201 S. d. Designated T-3 routes include: 1. Bethel Road from South City Limits to North City Limits 2. Glenwood Road from South City Limits to SW Sedgwick Road 3. SE Lund Avenue from Sidney Avenue to East City Limits 4. Mitchell Road SE from Bethel Road to East City Limits 5. Old Clifton Rd from SR 16 to West City Limits 6. SW Sedgwick Road from Glenwood Road to SR 16 2.7.Sidney Avenue from Tremont Street to SR 166 3-8.Sidney Road from SW Berry Lake Road E H^va Road to South City Limits 4.9.Tremont Street from SR 16 to F;;# CZ-t�Sidney Avenue 6. SW Sedgwick Read from Glenwood Read to SR 16 O 1 CL .....J A....... ... Gam...... CLJ...... /, ....... ... to East �� e. One designated T-4 route is Port Orchard Boulevard from Tremont Street to SR 166. 8.3.5. Non-Mmotorized Transportation Facilities Non -motorized transportation systems include facilities that provide for safe pedestrian and bicycle travel. These include sidewalks, crosswalks, off street trails, bike routes, and bike Iz..ane bicycle ® Port Orchard Comprehensive Plan Adopted: dune 2016 Revised: duIT2018, "Iy- Chapter 8: Transportation facilities. In rural areas, non motorized facilities can also include roadway shoulders when they are of adequate width. Some portions of Ren FARteFizednonmotorized routes can be used for commuting purposes to reduce potential vehicular traffic volumes. If properly located, designed and maintained, non FARtAFizednonnnotorized trails can accommodate a significant portion of local resident travel between residential areas and shopping centers, schools, and places of employment. Pion - edNonmotorized facilities also provide access to public transit and in this way can help decrease the reliance on single occupant vehicle (SOV) travel. When properly planned and constructed, non nOtOFi 7PH non motorized facilities are shown to increase the desirability of a Qtyc as a place to live and work. Safe walking and bicycling environments within Port Orchard are a major concern of citizens, whether they are avid or casual recreational walkers or cyclists or bicycle commuters. In many cases, pedestrians and cyclists must share narrow high -volume streets with bicycles and motor vehicles of all sizes. They cross busy intersections with multiple conflict points. The City can take measurable steps with this Transportation Element toward the goal of improving every ^'+'�n',; resident's quality of life by creating a safer walking and biking environment. This plan proposes a strategy for implementing a priority system for physical improvements through private ventures, capital projects, grants, and competitive funding sources. The facilities map in Figure 84X illustrates the extent of the nonmotorized transportation system and the type of facility that each segment supports. It also shows the adopted centers of IeGa' parks, and schools. The adoption of this plan does not preclude the implementation of pedestrian and bicycle infrastructure on other streets. The plan acknowledges fiscal constraints and impFacAlealit efchallenxes associated with building new sidewalks, bicycle infrastructure, and other improvements on every street in Port Orchard. Routes designated here should be prioritized due to their potential to fulfill the needs of the community and the citywide connections they will provide. 8.3.5.1. Existing Pedestrian Facilities There aFeis an assortment of pedestrian facilities located throughout Port Orchard and its UGA. Pedestrian facilities include sidewalks, trails, and designated crosswalks. The ffiaj9Fity 9fMost sidewalks are located along commercial corridors and in some neighborhoods. Sidewalks and designated crosswalks are provided in some residential subdivisions including Flower Meadows, Leora, and Indigo Point. The initial construction of these pedestrian facilities are is typically the responsibility of the developer and are provided as part of plat development, while the ongoing maintenance is the responsibility of the adjacent property owner as outlined in Port Orchard Municipal Code 12.12. Sidewalks are generally promoted throughout the commercial areas such as the Bethel Corridor, creating a grid -system for pedestrians, although many of the streets outside the commercial area have paved or gravel shoulders rather than sidewalks. The non -motorized network has missing links around some elementary and secondary schools. Many of the schools areleeated in residential neighborhoods. Continuous sidewalks would improve the ® Port Orchard Comprehensive Plan Adopted: dune 2016 Revised: duly 2018, duly- Chapter 8: Transportation safety and utility of the pedestrian environment for elementary and secondary school children to walk to and from school. In the past, many of the roads in Port Orchard were constructed to a rural standard with no curb or sidewalk improvements or provisions for safe pedestrian travel. Recent roadway reconstruction projects have provided storm drainage, curbs, and sidewalk improvements, particularly along major streets providing access to schools, parks, and the downtown business district. Sidewalks have also been constructed on many local streets in concert with new development within the C+tyc�t. Curb ramps to allow barrier -free access to sidewalks at street crossings have also been installed at many locations. The City's 2017 ADA Transition Plan included an inventory of existing mobility barriers on sidewalks, curb ramps, and driveway pads. ^ ^,*^' ;;R iRventeFy efthe Igeatie^; ^c*here fac;i1 4-'; ; 8.3.5.2. Existing Trails Nonmotorized transportation systems ai3 include separated or off -road recreational trails. A portion of these trail corridors can also satisfy local access needs between residential areas and parks, schools, commercial and employment areas depending on the trail locations. There are currently two public separated trails in the City: the Bay Street Pedestrian Pathway and the McCormick Multimodal Path. The Bay Street Pedestrian Path is a 0.9-mile-long paved trail which runs along the Sinclair Inlet waterfront from the Port Orchard Boat Launch Ramp to Bay Street approximately 500 feet northeast of Mitchell Avenue. From the Port Orchard Marina to its east terminus, the pathway consists of a 10- foot-wide paved section with centerline striping. The McCormick Multimodal Path is a 1.85-mile-long, 8-foot-wide paved trail which connects McCormick Woods with McCormick Village. It begins at Gleneagle Avenue west of McCormick Woods Drive and runs parallel to Gleneagle Avenue SW, Telford Way SW, and McCormick Village Drive. At present, theFe are ne fe.rm-al separated trails i.vithin Port 0-.rp-.haFd, hewever, tht-rp arp informal will ultimately lFIElude appFoximately 100 FAiles of pedestFian and bieyele tFails that will !*Rl( opeF+ spaces thFeugheut Kitsap County On an inteFeenneeted systern. The trail systern will inel-idp a tFail) facilities. The Mesquite Fleet Trail Master PlaR, completed in 2001, ideRtifies the primaF�, , GOFFider through Port C)rehaFd following SW Bay Street anel Beach Drove. FreFn Degwond Hill ROad t. Kitsap StFeet, the MasteF Plan pFepeses a separated path an the shereline side Af the Fead PFAnA Kitsap Street te Bethel Avenue, bicycle lanes aFe recernmended. ThFOugh dewntown Port Orchard Mitchell Paint, a sepaFated path %var rt-cornmPnelpel F;n thp shorplinp Frorn INAitchpli Point to Port Orchard Comprehensive Plan Adopted! june 2016 Revised:' y 201 &, Chapter 8: Transportation utilizing PFOpeFty at the Annapolis ReGFeatien AFea-. The Gity has pFepesed a numbeF Af nerth so-ith eff Fead trails that we-i'd link te the Mesquito Fleet TFail vieuld cenneet Bay Street te T-rement Street SW, fellewing the Ress Creek watershed. The Cit of its length. The Blackjack Creel(T.Fail %ve L-ventually include a trail aleng the entire Blacl�ack CFeek watershed from Bay Street to the intersection of Sedgwick Read and Highway 16. The Kitsap Peninsula Water Trail includes launches and amenities at the Port Orchard Marina, Water Street Boat Launch, and RetamReatPort of Bremerton Marina Park. Port Orchard is also part of the Cascadia Marine Trail, which is a National Recreation Trail and one of only 16 National Millennium Trails designated by the White House. 8.3.5.3 Existing Bicycle Facilities The Port Orchard street network currently includes marked bicycle facilities on the following routes: • Tremont Street: Bike lanes on both sides from SR 16 interchange to Port Orchard Blvd • Lippert Drive: Bike lanes on both sides from Sidney Avenue to Pottery Avenue. • Sidney Avenue: A 600-foot-long bike lane along the east side of Sidney Road at the Haven Apartments frontage, approximately 1,500 feet north of Sedgwick Road. • Melcher Street: Shared Lane Markings ("sharrows") from Heron Ridge Ave to Sherman Ave. • SW Yarrow Street: Sharrows from McCormick Village Drive to Feigley Road SW. On available Fead. sheuldeFS, er en City sidewalks. The POIR-2018 Kitsap County Non+44-Motorized Facilities Plan (KCNMFP) identifies three bike routes within the Port Orchard planning area. These routes do not cross into the City of PeFt 8fehardLLty limits. They-reates include: • Route 25 - Begins on Sedgwick Rd lust west of Sidney at the city limit. The route runs southwest along Glenwood and turns at Lake Flora, continuing along Glenwood Road to the south of the planning area.c,,dg iek Read frern co 16 to the seutt,. est s uth e.. Gle....,aed. Read -SIN •_Route 30-—Be gins on Mile Hill Dr at the east citv limit and continues to the east along Mile Hill Dr/Southworth Dr to the Southworth Ferry Terminal. SE Mil mill n.iyp from the Pa # —Route 37 - From Bethel Rd south of Sedgwick Rd extending south to the county line.Rethel Port Orchard Comprehensive Plan Adopted: june 2016 Revised: july 2018 oa!"r Chapter 8: Transportation Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Gwp*s Transportation I............. ©(Commented [# Figure will wupdated CLG{ b 7-/(k§I ` 22 ZR§;;R!`�l!!la�li!#!|!|§; & q /�£||�|||��-/®®@ |Lai ■ ■■■I Nonmo oHz d ImprevementsSystem Vision = Port Orchard Comprehensive Plan Adopted: june 2016 m++ july 201 Chapter 8: Transportation Planned Nonmotorized Routes This section describes the City's vision fora nonmotorized transportation -network which will improve bicycle and pedestrian access throughout the City while also completing regional connections identified in the Kitsap County Non -Motorized Facilities Plan (KCNMFP). Planned nonmotorized routes are identified in Table 8-x and shown graphically in Figure 8-x. Af nAr,rAAtAri, d fac;;k;,..- T-;;hlp 9-' irl.,..rifi.,r the major segmeRts which will G e the R et r'7pd ...,tWerk Table 94X. Planned Nonmotorized Routes Segment On-Street/Off-Street Facility TType• Length (miles) Status Old Clifton Road Off-street MUSP 2.77 Planned Long Lake Road Off -Street MUSP 2.40 Planned Mosquito Fleet Trail Off-street MUSP 2.12 Planned Bay St Pedestrian Path Off-street Pedestrian 1.49 Planned Berry Lake Road Off-street MUSP 1.05 Planned Glenwood Road Off-street MUSP 1.01 Planned Feigley Road Off-street MUSP 0.36 Existing Kendall Trail Off-street MUSP 0.26 Planned SR 16 Crossing Off-street MUSP 0.20 Planned Sedgwick Road On -Street — Arterial BL/S 2.98 Planned Tremont -Lund On -Street — Arterial BL/S 2.63 Partially Built Bethel Road On -Street — Arterial BL/S 2.62 Planned Mile Hill Drive On -Street — Arterial BL/S 2.19 Planned Jackson Avenue On -Street — Arterial BL/S 2.01 Planned Pottery -Sidney On -Street — Arterial BL/S 1.91 Planned Port Orchard Blvd On -Street — Arterial MUSP 1.06 Planned gayStFef_4 OR 541R_ .. 96LS Q$i P'RRR2d McCormick Woods Dr On -Street— Residential Shoulder 3.93 Existing Converse -Harris On -Street —Residential BL/S 33500 Planned Fircrest Drive On -Street —Residential BL/S 1.53 Planned Mitchell Avenue On -Street— Residential BL/S 1.06 Planned Retsil Road On -Street — Residential BL/S 1.10 Planned SalmonberryWest On -Street —Residential BL/S 0.98 Planned Salmonberry East On -Street— Residential BL/S 0.79 Planned Sidney Ave South On -Street —Residential BL/S 0.97 Planned Sidney Ave North On -Street —Residential BL/S 0.72 Planned St. Andrews Dr / Hawkstone Ave On -Street — Residential Shoulder 1.95 Partially Built OR Street —RP,;i�;fl 94S 949 PigRPd Total 42—.3743.1 Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation MUSP = Multi -Use Separated Path BL/S = Bicycle Lane and Sidewalk r ■ �iiiIm =YI`ff ■ ►�1 p�l ai ar •� V 1 , • I YI ' r ��lZ 4 City of Port Orchard Non -Motorized Transportation Plan Map FogenemNelmen[eonly See Ne d,,. rwvmnoa elan 1W aewea mme aea[avromt,, oMiles 0 025 05 1 Legend N—Mo.nxe Routes W E,STAWS ••A ERIAL BANNED -- ':IdIDEN1IAL. E%ISTING DEN1IAL. PUNNED OFF—U.. UISTING ••• DFFSMET."NED • xgi 0 NMm • Law — hN[ 90e95 ® FOHGeny Dvk �.' Stlloob PON[Pns WNer6oM1es ••DIY Bo�naary uoa, c� WnnA�ea Centro of Loeal Importance Downmwn County Cancus WPer uile He Wna Bemel SeagxiG Beme15R-16 Simey Seagwid - imnnnl NeM1nl Cenix adcl-lnaunaal PaM M2omsG Wooaz Figure 8-3. Existing and Planned Nonmotorized Facilities Map [TO BEUPDATEDI Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation 8.4.2. Arterial On -Street Facilities Tremont Street/Lund Avenue (SR 16 to Jackson Avenue) This 2.63-mile route will be the main east -west connection across Port Orchard. It passes through three -two local centers ^flocal importance and connects Van Zee Park and South Kitsap Regional Park. It also intersects with a planned connection at Port Orchard Boulevards,.,,...,..th th Fout,,. pFeviding ^ ^^+i^^S het ve-eR multiple neighberheeds. It has the most traffic of any street in Port Orchard: Between S+. tP Ro„+^SR 16 and Bethel Road, Tremont serves approximately 23,000 vehicles per day Average Weekly Daily Traffic (AWDT); east of Bethel, Lund Avenue serves 16,000 AWDT^^ A 0.65-mile portion of this route from SR 16 to Port Orchard Boulevard was constructed as part of the Tremont Street improvement protect -Re-olevaFel, and as ef 2016 is awaiting c,,..,aing to begin ^,...4ruction. The next phase will extend the route form Port Orchard Boulevard to Sidney Avenue. The eastern end of the route is outside of city limits but within the Port Orchard Urban Growth Area, requiring collaboration with Kitsap County. The Kitsap County Transportation Improvement Program identifies four improvement protects on this corridor by 2028, including sidewalks and bike lanes from the Port Orchard city limit to Jackson Avenue and three new roundabouts. Thise route is identified as a nonmotorized route paFt of High and Medium PFiE)Fit • pfejects-in the Kitsap County Bicycle Faebliti s PlanKCNMFP. Port Orchard Boulevard (Tremont Street to Bay Street) This 1.06 _mile segment is classified an arterial and currently serves approximately 2,9490-500 AWDT. It w94141—will provide a flat and shady connection between the Tremont Medical Center and Downtown Port Orchard through a greenbelt on this relatively low -volume roadway. The Bay Street Pedestrian Pathway West Situation Study identifies plans for complete street improvements along Port Orchard Boulevard. Pottery Avenue/Sidney Road SW (Tremont Street to Sedgwick Road) This 1.91--mile route will connect the Tremont Medical Center with the Sidney eammepea Ruby Creek C-eenter, and also -provide a safe route to school directly adjacent to Cedar Heights Junior High School and Sidney Glen Elementary School. The 2024-2029 Transportation Port Orchard Comprehensive Plan Adopted: dune 2016 Revised: duly 2018, duly- Chapter 8: Transportation Improvement Program (TIP) includes a complete streets improvement protect for the Pottery Avenue portion of this corridor. A very -small portion of the route is outside of city limits and within the Urban Growth Area, requiring collaboration with Kitsap County or annexation of ROWROW acquisition for completion. The route carries between 4,500 AWDT (south of Tremont St) and 9,000 AWDT (north of Sedgwick Rd)5,909 t•e 8,000 AUUB and is a nonmotorized route in the KCNMFP. T, Bethel Road (Bay Street to Sedgwick Road) This 2.62--mile route will be the core north -south connection through Port Orchard and its busiest commercial centers. Anyone traveling east or west across the city crosses Bethel Road because it stretches from the northern waterfront to the southern city limits. Bethel Road carries 1-1,4500 to 16,900 AWDT. The street has been programmed for improvements, described conceptually in the Bethel Road and Sedgwick Road Corridor Study, which will include bike lanes and sidewalks. The reconstruction of Bethel Road will provide an opportunity to ensure nonmotorized facilities better meet the spirit of this planialanned feF - nStrur-t'^n fer seveF^' years,ith standard bike T"'^ • i it^ •••"' eenneet with , pFejeet route is a designated nonmotorized route in the KCNMFPKitsap roomy Bicycle Facilities Plan. Sedgwick Road (Sidney Road SW to Long Lake Road) This 2.27_ mile route will connect the commercial centers of Sidney-Sedgwick and Sedgwick-Bethel SR 16 and residential neighborhoods in the southeastern part of the Urban Growth Area. It is partially outside of city limits and is mostly designated as a state highway, requiring collaboration with Kitsap County and the Washington State Department of Transportation WSDOT . It a designated nonmotorized route in the KCNMFP ^ identified n Qlap rtu nity Pr j ^t in the Kitsap County Bicycle Faeiloties Plan. Jackson Avenue (Sedgwick Road to Mile Hill Drive) This 2.01_ mile route is entirely outside of city limits but within the Port Orchard Urban Growth Area,, and -It would connect a number a several residential neighborhoods to South Kitsap Regional Park, the Upper Mile Hill commercial center, and connect to four east -west routes. Jackson Avenue carries 11-2,4000 to 143 500 AWDT. The route is a designated nonmotorized route in the KCNMFPThm,; rni 4P 'd.p.n.fifec d ar twe High Prierity prejeets in the Kitsap County Bicycip Facilitips Plan. Mile Hill Drive (Bethel Road to Long Lake Road) This 2.19-mile route will connect the UppeF and Lower Mile Hill mar' centers with residential neighborhoods to the east, outside of Port Orchard city limits but within the Urban Growth Area. It Port Orchard Comprehensive Plan Adopted' .ne 2016 Revised: july-2018� kdT Chapter 8: Transportation will provide a route to school for students at Orchard Heights Elementary School and Marcus Whitman Junior High School. Along with Sedgwick Road, it will link with the off --street trail on Long Lake Road. Mile Hill Drive has 1613 400 to 1715 6200 AWDT. It is partially a state highway, which will require collaboration with Kitsap County and the Washingten State DepaFtment R #aesgertatiei;WSDOT. The route is a designated nonmotorized route in the KCNMFP. WSDOT has programmed several improvement protects which will provide nonmotorized improvements along the corridor, including a new roundabout at Wolves Road and new culvert adjacent to Veterans Park. 8.4.3. Residential On -Street Facilities limits, project in the Kitsap County Bicycle Facilities Plan. McCormick Woods Drive (Old Clifton Road to Glenwood Road) This 3.9--mile segment consists of a wide road shoulder throughout the McCormick Woods neighborhood. It is already a popular route for bicycling and walking. However, it does not currently meet City nonmotorized design standards. The wider shoulder may need to be widened and have parking prohibited; with no homes fronting McCormick Woods Drive, this will have minimal impact on residents, but as a mitigation the opposite shoulder could be widened in key locations to allow on -street parking. The speed limit may need to be lowered from 25 to 20 miles per hour. St. Andrews Drive/Hawkstone Avenue This 1.93-mile segment will provide a loop within the McCormick Woods community, beginning on St. Andrews Drive at McCormick Woods Drive adjacent to the McCormick Woods Golf Club clubhouse and terminating on Hawkstone Avenue at McCormick Woods Drive. It is planned as a wide paved shoulder. A portion of this route currently exists on St Andrews Drive from McCormick Woods Drive to Donegal Circle SW. Sidney Avenue (Tremont Street to Fireweed Street) This 0.9-7-97-mile route will primarily connect residential areas and multi -family developments to Paul Powers Jr. Park, Van Zee Park, Cedar Heights Junior High School, and to the nonmotorized facilities on Tremont Street. Sidney Avenue serves 5,000 AWDT. This project requires the construction of regional stormwater facility at the end of Sherman Ave to facilitate the build out of the non -motorized ® Port Orchard Comprehensive Plan Adopted: dune 2016 Revised: duly 201 &, duly- Chapter 8: Transportation improvements within this corridor. Salmonberry Road West (Bethel Avenue to Jackson Avenue) This 0.98_ mile route will be an east -west connection through residential neighborhoods, connecting the Bethel commercial corridor with Jackson Avenue. Salmonberry Road serves 2,600-300 AWDT. About half of this route is outside of City limits but still within the Port Orchard Urban Growth Area, which will require collaboration with Kitsap County for completion. The City is designing improvements for Salmonberry Road West as part of the Bethel Phase 1 protect. Salmonberry Road East (Jackson Avenue to Long Lake Road) This 0.79--mile route should only be built if the Long Lake Road trail is built. It will be an east -west connection through residential neighborhoods, extending the east -west connection from the Bethel commercial corridor with the many residential neighborhoods along Jackson Avenue and Salmonberry Road, connecting the Bethel commercial corridor with Jackson Avenue. Salmonberry Road serves �3,000 AWDT. About half of this route is outside of City limits but still within the Port Orchard Urban Growth Area, and half is outside of the Urban Growth Area, requiring collaboration with Kitsap County for completion. The route is a designated nonmotorized route in the KCNMFPT4is Mitchell Avenue (Bethel Avenue to South Kitsap High School) This 1.16_ mile route will connect the central portion of Port Orchard and neighborhoods outside of the city to the high school. It partially passes through unincorporated territory within the Urban Growth Area, which will require collaboration with Kitsap County for completion. Roundabout improvements at Bethel/Lundberg/Mitchell and Lincoln/Mitchell will see the Mitchell Y intersection eliminated except for non -motorized connectivity. These improvements should be complete by 2028. Retsil Road (Mile Hill Drive to Bay Street) This 1.1--mile route will provide safe access through the City's most northeastern residential areas and connect directly to Retsil Park, the waterfront, and the Annapolis foot ferry dock. Retstil Road has 4,000 AWDT, which is relatively high for a residential street. Part of the route passes through an unincorporated area within the Urban Growth Area, which will require collaboration with Kitsap County. Mile Hill Drive to Cedar Road Connection GedaFRead) Port Orchard Comprehensive Plan Adopted: j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation This 3.10_ mile route will provide a connection between multiple residential neighborhoods, East Port Orchard Elementary School, and Hidden Creek Elementary School. It will begin at Karcher Rd SE south of Mile Hill Drive (SR 166), then proceed south on Lincoln Avenue SE, McKinley Place SE, and Harris Road SE. It will cross SE Lund Avenue at the planned Harris Road roundabout and continue south to the existing terminus of Harris Road south of Salmonberry Road. This route will require a new connection between Harris Road and SE Vale Road. From Vale Road, the route will connect to Converse Avenue SE and will continue south past Sedgwick Road (SR 160), ultimately terminating at SE Cedar Road. This routelt will -connects directly to the Retsil Road route, but is distinct because it is entirely outside of Port Orchard city limits. However, it is important because it connects with an, imber A several east - west routes that provide access to the city proper and its commercial areas. Collaboration with Kitsap County will be required for its completion. It also crosses two state highways, which will require collaboration with the WashiRgteR State r,,,paFt. ent of T.-,,.sporta WSDOT. This pFeject nee Fircrest Drive (Jackson Avenue to Mile Hill Drive) This 1.53—mile route will provide a connection throughout the unincorporated Parkwood neighborhood. It will connect with Orchard Heights Elementary School, Marcus Whitman Junior High School, and the Village Greens Golf Course. It will also provide a flatter alternative to reach Mile Hill than the steep northern part of Jackson Avenue. The route is entirely outside of city limits but is within the Urban Growth Area, requiring collaboration with Kitsap County. The route is a designated nonmotorized route in the KCNMFPTh'- Fe-i-Re iS identified as paFt of High PFOeFity and n....,.FtHRi+., o., sects in the visa., County Bicy,d Fario., s Plan Berry Lake Road (Pottery RG"Avenue to Old Clifton Road) 04GWdem This 1.05-mile route will include paved shoulders to provide a nonmotorized connection between Old Clifton Road and Pottery Avenue. Old Clifton Road (Baerry Lake Road to west City limits) shoulders This 2.08-mile route will include paved shoulders on both sides of Old Clifton Road, providing an on - street nonmotorized connection between the McCormick subdivisions and Tremont Street. The route will also include an off-street paved trail, described in the following section. 8.4.4. Off -Street Facilities Bay Street Pedestrian Path (Water Street to Annapolis Foot Ferry Dock) This path is envisioned as an off-street connection between Port Orchard's two Foot Ferry docks, one downtown and the other in the Annapolis neighborhood. Part of the path is complete and newly built as modern multi -use path, with completion planned over the next several years (as of 2024). It will run through the downtown area and connect two waterfront parks and a public boat ramp. It will ® Port Orchard Comprehensive Plan Adopted: dune 2016 Revised: duly 2018, duly- Chapter 8: Transportation also connect to a future nonmotorized facility along Port Orchard Boulevard, providing a connection to the Tremont Street/Lund Avenue corridor to the south. The vision for this facility is summarized in the Bay Street Pedestrian Pathway West Situational Study. This pathway is identified by Kitsap County as part of the Mosquito Fleet Trail, which will ultimately include approximately 100 miles of pedestrian and bicycle trails that will link open spaces throughout Kitsap County in an interconnected system. The Mosquito Fleet Trail Master Plan, completed in 2001, identifies the primary corridor through Port Orchard following SW Bay Street and Beach Drive. The existing boardwalk on the downtown waterfront and the sidewalk on the back of shoreline buildings are not consistent with the vision of this nonmotorized plan and of the Mosquito Fleet Trail. Completion of this path will require collaboration with Kitsap County, the Port of Bremerton, and waterfront property owners. Feigley Road (Old Clifton Road to Lone Bear Lane) This trail is a paved pathway on the east side of Feigley Road that yias ^^^st.rueted ^F'^F to the adeption of this TranSPOFtatien Element. Improvements may be needed to bring this trail in line with City design standards and to accommodate nonmotorized traffic generated by a fUtU•^ high sch^^' ^^ *h�future development along Feigley Road. Old Clifton Road (Feigley Road to SR 16) This trail will connect the McCormick Wood,; subdivisions with the site of a future high school, ® Port Orchard Comprehensive Plan Chapter 8: Transportation enabling students to safely walk and bike to class. The trail will also extend along Old Clifton Road to connect with the Old Clifton Industrial Park, afr ^w•rlocal center. Special consideration will be needed for how the trail merges with plaRned bike lanes and sidewalks on Tremont Street. Locating the trail on the north and west sides of Old Clifton Road may minimize conflicts with driveways and intersections. Old Clifton Road serves up to approximately 7,500 AWDT. Typical right-of-way width is 60 feet. A portion of the trail passes through unincorporated Kitsap County and an area not within the Port Orchard Urban Growth Area. Port Orchard will need to collaborate with Kitsap County to complete this trail segment. PartE * isit is identified as a nonmotorized route +rin the KCNMFPK4ts p r,.0 my Biey,.i~ Fae'litie PlaR. Berry Lake Road (Old Clifton Road to Sidney Road) This 1.05-mile trail is entirely outside of Port Orchard City limits, but it will provide an important connection from the McCormick Woods area to the nearby Sidney Glen Elementary School and Cedar Heights Junior High School. Berry Lake Road serves 24,6200 AWDT. Typical right-of-way width is 60 feet. Sidney -SR 16 Crossing (Sidney Road to Sidney Avenue) Creating a trail across Highway 16 in this area could create a new connection between neighborhoods and promote better access to the nearby schools and Paul Powers Jr. Park. If a bridge or tunnel is cost prohibitive, another option may be to extend SW Moorea Lane to Sidney Road via a series of switchbacks. Crossing SR 16 would require WSDOT tl--approval of the Washington DepaFtment ^c followed with an airspace trail lease agreement with WSDOT for ongoing maintenance and preservation of the trail facility. Glenwood Road/SW Sedwick Road -(McCormick Woods Drive to Sidney Road SW) This one --mile trail will connect McCormick Woods and other residential neighborhoods south of Port Orchard to the Sidney-Sedgwick commercial center. It is partially outside of Port Orchard city limits and will require collaboration with Kitsap Countyto complete. It is identified as PrejeeT3 nonmotorized route in the KCNMFPiB1eyele Faei'iti P'^~ Long Lake Road (Sedgwick Road to Mile Hill Drive) This 2.4--mile trail is entirely outside of the Port Orchard city limits and has only a small portion within the Urban Growth Area. Nonetheless, it is recognized as an important route between two major arterials that provide access to Port Orchard proper: Mile Hill Drive and Sedgwick Road. It will connect outlying rural residential neighborhoods to Port Orchard and create a pleasant recreational path in a more rural environment. Collaboration with Kitsap County will be needed to complete this trail. The Port Orchard Comprehensive Plan Adopted j ne 2016 Revised: july 2018� oa!•r Chapter 8: Transportation route is identified as part ef a High Prierity project1non motorized route in the KCNMFPKitsap Ceunty 8.4.5. Programmed Nonmotorized Improvements The following projects that include pedestrian or bicycle facility improvements are included in the City's 2024- 6-202zn'�9 Transportation Improvement Program (TIP): • Tremont Street Improvements from Port Orchard Blvd to Sidney Ave. Improve approximately 0.25 miles of Tremont Streetwith concrete sidewalks, bike facilities, and drainage improvements. •_Bay Street Pedestrian Path — T-he o,.rt Q_Feh Fd 6 y r TIP (2016 2021) neludes a pFejeet to c Construct a 1.2-mile-long multimodal waterfront pathway and retaining wall along the Mosquito Fleet Trail, between the Sidney Avenue and Annapolis Foot Ferries in Downtown Port Orchard. • Old Clifton Road - Widen Old Clifton Rd west of SR 16 to include shoulders, street lighting, and a 2.11-mile grade -separated pedestrian path from SR 16 to the west city limit. • Bethel Avenue — The PAi4 QFchara c_.,.,ar TIP -de t..,,._ asgPhase 1 of Bethel Road corridor improvements, including roundabouts at Bethel & Blueberry Rd and Bethel & Salmonberry Rd intersections as well as widening and nonmotorized improvements from Sedgwick Road to Salmonberry Road widening of _RetheI n.,,,.. a sr,.... PUP Will nri.,,, t,, c...J,...:-` n.,,.. -- t ude u o to fear I-.nes and to include sidewalks bike I- nes IieL.ti,.,. eteFFAwat,.r OFA ntr • Sidney Road SW — Design phase of a project to widen the 0.95-mile segment from Sedgwick Road to Berry Lake Rd to three lanes with bike lanes, sidewalks, and traffic calming. • SW Sedgwick Road r'9rrid9F kniaF. mot.. Tom.. o rt Orrh;;Fd c ycwPreliminary design phase of c6omplete sStreets improvements of the 0.75-mile section from SR 16 to Glenwood TIo r'n' 202 ` iRe r e , I t-9 ...idea n n rAil..5 of Sedgwiek Read fFeF. co 16 to Bethel to 4 lanes %vith hike IWnes and sodey.galkson heth sides. n s nd p eet is planned to impl.....en Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation Milp5. • Pottery Avenue —_Address sidewalk gaps and construct nonmotorized improvements, including bikeable shoulders, along the 0.95-mile segment from SR 16 to Lippert Drive. Construct safety improvements at the Pottery Avenue & Lippert Drive intersection.T"^ PArt Orchard G ., 0 nelbides a DF90eet- t-n- %vid en. Mh-e tb.ve lane Feadway with bike lanes. sidewalks • Bay Street Pedestrian Pathway West — Multiuse pathway from Kitsap Transit station to Port Orchard Blvd. •_Port Orchard Blvd — Road diet with downhill bikeable shoulder and multi -use pathway. The following projects that include nonmotorized facility improvements are included in the City of Port Orchard TIP for 2030-2043: Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation • Fibrey,..ed Road — The POFt (l...haFd 6 year TIP (2016 ']202 1) includes a PFOj to y.f0den the 2 lane roadway with bike I^n^r and si.1.,walk,; for n 25 mil^ • Cline A••••-r�vcrta, T�,.�reFt QF.,b and C yea. TIP (2016 20221)--ni'cia' vc"T'apreject to Fehabwlitatte the roadway p ent and replace the sidewalk on the west sidt-ef the street, an the segment 49FA-K"itsap DFive-te Dwight 5tFeet,a • "rv"reldhe.r -Street — The Pe Ft E)FehaFd 6 yea. TIP (20 6 202 ) includes a prejec-t to , ,ideR "A^I^l pr Street frnm POtteFy Avenue to Sherman A.,ew it, to i ^I -We two travel lanes bike lanes sidewalks, and ^ st.,...w wateF system. • Sidney Avenue - Widen Sidney Ave north of SR 16 from Tremont Street to terminus to include bicycle facilities, storm drainage, and sidewalks. • SW Sedgwick Road -West— Design phase of SW Sedgwick Road West -TIP improvements. • Bethel/Sedgwick Corridor- Multi -phase project which will provide widening and nonmotorized improvements along Bethel Road from Sedgwick to Mile Hill Drive and along Sedgwick Road from SR 16 to Bethel Road. • Pottery Avenue- Widen from Tremont Place to Melcher Street, including two full travel lanes with bicycle facilities, sidewalk, and stormwater improvements. • Old Clifton Road - Construction phase of Old Clifton Road TIP improvements. • Melcher Street- Widen 0.40-mile section to include two travel lanes, bicycle facilities, sidewalks, and a stormwater system from Pottery Avenue to Sherman Avenue. • Fireweed Road - Widen 0.25-mile section of roadway to two full travel lanes with bicycle facilities and sidewalks from Sidney Avenue to S Flower Avenue. • Sherman Avenue - Widen 0.35-mile section of roadway to two full travel lanes with bicycle facilities and sidewalks from Fireweed Rd to its terminus. • Port Orchard Boulevard - Construct curb, gutter, bike lanes, and sidewalks along Port Orchard Boulevard from Tremont Street to Bay Street. Construct roundabouts at the Tremont Street and at the Bay Street intersections along Port Orchard Boulevard. • Ramsey Road - Widen to two full travel lanes with curb, gutter, sidewalks, and bicycle facilities. • Blueberry Road - Widen to two full travel lanes with curb, gutter, sidewalks, and bicycle facilities. Port Orchard Comprehensive Plan Adopted j'ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation • Geiger Road — Widen to two full travel lanes with curb, gutter, sidewalks, and bicycle facilities. • Salmonberry Road — Widen to two travel lanes with curb, gutter, sidewalks, and bicvcle facilities. • New Collector — Construct new east -west street north of Sedgwick Rd between Geiger Road and Ramsey Road, including two travel lanes with curb, gutter, sidewalks, and bicycle facilities. • Cline Avenue - Rehabilitate the roadway pavement and replace the sidewalk on the west side of the street from Kitsap Drive to Dwight Street, a distance of 0.13 miles The Pert Q--rch rd c yea. TIP (2016 202 ) includes provision fe Pd-P-d Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july2018 oa!"r Chapter 8: Transportation 8.5. Level of Service Transportation Level of Service (LOS) is a qualitative description of the operating performance of a given element of a -transportation infrastructure. It is typically expressed as a letter grade from LOS A, representing free flow operations with almost no travel delay, to LOS F, representing complete breakdown of flow and high delay. LOS establishes a basis for comparison between streets and intersections and helps guide the prioritization of improvement projects. Port Orchard's street network should maintain consistency with Kitsap County's network while accommodating the City's transportation needs and vision. To establish and maintain this consistency, the City's LOS standards must be suited to the needs of Port Orchard while retaining some similarity to LOS standards in the adlacent urban unincorporated area. This section describes the basis for the City of Port Orchard LOS standards. 8.5.1. Street Segment Level of Service Definition Port Orchard has adopted a system of planning -level street segment capacity standards for long- range planning and transportation concurrence management. The standards, which are based on Highway Capacity Manual concepts and similar policies adopted throughout Western Washington, define a maximum allowable service volume based on functional classification and presence of left - turn lanes, access control, nonmotorized facilities, and on -street parking. The adopted street seement capacity standards are summarized in Table 8-3. Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation ,-it., FnetL.--elegy a utlined iR Table 8 ] Table 8-3. o-E)Ipased Pert 0r&h r Street Segment Capacity Standards Functional Classification Base Capacity (v h 1) Capacity Adjustments v h Left -Turn Lane Access -- Restricted Segment No Bike Lane No Sidewalk On -Street parking Freeway 22 000 n/a n/a n/a n/a n/a State Highway 950 475 665 0 0 0 Principal Arterial 850 425 595 -85 -170 45 Minor Arterial 750 375 525 -40 -75 40 Collector 620 310 435 -30 -60 30 Left -turn lanes are estimated to add the capacity eauivalent of one half through lane by removin major approach left -turn delay. Similarly, segments with limited access, including physical or natural barriers, provide an increase of the equivalent of 70 percent of one through lane. Capacity reductions for lack of nonmotorized facilities are based on the principle that HCM capacity calculations assume complete urban street sections. Streets without sidewalk or bicycle facilities will force nonmotorized users into vehicle lanes, reducing vehicle capacity. Exceptions to these nonmotorized reductions can be made for freeways and state highways which are designed to emphasize vehicle mobility over nonmotorized traffic. The presence of on -street parking also reduces capacity slightly. Street segment LOS is based on the ratio of traffic volume to roadway capacity, or v/c ratio. Port Orchard has adopted LOS thresholds consistent with the Port Orchard/South Kitsap Subarea Plan and planning -level LOS thresholds defined in Highway Capacity Manual 1994. Adopted street segment LOS thresholds and descriptions are summarized in Table 8-4. Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation Table 8-4. Port Orchard Street Segment LOS Thresholds and Characteristics Volume/ LOS Capacity Description Facility accommodates all modes of transportation. Vehicles experience A <_ 0.60 free flow, with low volumes and high speeds Stable flow, with traffic conditions beginning to restrict operating B 0.61— 0.70 speeds. Drivers still have reasonable maneuverability between multiple lanes. All modes are accommodated Fairly stable flow, but higher volumes more closely constrict speeds and C 0.71-0.80 maneuverability. Approaching unstable flow, with tolerable operating speeds and limited D 0.81-0.90 maneuverability. Facilities without nonmotorized facilities and heavy pedestrian/bike volume may experience unstable flow. Nonmotorized users in travel lanes will conflict with heavy vehicle E 0.91-1.00 volume and cause breakdowns in flow. Vehicles experience unstable flow with reduced operating speeds. Facility is unable to accommodate all modes. Vehicles experience forced F > 1.00 flow, operating under stop -and -go conditions Port Orchard has adopted an "ultimate street LOS policy" which provides a segment LOS exemption to streets which have been fully constructed to their respective design standard. This includes, for example, Tremont Street between the SR 16 interchange and Port Orchard Boulevard. Ultimate street design standards are based on the Port Orchard Public Works Engineering Standards and the street design classifications identified in Figure 8-x. 2011 8.5.2. Intersection Level of Service Definition Intersection LOS is based on the average delay experienced by a vehicle traveling through an intersection. Delay at a signalized intersection can be caused by waiting for the signal or waiting for the queue ahead to clear the signal. Delay at unsignalized intersections is caused by waiting for a gap in traffic or waiting for a queue to clear the intersection. Table 8-5 shows the amount of delay used to determine intersection LOS. The intersection LOS analysis completed for this Transportation Element was completed using Highway Capacity Manual 6th Edition (HCM6) methodologies for signalized and stop -controlled intersections. Roundabout delays and LOS were calculated using the Sidra capacity methodology, per WSDOT guidelines. For minor -approach stop controlled intersections, LOS is based on the turn movement with the worst (highest) delay. For all other intersection control types, LOS is based on average delay. ® Port Orchard Comprehensive Plan Adopted: dune 2016 Revised: duly 2018, dull Chapter 8: Transportation Port Orchard Comprehensive Plan Adopted! june 2016 Revised; julY- r Chapter 8: Transportation Street Design Standard Principal Arterial A y8 - - - - Principal Arterial B �+ MinorArterialA i 1 ' - - - - Minor ArteriaEB Minor ArterialC� G 1 - CollectorA - - - - Collector 16 - Sedgwick-Bethel Corridor Study " lar ' 1 McCormick Communities 7-1 City Limit Outline , Urban Growth Area r r 'r R•i' pl q 1 �; � L 1 1 � 6 1 I 1 w sw x are°A �'' irons tan'on soturions 0 0.5 1 9.5 2 rni Figure 8-x. Street Design Standards Delay it defined diFF. Featly fer s -Ali-.. itep eenticalled (i.e. Step G ..t...l e centrelled ' level of sery hieleusing the int..rr ......ti.... Per t.... ..t ..4h. the .. rst (highest) del Table 8-5. Intersection Level of Service Thresholds LOS Signalized and Roundabout Delay (sec/veh) 1-lasiogna4zed-Stop-Control Delay (sec/veh) A 1510 1510 B >10-20 >10-15 Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation C >20 — 35 >15 — 25 D >35 — 55 >25 — 35 E >55 — 80 >35 — 50 F >80 >50 8.5.3. Level of Service Standards and Goncurrency RequirennentsSeLevel The Growth Management Act (GMA) requires cities to adopt local Level of Service (LOS) standards and ordinances that prohibit development if the adopted standard would be violated by development approval. Developments must be required to provide for necessary improvements within a six -year period with an additional extension of six vears permitted on a case-bv-case basis. GMA requires that a LOS standard be set but acknowledees the need for flexibilitv by orovidine for six years and extensions for the development of required improvements. Therefore, during that period, some portion of the facilities may be under development, design and construction. During that period, facilities may be experiencing congestion that exceeds the adopted standard. As facilities are connDleted. improvements may initially provide transportation service that performs better than the adopted standard Port Orchard has adopted a minimum LOS standard of LOS D for the Citv's functionally classified (i.e collector and arterial) street system. This represents a compromise between the theoretical "ideal" LOS A and the realities of travel demand, construction, and financial capabilities. At LOS A, people could travel anywhere anytime with no delay. LOS D represents the ability to travel the City's arterial and collector routes with only moderate congestion -related delays. As the City of Port Orchard grows and becomes more urbanized. some additional travel delav will become a realitv. oarticularlv durine eak periods Minimum LOS for intersections on State facilities are set by the Washineton State Department of Transportation (WSDOT). SR 16 is designated by WSDOT as a Highway of Statewide Significance (HSS) and is assigned minimum LOS D. SR 160 (Sedgwick Rd) is designated as a non-HSS route with minimum LOS D. SR 166 (Bay St/Bethel/Mile Hill Dr) is a non-HSS route with minimum LOS E Mitigated. Port Orchard may, however, choose to monitor LOS and program improvements at intersections along WSDOT facilities, particularly if they introduce delay to City streets. 8.5.3.1 Level of Service Standards Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july-2018 oa!"r Chapter 8: Transportation development of r ed i ntc Therefored..rine that n ed seme ortien of the facilities may be under development, design and ranstruction- During that peried, farilities 0 FAPFavements may initially PFGVide transportation service that Performs laetteF than the adopted standard. Dart Orchard has adopted a Inc ctend-.rd eF Inc D For all segments and intercectienc en tl.e At LOS A, people c ..Id tFavel -. ..Mere anytime with no delay. LOS D r ntc the ability .. to treelm act of than arterial and cellecte routes ..with only moderate congestion_ elated delays As the Q%V of Dert nr..l.a Fd gFews and l.eco.r.ec meFe i0lannized, addition-.l travel delay will beceme a reality. paFtic..l-.rly duFing peak neriedc The Gety's Level of!servoce ;tandaird dees net apply to inteFseetiews OR State fac"Wer within the Qt.. of Uert nrcl.-.rd neini.r...rA Inc For intercectienc en State facilities are set by the Washington State DepaFtment eF T-Fa RSnortatien ddA SDQ:rl SR 16 it designated by d11 SDQ:r as a WigM.. ay of Statewide cignifleanee dLlccl and iassigned m m Inc fl cD 16 i designated by the Puget Sound Regienal Council (P5R 1 as a Tier 1 highway of r al significance with LOS C Mitigated CD 160 it designated 1... Pc RC a a Tier 2 highway of Fegional significance ..with 106 n Ahern-.ti..e I e .el eF cer..ice -.nd renc..rrenc.. A. Pedestrian Safety and Mobility LOS. Developments will provide for pedestrian safety, including adequate connections to existing pedestrian facilities. Proximity to pedestrian oriented establishments, sti—asincludina, but not limited to, schools, parks, and commercial establishments shall be considered when evaluating pedestrian safety. Particular attention shall be given to school walk routes. 1. Ultimate Pedestrian LOS. The ultimate pedestrian facility design includes a sidewalk, curb and gutter section or other approved non -motorized vehicle facility. Specific requirements may identify the need for additional safety precautions. 2. Minimum Pedestrian LOS. A minimum pedestrian facility shall include one ofthe following: a. A six -foot —wide paved path separated from the paved roadway surface by either an unpaved ditch or swale, three feet wide; b. An eight -to -twelve -foot —wide paved path constructed integral with paved roadway surface and including adequate delineation for safety; c. Other conditions may be considered equivalent to the minimum pedestrian safety facility at the sole discretion of the city engineer. i�-Traffic Capacity LOS: Traffic Port Orchard Comprehensive Plan Adopted: j .ne 2016 Revised: july-2018 oa!"r Chapter 8: Transportation C—B. Capacity LOS is defined in the 2010 Highway Capacity Manual and is based on PM peak hour vehicle capacity. 1. The City's afte#a-�-functionally classified (collector and arterial) street system ing .ants and inteFseetiens, shall meet the following standards fAF-109: a. Principal arterials — LOS D b. Minor arterials— LOS D c. Collector arterials —LOS C 2. Exemptions to Capacity LOS. The city-Citt eGo +iCounci' upon recommendation of the WCity engineer-Engjnee may determine as follows: a. That it is not practical to improve specific intersections to achieve higher LOS standards; b_That other improvements may be considered as equivalent mitigation in lieu of achieving the capacity LOS standard stated in this section; 43-.C.That a street segment has been constructed to its ultimate design and to provide additional widening would not support the role and character of the street in the City's transportation network. Ed. Exempt specific intersections or street segments from the LOS standards set forth in this section for a specific periodAf e. D-.C. Street €rentage Design LOS 1. Ultimate Design LOS. The street system will meet the geometric, right-of-way width, and street section standards for the classification defined in the arterial street plan, the subdivision code, the comprehensive plan, or other site _specific project requirements. This will include, but not be limited to, traffic control, drainage, other utilities, pedestrian facilities, transportation facility design, construction, right-of-way, and easement dedications, for all transportation facilities, including frontage improvements and arterial connections in conformance with criteria set forth in the ultimate design LOS. Other utilities and appurtenances shall be constructed to meet city—cifstandards and rcomprehensive plans Ip ans, concurrent with the street construction. 2. Three -Quarter Street LOS. The street system shall consist of sidewalk, curb, gutter, all utilities, and appurtenances, and one-half of the ultimate pavement width on the development side of the right-of-way, plus a minimum 14-foot pavement width on the opposite side of the street. The total width shall not exceed the ultimate design width. This will include, but not be limited to, traffic control, drainage and other utilities, pedestrian facilities, transportation facility design, construction, right-of-way, and easement dedications, for all transportation facilities, including frontage improvements and arterial connections in conformance with criteria set forth in the ultimate design LOS. Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: juiy-2018� h4y- Chapter 8: Transportation Other utilities and appurtenances shall be constructed to meet city standards and comprehensive plans concurrent with the street construction as stated In IaFejec4 3. Minimum Street LOS. A minimum 30-foot wide paved street section centered on ultimate design cross section with sufficient traffic capacity to serve existing and project generated traffic. Curb, gutter, and sidewalk will not be required; however, pedestrian safety facilities would normally be required. Drainage may be in surface ditches or a subsurface conveyance. This will include, but not be limited to, traffic control, drainage and other utilities, pedestrian facilities, transportation facility design, construction, right-of-way, and easement dedications, for all transportation facilities, including frontage improvements and arterial connections in conformance with criteria set forth in the ultimate design LOS. Other utilities and appurtenances shall be constructed to meet city standards and comprehensive plans, concurrent with street construction, as taredpFejee'^ t . ^t S. 4. Non motorized Transportation LOS. Development proposals shall be evaluated for compliance with city plans and policies, including the Transportation Element of the Comprehensive Plan.^ comprehensive trail plan. Development proposals shall be evaluated for continuity with the system and may be required to provide off -site improvements. Development proposals may be required to expand the plan in some locations to provide for non -motorized circulation to neighboring properties or areas. The emphasis shall be on off-street paths, but shall also include selected arterials, collectors, and school walk routes which may require separated bike/pedestrian paths, lanes, or other improvements to ensure access continuity and safety for trips generated in the development. 8.5.3.2. Concurrency require nenURequirennents, All developments shall meet the minimum development standards for Pedestrian Safety and Mobility LOS. The criteria for determining the applicable standard for determining compliance with pedestrian safety LOS, traffic capacity LOS and street design standard LOS concurrency requirements shall include, but not be limited to, the volume of traffic generated or to be generated on the arterial street system from a development at full build -out during the most critical or highest volume hour of the day hereafter referred to as the peak hour. The peak hour volume shall be determined by a traffic impact analysis. Compliance with the concurrency LOS standards will be based on the following criteria: A. — Fewer Than 10 Peak Hour Trips. If a project generates less -fewer than 10 peak hour vehicle trips, the city -City ePei4+eef-Engineer shall determine the necessity of the project to meet all or a portion of the concurrency LOS requirements. 1. Street Frontage. Minimum street LOS improvements must be in place on the project street frontage. The eity-Ci�enginee�Engineer shall consider the following when making this determination if non - motorized safety of traffic capacity LOS is required. In no case shall the concurrency requirements ® Port Orchard Comprehensive Plan Adopted: dune 2016 Revised: July 2018, duly- Chapter 8: Transportation exceed- _those of a project with f^,•• th n 29 or fewer Rpeak h#our Ttrips. • Proposed developments in the area; • Proximity of adjacent ultimate, three-quarter street, and/or minimum LOS improvements; • Adequacy and condition of street frontage improvements; • Proximity to pedestrian oriented establishments such as, but not limited to, schools, parks, and commercial businesses; • Anticipated impacts of project; • Capacity of the affected arterial street system. B. Ten to 29 Peak Hour Trips. If a project generates 10 to 29 peak hour trips, the following LOS standards are necessary to achieve concurrency: 1. Street Frontage. Three-quarter street LOS improvements must be in place on the project street frontage. 2. Adjacent Street System. a. Minimum Street LOS Improvements. Minimum street LOS improvements must be in place on the adjacent street system for a distance of up to 200 feet in the direction to the ^^i^* where they eeRRect t9of an arterial street that meets the three- quarter street LOS on the same side of the street as the development. Minimum Pedestrian Safety LOS. Minimum pedestrian safety LOS improvements must be in place on the adjacent street system to the point where they connect to or intersect with an arterial street that meets the three-quarter street LOS on the same side of the street as the development. Improvements may be considered connected to adjacent improvements on the opposite side of the street, if the connection is made with an approved pedestrian crossing facility at a controlled intersection, providing protection to the pedestrians with a stop sign or traffic signal, at the discretion of the city engineer. Traffic Capacity LOS. Intersections and segments impacted bytraffic from the development as identified in the project traffic impact analysis shall be evaluated for trR#€iCcapacity LOS standards and St Feet design standardS and . nts. Intersections and segments on the functionally classified street system that are impacted by peak hour traffic generated bythe development shall be required to meet capacity LOS standards RRd # ^^* design standaFels. All or a portion of the development shall be denied or delayed until deficient '^#^�' ^R1; facilities meet traffic capacity LOS standards and/E)F Street desig^ #RRdardr. Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july-2018 oa!"r Chapter 8: Transportation C. Thirty to 75 Peak Hour Trips. If a project generates 30 to 75 peak hour trips the following LOS standards are necessary to achieve concurrency: 1. Street Frontage. Three-quarter street LOS improvements must be in place on the project street frontage. 2. Adjacent Street System. Three-quarter street LOS improvements must be in place on the adjacent street system to the point where they connect to an arterial street that meets the three-quarter street LOS on the same side of the street as the development. 3. Traffic Capacity LOS. Intersections and segments impacted by traffic from the development as identified in the project traffic impact analysis shall be evaluated for traffic capacity LOS and street desigF standards and regUiFerneR r. Intersections and segments on the arterial functionally classified street system that are impacted by peak hour traffic generated by the development shall be required to meet capacity LOS standards and street desig^ standards. All or a portion of the development shall be denied or delayed until deficient ntpr. G4iRwr facilities meet traffic capacity LOS standards and er street desig^ Standards 4. Non -motorized Transportation LOS. Development proposals shall be evaluated for compliance with the non -motorized component of the Comprehensive Plan Transportation Element. P_'^^,^.R. ^F'"^ ^^^,^rehensi a plap Development proposals shall be evaluated for continuity with the system and may be required to provide off -site improvements. Development proposals may be required to expand the plan in some locations to provide for non- motorized circulation to neighboring properties or areas. The emphasis shall be on off-street paths, but shall also include selected arterials —and collectors, and school walk routes which may require separated bike/pedestrian paths, lanes, or other improvements to ensure access continuity and safety for trips generated in the development. D. More Than 75 Peak Hour Trips. 5. Street Frontage. Ultimate Design street LOS improvements must be in place on the project street frontage. 6. Adjacent Street System. Three-quarter street LOS improvements must be in place on the adjacent street system to the point where they connect to an arterial street that meets the three-quarter street LOS on the same side of the street as the development. 7. Traffic Capacity LOS. Intersections and segments impacted by traffic from the development as identified in the project traffic impact analysis shall be evaluated for traffic capacity LOS and street design -standards and Fecluiremen r. Intersections and segments on the arterial functionally classified street system that are impacted by peak hour traffic generated by the development shall be required to meet capacity LOS standards and street design standards. All or a portion of the development shall be denied or delayed until deficient intersections meet traffic capacity LOS standards and eF street design standards. 8. Non -motorized Transportation LOS. Development proposals shall be evaluated for ® Port Orchard Comprehensive Plan Adopted: dune 2016 Revised: duly 2018, duly- Chapter 8: Transportation compliance with the nonmotorized component of the Comprehensive Plan Transportation Element ,..'th the RAn motorized el.,meRt of the compreheRsive plan. Development proposals shall be evaluated for continuity with the system and may be required to provide off -site improvements. Development proposals may be required to expand the plan in some locations to provide for non- motorized circulation to neighboring properties or areas. The emphasis shall be on off-street paths, but shall also include selected arterials a -PA collectors_school walk routes which may require separated bike/pedestrian paths, lanes, or other improvements to ensure access continuity and safety for trips generated in the development. Segmen W a �Y GId55�rat lan Qnn pAnk WA., 2 WC W$ 4 Bethel Rd (Sedgwir k Rd ♦e c..l RY4 �l Art@riA S Bethel Rd (Sa'M....beFF., to 1 U ...J Ave) PFineipal 83 F LJ.. . PA4 Qe L Him- YW�YI� CV Bay St O. P94 QFGL AFd RhAd T\AISC ^� Y YI,^ E- C..iJgw:Gl. Rd O. Qr-...n T-err-.n.. TWSC S 3J r geel. w*Gl. Rd & (_..i....r Qrl T\ANC - Outsid City Limits SR 4blge��wie�sis+�aiized�te�se stier�s??? Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation SegFnent IDNAMPF"ActiGRA 6lassi�at:iew 10000 WC €AS Rettae4 € PFiRelpa�5 A#eKiai € 3G2-5 TrpFnnnt St MOAnr A#e" 444 € 392-6 T...mr...4 C+ AA+ner A .-Fe fk 44-3 € Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation Legend - - l City Limits - Port Orchard Arterial LOS \- — LOS A �LOS B —LosC _ —LOSD LOS FJF l N w E — 1 0 .5 1 1.5 - Miles JI I I I L s UI9ERRY [ BERRY ¢ L.- .. _ oN L , /^• I r — - i I —..—. L..J L — 02013 CA IPER S� Figure 8-4 TIC Transpo atiuo3,Inc. Existing Arterial Segment LOS - City of Port Orchard �'l�rt D tad Port Orchard Comprehensive Plan Adopted: June 2016 Revised: july 2018 oa!"r Commented [AC8]: Figure will be updated. Legend F _= City Limits - Port Orchard 20151ntersention LOS ■ LOSA _- ■ LOS 8 �. ■ LOS C ❑� LOS D ■ LOS EI ■ LOS IF I N Chapter 8: Transportation Lr ' Commented [AC9]: Figure will be updated. w E T a S 0 .5 1 L5 -- -- Miles�..� yr �•� � r _ a-R L m r 02013 CALIPER TS1 Figure 8-5 TransportationSalutions,Inc. Existing Intersection Level of Service City of Port Orchard Port Orchard Comprehensive Plan Adopted: j ,ne 2016 Revised•. Ia'."r2018 oa!"r Chapter 8: Transportation I..r....n+e�rxvervrr..F•..w �ei C..ting De .QT2m mpg Old GlAeR Rd l"0'OSC 14-.0 T.rP.rrr..a-nA ftr....t \A/ / CD 1 G \A/Q r-.rr.r.r :FwS ' �2 E Out -side fD 16 / Ar..J..rr..n Hill Drl f\A/ TALC!' >189 ('r.Ryerrr. Ave CC TALC(' 43-.6 E CC C...J.....i..l. D.J / Db.illir.& D CC TNSG >4789 F 'P.AAC -:PAFA VVay Stop Centrel; AWSC - All Way Step Control; RAB - Reundabeut; Signal - .............. r.t with the ..,..rSt (highest) dela.. Table Q Q Drr.i. ets Neeerr-.r.. to Bring Existing Facilities up to I OS Standards T 'ale �en imparted C eilities ^P� T� Trn"'"r �(3 nt / i.d 4 "�Inns nn roundabouts CD Q.,thpI Cnrrmdar Bethel ride eluding ReEenstFuetwen widening, sidewalks, and hike face Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july2018 oa!"r Chapter 8: Transportation 8.6. Traffic Forecast 8.6.1. Land Use Assumptions 8.6.1.1. Existing Land Use geneFating he e4e4k.Traffic forecasting is based on the relationship of vehicle trips to development or land use. Land use can be organized into two general categories: households and employees. Residential land use forecasts are often expressed in terms of population, however for travel demand modeling it is helpful to convert population into trip -generating households. Current Port Orchard population and household estimates were obtained from Census 2020 data and are summarized in Table 8-9. Table 8-9. Port Orchard 2020E(istiRg Population Estimate Total Population 1 a�5015,587 Total Households 5,2316 552 Existing Port Orchard employment is summarized in Table 8-10 and is consistent with the 2021 Kitsap County Buildable Lands Report. Employment inventory is organized into six categories, consistent with the categories used in the Kitsap County transportation model which formed the foundation of the Port Orchard citywide transportation model. Table 8-10 identifies the modeled employment categories, corresponding North American Industry Classification System (NAICS) codes, number of employees, and share of total citywide employment. Table 8-10. Port Orchard Existing Employment Estimates Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july2018 oa!"r Chapter 8: Transportation NAILS Code Classification Sector Number Percent 44,45 Retail 2 6333 503 34%22-. V0A 51-56, 61, 2 329 30% Finance, Insurance,�nc 62, 71, 72, Commercial Real Estate, and 81 Services Public sector Government and 19051,868 25%27L.4°6 Education 11, 21, 23 Construction and 274439 44%-2-.0O6 Industry Resources 31-33 Manufacturing 19167 22%1." 22, 42, 48, Wholesale Trade, 3133�8 4°/a33°6 49 Transportation, and Utilities Total 7 6456,599 100 0% 8.6.1.2. Land "`^ Cmim hl3evelo ment Forecast) Commented [AB10]: Pending land use forecasts fplaceholder pending forecasts)'^ ArdpF tA FRAiRtAiR iRtPFRRl ^ i+h the ^+"^` plprnentr' of the COFnpFehensive Plan Update, the citywide plaRning FnAdp, 1 rprj land Area opulation Grow Average Annual GFowth Rate City of Peet !1«,.1 and Pei4 1«,har-d UG - CC7L '72G T6670 et `L 2036 claWfiGatmol; Employ rnde F.... n 201 f77eRt 2016 44,-� 3 563 244 3114 Port Orchard Comprehensive Plan Adopted' .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation SFr, G�G2, �2, 91 r ^I Finance, Insurance, Re -.I Estate,and Se a,406 2-043 5,119 seete „�, 223 I"' -1" C Rd o. 339 i7-6 31-5 K 33 MaRbIfaGWFiRg 67 2W �J7 22i2, `f \A/h..lo-;-.I.. T.-.d.. nd I ltok*pr its is.! 263 T-etm 6$89 '�" 9A944 8.6.1.2 Land Use Growth Distribution [placeholder pending forecasts] Traffic Forecasting Model 8.6.2. Traffic Forecasting Model 8.6.2.1. Background Port Orchard maintains a citvwide travel demand model which is regularly updated and utilized for transportation planning, policymaking, and concurrency management. The Port Orchard model was initially developed in 2015 based on the Kitsap County travel demand model. It was updated in 2019 and most recently in 2022 for this Transportation Element update. The travel demand model calculates growth in units of weekdav PM peak hour vehicle trios. This approach is consistent with the Kitsap County travel demand model. 8.6.2.2. Network Development Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july2018 oa!"r Commented [AC111: This section will be updated following Land Use updates in association with this 2024 Periodic Update to the Comprehensive Plan. Chapter 8: Transportation based en Kitsap Geunt„'s a my travel de fflan.d .nedel Travel de,Aal; rl i Feffesented in ter.nr of DMA peak hOUF vehicle trier The bare year edel was thr9UghG It the Git.. in Iune of 201 C NeUmark DpwelepFnent The modeled transportation network was updated based on field review, aerial imagery, and signal timing data obtained from Kitsap County and WSDOT staff. The modeled street network includes all functionally classified roadways and most local streets within the City and UGA, in addition to regionally significant County and state routes in the vicinity. Turn capacities and volume -delay functions were modeled using Highway Capacity Manual 61h Edition methodologies for signalized and stop -controlled intersections, and TRL/Kimber capacity methodology for roundabouts. Link capacities and volume -delay functions were modeled based on planning -level Highway Capacity Manual capacity concepts, consistent with the Kitsap County travel demand model. 8.6.2.3. Traffic Analysis Zone Structure An i enter., of existing tranrnertatien facilities s developed through review Gf field data and aerial and satellite phategraphy. The network inventory was used t-G rif„ and expand street n..t,.,e rl( data n .i.de.d by Mtsap GE)wnty i Ar.d..r to we (2) Weal streetr ,yhieh are A-61tsi.de the reeve of the eountywide medel and (3 ally s nifieant r -A-es i elu ding state highways SR 16 fD 160 and SIR 166 f.... TrnffiG Analysis Zone ftr„ct, we Transportation Analysis Zones (TAZs) are the geographic units used by a travel demand model to represent land use and to generate trips into and out of the transportation network. Each TAZ's land use determines the number of trips that the zone produces or attracts from other TAZs. The Port Orchard travel demand model includes a total of 93 TAZs, including 76 "internal" and 17 "external" TAZs. The TAZ structure is shown in Figure 8-7. Internal zones are defined geographic areas which represent housing and employment in and near the City and UGA. Internal TAZ boundaries were defined based on Census 2020 block boundaries and refined based on city limit boundaries and zoning. Forty-four of the model's 76 TAZs are located within city limits. External zones represent trips entering and exiting the planning area via major access routes. The model's 17 external TAZs include major state routes such as SR 3 and SR 16 as well as smaller access ® Port Orchard Comprehensive Plan Adopted: dune 2016 Revised: duly 2018, duly- Chapter 8: Transportation routes such as Victory Drive and the Kitsap Transit Foot Ferry. In contrast to internal TAZs which are based on defined geographic areas, external TAZs represent vehicle trips crossing a specified point, typically determined via traffic count. A portion of the trips generated by an external zone connect with internal TAZs, while the remainder of the trips interact with other external zones outside the planning area. These external -to -external trips have neither an origin nor destination within the study area, yet they pass through the study area, impacting the transportation network. Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation Commented [AC12]: Figure will be updated. Planning Model Street Network Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation Figure x. Transportation Analysis Zones Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 Chapter 8: Transportation f City Limits - Port Orchard 0 Traffic Analysis Zone N WE S 0 .5 1 1.5 Miles 0Ilrrlt ■145 ■a 1154, ►107 r` 144 125 136 T -t, �- 142 114 ... ■ri.jur� '17w t � � 106 .. rr �•�11 iI AWN 119 - Iyy r103 WNEll i 16 ■� 1 1 TSB Figure 8-7 TransportationSolutions, Inc. Traffic Analysis Zones City of Port Orchard ��l.flb, or Port Orchard Comprehensive Plan ��e�se�: july-2018 160 Commented [AC13]: Updated TAZ figure provided above. Chapter 8: Transportation :1�8.6.2.4. Trip Generation The first step of the travel demand modeling process is to translate housing and employment into trip origins and destinations for each TAZ. The travel demand model includes five trip types: • Home -to -Work (HW) and Work -to -Home (WH): Trips with one end at the traveler's home and the other end at the traveler's place of employment • Home -to -Other (HO) and Other -to -Home (OH): Trips with one end at the traveler's home and the other end at somewhere other than the traveler's place of employment, e.g. shopping trips. • Non -Home -Based (NHB): Trips without an end at the traveler's home Modeled trip generation rates were initially based on PM peak hour trip rates published in the Institute of Transportation Engineers (ITE) Trip Generation Manual 11`h Edition. Rates were calibrated to more closely reflect volumes observed in traffic counts collected in January and February 2022. Modeled trip rates are summarized in Table 8-13. Table 8-13. Travel Demand Model PM Peak Hour Trip Generation Rates Land Use Units HW' WH' HO' OH NHB' Total OZ Dz OZ Dz OZ Dz OZ Dz Oz Dz Single -Family Res. DU 0.025 0 0 0.078 0.441 0 0.011 0.226 0.056 0.008 0.845 Multi -Family Res. DU 0.012 0 0 0.047 0.291 0 0 0.137 0.018 0.005 0.510 RETAIL Emp 0 0.015 0.074 0 0 0.502 0.192 0 0.472 0.221 1.476 FIRES EMP 0 0.009 0.034 0 0 0.344 0.119 0 0.017 0.106 0.629 GOV EMP 0 0.004 0.022 0 0 0.31 0.066 0 0.022 0.128 0.552 EDU EMP 0 0.012 0.127 0 0 0.163 0.273 0 0.206 0.408 1.189 WTU EMP 0 0.017 0.048 0 0 0.211 0.119 0 0.071 0.194 0.660 MANU EMP 0 0.008 0.023 0 0 0.098 0.057 0 0.034 0.09 0.310 CONRES EMP 0 0.017 0.017 0 0 0.235 0.042 0 0.025 0.084 0.420 'HW: home to work: WH: work -to -home; HO: home -to -other; OH: other -to -home: NHB: non -home -based 20: origin trip rate; D: destination trip rate Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation 8.6.2.5. Trip Distribution The trip distribution step consists of identifying an origin and a destination for each trip generated by each TAZ in the travel demand model. The trip distribution process uses a gravity model, based on the gravitational theory that the attraction between two bodies is directly proportional to the bodies' masses and inversely proportional to the distance between the bodies. A TAZ's "mass" is represented by the number of trips generated (produced by or attracted to) the TAZ while the distance factor is represented by route travel time. The result of the trip distribution step is an origin -destination matrix for each trip purpose in the travel demand model. The gravity model calculates the attractiveness between any two TAZs using the utility function: AU) = a * (U") * (ecu) In the utility function, the independent variable U is defined as travel time between zones. The parameters a, b, and c are calibration factors which influence the weight of travel time in the gravity model. Gravity model parameters were calibrated with consideration for the Kitsap County travel demand model, NCHRP Report 716 (TRB 2012), and traffic count data. The calibrated gravity parameters are shown in Table 8-14. c�i�U") ecu� Table 8-14. Trip Distribution Gravitv Model Parameters Trip Purpose Model Parameter a b c Home -to -Work (HW) 28,507 0.400 -0.100 Work -to -Home (WH) 28,507 0.400 -0.100 Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation Home -to -Other (HO) 139,173 -1.017 -0.791 Other -to -Home (OH) 139,173 -1.017 -0.791 Non Home Based (NHB) 219,133 -0.791 -0.195 8.6.2.6. Traffic Assignment The traffic assignment step consists of finding the optimal route from origin to destination for each trip in the travel demand model. The model begins by calculating the shortest travel -time route from each origin to destination based on free -flow conditions. It loads trips into the network based on the initial solution, recalculates traffic delay based on the updated network volume, and recalculates shortest paths based on the updated delay results. This process is repeated until an equilibrium condition is achieved in which every trip has been assigned its shortest path based on congested network conditions. 8.6.2.7. Model Validation The base year model was calibrated to improve the relationship between modeled flows and observed traffic volumes. Traffic volume data was collected in January and February 2022 and included intersection turning movement counts at 56 intersections and tube counts collected at 6 road segments in and near Port Orchard. The base vear model was calibrated based on guidance from FHWA's Travel Model Validation and Reasonableness Checking Manual Second Edition (FHWA 2010). Model inputs and parameters were adiusted iteratively to improve the correlation between modeled traffic volumes and observed traffic volumes. was measured against link volume counts which were derived from the 2015 PM peak hour intersection turning movement counts. Calibration statistics and a scatterplot of assigned vs. counted volume are shown in Figure 8-8 Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation Figure 8-8. Travel Demand Model Calibration StatistiC`GalibFati R Statistie 2019 Gity . ide PI@R. iRg NAndel 3000 2500 2000 3 NumObs= 426 %RMSE= 15 °a, 1500 RZ = 0.98 Slope = 0.95 a Y-Int = 8.31 1000 MeanRelError= 9% 500 — 0 0 500 1000 1500 2000 2500 3000 Counted Volume Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r 3500 3000 2500 2000 1500 $ 1000 0 v c 500 00 Q Soo 1000 1500 2000 2500 3000 3500 Counted Volume Chapter 8: Transportation NumObs= 264 AvgObs= 493 %RMSE= 18.2699 R' = 0.9587 Slope=1.0154 Y-Int= 4.2237 8.6.3. Long -Range Forecasting Assumptions Forecasting Future Travel Demand The long-range (2044) traffic forecasts were calculated based on housing and employment forecasts identified in the Land Use Element. Traffic growth external to the planning area was calculated based on historical growth rates. Long-range forecasts included both "Without Improvement" and "With Improvement' scenarios. The "Without Improvement" scenario assumed no transportation capacity improvements would be constructed in the planning horizon. Transportation improvement strategies necessary to maintain minimum LOS standards were identified and modeled in the "With -Improvement" scenario.€erthe I-Irp Flp.r.n.p.n.t. Historical growth Fates weFe applied to all readways external to the City that function netie Rs bet.yeen Pert Qrnharrd ;;Rd the s Rding v 8.7. Transportation System Needs [TO BE UPDATED] 8.7.1. 2022 Traffic Volumes and LOS Deficiencies An analysis of 2022 volume -to -capacity ratios on 59 functionally classified collector and arterial ® Port Orchard Comprehensive Plan Adopted: dune 2016 Revised: duly 2018, duly- Chapter 8: Transportation segments within city limits identified two street segments which currently operate below their respective minimum LOS standards. Both segments are located along the Bethel Road corridor, which is programmed for complete street improvements in the TIP. Existing street segment LOS deficiencies are identified in Table x. Table 8-6. Existing Street Segment LOS Deficiencies Name Functional Classification Peak Hour Volume V/C LOS Bethel Rd (Sedgwick Rd to Salmonberry) Principal Arterial 1390 1.17 F Bethel Rd (Salmonberry to Lund Ave) Principal Arterial 1350 1.13 F Three City intersections currently operate below minimum LOS standards. Additionally, the WSDOT intersections at the SR 16 Tremont Street/Old Clifton Road interchange both operate below the WSDOT minimum LOS D standard for SR 16. 2022 PM peak hour intersection LOS results at key locations are summarized in Table 8-x. Table 8-7. 2022 PM Peak Hour Level of Service at High -Interest Locations Intersection Control' PM Peak Hour Volume I Delayz LOS Bay Street & Port Orchard Blvd TWSC 1.450 42 E Sedgwick Rd & Bravo Terrace TWSC 111915 139 F Sedgwick Rd & Geiger Road TWSC 11 36 E WSDOT Intersections within City Limits Old Clifton Road & SR 16 EB ramps TWSC 11 525 36 E Tremont Street & SR 16 WB ramps TWSC 22020 158 F Sedgwick Rd & SR 16 EB ramps Signal 1,980 37 D Sedgwick Rd & SR 16 WB ramps Signal 2 080 27 C Sedgwick Rd & Bethel Rd Signal 22 220 36 D Intersection LOS deficiencies indicated in bold 1TWSC = Two -Way Stop Control; AWSC = All -Way Stop Control; RAB = Roundabout; Signal = Signalized zAverage control delay for all movements, reported in seconds per vehicle. For TWSC, delay is reported for the movement with the worst (highest) delay. Mitigation strategies for LOS deficiencies are described later in this document. Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation Commented [AB14[: Pending land use forecasts [Placeholder pending land use forecasts] [placeholder—this figure will combine existing + anticipated LOS deficiencies] Figure x. 2044 Level of Service Deficiencies c^^ID Name GF9&& tFeet-A GFOSSUFeet-B � WC WS 2004 3ethe' Sedgwirk Rd c ICI 3.30 € 2QG5 3ethel Saimenbeffy ,d IUPA D ^^'p^IvrA,-c"�c^T�al 4-.56 2-9" del IAAye AAitvx cmcll Rd D J Ball 3996 I....L....., n..,. fe /f D� Sal.�mmonbe FT••I�•,••Y Rd A4&Rn. A ,P*mrtPF*a' 4-94 F 3007- ';;eL .. A....A..e SM I ••ivrra--rcvc4ve AA i p.rW 1,01 F ( 3918 1 n Avev Rethpl 'RG'(';RR t 40 FiR' 9.93 E 3019 fide y Ave f ca Gleno.yeed Rd Minar A tpr* .I 0-.42 € 3929 Sidney Ave GIPRWAREI Rd Q a MineF FEeFial 4-644 4; 3A27S Tr. meat ftft fD 'I G W . ep, � AAinnr tmpr*al -. 2� €r ID�et 4996 1 IIREJ Ave IRGI(SAR Ave.. R FI1eF F VT3 £ 4009 ld on City AR&Fsen-144 Rd II l.hAn cAlleetA 1,03 F 49-19 Old Clifton RA SIR 16 1 lFbRR CAU40 302 € Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oal"r Chapter 8: Transportation Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation Commented [AC1 SI: Figure will be updated. r' City Limits - Port Orchard Segment LOS Deficiency • Intersection LOS Deficiency N WE S 0 .5 1 1.5 Miles Figure 8-9 T,S�;o�soi�,;on=i� 2036 LOS Deficiencies Without Improvement City of Port Orchard Port Orchard Comprehensive Plan Adopted: ,,1 ,ne 2016 Revised: july-2018 oa!"r Chapter 8: Transportation [placeholder pending land use forecasts] 1 T.....went StFe.+ g cD 16/D...+ �d �e to feUF tFaVel lanes With Si d..walks bike lanes, and median, c..d....,i..L !c D 1 Gn1 �r Q,..... R 11f.. cD GBethel34)63 T ,� !!11CC� ifflPFGVements di..a+..; .. ..d ..' cD 1�R�R......ps RPthPIGRFFidRF Q�n�r.e�+r��n+i�r. Mile Hill n. lcD 1GG1 /� 1�DD f+ .th of Sed.....ie1. �vaciTmc'aswicls 24,799 CGFFid.....Ia.. Reed..d +e d,.+......i..,. specificimprovements;planning ..d..l i..di..R+. g Reed fee ] IaRe line) T\All TI 1 f...... Sed.....i9k ♦.. Sakn....beFF.. C lane I. eRti..0 eUS T\nlITI1fFe FA f..I.......be FF..+.. � Ai+.�he" , and sidewalks and Nike I- nos f...m +.. Anil.. Hill DF I..+...q Peti.... Frwevements at c..d.. cI. and at Lund line) .. ted /..ermitted LT 24 f..d....iel. Read fD 16Sidney 47624 Widen to 7 I- Res /. eRtin .s T-W TI 1/ ® Port Orchard Comprehensive Plan Adopted:: june 2016 Revised: duly 2018, dull Chapter 8: Transportation c DIcn Between Brave- C ReunR T•...0 �Ii/QII o��Ii �61i Y—J C'DIGD �c-�r 47491 New ei# R Ci.JRey Aye W4deail4g Co 16...•..Fpass/ r C W �8 QId rlift RR Rd �Drc�. m CD 16 s / � I w.......,..... •...tom 244 Old Cline\ Rd inte Fsection / McCgrmirL \n/. gdq Dr IFA Lund Aye �IdewaN(5 Bethel eR n+ a *7� TFern nt / Cidn • Ci•. al IMPF..••.... eats Rette FY / I i �r t I..tPF9P•-tiRR PA{I•. Llill / I.. -Lam.... Ci•...�I Bay St / D...t I. llrehard Rh.od IRt•..9•.GtiAR m ia L..Lqgn Ave city) Total Cgtarnatpd Cost and@Fd but..,ill .neet ..al z at......,a Hans ® Port Orchard Comprehensive Plan 2,999 a t 47OW IT32-5 CompleteIks iA9 P Fete ed/. JIT L 44M Interseetien i s (signal) wo I ffi ffeye signal phasing to {..hide 47000 Legend r; City Limits - Port Orchard — Arterial Improvement • Intersection Improvement N W E S 0 .5 1 1.5 Miles M �-Nj wi Chapter 8: Transportation L u� Em / 71 Q,2013 CAPPER J Figure 8-10 TO 50,,0=, Projects Necessary to Mitigate 2036 Deficiencies City of Port Orchard Port Orchard Comprehensive Plan Adopted: j .ne 2016 Revised: july-2018 oa!"r Commented [AC16]: Figure will be updated, Chapter 8: Transportation fplaceholderl Figure x. Projects Necessary to Maintain LOS Standards 0 E. ao ao B8� B - ao ao aim A1'CII' w „fir.. i.t AA !'ram r ept QQ W1 n i�I Ant S W LQS Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation 6ethei Sedgwiekd c Imo" .� 439 € 9$3 A 6ethel _qalFnARbeFFV Rd WPA 3&6 F &59 A R2th2i II "tvAyp MitrhpII Rel 44e € g.� A 6ethei R:. lFRe6e D JD J ce4ff L lcRiCw) 0-.99 € Q.94 4) i;;Ek59H-Ave c,.d,...,:. 60) SaknenbeKy Rd i 94 F G.$3 D I, ..A., c;;'R;ARlaeFFYREI I�z nd Avg 444 F 041 A II Ay Sidney Rethei 0,99 € 8,99 D II i ndw 6ethe: ^^I ^^ 0:93 € a$6 e &Kkey-Ave Sedgwick Glenwood�{d Q.92 € &60 $ c�^^y-Aye Flerfweed Rd ReFW ake M 144 € 0-.74 6 T....v. i;t _q CD 'I G k4D Famp D.^.+r�4n.YI,.rA_ �2 € �4 TFern nt ctct Pont... I. Avc PC) 1-42 F 0,90 D II Rd Aw Jae en Ave.r. oK 0:97 E_ 4..44 A GIE1 Clift9R city limits AedeFsee-H"I R44 4-.03 F 8-.76 6 Ol.J�l;l+AR A...J... .. uIII Rd Dd SR 16 1,02 € 0,82 D Control;Two Way Stop AWSC -AII Way Stop Control; Roundabout; Signal - Signalized 2^Terage controldelay for allmovements. For TWSC, delay is reported for the movement with the worst (highest) T8.8. Transportation Demand Management Travel Demand Management (TDM) is comprised of a broad range of programs, policies, regulations, and in some capital projects that are intended to reduce travel by automobile or to reduce travel in general. For instance, providing preferential parking and/or cost subsides for carpool users reduces the number of automobiles on the road, while allowing employees to work from home eliminates travel altogether. Some TDM programs are mandated or implemented at the State level, such as Washington's Commute Trip Reduction Act and WSDOT's HOV/Toll Lane Program. Others are regional, including vanpool/rideshare programs administered by transit agencies such as Kitsap Transit. Larger cities have sufficient resources to implement bike share and other capital intensive programs. Cities like Port Orchard can support state and regional e#9kS, " efforts but can have more influence on travel demand through integrated land use and transportation planning that results in compact mixed -use centers with strong internal non -motorized connectivity and access to regional transit. The subarea plans for these centers that follow the adoption of the Comprehensive Plan should include consideration of non -motorized connectivity standards, a balanced mix of housing, employment, and local services to minimize trips outside of the center. Parking regulations for the centers should consider establishing maximum parking ratios, rather than minimums. Design standards for businesses should include provisions for employees that commute on foot or bicycle and include bicycle storage, changing rooms, and shower facilities. These facilities could be shared in compact or Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july2018� h4y- Chapter 8: Transportation urban village settings. Other TDM actions the City could consider are included in the following section on TDM effectiveness. There is no one size fits all approach, and for the City of Port Orchard, a combination of small actions at the individual development scale will likely be more cost-effective than citywide programs that may be effective in one part of the city and not in another. Large-scale City sponsored programmatic TDM measures should be considered with caution and partnerships with adjacent jurisdictions and regional partners should be pursued instead. 8.8.1. Overview TDM activities produce wide-ranging benefits to individuals and the transportation system as a whole, reducing traffic congestion, vehicle emissions, and fuel consumptions while supporting physical activity and enhanced safety. TDM makes existing transportation investments perform better, extends the life of existing infrastructure, and can improve outcomes for new transportation investments. (Regional TDM Action Plan, 2013-2018 — Puget Sound Regional Council) Before presenting some of the key references on TDM effectiveness, some general comments can be made about TDM effectiveness: One Size Does Not Fit All — TDM effectiveness is highly dependent on the application setting, complementary strategies, nature of the travel market segment being targeted, and even the "vigor" with which TDM is implemented and promoted. Unlike many physical improvements, TDM strategies require some amount of education and outreach. This is all to say that the transferability of TDM strategy effectiveness is highly dependent on local conditions. Some of the more subjective evaluation findings on why a given TDM initiative was more successful in one location over another are issues such as the presence of a local champion, a history of alternative transportation, and the appropriate selection of a target market of travelers. So, to use another cliche, there is "no one recipe for success" when it comes to TDM effectiveness. There are "ingredients" such as parking pricing that are correlated to program success. However, correlation does not prove causality. TDM Impacts are Largely Localized —TDM effectiveness is most readily measured at a localized level, and this appears to be where the greatest impacts can be found. TDM is applied to specific worksites, developments, employment centers, venues, or activity centers. Localities with well- defined travel markets tend to produce the most readily available and significant impacts. When the impact of TDM at a broader geographic level is sought, for example at the corridor, city-wide, or regional level, the localized nature of TDM effectiveness diffuses the results at a broader scale. One study of implementing mandatory trip reduction programs in the Twin Cities, with strong parking management in a mixed --use setting, showed that the programs would reduce vehicle trips by 8 to 27 percent at affected worksites translating to only a 2 percent peak period traffic reduction on the adjacent interstate. However, small changes in demand (total demand or the spatial or temporal distribution of travel demand) can significantly affect traffic flow in congested locations and times. Likewise, the benefits of demand management accrue to both those who switch to sustainable modes as well as all travelers, including solo drivers (in terms of reduced delay, improved air quality, safety, etc.). Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july2018 oa!"r Chapter 8: Transportation Travelers Respond to Their Wallets - Most evaluation studies point to the overwhelming effectiveness of financial incentives and disincentives to manage demand. At one level, this makes sense as price influences demand in a classic microeconomic analysis. Cordon pricing in London and Stockholm have reduced traffic volumes entering the city center by as much as 20%. Parking pricing is another widely accepted demand management technique. Adding or increasing parking charges at worksites can produce dramatic mode shifts, as reported in Shoup's seminal reference, The High Cost of Free Parking. However, these examples relate to key disincentives to car use. In the U.S., TDM programs focused on modest financial incentives have been highly effective in inducing a shift to more sustainable modes. These incentive programs are often in the form of "Try -It -You'll -Like -It" inducements. For example, the Atlanta Clean Air Campaign's Cash for Commuters offers drive -alone commuters a daily cash incentive ($3/day) for using an alternative mode (carpool, vanpool, transit, bike, walking) for up to 90 days. An independent evaluation showed that the incentive caused 1,800 commuters to switch modes, resulting in 1,300 fewer vehicle trips and 30,000 VMT on the region's highways. More importantly, over 70% of incentive recipients continued their new commute mode after the subsidy lapsed, and half were still using a non -drive alone mode one year later. In the Netherlands, congestion management efforts have resorted to paying commuters to stay off backed - up highways during the peak, so-called Rush Hour Avoidance. Financial levers, even modest amounts, can influence travel behavior in a very significant manner. Parking Influences Travel Choices - Parking management is another widely accepted strategy to effectively change travel behavior, especially mode shift, time shift, and location shift. Parking pricing was mentioned above, but parking supply management can be effective as well. If parking is tight, meaning that all cars cannot be accommodated if everyone drives alone, commuters will adapt by sharing rides, shifting to transit, or even bicycling or walking if the distance allows. One study of developer TDM requirements revealed an 11 to 21 percent reduction in parking demand among worksites with aggressive TDM programs. Travel demand can be influenced by time of day and short - vs. long-term parking rates to reduce travel, including cruising for parking, during congested periods. Packaging is Key - TDM strategies are most effective when packaged into logical, complementary packages to realize synergistic effects. On the other hand, some strategies do not complement one another. One example of an unintended consequence from traditional TDM is flex -time and carpooling. Some employers who implement flex -time strategies as an employee perk or to address congestion at parking entrances have found that this can also serve to discourage ridesharing arrangements, which tend to do better with set work hours. At the same time, flexibility could reduce the peak period volumes and improve flow without changing mode split. Looking at some newer strategies, such as HOT lanes, efficiency improvements can also work to discourage some ridesharing arrangements. HOT lane projects which need to raise vehicle occupancy requirements from 2+ to 3+ in order to create sufficient capacity to sell may serve to break apart existing two- person carpools who choose to drive alone in the mixed flow lanes rather than pay a toll or find another rider. But complementary measures can lead to greater results than strategies implemented alone. The effect of many TDM strategies is multiplicative: the impact of any one measure on VMT reduction or mode shift might be modest, but the combined effects from improving upon several, complementary measures can be substantial. For example, systems management improvements, such as ramp metering, can be complemented with provisions for HOV bypass lanes, employer trip reduction ® Port Orchard Comprehensive Plan Adopted: dune 2016 Revised: duly 2018, duly- Chapter 8: Transportation programs in the corridor, and traveler information that includes HOV time savings among the traffic statistics provided. One study concluded that employer TDM programs that combined incentives and improved commute alternatives experienced an average trip reduction of almost 25%, where those implementing incentives alone realized a 16.4% reduction and alternatives alone 8.5%. As one international TDM study put it: "Experience throughout the Organisation for Economic Co-operation and Development (OECD) region has shown that... packaged, complementary solutions are usually more effective than a single measure." TDM is Not a Solution to All Transportation Problems — TDM can be highly effective at a relatively low cost (as compared to capacity enhancements) when applied in the right place, at the right time for the right travel market. However, TDM, in and of itself, is not adequate to solve congestion, air quality, energy, and other urban woes. Too often the expectations are unstated or disconnected from allocated resources and incompatible policies (e.g., developers are required to build a minimum number of parking spaces, often offered for free to employees and customers, that serves to generate even more driving). As mentioned above, TDM is most effective, or at least most measurable, at the localized level. The impact of TDM at a corridor or regional level is very hard to evaluate. Modeling and simulation, such as that done using employer trip reduction data to show the likely impact of TDM on 1-5 in Seattle, suggests that aggressive and relatively widespread TDM programs at a local level can have a measurable and significant impact on a corridor. However, it is very difficult to measure empirically given issues of multiple influences, externalities, and causality. This clearly points to the need to carefully marry TDM strategies to smart infrastructure enhancements, such as ATM. When efficiency improvements are combined with efforts to reduce peak demand, the greatest impacts should be realized. Traditional TDM • HOV/HOT/ Managed Lanes • Employer Trip Reduction Proerams • Alternative Work Arrangements • School -based Trip Reduction • Event -based Trip Reduction • Recreation -based Trip Reduction • Car-sharine • Vanpool Programs Land Use/Active Transportation • Developer Trip Reduction • Land Use Strategies • Car -free or Access -restricted Zones ® Port Orchard Comprehensive Plan Parking • Parking Information • Parking Supply Management • Parking Pricing Pricin • Cordon Pricing • Congestion Pricing • General Financial Incentives • VMTTax Systems Management • Ramp Metering • Integrated Corridor Management • Traveler Information Chapter 8: Transportation • Bicycle Facilities and Programs • Eco-driving • Pedestrian Facilities and Continuity Transit • Transit Service Improvements • Transit Prioritization/BRT • Transit Fare Discounts Park and Ride Lots Chapter 8: Transportation 8.8.2. Other Impacts The sections above have discussed the documented impacts of TDM on travel behavior, traffic, and air quality. This section suggests that TDM can have a positive impact on other policy objectives, such as goods movement, land use, livability, and economic development. Unfortunately, very little empirical research exists documenting the impact of TDM strategies toward these policies in a comprehensive, systematic, and comparative manner. As such, individual case studies are summarized below: Goods movement — A strategy of consolidated deliveries has been shown to reduce the number of delivery vehicles, in places like Burgos, Spain, but other impacts have not been documented, such as congestion reduction. A delivery scheme in two French cities, using electric vehicles, reduced related CO2 by 58%. Pricing strategies, on the other hand, have been proven to be quite effective. Truck tolling in Germany has resulted in a small shift from truck to rail and a reduction in empty deadheading trips. Peak period fees (Pier Pass) at the Port of Los Angeles have reduced congestion in the terminal areas and have reduced midday truck volumes on 1-710. Land use—TDM is often used as a mitigation strategy to reduce the additional trips generated by new development, and success cases revealing trip reductions on the order of 10-25% are fairly abundant. Land use and design issues, as a longer -term strategy, have the potential to increase non -automobile modes, as revealed in comparisons of the mode split between towns with and without good bike, pedestrian, and transit infrastructure. Livability— Measuring the impact of TDM on livability can be a subjective process. But livability might be seen as the product of several other effective roles for TDM, namely reduced congestion, increased safety, improved environment, and healthy economic conditions. Mostly, livability can be associated with increased travel choices, a fundamental purpose of demand management. Economic Development— In mitigating the negative impacts associated with growth (congestion, air pollution, energy consumption, reduced safety), TDM can improve the attractiveness of a region or city to prosper economically. As seen in cases such as Lund, Sweden, and the Sustainable Travel Town pilots in the U.K., economic growth can be decoupled from traffic growth. In Lund, the region grew substantially (population and employment) during a period when TDM was being implemented, reducing VMT by 1-2% overall. The growth in travel demand was met by increases in transit use and bicycling. FHWA-HOP-12-035, INTEGRATING DEMAND MANAGEMENT INTO THE TRANSPORTATION PLANNING PROCESS: A DESK REFERENCE, August 31, 2012 8.9. Financial Analysis and Concurrency fTO BE UPDATED] The State of Washington's Growth Management Act (GMA) requires that a jurisdiction's transportation plan contain a funding analysis of the transportation projects it recommends. The analysis should cover funding needs, funding resources, and it should include a multi -year financing plan. The purpose of this requirement is to i^s�ensure that each jurisdiction's transportation plan ® Port Orchard Comprehensive Plan Adopted: dune 2016 Revised: du1y-2018, duly- Chapter 8: Transportation is affordable and achievable. If a funding analysis reveals that a plan is not affordable or achievable, the plan must discuss how additional funds will be raised, or how land use assumptions will be reassessed. The City of Port Orchard is including the financial element in this transportation plan in compliance with the GMA as well as to provide a guide to the City for implementation of this plan. 8.9.1. Federal Revenue Sources rTO BE UPDATED] The Fixing America's Surface Transportation (FAST) Act (P.L. 114-94), was signed into law by President Obama on December 4, 2015. Funding surface transportation programs at $305 billion for fiscal years (FY) 2016 through 2020, the FAST Act replaces the Moving Ahead for Progress in the 2155 Century Act (MAP-21) as the latest long-term highway authorization. The FAST Act largely maintains much of the policy and programmatic framework established by MAP- 21. It includes increased funding for the performance -based Surface Transportation Block Grant Program (STBGP) and makes an additional $116.4 billion available to locally -owned infrastructure. The five-year FAST Act was signed into law by President Obama on December 4, 2015, and covers from October 1, 2015 through September 30, 2020. The FAST Act funds surface transportation programs at $305 billion for federal fiscal years (FFY) 2016 through 2020. The state can expect to receive almost $3.6 billion in Federal Highway Administration funds via the FAST Act, starting with $687 million in 2016 and growing to $750 million by 2020. In October 2012, Governor Christine Gregoire convened a Steering Committee to recommend how to distribute the highway funds between the State and local governments. The Committee met twice and agreed to maintain an overall split of 66/34 (66% State / 34% Local). 8.9.2. Other Existing Transportation Revenue Services fTO BE UPDATED] Funding for road improvements are comprised of numerous sources of revenue. A summary of these sources is shown in Table 8-22. Table 8-22. Possible Transportation Revenue Sources The Street Fund for the City is comprised of revenue from the motor Street Fund vehicle excise fuel tax and a portion of property tax revenue. It is allocated to the City based on the number of residents within the corporate limits. These funds can be used only for road projects. Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation The City has supplemented the Street Fund with Current Expense money Current Expense in previous years. Current Expense funds are have many sources including business taxes, local retail sales and use tax, property taxes, and motor vehicle excise tax. In 2015 the City adopted a transportation impact fee, a financing tool Transportation which allows the collection of revenue to offset the traffic impacts of new Impact Fee Program development. The impact fee rate is based the net new PM peak hour trips generated by a development and is set at $2,552.24 per vehicle trip. The Transportation Improvement Board (TIB) is a Washington State Transportation Department of TFanspeFtatien (WSDOT} organization used to distribute Improvement funds for road projects. The TIA funds are from a 1.3-cent motor vehicle Account (TIA) fuel tax and are used for achieving a balanced transportation system. Multi -agency projects are a requirement. Urban Arterial Trust The TIB administers this program which is funded by a 1.74-cent motor Account (UATA) vehicle fuel tax. The program funds projects which reduce congestion and improve safety, geometrics and structural concerns. Fixing America's Surface Transportation (FAST) Act funds are federal funds FAST Act to allow road improvements. These are programmed through the Metropolitan Planning Organization and the Puget Sound Regional Council. These funds are managed by WSDOT. Numerous infrastructure and transportation grants from local, state, Grants federal, and private sources may be identified to assist with the funding of the Port Orchard transportation improvements. Nonmotoriized Revenue Sources 8.9.3. Nonmotorized Revenue Sources [TO BE UPDATED] Safe Routes to School Washington State offers competitive grants to local jurisdictions through the federal Safe Routes to School program. The programs aim to increase the ability of young students to walk and bike to school on their own by providing non -motorized infrastructure between schools and residential areas and on the streets fronting schools. A call for funding requests is made during the biennium state budget cycles. By partnering with South Kitsap School District, Port Orchard can identify neighborhoods and streets most in need of non -motorized infrastructure and develop stronger grant applications. Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july-2018 oa!"r Chapter 8: Transportation Other Nonmotorized Funding Sources Washington State and the federal government offer a number of competitive grant funding sources for non -motorized infrastructure, including trails, sidewalks, crossing improvements, and transit station amenities. • Washington State Recreation and Conservation Office: http://www.rco.wa.goy/grants/index.shtml • TIB Complete Streets program • WSDOT Pedestrian and Bicycle program • Puget Sound Regional Council Transportation Improvement Program: http://www.psrc.org/transportation/tip/amendments/applications/ • Federal Transportation Administration BicVcle Funding Opportunities: http://www.fta.dot.gov/13747 14400. htm I • Federal Highway Administration Transportation Alternatives Program: http://www.fhwa.dot.gov/environment/transportation alternatives/ • Federal Highway Administration Recreational Trails Program: http://www.fhwa.dot.gov/environment/recreational trails/ • Community Development Block Grant: https://www.kitsap.gov/hs/Pages/CDBG-- LANDING.aspx Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation Local funding from the City's general funds, a transportation impact fee, and a local transportation benefit district are also options. 8.9.4. Revenue lForecastj rTO BE UPDATED] Commented [AB17]: This section will rely on revenue forecasts to be provided by City The projected revenues for the City's Street Operation and Street Capital funds are shown in Table 8 23. Approximately42 percent of funding for the City's Transportation Capital Facilities Plan will come from Intergovernmental Revenue. Transportation Impact Fees and other miscellaneous revenue are expected to fund approximately 7 percent. The City may consider implementing new revenue sources, such as a TBD (discussed above), if deemed appropriate and necessary in the future. The remainder of the Transportation Capital Facilities Plan will be funded by transfers from other City unrestricted revenue sources and issuing debt as needed. This strategy ensures that the City can accomplish the transportation plan and use the available funding options efficiently. This forecast was prepared by projecting historic trends from the City's financial records. It was then adjusted based on a projected growth of 1% to 3% per year, depending on other known factors that could influence the specific category of revenue. able -23. PArt Arch d o Trans rtation Revenue Forecast, 202434 to 2C44 TO BE p_ Commented [JF18]: This Table to be updated. COMPLETED] Revenue Forecast Short Range Long Range Funding Source Description 2016-2021 % 2022-2036 % Street Operating Fund - Unrestricted Licenses &Permits Right of way encroachment o o permit fees Intergovernmental City Share of motor vehicle c, 6is,00. o 0 29 6 Revenue fuel tax (MVFT)w6 Fees for services rendered by Charges for Services transportation operations -$4a "1 $0 0°6 staff including plan review and construction inspection Port Orchard Comprehensive Plan Adopted June 2016 Revised: july-2018 oa!"r Chapter 8: Transportation Other sources of unrestricted Miscellaneous 0 �°6 $8899 42A revenue Transfers to support Transfers/Other transportation operations, �9°6 maintenance and administration TOTAL -Street Operating it -7--999 -W" "94611 9 40"Y Street Capital Fund - Restricted Intergovernmental Grants &Fuel Tax $,7 7g5 ()0� w o S4k 28�809 o 6 Revenue* Transportation Impact fees, SEPA Mitigation fees, Miscellaneous*** developer contributions, �c" 33°6 t",� 9' "10 9946 interest Transfers In Transfersto support capital $, "" 00 w o 6 9 9 6 o projects Other- New Debt, Bonds, Low Interest Loans, $ other new funding Possible Transportation C1�h�5 sources Benefit District A 4"% $�1A1 90 C&, TOTAL - Street Capital $Q450,0W 40" AAA 40"o * Includes grants and direct appropriations ** Out of $2 million per year for total revenue from source, assumes 50%for street capital projects *** Includes estimated 10%increase in transportation impact fee amounts due to planned TIF update in 2015 8.9.4. Capital Costs for Recommended Improvements [TO BE UPDATED] [placeholder pending land use forecasts] PIRR PFojeWFitle FremjTe �C-1 Trement k4i.lr.p4Rg SIR 6 PeFt�v.,l.-�v ® Port Orchard Comprehensive Plan Adopted! june 2016 Revised: duly 2018, "Iy- Chapter 8: Transportation Ave 1 A Mile Hill Ilr/fD 1GG1 /11 000 ft /2 7 Qn+l...l l'.. vvi.J..v D...,..n�+v��n+�.... , Tatnl Cr+im;;*R-d !'..r+ A7�fl1 Plants PFejeetNaFne FF9MTe Q -173 f.,r1gwick(fD 160) D..renstri-etien cD 1Gam/ k4he1 37063 4-5 ARelerr.... uil!/Gliftnn 1ntPrr..rtini; 1119W 3-.6 ()WC" o/ Campus D-.rl..., y InteFseetk 11n9 2-4 2-4 c..r1gwick Read \.Nest fD 16 / Sidney Ave 4,62 IIet,.,pen Qr-.... T..rr P. f IW z=Ytl Old ClAnn Rd Shn-delPFARG] Per] I.r...r.... -..._..+5 lei+r+r Y-,Y/lYV 244 Old Clifton Rd / A r-CA-rrn*rl. \A/..... ,; Dr Interseetlen 1rnpr...,r..v.e4As �A T 4a ...... Tr...+ / Ci.JRey i....Ci. Ral I.....reye 490 /a Pette Fy / I i ..vt Intersection Improvements �8 4a Mile Hill/ jaekseR Signal 'MpFeveme 4a Bay C+ / D,. r+ nr..IIEWd DL,.J L.t,.rreetieR lFAPFeYeMeRtS- q !14W SSVe 4Va larkson A.,,,Wide (,.uaria, Qty) T-Atal Crow.-. pd CA,; 8.9.5. Summary of Costs and Revenues fTO BE UPDATED] [To be updated pending land use forecasts) Based on the revenues and costs listed above, the proposed transportation element improvements are affordable within the City's expected revenues for transportation capital costs. Table 8-26 summarizes costs and revenues for the short and long range forecasts analyzed in the transportation element. It is important to note that the revenues portrayed include the proceeds of additional debt issues. This is based upon an assumption that additional debt will be necessary to fully fund the ® Port Orchard Comprehensive Plan Adopted: dune 2016 Revised: duly 2018, dull Chapter 8: Transportation transportation improvement program. The new debt is assumed to be bond debt issued over 20 years at 4.5% interest. However, it should also be noted that the City has not made any assumptions related to grant funding or other low interest loans such as from Federal or State programs. The City has traditionally been able to tap these sources, and continuing to do so would reduce the need for new bond issues which similarly could produce more favorable terms for the City's transportation program. The proposed Transportation Capital Facilities Plan, including both short and long range improvement lists, is estimated to cost $xxxxx Fi9Fr,QW. Proposed improvements and expected revenues are therefore balanced as shown in the Table 8-26 below. Table 8-26. Summary of Capital Costs and Revenues [TO BE UPDATEDI Short Range Long Range Total Category % % % 2016-2021 2022-2036 2016-2036 Projected Revenues Cn� �2gonow n o 399�/e Caa �356nnn w o �i6 0 3�&k Predictable sources C25 1o1 o25 Cta oo2 a1n o 4� Cao 17n 1 o 6 �n �10 �x1 6906 Debt sources t„�68475 49°6 $19 a�90 � $36n� '�°655 49% Projected Expenditures"�'�� $42 29n nnn o Caa 356 nnn °" "�'�`� o �� 0 The proposed financial strategy relies upon a conservative assumption for state and federal grants and an assumption that additional city debt may be necessary to balance the plan financially. If state and federal grant availability increases over the planning period the reliance on future debt financing will be reduced. 8. 10. intergovernmental Coordination 8.10 Intergovernmental Coordination The City of Port Orchard works to maintain positive relationship with neighboring jurisdictions, regional agencies and service providers, and state and federal governments. The City has a shared interest and concern in maintaining a vital local and regional economy, and a high quality of life for its citizens, which depend on transportation mobility across jurisdiction boundaries. The City has agreements in place that demonstrate its active commitment to working with Kitsap County, other regional partners and state and federal agencies to address transportation issues, share information and solve problems. The development and ongoing monitoring of the City's Comprehensive Plan demonstrates that commitment. The Growth Management Act requires that plans between neighboring jurisdictions maintain a level of consistency through coordination of planning efforts. Increasingly, Port Orchard's transportation system functions as an integral part of a larger regional system — of roadways, transit routes, park and ride lots, ferry routes, and non -motorized facilities that allow walking and/or biking the first and final mile, and making connections in --between. Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july-2018 oa!"r Chapter 8: Transportation The development of this Plan depended on land use forecasts provided by the Puget Sound Regional Council. Coordination efforts are expected to be ongoing with: Washington State Department of Transportation (WSDOT) on the recommended revisions to the City's Roadway Functional Classification System, the addition of new truck routes to the state Freight and Goods Transportation System (FGTS), and needed improvements on designated State Routes within the city; Kitsap Transit on Transportation Demand Management activities by major employment sites, providing access to ferry and transit facilities and services, and on maintaining and expanding transit service quality within the City; • Kitsap County to address the needs of travel across jurisdiction limits, including mitigating the impacts of land use development outside the City, providing for needed street improvements in annexation areas, and furthering the expansion of the regional non - motorized trail system. Lastly, the City anticipates a certification review of this Comprehensive Transportation Plan Element by the Puget Sound Regional Council to ensure its conformity with the adopted regional VISIONisie 2- 20S0 plan. 8.1 1. Transportation Goals and Policies 8.11. Transportation Goals and Policies [TO BE UPDATED] The goals and policies for transportation provide the primary foundation for this Transportation Chapter and support the overall vision of the Comprehensive plan. These goals and policies are organized under the following categories: general transportation goals; transit goals, non -motorized goals; vehicular travel and roadways; performance standards; linkages with other elements; and community character. State Objectives: Encourage efficient multimodal transportation systems that are based on regional priorities and coordinated with county and city comprehensive plans. [RCW 36.70A.020 (3)] 8.11.1.8.10.1. General Transportation Goals Goal I. Encourage development of an efficient multi -modal transportation system based on local, municipal, tribes, countywide, and regional priorities in coordination with existing comprehensive and corridor development plans. ® Port Orchard Comprehensive Plan . Chapter 8: Transportation Policy TR-1 Implement the roadway design standards, including acquisition of right-of-way as needed, as defined in the City's transportation Capital Facilities plans and Port Orchard Road Standards. Policy TR-2 Implement necessary transportation improvements as development in the City occurs, consistent with the City's Concurrency policies and SEPA requirements. Policy TR-3 Require new development and redevelopment to incorporate transit, pedestrian and other non -motorized transportation improvements, including bus shelters and/or pullouts, sidewalks, pathways, crosswalks, and bicycle lanes. Policy TR-4 Prioritize transportation improvements, including non -motorized transportation and mass transit facilities, within designated centers of local importance. Goal 2. Provide a safe, comfortable and reliable transportation system. Policy TR-5 Control the location and spacing of commercial driveways and the design of parking lots to avoid traffic and pedestrian accidents, confusing circulation patterns, and line -of -sight obstructions. Policy TR-6 Designate and clearly demarcate appropriate routes for through truck traffic, hazardous materials transport, and oversized traffic. PolicyTR-7 Require new development and redevelopment to incorporate appropriate street lighting as defined in the Port Orchard City Road Standards. Policy TR-8 Include sidewalks as required in the Port Orchard City Road Standards. Goal 3. (Develop a funding strategy and financing plan to meet the multi -modal and programmatic needs identified in the transportation element. Policy TR-9 Provide sufficient flexibility in the funding process to maximize the ability of local government to develop partnerships with federal and regional governments, other jurisdictions and the private sector to optimize funding sources for transportation projects. Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: July 2018 oa!"r Commented [JF19]: Planning Commission, please discuss and provide feedback if a separate TIF district should apply to downtown. Chapter 8: Transportation Policy TR-10 Establish public/private partnership programs for funding the needed transportation improvements. Private sector funding generated within the City should primarily be allocated to improvements in or adjacent to Urban Growth Areas near the City. PolicyTR-11 Require developers to provide on -site and off -site road, safety, and other transportation improvements where necessary to serve the needs of the proposed developments and mitigate the impacts of their development on the surrounding neighborhoods. Policy TR-12 Consider potential funding mechanisms such as, creation of a Port Orchard Traffic Impact Fee (TIF Program), establishment of a Transportation Benefit District (TBD), Proportional Share Mitigation via SEPA, grant funding, and Road Improvement Districts. Policy TR-13 Work with Washington State Department of Transportation, Kitsap Transit, and the private sector to seek additional state and federal grant revenues for infrastructure improvements. Policy TR-14 Allow phased development of transportation improvements. Goal 4. Ensure the citizens and businesses in South Kitsap have the opportunity to participate in the development of transportation planning policy. Policy TR-15 Establish and maintain a program for accessing and responding to local, community, and residential neighborhood traffic control concerns. Policy TR-16 Maintain a transparent prioritization process for the development of the Port Orchard Six -Year Transportation Improvement Program. Goal S. Develop and implement Transportation programs within the City to assist in the application, monitoring, and review of transportation goals and policies. Policy TR-17 Monitor the success of Transportation Demand Management (TDM) and Commute Trip Reduction Program (CTR) for the City of Port Orchard and the entire South Kitsap Area incoordination with Kitsap County. Port Orchard Comprehensive Plan Adopted: june 201-6 Revised: julT201-8, july Chapter 8: Transportation Policy TR-18 Develop one or more Transportation Management Programs (TMP) for the major development components of the City or communities within Port Orchard. Policy TR-19 Encourage TMPs to be developed for commercial, business park, and industrial uses within the City. 8.11.2.8.10.2. Transit and Non -Motorized Goals Goal 6. Provide a range of infrastructure incentives to encourage the use of non -single -occupancy vehicle modes of travel. Policy TR-20 Provide preferential treatments for transit, such as queue bypass lanes, traffic signal modifications, and safe, convenient, transit stops. Goal 7. Work with Kitsap Transit to provide increased transit service to the City as development occurs. Policy TR-21 Identify possible corridors for future mass transit development such bus rapid transit, etc. PolicyTR-22 Encourage new development and redevelopment to include provision for bus pullout lanes, bicycle storage facilities, and safe, attractive transit shelters where appropriate. PolicyTR-23 Support efforts to expand usage and infrastructure for mass transportation. Promote public/private partnerships, joint -use facilities, and Transit Oriented Developments within the City and adjacent Urban Growth Areas. Policy TR-24 Encourage installation of bicycle racks on buses and other transit vehicles. Policy TR-25 Work closely with Kitsap Transit in development of Park and Ride locations within and adjacent to the City. Ensure that land use and the site development are compatible with the goals and policies of the community. Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation Policy TR-26 Park -and -Ride locations should be close to areas of housing, preferably within the City or adjacent Urban Growth Area boundary. Policy TR-27 Work closely with Kitsap Transit in the development of Transfer Centers and Multi - Modal Terminal locations within and adjacent to the City. Encourage and ensure that land use and site development are compatible with the goals and policies of the community. Goal 8. —Create a Transit Oriented Development (TOD) program in coordination with Kitsap Transit, Port Orchard Public Works Department, the Kitsap County Public Works Department, Port Orchard Planning Department and the Kitsap County Department of Community Development, with a special focus on the City's approved centers of local importance. Policy TR-28 Work with Kitsap Transit to develop a model Transit Oriented Development ordinance, policy, and development regulations to ensure that the program is compatible with the goals and policies of the community. Policy TR-29 Throughout the City, promote pedestrian and transit oriented development that includes access to alternative transportation and, in the interest of safety and convenience, includes features such as lighting, pedestrian buffers, and sidewalks. PolicyTR-30 Develop site -specific Transit Oriented Development standards and incentives for the City's approved centers of local importance, to encourage development and redevelopment that efficiently utilizes existing public services and that provides a diverse mix of land uses accessible by transit to center visitors and residents. Goal 9. Work with Kitsap Transit to establish and designate convenient park and ride locations. Policy TR-31 Give priority to establishing park and ride lots in existing parking lots. Policy TR-32 Form partnerships with community organizations along easily accessible arterials that have underutilized or dormant parking during traditional commuting hours (i.e. churches, movie Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018� kdT Chapter 8: Transportation theaters, etc.). Policy TR-33 Support development of park -and -ride lots to serve the transportation needs of the City and adjacent Urban Growth Areas. Policy TR-34 Encourage park and ride lots within the City and adjacent Urban Growth Areas that are near residential areas. Goal 10. Promote pedestrian, _bicycle _and —_other_ -non-motorized travel. Policy TR-35 Require that internal streets make provision for non -motorized transportation opportunities, consistent with Port Orchard City Road design standards or approved variances. PolicyTR-36 Require new development within the city to provide internal trails or paths that connect residential, neighborhood commercial, business parks, and other land uses within the city. Policy TR-37 Ensure that trails and paths provide convenient connections within City. PolicyTR-38 Require new development and redevelopment to provide safe neighborhood walking and biking routes to schools. Policy TR-39 Adopt and require Kitsap County Bicycle Facilities Plan or similar recommended design standards for development of bicycle improvements including surfacing materials, signage, striping, drainage, barriers, bridges, lighting, parking facilities, width, grade separation, design speed, sight distances and horizontal and vertical clearances. Policy TR-40 Maintain existing and create new, engineered bike 1a,,^^sbicycle facilities. Policy TR-41 Require new development and redevelopment to comply with adopted street standards that require bike lanesbicycle facilities on identified bike routes. ® Port Orchard Comprehensive Plan . Chapter 8: Transportation Policy TR-42 Promote completion of "Mosquito Fleet" trail and pedestrian path components along Beach Drive. Require new development or redevelopment to provide paved shoulders along Beach Drive within Port Orchard City Limits extending to E. Ahlstrom Road. Policy TR-43 Require all new development and redevelopment projects to install frontage improvements, including new sidewalks, and hike l ^esbicycle facilities along Bay Street and Bethel Avenue. Policy TR-44 All new developments and redevelopment projects along the waterfront shall be encouraged to install a minimum 10-foot wide boardwalk adjacent to the shoreline, to be dedicated to the City, along the entire width of the property. Goal 11. Work to decrease the number of single -occupant vehicle (SOV) trips generated within the City, and support a mix of land uses to help internalize traffic within the City and to provide a relatively balanced use of transportation capacity during peak travel periods. Policy TR-45 Emphasize moving people rather than vehicles by providing a variety of ways to commute to work. Goal 12. Create a walking and bicycling network for Port Orchard that prioritizes safety, connectivity, convenience, and cost effectiveness. Policy TR-46 Increase the share of Port Orchard residents who bike and walk to work and school, and who walk and bike for social and recreational purposes. Policy TR-47 Prioritize walking and bicycling paths which connect schools, centers of local importance, grocery stores and shopping centers, and parks. Policy TR-48 Prioritize the walking and bicycling paths that will serve the greatest numbers of residents and businesses and facilitate economic development opportunities. Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july2018 oa!"r Chapter 8: Transportation Policy TR-49 Develop a program to collect data on nonmotorized traffic volumes on a regular basis and to report collisions involving people walking and bicycling. Policy TR-50 Integrate walking and bicycling facilities with other transportation options, include park -and -ride lots, parking facilities at public parks, and transit stops. Policy TR-51 The design of intersections on designated walking and bicycle routes shall prioritize people walking and bicycling through intersection geometry, signal phasing, pavement materials, and other means. Policy TR-52 Within centers of local importance, on arterial streets there should be a designated pedestrian crossing at least every 500 feet or less. Policy TR-53 Consider creative options for protecting walking and bicycle facilities from vehicle traffic, such as with parked cars or planters. Goal 13. Create a citywide pedestrian and bicycle network for Port Orchard. Policy TR-54 "On street - arterial" shall be assigned to any trail designated in public right-of-way with more than three vehicle traffic lanes, where AADWT is more than 5,000, or at the discretion of the Public Works director. Maximum speed limits on arterial streets with this designation shall be 30 miles per hour. The following standards apply to such trails. Walking Option 1: Sidewalks at least 6 feet wide on both sides of the street. Option 2: One sidewalk at least 10 feet wide on one side of the street. At intersections people walking are prioritized with improved signal timing, curb ramps, and curb bulbs. At mid -block, crossings shall be user -activated flashing beacons. Preferably, crosswalks are paved with materials that contrast in color and texture with standard roadway pavement. Bicycling Option 1: One-way bicycle lanes at least 6 feet wide on both sides of the street located curbside. Preferably they have a visual or physical safety buffer of at least 2 feet from vehicle lanes, in which case the bicycle lane can be narrowed to 5 feet. Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july2018 oa!"r Chapter 8: Transportation Option 2: One 10 feet wide two-way bicycle lane with a buffer of at least 2 feet on one side of the street. Option 3: One-way (at least 5-6 feet wide on both sides of the street) or two-way (at least 10 feet wide on one side of the street) bicycle lanes raised up from the roadway on the outside of the curb and adjacent to the sidewalk. At intersections bicycle paths are marked by painted lanes and signage shall indicate the presence of people bicycling. Enhanced treatments, such as bicycle traffic signals or pavement sensors for bicycles, shall be installed where vehicle traffic is significant. Policy TR-55 "On street — residential' shall be applied to trails designated in public right-of-way with two or less vehicle traffic lanes AND where the predominant surrounding land uses are residential. Maximum speed limits on residential streets with this designation shall be 20 miles per hour. The following standards apply to such trails. Walking Option 1: One sidewalk at least 6 feet wide on one side of the street. At intersections there are curb ramps. Option 2: Road shoulders at least 8 feet wide on at least one side of the street. Parking is prohibited in the road shoulder designated for walking. At intersections there are painted crosswalks. Bicycling Option 1: One-way bicycle lanes at least 5-6 feet wide on both sides of the street and preferably curbside. Option 2: There are no dedicated bicycle lanes, but pavement markings and street signage indicate people bicycling share the road with people driving. Preferably there are also speed bumps, roundabouts, and other traffic calming features. Policy TR-56 "Off street" shall be applied to trails designated in public right-of-way or access easements where the predominant surrounding land uses are rural, residential, or greenbelt. The following standards apply to such trails. Paved and continuous multi -use trail at least 12 feet wide separated from vehicle traffic. If parallel to a roadway, it shall have a landscaped buffer with trees that is at least 4 feet wide. Pedestrian -scale Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018� oa!"r Chapter 8: Transportation lighting illuminates the trail at night where appropriate. Preferably, there are other amenities spaced along the trail like seating areas, waste bins, and wayfinding signage. Enhancement Option 1: Signage and pavement markings indicate separate areas for people walking and people using wheeled devices. Enhancement Option 2: Grade separation and rolled curb separates areas for people walking and people using wheeled devices. Policy TR-57 Where right-of-way is unavailable and traffic volumes permit, the City shall consider road diets (reduction and/or narrowing of vehicle lanes) to meet the trail standards. Goal 14. Integrate walking and bicycle facilities into private development in a way that minimizes impacts on the development process and property owners. Policy TR-58 Set minimum bicycle parking quantities and secure bicycle parking and storage standards for private development. Policy TR-59 As much as possible, locate nonmotorized transportation facilities within existing public right-of-way. Policy TR-60 Nonmotorized connections between residential and commercial developments should be required. Through paths shall be required between residential subdivisions, large commercial parcels, and through the ends of dead-end streets where applicable. PolicyTR-61 Limit the number of driveways crossing citywide walking and bicycling facilities. Policy TR-62 Design nonmotorized transportation facilities to safely accommodate business deliveries and freight traffic. Goal IS. Commit to an implementation plan and partner with other local jurisdictions, including Kitsap County and the ® Port Orchard Comprehensive Plan . Chapter 8: Transportation Port of Bremerton, to complete the trail network outside of the City's jurisdiction. PolicyTR-63 Build out the trail network on a mile -by -mile basis during major street rehabilitations. Policy TR-64 Pursue local, state, and federal funding options for design and construction of nonmotorized transportation facilities. PolicyTR-65 Partner with Kitsap County in design and funding to complete the trail network in the Port Orchard Urban Growth Area prior to a planned annexation. Encourage Kitsap County to complete the trail network in unincorporated areas outside of the Urban Growth Area, as these trails would still serve Port Orchard residents. Policy TR-66 Partner with South Kitsap School District to pursue non -motorized infrastructure funding through the Safe Routes to School funding. Prioritize projects that will help students walk and bike to schools. Policy TR-67 Set a goal towards implementation of this plan, such as completing the trail network within 10 years or building at least two miles per year. Goal 16. Design and implement enforcement and education programs that promote the safety of people walking and bicycling. Policy TR-68 The Police Department should conduct traffic patrols when students are arriving to and departing from schools to emphasize traffic safety. Policy TR-69 Install speed cameras in school speed zones to enforce 20 mile per hour speed limits when they are applicable. Policy TR-70 Post route and safety information about walking and bicycling facilities on the City website, at local schools, at community centers, at transit centers, and other places of public Port Orchard Comprehensive Plan Adopted: june 201-6 Revised: My 2018,-july Chapter 8: Transportation gathering. Policy TR-71 Designate a Public Works, Community Development, or Police Department position as a "street safety officer", or contract with a private outreach firm, to teach public education on street safety for school groups, community organizations, and to organize community events. Policy TR-72 Promote participation in walk/bike to school and work days. 8.'� 1..3.8.10.3. Vehicular Travel and Roadways Goal 17. To provide an adequate system of arterials and collector streets which connect the City and adjacent development areas to the State highway system and adjacent arterials. Policy TR-73 Plan, design, and implement roadway widening and intersection improvements needed to provide additional capacity, and resolve potential operations and safety issues. Ensure that designs address non -motorized travel within and to/from the City. Policy TR-74 Develop a collector road system to provide for access and circulation between the various developments in and adjacent to the City. Design the collector road system to reduce the potential need for local traffic to use the arterials. Policy TR-75 Phase street and arterial improvements to meet the anticipated traffic generation of each development within the City. Policy TR-76 Wherever possible, require that industrial, commercial or multi -family development has access from a collector road. Minimize through -traffic on local residential streets. Policy TR-77 When allowed, encourage access consolidation onto all streets to better utilize the roadway system. Policy TR-78 Encourage whenever possible, reciprocal access agreements between adjacent compatible developments. Port Orchard Comprehensive Plan Adopted: june 201-6 Revised: julT201-8, oa:•r Chapter 8: Transportation Policy TR-79 Reduce speed while maintaining connectivity on neighborhood streets using street design devices such as curb bulbs, "median obstacles", chicanes, traffic circles, speed tables, or other measures proven safe and effective at reducing travel speeds. Policy TR-80 Minimize local street widths and crossing distances. Goal 18.Provide aesthetically pleasing streets. Policy TR-81 Develop design guidelines and standards for street wise landscaping, sidewalks, and maintenance within new developments. Policy TR-82 Street Design Guidelines: Reflect the more urban nature of roadways within the City and within residential developments by encouraging, where appropriate, crosswalks and sidewalks, street trees and landscaping, traffic -calming strategies. Policy TR-83 Minimize impacts of road construction on environmentally sensitive areas by properly managing damaging stormwater runoff and minimize and pollution from road use and maintenance. Policy TR-84 Where possible for new development and redevelopment, require underground relocation or the under -grounding of overhead utilities to reduce the need for removal and maintenance of roadside vegetation. Goal 19. Recognize the importance of easily accessible, attractive, and well dispersed parking as a valuable community asset. Policy TR-85 Implement safety standards for interior parking and circulation for development in the City. Policy TR-86 Consider reduction of parking requirements if a development provides alternatives for multi -modal uses such as Transportation Demand Management measures. Policy TR-87 Consider reciprocal parking agreements and joint development of off-street parking facilities between adjacent and compatible developments. Port Orchard Comprehensive Plan Adopted: june 201-6 Revised: julT201-8, oa:•r Chapter 8: Transportation Policy TR-88 Discourage parking on arterials within the City unless absolutely necessary. Policy TR-89 Encourage the development of a public / private joint -use parking garage to facilitate downtown parking requirements. PolicyTR-90 Coordinate parking and transportation planning and projects with the Port of Bremerton in order to make the best use of the waterfront. 8.1 1.4.8.10.4. Performance Standards Goal 20. Improve connectivity and mobility within the City through the identification and implementation of improvements that maintain Level of Service standards. Policy TR-91 Review large land development applications and mitigation requirements as they occur over time based on traffic analyses using up-to-date traffic data. PolicyTR-92 Establish standards for local roads and monitor cut -through, non -local traffic. Establish a process for increasing control responses based on the severity of the disturbance to the neighborhood. Goal 21. Promote environmentally sensitive and "Green" transportation solutions. Policy TR-93 Encourage transit providers and organizations with large fleets of vehicles to utilize "Green" fuel and reduce emissions/air pollution including through the establishment of idling policies. Goal 22. Support and reinforce coordination between land use and transportation. Policy TR-94 Promote creation of coordinated corridor development plans for Tremont Street, Bay Street/Beach Drive (SR-166), Sedgwick Road (SR-160) and Mile Hill Drive/SR-166. Policy TR-95 Promote application and development of a Bethel Road Corridor Development Plan Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation for Bethel Road SE extending from Beach Drive (SR 166) to the State Route 16 overpass. Policy TR-96 Make transportation improvements available to support planned growth and adopted levels of service concurrent with development. "Concurrent" shall mean that improvement or strategies are in place at the time of development, or that a financial commitment has been made. Policy TR-97 Implement the Road Design Standards shown on the City's transportation plan and acquire needed right-of-way. Policy TR-98 Require dedication of anticipated right-of-way for any land use approvals of developments for all roadways. Goal 23. Require implementation of the Bethel Road Corridor Development Plan. Policy TR-99 Work with Kitsap Transit to focus transit funding of proposed transit improvements on Bethel Road Corridor. PolicyTR-100 Promote separated bicycle lanes, separated sidewalks, and Access Management Plans as proposed in the Bethel Read Sedgwick Corridor Plan. Policy TR-101 Seek funding for widening and improvements along Bethel Avenue. Goal 24. Provide a transportation system that will support economic development. Policy TR-102 Establish and identify through clear signage, a truck and oversized load route. Policy TR-103 Apply appropriate street design standards for industrial and commercial districts, which allow for the easy movement of goods and services. 8.11.5.8.10.5. Community Character Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018 oa!"r Chapter 8: Transportation Goal 25. Develop transportation improvements that respect the natural and community character and are consistent with both the short- and long-term vision of the Comprehensive Plan. Policy TR-104 Restore / create unique neighborhood aesthetics via formation of distinctive streetscapes and traffic controlling devices. Policy TR-105 Minimize the impacts of traffic on residential neighborhoods by discouraging the use of local access streets by non -local traffic. PolicyTR-106 Prohibit commercial development from utilizing local residential roads as access points. PolicyTR-107 Analyze accident data to determine where safety related improvements are necessary. Prioritize and implement safety related improvements during the transportation planning process. Policy TR-108 Install sidewalks along Bay Street, Bethel Avenue, and side streets where none currently exist. Sidewalks should be on both sides of the street in the Downtown Gateways. Policy TR-109 Enhance current crosswalks on Bay Street to increase pedestrian safety. Policy TR-110 Encourage easements and interconnectivity between properties for vehicles and pedestrians. PolicyTR-111 Encourage bicycle commuting with a waterfront pathway that minimizes conflict with vehicles. Policy TR-112 Provide street wise landscaping on City streets. Recommended Actions =Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 201-8 oa:T Chapter 8: Transportation —Budget annually for at least one improvement to street landscaping including parkways, traffic islands and pedestrian ways. Develop design guidelines and standards for landscaping, sidewalks, and maintenance within new developments. • Develop a bikeway and pedestrian plan consistent with the Kitsap County Greenways Plan PSRC Multicounty Transportation Goals and Policies GREATER OPTIONS AND MOBILITY GOAL Goal: The city will invest in transportation systems that offer greater options, mobility, and access in support of the city's growth strategy. MOBILITY OPTIONS T-: Increase the proportion of trips made by transportation modes other than driving alone. T-: Integrate transportation systems to make it easy for people to move from one mode or technology to another. T-: Promote the mobility of people and goods through a multi -modal transportation system consistent with regional priorities and VISION 2040. T-: Address the needs of non -driving populations in the development and management of local and regional transportation systems. T-: Site and design transit facilities to enable access for pedestrian and bicycle patrons. T-: Encourage local street connections between existing developments and new developments to provide an efficient network of travel route options for pedestrians, bicycles, autos, and emergency vehicles T-: Support effective management of regional air, marine and rail transportation capacity and address future capacity needs in cooperation with responsible agencies, affected communities, and users. TRANSPORTATION DEMAND MANAGEMENT T-: The city should reduce the need for new capital improvements through investments in operations, ® Port Orchard Comprehensive Plan Commented [AC20]: Planning Commission: This language was directly pulled from PSRC in association with the VISION 2040 language for Transportation. Here is PSRC's language for VISION 2050 (beginning page 13): https://www.psrc.org/media/1695 Do we want to use the same approach and pull that language directly over? Or distill the language into new goals/policies within this Element? Chapter 8: Transportation demand management strategies, and system management activities including: transit, vanpools, broadband communication systems, providing for flexible work schedules, and public transit subsidies. T-: The city should consider local transportation demand management programs (education and/or local regulations) to reduce the impacts of high traffic generators not addressed by the Washington State Commute Trip Reduction Act including: recreational facilities, schools, and other high traffic generating uses. T-: The city should support the reduction of vehicle ownership in the city by supporting "ride share" and on -demand car/bike services. OPERATIONS, MAINTENANCE, MANAGEMENT, AND SAFETY GOAL Goal: As a high priority, the city will, maintain, preserve, and operate its transportation system in a safe and functional state. • Maintenance, Preservation, Operations, Transportation Systems Management, Safety and Financial Policies MAINTENANCE AND PRESERVATION T-: Maintain and operate the city's transportation systems to provide safe, efficient, and reliable movement of people, goods, and services. T-: Protect the investment in the existing system and lower overall life -cycle costs through effective maintenance and preservation programs. T-: Prioritize essential maintenance, preservation, and safety improvements of the existing transportation system to protect mobility and avoid more costly replacement projects. TRANSPORTATION SYSTEMS MANAGEMENT T-: Maintain a citywide concurrency monitoring system to determine how transportation investments are performing over time. T-: Design or redesign roads and streets, including retrofit projects, to accommodate a range of motorized and non -motorized travel modes in order to reduce injuries and fatalities and to encourage non -motorized travel. The design should include well-defined, safe and appealing spaces for pedestrians and bicyclists. T-: Apply technologies, programs and other strategies that optimize the use of existing infrastructure in order to improve mobility, reduce congestion, increase energy -efficiency, and reduce the need for new infrastructure. T-: Strive to increase the efficiency of the current transportation system to move goods, services, and people to and within the city before adding additional capacity. Port Orchard Comprehensive Plan Adopted j .ne 2016 Revised: july 2018� h4y- Chapter 8: Transportation T-: Protect the transportation system against major disruptions by developing prevention and recovery strategies and by coordinating disaster response plans. SAFETY T-: Continue to improve the safety of the transportation system to achieve the state's goal of zero deaths and disabling injuries. T- Provide education on safe biking and walking. T-: Enforce motorized and non -motorized safety laws FINANCIAL T-: Emphasize transportation investments that provide and encourage alternatives to single - occupancy vehicle travel and increase travel options, especially to and within commercial and mixed use areas and along corridors served by transit. T-: Prioritize investments in transportation facilities and services that support compact, pedestrian - and transit -oriented development. T-: Focus on investments that produce the greatest net benefits to people and minimize the environmental impacts of transportation. T-: Encourage public and private sector partnerships to identify and implement improvements to personal mobility. T-: Consider transportation financing methods that sustain maintenance, preservation, and operation of facilities T-: Consider transportation impact fees for the expansion of multi -modal transportation capital facilities necessary to support growth. T- Consider local financing methods that sustain or expand local transit service. T-: If projected funding is inadequate to finance needed capital facilities that provide adequate levels of service, adjust the level of service, the planned growth, and/or the sources of revenue to maintain a balance between available revenue and needed capital facilities. The city should first consider identifying additional funding, then adjusting level -of -service standards, before considering reassessment of land use assumptions. T-: A multiyear financing plan should serve as the basis for the six -year transportation improvement program and should be coordinated with the state's six -year transportation improvement program. SUSTAINABILITY GOAL Goal: The city's transportation system is well -designed and managed to minimize the negative impacts of transportation on the natural environment, to promote public health and safety, and achieve optimum efficiency. ® Port Orchard Comprehensive Plan Chapter 8: Transportation • Sustainability AND Natural Environment, Human Health and Safety, Environmental Justice Polices SUSTAINABILITY AND NATURAL ENVIRONMENT T-: Foster a less polluting system that reduces the negative effects of transportation infrastructure and operation on the climate and natural environment, including the use of rain gardens or other techniques to reduce pollutants in storm drains. T-: Seek the development and implementation of transportation modes and technologies that are energy -efficient and improve system performance. T-: Design and operate transportation facilities in a manner that is compatible with and integrated into the natural and built environment including features, such as natural drainage, native and water wise plantings, and local design themes. T-: Promote the expanded use of alternative fuel vehicles by converting public fleets, applying public incentive programs, and providing for electric vehicle charging stations throughout the city. T-: Plan and develop a citywide transportation system that reduces greenhouse gas emissions by shortening trip length or replacing vehicle trips with other modes of transportation to decrease vehicle miles traveled. HUMAN HEALTH AND SAFETY T-: Develop a transportation system that minimizes negative impacts to human health, including exposure to environmental toxins generated by vehicle emissions T-: Provide opportunities for an active, healthy lifestyle by integrating the needs of pedestrians and bicyclists in the local and regional transportation plans and systems. T-: Develop a transportation system that minimizes negative impacts to human health from vehicle emissions, noise, or a lack of non -motorized options. ENVIRONMENTAL JUSTICE T-: Implement transportation programs and projects in ways that prevent or minimize negative impacts to low-income, minority, and special needs populations. T-: Ensure mobility choices for people with special transportation needs, including persons with disabilities, the elderly and the young, and low-income populations. Port Orchard Comprehensive Plan Adopted: june 201-6 Revised: July 2018,-july