08 - 20241023 DRAFT Chapter 8 - Transportation _ PCChapter 8: Transportation
Chapter 8. Transportation
8.1. Transportation Element Context
The Transportation Element identifies future system improvements derived from the analysis
completed in the Land Use and Capital Facilities Elements of this Comprehensive Plan, as well as
County and Regional plans and policies. In addition to roadway improvements, this element also
identifies ways to provide more opportunities for pedestrians, bicyclists, 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 Transportation Element is to provide a safe, dependable, properly
maintained, as well as 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 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. This document also incorporates the data, analysis, and updates provided in the Port Orchard
Transportation Improvement Program (TIP) and 2020 Transportation Impact Fee Rate Study
(Ordinance 007-21). This element is also consistent with county and regional planning efforts,
including the Kitsap Countywide Planning Policies, Puget Sound Regional Council (PSRC) VISION 2050,
and the planning requirements of the Growth Management Act (GMA).
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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, to make
consistent and sound land use decisions, the City must 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 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 demands increase.
The City has and is experiencing significant growth placing additional demand on its street system,
particularly its arterial corridors including Bethel Road, Tremont Street, Sedgwick Road, Sidney Road,
and Old Clifton Road. Both motorized improvements at intersections and nonmotorized
improvements such as bicycle facilities and sidewalks are necessary for an effective and equitable
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.
Our vision for Port Orchard is a community which offers an inviting, attractive, and pedestrian -
friendly atmosphere that provides a full range of retail and recreational activities while ensuring
coordinated City and County regional Land Use Plans which promote an efficient multimodal
transportation system.
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Chapter 8: Transportation
8.3. Transportation System Inventory
8.3.1. Existing Roadway Network
8.3.1.1. State System
Port Orchard lies along Sinclair Inlet across from Bremerton in the heart of the Kitsap Peninsula in
Kitsap County, WA. 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 12,530,000 tons in 2021 from the Pierce/Kitsap 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 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 for
a distance of 1.15 miles. Where SR 16 joins SR 3 at Gorst, the number of lanes on SR 3 drops to four.
SR 160 (Sedgwick Rd) is the primary route from SR 16 to the Southworth Ferry Terminal. SR 160 is the
east/west ferry commuter route, connecting Port Orchard with the Southworth Ferry Terminal, SR
16, and eventually with SR 3. This highway has two lanes with minimum access spacing of 330 feet.
SR 160 includes two signalized intersections at the SR 16 interchange.
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 is a primary arterial
serving the main street community and the Downtown Port Orchard waterfront.
Bethel Road is an arterial corridor that links SR 160 to SR 166 forming a business loop parallel to SR
16. 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. Bethel Road is designated SR
166 from Bay Street to Mile Hill Drive.
8.3.1.2. Kitsap County Roads
Kitsap County arterial roads serve as key elements in the transportation system surrounding Port
Orchard. County roadways 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 Drive is a two lane
east/west road located to the east of Port Orchard which connects the city to Southworth Drive and
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
the Southworth Ferry Terminal to the east. 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 2024 Kitsap County Comprehensive Plan Update.
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 city 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. 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
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Chapter 8: Transportation
Functional Classification
Freeway
Principal Arterial
Minor Arterial
Collector
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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 8-2.
Table 8-2. Fixed -Route Bus Service
Route
Route Name / Service Area
Service Hours
Headway
Tremont: PO Ferry, Kitsap Courthouse, Givens Comm. Ctr,
M-F 5:30AM-6:55PM;
M-F 60 min.;
4
Harrison Medical Ctr, Work Release/Youth Services Ctr
Sa 10:OOAM — 5:55 PM
Sa 30 min.
Sidney: PO Ferry, Kitsap Courthouse, Givens Comm. Ctr,
M-F 5:10AM-7:25PM;
5
60 min.
Cedar Heights Jr HS, Sedgwick Landing
Sa 10:00 AM-5:25PM
Bethel: PO Ferry, Bethel Ave, Walmart, Fred Meyer, Mitchell
M-F 5:OOAM-7:52PM;
8
30 min.
Ave, South Kitsap High School
Sa 10:OOAM-5:25PM
South Park: PO Ferry, Albertson's, Town Square, Walmart,
M-F 6:50AM-8:15PM;
9
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
Square, Armory P&R, Mitchell, Jackson, Lund, Madrona
M-F 3:00-5:49PM
min.
Southworth Shuttle: PO Ferry, Armory P&R, Mile Hill,
M-F 4:35-10:25AM;
86
30-70 min.
Manchester, South Colby, Southworth Ferry
M-F 2:00-8:18PM
Purdy Connector: PO Ferry, Mullenix P&R, Purdy P&R
M-F 6:00-9:OOAM;
PC
On -demand
M-F 3:00-6:OOPM
8.3.2.2. 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.
8.3.2.3. 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,
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Chapter 8: Transportation
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 8-3. Each lot
provides service to at least two bus routes in addition to the Kitsap Transit Worker/Driver bus
program. Additional parking is available in Downtown Port Orchard. Three park -and -ride lots in Kitsap
County outside city limits provide additional parking capacity and access to transit and ferry service,
thereby influencing transportation in Port Orchard.
Existing park -and -ride facilities in and near Port Orchard are summarized in Table 8-3. In addition to
the existing facilities, the planned Ruby Creek Park -and -Ride on Sidney Road to the north of Sedgwick
Road will provide 250 parking spaces and access to expanded transit service.
Table 8-3. Park -and -Ride Lots
Name
Location
Parking
Spaces
Routes Served
Within City of Port Orchard
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
Outside City of Port Orchard
Burley Bible Church
14687 Olympic Dr SE
20
Worker/Driver
Harper Church
Sedgwick Road &
Wilson Creek Road
462
#85, #86, #184,
Worker/Driver
Mullenix and Highway 16
SR 16 & Mullenix Rd
92
#85, Worker/Driver
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Chapter 8: Transportation
8.3.2.5. Long -Range 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 Express Route, including a stop at Sidney 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
8.3.3. Airport and Aviation Services
Port Orchard is served by two airports. One is a privately -owned general aviation facility about five
miles southwest of the City called the Port Orchard Airport (4WA9). The second is the Bremerton
National Airport (KPWT), owned and operated by the Port of Bremerton.
The Port Orchard Airport is a small privately -owned airport which serves small private aircraft via one
operational runway (18136). No services are provided.
Bremerton National Airport (KPWT) is a general aviation facility serving the communities on the
Kitsap and Olympic Peninsulas. As of 2022, there were 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 2022 were 66,000, or an
average of 181 per day. KPWT serves beginning amateurs as well as professional pilots and flights.
The Bremerton National Airport Master Plan forecasts 276 KPWT-based aircraft by 2032, an increase
of 165 percent from 2022. Total annual operations are also expected to increase. from 66.000 to
90,000. 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. KPWT has extensive lighting and
instrumentation and a taxiway system that provides access to all areas of the airfield. KPWT's former
crosswind runway (16/34) is closed to aircraft and currently serves as the Bremerton Motorworts
Park facility.
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00 Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
Transit Routes
Route 4
Route 5
Route 8
Route 9
Route 81
Route 86
Purdy Connection
--
Port Orchard Foot Ferry
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Annapolis Foot Ferry
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Transit Center
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Chapter 8: Transportation
Until 2004, 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 forecast 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 Bremerton National Airport Master Plane 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).
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Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
8.3.4. Freight and Rail Services
Freight and goods are transported within the Port Orchard area on SR 16, SR 166, SR 160, as well as
on City and County roads.
The BNSF Railway 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 one mile northwest of 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;
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 2021;
c. SR 166 is designated a T-3 facility, carrying an estimated annual 1,640,000 tons in 2021.
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
7. Sidney Avenue from Tremont Street to SR 166
8. Sidney Road from SW Berry Lake Road to South City Limits
9. Tremont Street from SR 16 to Sidney Avenue
e. One designated T-4 route is Port Orchard Boulevard from Tremont Street to SR 166.
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Chapter 8: Transportation
8.3.5. Nonmotorized Transportation Facilities
Nonmotorized transportation systems include facilities that provide for safe pedestrian and bicycle
travel. These include sidewalks, crosswalks, off street trails, bike routes, and bicycle facilities. In rural
areas, nonmotorized facilities can also include roadway shoulders when they are of adequate width.
Some portions of nonmotorized routes can be used for commuting purposes to reduce potential
vehicular traffic volumes. If properly located, designed and maintained, nonmotorized trails can
accommodate a meaningful portion of local resident travel between residential areas and shopping
centers, schools, and places of employment. Nonmotorized facilities can 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, nonmotorized facilities are shown to increase the desirability of a
city 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 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 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 8-3 illustrates the extent of the nonmotorized transportation system and
the type of facility that each segment supports. It also shows existing community centers, 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 challenges 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 is an assortment of pedestrian facilities located throughout Port Orchard and its UGA.
Pedestrian facilities include sidewalks, trails, and designated crosswalks. Most sidewalks are located
along commercial corridors and in some neighborhoods. Sidewalks and designated crosswalks are
also provided in some residential subdivisions. The initial construction of these pedestrian facilities 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 nonmotorized network has missing links around some elementary and secondary schools. Many
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Chapter 8: Transportation
of the schools are in residential neighborhoods. Continuous sidewalks would improve the 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 city. 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. Between 2016 and 2021, ADA deficiency removals and upgrades
included 4.8 miles of new ADA sidewalks, 39 curb ramp upgrades, 26 driveway apron upgrades, and
2 pedestrian signal upgrades. As of 2021, the City's remaining ADA barriers include 556 deficient curb
ramps and 130 deficient driveway aprons. The City will continue to mitigate these ADA deficiencies
in the public right-of-way, per the adopted Transition Plan, through regular maintenance and
preservation programs, through oversight/permitting of developer improvements, and through the
capital improvement protects identified later in this Transportation Element. Removal of ADA barriers
will increase accessibility for youth, older adults, disabled persons, and other people with special
transportation needs.
8.3.5.2. Existing Trails
Nonmotorized transportation systems 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, eight -foot -wide paved trail which connects
McCormick Woods with McCormick Village. It begins at Gleneagle Avenue SW west of McCormick
Woods Drive and runs parallel to Gleneagle Avenue SW, Telford Way SW, and McCormick Village
Drive.
The Kitsap Peninsula Water Trail includes launches and amenities at the Port Orchard Marina, Water
Street Boat Launch, and Port 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:
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
• 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.
The 2018 Kitsap County Non -Motorized Facilities Plan (KCNMFP) identifies three bike routes within
the Port Orchard planning area. The County -designated routes do not cross into the city limits, but
the bicycle facilities they carry are incorporated to the nonmotorized system vision described in this
Element. The designated Kitsap County bike routes include:
Route 25 — Begins on Sedgwick Rd just 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.
Route 30 — Begins on Mile Hill Dr at the east city limit and continues to the east along Mile
Hill Dr/Southworth Dr to the Southworth Ferry Terminal.
• Route 37 — From Bethel Rd south of Sedgwick Rd extending south to the county line.
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Chapter 8: Transportation
8.4. Nonmotorized System Vision
8.4.1. Planned Nonmotorized Routes
This section describes the City's vision for a nonmotorized transportation network to 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
described below and shown graphically in Figure 8-3.
Nonmotorized Facilities
Existing Shared -Use Path
Existing Sidewalks & Bike Lanes
Existing Sidewalks (both sides)
Existing Sidewalk (one side)
Existing Paved Shoulder
- - - - Planned Shared -Use Path
-- Planned Sidewalks & Bike Lanes
Ir School
' Park
Community Center
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Figure 8-3. Existing and Planned Arterial and Collector Nonmotorized Facilities Map
The following sections summarize existing and planned shared right-of-way and separate right-of-
way nonmotorized facilities in and near Port Orchard. Shared right-of-way nonmotorized facilities run
parallel to roadways within the public right-of-way. They may include sidewalks, bike facilities, and
shared -use paths or trails. Off -right-of-way facilities generally exist outside public street right-of-way
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
but may cross public streets. These facilities include shared -use paths and other nonmotorized
transportation infrastructure such as pedestrian/bicycle freeway overpasses.
In this element, bike facilities are defined as an element of transportation infrastructure that is
designed to convey bicycle travelers. This may include bike lanes, cycle tracks, shared lanes, and
shared multi -use paths. The selection of bike facilities for a given route may be influenced by
contextual factors such as roadway volume, traffic speeds, sight distance, right-of-way width, and the
character of the surrounding built environment. More information about bicycle facilities and their
applications may be found in the National Association of City Transportation Officials (NACTO) Urban
Bikeway Design Guide.
8.4.2. Arterial and Collector Shared Right -of -Way Facilities
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 11,500 to
16,900 Average Weekly Daily Traffic (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 plan. The route is a designated nonmotorized
route in the KCNMFP.
Feigley Road (Old Clifton Road to Lone Bear Lane)
This 0.35-mile trail is a paved pathway on the east side of Feigley Road. Improvements may be needed
to bring this trail into compliance with City design standards and to accommodate nonmotorized
traffic generated by future development along Feigley Road.
Glenwood/Sedgwick Road (McCormick Woods Drive to Long Lake Road)
This 4.0-mile route will connect the commercial centers of Ruby Creek 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 is a designated
nonmotorized route in the KCNMFP.
McCormick Woods Drive (Old Clifton Road to Glenwood Road)
This 4.0-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. Further study is necessary to identify roadway design,
engineering, and enforcement measures which may be required to reduce vehicle speeds and to
improve nonmotorized safety and access.
McCormick Village Drive/Telford Way (North City Limits to McCormick Woods Dr)
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
A 1.6-mile route has partially been constructed along McCormick Village Drive. This trail will be
extended pursuant to a development agreement as additional phases of McCormick West
(McCormick Trails) is constructed. The trail is expected to reach about 1.6 miles in length upon
completion and will create a loop where it intersects with the Telford Way SW trail.
Mile Hill Drive (Bethel Road to Whittier Ave)
This 1.4-mile route will connect the Mile Hill center with residential neighborhoods to the east. It will
provide a route to school for students at Orchard Heights Elementary School and Marcus Whitman
Junior High School. Mile Hill Drive has 13,400 to 15,200 AWDT. It is partially a state highway, which
will require collaboration with Kitsap County and WSDOT. The route is a designated nonmotorized
route in the KCNMFP. WSDOT has programmed several improvement projects which will provide
nonmotorized improvements along the corridor, including a new roundabout at Wolves Road and
new culvert adjacent to Veterans Park.
Mitchell Avenue (Bethel Avenue to Bay Street)
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.
Old Clifton Road (Feigley Road to SR 16)
This trail will connect the McCormick Village local center with the site of a future high school, 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, a local center. Special consideration will be needed for how the
trail merges with 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. It is identified as a nonmotorized route in the KCNMFP.
Port Orchard Boulevard (Tremont Street to Bay Street)
This 1.06-mile arterial segment currently serves approximately 2,500 AWDT. It will provide a
connection between the Tremont Medical Center and Downtown Port Orchard via Port Orchard, a
relatively low -volume roadway bound by greenbelt. 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 South City Limits)
This 1.91-mile route will connect the Tremont Medical Center with the Ruby Creek Center and provide
a safe route to school directly adjacent to Cedar Heights Junior High School and Sidney Glen
Elementary School. The 2024-2029 Transportation Improvement Program (TIP) includes a complete
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
streets improvement project for the Pottery Avenue portion of this corridor.
A small portion of the route is outside of city limits and within the Urban Growth Area, requiring
collaboration with Kitsap County or ROW acquisition for completion. The route carries between 4,500
AWDT (south of Tremont St) and 9,000 AWDT (north of Sedgwick Rd) and is a nonmotorized route in
the KCNMFP.
Salmonberry Road West (Ramsey Rd to city limit)
This route will be an east -west connection through residential neighborhoods, connecting the Bethel
commercial corridor with Jackson Avenue. Salmonberry Road serves 2,300 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 a portion of
Salmonberry Road West as part of the Bethel Phase 1 project.
Sidney Avenue (Tremont Street to Fireweed Street)
This 0.97-mile route will primarily connect residential areas and multi -family developments to Paul
Powers Jr. Park, Van Zee Park, Cedar Heights Junior High School (via Lippert), and to the nonmotorized
facilities on Tremont Street. Sidney Avenue serves 5,000 AWDT. This project requires the
construction of a regional stormwater facility at the end of Sherman Ave to facilitate the build -out of
the nonmotorized improvements within this corridor. Property was acquired for a regional
stormwater facility and park in 2022.
St. Andrews Drive (McCormick Woods Dr to McCormick Woods Dr)
When completed, this 1.6-mile segment will provide a nonmotorized loop within the McCormick
Woods community. The north 1.0-mile portion of St. Andrews Drive currently begins at McCormick
Woods Drive and terminates just north of Hawkstone Avenue. A future 0.6-mile section will extend
to the southeast, connecting to McCormick Woods Drive at SW Dunraven Place.
Funding commitments for the completion of this facility are provided in a development agreement
with McCormick Woods. Nonmotorized treatments will include a 12-foot paved shoulder, consistent
with the development agreement.
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
two local centers and connects Van Zee Park and South Kitsap Regional Park. It also intersects with a
planned connection at Port Orchard Boulevard. It has the most traffic of any street in Port Orchard:
Between SR 16 and Bethel Road, Tremont serves approximately 23,000 vehicles 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 project. The next phase will extend the route from Port Orchard
Boulevard to Sidney Avenue. The eastern end of the route is outside of city limits but within the Urban
Growth Area, requiring collaboration with Kitsap County. The Kitsap County Transportation
Improvement Program identifies four improvement projects on this corridor by 2028, including
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
sidewalks and bike facilities from the Port Orchard city limit to Jackson Avenue and three new
roundabouts. This route is identified as a nonmotorized route in the KCNMFP.
8.4.3. Residential Shared Right -of -Way Facilities
Hawkstone Avenue (McCormick Woods Dr to St Andrews Dr)
This 0.85-mile segment currently extends from McCormick Woods Dr to Tobermory Circle SW,
terminating just southwest of St. Andrews Drive. In the future, Hawkstone Ave will connect with St.
Andrews Drive to provide a connection to the St. Andrews Dr nonmotorized loop. The street currently
provides a paved shoulder on one side. Ultimate nonmotorized treatments may include sharrows to
designate shared -use travel lanes in both directions.
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 Veterans Park, the waterfront, and the Annapolis foot ferry dock. Retsil 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.
Ramsey Road (Sedgwick Road to Salmonberry Road)
This 0.5-mile local street section provides an alternative north -south route to the Bethel Road
corridor to the east. The construction of a complete street section with bike facilities and sidewalks
will provide safe nonmotorized access to properties along Ramsey Road as well as a low -volume
connection between Sedgwick Road and Salmonberry Road.
Pottery Avenue (Tremont Place to Melcher Street)
This 0.22-mile local street section provides access to residential development to the north of the
Tremont Street corridor and west of Port Orchard Boulevard. Construction of a complete street
section with bike facilities and sidewalks will provide a safe nonmotorized connection between
existing neighborhoods and Tremont Street.
Melcher Street (Tremont Place to Melcher Street)
This 0.4-mile east -west local street provides a connection between Tremont Street (via Pottery
Avenue to the west) and Port Orchard Boulevard (via Sherman Avenue to the east). It provides direct
access to single-family development as well as several residential streets. Construction of a complete
street section with bike facilities and sidewalks will provide a safe nonmotorized connection.
Fireweed Road (Sidney Avenue to South Flower Avenue)
This 0.25-mile local street provides a connection between Sidney Avenue and S Flower Avenue,
providing access to single-family development in the area. Construction of a complete street section
with bike facilities and sidewalks will provide a safe nonmotorized connection for local residents.
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
Sherman Avenue (Fireweed Road to Terminus at SR 16)
This 0.35-mile local street provides direct access to residential development to the south of Fireweed
Road. It terminates in a dead-end north of SR 16. Construction of a complete street section with bike
facilities and sidewalks will provide a safe nonmotorized connection for local residents.
Blueberry Road (Geiger Road to Bethel Road)
This 0.4-mile local street provides a connection between Geiger Road and Bethel Road to the north
of Sedgwick Road (SR 160). It also connects to Ramsey Road, a north -south corridor which parallels
Bethel Road to the west. Construction of a complete street section with bike facilities and sidewalks
will provide a safe nonmotorized connection to the Bethel Road and Sedgwick Road (via Geiger Rd).
Geiger Road (Sedgwick Road to Blueberry Road)
This 0.25-mile local street provides a connection from Blueberry Road to Sedgwick Road. Construction
of a complete street section with bike facilities and sidewalks on this section, in conjunction with
similar improvements to Blueberry Road and Ramsey Road, will provide a safe nonmotorized
alternative to Bethel Road from Sedgwick Road to Salmonberry Road.
Sidney Avenue (Prospect Street to waterfront)
This 500-foot street section provides access to properties in the downtown subarea and a connection
to the Port Orchard waterfront. Existing sidewalks are substandard. Construction of full ADA-
accessible sidewalk improvements on both sides will provide a safe and accessible connection to the
waterfront for users of all abilities.
Harrison Avenue (Bay Street to waterfront)
This 350-foot street provides access to properties in the downtown subarea and a connection to the
Port Orchard waterfront. The street currently includes a discontinuous non-ADA accessible sidewalk
on the west side and no sidewalk on the east side. Construction of full ADA-accessible sidewalk
improvements on both sides will provide a safe and accessible connection to the waterfront for users
of all abilities.
Fredrick Avenue (Bay St to waterfront)
This 350-foot street provides access to properties in the downtown subarea and a connection to the
Port Orchard waterfront. The street currently includes non-ADA accessible sidewalks on both sides.
Construction of full ADA-accessible sidewalk improvements on both sides will provide a safe and
accessible connection to the waterfront for users of all abilities.
8.4.4. Off -Right -of -Way Facilities
Bay Street Pedestrian Path (Port Orchard Blvd 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 a modern shared -use path, with completion planned over the next several years (as of 2024). It
MNWPort Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
will run through the downtown area and connect two waterfront parks and a public boat ramp. It
will 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.
Blackjack Creek Trail
An off-street multi -use pathway that generally runs parallel to Blackjack Creek providing connectivity
between the Bethel/Lund and Sedgwick/Bethel Subareas. This trail, located east of Blackjack Creek,
is approximately two miles in length and could be connected to several neighborhoods located
between Bethel Road and Blackjack Creek. Opportunities for future connections to the west side of
Blackjack Creek should be explored.
SW Pendleton Way
A 0.5-mile route has partially been constructed in Stetson Heights. This trail may be extended to
McCormick East as part of a future development and could be connected to the trails in the
McCormick Woods area.
Ruby Creek Pathway
A shared -use pathway along Ruby Creek from the Stetson Heights development to Sedgwick Road.
Sidney -SR 16 Crossing (Sidney Road to Sidney Avenue)
Creating a trail across SR 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 approval, followed with an airspace trail lease
agreement with WSDOT for ongoing maintenance and preservation of the trail facility.
Telford Way SW
A 0.85-mile trail has been partially constructed in McCormick West (McCormick Trails). This trail will
be extended pursuant to a development agreement as additional phases of McCormick West
(McCormick Trails) is constructed. The trail is expected to reach about 0.85 miles in length upon
completion and will create a loop where it intersects with McCormick Village Drive at either end.
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
8.4.5. Nonmotorized Improvement Projects Necessary to Achieve System
Vision
The following projects that include pedestrian or bicycle facility improvements are necessary to
achieve the nonmotorized transportation network described above. Cost estimates were obtained
from the City of Port Orchard Transportation Improvement Program and adjusted for inflation using
the National Highway Construction Cost Index. Cost estimates are not included for off -right-of-way
facilities where conceptual alignments have not been identified at the time of this writing.
Table 8-4. Nonmotorized Improvement Projects Necessary to Achieve System Vision
Project
Limits
Description
Length
Cost
Estimate
(in $$$s)*
Collector and Arterial Shared Right -of -Way Facilities
Bethel Rd/Sedgwick
Bethel Rd (Sedgwick
Provide widening and nonmotorized
Rd (Multi -phase
Rd to Mile Hill Dr);
improvements along Bethel Road and
2.1;
97,808
project)
Sedgwick Rd (SR 16 to
Sedgwick Road, consistent with 2018
0.7
Bethel Rd)
corridor plan.
Feigley Rd
Old Clifton Rd to Lone
Improve trail to satisfy City design
0.35
337
Bar Ln
standards and ADA guidance.
Sedgwick Rd West
Glenwood Rd to SR 16
Complete streets improvements
1.4
8,285
consistent with 2018 corridor plan.
McCormick Woods
Old Clifton Rd to
Analyze and implement nonmotorized
4.0
337
Dr
Glenwood Rd
safety and accessibility improvements.
McCormick Village
McCormick Woods Dr
Complete paved shared -use path
Dev.
Dr
to north citylimit
(developer -funded improvement).
2.6
funded
Mile Hill Dr
Bethel Rd to Whittier
Curb, gutter, sidewalks, and bike
1.4
3,534
Ave
facilities.
Mitchell Ave
Bethel Ave to Bay St
Curb, gutter, sidewalks, and bike
1.2
3,029
facilities.
Old Clifton Rd
Feigley Rd to SR 16
New shared -use path connecting
McCormick Village with Old Clifton
2.7
4,543
Industrial Park and SR 16.
Port Orchard Blvd
Tremont St to Bay St
Road diet3 with downhill bikeable
shoulder and shared -use pathway.
1.1
14,395
Pottery Ave
SR 16 to Lippert Dr
Address sidewalk gaps and construct
nonmotorized improvements,
including bikeable shoulders and
0.45
7,067
safety improvements at
Pottery/Lippert intersection.
Salmonberry Rd
Ramsey Rd to east
Widen to two travel lanes with curb,
0.4
1,010
West
city limits
gutter, sidewalks, and bicycle facilities.
Sidney Ave
Tremont St to
Widen Sidney Ave to include
1.0
17,668
3 A road diet, or roadway reconfiguration, can improve safety, calm traffic, provide better mobility and access for
all road users, and enhance overall quality of life. A road diet typically involves converting an existing four -lane
undivided roadway to a three -lane roadway consisting of two through lanes and a center two-way left -turn lane
(bit.ly/3UKn8Ea).
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
Project
Limits
Description
Length
Cost
Estimate
(in $$$s)*
terminus
sidewalks, bike lanes, and storm
drainage.
Sidney Rd SW
Sedgwick Rd to Berry
Design phase of a project to widen the
Lake Rd
0.95-mile segment from Sedgwick
Road to Berry Lake Rd to three lanes
0.85
10,537
with bike facilities, sidewalks, and
traffic calming.
St. Andrews Dr
McCormick Woods Dr
Complete St. Andrews Dr corridor,
to McCormick Woods
including pedestrian & bike facilities.
0.6
337
Dr
Tremont St/Lund
Port Orchard Blvd to
Provide concrete sidewalks, bike
Ave
city limit
facilities, and drainage improvements.
1.15
2,903
Residential Shared Right -of -Way Facilities
Hawkstone Ave
McCormick Woods Dr
Pavement striping and signage to
to St Andrews Dr
designated shared -use lanes.
0.85
168
Retsil Rd
Mile Hill Dr to Bay St
Curb, gutter, sidewalks, and bike
facilities.
1.1
2,776
Ramsey Rd
Sedgwick Rd to
Widen to two full travel lanes with
Salmonberry Rd
curb, gutter, sidewalks, and bicycle
0.5
4,207
facilities.
Pottery Ave
Tremont PI to
Widen to two full travel lanes with
Melcher St
bike lanes, sidewalk, and stormwater
0.2
2,692
improvements.
Melcher St
Pottery Ave to
Widen to include two travel lanes, bike
Sherman Ave
lanes, sidewalks, and a stormwater
0.4
1,010
system.
Fireweed Rd
Sidney Ave to S
Widen to two full travel lanes with
Flower Ave
bike lanes and sidewalks.
0.25
631
Sherman Ave
Fireweed Rd to
Widen to two full travel lanes with
Terminus
bike lanes and sidewalks.
0.35
883
Blueberry Rd
Geiger Rd to Bethel
Widen to two full travel lanes with
Rd
curb, gutter, sidewalks, and bike lanes.
0.4
1,010
Geiger Rd
Sedgwick Rd to
Widen to two full travel lanes with
Blueberry Rd
curb, gutter, sidewalks, and bike lanes.
0.25
631
Sidney Ave
Prospect St to
Sidewalk and streetscape
waterfront
improvements.
0.1
2,524
Harrison Ave
Bay St to waterfront
Sidewalk and streetscape
0.05
1,683
improvements.
Fredrick Ave
Cline St to waterfront
Sidewalk and streetscape
0.05
2,524
improvements.
Off -Right -of -Way Facilities
Bay St Pedestrian
P.O. Blvd to Annapolis
Multiuse pathway from Kitsap Transit
Path
Foot Ferry Dock
station to Port Orchard Blvd.
1.6
16,761
Blackjack Creek Trail
Bethel Rd to Blackjack
Off-street shared -use path (alignment
Crk
TBD).
TBD
TBD
SW Pendleton Way
Fielder PI to
Off-street shared -use path (alignment
TBD
TBD
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
Project
Limits
Description
Length
Cost
Estimate
(in $$$s)*
McCormick
TBD).
Ruby Creek Path
Stetson Heights to
Off-street shared -use path (alignment
Sedgwick
TBD).
TBD
TBD
Sidney SR 16
Sidney Rd to Sidney
Off-street shared -use path and SR 16
Crossing
Ave
over- or undercrossing (alignment
TBD
TBD
TBD).
Telford Way
McCormick West
Off-street shared -use path (developer-
Dev.
funded)
0.85
funded
Total Estimated Cost
209,290
*Cost estimates are expressed in thousands of 2023 dollars
Port Orchard Comprehensive Plan DRAFT: October 2024
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 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 adjacent 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 concurrency management. The standards, which are based on
Highway Capacity Manual (HCM) 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 segment capacity standards are summarized in Table 8-5.
Table 8-5. Street Segment Capacity Standards
Functional
Classification
Base
Capacity
(vphpll)
Capacity Adjustments (vph)
Left -Turn
Lane
Access -
Restricted
Segment
No Bike Lane
No Sidewalk
On -Street
parking
Freeway
2,000
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
vph: Vehicles Per Hour; vphpl: Vehicles Per Hour Per Lane
Left -turn lanes are estimated to add the capacity equivalent of one half through lane by removing
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
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
planning -level LOS thresholds defined in Highway Capacity Manual 1994. Adopted street segment
LOS thresholds and descriptions are summarized in Table 8-6.
Table 8-6. 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-ago
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 8-4.
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 8-7 shows the amount of delay used to determine intersection LOS measured in second per
vehicle (sec/veh). 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 DRAFT: October 2024
Chapter 8: Transportation
Street Design Standard
Pri ncipal Arterial A
--- principal Arterial B
�- Mlnor Arterlal A
- - - - Mlnor Arterkal B
- - - Mlnor Arterlal C
Corrector A
-- Collector B
Sedgwick-Bethel Corridor Study
McCormick Cammunities
City Limit O,tlin,
Urba n Grcrwrth Afea
7_1Z,
r
r
1
i
7rur�spa�tuGvr� SaurGans
Figure 8-4. Street Design Standards
1
r
MQEft�,MEM
Table 8-7. Intersection Level of Service Thresholds
i
r
+
r
r
r
I
rr
i
1
�
r
L
r
s 1 -..1
� ! L_j
t �
I
1
a
* SE drax+ElR
2 mi
LOS
Signalized and Roundabout
Delay (sec/veh)
Stop -Control
Delay (sec/veh)
A
1510
1510
B
>10-20
>10-15
C
>20-35
>15-25
D
>35 — 55
>25 — 35
E
>55 — 80
>35 — 50
F
>80
>50
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
8.5.3. Level of Service Standards and Concurrency Requirements
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 years permitted on a case -by -case basis.
GMA requires that a LOS standard be set but acknowledges the need for flexibility by providing 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 completed, 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 City'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 delay will become a reality, particularly during
peak periods.
Minimum LOS for intersections on State facilities are set by the Washington 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. This
standard means that when the peak hour LOS falls below LOS E, congestion shoulder be mitigated
through measures such as transit improvements. 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
A. Pedestrian Safety and Mobility LOS. Developments will provide for pedestrian safety, including
adequate connections to existing pedestrian facilities. Proximity to pedestrian oriented
establishments, including 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 of the following:
A six -foot -wide paved path separated from the paved roadway surface by
either an unpaved ditch or swale, three feet wide;
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
b. An eight-to-12-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.
B. Traffic Capacity LOS: Traffic Capacity LOS is defined in the Highway Capacity Manual and is based
on PM peak hour vehicle capacity.
1. The City's functionally classified (collector and arterial) street system shall meet the following
standards:
a. Principal arterials — LOS D
b. Minor arterials— LOS D
c. Collector arterials — LOS C
2. Exemptions to Capacity LOS. The City Council, upon recommendation of the City Engineer 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;
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.
d. Exempt specific intersections or street segments from the LOS standards set
forth in this section for a specific period.
C. Street 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 Public Works Engineering Standards and
Specifications, 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 standards and comprehensive plans
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.
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
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. Other utilities and appurtenances shall be constructed to
meet city standards and comprehensive plans concurrent with the street construction.
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.
4. Nonmotorized Transportation LOS. Development proposals shall be evaluated for compliance
with city plans and policies, including the Transportation Element of the Comprehensive 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 nonmotorized 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 Requirements
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 fewer than 10 peak hour vehicle trips, the
City 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 City Engineer shall consider the following when making this determination if nonmotorized safety
of traffic capacity LOS is required. In no case shall the concurrency requirements exceed those of a
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
project with 29 or fewer peak hour trips.
• 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 of an arterial street that meets the three-quarter street LOS on the
same side of the street as the development.
b. 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.
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 capacity LOS
standards. Intersections and segments on the functionally classified street system that are
impacted by peak hour traffic generated by the development shall be required to meet
capacity LOS standards. All or a portion of the development shall be denied or delayed until
deficient facilities meet traffic capacity LOS standards.
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:
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
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
standards. Intersections and segments on the functionally classified street system that are
impacted by peak hour traffic generated by the development shall be required to meet
capacity LOS standards. All or a portion of the development shall be denied or delayed until
deficient facilities meet traffic capacity LOS standards.
4. Nonmotorized Transportation LOS. Development proposals shall be evaluated for compliance
with the nonmotorized component of the Comprehensive Plan Transportation Element.
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.
D. More Than 75 Peak Hour Trips.
1. Street Frontage. Ultimate Design 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
standards. Intersections and segments on the 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.
4—Nonmotorized Transportation LOS. Development proposals shall be evaluated for compliance
with the nonmotorized component of the Comprehensive Plan Transportation Element .
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,
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.
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
kw.
Port Orchard Comprehensive Plan
DRAFT: October 2024
Chapter 8: Transportation
8.6. Traffic Forecasting
8.6.1. Land Use Assumptions
8.6.1.1. Existing Land Use
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 8-8.
Table 8-8. Port Orchard 2020 Population Estimate
Total Population 15,587
Total Households I6,952
Existing Port Orchard employment is summarized in Table 8-9 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 8-9 identifies the modeled employment categories,
corresponding North American Industry Classification System (NAICS) codes, number of employees, and
share of total citywide employment.
Table 8-9. Port Orchard 2020 Employment
Classification
Sector (NAICS #)
Number
Percent
Retail (44, 45)
3,097
36%
Commercial
Finance, Insurance, Real Estate, and Services (51-56, 61-62, 71-72, 81)
2,827
33%
Government and Education (Public sector)
1,828
21%
Construction and Resources (11, 21, 23)
458
5%
Industry
Manufacturing, Wholesale Trade, Transportation, and Utilities (22, 31-33,
42, 48-49)
405
5%
Total 8,61
8.6.1.2. Development Forecast
Long-range housing and development forecasts were obtained from PSRV VISION 2050 allocations and
Kitsap County Countywide Planning Policies. The 2044 citywide population and housing forecasts are
summarized in Table 8-10. The forecast includes a total of 10,396 households, an increase of 49 percent
from 2020.
Table 8-10. Port Orchard 2044 Population Estimate
Total Population 26,374
Total Households 10,396
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
2044 employment forecasts are identified in Table 8-11 for each of five job sectors. Citywide
employment is expected to reach 14,015 by 2044, an increase of 63 percent from 2020.
Table 8-11. Port Orchard 2044 Emplovment Forecast
Classification
Sector (NAICS #)
Number
Percent
Retail (44, 45)
4,987
36%
Commercial
Finance, Insurance, Real Estate, and Services (51-56, 61-62, 71-72, 81)
4,759
34%
Government and Education (Public sector)
2,940
21%
Construction and Resources (11, 21, 23)
691
5%
Industry
Manufacturing, Wholesale Trade, Transportation, and Utilities (22, 31-
33, 42, 48-49)
639
5%
Total 1 14,015
Future housing and employment growth was geographically allocated throughout the City of Port
Orchard based on a buildable lands analysis developed for the Land Use Element of this
Comprehensive Plan. Housing and employment growth outside city limits was calculated using PSRC
VISION 2050 forecasts for Kitsap County.
8.6.2. Traffic Forecasting Model
8.6.2.1. Background
Port Orchard maintains a citywide 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 weekday PM peak hour vehicle trips. This approach is consistent with
the Kitsap County travel demand model.
8.6.2.2. Network Development
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 6`" 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
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
Page 8-35 Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
use determines the number of trips that the zene ,,d, ees er t-t-Fa .+s frA-r, theF T Zsgenerated by
the TAZ. The travel demand model includes a total of 93 TAZs, including 76 "internal"
and 17 "external" TAZs. The TAZ structure is shown in Figure 8-5.
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 limits 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
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 DRAFT: October 2024
Chapter 8: Transportation
Figure 8-5. Transportation Analysis Zones
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
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 Manual111h 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 8-12.
Table 8-12. Travel Demand Model PM Peak Hour Trio Generation Rates
Land Use
Units
HWl
WH'
H01
OH'
NHB'
Total
o2
DZ
o2
DZ
OZ
DZ
o2
DZ
OZ
D2
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
E D U
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
0.090
0.310
CONRES
EMP
0
0.017
0.017
0
0
0.235
0.042
0
0.025
0.084
0.420
1HW: 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
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:
J(U) = a * (Ub) * (e`u)
In the utility function, the independent variable U is defined as travel time between zones. The
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
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 8-13.
Table 8-13. 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
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 year 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
adjusted iteratively to improve the correlation between modeled traffic volumes and observed traffic
volumes. Calibration statistics and a scatterplot of assigned vs. counted traffic volume are shown in
Figure 8-6.
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
3000 —
2500
2000
3 NumObs= 426
,0 %RMSE= 15
a 1500 RZ = 0.98
Slope = 0.95
Y-Int = 8.31
1000 . »'� T MeanRelError = 9%
500 •�
0
0 500 1000 1500 2000 2500 3000
Counted Volume
Figure 8-6. Travel Demand Model Calibration Statistics
8.6.3. Long -Range Forecasting Assumptions
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.
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
8.7. Transportation System Needs
8.7.1. 2022 Traffic Volumes and LOS Deficiencies
An analysis of 2022 volume -to -capacity ratios on 59 functionally classified collector and arterial
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 8-14.
Table 8-14.2022 Street Seement Level of Service Deficiencies
Name
Functional Classification
PM Peak Hour
Volume
WC
LOS
Bethel Rd (Sedgwick Rd to Salmonberry)
Principal Arterial
1,390
1.17
F
Bethel Rd (Salmonberry to Lund Ave)
Principal Arterial
1,350
1.13
F
Five intersections within city limits operate below minimum LOS standards. Four of the five LOS-
deficient intersections are located on WSDOT routes. 2022 PM peak hour intersection LOS
deficiencies are identified in Table 8-15. Mitigation strategies for LOS deficiencies are described later
in this section.
Table 8-15. 2022 Intersection Level of Service Deficiencies
Intersection
Control'
PM Peak Hour
Volume
Delayz
LOS
Bethel Rd SE & Salmonberry Rd
TWSC
1,630
48
E
Old Clifton Road & SR 16 EB ramps
TWSC
1,525
36
E
Tremont Street & SR 16 WB ramps
TWSC
2,020
158
F
Sedgwick Rd (SR 160) & Geiger Road
TWSC
1,760
36
E
Bay Street (SR 166) & Port Orchard Blvd
TWSC
1,450
42
E
1TWSC = Two -Way Stop Control; AWSC = All -Way Stop Control; RAB = Roundabout; Signal = Signalized
2Average control delay for all movements, reported in seconds per vehicle. For TWSC, delay is reported for the movement
with the worst (highest) delay.
8.7.2. 2044 Anticipated LOS Deficiencies
Fives collector and arterial street segments within city limits will operate below their respective
minimum LOS standards by 2044. These include two segments of Bethel Road and onetwe segments
of Sedgwick Road, classified principal arterial roadways. 2044 street segment LOS deficiencies are
identified in Table 8-16.
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
Table 8-16. 2044 Street Segment LOS Deficiencies
Name
Functional Classification
PM Peak Hour
Volume
WC
LOS
Bethel Rd (Sedgwick Rd to Salmonberry)
Principal Arterial
1,540
1.29
F
Bethel Rd (Salmonberry to Lund Ave)
Principal Arterial
1,7320
1.45
F
S.,.Jgwiek Rd (West IiFnit to SR 16)
Principal Arr., ri ,I
�9
4-.5-2
city
Sedgwick Rd/SR 160 (SR 16 to Bethel Rd)
Principal Arterial
1,77660
0.93
E
Sidney Ave (Sedgwick to Berry Lk Rd)
Minor Arterial
2,50450
1.69
F
Old Clifton Rd (City limit to Anderson Hill Rd)
Collector
1,59600
0.95
E
By 2044, 10-1 intersections within city limits will operate below their minimum LOS standard. In
addition to the five existing LOS-deficient intersections which will persist through 2044, five&+*
additional intersections on City collector and arterial routes will reach LOS-deficient status by 2044.
2044 intersection LOS deficiencies are identified in Table 8-17.
Table 8-17. 2044 Intersection Level of Service Deficiencies
Intersection
Control'
PM Peak Hour
Volume
Delay2
LOS
On City of Port Orchard Routes
Bethel Rd SE & Salmonberry Rd
TWSC
2,13559
>300
F
Bethel Rd & Blueberry Rd
TWSC
1,620
>300
F
Old Clifton Rd & McCormick Woods Dr
TWSC
1,7204-5
475
E
Old Clifton Rd & Anderson Hill Rd
TWSC
1,8404
>300
F
Old Clifton Rd & Lloyd Parkway
TWSC
1,750459962
F
Pottery Avenue & S Kitsap Boulevard
TWSC
1,-1090
35-7
E
Peet FyAve Q. i i eFt D f
T S
441 5-5
39
_E
On WSDOT Routes
Old Clifton Road & SR 16 EB ramps
TWSC
2,605578
>300
F
Tremont Street & SR 16 WB ramps
TWSC
3,32549
529
F
Sedgwick Road (SR 160) & Geiger Road
TWSC
2,265
994-91
F
Bay Street (SR 166) & Port Orchard Blvd
TWSC
1,785
920
F
1TWSC = Two -Way Stop Control; AWSC = All -Way Stop Control; RAB = Roundabout; Signal = Signalized
2Average control delay for all movements, reported in seconds per vehicle. For TWSC, delay is reported for the movement
with the worst (highest) delay.
Both intersections at the SR 16 Sedgwick Road interchange are expected to operate at LOS D overall
through 2044, maintaining their minimum LOS D standard. However, both intersections will operate
with a peak hour volume -to -capacity (v/c) ratio greater than 1.00 on the SR 16 off -ramps. This
indicates oversaturated conditions, which may result in significant queuing and large variations in
travel time.
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
Street Segment & Intersection
Level of Service Deficiencies
Existing Deficiency
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2044 Deficiency
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Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
Figure 8-7. Street Segment and Intersection Level of Service Deficiencies
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
8.7.3. Actions Necessary to Maintain LOS Standards
Mitigation strategies for LOS-deficient street segments and intersections were developed with
consideration for prior planning and policy documents, including:
• Port Orchard Six -Year Transportation Improvement Program for 2024-2029;
• Port Orchard Transportation Improvement Program for 2030-2043;
• Port Orchard Transportation Impact Fee Rate Study 2020 Update;
• July 2020 update to the Transportation Element of the Port Orchard Comprehensive Plan;
• Bethel Road and Sedgwick Road Corridor Plan (2018); and
• SR 16 Tacoma Narrows Bridge to SR 3 Congestion Study (WSDOT 2018).
The projects identified in Table 8-18 are necessary to support anticipated growth by maintaining
minimum LOS standards through 2044.
Several projects reference the multi -phase Bethel/Sedgwick Corridor Improvement project. This
project, described in the 2018 Bethel Road and Sedgwick Road Corridor Plan, will provide major
capacity, safety, and accessibility improvements to the Bethel Road and Sedgwick Road corridors,
bringing both roadways up to urban design standards and supporting multi -model transportation for
existing and future development throughout Port Orchard.
Cost estimates for the projects were obtained from the Port Orchard Transportation Improvement
Program and Transportation Impact Fee Rate study and adjusted for inflation using the National
Highway Construction Cost Index.
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
Table 8-18. Projects Necessary to Maintain LOS Standards
ID
Project Name
Limits
Description
Cost Estimate
(in $$$s)
Projects Necessary to Mitigate Existing LOS Deficiencies
1
Bethel/Sedgwick
Bethel Rd
Complete street improvements
Corridor Phase 3
(Sedgwick Rd to
per the Bethel/Sedgwick Corridor
10,283
Blueberry Rd)
Plan.
2
Bethel/Sedgwick
Bethel Rd
Complete street improvements
Corridor Phase 4
(Salmonberry Rd
per the Bethel/Sedgwick Corridor
15,445
to Lund Ave)
Plan.
3
Bethel/Sedgwick
Intersection
New roundabout halfway
Corridor Phase 2a
improvements
between SR 16 and Bethel Rd.
2,608
4
Port Orchard Blvd
Tremont St to Bay
Roundabouts at Bay St/PO Blvd &
Improvements
St (SR 166)
Tremont St/PO Blvd; complete
17,977
street improvements on PO Blvd.
5
Old Clifton Rd & SR
Intersection
New roundabout or traffic signal
16 EB ramps
improvements
(coordinate with WSDOT).
2,608
6
Tremont St & SR 16
Intersection
New roundabout or traffic signal
WB ramps
improvements
(coordinate with WSDOT).
2,608
Projects Necessary to Mitigate 2044 LOS Deficiencies
..w ic-k Rd Wpr
CD 9 G +.�, Ci.J ., .,.�
Warien to 3 lane .w/ee nlete
fitd
i n+�
9—,71-7
street and new
he -I.� r+ .,veF -,.- mDlL el.
Creel .
87
Bethel/Sedgwick
Sedgwick Rd (SR
Second phase of the street
Corridor Phase 2
16 to Bethel Rd)
improvements per the
29,443
Bethel/Sedgwick Corridor Plan.
-98
Old Clifton Ped/Bike
City limit to
Separated pathway with lighting
Improvements
Anderson Hill Rd
and shoulder improvements.
5,674
399
Bethel Rd &
Intersection
New roundabout
Salmonberry Rd
improvements886,894
4410
Bethel Rd &
Intersection
New roundabout.
Blueberry Rd
improvements
25.622
1411
Old Clifton Rd &
Intersection
New roundabout.
McCormick Woods
improvements
2,692
Dr
1312
Old Clifton Rd &
Intersection
New roundabout.
Anderson Hill Rd
improvements
4,072
47413
Old Clifton Rd &
Intersection
New roundabout or traffic signal.
Lloyd Parkway
improvements
2,524
DetteFy Ave-
Trernen+te CD 'IG
\AA.den to A I-.ne .w/GE)MPl.,+.,
mr _
1§4
Sidney Ave
Sedgwick Rd to
Widen to 3 lanes w/complete
Berry Lk Rd
street improvements.
13,158
1465
Pottery Ave & South
Intersection
New all -way stop contro l
Improvements
100
Kitsap Blvd
.I
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
ID
Project Name
Limits
Description
Cost Estimate
(in $$$s)
Total
121,708
*Cost estimates are expressed in thousands of 2023 dollars.
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
8.8. 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 subsidies 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 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 nonmotorized 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
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 education and outreach. This is all to say that the transferability of TDM strategy effectiveness
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
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 advocate, a history of alternative transportation, and the appropriate selection of a target
market of travelers. There is "no one recipe for success" when it comes to TDM effectiveness, but
there are "ingredients" 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 local 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, citywide, 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 Minneapolis -St. Paul, MN, 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 TDM 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.).
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 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 vehicle -miles traveled (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
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
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
peak period volumes and improve flow without changing mode split. Looking at some newer
strategies, such as high -occupancy toll (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+ to create sufficient capacity to sell may break apart existing two -person
carpools who choose to drive alone in the mixed flow lanes rather than pay a toll or find a third rider.
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 of VMT reduction or mode
shift might be modest, but the combined effects of several complementary measures can be
substantial. For example, systems management improvements, such as ramp metering, can be
complemented with provisions for high -occupancy vehicle (HOV) bypass lanes, employer trip
reduction 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.S%.
As one international TDM study put it: "packaged, complementary solutions are usually more
effective than a single measure.114
TDM is Not a Solution to All Transportation Problems — TDM can be highly effective at a low cost
(relative to capacity improvements) 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). TDM is most effective, or at least most measurable, at the local 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 issues of multiple influences,
externalities, and causality. This points to the need to combine TDM strategies with smart
infrastructure enhancements such as Active Traffic Management (ATM). When efficiency
improvements are combined with efforts to reduce peak demand, the greatest impacts can be
realized.
a OECD, Road Travel Demand: Meeting the Challenge, 2002.
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
Traditional TDM
• HOV/HOT/ Managed Lanes
• Employer Trip Reduction Programs
• Alternative Work Arrangements
• School -based Trip Reduction
• Event -based Trip Reduction
• Recreation -based Trip Reduction
• Car -sharing
• Vanpool Programs
Land Use/Active Transportation
• Developer Trip Reduction
• Land Use Strategies
• Car -free or Access -restricted Zones
• Bicycle Facilities and Programs
• Pedestrian Facilities and Continuity
Transit
• Transit Service Improvements
• Transit Prioritization/BRT
Parking
• Parking Information
• Parking Supply Management
• Parking Pricing
Pricing
• Cordon Pricing
• Congestion Pricing
• General Financial Incentives
• Vehicle -Miles Traveled (VMT) Tax
Systems Management
• Ramp Metering
• Integrated Corridor Management
• Traveler Information
• Eco-driving
• Traffic Light synchronization
• Transit Fare Discounts
• Park and Ride Lots
Port Orchard Comprehensive Plan DRAFT: October 2024
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 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
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
8.9. Financial Analysis and Concurrency
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 ensure that each jurisdiction's transportation plan 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 Transportation Revenue Sources
Infrastructure Investment and Jobs Act, or "Bipartisan Infrastructure Law" (BIL)
On November 15, 2021, President Biden signed into law the Infrastructure Investment and Jobs Act,
also known as the "Bipartisan Infrastructure Law" (BIL) into law. The BIL authorizes $550 billion over
fiscal years 2022 through 2026 in new Federal investment in infrastructure, including in roads,
bridges, mass transit, water infrastructure, resilience, and broadband communications. This funding
includes $350 billion for highway programs, including over a dozen new highway programs. For more
information, visit: https://www.fhwa.dot.gov/bipartisan-infrastructure-law/.
Surface Transportation Block Grant Program (STBG)
The STBG provides flexible funding that may be used by States and local agencies for projects to
preserve and improve the conditions and performance on any Federal -aid highway, bridge, and
tunnel projects on any public road, pedestrian and bicycle infrastructure, and transit capital projects.
STBG-eligible projects may be located on any federal —aid highway system facility including the
National Highway System (NHS), bridge projects not located on the federal -aid system ("off system
bridges"), transit capital projects, modifications of existing public sidewalks to comply with the
Americans with Disabilities Act (ADA) regardless of whether the sidewalk is on the federal —aid system
right of way, and intracity and intercity bus terminals and facilities. An apportionment of these funds
is to be obligated to areas with population greater than 5,000 but no more than 200,000 (the
Washington State Office of Financial Management' April 2023 report estimated the 2023 population
of Sultan at 6,730). The State is to identify projects in these areas for funding in consultation with
regional planning organizations. A portion of the funds are reserved for rural areas and may be spent
on the federal -aid functionally classified system including Minor Collectors. Project eligible for
funding include all City arterial and collector improvement projects recommended in this Plan. For
more information, visit: https://www.fhwa.dot.gov/specialfunding/stp/.
Transportation Alternatives Program (TA)
The BIL continues the Transportation Alternatives set -aside from the STBG program. Eligible uses of
the set -aside funds include all projects and activities that were previously eligible under the
Transportation Alternatives Program under the Moving Ahead for Progress in the 21st Century Act
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
(MAP-21). This encompasses a variety of smaller -scale transportation projects such as pedestrian and
bicycle facilities, recreational trails, safe routes to school projects, community improvements such as
historic preservation and vegetation management, and environmental mitigation related to
stormwater and habitat connectivity. For more information, visit:
https://www.fhwa.dot.gov/bipartisan-infrastructure-law/ta.cfm.
Highway Safety Improvement Program (HSIP)
The BIL continues the HSIP to achieve significant reductions in traffic fatalities and serious injuries on
all public roads, including non -State-owned public roads and roads on tribal lands. The BIL maintains
the previous FAST Act definition of highway safety improvement projects and adds under that
definition several additional types of projects:
• Intersection safety that provide for the safety of all road users, as appropriate, including
multimodal roundabouts;
• Construction and improvement of a railway -highway grade crossing safety feature, including
installation of protective devices or a grade separation project;
• Construction or installation of features, measures, and road designs to calm traffic and reduce
vehicle speeds;
• Installation or upgrades of traffic control devices for pedestrians and bicyclists including
pedestrian hybrid beacons and the addition of bicycle movement phases to traffic signals;
• Roadway improvements that provide separation between motor vehicles and bicyclists,
including medians, pedestrian crossing islands, protected bike lanes, and protected intersection
features; and
• Pedestrian security features designed to slow or stop a motor vehicle.
For more information, visit: https://www.fhwa.dot.gov/bipartisan-infrastructure-law/hsip.cfm.
Recreational Trails Program (RTP)
The BIL reauthorized the Recreational Trails Program (RTP) for Federal fiscal years 2022 through 2026
as a set -aside of funds from the Transportation Alternatives (TA) Set -Aside under STBG. The
Recreational Trail Program provides funds to develop and maintain recreational trails for motorized
and nonmotorized travel. For more information, visit:
https://www.fhwa.dot.gov/environment/recreational trails/ .
Safe Routes to School Program (SRTS)
The purpose of the Safe Routes to Schools (SRTS) program is to provide K-12 students a safe, healthy
alternative to riding the bus or being driven to school. Organized by the USDOT and National Highway
Traffic Safety Administration (NHTSA), this federal program also includes a Washington state funded
portion that provides funding for engineering and construction, education efforts and enforcement
activities within two miles of schools. There is no match requirement. Projects are to be submitted
as complete projects and fully funded. For more information, visit: https://wsdot.wa.gov/business-
wsdot/support-local-programs/funding-programs/safe-routes-school-program.
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
Bridge Investment Program (BIP)
The BIL authorized the Bridge Investment Program, a competitive, discretionary program that focuses
on existing bridges to reduce the overall number of bridges in poor condition, or in fair condition at
risk of falling into poor condition. It also expands applicant eligibilities to create opportunity for all
levels of government to be direct recipients of program funds. Alongside states and federal lands
management agencies, metropolitan planning organizations and local and tribal governments can
also apply directly to FHWA, making it easier to advance projects at the local level that meet
community needs. For more information, visit: https://www.fhwa.dot.gov/bipartisan-infrastructure-
law/bip factsheet.cfm.
Railway -Highway Crossings Program (RHCP)
The BIL continues the Railway -Highway Crossings Program (RHCP), which provides funds for safety
improvements to reduce the number of fatalities, injuries, and crashes at public railway -highway
grade crossings. Funds may be used to install or upgrade protective devices at railroad crossings,
including gates, pedestrian crossings, signal systems, and signing. Funds may also be used
to eliminate grade crossings by closing them or providing grade separation. For more information,
visit https://www.fhwa.dot.Pov/bipartisan-infrastructure-law/nccp.cfm.
8.9.2. Washington State Transportation Revenue Services
The Washington State Transportation Improvement Board (TIB) provides funding to foster
investment in quality local government transportation projects. The TIB distributes grant funding
from revenue generated by three cents of the State's gas tax to cities and counties for funding
transportation projects. TIB administers several funding programs, each with its own set of criteria
used to facilitate project selection. The project selection process for all programs is completed
annually. The TIB programs are summarized below.
TIB Urban Programs
The TIB provides funding to cities within federally designated urban areas with a population greater
than 5,000. For jurisdictions of this size, four state -funded grant programs are administered through
TIB:
• Urban Arterial Program (UAP) for road projects for urban agency construction projects that
address safety, growth & development, physical condition, mobility, sustainability and
constructability criteria;
• Active Transportation Program (ATP) for projects which improve pedestrian and cyclist safety,
enhance pedestrian and cyclist mobility and connectivity, or improve the condition of existing
facilities;
• Arterial Preservation Program (APP) to address declining street conditions for medium sized
cities through overlay of federally classified arterial streets;
• Complete Streets Award is a funding opportunity for local governments that have an adopted
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
complete streets ordinance.
TIB Urban Program projects require financial participation by the local agency. Minimum local match
requirements range from 10% to 20% depending on the assessed value of the local agency. Local
match is typically a mixture of private and public funds. Projects are selected annually using a rating
system based on criteria developed by TIB. TIB awards more than $70 million to new projects each
year.
The Snohomish County Tomorrow 2023 Growth Monitoring Report identified Sultan as one of
Snohomish County's 11 "Cities and Towns," with a 2023 population estimate of 6,727. The City is
eligible to compete for TIB Urban Program funds. For more information, visit:
http://www.tib.wa.gov/grants/grants.cfm.
Several other programs are administered by TIB including:
• Route Jurisdiction Transfer Program (RJT) reviews petitions from cities, counties or WSDOT
for additions of deletions from the state highway system.
• Route Transfer Program (RTP) provides funding to offset extraordinary costs associated with
the transfer of state highways to cities.
Local Bridge Program
This local bridge program includes funding from the NHPP and STBG for both on- and off -system
bridges. Its purpose is to improve the condition of bridges through replacement, rehabilitation, and
preventive maintenance. In 2023, the program awarded approximately $150 million in funding. For
more information, visit: https://wsdot.wa.gov/business-wsdot/support-local-programs/funding-
programs/local-bridge-program.
Move Ahead Washington Railroad Crossing Program
The Move Ahead Washington Railroad Crossing Grant Program provides up to $5 million in state
funds to match federal funds for city and county projects which eliminate at -grade highway -rail
crossings. For more information, visit: https://wsdot.wa.gov/business-wsdot/support-local-
programs/funding-programs/move-ahead-washington-railroad-crossing-program.
County Safety Program
The County Safety program provides funding for projects that reduce fatal and serious injury crashes
on county roads using engineering improvements/countermeasures. Projects are identified through
each county's local road safety plan, that identifies and prioritizes projects based on the top crash
type(s) in the county. Projects can be at intersection(s), spot or mid -block location(s), and/or on
corridor(s) throughout a county or over wide areas within a county. For more information, visit:
https://wsdot.wa.gov/business-wsdot/support-local-programs/funding-programs/highway-safety-
im provement-program.
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
City Safety Program
The City Safety program provides funding for projects that reduce fatal and serious injury crashes on
city/town streets and state highways using engineering improvements/countermeasures. For more
information, visit: https://wsdot.wa.gov/business-wsdot/support-local-programs/funding-
programs/highway-safety-im prove ment-program.
The Pedestrian & Bicycle Safety Program
The Pedestrian & Bicycle Safety Program was initiated to reduce the nearly 400 statewide fatal and
injury collisions involving pedestrians and bicycles each year. Similar to the federal Safe Routes to
School Program, the purpose of the program is to aid public agencies in funding cost effective projects
that improve pedestrian and bicycle safety through engineering, education and enforcement. For
more information, visit: https://wsdot.wa.gov/business-wsdot/support-local-programs/funding-
programs/pedestrian-bicycle-program.
8.9.3. Local Transportation Revenue Services
Street Fund
The Street Fund for the City is comprised of revenue from the motor 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.
Current Expense
The City has supplemented the Street Fund with Current Expense money in previous years. Current
Expense funds have many sources including business taxes, local retail sales and use tax, property
taxes, and motor vehicle excise tax.
Transportation Impact Fee Program
In 2015 the City adopted a transportation impact fee, a financing tool which allows the collection of
revenue to offset the traffic impacts of new development. The impact fee rate is based the net new
PM peak hour trips generated by a development and is $6,063.94 per vehicle trip.
Transportation Benefit District
The City has established a Transportation Benefit District (TBD), an independent taxing district which
is authorized to raise revenue for the preservation, maintenance, operation, and construction of
transportation infrastructure. The TBD currently imposes a $20 vehicle license fee and a 0.1 percent
sales tax.
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
8.9.4. Revenue Forecast
MLYMMMMU
----------------
adjusted based on a projected growth of 1% to a per year, depending on other known faaers that
GE)Uld influeRee the spee+f a eategeFy of Tevewde—The projected revenues for the City's Street
Operation and Street Capital funds are shown in Table 8-19. The Transportation Benefit District and
Transportation Impact Fees are expected to fund approximately 40 percent of capital improvements.
An additional 8 percent of Transportation Capital Facilities Plan improvement funding is anticipated
to come from SEPA mitigation fees, developer contributions and transfers in from other funding
sources. The remainder of the Transportation Capital Facilities Plan will be funded by through grants
and appropriations as needed. This strategy ensures that the City can accomplish the transportation
plan and use the available funding options efficiently. The revenue forecast described in this section
was prepared by projecting historical trends from the City's financial records.
Table 8-19. Transportation Revenue Forecast, 2024 to 2044
FundingSourc Descri tion
Revenue Forecast,
Revenue Forecast,
2025-2044 ($)
2025-2044 /j.
Street Operating Fund - Unrestricted
Transportation
Benefit District (TBD)
$20 license fee
$12,174,000
17.9%
Licenses & Permits
Right of way encroachment
200 000
0.3%
permit fees
Intergovernmental
City Share of motor vehicle
6 473 000
9.5%
Revenue
fuel tax (MVFT)
Charges for Services
Fees for services rendered by
440 000
0.6%
transportation operations
staff including plan review
and construction inspection
Miscellaneous
Other sources of unrestricted
$38,570,000
56.8%
revenue (Property Tax
Allocated
Transfers/Other
Transfers to support
transportation operations,
$10,000,000
14.7%
maintenance and
administration
TOTAL - Street Operating Fund
67,857,000
100%
Street Capital Fund - Restricted
Transportation
1 0.1% sales tax 6 669 252 5.5%
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
Benefit District (TBD)
Transportation
Impact Fee (TIF)
Fee per new vehicle trip
$42,320,000
34.8%
Intergovernmental
Grants &direct appropriations
$62,218,748
51.1%
Revenue
Miscellaneous
SEPA Mitigation fees,
developer contributions
500 000
0.4%
Transfers In
Transfers to support capital
$10,000,000
8.2%
rp oiects
TOTAL - Street Capital Fund
$121,708,000
100%
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
8.9.4. Capital Costs for Recommended Improvements
Previous sections in this Element identified transportation capital improvement projects necessary
to achieve the City's nonmotorized system vision and to maintain intersection and street segment
Levels of Service through 2044, serving existing residents and businesses while supporting anticipated
housing and employment growth.
The total estimated cost of identified nonmotorized improvement projects is $209,290,000, and the
total estimated cost of identified street segment and intersection capacity improvement projects is
$438121,404708,000. These project lists contain significant overlap, with multiple projects serving
both nonmotorized system vision and street segment or intersection capacity needs. The combined
cost of the recommended transportation capital improvement projects, excluding duplicate projects,
is $234238,63-2918,000.
8.9.5. Summary of Costs and Revenues
Based on the revenues and costs listed above, the City's expected revenues are sufficient to support
the protects required to maintain minimum street segment and intersection LOS standards through
2044. Additional revenue will need to be secured to fund proposed projects which provide
nonmotorized improvements beyond maintaining minimum LOS standards. proposed tFanSpeFtatien
. . ?nts are affeFdable within the City's expected revenues for transpaFtatiOR eapital cests.
Table 8-20 summarizes the costs and revenues analyzed in the Transportation Element. it is important
to note +h he revenue forecast described herein assumes no additional debt issuances. However,
if federal and state grant revenues fall short of the stated forecast, additional debt may be necessary
to fully fund the transportation capital improvement project list.e revenues portrayed inel de the
necessary to fully fund the transportation program. The new debt is assurned to be
pFeeeeds A-f af-if-iWA-R-Al debt i..r.rues. This 0S -h-psed upen aR assumption that addlitienal debt-vAll be
made any assumptions related to grant funding or other low interest loans such as frern Federal e
State PFE)ffams. The City has tFaditienally been able te tap these SE)Wees, and eentinuing to de se
would reduce the need for new bond Ossues whoch similarly co-ld mere favorable terms fe
the City's tFaRspeFtati n n
Table 8-20. Summary of Capital Costs and Revenues
Category
Total, 2025-2044
Projected Revenues
$130,401,000
Predictable sources
$59,489,252
DphtGrant and other sources
$70,911,748
Projected Expenditures
$2- 238,632918,0
00
Street and Intersection Capacity Improvements
$121,708,000
Nonmotorized-Only Improvements*
$117,210,000
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
In the event of a revenue shortfall, Port Orchard will need to reassess its projects transportation
expenditures. Reassessment strategies may include reducing Level of Service standards or imposing a
development moratorium until adequate transportation funding can be secured to maintain adopted
LOS standards.
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
8.10 Intergovernmental Coordination
The City of Port Orchard works to maintain positive relationships 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.
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 VISION 2050
plan.
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
8.1 I. Transportation Goal and Policies
The transportation goal and policies described below establish the vision for this Transportation
Element and support the overall vision of the Comprehensive Plan. These goals and policies are
organized under the categories local and regional transportation planning, supporting the economy,
protecting the environment, and facilitating innovation. These policies are consistent with the Puget
Sound Regional Council (PSRC) VISION 2050 Multicounty Planning Policies.
Goal: The City of Port Orchard has a sustainable, equitable, affordable, safe, and efficient multimodal
transportation system that promotes vitality of the economy, environment, and health.
8.1 I.I. Local and Regional Transportation Planning
T-1 Maintain and operate transportation systems to provide safe, efficient, and reliable
movement of people goods, and services.
T-2 Protect the investment in the existing system and lower overall lifecycle costs through
effective maintenance and preservation programs.
T-3 Reduce the need for new capital improvements through investments in operations, pricing
programs, demand management strategies, and system management activities that improve
the efficiency of the current system.
T-4 Improve the safety of the transportation system and, in the long term, achieve the state's
goal of zero deaths and serious injuries.
T-5 Develop a transportation system that minimizes negative impacts to, and promotes, human
health.
T-6 Pursue alternative transportation financing methods such as user fees, tolls, and other pricing
mechanisms to fund the maintenance, improvement, preservation, and operation of the
transportation system.
T-7 Fund, complete, and operate the highly efficient, multimodal system described in the
Comprehensive Plan. Coordinate with WSDOT, regional, and nearby local agencies, in
collaboration with the state legislature, to build the multimodal system.
T-8 Strategically expand capacity and increase efficiency of the transportation system to move
goods, services, and people throughout Port Orchard. Focus on investments that produce the
greatest net benefits to people and minimize the environmental impacts of transportation.
T-9 Implement transportation programs and projects that provide access to opportunities while
preventing or mitigating negative impacts to people of color, people with low incomes, and
people with special transportation needs.
T-10 Ensure mobility choices for people with special transportation needs, including persons with
disabilities, seniors, youth, and people with low incomes.
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
T-11 Design, construct, and operate a safe and convenient transportation system for all users while
accommodating the movement of freight and goods, using best practices and context
sensitive design strategies.
T-12 Emphasize transportation investments that provide and encourage alternatives to single -
occupancy vehicle travel and increase travel options.
T-13 Increase the proportion of trips made by transportation modes that are alternatives to driving
alone by ensuring availability of reliable and competitive transit options.
T-14 Integrate transportation systems to make it easy for people and freight to move from one
mode or technology to another.
T-15 Prioritize investments in transportation facilities and services in the urban growth area that
support compact, pedestrian- and transit -oriented densities and development.
T-16 Improve local street patterns — including their design and how they are used — for walking,
bicycling, and transit use to enhance communities, connectivity, and physical activity.
T-17 Promote and incorporate bicycle and pedestrian travel as important modes of transportation
by providing facilities and navigable connections, including connected and protected bike and
pedestrian pathways where contextually appropriate.
T-18 Promote coordination with developers to ensure that mixed -use developments are designed
in a way that improves overall mobility and accessibility to and within such development.
T-19 Design transportation facilities to fit within the context of the built or natural environments
in which they are located.
8.11.2. Supporting the Economy
T-20 Make transportation investments that improve economic and living conditions so that
industries and skilled workers continue to be retained and attracted to Port Orchard.
T-21 Improve key facilities connecting Port Orchard to the regional transportation network to
support the economic vitality of the city.
T-22 Ensure the freight system supports the growing needs of global trade and state, regional and
local distribution of goods and services.
T-23 Maintain and improve the existing multimodal freight transportation system in the region to
increase reliability, efficiency, and mobility, and prepare for continuing growth in freight and
goods movement.
Port Orchard Comprehensive Plan DRAFT: October 2024
Chapter 8: Transportation
8.11.3. Protecting the Environment
T-24 Provide infrastructure sufficient to support widespread electrification of the transportation
system.
T-25 Advance the resilience of the transportation system by incorporating redundancies, preparing
for disasters and other impacts, and coordinated planning for system recovery.
T-26 Reduce stormwater pollution from transportation facilities and improve fish passage, through
retrofits and updated design standards. Where feasible, integrate with other improvements
to achieve multiple benefits and cost efficiencies.
8.11.4. Facilitating Innovation
T-27 Prepare for changes in transportation technologies and mobility patterns, to support Port
Orchard with a sustainable and efficient transportation system.
T-28 Be responsive to changes in mobility patterns and needs for both people and goods, and
encourage partnerships with the private sector, where applicable.
Port Orchard Comprehensive Plan DRAFT: October 2024